Machinery Operating Manual Maersk Gateshead

Maersk Gateshead Machinery Operating Manual
MACHINERY OPERATING MANUAL 2.3.2 Boiler Feed Water System 2.12 Electrical Power Generators
2.3.3 Water Sampling and Treatment System 2.12.1 Diesel Generators
LIST OF CONTENTS 2.3.4 Distilled Water Transfer and Distribution 2.12.2 Emergency Diesel Generator
ISSUE AND UPDATES
MACHINERY SYMBOLS AND COLOUR SCHEME 2.4 Sea Water Systems
2.13 Electrical Systems
ELECTRICAL AND INSTRUMENTATION SYMBOLS 2.4 1 Main and Auxiliary Sea Water Systems
SAFETY PLAN SYMBOLS 2.13.1 Electrical Equipment
2.4.2 Fresh Water Evaporator
PRINCIPAL MACHINERY PARTICULARS 2.13.2 Main Switchboard and Generator Operation
INTRODUCTION 2.13.3 Electrical Distribution
2.5 Fresh Water Cooling Systems 2.13.4 Shore Power
2.5.1 High Temperature Fresh Water Cooling System 2.13.5 Main Alternators
Part 1: Operational Overview 2.5.2 Low Temperature Fresh Water Cooling System 2.13.6 Emergency Generator
2.5.3 Reefer Containers Fresh Water Cooling System 2.13.7 Preferential Tripping and Sequential Restarting
1.1 To Bring Vessel into Live Condition 2.13.8 Uninterruptible Power Supply (UPS) and Battery Systems
1.2 To Prepare Main Plant for Operation 2.13.9 Cathodic Protection System
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 2.6 Fuel Oil and Diesel Oil Service Systems
1.4 To Change Main Plant from Manoeuvring to Full Away 2.6.1 Main Engine Fuel Oil Service System
1.5 To Prepare for UMS Operation 2.14 Accommodation Systems
2.6.2 Generator Engines Fuel Oil Service System
1.6 To Change from UMS to Manned Operation 2.6.3 Boiler Fuel Oil System 2.14.1 Domestic Fresh Water System
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.6.4 Engine Room Waste Oil and Drains System 2.14.2 Domestic Refrigeration System
1.8 To Secure Main Plant at Finished With Engines 2.14.3 Accommodation Air Conditioning Plant
1.9 To Secure Main Plant for Dry Dock 2.14.4 Miscellaneous Air Conditioning Units
2.7 Fuel Oil and Diesel Oil Transfer Systems 2.14.5 Sewage Treatment
Illustrations
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.14.6 Garbage Disposal
1a Engine Room Floor Plan and Sounding Pipe Positions 2.7.2 Fuel Oil and Diesel Oil Purifying System
1b Engine Room 3rd Deck Plan Illustrations
1c Engine Room 2nd Deck Plan 2.1.1a Main Engine
2.8 Lubricating Oil Systems
1d Engine Room Elevation 2.1.2a Main Engine Bridge Control System
1e Tank Capacity Tables 2 8.1 Main Engine Lubricating Oil System 2.1.2b Main Engine Manoeuvring Control - Telegraph System
1f Tank Capacity Tables 2 8.2 Turbocharger Lubricating Oil System 2.1.3a Main Engine Safety System
2.8.3 Generator Engines Lubricating Oil System 2.1.3b Main Engine Safety System Operating Panel
2.8.4 Stern Tube Lubricating Oil System 2.1.4a Digital Governor System
Part 2: Main Engine and Auxiliary Systems 2.8.5 Lubricating Oil Purifying Systems 2.1.4b Digital Governor Panel
2.1 Main Engine 2.8.6 Lubricating Oil Filling and Transfer System 2.2.1a Auxiliary Boiler
2.2.2a Boiler Control Panel
2.1.1 Main Engine Details
2.9 Bilge System 2.2.4a Steam System in the Engine Room
2.1.2 Main Engine Manoeuvring Control
2.2.4b Steam System Outside the Engine Room
2.1.3 Main Engine Safety System 2.9.1 Engine Room and Cargo Hold Bilge Systems and Bilge 2.3.1a Condensate Drains System in the Engine Room
2.1.4 Digital Governor Separator 2.3.1b Condensate Drains System Outside the Engine Room
2.3.2a Boilers Feed Water System
2.2 Boilers and Steam Systems 2.10 Air Systems 2.3.3a Water Sampling and Treatment System
2.2.1 General Description 2.3.4a Distilled Water Transfer and Distribution System
2.10.1 Starting Air System
2.2.2 Boiler Control Systems 2.4.1a Main and Auxiliary Sea Water Cooling System
2.10.2 General Service Air System
2.2.3 Sootblowers 2.4.2a Fresh Water Evaporator System
2.10.3 Control Air System
2.2.4 Steam System 2.5.1a High Temperature Fresh Water Cooling System
2.2.5 Exhaust Gas Boiler 2.5.2a Low Temperature Fresh Water Cooling System
2.11 Steering Gear, Thruster Units and Stabilisers 2.5.3a Reefer Containers Fresh Water Cooling System
2.6a Viscosity - Temperature Graph
2.3 Drains and Feed Water Systems 2.11.1 Steering Gear
2.6.1a Main Engine Fuel Oil Service System
2.11.2 Thruster Units
2.3.1 Drains Systems 2.6.2a Generator Engines Fuel Oil Service System
2.11.3 Stabilisers
Issue: 1 Front Matter - Page 1 of 15

2.6.3a Boiler Fuel Oil Service System Part 3: Main Machinery Control 4.5a Quick-Closing Valve System
2.6.4a Engine Room Waste Oil and Drains System 4.5b Fire Flaps Operation
3.1 Main Machinery Control System
2.7.1a Fuel Oil Bunkering and Transfer System 4.6a Water Mist Fire Extinguishing System
2.7.1b Diesel Oil Bunkering and Transfer System 3.1.1 Machinery Control and Alarm System Overview 4.7a Wheelhouse Watertight Door Indicator Panel
2.7.2a Fuel Oil Purifying System 3.1.2 Operator Stations 4.8.1a Fire Alarm System - Engine Room Floor
2.7.2b Marine Diesel Oil Purifying System 3.1.3 Screen Displays 4.8.1b Fire Alarm System - Engine Room 3rd Deck and Steering
2.8.1a Main Engine Lubricating Oil System 3.1.4 Alarms Gear Compartment
2.8.1b Main Engine Stuffing Box Transfer System 3.1.5 Trending 4.8.1c Fire Alarm System - Engine Room 2nd Deck
2.8.2a Main Engine Turbochargers Lubricating Oil System 3.1.6 UMS - Manned Handover 4.8.2a Fire Fighting Equipment - Engine Room Floor
2.8.4a Stern Tube Lubricating Oil System 3.2 Engine Control Room, Console and Panels 4.8.2b Fire Fighting Equipment - Engine Room 3rd Deck and
2.8.5a Main Engine Lubricating Oil Purifying System Steering Gear Compartment
2.8.5b Generator Engine Lubricating Oil Purifying System 3.3 Hydraulic Remote Valve Operating System 4.8.2c Fire Fighting Equipment - Engine Room 2nd Deck
2.8.6a Lubricating Oil Transfer System 4.8.3a Lifesaving Equipment - Engine Room 2nd Deck
2.9.1a Bilge System in Engine Room Illustrations
2.9.1b Cargo Hold Bilge System
2.9.1c Bilge Mimic Panel
3.1.1a Machinery Control and Monitoring Part 5: Emergency Procedures
3.1.2a Operator Panel
2.9.1d Bilge Mimic Panel 5.1 Flooding in the Engine Room - Emergency Bilge Suction
3.1.3a Screen Display
2.9.1e Bosun’s Store Forward Bilge System
3.1.5a Trending Displays 5.2 Local (Emergency) Operation of the Main Engine
2.9.1f Main Engine Drains from Air Cooler
3.2a Engine Control Room Layout
2.10.1a Starting Air System
3.2b Engine Control Room Console 5.3 Emergency Steering
2.10.2a General Service Air System
3.3a Hydraulic Valve Remote Operation System
2.10.3a Control Air System
2.11.1a Steering Gear Hydraulic System 5.4 Secondary Fire Pump Operation
2.11.2a Bow Thruster Control Part 4: Emergency Systems 5.5 Fire in Engine Room
2.11.2b Stern Thruster Control
4.1 Fire Hydrant System
2.11.3a Stabiliser Machinery Unit 5.6 Ship’s Control Centre and Fire Control Station
2.11.3b Stabiliser Hydraulic System
4.2 CO2 Fire Extinguishing System
2.11.3c Stabiliser Control Display Illustrations
2.13.1a Main Electrical Network 4.3 Fire Detection System
2.13.2a Generator and Synchronising Panels 5.6a Ship’s Control Centre
2.13.3a Emergency Electrical Distribution 5.6b Fire Control Station
4.4 Smoke Detection System
2.13.3b Main Switchboard 440V Distribution
2.13.3c Main Switchboard Group Starters 4.5 Quick-Closing Valves, Fire Damper System and Emergency Part 6: Communications
2.13.3d Main Switchboard 220V Distribution Stops 6.1 UMS 2100 System
2.13.4a Shore Power
2.13.5a Main Alternators 4.6 Fresh Water Mist Fire Extinguishing System 6.2 Sound Powered Telephone System
2.13.6a Emergency Generator
2.13.7a Preferential Tripping 4.7 Watertight Door System 6.3 Shipboard Management System
2.13.7b Sequential Restart
4.8 Safety Equipment Illustrations
2.13.8a Battery Charge/Discharge Board
2.13.9a Cathodic Protection System 4.8.1 Fire Alarm System 6.1a UMS 2100 Operator Panels
2.14.1a Domestic Fresh Water System 4.8.2 Fire Fighting Equipment
2.14.2a Domestic Refrigeration System 4.8.3 Lifesaving Equipment
2.14.3a Accommodation Air Conditioning Plant
2.14.3b Accommodation Heating Water Circulation System Illustrations
2.14.5a Sewage Treatment System 4.1a Fire Hydrant System (Engine Room)
2.14.6a Garbage Management Plan I 4.1b Fire Hydrant System (Accommodation and Deck)
2.14.6b Garbage Management Plan II 4.2a CO2 Fire Extinguishing System
4.3a Fire Detection Panel
4.4a Smoke Detection System

Issue and Updates This manual was produced by:
Issue 1 Issue 2 Issue 3
This manual is provided with a system of issue and WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents October 2002
update control. Controlling documents ensure that: Issue and Updates October 2002
For any new issue or update contact:
• Documents conform to a standard Machinery Symbols and Colour Scheme October 2002
format. The Technical Director Electrical and Instrumentation Symbols October 2002
WMT Technical Office Safety Plan Symbols October 2002
• Amendments are carried out by relevant The Court House
Introduction October 2002
personnel. 15 Glynne Way
Hawarden
• Each document or update to a document Deeside, Flintshire 1.1 October 2002
is approved before issue. CH5 3NS, UK 1.2 October 2002
E-Mail: manuals@wmtmarine.com 1.3 October 2002
• A history of updates is maintained.
1.4 October 2002
• Updates are issued to all registered 1.5 October 2002
holders of documents. 1.6 October 2002
• Sections are removed from circulation 1.7 October 2002
when obsolete. 1.8 October 2002
1.9 October 2002
Document control is achieved by the use of the footer
provided on every page and the issue and update table
below. 1.1a October 2002
1.1b October 2002
In the right hand corner of each footer are details of 1.1c October 2002
the pages, section number and and page number of the
1.1d October 2002
section. In the left hand corner of each footer is the issue
number. 1.1e October 2002
1.1f October 2002
Details of each section are given in the first column of
the issue and update control table. The table thus forms
a matrix into which the dates of issue of the original Text
document and any subsequent updated sections are 2.1 October 2002
located. 2.1.1 October 2002
2.1.2 October 2002
The information and guidance contained herein is
produced for the assistance of certificated officers who, 2.1.3 October 2002
by virtue of such certification, are deemed competent 2.1.4 October 2002
to operate the vessel to which such information and 2.2 October 2002
guidance refers. Any conflict arising between the
information and guidance provided herein and the 2.2.1 October 2002
professional judgement of such competent officers 2.2.2 October 2002
must be immediately resolved by reference to Maersk 2.2.3 October 2002
Technical Operations Office.
2.2.4 October 2002
2.2.5 October 2002

Issue 1 Issue 2 Issue 3 Issue 1 Issue 2 Issue 3 Issue 1 Issue 2 Issue 3
Text Text Illustrations
2.3 October 2002 2.12 October 2002 2.4.1a October 2002
2.3.1 October 2002 2.12.1 October 2002 2.4.2a October 2002
2.3.3 October 2002 2.13 October 2002 2.5.2a October 2002
2.4 October 2002 2.13.2 October 2002 2.6a October 2002
2.5 October 2002 2.13.5 October 2002 2.6.3a October 2002
2.5.2 October 2002 2.13.7 October 2002 2.7.1b October 2002
2.6 October 2002 2.13.9 October 2002 2.7.2b October 2002
2.6.1 October 2002 2.14 October 2002 2.8.1a October 2002
2.7 October 2002 2.14.4 October 2002 2.8.5a October 2002
2.8 October 2002 2.9.1a October 2002
2.8.1 October 2002 Illustrations 2.9.1b October 2002
2.8.2 October 2002 2.1.1a October 2002 2.9.1c October 2002
2.8.3 October 2002 2.1.2a October 2002 2.9.1d October 2002
2.8.4 October 2002 2.1.2b October 2002 2.9.1e October 2002
2.8.5 October 2002 2.1.3a October 2002 2.9.1f October 2002
2.8.6 October 2002 2.1.3b October 2002 2.10.1a October 2002
2.9 October 2002 2.1.4a October 2002 2.10.2a October 2002
2.10 October 2002 2.1.2a October 2002 2.11.1a October 2002
2.10.1 October 2002 2.2.2a October 2002 2.11.2a October 2002
2.10.2 October 2002 2.2.4a October 2002 2.11.2b October 2002
2.11 October 2002 2.3.1a October 2002 2.11.3b October 2002
2.11.1 October 2002 2.3.2a October 2002 2.11.3c October 2002

Issue 1 Issue 2 Issue 3 Issue 1 Issue 2 Issue 3 Issue 1 Issue 2 Issue 3
Illustrations Illustrations Text
2.13.3a October 2002 3.3a October 2002 5.1 October 2002
2.13.3b October 2002 5.2 October 2002
2.13.3c October 2002 Text 5.3 October 2002
2.13.3d October 2002 4.1 October 2002 5.4 October 2002
2.13.4a October 2002 4.2 October 2002 5.5 October 2002
2.13.5a October 2002 4.3 October 2002 5.6 October 2002
2.13.6a October 2002 4.4 October 2002
2.13.7a October 2002 4.5 October 2002 Illustrations
2.13.7b October 2002 4.6 October 2002 5.6a October 2002
2.13.8a October 2002 4.7 October 2002 5.6b October 2002
2.13.9a October 2002 4.8 October 2002
2.14.1a October 2002 4.8.1 October 2002 Text
2.14.2a October 2002 4.8.2 October 2002 6.1 October 2002
2.14.3a October 2002 4.8.3 October 2002 6.2 October 2002
2.14.3b October 2002 6.3 October 2002
2.14.5a October 2002 Illustrations
2.14.6a October 2002 4.1a October 2002 Illustrations
2.14.6b October 2002 4.1b October 2002 6.1a October 2002
4.2a October 2002
Text 4.3a October 2002
3.1 October 2002 4.4a October 2002
3.1.1 October 2002 4.5a October 2002
3.1.2 October 2002 4.5b October 2002
3.1.5 October 2002 4.8.1a October 2002
3.1.6 October 2002 4.8.1b October 2002
3.2 October 2002 4.8.1c October 2002
3.3 October 2002 4.8.2a October 2002
4.8.2b October 2002
Illustrations 4.8.2c October 2002
3.1.1a October 2002 4.8.3a October 2002
3.1.2a October 2002
3.1.3a October 2002
3.1.5a October 2002
3.2a October 2002
3.2b October 2002

Machinery Symbols and Colour Scheme
Sounding Head with Self-
Stop Valve Foot Valve Diaphragm Operated Closing Cap and Sampling Not Connected Piston Systems Colour Scheme
Valve Cock (Self-Closing) Crossing Pipe
Angle Stop Valve Needle Valve Diaphragm Operated Valve Orifice Connected Crossing Pipe M Electric Motor Driven Domestic Fresh Water
(3-Way Control)
High Temperature Cooling Water

3-Way Valve Angle Needle Valve Storm Valve Hand Pump T Pipe A Air Motor Driven
Low Temperature Cooling Water
Non-Return Valve Two-Way Cock Angle Storm Valve Positive Displacement Flexible Hose Joint S Solenoid Driven Sea Water
Pump
Diaphragm Operated Hydraulic Oil

Screw Down Non-Return Three-Way Cock (L-Type) Valve With Positioner Gear or Screw Type Pump Blind (Blank) Flange
Valve (3-Way Control) Lubricating Oil
Screw Down Non-Return Three-Way Cock (T-Type) Rose Box Centrifugal Pump Spectacle Flange
Valve ( Open, Shut) Saturated Steam
Swing Check Valve Locked Cock Mud Box Ejector (Eductor Injector) Spool Piece Condensate
Feed Water
P1 P2 Cylinder with Positioner
Pressure Regulating Valve (3-way Control Rotary Overboard Discharge Discharge/Drain
Plug Type)
Duplex Oil Strainer Fire/Deck Water
Safety / Relief Valve Remote Operated Valve Observation Glass Tank Penetration
CO2
Angle Safety / Relief Valve Emergency Shut Off Valve Flow Meter Hand Operated Fuel Oil
(Wire Operated)
Duplex Auto Back
Marine Diesel Oil
Flushing Oil Strainer
Self-Closing Valve Emergency Shut Off Valve Goose Neck Diaphragm
(Air Operated)
Sludge/Waste Oil
Angle Self-Closing Valve Emergency Shut Off Valve Simplex Auto-Back Goose Neck Type Air Pipe Diaphragm Air
(Hydraulically Operated) Flushing Filter Head (Without Wire Net) with Positioner
A Bilges
Regulating Valve Air Motor Valve Separator Goose Neck Type Air Pipe Float
Head (With Wire Net)
Electrical Signal
M Electric Motor Valve
Butterfly Valve Y-Type Strainer Suction Bellmouth Weight
Instrumentation
S
Gate Valve Solenoid Valve Drain Trap Scupper Spring
W
Breathing Valve Wax Expansion Type Hopper Without Cover HB Fire Hose Box Cylinder with Positioner
Control Valve
Hose Valve Piston Valve Hopper With Cover A Air Horn Hand Operated
(Locked Shut)
Angle Hose Valve Flap Check Valve Sounding Head with S Steam Horn Hand Operated
Filling Cap (Locked Open)

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

Safety Plan Symbols
Line Throwing Appliance
CO2 CO2 Discharge Alarm Horn Self Contained Compressed Air Operated
Fire and General Service Pump (310m3 x90mth) Breathing Apparatus with Lifeline (36m)
Secondary Fire Pump (72m3 x110mth) Fire Alarm Horn Parachute Signal
Safety Lamp
Fire Hose Box with Nozzle
18m by 50mm Hose, 19mm Jet/Fog Nozzle Pushbutton Switch for General Alarm Fire Detector Main Control Panel
CP
Fire Hose Reel with Nozzle Pushbutton Switch for Fire Alarm Lifebuoy with Light
18m by 50mm Hose, 19mm Jet/Fog Nozzle RP Fire Detector Repeater Panel
SAFETY
Fire and Safety Plan
Fire Hydrant Valve with Hose Coupling (Storz) Fire Alarm Bell PLAN
Lifebuoy With 30m Line

Fire Main Isolating Valve
CO2 Discharge Alarm Bell FE Fireman's Outfit Locker
CO2
Sand Box with Scoop in Engine Room
Lifebuoy with Light and
F Control Station Valve Box for Quick Closing Operation
Smoke Signal
F Portable Foam Applicator in Engine Room
Fire Resisting Division 'A-60'
CO2
C Fire Station
(Bulkhead/Deck)
Portable CO2 Fire Extinguisher (2kg) Life Jacket
2kg Fire Resisting Division 'A-0'
(Bulkhead/Deck)
CO2 Start/Stop Switch for Fire Pump
Portable CO2 Fire Extinguisher (5kg)
5kg Fire Resisting Division 'B'
MFP
P Child's Life Jacket
Portable Powder Fire Extinguisher (12kg)
12 'A' Class Fire door
Start/Stop Switch for Secondary Fire Pump
P Portable Powder Fire Extinguisher (12kg) Offshore SFP
12 'B' Class Fire door
P E Emergency Exit LJB Life Jacket Box

Portable Powder Fire Extinguisher (25kg) Emergency Stop Switch for Engine Room Ventilation
25
A
P Portable Powder Fire Extinguisher (25kg) Offshore Emergency Stop Switch for Accommodation Ventilation
25 Lifeboat 39 Persons
Immersion Suit
C
Emergency Stop Switch for Cargo Area Ventilation
CO2 Master Control Box
CO2
20P Liferaft 20 Persons
Automatic and Remote Operated Fire Damper
Two-Way Transceiver
CO2 CO2 Extinguisher for Paint Store
Ventilator with Ventilator Number

MV-XX 6P
Liferaft 6 Persons
CO2 Discharge Nozzle Satellite EPIRB
CO2 Manually Operated Fire Damper
XX
Water Mist Nozzle
W Fire Detector Flame Type
Rope Ladder for Pilot
FW Pump for Waster Mist System Fire Detector Thermal Type Radar Transponder SART
SP Speaker for Fire and Emergency General Alarm

Fire Detector Smoke Type
Rope with Knots
Rescue Boat
SP Double Speaker for Fire and Emergency General Alarm
G Emergency Generator
Embarkation Ladder
SC Signal Light Column International Shore Connection Stretcher

PRINCIPAL MACHINERY PARTICULARS
Machinery Electric Motors Starters
Ref Item Name Qty Maker Model/Type rpm Capacity Working Maker Model Volt Amp kW rpm Start Control Remote Emg’y
No. Pressure Method Method Control Stop and
Pref Trip
Machinery Space Equipment
1 Main Engine 1 Hyundai MAN-B&W 10K90MC-C (V) 104 58,600bhp
(MCR)
2 Main Engine Turbochargers 3 ABB VTR 714 type D
3 Main Engine Auxiliary Blowers 3 Hyundai 440 ASS ECR ES-D+CO2
4 Main Engine Turning Gear 1 Hyundai 440 DOL M/S
5 Steering Gear 1 Tong Myung HI FE21-485: 4-cyl 485T-m torque 240 bar
6 Steering Gear Motor Pumps 2 Tong Myung HI LV500-410R10 1,188 Hyundai HLA4318-6 440 245 150 1,188 DOL No.1 NA W/H
ATr No.2
7 Main Generator Sets 4 Hyundai MAN-B&W 8 cylinder L27/38 720 2,400kW Hyundai HFJ5 718-14K 450 4,179 2,280 720 ES-1/2/3/4
8 Emergency Generator Set 1 STX Cummins NT855- 1,800 250kW Leroy Somer LSAM46- 450 401 250 1,800
DMGE 2VL12
9 Auxiliary Boiler 1 Aalborg AQ10/12 4,500kg/h 6.0 bar ES-A+CO2
10 Exhaust Gas Boiler 1 Kangrim EBO600LY 3,500kg/h 6.0 bar
11 Intermediate Shaft Bearing 3 Blohm & Voss STIl, ST1T (70) 705.85mm dia
12 Stern Tube Bush 1 Railko Phenolic Resin 841.5mm ID 1,036mm OD 1,875mm long
13 Main Air Reservoirs 1 Kangrim Vertical Cylinder 12.5m3 30 bar
14 Working Air Reservoir 1 Kangrim Vertical Cylinder 2.0m3 7.0 bar
15 Auxiliary Air Reservoir 1 Kangrim Vertical Cylinder 0.25m3 30 bar
16 Control Air Dryer 1 Kung Nam Refrigifilter KAD- 100m3/h 7.0 bar
101
17 Ballast Pumps 2 Shinko SVS250MS 500m3/h 25mth Hyundai JM200TV001 440 75.5 45 1,775 DOL NA BCC
18 Bilge, Fire and GS Pumps 2 Shinko RVP200MS 319/190m3/h 30/90mth Hyundai MJ5SPP-01 440 122.3 75 1,765 DOL AST SCC, W/H,
ECC
19 Boiler Feed Water Pumps 2 Shinko SHQ50M 3,550 8.6m3/h 120mth Hyundai JM160TA001 440 19.6 11 3,550 DOL NA ECR
20 Central Cooling FW Pumps 3 Shinko SVS300M 1,765 840m3/h 25mth Hyundai MJ5MPP-01 440 144.8 90 1,765 DOL L:NA M/S
R:ACO ECR
21 Main Engine Jacket Cooling FW Pumps 2 Shinko SV200M 1,775 328m3/h 31mth Hyundai JM200TV001 440 62.8 37 1,775 DOL L:NA M/S
R:ACO ECR
22 Reefer Cooling FW Pumps 2 Shinko SVS250M 1,765 390m3/h 35mth Hyundai MJ25PP-01 440 92.1 55 1,765 DOL L:NA M/S
R:ACO ECR
23 Main Cooling SW Pumps 2+1 Shinko SVS350M 1,770 1,000m3/h 24mth Hyundai MJ85PP-01 440 175.8 110 1,770 DOL (No.3 L:NA M/S
ATr 70%) R:ACO ECR
24 Reefer Cooling SW Pumps 2+1 Shinko SVS250M 1,775 390m3/h 24mth Hyundai MJ25PP-01 440 92.1 55 1,775 DOL L:NA M/S
R:ACO ECR
25 Fresh Water Generator SW Pump 1 Shinko SVS125-2M 1,760 88m3/h 48mth Hyundai JM180TV001 440 34.4 30 1,760 DOL NA M/S
26 Secondary Fire Pump 1 Shinko RVP130MS 1,775 720m3/h 90mth Hyundai JM200TV001 440 66 40 1,775 DOL NA W/H, SCC
27 Anti-Heeling Pump 1 Intering QT2-250 1,750 400m3/h 16mth STN AEG AM 440 92 54 DOL W/H, SCC
28 Main Engine LO Pumps 2 Shinko SAC400-2 1,190 1,020m3/h 4.5 bar Hyundai HM-006704 440 424 240 1,190 ATr L:NA M/S ES-A
R:ACO ECR

No. Pressure Method Method Control Stop
& Pref
Trip
29 Main Engine FO Supply Pump 2 IMO ACG045N6NTBO 3,490 13.3m3/h 4.0 bar Invensys WUDA132SED2 440 10.5 6.3 3,490 DOL L:NA M/S ES-A
(Brook Hansen) R:UMS
30 Main Engine FO Circulating Pump 2 IMO AGG060K6NTBP 3,530 26m3/h 10 Invensys WUDA160MBD4 440 20.6 12.7 3,530 DOL L:NA M/S ES-A
(Brook Hansen) R:UMS
31 Diesel Oil Service Pump (Electrical) 1 IMO ACE32N3NVBP 3,470 4.8m3/h 7.0 bar Invensys WUDA100LJD2 440 10 3.5 3,470 DOL NA M/S ES-A
32 Diesel Oil Emergency Pump (Pneumatic) 1 Rickmeir R25/16FL-Z-DB50 1.26m3/h 6.0 bar 440
33 Boiler FO Booster Pump 2 Allweiler ANBP6.2 EZ1PO1 3,600 1.044m3/h 4.0 bar AEG 440 2.6 3,600 DOL NA
34 Boiler MDO Pump 1 1.044m3/h 440
35 Boiler MDO Pilot Ignition pump 1 0.061m3/h 7.0 bar 440
36 Waste Oil Grinding Pump 1 3,450 25.9m3/h Efacec BF5112M22 440 8.2 4.8 3,450 DOL NA M/S
37 Boiler Waste Oil Burning Pump 2 Allweiller AMBP6.2EZ1P01 1,600 0.95m3/h Emod 90S/6-42 440 0.86 1,100 DOL NA M/S
38 Main Engine Cylinder LO Transfer Pump 1 IMO ACE025N3NVBP 1,685 1.0m3/h 2.0 bar Invensys WUDA71SKD4 440 1.17 0.43 1,685 DOL ASP M/S CO
39 Main Engine LO Transfer Pump 1 IMO ACG045N61VBO 3,440 15m3/h 2.0 bar Invensys WUDA112MMD2 440 7.4 4.6 3,440 DOL NA M/S ES-A
40 Main Engine Camshaft Oil Pump 2 IMO ACG052K61VBO 17.6m3/h 4.0 bar Invensys WUDA132SED2 440 10.3 6.3 3,480 DOL ASS ES-A
41 Stuffing Box LO Filter Pump 1 IMO ACE025L3NVBP 0.6m3/h 2.0 bar Invensys WUDA715KD4 440 1.17 0.43 1,685 DOL NA M/S
42 Turbocharger LO Pump 2 IMO ACF080K41RBO 34.6m3/h 4.0 bar Invensys WUDA160MJD4 440 22 12.7 1,760 DOL ACO ECR ES-A
43 Turbocharger LO Drain Tank Filter Pump 1 4.0m3/h 7.0 bar 440
44 Main Engine Turbocharger Mist Pump 1 Shinko HJ40M 3,400 2.0m3/h 30mth Hyundai JM90TA001 440 2.8 1.5 3,400 DOL NA M/S
45 Main Engine Tubocharger Cleaning Pump 1 Shinko HJ40M 3,420 5.0m3/h Hyundai JM90TA001 440 4.2 2.2 3,420 DOL NA M/S
46 Stern Tube LO Circulating Pump 2 IMO ACE032N3NVBPT 3,516 4.3m3/h 4.0 bar Invensys WUDA90LMD2 440 4.6 2.5 3,516 DOL ACO M/S ES-A
47 Stern Tube LO Sump Filter Pump 1 10.4m3/h 2.0 bar Shung Myung TEFC-14 440
48 Stern Tube Dosing Unit 1 Dosapro Milton Roy mRoyA29F1H46 0.32-3.2l/h 4.6 bar AEG 440
49 Oily Bilge Pump 1 Agrometer AGM 95/1 10m3/h 3.5 bar Hyundai 440 6.6 3.0 DOL L:NA S/S :M/S ES-A
50 Sludge Pump 1 Agrometer AGM 190/2 1,750 30m3/h 3.5 bar ABB Motors M2AA132M 440 15.1 8.6 1,750 DOL NA S/S ES-A
51 Hold Bilge Stripping Pump 1 Agrometer AGM 380/4 387 85.2m3/h 6.0 bar 440
52 Fresh Water Hydrophore Pumps 2 Shinko UH102-40M 3,505 5.0m3/h 55mth Hyundai HK113UR101Z 440 7.0 3.7 3,505 DOL ASS
53 Hot Water Circulating Pumps 1 Shinko HJ40M 1,700 2.0m3/h 5.0mth Hyundai 440 1.2 0.4 1,700 DOL NA M/S ES-A
54 Generator Engine Preheater Pump 2 Grundfos 1,760 10m3/h 17.5mth Grundfos LM40-20/205F 440 3.3 1.5 1,760 DOL NA
55 Air Conditioning Hot Water Reheat Pumps 2 Smedgard EV5-95-2C 3,500 10m3/h Bauknecht 440 1.56 0.87 3,500 DOL NA M/S
56 HFO/MDO Transfer Pumps 2 Shin Shin WL50 1,182 50m3/h 3.0 bar Hyundai JM200TA001 440 54.7 30 1,182 DOL ASS BACC
56 Provision Refrigeration Compressor 2 York Refrigeration BD04 Rotor 440 6.3 1,740 DOL ASS M/S ES-A
58 Accommodation A/C Compressor 2 York Marine/Sabroe CMO28 106.6kW Rotor X0200LK047X 440 56.9 35 1,760 DOL ASS M/S
59 Hold Bilge Pump (pneumatic) 2 Ship Myung Diaphragm 10m3/h 25mth AEG 440 DOL NA
60 Starting Air Compressor 3 Jonghap Tanabe H-274 1,780 400m3/h 30 bar Hyundai MNBJ850406A 440 153.3 95 1,780 DOL ASS MS


Pref Trip
61 Working Air Compressor 2 Tamrotor EMH18/8 EANA 150m3/h 7.0 bar F Class IP55 440 29 17.5 3,505 DOL ASS M/S
62 Control Air Dryer 2 Kung Nam Refrigi` KAD101 100m3/h 7.0 bar
63 Sewage Treatment Plant 1 Sasakura ST-3A 38 persons
64 Sewage Plant Discharge Pumps 2 Sasakura CHNR50 3,470 7.0m3/h 16mth Sasakura 440 3.0 1.9 3,450 DOL ASS
65 Sewage Plant Air Blower 1 Sasakura BSS25 1.38m3/h 0.25 bar Mitsubishi SF-JR 440 1.65 0.75 1,700 DOL ASS
66 ECC and Workshop Air Conditioning Unit 3 Century MP-G5HF3 15,000kcal (ht) ES-D+CO2
12,000kcal (cl)
67 HFO Purifier 4 Westfalia OSC50-0136-066 6,600 4.3m3/h Westfalia M2AA180M 440 37.5 22 1,800 DOL NA ES-A
68 HFO Purifier Supply Pump 4 IMO ACE038N3NVBP 1,410 4.2m3/h 3.0 bar Invensys WVDA90SED2 440 2.76 1.1 1,410 DOL NA M/S ES-A
69 Main Engine LO Purifier 1 Westfalia OSC30--91-066 7,500 5.9m3/h Westfalia M2AA160M 440 23.5 13 1,800 DOL NA ES-A
70 Main Engine LO Purifier Pump 1 IMO ACG045N61VBO 1,685 5.9m3/h 3.0 bar 440 3.7 1.75 1,685 DOL NA M/S ES-A
71 Generator Engine LO Purifier 2 Westfalia OSC5-02-066 10.000 0.9m3/h Westfalia M2AA100LB 440 6.7 3.5 1,800 DOL NA ES-A
72 Generator Engine LO Purifier Pump 2 Driven by Purifier R25/10 0.97m3/h
73 Waste Oil Separator 1 Westfalia ECS4-01-066/1 10,000 0.9m3/h Westfalia M2AA100LB 440 6.7 3.5 1,800 DOL NA
74 Waste Oil Separator Pump 1 Driven by separator SNBP12.2 0.97m3/h
75 Bilge Separator 1 Blohm & Voss TCS 5 HD 5.0m3/h 1.5 bar
76 Aft Stern Tube Seal 1 Blohm & Vos 900 SC2b
77 Forward Stern Tube Seal 1 Blohm & Voss 900 SC2Z
78 Fin Stabilisers 2 Rolls Royce Neptune 400 1,775 ABB Motors M2AA250SMA4 440 103 65 1,775 DOL NA W/H ECR
79 Fin Stabiliser (Emergency Unit) 2 ABB Motors M2AA1325 440 11.5 6.4 1,750 DOL NA Fin cmpt
80 Main Engine Turning Gear 1 1,160 Hyundai MK518SR311 440 18.5 9.5 1,160 DOL NA M/S
81 Bow Thruster 1 Brunvoll FU-80-LTC-2250 300 Hyundai HLA71065Y 3300 328 1,500 1,180 ATr NA W/H
82 Bow Thruster Hydraulic Unit 1 Brunvoll F80C-BPAVV3RP 1,630 45 bar MEZ 440
83 Thruster Offline Filter 2 CC Jensen PTU2 27/27 100l/h VEM K2W63G4 440 0.21 1,630 DOL NA
84 Thruster Off line Filter Pump 2 CC Jensen PV4-14-4 100l/h WEM K21R6364 440 0.62 0.21 DOL NA M/S
85 Stern Thruster 1 Brunvoll FU-63-LTC-1750 360 Hyundai HLA756668Y 440 1,493 860 1,180 NA W/H
86 Stern Thruster Hydraulic Unit 1 Brunvoll F63C-BPAVV30RP 1,410 45 bar MEZ 440 6.7 3.0 1,410 DOL NA W/H
87 Main HFO Heater 2 Dong Hwa 700CZ-2 Shell/tube 26.2m3/h 6.0 bar
88 Boiler Burner FO Heater 1 Aalborg Vesta MX10L800 15m3/h 6.0 bar
89 Waste Oil Burner Heater 1 Aalborg Vesta MX10L800 15m3/h
90 HFO Purifier Heater 4 Dong Hwa 660CZ-2 Shell/tube 4.2m3/h
91 Main LO Purifier LO Heater 1 Dong Hwa 650CZ-2 Shel/tubel 5.9m3/h
92 Generator LO Purifier Heater 2 Dong Hwa 630CZ-2 Shell/tube 0.9m3/h
93 Main Engine JCW Preheater 1 Dong Hwa Shell/tube 35m3/h
94 Main LO Cooler 1 SWEP UX-80N Steel Plate 1,020m3/h LO 4.5 bar
95 Central FW Cooler 1 SWEP GX-145 Titanium 840m3/h FW

Pref Trip
96 Main Engine Camshaft LO Cooler 1 SWEP GX-12 Steel Plate 17.6m3/h LO
97 Main Engine Turbocharger LO Cooler 1 SWEP Steel Plate 36.4m3/h FW
98 Reefer FW Cooler 1 SWEP GX-85 780m3/h FW
99 Dump Condenser/Drain Cooler 1 Dong Hwa Shell and Tube 4,500m3/h stm
100 Fresh Water Generator 1 Alfa Laval DPU36-C100 36m3/day FW
101 Fresh Water Generator Distillate Pump 1 Desmi VVF20/40 3,360 2.1m3/h 28mth Server 440 0.75 3,360 DOL NA
102 Fresh Water Silver Ion Steriliser 1 Jowa Jowa AG-S 1,500l/h
103 Mineraliser 1 Dong Geon DGM-2.0 2,000l/h
104 Reefer CFW Silver Ion Steriliser 1 Jowa Jowa AG-S 1,500l/h
105 Reefer CFW Heater 1 Dong Hwa Shell and Tube 30m3/h
106 Boiler Burner Motor 1 EFACEC BF5100L42 440 6.3 3.6 3,450 DOL ASS
107 Main Engine JCW Drain Pump 1 Shinko HJ40M 3,600 2.0m3/h 30mth Hyundai JM90TA001 440 3.1 1.5 3,600 DOL NA
108 Hold Bilge Pump (pneumatic) 2 Ship Myung Air operated diaphragm 10m3/h 25mth ASS ES-A
109 Engine Room Vent Fan (Reversible) 2 Hi-Pres AQ-1600/587 1,180 2,450m3/min 43mm Aq Rotor, Cemp 440 77.8 46 1,180 DOL NA ES-D +CO2
No.2 ATr No.2 LGSP1
110 Engine Room Vent Fan (Non-Reversible) 2 Hi-Pres AQ-1600/587 1,180 2,450m3/min 43mm Aq Rotor, Cemp 440 77.8 46 1,180 DOL NA ES-D +CO2
111 Purifier Room Exhaust Fan 1 Hi-Pres AQ710/280 1,725 300m3/min 30mm Aq Rotor, Cemp 440 8.9 4.5 1,725 DOL NA ES-D +CO2
112 Shaft Tunnel Exhaust Fan 1 Hi-Pres ADW-560/330 1,685 185m3/min 44mm Aq Rotor, Cemp 440 3.45 1,685 DOL NA ES-D +CO2
113 Generator Room Workbench Exhaust Fan 1 Hi-Pres ADW-400/230 3,450 70m3/min 50mm Aq Rotor, Cemp 440 4.0 2.2 3,450 DOL NA ES-D +CO2
114 Workshop Exhaust Fan 1 Hi-Pres ADW-400/230 3,450 70m3/min 50mm Aq Rotor, Cenp 440 4.0 2.2 3,450 DOL NA ES-D +CO2
115 ER Toiler Exhaust Fan 1 Hanil EKS-250AT 12m3/min 0.3mm Aq Rotor, Cemp 440 0.03 DOL ES-D +CO2
116 CO2 Room Exhaust Fan 1 Hi-Pres ADW-315/160 1,655 64m3/min 4AP71-45 440 0.78 0.28 1,655 DOL NA M/S
117 FO Viscosity Controller 1 ITT-VAF V12 23.8m3/min
118 Main Engine Fuel Flowmeter 1 ITT-VAF J5050 23,800l/h max
119 Generator Engine Fuel Flowmeter 2 ITT-VAF J5025 6,600l/h max
120 Marine Growth Ptoection System 1 Baker Hughes BFCC 2,840m3/h
121 Jacket FW Tank Drain Pump 1 Grundfos CR1670 F-A-AWE 3,100 20m3/h 115mth Hyundai W211MS 440 2.8 1.5 3,100 DOL NA M/S
122 Lifeboat Engine 2 BUKH DV24RME 2,000 4-stroke 11.7kW
123 Rescue Boat Enginje 1 Yanmar D27A 4,500 Outboard Motor 19.9kW
124 Main Engine Shaft Torsiometer 1 Maihak MDS820 AEG
125 Generator Engne LO Priming Pump 4 Engine builder supply ES-A
126 Cylinder Oil Transfer Hand Pump 1 IMO 0.5m3/h 2.0 bar
127 FO Discharge Filter 1 ABB Scam Auto Backflush 25.7m3/h 50 micron
128 Main Engine Camshaft LO Filter 1 Boll & Kirch 6.61.1.7.GR05BK- 17.6m3/h 50 micron
129 Main LO Discharge Filter 2 Boll & Kirch 6.61.1.7 GR25 1,020m3/h 50 micron
130 Main Engine Stuffing Box Drain Filter 1 Yoo Won BK4232B-X/F 0.6m3/h 1 micron
131 Main Engine Camshaft LO Drain Filter 1 Yoo Won 4213A-X/PF 0.3m3/h 1 micron

Pref Trip
132 Main Engine Turbocharger LO Filter 1 Glacier -Yoo Won 100-GF600-X/PM 4.0m3/h 100 micron
133 Stern Tube LO Filter 1 Yoo Won Duplex 4.3m3/h 100 micron
134 Stern Tube LO Fine Filter 1 Yoo Won BKPS-4232B-X/RF 0.4m3/h 1 micron
135 Rudder Carrier Greasing Unit 2 1,120 Hyundai WHD33Z7 440 1.2 0.4 1,120 DOL NA
136 Air Conditioning Air Handling Unit 1 Hi-Pres AHU-08
137 Air Handling Unit Supply Fan 1 Hi-Pres HLZ-630 2,065 17,688m3/h Rotor XC180L04 440 42.2 25.3 1,765 DOL NA ES-B
138 Air Handling Unit Exhaust Fan 1 Hi-Pres HLZ-500 2,165 18,683m3/h Rotor XC160M04 440 22.5 12.7 2,165 DOL NA ES-B
139 Econovent Unit 1 ABB PUMF-2-190-01-1-3-1 ABM SN3B/3D63 440 0.31 1,580 DOL NA ES-B
140 Air Conditioning Condenser Unit 1 Hi-Pres MCU281/772330
141 Watertight Sliding Door 1 Winel Albatros
ECR Engine Control Room ASS Automatic Start and Stop

M/S Machine Side DOL Direct On-Line
W/H Wheelhouse ATR Auto-transformer (Percentage tapping)
BACC Ballast Control Console EA-X Emergency Stop Pushbutton (in SCC)
SCC Ship’s Control Centre EA-X + CO2 Emergency Stop Pushbutton plus CO2 Shutdown
S/S Shore Side NA Non-automatic
ACO Automatic Changeover
ASP Automatic Stop

Pref Trip
Hull Equipment
1 No.1 cargo hold supply/exhaust fans 1/1 Hi-Pres ADW-800/380 1,745 500m3/m 56.7mm Aq Rotor, Cemp E132ML4 440 16.8 8.8 1,745 DOL NA SCC ES-C+CO2
2 No.2 cargo hold supply/exhaust fans 1/1 Hi-Pres ADW-800/380 1,745 500m3/m 56.7mm Aq Rotor, Cemp E132ML4 440 16.8 8.8 1,745 DOL NA SCC ES-C+CO2
3 No.3 cargo hold supply/exhaust fans 2/2 Hi-Pres ADW-900/403 1,745 685m3/m 69.4mm Aq Rotor, Cemp 5RN160L04 440 30.2 17.3 1,745 DOL NA SCC ES-C+CO2
4 No.4 cargo hold supply/exhaust fans 2/2 Hi-Pres ADW-900/403 1,745 68.5m3/m 69.4mm Aq Rotor, Cemp 5RN160L04 440 30.2 17.3 1,745 DOL NA SCC ES-C+CO2
5 No.5 cargo hold supply/exhaust fans 3/3 Hi-Pres ADW-900/380 1,743 550m3/m 62.7mm Aq Rotor, Cemp 5RN160M04 440 22.0 13.0 1,743 DOL NA SCC ES-C+CO2
6 No.6 cargo hold supply/exhaust fans 3/3 Hi-Pres ADW900/403 1,745 650m3/m 67.7mm Aq Rotor, Cemp 5RN160L04 440 30.2 17.3 1,745 DOL NA SCC ES-C+CO2
7 No.7 cargo hold supply/exhaust fans 3/3 Hi-Pres ADW-1000/403 1,755 780m3/m 66.7mm Aq Rotor, Cemp SRN160L04 440 30.2 17.3 1,755 DOL NA SCC ES-C+CO2
8 No.8 cargo hold supply/exhaust fans 2/2 Hi-Pres ADW-800/330 1,740 390m3/m 50.2mm Aq Rotor, Cemp 5RN132S04 440 11.4 6.3 1,740 DOL NA SCC ES-C+CO2
9 Bosun`s Store Supply Fan 1 Hi-Pres ADW-710/380 1,740 390m3/m 50.2mm Aq Rotor, Cemp 5RN132M04 440 15.6 8.6 1,740 DOL NA Focsle ES-C+CO2
10 Under Passageway fans (P&S) 2 Hi-Pres ADW-400/C6 3,450 90m3/m 58.7mm Aq Rotor, Cemp 5RN90L02 440 4.0 22.0 3,450 DOL NA Ent 1 ES-C+CO2
11 Fin Stabiliser Room Supply Fans (P&S) 2 Hi-Pres ADW-300/C9 3,360 35m3/m 33.6mm Aq Rotor, Cemp 5RN71M02 440 1.4 0.6 3,360 DOL NA Ent 2
12 Steering Gear Supply Fan 1 Hi-Pres ADW-710/330 1,725 370m3/m 39.2mm Aq Rotor, Cemp 5RN112M04 440 8.9 4.6 1,725 DOL NA SCC ES-D
13 Bow Thruster Room Fan 1 Hi-Pres ADW-800/330 1,740 410m3/m 51.3mm Aq Rotor, Cemp 5RN132S04 440 11.4 6.3 1,725 DOL NA M/S, W/H
14 Paint and Lamp Store Exhaust Fan 1 Hi-Pres ADW-315/180 1,650 11m3/m E-71-/A4 440 0.8 0.25 1,650 DOL NA Local ES-B
15 Galley Supply Fan 1 Hi-Pres ADW-400/230 1,655 24m3/m 4AP-80-4 440 0.58/ 1.5 1,655 DOL NA Galley ES-B
16 Galley Exhaust Fan 1 Samjoo SJEF-360 1,135 30m3/m 30.6mm Aq Samjoo 440 0.5 1,135 DOL NA Galley ES-B
17 Emergency Generator Room Fan 1 Hi-Pres ADW-400/230 1,660 39m3/m Rotor, Cemp 440 0.78 0.28 1,660 DOL NA Entrance
18 Forward Deck Machinery Power Pack 1 Polar Tecknic 1381/1 220 bar
19 Forward Power Pack Pump 2 Rauma HP3 2x131-CP-DA 1.785 170l/m 220 bar VEM DIN EN 60034-1 440 189 85 1,785
20 Forward Power Pack Filter Pump Unit 1 Kleentex ELC-R3P-SP 1,370 Kitashika 240 0.54 1,370
21 Aft Deck Machinery Power Pack 1 Polar Tecknic 1381/1 220 bar
22 Aft Power Pack Pump 2 Raumar HP3 2x131-CP-DA 1,785 170l/m 220 bar VEM DIN EN 60034-1 440 189 85 1,785
23 Aft Power Pack Filter Pump Unit 1 Kleentex ELC-R3P-SP 1,370 Kitashika 240 0.54 1,370
24 Winch (aft) (two double one single) 3 Rauma Brattvaag MWH200 20ton 15m/m
25 Winch (fwd) 1 Rauma Brattvaag MWH200 20ton 15m/m
26 Anchor windlass/mooring winch 1 Rauma Brattvaag CU87U3W2/ 36ton 9.0m/m
MW200HA
27 Winch Motor 5 Kawasaki Staffa HMC200/S/160/
50FM3/X/71/PL621
28 Anchor Winch Motor 1 Kawasaki HMC200/S/170/
50FM4/X/71/PL662
29 Pilot Ladder Hoist Winch 2 Jung A Marine Hyosung 440 7.1 3.7 1,730 DOL NA
30 Accommodation Ladder Winch 2 Jung A Marine Hyosung 440 7.1 3.7 1,730 DOL NA
31 Air Capstan 2 Ship Myung SMACAP-5A 0.5ton 15m/m 6.0kg/cm2
32 Hose Handling Davit 1 Ship Myung 0.9ton Ship Myung TBTE-F 440 5.9 2.2 1,140 DOL NA
33 Suez Mooring Boat Davit 1 Oriental Precision 5.0m/m 5.0tons 3.75m radius 440 13 1,140 DOL NA
34 Lifeboat Davit Winch 2 Oriental Precision SHS-38-073K Oriental SWE-10-060K 440 7.2 3.7 1,735 DOL NA
35 Provision Crane 1 Dong Nam 10m/m 10ton 440 3.4 DOL NA

INTRODUCTION 1. Never continue to operate any machine or equipment which appears Part five gives operational emergency procedures for the use of essential
to be potentially unsafe or dangerous and always report such a condition machinery.
immediately.
General Part six deals with the ship’s internal communication systems.
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. The valves and fittings identifications used in this manual are the same as those
instruction books, there is no single handbook which gives guidance on
used by the shipbuilder.
operating complete systems as installed on board, as distinct from individual
3. Never ignore any unusual or suspicious circumstances, no matter how
items of machinery.
trivial. Small symptoms often appear before a major failure occurs.
Illustrations
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 All illustrations are referred to in the text and are located either in the text when
oil vapour.
intended to be used in conjunction with the other plans and instruction books sufficiently small or above the text on a separate page, so that both the text and
already on board and in no way replaces or supersedes them. illustration are accessible when the manual is laid face up.
5. Never start a machine remotely from the control room without checking
Information pertinent to the operation of the Maersk Gateshead has been visually if the machine is able to operate satisfactorily.
When text concerning an illustration covers several pages the illustration is
carefully collated in relation to the systems of the vessel and is presented duplicated above each page of text.
in two on board volumes consisting of DECK OPERATING MANUAL and In the design of equipment and machinery, devices are included to ensure that,
MACHINERY 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 Where flows are detailed in an illustration these are shown in colour. A key of
without danger to personnel or damage to the machine. If these safety devices all colours and line styles used in an illustration is provided on the illustration.
The Deck Operating Manual and the Machinery Operating Manual are designed Details of colour coding used in the illustrations are given in the illustration
to complement MARPOL 73/78, ISGOTT and Company Regulations. are neglected, the operation of any machine is potentially dangerous.
colour scheme.
The vessel is constructed to comply with MARPOL 73/78. These regulations Description Symbols given in the manual adhere to international standards and keys to the
can be found in the Consolidated Edition, 1991 and in the Amendments dated
symbols used throughout the manual are given on the symbols pages.
1992, 1994 and 1995. The concept of this Machinery Operating Manual is to provide information to
technically competent ship’s officers, unfamiliar to the vessel, in a form that is The contents of tanks in illustrations are given at 98% capacity.
Officers should familiarise themselves with the contents of the International readily comprehensible and thereby aiding their understanding and knowledge
Convention for the Prevention of Pollution from Ships of the specific vessel. Special attention is drawn to emergency procedures and
fire fighting systems. Notices
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 The manual consists of a number of parts and sections which describe the The following notices occur throughout this manual:
are kept in the Ballast Record Book and duly signed by the officer in charge. systems and equipment fitted and their method of operation related to a
WARNING
schematic diagram where applicable.
In many cases the best operating practice can only be learned by experience. Warnings are given to draw reader’s attention to operations where
Where the information in this manual is found to be inadequate or incorrect, DANGER TO LIFE OR LIMB MAY OCCUR.
The first part of the manual details the machinery commissioning procedures
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
revisions may be made to manuals of other ships of the same class. CAUTION
vessel to a live condition through to securing plant for dry dock.
Cautions are given to draw reader’s attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
Safe Operation The second part details ship’s systems, providing a technical description, system
capacities and ratings, control and alarm settings and operating details.
The safety of the ship depends on the care and attention of all on board. Most (Note: Notes are given to draw reader’s attention to points of interest or to
safety precautions are a matter of common sense and good housekeeping and Part three provides similar details for the vessel’s main machinery control supply supplementary information.)
are detailed in the various manuals available on board. However, records system.
show that even experienced operators sometimes neglect safety precautions
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 1: OPERATIONAL OVERVIEW
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished With Engines
1.9 To Secure Main Plant for Dry Dock
Part 1
System Description
Part 1: Operational Overview
1.1 To Bring Vessel Into Live Condition
Dead Ship Condition
Prepare auxiliary central sea water cooling system.

2.4.1
Start a sea water cooling pump.
Shore Supply Available No Shore Supply Available Disconnect shore supply.

Supply power to main 440V and 220V switchboards. 2.13
Establish shore supply.
Ensure emergency generator
Check phase sequence, 2.13.4 2.12.2
fuel oil tank level is adequate.
voltage and frequency.
Supply power to 440V and 220V emergency
switchboards. 2.13
Supply main switchboard. 2.13.2 Start emergency generator. 2.12.2

2.13.4
Start up control air system. 2.10.3
Isolate sequential restart system.

All ancillary equipment set to manual to avoid Disconnect shore supply. 2.13.2
2.13 2.13.4
low pressure auto start.
2.13
Supply emergency 440V switchboard. Stop emergency generator and
Supply emergency 220V switchboard. 2.12.2
place on standby.
Place emergency generator 2.12.2
on standby.
Prepare the LT fresh water water cooling system.
2.5.2
2.5.2
Prepare and start a LT fresh water circulating pump.
Start a generator engine LO priming pump. 2.8.3 Reset preference trips. 2.13.7
2.8.3
Start an air compressor and top up air start

2.10.1
reservoirs. (No.3 if emergency switchboard)
Start engine room and accommodation
2.14.3
ventilation fans. Start air conditioning plant.
Start generator engine DO service pump. 2.6.2
Ensure the CO2 flooding system is ready for use. 4.2
Prepare No.1 or No.2 generator engine for starting.

Start the JW preheater for No.1 and No.2 engines 2.12.1
Start a diesel generator. Start the hydraulic remote valve operating system. 3.3
Continues on next page
Issue: 1 Operational Overview - Page 1 of 10

1.1 To Bring Vessel Into Live Condition
Continued from previous page
Prepare engine room water spray system. 4.5

Pressurise fire hydrant system. 4.1
Start smoke detection system 4.3
Put general service air system into operation. 2.10.2
Start domestic FW system with the electric heater. 2.14.1
Put domestic refrigeration system into operation. 2.14.2
Put air conditioning plant into operation. 2.14.3
Pump bilges to the bilge holding tank as required. 2.9.1
Put all ancillary equipment on standby.

Restore sequential restart system.
Shut down generator engine JW preheater.
Put remaining diesel generators on standby.
Purifier generator engine LO when engines run.
Plant is now in Live Condition
One diesel generator in use, other diesel

generators on standby.
Emergency generator on standby.
Boiler and steam systems shut down.
SW and LT FW cooling systems in use.
Domestic services in use.
Put secondary fire pump on standby. 4.1
Start sewage treatment plant. 2.14.5

1.2 To Prepare Main Plant For Operation
Plant is in Live Condition

Start FO purifying system. 2.7.2
One diesel generator in use, other diesel

generators on standby.
Supply steam to main FO heater.
Circulate HFO around the HFO system.
Boiler and steam system shut down. 2.6.1
Circulate FO until the DO has been expelled.
SW and LT FW cooling systems in use.
Start viscosity controller.
Domestic services in use.
Change diesel generator to run on HFO. 2.6.2
Start boiler feed water pump. Start additional diesel generators for cargo needs. 2.12.1
2.3.2
Set up feed water make up system. Start container FW cooling system as required. 2.5.3
Prepare and carry out ignition of auxiliary boiler, 2.2.1

using diesel oil. 2.6.3 Start main engine jacket CW pumps. 2.5.1
Supply steam to jacket CW heaters. 2.2.4
Raise steam in the auxiliary boiler. 2.2.1

2.2.5
Supply steam to steam system. 2.2.4
Maintain standby generators in warm condition. 2.5.2
Supply steam to FO tanks and trace heating. 2.2.4

Supply steam to boiler FO heaters. 2.2.4
Start boiler FO pump and circulate fuel. 2.6.3
Plant in In Port Condition
Change auxiliary boiler to operate on FO. 2.6.3 Diesel generators in use as required for cargo.
Other diesel generators on standby.
Auxiliary boiler and steam system in use.
Diesel generator running on HFO.
Put auxiliary boiler on automatic operation. 2.2.2 Main engine jacket CW system in warm condition.
Main engine circulating with hot HFO.
Container FW cooling system in operation.

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

Supply starting air and control air to the main engine. 2.10
Plant in In Port Condition
Start auxiliary blowers and switch to AUTO. 2.1.1

Diesel generator in use as required by cargo Check that the cylinder oil system operates. 2.8.1
other diesel generators on standby.
Auxiliary boiler and steam system in use. Obtain clearance from the bridge, turn main engine 5.2
Diesel generator running on HFO. over on starting air from local control stand.
Main engine jacket CW system in warm condition.
Main engine circulating with hot FO.
Close indicator cocks.
From the local control stand start the main engine 5.2
Start LO purifier system on main engine sump. 2.8.5 in the ahead and astern directions.
Close turbocharger drains.
Start main engine LO pump (heat sump if required). Change control to the engine control room. 2.1.2
2.8.1
Start camshaft LO pump. Operate the Manual Slow Turning.
Start turbocharger LO pumps. 2.8.2 2.1.2

Change control to bridge control. 2.1.2
Ensure cylinder oil measuring tank is full. 2.8.1 Check telegraph, bridge/engine room clocks and
2.1.2
communications.
Start another diesel generator and run in parallel. 2.12.1 Ensure all standby pumps are on AUTO. 2.13
Prepare deck machinery for use.

Start both steering motors. 2.11.1 .
Carry out steering tests.
Plant in Manoeuvring Condition

Start thruster units and carry out tests. 2.11.2
Diesel generators in use as required by cargo

remaining available diesel generators on standby.
Obtain clearance from the bridge and turn the
main engine two or three revolutions with the 2.1.1 Auxiliary boiler and steam system in use.
cylinder oil pumps operating.
Diesel generators running on HFO.
Take out the turning gear.
Main engine heated and ready for use on bridge
control.
Put starting air system into use. 2.10.1 Both steering gears and thruster units in use.
Deck machinery ready for use.

1.4 To Change Main Plant From Manoeuvring To Full Away
Ensure that watertight doors are operational.

Stop one steering gear motor. 2.11

Diesel generators in use as required, Stop thruster units.
remaining available diesel generators on standby.
Auxiliary boiler and steam system in use.
Diesel generators running on HFO. Put fin stabilisers into operation if necessary. 2.11.3
Main engine heated and ready for use on bridge
control.
Put dump steam system into operation. 2.2.4
Both steering gears in use. Thruster units in use
deck machinery ready for use.
Vessel manoeuvring on bridge control.
Operate turbocharger cleaning system if required. 2.1.1
Put main engine on automatic run up program. 2.1.2

Shut down generators not required. 2.12
Put shutdown generators on standby. 2.12
Shut down main engine jacket heating system. 2.5.1
Start up FW evaporator system. 2.4.3

Do not fill FW tanks while in coastal waters.
Operate auxiliary boiler sootblower while boiler 2.2.3
is on load, unless on automatic operation.
Transfer and purify FO as required. 2.7
When bridge notifies engine control room

of Full Away, record the following: When run up program completes, check that
2.1.1 2.1.2
• Time. pressures and temperatures stabilise.
• Main engine revolution counter.
• FO and DO tank levels.
• FO and DO counters.
Reduce the bilge holding tank level through the
• Fresh water tank levels. 2.9
oily water separator if vessel is not in restricted
area.
Ensure auxiliary blowers stop automatically. 2.1.2

Stop the auxiliary boiler as the exhaust gas
boiler takes over steam generation.
2.2
Secure the boiler in the wet lay-up condition.
Shut down deck machinery.
Vessel is Full Away on Bridge Control

1.5 To Prepare For UMS Operation
Plant Manned Condition CO2 and water fog systems operational. 4 Electric kettle plugs removed in ECR.
All FO, LO and fresh water tanks/sumps are Workshop welding machine plug is removed.
adequately full. Stopped diesel generators are on standby. 2.12.1
Acetylene and oxygen cylinder and pipeline

Bilges are dry and high level alarms are valves are closed.
2.9 All standby pumps and machinery systems are on
operational. 2.13.7
auto start, sequential restart system operational.
Main engine on bridge control. 2.1.2

Smoke and fire sensors are operational. All ventilation fans running.
Data logger is programmed to print parameters 3.1

as required.
All piping systems are tight and not temporarily
repaired. All combustible material stored in a safe place. 2.14.6
Control is on the bridge and duty officer is 3.1

informed of commencement time of UMS.
All alarms and safety cut-outs are operational. 3.1 All strainers and filters of running and standby
machinery are in a clean condition.
Duty officer should be aware of location of

All drain tanks are empty. duty engineer.
Engine room and steering gear compartment
weather tight doors and funnel dampers are shut.
Watchkeeper Control switched to duty engineer's

Compressed air receivers are fully charged. 2.10 All operating parameters are within normal range. 3.1 cabin.
FO purifier feed inlets are suitably adjusted. 2.7.2 ECR air conditioning operating correctly. 2.14.4 Engine room not to be unmanned for more
than 8hrs.
Emergency diesel generator is on standby. 2.12.2 Loose items are secured. Plant in UMS Condition

1.6 To Change From UMS To Manned Operation
Plant in UMS Condition
Respond to alarm condition in the accomodation

at the cabin or public room alarm panel.
Notify bridge of manned condition.
Inform bridge why engine room is manned if

outside normal hours.
Switch watchkeeping control to the ECR.
Maintain contact with the bridge to report on safety

when only one person in the engine room.
Examine latest parameter print out.
Hand over to oncoming duty engineer and

inform the engineer of any abnormalities.
Discuss any defects with the senior engineer,

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

1.7 To Change Main Plant From Full Away To Manoeuvring Condition
Vessel is Full Away on Bridge Control Test fire the auxiliary boiler. 2.2.1
Ensure that the engine room and cargo hold bilges Bridge informs engine control room of EOP.
2.9
and bilge tanks are empty.
Record the following:

Prepare sewage treatment system for • Time.
2.14.5 • Main engine revolution counter.
port operation.
• FO and DO tank levels.
• FO and DO counters.
• Fresh water tank levels.
Shut down FW evaporator plant. 2.4.3
Prepare the auxiliary boiler and put into operation. 2.2.1

Start another diesel generator and place
2.12.1
in parallel with running generator.
Prepare deck machinery for use.
Supply steam to main engine jacket CW heaters. 2.5.1 Check bridge/engine room clocks and
2.1.2
communications.
Prepare starting air compressors for use.

2.10.1 Operate turbocharger washing system if required. 2.1.1
Check starting air system drains for water.
If required to manoeuvre on DO begin changeover Start the thruster units.

2.6.1
1 hour before EOP.
30 mins before EOP bridge begins to reduce

2.1.1
speed. Two or more diesel generators in use as required
by cargo, remaining diesel generators on standby.
Auxiliary boiler in use.
Start second steering motor. Diesel generators running on HFO.
Carry out steering tests. 2.11 Both steering gears and thrusters in use.
Shut down fin stabilisers if running. Deck machinery ready for use.

1.8 To Secure Main Plant At Finished With Engines
Two or more diesel generators in use depending

upon cargo, remaining diesel generators
on standby.
Boiler and economiser in use. Maintain main engine jacket CW temperature
2.5.1
Diesel generators running on HFO. for normal port stay.
Both steering gears and thrusters in operation.
Deck machinery ready for use.
After a minimum of 15 mins stop main LO pumps.
Maintain LO sump temperature with LO purifier, 2.8.1
stop the cylinder lubrication system.
Bridge notifies engine control room of FWE.
Two or more diesel generators to operate

2.12.1
if cargo requires this to support reefer containers.
Switch main engine control over to ECR.
2.1.2
Container FW cooling system operating as required. 2.5.3
Stop auxiliary blowers. 2.1.1

Shut down deck machinery.
Isolate starting air. Ensure that anti-heeling system is operational.

Open indicator cocks.
Open turbo blower drains.
Vent main engine starting air and control air 2.1.1
systems. Plant in In Port Condition
Engage turning gear.
Stop steering gear and thruster units. 2.11

1.9 To Secure Main Plant For Dry Dock
Plant in In Port Condition Diesel generator will run on DO from DO pump. 2.6.2 Establish shore power. 2.13.4
Check phase sequence, voltage and frequency.
Shut down diesel generators until only one is Shut down auxiliary boiler.
in use. Allow to cool naturally, drain if required for 2.2.1 Stop diesel generator. 2.12.1
maintenance or put in wet lay-up condition.
Ensure all tanks are at the required levels to give

the vessel the necessary trim, draught and Connect shore supply.
stability for entering dry dock. Shut down feed pumps and condensate system. Connect shore supply to main switchboard.
2.3 2.12
Isolate distilled water tanks. Establish lighting and ventilation and any other
essential services.
Shut steam off the main engine JCW heaters.

Allow JCW pumps to run until main engine has 2.5.1 Circulate boiler FO system with DO. 2.6.3
cooled down. Shut down boiler FO pumps. Shut down SW and FW cooling systems. 2.4 & 2.5
Transfer the main engine LO sump to the 2.8.6

LO settling tank. Shut down stern tube LO system. 2.8.4
Shut down control and GS air systems. 2.10
Shut down LO purifier. 2.8.5

Change domestic water heating to electric. 2.14.1
Restart FW cooling pump and circulate diesel 2.5.2
generator until cool.
Shut down FO purifier. 2.7.2

Shut down air conditioning and refrigeration 2.5.2
plants until shore CW supply is established.
Secure CO2 system and water fog system. 4.2
Main engine and generators should have been
manoeuvred on DO. If not, change over to DO and
circulate FO back to HFO tank, until the line has
2.6.1
been flushed with DO. Shut down fire pumps.
Stop main engine FO pumps and viscosity 4.1 The dry dock can now be emptied.
Pressurise fire main from shore supply.
controller.
Shut down deck machinery system.

Shut down container FW cooling system. 2.5.3 Isolate sequential restart system. 2.13.7 Plant Secured for Dry Dock

Illustrations
1a Engine Room Floor Plan and Sounding Pipe Positions
1b Engine Room 3rd Deck Plan
1c Engine Room 2nd Deck Plan
1d Engine Room Elevation
1e Tank Capacity Tables
1f Tank Capacity Tables
Part 1
System Description
Illustration 1a Engine Room Floor Plan and Sounding Pipe Positions
Boiler
Void MDO Storage MDO Tank Cofferdam
Tank Pilot
Pump Unit
Boiler Cofferdam
DO Pump
Reefer Reefer Cooling
Fresh Water Fresh Water Pumps
Heater
Steriliser
Main Engine Camshaft LO Cooler No.1
No.8 Water Ballast Tank
Main Engine Camshaft Fine Filter
Reefer Cooling No.3 No.3 No.2 No.1
Main Engine Camshaft LO Tank Reefer Cooling
Sea Water Pumps Fresh Water
Main Engine Camshaft Filter
Telephone No.2 Coolers
Main Engine Stuffing Box LO Drain Tank No.2 No.1
Main Engine Stuffing Box LO Drain Pump
Main Engine Stuffing Box LO Fine Filter
Sludge Pump
Main Engine Scavenge Air Box Drain Tank LGSP-4
Escape Oily Bilge Pump
Trunk Oily Bilge Separator
No.1
Oil Dosing Unit No.2 No.2 No.1 No.1
Stern Tube Circulation Pump 8
Stern Tube LO Filter 7
LGSP-3 LO Transfer HFO/MDO Bilge Fire and
Stern Tube Forward Pump Transfer Pump GS Pumps
Seal LO Tank WT Door No.2
Main Engine Main LO Purifier
Power Pack LGSP-1
Camshaft LO Supply Pump Bilge Stripping
Watertight Door
4 Pump Pump No.1 LGSP-2
1 2 3
5 Ballast 9
Ejector Ballast Pumps
No.2
Main Engine Air Hydraulic
Cooler Chemical Power Unit
Cleaning Pump No.1
6 Main Engine Air Boiler Solenoid Cabinet
Main LO Cooler Chemical Feed
Cleaning Tank Main Cooling
Pump Pumps No.2
Shaft Tunnel Sea Water Pumps
Exhaust Fan Main Engine
Electric Motor Jacket Water 10 No.3
for Stern Thruster No.2 No.1 Fresh Water
CJC Filter/Separator Drain Pump No.2 No.1
Service Pump for Stern Thruster Generator
for Stern Thruster Ejector Pump
Sounding Pipes
Turbocharger Catch Drain Pump Turbocharger Main LO SW Suction

1 - Cargo Hold Bilge Collecting Tank V-2H LGSP-5
Turbocharger Catch Drain Tank LO Cooler Discharge Filter Strainer
2 - Bilge Holding Tank V-2H LO Daily Tank
3 - Oily Bilge Tank Dirty V-3H Turbocharger LO Pump
4 - Main Engine Sump Tank V-5H Boiler Feed Water
Turbocharger LO Sump Tank Dosing Unit
5 - Cofferdam Around Main Engine LO Sump V-13H
6 - Oily Bilge Tank Clean V-4H Turbocharger LO Bypass Filter No.1
7 - No.2 Waste Oil Storage Tank V-6H No.8 Water Ballast Tank
Main LO Central Cooling
8 - No.1 Waste Oil Storage Tank V-7H
Cooler No.2 No.1 No.2 Fresh Water
9 - Forward Void Space V-8H
Pumps
10 - Turbocharger Mist Catch Drain Tank Boiler Feed
Water Tank
No.3 Main Engine
Dump Cylinder Oil
Condenser/ Transfer
Drain Cooler Central Fresh Water
Pump
Cooler
No.1 Cylinder Oil

Storage Tank
Cofferdam No.2 Cylinder Oil
Storage Tank
Issue: 1 Illustrations - Page 1 of 6

Illustration 1b Engine Room 3rd Deck Plan
MDO MDO Cofferdam

Port Fresh Water Tank Storage Tank Service Tank
G/E MDO Pump & No.2 HFO No.1 HFO HFO

Emergency MDO Service Tank Service Tank Settling Tank
Service Pump
No.1 Main Generator
Boiler FO Booster Pump
LGSP-6 HFO Purifier Supply Pump

Sewage
Diesel Generator Plant
Service Panel No.3 No.1 No.1
Purifier Room FO Supply Pump
No.2
Hi-fog Release
No.4 No.2
FO Heaters
No.2 Main Generator Purifier Oil No.1
Tank
No. 1&2 G/E FO Circulation Pump
Stops and No.2
Generator Engine Hi-fog Release
Jacket Pre heating Unit Telephone
Auto Backflush Filter
No.1
Waste Oil Pump
No.2
Spare Cylinder Cover HFO Heater
with Exhaust Valve
No.3
Main Engine
Spare Cylinder Liner HFO Purifier
Support for Iron Piston
No.4
HFO Purifier Heaters
LGSP-7
Exhaust Valve Complete
Main LO Purifier
Generator Engine Purifier Heaters
Empty Space For Spare LGSP-8
Exhaust Valve
No.1 Main LO Purifier Heater
Waste Oil Grind Pump

No.2 Generator Engine Purifier
Main Engine and Purifier Hi-fog
LGSP-11 Release and Purifier Stps
No. 3&4 G/E Hi-fog Waste Oil Service Tank
Release and Stops Waste Oil Separator
Mineraliser
Boiler with Sampling
Hi-fog Plant Cooler Washing Basin Steriliser
Boiler Hi-fog
Release
Boiler Water No.3 Main Generator
Test Kit Main Engine Jacket Preheater
Auxiliary Boiler
Main Engine Jacket Cooling
Working Air Fresh Water Pump
Main Air Reservoir Reservoir
Auxiliary Waste Oil Burning Pump Daerating Chamber

Air Generator Engine LO Measuring Tank No.1
Reservoir No.2 No.4 Main Generator
Turbocharger Fresh Water Generator
Oil Tank
Diesel Generator
Oil Water Separator Boiler FO Heater Fresh Water Preheating Unit Work Bench
Control Air Dryer Cofferdam Waste Oil Heater

Distilled Water Main LO
Starboard Fresh Water Tank Fresh Water Generator Engine Main LO Settling Tank
Tank Hydrophore Unit LO Storage Tank Storage Tank

Illustration 1c Engine Room 2nd Deck Plan
Grinding Machine Unit Cooler No.2 HFO No.1 HFO HFO

Service Tank Service Tank Settling Tank
Telephone
Alarm Chamber for FO Line
Store Room No.1 Toilet
Drilling
Welding Lathe Machine No.2
Area WorkShop Unit Cooler
Purifier Room Exhaust Fan
Test Panel Provision Reefer
Compressor Unit
Electrical
Test Panel
Elevator
Free Free Trunk
Stern Tube LO Gravity Tank Space Space
Overhead Crane
Spare Piston
Engine
Control Room
LGSP-10 LGSP-9
Safety
Thruster Gravity Tank Lockers
LO Daily Tank
Calorifier
No.1 Jacket CW
Alarm Chamber Unit Cooler
No.1 Hot Water
Circulation Pump
No.1
Working Air Cylinder Oil
No.2 Compressor Measuring Tank
Main Air Compressor
No.2 Air Conditioning No.2
Compressor Unit
Main
No.3 Bow Thruster Transformer
Heater for Reheating Stern Thruster Bow Thruster
Room Unit No.1 Transformer
Control Panel Control Panel
No.2
Air Compressor Fresh Water Pump

Oil Tank for Reheating Room Unit

Illustration 1d Engine Room Elevation
Elevation
F Deck
E Deck
D Deck
C Deck
B Deck
A Deck
Upper Deck
Cofferdam Void
Store Room Workshop
Engine Control Room
2nd Deck
Void
Purifier
Room
3rd Deck
WT Door Cofferdam FO Sludge Tank

Power Pack
Main LO Pump Main Engine Reefer CFW Pumps

Watertight
Sliding Door
Bilge, Fire and GS Pump
Sea Water Strainer Ballast Pump
Floor
Tank Top
Bilge Oily Bilge FO

Hold Bilge Stern Thruster Holding Tank Main LO Sump Tank
Overflow Void
Collecting Tank Tank (Dirty) No.2 Waste Oil Tank No.1 Waste Oil Tank Tank

Illustration 1e Tank Capacity Tables
Fuel Oil Tanks SG = 0.990 Lubricating Oil Tanks SG = 0.900
Capacities Centre of Gravity Maximum Free Capacities Centre of Gravity Maximum Free
Compartment Surface Moment Compartment Surface Moment
LCG from VCG Above LCG from VCG Above
100% Full 98% Full of Inertia 100% Full 98% Full of Inertia
Midship BL Midship BL
Location Location
Tank Name m3 m3 Tonnes m m m4 Tank Name m3 m3 Tonnes m m m4
(Frame No.) (Frame No.)
No.4 Side Fuel Oil Tank (Port) 113.0 -123.0 1,004.7 984.6 974.7 25.40 8.93 194 Main LO Sump Tank 45.0 - 70.0 82.0 80.4 72.3 -93.89 1.30 35
No.4 Side Fuel Oil Tank (Starboard) 113.0 -123.0 1,004.7 984.6 974.7 25.40 8.93 194 Main LO Storage Tank 62.0 - 75.0 119.1 116.7 105.1 -84.60 14.60 8
No.5 Side Fuel Oil Tank (Port) 103.0 - 113.0 313.9 307.7 304.6 -2.33 3.15 255 Main LO Settling Tank 75.0 - 83.0 73.3 71.8 64.6 -76.20 14.60 5
No.5 Side Fuel Oil Tank (Starboard) 103.0 - 113.0 313.9 307.7 304.6 -2.33 3.15 255 Generator Engine LO Storage Tank 58.0 - 62.0 22.8 22.3 20.1 -91.40 15.65 2
No.6 Side Fuel Oil Tank (Port) 93.0 - 103.0 269.8 264.4 261.8 -29.43 3.12 202 No.1 Cylinder Oil Storage Tank 75.0 - 83.0 79.0 77.4 69.7 -76.13 9.68 15
No.6 Side Fuel Oil Tank (Starboard) 93.0 - 103.0 269.8 264.4 261.8 -29.43 3.12 202 No.2 Cylinder Oil Storage Tank 62.0 - 75.0 59.2 58.0 52.2 -84.16 10.34 8
No.7 Side Fuel Oil Tank (Port) 83.0 - 93.0 1,261.0 1,235.7 1,223.4 -59.20 7.81 636 Stern Tube LO Sump Tank 23.0 - 26.0 3.9 3.9 3.5 -119.37 2.14 2
No.7 Side Fuel Oil Tank (Starboard) 83.0 - 93.0 1,261.0 1,235.7 1,223.4 -59.20 7.81 636 Total 6,058.2 5,937.0 5,877.6
No.1 Heavy Fuel Oil Service Tank 70.0 - 75.0 94.6 92.7 91.7 -81.40 16.22 7
No.2 Heavy Fuel Oil Service Tank 64.0 - 70.0 113.5 111.2 110.1 -85.80 16.22 8
Heavy Fuel Oil Settling Tank 75.0 - 83.0 151.3 148.3 146.8 -76.20 16.22 11
Total 6,058.2 5,937.0 5,877.6
Diesel Oil Tanks SG = 0.850
Capacities Centre of Gravity Maximum Free

Compartment Surface Moment
LCG from VCG Above
100% Full 98% Full of Inertia
Midship BL
Location
Tank Name m3 m3 Tonnes m m m4
(Frame No.)
Double Bottom Marine Diesel Oil Storage Tank 50.0 -83.0 222.1 217.7 185.0 -83.00 1.37 671
Marine Diesel Oil Storage Tank 48.0 - 64.0 131.0 128.3 109.1 -95.95 13.48 8
Marine Diesel Oil Service Tank 58.0 - 64.0 55.1 54.0 45.9 -90.60 14.60 4
Total 408.2 400.0 340.0

Illustration 1f Tank Capacity Tables
Water Ballast Tanks SG = 1.025
Capacities Centre of Gravity Maximum Free Distilled Water and Fresh Water Tanks SG = 1.000
LCG from VCG Above
100% Full of Inertia Capacities Centre of Gravity Maximum Free
Midship BL
Location LCG from VCG Above
100% Full of Inertia
Tank Name m3 Tonnes m m m4 Midship BL
(Frame No.)
Location
Tank Name m3 Tonnes m m m4
(Frame No.)
No.1 Deep Water Ballast Tank (Centre) 143.0 - 151.0 1,085.4 1,112.5 106.77 5.94 1190
No.2 Double Bottom Water Ballast Tank (Port) 133.0 - 143.0 526.9 540.1 80.45 2.32 634 Distilled Water Tank (Starboard) 48.0 - 54.0 54.7 54.7 -98.60 14.62 4
No.2 Double Bottom Water Ballast Tank (Starboard) 133.0 - 143.0 526.9 540.1 80.45 2.32 634 Fresh Water Tank (Port) 19.0 - 47.0 159.6 159.6 -110.82 15.38 17
No.3 Double Bottom Water Ballast Tank (Port) 123.0 - 133.0 764.0 783.1 53.00 1.91 2881 Fresh Water Tank (Starboard) 19.0 - 47.0 159.6 159.6 -110.82 15.38 17
No.3 Double Bottom Water Ballast Tank (Starboard) 123.0 - 133.0 764.0 783.1 53.00 1.91 2881 Total 373.9 373.9
No.4 Double Bottom Water Ballast Tank (Port) 113.0 - 123.0 623.7 639.3 25.32 0.94 6313
No.4 Double Bottom Water Ballast Tank (Starboard) 113.0 - 123.0 623.7 639.3 25.32 0.94 6313
Other Tanks SG = 1.000
No.5 Double Bottom Water Ballast Tank (Port) 103.0 - 113.0 678.8 695.8 -2.34 0.93 7516
Capacities Centre of Gravity Maximum Free
No.5 Double Bottom Water Ballast Tank (Starboard) 103.0 - 113.0 678.8 695.8 -2.34 0.93 7516 Compartment Surface Moment
LCG from VCG Above
100% Full of Inertia
Midship BL
No.6 Double Bottom Water Ballast Tank (Port) 93.0 - 103.0 655.8 672.2 -30.19 0.93 6998
Location
Tank Name m3 Tonnes m m m4
(Frame No.)
No.6 Double Bottom Water Ballast Tank (Starboard) 93.0 - 103.0 655.8 672.2 -30.19 0.93 6998
No.7 Double Bottom Water Ballast Tank (Port) 83.0 - 93.0 387.0 396.6 -56.91 0.91 1860 Fuel Oil Overflow Tank 72.0 - 83.0 76.6 76.6 -98.60 14.62 4
No.7 Double Bottom Water Ballast Tank (Starboard) 83.0 - 93.0 387.0 396.6 -56.91 0.91 1860 Oily Bilge Tank (Dirty) 40.0 - 44.0 31.8 31.8 -110.82 15.38 17
No.2 Side Water Ballast Tank (Port) 133.0 - 143.0 1,168.8 1,198.0 81.35 10.91 490 Oily Bilge Tank (Clean) 42.0 - 44.0 11.4 11.4 -110.82 15.38 17
No.2 Side Water Ballast Tank (Starboard) 133.0 - 143.0 1,168.8 1,198.0 81.35 10.91 490 Bilge Holding Tank 37.0 - 40.0 29.2 29.2
No.3 Side Water Ballast Tank (Port) 123.0 - 133.0 972.2 996.5 54.42 10.23 326 Hold Bilge Collecting Tank 17.0 - 37.0 114.5 114.5
No.3 Side Water Ballast Tank (Starboard) 123.0 - 133.0 972.2 996.5 54.42 10.23 326 No.1 Waste Oil Tank 64.0 - 72.0 54.0 54.0
No.5 Side Water Ballast Tank (Port) 103.0 - 113.0 756.1 775.0 -2.31 10.89 22 No.2 Waste Oil Tank 45.0 - 64.0 60.6 60.6
No.5 Side Water Ballast Tank (Starboard) 103.0 - 113.0 756.1 775.0 -2.31 10.89 22 Waste Oil Service Tank 81.0 - 83.0 11.5 11.5
No.6 Side Water Ballast Tank (Port) 94.0 - 103.0 649.5 665.8 -28.95 11.42 21 Fuel Oil Sludge Tank (Port) 77.0 - 79.0 11.9 11.9
No.6 Side Water Ballast Tank (Starboard) 94.0 - 113.0 649.5 665.8 -28.95 11.42 21 Lubricating Oil Sludge Tank 77.0 - 79.0 8.8 8.8
No.8 Side Water Ballast Tank (Port) 11.0 - 45.0 703.6 721.2 -117.49 12.65 1136 Main Engine Jacket Water Drain Tank 45.0 - 50.0 8.0 8.0
No.8 Side Water Ballast Tank (Starboard) 11.0 - 45.0 703.6 721.2 -117.49 12.65 1136 Cooling Water Tank (Centre) 9.1 - 17.0 31.7 31.7
Aft Peak Tank (Centre) A.E. - 17.0 645.7 671.0 -132.90 13.17 3127 Total 450.0 450.0
Total 17,512.9 17,950.7

PART 2: MAIN ENGINE AND AUXILIARY SYSTEMS
2.1 Main Engine
2.1.1 Main Engine Details
2.1.2 Main Engine Manoeuvring Control
2.1.3 Main Engine Safety System
2.1.4 Digital Governor
Illustrations
2.1.1a Main Engine
2.1.2a Main Engine Bridge Control System
2.1.2b Main Engine Manoeuvring Control - Telegraph System
2.1.3a Main Engine Safety System
2.1.3b Main Engine Safety System Operating Panel
2.1.4a Digital Governor System
2.1.4b Digital Governor Panel
Part 1
System Description
Illustration 2.1.1a Main Engine
Man B&W 10K90MC-C Mk V
Exhaust
Exhaust Hydraulic Exhaust

Manifold Valve Actuator
Exhaust Valve
Piston Cooling Housing
LO Supply
Cylinder Cover
Turbocharger
Scavenge Port
Camshaft
LO Outlet Sight Glass

From Turbocharger
To and From Turbocharger LO Supply System
Scavenge Air Receiver / Auxiliary Blower Unit
Piston Rod
Stuffing Box
Air Cooler
Crosshead Guide Shoe
Jacket H/T Cooling Inlet Crosshead Guide

Fuel Oil
Fresh Water Connecting Rod
Lubricating Oil
Main Bearing
Scavenge Air
LO Supply
Combustion Gas
Issue: 1 Section 2.1 - Page 1 of 29

2.1 MAIN ENGINE Lubricating Oil System Cooling Water System
The engine lubrication system, with the exception of the camshaft system, the The engine is fresh water cooled supplied by jacket cooling water pumps. The
2.1.1 MAIN ENGINE DETAILS turbocharger system, cylinder and exhaust valve spindle lubrication, is supplied fresh water is led from the cylinder frame of each cylinder to the cylinder
by one of two pumps, which take suction from the sump tank, forcing it cover and through the exhaust valve up to a main outlet pipe through which it
Maker: Hyundai - MAN B&W through the lubricating oil (LO) cooler and filter. The oil is then directed to the is carried back to the fresh water cooler. The cooling water is also led to the
Model: 10K90MC-C (Mark V) engine where it lubricates the main bearings, crankpins and crosshead bearings exhaust turbochargers from the main inlet pipe.
Type: Two stroke, single acting direct reversible, and acts as a coolant for the pistons. Telescopic pipes supply lubricating and
crosshead diesel engine with three constant pressure cooling oil to the crossheads, crankpins and pistons. The remaining oil goes to Each cylinder cooling water inlet pipe is provided with a shut-off valve. The
turbochargers and air coolers the main bearings and thrust bearing. outlet pipes also have shut-off valves and a pocket for a thermometer; the
outlet collector pipe has a connection line to the fresh water expansion tank.
No. of cylinders: 10
The camshaft has its own lubrication system with pumps, cooler and supply
Cylinder bore: 900mm pipes. The camshaft system is separate from the main lubrication system in The cooling water must be treated with an approved cooling water inhibitor to
Stroke: 2,300mm order to avoid contamination of the main lubricating oil charge by fuel leakage prevent corrosive attack, sludge formation and scale deposits in the system.
Output (MCR): 58,600bhp (43,716kW) at 104 rpm at the fuel injection pumps. The forced camshaft lubrication system supplies
Direction of rotation: Clockwise looking from aft oil to the camshaft bearings, fuel pump and valve actuator roller guides, and A more detailed description of the cooling water system can be found in
the hydraulically actuated exhaust valves. The lubricating oil is drawn from the section 2.5.1.
Specific fuel oil
camshaft LO tank by one of the camshaft pumps, the other being on automatic
consumption: 124.4gm/bhp per hour at 85% MCR
standby. It is pumped through a cooler and filter and then discharged to the
Brake mean Fuel Oil System
camshaft system. Oil drains from the cam boxes back to the camshaft system
effective pressure: 17.3kg/cm2 LO tank. The fuel oil is led from the main inlet pipe through branches to the fuel
injection pump of each cylinder.
General Description The turbochargers are provided with their own separate LO system which has
separate LO cooler, filter and two LO pumps. Due to the fact that turbochargers In order to keep a constant pressure at the fuel oil inlet to fuel injection pumps,
rotate at high speed it is essential that a full LO supply is maintained at all regardless of the fuel oil consumption during engine running, a spring loaded
The engine is a single acting, two stroke, direct reversible, crosshead type, times in order to avoid risk of bearing failure. overflow valve is fitted between the fuel oil inlet line and the return line.
constant pressure turbocharged diesel engine. Tie rods bind the bedplate,
columns and cylinder jacket together. Crankcase and cylinder scavenge air Lubricating oil drains from the stuffing boxes are piped to the stuffing box The fuel oil is heated to the temperature required to achieve the optimum
spaces are separated from each other by a partition, which incorporates the drains tank where the oil can be processed back to the lubricating oil sump by atomising viscosity. The engine will be run on diesel oil prior to prolonged shut
sealing gland boxes for the piston rods. The cylinders and cylinder heads are a combination of the lubricating oil purifier and a scavenge box transfer pump down, and after starting up from cold, so that the high pressure lines between
fresh water cooled. and filter. the fuel injection pumps and fuel injectors do not become clogged with cold
fuel oil.
The exhaust gases flow from the cylinders through the hydraulically operated A more detailed description of the lubricating oil systems can be found in
exhaust valves into an exhaust gas manifold. The exhaust gas turbochargers section 2.8.1. A more detailed description of the fuel oil system can be found in section
work on the constant pressure charging principle. 2.6.1.
The charge air, delivered by the turbochargers, flows through air coolers Swirl Injection Principle (SIP) Cylinder Lubrication System
Turning Gear and Turning Wheel
and water separators into the air receiver. It enters the cylinders through To reduce cylinder liner and piston ring wear rate all cylinders are supplied
the scavenge ports when the pistons are nearly at their bottom dead centre with lubricating oil through 10 SIP (Swirl Injection Principle) valves located The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The
(BDC) positions. At low loads independently driven auxiliary blowers supply around the periphery of the liner. Small quantities of cylinder lubricating oil are turning wheel is driven by a pinion on the terminal shaft of the turning gear,
additional air to the scavenging air space. injected through each valve at a pressure of 35-40 bar, and this provides an oil which is mounted on the bedplate. The turning gear is driven by an electric
film over the liner surface. The cylinder lubricator apparatus is driven by the motor with built-in gear and chain drive with brake. The turning gear is
The pistons are cooled by bearing lubricating oil. The thrust bearing and camshaft and so the quantity of oil injected into each cylinder is governed by equipped with a blocking device that prevents the main engine from starting
turning gear are situated at the engine driving end. The camshaft is driven by the setting of each individual cylinder apparatus and the speed of the engine. when the turning gear is engaged. Engagement and disengagement of the
a chain from the crankshaft. turning gear is made manually by an axial movement of the pinion.
Surplus oil from the SIP valve is conducted back to the respective cylinder
The engine is started by compressed air, which is controlled by a starting air lubricator apparatus.
distributor. In case of failure of the pneumatic control system, the engine can
be controlled from an emergency control stand.

Starting Air System The exhaust cams and fuel cams are of steel, with a hardened roller face, and are Air Cooler
The starting air system contains a main starting valve, a non-return valve, a shrunk on to the shaft. They can be adjusted and dismantled hydraulically. The charge air coolers (one for each turbocharger) are of the block type made
bursting disc for the branch pipe to each cylinder, a starting air distributor and up of steel plates. The cooler housing is provided with cleaning covers so that
a starting valve on each cylinder. The main starting valve is connected with the The cam for the indicator drive can be adjusted mechanically. The coupling the elements can be cleaned through the covers with the elements in position.
manoeuvring system, which controls the start of the engine. parts are shrunk onto the shaft and can be adjusted and dismantled hydraulically. The cooler has an air reversing chamber with a water mist catcher incorporated
The camshaft bearings consist of one lower half shell mounted in a bearing to separate the condensation water from the scavenge air. The separated water
The starting air distributor regulates the supply of pilot control air to the support which is attached to the roller guide housing by means of hydraulically is collected in the bottom of the cooler housing and is removed by a drain. If
starting valves so that these supply the engine cylinders with starting air in tightened studs. not removed the water droplets would wipe the oil film from the cylinder liner
the correct firing order. The starting air distributor has one set of starting cams surface as the scavenge air moved upwards in the cylinder.
for ahead and one set for astern running, as well as one control valve for each Chain Drive
cylinder. Exhaust Turbocharger
The camshaft is driven from the crankshaft by a chain drive. The engine is
equipped with a hydraulic chain tightener, and the long free lengths of chain No. of sets: 3
The air start valve is opened by pilot control air from the starting air distributor
are supported by guide bars. The cylinder lubricators are driven by a separate
and is closed by a spring. Type: ABB-TPL80-B12 with exhaust gas bypass
chain from the camshaft.
A more detailed description of the starting air system can be found in section The turbocharger bearings are lubricated by means of a separate system with
2.10.1. Governor pumps, cooler and filter. An observation glass is provided on the lubrication oil
The engine is provided with an EGS 2000 electronic governor. The speed outlet from the turbocharger in order to allow for checking of the flow.
Fuel Pump and Fuel Oil High Pressure Pipes setting of the actuator is determined by an electrical signal from the electronic
governor which is based on the position of the main engine regulating handle. A cleaning system is supplied for the turbine and compressor sides of the
The engine is provided with one fuel pump for each cylinder. turbochargers. The turbocharger turbine is dry cleaned daily and the impeller
The actuator shaft is connected to the fuel regulating shaft by means of a
mechanical linkage. The governor is explained in detail in section 2.1.2. is cleaned daily using water. Cleaning is carried out at full operating speed.
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 Each turbocharger is equipped with digital and analogue speed indicators
camshaft lubrication system, the pump is provided with a sealing device Manoeuvring System which are mounted in the engine control room.
arrangement. The pump is activated by the fuel cam and the volume injected The engine is provided with a pneumatic electric manoeuvring and fuel oil
is controlled by turning the plunger by means of a toothed rack connected to regulating system. The system transmits orders from the bridge, engine control
the regulating mechanism. Exhaust Gas System
room or the local control position at the side of the engine.
From the exhaust valves the gas is led to the exhaust gas receiver, where the
The fuel pumps incorporate Variable Injection Timing (VIT) for optimised fuel The regulating system makes it possible to start, stop and reverse the engine as fluctuating pressure from the individual cylinders is equalised and the total
economy at part load. The VIT principle uses the fuel regulating shaft position well as control the engine speed. The speed control handle on the manoeuvring volume of gas is led to the turbochargers at a constant pressure. After the
controlling parameter. Adjustment of the pump lead is made by a threaded console gives a speed setting signal to the governor, dependent on the desired turbochargers, the gas is led to the exhaust gas boiler heat recovery system.
connection, operated by a toothed rack. number of revolutions. Reversing is brought about by moving the telegraph
handle from ahead to astern and by moving the speed control handle from stop The engine is fitted with an exhaust gas bypass valve which is activated by the
The fuel oil pump is provided with a puncture valve for each cylinder, which to start position. Control air then moves the starting air distributor and, through scavenge air pressure. The valve opens when the scavenge air receiver pressure
quickly prevents high pressure from building up during normal stopping and an air cylinder, the displaceable roller in the driving mechanism for the fuel rises to a high value and this diverts some exhaust gas past the turbocharger.
shut down. Activation of the puncture valve causes the fuel injection line pump, to the astern position. The turbocharger output falls thus allowing the scavenge air receiver pressure
pressure to drop and immediately fuel injection ceases. return to an acceptable value.
A more detailed description of the main engine control system can be found
The fuel oil high-pressure pipes are equipped with protective hoses, and are in section 2.1.2. Compensators, to allow for thermal expansion, are fitted between the exhaust
neither heated nor insulated. Any leakage from the protective hoses is led to valves and the receiver and between the receiver and the turbocharger.
an alarmed collecting tank. Clamping bands are used for quick assembly and disassembly of the joints
Scavenge Air System between the exhaust gas receiver and the exhaust valves. The exhaust gas
Camshaft and Cams The air intake to each turbocharger is direct from the engine room through the receiver and exhaust pipes are provided with insulation, covered by galvanised
intake silencer of the turbocharger. The air is then led, via the charging air pipe, steel sheeting.
The camshaft consists of a number of sections. Each individual section consists air cooler and scavenge air receiver to the scavenge ports of the cylinder liners.
of a shaft piece with exhaust valve cam, fuel pump cam, coupling parts and The charging air pipe between the turbocharger and the air cooler is provided
indicator cam. with a compensator and is heat insulated on the outside.

Auxiliary Blower Autronica Bearing Monitoring System b) Start the LO pumps for the engine, turbocharger and camshaft
Maker: Hyundai systems.
The main engine is fitted with an Autronica Bearing Monitoring System for
No. of sets: 3 c) Ensure the oil pressures are correct.
the following bearings.
Type: HAA-414/185N d) Ensure that there is adequate oil flow through all of the sight
• Main bearings
glasses.
The engine is provided with three electrically-driven blowers to supply • Crosshead bearings
additional air for optimum cylinder combustion during starting and when • Crankpin bearings e) Ensure that the cylinder lubricators are filled with the correct
the engine is running at reduced loads. The discharge side of the blowers is type of oil.
connected to the scavenge air space after the air cooler. Between the air cooler The sensor for each bearing monitors the oil outlet temperature and is
and the scavenge air receiver, non-return valves are fitted, which automatically connected to the engine alarm and monitoring system. f) Operate the cylinder lubricators manually. Check that oil is
close when the auxiliary blowers supply the air. supplied by the pump units.
It is essential that the bearing temperature monitoring system is maintained
The auxiliary blowers will start operating before the engine is started and will in full and effective operating condition and that any alarms are acted upon 1.3 Cooling Water Systems
ensure sufficient scavenge air to obtain a safe start. During operation of the immediately as this equipment provides an essential safeguard against hot
engine, the auxiliary blowers will start automatically each time the engine load running bearings which could lead to the extremely serious consequences of
is reduced to about 30-40%, and they will continue operating until the load a) Preheat to minimum 20°C or, preferably, to 50°C.
a crankcase explosion. The monitoring of bearing temperatures enables a hot
again exceeds approximately 40-50%. bearing to be detected before oil mist is generated at the bearing thus avoiding (Note: The engine must not be started if the jacket cooling water temperature
the development of conditions under which a crankcase explosion can occur. is below 20°C.)
The blowers must be started in sequence rather than at the same time due to
the high starting current of the motors. The time delay between the starting of
individual blowers is 10 seconds. Operating Procedure b) Start the high temperature central cooling system cooling water
pumps.
Oil Mist Detector Preparations for Starting c) Ensure the pressures are correct.
Maker: Quality Monitoring Instruments Ltd 1.1 Air Systems

1.4 Slow Turning the Engine
No. of sets: 2
a) Drain water, if any, from the starting air system. This must be carried out to prevent damage caused by fluid in any of the
Model: QMI Multiplex
cylinders. Before beginning the slow turning, obtain permission from the
b) Drain water, if any, from the control air system at the bridge.
The oil mist detector samples the atmosphere at each engine crankcase unit receivers.
at 0.5 second intervals. All units are sampled simultaneously as each unit has Slow turning is carried out by means of starting air applied to the engine`s
a light scatter detector head which transmits a signal to the monitor unit. The c) Pressurise the air systems. Ensure that the pressures are starting air system. The engine slow turning control system regulates the
crankcase unit atmosphere is continuously drawn through the detector head and correct. starting air flow to the engine so that a start is undertaken with air supplied to
the level of mist is monitored. The mist level is measured in milligrams/litre the cylinders at a reduced pressure compared with a normal start.
but the readings for each channel (crankcase unit) is presented as a percentage d) Pressurise the air system to the pneumatic exhaust valves.
of 1.3mg/litre. The first warning is indicated at a level of 80% and the second The engine turning gear must be disengaged and the engine otherwise ready
and third warnings are activated at 100%; the second and third warnings are (Note: Air pressure must be applied before the camshaft LO oil pump is for starting. The button MANUAL SLOW TURNING, located at the main
used for alarms and engine slowdown. started. This is to prevent the exhaust valves from opening too far.) engine indicator panel of the engine control room console, must be pressed.
When the engine has completed one full revolution on reduced air pressure the
It is essential that the oil mist detector is maintained in full and effective e) Engage the lifting/rotation check rod mounted on each exhaust main starting system is released.
operating condition and that any alarms are acted upon immediately as this valve and check that the exhaust valves are closed; these should
instrument provides an essential safeguard against a crankcase explosion be disengaged when lift/rotation is confirmed. Slow turning indicates whether or not there is a hydraulic lock, due to fuel or
which can have extremely serious consequences. water, in one of the cylinders. Starting the engine with fuel pressure air against
1.2 Lubricating Oil Systems a hydraulic lock will cause serious damage to the engine.
(Note: Always carry out the slow-turning operation at the latest possible
a) Check the oil levels in the main engine sump, turbocharger and moment before starting and, under all circumstances, within the last
camshaft system tanks. 30 minutes.)

1.4b Slow Turn with Turning Gear b) Switch over to control from the engine side control console. (See Loading the Engine
description of the procedure Emergency Running: section 5.2) If there are no restrictions, such as running in after repairs, proceed to increase
a) Open the indicator valves and engage the turning gear.. the load on the engine.
c) Turn the regulating handwheel to increase the fuel pump index
b) Give the REVERSING order by moving the reversing handle to and check that all the fuel pumps follow to the FUEL SUPPLY The cooling water should be preheated, but if the temperature is below 50°C
the opposite direction of rotation. position. With the regulating handwheel back in the STOP allow the temperature to reach this point before increasing load. If the condition
position, check that all the fuel pumps show zero index. of the machinery is uncertain (e.g. after repairs or alterations), the ‘feel-over
c) Turn the engine one revolution with the turning gear in the sequence’ should always be followed, i.e.:
direction indicated by the reversing handle. d) Switch back to NORMAL control.
e) Open the shut-off valve of the starting air distributor. 1. After 15-30 minutes’ running on ‘Slow’.
d) Check to see if fluid flows out of any of the indicator valves.
2. Again after 1 hour’s running.
e) Check that the individual air cylinders reverse the displaceable f) Check that the indicator lamp extinguishes.
3. At sea, after 1 hour’s running at service speed.
rollers for each fuel pump to the outer position.
1.7 Miscellaneous Stop the engine, open the crankcase and feel over the moving parts listed
f) Repeat the previous points in the opposite direction of below (by hand or with a ‘Thermo-Feel’) on sliding surfaces where friction
a) Switch on the electrical equipment in the control console.
rotation. may have caused undue heating. During feeling-over, the turning gear must be
b) Set the switch for the auxiliary blowers in the AUTO position. engaged, and the main starting valve and the starting air distributor must be
g) Close the indicator valves. blocked. The starting air distributor is blocked by closing the crossover valve.
c) The blowers will start at intervals.
h) Disengage the turning gear. Feel:
The engine is now ready to start. • Main, crankpin and crosshead bearings
i) Ensure that it is locked in the OUT position.
Make the following checks immediately after starting: • Piston rods and stuffing boxes
j) Check that the indicator lamp for TURNING GEAR ENGAGED
• Direction of rotation: Ensure that the direction of rotation • Crosshead shoes
extinguishes.
corresponds to the telegraph order. • Telescopic pipes
k) Lift the locking plate of the main starting valve to the SERVICE • Exhaust valves: See that all exhaust valves are operating • Chains and bearings in the chain casing
position. correctly. Disengage the valve lifting/rotation indicators after
• Camshaft bearing housings
checking their function.
l) Check the indicator lamp are lit. • Thrust bearing/guide bearing
• Turbochargers: Ensure that the turbochargers are running
(Note: The locking plate must remain in the upper position during running correctly without abnormal noise or vibration. • Axial vibration damper
and in the lower position during repairs.) • Circulating oil: Check that the supply pressure and discharges • Torsional vibration damper
for all systems are in order.
(Note: Care must be taken when opening up the crankcase for inspection and
• Cylinders: Check that all cylinders are firing.
1.5 Fuel Oil System the crankcase doors must not be removed if there is any indication of
• Starting valves on the cylinder covers: Feel over the pipes. A hot overheating until the potential hot spot has cooled down.)
pipe indicates a leaking starting valve.
a) Start the fuel oil supply pump and circulating pump. If the
engine was running on heavy fuel oil until stop, the circulating • Pressures and temperatures: Ensure that everything is normal Running-in
pump will be running. for the engine speed, in particular, the circulating oil (bearing
For a new engine, or after repair or renewal of the bearings, or renewal/
lubrication and piston cooling), camshaft lubricating oil,
reconditioning of cylinder liners and piston rings, allowance must be made for
b) Check pressures and temperatures. turbocharger lubricating oil, fuel oil, cooling water, scavenge
a running-in period. Increase the load slowly and apply the feel-over sequence,
air and control and safety air.
as above.
1.6 Checking the Fuel Regulating Gear • Cylinder lubricators: Ensure that the lubricators are working
and that an even flow to all cylinder injection valves is being
a) Close the shut-off valve of the starting air distributor to prevent obtained. Check the oil level in the feeder tank.
the engine from turning. Check the indicator lamp.

Normal Operation • Determine the cylinder lubricating oil consumption. Extended operation on heavy fuel. However, changeover to diesel oil can become
During normal running, regular checks have to be made and precautions taken service experience will determine the optimum cylinder necessary if the vessel is expected to have a prolonged inactive period with a
which contribute towards trouble free operation. The most important of these lubricating oil consumption. cold engine, due to a docking or long stay in port.
are: • The cooling water pumps should be run at their normal
A changeover can be performed during engine running or engine stand still.
• Regular checks of pressures and temperatures. operating point, ie the actual delivery head corresponds with
the designed value. If the pressure difference between inlet
• The values read off the instruments compared with those given It is very important to carefully follow the changeover procedures in order to
and outlet exceeds the desired value, pump overhaul should be
in the acceptance records and also taking into account engine prevent fuel pump and injector sticking/scuffing, poor combustion or fouling
considered.
speed and/or engine power, provide an excellent yardstick for of the gas ways.
estimating the engine performance. Compare temperatures by • The vents at the uppermost points of the cooling water spaces
feeling the pipes. The essential readings are the load indicator must be kept closed.
Changeover Procedure from Diesel Oil to Heavy Fuel During Running
position, turbocharger speed, charge air pressure and exhaust gas • Check the level in all water and oil tanks, as well as all the
temperature before the turbine. A valuable criterion is also the drainage tanks of the leakage piping. Investigate any abnormal
daily fuel consumption, considering the lower calorific value. a) Ensure that the heavy oil in the service tank is at normal
changes.
temperature level.
• Check all shut-off valves in the cooling and lubricating systems • Observe the condition of the cooling water. Check for oil
for correct position. The shut-offs for the cooling inlets and contamination. b) Reduce the engine load to 75% of normal.
outlets on the engine must always be fully open in service. They
• Check the charge air receiver drain manifolds sight glass to see
serve only to cut off individual cylinders from the cooling water c) By means of the thermostatic valve in the steam system, or by
if any water is draining away and if so, how much.
circuit during overhauls. manual control of the viscosity regulator, heat the diesel oil to
• Drain the scavenge spaces. To do this, open the drain cock of a maximum of 60-80°C to maintain the lubricating ability of
• When abnormally high or low temperatures are detected at a
the leakage manifold daily and look to see if any liquid flows the diesel oil. This will minimise the risk of plunger scuffing
water outlet, the temperature must be brought to the prescribed
out along with the charge air. and the consequent risk of sticking. This preheating should be
normal value very gradually. Abrupt temperature changes may
cause damage. • Check the pressure drop across the oil filters. Clean them if regulated to give a temperature rise of about 2°C per minute.
necessary.
• The maximum permissible exhaust temperature at the Due to the above-mentioned risk of sticking/scuffing of the fuel injection
turbocharger turbine inlet must not be exceeded. • The temperature of the running gear should be checked by
equipment, the temperature of the heavy fuel oil in the service tank must not
feeling the crankcase doors. Bearings, which have been
• Check combustion by observing the colour of the exhaust be more than 25°C higher than the heated diesel oil in the system (60-80°C) at
overhauled or replaced, must be given special attention for
gases. the time of changeover. The diesel oil viscosity should not drop below 2cSt, as
some time after being put into normal service.
this might cause fuel pump and fuel valve scuffing, with the risk of sticking.
• Maintain the correct charge air temperature after the air cooler
• Listening to the noise of the engine will reveal any
with the normal water flow. In principle, higher charge air
irregularities. For some light diesel oils (gas oil), this will limit the upper temperature to
temperature will result in poorer filling of the cylinder, which in
somewhat below 80°C.
turn will result in a higher fuel consumption and higher exhaust • The power being developed by the cylinders should be checked
gas temperatures. regularly and fuel pumps adjusted as necessary in order to
d) When 60-80°C is reached, change to heavy oil by opening the
preserve cylinder power balance.
Check the charge air pressure drop across the air filter and air HFO supply valve to the fuel system and closing the DO supply
cooler. Excessive resistance will lead to a lack of air to the • Purify the lubricating oil. Samples should be taken at regular valve. The temperature rise is then continued at a rate of about
engine. intervals. 2°C per minute, until reaching the required viscosity.
• The fuel oil has to be carefully filtered before being used. Open • Replenish the air cushion in damping vessels of the fuel oil
the drain cocks of all fuel tanks and fuel oil filters regularly system. Changeover Procedure from Heavy Fuel to Diesel Oil During Running
for a short period to drain off any water or sludge, which may • Check the exhaust valves are lifting and rotating. If not, the
still have collected there. Maintain the correct fuel oil pressure offending valve has to be overhauled at the next opportunity. a) Preheat the diesel oil in the service tank to about 50°C, if
at the inlet to the fuel injection pumps. Adjust the pressure at
possible.
the injection pump inlet with the pressure-regulating valve in
the fuel oil return pipe so that the fuel oil circulates within the Fuel Changeover
b) Close the steam supply to the fuel oil preheater and trace
system at the normal delivery capacity of the booster pump.
heating.
The engine is equipped with uncooled fuel injection valves with built-in fuel
• The heavy fuel oil has to be sufficiently heated to ensure that its
circulation. This automatic circulation of the preheated fuel (through the high-
viscosity before inlet to the fuel injection pumps lies within the c) Reduce the engine load to 75% of MCR load.
pressure pipes and the fuel valves) during engine standstill allows for constant
prescribed limits.

d) Change to diesel oil when the temperature of the heavy oil in d) Close the valve to the starting air distributor. b) Give the engine a STOP order.
the preheater has dropped to about 25°C above the temperature
in the diesel oil service tank, but, not below 75°C. e) Open the indicator valves. (Note: The engine will continue to rotate (at slowly decreasing speed),
because the velocity of the ship through the water will drive the
(Note: If, after the changeover, the temperature at the preheater suddenly f) Change to emergency control. propeller and thereby turn the engine.)
drops considerably, the transition must be moderated by supplying a
little steam to the preheater, which now contains diesel oil.) g) Activate the START button. This admits starting air, but not c) Check that the limiters in the governor are not cancelled.
control air, to the starting valves.
d) When the engine speed has fallen to the reversing level give the
Changeover Procedure from Heavy Fuel to Diesel Oil During Standstill
h) Check to see if air blows out from any of the indicator valves. REVERSING order.
In this event, the starting valve concerned is leaky. Replace or
a) Stop the preheating. For temperature levels before changeover, overhaul any defective starting valves. e) Give the START order.
see ‘Changeover from Heavy Fuel to Diesel Oil During
Running’. i) Lock the main starting valve in its lowest position by means of f) When the start level is reached in the new direction of rotation
the locking plate. (8-12% of MCR speed), give the order to run on fuel.
b) Set the valves at the fuel tanks, so that diesel oil is fed to the
supply pumps. j) Stop the camshaft lubricating oil pump. If the ship’s speed is too high, the start level will not be reached quickly. This
will cause a loss of starting air, in this case:
c) Start the fuel oil supply pump (if not already running). k) Close and vent the control air and safety air systems.
g) Give the STOP order.
d) Stop the fuel oil supply pumps. l) Wait a minimum of 15 minutes after stopping the engine, then
stop the main engine LO pumps This prevents overheating of Wait until the speed has fallen further then return to instruction d). Keep the
Preparations Procedure Prior to Arrival in Port cooled surfaces in the combustion chambers and counteracts the engine speed low for the first few minutes in order to reduce the hull vibrations
formation of carbon deposits in piston crowns. The turbocharger that may occur owing to conflict between the wake and the propeller.
LO pump should be kept running as the turbochargers can rotate
a) Decide whether the harbour manoeuvres should be carried out due to natural draught and it is essential that there is a supply of
on diesel oil or on heavy fuel oil. Changeover should be carried LO at the bearings. Fouling and Fires in the Scavenge Air Spaces
out one hour before the first manoeuvres are expected.
m) If the engine was run on heavy fuel oil until stopped, keep The principal cause of fouling is blow-by of combustion products between
b) Start an additional generator engine to ensure a power reserve the FO circulating pumps running and the FO preheated. The piston and cylinder into the scavenge air spaces. The fouling will be greater if
for manoeuvring and start the oil fired boiler. temperature may be reduced during the port stay. If the engine there is incomplete combustion of the fuel injected.
was run on diesel oil, stop the FO pumps.
c) Make a main engine reversing test. This ensures that the starting Causes of poor combustion:
valves and reversing mechanism are working. n) Keep the engine preheated to minimum 50°C, unless the harbour • The fuel injectors are not working correctly.
stay exceeds 5 days. This counteracts the corrosive attack on the
d) Drain off any condensed water from the starting and control air • The fuel is at too low a temperature.
cylinder liners during starting up.
systems just before the manoeuvres. • Poorly adjusted injection pump timing.
o) Switch off any equipment which does not need to operate
e) Stop the engine by setting the regulating lever to STOP. • Operation with a temporary shortage of air during extreme
during the engine standstill periods.
variations in engine loading and when the charge air pressure
dependent fuel limiter in the governor is set too high.
Operating Procedure, after Arrival in Port and the Finished with Engine Crash Stop Procedure
Order has been Acknowledged in the Engine Room • Charge air pressure dependent fuel limiter in the governor set
When the ship’s speed must be reduced quickly, the engine can be started in too high.
the opposite direction of rotation according to the following procedure: The
a) Switch over to control room control. • Overloading.
procedure is valid for ECR control and emergency control from the engine
local control position. Otherwise the procedure is made automatically by the • Insufficient supply of air due to restricted engine room
b) Switch off the auxiliary blowers. DMS 2100 bridge manoeuvring system (see section 2.1.2). ventilation.
c) Test the starting valves for leakage. Obtain turning permission • Fouling of the air intake filters and diffuser on the air side of the
a) Acknowledge the telegraph. turbocharger.
from the bridge. Check that the turning gear is disengaged as a
leaking valve can cause the crankshaft to rotate.

• Fouling of the exhaust gas boiler, the air cooler and of the • Cylinder liner running surface, piston and piston rings, air flaps Measures to be Taken when Oil Mist or Autronica Alarm has Occurred
scavenge ports. in the receiver (to be replaced if necessary), possible leakages,
piston rod gland, fuel injection nozzles. • Do not stand near crankcase doors, relief valves or corridors
Causes of blow-by of combustion products: near doors to the engine room casing.
• After a careful check or if necessary, repair, the engine can be
• Worn, sticking or broken piston rings put back on load with cut-in fuel injection pump and automatic • Reduce speed to slowdown level, if not already carried out
cylinder lubrication. automatically. Ask the bridge for permission to stop.
• Individual cylinder lubricating quills are not working
• Should a stoppage of the engine not be feasible and the fire • When the engine STOP order is received, stop the engine. Close
• Damage to the running surface of the cylinder liners the fuel oil supply.
has died down, the fuel injection pump can again be cut in,
the load increased slowly and the cylinder lubrication brought • Switch off the auxiliary blowers.
If one or more of these operating conditions prevail, residues, mainly consisting
back again to the normal output. Avoid running for hours with
of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the • Open the stores hatch.
considerably increased cylinder lubrication.
following points:
• Leave the engine room.
• Between piston rings and piston ring grooves
Preventive Measures • Lock the casing doors and keep away from them.
• On the piston skirts
As can be seen from the causes, good engine maintenance goes a long way to • Prepare the fire fighting equipment.
• In the scavenge ports safeguarding against fires in the scavenge air spaces. The following measures
• Do not open the crankcase until at least 20 minutes after
• On the bottom of the cylinder jacket have a particularly favourable influence:
stopping the engine. When opening up, keep clear of possible
• Use of correctly spraying fuel injectors and keeping the air and spurts of flame. Do not use naked lights and do not smoke.
Causes of the Fires gas passages clean.
• Stop the lubricating oil pumps. Open all of the lower doors on
The blow-by of hot combustion gases and sparks, which have bypassed the • Optimum adjustment of the fuel cams and of the fuel injection one side of the crankcase. Cut off the starting air, and engage
piston rings between piston and cylinder liner running surface, enter the space pump timing. the turning gear.
on the piston underside and any residues present can ignite. • If running continuously at low load, check the cylinder • Locate the ‘hot spot’. Feel over by hand all the sliding
lubricating oil feed rate and adjust if necessary. surfaces (bearings, thrust bearing, piston rods, stuffing boxes,
Indications of a Fire • The permanent residue drain from the piston underside must always crossheads, telescopic pipes, chains, vibration dampers,
be checked to prevent the accumulation of dirt, the drain cock on the moment compensators, etc.). Look for squeezed out bearing
• Sounding of the respective temperature alarms collector main must be opened for a short time each day. metal and discolouration caused by heat (blistered paint, burnt
oil, oxidised steel). Keep possible bearing metal found at the
• A considerable rise in the exhaust gas temperatures of the cylinder
bottom of the oil tray for later analysis. Prevent further hot
concerned and a general rise in charge air temperature Prevention of Crankcase Explosions spots by preferably making a permanent repair. Ensure that the
• The turbocharger may start surging The oil mist in the crankcase is inflammable over a very narrow range of respective sliding surfaces are in good condition. Take special
mixture. Weaker or richer mixtures do not ignite. There must always be an care to check that the circulating oil supply is in order.
Fire Fighting Measures extraneous cause to set off ignition, such as hot engine components. Only • Start the circulating oil pump and turn the engine by means of
under these circumstances and the presence of a critical mixture ratio of oil the turning gear. Check the oil flow from all bearings, spray
• Reduce engine power mist and air can an explosion occur. pipes and spray nozzles in the crankcase, chaincase and thrust
• Cut out the fuel injection pump of the cylinder concerned bearing. Check for possible leakages from pistons or piston
The engine is equipped with an oil mist detector, which constantly monitors rods.
• Increase lubrication to the respective cylinder the intensity of oil mist in the crankcase and triggers an alarm if the mist
exceeds the density limit. It is also fitted with an Autronica Bearing Monitoring • Start the engine and after running for about 30 minutes stop
If a serious fire occurs shut down the engine and operate the fixed fire System which monitors the oil outlet temperatures from the main, crosshead and feel over. Check the sliding surfaces which caused the
extinguishing system (water spray). A fire should have died down after 5 to 15 and crankpin bearings and activates an alarm should the temperature exceed a overheating and look for oil mist. It is possible that the oil mist
minutes. This can be verified by checking the exhaust gas temperatures and the predetermined value. High outlet oil temperature indicates a bearing problem is due to atomisation of the circulating oil, caused by a jet of
temperatures of the doors to the scavenge space. Afterwards the engine must be which could lead to conditions likely to result in a crankcase explosion and air/gas, eg by combination of the following:
stopped whenever possible and the cause of the fire established. so the monitoring of the bearing temperatures provides an early warning of • Stuffing box leakages (not air tight).
bearing problems and should be acted upon immediately.
• Blow-by through a cracked piston crown or piston rod (with
Checks should include: direct connection to crankcase via the cooling oil outlet pipe).

An oil mist could also develop as a result of heat from a scavenge fire being Fresh water cooling pressure differential across engine Cylinder lubricators no flow
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
Scavenge air receiver temperature high Fresh water cooling inlet pressure low
may have passed through the stuffing box into the crankcase.
Scavenge air box fire
Fresh water cooling outlet cylinder temperature high
Shutdown and Slowdown Device Checks
Scavenge air receiver pressure low Fresh water cooling inlet temperature low
The engine is provided with a number of safety devices which initiate an Exhaust gas outlet/cylinder temperature high Fresh water cooling pressure differential across engine
engine slowdown or shutdown if the operating parameter of the monitored
Exhaust gas outlet/cylinder temperature (deviation) Fresh water cooling deaeration
system go outside of set limits. These devices should be tested preferably at
monthly intervals (maximum three monthly intervals). Control air pressure low
Slowdown Functions (Automatic) Safety air pressure low
The testing should be carried out when safe to do so and when operating
conditions permit. In the case of pressure switches the system can be checked Air supply to exhaust valve air cylinder pressure low
Oil mist in crankcase
by isolating the switch and then draining the line. The method of testing Scavenge air receiver temperature high
involves the simulation of a fault rather than causing an actual fault.
Alarms Scavenge air inlet pressure low
Simulation of low pressure can be obtained by isolating the pressure transducer Scavenge air box fire
Lifting gear activated
from the supply and then draining the transducer supply line.
Air cooler cooling FW inlet pressure low
Leakage from high pressure fuel pipes
Shutdown Functions
Exhaust gas/cylinder temperature deviation
Sea water cooling inlet manifold high temperature
Low lubricating oil pressure to main and thrust bearings Exhaust gas after turbocharger high
Sea water cooling inlet manifold pressure low
High thrust bearing temperature Oil mist in crankcase
Sea water cooling to LO coolers low temperature
Low lubricating oil inlet pressure to camshaft
Fuel oil temperature high
Low lubricating oil inlet pressure to turbocharger Emergency/Local Engine Control System
Fuel oil temperature low
Engine overspeed
Fuel oil viscosity high The engine should be manoeuvred from the engine-side control stand at least
once every month, depending upon operating circumstances, in order to check
Fuel oil viscosity low
Slowdown Functions (Manual) that the local control system is operational. This procedure is described in
Fuel oil inlet pressure low section 5.2.
LO temperature low
LO inlet temperature high
Piston cooling oil outlet temperature high
Piston cooling oil outlet/cylinder temperature high
Piston cooling oil outlet no flow
Piston cooling oil outlet/cylinder no flow
Piston cooling oil outlet pressure low
LO to main and thrust bearings pressure low Piston cooling oil inlet pressure low
LO to bearings and thrust bearing pressure low
Main bearing temperature high/deviation
Thrust bearing temperature high
Crankpin bearing temperature high
LO to camshaft inlet temperature high
Crosshead bearing temperature high
Thrust bearing temperature high LO inlet to camshaft pressure low
Turbocharger LO inlet pressure low
LO to camshaft temperature high
Turbocharger LO inlet temperature high
Fresh water cooling inlet manifold pressure low
Turbocharger LO outlet temperature high
Fresh water cooling outlet/cylinder temperature high

Illustration 2.1.2a Main Engine Bridge Control System
Port Bridge Bridge Main Console

Starboard Bridge
Wing Wing
Bridge Manoeuvring Engine Control

System Panel Console
DMS 2100 Interface -
PORT
WING
LAMPS
ONSERV.
SCALES
TAKE
STBD
OVERON
WING
SERV.
ONSERV.
Telegraph
* +
/ 9 Up
Pause Pg
Break Num
8
LAMPS
Lock 6
Scroll Enter
Lock
LAMPS
Page 7 5
Print
Scrn
Up Home 3 Dn
SysRq Pg
TAKE MAIN
Home
F12
Page
Down
4 2 .
MAIN TAKE
Insert Del
End
F11 1
End
OVER ENG.
F10 Delete
0
ENG. OVER
Ins
F9
+
=
ON EMGY.
_ }
F8 ]
EMGY. ON
-
F7
{ ~
) [ #
0
SERV. STOP P @ Ctrl

F6 ( '
STOP SERV.
9
O :
F5 * ;
8 ?
& I L /
7 >.
U K
LAMPS SCALES
^ Gr
6 <, Alt
% Y J
M
T H
PORT TAKE STBD

$
4 N
£ R G
3 B
F
WING OVER WING

" E
Esc 2 V
! W D
UMS 2100
1 C
BRIDGE MANOEUVERING SYSTEM

S
ON ON ON Lyngso Marine
` Q
` X
A
Z
SERV. SERV. SERV. -

Caps
Lock
|
\
Alt
* + Ctrl
/ 9 Up
Pause Pg
Break Num
Lock 8 6
Scroll Enter
Lock
Page 7 5 3
ALARM 100% FAULT

Print Up Home Dn
Scrn
SysRq Pg
Home
F12
Page
Down
4 2 .
Insert Del
End
F11 1
End
F10 Delete
0
Ins
F9
+
=
_ }
F8 ]
-
F7
{ ~
) [ #
0
P @ Ctrl
F6 ( '
9
ALARM STOP ALARM O :

F5 * ;
8 ?
& I L /
7 >.
LIST HORN ACKN. %
^
6
Y
U
J
K
<, Alt
Gr
M
$ T H
4 N
£ R G
3 B
" E F
Esc 2 V
! W D
1 C
` Q S
` X
A
Z
Caps | Alt
Lock \
ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

S1 S2 S3 S4
Ctrl
LIST CHANNEL CHANNEL DIMMER

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

BRIDGE E.C.R. LOCAL SLOWD. SHUTD. BLOCK LIMITS
CTRL. CTRL. CTRL. CANCEL CANCEL START
SELECT
CANCEL
ESC ENT
7 STU 7 STU 7 STU 8 VWX 9 YZ
SEA STAND SLOWD. CON- SET-

F.W.E. STATUS
MODE BY RESET TROL TINGS
DMS 2100 Control Unit
DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine
ALARM FAULT
ALARM STOP ALARM

LIST HORN ACKN.
Engine MAINTE-
NANCE
EDIT MENU
S1 S2 S3 S4 DIMMER
Safety Panel 1 ABC 2 DEF 3 GHI

SLOWD.
ACTIVE
4 JKL
SLOWD.
CANCEL
5 MNO 6 PQR
SLOWD.
RESET
ESC ENT
7 STU 8 VWX 9 YZ
SHUTD. SHUTD. SHUTD.

ACTIVE CANCEL RESET
Basic Alarm Panel

UMS 2100 BRIDGE MANOEUVERING SYSTEM
Lyngso Marine
UMS 2000 BASIC ALARM PANEL
Lyngso Marine
ALARM 100% FAULT
ALARM FIRE FAULT
Bridge
ALARM STOP ALARM
LIST HORN ACKN.
ALARM STOP ALARM
LIST HORN ACKN.
Manoeuvring
ADD. DISPLAY ADJUST SLOW SHUT MAINTE-
LIST CHANNEL CHANNEL S1 S2 S3 S4 DIMMER
DOWN DOWN NANCE
ADD. DISPLAY ADJUST
Main Engine
LIST CHAN- CHAN- S1 S2 S3 S4 DIMMER
NEL NEL 1 ABC 1 ABC 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
System Panel
BRIDGE E.C.R. LOCAL SLOWD. SHUTD. BLOCK LIMITS
1 ABC 1 ABC 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR CANCEL
SELECT ESC ENT
CTRL. CTRL. CTRL. CANCEL START CANCEL
DEAD WATCH PRINTER ALARM ALARM ALARM ALARM ALARM
Control and Condition

MAN CON-
ESC ENT
GROUP 1 GROUP 2 GROUP 3 GROUP 4 GROUP 5
TROL 7 STU 7 STU 7 STU 8 VWX 9 YZ
SEA STAND SLOWD. CON- SET-

7 STU 7 STU 7 STU 8 VWX 9 YZ F.W.E. STATUS
MODE BY RESET TROL TINGS
MAIN-
ALARM ALARM ALARM ALARM ALARM
Monitors
ASSIST DUTY
TE-
CALL GROUP 6 GROUP 7 GROUP 8 GROUP 9 GROUP 10
NANCE
EGS 2000 Lyngso Marine
EGS LOAD
LIMIT
CANCEL
INDEX
MAX
TEST
ALARM
ACKN. MENU
Panel AUTO
SELECT
SETUP ESC ENT
RPM POWER INDEX ACCESS DATA DIAG
Main
Engine

2.1.2 MAIN ENGINE MANOEUVRING CONTROL DMS2100 System Overview DMS Panel Functions
The DMS2l00 control the functions of the MAN B&W 2-stroke slow-speed The following are available at the DMS panels
Bridge Manoeuvring System (DMS2100)
propulsion engine by means of the DMS2100 programmable logic controller
• Analogue instruments for indication of main engine rpm
Maker: Lyngsø Marine A/S (PLC) which is located in the DMS control cabinet, together with the units
for the DPS2100 engine safety system. The main engine safety system is • Analogue instruments for indication of main engine starting air
Model: DMS2100 completely independent of the DMS. pressure.
• Dimmer potentiometer for illumination of the analogue
Introduction The alarm and monitoring part of the machinery components controlled by instruments (bridge only).
the DMS2100 are handled by other Gamma programmable logic controllers
(PLCs) in the UCS2100 alarm and control system. • Emergency stop pushbutton with cover.
The Diesel Manoeuvring System - DMS2100 is a bridge manoeuvring system
used for remote control of a ship’s main diesel engine connected to a fixed • A DMS2100 operator panel with the following functions:
pitch propeller (FPP). The DMS2100 and the UCS2100 alarm and control system are independent
• A four line display with 40 characters on each line
systems, each with its own PLCs, they are only connected by a network to
The DMS2100 is operated by means of telegraph levers and standard DMS2100 transfer alarms and information to the graphic operator station (GOS) and • Soft keys S1 to S4 for operation of the DMS
panels with built in four line displays. printers (Telegraph Order Printer). functions
• Six selection keys: ESC, ENT and four arrow keys
The DMS2100 is operated as a completely independent stand alone system, Slowdown signals for the main engine are transferred as hard-wired signal
lines for safety reasons. The slowdown inputs to the DMS2100 are defined as • Selection of DMS control functions of Status,
with all information and internal alarms displayed on the DMS operator
supervised inputs, which means that malfunction of the signal transmission Maintenance, Edit and Menu
panels.
cable can be detected. All hardware component and logic circuitry of the • Control location selection and indication for Bridge
The DMS2100 works as an integrated part of the universal control system, DMS2100 and the UCS2100 alarm and control system is independent which Ctrl., ECR Control and Local Ctrl.
the systems being interconnected by means of a communication network, so means that it is still possible to control the propulsion machinery even in case
of a total breakdown of the alarm and monitoring system. • Sub-Telegraph selection and indication for Sea Mode,
that alarms, indications and measurement values from the DMS2100 can also Standby and FWE (finished with engine) mode
be displayed on the graphical operator station (GOS) and alarm panels in the
alarm and control system. The power supply for the DMS2100 uninterruptible power supply (UPS) • Limits Cancel indication and operation key
protected. There is a separate fuse for the DMS2100 PLC, the DPS PLC and
the remaining hardware connected to this system. • UMS2100 keys for the following alarm functions in
The DMS2100 can be configured to provide complete control for: the DMS computer:
• Stop Horn and Alarm Acknowledge keys
• Main engine start/stop DMS Panels for Remote Control
• Alarm List and Additional List key
• Start blocking indications
The DMS is connected with DMS operator panels positioned at all control • Display Channel and Adjust Channel keys
• Main engine set point locations. Each panel has instruments for indicating engine rpm and starting air
pressure and a pushbutton for emergency stop. Panels are situated as follows: • Maintenance and Dimmer keys
• Main engine shutdown indications from the main engine safety
system • One in the engine control room (ECR) • Alarm and Fault indication lamps
• Main engine slow down system • One on the bridge The Limits Cancel, RESET and CANCEL keys for Shutdown and Slowdown
• Main engine speed measurement and indication • Two panels on the bridge wings, starboard and port keys only work at the panel which is currently in control, however, the
Slowdown Reset can be configured to always have reset from the ECR panel.
• Control transfer for bridge/ECR/local changeover
• Sub-telegraph with finished with engine (FWE), standby and The Stop Horn and alarm Alarm Ackn. keys can be configured to work under
sea mode different conditions:
• Serial interface to the EGS2000 electronic governor 1. Both keys always work in the ECR, e.g. when the Chief
Engineer always wants to be able to acknowledge alarms.
• Alarm announcement and indication
Buzzer and Stop Horn work at any of the bridge panels for all
alarms which are announced on the bridge (configurable), but
the Alarm Ackn. key will not work on the bridge.

2. Both keys work at the current DMS control location, i.e. with hardware connection to the DMS system and they can also be used as DMS2100 Operational Description
working at any of the bridge panels and at the ECR panel. the communicating engine telegraph system when running in manual ECR
control.
In connection with the integrated UMS alarm system the function of both keys Selection of Control Modes
follows the UMS watch station.
Electrical Shaft System There are different control modes available to operate the propulsion plant:
• Automatic Control from the Bridge (Automatic Bridge
Safety System for the Main Engine The electrical shaft system which interconnects the bridge centre telegraph
Control)
with the bridge wing control telegraphs is a synchronising system, in which
The DMS2100 works in conjunction with the independent DPS2100 (Diesel non-activated control levers follow the active control lever. For example, when • Automatic Control from the ECR (Automatic ECR Control)
Protection System) Safety System for main engine emergency stop, overspeed the bridge centre control is master, the two bridge wing levers automatically • Local/Emergency Control from the Engine-side Control Station
and shutdown protection. follow the master lever in the bridge centre. (LC Control)
In the engine control room the DPS 2100 safety system has its own DPS panel, Transfer of control between the ECR and the bridge is by means of the selector
Bridge Centre and Wings Control Transfer
which displays the relevant information for each shutdown input channel, switch located in the ECR console. The switch may be set to BRIDGE or ECR
actual main engine RPM, etc.; it is also possible to make adjustments and cut- and that location then has control. The switch works through the DMS but
outs on the shutdown input channels. Each telegraph transmitter on the bridge’s electrical shaft system is equipped
avoids the need for using DMS panel keys for selection.
with three lamps and one Take Control pushbutton for control transfer. The
Three keys with LED indication on the DPS panel are used for Shutdown pressing of the Take Control pushbutton at any of the linked control station in
indication, Shutdown Cancel function and Shutdown Reset function. At the bridge, the electrical shaft system selects that control station as master. As the telegraph Automatic Mode
the corresponding functions are shown on three keys on the DMS panel. levers are already synchronised by the electrical shaft system, there is no need
Engine Side (Local) Control to Automatic ECR
for further alignments before pressing the Take Control pushbutton.
The following functions are included in the DPS 2100 safety system:
The lamps, fitted with a dimmer, indicate which one of the three control (Note: Any change of control mode from local control to remote control has
• Shutdown stop output for the main engine
positions has been selected as the master control unit. to be done at engine standstill.)
• Overspeed stop of the main engine
Start condition: Control mode in Local Control
• Shutdown inputs Emergency Telegraph System
• Emergency stop of the main engine The actual control mode is displayed at the operation panels on the bridge
• Alarm outputs to the alarm system For back-up communication of telegraph orders from the bridge to the ECR and in the ECR. The LED implemented in the button EMERG. CTRL. shows
during ECR control, and/or to the engine side control stand in the engine room a steady green light. In the first line of the display the text LOCAL CTRL
• Tacho output for main engine RPM to instruments indicates the actual control mode.
during local control, the system is fitted with a separate emergency telegraph
• Cancel and reset inputs from the DMS System, ECR and local system, which is completely independent of the DMS2100 bridge control
control system and the normal communication telegraph levers. The engine-side control position has the highest priority.
• Local/remote and DMS control feedback
By means of a dial indicator and lamps for each telegraph order, the To Change the Control Mode to AUTOMATIC
Main Engine Speed Measurement communication telegraph indicates the requested order. On the bridge the
dial is to the correct position for the new order and the indicator lamp for that • The local lever has to be set to the REMOTE position
The DMS2100 uses a Tacho Adapter Module to interface the tacho pick-ups direction and speed will start flashing. In the ECR and at the engine side a bell
(mounted close to the turning wheel on the engine) to one of the CPUs on the will start sounding and at the engine side emergency telegraph the light for the The requested change of control mode to REMOTE is audibly and visually
serial interface board used for measurement of the main engine speed. desired speed and direction position will start flashing. signalled at the ECR panel only. To acknowledge the request the ECR CTRL.
pushbutton has to be pressed at the ECR panel. Following this, the control
To accept the new order the dial at the engine remote control station emergency mode changes to AUTOMATIC ECR. This is indicated at the ECR panel and
Telegraph Transmitter and RPM Set Point Control telegraph must be turned to correspond with the desired engine speed and at the Bridge panel. The LED implemented in the button ECR CTRL. shows
direction. The lamp will change to a steady light and the bell will stop. steady green light. In the first line of the display the text AUTO CR indicates
The bridge main operation station is equipped with a telegraph transmitter with
the actual control mode. Additionally REMOTE CONTROL is indicated at the
built in set point potentiometer; this is located in the bridge centre console. The
local control box.
bridge telegraph transmitter is connected with the port and starboard bridge
wing control panels. The ECR is equipped with a similar telegraph receiver.
The bridge centre and ECR telegraph levers are equipped with potentiometers

(Note: A change from local control directly to automatic bridge is not Local Control the LED will switch to a fixed light, and the LED indicating the old order will
possible. There is only one exception: If the telegraph ECR be extinguished
potentiometer fault is present at the moment of change request, the The selection of local control is always done directly without any previous
proposal to change to automatic bridge is automatically given and has request by putting the local control lever out of the REMOTE position. If the order is not acknowledged, the flashing LED in the key can be pressed
to be acknowledged.) Following this, the LED implemented in the button EMERG. CTRL in the again to cancel the change of order.
panel of the last active control stand turns to a flashing in yellow light to
indicate the change of operating mode. The change also is audibly signalled at (Note: Direct change from FWE to Sea Condition is disabled.)
Automatic ECR to Automatic Bridge Control
the last active control stand, and has to be acknowledged there by pressing the
Start condition: Control Mode in Automatic ECR button EMERG. CTRL. The LED implemented in the button EMERG. CTR
in the former active control stand turns to steady green light at the moment the Conditions for Finished With Engine
The actual control mode is displayed at the operating panels on the bridge and change is carried out.
in the ECR. The LED implemented in the button ECR CTRL. shows a steady The following conditions are necessary for FWE:
green light. To indicate the new control mode
• Control air pressure off
Control is changed between the ECR and the bridge by means of the selector • The text LOCAL CTRL is displayed at both operating and
• Safety air pressure off
switch located in the ECR console. Prior to changing to bridge control the indication panels
bridge must be consulted to ensure that control will be accepted. • Main start valve blocked
• The indication lamp LOCAL CONTROL at the ECR sub-panel
is illuminated Conditions for Standby
Automatic Bridge to Automatic ECR Control • The indication lamp LOCAL CONTROL at the local control
box is illuminated The following conditions are necessary for standby:
Start condition: Control mode in Automatic Bridge
• Control air pressure on
Control is changed between the bridge and the ECR by means of the selector (Note: It is not possible to prevent the change, because the local control stand
has the highest priority.) • Safety air pressure on
switch located in the ECR console. The ECR may take control at any time.
• Main start valve not blocked
Sub-Telegraph
• Starting air distributor not blocked
Engine-side (Local) Control to Automatic ECR
The sub-telegraph is used to give an order to the engine staff. The sub- • Turning gear not engaged
(Note: Any change of control mode from local control to remote control has telegraph is a one way communication system, i.e. the bridge gives an order
to be done at engine standstill.) and the engine staff acknowledge it by pressing the panel key associated with Conditions for Sea Condition
the order. The following orders can be signalled:
The following conditions are necessary for sea condition:
Start condition: Control mode in Local Control
FWE: Finished with engines. The main engine is stopped, and • Control air on
The actual control mode is displayed at the operating panels on the bridge cannot be started.
Standby: The main engine is ready or running but engine staff • Safety air on
and in the ECR. The LED implemented in the button EMERG. CTRL. shows
steady green light. In the first line of the display the text LOCAL CTRL are needed on standby duty. • Main start valve not blocked
indicates the actual control mode. Sea Condition: The main engine is running normally and engine staff
are no longer required for main engine operations. • Starting air distributor not blocked
To change the control mode to ECR • Turning gear not engaged

There will always be one of these orders present in the system.
• Put the local lever to the REMOTE position (Note: The conditions for the sub-telegraph can be customised from the
When the bridge wants to change to a new order, the desired panel key on the customising tool.)
The request to change control mode to remote is audibly and visually signalled at bridge panel must be pressed. The LED in the panel key will start flashing,
the ECR panel only. To acknowledge the request, the button ECR CTRL. has to be both on the bridge and the corresponding LED in the engine control room
pressed at the ECR panel. Following this, the control mode changes to ECR. This Main Engine Start/Stop
panel. The changeover buzzer will also sound and the LED indicating the old
is indicated at the ECR panel and at the bridge panel. The LED implemented in the order will remain as a steady light. Automatic Bridge Control
button ECR CTRL. shows steady green light. In the first line of the display the text
MANUAL CR indicates the actual control mode. When the engineer has pressed the flashing panel key the changeover buzzer When Bridge Ctrl. is selected and the system is not in FWE mode; starting,
will stop, but the LED will continue flashing until all the conditions for the stopping and control of the main engine speed is controlled by the position of
order have been fulfilled. When the conditions for the order have been fulfilled, the bridge telegraph handle.

Moving the telegraph handle from stop to ahead or astern will cause the • Main start valve blocked Start/Stop
starting sequence to be activated, i.e. starting air will be supplied until the main
• Start air distributor blocked
engine RPM has reached starting level. At this point starting air is removed and The engine is started by releasing the governor stop and activating the start
fuel is supplied for approximately 8 seconds at a preset speed setting level. If • Turning gear engaged valve and the ahead direction valve (or the astern valve if reversing), whilst
the RPM is increased in this period the start is considered successful and the • Control air pressure low the stop valve is still activated. When the engine RPM passes the firing speed
RPM is set to the telegraph set point value (except when limits are set by a limit the start and stop valve is deactivated and, after the stabilising time has
slowdown, load-program, or other limiting programs.) • Safety air pressure low expired, the ahead direction valve is deactivated (or astern valve if reversing)
• Start air pressure low and the engine is running.
If the main engine start attempt failed, a new repeated start will automatically
• Auxiliary blowers not in automatic
be executed after a delay of 8 seconds. After three failed start attempts a start
blocking occurs, and the bridge has to move the telegraph handle to the stop • Engine running Crash Stop
position before a new start can be performed.
The preconditions for a crash stop detection is that the telegraph lever set point
If the main engine is ordered to move in the opposite direction whilst still Reversing must be above 75 rpm ahead for more than 60 seconds when the operator makes
rotating, starting air will not be supplied until the engine’s speed has decreased a reverse order to more than 20 rpm astern. The telegraph lever set point must
below the reversing level. This may take several minutes depending on the During a normal ahead (or astern) start from standstill, the DMS will activate be below 75 rpm ahead again for more than 15 seconds before the preconditions
ship’s speed, propeller size, loading condition and other ship parameters. the main engine ahead (or astern) reversing valve together with the start for detection of a crash stop is reset again. The crash stop condition is then
valve when the bridge telegraph handle is moved to an ahead (or astern) start maintained until either the astern set point order is moved below a speed of 10
The speed may be set to any speed on the telegraph scale, eg. dead-slow, slow, position. rpm astern, or the actual rpm comes within 5 rpm of the astern set point limit of
half and full in both directions, in addition to stop. 20 rpm, or a maximum time-out of 300 seconds.
The ahead (or astern) valve will activate the pneumatic cylinders used to
reverse the camshaft roller guides and also reverse the starting air distributor. (Note: The speeds and times are adjustable.)
ECR Control
Pneumatic interlocks on the engine ensure that starting air is not supplied to the When the operator initiates a crash stop, the DMS will activate the governor
When ECR Ctrl. is selected the starting, stopping, reversing and speed-control engine before the starting air distributor is reversed to the correct position. stop and stop valve to stop the engine.
of the main engine is handled from the ECR telegraph handle located in the
engine control room control console. All camshaft roller guides will not be completely reversed before the engine When the propeller speed has dropped below the reversing level of 20-25 rpm,
starts turning on starting air so there are no interlocks from the camshaft roller the astern valve will be activated to reverse the engine and, after a further 5
When the bridge requests a speed change the main engine direction and speed guides to the DMS. second delay, the governor stop is released and the start valve will be activated
is altered by moving the bridge telegraph control handle to the desired position to brake the ahead turning of the engine and start it up in the astern direction.
and this will initiate the telegraph alarm. An engineer in the ECR moves the Slow Turning
ECR telegraph handle to the same position as that of the bridge telegraph. When the engine speed rises above the firing speed in the astern direction, the
This performs the necessary speed and direction change and at the same time Slow turning of the main engine is normally used before the engine is started
start and stop valves are released and the engine starts up on fuel. After an 8
acknowledge the telegraph alarm. after a prolonged period of standstill and is done by turning the engine for 1-2
second stabilising time, the astern valve is deactivated and a further 8 seconds
revolutions on reduced starting air.
later the cancel limits to the governor is deactivated.
Start Blocking
The engine is automatically slow turned when it has been stopped for more
If the engine is not ready for start, i.e. it is start blocked, the Start Block LED on than 30 minutes by releasing the governor stop and activating the start valve Repeated Start
the panel is illuminated and a <Startblock> indication is displayed at line two and stop valve as for a normal start. At the same time the slow turning valve is
of the Start/Stop control display, i.e. on the line above the soft keys. When the activated. When the engine has turned a of minimum 1.5 revolutions the slow If the start attempt is unsuccessful a second start attempt is initiated and REP.
engine is ready for start, the indication change to either STOPPED or SLOWD turning valve is released and the start sequence continues as a normal start START is indicated in the display and a repeated start alarm is released.
REQ. indicating if the next start will be with or without slow-turning. sequence.
When the engine speed drops down below the firing speed the stop valve,
Start blocking is activated by the following: If the slow turning is not completed within the preset time the engine is stopped governor stop and governor cancel limits are activated, a Repeated Start Alarm
again by activating the governor stop and deactivating the start valve; a ‘Slow is released and after a 6-8 second time delay, a new start is initiated releasing
• Main engine local control on
Turning Time out Alarm’ is released giving a start blocking which must be the governor stop and activating the start valve again.
• Main engine safety system shutdown or emergency stop reset by the operator before a new start attempt can be executed.
• Start failure (Start air time-out or maximum number of failed If the engine stops again after the maximum number of start attempts (normally
start attempts) Slow turning is requested by pressing the MANUAL SLOW TURNING three), the start sequence is terminated with an alarm for three start attempts
pushbutton at the operator panel. and a start blocking, which must be reset by putting the telegraph lever to the
• Slow turning failure (time-out) stop position before any further start attempts can be made.

Main Engine Shutdown The emergency stop function is also a part of the safety system with When a slowdown has been activated, the reason for the slowdown must be
independent pushbuttons on the bridge and in the ECR, each wired in parallel removed and the system reset before the load on the engine can be increased
The DPS2100 safety system takes care of the engine shutdown in case of a to the safety system. to the command level. When the reason for the slowdown has been removed,
shutdown, overspeed or emergency stop alarm by activating the emergency the slowdown memory is reset by pressing the Slowd. Reset key on the DMS
stop valve directly. All the shutdown inputs are connected directly to the DPS, Activation of one of the pushbuttons will cause an emergency stop of the panel, or by moving the set point lever in command down below the limit for
and then sent as group alarms to the DMS, for indication on the DMS panels. engine even if the panel is not in control. slowdown and then increase it again. A slowdown is also reset if the engine is
Two keys on the DPS panel are used for the following functions: stopped by putting the telegraph lever in the stop position.
When the engine has been stopped by use of the emergency stop function,
• Shutdown indicating shutdown activated (steady light) and
restart of the engine is blocked until the emergency stop pushbutton has been
activates the shutdown status list display
released again and the shutdown memory is reset from the present control Set Point System
• Shutd. Cancel indicating shutdown prewarning (flashing light) location.
or activates and indicates if the shutdown is cancelled (steady The set point system converts the potentiometer set points from the telegraph
light) Main Engine Slowdown levers mounted on the bridge and in the ECR, to the main engine RPM set
point output for the governor. This conversion is done in accordance with the
At the DMS panels on the bridge and in the ECR, the shutdown information is The main engine slowdown system is an integrated part of the DMS system. speed request curves set up in the DMS system. No adjustments should be
shown on similar keys, corresponding to the two keys on the DPS2100 panel The slowdown inputs are connected directly to the DMS. made without just cause and under the authority of the Chief Engineer.
in the ECR.
The slowdown information is shown on three keys at the DMS panel, both
on the ECR and on the bridge. It is also possible to see the status information Set Point Lever Adjustments
In case of a shutdown, operators at the bridge and ECR receive a shutdown
prewarning alarm before the shutdown is executed by the safety system. about each slowdown on the slowdown status display. The slowdown inputs
are treated like an alarm input to the alarm system. It is possible to adjust the following set point inputs but adjustments are
password protected and must only be made by approved personnel:
During the prewarning delay for the shutdown, the LED in the Shutd. Cancel
key on the DMS panel will flash. After the prewarning delay time-out, the LED The three keys on the DMS panel are used for the following functions: 1. Telegraph lever RPM set point (bridge)
in the Shutdown key on the DMS panels changes to steady illumination and the • SLOWD ACTIVE key indicates slowdown activated (steady 2. Telegraph lever RPM set point (ECR)
main engine is stopped by the safety system. light), and activates the slowdown status list display
• SLOWD.CANCEL key indicates slowdown prewarning Main Engine RPM Governor Set Point
To silence the alarm buzzer the Stop Horn key must be activated, and to
(flashing light) and indicates if the slowdown is cancelled
acknowledge the alarm the Alarm Ackn. key is pressed. If more alarms
are present, the Alarm Ackn. key is pressed again until all alarms are • SLOWD.RESET key activates reset of the slowdown memory. The main engine RPM is controlled by an electronic governor. The input to
acknowledged. the electronic governor is normally a 4-20mA current signal corresponding
In the event of a slowdown, the operator at the bridge and/or ECR receives to the requested RPM range. Adjustment must only be made by approved
During the prewarning delay the operator is able to cancel/override the a slowdown prewarning alarm before the slowdown is executed by the DMS personnel.
shutdown, by pressing the Shutd. Cancel key; the LED at the key changes to system. Only one slowdown function results in an automatic slowdown, the
a steady red light. oil mist dector, the others activate an alarm and the duty engineer then decides Slow Down RPM Set Point
whether to slow the engine or not.
If the engine is already stopped before the Shutd. Cancel key is activated, the When the main engine slowdown is active, the RPM set point is limited to the
shutdown must also be reset before it is possible to start the engine again. To During the prewarning delay for the slowdown, the LED in the SLOWD. adjustable slowdown limit after a certain time delay (adjustable).
remove the cancel/override shutdown function, the Shutd. Cancel key must be CANCEL key on the DMS panel will flash. After the prewarning delay time
activated once more. out, the LED in the SLOWD ACTIVE key on the DMS panel will change
to a steady light, and the main engine RPM set point will be reduced to the RPM Set Point Slope
When the shutdown memory has been activated, the reason for the shutdown slowdown level by the DMS set point system. To silence the buzzer the Stop
must be removed and the shutdown reset, before a new start of the engine is Horn key must be activated, and to acknowledge the alarm the Alarm Ackn. Acceleration and deceleration slew rates are specified by a fixed setting
possible. When the reason for the shutdown has been removed, the shutdown key pressed. adjustable by the customising tool, and specified in shaft rpm/sec.
must be reset from the operating control location; in bridge control the bridge
telegraph must be placed in the stop position to reset, in ECR control the During the prewarning delay the operator is able to cancel/override the
manual control lever must be placed in the stop position to reset, and in local slowdown by pressing the Slowd. Cancel key.
emergency control the regulating handle must be put to the zero fuel index
position to reset the shutdown. To remove the cancel/override slowdown function, the Slowd. Cancel key
must be activated once more.

Illustration 2.1.2b Main Engine Manoeuvring Control - Telegraph System
V.I.T. Actuator Lifting Gear

Act. and Reset
PI
Fuel Pump Tacho Alarm
Cut out Safety Air
Set Point: Fuel Pump Supply 7kg/cm2
4kg/cm2 Roller Lift
PI Main Service
Starting Valve Blocked
Stop Maximum Connection for Pressure
Start Air
30kg/cm2 Sensors and Gauge
Electrical Alarm Set Point 5.5kg/cm2
Governor Open FWE Set Point 0.5kg/cm2
I/P Converter Actuator Sensor for
Unit 20 L
Starting Air
I
P Set Point 15kg/cm2
Starting Air Slow Exhaust Valve
Reset Distributor Turn
Shut Down Unit
Remote Valve Main Start
/man Valve Control Gov Stop
Valve Unit
Stop Valve Unit Safety Relief
Valve Set
Remote Starting Valve Point 21kg/cm2
"P" Reversing
Set Point 1 Sec. Ahead/Astern Mechanism
Emergency Valve Unit
Emergency
Connected
Control Press. Sw.s
to Oil Mist
Set Point Detector
2kg/cm2 Ahead
Stop 102 Astern Air Inlet Unit
Set Point
2kg/cm2
PI
Set Point
6 Sec. Throttle
Remote 105
Start Valve Unit Connection for Pressure
Emergency
Start Sensor and Gauge
100 Valve Unit Alarm Set
Throttle
Connected to Load Rev. Point 5.5kg/cm2
Change Dependent Valve
101 Engine Side and TCS System Unit 2
Console
Reversing Control Air

Min. Valve Unit 1 Manual Cut-off
Start Max. Telegraph
Stop ECR Control
Ahead Astern
Bridge Control
Gov Stop
Connection for Pressure Control
Astern
Turning Sensors and Gauge Air
Ahead Set Point 2 bar Control Air PI
64 Gear In Alarm Set Point 5.5kg/cm2 Supply
63 Pressure
FWE Set Point 0.5kg/cm2 7kg/cm2
Start Stop Ahead Astern Start
ECR/Bridge
Stop
Changeover
80 Flywheel
To Key
Manoeuvring Console Sealing Air
For Bridge
Control Only Control Air Supply Line Starting Signal
Remote Control Unit RPM
The drawing shows the system in the following conditions:
Detector Safety Air Supply Line Stop Signal
Stop (and ahead) position, remote control, pneumatic pressure on, 105 Numbers refer to section 5.2, Emergency Operation of Main Engine
electrical supply on, main starting valve in service. (and manufacturer's manual) Ahead Signal Bridge Control Air Line
Astern Ahead Local Emergency Air Line

Governor Output Scaling • Loss of manual power signal Failure to Start
• Loss of sensor power signal If the engine fails to start when the starting sequences is initiated the following
To make it easier for the engineer to readjust the RPM output for the governor, measures are taken.
the DMS allows for rescaling from the DMS panel (password protected), where • Actuator blocked
it is possible to adjust the RPM set point/mA relationship for the following five • Electronic governor fault If no engine speed is sensed within the maximum starting time the start valve
values: is de-energised and the START FAULT alarm is triggered on the operating
• Serial interface from the VIT module to governor lost
1. Minimum RPM, e.g. 20 - 25% panels.
• Safety system off
2. Dead Slow or Slow RPM, e.g. 25 -40%
• Serial interface to safety system lost If the engine turns but does not reach ignition speed or falls below ignition
3. Half Ahead RPM, e.g. 45 - 55% speed again, the REPEAT START alarm is triggered and two further attempts
• Slow turning failure at starting are carried out. If these attempts fail the START FAULT alarm is
4. Full Ahead RPM, e.g. 75 - 85%
• Plant interlock triggered.
5. Maximum RPM, e.g. 100 - 105%
A start interlock is alarmed and indicated at the control panels on the bridge If the engine exceeds the ignition speed but stops within 20 seconds, a further
Slow Turning and in the ECR. start attempt takes place. Another attempt may also take place if this fails to
produce the desired speed. If the engine stops unintentionally after this time
Slow turning of the engine is possible by pressing the MANUAL SLOW A start is carried out by moving the lever of the active telegraph unit from the the ENGINE STOPPED alarm is triggered.
TURNING button ECR console operating panel. If the engine has been STOP position to another position in the ahead or astern direction. If reversing
stopped for longer than a preset period (adjustable) a slow turning is initiated is required, this is undertaken by the system as explained above. Auxiliary The START FAULT and ENGINE STOPPED alarms are automatically reset
by the control system upon the next start. On the display the message SLOW blowers are preselected by the DMS when the engine is ordered to start. A when the active telegraph lever is moved to the stop position.
TURNING REQUESTED is displayed and the LED on the request button is further start sequence only proceeds when at least one auxiliary blower sends
illuminated when in automatic mode. If a slow turning has been initiated by an ON signal.
pressing the SLOW TURNING button, the LED in the button flashes. Restarting the Engine in the Same Direction
The start sequence energises the start solenoid valve and the start ahead or When the active telegraph lever is moved to the stop position the Fuel Zero
The DMS monitors slow turning by counting the speed pulses. If the order is energised. If the active telegraph lever is moved out of the stop
astern solenoid valve. This activates the starting air distributor, repositioning
crankshaft does not achieve the desired full revolution within 30 seconds the position to a position in the same direction as the engine is turning and the
it if necessary.
slow turning failure alarm is initiated. Slow turning failure results in a start engine is still turning above the ignition speed (due to the drag effect of the
interlock. Acknowledging the alarm at the operating panel resets the interlock water on the propeller), the Fuel Zero order is de-energised and fuel admission
Air supply to the cylinders is initiated and the engine will begin to turn on
and enables a new slow turning or engine start to be activated. to the engine is allowed.
starting air.
(Note: If a slow turning failure occurs the engine must not be started until the If the engine has stopped or is turning at a speed below the ignition speed a
When the DMS senses the correct rotational speed (in the desired direction) the
reason for failure has been determined and corrected. In an emergency normal automatic start is carried out as described above.
DMS enables fuel admission by de-energising the FUEL ZERO ORDER and
situation the start interlock can be cancelled by the cancel limits at the
the GOVERNOR STOP signal. The engine then runs on starting air and fuel.
bridge panel and the engine can be started.) Similar conditions apply for deceleration but the rates for deceleration are
When the ignition speed is exceeded the starting air is shut off by de-energising different from those for acceleration.
Automatic Start of the Engine the start cut-off valve and the engine runs on fuel only. The start and start
The engine may be started in automatic mode if the AUTOMATIC BRIDGE or ahead, or start astern valves remain open and any necessary restart is activated Governor Speed Set Point
AUTOMATIC ECR has been selected at the main panel. When the engine has by the start cut-off valve only. At the end of the start settling period, about 6
been prepared for sea and no start interlock is active the engine may be started to 8 seconds when the possible need for a restart has passed, the start and start The position of the telegraph handle creates the desired value in the form of
via one of the telegraph units in the ECR or on the bridge. ahead, or start astern valves are de-energised, causing the main start valve to a milli-voltage, this signal is processed in the DMS and sent as the speed set
close. Some 3 seconds later the start cut-off valve is de-energised. point to the electronic speed governor (EGS 2000) via the serial interface.
Start interlocks are activated by the following conditions:
The DMS allows for 3 attempts to start the engine at any start request. The telegraph lever covers the range between stop to full ahead and full
• Starting air pressure low
astern.
• Turning gear engaged After the start settling period has expired the DMS accelerates the engine to
the telegraph set point by adjusting the fuel supply according to preset rates.
• Line break of valves When decelerating the engine, the fuel supply is adjusted according to similar
• Loss of automatic power signal set rates.

Sub-Telegraph Commands Slowdown Feedback of the Active Control Mode
The engine safety system (DPS) and/or the alarm and monitoring system can The following inputs are provided for control mode feedback:
Three keys on the operating panels are provided for additional telegraph request an automatic reduction in speed by a signal to the DMS. The slowdown
functions, these being: • Automatic control selected
level is set by means of a parameter and it acts as a limitation for the speed
• Finished with engines (FWE) set point in the ahead and astern directions. Indications on the bridge and ECR • Manual ECR selected
DMS panels show: • Local engine control selected
• Standby
• Sea mode (run up) The selected and activated control mode is indicated
Bad Weather Condition
Commands which are given at the bridge panel have to be acknowledged at Bad weather speed limitation is intended to prevent engine shutdown due • At the local control box
the ECR panel. Unintentionally given commands at the bridge operating panel to overspeed. If the engine speed reaches approximately 105% of the set • At the ECR sub panel
pushbuttons can be cancelled by pressing the pushbutton again as these have speed three times or more within two minutes, the speed set point value is
automatically limited to a value of approximately 85%. The condition is • At the displays of the DMS panels
an on/off function.
indicated on the bridge and ECR operating panels. The limitation remains
An alarm is triggered when:
The FWE order can only be ordered if the control lever is in the stop position active until the telegraph lever is moved to a position representing a speed
and the main engine has already stopped. The condition sea mode will value below the speed limit value.
1. The DMS is on bridge control mode but the signal disappears
automatically be cancelled when FWE is ordered.
It is possible to suppress the bad weather limitation using the menu item Bad after initial successful transfer.
Sensing of Engine Speed Weather Monitoring on the control panel.
2. The DMS is on automatic ECR control mode but the signal
Engine speed sensing is done by the VIT unit and speed values are transferred disappears after initial successful transfer.
from the VIT to the DMS by means of a serial communication line. Manual Limitations
It is possible to activate a limitation manually at the ECR panel by pressing the
For safe and reliable operation of the engine three speed threshold values are Start Sequence
pushbutton RPM LIMIT and using the cursor keys on the ECR DMS panel to
defined. define the desired manual speed limit. The pushbutton is illuminated and the The automatic start sequence has already been described. A start failure will
text SPEED SET LIMITED is displayed. trigger an alarm at the DMS panels after:
The RPM is Above Ignition Speed
This value is important for the start procedure as it defines fuel admission and Engine Supervision 1. The first start attempt without any restart if no speed impulses
the cut off of starting air. The DMS carries out supervision of the engine pneumatic system, the fuel rack have been sensed.
and the functioning of the operating control modes:
2. The third attempt when the engine was not able to reach
Overspeed • Feedback of the control modes minimum speed and remained turning on air.
This is essential for engine safety and if the engine speed exceeds this value • The start sequence
the engine is stopped immediately. 3. An existing start failure is output to the DMS system. A start
• The stop sequence failure has to be reset by moving the telegraph lever to the stop
Bad Weather Speed Limitation • The reversing sequence position.
A reduced maximum speed is defined to prevent excessive engine racing in • The unintended engine stop Unintended Engine Stop
bad weather because the propeller comes out of the water frequently.
Other operating data for the engine such as lubricating oil and cooling water If, after a successful start with the engine operating for at least 20 seconds after
The above values are adjustable. are monitored by the DPS and UMS systems. reaching the start settling time, or during normal engine operation, the engine
speed falls below the ignition speed and the engine stops without an active stop
Starting Air command. The alarm is triggered and the Engine Stopped signal is displayed
Main Engine Limitations at the DMS panel. The alarm is reset by moving the active telegraph lever to
An analogue input channel is provided for starting air pressure and loss of air the STOP position.
To protect the propulsion plant against damage caused by events such as pressure will produce an alarm condition which will be displayed at the DMS
overload, faulty operating conditions or heavy sea states, the DMS or Engine panel in the ECR and on the bridge. A start interlock will also be activated
Safety System (DPS) automatically activates limitations. The individual when operating in automatic mode from the bridge. System Supervision and Fault Indication
limits are set by the respective parameters and ramp functions control the
acceleration/deceleration program.

The DMS hardware and peripherals are constantly monitored by the DMS in
order to identify any faults which might develop. Supervision is carried out
for:
• The bridge telegraph and ECR telegraph
• The speed sensing circuit
• The electronic governor
• The auxiliary voltages
• The solenoid valves
• The internal analogue/digital as well as the digital/analogue
converters
• The memory check
• The computer cycle
If a fault becomes active it is sensed by the DMS and this triggers audible and
visual alarms; these are indicated at the operating panels on the bridge and in
the ECR. The audible alarm is only activated at the station in control.
To comply with classification society rules, the system freezes the momentary
operating conditions as far as possible. In a frozen condition the operator has
to transfer control to manual mode in the ECR or at the local station. A reset
can only be made in manual mode.
The above is a description of the features of the engine manoeuvring system.

For details of the operation of the control system see section 3.1 Control
System.

Illustration 2.1.3a Main Engine Safety System
Port Bridge Starboard Bridge
Wing Bridge Wing
Bridge Main Console
LAMPS SCALES
PORT TAKE STBD
WING OVER WING
EMERGENCY
LAMPS ON ON ON LAMPS
TAKE MAIN SERV. SERV. SERV. MAIN TAKE
OVER ENG. ENG. OVER
ON EMGY. EMGY. ON
SERV. STOP STOP SERV.
EMERGENCY STOP EMERGENCY

STOP STOP
DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine
ALARM FAULT
ENGINE SAFETY SYSTEM
SYSTEM OK
ALARM STOP ALARM
HORN ACKN.
LIST ACTUAL SPEED: 65 RPMt
EDIT MENU
Operating S1 S2 S3 S4 DIMMER
2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
Panel SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
ESC ENT
9 YZ 8Space
VWX
SHUTD. SHUTD.
ACTIVE
EMERGENCY
STOP
Engine Control Room
Engine Room
Local Control Box
EMERGENCY
STOP
S.E.M.
Interface Input/Output
Extension Speed Relay
Module Module
Module
D.Z.M. I.O.M.
Main
Interface to DMS 2100 Engine
Electrical Signal

2.1.3 MAIN ENGINE SAFETY SYSTEM The limit values, delay times and consequences of the individual measuring The Operating Panel
points are written in the form of parameters. The parameters are part of the Using the operating panel, the operator is able to communicate with the DPS.
Maker: Lyngsø Marine A/S software and stored on the DZM module. In case of exceeding very important The panel is located in the ECR console. The front panel is divided into 3
Model: DPS2100 or, at least, dangerous limit values such as high cooling water temperature, low parts:
Type: Electronic lubricating oil pressure etc, the DPS will activate an audible and a visual alarm.
In such cases the DPS will also send the two following signals to the bridge • The display, located in the upper left part
No. of sets: 1 manoeuvring system: • Three rows of keys below the display
1. A SLOWDOWN request and a SLOWDOWN alarm and / or • A group of 2 signal lights and 3 columns of keys at the left
INTRODUCTION
side
The engine safety system (DPS) is designed to monitor the ship’s main engine 2. A SHUTDOWN request and a SHUTDOWN alarm
The display is able to show on 4 rows, each with 40 segments or characters,
performance and speed, then control the safety functions, such as shutdown
The alarm is activated before the slowdown or shutdown action is carried out containing information about the engine system operating state. It is possible
and slowdown, if the engine’s monitored operations exceed defined limits. The
by the DPS in parallel with the DMS. to read all nominal and actual values, and other operating data, or the contents
safety system provides the following control and monitoring facilities:
of lists. The request to change the operating state and condition is carried out
by using the keys, the requests are shown on the display. Alarms and internal
Control of: DPS Hardware
faults are shown on the display and, additionally, by signal lights and they are
The hardware configuration of the DPS consists of: audibly signalled via a buzzer.
• Emergency stop
• Engine shutdown • A group of electronic modules installed in the propulsion At the left side of the display are 2 signal lights:
• Engine slowdown control cabinet (PCC)
• Signal light ALARM illuminated if a limit value is exceeded
• The operating panel, located in the ECR
Monitoring of: • Signal light FAULT illuminated if an internal hardware or
• The illuminated emergency stop pushbuttons, located in each
interface failure exists.
wing console, on the bridge console, on the ECR console and
• Engine speed
on the local panel in the engine room. Directly below the signal lights are 3 keys for selecting the alarm list, stop horn
• Engine overspeed
and alarm acknowledge.
• Engine shutdown sensors The DPS Electronic Modules
• Engine slowdown sensors The electronic components consist of four electronic modules. They are also Key Functions Description
located inside the PCC. The electronic modules are: ALARM LIST All active alarms, if acknowledged
• RPM detectors
or not, are recorded in the alarm list.
• Emergency stop switches 1. The Interface Extension Module, SEM 402
They are shown on the display after
This module creates additional connections to the internal
• Emergency stop (auto-stop) solenoid valve pressing this key.
(DM5) and external (Monitoring System) serial bus system.
STOP HORN Audible acknowledge.
Main Operating Features 2. The Speed relay Module, DZM 402
This module is the central module of the DPS and contains
In parallel to the bridge manoeuvring system (DMS) the engine safety ALARM ACKN Visual acknowledge.
the software for the DPS2100. It is also responsible for speed
system (DPS) is installed. It monitors, controls and protects the propulsion sensing and overspeed monitoring. MAINTENANCE A menu is shown on the display after
plant absolutely independently from the DMS. It protects the plant against
pressing this key and it is possible
inadmissible operating states in such a way that an alarm is not created until 3. The Input/Output Module, IOM 402 to carry out lamp test and dimmer
one of the limit values is exceeded. All limits are set to a value that poses no This module has 16 digital inputs and 12 solid state outputs. The activities.
danger to the propulsion engine if they are exceeded. The alarms are visually inputs and outputs are designed for line break monitoring.
indicated on the assigned operating panel, and in the ECR, audibly by buzzer.
DIMMER Setting of the background light and
4. Filter Module FIM 405 the contrast of the displayed text.
This module filters the 24 volt supply.

Illustration 2.1.3b Main Engine Safety System Operating Panel
Operating Panel

Lyngso Marine
ALARM STOP ALARM

LIST HORN ACKN.
MAINTE-
NANCE
EDIT MENU S1 S2 S3 S4 DIMMER
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
ESC ENT
7 STU 8 VWX 9 YZ 0 SPACE . +/- #
SHUTD. SHUTD.
ACTIVE CANCEL
Interface To Monitoring
System
Bridge
Operating Panel
Lyngso Marine
ALARM STOP ALARM

LIST HORN ACKN.
MAINTI-
NANCE
EDIT MENU
S1 S2 S3 S4 DIMMER
SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET ESC ENT
SHUTD. SHUTD.
ACTIVE CANCEL
Engine Control
Room
Engine
Local Control
Box
Extendible With 2 IOM Modules
Serial Interface Serial Relay Input/Output Input/Output Input/Output

Module Module Module Module Module
Interface To DMS 2100

EDIT, ESC, ENT These three keys are only used for SHUTD CANCEL Pressing this key activates the Fast Filtering
changing parameters. The ESC key shutdown cancel, i.e. the shutdown
also is used for leaving menus and signal will be suppressed as long as The speed signal is represented by the mean value of the engine speed for
lists. the cancel is active. Further pressing one ignition. Therefore, the time sum for 360° per cylinder is used for the
of the key deactivates this function, calculation of the speed signal.
CURSOR KEYS The four cursor keys are used for and the shutdown signal becomes
scrolling up and down lists and to active again. One Turn Counter
select the digit position of numbers.
(Note: A shutdown initiation is reset by means of a signal from the bridge A one turn signal is necessary for slow turning purposes and for stroke
MENU After pressing this key, control lever, when control is active from the bridge panel, or by a counting. The signal is set to come on after a complete turn continuously in
S1 Suppression signal from the manual control lever in the ECR or the handwheel at one direction.
S2 Operating values the local control station. The precondition for shutdown reset is that
S3 Parameter the fault has been eliminated before the reset signal is activated. The Parameter, Suppressions and Operating Values
is shown on the display. engine can then be restarted.)
To display and/or change parameters, suppresions and operating values the
The function must be selected by pressing the relevant key Sl to S3. MENU key is pressed and this activates the sub menu system which requires
Emergency Stop (Pushbuttons)
keys S1, S2 or S3 to be pressed.
SLOWD ACTIVE This key is without function. It is
For the manual release of an emergency stop of the propulsion engine, several
used only as an indication light in
pushbuttons are available. The manually released emergency stop is hard- S1 Opens the list of inputs to the DPS2100 and allows the
case of a slowdown.
wired from one contact of each pushbutton to the solenoid. A second contact switching on or off of single inputs
is wired to the electronic modules as an input and rerouted to the solenoid via
SLOWD CANCEL Pressing this key activates the
an output. S2 Operating values are displayed
slowdown cancel, i.e. the slowdown
signal will be suppressed as long as
the cancel is active. Further pressing Engine Speed Sensing
of the key deactivates this function, S3 Opens the parameter list recorded in the DZM402 central
and the slowdown signal becomes module, allowing for parameter display or change
Measuring Principle
active again.
ESC Pressing this key allows the operator to leave the menu or
SLOWD RESET This key has to be pressed when the Impulse transmitters sense teeth on the flywheel. Two sensors with a 90°
sub menu.
defect causing the slowdown is no (electrical) phase shift are necessary for calculation of speed and sense of
longer active and normal operating rotation. For the frequency range used for slow speed engines the time interval
between impulses is used as the basis for calculation of speed as well as (Note: When in the menu or sub menu the display is shut down if the operator
conditions exist again. The engine does not intervene within the 20 second time out period.)
speed increases to the desired value direction. Both sensors are used for calculation of speed so that if one sensor
set by a control lever. fails no interruption of speed calculation will occur.
Parameter Changing
(Note: Slowdowns are manually activated except for the oil mist detector Sensor Supervision
which is an automatic slowdown. In the event of other slowdowns In the parameter list the operator may scroll through the list using the up and
an alarm is activated and the duty engineer then decides whether As a standard three wire proximity sensors are used where monitoring for down arrow keys, alternatively a numerical value for the parameter may be
a slowdown is required or not. Operation of the keys above is still signal line wire breakage is difficult. Therefore, the two sensors monitor keyed in followed by pressing the ENT key. Pressing the ESC key allows an
essential in order to deal with the situation which has been caused by each other crosswise for missing impulses, additionally, a plausibility check entered parameter number to be ignored.
the defect activating the slowdown.) monitors for loss of impulses when there should be impulses according to the
operating condition of the engine. Parameters are password protected and cannot be changed except by the
SHUTD ACTIVE This key is without function. It is password holder. No parameters should be changed without authority. There
used only as an indication light in Margins for supervision are sufficiently high to prevent alarms during non- are three password levels;
case of a shutdown. continuous engine shaft movement e.g. before stopping. Sensor failure is
alarmed. Service Password Only used by commissioning
personnel

Expert Password Used by restricted personnel Pressing the S1 key opens the suppression list and it is possible to change
suppression states. This can be done at the bridge and ECR panels.
User Password Used by authorised operators
In the suppression list pressing the up or down arrow keys allows the operator
to scroll though the suppression list. When the desired sensor input appears
Changing Parameter Values in line 2 of the display, the operator can suppress shutdown or slowdown
activation by pressing S1 or re-enable shutdown or slowdown by pressing S2.
To release a parameter for value setting the parameter is first selected from the
menu and the EDIT key must then be pressed. If the adjustment of parameters
is not released the operator is requested to enter the password; the level of Operating Values
password requested depends upon the selected parameter. After entering the
four digit password the ENT key is pressed. If the password was correct the The process is initiated by pressing the MENU key. The operating value list is
previously selected parameter is displayed and may be opened for editing by opened by pressing S1; the up and down arrow keys allow for scrolling through
pressing the EDIT key. the list to select an operating value. The operating values at a fault occurring
are displayed on the list and these can be reset by pressing S1.
The parameter value may be changed by one of two means:
To leave the menu or sub menus the ESC key is pressed.
1. By actuating the up and down arrow keys to increase or reduce
the selected digit in the parameter value. The selected digit is
chosen by use of the left and right arrow keys.
2. By entering the desired numerical value for the parameter.

To set the value the 0 key has first to be pressed to open the
parameter value for changing. The desired new parameter value
is entered using the numerical keys.
When the desired value has been keyed in the parameter change process must
be completed by pressing the ENT key to save the new value. By pressing the
ESC key the new value is not accepted.
To leave the parameter adjusting procedure the ESC key is pressed and the
menu is displayed again.
(Note: If the parameter adjustment session is not completed by pressing the

ESC key the session is automatically completed at the expiry of the
time out period. The new parameter value is automatically accepted.
This is also the case if the parameter change is not completed by
pressing the ENT key and the parameter was still open for changing.)
Suppressions
The shutdown and slowdown activities of individual sensors, except for all
emergency stop inputs, may be suppressed. When a shutdown or slowdown is
suppressed the monitoring system remains active and alarm signals will still
appear on the operating panel when a sensor responds to a condition.
To activate suppression the MENU key is pressed to bring up the menu; to

leave the menu the ESC key is pressed, alternatively the menu will be left at
expiry of the time out period.

Illustration 2.1.4a Digital Governor System

Bridge Telegraph
Console With Control Unit
GOVE
RNOR
CONTR
BLOCKE OL PANEL
EGS 2000
Power Unit
LAMPS SCALES
PORT TAKE STBD
WING OVER WING
ON ON ON
SERV. SERV. SERV.
Actuator
Junction
Box
Actuator
Remote Control
System
Scavenger Air
Pressure
Safety
System
Tacho
Pickups
Key
Main
Engine Electrical Signal

2.1.4 DIGITAL GOVERNOR Control Unit It is not necessary to make regular checks on the EGS 2000 system functions,
Located in the ECR. This unit provides the engine staff with a means of as this is performed by the Stella computer. The control unit front panel is
Maker: Lyngsø Marine A/S composed of a splash-proof tactile keyboard and Liquid Crystal Display
communication with the EGS 2000. This unit is placed in the ECR console.
Model: EGS 2000 (LCD).
Type: Electronic Actuator The flow of information between the control unit and the power unit occurs on
No. of sets: 1 a network consisting of a twisted pair connecting cable.
Located at the engine. This is the electro-mechanical device which converts
electrical control signals from the power unit to mechanical action. It is this
INTRODUCTION device which actually exerts the required force on the fuel rod which causes it Actuator
to move to the correct position. The actuator controls the position of the engine fuel rack. The actuator contains
General Description
a rugged, brushless servomotor for very fast response and a high torque braking
The Electronic Governor System EGS 2000 is a control system designed to Tachometer System system, which is able to lock the actuator during specific fault conditions.
accurately maintain the output shaft speed of rotation of the main propulsion Gearboxes are sealed and no periodical maintenance is required at all.
This system allows the EGS 2000 power unit to detect the speed of the engine
engine to a given order. output shaft. It is, therefore, located very close to the engine turning gear The actuator is protected against overload and other errors which could cause
wheel. The system comprises two induction pickups mounted in a bracket. it to malfunction.
The EGS 2000 controls engine output power automatically in accordance These pickups sense the passing of the teeth. The remainder of the system
with weather conditions. This enables the engine to be run at maximum speed is located within the power unit. It comprises a dedicated computer for rapid
without risk of engine overload in adverse weather conditions. Should weather processing of the tacho pickup pulses. Internal Circuitry
conditions permit, the EGS 2000 will automatically select a less active mode
of operation in order to reduce wear and tear on the fuel pumps and fuel racks, Tachometer
Scavenging Air Sensor
as well as on the EGS 2000 actuator.
Available engine output power is a function of the scavenging air pressure. An The EGS 2000 system contains a tachometer system for measurement of the
The governor contains a program module which functions as a super-fast high- exhaust gas bypass valve is fitted which opens when the scavenge air pressure engine speed. This tachometer system consists of two electro-magnetic pickups
speed protection while maintaining fully automatic shaft speed control. This is too high for effective fuel to air ratio. The bypass valve directs some exhaust installed close to the engine flywheel. Only one pickup is necessary to sense
enables the engine to be run closer to its design limits. gas directly to the exhaust uptake and so the turbochargers produce a lower the engine speed, so each pickup is the back-up for the other. These pickups
scavenge air pressure. sense the passing of each tooth on the flywheel and give a pulse to the tacho
All parameters and readings used in daily operation can be accessed from input circuits in the power unit. The frequency of these pulses is converted to
the front panel of the control unit by the operator and privileged operators Power Unit numbers representing the shaft speed in a dedicated internal computer in the
may change operational parameters after entering a password. The basic The power unit contains the Stella computer and all the electronics required to EGS 2000. Read out of the shaft speed is available at the control unit display.
commissioning data for the EGS 2000 may be programmed on board either by translate the signals received from the control unit, ECR speed setting handle, An output for an analogue rpm instrument is also supplied for remote display,
PC equipment or via the control unit. In both cases, this can only be done by engine remote control system and external sensors into a movement of the e.g. at the bridge.
authorised Lyngso Marine service personnel. actuator. The actuator movement causes the engine fuel pumps to deliver the
correct amount of fuel to the injectors. The EGS 2000 system is equipped with inputs which enable it to receive two
speed-setting signals simultaneously. These signals normally originate from
Main Components The power unit contains facilities which allow the connection of a personal the bridge telegraph and the ECR manoeuvring handle. The EGS 2000 system,
computer (PC), via a special adapter, enabling both adjustment and fault however, may only use one of these signals at any time to control the speed of
The EGS 2000 consists of a number of components installed in the engine diagnosis to be carried out. Once installed, the unit requires no periodical the engine. The changeover is synchronised with the change of control position
control room (ECR) and in the engine room. These components and their basic maintenance. between bridge and ECR.
functions are as follows.
Speed Setting
Power Unit
Control Unit
The control unit is installed in the engine control room console and provides The control unit is able to present both the bridge speed setting signal value
Located in the ECR. This unit contains all the electronics required to convert all the facilities required for operation of the EGS 2000 system. In addition, it and the ECR speed setting signal value at the same time on its display. This
incoming signals and orders into correct movements of the fuel linkage provides the operator with extensive facilities for diagnosis, test and simulation. enables the operator to adjust one of the speed setting signals to match the
depending upon the situation. This unit also contains the Lyngsø Marine A/S It displays messages in plain language, and contains dedicated lights, light other before the changeover takes place.
Stella Gamma computer. emitting diodes (LEDs), which instantly show the overall condition of the EGS
2000 system.

Illustration 2.1.4b Digital Governor Panel
EGS 2000 Lyngso Marine
GOVERNOR CONTROL PANEL
LOAD INDEX ALARM

LIMIT MAX TEST ACKN. MENU
CANCEL
AUTO
SELECT
SETUP ESC ENT
RPM POWER INDEX ACCESS DATA DIAG

Functions within EGS 2000 immediately, blocking the actuator in its present position. This is the case when The Set Point Selector
the power links in the EGS 2000 power unit are removed by service personnel, The set point selector receives the rpm set point signals from both the bridge
EGS 2000 includes a number of functional blocks which are described if a mains power failure occurs, or if the EGS 2000 should malfunction. and the ECR continuously. In order to determine which of these signals is to be
below: considered as the actual order (they may be different from each other), the set
If the actuator is blocked whilst the engine is running then, although the EGS point selector also receives information from the attached remote control unit
• The actuator control loop
2000 will be unable to control the speed of the engine, the engine will neither which informs it of control location status. The selected set point is considered
• The tacho system stop nor overspeed. In any case, when the actuator brake is engaged and the as the rpm set point. This is fed to a slope unit which keeps track of the order
• The set point selector actuator blocked, an alarm is given by the EGS 2000. The brake current is and performs various functions within the EGS 2000. If a cable error on the
monitored continuously by the EGS 2000 computer. selected input is detected, or if the manoeuvring system is off-line whilst in
• The shaft speed control loop
bridge control, the set point selector maintains the set point value being used
• The engine limit curves module The tacho generator in the EGS 2000 actuator provides the EGS 2000 power prior to the occurrence of the error. The fault will cause an alarm on the EGS
drive with information regarding the speed at which the actuator motor is 2000 control unit and will be visible on the EGS control unit. An EGS alarm
• The start/stop system rotating. A position transmitter provides the Gamma computer with details of is further generated to the ordinary alarm system.
• Minimum selector the position of the actuator. These two signals allow the precise control of the
actuator, enabling it to move to a desired position with very little overshoot.
• A failure detection module Shaft Speed Control
The EGS 2000 power drive combines several inputs and produces the The optimal controller takes care of filtering the input signals and calculation
The actuator is situated upon the engine, whilst the actuator control loop is
necessary power for the actuator motor in order to move it. Apart from the of the actuator index demand. The parameters within the optimal controller
contained in the power unit. The rpm loop is also situated in the EGS 2000
tacho generator and the position transmitter, the power drive also handles the vary constantly as a result of engine condition. The result is that the controller
power unit, using the tacho pickups for sensing engine speed. These are
following signal inputs: provides four separate modes of operation.
situated on the engine in proximity to the turning gear wheel.
Index Demand: The Index Demand, modified by the MIN selector, is
The engine limits curve module is a software module situated within the Modes of Operation
the reference to which the actuator power drive sets
Gamma computer. Access to the limit curve characteristics and related The EGS 2000 system has four modes of normal operation.
and maintains the actuator index.
parameters is available from the control unit.
Limit Switches: The MIN and MAX limit switches detect the extremes Auto Select
Actuator Control Loop
of mechanical travel allowed to the actuator. Auto Select allows the EGS 2000 system computer to automatically select
The actuator control loop consists of a position control loop which in turn either the rpm mode or power mode of operation, depending upon prevailing
uses fast speed control and current control loops to drive the actuator motor. If the actuator reaches a limit switch, the actuator power drive will then stop the engine running conditions. The changeover criterion due to the weather
A power drive for control of the actuator current and speed, is located on the actuator and ignore all commands which would otherwise cause the actuator to conditions is Seastate 3, i.e. in rough weather POWER mode is selected, and
inside of the door to the EGS 2000 power unit. Alongside is the Stella Gamma continue moving in the same direction. The actuator will only be able to move in calm weather RPM mode is chosen. Index mode is manually selected and
computer, which contains the position control loop. The actuator control loop in the opposite direction. allows the EGS 2000 system to fix the engine fuel rack index as long as rpm
power electronic block requires 3-phase 172V AC which is supplied by the variations stay within predefined limits.
main 380/440V AC 3-phase supply via a transformer at the right hand side of
the main part of the power unit cabinet. Tachometer System
RPM Mode
Engine speed is measured by a tachometer system, using two independent
The actuator of the EGS 2000 comprises a motor, brake, tacho generator, pickups, Tacho 1 and Tacho 2. The pickups are located close to the turning gear In RPM mode the EGS 2000 will maintain constant shaft speed even in rough
position transmitter and gearbox. The EGS 2000 actuator motor is a brushless wheel. Tacho signal processing is carried out by a dedicated input processor weather with small fluctuations imposed from the weather.
servomotor which means that no periodical service is required. The EGS 2000 on the S1/O unit of the Gamma computer, and from here the rpm signal for the
actuator gear is a high precision epicyclic gear containing rotating pinions speed control of the main engine is passed on to the Gamma CPU unit. POWER Mode
which transmit power to a common, central pinion. The pinions are supported
so that the gear retains a very large part of its surface in contact during rotation The tacho selector selects which of the two signals is to be used. This is done In Power mode the EGS 2000 will maintain approximately constant shaft
and an extremely small backlash on its output. The gear requires no periodical by checking that the two signals are within the valid range. If both signals are power. This gives optimal engine performance in moderate to rough weather
lubrication. in order, but slightly different, then the tacho selector will choose the signal conditions.
which is the highest of the two and use this for the calculation of the rpm value.
The actuator has a built-in brake included as a safety feature. Such large Real time signal processing is used to detect malfunction of a pickup signal INDEX Mode
mechanical powers are involved in the EGS 2000 actuator that during which is automatically disregarded if a fault is detected. In nearly all cases
servicing of the unit the actuator must be blocked to avoid the possibility In Index mode the EGS 2000 will maintain a fixed fuel index. This mode is
where a tacho fails, the signal goes to zero. In these cases, the failed tacho will
of injury to personnel working on it. The brake requires 24V DC in order to mainly used when measuring engine performance through cylinder pressure
be disregarded and the other tacho is automatically selected.
release it. If this supply fails, or is disconnected, then the brake will be engaged indication. RPM control is automatically retained if rpm becomes too high or
the speed order is altered.

Engine Limits Module controller. When this time expires, the actuator index control will go on-line if up procedure, the EGS 2000 will not start, the actuator will be blocked and an
the rpm has not reached the ordered value. EGS malfunction alarm will be given.
The filtered Ps (scavenge air pressure) signal is transmitted to the scavenge air
limit block. The filtered rpm is transmitted to the engine torque limit block and If the EGS 2000 is started up after a mains supply failure, and the engine
Additional EGS 2000 Features
the actuator index demand is passed to the MIN selector. is already running at an rpm value above start level rpm, this function is
automatically bypassed. The function is also bypassed if the cancel limits
The scavenge air limit function in the EGS 2000 ensures that the correct function is in operation such as during a repeated start situation. The Load Program
amount of fuel is provided for each cylinder in relation to how much scavenge
air is available. This ensures clean burning of the fuel injected. During periods At the control unit or by an external signal from the remote control system Normal Function of the Load Program
of acceleration the normal lack of sufficient turbocharger speed in relation to a higher value of start level index can be selected, such as when a first start
engine speed makes the fuel to air ratio within each cylinder too rich. This attempt was not successful. The RPM load program system ensures that load up and load down of the
means that not enough air is available to burn all the fuel injected which engine is carried out over a certain period of time.
results in poor combustion and the production of smoke containing pollutants.
Restricting the actuator fuel index in accordance with the available scavenge Failure Detection Module The RPM load program limits acceleration during running up of the main
air alleviates this problem. engine and is active in the range from 90 to 100% of the specified 100% rpm
The following categories of failure detection exist: for the engine. Running up from 90 to 100% rpm takes place in a minimum of
The EGS 2000 contains an engine torque limitation function, the purpose of • Cable failure for all analogue input signals 30 minutes and is only active when both the speed setting command and the
which is to protect the engine against torque overload. actual rpm have reached their limit.
• Pickup errors for the tachometer system
The values determining the limit curves may be altered by privileged user • System supervision including remote control system, tacho The program is designed so that any increase of rpm within the program will
access. system, control unit, actuator power drive system and follow the outlined limitation curve, i.e. the maximum acceleration is 1% of
changeover system the specified 100% rpm for each 3 minutes.
The Minimum Selector • Actuator supervision including motor temperature and position The load down functions in a similar manner to the running up situation with
error individually adjustable parameters.
The Minimum selector limits the actuator index demand (from the optimal
• Supervision of the input/output system for the Gamma
controller) before passing on the final value of the actuator index demand
computer covering conversion errors and connection errors of The load program is cancellable, i.e. included with the load limit cancel
to the actuator via the actuator power circuits. The actuator index demand is
input/output units. function of the EGS 2000. If the load down function is included and active,
limited by three signals:
when the load program is cancelled the resulting speed setting command
• Power source supervision including internally generated direct
Scavenge air limit follows the control handle’s RPM speed setting command; if this is smaller
current supply voltages and battery supply
Engine torque limit than the load program’s low limit, the resulting output of the load program is
• All types of Gamma computer memory circuits as well as the the low limit.
Index MAX (The maximum index set by use of this function) CPU function are supervised
If the actuator index demand is limited for any of the above reasons, then the
• Alarm released for EGS 2000 subject to test Hour and Revolution Counters
condition will be indicated on the LCD display of the EGS 2000 control unit.
• Alarm for illegal parameter set up in the Gamma computer The hour and revolution counters as well as their associated trip counters, can
The index will be limited to zero whenever a stop or shutdown signal is • Alarm for VIT option safety limit active be observed and adjusted from the control unit. These functions comply with
active. the counter definitions of the Universal Control System UCS 2000 and can
If a cable failure occurs in any monitored connection between the EGS 2000 therefore be remotely controlled from the UCS 2000.
Start/Stop System and the environment to which it is connected, this will be indicated on the
control unit LCD display in the alarm list and an alarm will be given. Generally, Overload Protection System (OPS)
no change will occur in engine operation. Certain special cases exist, however,
The EGS 2000 START/STOP system controls the index during start and stop
where a change is needed for reasons of engine safety. The EGS 2000 system incorporates an overload protection system (OPS)
of the engine.
which provides safeguard against overloading the engine during various
A circuit exists within the EGS 2000 which monitors the operation of the
When a STOP or SHUTDOWN signal is received, the EGS 2000 immediately operating conditions. A torque input is provided from the torsionmeter fitted
Gamma computer for computer hardware failure. If an error is detected, then
gives an index zero demand to the actuator. When a START request is received to the propeller shaft.
the actuator will immediately be blocked, an EGS malfunction alarm given
the EGS 2000 causes the actuator to move to a predetermined index value. This
and all program execution terminated. If an error is detected during the start-
value will be maintained for a length of time unless the actual rpm exceeds
the desired rpm, in which case the index will be controlled by the optimal

2.2 Boilers and Steam System
2.2.1 General Description
2.2.2 Boiler Control Systems
2.2.3 Sootblowers
2.2.4 Steam System
2.2.5 Exhaust Gas Boiler
Illustrations
2.2.1a Auxiliary Boiler
2.2.2a Boiler Control Panel
2.2.4a Steam System in the Engine Room
2.2.4b Steam System Outside the Engine Room
Part 1
System Description
Illustration 2.2.1a Auxiliary Boiler - AQ12
Manhole
Forced Draught Fan
Safety Valve
Steam Out
Stay Bar
Emergency Feed Inlet
Main Feed Inlet
Water
Water Level Ignition Burner
Gauge
Compound
Regulator
Main Burner
Sootblower Fuel
Lance
Regulator
Ignition Burner
Fuel Pipe
Ignition Burner
Air Pipe
Main Fuel
Supply Pipe
Combustion
Gas
Boiler Burner Unit

2.2 BOILERS AND STEAM SYSTEMS Operating Procedure Raising Pressure with no Steam Available from the Exhaust
Gas Boiler
2.2.1 GENERAL DESCRIPTION The following steps should be taken before attempting to flash up the boiler:
a) Set up the diesel oil system for the pilot burner and for the main
The steam generating plant consists of one oil fired boiler and one exhaust gas a) All foreign materials are to be removed from internal pressure burner as no steam is available to preheat the HFO.
boiler. In port the steam demand of the plant is served by the oil fired boiler. parts.
At sea, the steam demand is normally met by the exhaust gas boiler. The steam b) Purge the furnace with the forced draught fan for one minute
produced by the exhaust gas boiler is normally sufficient to allow the oil fired b) Ensure all gas side-heating surfaces are clean and all refractory with the vanes fully open.
boiler to be shut down. is in good condition.
c) Reduce the air pressure at the wind box to between 10 and
c) The furnace bottom and the burner wind box is to be cleaned of 20mm water gauge and close the recirculating valve.
Oil Fired Boiler oil and other debris.
d) Light the pilot burner and adjust air and fuel pressure, to ensure
Maker: Aalborg Industries d) Ensure all personnel are clear. stabilised combustion, using the furnace observation port and
Model: AQ10/12 smoke indicator.
Type: Vertical cylindrical with horizontal smoke tube e) All manhole covers are to be securely tightened.
bank e) When raising the pressure, keep the burner firing for 5 minutes
f) Inspect safety valves and see that gags have been removed and and out of service for 15 minutes repeatedly at the lowest oil
Evaporation: 4,500kg/h
easing levers are in good condition. pressure (2.5kg/cm2) for one hour. Again, repeatedly light and
Steam condition: 6.0kg/cm2 saturated steam
shut down the burner to raise pressure as recommended by the
Fuel oil: At cold start MDO, thereafter HFO g) Open root valves for all instruments and controls connected to manufacturer. A guideline would be to aim for 6.0kg/cm2 after
Fuel oil viscosity: HFO up to 700cSt at 50°C the boiler. 1.5 hours firing.
h) Open the vent valve of the combined steam/water drum. f) When the drum pressure has risen to about 1.5kg/cm2, close the
Description drum vent valve.
i) Open all pressure gauge valves and ensure that all valves on the
pressure gauge piping are open. g) Drain and warm through all steam supply lines to ancillary
General Construction
equipment before putting the boiler on load.
j) Check and close all blow-off valves and drain valves.
The boiler is of the steel welded vertical cylindrical design, with a horizontal
closely spaced tube bank in the upper section. The tube bank rests in the h) Supply steam to the HFO service and settling tanks. When the
k) Fill the boiler until the water level appears 25 to 50mm high in HFO settling tank is of sufficient temperature to be pumped
combined steam/water drum which is cylindrical with two flat plates on the top
the gauge glasses. Allow for a swell in the level after firing. by the FO pump, supply steam to the FO heater and prepare to
and bottom. Due to the internal pressure, the flat plates are mutually connected
by vertical solid stays. Steam is generated by the hot gases flowing vertically change over from DO to HFO.
l) Check the operation of gauge glasses and compare with remote
up through the tube bank which contains the boiler water. The boiler is oil fired
reading instruments. i) Continue circulating FO until the correct temperature/viscosity
by a horizontal burner situated in the lower section.
is achieved.
(Note: Remote reading instruments may not be accurate until steam is being
Where necessary, manholes and peepholes are provided for easy access and
generated.) j) Stop firing the boiler and change over the valves so that HFO is
inspection.
supplied to the boiler; it is necessary to change over the boiler
The combined steam/water drum has a feed water internal pipe, surface blow fuel supply line relief valves so that the HFO valve is operative.
off internal pipe and water sampling pipe. (The boiler fuel system is described in section 2.6.3).
Insulation is provided on the outer surface of the boiler and the outermost k) Start firing the boiler on HFO and ensure that a stable flame
surface is covered with a galvanised steel casing. is produced. The procedure for firing on HFO follows this
procedure.
l) At working pressure, switch to automatic operation.

Raising Pressure with Steam Available from the Exhaust Gas water gauge at the burner inlet and purge the furnace of Taking the Boiler Out of Service
Boiler combustible gases.
When taking a boiler out of service, the wet lay up method is preferable, because it
a) Start the forced draught fan, open the inlet vanes and purge the d) Maintain the water level visible at about 50mm in the gauge requires less preparation and the boiler can be quickly returned to service.
furnace. glass.
When the boiler is in the cooling down process following shutdown, inject into
b) Start the HFO burning pump and circulate oil through the heater e) Open the drum vent valve before the boiler reaches atmospheric the drum appropriate quantities of boiler chemicals, using the boiler chemical
and burner manifold. Open the recirculating valve and discharge pressure. dosing unit. To ensure adequate protection of the boiler, follow the guidelines
the cold heavy oil in the line. Ensure that the fuel supply relief given by the chemical supplier. Excessive chemical treatment may be more
valves are set for HFO operation. f) Change the fuel system to diesel oil and circulate it back to the detrimental than insufficient treatment.
tank.
(Note: At normal sea going conditions, the boiler HFO system tanks and lines When the pressure is approaching atmospheric pressure, open the steam drum
will contain heated HFO.) (Note: If steam is available from the economiser, the boiler FO system should air vent valve.
remain in use.)
c) Reduce the air pressure at the wind box to between 10 and When the pressure is off the boiler, supply distilled water until it issues from
20mm water gauge. g) When the fuel oil has been purged, shut down the fuel system. the vent valve, then close the vent valve.
d) Close the recirculating valve. After the boiler has been shut down for 4 hours the forced draught fan may be Put a hydrostatic pressure of 2.5 to 4kg/cm2 on the boiler. Hold this pressure
used to assist cooling down, but to avoid damage to refractory allow the boiler until the boiler has cooled to ambient temperature. Bleed the boiler using the
e) Light the burner and adjust air and fuel pressure to ensure to cool down naturally if possible. vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 1.5
stabilised combustion, using the furnace observation port and to 3.0kg/cm2 on the boiler.
smoke indicator. If the boiler is being shut down during passage because the exhaust gas boiler
is operating, the oil fired boiler may be maintained in a warm condition ready Take a periodic boiler water sample and replenish any spent chemicals.
When raising the pressure, keep the burner firing for 5 minutes and out of for starting at the end of the passage, by means of the heating coil.
service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for Before returning the boiler to service, drain the boiler to the normal working
one hour. Again, repeatedly light and shut down the burner to raise pressure as CAUTION level and return the chemical content concentration to the normal level by
recommended by the manufacturer. A guideline would be to aim for 6.0kg/cm2 Do not attempt to cool down the boiler by blowing down and then by blowing down.
after 1.5 hours firing. A steam heating or warming through coil is provided, filling with cold water.
water in the boiler may be warmed using this coil thus reducing the period of
Maintaining Boiler in Warm Condition
time taken to raise steam by means of the burner. If the boiler is shut down for Shutting Down in an Emergency
a period of only a few days it should be maintained in a warm condition by
At sea the oil fired boiler should be maintained in a warm condition by
means of the heating coil. Should the boiler trip (when the burner is in use) due to the too low alarm, and supplying steam to the heating element in the drum. This is done by opening
the subsequent trip of the fuel oil supply, shut down the steam stop valve, feed the heating coil steam inlet valve and the drain trap inlet and outlet valves. The
f) When the drum pressure has risen to about 1.5 kg/cm2, close the valve and forced draught fan after purging the furnace. boiler pressure should be maintained at 0.5kg/cm2 or above. When the heating
drum vent valve.
element is not in use the steam inlet valve is closed and the drain trap valves
(Note: Never attempt to fill the boiler with feed water until the boiler has left open.
g) Drain and warm through all steam supply lines to ancillary cooled sufficiently.)
equipment before putting the boiler on load.
Flame Failure
Shutting Down
In the event of flame failure, close the oil inlet valve and reduce the air pressure
a) Operate the sootblower before shutting down the boiler to prevent over cooling the furnace.
whenever possible.
Purge the furnace before relighting the burner. Always use the pilot burner for
b) Shut down the burner. ignition.
c) Continue the operation of the forced draught fan for a short (Note: Never attempt to relight the burner from the hot furnace refractory.)
while after shutting down keeping an air pressure of 150mm

Illustration 2.2.2a Boiler Control Panel
Steam Pressure Water Level

Controller Controller
Water Level
High High
Water Level
Steam Pressure Water Level
Controller Controller
Too Low Low Low

Water Level Water Level
PV SP PV SP
X W _
X W _
100 C 100 C
High Steam High Oil HIgh Oil Content Atomising Air Combustion Air
Burner Swing Out Low Air Overload
Pressure Temperature In Feed Water Pressure Low Pressure Low
Pressure Sootblower ADAPT ADAPT
A1 A1
Water % in A2 A2
Waste Oil
Low Steam Low Oil Overload High Water
Low Oil Pressure Overload Burner Overload Ignition High Level High Temp HFO Too Low Sequence Not
Combustion Flame Failure Content in
Pressure Temperature Motor Burner Pump Mix Tank Preheater Air Pressure Completed
Burner Inlet Air Fan Waste Oil SP-W SP-W
50 A3 50 A3
A4 A4
Combustion Air Waste Oil in Auto St-By HFO Low Level High Temp Low Pressure Air Valve
Power Supply Control Voltage Set Point Burner Motor Oil Valve Heat Tracing
Fan Operation Pump Started Mix Tank WO Preheater Waste Oil Closed
Safety Interlock
Control Voltage Boiler Operation Burner Ignition Heat Tracing
Heavy Fuel Oil Overload HFO Overload HFO Overload DO Overload Pump Overload WO Overload WO
Air Valve Open
W W
On Operation Pump No.1 Pump No.2 Pump and Grinder Transfer Pump 1 Transfer Pump 2
0 0 X 0 0 X
Diesel Oil Heavy Fuel Oil Heavy Fuel Oil Diesel Oil Pump Combined Pump WO Transfer WO Transfer Soot Blower
Chemical Dosing Modulation Mode Lamp Test Manual Operation
Operation Pump 1 Pump 2 Running and Grinder Pump 1 Running Pump 2 Running Operation
OUT-Y OUT-Y
Manual Operation Oil Type

Heavy Fuel Oil Heavy Fuel Oil
Diesel Oil Pump
Combined Pump WO Transfer WO Transfer
Sootblower SIEMENS SIPART DR21 SIEMENS SIPART DR21
Pump 1 Pump 2 and Grinder Pump 1 Pump 2
Manual Increase Manual Decrease
AUTO MAN
ERGEN
O 1
EM
CY
STOP
Heavy Fuel Oil Heavy Fuel Oil
Pump 1 Pump 2
MAIN SWITCH

2.2.2 BOILER CONTROL SYSTEMS The safety system consists of two independent means of shutting off the fuel The burner sequence control unit is designed for control and supervision of the
supply to the burner if the water level in the boiler falls to an unacceptably oil burner in automatic operation. A motor driven camshaft activates electric
Boiler Burner low level. A separate low level float switch shuts off the fuel supply when the switches which control the burner servo motor, burner motor, ignition and
water level falls to a low value. Limit switches, located on the boiler control solenoid valves. The control unit is connected to a photo cell and in normal
Maker: Aalborg panel, are connected to the differential pressure transmitter which operates the operation it controls the flame supervision circuit.
Type: Rotary cup feed water controller.
Model: KB 150-850W (Note: The burner sequence control unit has no function when the oil burner
These provide the following: is running in manual mode.)
The burner is of the rotary cup type and so does not require any atomising • Shut off the fuel supply to the burner at low water level
During start-up the control unit operates the oil burner in a prefixed start-up
steam or air supply. Control air is needed for valve actuation and purging and • A low water level alarm sequence. In the event of fault during start-up or in normal operation, the fuel
an electrical supply is required to operate the rotary cup. Combustion air is
• A high water level alarm supply is instantaneously interrupted, and the sequence control unit stops the
supplied by means of an electrically driven forced draught fan. The air supply
oil burner. The lock out indication which is placed in the viewing window of
is regulated by means of dampers. The forced draught fan is situated on top of • Stop the feed water pump at too high a water level the control unit shows where the fault has occurred in the sequence. The fault
the windbox and it supplies air for the primary fan, which is an integrated part
signal lamp and the reset button are located in the window.
of the burner. Primary air represents about 10% of the total air supplied, the
remaining 90% being secondary and tertiary air from the forced draught fan. The Boiler Control Panel
The secondary air for combustion is supplied to the windbox and is directed The boiler control panel provides operation, control and interlock devices Features
into the flame by means of vanes. required for the running of the boiler. This control panel performs the automatic The control unit is provided with the following additional safety features:
and manual operation of the boiler and it gives an alarm to warn the operator if
Correct control of the secondary air is essential to efficient combustion through an abnormality occurs during operation.
the turn-down range of the burner. Draught control is performed by means of • Detector and extraneous light test is restarted immediately
a secondary air damper connected to the compound regulator by a rod linkage. There are two main sections to the boiler control system, one for the burner following the tolerated afterburn time. This means that open or
The fuel oil compound regulator is the final control element which meters out unit and one for the feed water control. These sections are interlinked and the not fully closed fuel valves initiate a lockout immediately after
fuel oil and combustion air to the burner. feed water system can cause the fuel burner system to shut down should the this time has elapsed. The test ends only on completion of the
correct water level not be maintained in the boiler. The feed water regulator prepurge time of the next burner start-up.
The rate of fuel flow is controlled in a linear manner by a rotary valve in the operates continuously and acts to open or close the automatic boiler feed water • The correct functioning of the flame supervision circuit is
compound regulator. A cam is used to regulate the air damper control lever to supply valve in response to the level of water in the boiler. automatically checked during each burner start-up sequence.
compensate for the non-linear operation of the secondary air control damper.
The boiler control system stops the boiler in an emergency situation, by • The unit permits burner operation with or without post purge.
Ignition of the burner is by means of a diesel oil igniter inserted through the immediately shutting down the fuel oil supply to the boiler, if such an • The control contacts for fuel release are checked for welding
windbox and air register. The ignition burner lance and nozzle are automatically abnormality should be too serious to continue running any longer. during the post purge time.
purged with air when the ignition period has ended.
• A built-in unit fuse protects the control contacts against
Master Boiler Control Panel overload.
The boiler is normally operated on HFO with DO being used for the igniter. It
is possible to burn waste oil/sludge oil in the boiler and the boiler control panel This panel contains the system power supply unit, the controller for the burner • Fan motors with a power consumption of up to 4 amps can be
has a facility for changing to waste oil operation. control and automatic process control plus various relay units. directly connected.
The system has alarms and trips which provide for safe operation of the boiler. • Separate control outputs for OPEN, CLOSE and MIN (low
Water Level Control The alarms bring an abnormality in operation to the notice of the engineer and flame position) of the air damper actuator.
Feed water supply to the boiler is handled by a single element control system. a trip initiates a shutdown. The alarm and control panel is provided with a test • Supervised air damper control to ensure prepurge with the
It is designed to maintain the boiler water level and provide an alarm and safety system which enables the lamps to be tested; this should be carried out daily in nominal amount of air. Checked positions for CLOSED or MIN
shut down should the level not stay within set limits. A transmitter is mounted order to enable failed indicator lamps to be detected and replaced. (low flame position) at the start, OPEN at the beginning and
on the boiler, which sends a signal to the controller, which in turn regulates the MIN on completion of the prepurge time. If the actuator does
opening of the feed water control valve. Burner Control System not drive the air damper in the required position, the burner
start-up sequence will be interrupted.
This system controls the remote, manual and automatic operations of the
The feed water control valve has an electro-pneumatic valve positioner for
burner in the boiler. The unit contains a programmable sequence controller • Functional test of air pressure monitor at start-up and supervision
automatic operation, with a handwheel for manual operation. The feed pump(s)
which operates the furnace purge, pilot burner and the automatic operation of of the air pressure from the beginning of the required prepurge
operate continuously and the feed control valve regulates the amount of water
the burner piston valve. time until the controlled shutdown.
directed to the boiler, depending upon the current water level.

• Separate control output for an ignition fuel valve which is Start-Up Sequence Burner Operation
closed after the second safety time has elapsed. During burner operation the load controller drives the air damper into nominal
• Two control outputs for release of the second output stage or the Start Command by the Pressure Switch load or low flame position, depending on the demand for heat. The release
burner load control. of the nominal load is carried out by the auxiliary switch in the air damper
a) The pressure switch closes and the sequence mechanism starts
actuator.
• For burners with expanding flame it is possible to increase the to run. At the same time the fan motor is started on prepurge.
safety time from 2.5 seconds to 5 seconds. Controlled Shutdown
• When load control is enabled, the control outputs for the air b) After a preset time has elapsed the fan motor is activated in a) The fuel valves are closed immediately. At the same time the
damper actuator are galvanically separated from the control prepurge and post-purge mode. sequence mechanism starts again.
section of the unit.
c) On completion of a further time interval the control command b) Post purge time. Shortly after the start of the post purge time the
• Connection facilities for remote lock-out warning device, to open the air damper is given. During the running time of air damper is driven into the MIN position.
remote reset and remote emergency shutdown. the actuator, the sequence mechanism stops. Only after the
air damper has fully opened does the sequence mechanism c) The complete closing of the damper starts shortly before the
Mode of Operation continue to run. post purge time has elapsed. This is initiated by a control signal
The control programme sends the necessary input signals to the control section which also remains under voltage during the following burner-
d) Prepurge time with fully opened air damper. During the off period.
of the control unit and the flame supervision circuit. If the required input prepurge time the correct functioning of the flame supervision
signals are not present, the control unit interrupts the start-up sequence and circuit is tested. The control unit goes into the lock-out position
initiates a lockout where this is required by the safety regulations. d) Permissible after burn time. During this time the flame
in case of an incorrect function of the relay. supervision circuit may still receive a flame signal without
initiating burner lockout.
Operating Procedure e) After completion of the prepurge time, the control unit drives
the air damper into the low flame position. During the damper
• The START command is given by the pressure switch of the running time the sequence mechanism stops again. End of Control Program
installation.
e) On completion of the post purge time the detector and extraneous
• Start-up sequence. f) Pre-ignition time. The process of ignition is started with air and light test starts again, as soon as the sequence mechanism has
fuel being supplied in the correct proportion and the pilot burner reset the control contacts into the start position.
• The burner is in operation, according to the control commands
operated.
of the load controller.
f) During the burner off period a faulty flame signal of a few
• Controlled shut-down through pressure switch. g) Safety time. This delay period allows for ignition of the main seconds only initiates lock-out. Short ignition pulses of the UV-
• The sequence mechanism runs into start position for post burner and the photo-cell to detect the flame before the end tube, eg. caused by radiation, do not initiate burner lock-out.
purge. of the safety time. The flame must be continuously present
otherwise the control unit initiates a lock-out and interlocks
itself in the lock-out position. Procedure for Automatic Burner Operation
(Note: During burner off periods the flame supervision circuit is under
voltage in order to carry out the detector and extraneous light test.) The description below assumes that the fuel system is ready for operation with
h) Second safety time. On completion of the second safety time the
main burner must have been ignited by the pilot burner. heated HFO available. (See section 2.6.3)
Pre-Requisites for Burner Start-Up
i) End of start-up programme. After a preset time interval has a) Check the fuel and burner system for leaks and ensure that the
• Burner not interlocked in lock-out position. elapsed, the load controller is released. This ends the start up boiler is ready for operation.
• Air damper closed. sequence of the control unit. The sequence mechanism switches
off itself, either immediately or after a few idle steps, ie steps b) Turn on the main power source to the burner control panel and
• The control contacts for the fuel valves closed must be in the check that the fuel supply valves are open.
without change of the contact positions, depending on the
CLOSED position.
times.
• The normally closed contact for the air pressure monitor must c) Check all panel lamps by pressing the LAMP TEST button.
be closed.
d) Check that the water level in the boiler is within acceptable
• The contacts of the gas pressure monitor and those of the limit limits with one feed pump selected as the operating pump and
thermostat or pressure switch must also be closed. the other as the standby pump.

e) Select one fuel pump as the operating pump and the other as Procedure for Changing to Manual Operation m) Burner firing is stopped by turning the burner operation mode
the standby pump. When burning waste/sludge oil the grinding switch to the AUTO position.
pump is operated in order to ensure an even temperature in the a) Turn the burner ON/OFF switch to the OFF position.
waste oil service tank and an even distribution of water droplets. CAUTION
One of the waste oil burning pumps is operated to supply waste b) Turn the burner modulation mode switch to the MANUAL In Manual Operation mode the safety interlocks are reduced to:
oil to the burner. position. • Too low water level
f) Turn the burner operating mode switch to the AUTO position. c) On the boiler front, replace the auto flame scanner with the • High steam pressure
manual flame scanner. • Burner swing out
g) Turn the burner ON/OFF switch to the ON position. The burner
will be started and stopped by a signal from the start/stop • Overload combustion air fan and burner motor
d) Turn the key operated burner operation mode switch to the
pressure switch. The start-up sequence and flame supervision MANUAL position. The burner servo unit is now moved to • Flame failure
are controlled by the burner sequence controller. the minimum position, when it reaches that position the burner
rotating cup motor and the combustion air fan motor are started. It is essential that the boiler is constantly supervised by a competent
h) When the start-up sequence is complete turn the boiler With the fan in operation the manual increase and manual engineer when operating in manual mode.
modulating mode switch to the AUTO position. decrease pushbuttons become active.
The burner will be modulated according to the setting of the burner modulation e) Press the manual INCREASE pushbutton until the fan air
mode switch. There are two burner modulation modes, Auto and Manual. damper reaches it maximum position.
Auto Modulation: The Burner Modulation mode switch is in the f) Allow the boiler furnace purge to operate for at least 60
AUTO position and the burner load is controlled seconds.
automatically by the load controller.
WARNING
Manual Modulation: The Burner Modulation mode switch is in the It is essential that the boiler furnace be purged correctly in order to reduce
MANUAL position and the burner is controlled the risk of furnace explosion.
by the Manual Increase and Manual Decrease
g) After purging the furnace press the manual DECREASE
pushbuttons.
pushbutton until the fan air damper reaches its minimum
position.
In an emergency, the control system shuts off the fuel supply to the burner for
the boiler protection. h) Check that the boiler fuel oil pressure and temperature are
correct.
An emergency stop button is provided at the boiler control panel to enable the
operator to stop the burner operating should that be necessary. i) Press the IGNITION pushbutton on the manual operation box
and keep it depressed. Check visually that the ignition flame is
The sootblower is also controlled from the burner control panel.
established before continuing.
Manual Operation j) If there is a good ignition flame, keep both pushbuttons

The manual operation system allows for firing of the boiler, in the event of depressed for a maximum period of 5 seconds.
faults in the automatic sequence control or components of safety monitoring
equipment. k) Release both pushbuttons, a steady flame should be established.
The burner will remain firing; the oil valve and flame will be
supervised by the manual flame scanner. The burner modulation
may be selected as AUTO or MANUAL.
l) If no flame is established when the ignition and oil valve

pushbuttons are released the start up sequence must be repeated
from step e) above.

2.2.3 SOOTBLOWERS Procedure for the Operation of the Sootblower
a) The boiler should be at a minimum of 50% of full load.
Oil Fired Boiler Sootblower
Maker: Diamond Power Speciality Ltd b) Ensure that one of the main air receiver outlet valves to the
No. of sets: 1 sootblower is open A121V or A122V.
Model: G9B
c) Open air isolating supply valve A9V. When the air isolating
Air supply pressure: 20-30kg/cm2
valve is opened the Air Valve Open lamp on the control
Working pressure: 25kg/cm2 panel will illuminate and the Air Valve Closed lamp will be
Air consumption: 72nm3/min extinguished.
Blowing time/sequence: 23 seconds
d) Turn the sootblower switch to the ON position and allow the
Sootblowing of the oil fired auxiliary boiler has to be carried out at regular sootblower to operate. A complete operating sequence takes
intervals to ensure that the heat transfer surfaces are kept clear of deposits, as about 23 seconds and when this is complete turn the switch to
these retard heat transfer and can constitute a fire hazard. the OFF position. If necessary repeat the operation for a second
sequence.
Sootblowing should be operated every four hours when the boiler is in use,
bearing in mind the position of the vessel and any local legislation concerning e) Close the air supply isolating valve A9V. The Air Valve Open
pollution and clean air. The sootblower should be operated when leaving port lamp on the control panel will be extinguished and the Air Valve
prior to shutting down the oil fired boiler. Closed lamp will be illuminated.
The boiler sootblower operates on compressed air supplied from the main
starting air reservoirs using the same supply pipe as the diesel generator engines. (Note: The main air pressure must be kept in the 20-30kg/cm2 range in order
One of the main starting air reservoir supply valves for the generator engines, to maintain the correct lance pressure and hence the desired air jet
A121V for No.1 reservoir or A122V for No.2 reservoir will always be open, velocity and pattern.)
therefore air will always be available for sootblowing. The sootblower line air
supply valve A9V must be open. The air supply control valve is operated by the
sootblower control system and is opened whenever the sootblower is operated.
This valve and its actuator are set at commissioning and should require no
further adjustment.
The sootblower directs a jet of air over the tube surfaces in order to remove
soot deposits. An electric motor, driving through gears, moves the lance in
and out of the boiler and rotates the lance through a specified angle in order to
direct the air jet as necessary over the entire tube nest. Each operating sequence
takes 25 seconds and during this period air is injected for 23 seconds. Sealing
air is applied to the lance unit in order to prevent the escape of gases from the
boiler during boiler operation.
The sootblower is operated manually by means of the start selector switch

on the boiler main control panel. Turning the switch to the ON position
operates the sootblower and returning the switch to the OFF position stops the
operation.

Illustration 2.2.4a Steam System In the Engine Room 2nd Deck (Port)
123V HFO Sounding Pipe

90V 169V No.7 HFO Tank Steam Tracing
(Port) 131V
181V 27V 131V 23V 135V
76V 142V 112V
86V 167V 168V
Boiler
29V 133V 21V FO 187V
96V 87V 183V 177V 28V 25V 24V Service
Smoke Tube Boiler Auxiliary Boiler 166V Line
(3500kg/h x6kg/cm2) (4500kg/h x6kg/cm2) Cylinder Oil 32V
No.4 HFO Tank (Port) Steam
Steam Tracing 114V
172V Tracing
Set 182V
186V
70°C PI TI TI TI Generator Engine
PIAHL FO Service
PX No.5 HFO Tank (Port)
MC 173V Line Steam Tracing 46V
Calorifier Fresh Water
Heater FO
No.2 HFO No.1 HFO HFO Settling
Service 34V
PC Service Tank Service Tank Tank
No.6 HFO Tank (Port) Line
Boiler Waste Boiler Heavy 174V Steam
Oil Heater Fuel Oil Heater Tracing 33V
19V 18V Under Passageway

Under Passageway 52V (Port)
(Starboard)
54V 51V
53V 89V 191V 148V 188V 56V 189V 154V
Dump/Drain 38V
Cooler 55V 40V
147V 65V 194V 59V 124V 61V 128V Purifier 110V VC
67V Room
Main Waste Oil Service
Feed Filter Steam Tracing FO Purifing Line Steam Tracing
Engine 39V 42V
Tank
LO Jacket TC 68V 66V 193V TC 60V TC 125V TC 62V TC 129V 132V 57V
Fresh Water
Preheater 81V 93V
78V 80V
91V 41V
TI TI
No.4 HFO Tank (Starboard) TI TI
35V
FO Auto
Discharge
Filters
No.5 HFO Tank (Starboard) Main Engine Waste Oil Waste Oil Main No.1 Generator No.2 Generator No.1 HFO No.2 HFO No.3 HFO No.4 HFO FO Sludge LO Sludge No.1 FO No.2 FO
36V LO Settling Service Separator LO Purifier Engine LO Purifier Engine LO Purifier Purifier Purifier Purifier Purifier Tank Tank Heater Heater
Tank Tank Heater Heater Heater Heater Heater Heater Heater Heater
No.6 HFO Tank (Starboard)

37V
160V 95V 185V 145V 150V 102V 104V 137V 103V 140V 149V 119V 190V
163V No.7 HFO Tank 195V Main Engine To High Sea To Bilge Holding
(Starboard) 94V FO Service Line Chest Steam Tank
Steam Tracing Blowing
161V 162V To Low Sea FO Transfer Line Sludge Pump Discharge
83V 85V
Chest Steam Tracing Line Steam Tracing
TC 196V Main Engine
115V 100V 101V 98V 99V 113V 116V
Scavange Air
179V 97V Box
Key
TI TI TI TI TI TI TI TI TI
Saturated Steam
Condensate
FO No.1 No.2 Main Engine Main Engine Air Stern Tube Main LO Oily Bilge Oily Bilge Oily Water
Bilge Reefer Overflow Waste Oil Waste Oil Scavange Air Cooler Chem. LO Drain Tank Sump Tank Tank (Clean) Tank (Dirty) Separator
Fresh Water Tank Storage Tank Storage Tank Box Drain Tank Cleaning Tank (Centre)
T All Valve Numbers to be Prefixed Heater
To Steam Tracing

2.2.4 STEAM SYSTEM Description Valve Description Valve
Oil fired boiler outlet valve (boiler fitting) V2 No.2 HFO purifier heater steam inlet valve T124V
General Description Oil fired boiler heating steam valve T96V No.2 HFO purifier heater steam control valve T125V
Saturated steam is led from the oil fired boiler or the exhaust gas boiler at a Accommodation air heater steam supply valve T48V No.3 HFO purifier heater steam inlet valve T61V
normal pressure of 6.0kg/cm2. The steam line from each boiler goes to the Forward FO tank heating system steam supply isolating valve, No.3 HFO purifier heater steam control valve T62V
common 6.0kg/cm2 steam line from where steam is distributed to users. The starboard under passageway T54V
common steam line, near the exhaust gas boiler, has a branch to the steam No.4 HFO purifier heater steam inlet valve T128V
Forward FO tank heating system steam supply isolating valve,
dump valve which is pressure controlled and dumps excess steam to the dump No.4 HFO purifier heater steam control valve T129V
port under passageway T52V
condenser.
Steam user outlet valve T76V FO automatic discharge filter steam inlet valves T78V, T80V
CAUTION Steam user outlet valve 2nd deck port T123V Steam user outlet valve purifier room T154V
Water hammer in steam lines can be a problem and can cause damage
Calorifier steam inlet valve T86V FO sludge tank steam inlet valve T110V
to the pipe system and even steam line failure resulting in scalding of
personnel. It is essential that all steam lines are drained of condensate and Calorifier steam control valve FO sludge tank steam control valve T132V
that steam is supplied to cold lines gradually with line drain valves open. LO sludge tank steam inlet valve T55V
Calorifier steam control valve outlet valve T114V
This allows the steam line to warm through and for the condensate to
drain. Drain valves are located at a number of places in the steam system Calorifier steam control valve bypass valve (normally closed) T87V LO sludge tank steam control valve T57V
and these must be opened before the steam valve to that section of line is FW heater steam inlet valve T181V FO heater steam supply valve T38V
opened.
FW heater steam control valve FO heater steam control valve
FW heater steam control valve outlet valve T182V FO heater steam control valve outlet valve T39V
Procedure for Supplying Steam to the Steam System
FW heater steam control valve bypass valve (normally closed) T183V FO heater steam control valve bypass valve (normally closed) T40V
The auxiliary boiler is operating on automatic control and generates saturated No.1 FO heater steam inlet valve T41V
Boiler waste oil preheater steam inlet valve T142V
steam at a pressure of 6.0kg/cm2. The description assumes that the entire steam
system is shut down and is being warmed through from cold. Boiler waste oil preheater steam control valve No.2 FO heater steam inlet valve T42V
Boiler HFO preheater steam inlet valve T112V HFO settling tank steam supply valve T23V
a) Ensure that the boiler is operating correctly and that the correct
steam pressure is being generated. Boiler HFO preheater steam control valve HFO settling tank control valve T24V
Steam system line valve T51V HFO settling tank control valve bypass valve (normally closed) T21V
b) Start the main sea water cooling system operating and ensure
that there is a water flow through the dump condenser/drain Main engine jacket FW preheater steam supply valve T147V Steam user outlet valve T135V
cooler tubes. Main engine LO settling tank steam supply valve T81V No.1 HFO service tank steam supply valve T131V
Waste oil service tank steam supply valve T91V No.1 HFO service tank control valve T25V
c) Open all steam line drain valves and drain the sections of steam
pipe of condensate as the pipe warms up. Where drain traps Steam user outlet valve T93V No.1 HFO service tank control valve bypass valve (normally closed) T133V
are fitted line drain valves may be left open after the pipe has No.1 HFO service tank steam supply valve T27V
Waste oil separator heater steam inlet valve
warmed through, otherwise the drain valve must be closed when
the pipe is warm and steam issues from the drain valve. Main LO purifier heater steam inlet valve T67V No.1 HFO service tank control valve T28V
Main LO purifier heater steam control valve T68V No.1 HFO service tank control valve bypass valve (normally closed) T29V
d) Open the steam system valves, shown in the following table, as
required for use: No.1 generator engine LO purifier heater steam inlet valve T65V Steam line valve T53V
No.1 generator engine LO purifier heater steam control valve T66V Reefer FW heater steam supply valve T195V
No.2 generator engine LO purifier heater steam inlet valve T194V Reefer FW heater control valve T196V
No.2 generator engine LO purifier heater steam control valve T193V FO overflow tank steam supply valve T115V
No.1 HFO purifier heater steam inlet valve T59V No.1 waste oil storage tank steam supply valve T100V
No.1 HFO purifier heater steam control valve T60V No.2 waste oil storage tank steam supply valve T101V

Illustration 2.2.4b Steam System Outside the Engine Room
Under Passageway (Port)
HC42
HC50 HC46
HC06 HC04 HC02
HC34 HC30 HC22 HC18 HC16 HC14
HC44 HC12 HC10 HC08
HC40 HC38 HC28 HC26
T169V
T167V T168V
T166V T177V
No.7 Side Fuel Oil Tank (Port) No.6 Side Fuel Oil Tank (Port) No.5 Side Fuel Oil Tank (Port) No.4 Side Fuel Oil Tank (Port)
Condensate Steam
Return Supply LS LS LS LS LS LS LS LS
Line Line
Engine Room No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold
Condensate Steam
Line Line
No.7 Side Fuel Oil Tank (Starboard) No.6 Side Fuel Oil Tank (Starboard) No.5 Side Fuel Oil Tank (Starboard) No.4 Side Fuel Oil Tank (Starboard)
T160V
T163V
T161V T162V
T179V
HC39 HC37 HC27 HC25 HC43 HC11 HC09 HC07

HC33 HC29 HC21 HC17
HC05 HC03 HC01
HC15 HC13 HC41
HC49 HC45
Under Passageway (Starboard)
Key
Saturated Steam
Condensate
Fuel Oil

Description Valve Description Valve
Main engine scavenge air drain box tank steam supply valve T97V Tracing steam valve for FO transfer lines T95V, T185V, T145V
Main engine air cooler chemical tank steam supply valve T98V Tracing steam supply valve for No.7 HFO (S) tank T160V
Stuffing box drain tank steam supply valve T99V Tracing steam control valve for No.7 HFO (S) tank T161V
Steam user outlet valve T102V Tracing steam inlet valves for No.7 HFO (S) tank T162V, T163V, T179V
Scavenge air box steam inlet valve T104V Tracing steam supply valve for No.6 HFO (S) tank T37V
Main engine LO sump tank steam supply valve T113V Tracing steam supply valve for No.5 HFO (S) tank T36V
Clean oily bilge tank steam supply valve T137V Tracing steam supply valve for No.4 HFO (S) tank T35V
Clean oily bilge tank control valve T83V
Dirty oily bilge tank steam supply valve T103V Steam Dump System
Dirty oily bilge tank control valve T85V
Position Description Valve
Bilge holding tank steam blowing T140V
Open Steam dump valve inlet valve T18V
Steam user outlet valve floor aft T149V
Open Steam dump controlled valve T19V
Oily water separator steam supply valve T116V
Feed water filter tank heating steam valves e) When a steam line is warmed through and steam is issuing from
Dump condenser inlet valve T18V the drain, close the drain valve.
Dump condenser pressure controlled valve T19V f) Ensure that each steam line’s associated drain valves are open
Exhaust gas boiler warming through steam valve (boiler fitting) C24 and that the drain trap is functioning, see section 2.3.2.
(Note: The drain inlet system to the dump condenser and the observation tank
Tracing Steam Lines must be functioning.)
Description Valve
g) Frequently check the steam system for signs of steam leakage.
Tracing steam valve for cylinder oil measuring tank T90V
Tracing steam supply valve for No.7 HFO (P) tank T166V
Tracing steam control valve for No.7 HFO (P) tank T167V
Tracing steam inlet valves for No.7 HFO (P) tank T168V, T169V, T177V
Tracing steam valve for FO service line T33V, T34V
Tracing steam valve for generator engine FO service lines T46V
Tracing steam valve for boiler FO service lines T186V, T187V, T32V
Tracing steam valve for HFO service tank sounding line T13V
Tracing steam valve for purifier lines T148V, T188V, T189V, T56V
Tracing steam valve for waste oil serve lines T89V, T191V
Tracing steam valve for sludge pump discharge lines T119V, T190V

2.2.5 EXHAUST GAS BOILER It is essential that the exhaust gas boiler heat transfer surfaces are kept clean
on the gas side in order to maintain operating efficiency and reduce the risk of
a soot fire. Optimum main engine cylinder combustion will reduce the amount
Exhaust Gas Boiler
of soot which is present in the exhaust gas but some soot will still accumulate
Maker: Kangrim on the tube surfaces. A manometer with connections at the gas inlet and
No. of sets: 1 outlet sides of the exhaust gas boiler provides an indication as to the need for
Model: EA30-1 cleaning.
Type: Cylindrical smoke tube
Soot is removed from the tube surfaces by means of a hand lance when the
Evaporation: 3,500kg/h engine is stopped and the exhaust gas boiler is not operating. Water washing of
Working pressure: 6.0kg/cm2 the tube surfaces should only be required infrequently and is not expected to be
a normal routine requirement. However, a check must be kept on the exhaust
pressure drop across the waste heat boiler in order to assess the boiler surface
INTRODUCTION
cleanliness.
The exhaust gas boiler is of the vertical smoke tube type and it is supplied with
Deposits on the water side of the exhaust gas boiler are minimised by the use of
exhaust gas from the main engine. There is no facility for exhaust gas bypassing
distilled water feed and effective boiler water treatment as covered in section
the exhaust gas boiler and so steam is generated at the rate dictated by the heat
2.3.3 Water Sampling and Treatment System.
energy in the exhaust gas. Should there be insufficient exhaust gas energy, the
auxiliary boiler may be fired in order to supplement the steam generated by
The exhaust gas boiler is provided with scum and blowdown valves which
the exhaust gas boiler. At times of low steam demand the exhaust gas boiler
allow for the removal of surface scum and water from the boiler. Scum and
will generate steam at a higher rate than it is consumed. In order to prevent
blowdown operations are carried out in the same way as for the oil fired boiler
pressure increase, the excess steam is dumped to the atmospheric condenser.
and the same precautions must be observed.
The steam dump valve is set to release steam when the steam pressure in the
main steam supply line exceeds 6.6kg/cm2. The dump steam flows to the dump The exhaust gas boiler is fitted with a warming or simmering coil which is used
condenser/drain cooler. in port in order to maintain the exhaust gas boiler in a warm condition so that
it may be operated as soon as sufficient exhaust gas is available.
The smoke tubes are connected to upper and lower tube plates and the space
between the tube plates and the outer shell contains the water and steam space; Passage through the exhaust gas boiler is the only way in which main engine
the water level may be lowered during operation and it is permissible to empty exhaust gas can reach the funnel outlet and in the event of a serious boiler
the boiler provided that the exhaust gas inlet temperature is below 400°C. defect the boiler must be operated in the dry condition. This means that water
must be drained from the boiler and the boiler is operated just as a silencer.
On passage through the smoke tubes in the water space, the exhaust gas gives
up heat to the water and converts some of the water into steam. Steam collects When dry running there is an increased risk of soot fires and attention must be
at the top of the boiler and is taken off for use throughout the ship. paid to engine cylinder combustion in order to reduce the risk of soot deposits.
The exhaust gas boiler must be thoroughly drained before dry running and all
The exhaust gas boiler is supplied with feed water from the two boiler feed water and steam connection valves closed. The exhaust gas inlet temperature
water pumps. If the oil fired boiler was operating at the same time as the must be kept below 400°C.
exhaust gas boiler, feed water would be supplied to both units.
A defective tube must be replaced as soon as possible and this is undertaken
The water level in the exhaust gas boiler is maintained by means of a feed when the boiler has been taken out of service and drained. After removal of the
regulator valve located in the feed line between the feed pumps and the boiler damaged tube, the holes in the tube plates must be dressed in order to provide
feed check valves. The feed regulator valve opens and closes in response to the for a good contact surface for the new tube.
level of water in the boiler and is compressed air operated by means of signals
from the control panel. The feed pumps deliver constant water flow and if the
feed regulator valve is shut in or closed, water passes back to the feed tank.
There is an auxiliary feed line for use if the feed water regulator valve fails and
this requires manual control of the feed water system.

2.3 Drains and Feed Water System
2.3.1 Drains Systems
2.3.2 Boiler Feed Water System
2.3.3 Water Sampling and Treatment System
2.3.4 Distilled Water Transfer and Distribution
Illustrations
2.3.1a Condensate Drains System in the Engine Room
2.3.1b Condensate Drains System Outside the Engine Room
2.3.2a Boilers Feed Water System
2.3.3a Water Sampling and Treatment System
2.3.4a Distilled Water Transfer and Distribution System
Part 1
System Description
Illustration 2.3.1a Condensate Drains System in the Engine Room
HFO ServiceTank
Sounding Pipe
T163V No.7 HFO Tank No.2 HFO No.1 HFO HFO Settling Steam Tracing
Auxiliary Boiler Boiler Waste Boiler Heavy (Port) Service Tank Service Tank Tank
(4500kg/h x6kg/cm2) Oil Heater Fuel Oil Heater
Smoke Tube Boiler
T164V TI TI TI
(3500kg/h x6kg/cm2)
Fresh Water Boiler
Calorifier
Heater FO
T165V
Service
Cylinder Oil Line
No.6 HFO Tank (Port)
Steam Tracing Steam
T203V
Tracing
No.5 HFO Tank (Port) T31V T134V T30V

T202V
T146V T153V T88V T184V T157V T72V Generator Engine
Accommodation Drain Drain FO Service Line
Steam Tracing
No.4 HFO Tank (Port)
Set 90°C T201V
FO
Service
T176V Line
Dump/Drain Main Main Engine Waste Oil
Engine LO Settling Service Steam
Cooler Tracing
LO Jacket Tank Tank Waste Oil Main No.1 Generator No.2 Generator No.1 HFO No.2 HFO No.3 HFO No.4 HFO FO Auto FO Sludge LO Sludge
Fresh Separator LO Purifier Engine LO Purifier Engine LO Purifier Purifier Purifier Purifier Purifier Discharge Filters Tank Tank
Water Heater Heater Heater Heater Heater Heater Heater Heater No.1 FO No.2 FO
Preheater
TI TI Heater Heater
TI TI
T12V
Feed Filter
Sludge Tank
Inspection Tank TC Out to Sludge
Waste Oil Service Pump
Line Steam Tracing FO Purifing Line Steam Tracing
Steam Tracing
To Oily Bilge Tank (Dirty)
T159V No.7 HFO Tank T T T

(Stbd) 117V 82V 92V T70V T69V T192V T127V T130V T84V T111V T58V T43V T44V
T139V T64V T126V
T158V
T180V
No.6 HFO Tank (Stbd)

T198V
Reefer FO No.1 No.2 Main Engine Air Stern Tube Main LO Oily Bilge Oily Bilge Oily Water
No.5 HFO Tank (Stbd) Fresh Water Overflow Waste Oil Waste Oil Cooler Chem. LO Drain Tank Sump Tank Tank (Clean) Tank (Dirty) Separator
T199V Heater Tank Storage Tank Storage Tank Cleaning Tank (Centre)
TI Main Engine TI TI TI TI TI TI TI
No.4 HFO Tank (Stbd) FO Service Line
T200V Steam Tracing
FO Transfer Line Sludge Pump Discharge
Steam Tracing Line Steam Tracing
Key
Saturated Steam
T197V T120V T151V T107V T108V T136V T106V T118V T138V T109V T121V
Condensate
Bilge
To Steam Tracing

2.3 DRAINS AND FEED WATER SYSTEMS A salinity monitor is located in the condensate outlet line from the dump Procedure for Preparing the Drains System for Operation
condenser to the inspection tank. The dump condenser is cooled by means of
2.3.1 DRAINS SYSTEMS sea water and a tube leak could cause salt contamination of the condensate. a) Ensure that pressure gauges and instrumentation valves are
open and that instruments are reading correctly.
General Description Oil Contamination
b) Ensure that cooling sea water is circulating through the dump
If oil contamination occurs every effort must be made to avoid pumping oil into condenser.
Drains from the auxiliary steam services are returned to the feed filter tank, the boilers. The scum valve should be opened in order to remove oil from the
via the dump condenser/drain cooler and the inspection tank. The condensate is surface of the inspection tank. The temperature in the inspection tank should c) Set up the valves as in the following table.
then returned to the feed water system. As there is a possibility of contamination be maintained in order to assist in the oil removal operation. The drains from
from hydrocarbons from oil heating services the drains are checked in the the drain traps on all the steam services should be checked until the defective Position Description Valve
inspection tank before returning to the system. service is located and this must then be isolated for repair.
Operational Dump condenser drains three-way inlet valve T176V
The condensate from the dump condenser/drain cooler is transferred to the After repair, the drain line and drain trap from the defective service must be Set Inspection tank/bilge discharge three-way valve
inspection tank, and thence to the feed filter tank, by means of gravity. The cleaned to remove all traces of oil. The inspection tank and the oil content from dump condenser (set for inspection tank) T12V
dump condenser also acts to condense excess steam from the steam system in monitor probe must also be cleaned.
order to maintain the desired steam system pressure. Condenser water level is Closed Dump condenser drain valve
maintained by a weir to the outlet line. The following services return to the observation tank through the drains cooler/ Closed Inspection tank scum valve T15V
dump condenser:
A three-way valve at the drain line entry to the condenser allows the dump Closed Inspection tank drain valve T11V
condenser to be bypassed and allows the condensate to flow directly to the Closed Feed filter tank scum valve T16V
observation tank. This arrangement can be used when the dump condenser is • HFO storage, service and settling tanks
being serviced, or when it is defective. However, the main purpose is to control • Calorifier Closed Feed filter tank drain valve T17V
the temperature of the water in the observation tank by allowing hot condensate
• Accommodation hot water heater d) The various services can now be put into operation as required,
directly into the observation tank. The valve is temperature controlled with a
temperature set point at the observation tank of 90ºC. Water flows from the • Steam tracing by opening the associated drain trap outlet valve.
inspection tank to the feed filter tank which is provided with a steam heating • Air conditioning unit
coil in order to heat the boiler feed water should that be necessary. Heating Excessive temperature at the drains cooler would indicate a defective drain
the feed water increases operating efficiency and reduces the risk of dissolved • Oil fired and exhaust gas boiler systems trap. Services should be isolated in turn until the defective trap is located.
oxygen which is a prime cause of boiler corrosion. • Waste oil tanks
System Drains Valve
The level in the feed filter tank is maintained by a make-up valve which allows • Engine room bilge and residue tanks
Exhaust gas boiler simmering coil T46V
make-up water from the distilled water tank into the feed filter tank. • FO and LO sludge tanks
Auxiliary boiler simmering coil T153V
The inspection tank is fitted with observation windows and hydrocarbon • Main engine LO tanks
Calorifier T88V
monitoring equipment. Should any oil be detected an alarm will sound and • Oily bilge tank
steps can be taken to prevent the pumping of oil into the boilers. There is a FW heater T184V
• HFO and LO purifier heaters
large reserve of water in the inspection tank and the flow from the inspection Boiler waste oil preheater T157V
tank to the feed filter tank is from the bottom of the inspection chamber via • Main engine FO heaters
a syphon tube. This reduces the risk of oil carry over to the feed filter tank Boiler HFO preheater T72V
• FO overflow tank
and hence to the feed pump suction. Any floating sediment or oil in any part Main engine jacket FW preheater T117V
of the inspection tank can be drained through a scum line to sludge tank. The • Main engine jacket FW heater
Main LO settling tank T82V
inspection tank has a low level alarm and a temperature alarm. The inspection • Reefer containers CFW heater
tank can be drained to the bilge well. Waste oil service tank T92V
Waste oil separator heater T139V
Water from the feed filter tank provides the auxiliary boiler and exhaust gas
boiler feed pumps with a positive inlet pressure head to the pump suctions. Main LO purifier heater T70V
No.1 generator engine LO purifier heater T69V
No.2 generator engine LO purifier heater T192V

Illustration 2.3.1b Condensate Drains System Outside the Engine Room
Under Passageway (Port)
HC42
HC50 HC46
HC06 HC04 HC02
HC44 HC12 HC10 HC08
HC40 HC38 HC28 HC26
T169V
T167V T168V
T166V T177V
No.7 Side Fuel Oil Tank (Port) No.6 Side Fuel Oil Tank (Port) No.5 Side Fuel Oil Tank (Port) No.4 Side Fuel Oil Tank (Port)
Condensate Steam
Line Line
Engine Room No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold
Condensate Steam
Line Line
No.7 Side Fuel Oil Tank (Starboard) No.6 Side Fuel Oil Tank (Starboard) No.5 Side Fuel Oil Tank (Starboard) No.4 Side Fuel Oil Tank (Starboard)
T160V
T163V
T161V T162V
T179V
HC39 HC37 HC27 HC25 HC43 HC11 HC09 HC07

HC33 HC29 HC21 HC17
HC05 HC03 HC01
HC15 HC13 HC41
HC49 HC45
Under Passageway (Starboard)
Key
Saturated Steam
Condensate
Fuel Oil

System Drains Valve Tracing Steam Line Drains
No.1 HFO purifier heater T64V Waste oil service tank
No.2 HFO purifier heater T126V Fuel oil purifier lines
No.3 HFO purifier heater T127V FO service lines
No.4 HFO purifier heater T130V Generator engine fuel oil service lines
FO automatic discharge filter T84V Boiler fuel oil service lines
FO sludge tank T111V HFO service tank sounding line
LO sludge tank T58V Sludge pump lines
No.1 FO heater T43V Fuel oil transfer lines
No.2 FO heater T44V Cylinder oil measuring tank line
HFO settling tank T30V
d) At intervals check the drain trap line valves to ensure that the
No.1 HFO service tank T134V temperature return is not abnormal; this will indicate a failed
No.2 HFO service tank T31V drain trap.
Reefer FW heater T197V
FO overflow tank T120V
No.1 waste oil storage tank T107V
No.2 waste oil storage tank T108V
Main engine air cooler chemical tank T136V
Stuffing box LO drain tank T106V
Main LO sump tank T118V
Clean oily bilge tank T138V
Dirty oily bilge tank T109V
Oily water separator T121V
No.4 port HFO bunker tank T201V
No.7 port HFO bunker tank T164V, T165V, T178V
No.4 starboard HFO bunker tank T198V
No.7 starboard HFO bunker tank T158V, T159V, T180V

Illustration 2.3.2a Boiler Feed Water System
From Engine Room From Engine Room

Steam System Condensate Return System Smoke Tube Boiler Auxiliary Boiler
(3500kg/h x6kg/cm2) (4500kg/h x6kg/cm2)
Dump/Drain
Cooler
From To Boiler
Control Panel Sampling Cooler
T26V To Bilge
Holding Tank
From
Control Panel
Chemical T7V
Dosing Unit
T175V
T50V T49V T47V T45V

Oil Detector
From Hydrophore Unit
OD
T12V T9V T8V T5V T4V
T14V T141V From Distilled Water Tank
PS PS
T15V T155V T10V
T156V
LAL
MC T71V T77V
T11V
LS
PI PI
Feed Filter Tank No.2 No.1
T16V TIAH
(2.0m3) Boiler Feed Water Pump Boiler Feed Water Pump
MC CI CI
(8.6m3/h x120mth) (8.6m3/h x120mth)
SAH
TC TX TI SX
MC Key
From
Engine Room Feed Water/Condensate
Steam System T3V T2V
Saturated Steam
T1V
T17V
Bilge
Electrical Signal
To Oily Bilge Tank Air

(Dirty)

2.3.2 BOILER FEED WATER SYSTEM Boiler Feed Water System Position Description Valve
Position Description Valve Closed Boiler blow down valve (boiler fittings) V7
Boiler Feed Water Pumps Open Feed pumps feed filter tank suction valve T1V Closed Boiler scum valve (boiler fittings) V5
Maker: Shinko Open No.1 feed pump suction T2V Closed Ship side blowdown valve T156V
No. of sets: 2 Open No.1 feed pump discharge to main feed line T5V, T47V Closed Salinometer (sample) valve V8
Model: SHQ50M
Closed No.1 feed pump discharge to auxiliary feed line T4V, T45V
Type: Centrifugal For initial start only:
Capacity: 8.6kg/cm2 x 120mth Open No.1 pump return line valve to feed filter tank T77V
Open No.2 feed pump suction T3V a) Shut the discharge valve of the selected feed water pump.
Introduction
Open No.2 feed pump discharge to main feed line T9V, T50V
b) Start the pump and slowly open the discharge valve until the
The boiler feed water system is the section of the steam generating plant which Closed No.2 feed pump discharge to auxiliary feed line T8V,T49V discharge line reaches working pressure.
circulates feed water from the feed filter tank into the oil fired auxiliary boiler
Open No.2 pump return line valve to feed filter tank T71V
and the exhaust gas boiler via the boiler feed water pumps and the feed water c) Check the operation of the feed check valves.
regulators. Closed Chemical dosing unit connection valve
Open Feed filter tank float operated make-up inlet valve T10V d) Fill the boiler to working level.
The feed water flow to each boiler is automatically controlled by the feed water
regulating valve in accordance with the variation in water level in the boiler to Closed Feed filter tank manual make-up valve T141V
e) Select the other boiler feed water pump for standby. The
maintain a constant water level. boiler(s) can now be brought into operation.
Oil Fired Boiler
Two boiler feed pumps take suction from the feed filter tank and supply the (Note: When supplying chemical feed treatment to the boiler(s) the treatment
boilers at a rate of 8.6kg/cm2 x 120mth. The feed pumps supply the oil fired Open Feed controller inlet valve T7V
supply valve to the feed water pipe must be opened and the chemical
auxiliary boiler and the exhaust gas boiler via main and auxiliary feed lines. Operational Feed controller valve treatment dosing pump started.)
The main lines to each boiler are fitted with a feed water regulating valve which
Open Main feed valves (boiler fittings) C3, C4
controls the flow of water to the boiler in order to automatically maintain the (Note: In the event of a feed regulator valve becoming inoperable the boiler
correct water level. The auxiliary feed lines provide for direct feed supply and Closed Auxiliary feed valve (boiler fittings) C3, C4 must be supplied by way of the auxiliary check valves. This means
manual control of the water level in the boiler is required. Open Feed controller steam valve (boiler fittings) C27 that there must be manual regulation of the water level in the boiler
and the duty engineer must ensure constant supervision of the feed
A small amount of water is directed back to the feed filter tank from each feed Open Feed controller water valve (boiler fittings) C27
system to ensure that the boiler water is maintained at the correct
pump outlet before the feed pump discharge valve; the discharge line to the Closed Boiler blow down valve (boiler fittings) C7 level.)
feed filter tank has an orifice plate in order to reduce the water pressure. This
water discharge ensures that there is always water flow through the operating Closed Boiler scum valve (boiler fittings) C5
feed pump even when the boiler feed control valve is closed. Closed Ship side blowdown valve T156V
Closed Salinometer (sample) valve (boiler fittings) C9
Procedure for Preparing the Boiler Feed Water System for Closed Boiler drain valve (boiler fittings) C16
Operation
a) Ensure that the pressure gauge and instrumentation valves are Exhaust Gas Boiler
open. Open Feed controller inlet valve T426V
Operational Feed controller valve
b) Set up the valves as in the following table:
Open Main feed valve (boiler fittings) V3, V4
The description assumes that the feed water pumps are to be set to supply Closed Auxiliary feed valve (boiler fittings) V3, V4
the oil fired auxiliary boiler, with one pump set as the duty pump and the
other as the standby pump. The main feed valves are being used via the feed Open Feed controller steam valve (boiler fittings)
regulator. Pumps are selected at the pump screen at the operator workstation Open Feed controller water valve (boiler fittings)
in the ECR.

Illustration 2.3.3a Water Sampling and Treatment System
Smoke Tube Boiler Auxiliary Boiler

(3500kg/h x6kg/cm2) (4500kg/h x6kg/cm2)
From
Control Panel
T26V To Bilge
Holding Tank
From
Control Panel
Chemical T7V
Dosing Unit
T50V T49V T47V T45V
T9V T8V T5V T4V
PS PS
From No.2 Boiler Feed Pump Boiler Water From No.1 Boiler Feed Pump T156V
Sampling Cooler
From Domestic
Fresh Water
Key
Feed Water/Condensate
Wash Tub
Saturated Steam
Domestic Fresh Water
Bilge
Electrical Signal
To Deck Scupper
Air

2.3.3 WATER SAMPLING AND TREATMENT SYSTEM boiler has been correctly treated. A water test should be carried out as soon as CAUTION
possible after a shutdown boiler is put back on line. Care must be taken when handling boiler water treatment chemicals.
Protective equipment must be used.
Introduction
Procedure for Taking a Sample of Boiler Water (Note: It is essential that details of water analysis are recorded together with
Sampling and treatment of the boiler water is undertaken in order to prevent details of the treatment added. Only with detailed information is it
corrosion and scale formation in the auxiliary and exhaust gas boilers and to CAUTION possible to determine the cause of possible future problems.)
prevent the degradation of the steam quality. Incorrect or inadequate boiler The sampling lines from the boiler are under boiler pressure and the
water treatment will seriously damage the boilers and frequent testing and temperature of the water being drawn from the boiler is high. Care must
treatment is needed in order to reduce the risk of damage. Even though be taken when operating the sampling equipment and the cooling water Boiler Blowdown
distilled water is used for boiler feed, the risk of corrosion is present. The pH supply must be confirmed to be flowing before the boiler sample valve is
of the water changes in service and oxygen can dissolve in the water where the opened. Valves must be opened slowly. If the level of boiler water dissolved solids is too high, some of the water must
feed system is open to the atmosphere. Although maintaining the feed water be removed from the boiler and replaced with distilled water from the feed
temperature at a relatively high value, above 60°C, will minimise the amount a) Check that the cooling water is available. tank. The procedure for blowing down the boiler safely must be followed. If
of dissolved oxygen, the problem is ever present. the ship is in port the bridge must be consulted in order to ensure that blowing
b) Ensure that the fresh water supply system is operational. down the boiler will not cause danger.
Analytical tests and chemical treatment must be undertaken in accordance with
the instructions supplied by the chemical manufacturer. The treatment must c) Open the sample cooler cooling water inlet valves and check the
be added in order to maintain the chemical levels within an acceptable range. flow of fresh cooling water through the sample cooler. Procedure for Blowing Down the Auxiliary and Exhaust Gas
Excessive treatment can often result in more severe damage than insufficient Boilers
treatment. The results of chemical analysis on the boiler water are recorded and d) Open the water sample inlet valve to the sample cooler and
the effects of the treatment added can be monitored over a period of time. slowly open the sampling valve on the boiler from which a The blowdown procedure must be performed during low load.
water sample is required and allow boiler water to flow through
Floating solid materials in the boiler can be removed periodically by means the sample cooler. Ensure that water is leaving the sample cooler a) Check with the bridge that it is safe to blow down the boiler if
of the scum valve for each boiler, whilst dissolved solids can be reduced by outlet and not a mixture of steam and water. If the temperature the ship is in port.
blowing some of the water out of the boiler and replacing it with fresh distilled of the boiler water leaving the sample cooler is too high, reduce
feed water. This is boiler blowdown and it is accomplished by opening the the flow of boiler water to the sample cooler. b) Open the ship’s side blowdown valve T156V.
boiler blowdown valve for each boiler. The scum and blowdown lines connect
to the same blowdown pipe which connects to an overboard discharge located e) After the boiler water has been flowing for one minute, collect c) Ensure that the boiler is filled to the high water level.
below the ship’s waterline. a sample of the boiler water for analysis.
d) Slowly open the boiler scum valve and reduce the water level to
The auxiliary and exhaust gas boilers are provided with water sampling f) Close the boiler sampling valve and then close the sample cooler the normal position, then close the scum valve.
connections, the outlet from these being directed to a sample cooler which is cooling water valves and the sample inlet and outlet valves.
cooled by water from the domestic cold water system; the sample cooler is e) Refill the boiler to the high water level position and blow down
located at the back of the boiler. When taking a sample of water from the boiler g) Analyse the sample of boiler water in accordance with the the boiler using the blowdown valve.
the water must be allowed to run from the boiler for a minute in order to ensure instructions of the chemical treatment supplier and record the
that a truly representative sample is obtained. The sampling valve on the boiler information. Add chemical treatment to the boiler feed water as f) After the blowdown of the boiler, close the boiler blowdown
is located so that it will produce a representative sample, but old water in the required. valve and then close the line and ship’s side valves.
lines and cooler must be removed before the testing sample is drawn. The
boiler water must be tested every day. The instructions supplied by the water g) Test the boiler chemical concentrations and adjust as
treatment test kit supplier must be followed precisely in order to ensure that the
Chemical Treatment Supply to the Boiler Feed Water necessary.
boiler water is correctly treated.
After analysis of the boiler water a decision must be made as to the amount
and type of chemicals which are to be added to the boiler feed water, if any.
Chemicals to be added directly to the boilers are mixed with water in a
The chemical treatment supplier’s instructions must be followed precisely as
chemical injection unit. From the unit a pump injects the mixture into the
under-treatment and over-treatment can result in boiler damage.
boiler water feed line before the branches to the oil fired boiler and exhaust
gas boiler feed regulating valves. Both the auxiliary boiler and the exhaust gas
The chemicals are added to the boiler chemical injection unit and pumped into
boiler use the same feed tank and are using the same treated feed water. When
the boiler feed water line. Chemical addition must be done in accordance with
shutting down one of the boilers for a short period of time (such as the exhaust
the manufacturer’s instructions.
gas boiler when the ship is in port) it is essential to ensure that the water in the

Illustration 2.3.4a Distilled Water Transfer and Distribution System
D2V
Port
Fresh Water
Tank PI
(159.6m3)
PI TI
Mineraliser Fresh Water
Unit Generator
2,000 litres/hour (36 Tons/Day)
TI
Silver Ion
Steriliser
1,500 litres/hour PI
SC
D14V PI
S Distillate
Pump
D15V
D11V
S
D1V D41V
Starboard Distilled Water From Hydrophore Unit

Fresh Water Tank
Tank (54.7m3)
(159.6m3)
D14V D141V
D40V
D10V D155V
Feed Filter Tank LAL

Key
(2.0m3) MC
LS Distillate Water
Electrical Signal

2.3.4 DISTILLED WATER TRANSFER AND DISTRIBUTION Procedure for Replenishing the Boiler Feed Filter Tank from
the Distilled Water Tank
Silver Ion Steriliser
Maker: Jowa A/B a) Check that there is sufficient water in the distilled water tank,
No. of sets: 1 replenish from the evaporator if necessary.
Model: Jowa AG-S
b) Open the distilled water tank outlet valve D40V.
Type: Silver ion
Capacity: 1,500 litres/hour c) Open the feed filter tank inlet valve to the float operated filling
valve T10V.
Mineraliser
(Note: The float operated filling valve will ensure that the feed filter tank
Maker Dong-Geon
is maintained at the correct level. If the float operated valve fails for
No. of sets: 1 any reason the feed filter tank may be replenished manually from the
Model: DGM-2.0 hydrophore system via valve T141V.)
Type: Dolomite
Capacity: 2,000 litres/hour
Introduction
The fresh water generator distillate pump discharges the distillate produced
in the generator through a salinometer, a solenoid valve opens when the
salinometer detects too high a salinity level, directing the distillate back into
the brine area of the generator until the salinity has returned to normal.
The discharge from the distillate pump leads to a sterilising unit and mineraliser
before passing to the filling valves of the domestic FW tanks. A branch line
before the inlet to the steriliser leads the distillate directly to the distilled water
tank. Distilled water from this tank is used for the feed filter tank feed water
make-up.
Procedure for Filling the Distilled Water Tank from the

Evaporator
a) Operate the evaporator as explained in section 2.4.3 Fresh

Water Evaporator.
b) Open the distilled water tank filling valve D41V.
c) When the salinity of the distillate falls to an acceptable level

the distillate pump will discharge distilled water to the distilled
water tank.
d) When the distilled water tank is at the desired level stop the
evaporator or divert the distillate to the fresh water storage
system via the steriliser and mineraliser units.

2.4 Sea Water Systems
2.4 1 Main and Auxiliary Sea Water Systems
2.4.2 Fresh Water Evaporator
Illustrations
2.4.1a Main and Auxiliary Sea Water Cooling System
2.4.2a Fresh Water Evaporator System
Part 1
System Description
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System
TI
From
S25V
Steam
No.1 Reefer No.2 Reefer No.1 Central No.2 Central System T18V T19V
Fresh Water Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler
Evaporator Dump Condenser/
(36m3/day) Drain Cooler
TI
PI TI PI TI PI TI PI TI
TI IP PI PI PI S19V
PI
PI TI
S47V S48V S6V S9V S16V

S58V S59V S13V S14V 3rd Deck
S49V S50V S8V S7V

PI S56V S57V S11V S12V S17V
S27V Local
D-46V
PIAL S15V
Key MC
Sea Water PS PS PX From

Water Mist
Pump
From
S24V S53V S54V S4V S5V B.F.C.C. Turbocharger
Control S74V Mist Catch
Panel
3rd Deck
S60V
FW PI PI Reefer PI PI Central PI
Evaporator FW Coolers FW Coolers
Local SW Supply 1 SW Pumps 2 1 SW Pumps 2 Hydraulic
Pump (390m3/h (1000m3/h
Actuator
(88m3/h PI PI x 24mth) PI CI x 24mth) CI
x 48mth) 3rd Deck
S23V S51V S52V S1V S2V Hydraulic

Actuator
V-2V
Local
S29V
S34V
S35V
S22V
Sea Water Crossover Pipe

High
Sea Inlet S31V S33V S32V
Chest
S28V V-1V
S30V
S21V
Low Sea
Inlet Chest

2.4 SEA WATER SYSTEMS water suction main at the engine room plate level. The sea suction valves at each Closed Port strainer vent valve S35V
sea chest are manually operated by means of local hydraulic actuators. In an
Open Port sea chest vent valve V-2V
2.4.1 MAIN AND AUXILIARY SEA WATER SYSTEMS emergency they may also be operated by means of hydraulic actuators located
at the 3rd deck level. The overboard discharge valve for the main sea water
circulating system is hydraulically actuated locally or remotely from the 3rd Main Sea Water Circulation System
Sea water Pumps deck. The dump condenser/drain cooler has its own overboard discharge valve.
Main Sea Water Cooling Pumps Open No.1 CSW pump suction valve S1V
The sea water cooling pumps discharge to a common sea water pressure Open No.1 CSW pump outlet valve S4V
Maker: Shinko
manifold which supplies sea water to the two central fresh water coolers and
No. of sets: 2 Open No.2 CSW pump suction valve S2V
the dump condenser/drain cooler. The SW then flows overboard through the
Type: Vertical single stage centrifugal ship side overboard valve. Open No.2 CSW pump outlet valve S5V
Model: SVS350M Open No.1 central CFW cooler inlet valve S11V
The sea water cooling pumps can be started and stopped locally or from the
Capacity: 1,000m3/h x 24mth
pump selector screen in the control room; at the selector screen one of the Open No.1 central CFW cooler outlet valve S13V
Reefer Sea Water Cooling Pumps pumps is started as the duty pump and the other is selected as the standby Closed No.1 central CFW cooler backflush inlet valve S6V
pump. The standby pump starts automatically if the operating pump is unable
Maker: Shinko Closed No.1 central CFW cooler backflush outlet valve S8V
to maintain pressure for any reason. A pressure switch on the discharge side of
No. of sets: 2 the pumps provides the start signal for the standby pump. Open No.2 central CFW cooler inlet valve S12V
Type: Vertical single stage centrifugal
Other pumps taking suction from the SW crossover main are: Open No.2 central CFW cooler outlet valve S14V
Model: SVS250M
Capacity: 390m3/h x 24mth Two bilge, fire and general service pumps (see section 4.1) Closed No.2 central CFW cooler backflush inlet valve S7V
Two ballast pumps (see section 2.4.2) Closed No.2 central CFW cooler backflush outlet valve S9V
Fresh Water Evaporator Sea Water Pump
Open Dump condenser cooling water inlet valve S16V
Maker: Shinko Both sea chests have vent pipes extending to the upper deck level and steam
No. of sets: 1 connections. Open Dump condenser cooling water outlet valve overboard S19V
Type: Single stage centrifugal Open Sea water discharge line valve S17V
Model: SVS125-2M Procedure for the Operation of the Sea Water Cooling System Open Main cooling line overboard discharge valve S15V
Capacity: 88m3/h x 48mth
a) Ensure that all suction strainers are clear.
Container Cooling Sea Water System
Introduction b) Ensure all the pressure gauge and instrumentation valves are Open No.1 reefer container CSW pump suction valve S51V
open and that the instrumentation is reading correctly.
The main sea water cooling pumps supply cooling sea water to the low Open No.1 reefer container CSW pump outlet valve S53V
temperature central fresh water coolers. The reefer cooling sea water pumps c) Set up the valves as shown in the tables below. In this case the Open No.2 reefer container CSW pump suction valve S52V
supply sea water to the two container fresh water coolers. starboard low suction is in use.
Open No.2 reefer container CSW pump outlet valve S54V
The fresh water evaporator sea water pump operates the vacuum ejector on Open No.1 reefer container CFW cooler SW inlet valve S56V
the FW evaporator, provides cooling water to cool the vapour produced during Sea Water Suction Main
operation and supplies the FW evaporator with feed water. The fresh water Open No.1 reefer container CFW cooler SW outlet valve S58V
evaporator is covered in more detail in section 2.4.3. Closed No.1 reefer container CFW cooler SW
Open Low (starboard) sea chest suction valve S30V backflush inlet valve S47V
The sea water pumps take suction from the SW crossover main which connects Open Low (starboard) sea chest suction strainer outlet valve S32V Closed No.1 reefer container CFW cooler SW
with the high sea chest on the port side of the ship and the low sea chest on the
Closed Starboard strainer vent valve S34V backflush outlet valve S49V
starboard side. The common sea water suction manifold has suction filters at
each end, the filters connecting with the port and starboard sea chests on the Open Starboard sea chest vent valve V-1V Open No.2 reefer container CFW cooler SW inlet valve S57V
sides of the vessel. An anti-fouling system is fitted which provides chlorine and Open No.2 reefer container CFW cooler SW outlet valve S59V
Open High (port) sea chest suction valve S31V
copper injection into the sea water suction main in order to inhibit marine growth
in the system. The anti-fouling control panel is located near the starboard sea Open High (port) sea chest suction strainer outlet valve S33V Closed No.2 reefer container CFW cooler SW
backflush inlet valve S48V

Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System
TI
From
S25V
Steam
No.1 Reefer No.2 Reefer No.1 Central No.2 Central System T18V T19V
Fresh Water Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler
Evaporator Dump Condenser/
(36m3/day) Drain Cooler
TI
PI TI PI TI PI TI PI TI
TI IP PI PI PI S19V
PI
PI TI
S47V S48V S6V S9V S16V

S58V S59V S13V S14V 3rd Deck
S49V S50V S8V S7V

PI S56V S57V S11V S12V S17V
S27V Local
D-46V
PIAL S15V
Key MC
Sea Water PS PS PX From

Water Mist
Pump
From
S24V S53V S54V S4V S5V B.F.C.C. Turbocharger
Control S74V Mist Catch
Panel
3rd Deck
S60V
FW PI PI Reefer PI PI Central PI
Evaporator FW Coolers FW Coolers
Local SW Supply 1 SW Pumps 2 1 SW Pumps 2 Hydraulic
Pump (390m3/h (1000m3/h
Actuator
(88m3/h PI PI x 24mth) PI CI x 24mth) CI
x 48mth) 3rd Deck
S23V S51V S52V S1V S2V Hydraulic

Actuator
V-2V
Local
S29V
S34V
S35V
S22V
Sea Water Crossover Pipe

High
Sea Inlet S31V S33V S32V
Chest
S28V V-1V
S30V
S21V
Low Sea
Inlet Chest

Position Description Valve • The presence of biofouling on a metal surface results in a f) The protection system timer will start with the OFF period.
decreased oxygen concentration below the fouling layer. This When the timer enters the ON period, the indicated currents for
Closed No.2 reefer container CFW cooler SW
layer becomes anodic with respect to areas of metal exposed to the two chlorine (MMO) electrodes and the copper electrode
backflush outlet valve S50V
oxygenated sea water. The result is pitting corrosion under the should be checked and adjusted if necessary by means of their
Open Container cooling line sea water overboard fouling. individual potentiometers.
discharge valve S60V
• Corrosion caused by the action of bacteria. Sulphate reducing
The timer is initially set for 1 minute off and 3 minutes on.
Fresh Water Evaporator System and iron bacteria are organisms whose biological activity or
metabolic by-products cause corrosion. Such bacteria live in
Open FW evaporator SW pump suction valve S23V The copper electrode current should be set for 5 amps and each of the chlorine
areas of low oxygen concentrations, for instance under a layer
(MMO) electrodes for 50 amps. This setting corresponds a sea water flow of
Open FW evaporator SW pump discharge valve S24V of aerobic fouling organisms, or in deaerated water such as that
2,000m3/h.
found in oil storage tanks and well flood water.
Open FW evaporator valves as indicated in section 2.4.3
The maximum electrode currents are:
Open FW evaporator SW outlet line overboard
Electrodes
discharge valve S27V • Copper 8 amps
Two types of electrode are used, copper and mixed metal oxide (MMO)
• Chlorine (MMO) 58 amps
d) Select the operation pump and the standby pump for the main electrodes. At each sea suction strainer there is one copper and two MMO
and container cooling SW systems and start the duty pumps. electrodes. The copper and MMO electrodes are the anodes in the electrical
For a sea water flow of 1,000m3/h the copper electrode current should be set to
circuit which is set up with the strainer body and basket acting as the cathode
2.5 amps and the two chlorine (MMO) electrodes should be set for a current of
e) When required for FW evaporator operation, start the sea water to both anodes.
25 amps (total 50 amps). If only one chlorine (MMO) electrode is switched in
ejector pump for the FW evaporator. circuit then the current for this single electrode should be 50 amps.
WARNING
Because gases are evolved at the electrodes, chlorine at the anode and
The current settings should be set pro rata to the sea water flow for optimum
Marine Growth Protection System hydrogen at the cathode, it is essential that sea water is flowing over the
performance and efficiency.
electrodes whenever the electrodes are supplied with current in order to
Make: Baker Hughes flush the gases away. If the sea water pumps are switched off the power
The system is now running and will continue to do so without operator
Type: BFCC (Copper and chlorine injection) supply to the electrodes must also be switched off. If this is not the case the
intervention.
gases can build up resulting in an explosion.
Introduction
System Shutdown
The BFCC anti-biofouling system prevents the growth of microfouling and
Procedure for Operating the Marine Growth Protection
System a) Press the STOP pushbutton.
macrofouling on surfaces that are immersed in sea water. The system protects
the internal surfaces of enclosed sea water systems including pipework, valves,
b) Put the electrode selector switches to the OFF position.
pumps, heat exchangers and filters. System Start-Up
c) Put the main isolator to the OFF position.
The system is based on the simultaneous electrolytic production of copper and
chlorine which reduces the levels of existing macrofouling and microfouling a) Check that the sea water system is operating and that sea water
is flowing through the strainer, either high or low. d) Ensure that the sea water flows through the strainer for a few
organisms, and prevents the establishment of new ones. The copper and
minutes to ensure any copper, chlorine or gas is removed from
chlorine concentrations used are compatible with all existing and proposed
b) Ensure that the selector switch LSW-04 is set to the port or the vessel.
environmental standards.
starboard sea suction strainer as required.
Marine biofouling and its associated corrosion can occur in two ways: Emergency Shutdown
c) Check the main isolator switch is set to the ON position and that
• Macrofouling can comprise barnacles, mussels, hydroids the POWER ON lamp is illuminated
etc., which reduce water flow, block pipework and increase a) Press the EMERGENCY STOP pushbutton on the front of the
corrosion. d) Select the required electrodes to the ON position. There are two control panel.
• Microfouling comprises bacterial sliming, micro-algae etc., chlorine (MMO) electrode selector switches and one copper
electrode selector switch. b) To reset the panel twist the emergency pushbutton to release and
which reduce the heat transfer efficiency of heat exchanger
reset the panel with the RESET pushbutton.
surfaces.
e) Press the RESET pushbutton followed by the START
Corrosion can be accelerated in two main ways: pushbutton.

Illustration 2.4.2a Fresh Water Evaporator System
Fresh Water Generator

Fresh Water Tank Stern Tube Fresh Water Tank (36Tons/Day) Fresh
PI
(Port) Cooling Water (Starboard) Water
Tank (Port)
LAL LAL
MC MC TI
Steriliser
LG LS LG LS (1500L/h) PI Distillation Pump
D5V PI
S
FI SC
D10V D9V
D12V D11V
FS W10V
D2V D1V To/From
D45V D44V Main Engine W9V Chemical
W12V
HT Cooling Tank
D3V D4V System
Mineraliser
S (1500L/h)
To Boiler Feed
Water Tank
No.1/2 Diesel From Bilge, Fire and GS
Generator Room Pump PI S
S D41V D40V
Flow Meter
D49V PI
D14V D15V
D47V
Purifier Room CI Distilled Water Tank LG S27V
Water Mist
(Starboard) (55m3) Ejector
Pump
S
(20m3/h
x115mth)
No.3/4 Diesel PI
Generator Room D42V Storz Key
Coupling
S S25V Sea Water
PI PS Fresh Water
Boiler Front PS PS PI
Set HT Cooling Water
6.0kg/cm2 S24V
S
Fresh Water Pump Electrical Signal
(5.0m3/h x55mth)
Top of PI Steam
Main Engine No.2 3rd Deck
Air 7kg/cm2 D7V To Domestic CI Local
Fresh Water System
3rd Deck D8V
No.1 Fresh Water
D6V Generator Ejector Pump
Local To Overboard
Via the SW Central Fresh Water (88m3/h x48mth)
D46V
Cooling System Discharge Hydrophore Tank
(1.0m3) S23V
FS V-2V
Sea Chest
S34V (High)
S33V S31V
V-1V FS
Sea Chest S29V
(Low)
S30V S32V
Steam Steam
S28V T94V BFCC T102V
Blow Blow
Control Panel
S21V S22V

2.4.2 FRESH WATER EVAPORATOR After passing through a demister the vapour enters every second plate channel The distillate pump extracts the produced fresh water from the condenser and
in the condenser section. pumps the water to the fresh water tanks.
Evaporator
Maker: Alfa Laval The sea water supplied by the combined cooling/ejector water pump distributes
Salinometer
itself into the remaining channels, thus absorbing the heat being transferred
Type: Low pressure The salinometer continuously checks the salinity of the produced water. The
from the condensing vapour.
Model: DPU - 36 - C100 alarm set point is adjustable.
Capacity: 36m3/day The fresh water produced is extracted by the distillate pump and discharged
through a salinometer which monitors the salinity of the water. Should the Control Panel
Silver Ion Steriliser salinity rise above a preset value, an alarm is sounded and the condensate
is returned to the brine area of the evaporator. There is a flow meter at the A control panel contains motor starters, running lights and contacts for remote
Maker: Jowa A/B alarm. A salinometer control panel is located at the evaporator side with LCD
distillate pump discharge.
No. of sets: 1 indicators ranging from 0.5 - 20ppm. The panel also contains a 10ppm test
Model: Jowa AG-S Distillate from the FW evaporator is discharged directly as distilled water to the function and control buttons to set the alarm point.
Type: Silver ion distilled water tank or, via the silver ion type electric steriliser and mineraliser,
Capacity: 1,500 litres/hour to the fresh water storage tanks. OPERATING PROCEDURES
WARNING
Mineraliser Main Components
Do not operate the plant in polluted water. Fresh water must not be
Maker Dong-Geon produced from polluted water, as the produced water will be unsuitable
The fresh water generator consists of the following components:
No. of sets: 1 for human consumption.
Model: DGM-2.0
Evaporator Section
Type: Dolomite Starting and Stopping Procedures
The evaporator section consists of a plate heat exchanger and is enclosed in
the separator vessel.
Starting the Plant with Jacket Fresh Water Heating
INTRODUCTION
Separator Vessel
An evaporator is installed which utilises the heat from the jacket cooling a) Ensure that the sea water suction manifold is operational and
The separator separates the brine from the vapour.
water system. If required, heat from the main engine jacket water may be open the FW generator ejector pump suction valve S23V and
supplemented by using the main engine jacket water preheater as a heat discharge valve S24V.
Condenser Section
source.
Just like the evaporator section the condenser section consists of a plate heat b) Open the overboard valve S27V for the combined brine/air
The combined brine/air ejector driven by the ejector pump creates a vacuum in exchanger enclosed in the separator vessel. ejector.
the system in order to lower the evaporation temperature of the feed water.
c) Close the air screw (vacuum release valve) on the separator.
Combined Brine/Air Ejector
The feed water is introduced into the evaporator section through a spring
operated regulating valve, and is distributed into every second plate channel The ejector extracts brine and incondensable gases from the separator vessel. d) Start the SW ejector pump to create a vacuum of a minimum of
via the evaporation channels. 90%.
Sea Water Supply Pump Pressure at the combined brine/air ejector inlet should be a minimum of
The hot water is distributed into the remaining channels, thus transferring its
heat to the feed water in the evaporation channels. The SW supply pump is a single-stage centrifugal pump. 3.0kg/cm2. Back pressure at the combined brine/air ejector outlet should be
no more than 6.0kg/cm2.
Having reached boiling temperature, which is lower than at atmospheric This pump supplies the condenser with sea water and the brine/air ejector with
pressure, the feed water undergoes a partial evaporation and the mixture jet water, as well as feed water for evaporation.
of generated vapour and brine enters the separator vessel. Here the brine is
separated from the vapour and extracted by the combined brine/air ejector. Distillate Pump
The distillate pump is a single-stage centrifugal pump.

Illustration 2.4.2a Fresh Water Evaporator System

Fresh Water Tank Stern Tube Fresh Water Tank (36Tons/Day) Fresh
PI
(Port) Cooling Water (Starboard) Water
Tank (Port)
LAL LAL
MC MC TI
Steriliser
LG LS LG LS (1500L/h) PI Distillation Pump
D5V PI
S
FI SC
D10V D9V
D12V D11V
FS W10V
D2V D1V To/From
D45V D44V Main Engine W9V Chemical
W12V
HT Cooling Tank
D3V D4V System
Mineraliser
S (1500L/h)
To Boiler Feed
Water Tank
No.1/2 Diesel From Bilge, Fire and GS
Generator Room Pump PI S
S D41V D40V
Flow Meter
D49V PI
D14V D15V
D47V
Purifier Room CI Distilled Water Tank LG S27V
Water Mist
(Starboard) (55m3) Ejector
Pump
S
(20m3/h
x115mth)
No.3/4 Diesel PI
Generator Room D42V Storz Key
Coupling
S S25V Sea Water
PI PS Fresh Water
Boiler Front PS PS PI
Set HT Cooling Water
6.0kg/cm2 S24V
S
Fresh Water Pump Electrical Signal
(5.0m3/h x55mth)
Top of PI Steam
Main Engine No.2 3rd Deck
Air 7kg/cm2 D7V To Domestic CI Local
Fresh Water System
3rd Deck D8V
No.1 Fresh Water
D6V Generator Ejector Pump
Local To Overboard
Via the SW Central Fresh Water (88m3/h x48mth)
D46V
Cooling System Discharge Hydrophore Tank
(1.0m3) S23V
FS V-2V
Sea Chest
S34V (High)
S33V S31V
V-1V FS
Sea Chest S29V
(Low)
S30V S32V
Steam Steam
S28V T94V BFCC T102V
Blow Blow
Control Panel
S21V S22V

Evaporation Procedure for the Transfer of Distilled Water from the
When there is a minimum of 90 % vacuum, after maximum 10 minutes. Evaporator
e) Open the valve for feed water treatment. Ensure that the a) Operate the evaporator as above.
chemical dosing tank is full.
b) Open the distilled water tank filling valve D41V.
f) Open the main engine jacket water inlet valve W9V and outlet
valve W10V. c) When the salinity of the distillate falls to an acceptable level
the distillate pump will discharge distilled water to the distilled
g) Start the hot jacket cooling water supply to that evaporator by water tank.
adjusting the bypass valve W12V to increase the temperature in
steps of 10°C, until the desired jacket water flow temperature d) When the distilled water tank is at the desired level stop the
is reached. evaporator or divert the distillate to the fresh water storage
system.
The boiling temperature will now rise while the obtained vacuum drops to
approximately 85%, this indicates that evaporation has started.
Procedure for the Transfer of Fresh Water from the Evaporator
(Note: Chemical treatment is added to the sea water feed in order to minimise to the Fresh Water Storage Tanks
foaming in the evaporator and restrict the formation of salt scale. It
is essential that the correct dosage of chemical is used and frequent a) Operate the evaporator as above.
checks must be made on the dosing unit to ensure that the correct
treatment is being applied.) b) Open the silver ion steriliser inlet and outlet valves and ensure
that the steriliser bypass valve B11V is locked shut.
Distilled Water Transfer c) Open the inlet valve to the mineraliser B14V and check that the
mineraliser bypass valve B15V is closed. Set the mineraliser
Condensate produced in the evaporator is pumped to storage by the distillate unit inlet and outlet three-way valves for flow through the
pump. This distilled water may be pumped to the distilled water tank directly mineraliser.
from where it is used as boiler feed water, or it may be pumped to the fresh
water tanks for domestic use throughout the ship. d) Open the port fresh water tank filling valve B2V or starboard
fresh water tank filling valve B1V depending upon which tank
In order to make the distillate fit for human consumption it must be treated. is to be filled.
Sterilising is necessary in order to destroy bacteria which are not destroyed
by the low temperature evaporation and the pH must be adjusted. Distilled e) When the salinity of the distillate falls to an acceptable level the
water will leach important salts from the human body if consumed and so it distillate pump will discharge distillate to the fresh water tank(s)
is necessary to add mineral salts to the distilled water before it is consumed. via the steriliser and mineraliser.
The silver ion steriliser sterilises the water and adds a reserve of silver ions
which maintains the water in a sterile condition during storage. The mineraliser f) Check the operation of the steriliser and test the fresh water as
adjusts the pH so that the water is slightly alkaline and it adds valuable mineral advised for silver ion content.
salts to the water making it fit for human consumption. The steriliser must be
checked to ensure that the silver ion dosage is correct and the mineraliser must g) When the fresh water tank being filled is at the full level change
be recharged as necessary in accordance with the manufacturer’s instructions. over tanks or stop the evaporator.

2.5 Fresh Water Cooling Systems
2.5.1 High Temperature Fresh Water Cooling System
2.5.2 Low Temperature Fresh Water Cooling System
2.5.3 Reefer Containers Fresh Water Cooling System
Illustrations
2.5.1a High Temperature Fresh Water Cooling System
2.5.2a Low Temperature Fresh Water Cooling System
2.5.3a Reefer Containers Fresh Water Cooling System
Part 1
System Description
Illustration 2.5.1a High Temperature Fresh Water Cooling System
From Fresh Water

Hydrophore Tank
Fresh Water W60V
Expansion Tank
(1.5m3) LAL
LS
W63V MC
Turbocharger Turbocharger Turbocharger
W91V W62V W61V
For Air Test

PI
W95V
W11V W7V
LAL
LS
MC
W64V
Alarm
Chamber Fresh Water
W114V Set 80°C Generator
Air TC (36 Tons/Day)
W86V
PX PS TI
PIAL ESLD
W13V
MC
W88V W14V
TI TI TI
TX TX TX
W15V
TI TI TI
Warming
Line from
Generator W9V
Engines W12V
Main Engine
Jacket Fresh Water
W10V
Preheater
TI
W102V Air
W16V
To Main Engine Main Engine Jacket LT Pump
Recess Water Drain Pump CI PI Suction Manifold
(2m3/h) W5V
W117V
PI CI
PS
LAH
MC W3V
W118V Key
LS No.1 W1V
Main Engine Jacket Fresh Water Pumps HT Cooling Water
(328m3/h)
LT Cooling Water
Main Engine Jacket Deaerating
Water Drain Tank PI CI Chamber Domestic Fresh Water
(8.0m3)
Electrical Signal
W4V
No.2 W2V Air

2.5 FRESH WATER COOLING SYSTEMS effect on the jacket water in the HT system. The temperature at the HT Position Description Valve
cooling water outlet from the engine is maintained at 80°C and the three-way
Open Supply manifold end non-return valve W114V
2.5.1 HIGH TEMPERATURE FRESH WATER COOLING valve regulates the flow of water between the HT and LT systems in order to
SYSTEM maintain that value. Open Expansion tank connection valve W91V
Main Engine Jacket Fresh Water Cooling Pumps Closed Priming valve W64V
Water entering the main engine jacket HT fresh water cooling pump suction is
Maker: Shinko a mixture of water from the HT system and from the LT central cooling system, Open Jacket water preheater inlet valve W13V
No. of sets: 2 the mixture depending upon the opening of the three-way valve. There is also Open Jacket water preheater inlet valve W13V
a connection at the deaerating chamber, and hence the pump suction, from the
Type: Vertical single stage centrifugal FW expansion tank, which allows make-up due to losses from the system and Open Jacket water preheater outlet valve W15V
Model: SVS200M provides for expansion due to temperature change. Throttled Jacket water preheater bypass valve W14V
Capacity: 328m3/h at 31mth
The system can be drained to the main engine jacket water drain tank and can Open FW generator bypass valve W12V
Introduction be refilled from it using the main engine jacket water drain pump. The FW Closed FW generator inlet valve W9V
expansion tank is replenished from the fresh water hydrophore system. Total
Closed FW generator outlet valve W10V
The main engine high temperature (HT) central cooling system has two cooling capacity of the main and auxiliary engine cooling water system is 42.6m3.
water pumps rated at 328m3/h with a pressure of 31mth. The pumps supply Operational Three-way valve connecting with LT central
cooling water to the main engine jackets, cylinder heads, exhaust valves and cooling system W5V
turbochargers. Preparation for the Operation of the Jacket Cooling Water
Closed Alarm chamber test valves W7V, W11V
System
The system operates on a closed circuit principle with the pumps discharging Open Expansion tank valve to deaerating chamber W61V
directly to the engine. Each cylinder unit can be isolated and drained; the The description assumes that the system is being started from cold.
turbochargers may also be isolated if necessary. Jacket cooling fresh water g) At the pump selector screen in the engine control room select
leaves the engine and each cylinder outward flow is directed to a common a) Ensure that the HT fresh water cooling system is fully charged
one main FW cooling pump as the duty pump and set the other
outlet main. The engine outlet flows to the jacket cooling water preheater. with water and that all air is vented from the system. Ensure that
as the standby. Start the duty FW cooling pump.
A valve bypassing the preheater is throttled to ensure a flow through the the central fresh water cooling expansion tank is at the correct
preheater at all times. The preheater maintains the main engine jacket cooling level, top up from the fresh water system if necessary.
h) Vent the system, including all engine cylinders.
water temperature when the main engine is stopped or on low load. From the
preheater the jacket cooling fresh water flows to the fresh water generator b) Ensure all the pressure gauge and instrumentation valves are
i) Supply steam to the preheater via the steam control valve and
which may be bypassed if not required for operation. open and that all instruments and gauges are reading correctly.
ensure that the drain is open.
From the fresh water generator the main engine jacket water flows to a c) Ensure that the FW generator is bypassed, that valve W12V is
j) Slowly bring the jacket cooling water temperature up to
temperature controlled three-way valve which directs water to the deaerating open and the FW generator inlet valve W9V and outlet valve
operating temperature.
chamber, and then the circulating pump suction. The temperature controlled W10V are closed.
three-way valve also has a suction connection from the low temperature fresh k) Test the system for chemical concentration and add chemicals
water cooling system. The valve allows lower temperature water from the LT d) Ensure that all the main engine individual cylinder inlet and
as required. The system is connected to the LT central cooling
fresh water central cooling system to flow into the HT system if required in outlet valves are open.
system and so both systems are tested and treated together.
order to maintain the jacket temperatures correct. Excess water from the high
temperature system flows into the low temperature system via flap valve e) Ensure that all the main engine individual cylinder vent and
l) When the jacket system is at the correct temperature and the
W16V located in a branch pipe before the three-way valve. drain valves are closed.
main engine has been warmed through for the desired period of
time, the main engine may be started.
Located immediately before the circulating pumps is a deaerating chamber f) Set up the valves as shown in the following table:
which allows for the removal of any air from the circulating water. The m) When the engine is at full power, circulate water through the
deaerating chamber vents to the FW expansion tank via an alarm chamber. The Position Description Valve FW generator and operate as required. See the description in
high temperature central cooling system vents from the engine outlet manifold Open No.1 main engine FW cooling pump suction valve W1V section 2.4.3.
to the FW expansion tank.
Open No.1 main engine FW cooling pump discharge valve W3V
The hot water from the jackets is passed through the FW generator, which Open No.2 main engine FW cooling pump suction valve W2V
can be bypassed when the main engine is on low load or stopped, or when
Open No.2 main engine FW cooling pump discharge valve W4V
the generation of fresh water is not required. The FW generator has a cooling

Illustration 2.5.2a Low Temperature Fresh Water Cooling System
Generator Engine Preheating Unit

CI
98V 90V
TI TI
TI TI TI Fresh Water
76V Expansion
Jacket Unit No.1 Tank
Preheater Cooler Provisions Unit
85V Alternator (W/S) Ref. Condenser Cooler
PI PI (ECR)
73V
109V
TI TI TI
TI No.1 No.2
89V
97V
55V Alternator Jacket
Air Cooler
58V M Cooling
52V Key
TI 104V
100V
81V LT Cooling Water
No.3 Generator Engine
33V TI
Jacket HT Cooling Water
Air Cooler
M Cooling 87V No.2
M LO Cooler
Air Condition
TI Unit Domestic Fresh Water
43V Cooler Condenser
(ECR)
79V 56V Air
No.1 Generator Engine Alternator
TI
83V No.1 No.2
53V W All Valve Numbers
46V M LO Cooler TI 99V to be Prefixed
TI

Air Cooler Cooling
57V 44V M
51V
TI
82V No.4 Generator Engine
TI PX
Jacket
Air Cooler
42V M Cooling 47V M LO Cooler
TAH TAH TAH
MC MC MC
80V No.2 Generator Engine TX TX TX
From HT System
86V
45V Air Air Air
M LO Cooler Cooler Cooler Cooler
PS
TI TI TI
20V
PI CI
No.1 Main Air PI No.1 17V PI

TI Compressor PS From Fresh Water
S Expansion Tank
23V 21V PI CI 50V
No.1 Central TI TAH TI Main Engine
35V 34V Fresh Water 103V
TX TI Turbocharger
From HT System MC
Cooler PI PI LO Cooler
16V
To HT System Aft Shaft
No.2 18V Bearing
25V PS 49V
No.2 Main Air TI 48V 8V TI
TI Compressor 22V PI CI PI TI
S TAH
PI TX TI
32V MC
37V 36V
PI
Main Engine Mid Shaft
24V Air No.3 19V Camshaft Bearing
No.2 Central TI LO Cooler
Fresh Water Central Cooling Fresh Water Pump PI TI 41V 40V 28V
Cooler PI (840m3/h) TI Main
No.3 Main Air 31V TAH LO Cooler
TX TI PI
TI Compressor MC
S 26V PIAL TC Air 72V
TI PX Forward Shaft
MC 27V
39V 38V Set 36°C Bearing
78V 77V TI

2.5.2 LOW TEMPERATURE FRESH WATER COOLING The LT central fresh water cooling system supplies the following: Position Description Valve
SYSTEM • No.1 generator engine jacket cooling system, alternator, air Open FW expansion tank outlet valve W62V
cooler and LO cooler (engine driven circulation pumps)
Operational Three-way temperature control valve W84V
Low Temperature Cooling Fresh Water Pump • No.2 generator engine jacket cooling system, alternator, air
Open No.1 LT central FW cooling pump suction valve W17V
Maker: Shinko cooler and LO cooler (engine driven circulation pumps)
No. of sets: 3 Open No.1 LT central FW cooling pump discharge valve W20V
• No.3 generator engine jacket cooling system, alternator, air
Type: Vertical centrifugal single stage cooler and LO cooler (engine driven circulation pumps) Open No.2 LT central FW cooling pump suction valve W18V
Model: SVS300M • No.4 generator engine jacket cooling system, alternator, air Open No.2 LT central FW cooling pump discharge valve W21V
Capacity: 840m3/h at 25mth cooler and LO cooler (engine driven circulation pumps) Open No.3 LT central FW cooling pump suction valve W19V
• Aft, mid and forward shaft bearings Open No.3 LT central FW cooling pump discharge valve W22V
Introduction • Main engine air coolers Open No.1 LT central FW cooler inlet valve W23V
The low temperature central fresh water cooling system works on the closed • Main LO cooler and camshaft LO cooler Open No.1 LT central FW cooler outlet valve W25V
circuit principle. It is linked to the HT fresh water cooling system but it may be • Turbocharger’s LO cooler Open No.2 LT central FW cooler inlet valve W24V
considered as a closed circuit. The system has the following features:
• No.1, No.2 and No.3 starting air compressors Open No.2 LT central FW cooler outlet valve W26V
• Three circulating pumps which supply the services
• Accommodation air conditioning units, package unit coolers Open No.1 generator engine cooling water inlet valve W43V
• Pressure switches on the pump discharges which start the and provision refrigeration units
standby pump on low pressure. Open No.1 generator engine air cooler cooling
• No.1 and No.2 engine control room and workshop air water outlet valve to preheater W33V
• Two central coolers, which in turn are cooled by sea water. conditioning unit coolers
Open No.1 generator engine alternator cooling
• An expansion tank which provides a positive head to the system, water inlet valve W52V
The system is permanently vented from the highest point of the system to the
and allows for thermal expansion. This tank can be topped up
expansion tank. Open No.1 generator engine alternator cooling
from the fresh water hydrophore system. The positive head
ensures that, in the event of failure at the coolers, fresh water water outlet valve W55V
leaks into the sea water system and sea water does not leak into Preparation for the Operation of the Low Temperature Fresh Open No.1 generator engine jacket water outlet valve W46V
the fresh water system. This prevents contamination of the fresh Water Cooling System
water system by sea water which could cause corrosion. Open No.1 generator engine cooling water
The description assumes setting up the system for the first time. In practice the connection valve from preheater W58V
Water in the LT system circulates through individual systems as required in system will normally be operating with at least one generator engine running Open No.2 generator engine cooling water inlet valve W42V
order to maintain the desired temperatures in those systems. and so heated water will be circulating. Generator engine jacket cooling is part
Open No.2 generator engine air cooler cooling
of the low temperature cooling system and so heated water will be available
The circulating pumps receive suction from the system return main lines and water outlet valve to preheater W59V
to the jacket systems of engines on standby. Excess heat from the operating
discharge water into the outlet main. A temperature control valve, at the cooler generator engine(s) and other operating equipment is removed by sea water Open No.2 generator engine alternator cooling
outlets, regulates the flow of water through the central FW coolers in order to circulating through the central coolers. A generator engine jacket preheating water inlet valve W51V
maintain the desired temperature in the low temperature cooling distribution unit is fitted and is used for warming through the generator jacket system as
main. Open No.2 generator engine alternator cooling
required. Normally heat in the central cooling system water is sufficient to
water outlet valve W54V
keep the standby generator engine(s) warmed through.
The generator engine cooling system is part of the LT central cooling system Open No.2 generator engine jacket water outlet valve W45V
but it effectively operates in isolation as each engine has its own HT and LT a) Replenish the system from the expansion tank, which is filled
cooling water pumps. A generator engine preheating unit is fitted for No.1 and Open No.2 generator engine cooling water
from the fresh water hydrophore system.
No.2 generator engines. This unit is only to be used during start up from a dead connection valve from preheater W57V
ship or during drydocking of the vessel. It is essential that valve W76V is kept b) Ensure all pressure gauge and instrumentation valves are open Open No.3 generator engine cooling water inlet valve W104V
closed at all times during normal operation. and that instruments and gauges are operating correctly. Open No.3 generator engine alternator cooling
water inlet valve W109V
c) Set up valves as shown in the tables below:

Illustration 2.5.2a Low Temperature Fresh Water Cooling System
Generator Engine Preheating Unit

CI
98V 90V
TI TI
TI TI TI Fresh Water
76V Expansion
Jacket Unit No.1 Tank
Preheater Cooler Provisions Unit
85V Alternator (W/S) Ref. Condenser Cooler
PI PI (ECR)
73V
109V
TI TI TI
TI No.1 No.2
89V
97V
Air Cooler
58V M Cooling
52V Key
TI 104V
100V
81V LT Cooling Water
No.3 Generator Engine
33V TI
Jacket HT Cooling Water
Air Cooler
M Cooling 87V No.2
M LO Cooler
Air Condition
TI Unit Domestic Fresh Water
43V Cooler Condenser
(ECR)
79V 56V Air
No.1 Generator Engine Alternator
TI
83V No.1 No.2
53V W All Valve Numbers
46V M LO Cooler TI 99V to be Prefixed
TI

Air Cooler Cooling
57V 44V M
51V
TI
82V No.4 Generator Engine
TI PX
Jacket
Air Cooler
42V M Cooling 47V M LO Cooler
TAH TAH TAH
MC MC MC
80V No.2 Generator Engine TX TX TX
From HT System
86V
45V Air Air Air
M LO Cooler Cooler Cooler Cooler
PS
TI TI TI
20V
PI CI
No.1 Main Air PI No.1 17V PI

TI Compressor PS From Fresh Water
S Expansion Tank
23V 21V PI CI 50V
No.1 Central TI TAH TI Main Engine
35V 34V Fresh Water 103V
TX TI Turbocharger
From HT System MC
Cooler PI PI LO Cooler
16V
To HT System Aft Shaft
No.2 18V Bearing
25V PS 49V
No.2 Main Air TI 48V 8V TI
TI Compressor 22V PI CI PI TI
S TAH
PI TX TI
32V MC
37V 36V
PI
Main Engine Mid Shaft
24V Air No.3 19V Camshaft Bearing
No.2 Central TI LO Cooler
Fresh Water Central Cooling Fresh Water Pump PI TI 41V 40V 28V
Cooler PI (840m3/h) TI Main
No.3 Main Air 31V TAH LO Cooler
TX TI PI
TI Compressor MC
S 26V PIAL TC Air 72V
TI PX Forward Shaft
MC 27V
39V 38V Set 36°C Bearing
78V 77V TI

Position Description Valve Position Description Valve Operation
Open No.3 generator engine alternator cooling Open Aft main engine air cooler CFW outlet valve a) At the pump selector screen, in the engine control room, select
water outlet valve W85V one low temperature fresh water cooling pump as the duty
Open No.1 ECR AC unit cooler CFW inlet valve W89V
pump and start that pump. At the pump selector screen select
Open No.3 generator engine jacket water outlet valve W87V Open No.1 ECR AC unit cooler CFW outlet valve W90V the other pump for standby duty.
Open No.3 generator engine cooling water Open No.2 ECR AC unit cooler CFW inlet valve W99V
connection valve from preheater W73V b) Supply sea water to the central FW coolers, see section 2.4.1.
Open No.2 ECR AC unit cooler CFW outlet valve W100V
Open No.4 generator engine cooling water inlet valve W44V
Open Workshop AC unit cooler CFW inlet valve W97V c) Check the expansion tank level and replenish if necessary.
Open No.4 generator engine alternator cooling
water inlet valve W53V Open Workshop AC unit cooler CFW outlet valve W98V d) Check the level of chemical treatment and dose as necessary.
Open No.4 generator engine alternator cooling Open No.1 main air compressor CFW inlet valve W34V
water outlet valve W56V e) Circulate the LT central fresh water cooling system and check
Open No.1 main air compressor CFW outlet valve W35V
that all users are being supplied with CFW at the required
Open No.4 generator engine jacket water outlet valve W47V Open No.2 main air compressor CFW inlet valve W36V temperature.
Open No.4 generator engine cooling water Open No.2 main air compressor CFW outlet valve W37V
connection valve from preheater W83V f) With machinery systems operating check that the correct
Open No.3 main air compressor CFW inlet valve W38V temperatures are being maintained throughout the system.
Open Generator engine link valve with main engine
Open No.3 main air compressor CFW outlet valve W39V
HT cooling FW system W86V
Open No.1 accommodation air conditioning unit
Open Generator engine link non-return valve CFW inlet valve
with main engine HT cooling FW system W114V
Open No.1 accommodation air conditioning unit
Closed System drain valve W88V CFW outlet valve
Open Forward shaft bearing CFW inlet valve W77V Open No.2 accommodation air conditioning unit
Open Forward shaft bearing CFW outlet valve W78V CFW inlet valve
Open Mid shaft bearing CFW inlet valve W40V Open No.2 accommodation air conditioning unit
CFW outlet valve
Open Mid shaft bearing CFW outlet valve W41V
Open Aft shaft bearing CFW outlet valve W8V Open No.1 provision refrigeration unit CFW inlet valve
Open Aft shaft bearing CFW outlet valve W48V Open No.1 provision refrigeration unit CFW outlet valve
Open Main engine LO cooler CFW inlet valve W27V Open No.2 provision refrigeration unit CFW inlet valve
Open Main engine LO cooler CFW outlet valve W28V Open No.2 provision refrigeration unit CFW outlet valve
Open Main engine camshaft LO cooler CFW inlet valve W31V Open FW expansion tank connection valve W62V
Open Main engine camshaft LO cooler CFW outlet valve W32V Closed FW expansion tank drain valve W63V
Open Turbocharger LO cooler CFW inlet valve W49V
Open Turbocharger LO cooler CFW outlet valve W50V
Open Forward main engine air cooler CFW inlet valve
Open Forward main engine air cooler CFW outlet valve
Open Centre main engine air cooler CFW inlet valve
Open Centre main engine air cooler CFW outlet valve
Open Aft main engine air cooler CFW inlet valve

Illustration 2.5.3a Reefer Containers Fresh Water Cooling System
S77V
Reefer Cooling Fresh
Water Pumps 390m3/h
Expansion Tank S64V
(1.5m3) PS
CI PI
LAL
LS MC S61V
S78V No.1
S68V
S76V S65V
PS
CI No.2 PI S67V
S59V S58V
No.2 No.1
S62V Cooler for Cooler for
S50V Reefer Container S49V Reefer Container
Cooling System Cooling System
S66V S48V S47V

PS
CI No.3 PI
Steriliser S57V S56V
Chemical S63V
Flow Injection
Tank TC S70V S69V
Switch
P 20 litres
S75V
S79V S71V
S80V
S73V S72V
FW14 FW12 FW10 FW08 FW06 FW04 FW02 FW761 FW696

FW847
FW16
FW15 FW13 FW11 FW845 FW09 FW07 FW05 FW03 FW01 FW760 FW695
Stabiliser
System
Cooling
Key
Fresh Water
Sea Water
No.8 Cargo Hold No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold Air

2.5.3 REEFER CONTAINERS FRESH WATER COOLING Procedure for Operating the Reefer Fresh Water Cooling Position Description Valve
SYSTEM System Closed Chemical injection tank manual water filling valve S81V
a) Check that the reefer fresh water cooling expansion tank is at the Closed Chemical injection tank vent valve S82V
Refrigerated Container (Reefer) Fresh Water Cooling Pumps
correct level, top up as necessary. This is achieved by means of Closed Chemical injection tank drain valve S83V
Maker: Shinko the filling valve S77V from the domestic fresh water hydrophore
No. of sets: 3 Open Port fin stabiliser oil cooler inlet and outlet valves
system.
Type: Vertical centrifugal Open Starboard fin stabiliser oil cooler inlet and outlet valves
Model: SVS250M b) Check all instrumentation on the system and ensure that it is Open Reefer line supply and return valves as required.
operational and reads correctly.
Capacity: 390m3/h at 35mth
c) Check all line valves, particularly those outside the engine room f) At the pump selector screen in the control room select one of
Steriliser the reefer FW cooling pumps as the duty pump and the others
to ensure that all valves which are supposed to be shut are actually
Maker: Jowa A/B shut. as standby pumps. Start the duty pump.
No. of sets: 1
d) Supply sea water to reefer fresh water coolers, section 2.4.1. g) Check that water is circulating around the reefer FW cooling
Model: Jowa AG-S
system and that the correct temperature is being maintained.
Type: Silver ion
e) Set the system valves as in the following table:
Capacity: 1,500 litres/hour h) Start the steriliser unit and ensure that it is operating correctly
by taking water samples and having them analysed.
Introduction Open No.1 reefer CFW pump suction valve S61V i) Open the heater steam supply and drain valves and ensure that
the temperature control valve is operating for the cooler inlet
Container fresh water cooling is supplied by a separate fresh water circulation Open No.1 reefer CFW pump discharge valve S64V
and bypass as required.
system which has its own fresh water pumps, coolers, sea water pumps, Open No.2 reefer CFW pump suction valve S62V
expansion tank and steriliser unit. The expansion tank is supplied with make-
Open No.2 reefer CFW pump discharge valve S65V j) Open the supply and return valves at the reefer containers as
up water from the fresh water hydrophore system. The tank is provided with a
required and check their operation.
low level alarm and an overflow line. Open No.3 reefer CFW pump suction valve S63V
Open No.3 reefer CFW pump discharge valve S66V k) Check that the reefer cooling fresh water system is being maintained
The coolers are supplied with sea water by means of container sea water
at the correct temperature and that there are no water leaks.
cooling pumps (see section 2.4.1). The container fresh water cooling system Open No.1 reefer FW cooling cooler inlet valve S67V
operates on demand from the refrigerated container (reefer) system. The
Open No.1 reefer FW cooling cooler outlet valve S69V l) At daily intervals test the fresh water quality and inject treatment
container fresh water cooling preheater maintains a minimum temperature of
chemicals as required in order to maintain the desired water
2°C in the circulating water system on return from the reefer containers. This Open No.2 reefer FW cooling cooler inlet valve S68V
quality. The chemical injection tank water inlet and treatment
prevents the water freezing in the pipeline system.
Open No.2 reefer FW cooling cooler outlet valve S70V outlet valves S79V and S80V respectively must be opened
Operational Cooler bypass three-way control valve S71V when injecting water treatment chemicals.
A three-way temperature control valve located in the cooler return line
regulates the amount of container fresh cooling water passing though the Open Reefer FW cooling heater inlet valve S72V
coolers thereby regulating the temperature of the water being supplied to the
reefer containers. Open Reefer FW cooling heater outlet valve S73V
Open Steriliser inlet valve
The silver ion steriliser, located between the container cooling water supply and
return lines, operates automatically to maintain the water in a sterile condition. Open Steriliser outlet valve
A steriliser bypass line is fitted and this has a valve which is normally locked Closed Steriliser bypass valve (locked closed) S75V
in the closed position. A chemical injection dosing unit provides inhibitor
Open Reefer FW cooling expansion tank outlet valve S76V
chemical treatment to the reefer cooling water circulation system. The total
capacity of the reefer fresh water cooling system is 31.1m3. Closed Reefer FW cooling expansion tank drain valve S78V
Closed Chemical injection tank water filling valve S79V
The port and starboard fin stabiliser hydraulic oil coolers are circulated with
water from the refrigerated container fresh water cooling system. Closed Chemical injection tank outlet valve S80V

2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engines Fuel Oil Service System
2.6.3 Boiler Fuel Oil System
2.6.4 Engine Room Waste Oil and Drains System
Illustrations
2.6a Viscosity - Temperature Graph
2.6.1a Main Engine Fuel Oil Service System
2.6.2a Generator Engines Fuel Oil Service System
2.6.3a Boiler Fuel Oil Service System
2.6.4a Engine Room Waste Oil and Drains System
Part 1
System Description
Illustration 2.6a Viscosity - Temperature Graph
Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Bu
nk
10,000 er 10,000 10,000
Fu
e lO
il
5,000 5,000 5,000
2,000 2,000 2,000

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

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

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

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

Temperature °C

2.6 FUEL OIL AND DIESEL OIL SERVICE SYSTEMS fuel. A viscosity-temperature chart is provided so that the heating temperature The steam supply to both HFO heaters is controlled by a viscosity controller.
can be determined for any fuel of known viscosity. The viscosity controller All fuel oil pipework is trace heated by small bore steam pipes laid adjacent to
2.6.1 MAIN ENGINE FUEL OIL SERVICE SYSTEM monitors viscosity directly and adjusts the heating accordingly so there should the fuel oil pipe and encased in the same lagging.
be no need for the engineer to intervene. However, knowing what the heating
temperature should be allows the engineer to check the functioning of the Heated and filtered fuel oil is supplied to the main engine from one of the fuel
Fuel Oil Supply Pump viscosity controller and enables manual intervention, should the viscosity oil service tanks, it is possible to run the main engine on MDO should that be
Maker: IMO controller malfunction. necessary. A HFO to MDO changeover valve is located before the FO supply
Model: ACG045N6NTB0 pumps and this valve has suction connections to the HFO service tanks and
Heavy fuel oil is stored on board in eight HFO storage tanks. Fuel oil is the MDO service tank. Heavy fuel oil from the operating HFO service tank is
No. of sets: 2 transferred from the HFO storage tanks to the HFO settling tank by means supplied to one of two low pressure fuel oil feed pumps. The second pump will
Type: Screw of the HFO transfer pump and from there it is purified and discharged to the be on automatic standby and will start in the event of discharge pressure drop
Capacity: 13.3m3/h at 4.0kg/cm2 two HFO service tanks. The HFO transfer pump is available to transfer HFO or voltage failure of the running pump. A suction filter is located immediately
between the storage tanks (if necessary) in order to maintain the trim and before the low pressure FO feed pumps. A fuel flow meter is located at the
Fuel Circulating Pump stability of the vessel. outlet from the low pressure FO feed pumps and there is also a recirculation line
Maker: IMO which returns fuel to the pump suction. Each pump has a relief valve which also
Model: ACG060K6NTBP There are four centrifugal separators which are used to purify HFO and fill returns oil to the suction side of the pump should there be an obstruction in the
the HFO service tanks. Each separator has its own supply pump but cross outlet line. The low pressure FO pumps discharge at a pressure of 3.5kg/cm2
No. of sets: 2
connection valves allow pumps to be used with any separator. No.4 centrifugal and the relief valve back to the suction side of the pumps is set at 4.0kg/cm2.
Type: Screw separator may also be used for diesel oil and it is generally set up for diesel
Capacity: 26m3/h at 10kg/cm2 oil operation. The low pressure FO supply pumps discharge through the main engine FO
supply meter to the FO circulation pump suction. There is also a connection
Diesel Oil Service Pump (Electrically powered) At least one of the HFO purifiers will be running at all times, with the to the FO circulation pump suction line from the FO return pipe. This pipe
Maker: IMO throughput balanced to match the fuel consumption of the main engine. In an receives return FO from the main and generator engines and FO drains from
Model: ACE032N3NVBP4EQ101 emergency the main engine can be changed over to diesel oil operation. The the main engine. A valve connects the return FO line to the FO return pipe: an
four diesel generator engines normally operate on HFO, the supply being taken automatic relief valve, set at 4.5kg/cm2, releases excess pressure in the return
No. of sets: 2
from the main engine fuel supply line after the FO circulating pumps, heater pipe to No.1 HFO service tank.
Type: Screw and automatic backflush filter. Flow meters in the diesel generator engine fuel
Capacity: 4.8m3/h at 7.0kg/cm2 supply and return lines enable the fuel consumption of the diesel generator Heavy fuel oil is drawn from the FO return pipe and the FO supply pump
engines to be determined. A flow meter in the main HFO line after the FO discharge by one of two main engine high pressure FO circulating pumps.
Emergency Diesel Oil Pump (Pneumatically powered)
supply pumps enables the total engine HFO consumption to be calculated. The second pump will be on automatic standby and will start in the event
No. of sets: 1 of discharge pressure drop or voltage failure of the running pump. The fuel
Type: Screw The boiler HFO supply is taken from the service tanks and supplied to the oil circulating pumps discharge through one of a pair of main engine fuel oil
Capacity: 1.26m3/h at 6.0kg/cm2 burner unit via the boiler FO boost pumps and a heater. The boiler may also heaters where the oil is heated to a temperature corresponding to a viscosity of
burn MDO from the MDO service tank and waste sludge oil from the waste oil 12cSt using steam at a pressure of 6.0kg/cm2. A viscosity controller is located
Fuel Oil Heater tank. The boiler pilot burner operates on diesel oil. in the fuel line after the heaters and is used to regulate the steam supply to the
heaters in order to maintain the correct fuel viscosity. The viscosity measuring
Maker: Dong Hwa
Outlet valves from all fuel tanks are of the remote quick-closing type with a device can be bypassed if necessary.
No. of sets: 2 collapsible bridge which can be operated from the fire control station. After
Type: Shell and tube being tripped from the fire control station the valves must be reset locally. Each The heated FO then passes through a final filter to the main engine fuel rail
Model: 700CZ-2 tank is also fitted with a self-closing test cock to test for the presence of water and from there flows into the suction side of the main engine high pressure
and to drain any water present. fuel oil injection pumps. A relief or dumper valve regulates the pressure at the
main engine rail, diverting excess oil to the HFO outlet line from the engine
Introduction Tundishes under the self-closing test cock drain any test liquid to the fuel oil and hence to the FO return pipe.
drain tank. All tanks and heaters are supplied with steam at 6.0kg/cm2 from
The main and diesel generator engines are intended to burn HFO at all times. the ship’s steam supply, with condensate flowing to the dump condenser/drains A bypass valve, which is manually controlled allows the main engine fuel
Such fuel normally has a viscosity of up to 700cSt at 50°C and this is too cooler and then the observation tank, which is located with the feed filter tank system to be bypassed and is used when warming through the system. The
high for effective atomisation and combustion. A viscosity at the fuel injectors and is fitted with an oil detection unit. bypass line is fitted with a pressure relief valve set to operate at 10kg/cm2.
of between 13 and 17cSt is needed for effective engine operation and so the The high pressure FO injection lines on the engine, between the fuel injection
fuel must be heated before it is delivered to the fuel injection pumps. The pumps and the injectors, are sheathed and any leakage from the annular spaces
temperature to which it is heated depends upon the initial viscosity of the formed by the sheathing is led to the oily bilge dirty tank.

Illustration 2.6.1a Main Engine Fuel Oil Service System
Set 4.5kg/cm2
130V
From Generator Engine
Fuel Oil System 200V 197V
184V
Marine Diesel Oil No.1 No.2

Service Tank Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
128V
Fuel Oil
Return Pipe
146V
PIAL TIAHL Set 10kg/cm2
Set 7-8kg/cm2
MC MC 148V
PX TX 103V 122V 101V 115V
To Boiler
To Generator Engine MS Fuel Oil
145V Marine Diesel Oil 203V 102V System
LAH 147V Service Pump
MC 191V 104V
To Generator Engine To Boiler
LS Emergency Marine Fuel Oil
Diesel Oil Pump 143V CI PI
System
Fuel Leakage To Boiler Marine
Alarm Unit Diesel Oil Tank 207V
108V
106V PS TI
No.1
112V
CI PI
To
Oily Bilge
Tank 107V
135V 105V
DPAH
PI No.2
DPI MC
Fuel Oil Supply Pumps
DPS No.1 Fuel Oil (13.3m3/h) 113V
Key T41V Heater
Viscotherm
Fuel Oil TI TI PC
110V 114V
Marine Diesel Oil Set 4kg/cm2
127V 125V 124V 121V
Steam 109V
Steam Tracing
126V
Instrumentation
183V PI CI
Air
Valves prefixed F unless 123V
Set 120V
otherwise stated Fuel Oil Auto Back
PC 8kg/cm2 140V TI PI TI PS 119V
Flushing Filter 117V
No.1
Steam No.2 Fuel Oil
T38V T39V T42V Heater
PI CI
136V
137V 141V T40V
118V 116V
TI No.2
Fuel Oil Circulation Pumps
138V (26.2m3/h)
To Oily Bilge Tank

The generator engines HFO supply is taken from the main HFO system after d) Ensure that all instrumentation valves are open and that all Position Description Valve
the viscosity monitoring device and the FO return line from the generator instruments and gauges are reading correctly.
Set Auto backflush filter valves
engines joins the main HFO return system between the main engine outlet and
the FO return pipe. e) Set up the valves as in the following table: Open Main engine fuel inlet valve F145V
Open Main engine fuel outlet valve F146V
CAUTION (Note: It is assumed that No.1 HFO service tank is to be used and overflow
Care must always be exercised when dealing with fuel oil and the oil will pass to this tank.) Open Main engine fuel bypass valve F147V
overheating of HFO and DO in the service tanks and the fuel system must Operational Main engine fuel bypass pressure controlled valve F148V
be avoided. Position Description Valve
Open Return pipe overflow valve F184V
Open No.1 HFO service tank quick-closing suction valve F101V
Open FO return pipe overflow valve to the No.1
Procedure for Preparing the Main Engine Fuel Oil Service Closed No.2 HFO service tank quick-closing suction valve F122V FO service tank F197V
System for Operation
Open MDO service tank quick-closing suction valve F103V Closed FO return pipe overflow valve to the No.2
It should be remembered that the main engine and the generator engines Open MDO line non-return cross connection valve F191V FO service tank F200V
normally operate on HFO at all times and they use the same HFO system. A
change to MDO can be made for reasons given below and either the entire fuel Closed Cross connection valve from HFO settling tank F102V The main engine is supplied with MDO from the MDO service tank via tank
system or the generator engine fuel system is changed to MDO operation for Closed Line valve from HFO service tanks F104V quick-closing valve F103V and cross connection non-return valve F191V.
normal use. It is possible to change just one generator engine to MDO operation
Open No.1 FO supply pump suction valve F106V f) Check that there is sufficient HFO in the No.1 HFO service
and this would be done prior to shutting down for major maintenance. Two
generator engine MDO service pumps are provided to flush MDO through a Open No.1 FO supply pump discharge valve F108V tank and that the fuel in the tank has been heated to the correct
generator engine’s fuel system; there are separate HFO and MDO supply and temperature.
Open No.2 FO supply pump suction valve F105V
return lines for all generator engines. In addition to the two electrically driven
generator engine MDO service pumps there is an emergency pneumatically Open No.2 FO supply pump discharge valve F107V g) Select and start the duty FO supply pump and the duty high
powered MDO service pump; the pneumatically powered pump provides for a Operational FO supply pump pressure relief valve back to suction F109V pressure FO circulating pump.
MDO supply to the generator engines in the event of an electrical blackout.
Open Flow meter inlet valve F112V h) Start and run the main engine on MDO and ensure that it
The following procedure illustrates starting from cold, with the entire fuel Open Flow meter outlet valve F113V operates correctly. When the time has come to change over to
system charged with MDO and in a shut down condition. This will only HFO operation and the engine is operating steadily at below
occur during drydocking when shore power is used and the generator engines Closed Flow meter bypass valve F114V 75% MCR, proceed as follows.
would be operating on MDO and would need to be changed to HFO operation. Open FO return pipe auto vent valve F128V
The engine is to start on MDO and be changed over to HFO operation when i) Open the trace steam valves to the engine HFO lines and the
Operational FO return pipe vent valve to No.1 HFO service tank F130V
running. Changing to HFO operation should take place when the engine is drain valves from those lines.
operating below 75% of MCR and this should be maintained until the fuel Open No.1 FO circulating pump inlet valve F117V
temperature has stabilised at the correct value. Open No.1 FO circulating pump outlet valve F119V j) Check that the trace heating lines are warm and that the HFO in
the operational service tank is up to temperature.
(Note: The engine is designed to run and manoeuvre on HFO and the change Open No.1 FO circulating pump inlet valve F116V
to MDO operation should only be made if the fuel system is to be Open No.2 FO circulating pump outlet valve F118V k) Open the HFO service tank line supply valve F104V so that suction
flushed through for maintenance work, or when the plant is to be is taken from the HFO service tanks (No.1 HFO service tank).
switched off for prolonged periods or for environmental reasons.) Open No.1 FO heater inlet valve F121V Close the cross connection non-return valve F191V, heated
Open No.1 FO heater outlet valve F124V HFO will be drawn from the No.1 HFO service tank and will flow
a) Put the HFO purifier in use, filling the service tanks from the through the system. It will be mixed with returning DO flowing
Open No.2 FO heater inlet valve F120V
storage tank, refer to section 2.7.2. Ensure that the MDO tank back to the return pipe and the viscosity controller will monitor the
has sufficient fuel for operating the main engine. Open No.2 FO heater outlet valve F123V mixture and adjust the steam supply to the heater in order to obtain
Open Viscosity transducer inlet valve F125V the correct viscosity.
b) Ensure that the filters are clean.
Open Viscosity transducer outlet valve F127V l) Monitor the engine operation for any abnormal conditions. The
c) Ensure that the HFO tank is heated to the desired temperature Closed Viscosity transducer bypass valve F126V engine conditions will fluctuate slightly during the transition
and that trace heating steam is available at the HFO lines. A phase from MDO to HFO operation and exhaust temperatures
steam supply must be available for tank and trace heating. Open Release valve back to pump suction (locked) F135V and speed will vary slightly.

Illustration 2.6.1a Main Engine Fuel Oil Service System
Set 4.5kg/cm2
130V
From Generator Engine
Fuel Oil System 200V 197V
184V
Marine Diesel Oil No.1 No.2

Service Tank Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
128V
Fuel Oil
Return Pipe
146V
PIAL TIAHL Set 10kg/cm2
Set 7-8kg/cm2
MC MC 148V
PX TX 103V 122V 101V 115V
To Boiler
To Generator Engine MS Fuel Oil
145V Marine Diesel Oil 203V 102V System
LAH 147V Service Pump
MC 191V 104V
To Generator Engine To Boiler
LS Emergency Marine Fuel Oil
Diesel Oil Pump 143V CI PI
System
Fuel Leakage To Boiler Marine
Alarm Unit Diesel Oil Tank 207V
108V
106V PS TI
No.1
112V
CI PI
To
Oily Bilge
Tank 107V
135V 105V
DPAH
PI No.2
DPI MC
Fuel Oil Supply Pumps
DPS No.1 Fuel Oil (13.3m3/h) 113V
Key T41V Heater
Viscotherm
Fuel Oil TI TI PC
110V 114V
Marine Diesel Oil Set 4kg/cm2
127V 125V 124V 121V
Steam 109V
Steam Tracing
126V
Instrumentation
183V PI CI
Air
Valves prefixed F unless 123V
Set 120V
otherwise stated Fuel Oil Auto Back
PC 8kg/cm2 140V TI PI TI PS 119V
Flushing Filter 117V
No.1
Steam No.2 Fuel Oil
T38V T39V T42V Heater
PI CI
136V
137V 141V T40V
118V 116V
TI No.2
Fuel Oil Circulation Pumps
138V (26.2m3/h)
To Oily Bilge Tank

m) Gradually all MDO in the return line and venting tank will be a) Check that there is sufficient MDO in the MDO service tank, if to MDO during engine standstill, the HFO in the fuel lines must be replaced
used and the engine will be operating on HFO with the viscosity necessary fill the MDO service tank via the purifier system. by MDO and the HFO is forced back to the operating HFO service tank as it
controller maintaining the correct fuel viscosity. is replaced by MDO.
b) Reduce the engine load to 50% of MCR load.
n) When the engine is running under stable conditions on HFO, the The procedure described below assumes that the fuel system is still circulated
load may be increased above 75% MCR to the desired value. c) Open the sludge cock on the MDO service tank in order to with hot HFO.
remove any water from the tank.
o) The outlet quick-closing valve F103V from the MDO service a) Shut off the steam supply to the FO heaters.
tank should be left open as MDO is supplied to the boiler d) Open the MDO service tank quick-closing valve F103V. This
ignition burner and to the generator engines in the event of a valve will normally be left open to supply MDO to the boiler b) Shut off the trace heating steam.
blackout. burner ignition system.
c) Sludge the MDO tank to remove any water.
p) The main engine is now operating on HFO. e) Shut off the steam supply to the FO heaters and the trace heating
lines. Regarding temperature levels before changeover, see ‘Changeover from Heavy
(Note: The vent valve F184V at the top of the return pipe must be open at all Fuel to Diesel Oil during Running’.
times together with the inlet valve to the operating HFO service tank, f) When the temperature of the HFO in the FO heater has dropped
F197V for No.1 tank or F200V for No.2 tank.) to about 25ºC above the temperature in the MDO service tank, d) Open the MDO service tank quick-closing outlet valve F103V.
but not below 75ºC, open the MDO cross connection valve This valve will normally be left open to supply DO to the boiler
CAUTION F191V and close the HFO line valve F104V in order to supply burner ignition system.
Trace heating should not be applied to sections of pipeline isolated by any MDO to the engine and shut off HFO.
closed valves on the FO side as damage could occur due to the expansion e) Open the MDO supply cross connection valve F191V to supply
of the contents. g) Close the operating HFO service tank quick-closing valve, MDO and close the HFO line supply valve F104V to shut off
either valve F101V for No.1 tank, or valve F122V for No.2 HFO.
As the main engine and the generator engines take fuel from the same heater tank unless HFO is to be supplied to the boiler.
and circulating module, changing from HFO to MDO or vice versa will cause f) Close the operating HFO service tank quick-closing valve,
both engine systems to operate on the same fuel. The main engine and generator h) Diesel oil is now fed to the FO supply pumps and as the HFO is either valve F101V for No.1 tank, or valve F122V for No.2
engines are designed to run on HFO at all times. However, changeover to gradually used by the engine MDO will fill the fuel lines. tank unless HFO is to be supplied to the boiler.
MDO can become necessary if, for instance, the engine in question is expected
to have a prolonged inactive period due to major repairs of the fuel oil system (Note: If, after the changeover, the temperature at the heater suddenly drops g) Ensure that there is sufficient ullage in the No.1 HFO service
etc, or a drydocking resulting in a prolonged stoppage of the main engine. considerably, the transition must be moderated by supplying a small tank to accommodate the oil displaced from the fuel system.
Additionally, environmental legislation may require the use of low sulphur amount of steam to the heater, which now contains diesel oil.)
fuels. If there is a need to change the main and generator engines to MDO for h) The FO supply pump and FO circulating pump will pump MDO
environmental or other reasons, the entire fuel system may be charged with (Note: The generator engines will be changed to MDO operation at the into the fuel system and displace HFO.
MDO as explained below. same time as the main engine and the operation of the generator
engines must also be monitored during this changeover period. In i) When the HFO is replaced by MDO, close the automatic vent
order to prevent a number of problems occurring at the same time valve to the return pipe.
Procedure for Changing the Entire Fuel System to Diesel Oil
it is preferable to change the generator engines to MDO operation
Operation from Heavy Fuel Oil Operation whilst the Engine separately: see section 2.6.2.) j) When the system is filled with DO stop the viscosity controller.
is Running It is a matter of judgement when the system is filled with MDO
but the fuel pipe temperature will fall when MDO is flowing.
A changeover can be performed at any time during engine running but is Procedure for Changing the Entire Fuel System from Heavy
more usually carried out just prior to arrival in port. To protect the injection Fuel Oil Supply to Diesel Oil Supply during Standstill k) When convenient, the FO supply and circulating pumps may be
equipment against rapid temperature changes, which may cause sticking/ stopped.
scuffing of the fuel valves and of the fuel pump plungers and suction valves, Ideally the change to MDO should be undertaken whilst the main engine is
the changeover is carried out as follows (manually): running but under some circumstances it may be necessary to flush the fuel
system with DO whilst the engine is stopped. It should be remembered that the
This procedure puts the entire fuel system on MDO operation and so the main engine is normally manoeuvred on HFO and HFO will remain in the fuel
generator engines will also be operating on MDO. system whilst the engine is stopped under normal circumstance. Heavy fuel
oil is recirculated from the engine fuel manifold outlet back to the FO return
from where the FO circulating pump takes suction. When changing from HFO

Illustration 2.6.2a Generator Engines Fuel Oil Service System
Set 4.5kg/cm2
F152V F130V
TI
F200V F197V
F159V F160V
Set Generator Engine
5kg/cm2 Marine Diesel Oil PI CI
Service Pumps Marine Diesel Oil No.1 No.2
(4.8m3/h) F184V Service Tank Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
Set Settling Tank
7kg/cm2 Service Tank Service Tank
PS F128V
F209V PI No.1 CI
Set From Main Engine

6kg/cm2 DPS Fuel Oil
PIAL F103V F122V F101V F115V
TE MC
No.2 F203V MS
F179V Fuel Oil
PX
F176V F102V
Return Pipe
F191V F104V
PI CI
To Boiler
F158V Fuel Oil To Boiler Fuel Oil
F155V F143V CI PI System
To Marine System
No.1 Generator Engine F108V
Generator Engine Emergency Diesel Oil
S Tank F207V F106V
Marine Diesel Oil Pump
144V (1.26m3/h) Air
To Main Engine No.1 PS
DPS Fuel Oil
PIAL F112V
F136V
TE MC
F178V CI PI
PX TI
F175V F107V
F137V F183V F105V
F135V
DPAH
F157V PI No.2
F154V PC 140V DPI MC
No.2 Generator Engine Fuel Oil Supply Pumps
Set DPS No.1 Fuel Oil (13.3m3/h) F113V
8kg/cm2 T41V Heater
F168V
TI TI PC
Viscotherm F114V
DPS F110V
PIAL F Set 4kg/cm2
TE MC 124V F121V
F177V F127V F125V 109V
PX
F174V F138V F141V
TI
F126V
F156V Air
F153V PI CI
No.3 Generator Engine F120V F119V
Fuel Oil Auto Back F123V
Flushing Filter F117V
142V To Oily Bilge TI PI TI PS
Tank (Dirty) No.1
DPS Steam No.2 Fuel Oil
PIAL Key T38V T39V T42V Heater
TE MC
F151V PI CI
PX Fuel Oil F118V
F149V T40V
Marine Diesel Oil F116V
F133V Steam No.2

F132V
No.4 Generator Engine Fuel Oil Circulation Pumps
Steam Tracing (26.2m3/h)
F131V Instrumentation
To Oily Bilge Tank

2.6.2 GENERATOR ENGINE FUEL OIL SERVICE SYSTEM Position Description Valve (Note: When a generator engine is shut down, hot HFO will be circulated
Open Generator engine fuel manifold pressure through the fuel system by the high pressure FO circulating pump and
Introduction the fuel system will remain ready for an engine restart.)
relief valve inlet valve F209V
The four generator engines are designed to run on HFO at all times but they Operational Generator engine fuel manifold pressure relief valve If any work is to be carried out on the fuel system of the generator engine the
may operate on MDO should that become necessary. Fuel lines are flushed fuel system may be flushed through with DO.
with MDO when the engine is shut down for prolonged periods.
Open No.1 generator engine HFO supply valve F155V
The generator MDO service pump suction and discharge valves, and the
Heavy fuel oil is supplied to the generator engine from the main fuel supply Throttled No.1 generator cross connection valve F144V generator engine emergency MDO pump, must be open, together with the
line after the viscosity transducer of the HFO booster module. Fuel supply MDO service tank outlet valve F103V, in order to ensure that the generator
lines to the generator engines are fitted with trace steam heating. A pressure Open No.1 generator engine HFO outlet valve F158V
engines will be able to operate on MDO should that be necessary. The air
regulating valve is located in the supply line to the generator engines and this is Open No.1 generator engine DO supply valve F176V supply valve F206V to the generator engine emergency MDO pump must be
adjusted to 8.0kg/cm2. Fuel oil flowing from the main FO line passes through a open at all times and an air supply available.
Closed No.1 generator engine DO outlet valve F179V
flow meter to the generator engine supply manifold and then to the individual
generator engines via supply valves. Immediately before the individual engine
supply valve there is a cross connection valve to the return fuel line and in the Open No.2 generator engine HFO supply valve F154V Procedure for Flushing an Generator Engine Fuel System with
cross connection line there is an orifice. The cross connection valve should be
Throttled No.2 generator cross connection valve F168V Diesel Oil when the Engine is Stopped
adjusted to ensure the correct fuel supply pressure to the generator engine.
Open No.2 generator engine HFO outlet valve F157V a) Ensure that the engine is shut down and the starting system is
The generator engine return fuel line takes return FO back to the FO return Open No.2 generator engine DO supply valve F175V disabled.
pipe via a flow meter.
Closed No.2 generator engine DO outlet valve F178V b) Ensure that there is sufficient MDO in the MDO service tank.
There are supply and return connections to the generator engines from the
generator engine MDO service pumps for flushing and operation in an Open No.3 generator engine HFO supply valve F153V c) For the generator engine concerned set the valves as follows:
emergency on MDO.
Throttled No.3 generator cross connection valve F142V
The high pressure fuel injection lines on the engine are sheathed and any Open No.3 generator engine HFO outlet valve F142V
leakage from the annular spaces formed by the sheathing is led to the fuel oil Closed No.1 generator engine HFO supply valve F155V
overflow tank. Open No.3 generator engine DO supply valve F174V
Open No.1 generator engine HFO outlet valve F158V
Open No.1 generator engine DO supply valve F176V
Procedure for the Operation of the Generator Engine Fuel Oil
Open No.4 generator engine HFO supply valve F132V Closed No.1 generator engine DO outlet valve F179V
Service System
Throttled No.4 generator cross connection valve F131V Closed No.2 generator engine HFO supply valve F154V
a) Operate the HFO system for the main engine as above. Open No.2 generator engine HFO outlet valve F157V
b) Ensure that all instrumentation valves are open and check that Open No.4 generator engine DO supply valve F149V Open No.2 generator engine DO supply valve F175V
all instrumentation is reading correctly. Closed No.2 generator engine DO outlet valve F178V
c) Ensure the filters are clean. Closed No.3 generator engine HFO supply valve F153V
Open Return fuel flow meter inlet valve F159V Open No.3 generator engine HFO outlet valve F156V
d) Set the valves as in the following table.
Open Return fuel flow meter outlet valve F160V Open No.3 generator engine DO supply valve F174V
Position Description Valve Closed Return fuel flow meter bypass valve F162V Closed No.3 generator engine DO outlet valve F177V
Operational Generator engine fuel pressure regulating valve F140V Closed No.4 generator engine HFO supply valve F132V
e) The generator engines will operate on HFO which comes from
Open Generator engine fuel flow meter inlet valve F136V the main fuel system, the viscosity being regulated by the Open No.4 generator engine HFO outlet valve F133V
viscosity controller and the heaters raising the temperature. Open No.4 generator engine DO supply valve F149V
Open Generator engine fuel flow meter outlet valve F137V
Closed Generator engine fuel flow meter bypass valve F138V Closed No.4 generator engine DO outlet valve F151V

Illustration 2.6.2a Generator Engines Fuel Oil Service System
Set 4.5kg/cm2
F152V F130V
TI
F200V F197V
F159V F160V
Set Generator Engine
5kg/cm2 Marine Diesel Oil PI CI
Service Pumps Marine Diesel Oil No.1 No.2
(4.8m3/h) F184V Service Tank Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
Set Settling Tank
7kg/cm2 Service Tank Service Tank
PS F128V
F209V PI No.1 CI
Set From Main Engine

6kg/cm2 DPS Fuel Oil
PIAL F103V F122V F101V F115V
TE MC
No.2 F203V MS
F179V Fuel Oil
PX
F176V F102V
Return Pipe
F191V F104V
PI CI
To Boiler
F158V Fuel Oil To Boiler Fuel Oil
F155V F143V CI PI System
To Marine System
No.1 Generator Engine F108V
Generator Engine Emergency Diesel Oil
S Tank F207V F106V
Marine Diesel Oil Pump
144V (1.26m3/h) Air
To Main Engine No.1 PS
DPS Fuel Oil
PIAL F112V
F136V
TE MC
F178V CI PI
PX TI
F175V F107V
F137V F183V F105V
F135V
DPAH
F157V PI No.2
F154V PC 140V DPI MC
No.2 Generator Engine Fuel Oil Supply Pumps
Set DPS No.1 Fuel Oil (13.3m3/h) F113V
8kg/cm2 T41V Heater
F168V
TI TI PC
Viscotherm F114V
DPS F110V
PIAL F Set 4kg/cm2
TE MC 124V F121V
F177V F127V F125V 109V
PX
F174V F138V F141V
TI
F126V
F156V Air
F153V PI CI
No.3 Generator Engine F120V F119V
Fuel Oil Auto Back F123V
Flushing Filter F117V
142V To Oily Bilge TI PI TI PS
Tank (Dirty) No.1
DPS Steam No.2 Fuel Oil
PIAL Key T38V T39V T42V Heater
TE MC
F151V PI CI
PX Fuel Oil F118V
F149V T40V
Marine Diesel Oil F116V
F133V Steam No.2

F132V
No.4 Generator Engine Fuel Oil Circulation Pumps
Steam Tracing (26.2m3/h)
F131V Instrumentation
To Oily Bilge Tank

d) Open the MDO service tank outlet quick-closing valve F103V. Open No.2 generator engine HFO supply valve F154V
e) Open the generator engine MDO service pump suction valves
and discharge valves; these pump valves, together with those of Open No.2 generator engine HFO outlet valve F157V
the generator engine emergency MDO pump, should normally Open No.2 generator engine DO supply valve F175V
be left open.
f) Shut off tracing steam to the fuel system of the generator engine
concerned.
g) Start the selected MDO service pump and supply MDO to the Throttled No.3 generator cross connection valve F142V
fuel system of the generator engine concerned. HFO will be
forced out of the system and replaced by MDO. The HFO will
flow back to the FO return pipe. Open No.3 generator engine DO supply valve F174V
h) When the HFO has been replaced by MDO in the engine system
open the MDO outlet valve for the generator engine concerned
and close the HFO outlet valve for that engine. Open No.4 generator engine HFO supply valve F132V
i) When the fuel system of the generator engine concerned is Throttled No.4 generator cross connection valve F131V
charged with MDO stop the MDO service pump. Open No.4 generator engine HFO outlet valve F133V
The generator engine fuel oil system is now charged with MDO.
j) The engine may be run on MDO if the MDO service pump is
kept operating in order to supply MDO to the generator engine
d) Heated HFO will circulate through the generator engine fuel oil
concerned.
system and displace the MDO in the system. This MDO will
Before starting the engine the fuel system may be refilled with heated HFO. flow to the FO return pipe and will mix with the HFO already
in the system. The viscosity controller will regulate the heater
to avoid the fuel overheating.
Procedure for Flushing the Generator Engine Fuel System
with Heated Heavy Fuel Oil for Starting (Note: Although the system described above allows MDO to flow into the
HFO circulation system, the amount is very small compared with the
a) Ensure that heated HFO is circulating in the main fuel system. quantity of HFO circulating and is soon removed by the operating
main engine and the other operating generator engines.)
b) Ensure that the generator engine concerned is disabled and
cannot be started accidentally.
c) For the generator engine concerned set the valves as follows:


Illustration 2.6.3a Boiler Fuel Oil Service System From Waste Oil Separator
From Sludge Pump
From Set 4.5kg/cm2
Generator Engines
172V
173V
LAH
MC
180V 165V DPI
LS Waste Oil
Marine Diesel Oil No.1 No.2 Service Tank LAL 181V
Heavy Fuel Oil
Service Tank Heavy Fuel Oil Heavy Fuel Oil (11.5m3) MC
PI PS
Service Tank Service Tank Settling Tank To Waste Oil
LS PI TI TC TS
Supply Pump 163V
202V
Waste Oil Burning 225V
199V Pumps
Fuel Oil (0.95m3/h) 166V Waste Oil
103V 122V 101V 115V Return Pipe 212V Heater
MS 161V 162V
203V 102V Waste Oil Grinding Pump
To 195V (25.9m3/h) 164V
To 191V 104V 201V Sludge
Generator
Pump
Engines
Service 143V 182V
Pump 207V
PI
Boiler To Fuel Oil
Marine Supply Pumps
189V 190V
Diesel Oil 7kg/cm2 Air S S
Pilot Pump Unit (61 litres/h)
Tank
S S
(0.4m3)
171V S
7kg/cm2 Air
To 208V 170V 169V

Boiler
Oily Bilge
Tank 185V
PI PI PIAL TIAH
MC MC
S S
186V PX TX TS PS PI TI TS
134V Throttle M
Boiler DO Pump Unit
Valve
(1044 litres/h)
To Oily Bilge
Tank
CI PI PS
PI Key
No.1 PS
To Sootblower Fuel Oil
PS TI PI TI TC TS
Boiler Fuel Oil Booster Pumps and Inspection Hole
(1044 litres/h) Marine Diesel Oil
Boiler Fuel Oil 224V 198V
CI PI Heater Sludge
Steam
No.2
Steam Tracing
Instrumentation
To Oily Bilge Tank To Oily Bilge Tank

2.6.3 BOILER FUEL OIL SYSTEM All heavy and waste fuel oil pipework is trace heated by small bore steam pipes e) Heavy fuel oil can be taken from the No.1 or No.2 HFO service
laid adjacent to the fuel oil pipe and encased in the same insulation. tank. The description below assumes that No.1 HFO service
Boiler Fuel Oil Boost Pump tank is used.
The boiler FO booster pumps take suction from the HFO service tanks via
No. of sets: 2 a flow meter. A pressure control relief valve is located after the heater and f) Set up the valves as in the following table:
Type: Screw maintains pressure in the fuel supply line at the correct value; the waste oil (Valves without numbers are part of the boiler fuel oil supply
Capacity: 1,044 litres/hour at 4.0kg/cm2 system has its own separate pressure control relief valve. Each pressure relief unit which is fitted in the ship as a complete item).
valve is isolated by means of an inlet valve and the relief valve for the HFO
Fuel Oil Heater system vents back to the boiler FO return pipe and for the waste oil system
back to the waste oil service tank. Position Description Valve
No. of sets: 1
Open No.1 tank quick-closing suction valve F101V
Boiler Marine Diesel Oil Pump A discharge pressure switch activates the pump changeover in the event of low
pressure indicating FO burner pump failure. Closed No.2 HFO tank quick-closing suction valve F122V
No. of sets: 1
Open Line valves set for taking
Type: Screw The boiler is able to burn waste oil from the waste oil service tank as described fuel from the HFO service tanks F102V, F201V
Capacity: 1,044 litres/hour at 4.0kg/cm2 in section 2.6.4. Changeover between the HFO and waste oil system is by
Open Boiler FO flow meter inlet valve F169V
shutting down the HFO system and starting the waste oil system, or vice
Boiler Marine Diesel Oil Pilot Pump versa. Open Boiler FO flow meter outlet valve F170V
No. of sets: 1 Closed Boiler FO flow meter bypass valve F171V
Type: Gear A system of linked three-way valves ensures that when the burner is operating
on HFO the return flow, when the burner is stopped or shut in, is always to the Open Boiler FO return pipe vent valve F180V
Capacity: 61 litres/hour at 7.0kg/cm2
HFO. Small throttle valves in the HFO and waste oil lines to the three-way Open No.1 FO boost pump suction valve
changeover valve is opened when burning waste oil and this ensures a return
flow back to the pump suction thus maintaining system temperature and flow. Open No.1 FO boost pump discharge valve
Introduction
When warming through the system or with the burner shut off HFO bypasses Open No.2 FO boost pump suction valve
Fuel oil for the boiler is taken from the two HFO service tanks or the waste the burner and flows to the return pipe.
Open No.2 FO boost pump discharge valve
oil service tank; the boiler may also be operated on MDO when flashing up
from cold. MDO for the pilot burner is taken from the boiler MDO tank or the The boiler has a DO pilot burner pump which takes suction from the DO service Open FO heater outlet valve F224V
MDO service tank. tank, via the pump suction filter, and supplies DO to the pilot burner. The pilot
Open HFO pressure regulating valve inlet valve F198V
burner supply solenoid valve is controlled by the automatic combustion control
Diesel oil is used in the pilot burner which provides ignition for the fuel oil system. Operational HFO pressure regulating valve
supplied through the main burner. Open Boiler MDO tank outlet valve F208V
The boiler burner is of the rotary cup type and so no atomising steam or air is
Heavy fuel oil is supplied to the boiler by means of two boiler FO boost required. Open MDO line valve to boiler system F182V
pumps. One pump will be operating and the other on standby and set to Open Boiler MDO pump suction valve F134V
operate automatically should the duty pump fail; pumps are selected on the Procedure for the Operation of the Boiler Fuel Oil Service Open Boiler MDO pump discharge valve F185V
pump selector screen at the graphic operator workstation in the ECR. Heavy System from Cold
fuel oil is heated before being supplied to the boiler burner and this is achieved Open Boiler MDO pump recirculation valve F186V
at the boiler FO heater located after the FO service pumps. a) Check the levels of oil in the HFO service tanks and the DO Open DO ignition pump suction valve F189V
service tank and replenish as necessary.
MDO is supplied to the boiler burner my means of one boiler DO pump. The Open DO ignition pump discharge valve F190V
pump has a relief valve from the discharge back to the pump suction. b) Check that all of the filters are clean. Operational Pilot burner inlet solenoid valve (ACC system)
Waste oil is supplied to the boiler by one of two waste oil burning pumps Operational Main burner primary inlet solenoid valve (ACC system)
c) Ensure that all instrumentation valves are open and that the
from the waste oil service tank. The waste oil is heated in the waste oil heater instruments are reading correctly. Operational Main burner secondary inlet solenoid valve (ACC system)
before being supplied to the boiler burner. A waste oil grinding pump is used
to circulate the contents of the waste oil tank and ensure effective mixing and d) Ensure that the control system is functioning and that there is g) Set the linked three-way valve system for the burner so that
an even temperature. power at the combustion control system and the HFO heater. MDO is supplied to the burner unit.

Illustration 2.6.3a Boiler Fuel Oil Service System From Waste Oil Separator
From Sludge Pump
From Set 4.5kg/cm2
Generator Engines
172V
173V
LAH
MC
180V 165V DPI
LS Waste Oil
Marine Diesel Oil No.1 No.2 Service Tank LAL 181V
Heavy Fuel Oil
Service Tank Heavy Fuel Oil Heavy Fuel Oil (11.5m3) MC
PI PS
Service Tank Service Tank Settling Tank To Waste Oil
LS PI TI TC TS
Supply Pump 163V
202V
Waste Oil Burning 225V
199V Pumps
Fuel Oil (0.95m3/h) 166V Waste Oil
103V 122V 101V 115V Return Pipe 212V Heater
MS 161V 162V
203V 102V Waste Oil Grinding Pump
To 195V (25.9m3/h) 164V
To 191V 104V 201V Sludge
Generator
Pump
Engines
Service 143V 182V
Pump 207V
PI
Boiler To Fuel Oil
Marine Supply Pumps
189V 190V
Diesel Oil 7kg/cm2 Air S S
Pilot Pump Unit (61 litres/h)
Tank
S S
(0.4m3)
171V S
7kg/cm2 Air
To 208V 170V 169V

Boiler
Oily Bilge
Tank 185V
PI PI PIAL TIAH
MC MC
S S
186V PX TX TS PS PI TI TS
134V Throttle M
Boiler DO Pump Unit
Valve
(1044 litres/h)
To Oily Bilge
Tank
CI PI PS
PI Key
No.1 PS
To Sootblower Fuel Oil
PS TI PI TI TC TS
Boiler Fuel Oil Booster Pumps and Inspection Hole
(1044 litres/h) Marine Diesel Oil
Boiler Fuel Oil 224V 198V
CI PI Heater Sludge
Steam
No.2
Steam Tracing
Instrumentation
To Oily Bilge Tank To Oily Bilge Tank

h) Supply electrical power to the boiler burner unit control system The boiler is designed to operate and remain on standby using HFO.
and ensure that the rotary cup is turning. Changeover to MDO is only necessary when maintenance is required and for
long periods of shutdown, such as refit.
i) Start one boiler FO burner pump.
(Note: Changeover to HFO can take place while still firing the boiler.
j) Ensure that the heater unit is vented of air. However, this could lead to unstable flame conditions due to incorrect
temperature settings at the heater.)
k) Start the diesel oil ignition pump and flash up the boiler pilot
burner using the electrical ignition. Changing from HFO operation to MDO operation is the reverse of the above
procedure. Trace heating should be shut off when firing is stopped on HFO and
l) Start the combustion control system so that the main burner the valves are changed from HFO supply to MDO supply. The heater must also
starts. be switched off at this point.
m) Raise steam at the rate recommended by the boiler

manufacturer.
n) When steam is available supply heating steam to the HFO

settling tanks and raise the temperature of the HFO in the tank.
o) When the temperature of the HFO in the settling tank reaches

approximately 75°C, supply trace heating steam to the boiler
fuel lines and open the drains from the trace heating steam
lines.
CAUTION
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the FO side as damage, such as blown flange joints, could
occur due the expansion of the contents.
When sufficient steam pressure is available:
p) Stop firing the boiler.
q) Change over the three-way valve system so that HFO is supplied

to the boiler burner unit.
r) Start one of the boiler FO booster pumps and ensure that the
other is set to standby. Stop the boiler DO pump
s) Recommence firing the boiler. Carefully monitor the fuel

temperature at the fuel heater outlet.
t) When all MDO has been expelled from the lines and only HFO
is being supplied to the boiler burner, start the FO heater and set
to AUTOMATIC control.
u) Monitor the boiler system closely until a stable operation

exists.

Illustration 2.6.4a Engine Room Waste Oil and Drains System
Port Bilge Shore Connection Starboard
BG52V BG51V
Waste Oil Purifier Heater

B50V
F56V
7kg/cm2 Air
TC
TI PI
Waste Oil Sludge

Service Tank (11.5m3)
S TI
F199V
F202V F73V
FI
B29V
S
To Waste Oil Sludge Pump
Grinding Pump (30m3/h x35kg/cm2)
Waste Oil Separator

B57V S Supply Pump
From Oily Bilge
Pump
Waste Oil Purifier

Sedimentation
B69V
Tank
B18V
To Portable
Drums
No.2 Waste Oil No.1 Waste Oil

Storage Tank (60.6m3) Storage Tank (54m3)
F87V
B58V
B59V F212V
B45V B63V B92V B91V B66V B68V
LAL LAL LAL

MC MC MC
Key
LS LS LS
Oily Bilge Tank Sludge
Dirty Side (31.8m3)
Steam
Steam Tracing
LO Sludge Tank FO Sludge Tank
(8.8m3) (11.9m3) Fresh Water

2.6.4 ENGINE ROOM WASTE OIL AND DRAINS SYSTEM The waste oil centrifugal separator takes suction from the waste oil service Position Description Valve
tank and can discharge to the waste oil service tank or the waste oil storage
Open No.1 waste oil storage tank suction valve B58V
tank and oily bilge tank as required.
Boiler Waste Oil Burning Pump Closed No.2 waste oil storage tank suction valve B59V
No. of sets: 2 The contents of the waste oil service tank are allowed to settle, with steam Closed Oily bilge tank (dirty side) high suction valve B63V
Type: Screw heating applied to promote more effective separation of water from the oil/
sludge. The drain valve is opened in order to drain water from the tank. Passing Closed Oily bilge tank (dirty side) low suction valve B45V
Capacity: 0.95m3/h at 5.0kg/cm2
the contents of the waste oil service tank through the waste oil separator Closed FO sludge tank high suction valve B68V
Waste Oil Heater removes more water and solid material. A waste oil grinding pump forms
Closed FO sludge tank low suction valve B66V
No. of sets: 1 part of the boiler burner unit and this takes the waste oil from the tank and
circulates it back to the tank. Closed LO sludge tank high suction valve B92V
Waste Oil Grinding Pump Closed LO sludge tank low suction valve B91V
The waste oil grinding pump acts as an homogeniser and is used to ensure
No. of sets: 1 Open Sludge pump suction valve B57V
mixing of the various types of oil in the tank and to promote a more even
Type: Part of the waste oil fuel unit temperature; it also distributes any remaining water throughout the sludge/oil Open Sludge pump discharge valve B29V
Capacity: 25.9m3/h at 0.4kg/cm2 charge.
Open Waste oil service tank filling valve B50V
Waste Oil Separator Pump When burning waste oil from the waste oil service tank one of the two waste
No. of sets: 1 oil burning pumps is operated in order to feed waste oil to the boiler. The waste
(Note: It is essential that all other valves associated with the sludge pump are
oil heater is operated in order to increase the temperature of the waste oil to
Waste Oil Separator closed in order to prevent discharge of waste oil into other lines.)
produce effective atomisation.
Maker: Westfalia e) Start the sludge pump and transfer the desired quantity of waste
No. of sets: 1 Sludge from the FO and LO sludge tanks is transferred to the waste oil service
oil to the waste oil service tank. The waste oil service tank
tank by the sludge pump and from there is treated in the waste oil separator
Type: ESC4-01-066/1 overflows to No.2 waste oil storage tank via a sight glass.
before discharge to the waste oil service tank. Sludge from the waste oil
Capacity: 300 litres/hour separator passes to a sedimentation tank, which overflows to the FO sludge
f) When the desired quantity of waste oil has been transferred stop
tank, and from there is pumped to portable drums for disposal ashore. If sludge
the sludge pump and shut all valves.
cannot be treated in the waste oil separator for any reason it can be transferred
Introduction ashore by means of the sludge transfer pump and the shore connection line.
g) Record the transfer of waste oil in the oil record book.
The burning of waste oil is carried out in the boiler using the boiler combustion
system. Waste oil for burning in the boiler is taken from the waste oil service Procedure to Transfer Waste Oil from the Waste Oil Storage (Note: The same procedure is used for transferring the contents of the oily
tank. Tanks to the Waste Oil Service Tank bilge tanks or the sludge tanks to the waste oil service tanks except for
the setting of the tank suction valves.)
The waste oil service tank is replenished from the waste oil storage tanks by a) Ensure that all valves are initially closed.
means of the sludge pump. The waste oil service tank overflows to No.2 waste (Note: Waste oil and sludge may be transferred ashore using the sludge pump
oil storage tank. b) Ensure that there is sufficient capacity in the waste oil service and the port or starboard shore connections. The appropriate shore
tank to receive the waste oil to be transferred. connection blank must be removed and the valve opened: BG52V
The waste oil storage tanks receive oil from the turbocharger LO pump, the oil for the port shore connection or BG51V for the starboard shore
mist manifold, the LO transfer pump (via the shore connection discharge) and c) Open supply steam to the heating coils of the waste oil storage connection.)
the sludge pump. The LO transfer pump may be used to discharge the contents tanks and supply steam tracing to the waste oil lines.
of the main engine or generator engine sumps to the waste oil storage tanks.
d) Set the valves as follows: assuming transfer from No.1 waste oil
The sludge pump can take suction from the oily bilge tank dirty side and the storage tank:
sludge tanks. Collected oil from the oily water separator is discharged to the
oily bilge tank dirty side.
Waste oil is pumped from one of the two waste oil storage tanks to the waste
oil service tank by the sludge pump as required. The tank is fitted with a high
level alarm.

Illustration 2.6.4a Engine Room Waste Oil and Drains System
Port Bilge Shore Connection Starboard
BG52V BG51V
Waste Oil Purifier Heater

B50V
F56V
7kg/cm2 Air
TC
TI PI
Waste Oil Sludge

S TI
F199V
F202V F73V
FI
B29V
S
To Waste Oil Sludge Pump
Grinding Pump (30m3/h x35kg/cm2)
Waste Oil Separator

B57V S Supply Pump
From Oily Bilge
Pump
Waste Oil Purifier

Sedimentation
B69V
Tank
B18V
To Portable
Drums
No.2 Waste Oil No.1 Waste Oil

Storage Tank (60.6m3) Storage Tank (54m3)
F87V
B58V
B59V F212V
B45V B63V B92V B91V B66V B68V
LAL LAL LAL

MC MC MC
Key
LS LS LS
Oily Bilge Tank Sludge
Dirty Side (31.8m3)
Steam
Steam Tracing
LO Sludge Tank FO Sludge Tank
(8.8m3) (11.9m3) Fresh Water

Procedure for Operating the Waste Oil Separator d) Set the valves as follows: Fuel Oil Drain System
The waste oil separator may be operated on the waste oil in the waste oil Position Description Valve Fuel oil drains from a number of locations to the oily bilge tank or to the
service tank in order to remove excess water and solid material and make the sludge tank. Tank drains are from the sludge cocks which are opened in order
Open Waste oil tank quick-closing low suction valve F199V
waste oil more suitable for burning in the boiler. to check for the presence of water in the fuel before it is used in the engines or
Closed Waste oil tank line valve to sludge pump F212V sent to the purifiers. Drain oil from filters is also discharged to the oily bilge
a) Ensure that all tank and line valves are initially closed. Closed Grinding pump suction line valve from FO tanks F195V tank together with leakage FO from the main engine and the generator engines.
Oil from tanks and filters collects in tundishes and is discharged to the sludge
b) Open instrumentation valves and check that instruments are Closed Waste oil tank quick-closing outlet valve to tank via pipelines, non-return valves being fitted in the pipelines at entry to the
working. waste oil separator pump F202V sludge tank. These non-return valves should be open at all times. The tanks are
Open Waste oil grinding pump suction valve F161V vented at the oil mist box in the funnel.
c) Ensure that the separator control panel is switched on and that
the separator control systems are functioning. Open Waste oil grinding pump discharge valve F162V
Tank Vents
Open No.1 waste oil burning pump suction valve F163V
d) Open supply steam to the heating coils of the waste oil service
Open No.1 waste oil burning pump discharge valve F165V Any tank containing oil or other volatile substance (such as gas generated
tank and supply steam tracing to the waste oil lines and the
by sewage decomposition) must be vented to a safe position. This prevents
separator heater. Open No.2 waste oil burning pump suction valve F164V
overpressure in the tank which could result in damage and reduces the risk
Open No.2 waste oil burning pump discharge valve F166V of an explosion. Explosive gases must be liberated to atmosphere though an
e) Set the valves as follows: Open Waste oil heater outlet valve F225V element which will prevent the blowback of flame should the gases or vapours
ignite after release. These elements should be checked at intervals to ensure
Position Description Valve Open Pressure regulating valve inlet valve F181V that they are correctly in position and are not damaged. Any damage must be
Operational Pressure regulating valve reported and the element changed immediately.
Open Waste oil service tank quick-closing outlet valve
to waste oil separator F202V Open Waste oil pumps return line suction valve F173V All lines connecting tanks to the release vent or the vent/oil mist box must be
Open Waste oil separator pump suction valve F75V Open Waste oil service tank return valve F172V clear without obstruction to flow.
Open Waste oil separator pump discharge valve F76V
e) Start the waste oil grinding pump. The oil mist box located in the funnel has vent line connections from the main
Operational Separator three-way valve engine crankcase and from the generator engine crankcases.
Open Separator discharge valve f) At the boiler control panel turn the oil type selector switch to
Individual goose neck vents are fitted to the LO sump tanks.
WASTE and the waste oil indicator lamp will be illuminated.
Open Discharge line valve to waste oil service tank F56V
Closed Discharge line valve to waste oil storage tank F73V g) When ready to burn waste oil in the boiler, the temperature
should be such as to give a viscosity at the burner of about 20cSt
f) Start the waste oil separator. The separator is a Westfalia type at 50°C, start one of the waste oil burning pumps.
ESC4-01-066/1, the operating procedures are given in section
2.7.2 Fuel Oil Purifying. h) Operate the boiler burner system linked three-way valves to
supply waste oil to the burner.
g) When waste oil is to be burned in the boiler stop the purifier and
close all valves. i) Check the ignition and combustion of the waste oil.
j) Shut down the boiler HFO burning system whilst burning

Procedure for Burning Waste Oil in the Boiler waste oil but maintain the system in a warm condition ready for
recommencing burning HFO when required.
a) Ensure that all valves are closed.
k) When the waste oil service tank reaches the low level switch
b) Ensure that the boiler is operating correctly on HFO or DO. the burning of waste oil must cease. The boiler burner may be
turned over to the burning of HFO by changing the three-way
c) Open supply steam to the heating coils of the waste oil service valve system and the oil type selector switch must be turned
tank and supply steam tracing to the waste oil lines. back to the HFO position.

2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Purifying System
Illustrations
2.7.1a Fuel Oil Bunkering and Transfer System
2.7.1b Diesel Oil Bunkering and Transfer System
2.7.2a Fuel Oil Purifying System
2.7.2b Marine Diesel Oil Purifying System
Part 1
System Description
Illustration 2.7.1a Fuel Oil Bunkering and Transfer System
F74V
LAH LX LX
MC Overflow Alarm FO-22 FO-20
Chamber
LS
Marine LS No.1 No.2 LAH FO-02 DO-02
Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
Diesel Oil MC
Service Tank LAL
MC FO-12 FO-06
F7V
LS F33V F32V
F37V
FO-10 FO-04
Marine
Diesel Oil F5V No.7 No.6 No.5 No.4
Storage Tank Fuel Oil Fuel Oil Fuel Oil Fuel Oil
Tank Tank Tank Tank
FO-16
F9V (Port) (Port) (Port) (Port)
F13V PI CI F24V
F63V F30V
FO-14 FO-08
1 F3V
F57V F67V
F29V
To
Oily Bilge
Tank F65V F2V
F16V
F27V
PI CI
F11V
2 F14V
F66V F1V
Heavy Fuel Oil/

Marine Diesel Oil Transfer Pumps
F15V (222m3/h x3kg/cm2
F55V
F28V
FO-13 FO-07
From Fuel Oil
Purifying System
No.7 No.6 No.5 No.4
Fuel Oil Fuel Oil Fuel Oil Fuel Oil
From Main Engine Tank Tank Tank Tank
FO-15
Fuel Oil Return for (Starboard) (Starboard) (Stb'd) (Stb'd)
Umbrella Sealing
F12V
FO-09 FO-03
Key
LAH F4V LAH LX F8V
Fuel Oil
MC MC
Marine Diesel Oil LS Heavy Fuel Oil LS Marine Diesel Oil FO-01 DO-01 FO-11 FO-05
F18V
Overflow Tank Double Bottom Tank
Steam Tracing (60m3) (222m3)(Starboard) FO-21 FO-19
Instrumentation F6V

2.7 FUEL OIL AND DIESEL OIL TRANSFER Each service tank is fitted with a self-closing test cock to test for the presence The following licensed officers are designated as persons in charge:
SYSTEMS of water and drain any present. Tundishes under the self-closing test cock
Chief Engineer
drain any liquid to the separated bilge oil tank. Bunker and service tanks are
provided with remote level and temperature indication in the control room. The Second Engineer
2.7.1 FUEL OIL AND DIESEL OIL BUNKERING AND
tanks also have an overfill alarm. No.4 port and starboard and No.7 port and Chief Officer
TRANSFER SYSTEM
starboard HFO bunker tanks have direct filling lines from the bunker supply
main in addition to the normal filling/suction line. These provide for ready • All engineers and other personnel involved in the bunkering
Heavy Fuel Oil/Marine Diesel Oil Transfer Pump transfer of HFO between the bunker tanks process should know exactly what role they are to play and
what their duties are to be. Personnel involved should know
Maker: Shin Shin
All HFO tanks are fitted with heating coils, the heating steam being supplied the location of all valves and gauges and be able to operate the
No. of sets: 2 valves both remotely and locally as applicable. A bunker plan
at 6.0kg/cm2 from the main steam system. Condensate from the heating coils
Type: Gear WL50 flows to the dump condenser/drain cooler and then to an inspection tank before must be drawn up prior to bunkering and all personnel involved
Capacity: 50m3/h at 3.0kg/cm2 entering the feed filter tank. All FO transfer lines are trace heated by steam also in bunkering need to be fully aware of the contents of the plan
at 6.0kg/cm2. and understand the entire operational procedure.
FUEL OIL SYSTEM • Shore or barge tanks, whichever form is being used, should be
Heavy Fuel Oil Tanks checked for water content.
Introduction
Compartment Capacities (S.G. 0.990) • Representative samples are to be drawn using the continuous
drip method for the duration of the loading operation and
Heavy fuel oil, for the main engine, generator engines and boiler, is stored in 100% (m3) 98% (Tons) dispatched for analysis. Samples should be taken at the bunker
eight side HFO bunker tanks located forward of the engine room. These bunker
No.4 port side HFO bunker tank 1,004.7 974.7 supply manifold inlet to the ship system.
tanks are filled from the bunker lines at the port and starboard bunker stations
located on the upper deck at the forward part of the accommodation block. No.4 starboard side HFO bunker tank 1,004.7 974.7 • As far as possible new bunkers should be segregated from
There is one HFO connection to the fuel oil filling main on the starboard side existing bunkers on board. If bunkers being received are to be
of the ship and one on the port side. The bunker stations also have connections No.5 port side HFO bunker tank 313.9 304.6 loaded into the same tanks as existing bunkers on board, great
to the DO storage tank filling line. No.5 starboard side HFO bunker tank 313.9 304.6 care must be taken to avoid problems of incompatibility. If
there is any doubt about the compatibility between the new and
No.6 port side HFO bunker tank 269.8 261.8
Heavy fuel oil is transferred from the storage tanks to the FO settling tank and existing bunkers the new bunkers should not be loaded on top
then purified to the FO service tanks. Fuel oil is supplied to the main engine, No.6 starboard side HFO bunker tank 269.8 261.8 of existing bunkers.
generator engines and the boiler from the fuel oil service tanks. No.7 port side HFO bunker tank 1261.0 1223.4 • No internal transferring of bunkers should take place during
No.7 starboard side HFO bunker tank 1261.0 1223.4 bunker loading operations, unless permission has been obtained
The bunkering line is fitted with a relief valve F65V, set at 4.5kg/cm2, with the
from the Chief Engineer.
discharge flowing into the FO overflow tank. HFO settling tank 151.3 146.8
• The Chief Engineer should calculate the estimated finishing
The HFO/MDO transfer pumps can be used for transferring HFO between the No.1 HFO service tank 94.6 91.7 ullages/dips, prior to the starting of loading.
storage tanks on the port and starboard side if required. The valves F1V and No.2 HFO service tank 113.5 110.1 • Bunker tanks should not exceed 95% full; high level alarms are
F2V in the cross fuel main are used to isolate the port and starboard sides of fitted at the 95% full level for all tanks except the FO double
Total HFO capacity on board 6,058.2 5,877.6
the fuel main, thus allowing for suction from tanks on one side of the ship and bottom tank.
delivery to tanks on the other side for trim purposes. The port and starboard
bunker line system valves F5V and F12V are of the quick-closing type. • Any bunker barges attending the vessel are to be safely moored
Precautions to be Observed Prior to and During the Loading
alongside before any part of the bunker loading operation begins.
of Bunkers
The HFO/MDO transfer pumps are used for transferring FO from the FO • Level alarms fitted to bunker tanks should be tested prior to any
overflow tank to the side bunker tanks. Fuel oil is transferred from the side Maersk company bunkering procedures must be observed at all times and all bunker loading operations.
HFO bunker tanks to the HFO settling tank as required and the HFO in the personnel involved in the bunkering procedure, whether planning or actual • The soundness of all lines should be verified by visual
settling tank is transferred to the HFO service tanks by the HFO purifiers. operation of bunkering, must be fully aware of the contents of the document Oil inspection.
Transfer Procedures - Bunkering. It is essential that all personnel involved in
All outlet valves from HFO service tanks are quick-closing valves with a the bunkering procedure know who is in charge of the bunkering operation. • The pre-bunkering checklist should be completed.
collapsible bridge which can be operated from the fire control station. The line
suction valves from the HFO bunker tanks are of the remotely operated quick-
closing type. After being tripped, the valves must be reset locally.

F74V
LAH LX LX
Chamber
LS
Diesel Oil MC
Service Tank LAL
MC FO-12 FO-06
F7V
LS F33V F32V
F37V
FO-10 FO-04
Marine
Tank Tank Tank Tank
FO-16
F13V PI CI F24V
F63V F30V
FO-14 FO-08
1 F3V
F57V F67V
F29V
To
Oily Bilge
Tank F65V F2V
F16V
F27V
PI CI
F11V
2 F14V
F66V F1V
Heavy Fuel Oil/

F55V
F28V
FO-13 FO-07
From Fuel Oil
Purifying System
No.7 No.6 No.5 No.4
FO-15
Umbrella Sealing
F12V
FO-09 FO-03
Key
LAH F4V LAH LX F8V
Fuel Oil
MC MC
F18V
Instrumentation F6V

• The Chief Engineer, or another designated licensed officer as Procedure for the Loading of Fuel Oil Bunkers from a Shore Line Valves
indicated above, is responsible for bunker loading operations, Station or Barge
assisted at all times by a sufficient number of officers and Port line supply/suction quick-closing valve F5V
ratings to ensure that the operation is carried out safely. a) At the bunker connection to be used, remove the blank and Starboard line supply/suction quick-closing valve F12V
• A watch must be kept at the manifold during loading. connect the bunkering hose. Check the joint and fit a new one if Port tank line cross connection valve F2V
there are any signs of damage.
• All personnel involved in the bunkering operation must be in Starboard tank line cross connection valve F1V
radio contact. b) Ensure that the blanks on the other bunkering connections are
• The maximum pressure in the bunker line to the storage tanks secure and that all valves are closed, including the drain and (Note: It is essential that the tank valve is open for any particular tank
should be below 4.5kg/cm2, at which point the line relief valve sampling valves. The drip tray must be empty and drain closed. together with the line valve and cross connection line valve connecting
will discharge to the FO overflow tank. that tank to the bunker supply manifold. Failure to open all valves will
c) Open the filling valve(s) on the FO storage tanks to be filled. prevent the tank from being filled and will result in overpressure in the
• Safe means of access to barges/shore shall be used at all times. bunker line.)
The filling valves are also the suction valves when pumping
• Scuppers and save-alls, including those around bunker tank HFO from the storage tank.
vents, must be effectively plugged. d) Open the valve at the selected bunkering station, FO02 for the
Description Valve port bunker station or FO01 for the starboard bunker station.
• Drip trays are to be provided at bunker hose connections and
means of containing any oil spills must be in place. Tank Filling and Suction Valves (manual from passageway) e) Establish effective communication between the ship’s control
• The bunkering operation is carried out from the ship control centre, the engine room, the deck filling manifold and the
centre and is a remote controlled operation with valves being No.4 port side HFO bunker tank FO04 bunkering barge/shore station using hand held VHF sets.
opened and closed from the fuel bunkering and transfer mimic No.4 starboard side HFO bunker tank FO03
panel. f) Agree filling rates and signalling systems with the barge or
No.5 port side HFO bunker tank FO06
shore station. Agree the quantity and specification of the fuel
• The initial loading rate must be agreed with the barge or shore
No.5 starboard side HFO bunker tank FO05 oil to be supplied.
station and bunkering commenced at an agreed signal. Only
upon confirmation of no leakage and fuel going into only the No.6 port side HFO bunker tank FO08
g) Signal to the barge/shore station to commence bunkering FO at
nominated tank, should the loading rate be increased to the No.6 starboard side HFO bunker tank FO07 a slow rate.
agreed maximum.
• When the tank being filled reaches 80% full, the filling rate h) Check the ship to shore connection and pipeline for leaks.
Tank Filling and Suction Valves (remotely operated)
should be reduced by diverting some of the flow to another
bunker tank; if the final tank is being filled the pumping rate No.4 port side HFO bunker tank FO10 i) Check that FO is flowing into the required FO storage tank(s),
must be reduced. Filling of the tank must be stopped when and not to any other tank.
the tank reaches 95% full. When topping off the final tank the No.4 starboard side HFO bunker tank FO09
filling rate must be reduced at the barge or shore station and not No.5 port side HFO bunker tank FO12 j) Increase the bunkering rate to the agreed maximum.
by throttling the filling valve.
No.5 starboard side HFO bunker tank FO11
k) Commence taking the bunker sample at the cock at the deck
CAUTION No.6 port side HFO bunker tank FO14 manifold.
At least one bunker tank filling valve must be fully open at all times No.6 starboard side HFO bunker tank FO13
during the bunkering operation. l) As the level in the first storage tank(s) approaches 80% open
No.7 port side HFO bunker tank FO16 the next tank(s). Close in the filling valve(s) on the tank(s)
All relevant information regarding the bunkering operation is to be entered in No.7 starboard side HFO bunker tank FO15 approaching their 90% full capacity in order to top the tank(s)
the Oil Record Book. Information required to be entered includes date, time, off, then close the filling valve(s) completely when the required
quantity transferred, tanks used and individuals involved. level is reached.
Direct Tank Filling Valves (remotely operated)
The fuel transfer lines and valves should be pressure tested once each year and m) Fill the remaining tanks in the same way. For the final storage
details of the tested inserted in the engine room log book. No.4 port side HFO bunker tank FO20
tank the filling rate must be reduced by slowing the pumping
No.4 starboard side HFO bunker tank FO19 operation and this must be signalled to the barge or shore
No.7 port side HFO bunker tank FO22 station.
No.7 starboard side HFO bunker tank FO21

F74V
LAH LX LX
Chamber
LS
Diesel Oil MC
Service Tank LAL
MC FO-12 FO-06
F7V
LS F33V F32V
F37V
FO-10 FO-04
Marine
Tank Tank Tank Tank
FO-16
F13V PI CI F24V
F63V F30V
FO-14 FO-08
1 F3V
F57V F67V
F29V
To
Oily Bilge
Tank F65V F2V
F16V
F27V
PI CI
F11V
2 F14V
F66V F1V
Heavy Fuel Oil/

F55V
F28V
FO-13 FO-07
From Fuel Oil
Purifying System
No.7 No.6 No.5 No.4
FO-15
Umbrella Sealing
F12V
FO-09 FO-03
Key
LAH F4V LAH LX F8V
Fuel Oil
MC MC
F18V
Instrumentation F6V

n) When the final tank is full, the barge or shore station must be Position Description Valve Procedure for Transferring Heavy Fuel Oil from Starboard to
signalled to stop pumping. Open Starboard bunker line valve F12V Port Bunker Tanks for Trim Purposes Using the No.1 Heavy Fuel
Open Port bunker line valve F5V Oil Transfer Pump
o) Ensure that the sample containers are properly sealed and have
them despatched for analysis.
Prior to transfer steam heating would be applied to the tank and trace heating
c) Open the tank valves for the tank from which HFO is to be to the transfer lines. Heavy fuel oil may be transferred between No.4 starboard
p) Open the bunker line vent valve and allow the hose to drain pumped. and port bunker tanks or No.7 starboard and port bunker tanks as these tanks
back to the supplier.
have direct filling lines from the bunker main. Transfer of HFO for trim
Description Valve purposes is done at the direction of the Chief Officer who will have first taken
q) Close all bunker station and tank filling valves.
No.4 port side HFO bunker tank (manual deck valve) FO04 into account the stress and stability factors and conditions.
r) Disconnect the hose and replace the blank at the bunker station No.4 port side HFO bunker tank (remote valve) FO10 a) Select No.1 HFO/MDO transfer pump for use.
connection.
No.5 port side HFO bunker tank (manual deck valve) FO06
b) Set up the pump valves as in the following table.
s) Check tank levels and agree quantity supplied then, if satisfied, No.5 port side HFO bunker tank (remote valve) FO12
sign the bunker receipt.
No.6 port side HFO bunker tank (manual deck valve) FO08 Position Description Valve
No.6 port side HFO bunker tank (remote valve) FO14 Open No.1 HFO/MDO transfer pump suction valve F3V
Procedure for Transferring Heavy Fuel Oil from Port or
No.7 port side HFO bunker tank (remote valve) FO16 Closed FO overflow tank suction valve F4V
Starboard Bunker Tanks to the Heavy Fuel Oil Settling Tank
No.4 starboard side HFO bunker tank (manual deck valve) FO03 Open No.1 HFO/MDO transfer discharge valve F67V
Prior to any HFO transfer steam heating would be applied to the tank and trace No.4 starboard side HFO bunker tank (remote valve) FO09 Closed HFO/MDO transfer pumps cross connection
heating to the transfer lines. suction line valve (locked) F11V
No.5 starboard side HFO bunker tank (manual deck valve) FO05
a) Select No.1 HFO/MDO transfer pump for use. The system No.5 starboard side HFO bunker tank (remote valve) FO11 Closed HFO/MDO transfer pumps cross connection
described is for manual transfer but No.1 HFO/MDO transfer discharge line valve (locked) F27V
pump may be selected for automatic transfer with start and stop No.6 starboard side HFO bunker tank (manual deck valve) FO07
Open No.1 HFO/MDO transfer pump discharge valve
controlled by level switches in the HFO settling tank. No.6 starboard side HFO bunker tank (remote valve) FO13 to bunker supply line F13V
b) Set up the pump valves as in the following table. No.7 starboard side HFO bunker tank (remote valve) FO15 Closed No.1 HFO/MDO transfer pump discharge valve
to HFO settling tank F29V
Position Description Valve (Note: Tanks No.4, 5 and 6 have a remotely operated valve and a manually
Closed Starboard bunker cross connection line valve F1V
operated valve which must be opened from the passageway. )
Open No.1 HFO/MDO transfer pump suction valve F3V Closed Port bunker cross connection line valve F2V
Closed FO overflow tank suction valve F4V d) Open the HFO settling tank filling valve F32V and check that Open Starboard bunker line valve F12V
the No.1 HFO service tank filling valve F33V is closed.
Open No.1 HFO/MDO transfer discharge valve F67V Open Port bunker line valve F5V
Closed HFO/MDO transfer pumps cross connection e) Check the quantity of FO to be transferred and check that the
suction line valve (locked) F11V receiving tank has sufficient capacity. c) Open the tank valves for the tank from which HFO is to be
pumped.
Closed HFO/MDO transfer pumps cross connection
f) Start the No.1 HFO transfer pump and stop when the desired
discharge line valve (locked) F27V
quantity of FO has been transferred. Description Valve
Closed No.1 HFO/MDO transfer pump discharge valve to
bunker supply line F13V (Note: The HFO settling tank has high and low level switches which act to No.4 starboard side HFO bunker tank (manual deck valve) FO03
automatically start and stop No.1 HFO/MDO transfer pump which No.4 starboard side HFO bunker tank (remote valve) FO09
will operate automatically to fill the HFO settling tank as required
to HFO service tank F29V No.7 starboard side HFO bunker tank (remote valve) FO15
from the selected bunker tank. No.1 HFO/MDO transfer pump must
Open Starboard bunker cross connection line valve F1V be selected for automatic operation for this type of transfer. If set to
Open Port bunker cross connection line valve F2V manual the pump is operated manually as above.)

F74V
LAH LX LX
Chamber
LS
Diesel Oil MC
Service Tank LAL
MC FO-12 FO-06
F7V
LS F33V F32V
F37V
FO-10 FO-04
Marine
Tank Tank Tank Tank
FO-16
F13V PI CI F24V
F63V F30V
FO-14 FO-08
1 F3V
F57V F67V
F29V
To
Oily Bilge
Tank F65V F2V
F16V
F27V
PI CI
F11V
2 F14V
F66V F1V
Heavy Fuel Oil/

F55V
F28V
FO-13 FO-07
From Fuel Oil
Purifying System
No.7 No.6 No.5 No.4
FO-15
Umbrella Sealing
F12V
FO-09 FO-03
Key
LAH F4V LAH LX F8V
Fuel Oil
MC MC
F18V
Instrumentation F6V

d) Open the filling valves for the tank to which HFO is to be e) Start the No.1 HFO/MDO transfer pump and pump the desired
transferred. The direct filling lines from the bunker line are to quantity of FO from the overflow tank to the HFO settling
be used and these have remotely operated valves. Under normal tank.
circumstances HFO will be transferred only across the ship
between No.4 tanks or No.7 tanks. (Note: The above descriptions use No.1 HFO/MDO transfer pump but No.2
pump may also be used. Under normal circumstances one of the pumps
would be set for HFO transfer and the other for MDO transfer.)
Tank Direct Filling
No.4 port side HFO bunker tank (remote valve) FO20 The HFO service and settling tanks overflow, via a sight glass, to the FO
overflow tank which is provided with an alarm chamber. The overflow from
No.7 port side HFO bunker tank (remote valve) FO22
the alarm chamber connects with the bunker supply line by means of a remotely
operated valve F30V which must be kept closed except when bunkering.
e) Check the quantity of FO to be transferred and check that the
receiving tank has sufficient capacity. The HFO overflow tank is pumped out by means of No.1 HFO/MDO transfer
pump and the contents pumped to the HFO settling tank as explained above.
f) Start the No.1 HFO transfer pump and stop when the desired
quantity of FO has been transferred.
g) Close the tank and line valves as necessary.
Procedure for Transferring Oil from the Fuel Oil Overflow

Tank to the Heavy Fuel Oil Settling Tanks
a) Set up the FO transfer pump valves as below. It is assumed that
No.1 HFO transfer pump is being used.

Closed No.1 HFO/MDO transfer pump suction valve F3V
Open FO overflow tank suction valve F4V
Open No.1 HFO/MDO transfer discharge valve F67V
suction line valve (locked) F11V
discharge line valve (locked) F27V
Closed No.1 HFO/MDO transfer pump discharge valve
to bunker supply line F13V
to HFO settling tank F29V
b) Check the amount of fuel to be transferred and ensure that the

HFO settling tank has sufficient capacity.
c) Set the FO transfer pump to operate manually.
d) Open the filling valve F32V on the settling tank and ensure that
the filling valve F33V on No.1 HFO service tank is closed.

Illustration 2.7.1b Diesel Oil Bunkering and Transfer System Located in Port Passageway
F74V
LAH LX LX
Chamber
LS
Diesel Oil MC
Service Tank LAL
MC FO-12 FO-06
F7V
LS F33V F32V
F37V FO-10 FO-04
Marine
Tank Tank Tank Tank
FO-16
F13V PI CI F24V
F63V F30V
FO-14 FO-08
F29V F3V
F57V F67V No.1
To
Oily Bilge
Tank F65V F2V
F16V F27V
PI CI
F11V
F14V
F66V F1V
No.2
Heavy Fuel Oil/ Located in Starboard Passageway
F15V Marine Diesel Oil Transfer Pumps
(222m3/h x3kg/cm2
F55V
F28V
FO-13 FO-07
From Fuel Oil
Purifing System
No.7 No.6 No.5 No.4
FO-15
Umbrella Sealing
12V
FO-09 FO-03
Key
LAH F4V LAH LX F8V
Fuel Oil
MC MC
F18V
F6V
Instrumentation

DIESEL OIL SYSTEM Procedure for Loading Diesel Oil From a Shore Station or a l) Check the quantity of MDO delivered to the storage tank, agree
Barge the delivery quantity with the supplier and sign the receipt.
Diesel oil for all purposes on board the ship is stored in the marine diesel oil
double bottom tank and the marine diesel oil storage tank. Marine diesel oil The precautions and organisation for loading DO should followed, as described
(MDO) is transferred from the storage tanks to the MDO service tank using Procedure for the Pumping Diesel Oil from the Diesel Oil
for HFO.
one of the HFO/MDO transfer pumps. Normally No.2 pump would be set for Double Bottom Tank to the Marine Diesel Oil Service Tank
this operation. Diesel oil can be supplied to the main engine, generator engines a) The bunker line blank is removed and the bunkering hose
and boiler, but under normal circumstances only the boiler pilot burner will be connected at the bunker connection to be used. The joint should No.2 HFO/MDO transfer pump is normally used for transfer of MDO from
burning MDO. The emergency generator uses DO from its own service tank. be inspected and replaced if it shows signs of damage. the MDO double bottom tank or the MDO storage tank to the MDO service
The MDO service tank overflows to the DO double bottom storage tank. tank. The description assumes that diesel oil is being taken from the MDO
b) A drip tray is arranged beneath the bunker pipe connection and double bottom tank and the pump is selected for semi-automatic operation with
The storage tank is filled from the DO bunkering lines located at the fuel equipment organised to deal with any oil spill. manual start and stop controlled by the level switch in the MDO service tank.
bunker connections on the port and starboard side of the ship at upper deck
level. The bunkering line is fitted with a relief valve set at 4.5kg/cm2, which a) Set the valves as in the following table.
c) Ensure that the blanks on the other bunkering connections are
discharges into the MDO double bottom tank. secure and that the valves are closed. Ensure that the drain and
sampling valves are closed. Position Description Valve
It is possible to use the No.1 HFO/MDO transfer pump for DO service
Open MDO double bottom tank suction valve F8V
provided that the normally locked closed cross connection valves between the d) Open the necessary valves as in the following table:
No.1 and No.2 pumps, F11V and F27V, are opened. Closed MDO storage tank suction valve F9V
Description Valve Open No.2 HFO/MDO transfer pump suction valve F14V
No.2 HFO/MDO transfer pump may be set to semi-automatic operation which
provides for manual starting and automatic stopping by means of a level switch MDO double bottom storage tank filling valve F6V Closed No.2 HFO/MDO transfer pump suction valve F28V
in the MDO service tank. Starboard side bunker station valve DO01 Open No.2 HFO/MDO transfer pump discharge valve F66V
Port side bunker station valve DO02 Open No.2 HFO/MDO transfer pump discharge
Diesel Oil System Tanks valve to MDO service tank F16V
MDO storage tank inlet valve F7V
Compartment Capacities (S.G. 0.850) Closed No.2 HFO/MDO transfer pump discharge
e) When all pipes and connections are checked, signal the shore valve to HFO storage tank line F15V
Volume 100% (m3) Weight 98% (Tons)
station or bunker barge to commence pumping at the agreed low Open MDO service tank filling valve F74V
DO double bottom storage tank 222.1 179.3
rate.
Closed MDO storage tank filling valve F7V
MDO storage tank 131.0 105.7
MDO service tank 55.1 44.5 f) When it is confirmed that there are no leaks, signal to increase
the delivery rate to the agreed maximum. b) Select No.2 HFO/MDO transfer pump for semi-automatic
Total Capacity for DO on board: 408.2 329.5 operation.
g) Begin taking a sample of the delivered MDO.
The outlet valves from the DO storage and service tanks are remotely operated No.2 HFO/MDO transfer pump is manually started and stops automatically
quick-closing valves with a collapsible bridge which can be pneumatically h) When the first tank is 90% full open the filling valve to the according to the level in the MDO service tank.
operated from the fire control station. After being tripped the valve must be second tank if that is to be filled. When the second tank is 90%
reset locally. The tanks are also fitted with self-closing test cocks to test for full, or the first tank is 90% full if only one tank is being filled,
the presence of water and drain any present. A tundish under the self-closing signal the shore station or barge to reduce the delivery rate and
test cock drains any liquid to the waste oil tank. All tanks are provided with when the tank is 95% full signal to stop pumping. The second
temperature indication, plus remote level indication in the control room. The tank is filled slowly until it reaches 95% full and the signal for
storage tanks also have an overfill alarm set at 95% capacity. pumping to stop is then given.
i) Open the vent and allow the bunker hose to drain.
j) Disconnect the hose and refit the blank.
k) Collect the MDO sample and have it sent for analysis.

Illustration 2.7.2a Fuel Oil Purifying System
F36V
LAH LAH LAH
MC MC MC
LX LX LX LX F40V
No.2 LS LS No.1 LS
LS F38V LAL Heavy Fuel Oil Heavy Fuel Oil LAL Heavy Fuel Oil LAL
Marine Diesel Oil LAL Settling Tank (151m3)
MC MC Service Tank (113.5m3) Service Tank (95m3) MC MC
Service Tank TX F35V TX 34V TX
(55m3) LS LS LS LS
F62V F43V TIAH TIAH TIAH
F37V F42V MC F10V MC MC
F68V F17V
F41V F72V F19V

To Oily Bilge Tank
F45V F44V F21V F20V
F59V F39V
F61V
Set 98°C Set 98°C Set 98°C Set 98°C
7kg/cm2 Air 7kg/cm2 Air 7kg/cm2 Air 7kg/cm2 Air
TC TC TC TC
TI PI TI PI TI PI TI PI Heavy Fuel Oil
F60V Purifier Supply Pumps
(4.2m3/h)
No.4 No.3 No.2 No.1

No.4 Heavy Fuel No.3 Heavy Fuel No.2 Heavy Fuel No.1 Heavy Fuel CI CI CI CI
TI TI TI TI
Oil Purifier Heater Oil Purifier Heater Oil Purifier Heater Oil Purifier Heater
PI PI PI PI
F49V F48V F23V F22V
F26V
F58V F25V
F47V
F50V
F51V
Pre-Set F54V
Valve TI TX TI TX TI TX TI TX
To Oily Bilge Tank
F53V F52V F46V
PS PI S PS PI S PS PI S PS PI S
FI FI FI FI
Control
No.4 To Sludge No.3 No.1 Panel
No.2
Heavy Fuel Oil Pump Heavy Fuel Oil Heavy Fuel Oil
Heavy Fuel Oil
Purifier Purifier Purifier
Purifier
(4200 litres/h) IAL (4200 litres/h) IAL IAL (4200 litres/h) IAL Key
(4200 litres/h)
TE TE TE TE Compressed Air Control Assembly Fuel Oil
LAL
MC Marine Diesel Oil
LS Steam
Fuel Oil
Sludge Tank (12m3) Steam Tracing
Instrumentation

2.7.2 FUEL OIL AND DIESEL OIL PURIFYING SYSTEM A system of crossover valves allows any feed pump to supply any purifier. The fill No.2 HFO service tank. The purifier only requires stopping for manual
steam heaters maintain a temperature of about 98ºC and from the heater the cleaning or when both HFO service tanks are full. The HFO settling tank is
Heavy Fuel Oil Purifier HFO flows into the purifier. After purification, the oil is discharged to one of replenished automatically by No.1 HFO/MDO transfer pump.
the HFO service tanks.
Maker: Westfalia a) All valves in the purifier system should be initially closed.
No. of sets: 4 The purifier actually operates as a clarifier which means that there is no water
Model: OSC50-0136-066 seal within the bowl. Water is detected by a water sensor which initiates a b) Open the control air valves and fresh water supply valve to the
water/sludge discharge. It is essential that the water sensor is operating correctly purifier.
otherwise excessive oil loss from the bowl can result, The sensor should be
Heavy Fuel Oil Purifier Heater checked by means of the TEST button whenever the purifier is started into c) Ensure that there is electrical power at the purifier control box.
service; this test checks the operation of the sensor and the discharge valve.
Maker: Dong Hwa
The sensor should be cleaned at least once each week or more frequently if d) Set the valves, as shown in the following table.
No. of sets: 4 considered necessary.
Type: Shell and Tube Position Description Valve
Model: 660CZ-2 CAUTION
Open HFO settling tank quick-closing outlet valve F17V
Capacity: 4,200 litres/hour Care must be taken when operating the purifier system. Hot oil and steam
are present and can result in serious injury if leakage occurs. There is a Closed Line valve to FO overflow tank (locked) F19V
Heavy Fuel Oil Purifier Supply Pump fire risk from the presence of hot oil and all precautions must be taken Closed Line valve to No.4 HFO purifier supply pump F72V
to prevent a fire and to deal with one should an outbreak occur. The
Maker: IMO Open No.1 HFO purifier supply pump suction valve F20V
extinguishing system must be checked frequently. Centrifuges operate
No. of sets: 4 on an automatic sludging system but failure of the system to effectively Open No.1 HFO purifier supply pump discharge valve F20V
Model: ACE038N3NVBP discharge sludge can cause overload and subsequent breakdown of the
Capacity: 4,200 litres/hour at 3.0kg/cm2 bowl arrangement which rotates at high speed. After manual cleaning, Open No.1 HFO purifier supply pump line return
care is needed to ensure that the bowl is assembled correctly, as incorrect valve to HFO settling tank F26V
assembly can result in disintegration at high rotational speed. All Set Thee-way return valve set for HFO settling tank F40V
Introduction operating and maintenance precautions stipulated by the manufacturer
Open No.1 HFO purifier regulating inlet valve (preset)
in the maintenance manual must be observed.
There are four centrifugal self-cleaning HFO purifiers fitted; three are dedicated Operational No.1 HFO purifier three-way control valve
to HFO and the fourth to MDO, but this can be used for HFO if necessary. They
are used to draw HFO from the HFO settling tank and direct the purified HFO Procedure for Purifying Heavy Fuel Oil in the Centrifugal Open No.1 HFO purifier outlet valve
to the HFO service tanks. Normally at least one unit will be in use, with the Separator System Set Three-way clean oil valve to HFO service/settling
others being cleaned or ready to use. There are a number of ways in which the tanks; set for return to No.1 HFO service tank F38V
HFO purifier system may be operated and the system selected depends upon (Note: The purifier is controlled by the GEA Simatic C7-623 control unit. This
controller controls the sludging of the bowl according to information Set Three-way clean oil valve to HFO service
operating procedures of the ship and company preference. Two purifiers may tanks; set for return to No.1 HFO service tank F36V
be operated in parallel, purifying HFO between the settling and service tanks received from the purifier and the water and sludge monitoring
with a flow throughout to give a long residence time in the purifier which will systems. Operating programs may be defined at the Simatic panel but
improve separation. An alternative is to use one purifier between the settling the operating program must only be changed if there is an absolute e) Ensure the purifier brake is off and the purifier is free to
and service tanks and another purifying the oil in the service tank back to the need and only after consultation with the Chief Engineer. Under rotate.
service tank. Whichever arrangement is selected the purifiers must be operated normal circumstances the separation program is started by pressing the
correctly and it must be appreciated that the longer HFO undergoes separation program 1 pushbutton on the control panel and stopped by pressing the f) Ensure that the purifier bowl is assembled correctly and that the
the greater will be the removal of solid and water impurities. program 0 pushbutton. The program 1 has been devised to produce cover is fitted.
the desired effective operation of the separator and should not be
Each purifier has a supply pump, fitted with a duplex filter, which forces changed without just cause. The Simatic unit also provides operating g) Check the purifier gearbox oil level.
the HFO through the steam heater. The purifiers, supply pumps and heaters information regarding the separator system, this information being
are located in the purifier room. Instrument air is supplied to the purifiers displayed on the panel screen and is called up by pressing the function h) Check that the HFO purifier supply pump suction strainer is
to control the supply of oil to the bowl and the automatic discharge facility. key for a particular system.) clean.
Domestic fresh water is supplied for sealing and flushing purposes.
Purifying HFO from the HFO settling tank to the No.1 HFO service tank using
No.1 HFO purifier. The process is continuous and when No.1 HFO service
tank is full the valves would be changed so that the operating purifier would

Illustration 2.7.2a Fuel Oil Purifying System
F36V
LAH LAH LAH
MC MC MC
LX LX LX LX F40V
No.2 LS LS No.1 LS
(55m3) LS LS LS LS
F68V F17V
F41V F72V F19V

To Oily Bilge Tank
F45V F44V F21V F20V
F59V F39V
F61V
TC TC TC TC
(4.2m3/h)
No.4 No.3 No.2 No.1

TI TI TI TI
PI PI PI PI
F49V F48V F23V F22V
F26V
F58V F25V
F47V
F50V
F51V
Pre-Set F54V
To Oily Bilge Tank
F53V F52V F46V
FI FI FI FI
Control
No.2
Heavy Fuel Oil
Purifier
(4200 litres/h)
LAL
LS Steam
Fuel Oil
Instrumentation

i) Start No.1 HFO purifier supply pump. Oil will bypass the d) Stop the HFO supply pump.
purifier by means of the three-way valve. It will be drawn from
the HFO settling tank and return to the HFO settling tank. e) Shut off the water supplies.
j) Slowly open the steam supply to No.1 HFO purifier heater. Set f) Shut all valves.
the steam temperature control valve to the required temperature.
HFO will now be heated as it circulates through the heater. g) When the purifier has stopped it may be dismantled for
cleaning.
k) Press the TEST push button on the controller for 8-10 seconds.
The separator recycle valve will operate and water in the bowl The procedure described above is for one purifier operation, with a single
will be recirculated. The water discharge monitoring device purifier dealing with the HFO and the other units being cleaned or awaiting
will detect the presence of water and the control panel will operation.
indicate Water Discharge. This indicates that the water sensor is
functioning correctly and that the discharge valve is operating. Under normal circumstances with HFO the temperature for purifying HFO is
(The water sensor should be cleaned once each week when the set at 98°C.
purifier is in service.)
The other HFO purifiers are operated in the same way except for the valve
m) Start the purifier operating by pressing the program 1 setting; these are set for each purifier and its associated supply pump and
pushbutton. heater in the same way as described above.
n) When the purifier has run up to speed the control system will One or more purifiers may be operated on the HFO system depending upon the
initiate a sludging followed by a bowl sealing and supply of demand for HFO by the main and generator engines, and the oil fired boiler.
oil to the bowl. The purifier will then operate automatically to
purify the HFO. The purifier operates automatically with the When one HFO service tank is full the supply three-way valves from the
bowl being sludged automatically when the internal sampling purifiers must be changed. When filling No.2 HFO service tank three-way
system detects water in the oil being discharged. valve F38V is turned so that HFO is discharged into No.2 HFO service tank.
When changing the supply to No.1 HFO service tank valve F38V must be
The purifier will run through the start up sequence, including a sludge turned so that the supply is directed to the lines feeding No.1 HFO service tank
discharge, before going on line. and the HFO settling tank. In addition valve F36V must be turned so that HFO
is directed into No.1 HFO service tank.
o) Check that the purifier is operating correctly and that there is
adequate throughput. Although it is usual have one HFO service tank filling and the other in use it is
possible to fill and use a HFO service tank at the same time.
p) Ensure that there is no abnormal discharge from the water outlet
or sludge discharge. (Note: The purifier operation is controlled by the Simatic C7-623 controller
and will not require any manual intervention during operation apart
q) Check that the purifier is operating correctly with HFO taken from checking. The controller may be programmed so that the purifier
from the HFO settling tank, purified and returned to No.1 HFO operates according to a preset programme for operations such as
service tank. sludging. The control panel display provides operating information
regarding the purifier and indicates faults which might occur. Details
of the programming operation and display messages are given in
To Stop the Purifier
the Westfalia purifier operating manual which must be consulted
before any steps are taken to modify the purifier control system or
a) Press the program 0 pushbutton on the control panel. programming.)
The purifier will commence the shut down sequence and then stop.
b) Apply the brake during the run down period.
c) Shut off the steam supply to heater.

Illustration 2.7.2b Marine Diesel Oil Purifying System
F36V
LAH LAH LAH
MC MC MC
LX LX LX LX F40V
No.2 LS LS No.1 LS
(55m3) LS LS LS LS
F68V F17V
F41V F72V F19V

To Oily Bilge Tank
F45V F44V F21V F20V
F59V F39V
F61V
TC TC TC TC
(4.2m3/h)
No.4 No.3 No.2 No.1

TI TI TI TI
PI PI PI PI
F49V F48V F23V F22V
F26V
F58V F25V
F47V
F50V
F51V
Pre-Set F54V
To Oily Bilge Tank
F53V F52V F46V
FI FI FI FI
Control
No.2
Heavy Fuel Oil
Purifier
(4200 litres/h)
LAL
LS Steam
Fuel Oil
Instrumentation

Diesel Oil Purifier System d) Ensure the purifier brake is off and the purifier is free to To Stop the Purifier
rotate.
Marine diesel oil is purified in the same way as HFO but there is only one a) Press the program 0 pushbutton on the control panel.
purifier dedicated to MDO. This purifier has the same specification as the HFO e) Ensure that the purifier bowl is assembled correctly and that the
purifiers and can be used for HFO; the purifier supply pump has the same cover is fitted. The purifier will commence the shut down sequence and then stop.
specification as the HFO purifier supply pumps as given above. Even though
MDO is being purified the oil may be heated prior to entering the purifier as f) Check the purifier gearbox oil level. b) Apply the brake during the run down period.
the increased temperature assists in the separation process if the oil is initially
cold. Marine diesel oil is taken from the MDO service tank, purified and g) Check that No.4 purifier supply pump suction strainer is clean. c) Shut off the steam supply to heater.
returned to the MDO service tank.
h) Start No.4 HFO purifier supply pump. Oil will bypass the d) Stop the No.4 purifier supply pump.
purifier by means of the three-way valve. It will be drawn from
Procedure for Operating the Diesel Oil Purifier System the MDO service tank and return to pump suction. e) Shut off the water supplies.
a) Check that there is MDO in the MDO service tank and replenish
i) If necessary slowly open the steam supply to No.4 HFO purifier f) Shut all valves.
if necessary.
heater. Care must be taken to avoid overheating the MDO and
the maximum allowed temperature must not be exceeded (check g) When the purifier has stopped it may be dismantled for
b) All valves in the purifier system are to be initially closed.
with bunker supply details). cleaning.
c) Set the valves, as indicated in the table below, to take suction
j) The temperature of separation is set in the purifier program
from the MDO service tank and discharge back to the MDO
and the program will control the heater. Once set the purifier Procedure for Filling the Emergency Generator Engine Fuel
service tank.
operating program should not require changing.
Tank
Position Description Valve k) MDO will now be heated as it circulates through the heater.
The emergency generator operates on marine gas oil (MGO) which is stored in
Open MDO service tank quick-closing outlet valve F41V the emergency generator engine fuel tank located in the emergency generator
l) Start the purifier.
Open No.4 purifier supply pump suction valve F39V engine room. There should always be sufficient fuel in the storage tank for at
least 24 hours continuous running of the emergency generator.
Closed No.4 purifier supply pump suction valve m) When the purifier has run up to speed, press program 1
from HFO system F45V pushbutton at the separator control panel. The purifier will then
Fuel for the emergency generator is delivered in large drum and the contents of
Open No.4 purifier supply pump outlet valve F49V operate automatically to purify the MDO. The purifier operates
the drum are pumped to the emergency generator engine fuel tank by means of
automatically with the bowl being sludged automatically when
Closed No.4 purifier supply pump line valve to HFO a hand operated pump located outside of the emergency generator room.
the internal sampling system detects water in the oil being
return system F51V discharged.
Under normal circumstance the emergency generator will only be operated
Open No.4 purifier heater inlet valve F58V for testing purposes and so fuel consumption will be minimal. It is, however,
The purifier will run through the start up sequence, including a sludge
Open No.4 purifier heater outlet valve F60V essential that attention is paid to the quantity of fuel remaining in the storage
discharge, before going on line.
tank and replenishment fuel ordered as required to ensure that at fuel for least
Closed No.4 purifier heater bypass valve F47V 24 hours of continuous running is always available.
n) Check that the purifier is operating correctly and that there is
Open No.4 purifier regulating inlet valve (preset) adequate throughput.
Operational No.4 purifier three-way control valve
o) Ensure that there is no abnormal discharge from the water outlet
Open No.4 purifier outlet valve
or sludge discharge.
Open No.4 purifier return valve to pump suction F59V
Closed No.4 purifier return valve to HFO settling tank F54V p) Check that the purifier is operating correctly with MDO taken
from the MDO service tank, purified and returned to the tank
Open Inlet valve to MDO service tank F62V
Closed Line valve to HFO service tanks F61V

2.8 Lubricating Oil Systems
2 8.1 Main Engine Lubricating Oil System
2 8.2 Turbocharger Lubricating Oil System
2.8.3 Generator Engines Lubricating Oil System
2.8.4 Stern Tube Lubricating Oil System
2.8.5 Lubricating Oil Purifying Systems
2.8.6 Lubricating Oil Filling and Transfer System
Illustrations
2.8.1a Main Engine Lubricating Oil System
2.8.1b Main Engine Stuffing Box Transfer System
2.8.2a Main Engine Turbochargers Lubricating Oil System
2.8.4a Stern Tube Lubricating Oil System
2.8.5a Main Engine Lubricating Oil Purifying System
2.8.5b Generator Engine Lubricating Oil Purifying System
2.8.6a Lubricating Oil Transfer System
Part 1
System Description
Illustration 2.8.1a Main Engine Lubricating Oil System DPAH
Port Starboard DPI
MC
For Pump LAL Camshaft DPS

Stop MC Lubricating Oil
L111V L116V Filter PI
LS LS S TI PI
Cylinder Oil Control Air
Measuring Tank L134V No.1 No.2 TI PI
(1.8m3) PI CI Cylinder Oil Cylinder Oil LT Cooling
Storage Tank Storage Tank Water
L115V (79m3) (59.2m3)
L117V L131V Camshaft
Cylinder Oil Transfer Pump W L112V
Fine Lubricating Oil
(1.0m3/h) L127V L113V Filter Cooler
PS
L133V L121V L114V PI
PI
PI CI TI
L119V
L130V CI PI
PIAL TIAH L107V
Hand Pump Camshaft LO No.1
MC MC PI
Inlet
PX TX
TIAH TIAH TIAH CI PI
Camshaft L108V
MC MC MC
Lubricating Oil No.2
TX TX TX Camshaft LO Drain Tank
Inlet (1.0m3) L139V L140V Camshaft Lubricating Oil Pumps
To Oily Bilge Tank
(17.6m3/h)
(Dirty Side) Main Engine
DPAH
DPI
MC
DPS
S PI
PI To Cylinder Oil Control Air
PI Distribution
Stuffing Box TI Boxes
Lubricating Oil TI PI
Drain Pump TIAH PIAL TIAH
(0.6m3/h) MC MC MC TI PI
CI LT Cooling
TX PX TX TC Water
DPAH
TIAH TIAH DPI
Piston LO MC Main
MC MC Main LO
Cooling PIAL Lubricating Oil
L137V Auto DPS
TX TX MC Cooler
L138V Backflushing
PI PX Filter
Stuffing Box Stuffing Box Bearing

Drain Tank Drain Tank LO Inlet L105V
(Clean) (Dirty)
(1.3m3) (1.2m3) PS
To Oily Bilge Tank L103V

(Dirty Side) PI
Sump Fill Line
No.1 L101V
Key
Lubricating Oil Main Lubricating Oil PI

Sump Tank L102V
No.2
Central Cooling Fresh Water (82m3)
Air Main Lubricating Oil Pumps

(1020m3/h)

2.8 LUBRICATING OIL SYSTEMS Lubricating oil supply for the main bearing, thrust bearing and chain drive The camshaft lubricating oil tank has a capacity of 1.0m3 and is charged with
is via direct pipes but for piston cooling, crosshead bearings and crankpin the same oil as used in the main lubrication system.
2.8.1 MAIN ENGINE LUBRICATING OIL SYSTEM bearings the oil is supplied by means of a telescopic pipe to each crosshead. At
the crosshead, oil is distributed between piston cooling and bearing lubrication, Two camshaft lubrication pumps are fitted, one being set as the duty pump
oil for piston cooling flowing upwards through a bore in the piston rod and and the other as the standby pump to cut in automatically if the operating
Main Lubricating Oil Pump
for crankpin bearing lubricating oil flows downwards through a bore in the pump should be unable to maintain the desired system pressure. Oil is directed
Maker: Shinko connecting rod. from the camshaft LO pump to the engine inlet via a cooler and an automatic
No. of sets: 2 self-cleaning filter with a manual bypass. Returns from the cam boxes to the
Type: Deepwell The main lubricating oil system is supplied by one of two main pumps, which camshaft lubricating oil tank is via a magnetic filter.
take suction from the main engine lubricating oil sump tank and supply the
Model: SAC400-2
engine with lubricating oil under pressure. The pumps have remote start The camshaft lubricating oil tank is provided with a bypass fine filter; some
Capacity: 1,020m3/h at 4.5kg/cm2 and stop capability with one of them being selected as the duty pump and of the oil from the camshaft pump outlet flows through this filter and back
Camshaft Lubricating Oil Pump the other as the standby: pump selection is made at the pump screen at the to the camshaft LO drain tank. The camshaft lubricating oil may be purified
operator workstation graphic display in the ECR. The standby pump operates in the LO separator system or pumped to the waste oil tank if excessively
Maker: IMO automatically if the supply pressure from the duty pump falls below a contaminated by fuel oil.
No. of sets: 2 predetermined value for any reason; a pressure switch is fitted at the outlet
Type: Screw from each pump.
Cylinder Lubrication System
Model: ACG052K6IVBO The cylinder lubrication system is completely separate from the main
Pressurised lubricating oil is forced by the pump through the lubricating
Capacity: 17.6m3/h at 4.0kg/cm2 oil cooler. A temperature controlled bypass valve allows a portion of the lubrication system.
Cylinder Lubricating Oil Transfer Pump lubricating flow to bypass the coolers should the temperature of the oil be
such that cooling is not necessary; the normal LO temperature at inlet to the High alkaline cylinder lubricating oil is supplied to the main engine cylinders
Maker: IMO engine should be 45°C. The bypass valve is controlled using the oil inlet on a once through basis in order to lubricate the piston rings to reduce wear and
No. of sets: 1 temperature to the engine as the controlling parameter. Two sets of automatic counteract the acidity of the products of combustion. Cylinder oil is stored in two
Type: Screw backflushing filters are fitted in the lubricating oil supply line after the cooler. cylinder oil storage tanks, No.1 of 79m3 capacity and No.2 of 59.2m3 capacity.
At the exit from the filters, the LO pipe branches, one branch is the main flow These storage tanks are filled from the lubricating oil bunkering stations located
Model: ACE025N3NVBP
to the engine main bearings, vibration damper and chain drive and the other to on the port and starboard sides of the vessel. Cylinder lubricating oil is pumped
Capacity: 1.0m3/h at 2.0kg/cm2 the crosshead for piston cooling and lubrication of the crankpin and crosshead from the cylinder oil storage tanks to the cylinder oil measuring tank using
Stuffing Box Lubricating Oil Filter Pump bearings. The automatic filters have an outlet line to the engine sump. In the cylinder oil transfer pump. A hand pump is provided as back-up for the
addition to the automatic lubricating oil filter a manual filter is fitted for use electrically driven cylinder oil transfer pump.
Maker: IMO when one of the automatic filters is being serviced. The oil falls to the engine
No. of sets: 1 sump tank from the bearings and the piston cooling spaces. Oil flows to the cylinder oil pump stations of the cylinder lubricator system
Type: Screw from the cylinder lubricating oil measuring tank. Steel balls moving in the
The sump may be replenished from the main engine LO storage tank. sight tubes indicate that oil is flowing from the lubricator pump.
Model: ACE025L3NVBP
Capacity: 0.6m3/h at 2.0kg/cm2 After work on any lubricator or pump, the manual button pumps of the cylinder
Camshaft and Exhaust Valve Lubrication System
lubricators should be operated in order to check that oil is flowing from the
In order to prevent the circulating oil in the engine crankcase from becoming lubricator cylinder outlet points.
Introduction
contaminated by fuel oil a separate camshaft system is fitted. Fuel pumps
The main engine has three separate lubricating oil systems: are provided with seals which should prevent fuel leaking past a fuel pump It is essential that the cylinder lubrication injection equipment is operating
plunger and contaminating the associated cam box but failure of the seal could correctly and no unauthorised person should change or adjust the system in
• Main lubricating oil system allow heavy fuel oil to leak into the cam box. If the camshaft system was part any way. Defective operation of cylinder lubrication can result in excessive
• Camshaft and exhaust valves of the main lubrication system, the large lubricating oil charge in the crankcase cylinder liner and piston ring wear.
would become contaminated with the resultant risk of bearing damage due to
• Cylinder oil system corrosion caused by the sulphur in the fuel oil, an increase in lubricating oil
viscosity and a reduction in flash point.
The main lubricating oil system supplies lubricating oil to the main bearings,
the crankpin bearings, crosshead bearings, the chain drive, the thrust bearing In order to avoid such problems a separate system is employed for lubricating
and the piston cooling spaces. the camshaft bearings, roller guides and hydraulically operated exhaust valves.

Port Starboard DPI
MC

LS LS S TI PI
L115V (79m3) (59.2m3)
PS
PI
PI CI TI
L119V
L130V CI PI
PIAL TIAH L107V
MC MC PI
Inlet
PX TX
Camshaft L108V
MC MC MC
To Oily Bilge Tank
(17.6m3/h)
DPAH
DPI
MC
DPS
S PI
PI Distribution
CI LT Cooling
TX PX TX TC Water
DPAH
TIAH TIAH DPI
Piston LO MC Main
MC MC Main LO
L137V Auto DPS
TX TX MC Cooler
L138V Backflushing
PI PX Filter

(Clean) (Dirty)
(1.3m3) (1.2m3) PS

(Dirty Side) PI
Sump Fill Line
No.1 L101V
Key

Sump Tank L102V
No.2

(1020m3/h)

Turbocharger Lubrication System g) Check the outlet flows from the individual units. Check that General Lubrication Systems
temperatures are similar and that all pressure gauges are reading
The main engine turbochargers have a separate lubrication system which is correctly. In the engine room there are storage tanks for turbocharger oil, air compressor
covered in section 2.8.2 oil, purifier oil and daily service oil. Apart from the two daily service tanks
h) When temperatures are stable the LO system is ready, the these tanks are filled manually from drums with the correct grade of oil and oil
engine may be started provided that other main engine service is taken from the tanks for use as required. Checks must be kept on the tanks
Procedure for Operating the Main Engine Lubricating Oil systems are operating correctly. so that they may be replenished before any tank becomes empty.
System
The No. 1 daily service lubricating oil tank is replenished from the main
It is assumed that the engine is stopped but is being prepared for starting. Procedure for Operating the Camshaft Lubricating Oil lubricating oil storage tank via valve L26V and the No.2 daily service
System lubricating oil tank is manually replenished.
a) Check the level of oil in the main engine sump and replenish as
necessary. a) Check the level of oil in the camshaft LO tank and replenish as
necessary.
b) Ensure that the low temperature central cooling system is
operating and that fresh water is circulating through the LO b) Ensure that the low temperature central cooling system is
coolers (see section 2.5.2). operating and that fresh water is circulating through the
camshaft LO cooler (see section 2.5.2).
c) Ensure all pressure gauge and instrumentation valves are open
and that instruments are reading correctly. c) Ensure all pressure gauge and instrumentation valves are open
and that instruments are reading correctly.
d) Set up valves as in the following table:
d) Set up valves as in the following table:
Open No.1 LO pump discharge valve L101V Position Description Valve
Open No.2 LO pump discharge valve L102V Open No.1 camshaft LO pump discharge valve L107V
Closed LO line drain valve to sump (locked) L103V Open No.2 camshaft LO pump discharge valve L108V
Operational LO cooler bypass controlled valve L105V Operational Camshaft LO cooler bypass valve L112V
Open Inlet valve to No.1 auto filter Open Linked three-way valves for the auto/manual filter
unit; set to automatic
Open Outlet valve from No.1 auto filter
Open Bypass fine filter inlet valve L119V
Open Inlet valve to No.2 auto filter
Open Outlet valve from No.2 auto filter e) Select one camshaft LO pump as the duty pump and the other
Open Main LO engine inlet valve as the standby pump. Operate the pump control to start the duty
LO pump.
(Note: It is assumed that all engine lubricating valves are left open.) f) Check that LO is being supplied to all of the engine cam
boxes.
e) Select one LO pump as the duty pump and the other as the
standby pump. Operate the pump control to start the duty LO g) When the camshaft LO system is operating in a stable condition
pump. the engine may be started provided that other main engine
service systems are operating correctly.
f) Keep the LO system circulating and allow the temperature of the
system to gradually increase to normal operating temperature.

Port Starboard DPI
MC

LS LS S TI PI
L115V (79m3) (59.2m3)
PS
PI
PI CI TI
L119V
L130V CI PI
PIAL TIAH L107V
MC MC PI
Inlet
PX TX
Camshaft L108V
MC MC MC
To Oily Bilge Tank
(17.6m3/h)
DPAH
DPI
MC
DPS
S PI
PI Distribution
CI LT Cooling
TX PX TX TC Water
DPAH
TIAH TIAH DPI
Piston LO MC Main
MC MC Main LO
L137V Auto DPS
TX TX MC Cooler
L138V Backflushing
PI PX Filter

(Clean) (Dirty)
(1.3m3) (1.2m3) PS

(Dirty Side) PI
Sump Fill Line
No.1 L101V
Key

Sump Tank L102V
No.2

(1020m3/h)

Cylinder Lubricating Oil System (Note: It is possible to transfer cylinder LO from the storage tanks to the
measuring tank by a hand pump should the main transfer pump fail.
The cylinder lubricating system uses different oil from that employed for the The procedure is as above except that the hand pump valves are open
main system and it is important that the oils are kept separate. and the electrically driven shifting pump valves are closed.)
The quantity of cylinder oil injected at the individual injection points

is controlled by the cylinder lubrication control system. Adjustments to
Cylinder Lubricators
the control system must only be made by authorised personnel and the
The individual cylinder lubricators consist of lubricator boxes containing an oil
manufacturer’s instruction manual must be consulted in order to ensure that
reservoir and cam driven reciprocating pumps which direct oil to the individual
the cylinder lubrication system functions correctly.
cylinder lubricators in measured quantities. The individual lubricator pumps
should not be adjusted without just cause, excessive cylinder lubrication can
The cylinder lubrication system can be considered as two separate parts, that
be as detrimental as insufficient lubrication. Adjustment must only be carried
for supplying cylinder LO to the cylinder oil measuring tank, and the actual
out following consultation of the engine operating manual.
system for injecting the oil into the cylinders, the lubricator injection pumps
and cylinder lubricators. Cylinder oil falls by means of gravity from the
Delivery of lubricating oil from the individual lubricator pumps is shown by
measuring tank to the cylinder lubricator pump stations.
the steel ball in the sight tube; the steel ball will rise in the tube when oil is
being delivered by the pump.
Procedure for Filling the Cylinder Lubricating Oil Measuring
Tank
The description assumes that oil is being taken from the No.1 cylinder oil
storage tank.
a) Check that there is cylinder lubricating oil in the storage tank to

be used.
b) Check the amount of oil in the cylinder oil measuring tank.
c) Set the valves as in the following table:

Open No.1 cylinder oil storage tank quick-closing
suction valve L121V
Closed No.2 cylinder oil storage tank quick-closing
suction valve L114V
Open Cylinder LO transfer pump suction valve L131V
Open Cylinder LO transfer pump discharge valve L134V
Closed Cylinder LO hand pump suction valve L130V
Closed Cylinder LO hand pump discharge valve L133V
d) Start the cylinder oil transfer pump. The pump has an automatic
stop activated by a level switch in the cylinder oil measuring
tank. Should the pump fail to stop the cylinder oil measuring
tank overflows to No.1 cylinder oil storage tank.

Illustration 2.8.1b Main Engine Stuffing Box Transfer System
From LO Bunker Line

Shore Connection
BG52V BG51V L1V
L33V
Port Stb'd
To Waste Oil Main LO Settling Tank

L41V
B50V
L4V
L34V
From Waste
Oil Separator LO
Transfer PI
Pump
To Waste Oil
(15m3/h) CI
Storage Tanks
From No.1 and 2

Generator Engine
L44V L30V
B22V B29V Sumps
L50V
From Oily Bilge From Sludge L32V

From No.3 and 4
Pump Pump
Generator Engine
Sumps To Main LO
Purifier
TIAH TIAH TIAH
MC MC MC
L22V L24V
TX TX TX
L38V
From Main Engine
Crankcase
From Stern Tube From Camnshaft Chamber
Sump Tank LO Tank L25V
PI
PI From Main Engine
Stuffing Box TI Sump Tank
Lubricating Oil
Drain Pump
(0.6m3/h)
CI
TIAH
L43V L42V MC
TX
L137V
TIAH TIAH
L138V MC MC
For Pump TX TX
Stop
Stuffing Box Stuffing Box
LS
Drain Tank Drain Tank
(Clean) (Dirty)
(1.3m3) (1.2m3)
To Oily Bilge Tank Key

(Dirty Side)
Sump Fill Line Lubricating Oil
To Main Engine Sump

Stuffing Box Drain System d) Open the purifier line valve L68V and stuffing box drain tank
inlet valve L45V.
The piston rod gland or stuffing box provides a seal for the piston rod as it
passes through the separating plate between the crankcase and the scavenge
air space. The stuffing box has two sets of segmented rings which are in Procedure for Pumping the Stuffing Box Drain Tank to the
contact with the piston rod; the upper set of rings prevents oily deposits in the Main Lubricating Oil Settling Tank or Shore Connection
scavenge space from entering the crankcase and the lower set of rings scrapes
crankcase oil from the piston rod. At the middle of the stuffing box the oil The contents of both parts of the stuffing box drain tank may be pumped to
which is scraped from the piston rod is mainly crankcase oil but does contain the main LO settling tank using the LO transfer pump. The tank may also be
some cylinder oil and other contaminants from the scavenge space. The oil can pumped to the shore connection line, which has branches to the bilge shore
be used in the crankcase if thoroughly cleaned. The stuffing box drain system connection pipes, the waste oil service tank, the oily bilge dirty tank and the
is used to reclaim the oil. waste oil storage tanks. Steam heating should be applied to the stuffing box
drain tank (clean) as necessary.
Oil from the stuffing box drains flows to the collecting (dirty) part of the
stuffing box drain tank. A baffle separates the dirty part of the tank from the a) Open the suction valve L42V from the dirty part of the tank or
filter (clean) part. When the level in the dirty part of the drain tank rises, oil the suction valve L43V from the clean part of the tank. Ensure
will overflow to the clean part of the drain tank. The stuffing box LO filter that all other tank/sump valves are closed so that oil is not taken
pump takes suction from the filter part of the drain tank and forces the oil from any other tank.
through a filter, a three-way valve allowing the oil to return to the clean part of
the drain tank or to the crankcase. b) Open the LO transfer pump suction valve L32V and discharge
valve L34V.
Procedure for Operating the Stuffing Box Lubricating Oil c) Open valves as indicated for pumping oil from the stuffing box
Filter Pump drain tank to the given locations. All other valves connected to
the LO transfer pump outlet must be closed to prevent the oil
a) Supply steam heating to the stuffing box drain tank filter section from being pumped to an incorrect location.
in order to raise the temperature to the desired value.
Location Valve(s)
b) Set the three-way filter discharge valve F138V for discharge
back to the clean side of the drain tank or to the crankcase. Main LO settling tank L33V
Waste oil service tank (via shore connection line) L50V, L41V
c) Check that the filter is clean and fit for service.
No.1 waste oil storage tank (via shore connection line) L18V, L41V
d) Open the stuffing box LO filter pump suction valve L137V No.2 waste oil storage tank (via shore connection line) L69V, L41V
and start the pump; the tank is fitted with a level switch for Oily bilge tank dirty side (via shore connection line) L87V, L41V
automatic stopping of the pump.
Port bilge shore connection BG52V, L41V
Procedure for Setting the Stuffing Box Drain Tank Valves for Starboard bilge shore connection BG51V, L41V
Purifying the Oil in the Drain Tank
d) Start the stuffing box lubricating oil transfer pump. The pump
a) Open the separator suction valve L42V from the dirty part of the has an automatic stop facility activated by a level switch in the
tank or the suction valve L43V from the clean part of the tank. stuffing box drain tank (clean). When the oil has been pumped
Ensure that all other tank/sump valves are closed so that oil will from the stuffing box drain tank close all valves.
only be drawn from the stuffing box drain tank.
e) Record the oil transfer in the Oil Record Book.
b) Open the main LO purifier supply pump suction valve L62V
and discharge valve L64V.
c) Operate the main LO purifier as in section 2.8.4.

Illustration 2.8.2a Main Engine Turbochargers Lubricating Oil System
TI TI TI
Main Engine
Main Engine Turbocharger Main Engine Turbocharger Main Engine Turbocharger DPAH Turbocharger
DPS
MC Lubricating Oil
Main Engine Turbocharger
Duplex Filter
Lubricating Oil Cooler
DPI
W50V L158V
PI CI
W
PI CI
W49V L157V
TI TI TI
L163V
To No.1 Waste Oil

Storage Tank
L164V
PS
L156V
L153V L152V
Centrifugal PI PI
PI CI Main Engine
Filter
Turbocharger
L159V No.2 No.1 Lubricating Oil
Pumps
(4.0m3/h) (34.6m3/h)
CI CI
LAHL
L162V L161V
MC
PI TI
Key
Lubricating Oil Main Engine Turbocharger

Lubricating Oil Tank (3.5m3)
Central Cooling Fresh Water
136V 135V
Bilge To Oily Bilge Tank

2.8.2 TURBOCHARGER LUBRICATING OIL SYSTEM A turbocharger LO tank bypass filter pump is fitted, this pump operates g) Start the selected operational turbocharger LO pump and check
constantly drawing oil from the drain tank, passing the oil through a filter and that oil is flowing to the three turbochargers and returning from
Turbocharger Lubricating Oil Pump returning the oil to the drain tank. the turbocharger bearings.
Maker: IMO The LO temperature at supply to the turbocharger is 60°C and at outlet from h) Select the second and third turbocharger LO pumps as the
No. of sets: 2 the turbocharger bearings in the range 70°C to 100°C. A three-way bypass standby pumps.
Type: Screw valve is fitted at the cooler in order to regulate the oil flow through the cooler
and hence the temperature of the LO flowing to the turbochargers. i) The turbocharger LO system is now operational and the
Model: ACF 080K41RBO
turbochargers may be operated.
Capacity: 34.6m3/h at 4.0kg/cm2
Procedure for Operating the Turbocharger Lubricating Oil (Note: The turbocharger LO must be tested frequently in order to determine
Turbocharger Lubricating Oil Drain Tank Bypass Filter Pump
System whether or not it is fit for further service. Samples should be taken
from the circulating oil and not directly from the tank.)
No. of sets: 1 a) Ensure that the turbocharger LO tank is filled to the correct
Capacity: 4.0m3/h at 7.0kg/cm2 level and replenish if necessary.
b) Ensure that valves to all instruments are open and that the
Introduction instruments are reading correctly.
The three turbochargers have their own bearing lubrication system which is c) Check that the low temperature central cooling system is
totally independent of the main lubrication system for the engine. Oil drains operating and that cooling water is circulating through the
from the turbocharger bearings to a main engine turbocharger LO drain tank turbocharger LO cooler.
(capacity 3.5m3) and it is from this tank that the pumps take suction. There are
two pumps, one is normally sufficient for duty for all three turbochargers. One d) Set the valves as in the following table.
pump is set as the duty pump and the other as the standby pump which will
start automatically should the duty pump fail to maintain pressure in the outlet Position Description Valve
pipe. Pumps are selected at the pump graphic at the ECR operator workstation.
The pumps may also be used for pumping the turbocharger to No.1 waste oil Open No.1 main turbocharger suction valve L161V
storage tank when replacing the charge. Open No.1 main turbocharger discharge valve L152V
The pumps discharge through a cooler and then a duplex filter to a line Open No.2 main turbocharger suction valve L162V
which supplies the three turbochargers. The common outlet line from the Open No.2 main turbocharger discharge valve L153V
turbocharger LO pumps is fitted with a pressure relief valve and this relief
Operational Discharge pressure regulating valve L156V
valve discharges back to the turbocharger LO drain tank. The turbocharger LO
cooler is circulated with fresh water from the low temperature central cooling Closed Discharge valve to No.1 waste oil storage tank L164V
system (see section 2.5.2). Open Cooler inlet valve L157V
From the duplex filter outlet the turbocharger LO flows to the inlet manifold Open Cooler outlet valve L158V
supplying the three turbochargers. Under normal circumstances a LO supply Operational Cooler three-way bypass valve L155V
is maintained to the turbochargers in order to ensure that they are always
available for service and to prevent damage. A LO supply must be maintained Open Filter pump suction valve L159V
when the engine is stopped as natural draught through the turbocharger will
cause the rotor to turn and hence the bearings must be lubricated. e) Check that the duplex filter is clean and that the bypass
centrifugal filter is operational.
The turbocharger LO drain tank and the individual turbocharger bearing areas
are connected by means of piping to the oil mist manifold which is vented at f) Start the turbocharger LO tank bypass filter LO pump and check
the funnel top. that oil is flowing back to the turbocharger LO tank.

2.8.3 GENERATOR ENGINES LUBRICATING OIL SYSTEM
Introduction
Each generator engine has its own engine driven lubricating oil circulation
pump and an electrically driven prelubrication pump which ensures that all
running surfaces are effectively lubricated before the engine is started. After
the engine has started and the engine driven lubrication pump is supplying oil
at the correct pressure, the prelubrication pump is stopped. Both pumps take
suction from the engine sump.
The oil supply from both pumps passes through a filter and a cooler before
flowing to the engine system. The flow of oil through the cooler is regulated
by means of a three-way valve which allows some or all of the circulating
lubricating oil to bypass the cooler in order to maintain the correct LO
temperature. The three-way valve is controlled by the temperature of the LO
flowing to the engine.
Generator engine main bearings, crankpin bearings, top end bearings, camshaft
system, valve rocker units and the turbocharger bearings are lubricated from
the system. A flow of cooling oil is also directed to the piston and the cylinders
are lubricated by oil from the crankcase. The entire lubrication system is part
of the engine construction and there are no valves which need to be operated
within the engine lubrication system.
The lubricating oil in each of the generator engine sump must be maintained
at the correct level and the sumps are replenished with oil taken from the
generator engine LO measuring tank. This tank is filled by gravity from the
generator engine LO storage tank.
The sump of any generator engine may be purified on a continuous basis; this
is described in section 2.8.5.

Illustration 2.8.4a Stern Tube Lubricating Oil System
Stern Tube LO
Forward Seal Tank
(Capacity 20 litres) LAL
LS
MC
LS
Gravity Stand
Pipe (0.2m3) From L128V
Drain Plug Lubricating Oil
Transfer System L141V
L122V
Lubricating Oil
Dosing Pump
Unit (100 litres) PI CI
To Oily Bilge Tank
(Dirty Side) DPAH
L142V MC
DPI
No.1
Stern Tube Lubricating Oil
PS Circulation pumps (4.3m3/h)
L123V L129V PI CI
L143V L132V
Test Test Valve

L124V Valve
No.2
PI TI
Injection
Nozzle
Fine Filter
PI TI PI CI
L150V L120V
(0.4m3/h)
Water
Separator LAL
MC
L145V LS
PI L146V
Key L149V L147V

Lubricating Oil
Sump Tank (3.9m3)
To Oily Bilge Tank
Bilge

2.8.4 STERN TUBE LUBRICATING OIL SYSTEM Fresh water in a tank through which the stern tube passes, provides for stern Position Description Valve
tube cooling and no separate LO cooling system is required. Open Stern tube LO sump tank outlet valve (locked open) L120V
Stern Tube Seals
Seals are provided at the outer and inner ends of the stern tube, these being Open No.1 LO circulation pump suction valve
Maker: Blohm and Voss AG designed to prevent the entry of water into the stern tube area and prevent oil Open No.1 LO circulation pump discharge valve
Type: Simplex Compact Elastomeric Lip seals leaking out to sea or into the machinery space at the forward end of the stern
tube. Open No.2 LO circulation pump suction valve
Model: 900(SC2B) aft and 900(SC2Z) forward
Open No.2 LO circulation pump discharge valve
Stern Tube Bearing Lubricating Oil Circulating Pump The aft seal consists of three parts, the three rubber lip sealing rings, the metal
housing holding the sealing rings and a liner which rotates with the propeller Operational Circulation pump return relief valve L128V
Maker: IMO
shaft. The aftermost sealing ring is No.1 seal ring and this faces outwards, as Open Circulation pump line outlet valve L129V
No of sets: 2 does No.2 seal. No.3 seal ring faces inwards. An oil supply from the LO dosing
Type: Screw pump flows to the space between the two after stern tube seals, No.2 seal ring Closed Line flow test valve L132V
Model: ACE032N3NVBPT4EQ101 and No.3 seal ring. Open (locked) Inlet valve to stern tube L123V
Capacity: 4.3m3/h at 4.0kg/cm2 Open (locked) Gravity standpipe outlet valve L122V
The dosing pump takes suction from the dosing tank and output from the
Stern Tube Lubricating Oil Sump Tank Filter Pump dosing pump can be adjusted in order to give the necessary oil supply to Closed Stern tube bearing drain valve (locked closed) L145V
the seal area; this ensures that the space between the two sealing rings is Closed Stern tube bearing test valve L146V
No of sets: 1
maintained fully charged with oil. A relief valve on a branch from the dosing
Capacity: 10.4m3/h at 2.0kg/cm2 pump outlet returns oil to the pump suction and this prevents overpressure of Closed Stern tube LO sump tank replenishment valve L21V
Stern Tube Dosing Pump Unit the dosing pump line to the after seal. The dosing tank is replenished from the Open Stern tube fine filter pump suction valve L150V
LO transfer system.
Maker: Dosapro Milton Roy
No of sets: 1 The forward seal is provided with an oil supply from the forward stern tube e) Select one of the stern tube LO circulating pumps as the duty
Model: mRoy A29F1H46 seal oil tank. The supply is by means of gravity and the return of oil from the pump and the other as the standby pump. Start the duty pump.
Capacity: 0.32 - 3.2 litres/hour at 46kg/cm2 seal area is back to the same tank via a separate pipe. The forward stern tube
seal oil tank is independent of other parts of the stern tube lubricating system f) Ensure that the duty stern tube LO circulating pump maintains
and is replenished manually. The tank is fitted with both a low and high level the level in the stern tube LO gravity standpipe.
Introduction alarms.
g) Check the stern tube LO sump tank fine filter and clean as
The stern tube provides a bearing support for the shaft and this is oil lubricated. The stern tube LO sump tank is equipped with a low level alarm. The stern tube necessary; start the fine filter pump.
The stern tube is sealed at both ends using lip type seals. The stern tube bearing LO sump tank may be replenished by gravity from the LO storage tank. Oil in
lubricating system is independent of other systems. There are three lubricating the stern tube LO sump tank may be purified using the LO separator. h) Check the LO drain tank for water at regular intervals.
systems for the stern tube, one for the bearing unit, one for the after seal and i) Take a sample for analysis from the circulating LO system at
one for the forward seal. They all use the same lubricating oil. regular intervals.
Procedure for the Operation of the Stern Tube Bearing
There are two stern tube LO circulating pumps, one operating and the other
Lubricating Oil System
on standby. The operating stern tube circulating pump draws oil from the stern
a) Ensure that all instrumentation valves are open and that
tube LO sump tank and pumps it to the stern tube bearing via a duplex filter.
instrumentation is reading correctly.
Pressure in the stern tube bearing is maintained by the gravity standpipe, the oil
level in the gravity standpipe being 13.4m above the propeller shaft centre line.
b) Ensure that there is sufficient oil in the stern tube LO sump tank,
The oil height of the gravity tank is such that the oil head is greater than the
replenish the tank if necessary.
sea water head at normal full load conditions, thus water ingress to the bearing
from the sea is avoided. The gravity standpipe is provided with a level switch
c) Ensure that there is sufficient oil in the dosing tank, replenish
which activates an alarm when the level falls below the desired level.
the tank if necessary.
The oil level in the stern tube gravity standpipe is maintained by flow from the
d) Set valves as in the following table:
stern tube LO circulating pumps. Overflow from the gravity standpipe is back
to the stern tube LO sump tank via a sight glass. The sight glass provides a
visual indication that the gravity standpipe oil level is being maintained.

Illustration 2.8.4a Stern Tube Lubricating Oil System
Stern Tube LO
Forward Seal Tank
(Capacity 20 litres) LAL
LS
MC
LS
Gravity Stand
Pipe (0.2m3) From L128V
Drain Plug Lubricating Oil
Transfer System L141V
L122V
Lubricating Oil
Dosing Pump
Unit (100 litres) PI CI
To Oily Bilge Tank
(Dirty Side) DPAH
L142V MC
DPI
No.1
PS Circulation pumps (4.3m3/h)
L123V L129V PI CI
L143V L132V
Test Test Valve

L124V Valve
No.2
PI TI
Injection
Nozzle
Fine Filter
PI TI PI CI
L150V L120V
(0.4m3/h)
Water
Separator LAL
MC
L145V LS
PI L146V
Key L149V L147V

Lubricating Oil
Sump Tank (3.9m3)
To Oily Bilge Tank
Bilge

Procedure for Operating the After Stern Tube Seal Oil Stern Tube Lubrication and Seal Checks During Engine Operation
System
• Check the pressure gauge readings daily
a) Check the level of oil in the after stern tube seal oil dosing tank • Check the stern tube LO temperature daily
and replenish as necessary.
• Check the forward seal LO temperature or casing temperature
daily
b) Set the valves as in the following table:
• Check the oil level in the forward seal oil tank daily
Position Description Valve • Check for any discolouration of the LO or for the presence of
Open Dosing pump outlet valve L142V water daily
Open Dosing pump line inlet valve to stern tube L143V • Check the operation of LO filters and clean as required
monthly
Closed Test valve L124V
Closed Dosing tank supply valve L141V Intermediate Shaft Bearing
Operational LO dosing pump relief valve back to seal oil tank The intermediate shaft bearings are lubricated from an integral sump and throw
ring; the oil level should be checked daily and topped up as required. The
c) Clean the dosing pump suction strainer. bearing casing is fresh water cooled from the low temperature cooling fresh
water circulating system.
d) Start the LO dosing pump.
e) Adjust the dosing pump to give the correct flow of oil.
Procedure for Operating the Forward Stern Tube Seal Oil

System
a) Check the level of oil in the forward stern tube seal oil tank and
replenish if necessary.
b) The system will operate automatically when the shaft turns.
Procedure for Preparing the Stern Tube System for

Inspection
a) Switch off the alarm and control panels.
b) Stop the LO pumps and allow oil to settle in the system.
c) Open the drain valve L145V and allow the system oil to drain
back to the stern tube LO sump tank.

Illustration 2.8.5a Main Engine Lubricating Oil Purifying System Starboard
Port
L12V L1V
L33V
L5V
To Shore L67V
Generator Engine
Connection Automatic
LO Storage Tank L41V Main LO Storage Tank Main LO Settling Tank Starter Control
(22.8m3)
L (119m3) (73.3m3) Panel
Generator Engine L13V 14V L40V L4V
Measuring Tank L3V L2V
(0.1m3)
L39V
Power
L46V
PIAL TIAH
MC MC
L51V Set 95°C Set 90°C
PX TX No.2 LO
Daily Tank Set 95°C TC TI TC TI
No.1 (0.2m3) PI PI
L20V TC TI
Generator Engine L28V PI No.2
LO Sump Tank Main LO
Generator Engine
L54V Purifier Heater Purifier Heater
No.1
L19V Generator Engine
L26V Purifier Heater Set TI Set Valve TI
Valve
PIAL TIAH Set
MC MC L Valve
55V TI
L52V
PX TX No.1 LO
TX TX TX
Daily Tank
S S S
No.2 L18V (0.2m3)
Generator Engine TI TI TI
L27V
LO Sump Tank
L17V
L34V PI PS L66V PI PS L57V L64V L58V
PIAL TIAH
MC MC
L53V PI
PX TX FI FI
L L PI PS
LO CI No.1 41V No.2 56V Main LO PI Main LO
No.3 L16V Transfer Generator Engine Generator Engine Purifier Supply Purifier
Generator Engine Pump LO Purifier 900L/h LO Purifier 900L/h Pump CI 5900L/h
LO Sump Tank (15m3/h) CI CI PI (5.9m3/h)
L9V
L15V
L44V L30V
PIAL TIAH L48V L61V
L L32V
MC MC
L6V 10V
PX TX
No.4 L7V L11V L68V L50V

Generator Engine
LO Sump Tank
L8V
L62V
L31V
Stern Tube LO
Dosing Unit
To Oily Bilge Tank
L22V LAH L24V L43V L42V L47V L29V LAH
(Dirty) LS
MC MC
L21V L38V
L23V L45V LAH LAH
LS LS LS
MC MC L25V
Lubricating Oil
Stern Tube Camshaft Stuffing Box Stuffing Box Main Lubricating Oil Main Engine Sludge Tank Key
Lubricating Oil Lubricating Oil Drain Tank Drain Tank Sump Tank Crankcase (8.7m3)
Sump Tank Tank (Clean)(1.3m3) (Dirty)(1.2m3) (82m3) Chamber Lubricating Oil
(3.9m3) (1.0m3)
Electrical Signal

2.8.5 LUBRICATING OIL PURIFYING SYSTEMS Procedure for Transferring Main Engine Lubricating Oil to c) Open the control air valves and fresh water supply valve to the
the Settling Tank from the Main Engine Sump purifier.
Main Engine Lubricating Oil Purifying System d) Ensure that there is electrical power at the purifier control box.
Oil is pumped from the main engine sump to the main engine LO settling tank
by means of the LO transfer pump.
Lubricating Oil Purifier e) Set the valves, as shown in the following table.
a) Ensure that there is sufficient capacity in the LO settling tank.
Maker: Westfalia
No. of sets: 1 b) Ensure that all instruments and gauges are reading correctly.
Closed LO settling tank quick-closing outlet valve L2V
Model: OSC30-91-066
Capacity: 5,900 litres/hour c) Set the valves as in the following table: Open Suction from the main engine LO sump tank L25V
Closed Suction from the main engine crankcase chamber L38V
Lubricating Oil Purifier Heater Position Description Valve
Closed Line valve L31V
Maker: Dong Hwa Open Main LO sump tank suction valve L25V
No. of sets: 1 Closed Suction from stern tube LO tank L22V
Open LO transfer pump suction valve from main engine L32V
Type: Shell and tube (650CZ-2) Closed Suction from main engine camshaft LO sump tank L24V
Open LO transfer pump discharge valve L34V
Capacity: 5,900 litres/hour Closed Suction from main engine stuffing box drain tank L43V, L42V
Open Discharge line valve to main LO settling tank L33V
Lubricating Oil Purifier Supply Pump Open Main engine LO purifier feed pump
suction valve from suction main L62V
Maker: IMO
d) Start the LO transfer pump and pump oil from the LO main Open Main engine LO purifier feed pump discharge L64V
No. of sets: 1 engine sump to the main engine LO settling tank.
Model: ACG045N61VBO Closed Main engine LO purifier heater bypass valve L58V
Capacity: 5,900 litres/hour at 3.0kg/cm2 Operational Main engine LO purifier recirculation three-way valve
Procedure for Operating the Main Engine Lubricating Oil
Purifying System Open Main engine LO purifier outlet valve
Introduction Closed Purifier discharge valve to
(Note: The purifier is controlled by the GEA Simatic C7-623 control unit. This
main engine LO settling tank L67V
There is one centrifugal self-cleaning LO purifier dedicated to the main controller controls the sludging of the bowl according to information
engine, this can purify LO from the main engine sump or the main engine LO received from the purifier and the water and sludge monitoring Open Discharge manifold supply to
settling tank. The purifier can be used for batch purification or for continuous systems. Operating programs may be defined at the Simatic panel but main engine LO sump tank L47V
purification. Cleaned oil from the purifier can be discharged to the main engine the operating program must only be changed if there is an absolute Closed Discharge manifold supply to, stuffing box
LO sump or to the main engine LO settling tank. need and only after consultation with the Chief Engineer. Under
main engine camshaft and stern tube tanks L68V
normal circumstances the separation program is started by pressing the
The main LO purifier can also purify oil from the stern tube LO sump tank, the program 1 pushbutton and stopped by pressing program 0 pushbutton.
camshaft LO tank and the stuffing box drain tank. The Simatic unit also provides operating information regarding the f) Ensure the purifier brake is off and the purifier is free to
separator system, this information is displayed on the panel screen rotate.
The main lubricating oil purifier is supplied with oil by a LO feed pump which and is called up by pressing the function soft key for a particular
passes the LO through a steam heater before it enters the purifier. system.) g) Ensure that the purifier bowl is assembled correctly and that the
cover is fitted.
Instrument air is supplied to the purifiers to control the supply of oil to the For purifying main engine LO from the main engine LO sump tank back to
bowl. Domestic fresh water is supplied for sealing and flushing purposes. the main engine sump the purifier normally operates continuously on the main h) Check the purifier gearbox oil level.
engine sump when the main engine is running.
i) Check that the LO purifier feed pump suction strainer is clean.
a) Check and record the level of oil in all LO tanks.
j) Start the purifier feed pump. Oil will bypass the purifier by
b) All valves in the purifier system should be initially closed. means of the three-way control valve.
k) Slowly open the steam supply to the LO purifier heater.

Illustration 2.8.5a Main Engine Lubricating Oil Purifying System Starboard
Port
L12V L1V
L33V
L5V
To Shore L67V
Generator Engine
(22.8m3)
L (119m3) (73.3m3) Panel
(0.1m3)
L39V
Power
L46V
PIAL TIAH
MC MC
PX TX No.2 LO
No.1 (0.2m3) PI PI
L20V TC TI
Generator Engine
No.1
Valve
PIAL TIAH Set
MC MC L Valve
55V TI
L52V
PX TX No.1 LO
TX TX TX
Daily Tank
S S S
No.2 L18V (0.2m3)
L27V
LO Sump Tank
L17V
PIAL TIAH
MC MC
L53V PI
PX TX FI FI
L L PI PS
L9V
L15V
L44V L30V
PIAL TIAH L48V L61V
L L32V
MC MC
L6V 10V
PX TX

Generator Engine
LO Sump Tank
L8V
L62V
L31V
Stern Tube LO
Dosing Unit
To Oily Bilge Tank
(Dirty) LS
MC MC
L21V L38V
L23V L45V LAH LAH
LS LS LS
MC MC L25V
Lubricating Oil
Stern Tube Camshaft Stuffing Box Stuffing Box Main Lubricating Oil Main Engine Sludge Tank Key
Sump Tank Tank (Clean)(1.3m3) (Dirty)(1.2m3) (82m3) Chamber Lubricating Oil
(3.9m3) (1.0m3)
Electrical Signal

l) Set the steam temperature control to the required temperature at Procedure for Purifying Lubricating Oil from the Main Engine Procedure for Purifying Lubricating Oil from the Main Engine
the purifier control panel as part of the program selection. Take Lubricating Oil Settling Tank and Returning it to the Main Stuffing Box Drain Tank and Returning it to the Main Engine
care to avoid overheating the oil.
Engine Sump Stuffing Box Drain Tank
m) Lubricating oil will be circulating through the heater back to the The procedure for purifying LO from the main engine LO settling tank and The procedure for purifying LO from the main engine stuffing box drain tank
main engine LO sump tank. returning it to the main engine sump is the same as that above for purifying and returning it to the main engine stuffing box drain tank is the same as that
from the main engine sump tank back to the sump tank, except for the setting above for purifying from the main engine sump tank back to the sump tank,
n) Press the separator program 1 pushbutton at the control panel. of line valves. except for the setting of line valves.
Open the purifier clean oil outlet valve. The purifier will then
operate automatically to purify the LO. The purifier operates The quick-closing suction main suction valve from the main engine LO settling The suction main suction valve from the main engine stuffing box drain tank
automatically with the bowl being sludged automatically at set tank L2V must be open and the suction main non-return suction valve from the must be open, L42V for the dirty side or L43V for the clean side. The suction
time intervals according to the selected program; the interval main engine LO sump tank L25V must be closed. main non-return suction valve from the main engine LO sump tank L25V must
between desludging must be determined by test operation. be closed. The return valve to the main engine sump L47V must be closed and
Lubricating oil from the main engine sump must be pumped to the LO settling the return line valves L68V and the return valve to the main engine stuffing
The purifier will run through the start up sequence, including a sludge tank as described above and allowed to settle there for at least 12 hours with box drain tank L45V must be open.
discharge, before going on line. steam heating applied. After settling, the self-closing drain valve on the main
engine LO settling tank must be opened in order to drain water from the tank.
o) Check that the purifier is operating correctly and that there is
The quick-closing discharge valve from the main engine LO settling tank may Procedure for Purifying Lubricating Oil from the Stern Tube
adequate throughput. Lubricating Oil Tank and Returning it to the Stern Tube
then be opened and the purifier system operated as above.
Lubricating Oil Sump Tank
p) Ensure that there is no abnormal discharge from the water outlet
Main engine LO may be purified from the LO settling tank back to the settling
or sludge discharge. The procedure for purifying LO from the stern tube LO sump tank and
tank rather than back to the main engine sump tank; in this case the return
valve to the main engine sump tank L47V must be closed and the return valve returning it to the stern tube LO sump tank is the same as that above for
q) Check that the purifier is operating correctly with LO taken purifying from the main engine sump tank back to the sump tank, except for
to the settling tank L67V must be open.
from the main LO sump tank, purified and returned to the main the setting of line valves.
engine LO sump.
Procedure for Purifying Lubricating Oil from the Camshaft The suction main suction valve from the stern tube LO sump tank L22V must
To Stop the Purifier Lubricating Oil Sump Tank and Returning it to the Camshaft be open and the suction main non-return suction valve from the main engine
Lubricating Oil Sump Tank LO sump tank L25V must be closed. The return valve to the main engine sump
L47V must be closed and return line valves L68V and the return valve to the
a) Press the program 0 pushbutton on the control panel.
The procedure for purifying LO from the camshaft LO sump tank and returning stern tube LO sump tank L21V must be open.
it to the camshaft LO sump tank is the same as that above for purifying from
The purifier will commence the shutdown sequence and then stop.
the main engine sump tank back to the sump tank, except for the setting of line
valves.
The suction main suction valve from the camshaft LO sump tank L24V must
be open and the suction main non-return suction valve from the main engine
LO sump tank L25V must be closed. The return valve to the main engine sump
d) Stop the feed pump.
L47V must be closed and the return line valves L68V and inlet valve to the
camshaft LO sump tank L23V must be open.
e) Shut off the water supplies.
f) Shut all valves.
g) When the purifier has stopped it may be dismantled for

cleaning.
(Note: Oil in the main engine crankcase chamber may be purified by opening
valve L38V rather than the sump suction valve L25V. The return of
such oil is to the main engine sump.)

Illustration 2.8.5b Generator Engine Lubricating Oil Purifying System
Starboard
Port
L12V L1V
L33V
L5V
To Shore L67V
Generator Engine
(22.8m3)
L (119m3) (73.3m3) Panel
(0.1m3)
L39V
Power
L46V
PIAL TIAH
MC MC
PX TX No.2 LO
No.1 (0.2m3) PI PI
L20V TC TI
Generator Engine
No.1
Valve
PIAL TIAH Set
MC MC L Valve
55V TI
L52V
PX TX No.1 LO
TX TX TX
Daily Tank
S S S
No.2 L18V (0.2m3)
L27V
LO Sump Tank
L17V
PIAL TIAH
MC MC
L53V PI
PX TX FI FI
L L PI PS
L9V
L15V
L44V L30V
PIAL TIAH L48V L61V
L L32V
MC MC
L6V 10V
PX TX

Generator Engine
LO Sump Tank
L8V
L62V
L31V
Stern Tube LO
Dosing Unit
To Oily Bilge Tank
(Dirty) LS
MC MC
L21V L38V
L23V L45V LAH LAH
LS LS LS
MC MC L25V
Lubricating Oil
Key
Stern Tube Camshaft Stuffing Box Stuffing Box Main Lubricating Oil Main Engine Sludge Tank
Lubricating Oil
Sump Tank Tank (Clean)(1.3m3) (Dirty)(1.2m3) (82m3) Chamber
(3.9m3) (1.0m3)
Electrical Signal

GENERATOR ENGINE LUBRICATING OIL PURIFYING SYSTEM Procedure for Purifying Generator Engine Lubricating Oil Lubricating Oil Purifier
from a Generator Engine Lubricating Oil Sump Tank and Valve
Lubricating Oil Purifier Returning it to the same Generator Engine Sump
Position Description No.1 Purifier No.2 Purifier
Maker: Westfalia
a) Check and record the level of oil in all LO sumps. Open Purifier feed pump
No. of sets: 2
suction valve L48V L61V
Model: OSC5-02-066 b) All valves in the purifier system should be initially closed.
Open Purifier feed pump outlet valve L 49V L56V
Capacity: 900 litres/hour
c) Open the control air valves to the purifier three-way valve. Closed Heater bypass valve L66V L57V
Operational Three-way control valve
Lubricating Oil Purifier Heater d) Ensure that there is a fresh water supply available to the purifier
to be used. Open Purifier outlet valve
Maker: Dong Hwa
No. of sets: 2
e) Ensure that there is electrical power at the purifier control box.
Type: Shell and tube (630CZ-2) g) Select the generator engine sump to be purified.
Capacity: 900 litres/hour f) Set the valves, as shown in the following table.
(Note: Interlocked three-way valves at the generator engine sump suction
and return lines allow an engine sump to be selected for each of the
Generator Engine Sump Linked Three-Way Valves purifiers. No.1 purifier serves No.1 and No.2 generator engines whilst
Introduction
The linked three-way valves must be set for operation with a particular No.2 purifier serves No.3 and No.4 generator engines.)
The generator engine LO purifiers operate on the same principle as the main engine.
engine LO purifier. The two generator engine LO purifiers have their own h) Ensure the purifier brake is off and the purifier is free to
pumps which operate when the purifier is running. No.1 generator engine rotate.
No.1 and No.2 generator engine linked three-way suction valve L55V
LO purifier is arranged to take suction from No.1 and No.2 generator engine
sumps, and No.2 generator engine LO purifier is arranged to take suction from No.1 and No.2 generator engine linked three-way return valve L54V i) Ensure that the purifier bowl is assembled correctly and that the
No.3 and No.4 generator engine sump tanks. cover is fitted.
No.3 and No.4 generator engine linked three-way suction valve L10V
No.3 and No.4 generator engine linked three-way return valve L9V j) Check the purifier gearbox oil level.
Lubricating oil from the generator engine sump tank flows from the sump tank
to the suction side of the relevant purifier feed pump, via a suction filter and a
system of linked three-way valves. These valves ensure that suction and return k) Check that the LO purifier feed pump suction strainer is clean.
Generator Engine Sump Suction and Return Valves
applies to the same generator engine sump thus preventing oil being taken
from one generator engine sump and returned to another generator engine Generator Suction Valve Return Valve l) Start the purifier. Oil will by pass the purifier by means of a
sump. The feed pump circulates the LO through the heater and then supplies it three-way valve. It will be drawn from the appropriate generator
No.1 generator engine L19V L20V engine sump tank and flow back to the designated engine sump
to the purifier. From the purifier the cleaned oil returns to the generator engine
sump tank. No.2 generator engine L17V L18V tank.
No.3 generator engine L15V L16V
Sludge from the generator engine LO purifiers flows to the LO sludge tank. m) Slowly open the steam supply to the purifier LO heater.
No.4 generator engine L8V L7V
Under normal circumstances a purifier will operate continuously when the n) Select the oil temperature required at the program controller
generator engine is running, taking LO from the engine sump tank and (this will normally have been set).
returning it to the same sump tank.
o) Lubricating oil will now be circulating through the heater back
Generator engine sumps are supplied with make-up LO from the generator to the generator engine sump tank.
engine LO storage tank via the generator engine LO measuring tank.
p) Open the purifier outlet valve.
Purifiers may be programmed to perform particular functions at preset times.
The purifier must be programmed to operate as required using the programming q) Press the program 1 pushbutton to start the separator. The
keypad panel; details of the programming possibilities may be found in the purifier will then operate automatically to purify the LO. The
purifier operating manual. purifier will run through the start up sequence, including a
sludge discharge, before going on line.

Illustration 2.8.5b Generator Engine Lubricating Oil Purifying System
Starboard
Port
L12V L1V
L33V
L5V
To Shore L67V
Generator Engine
(22.8m3)
L (119m3) (73.3m3) Panel
(0.1m3)
L39V
Power
L46V
PIAL TIAH
MC MC
PX TX No.2 LO
No.1 (0.2m3) PI PI
L20V TC TI
Generator Engine
No.1
Valve
PIAL TIAH Set
MC MC L Valve
55V TI
L52V
PX TX No.1 LO
TX TX TX
Daily Tank
S S S
No.2 L18V (0.2m3)
L27V
LO Sump Tank
L17V
PIAL TIAH
MC MC
L53V PI
PX TX FI FI
L L PI PS
L9V
L15V
L44V L30V
PIAL TIAH L48V L61V
L L32V
MC MC
L6V 10V
PX TX

Generator Engine
LO Sump Tank
L8V
L62V
L31V
Stern Tube LO
Dosing Unit
To Oily Bilge Tank
(Dirty) LS
MC MC
L21V L38V
L23V L45V LAH LAH
LS LS LS
MC MC L25V
Lubricating Oil
Key
Lubricating Oil
(3.9m3) (1.0m3)
Electrical Signal

r) Check that the purifier is operating correctly and that there is
adequate throughput.
s) Ensure that there is no abnormal discharge from the sludge

discharge.
t) Check that LO is being drawn from the selected generator

engine sump tank and being returned to the same sump tank.
To Stop the Purifier

a) Press the program 0 pushbutton on the control panel.
The purifier will commence the shutdown sequence and then stop.
d) Shut off the water supplies.
e) Shut all valves.
f) When the purifier has stopped it may be dismantled for

cleaning.
Purifier Crossover System
It is possible to cross connect No.1 generator purifier onto the suction and
discharge of No.3 and 4 generator engine sumps and conversely, No.2 generator
purifier can be cross connected onto the suction and discharge of No.1 and 2
generator engine sumps via isolating valves L11V and L50V. This allows the
purification of any generator sump by either purifier when the normal system
purifier is shut down for maintenance.

Illustration 2.8.6a Lubricating Oil Transfer System Starboard
Port
L12V L1V
L33V
L5V
To Shore L67V
Generator Engine
(22.8m3)
L (119m3) (73.3m3) Panel
(0.1m3)
L39V
Power
L46V
PIAL TIAH
MC MC
PX TX No.2 LO
No.1 (0.2m3) PI PI
L20V TC TI
Generator Engine
No.1
Valve
PIAL TIAH Set
MC MC L Valve
55V TI
L52V
PX TX No.1 LO
TX TX TX
Daily Tank
S S S
No.2 L18V (0.2m3)
L27V
LO Sump Tank
L17V
PIAL TIAH
MC MC
L53V PI
PX TX FI FI
L L PI PS
L9V
L15V
L44V L30V
PIAL TIAH L48V L61V
L L32V
MC MC
L6V 10V
PX TX

Generator Engine
LO Sump Tank
L8V
L62V
L31V
Stern Tube LO
Dosing Unit
To Oily Bilge Tank
(Dirty) LS
MC MC
L21V L38V
L23V L45V LAH LAH
LS LS LS
MC MC L25V
Lubricating Oil Key

Lubricating Oil Lubricating Oil Drain Tank Drain Tank Sump Tank Crankcase (8.7m3) Lubricating Oil
(3.9m3) (1.0m3)
Electrical Signal

2.8.6 LUBRICATING OIL FILLING AND TRANSFER Lubricating oil is transferred from the storage to the operating or sump tanks f) Record the quantity of LO transferred and close all valves.
SYSTEM by means of gravity. No.1 daily service LO tank is filled by means of a line
valve from the main LO storage tank. No.2 daily service LO tank is filled by (Note: In the event of failure of the cylinder LO transfer pump the hand
Lubricating oil is stored in the following main storage tanks, located in the hand. pump can be used to transfer cylinder LO from the storage tanks to
engine room. the measuring tank. The transfer pump suction and discharge valves
Procedure for Transferring Main Engine Lubricating Oil by must be closed and the hand pump suction valve L130V and discharge
Tank Volume 100% (m3) Outlet valve Gravity valve L133V must be open. The hand pump is operated to transfer the
desired quantity of oil.)
Main LO storage tank 119.0 L3V All valves should be in the closed position.
Main LO settling tank 73.3 L2V
a) Open the main engine LO storage tank quick-closing outlet Procedure for Transferring Generator Engine Lubricating
Main engine sump 82.0 valve L3V and then the following valves depending on the Oil
No.1 cylinder oil storage tank 79.0 L121V service selected.
Filling the generator engine LO measuring tank:
No.2 cylinder oil storage tank 59.2 L114V
Description Valve
Cylinder oil measuring tank 1.8 L117V a) All valves should be initially closed.
Line valve to main engine sump L29V
Turbocharger LO tank 0.6 L35V
Line valve to No.1 daily service tank for hand lubrication L26V b) Check how much oil is in the generator engine LO measuring
Camshaft LO drain tank 1.0 tank and how much is to be transferred.
Camshaft LO tank L23V
Stuffing box LO drain tank 2.5
Stern tube LO sump tank L21V c) Turn the three-way valve L39V so that the flow of oil is from
Generator engine LO storage tank 22.8 L13V the storage tank to the measuring tank.
Generator engine LO measuring tank 0.1 L39V b) When the desired quantity of lubricating oil has been transferred
close all valves and record the quantity of oil transferred. d) Open the generator engine LO storage tank quick-closing outlet
No.1 LO daily service tank 0.2 L27V
valve L13V. The measuring tank overflows back to the storage
No.2 LO daily service tank 0.2 L28V tank.
Procedure for Transferring Cylinder Oil from the Storage
Stern tube LO sump tank 3.9 Tank to the Cylinder Oil Measuring Tank e) Run down the desired quantity of oil to the generator engine LO
Air compressor LO tank 0.25 L36V measuring tank and then close the generator engine LO storage
Purifier LO tank 0.25 L37V Cylinder oil is pumped from the cylinder oil storage tanks to the cylinder oil tank quick-closing outlet valve.
measuring tank. Gravity feed takes the cylinder oil from the measuring tank to
Outlet valves from the main LO storage and settling tanks, the cylinder oil the lubricator pump boxes.
Procedure for Transferring from the Generator Engine
storage and measuring tanks and the generator engine LO storage tank are
Lubricating Oil Measuring Tank to the Generator Engine
remote quick-closing valves with a collapsible bridge, which can be operated a) Ensure that all valves are initially closed.
from the fire station. After being tripped the valves must be reset locally. Each Sumps
tank is also fitted with a self-closing test cock to test for the presence of water b) Open the electrically driven cylinder oil transfer pump suction
and to drain any water present. Tundishes under the self-closing test cock drain valve L131V and discharge valve L134V. a) All valves are initially closed.
any test liquid to the waste oil tank.
c) Open the quick-closing outlet valve from the selected cylinder b) Open the required generator engine sump filling valve:
Lubricating oil is moved from these tanks to the main engine sump, the main LO storage tank: No.1 tank valve L121V or No.2 tank valve No.1 generator engine sump filling valve L51V
engine cylinder lubrication system and the generator diesel engine sumps. The L114V.
main engine sump LO can be pumped or purified to the LO settling tank before No.2 generator engine sump filling valve L52V
being purified back to the sump. A heating coil is fitted to the main engine d) Check and record the level in the cylinder LO measuring and No.3 generator engine sump filling valve L53V
lubricating oil settling tank. All storage tanks are filled from connections on storage tanks.
both sides of the ship at the upper deck level; the main and generator LO tanks No.4 generator engine sump filling valve L6V
use the same connection line and the cylinder LO storage tanks a separate line e) Start the cylinder LO transfer pump and transfer oil from the
in order to prevent contamination. Small storage daily use tanks are manually selected cylinder LO storage tank to the cylinder LO measuring c) Note the level of oil in the generator engine LO measuring
filled from drums. tank. tank.

Illustration 2.8.6a Lubricating Oil Transfer System Starboard
Port
L12V L1V
L33V
L5V
To Shore L67V
Generator Engine
(22.8m3)
L (119m3) (73.3m3) Panel
(0.1m3)
L39V
Power
L46V
PIAL TIAH
MC MC
PX TX No.2 LO
No.1 (0.2m3) PI PI
L20V TC TI
Generator Engine
No.1
Valve
PIAL TIAH Set
MC MC L Valve
55V TI
L52V
PX TX No.1 LO
TX TX TX
Daily Tank
S S S
No.2 L18V (0.2m3)
L27V
LO Sump Tank
L17V
PIAL TIAH
MC MC
L53V PI
PX TX FI FI
L L PI PS
L9V
L15V
L44V L30V
PIAL TIAH L48V L61V
L L32V
MC MC
L6V 10V
PX TX

Generator Engine
LO Sump Tank
L8V
L62V
L31V
Stern Tube LO
Dosing Unit
To Oily Bilge Tank
(Dirty) LS
MC MC
L21V L38V
L23V L45V LAH LAH
LS LS LS
MC MC L25V
Lubricating Oil Key

Lubricating Oil Lubricating Oil Drain Tank Drain Tank Sump Tank Crankcase (8.7m3) Lubricating Oil
(3.9m3) (1.0m3)
Electrical Signal

d) Set the generator engine LO line three-way valve L39V to the Description Valve Description Valve
sump filling position.
LO transfer pump generator engine system suction valve L30V Main LO storage tank filling valve L5V
e) When the desired amount of oil has been transferred to the selected Suction line valve L44V Main LO settling tank line valve L1V
generator engine sump, turn the generator engine LO measuring Three-way sump suction valve (set for a particular engine) L55V Generator engine LO storage tank filling valve L12V
tank three-way line valve to the closed position and close the
selected generator engine sump filling valve. No.1 generator engine sump suction valve L19V No.1 cylinder oil storage tank filling valve L111V
No.2 generator engine sump suction valve L17V No.2 cylinder oil storage tank filling valve L116V
f) Record the quantity of oil transferred.
Suction line valve L50V
e) Proceed with the loading operation.
Three-way sump suction valve (set for a particular engine) L10V
The Daily Service Hand Lubrication System
No.3 generator engine sump suction valve L15V f) Ensure that oil is being correctly transferred.
Oil for hand lubrication of engine room equipment is stored in the daily service No.4 generator engine sump suction valve L8V
tanks. No.1 LO daily tank is replenished from the main LO storage tank by g) When the required quantity of oil has been loaded, signal for
opening the main LO storage tank quick-closing outlet valve L3V and the the pumping to stop. Allow the pipe to drain and then close all
filling valve L41V. No.2 LO daily tank is replenished manually as required. d) Start the main engine LO transfer pump and pump the contents valves.
of the selected tank to the selected waste oil tank.
h) Remove the supply pipe and refit the blank.
Procedure for the Transfer of Lubricating Oil to the Waste Oil e) When the oil has been transferred, stop the pump, close all
Tank valves and record details of the oil transfer. i) Check and record the levels in all LO tanks and record the
amount of oil loaded.
The LO transfer pump may be used for transferring LO from sump tanks or the
settling tank to the waste oil tank. Procedure for Loading Lubricating Oil
a) Open the LO transfer pump discharge valve L34V and the shore The preparation and operation procedures for loading should be followed as
connection line valve L41V. described in section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer
System. The precautions to be observed when loading LO are the same as
b) Open the inlet valve to No.1 waste oil tank B18V or No.2 for loading fuel. Main LO and cylinder LO have filling line connections on
waste oil tank B69V. Ensure that the inlet valve to the oily bilge the port and starboard sides of the ship. The main and generator engine LO
tank B87V is closed and that the bilge shore connection valves systems use the same filling connection.
BG52V and BG51V are closed with line blanks fitted.
Main engine LO may be directed to the main engine LO storage tank or the
main engine LO settling tank.
c) Open the suction valves from the desired tank from which LO
is to be taken:
a) Check that there is sufficient capacity in the tank to accommodate
the LO ordered.
Description Valve
b) Agree with the supplier the amount of LO to be supplied.
LO transfer pump suction valve L32V
Main engine LO sump suction valve L25V c) Remove line blank to the required filling line.
Main engine crankcase chamber suction valve L38V
d) Connect the loading hose and open the appropriate tank valve.
Stern tube LO sump tank suction valve L22V
(Note: Absolute cleanliness is essential when loading lubricating oil and
Camshaft LO tank suction valve L24V
it is important that no contaminants are allowed to enter the filling
Stuffing box clean side suction valve L43V system.)
Stuffing box dirty side suction valve L42V
Settling tank quick-closing outlet valve L2V

2.9 Bilge System
2.9.1 Engine Room and Cargo Hold Bilge Systems and Bilge Separator
Illustrations
2.9.1a Bilge System in Engine Room
2.9.1b Cargo Hold Bilge System
2.9.1c Bilge Mimic Panel
2.9.1d Bilge Mimic Panel
2.9.1e Bosun’s Store Forward Bilge System
2.9.1f Main Engine Drains from Air Cooler
Part 1
System Description
Illustration 2.9.1a Bilge System in Engine Room
Bilge Shore Connection
Port Starboard
Fresh BG52V BG51V From Ballast From Ballast B33V
Pump Eductor Pump Eductor LAH
Water
S MC
From Waste Oil
Air Separator To Fire and LS
To Waste Oil No.8 Hold
Wash Deck Main Port Fwd
Service Tank To Fire and
B50V From LO B46V Bilge Well
Wash Deck Main
To Waste Oil Transfer Pump
B34V
S B64V Storage Tank
From Sludge B42V
Control Pump B8V B11V B35V BG BG
From Scavenge
Panel 20V 21V
Air Drain Box
B14V
B25V Hold Bilge
B23V B22V Stripping Pump
(85.2m3/h) B39V
B43V PX
Bilge, Fire and GS
PI PI Pumps PI
B41V (310/90m3/h
B78V
PI Oily Bilge CI CI x30/90mth) CI
PI No.2 No.1
Oily Water Pump PX
Separator (10m3/h
PX
(5m3/h) x35mth) CI
B24V
B38V
B26V B1V
B2V
B4V
From B3V B73V B5V B7V
Fresh Water
B12V B17V Hydrophore
Tank
B21V B20V B19V
B B
B60V
56V 67V From
Steering Gear Room Sea Water
Hold Bilge
Supply B15V
Main
B6V
Aft Peak
Tank
B54V Stb'd Fwd

Bilge Well
To Sludge Sea Water
B81V Pump Crossover Pipe
B71V B93V
B72V
From
B70V B55V B51V Main Engine
B31V B88V B89V Air Cooler
LAH LAH LAH LAH B49V
MC MC MC MC LAH LAH LAH LAH
Stern Tube B53V
Locked MC MC MC MC
Cooling Water LS LS LS LS Key
Tank LS LS LS LS
Aft Bilge Well Oily Bilge Oily Bilge Main Engine Mid Aft Mid Fwd Bilge
Tank (Dirty) Tank (Clean) LO Sump Tank Bilge Well Bilge Well
(32m3) (11.4m3)
Bilge Holding Tank (30m3) Main Engine Sea Water
Recess Hold Bilge Collecting Tank
B62V Fresh Water
(115m3)
Auxiliary Boiler Wash Water T140V Main Engine LO Drain
Suction from Bedplate Drain Electrical Signal
B97V
Smoke Tube Boiler Wash Water No.1 Boiler FO Drain Feed Water Filter Tank Drain
B86V Stripping Eductor Steam Blow Air
Sewage Treatment Emergency Overflow FO Drain Waste Oil Separator

2.9 BILGE SYSTEM Introduction The self-priming bilge, fire and GS pumps can take suction from:
• Engine room bilge suction main
2.9.1 ENGINE ROOM AND CARGO HOLD BILGE SYSTEMS The oily bilge pump can take suction from:
• Sea water suction main
AND BILGE SEPARATOR • Engine room bilge wells
• The sea water supply In addition No.1 pump has a direct suction from the port forward bilge well
Oily Bilge Pump and can take suction from the hold bilge collecting tank. No.2 pump has a
• Hold bilges
Maker: Agrometer A/S direct suction from the starboard forward bilge well.
• Stern tube cooling water tank
No. of sets: 1 The self-priming bilge, fire and GS pumps can discharge to:
Type: Screw • The bilge holding tank
• Overboard
Model: AGM 95/1 • Main engine pit
Capacity: 10m3/h at 3.5kg/cm2 • The fire line
• Forward engine room void space
Sludge Pump No.2 ballast pump is provided with an emergency bilge suction, via valve
Apart from the sea water suction and the bilge holding tank suction, all of the
B16V operating 460mm above the lower platform.
Maker: Agrometer A/S bilge pump suctions are connected to the bilge main.
No. of sets: 1 CAUTION
The oily bilge pump discharges to: The overboard discharge is not to be used for discharging bilges unless
Type: Screw
Model: AGM 190/2 • Bilge holding tank under emergency conditions.
Capacity: 30m3/h at 3.5kg/cm2 • Oily bilge tank
• Waste oil storage tanks The Oily Bilge Water Separator
Hold Bilge Stripping Pump
Maker: Agrometer A/S • Waste oil service tank The bilge separator operates automatically and discharges water overboard and
No. of sets: 1 • Shore connections on the port and starboard side, upper deck separated oil to the oily bilge tank dirty side. The oily bilge water is drawn into
the separator from the engine room bilge holding tank by means of the system
Model: AGM 380/4
The sludge pump can take suction from: pump which is located on the outlet from the separator in order to prevent the
Capacity: 85.2m3/h at 6kg/cm2 formation of mechanical emulsion by pump agitation.
• No.1 and 2 waste oil storage tanks
Bilge, Fire and General Service Pump
• Oily bilge tanks clean and dirty The fluid enters the separator near the bottom of the solids/sludge collecting
Maker: Shinko chamber where the larger oil droplets separate from the water very quickly due
• LO and FO sludge tanks to the differences in specific gravitates. The fluid flow is upwards to the second
No. of sets: 2
Type: Vertical centrifugal self-priming stage and passes through a coalescer where the smaller oil droplets coalesce
The sludge pump discharges to: on the surface of the matrix. The coalescer has a large effective surface area to
Model: RVP200MS
• Waste oil storage tanks enhance the coalescing effect. The coalesced oil droplets eventually become
Capacity: 319/190m3/h at 30/90mth large enough to break away from the surface and join the other large oil
• Waste oil service tank
Bilge Separator droplets in flowing upwards. The water which may contain very small droplets
• Shore connections on the port and starboard side, upper deck of oil, flows out of the separating coalescer and any oil flows to the top of the
Maker: Blohm & Voss AG chamber.
No. of sets: 1 The hold bilge stripping pump can take suction from:
Model: Turbulo TCS 5 HD • Hold bilge main When a probe located at the top of the separator senses oil, a signal is sent to
stop the pump and open the clean water inlet valve. Pressurised fresh water,
Capacity: 5.0m3/h • Bilge suction main from the FW system, enters the bottom of the separator and displaces the
accumulated oil which is discharged through the oil discharge line. Fresh
The hold bilge stripping pump can discharge to: water valves B64V and B78V must be open. When most of the oil has been
displaced, the oil sensing probe is again immersed in water which re-activates
• Hold bilge collecting tank
the control system to resume separating operation.
• Directly overboard

Port Starboard
Water
S MC
From Waste Oil
Wash Deck Main
B34V
S B64V Storage Tank
From Sludge B42V
From Scavenge
Panel 20V 21V
Air Drain Box
B14V
B25V Hold Bilge
(85.2m3/h) B39V
B43V PX
Bilge, Fire and GS
PI PI Pumps PI
B41V (310/90m3/h
B78V
PI No.2 No.1
Oily Water Pump PX
Separator (10m3/h
PX
(5m3/h) x35mth) CI
B24V
B38V
B26V B1V
B2V
B4V
Fresh Water
Tank
B21V B20V B19V
B B
B60V
56V 67V From
Hold Bilge
Supply B15V
Main
B6V
Aft Peak
Tank
B54V Stb'd Fwd

Bilge Well
To Sludge Sea Water
B71V B93V
B72V
From
Stern Tube B53V
Locked MC MC MC MC
Tank LS LS LS LS
(32m3) (11.4m3)
B62V Fresh Water
(115m3)
B97V

The separator works automatically at all times and will operate as long as there Closed Separator discharge valve to bilge holding tank (locked) B43V Procedure for Pumping the Engine Room Bilges to the Bilge
is at least a 20% level in the bilge holding tank. Heating may be applied in Holding Tank Using the Oily Bilge Pump
order to improve separation but the heater will only operate when the separator e) Check that there is power to the separator control panel.
is filled. The separator is fitted with sampling valves which allow an oil sample a) Clean all suction strainers.
to be drawn and enable the oil/water interface level to be determined. f) Ensure that all valves which are not required to be set for
operation are closed. b) Check that all instrumentation is working correctly.
The oil content discharge (OCD) monitor (type OMD-11), located after the
separator discharge pump, samples the bilge water as it passes out of the g) Move the control panel power switch to the ON position. This c) Set the pump valves as in the following table:
separator. Should the oil content exceed 15ppm, the three-way valve changes operates the automatic filling cycle and the separator is charged
the output flow from overboard discharge to discharge to the bilge holding with fresh water; the heater is also activated. The valve settings assume suction from the bilge main. Bilge spaces are
tank. An audible alarm sounds to warn the operator of the situation. The three- pumped via the bilge main and the appropriate valves must be opened.
way valve may be manually bypassed if required. h) Move the operation switch to the RUN position and the pump
will start operating. The pump will not start until the separator Position Description Valve
CAUTION is filled with water. This feature provides a safeguard against
The oily water separator is designed to separate oil from water, not running the pump dry in the event of a bilge water tank Open Oily bilge pump suction from bilge main B20V
water from oil. Therefore if the bilge supply to the separator contains becoming empty. Closed Oily bilge pump suction from bilge holding tank B21V
excessive amounts of oil it will render the equipment useless and result in
unnecessary maintenance. Closed Bilge pump suction from the sea suction main B19V
i) The separator will run automatically, monitoring the oil content
of the discharge water, discharging oil to the dirty side of the Open Oily bilge pump discharge to bilge holding tank B23V
The maximum flow capacity should not be exceeded as excess flow will oily bilge tank when the oil sensing probe detects an oil level.
prevent effective separation. The bilge pump suction strainers should be kept Closed Oily bilge pump discharge to shore connection B22V
clean in order to avoid large solid particles entering the separator as these will j) Stop the separator when the desired level is reached in the
have a detrimental effect on separation. engine room bilge holding tank. This is done by moving the d) If a bilge well or another compartment is to be pumped out,
operating switch to the OFF position. the appropriate pump suction valves must be opened; the table
Procedure for Pumping the Bilge Holding Tank through the below indicates valves connected to the bilge main. The cargo
Oily Water Separator k) Shut down the separator by placing the power switch in the OFF hold bilges may be pumped via the bilge main and in this case
position. the line valve to the cargo hold bilge system must be open
a) Check that the strainers are clean. together with the particular hold bilge suction valve.
The clean exit water will be discharged overboard. Oil contamination of 15ppm
b) Open the bilge holding tank suction valve B56V for the oily or over will automatically be discharged to the bilge holding tank until the water
Bilge Main Suction Valves
water separator. is clean enough to discharge overboard. Any oil collected at the top of the bilge
separator will be discharged to the dirty side of the oily bilge tank. Position Description Valve
c) Open the FW supply valves B64V and B78V from the FW Closed Stern tube cooling water tank suction valve (locked) B53V
system to the oily water separator. (Note: The oily water separator may also take suction from the hold bilge
collecting tank via suction valve B67V and both sides of the oily bilge Closed After bilge well suction valve B31V
d) Set the valves as in the following table. The reclaimed oil will tank. The clean side of the oily bilge tank suction valve B89V or the
Closed Bilge holding tank suction valve (locked) B70V
be discharged to the dirty side of the oily bilge tank. dirty side of the oily bilge tank suction valve B88V are opened as
appropriate.) Closed Main engine recess suction valve B51V
Position Description Valve Closed Main engine cofferdam suction valve B49V
Pumping Bilges to the Bilge Holding Tank Closed Mid aft bilge well suction valve B72V
Operational FW control valve to separator
Open FW flushing inlet valve to separator Engine room bilge wells, the forward void space, the main engine pit and other Closed Mid forward bilge well suction valve B71V
spaces may be pumped to the bilge holding tank using the oily bilge pump. The Closed Starboard forward bilge well suction valve B15V
Closed Separator drain valve
oily bilge pump may also pump these spaces to the shore connections.
Open Separator oily water inlet valve Closed Port forward bilge well suction valve B14V
Open Separator discharge valve from pump Closed Hold bilge well line suction valve B6V
Operational Three-way control valve for discharge Closed Forward void space suction valve B9V
Open Separator overboard discharge valve B25V

Port Starboard
Water
S MC
From Waste Oil
Wash Deck Main
B34V
S B64V Storage Tank
From Sludge B42V
From Scavenge
Panel 20V 21V
Air Drain Box
B14V
B25V Hold Bilge
(85.2m3/h) B39V
B43V PX
Bilge, Fire and GS
PI PI Pumps PI
B41V (310/90m3/h
B78V
PI No.2 No.1
Oily Water Pump PX
Separator (10m3/h
PX
(5m3/h) x35mth) CI
B24V
B38V
B26V B1V
B2V
B4V
Fresh Water
Tank
B21V B20V B19V
B B
B60V
56V 67V From
Hold Bilge
Supply B15V
Main
B6V
Aft Peak
Tank
B54V Stb'd Fwd

Bilge Well
To Sludge Sea Water
B71V B93V
B72V
From
Stern Tube B53V
Locked MC MC MC MC
Tank LS LS LS LS
(32m3) (11.4m3)
B62V Fresh Water
(115m3)
B97V

Hold bilges may be pumped using the engine room bilge system provided e) Check the valve settings for the oily bilge pump discharge and Procedure for Pumping Bilges using the Bilge, Fire and GS
that the hold bilge line valve B6V is open. The hold bilge valves are remotely for the desired tank suction. Pumps
operated valves via the bilge mimic panel in the engine control room and
valves would be operated from there. f) Start the oily bilge pump and check that the correct chamber is These pumps may be used for pumping the cargo hold bilges and other bilges
being emptied and that the bilge water is flowing to the bilge connected to the bilge main. These pumps also supply SW to the fire and wash
holding tank. deck system. The bilge, fire and GS pumps are used to pump the bilges directly
Hold Bilge System Linked to the Bilge Main
overboard and so they are not the main means by which the bilges will be
Position Description Valve g) When the chamber is empty, stop the bilge pump or select pumped out. They should only be used in circumstances where it is permitted
another bilge for emptying. to pump bilge water directly overboard. As the pumps are connected to the fire
Closed Line valve to hold bilge system B6V
main great care is needed in operation after the pumps have been used for bilge
Closed Hold No.8 forward bilge well suction valve BG21 pumping in order to ensure that no oily residues enter the fire main.
Procedure for Pumping the Bilge Holding Tank to the Shore
Closed Hold No.8 mid bilge well suction valve BG20
Connection using the Oily Bilge Pump The three-way suction and discharge valves are linked so that discharge to the
Closed Hold No.7 starboard bilge well suction valve BG18 fire main is only possible if the suction valve is connected to the sea suction.
a) The bilge pump valves should be arranged as follows:
Closed Hold No.7 port bilge well suction valve BG19
a) Check that the bilge strainers are clear.
Closed Hold No.7 centre bilge well suction valve BG17 Position Description Valve
Closed Starboard stabiliser space bilge well BG66 Closed Oily bilge pump suction from bilge main B20V b) Determine which pump is to be used for pumping the bilges.
Closed Port stabiliser space bilge well BG67 Open Oily bilge pump suction from bilge holding tank B21V
c) Set the bilge, fire and GS pump valves as in the following
Closed Hold No.6 starboard bilge well suction valve BG15 Closed Bilge pump suction from the sea suction main B19V table:
Closed Hold No.6 port bilge well suction valve BG16 Closed Oily bilge pump discharge to bilge holding tank B23V
Closed Hold No.6 centre bilge well suction valve BG14 Open Oily bilge pump discharge to shore connection B22V Position Description Valve
Closed Hold No.5 starboard bilge well suction valve BG12 Open Port shore connection discharge valve BG52V Open No.1 bilge, fire and GS pump linked suction and
Closed Hold No.5 port bilge well suction valve BG13 discharge valve, set to overboard discharge and
Closed Starboard shore connection discharge valve BG51V
bilge suction B39V, B38V
Closed Hold No.5 centre bilge well suction valve BG11
In the arrangement above it is assumed that the bilge holding tank will be Open No.1 bilge pump discharge valve to overboard line B11V
Closed Hold No.4 starboard bilge well suction valve BG09
discharged ashore via the port shore connection. Closed No.1 bilge pump discharge valve to fire main B35V
Closed Hold No.4 port bilge well suction valve BG10
b) Connect the shore discharge pipe and arrange with the reception Closed No.1 bilge, fire and GS pump direct bilge suction valve B1V
Closed Hold No.4 centre bilge well suction valve BG08
facility the procedure for discharge. Ensure that the blank on Open No.1 bilge, fire and GS pump bilge main suction valve B5V
Closed Hold No.3 starboard bilge well suction valve BG06 the other shore discharge connection is secure. Determine the
Closed No.1 bilge, fire and GS pump hold bilge tank
Closed Hold No.3 port bilge well suction valve BG07 quantity of bilge water to be discharged and agree this with the
suction valve B73V
reception facility.
Closed Forward thruster forward bilge suction valve Closed No.1 bilge, fire and GS pump sea suction valve B7V
(Remotely operated from upper foredeck) BG29 c) Start the oily bilge pump and pump out the bilge holding tank. Open No.2 bilge, fire and GS pump linked suction and
Closed Forward thruster room aft bilge suction valve BG31 discharge valve, set to overboard discharge and
d) Stop the oily bilge pump when the bilge holding tank is dry,
Closed Forward and after bilge section isolating valve BG59 bilge suction B37V, B36V
close all valves and return the spectacle blank to the closed
Closed Hold No.3 centre bilge well suction valve BG05 position. Open Overboard discharge valve B33V
Closed Hold No.2 starboard bilge well suction valve BG03 Open No.2 bilge, pump discharge valve to overboard line B8V
Closed Hold No.2 port bilge well suction valve BG04 Closed No.2 bilge, pump discharge valve to fire main B34V
Closed Hold No.2 forward bilge well suction valve BG02 Closed No.2 bilge, fire and GS pump direct bilge suction valve B2V
Closed Hold No.1 bilge well suction valve BG01 Open No.2 bilge, fire and GS pump bilge main suction valve B3V
Closed No.2 bilge, fire and GS pump sea suction valve B4V

Illustration 2.9.1b Cargo Hold Bilge System
BG73 BG72
BG71
BG42
BG63
33V
BG41
From
Ballast Pump
Eductors BG47 BG69 BG44 BG41
BG35 BG62
PX
From
Bilge, Fire and GS PI CI From BG50 BG38
BG16 BG67 BG13 BG10 BG04
46V Pumps Fresh Water PI PI
Hydrophore
24V 26V
42V Tank
BG07 BG65 Hold Bilge Pumps
CI CI
BG48 BG45 BG42 BG39 BG36 BG61 (10m3/h)
17V
Hold Bilge BG17 BG14 BG11 BG08
Stripping Pump BG19
BG60
BG32 BG01
41V BG21 BG21
5V 3V BG59 BG31 BG29
6V 12V Fwd
No.7 Hold No.6 Hold No.5 Hold No.4 Hold No.3 Hold BG64 Peak
9V
To Bilge, Fire, GS BG06 Tank
No.8 Hold Pumps BG18 BG33 BG02
To BG03
To Oily Motor Room
Engine Room
Water Separator BG15 BG66 BG12 BG09 BG37 and Emergency
Bilge Suction BG49 Fire Pump Space
BG34
From No.2 Hold No.1 Hold
LAH
MC Main Engine BG46 BG68 BG43 BG40
93V Air Cooler
LS
From Engine Room
Bilge System
Hold Bilge Collecting Tank

(115m3)
International Shore Connection BG73
BG42
No.2 Cargo Hold
BG71
PI CI
BG70
Hold Bilge Pump
Key (10m3/h)
Bilge BG65 BG64
Fresh Water BG35 BG34
Air

d) Open the bilge line suction valve B6V. Hold Bilge System Description Valve
Description Valve Bilge holding tank suction valve (locked closed) B70V
e) Open the bilge well suction valves as indicated in part d) of the
previous procedure for pumping the bilges to the bilge holding Hold No.8 forward bilge well suction valve BG21 Main engine recess suction valve B51V
tank using the oily bilge pump. Main engine cofferdam suction valve B49V
Hold No.8 mid bilge well suction valve BG20
f) Start the selected bilge, fire and GS pump and pump the contents Hold No.7 starboard bilge well suction valve BG18 Mid aft bilge well suction valve B72V
of the selected bilge overboard. Mid forward bilge well suction valve B71V
Hold No.7 port bilge well suction valve BG19
WARNING Hold No.7 centre bilge well suction valve BG17 Starboard forward bilge well suction valve B15V
Before any bilges are pumped directly overboard, it must be ensured that Starboard stabiliser space bilge well BG66 Port forward bilge well suction valve B14V
no local or international anti-pollution regulations will be contravened
Port stabiliser space bilge well BG67 Hold bilge well line suction valve B6V
except where safety of the ship or personnel is involved.
Hold No.6 starboard bilge well suction valve BG15 Forward void space suction valve B9V
Pumping Bilges using the Hold Bilge Stripping Pump Hold No.6 port bilge well suction valve BG16
(Note: All the valves above are closed in their normal position. Valves should
This pump is intended primarily for stripping the cargo hold bilges but it may Hold No.6 centre bilge well suction valve BG14
only be opened when a particular bilge well is being pumped.)
also be used for pumping bilges connected to the bilge main. The pump can Hold No.5 starboard bilge well suction valve BG12
discharge to the hold bilge collecting tank or directly overboard. If the bilges
Hold No.5 port bilge well suction valve BG13 Forward Hold Bilge System
are to be pumped directly overboard great care is required to ensure that no oil
is discharged. Hold No.5 centre bilge well suction valve BG11
Number 1 and 2 cargo holds are designated as the holds in which IMDG type
Hold No.4 starboard bilge well suction valve BG09
cargos can be loading into according to their type as specified in the table
Procedure for Pumping Bilges to the Hold Bilge Collecting Hold No.4 port bilge well suction valve BG10 above. In the event of leakage of a liquid type IMDG cargo in the hold space,
Tank via the Hold Bilge Stripping Pump Hold No.4 centre bilge well suction valve BG08 the liquid collected in the bilge wells can be pumped out using the bellows
pumps directly overboard, or to a discharge line on deck for transfer to shore
a) Check that the bilge strainers are clear. Hold No.3 starboard bilge well suction valve BG06 for controlled disposal. A separate pump and discharge line is located in each
Hold No.3 port bilge well suction valve BG07 of No.1 and 2 aft holds one level above the floor level. The manual suction
b) Set the hold bilge stripping pump suction and discharge valves isolator for each pump is located at the floor level, the discharge valve isolators
as in the following table: Forward thruster forward bilge suction valve to overboard are located in the port under passageway.
(Remotely operated from upper foredeck) BG29
Forward thruster room aft bilge suction valve BG31 If there is a leakage of IMDG type cargo into the bilges, then all safety and
environmental precautions must be taken before discharge is carried out.
Open Hold bilge stripping pump suction valve Forward and after bilge section isolating valve BG59
The designated person charged with opening the manual bilge well suctions
from bilge system B17V Hold No.3 centre bilge well suction valve BG05 and opening the air supply to the pump should be wearing a full chemical
protection suit and a CABA set. It is advisable that a wheel key is placed and
Closed Hold bilge stripping pump suction valves Hold No.2 starboard bilge well suction valve BG03
secured on a sufficient length of line next to these valves in order that they can
from FW hydrophore tank B24V, B26V
Hold No.2 port bilge well suction valve BG04 be opened in an emergency.
Closed Hold bilge stripping pump discharge valve to
Hold No.2 fwd bilge well suction valve BG02
the overboard discharge line B42V
Hold No.1 bilge well suction valve BG01
Closed Overboard discharge valve B33V
Open Hold bilge stripping pump discharge valve to
Bilge Main Suction Valves
the hold bilge collecting tank B41V
Description Valve
c) Open the bilge suction valves in the following table as
Bilge main line suction valve (locked closed) B12V
required:
Stern tube cooling water tank suction valve (locked closed) B53V
After bilge well suction valve B31V

Illustration 2.9.1c Bilge Mimic Panel
NO.1 BILGE, FWD

MAIN POWER FIRE & G/S PUMP BILGE WELL
BG20 (P)
B.W MID NOTICE Key
B33V B.W FWD
THEISOLATINGVALVE(BG59)
FROM NO.8 HOLD
BG21 SHOULDNOTBEOPENWHEN
NO.2 EDUCTOR LOADINGFLAMABLE,TOXIL 4 Sets - Start Pushbutton
LIQUIDSINNO.1,2CARGO with Running Lamp
HOLD BILGE STRIP.P/P
HOLDS.OPENAFTERPERMISSION
POWER ON POWER SOURCE START/RUN
NO.1 EDUCTOR FROMMASTERONLY
B1V
HYDRAULIC POWER UNIT
B2M
SUCTION B39V B38V 4 Sets - Stop Pushbutton
B35V B7V
1
STOP
MAIN SEA WATER LINE

B14V B1M
B5V
B11V
STOP START/RUN
1 Set - Pushbutton
BILGE, FIRE & G/S PUMP
B73V VOID LAMP TEST
FROM SPACE
PRESSURE GAUGE
HOLD BILGE
MOTOR 1 MOTOR 2 DISCHARGE COLLECT TK B4R
B9V
B3V
HOLD BILGE 3 Sets - LAMP
STRIPPING PUMP B34V B37V B36V
POWER ON POWER ON 2 POWER ON
B4V
(Red) (Green)
24 Sets - Open/Close Valve Pushbutton
B8V
START/RUN START/RUN STOP START/RUN with Indication Lamp
TO FROM Close Open
FIRE MAIN B3M
STERN TUBE B2V
COOLING TO OILY FROM
WATER TK BILGE PUMP MID(FWD)B.W B6V B17V B15V 23 Sets - Local Manual Valve Pushbutton
STOP STOP B4M with Memory Indicator
SUCTION
NOTICE
B31V B12V
OPEN-CLOSE
VALVE PUSH BUTTON FROM FROM FROM FWD
TO
BILGE M/E RECESS MID(AFT)B.W BILGE WELL
AFT HOLD BILGE
LAMP TEST HOLD'G TK & (S)
BILGE WELL STRIP. PUMP
CLOSE OPEN COFFERDAM

Illustration 2.9.1d Bilge Mimic Panel
BG73 BG72
B.W B.W FIN B.W B.W B.W
STABIL.
SPACE
BG50
PASSAGEWAY BG71
BG44 BG41 BG38 CA42
B.W BG63
CA41 UPP DECK
BG35
BG47
BG69
BG70 BG62
BG65
BG67
BG19 BG16 BG13 BG10 BG07 BG04

BILGE PUMP BILGE PUMP
BG48 BG45 BG42 BG39 BG36

BG61
BG17 BG14 BG11 BG08 BG05 BG60
B.W B.W B.W B.W B.W BG32

B.W
NO.7 HOLD NO.6 HOLD NO.5 HOLD NO.4 HOLD NO.3 HOLD NO.2 HOLD NO.1 HOLD B.T. MOTOR F.P.T
RM & (VOID)
EM'CY FIRE
PUMP SPACE
C O
BG01
BG59
BG29
BG31
BG18 BG15 BG12 BG09 BG06 BG64 BG03 BG02
BG33
BG66
BG68 BG34
B.W
BG43 BG40 BG37
BG49
FIN
B.W B.W BG46 STABIL. B.W B.W B.W
SPACE

Procedure for Operating the Forward Bilge Pumps At Sea The Sludge Pump
The engine room bilges and the contents of the bilge tank should only be The sludge pump is used for pumping sludge and waste oil from the sludge
a) Ensure that there is a deck air supply available. pumped overboard through the oily water separator system. Any oil will then tank for burning in the boiler. This is covered in section 2.6.3.
be separated out and discharged to the separated bilge oil tank and the clean
b) For the forward pump open the overboard discharge valve water will be discharged overboard. If the discharge water to the overboard
BG63 and the suction valve from No.1 hold centre BG60 or connection is contaminated with an oil content above 15ppm it will be diverted
Emergency Bilge Suction
from No.2 hold centre BG61. Open the air supply valve to the automatically back to the bilge holding tank.
pump CA41 and pump out the bilges as required. When the The emergency bilge suction is provided to deal with serious flooding of the
bilges are empty close the air supply valve, the bilge suction machinery spaces. Under such circumstances when the situation threatens the
valves and the overboard discharge valve. safety of the vessel, it is permissible to use this means to pump the bilge water
directly overboard. The emergency bilge suction valve is part of the ship’s
c) For the aft pump open the overboard discharge valve BG71 safety equipment and must be maintained operational with at least weekly
and the suction valve from No.2 hold port BG65 or from No.2 testing and greasing.
hold starboard BG64. Open the air supply valve to the pump
CA42 and pump out the bilges as required. When the bilges are Illustration 2.9.1e Bosun's Store Forward Bilge System
empty close the air supply valve, the bilge suction valves and
the overboard discharge valve.
Procedure for Draining Water from the Chain Locker and

Upper Deck Spaces below the Focsle
The chain locker is drained by means of a eductor operated by water from the
fire and wash deck line. The same eductor is used to empty the Bosun’s store BG28V
port and starboard bilge wells.
BG24V
a) Ensure that the duty bilge, fire and GS pump is running and
supplying the fire main and wash deck system.
BG26V
b) Open the overboard discharge valve from the bilge eductor
Chain
BG24 and the water supply valve from the fire and wash deck Locker
line BF05.
BG25V
c) Check that the eductor is operating correctly and providing a
vacuum on the suction side. Open the suction valve from the
chain locker BG25 and from the port bosun’s store bilge well
BG28 and the starboard bosun’s store bilge well BG27, as
required in order to pump the bilges. From Fire
Main
BF05V
d) When the bilge wells and chain locker are empty close the bilge
BG27V
suction valves, shut the sea water supply valve to the eductor
and the overboard discharge valve.
In Port or Coastal Waters

Key
Any bilges which require pumping when in port, should only be pumped to the
bilge holding tank using the engine room bilge pump. The contents of the bilge Bilge Water
holding tank can then be processed when the vessel is in open water. Fire Water Eductor Drive

Illustration 2.9.1f Main Engine Drains From Air Cooler
3rd Deck
W67V
From Domestic
Fresh Water
Local From Central Hydrophore System Turbocharger
SW Cooling System Cleaning Line
S15V
S74V
W121V
W120V W66V
W68V
Turbocharger PI
Mist Catch Drain W119V
Pump 2m3/h
CI
W70V
LAH
MC
Pump
Start PI Air Cooler
LS LS Chemical
CI Cleaning
Pump 5m3/h
Turbocharger Mist W71V
Catch Drain Tank
Pump
W113V
Stop LS
Main Engine Air Cooler
W115V Chemical Cleaning
Tank
W65V T98V
Key
B93V W69V T136V
Fresh Water
Condensate from Air Cooler

Hold Bilge
Collecting Tank Sea Water
Steam

Main Engine Drains The air cooler chemical cleaning pump is used to pump the cleaning chemical j) If required repeat the procedure for the other coolers and when
to the air cooler where it is allowed to flow down the cooler elements and all coolers have been cleaned close all chemical cleaning valves
remove deposits; the main engine must not be operating at the time of cleaning. and open the air mist drain valves and the inlet valve to the mist
Scavenge Box Drains Each cooler has its own internal cleaning line and this is connected to the drain tank W120V.
During operation of the engine waste oil from the engine cylinders is scraped supply pipe from the pump by means of a removable flexible pipe. This allows
from the liner by piston rings and deposited in the scavenge air box. This each cooler to be cleaned in turn using the same tank and pump system.
contaminated oil must be removed in order to prevent the deposits from being
carried into the cylinders with the scavenge air and to prevent the risk of a The air cooler chemical cleaning tank may be drained to the hold bilge
scavenge box fire. collecting tank by means of valve W69V and B93V.
Drains from the scavenge space air chambers lead, via valve F167V, to the
scavenge air box drain tank. This tank is fitted with a heating coil, a level
Procedure for Cleaning a Turbocharger Air Cooler
indicator and a level alarm. The contents of the drain tank is drained to the
a) Ensure that the engine is stopped and that the turbochargers
waste oil service tank via outlet valve F129V and a connecting line at the
have stopped rotating.
oily bilge pump discharge line. The scavenge air box drain tank vents at the
funnel.
b) Check the level and concentration of chemical in the chemical
cleaning tank and replenish if necessary.
Main Engine Turbocharger Mist Collection System
c) Close the drain valves W119V and W120 to the hold bilge and
Atmospheric air contains moisture and when this air is compressed in the mist catch drain tank.
turbocharger and then cooled in the air cooler the moisture condenses to form
water droplets. If these water droplets enter the cylinders with the scavenge d) Open the drain valve from the coolers to the chemical cleaning
air they can remove the oil film from the liner resulting in excessive cylinder tank. Attach the flexible hose to the pump discharge pipe and
liner and piston ring wear. In order to prevent this, water separators are fitted the cooler cleaning chemical inlet pipe for the cooler to be
after the scavenge air coolers and these remove water droplets from the air. The cleaned.
water droplets are directed from the air cooler regions of the engine, via drain
traps, to the turbocharger mist catch drain tank. e) Open the condensate drain valve T136V and steam supply valve
T98V for the air cooler chemical cleaning tank and warm up the
The turbocharger mist catch drain tank may be drained to the hold bilge cleaning solution.
collecting tank via valves W115V and B93V or it may be pumped overboard
using the turbocharger mist catch drain pump. This pump may be set to start f) Open the chemical cleaning pump suction valve W65V and
and stop automatically and is controlled by level switches in the drain tank. The discharge valve W66V and the inlet valve to the cooler to be
tank suction valve W113V and pump discharge valve W121V would be left cleaned.
open as would the line valve S74V to the overboard discharge valve S15V.
g) Start the air cooler chemical cleaning pump and let it pump
During operation of the engine the mist catcher drain line valve W120V to the cleaning chemical to the cooler for the period recommended by
drain tank must be open together with the drain valves from each cooler unit. the engine builder and cleaning chemical manufacturer.
The direct drain valve to the hold bilge tank W119V should normally be closed
and the drain valve to the cooler chemical cleaning tank should be closed. h) After the cleaning period has expired stop the pump and allow
the cooler to drain.
Main Engine Turbocharger Air Cooler Cleaning Unit i) Attach the flexible hose to the supply line from the FW
hydrophore tank and open valve W67V to supply rinsing water
The main engine turbocharger air coolers are chemically cleaned in order to to the cooler. After a short period of rinsing close the water
remove oily deposits and restore the cooler elements to an efficient operating valve and allow the cooler to drain. The chemical cleaning
condition. The cleaning chemical is stored in the chemical cleaning tank and tank may be topped up with fresh water via valves W68V and
the concentration of this chemical must be checked before use in order to W71V.
ensure that it will be effective.

2.10 Air Systems
2.10.1 Starting Air System
2.10.2 General Service Air System
2.10.3 Control Air System
Illustrations
2.10.1a Starting Air System
2.10.2a General Service Air System
2.10.3a Control Air System
Part 1
System Description
Illustration 2.10.1a Starting Air System
From Control A9V To

Air System PI PS PS Auxiliary Boiler
Sootblower PI
No.1 Generator PI PI
Engine
A22V A52V A63V
33 kg/cm2 33 kg/cm2 33 kg/cm2

Auxiliary Air
Reservoir
(0.25m3 x 30 kg/cm2)
A96V No.1 Main Air No.2 Main Air
Reservoir for A121V A122V Reservoir
No.2 Generator A119V A120V
A97V (12.5m3 x 30 kg/cm2) (12.5m3 x 30 kg/cm2)
Engine
A21V A98V
A123V A124V
PIAL
MC
A118V
A94V PX PI
PI
A95V Oil Water For Compressor

No.3 Generator Separator
Engine A84V Control
30 kg/cm2 A125V A126V
A20V PS PS PS
A85V
A127V A25V A128V
A8V To To
Bilge Bilge
A6V A7V
PI 7.7 kg/cm2
No.4 Generator
PI 30/7 kg/cm2 To General
Engine 30/10 kg/cm2
A19V To Main Engine Service Air
Fuel Valve A36V A38V System
Test Device A45V A43V
To
17.6 kg/cm2
F206V Bilge A39V
PIAL PI
A23V MC To Generator Engine A42V 30/16 kg/cm2
Emergency MDO Pump
A14V PX
A140V A142V To
Remote
Valve
System
No.3 Starting Air Compressor No.2 Starting Air Compressor No.1 Starting Air Compressor A143V
375m3/h x 30 kg/cm2 A5V 375m3/h x 30 kg/cm2 A2V 375m3/h x 30 kg/cm2 A1V
1st Stage
1st Stage
1st Stage
1st Stage
1st Stage
1st Stage
W39V S S W37V S S S W35V S S S
S
From From From
LT FW LT FW LT FW
Cooling S Cooling S Cooling S
System System System
W38V W36V W34V Key
To Bilge To Bilge To Bilge Air

2.10 AIR SYSTEMS Switches at the local starter panel enable the compressors to be manually Position Description Valve
started and stopped. Each compressor has a pressure switch connected to the
Open No.1 reservoir outlet valve to generator engines A121V
2.10.1 STARTING AIR SYSTEM control system which allows for auto start/stop and manual start/auto stop. The
compressors are selected for automatic operation at the selector switch with Closed No.2 reservoir outlet valve to generator engines A122V
one compressor being selected as the lead compressor and the others as the Open No.1 reservoir outlet valve to the main engine A123V
Main Air Compressors
first follow on and the second follow on. The lead compressor will start first to
Maker: Jonghap Tanabe maintain the pressure in the starting air reservoirs but if the pressure continues Closed No.2 reservoir outlet valve to the main engine A124V
No. of sets: 3 to fall the first follow on compressor will start and then the second follow on Open Main engine starting air supply valve
Type: Two stage reciprocating, fresh water cooled compressor as required. No.3 main starting air compressor is supplied from
Closed Main engine starting air line drain valves A84V, A85V
the emergency switchboard. The selected lead compressor should be changed
Model: H-274
periodically in order to arrange the running hours on the compressors to suit Open Supply valve to the boiler sootblower A9V
Capacity: 400m3/h at a pressure of 30kg/cm2 maintenance requirements.
Operational Oil fired boiler sootblower air control valve
The control air and working air systems can be supplied from the starting air Open Fuel valve testing device reducing valve inlet valve A43V
Introduction system through reducing valves. The auxiliary users such as the control air Open Fuel valve testing device reducing valve outlet valve A45V
system, working air system, and the sootblowers, are supplied from the main
The starting air system is supplied by three starting air compressors which Closed Fuel valve testing device reducing valve bypass valve A42V
starting air reservoirs through the generator engine starting air supply valves.
provide air to the two starting air reservoirs. The compressed air is used to
The reducing valve for the remotely operated quick-closing valve system is Open Fuel valve testing device supply valve (as required) A48V
start the main engine and the four generator engines. It is also supplied to the
supplied from the auxiliary user line. The auxiliary user line also connects with
generator engine diesel oil emergency pump and auxiliary boiler sootblower Open Air reservoir pressure switch supply valves A6V, A7V, A8V
the compressor operating pressure switch system and so the auxiliary user line
directly and to the engine room alarm horns, the working air system and the
valve from the operating main compressor should be open. Open No.1 air reservoir drain trap inlet valve A125V
control air system via pressure reducing valves.
Closed No.1 air reservoir drain trap bypass valve A127V
The two starting air reservoirs are supplied through an oil/water separator Procedure for Filling the Starting Air Reservoirs and Supplying Open No.2 air reservoir drain trap inlet valve A126V
situated on the discharge from each of the compressors. The compressors the Main and Generator Engines with Starting Air
are each fitted with two safety valves, one after the first stage compression Closed No.2 air reservoir drain trap bypass valve A128V
and the other after the second stage compression. The cylinder block cooling a) Ensure that all pressure gauge and instrumentation valves are Open Generator engine starting air master valve A25V
water jacket is provided with a safety plate which blows out if the cooling open and that gauges and instruments are reading correctly.
water system is subjected to excessive pressure. Cooling water is supplied by Open No.1 generator engine starting air master valve A22V
the low temperature central FW cooling system. A pressure switch connected b) Check the oil level in the compressors. Open No.2 generator engine starting air master valve A21V
to the automatic control system stops the compressor should the LO pressure
fall below a predetermined value. The bearings are lubricated by a gear pump Open No.3 generator engine starting air master valve A20V
c) Check the compressor sumps for water.
fitted at the end of the crankshaft. A high temperature sensor is located at the Open No.4 generator engine starting air master valve A19V
compressor outlet and this will trip the compressor if the temperature exceeds d) Set up valves as in the following table:
a predetermined limit. Closed Auxiliary air reservoir outlet valve A97V
Assuming that all three compressors are operational and filling both starting Closed Auxiliary air reservoir filling valve A96V
Each compressor has an automatic unloader arrangement which operates air reservoirs. Open Auxiliary air reservoir drain trap inlet valve A98V
when the compressor starts and stops. This allows the compressor to start and
stop off load, thus reducing the loading on the electric drive motor and the Position Description Valve Closed Auxiliary air reservoir drain trap bypass valve A118V
compressor running gear. The compressors are started and stopped by pressure Open Generator engine emergency DO supply pump
switches situated on the inlet line to the starting air reservoirs. Open No.1 compressor discharge valve A1V
air supply valve F206V
Open No.2 compressor discharge valve A2V
Starting air is supplied to the main and generator engines through separate Open Inlet valve to control and working
lines from the main starting air reservoirs. An auxiliary starting air reservoir Open No.3 compressor discharge valve A5V air system reducing valve A36V
is provided for the generator engines and this is filled by the main starting air Open Oil/water separator drain trap inlet valve Closed Outlet valve to control and working
compressors. Normally the auxiliary starting air reservoir will be maintained air system reducing valve A38V
in the full condition with the outlet valve closed, starting air for the generator Closed Oil/water separator drain trap bypass valve
engines being supplied by the main starting air reservoirs. Open No.1 air reservoir inlet valve A119V Closed Control and working air system
reducing valve bypass valve A39V
Open No.2 air reservoir inlet valve A120V

Illustration 2.10.1a Starting Air System
From Control A9V To

Air System PI PS PS Auxiliary Boiler
Sootblower PI
No.1 Generator PI PI
Engine
A22V A52V A63V
33 kg/cm2 33 kg/cm2 33 kg/cm2

Auxiliary Air
Reservoir
(0.25m3 x 30 kg/cm2)
A96V No.1 Main Air No.2 Main Air
Reservoir for A121V A122V Reservoir
No.2 Generator A119V A120V
A97V (12.5m3 x 30 kg/cm2) (12.5m3 x 30 kg/cm2)
Engine
A21V A98V
A123V A124V
PIAL
MC
A118V
A94V PX PI
PI
A95V Oil Water For Compressor

No.3 Generator Separator
Engine A84V Control
30 kg/cm2 A125V A126V
A20V PS PS PS
A85V
A127V A25V A128V
A8V To To
Bilge Bilge
A6V A7V
PI 7.7 kg/cm2
No.4 Generator
PI 30/7 kg/cm2 To General
Engine 30/10 kg/cm2
A19V To Main Engine Service Air
Fuel Valve A36V A38V System
Test Device A45V A43V
To
17.6 kg/cm2
F206V Bilge A39V
PIAL PI
A23V MC To Generator Engine A42V 30/16 kg/cm2
Emergency MDO Pump
A14V PX
A140V A142V To
Remote
Valve
System
No.3 Starting Air Compressor No.2 Starting Air Compressor No.1 Starting Air Compressor A143V
375m3/h x 30 kg/cm2 A5V 375m3/h x 30 kg/cm2 A2V 375m3/h x 30 kg/cm2 A1V
1st Stage
1st Stage
1st Stage
1st Stage
1st Stage
1st Stage
W39V S S W37V S S S W35V S S S
S
From From From
LT FW LT FW LT FW
Cooling S Cooling S Cooling S
System System System
W38V W36V W34V Key
To Bilge To Bilge To Bilge Air

Position Description Valve The duty compressor will operate and supply air to the reservoirs. Under normal
operating conditions only one reservoir would be in use at any time, with the
Open Remote valve control air system
second reservoir fully charged and isolated, but under certain circumstances
pressure reducing valve inlet valve A140V
both might be opened to ensure that adequate air at the correct pressure is
Open Remote valve control air system available to meet demand. The duty engineer needs to assess the rate at which
pressure reducing valve outlet valve A142V compressed air is being used (e.g. during manoeuvring there may be excessive
Closed Remote valve control air system demand due to frequent stops and starts) and the rate at which the reservoirs
pressure reducing valve bypass valve A143V are being replenished.
Open No.1 and 2 diesel generator room remote valve A133V

Open No.3 and 4 diesel generator room remote valve A134V
Open Purifier room remote valve A135V
Open Boiler front remote valve A136V
Open Top of main engine remote valve A137V
Closed Manifold drain valve A139V
Open No.1 compressor cooling water inlet valve W34V
Open No.1 compressor cooling water outlet valve W35V
e) Check that the starting air compressors are receiving water

from the low temperature central cooling system and that the
circulation is correct.
f) Check that all automatic drain traps are operational and that the
unloader gear is functioning.
g) Check that the starting air reservoir automatic drains are

functioning correctly and that the compressor automatic drains
are functioning correctly.
h) Select the air compressors for lead and follow on duty as

required. The control switch has three positions as follows:
Position Lead First follow on Second follow on

1 1 2 3
2 2 3 1
3 3 1 2
i) Drain any liquid from the reservoirs and oil/water separator.

Illustration 2.10.2a General Service Air System
Floor Outside
To Deck Fuel Valve
Port Workshop
Service Air Test Rig In
2nd Deck Port Workshop Workshop Floor Fwd Partial Deck
(Via Port To Emergency
Key Passageway) Generator Room
A28V A29V A48V A82V A86V
Compressed Air
A99V
A93V
Turbocharger Soft Blast

To
Air Conditioning
To Room
To Water Mist
Accommodation To 2nd Deck
System Purifier Room 3rd Deck Starboard
Deck CO2 Boiler Starboard
Services Room Burner
FW Hydrophore
A32V A88V A91V
A89V
Floor Air Horn A31V
A146V
3rd Deck Air Horn
A147V A110V
2nd Deck Air Horn
A148V
A24V A10V
Set at
8.8 kg/cm2
A129V
Working A116V
Air Reservoir Near Generator Engine Starboard
(2 m3) For Turbocharger Cleaning
A27V A26V
A117V
Near Generator Engine Port
A130V For Turbocharger Cleaning
A3V A4V
A126V
A128V
To PS PI
From Bilge A111V A112V
Start Air PI 7.7 kg/cm2
System 30/7 kg/cm2
CO2 Alarm For No.2 No.1
A17V Quick-Closing Valve
Cargo Holds Working Air Working Air
A36V A38V Air Reservoir
PI Compressor Compressor
A18V
To Air Horn S S
A39V A87V CA36

150m3/h at 7kg/cm2 150m3/h at 7kg/cm2
Engine Room Damper for No.1 to 4, JC -Type Ventilation

To Control Air System Damper in Funnel and Purifier Exhaust Fan

2.10.2 GENERAL SERVICE AIR SYSTEM Procedure for Preparing the General Service Air System for Position Description Valve
Operation Open Floor air supply valve A82V
Working Air Compressor Open Partial deck air supply valve A86V
a) Ensure that all instrumentation valves are open and that the
Maker: Tamrotor instrumentation is reading correctly. Open Emergency diesel generator room air supply
No. of sets: 2
Open Floor air supply valve (snap on connectors at floor
Type: Screw, air cooled with belt drive b) Check the oil level in the compressors.
port and outside the workshop) A99V
Model: EMH 18/8 EANA
c) Set the compressor valves for operation ensuring that the drains Open Generator engine turbocharger cleaning air (stb’d) A116V
Capacity: 150m3/h at a pressure of 7.0kg/cm2
are operational. Open Generator engine turbocharger cleaning air (port) A117V
d) Set up valves as shown in the table below: Open Water mist system air supply
Introduction
Open Working air system line valve A111V
The general service air system is supplied by air from the working air reservoir. This description assumes that air is being supplied by the working air
compressors and not from the main starting air reservoirs. Outlet air supply Operational Working air system supply controlled valve A112V
The working air reservoir can be replenished from the main starting air system
or by the two working air compressors. These compressors are of the belt valves at locations are shown as open but this will only be the case when air is Open Accommodation air supply valve A24V
driven screw type which are air cooled with a free air delivery of 150m3/h at a being used at that location.
Open Deck services supply valve (starboard passageway) A10V
pressure of 7.0kg/cm2. The working air compressors are provided in a package
form which contains the electric drive motor, the compressor, cooler and the Position Description Valve Open Fresh water hydrophore unit air supply valve A31V
compressor system support services. Closed Supply valve from start air line reducing valve A38V Open Purifier room air supply valve A32V
The working air compressors discharge air to the working air reservoir. The Open No.1 working air compressor outlet valve A26V Open 3rd deck starboard air supply valve A88V
compressors are controlled by the pressure in the reservoir, loading and Open No.2 working air compressor outlet valve A27V Open Main engine turbocharger soft blast system air valve A89V
unloading as required.
Open Working air reservoir filling valve A129V Open Auxiliary boiler burner air supply valve A110V
The general service system can be supplied from the starting air system, Open Working air reservoir drain trap inlet valve A131V Open 2nd deck starboard air supply valve A91V
through a reducing valve as explained in section 2.10.1.
Open Working air reservoir drain trap bypass valve A132V Open Air conditioning room air supply
The service air system supplies the following services: Open Working air reservoir outlet valve
• Deck services to the general service air system A130V e) Start the duty working air compressor; one compressor will
Open Air horn supply valve (locked open) A87V be selected as the duty compressor and the other the standby
• CO2 room compressor.
• Local fire fighting water mist system valve control Open Air supply inlet to quick-closing valve air reservoir
(locked open) f) Check the system drain traps are operational.
• Quick-closing air reservoir and fire fan flap damper control
Open Line valve to fire damper cylinders CA36V
• Engine room services g) Check that the compressors start and stop automatically
Open CO2 alarm for cargo hold air supply A17V
• Accommodation service supplying air as required.
Open CO2 alarm for cargo hold air supply A18V
• FW hydrophore tank h) Ensure that remote user outlets are receiving air. Air valves
Open Engine room floor air horn A146V
• Purifier room to user locations should be opened periodically to blow them
Open Engine room 3rd deck air horn A147V through in order to remove condensate and prevent seizure.
• Emergency generator room
Open Engine room 2nd deck air horn A148V
• Turbocharger cleaning unit (Note: The working air system is normally supplied with air by the working
Open Working air system line valve A3V
air compressors via the working air reservoir. If necessary the working
• Boiler burner
Operational Working air system supply controlled valve A4V air system may be supplied from the main starting air reservoirs via
• Diesel generator rooms the pressure reducing valve A37V and its associated inlet and outlet
Open Deck services supply valve (port passageway) A93V
• Workshop valves A36V and A38V.)
Open 2nd deck port air valve A28V
• Engine room air horns. and ship’s main air horn
Open Workshop air valve A29V

Illustration 2.10.3a Control Air System
PI
30/16 kg/cm2
From Main
Air Reservoirs No.1 and 2 Generator Engine
A140V A142V A133V Room Remote Valve
Set at
8.8 kg/cm2 No.3 and 4 Generator Engine
A134V Room Remote Valve
A129V A143V
Working
Purifier Room Remote Valve
Air Reservoir
(2 m3) A135V
Boiler Front Remote Valve
A27V A26V A136V
Set at 5.5kg/cm2
Main Engine Remote Valve
A130V To General Service Air System A137V
A3V A4V Spare
A138V
A126V A139V
A128V
Set at 5.5kg/cm2
To To General Service Air System
From Bilge A112V
A111V
Start Air PI 7.7 kg/cm2
System 30/7 kg/cm2
No.2 No.1 A58V
To Air Horn
Working Air Working Air Generator Engine
A36V A38V A87V Compressor Compressor Spare
PI FO PRV
A56V A81V
S S To Air Supply Unit
To Quick-Closing Valve Air Reservoir No.4 HFO Purifier
A39V Heater TCV
A78V FO Supply Pump PRV
A80V
No.3 HFO Purifier
Heater TCV FO Viscosity
Deck Services (S) A77V Control System
A72V
For TCV
A53V No.2 HFO Purifier
Main Engine Control Air Heater TCV LO Purifying System
A52V A76V A70V
A55V A109V
No.1 HFO Purifier FO Purifying System
Control Main Engine Safety Air
Heater TCV
Air Dryer A63V A66V A69V
Deck Services (P) A11V (Purifier Room)
A108V For TCV
A54V A12V (Floor Port Side) A13V (Partial Deck Stbd) A64V (Fwd of Boiler)
Oily Water Separator Main Engine Sootblower Control Valve
A51V LO Cooler TCV A73V Economiser Steam
A65V
A71V Dump TCV
To Main Engine
Bilge Camshaft LO Filter Main LO Filter Top Bracing
A49V Boiler Feed Water
Automatic Backflush Unit A74V Control Valve A68V Control Air Unit
A100V
Reefer FW Cooler TCV
A114V Central FW Cooler TCV Economiser Feed Water No.3 and 4
To Air Purge Control Valve Generator Engine
Unit for Control A75V A83V
Reefer FW Heater TCV A67V Oil Mist Detector System
and Draught Gauge A115V
System No.1 and 2 Steam Condenser TCV Main Engine Spare Key
Generator Engine A92V Jacket FW Cooler TCV A59V
Oil Mist Detector System A61V Compressed Air
Spare
Spare Spare Boiler FO Burner and A34V Instrumentation
A90V A50V Changeover A79V
A60V A62V A57V

2.10.3 CONTROL AIR SYSTEM replenished by the main starting air system via the reducing Position Description Valve
valve. See section 2.10.1.
Closed Spare A34V
Control Air Dryer d) Set up valves as shown in the following table:
Closed Manifold drain valve A57V
Maker: Kung Nam Position Description Valve Open Control air manifold supply valve A11V
Model: Refrigifilter KAD-101
Open Working air reservoir outlet valve A130V Open HFO purifying system A69V
No. of sets: 1
Open Air dryer inlet valve A53V Open LO purifying system A70V
Type: Refrigerating with air-cooled condenser
Capacity: 100m3/h Open Air dryer outlet valve A54V Open FO viscosity control system A72V
Closed Bypass valve for air dryer A55V Open FO supply pump pressure relief valve A80V
Introduction Open Supply valve to main engine control system A52V Open No.1 HFO purifier heater temperature control valve A66V
Open Supply valve to main engine safety system A53V Open No.2 HFO purifier heater temperature control valve A76V
The control air system is supplied from the working air reservoir. This reservoir
may be replenished by working air compressors or the control air system may be Open Control air manifold supply valve A12V Open No.3 HFO purifier heater temperature control valve A77V
supplied from the main starting air system via a reducing valve; the pressure in Open Oily water separator A51V Open No.4 HFO purifier heater temperature control valve A78V
the control air system is 7.0kg/cm2. The arrangement for operating the working
air compressors to replenish the working air reservoir has been described in Open Main engine camshaft LO backflush filter A49V Open Generator engine FO pressure relief valve A56V
section 2.10.2. Control air is processed through a refrigerated control air dryer Open Reefer fresh water cooler temperature control valve A114V Closed Spare A81V
and associated filters before supplying the control air services.
Open Reefer fresh water heater temperature control valve A115V Closed Manifold drain valve A58V
The control systems are supplied via outlets from four control air manifolds Open No.1 and 2 generator engines OMD system A61V Open Deck services (port) for temperature control valves A108V
and two direct system valves with a direct air line to the air purge unit for Closed Spare A90V Open Deck services (starboard) for temperature
the draught gauge system. Each control air manifold has a drain valve and a
Closed Manifold drain valve A60V control valves A109V
number of outlet valves supplying individual requirements. In addition to the
control air manifolds and the direct systems, control air is supplied to the main Open Control air manifold supply valve A12V
engine as control air and safety air. (Note: Although valves are shown as open this is their normal operating
Open Main LO cooler temperature control valve A73V
condition and they will be closed if the service is not being used.)
(Note: It is essential that the control air is dried before entering the control Open Main LO automatic backflush filter A74V
system as any moisture in the control air can cause problems at e) Check that the control air dryer drain is operating and draining
Open Central fresh water cooler temperature control valve A75V
actuators or other parts leading to failure. The air dryer is fitted with water from the dryer. This is normally done automatically but it
a bypass valve which is locked closed. Only in the event of failure of Open Steam condenser temperature control valve A92V is important to ensure that the valve operates effectively.
the control air dryer should the dryer bypass valve be opened.) Closed Spare A50V
f) Start the control air system operating and check that control air
Closed Manifold drain valve A62V is available at all outlet as required.
Procedure for Preparing the Control Air System for
Open Control air manifold supply valve A64V
Operation (Note: The valve arrangement given above indicates that control air is being
Open Sootblower control valve A65V
supplied by the working air compressors and is being taken from the
a) Ensure that all instrumentation valves are open and that the
Open Boiler feed water control valve A68V working air reservoir. If this system is inoperative for any reason air
instrumentation is functioning correctly.
can be taken from the main starting air system.)
Open Economiser feed water control valve A83V
b) Check that there is electrical power at the control air dryer. Open Main engine jacket water cooler g) Check the operation of the control air system periodically and
Start the dryer operating and ensure that the dryer is functioning temperature control valve A59V ensure that the dryer is working effectively.
correctly.
Open Boiler FO burner and changeover A79V
c) Ensure that there is air in the working air reservoir at the desired Open Economiser steam dump temperature control valve A71V
pressure and that the working air compressors are operating,
as in section 2.10.2, or the working air reservoir is being Open Engine top bracing control air unit A100V
Open No.3 and 4 generator engines OMD system A67V

2.11.1 Steering Gear, Thruster Units and Stabilisers
2.11.1 Steering Gear
2.11.2 Thruster Units
2.11.3 Stabilisers
Illustrations
2.11.1a Steering Gear Hydraulic System
2.11.2a Bow Thruster Control
2.11.2b Stern Thruster Control
2.11.3a Stabiliser Machinery Unit
2.11.3b Stabiliser Hydraulic System
2.11.3c Stabiliser Control Display
Part 1
System Description
Illustration 2.11.1a Steering Gear Hydraulic System
Cylinder No.1 Cylinder No.2
A B
G3 C3 C6 C5 C4 G4 G1 C1 C5 C6 C2 G2

P T T P
Y Y
A B B A
C D
AC BC AC BC
X X
T AV BV Y A B T AV BV Y
Unloading Unloading
From From
Device Device
Storage P T Storage
Tank GS Tank
PS PS
T PA PB T1 T2 T PA PB T1 T2
No.1 Main Pump Torque Torque

Motor Motor
No.1 Oil Tank LVDT No.2 Oil Tank LVDT
No.1 Servo No.2 Servo

Pump Filter Pump Filter
Pressure Pressure
M M Switch M M Switch
Key
Hydraulic Oil

2.11 STEERING GEAR, THRUSTERS UNITS AND immediately and the steering gear will continue operating on Procedure to Put the Steering Gear into Operation
STABILISERS one pump unit.
The system valves are assumed set for normal operation.
In all cases the steering gear system will continue operating with one pump
2.11.1 STEERING GEAR
unit supplying oil to its two cylinders. a) Check the level and condition of the oil in the tanks and refill
with the correct grade as required.
Maker: Tong Myung Heavy Industries
In this way a failure in one of the hydraulic systems is quickly isolated allowing
Type: FE21-485 (485ton-m torque) steering to continue without a break with a 50% torque. The defective system b) Check that the torque motor operating linkage is free and
Main pump type: LV-500-410R10 is isolated whilst the intact system remains fully operational, so that steering connected.
Servo pump type: GN212KXAR capability is maintained at a reduced ship speed of two thirds maximum with
50% of the rudder torque. c) Ensure the rudder is in the mid position.
Introduction
The defect hydraulic pipe or component which has caused the system failure d) Start the selected electro-hydraulic pump unit(s).
The steering gear consists of four hydraulic rams powered by two electrically must be rectified as soon as possible and the steering gear returned to full
driven pumps. The pumps are of the axial piston type and are contained in operational effectiveness. e) Carry out pre-departure tests.
their own individual oil tanks. Each main pump is accompanied by a gear type
servo pump. The steering gear is remotely controlled by the autopilot control or by hand f) Check for any abnormal noises. Check for any leakages and
steering from the wheelhouse. Emergency control is carried out by the rectify if necessary.
The steering gear is capable of operating as two totally isolated steering operation of the pump control knob at the pump unit. When operating with
systems. Each pump unit is capable of putting the rudder through the working emergency steering and local control only one pump will be operated. g) Check the operating pressures.
angle of 65° in the specified time of 28 seconds. A second pump unit can be
connected at any time by starting the motor. The steering gear system will All orders from the bridge to the steering compartment are transmitted
normally operate when manoeuvring with two pump units working but when electrically. Steering gear feedback transmitters supply the actual position Operating Procedures
full away at sea a single pump unit will normally be operated. signal for the systems. The rudder angle is limited to 35° port or starboard by
means of limit switches and mechanical stops are positioned at 36° port and Normal Operation from the Bridge
The steering gear is provided with an isolation system. Both hydraulic systems starboard. a) Start and stop pumps from the control desk, using No.1 pump
are interconnected by means of electrically operated isolating valves that, in or No.2 for normal sea passage operation.
normal operation, allow both systems together to produce the torque necessary The variable flow pumps are operated by a control lever from the torque
for moving the rudder. motors which activates the tilting lever of the pump cylinder, causing oil to b) Ensure that the system is in the AUTO and REMOTE positions
be discharged to the hydraulic cylinders. When the tiller reaches the set angle, to allow for operation from the bridge.
In the event of failure that causes a loss of hydraulic fluid from one of the the tilting lever is restored to the neutral position which causes the pump to
systems, eg. No.1 power system, the level switch in No.1 oil tank is actuated. cease discharging. No.1 pump motor is supplied with electric power from the c) Change the running pump every 24 hours or at similar regular
The switch activates an audible and visual alarm on the bridge and in the emergency switchboard and No.2 pump motor from the main switchboard. intervals to obtain even running hours.
engine room. Manual intervention is required in order to isolate the defective
hydraulic circuit; this is achieved by means of the isolation levers at the pump Under normal circumstances at sea, all four cylinders will be in use with one d) If necessary use two pumps.
units. The steering system from which the hydraulic fluid is leaking must be pump unit running and a second pump unit ready to start automatically. When
determined and the isolating valves operated in order to isolate both systems. manoeuvring or steaming in confined waters, it is compulsory that two pump
Action to be taken then depends upon the circuit in which failure has occurred units are running, to obtain the IMO recommended 28 seconds from 35° one Operation from the Steering Compartment
and which pump unit is currently operating. side to 35° the other side (with one pump in 56 seconds). a) Contact the bridge by telephone and follow instructions
• If only one pump unit is operating at the time and failure is in regarding rudder movement.
No.1 pump operates No.3 and No.4 cylinders and No.2 pump operates No.1
the hydraulic system of that pump unit, the second pump unit
and No.2 cylinders. Under normal operation either pump will power all four b) Disconnect the control box from the electrical supply.
must be started immediately and the pump unit of the system in
cylinders when only one pump is running but if the systems are isolated
which failure has occurred must be stopped.
because a leak is detected, the pumps will only power their own cylinders. c) Start a pump if not already running.
• If only one pump unit is operating at the time and failure is in
the hydraulic system of the other pump unit, the operating pump d) Push the MANUAL button of the unloading device and lock it
unit will continue operating. in position by means of the lock nut.
• If both pump units are operating at the time the pump unit
of the system in which failure has occurred must be stopped

Illustration 2.11.1a Steering Gear Hydraulic System
A B
G3 C3 C6 C5 C4 G4 G1 C1 C5 C6 C2 G2

P T T P
Y Y
A B B A
C D
AC BC AC BC
X X
T AV BV Y A B T AV BV Y
Unloading Unloading
From From
Device Device
Storage P T Storage
Tank GS Tank
PS PS
T PA PB T1 T2 T PA PB T1 T2
No.1 Main Pump Torque Torque

Motor Motor
No.1 Oil Tank LVDT No.2 Oil Tank LVDT
No.1 Servo No.2 Servo

Pump Filter Pump Filter
Pressure Pressure
M M Switch M M Switch
Key
Hydraulic Oil

e) Operate the steering gear in response to requests from the bridge System Checks Rudder Carrier Greasing System
by turning the manual pump control knob at the torque motor.
The rudder carrier is provided with a multi-point greasing system from two
Daily Checks
grease pots and associated pump units. The carrier lubrication must be checked
Emergency Operation daily and the lubrication pumps operated in order to ensure that there is
• Check the oil level in the oil tanks and refill as necessary
adequate grease available at the carrier disc and bush. The output of the grease
The control system from the bridge remains operational. • Check the system pipework and valves for leakage pumps may be adjusted as required.
a) Isolate the systems and stop the defective pump, if running, and • Check the lubrication system and replenish the pump unit as
use the other pump. required
• Note the temperature of the oil in the hydraulic system
b) Repair the fault immediately if possible.
• Visually check the components such as indicators and linkage
arms
Low Level Alarm on the Bridge • Check gauges for any abnormal readings
a) Check the steering gear for oil leaks. • Check for abnormal noise when the rudder is moving
• Ensure that the grease system is functioning correctly and that
b) Refill the hydraulic system from the storage tank using the hand there is adequate grease in the container
pump.
Weekly Checks
Pump Unit Alarm on the Bridge
• Lubrication of sliding parts.
a) Stop the inoperative pump and start another pump.
b) Repair the pump defect immediately if possible. Depending Monthly Checks

upon the nature of the fault this may require the hydraulic
systems to be isolated. • Check the tightness of all coupling bolts and pipe connections
• Check the settings of limit switches
Emergency Steering • Carry out a function test on the entire alarm system (see the
manufacturer’s operating manual for full details)
This is covered in section 4.5 and involves the local control of the pump by
• Check that the rudder indicator is functioning correctly
means of the pump control knob at the pump unit torque motor. Instructions
must be transmitted to the steering gear room from the bridge by telephone. • Check the ram V-packing
As the pump is controlled individually by hand it is not possible to ensure that • Check the stop valves and isolating valves
control of two pumps would take place at exactly the same time therefore only
one pump unit must be operating when in emergency control from the steering • Check that pump control unit oil seal
gear room.
(Note: Maersk company instructions regarding the operation and checking of
In order to operate the emergency steering system the rudder servo unit remote/ the steering gear under all conditions are displayed at the steering gear
local switch must be in the LOCAL position and the start and stopping of local control panel and these must be complied with at all times.)
pumps takes place in the steering compartment.

Bosun's Store
Illustration 2.11.2a Bow Thruster Control
BOW THRUSTER
50
0
50
Wheelhouse 440V Distribution
100 100
BRUNVOLL
THRUSTER Board
MSB Breaker Load
Stern Thruster
BOW THRUSTER BOW THRUSTER
Stern Thruster Indicator 100

50
0
50
100 100
50
0
50
100
Bow Thrust
Motor 860kW BRUNVOLL
THRUSTER
BRUNVOLL
THRUSTER
Feeder Room Fan

OVER OVER
STOP LOAD STOP LOAD
3 Phase CONTR
HERE
CONTR
HERE
Control
440V 60Hz
Position
MSB Breaker Port Starboard
Selection
Bow Thruster Bridge Wing Bridge Wing
Feeder Overload Hydraulic Starter
Bow Thrust
Protection
Room Fan
Variable Setting
Dampers
Interlock
+
-
Amplifier Overload
Protection
Cancel
Port
440/3300V AC 3 Phase Amplifier Maximum
2100kVA Limit
PT100
Temperature
Sensors for Hydraulic Power Pack
Motor Windings
Starboard
Transformer Maximum
Load Zero Amplifier
Star Connection Limit
Signal Contactor Pitch
Start
Interlock
Motor Heater
Current/ Main Circuit Bow
Signal Breaker Thruster Motor Blade Position Control
Converter 1,500kW Distribution Block
Starting Circuit and Solenoids
Breaker Feedback
Pitch Signal
Blade Angle
Transmitter
Motor
Current PT100 Port Max. Stbd Max.
Zero Pitch
Sensing Temperature Pitch Pitch
Detector
Sensors Detector Detector
THRUSTER UNIT
Starting Transformer

2.11.2 THRUSTER UNITS and power. The bow thruster is located in an enclosed compartment and a similar to that of a steering gear. In addition to the variable delivery pump the
ventilation fan is required to operate whenever the main motor operates. This servo unit contains two solenoid valves which regulate oil flow and direction.
Bow Thruster is interlocked with the control system.
Maker: Brunvoll
Operating Limits
No. of sets: 1 Side Thruster Unit The thruster units must operate within specific limits of draught and speed. If
Type: Electrically driven FU-80-LTC-2250 Power is transmitted from the electric motor through a flexible coupling, input the limit in either case is exceeded there is a risk of air being drawn into the
Power: 1,500kW, 3,300V shaft and bevel gears to the propeller shaft, rotating the propeller in a constant thruster unit and this can result in blade cavitation or vibration. The drawing
direction. The propeller part consists of four propeller blades, a thruster pod in of air is marked by a change in load on the thruster and by hunting of the
with a hydraulic servomotor unit and the sliding block mechanism. The main motor ammeter. The main motor must only be started when the blades are
Stern Thruster propeller blades are connected to blade carriers by blade bolts. The gear in the neutral zone (zero pitch) or in the allowable zone (blade pitch of +3° or
Maker: Brunvoll housing, which carries the propeller parts, is connected to the thruster tube by -3°). The system is interlocked to prevent the main motor from starting if the
No. of sets: 1 bolts. The propeller shaft to which the blade carrier is fitted is supported in the blade pitch is outside the set limits. Interlock switches also prevent the main
Type: Electrically driven FU-63-LTC-1750 gear housing by special roller bearings. The gear housing is filled with oil and motor from starting if the control oil pressure is low.
is connected to the hydraulic power pack located above the thruster tube. The
Power: 860kW, 440V
head of oil in the gravity tank provides a static pressure in the gear housing and
Introduction this helps to prevent water entering the gear housing. The same oil is used for Thruster Control System
pitch actuation and lubrication of the gears and bearings. The thruster can be controlled remotely from the wheelhouse and the bridge
The purpose of the bow and stern thruster units is to exert a sideways thrust wings. Blade pitch is controlled by means of handle units mounted in the
which allows the ship to be turned when operating at slow speeds or when not Pitch actuation is produced by the hydraulic servomotor which is located at control panels on the bridge. Operation of the handle sends an electrical control
under way. Thrusters also are used to keep the ship in position in a cross wind the propeller hub. The pin of each blade carrier locates in a hole on the sliding signal to operate the servo unit. The feedback linkage in the gear housing is
and to move the ship towards or away from a mooring position as required. block, the pin being offset from the axis of the blade and the propeller shaft. connected to a potentiometer which produces a signal related to the thrust
The thrust is produced by rotation of a propeller unit which is housed in a This allows the pin to act like a crankpin for the blade and when the pin is pitch, port or starboard, which is actually on the thruster blades.
transverse cylindrical ducting; the propeller unit being rotated by means of a moved the blade will rotate because the circular section at the root of the blade
vertical electric motor via bevel gears. The propeller blade pitch is controllable is held in a circular bearing in the hub. When the sliding block is moved axially The signal actually received by the solenoid valve hydraulic control valve is
in order to obtain the desired magnitude and direction of thrust. the blades rotate about their axes, thus changing the blade pitch. The sliding the difference between the control signal from the handle and the feedback
block can move in both directions thus the pitch of the blades can be changed signal. When the control handle sends a signal to move the blades from their
The thruster comprises of a number of separate sections: from positive to negative giving a flow of water in both directions. neutral position there is no feedback signal because the blades are in the neutral
position. The signal to the servo unit puts stroke on the pump and operates
• The electric motor unit with drive shaft and bevel gearing The sliding block is moved by the cylinder piston which is moved by hydraulic the solenoid valve to supply oil to the thruster in order to move the blades.
driving the propeller unit hub. pressure from the power pack. Oil supply to the cylinder piston is via the oil The thruster servo unit operates automatically to maintain the pressure in the
• The propeller unit with blades mounted in blade carriers in the distribution box located at the gear housing. The cylinder piston is located in system so the servo oil pump will always tend to operate even when the blades
hub. the hub. Oil flow for ‘forward’ blade pitch or ‘astern’ blade pitch is dictated by are in the desired position.
the control system. Effectively one side of the piston is subjected to pressure
• The gear housing which contains the bevel drive gear and oil and the other to vent oil and so the piston is displaced. A feedback unit is As the blades move the feedback linkage moves and operates the potentiometer
propeller drive shaft together with the oil pipes for activating linked mechanically to the cylinder piston and this transmits the position of the so that there is a feedback signal proportional to the angle of the blades. When
the blade pitch change. piston, and hence the blades to the control system. the feedback signal is the same as that from the control handle the blades are
• The hydraulic unit which changes the pitch of the propeller in the desired position and the two signals cancel each other out, thus with no
blades by moving a sliding block in which the blade carrier From the actuator mechanism oil returns to the servo unit which is linked further oil flow from the servo unit the blades stop in that position.
pins are located. to the gravity tank and hence to the oil in the gear housing. The servo pump
provides oil under pressure and this is used to change the pitch of the thruster
• A hydraulic power pack for changing the pitch of the blades. Wheelhouse and Bridge Wing Controllers
unit blades. The servo pump is of the vane type and when a pitch is requested
• The control system which regulates the blade pitch in accordance a stroke is put on the pump in order to move the cylinder piston in the required
with demand from the bridge. direction to give the desired blade pitch and hence thrust. As the cylinder The wheelhouse panel provides for control of the thruster and is equipped with
piston moves it also moves the feedback arm which is linked mechanically to a number of machinery running and alarm illuminated indicators. In the centre
At speeds above 5 knots there is a risk of drawing air into the thruster, a feedback unit at the servo pump. This acts in the opposite direction to the of the panel is the control handle and above that is the thrust and direction
particularly when operating at shallow draught, and that will degrade the control signal and takes stroke off the servo pump so that when the blades are indicator; the thrust value should not exceed 100 in either direction even
performance and can cause cavitation damage. The drawing in of air can be at the pitch required by the control unit there is no stroke on the pump and no though the indicator scale has values above this.
detected by hunting of the main motor ammeter and should be avoided. Bow further oil supply to the cylinder piston from the servo pump. The system is
and stern thrusters are identical in design and operation except for their size

Illustration 2.11.2b Stern Thruster Control Wheelhouse
STERN THRUSTER
0
50 50
100 100
BRUNVOLL
THRUSTER NP 101
MSB Breaker 440V Distribution
Bow Thruster STERN THRUSTER STERN THRUSTER
Bow Thruster 0 0
Board
Motor 1,550kW
50 50 50 50
100 100 100 100
BRUNVOLL BRUNVOLL
THRUSTER THRUSTER
Feeder 440/3,300V AC 3 Phase

2,100kVA STOP
OVER
LOAD STOP
OVER
LOAD
3 Phase Load CONTR

HERE
CONTR
HERE
Indicator Control
440V 60Hz
Position
MSB Breaker Port Starboard
Selection
Stern Thruster Bridge Wing Bridge Wing
Feeder Overload Hydraulic Starter
Protection
Variable Setting
+
-
Amplifier Overload
Protection
Cancel
Port
Amplifier Maximum
Limit
PT100
Temperature
Sensors for Hydraulic Power Pack
Motor Windings
Starboard
Transformer Maximum
Load Zero Amplifier
Star Connection Limit
Signal Contactor Pitch
Start
Interlock
Motor Heater
Current/ Main Circuit Stern
Signal Breaker Thruster Motor Blade Position Control
Converter 860kW Distribution Block
and Solenoids
Feedback
Starting Circuit
Pitch Signal
Breaker
Blade Angle
Transmitter
Motor
Current PT100 Port Max. Stbd Max.
Zero Pitch
Sensing Temperature Pitch Pitch
Detector
Sensors Detector Detector
THRUSTER UNIT
Starting Transformer

Illuminated indicators and pushbuttons are provided for the following. b) Check that sufficient electrical power is available for the thruster a) At the bridge wing location from which it is desired to exercise
operation. Start an additional generator as required. When set control press the CONTROL HERE pushbutton. The CONTROL
• Start Run
to automatic the PMS operates a delayed start for the thruster HERE pushbutton will flash until the control handle is moved to
• Ready for Start motors until sufficient electrical power is available and will the position corresponding to the current propeller pitch. When
• Servo Pump Run automatically start an additional generator. The bridge should this is done control is taken by the new station and the lamp will
inform the engine room prior to the starting of the thrusters. be fully illuminated in the CONTROL HERE button.
• Thrust Req
• Pitch Red c) Switch the control power source ON and press the button MAIN It is possible to take control at the main bridge control unit in the same way.
SWITCH at the bridge control station. The servo unit will start
• Main Switch
operating and the MAIN SWITCH, STOP, CONTROL HERE
• Stop and SERVO PUMP RUN buttons will be illuminated. Emergency Control
• Alarm Reset In the event of failure of the control system the PITCH MANUAL pushbutton
d) Press the THRUST REQ. pushbutton, the READY TO START
• System Failure button will be illuminated when the following conditions are is pressed. The pitch can now be changed by pressing the left and right arrow
met: impulse buttons. When the emergency system is in use the pitch will continue
• Feedback Pitch to change as long as an impulse button is being pressed. Since the follow-
• Servo Pressure • Servo pressure available up control will not be working the propeller pitch must be observed at the
• Pitch in neutral position indicator and care taken not to exceed maximum thrust.
• Overload
• Auto Stop • Starter for electric motor ready
Hydraulic System
• Power Alarm Central • Power available
• Lamp Test The hydraulic system for producing propeller pitch changes operates under the
e) Press the START RUN pushbutton in order to start the thruster.
action of the hydraulic pump and the static pressure produced by the header
• Control Here (pushbutton for taking control) The start sequence will operate accelerating the thruster motor
tank. Oil is supplied to the servo unit by the power pack pump and flows from
up to full speed. The START lamp will flash until the electric
• Pitch Manual (with left and right arrow keys) the pump to the operating cylinders and into the into the thruster gear casing,
motor reaches full speed, the pitch will be blocked in the neutral
then back to the power pack. The header tank allows for thermal expansion
• Fan Run lamp (bow thruster only) position until full speed is reached.
and it is fitted with a low level alarm. Hydraulic oil for the thruster circulates
• Damper closed lamp (bow thruster only) within the enclosed system and may subject to contamination by water leaking
When the electric drive motor is at full speed the START RUN lamp is fully
into the thruster system from the sea in addition to wear particles.
illuminated and the READY TO RUN and STOP lamps are extinguished. For
The bridge wing control panels are similar to the wheelhouse panel. They have
the bow thruster the FAN RUN lamp will be illuminated as will the DAMPER
a handle and pitch indicator but only have the following illuminated buttons. A CJC offline filter separator unit (PTU2 2727 PV-DEH1PW) is installed in
CLOSED lamp. The thruster is now ready for operation and movement of the
• Stop order to remove solid particles and separate water from the oil. The filter has its
handle to left or right puts a pitch on the propeller and exerts a thrust. The
own pump which is started by means of the pump switch; heaters are provided
• Overload thrust indicator must not exceed the 100 mark to port or starboard.
and must operate to heat the oil to allow for correct separation. Heaters are
• Control Here started after the pump. Prior to starting the pump the water level in the unit
Stopping must be replenished if the NO WATER lamp is illuminated. The vent screw
When in the centre of the quadrant the control handle gives no blade pitch. . a) The propeller pitch is set to zero by means of the handle. on the water discharge unit is removed and 2-3 litres of water added until the
HIGH WATER LEVEL indicator is illuminated. After 3 seconds the solenoid
(Note: In the case of motor or transformer high temperature or an overload b) Press the STOP pushbutton. The electric drive motor will stop, valve opens and excess water is discharged and the NORMAL WATER LEVEL
condition the electric motor will not stop. An alarm only is given at the the START lamp will be extinguished and the STOP lamp will lamp is illuminated. When the pump is operated water is removed from the oil
bridge and engine room.) be illuminated. by the coalescer filter and this settles to the lower part of the filter base from
where it is drained when the pump is stopped, The pump should be operated
The thruster may be stopped from bridge panel and the bridge wing panels. for at least two hours whenever the thrusters are used.
Procedure for Operating the Thruster Unit
Thruster operation is normally only undertaken from the bridge and the main Procedure for Transfer of Thruster Control between The filter element must be changed when the pressure drop across the filter
switch at the control panel should be set at position 2 (REMOTE). Wheelhouse and Bridge Wings reaches 2.0 bar. The coalescing element must be removed and cleaned with hot
water at least once per year.
Starting
Before control can be transferred from the bridge unit to the bridge wing units
a) Check the level of oil in the gravity tank and replenish if
the propeller must be operating correctly.
necessary. (Engine room duty)

Illustration 2.11.3a Stabiliser Machinery Unit
Bridge Control Panel
Main Control Unit
Lubricating
Oil Header
Lubricating Oil Tank
Header Tank
Pump Motor
Starter
Local
Control Unit
Starboard Stabiliser Profile Pump Motor Starter
Hydraulic Power Unit

Stabiliser Fin Box
and Machinery Unit
Locking Cylinder
House and Extend (H&E) Cylinder
Local Control Unit Stabiliser and Fin
Tilting Piston
Tilting Piston

2.11.3 STABILISERS Description The H&E valve operates to direct oil to and from the house and extend cylinder
as required. This uses the same oil supply system as the fin tilt mechanism. Oil
Make: Brown Brothers (Rolls Royce) The fins are of symmetrical hydrofoil design, with a rotating shaft mounted in returns to the oil tank from both the H&E system and the fin tilt system, and
Model: Neptune two bushes in the fin shaft housing. The fin shaft housing is also mounted in a portion of the oil from the pump is also returned to the tank bypassing the
Type: Electro-hydraulic folding fin two trunnions that allow the fin to rotate in and out of the fin box. The steel valve system. The oil cooler is mounted in the top of the oil tank and takes the
casing supports the fin bearing structure and provides the required housing, return oil from the manifold. The return line is provided with an oil filter. The
linking the fin to the hull. oil cooler is supplied from the reefer container cooling system and this system
Introduction must be operating before the stabilisers are started.
Hydraulic tilting rams, coupled to the fin shaft by means of a rapson slide
Fin stabilisers are active underwater fins designed to reduce the rolling of mechanism, cause the fin shaft to rotate and hence tilt the fin. The cylinders in The electrically driven gear pump is fully immersed in the oil tank and is used
the ship. Rolling is caused by the effect of sea action on the hull during an which the rams operate are located within the trunnions, which are sealed at if the main pump fails. Emergency pump operation is restricted to turning the
ocean passage. This is especially noticeable when the frequency of the waves the fin box to prevent water leakage. fin to zero tilt and housing the fin. The emergency pump electrical supply is on
approach the natural frequency of the ship. Active roll reduction is achieved by a separate circuit from the main electrical supply.
tilting the extended fin during a roll. The effect of the ship’s forward motion on A housing and extending (H&E) cylinder is used to move the fin outwards
the fin surface produces a lifting moment acting against the roll. when operating is required and to house it again after use. The cylinder ram is
connected to the end of the H&E lever and when hydraulic pressure is applied
Stabiliser System Operation
The fin is of hydrofoil section and when tilted nose upwards the effect of the to the H&E cylinder the lever rotates the fin unit, including its tilting cylinders.
The system provides automatic control of the fin housing and extending
water movement over the fin produces a lift effect on the fin (this is similar to Depending upon which side of the H&E hydraulic cylinder is pressurised the
(rigging) via LCD touch screens. This can be controlled from three positions
the effect of air flow across an aircraft wing). In the nose downwards attitude fin will be housed or extended. When the fin is in the housed position it rests
as follows:
the movement of water over the fin produces a downwards effect. Two fins, on on a parking block and this is hydraulically locked in position thus preventing
opposite sides of the ship, one in the nose up and the other in the nose down inadvertent extending. When the fin is fully extended a mechanical lock • Bridge control panel: Start-up and shutdown operation for
attitude produce an effect on the hull which opposes the rolling effect of the arrangement, actuated hydraulically, operates and holds the fin in position. entire system.
wave. A critical part of the stabilising system is the control system as it is • Main control panel (in the engine control room): Start-up
essential that the fins are turned by the correct amount and at the correct time When the fin is fully extended and locked the extending system is deactivated and shutdown operation for the entire system and individual
in order to oppose the rolling motion of the ship. and the fin comes under control of the tilting control system. The stabilisers fin control for maintenance purposes.
are controlled to ensure that they operate without cavitation, thus avoiding
The turning moment produced by a fin depends upon the force acting on the erosion problems. • Local indication panels: Individual fin control for
fin, the area of the fin and the distance of the fin from the centre line of the maintenance purposes.
ship. The fin area and distance from the centre line are set but the force can be
changed by altering the angle of the fin. The force also varies with the speed Hydraulic Power Unit
In addition to the bridge panel the bridge has a console mounted SOLAS panel
of the ship and so the control system must also have an input for ship speed; which indicates if fins are out or stowed.
the faster the ship moves the smaller the tilt angle needs to be to produce a The electro-hydraulic power unit, comprising oil tank, main and emergency
particular tuning moment. At low speed very low forces are exerted on the fin pumps, manifold block, control valves, oil cooler and filter, is located on top
of the fin housing box. The unit provides hydraulic power for the housing and The control system also provides for fin stowage using emergency power. This
and the fin stabilising system becomes ineffective. In particular circumstances can be done automatically upon connection of power to the emergency motor
with waves coming from certain directions the fin stabilising system becomes extending cylinder and the fin tilt cylinders.
starter, or controlled from the local control panels.
ineffective even though the ship is making reasonable speed; in such instances
the fins must not be deployed. The main pump is of the constant delivery double vane type with a common
suction line and two independent outlet lines. The double vane unit means that When the fins are out, they extend beyond the beam of the ship and are angled
the pump has two separate pumping arrangements within the one housing. The downwards, with the tip near the keel line. As a result the fins can create a
Each fin is tilted by hydraulic rams, acting through a rapson slide system. navigational hazard if extended when the vessel is operating in shallow or
Oil for the hydraulic rams is provided by an electrically driven pump located manifold block houses all valves for operating the fin.
confined water.
inboard of the stabiliser box. One ram produces the nose up attitude and the
other the nose down attitude. When the fins are not in use they are housed The main control element of the fin tilt system is the proportional valve which
is operated by proportional solenoids; these provide volume and directional The touch screens have a cleaning facility which disables the touch screen in
within fin boxes located in the hull, custom designed to form part of the hull order to allow for screen cleaning. Pressing the CLEANING tab at the bottom
and structure of the ship, thus reducing drag on the hull. A hydraulic ram control of the oil flow to the tilt rams. One ram is for nose up and one for nose
down; when the nose up ram is under pressure the nose down ram cylinder is of the screen gives access to the cleaning page and pressing the CLEAN
mechanism allows the fin to be rigged in and out (housed and extended) by DISPLAY button disables the touch screen for 30 seconds in order to allow
folding the fin through 90º. venting, and vice versa. The proportional valve is activated electrically with
control signals coming from the control system for a desired angle (nose up for cleaning. Pressing the BRIDGE or ECR button (for bridge or ECR screens
or nose down); the control system receives feedback from the fin indicating respectively) allows for return to the main screen but only after the cleaning
the current position and the signal to the proportional valve is adjusted countdown time has expired.
accordingly.

Illustration 2.11.3b Stabiliser Hydraulic System
Normally Open Valve
Lock, Fin Extended Normally Closed Valve
Fin Tilt Pistons

House and Extend Cylinder
Item Description
48 3 1 Manifold Block
60 bar 140 bar 1 3 Counterbalance Valve
3 5 D.C.V. House and Extend Valve
7 Proportional Valve
2 8 Shutoff Valve
57.2 40 bar 57.3 200 bar 70 bar
9 Cross Line Relief Valve
57.1 10 Compensator, Hydrolux
57
11 Check Valve
12 Return Filter
13 Heat Exchanger
26 26 26 26 14 Check Valve
51 9 15 Check Valve
A B 52 16 Fixed Displacement Pump
200 bar 17 Fixed Displacement Pump
11
Differential 18 Electric Motor
a P T b 11 8 19 Electric Motor
20 Unloading Valve
21 Orifice, 0.8mm
22 Valve, D.C.V. Load Sense Enable
A B 23 Relief Valve
24 Manual Override Pin
26 Test Point Connection
a P T b 7
27 Pressure Gauge
5 35
27 28 Gauge Valve
29 Remote Valve
A B 33 30 32 30 Cap, Compensator
225 31 Cap, Cartridge
28 P T 32 Orifice, 1.2mm
22 32 bar 29
31 33 Orifice, 0.8mm
1
34 Valve, Back to Back Check
10 21 35 Filter, Pilot (Fairey)
15 14 14 36 Filter Pressure Gauge
P1 P2 P3 38 Pressure Switch
26
39 Level/Temperature Indicator
40 Oil Level Dipstick
24 41 Oil Tank
150 bar 23 42 Valve, Shutoff (1'' Ball)
13 44 Air Breather
56 54 55 45 Oil Heater
47 Low Oil Temperature Thermostat
17 48 Counterbalance Valve
20 49 Relief Valve
M M 36 50 Shutoff Valve
44 51 Manifold Block
16 18 19 52 Mechanical Lock Cylinder Valve
45 12 47
54 Test Connection
20°C 40 TS
55 Sequence Valve
15°C 56 Shuttle
70°C TI 39
57 Anti-Creep Assembly
LI 41
42

Touch Screen Control Panels BRIDGE/MCR SLOW SPEED
This is an indicator with a guarded touch button. The button indicates This indicates that the ship is travelling below a predetermined
The bridge touch screen has two pages, the main interface page and a cleaning which station has control and it is used to transfer control between minimum speed for fin activation when the indicator is illuminated.
page. locations. Touching the button once raises the button guard and it may Touching the button accepts the alarm.
then be used to transfer control station.
The engine control room touch screen has six page (screen) displays as
The Port LCU and Starboard LCU Pages
follows.
FIN FAILURE (Two buttons one each for port and starboard) These pages are identical but apply to the port and starboard fins respectively.
• Port LCU
A steady illumination indicates an accepted fault, a flashing The page is used for displaying, accepting and recording monitored alarms
• MCR (Engine control room) illumination an unaccepted fault and no illumination indicates no related to the particular fin equipment. The page has a six line alphanumeric
• Starboard LCU faults. display which shows current alarms. An alarm is accepted by touching the
ALARM ACCEPT touch button.
• Cleaning
EXTENDED (Two buttons one each for port and starboard) In addition to the ALARM ACCEPT touch button there is a LAMP TEST
• Analogues
These touch buttons initiate a fin extend procedure when that station button an AVAILABLE/OFFLINE button and an ENGINEERING TERMINAL
• Hardware has control. button. The functions of these are the same as indicated for the main page.
The screens are called up by pressing the appropriate screen key located at the The page also has the following indicators.
bottom of each screen. AVAILABLE/OFFLINE (Two buttons one each for port and starboard)
Indicates if control is available at the control location or if it has been
The cleaning page operation is as described above. EXT. AND STABILISE
passed to the local control unit.
This indicator flashes if the EXTEND touch button has been pressed.
The main interface page (MCR) is the same as on the bridge screen and the If the indicator has a steady illumination and the AVAILABLE button
description below applies to both. HOUSED (Two buttons one each for port and starboard) is illuminated the fin is extending and stabilising.
This touch button initiates a housing procedure.
The MCR (Main Interface) Page EXT. AND CENTRED
This is the main page with all normal stabilisation controls available. The ALARM ACCEPTED (Two buttons one each for port and starboard) If the indicator is illuminated and AVAILABLE is illuminated the fin
screen has two fin angle indicators for port and starboard fins and these This touch button indicates if an alarm has occurred and the touch is extended and centred.
indicate the current tilt angles of the fins. button is used to accept the alarm.
HOUSED
The station status indicator displays which control unit is in command. The
MCR unit will have no display if the bridge unit has control and will display BOW THRUST INTERLOCK (Two buttons one each for port and starboard) The indicator has a steady illumination when the fin is housed.
‘BRIDGE is off-line’ if the MCR has control. The bridge unit will have no Indicates that the thruster interlock is active.
display if the MCR unit has control and will display ‘MCR is off-line’ if the The Hardware Page
bridge has control.
LAMP TEST This page displays the physical state of switches in the systems and allows the
Allows for testing of the indicator lamps when the button is touched. operator to view or manually override the current settings. The hardware page
The following touch buttons are provided on the screen.
has seven touch buttons located down the left hand side and when any one is
touched the display shows the indicators for the relevant input/output unit.
GM ENGINEERING TERMINAL The hardware page left hand side touch buttons are as follows.
This allows the ship’s GM to be inserted manually by means of the
This is a guarded pushbutton which gives access to the engineering
keypad which is displayed when the touch button is pressed. • MCRIO (Machinery Control Room I/O Unit)
terminal display. Touch the button once releases the guard and
touching again activates the keypad terminal. • PPIO (Port Power I/O Unit)
MANUAL SPEED • PFIO (Port Fin I/O Unit)
This allows the ship’s speed to be manually entered should the AUTO/MANUAL • PLIP (Port Local Indication Panel)
automatic value from the ship’s log not be available. The manual
This is an indicator and a guarded touch button. This touch button • SLIP (Starboard Local Indication Panel)
value is ignored if the AUTO/MANUAL touch button has AUTO
allows for manual entry of the ship’s speed.
illuminated. • SFIO (Starboard Fin I/O Unit)
• SPIO (Starboard Power I/O Unit)

Illustration 2.11.3b Stabiliser Hydraulic System
Normally Open Valve
Lock, Fin Extended Normally Closed Valve
Fin Tilt Pistons

House and Extend Cylinder
Item Description
48 3 1 Manifold Block
60 bar 140 bar 1 3 Counterbalance Valve
3 5 D.C.V. House and Extend Valve
7 Proportional Valve
2 8 Shutoff Valve
57.2 40 bar 57.3 200 bar 70 bar
9 Cross Line Relief Valve
57.1 10 Compensator, Hydrolux
57
11 Check Valve
12 Return Filter
13 Heat Exchanger
26 26 26 26 14 Check Valve
51 9 15 Check Valve
A B 52 16 Fixed Displacement Pump
200 bar 17 Fixed Displacement Pump
11
Differential 18 Electric Motor
a P T b 11 8 19 Electric Motor
20 Unloading Valve
21 Orifice, 0.8mm
22 Valve, D.C.V. Load Sense Enable
A B 23 Relief Valve
24 Manual Override Pin
26 Test Point Connection
a P T b 7
27 Pressure Gauge
5 35
27 28 Gauge Valve
29 Remote Valve
A B 33 30 32 30 Cap, Compensator
225 31 Cap, Cartridge
28 P T 32 Orifice, 1.2mm
22 32 bar 29
31 33 Orifice, 0.8mm
1
34 Valve, Back to Back Check
10 21 35 Filter, Pilot (Fairey)
15 14 14 36 Filter Pressure Gauge
P1 P2 P3 38 Pressure Switch
26
39 Level/Temperature Indicator
40 Oil Level Dipstick
24 41 Oil Tank
150 bar 23 42 Valve, Shutoff (1'' Ball)
13 44 Air Breather
56 54 55 45 Oil Heater
47 Low Oil Temperature Thermostat
17 48 Counterbalance Valve
20 49 Relief Valve
M M 36 50 Shutoff Valve
44 51 Manifold Block
16 18 19 52 Mechanical Lock Cylinder Valve
45 12 47
54 Test Connection
20°C 40 TS
55 Sequence Valve
15°C 56 Shuttle
70°C TI 39
57 Anti-Creep Assembly
LI 41
42

The touch buttons or indicators may have their status or values changed by d) At both locations the ECR part of the BRIDGE/MCR touch • The AVAILABLE/OFFLINE indicators have AVAILABLE
activating the manual override function. button will become a steady illumination and the BRIDGE part illuminated
of the button will cease being illuminated. The ECR unit has
• The ALARM ACCEPT indicator button is extinguished
Touching any of the above buttons brings up a relevant screen with a number control.
of indicators and touch buttons. The touch buttons may be used to turn on or • The LAMP TEST indicator button is extinguished
off a function or activate a change in a particular parameter using the keypad • The AUTO/MANUAL has AUTO selected
which will appear. Procedure for Operating the Fins from the Bridge Control
Panel • The HOUSED indicators are illuminated
Changes should not be made in settings without just cause and certainly not • The EXTENDED indicators are extinguished
without reference to the stabiliser operating manual. The engine room should confirm that:
• The BOW THRUST INTERLOCK is extinguished
• There are no obstructions to the moving parts of the stabilising
machinery • The ENGINEERING TERMINAL indicator is extinguished
Procedure for Changing Control from Engine Control Room
to Bridge • Check that the cooling water system inlet and outlet valves for • The SLOW SPEED indicator is extinguished if the speed
each unit are open and that the reefer cooling water system is in log is working and the ship is travelling above 33% of ship
At the BRIDGE/MCR indicator/guarded touch button in the main display operation normal speed.
page BRIDGE will be illuminated if the bridge has control or MCR will be • Oil tanks are full and there are no leaks in the systems
illuminated if the ECR has control. Change of control location is based upon d) At the main motor starter ensure that the LOCAL/REMOTE
the principle that the location with control must offer control to the other • The return line filter must be checked; this requires the power switch is set to REMOTE.
station which must then accept control. unit to be run for 15 minutes before checking
• The electrical power switches must be turned to the ON position e) Check that the AVAILABLE/OFFLINE touch button indicator
a) At the ECR touch panel in MCR page the BRIDGE/MCR touch for the following: is illuminated in the AVAILABLE part.
button will have MCR illuminated. Touch this button once to
• Main motor starter - main supply switch and heater f) Check the illumination of buttons with the LAMP TEST button
release the guard.
• Bridge control unit and adjust the dimmer as required.
b) When the guard has been raised touch the BRIDGE/MCR • Emergency motor main switch and heater
button again and the BRIDGE part of the button will flash. g) Check that there are no failure alarms present on either of the fin
• MCR control unit and MCR I/O unit systems (neither of the FIN FAILURE buttons is illuminated).
c) The bridge operator must press the BRIDGE/MCR button on • Check that there is power at the SOLAS panel
the bridge panel to raise the guard and again to accept control. h) Check that the port and starboard LCU alarm panels indicate no
faults.
a) When the control system is powered up it boots into normal
d) At both locations the bridge part of the BRIDGE/MCR touch operation mode and this mode is displayed on the bridge and
button becomes a steady illumination and the MCR part of the i) Touch the EXTENDED touch button for the port fin once
ECR panels.
button is not illuminated. The bridge unit has control. to release the guard and once again to activate the extend
sequence. The HOUSE indicator light will be extinguished and
(Note: If LOCAL CTRL is activated that fin cannot be controlled from the
the EXTEND indicator light will flash whilst extending. The
bridge.)
Procedure for Changing Control from Bridge to Engine EXTEND indicator light will become a steady light when the
Control Room fin is fully extended and locked in position. Stabilisation may
b) At the main motor starter unit set the isolating switch to 1
be checked by observing the fin angle indicator.
and ensure that the main motor starter unit stopped lamp is
a) At the bridge touch panel in main page the BRIDGE/MCR illuminated.
touch button will have BRIDGE illuminated. Touch this button j) Repeat the procedure in i) for the starboard fin.
once to release the guard. c) Check that the following indicators at the control unit in
The fins will operate automatically in order to provide a stabilising action.
command:
b) When the guard has been raised touch the BRIDGE/MCR
button again and the ECR part of the button will flash. • Fin angle indicators are displayed with white indicator
needle
c) The ECR operator must press the BRIDGE/MCR button on the • The BRIDGE/MCR indicator is illuminated for the control
ECR panel to raise the guard and then again to accept control. station
• The FIN FAILURE indicator is extinguished

Illustration 2.11.3c Stabiliser Control Display
PORT FIN STBD FIN

PORT FIN LAMP STBD FIN
NOT NOT
HOUSED TEST HOUSED
HOUSED HOUSED
DIMMER
NOSE NOSE
UP 25 25 UP
15
20 BROWN BROTHERS 20
15
10
5
FIN
ANGLE STABILISER FIN
ANGLE 10
5
0 0
5 5
10
PORT
(MCR is offline) STBD.
10 DIMMER
15 15
GM MANUAL
20 (1.0m) SPEED 20
NOSE (1KTS) NOSE
25 25
DOWN DOWN
BRIDGE
MCR
FIN AVAILABLE ALARM LAMP AUTO AVAILABLE FIN

FAILURE ACCEPT TEST FAILURE
OFFLINE MANUAL OFFLINE
EXTENDED HOUSED BOW THRUST SLOW HOUSED EXTENDED

INTERLOCK SPEED
Bridge Cleaning

Procedure to House the Fins from the Bridge Control Panel The SOLAS Panel
Following operation the fins are housed when no longer required for The SOLAS panel on the bridge provides facilities for remote indication of the
stabilising. fin position should the main system fail.
a) Check that the FIN FAILURE lamps are not illuminated and
that the LCU alarm panels do not indicate any faults. Procedure for Emergency Fin Housing
In the event of the fin control and operating system failing during the fin out Hole for Emergency
b) Check that the AVAILABLE/OFFLINE buttons have the Push Pin Actuation
AVAILABLE portion illuminated. condition an emergency system is available for housing the fins. This must not
be used for normal housing although annual testing of the emergency housing
c) Touch the port HOUSED touch button once to activate the system should be carried out.
house sequence. The HOUSED indicator lamp will flash
indicating that the fin is being housed. When the HOUSED CAUTION
indicator lamp is illuminated with a steady light the fin is fully When housing the fin with the emergency system the control system must
housed and locked. be switched off at the main starter.
d) Repeat the procedure in c) for the starboard fin. a) Ensure that there is no electrical power supply to the main pump
motor.
e) Shut down the hydraulic power pack system for the stabilisers
and switch off power to the control and main panels. b) At the emergency pump motor starter unit switch on the
emergency isolator.
Operation from the MCR Panel in the Engine Room c) Press the emergency pump motor START button.
The procedures for operating the fins from the engine room control panel d) At the fin sub-system ensure that the fin is centred by checking
are the same as above and such operation is normally only required if the the fin angle indicator on the local indicator panel. If the fin
engineering staff wish to check their operation or there is a fault on the bridge is not centred the proportional valve control must be used to
panel. centre the fin. The valve is actuated by inserting the push pin in
the appropriate end of the solenoid to centre the fin.
Fin Testing Procedures e) Retract the fin extend lock using the pin in the end of the Stabiliser Fin Extend Lock Solenoid
solenoid and then operate the house and extend control valve
There are a number of testing procedures which may be carried out on the in order to house the fin.
fin systems in order to check operation. These must only be carried out by
competent personnel who fully understand the test procedures. Details of the (Note: The push pin is inserted in the end of each solenoid in order to operate
test procedures are available in the stabiliser operating manual. the valve as required.)
CAUTION f) When the fin is housed switch off the emergency pump motor
The Engineering Terminal touch button available at the MCR control and isolate the electrical system.
panel brings up the engineering system test and adjustment screen. This
is only for use by the system manufacturer’s authorised personnel and is (Note: In the event of failure of one fin system both units must be shut
not to be used by ship’s staff. down. If a fin fails in the nose up or down attitude this can have an
undesirable effect on the vessel and it may be necessary to reduce
speed until the fins are stowed.)

2.12 Electrical Power Generators
2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator
Part 1
System Description
2.12 ELECTRICAL POWER GENERATORS Starting Air System The low temperature cooling water is discharged from the low temperature
The engines are started by means of an air driven starter motor. When the cooling water pump through the second stage of the charge air cooler and then
2.12.1 DIESEL GENERATORS start valve is opened by the remote controlled solenoid, air is supplied to the the lubricating oil cooler before flowing to the engine outlet via a thermostatic
air start motor. The air supply activates a piston causing the pinion to engage valve which allows for some water recirculation. The low temperature circuit
Maker: Man-B&W with the gear rim on the flywheel. When the pinion is fully engaged, pilot air is maintained at 40°C.
Type: L27/38 opens the main air valve which supplies air to the air start motor, causing the
No. of cylinders: 8 engine to turn. Fuel System
Bore: 270mm The engine fuel oil supply rail, under normal circumstances, is supplied from
When the engine revolutions exceed approximately 158 rpm, if conditions are
Stroke: 380mm the main engine/generator engine FO supply and circulating pumps. If it is
normal and firing has taken place, the start valve is closed and the pinion piston
necessary, the generator engines can be supplied with DO from two generator
Speed: 720 rpm and main air valve are vented. A return spring disengages the pinion from the
engine MDO service pumps. The engine fuel supply and return changeover
Capacity: 2,400kW flywheel and the air motor stops.
valves are operated accordingly. The high pressure fuel injection pumps take
suction from the fuel supply rail. The injection pumps deliver the FO under
During starting, a pneumatic cylinder operates a stop arm to limit the fuel
Turbocharger high pressure through the injection pipes to the injection valves. Cams on the
regulating shaft.
Maker: MAN camshaft operate the injection pumps.
Type: NR 24/S The engines can also be started locally from the local control panel. Press the
With the engine stopped, fuel will circulate along the fuel supply rail and back
LOCAL pushbutton, followed by the START pushbutton. Additionally, there
to the FO return pipe. The engine FO supply rail will thus be kept hot and
Governor is an emergency starting pushbutton located on the air driven starter motor.
ready for use.
The engine is changed to LOCAL by pressing the LOCAL pushbutton at the
Maker: Alstom
local control panel, the emergency start button is pressed with a screwdriver
Type: 1102V-4G-8R Excess fuel not needed by the injection pumps is passed through the overflow
or similar implement until the engine fires and then the emergency start button
pipe and delivered into the manifold, which returns it to the system. This
is released.
principle ensures that:
Alternator
CAUTION • There is always an adequately large amount of pressurised fuel
Maker: Hyundai
This pushbutton must not be operated whilst the engine is running. available.
Type: HFJ5 718-14K
• The heated fuel can be circulated for warming-up the piping
Capacity: 3,257.14kVA An on line air lubricator is fitted to lubricate the start air motor. system and the injection pumps prior to engine starting.
Power Factor: 0.7
• The necessary fuel oil temperature can be better maintained.
Turbocharger System
Introduction The engines are fitted with an exhaust gas driven turbocharger. The Lubricating Oil System
turbocharger draws air from the engine room via a suction filter and passes it
There are four diesel generators operating in the medium speed range, which through a charge air cooler, before supplying the individual cylinders. All running gear of the engine is force lubricated by the engine driven gear
supply electrical power for the ship. These can each generate 2,280kW. type pump. The pistons are also supplied by oil as a cooling medium. A pre-
lubrication pump is also fitted to supply oil to the bearings and other running
Cooling Water System gear before the engine starts. This reduces wear on the engine in the period
The engines have eight cylinders and are turbocharged, uni-directional, four
stroke, trunk in-line engines which are normally operated on heavy fuel oil. All cooling water requirements for the generators are provided by water from between the engine starting and the engine driven pump building up lubricating
They can also be supplied with diesel oil, which is used for flushing through the central low temperature fresh water cooling system. The engines have oil pressure. The pre-lubrication pump will be running continuously while the
prior to shutting down for maintenance, or when there is no steam supply for internal high and low temperature systems with engine driven pumps. engine is on automatic standby.
heating purposes eg. during refit periods.
The high temperature cooling water is discharged by the high temperature The engine driven pump and the electrically driven pre-lubrication pump both
One diesel generator is required for normal sea going conditions with additional cooling water pump to the first stage of the charge air cooler and then it enters take suction from the engine sump, and discharge through a cooler and duplex
generators required depending upon the reefer container load. A minimum of the cylinder jackets and cylinder covers. The water leaves the engine by way filter to the engine LO supply rail. A control valve on the pump discharge,
two diesel generators is required during manoeuvring operations. of a thermostatic valve which directs some flow back to the high temperature which relieves any excess pressure back to the sump, controls the pressure.
pump suction in order to maintain the temperature in the high temperature The temperature is controlled by a three-way temperature control valve which
circuit. The remaining water joins with the low temperature cooling water regulates how much of the oil passes through the cooler. The turbocharger is
flow to the low temperature central fresh water cooling system. The high supplied from the main circuit via an orifice.
temperature circuit is maintained at 80°C.

The cooler is a plate heat exchanger, with the oil circulating through the flow l) Open the vent on the cooling water outlet line on the generator j) Keep the charge air pressure and temperature under control.
channels and water from the central fresh water cooling system circulating air cooler, close it again when all air has been expelled.
through the parallel channels in a counter current design.
If maintenance work has been carried out on the engine, start the engine as Procedure to Stop a Diesel Generator Engine
The main LO filter is supplemented by a bypass centrifugal filter mounted at below prior to switching the engine to automatic operation.
the engine base frame. During operation a part of the lubricating oil supplied a) Before stopping, run the engine off load for a few minutes for
from the engine driven LO pump enters the centrifugal filter and returns to the m) Check that all fuel pump indexes are at index ‘0’, when the cooling down purposes.
oil sump in the base frame. regulating shaft is in the stop position.
b) Actuate the remote stop device at the switchboard or stop the
The filter is driven by the oil supply. The filter relies on centrifugal force and n) Check that all fuel pumps can be pressed by hand to full index engine from the PMS screen at the graphic operator station.
can remove high density sub-micron particles. and return to ‘0’ when the hand is removed.
(Note: Local stopping of the engine may be achieved by selecting LOCAL
o) Check the spring loaded pull rod operates correctly. at the local control panel and then pressing the STOP pushbutton. The
Procedure to Prepare a Diesel Generator for Starting STOP pushbutton must be pressed for at least 3 seconds in order to
p) Check that the stop cylinder for the regulating shaft operates stop the engine as there is a 3 second delay in the operation of the local
a) Set the engine to LOCAL control. correctly when shutting down normally and at overspeed and stop pushbutton to prevent accidental operation.)
shut down. Testing is done by simulating these situations.
b) Set up the fuel oil service system as described in section 2.6.2.
q) Switch the engine to REMOTE and automatic operation at the
c) Set up the low temperature cooling water system as in section main generator control panel. The engine is started remotely
2.5.2. at the PMS screen of the graphic operator station or may be
selected for standby duty at the PMS screen.
d) Check the level of oil in the sump and top up as necessary with
the correct grade of oil.
Procedure to Start a Diesel Generator Engine
e) Switch the generator engine pre-lubricating oil pump to AUTO
operation and check that the lubricating oil pressure builds up. a) Select the engine for LOCAL operation the local control panel
The engine should be pre-lubricated at least 2 minutes prior to and start the engine by pressing the START pushbutton and
start if on manual and will be pre-lubricated whilst in standby allow it to run up to normal speed.
mode when on automatic.
b) Make a thorough check of the engine to ensure that there are
f) Check the pressure before and after the filters. no leaks and the engine is running smoothly and firing on all
cylinders.
g) Check the governor oil level and replenish if necessary.
c) Check that the LO pressures and temperatures are normal.
h) Check the oil level in the air start motor in-line lubricator.
d) Check that the pressure drop across the filters is normal.
i) Turn the engine at least one complete revolution using the
turning bar with the cylinder indicator cocks open, or purge the e) Check that the FO pressure and temperature is normal.
cylinders by inducing a start procedure.
f) Connect to the switchboard.
j) Close the cylinder indicator cocks.
g) Ensure that the engine temperatures and pressures remain
k) Vent the jacket cooling water space. within normal limits as the load is applied to the engine and the
engine heats up.
If any part of the engine has been drained for overhaul or maintenance, check
the level in the central fresh water cooling expansion tank and refill with fresh h) Check the exhaust gas temperatures for deviation from normal.
water if necessary.
i) Check the exhaust gas for smoke.

2.12.2 EMERGENCY DIESEL GENERATOR spin-on type and is provided with an automatic bypass valve set at a pressure i) Turn the switch S2 to AUTO operation and then set the engine
of 3.0kg/cm2. for automatic standby in the control room.
Generator Set
The engine is normally started by means of an electric starter motor, power
Maker: STX Corporation to the motor being supplied by batteries which are on constant charge while Procedure for Manual Start of the Emergency Diesel Engine
the ship is in service. A hydraulic starter is also fitted, hydraulic power being (using the Electric Starter)
Engine manually generated by a hand pump. An accumulator is charged by a hand
pump which drives a hydraulic motor on the flywheel when the stored energy a) Ensure that the power source switch S1 is turned to the ON
Maker: Cummins 4 stroke 6 cylinder diesel engine position.
is released. This system can be utilised when starting the engine from the dead
Type: NT855-DMGE ship condition. The engine can be manually started locally using either the
Output: 250kW at a continuous speed of 1,800 rpm electric or hydraulic starter motor, but when switched to automatic operation, b) Ensure that the engine is switched to MANUAL control at
only the electric starter motor is utilised. switch S2.
Generator c) Check the level of oil in the engine sump and top up as necessary
The engine should be started at least once a week and run up to full load
Maker: Leroy Somer monthly. with the correct grade of oil.
Model:: LSAM46.2VL12
Type; Horizontal self exciting brushless Whenever the engine has been started, the diesel oil tank must be checked and d) Check the level of water in the radiator and top up as necessary
refilled if the level has dropped to or below the 24 hour operation level. The with clean distilled water.
Output: 450 volt AC, 312.5kVA at 1,800 rpm
cooling water level in the radiator and oil level in the sump must be checked
Introduction each week. e) Check the level of diesel oil in the emergency generator diesel
oil service tank and top up as required.
The emergency diesel generator is a self-contained diesel engine located in
the emergency generator room situated on the port side of the accommodation
Procedure to Prepare the Emergency Diesel Engine for f) Press the LAMP and BELL TEST pushbutton to check the
block on the upper deck. Automatic Starting alarm bell and the control panel lamps.
The generator set will start automatically on power failure from the main diesel a) Ensure that the power source switch S1 is turned to the ON g) Press the START button on the control panel.
generators and couple to the emergency switchboard to maintain supplies to position.
essential services. h) Check that the engine is firing smoothly.
b) Ensure that the engine is switched to MANUAL control at
The generator set will also be used to get the ship under power from dead ship switch S2. i) Check the engine oil pressure, cooling water pressure and rpm.
condition. It will enable power to be supplied to essential services selectively Investigate any abnormalities.
without the need for external services such as starting air, fuel oil supply and c) Check the level of oil in the engine sump and top up as necessary
cooling water. with the correct grade of oil. j) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
The engine is an in-line 6 cylinder turbocharged engine, 140mm bore by d) Check the level of water in the radiator and top up as necessary to flow to the radiator as the engine heats further.
152mm stroke, with a self-contained cooling water system. The cooling water with clean distilled water.
is radiator cooled, and circulated by an engine driven pump. A thermostat k) If required, load the engine, otherwise allow it to run idle or stop
maintains a water outlet temperature of 82 - 93°C. Air is drawn across the e) Check the level of diesel oil in the emergency generator diesel it by pressing the STOP pushbutton.
radiator by an engine driven fan. oil service tank and top up as required.
l) When the engine has stopped and cooled, check that the heater
The cooling water is circulated by an engine driven pump, which also supplies f) Switch the cooling water heater on. It is normally on when the switches on, turn the switch S2 to AUTO operation, and then
cooling water to the LO cooler. An electric heater is fitted to keep the cooling engine is stopped. restore the engine to automatic standby.
water at 40°C to 50°C when the engine is on automatic standby. After leaving
the engine the cooling water flows through the turbocharger after cooler before g) Open the fuel oil supply to the diesel engine. It is normally open
passing to the thermostat and radiator. when the engine is stopped.
The engine running gear is force lubricated, an engine driven gear pump h) Press the LAMP and BELL TEST pushbutton to check the
drawing oil from the integral sump and pumping it through the cooler and then alarm bell and the control panel lamps.
through a filter before being supplied to the LO rail. The LO filter is of the

Procedure for Manual Start of the Emergency Diesel Engine (Note: If the fuel pump shut down knob has been opened it should be closed
(using the Hydraulic Starter) once the engine is operating correctly and electrical power is available
to control the engine operation).
a) Ensure that the power source switch S1 is turned to the ON
position and that switch S2 is turned to MANUAL. In the event p) When the engine has stopped, switch the heater on and turn
of complete electrical failure these will have no immediate the switch to AUTO operation. Restore the engine to automatic
influence but when electrical power is available the control standby.
panel will function again.
Procedure for Stopping the Engine after Running on Load
b) Check the level of oil in the engine sump and top up as necessary
with the correct grade of oil. a) Allow engine to idle for 5 minutes before shutting down to
allow the cooling water and LO to carry away heat from the
c) Check the level of water in the radiator and top up as necessary combustion chambers, bearings, shafts etc. It is particularly
with clean distilled water. important for the turbocharger where a sudden stop can lead to
a 40°C rise, which could damage the bearings and seals.
d) Check the level of diesel oil in the emergency generator diesel
oil service tank and top up as required. Long periods of idling will result in poor combustion and a build up of carbon
deposits.
e) Switch the cooling water heater on. It is normally on when the
engine is stopped. b) Press the STOP pushbutton on the control panel.
f) Open the fuel oil supply to the diesel engine. It is normally open c) When the engine has stopped, ensure that the power switch S1 is
when the engine is stopped. in the ON position and that switch S2 is in the AUTO position.
The engine will remain in the automatic standby condition and
g) Check the level of oil in the hydraulic reservoir, and top up if the cooling water system heater will operate.
necessary with the correct grade of oil.
h) Operate the hydraulic hand pump to charge the hydraulic

accumulator to an approximate pressure of 176kg/cm2.
i) Unscrew the locking bolt of the hydraulic starting control

valve.
j) In the event of complete electrical power failure open the shut

down valve knob on the fuel pump, by turning it fully clockwise.
If power is still available this procedure is not necessary.
k) Push the control valve for starting.
l) Check that the engine is firing smoothly.
m) Check the engine oil pressure, cooling water pressure and rpm.
n) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
to flow to the radiator as the engine heats further.
o) If required, load the engine, otherwise allow it to run idle or stop

it by pressing the STOP pushbutton on the control panel.

2.13 Electrical Systems Illustrations
2.13.1 Electrical Equipment 2.13.1a Main Electrical Network
2.13.2 Main Switchboard and Generator Operation 2.13.2a Generator and Synchronising Panels
2.13.3 Electrical Distribution 2.13.3a Emergency Electrical Distribution
2.13.4 Shore Power 2.13.3b Main Switchboard 440V Distribution
2.13.5 Main Alternators 2.13.3c Main Switchboard Group Starters
2.13.6 Emergency Generator 2.13.3d Main Switchboard 220V Distribution
2.13.7 Preferential Tripping and Sequential Restarting 2.13.4a Shore Power
2.13.8 Uninterruptible Power Supply (UPS) and Battery Systems 2.13.5a Main Alternators
2.13.9 Cathodic Protection System 2.13.6a Emergency Generator
2.13.7a Preferential Tripping
2.13.7b Sequential Restart
2.13.8a Battery Charge/Discharge Board
2.13.9a Cathodic Protection System
Part 1
System Description
Illustration 2.13.1a Main Electrical Network
3 x 50kVA 440/220V
Transformer
MAIN SWITCHBOARD
220V Feeder No.1 Group No.1 AC 440V No.1 DG No.2 DG Synchronising Panel No.3 DG No.4 DG No.2 AC 440V No.2 Group
Panel Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel
Bus Disconnector
Switch Panel
GSP GSP
LD
L M M M G G G G M M M M
220V Load Essential Important No.1 DG No.2 DG No.3 DG No.4 DG Stern Important Essential
Lighting etc Motors Motors 2,280kW 2,280kW 2,280kW 2,280kW Thruster Motors Motors
440/ 3257kVA 3257kVA 3257kVA 3257kVA
3,330V LGSP and
2,100kVA Distribution
Transformer Shore Power Boards
Connection
Box
M
Main/Emergency
Bow Board Bus Tie Line
Thruster
Key
2 x 24V Battery 2 x 24V Battery

G Generator
3 x 20kVA 440/220V
Transformer M Motor
EMERGENCY SWITCHBOARD
220V 440V Emergency Generator
Feeder Panel Panel Transformer
Feeder Panel
Wheelhouse Battery ECR Battery Charge
Charge and Discharge and Discharge Board
Board Air Circuit Breaker (ACB)
Moulded Case Circuit Breaker (MCCB)

GSP
Deck/Navigation Machinery
Group Starter Panel
24V Services 24V Services
LD LD
220V Load L L Lighting and Low Power Distribution Board
Lighting etc M
G
Emergency Distribution Board
440V Load Emergency
Generator
250kW
312.5kVA

2.13 ELECTRICAL SYSTEMS Main Power Distribution System Main Switchboard Monitoring
The main switchboard consists of: The main switchboard generator panels are equipped with an ammeter, power
2.13.1 ELECTRICAL EQUIPMENT factor meter, kilowatt/hour meter and voltmeter to measure the output of the
• Four generator panels
generator. The Air Circuit Breaker (ACB), reverse power relay, differential
• The main bus bar disconnecting switch panel relay and overcurrent relay are provided for generator protection.
Generating Plant
• The main/emergency switchboard bus tie panel
The electrical power generating plant consists of the following: The main switchboard synchronising panel is equipped with dual frequency
• The synchronising panel meters and dual voltmeters for comparing the output of the generator to the
• Two 440V feeder panels bus bar. A synchroscope and synchronising lamps are provided for parallel
Diesel Generators operation. Generator load is displayed on the wattmeters also mounted on the
• Two group starter panels
No. of sets: 4 synchronising panel.
Rating: 450 volt, 3ph, 60Hz, 2,280kW, 3,257kVA • One 220V feeder panel
General bus status (insulation alarms, etc) are displayed on a group signal lamp
The main switchboard feeds the main 440V group starter panels (GSP) located unit also mounted on the synchronising panel.
Emergency Diesel Generator either side of the main switchboard and the 440V local group starter panels
(LGSP) located throughout the ship. The main switchboard normally feeds The ship’s integrated automation system, the General Operator System
No. of sets: 1
the emergency switchboard, located in the emergency generator room, via the (GOS), has operator stations with screen mimic displays showing the status
Rating: 450 volt, 3ph, 60Hz, 250kW, 312.5kVA main/emergency switchboard bus tie line. of the generators and main switchboard. This system also provides manual
and automatic control and monitoring facilities. The PMS overview provides
The main switchboard bus is divided into two sections by a manually operated information regarding the standby priority and generator status, etc.
Introduction
bus disconnector switch. This switch must not be closed if both halves of the
switchboard are alive. There are no synchronising facilities for this switch.
The diesel generators are situated in the engine room on the 3rd deck level. The General
generators supply 440V at 60Hz to the main switchboard which is situated in The group starter and distribution boards are provided in suitable positions
The main engine room, machinery space, deck and cargo hold fans and
the engine control room (ECR) on the 2nd deck level of the engine room. to supply the normal power supplies to heating, lighting, machinery, reefers,
pumps, etc, are fed from the main switchboard group starter panels No.1 and
No.2 and also from Local Group Starter Panels (LGSPs) throughout the ship. communication and navigation equipment throughout the ship. Each 440V
The number of generators connected to the switchboard at one time depends and 220V distribution circuit is protected against overcurrent and short circuit
Other engine room, machinery space and deck 440V consumers are fed from
on the electrical consumer load of the ship at that time. The generators can current by a Moulded Case Circuit Breaker (MCCB). These are fitted on the
distribution boards P1, P2, and P3.
be manually run up and connected to the main switchboard as required but switchboard or panel board with inverse time overcurrent trip, instantaneous
in normal operation the power management system (PMS) automatically magnetic trip and short circuit current interruption features.
The engine room, machinery space and deck 220V lighting and other auxiliary
controls the operation of the generators and major operational aspects of the
consumers are fed from distribution boards L1 - L9 and from various panels
main switchboard. Each of the following supply systems:
fed from the main switchboard 220V feeder panel. This section is fed from the
main switchboard No.1 440V feeder section via a 3 x 50kVA transformer. • The main 440V switchboard and its network
Only one diesel generator is normally connected during normal sea going
conditions. Two or three generators are required when the vessel is manoeuvring • The main 220V network
The galley and laundry 440V consumers are fed from distribution board G1.
or carrying a high reefer load due to the extra electrical load at these times.
The galley and laundry 220V consumers are fed from galley distribution board • The 440V emergency switchboard and its network
G2.
There is another smaller emergency generator located in a separate • The 220V emergency switchboard section and its network
compartment, the emergency generator room on the port side of the upper
The cargo reefer load is fed from 440V distribution boards RD1 - RD17 which • The 24V DC battery charging board and its network
deck. This generator is entirely self-supporting with its own dedicated fuel,
are fed from the main switchboard 440V feeder panels No.1 and No.2.
cooling and start equipment. • The engine room 24V DC battery charger board and its network
Shore power can be provided to supply basic consumers (lighting etc) when is provided with monitoring equipment for continuously monitoring the
The emergency generator has sufficient capacity to supply the auxiliaries
the ship is alongside for an extended period or when in refit/dry dock. The insulation level to earth, giving an audible and visual indication of an
required to start a main diesel generator in the event of total power failure.
shore connection box connects to the main switchboard No.2 440V feeder abnormally low insulation level. These alarms are raised via the main
All four main generators can operate in parallel, but not with the emergency
panel section 14 via a circuit breaker. switchboard group signal lamp unit.
generator.
A bow and stern thruster are fitted to the ship. The bow thruster is driven by a The switchboards are of dead front box frame construction without a bottom
3,300V motor fed via a 440/3,300V 2,100kVA transformer. The stern thruster plate and have hinged front panels that can be opened without disturbing the
is driven by a 440V motor. meters, lamps, etc, mounted on them.

Illustration 2.13.1a Main Electrical Network
3 x 50kVA 440/220V
Transformer
MAIN SWITCHBOARD
220V Feeder No.1 Group No.1 AC 440V No.1 DG No.2 DG Synchronising Panel No.3 DG No.4 DG No.2 AC 440V No.2 Group
Panel Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel
Bus Disconnector
Switch Panel
GSP GSP
LD
L M M M G G G G M M M M
220V Load Essential Important No.1 DG No.2 DG No.3 DG No.4 DG Stern Important Essential
Lighting etc Motors Motors 2,280kW 2,280kW 2,280kW 2,280kW Thruster Motors Motors
440/ 3257kVA 3257kVA 3257kVA 3257kVA
3,330V LGSP and
2,100kVA Distribution
Transformer Shore Power Boards
Connection
Box
M
Main/Emergency
Bow Board Bus Tie Line
Thruster
Key
2 x 24V Battery 2 x 24V Battery

G Generator
3 x 20kVA 440/220V
Transformer M Motor
220V 440V Emergency Generator
Feeder Panel Panel Transformer
Feeder Panel
Wheelhouse Battery ECR Battery Charge
Charge and Discharge and Discharge Board
Board Air Circuit Breaker (ACB)

GSP
Deck/Navigation Machinery
Group Starter Panel
24V Services 24V Services
LD LD
220V Load L L Lighting and Low Power Distribution Board
Lighting etc M
G
Emergency Distribution Board
440V Load Emergency
Generator
250kW
312.5kVA

Emergency Power Distribution System On the group starter boards, this switch is the moulded case circuit breaker • The blocking of large motors until the number of running
The emergency switchboard consists of: which functions as both isolator and overcurrent protection for the motor generators is sufficient to supply the motor start current and
circuit. ship’s power demand. In this case, the standby generator is
• The emergency generator panel started and synchronised automatically.
• The main/emergency switchboard bus tie panel Sequential Restarting • Frequency, automatic frequency control ensures the supply
• The 440V feeder panel frequency remains at 60Hz independent of load.
See section 2.13.7
• The 220V feeder panel The system ensures that the requirements for the ship’s unmanned machinery
Essential service motors, which were in service before a blackout, are started
space (UMS) operation are met.
The emergency generator will start automatically in the event of a blackout and automatically on recovery of the main bus voltage. These motors will start
feed the emergency switchboard. The emergency switchboard feeds essential according to the predetermined restarting sequence. Motors that were selected
navigation and machinery equipment which requires the security of a backed- for duty before the blackout are automatically returned to duty after the
up power supply. blackout. Similarly, motors selected for standby are automatically returned to
standby.
There are two 440V steering gear motors, one has an emergency feed and the
other a main switchboard feed. Preference Tripping
The emergency 220V consumers are fed from the emergency switchboard See section 2.13.7
220V section. This section is fed from the emergency 440V switchboard feeder
section via a 3 x 20kVA transformer. Non-essential loads are interrupted automatically, in the case of overcurrent of
any one of the main diesel generators, to prevent the more serious tripping of
A general service 24V battery charging switchboard supplies the wheelhouse the generators.
consoles, along with other essential navigation equipment and low voltage
services (see section 2.13.8). The Power Management System (PMS)
Maker: Lyngsø Marine
An engine room 24V battery charging switchboard supplies the engine control
room consoles, along with other essential main engine and generator equipment Type: PMS 2100 Power Management System
and low voltage services (see section 2.13.8).
The main switchboard and generators can be controlled in one of 3 ways:
The emergency power distribution network is shown in illustration 2.13.3a. • Manually, from the main switchboard
• Semi-automatically, from the operator stations of the GOS
Motors
• Automatically, via the PMS of the GOS
The ship’s 440V motors are in general of the standard frame, squirrel cage
induction type designed for AC 440V three phase 60Hz. The exceptions are This system has various functions to ensure the continuous supply of the ship’s
the motors for domestic service and small capacity motors of 0.4kW or less, electrical systems.
some of these motors may be single phase 220V 60Hz operation. Where
continuously rated motors are used, the overload setting ensures the motor The PMS automatically controls the diesel generators for efficient operation.
trips at 100% of its full load current. The motors in the engine room are of the Automatic synchronising and load sharing is provided for the ship’s generator
totally enclosed fan cooled type. Standby motors will start when zero voltage sets. The system automatically equalises the generator frequency with bus bar
is detected on the in-service motor or when the process pressure is low (see frequency and energises the generator’s ACB to connect the two circuits at the
section 2.13.7). moment when the phases coincide (synchronising). Automatic load sharing
then ensures that each generator is equally loaded.
440 Volt Starters
The system also controls the following:
The starters are generally fitted in the main switchboard group starter panels or
local group control panels. Important, duplicated equipment starters are split • The number of running generators in accordance with the ship’s
between the starboard or port (No.1 or No.2) main switchboard group starter power demand.
panels. Interlocked door isolators are provided for all starters. • Automatic blackout restart and connection of generators.

Illustration 2.13.2a Generator and Synchronising Panels
Generator Panel Key Synchronising Panel Key

D/G1 SYNCHRO PANEL
GV: Generator Voltmeter F1: Bus Frequency Meter

PF: Power Factor Meter F2: Incoming Generator Frequency Meter
V1 SY: Synchroscope
GA: Generator Ammeter F1
GV PF GA OT: Overload Trip Lamp SYL: Synchronising Lamps
SY SYL 3: Preference Trips 1st Stage Released Lamp
RT: Reverse Power Trip Lamp 3 5 7 9 11 13 15 17
SH: Space Heater On Lamp 4: Preference Trips 2nd Stage Released Lamp
4 6 8 10 Sp 14 16 Sp V2
AO: ACB Open Lamp F2 5: Preference Trips 3rd Stage Released Lamp
OT RT 6: Main Switchboard 440V Low Insulation Lamp
GR: Generator Run Lamp
AC: ACB Closed Lamp 7: Main Switchboard 220V Low Insulation Lamp
KWH: Kilowatt/Hour Meter 8: Emergency Switchboard 220V Low Insulation Lamp
NO.1 DG NO.2 DG COMMON NO.3 DG NO.4 DG
SH AO GR AC RHM: Running Hour Meter 9: Emergency Switchboard 220V Low Insulation Lamp
KWH
DR: Differential Relay Panel 10: L3 Panel Low Insulation Lamp
SHS: Space Heater Switch RS RS RS RS 11: 24V DC Distribution Board Low Insulation Lamp
DER: Differential Relay Trip Reset 13: Emergency Switchboard Source Failure Lamp
PRE: Pre-excitation Pushbutton 14: Bus Short Circuit Lamp
VS: Voltmeter Switch 15: Main Switchboard Emergency Stops
RHM DR
ECS: Engine Control Switch (Stop/Start) KW KW KW KW and Preference Trips Power On Lamp
AS: Ammeter Switch 16: Emergency Generator Running Lamp
LT 17: Emergency Switchboard Emergency Stops
and Preference Trips Power On Lamp
S S S S S S S S Sp: Spare
AR PTR V1: Bus Voltmeter
BCS BCS S S S S BCS BCS V2: Incoming Generator Voltmeter
SHS DER PRE RS: Generator Ready to Start Lamp
FVS CS KW: Generator Wattmeter
L R L R S S S S L R L R BCS: Generator Circuit Breaker Control Switch (Open/Close)
GCS: Governor Control Switch (Raise/Lower)
VS ECS AS ASP SYS LT: Lamp Test Pushbutton
GCS GCS GCS GCS AAR: Abnormal Reset
PTR: Preferential Trip Reset
FVS: Frequency and Voltmeter Selection Switch (Gen 1/2/3/4/Off)
CS: Check Synchroniser (On/Off)
Shore Supply
SYS: Synchroscope Selection Switch (Gen 1/2/3/4/Off)
VR ACB: Generator Air Circuit Breaker Section
P-DG-1 VR: Voltage Regulator SA SC
SA: Shore Power Available Lamp
KWH SO: Shore Power MCCB On Lamp
SV: Shore Power Voltmeter
SA: Shore Power Ammeter
SV SA
SVS: Shore Power Voltmeter Selection Switch
SAS: Shore Power Ammeter Selection Switch
KWH: Shore Power Kilowatt/Hour Meter
SVS SAS
ACB
Generator Panel Synchronising Panel

2.13.2 MAIN SWITCHBOARD AND GENERATOR OPERATION f) Turn the BREAKER CONTROL switch to the CLOSE g) The ACB should be closed when the pointer of the synchroscope
position. The ACB closes and the generator supplies the main turns in the FAST direction and is slowly closing on the top
switchboard. The ACB CLOSED LAMP is illuminated on the centre mark. Closing the ACB while the synchroscope is
Procedure for the Manual Operation of Generators - PMS Off
generator panel. turning in the SLOW direction may cause operation of the
The main switchboard AUTO SYN & POWER CONTROL switch is set to the reverse power relay. If the frequency difference between the two
MANUAL position. Control of the generators is manual via an operator at the generators in parallel operation exceeds 3Hz, the synchroscope
3. Single Generator Stopping Procedure
main switchboard. will not revolve. With this in mind, operate the governor
a) In order to stop the generator, first reduce its load by stopping RAISE/LOWER switch to decrease this difference. Observe
or isolating any equipment supplied from the switchboard. the bus/incoming generator frequency meter for reference.
1. Generator Starting and Stopping
Ensure the main switchboard control voltage is healthy. The generators can be b) When the load is as low as possible, turn the BREAKER h) Operate the ACB CLOSE switch. The two generators are now
remotely started at the main switchboard generator panels as follows: CONTROL switch to the OPEN position. The ACB opens and running in parallel.
the ACB OPEN LAMP is illuminated on the generator panel.
a) Ensure the generator is ready to start (see section 2.12.1 diesel The generator can now be stopped.
generators) and change the control position to remote by pressing 5. Load Sharing
the REMOTE pushbutton at the generator’s local control panel c) To stop the engine press the local STOP pushbutton for at least a) Having achieved parallel operation, load sharing is accomplished
at the engine. The generator’s READY TO START lamp is 3 seconds, the generator stops. by increasing the input from the incoming engine.
illuminated at the main switchboard synchronising panel.
Avoid opening the air circuit breaker (ACB) when the load is too high as this This is increased by means of the governor control switch.
b) Start the generator by pressing the START pushbutton. will cause a sudden rise in the engine speed and possible overspeed trip. The governor, when raised, speeds up the incoming generator
causing the first generator to lose load and gain speed, thus
c) The generator starts and when voltage is established, the 4. Parallel Running Procedure causing the frequency to rise. To prevent this, the governor
generator’s voltmeter will indicate 440 volts. The generator switch of the first generator must be turned in the LOWER
panel GEN RUN lamp is illuminated. a) Start the second generator by following the same procedure as direction. This action also causes the load to be transferred to
for starting the first generator. the incoming generator.
d) To stop the engine press the local STOP pushbutton for at least
3 seconds, the generator stops. b) Confirm the voltage of the second generator is 440V by Ensure the frequency remains constant during this operation.
observing the voltmeter on the incoming generator’s panel.
2. Single Generator Running and Connection Procedure - onto Dead Bus b) Equalise the load of both generators.
c) At the synchronising panel, turn the SYNCHROSCOPE
a) Set up the main switchboard and start the engine as before. selection switch and the FREQUENCY & VOLTMETER
When voltage is established, the GEN RUN lamp is illuminated switch to the incoming generator’s position (G1, G2, G3 or G4). 6. Synchronising Using the Synchronising Lamps
on the generator panel. Align the frequency with that of the running generator, using If the synchroscope fails, only the synchronising lamps can detect the
the governor control switch and observing the dual frequency synchronising condition.
b) At the rated speed, the voltage will rise to 440V, as indicated by meters.
the voltmeter. When the order of illumination of the synchronising lamps is clockwise, the
d) Once the voltage and frequency of both generators are identical, frequency of the generator is higher then that of the bus. Turn the generator
c) At the synchronising panel, turn the SYNCHROSCOPE check the synchronous state by means of the synchroscope. governor motor switch in the decelerating LOWER direction.
selection switch and the FREQUENCY & VOLTMETER The pointer will revolve in accordance with the frequency
switch to the incoming generator’s position (G1, G2, G3 or G4). difference. When the order in which the lamps illuminate is counter clockwise, the
frequency of the generator is lower then that of the bus. Turn the governor motor
d) Adjust the frequency to 60Hz by means of the GOVERNOR e) Check the direction of rotation. If it is revolving in the FAST switch in the accelerating RAISE direction. When the top lamp is completely
CONTROL switch on the synchronising panel. The rated values direction, turn the governor switch of the second generator to dark and the two bottom lamps are the same intensity, synchronisation (phase
are indicated by red marks on the corresponding meters. the LOWER direction. If it is revolving in the SLOW direction, matching) is achieved. Slightly in advance of this position, close the ACB for
then turn the governor switch to the RAISE direction. the incoming generator in order to attain synchronism when the main contacts
e) Turn the CHECK SYNCHRO switch to the OFF position. The of the ACB close.
check synchroniser is switched off allowing the generator to f) Adjust the speed until the synchroscope pointer moves slowly to
connect to the bus without synchronising. the 12 o’clock position, showing the state of synchronisation.

Illustration 2.13.2a Generator and Synchronising Panels
Generator Panel Key Synchronising Panel Key

D/G1 SYNCHRO PANEL
GV: Generator Voltmeter F1: Bus Frequency Meter

PF: Power Factor Meter F2: Incoming Generator Frequency Meter
V1 SY: Synchroscope
GA: Generator Ammeter F1
GV PF GA OT: Overload Trip Lamp SYL: Synchronising Lamps
SY SYL 3: Preference Trips 1st Stage Released Lamp
RT: Reverse Power Trip Lamp 3 5 7 9 11 13 15 17
SH: Space Heater On Lamp 4: Preference Trips 2nd Stage Released Lamp
4 6 8 10 Sp 14 16 Sp V2
AO: ACB Open Lamp F2 5: Preference Trips 3rd Stage Released Lamp
OT RT 6: Main Switchboard 440V Low Insulation Lamp
GR: Generator Run Lamp
AC: ACB Closed Lamp 7: Main Switchboard 220V Low Insulation Lamp
KWH: Kilowatt/Hour Meter 8: Emergency Switchboard 220V Low Insulation Lamp
SH AO GR AC RHM: Running Hour Meter 9: Emergency Switchboard 220V Low Insulation Lamp
KWH
DR: Differential Relay Panel 10: L3 Panel Low Insulation Lamp
SHS: Space Heater Switch RS RS RS RS 11: 24V DC Distribution Board Low Insulation Lamp
DER: Differential Relay Trip Reset 13: Emergency Switchboard Source Failure Lamp
PRE: Pre-excitation Pushbutton 14: Bus Short Circuit Lamp
VS: Voltmeter Switch 15: Main Switchboard Emergency Stops
RHM DR
ECS: Engine Control Switch (Stop/Start) KW KW KW KW and Preference Trips Power On Lamp
AS: Ammeter Switch 16: Emergency Generator Running Lamp
LT 17: Emergency Switchboard Emergency Stops
and Preference Trips Power On Lamp
S S S S S S S S Sp: Spare
AR PTR V1: Bus Voltmeter
BCS BCS S S S S BCS BCS V2: Incoming Generator Voltmeter
SHS DER PRE RS: Generator Ready to Start Lamp
FVS CS KW: Generator Wattmeter
L R L R S S S S L R L R BCS: Generator Circuit Breaker Control Switch (Open/Close)
GCS: Governor Control Switch (Raise/Lower)
VS ECS AS ASP SYS LT: Lamp Test Pushbutton
GCS GCS GCS GCS AAR: Abnormal Reset
PTR: Preferential Trip Reset
FVS: Frequency and Voltmeter Selection Switch (Gen 1/2/3/4/Off)
CS: Check Synchroniser (On/Off)
Shore Supply
SYS: Synchroscope Selection Switch (Gen 1/2/3/4/Off)
VR ACB: Generator Air Circuit Breaker Section
P-DG-1 VR: Voltage Regulator SA SC
SA: Shore Power Available Lamp
KWH SO: Shore Power MCCB On Lamp
SV: Shore Power Voltmeter
SA: Shore Power Ammeter
SV SA
SVS: Shore Power Voltmeter Selection Switch
SAS: Shore Power Ammeter Selection Switch
KWH: Shore Power Kilowatt/Hour Meter
SVS SAS
ACB
Generator Panel Synchronising Panel

Generator Space Heaters pushbuttons at the generator engine. REMOTE must be selected to enable 1. Operator Initiated Generator Starting
A space heater is provided in each generator to prevent condensation forming either manual starting/stopping from the main switchboard or automatic A start is requested by an operator from the ECR GOS operator station. The
on the windings. The space heater switch is located on the individual generator starting/stopping from the PMS. PWC will initiate the following sequence:
panel and should always be in the ON position. The heater is interlocked with
the ACB, which switches the heater off when closed and switches it on when To fulfil the requirements for UMS operation, the PMS and other automatic a) The start signal is sent to the generator.
opened. An indicator lamp on each generator panel will illuminate when the motor control facilities control the following features:
heater is on. • Automatic blackout start of the standby generator b) The generator starts. When the voltage has built up, the PMS
designates the generator as ‘running’. If the generator fails to
• Automatic synchronising
start within 60 seconds, the alarm ‘DG START FAIL’ is raised
Automatic Operation of the Main Switchboard and Generators
• Automatic frequency control and the generator is then start-blocked.
The automatic starting, stopping, connection, synchronising and loading of the
• Automatic load sharing
main generators is controlled by the PMS. The actual software and hardware c) The generator’s speed is stabilised at the rated speed by
equipment for the PMS is part of the Lyngsø GOS. • Sequential restart of essential consumers automatic operation of the governor and synchronisation occurs.
• Automatic generator start and connection in response to a heavy
The PMS has three operating modes: Off, semi-automatic and automatic. The consumer start request d) The generator ACB closes.
PMS can be switched off by turning the main switchboard AUTO SYN &
POWER CONTROL switch to the MANUAL position. When set to the AUTO • Automatic generator start/shutdown in response to high/low e) Automatic load sharing is initiated and the load is shared with
position, the PMS operates in semi-automatic or automatic. This selection is load conditions the existing on-load generator.
made at the GOS operator stations in the ECR from the PMS Overview screen
mimic. Preselection of the standby generator priority is carried out from the PMS The above sequence can be reversed for removing a generator from the bus by
overview screen mimic by clicking on the CHANGE PRIORITY icon button. the operator issuing a STOP command.
The standby priority of a generator is displayed on the screen mimic.
Semi-Automatic Mode
2. Automatic Parallel Running Activated by Heavy Load
When this mode is selected, the operator starts, stops and connects generators
Procedure for the Automatic Operation of Generators and the The PMS mode is now set to AUTOMATIC. If the generator(s) in use
by commands. For example, to run up, connect and load a generator, the
operator clicks on the required generator and selects START from the command Main Switchboard - PMS in Semi-Automatic Mode register(s) a high load of 1,824kW (80% of the rated power), for 15 seconds,
window. The generator automatically starts, synchronises and connects to the the standby generator will go through the following sequence:
main switchboard, the on-load generators then automatically load share. It is assumed the ship is in normal voyage/in port conditions, ie, at least one
generator is on load, the PMS is set to semi-automatic mode at the PMS a) The start signal is sent to the generator.
To stop a generator, the operator selects STOP and the generator automatically overview mimic and the following conditions are satisfied:
unloads, disconnects and stops. b) The generator starts. When the voltage has built up, the PMS
• The main switchboard AUTO SYN & POWER CONTROL designates the generator as ‘running’. If the generator fails to
switch is set to the AUTO position. start within 60 seconds, the alarm ‘DG START FAIL’ is raised
Automatic Mode and the generator is then start-blocked.
When this mode is selected, the operator has no control over the generators or • The standby generators are selected for REMOTE operation.
switchboard. The PMS automatically controls the generator’s synchronising, The generator’s READY TO START lamps are illuminated on c) The generator’s speed is stabilised at the rated speed by
standby, load sharing, load dependent start and load dependent stop functions. the synchronising panel. automatic operation of the governor and synchronisation occurs.
This enables the PMS to connect and disconnect generators as required to
efficiently handle the load on the switchboard. • The standby generator is selected as 1st standby. d) The generator ACB closes.
The function to start and stop generators can be cancelled by switching off • The next standby generator is selected as 2nd standby. e) Automatic load sharing is initiated and the load is shared with
the LOAD DEPENDENT START/STOP facility. This cancels any generators the existing on-load generator(s).
stopping when the switchboard load is low, eg, during a lull in manoeuvring • Automatic load sharing is enabled.
activity when the load may become high suddenly. If the first standby generator fails to start, synchronise within 60 seconds or
If the standby generator does not start, synchronise or connect, an alarm is the ACB fails to close, the second standby generator will start, if available, and
When the main switchboard AUTO SYN & POWER CONTROL switch is raised and the next standby generator will then be started and connected. The follow the above sequence.
set to the MANUAL position, the PMS has no control of a generating set. first standby generator fault must be reset by pressing the ALARM RESET
A generator can be operated locally and also at the main switchboard. The pushbutton at the synchronising panel, before another attempt is made to start, (Note: The load percentages and activation/delay times are adjustable via
diesel generator local control is selected by means of the LOCAL/REMOTE synchronise or close the ACB for this generator. parameters in the PMS.)

3. Automatic Parallel Run Activated by Heavy Consumer Request 4. Automatic Parallel Run Cancellation by Light Load 6. Automatic Change Over by Bus Abnormality: Bus Remains Live
If a start request is received from a heavy consumer (eg, a large motor), the If the load that would remain on each generator (if a generator was unloaded The normal voltage and frequency levels at the main switchboard bus are:
PMS checks the available power at the main switchboard. If insufficient power and disconnected from the main bus) is less than 1,824kW (80%) for fifteen
• Voltage: 450V
is available to sustain the high current of a large motor start, the start is blocked minutes, the following sequence takes place:
by an auxiliary contact in the motor’s starter until sufficient power is available. • Frequency: 60Hz
The standby generator will then go through the following sequence: a) The generator to be released (the standby generator or the last
one connected) shifts load to the other generator(s). Under certain fault conditions, the voltage and frequency may raise or lower
a) The start signal is sent to the generator. according to the fault. These fluctuating levels are undesirable for the operation
b) The ACB opens on the generator to be released. of the ship’s plant.
b) The generator starts. When the voltage has built up, the PMS
designates the generator as ‘running’. If the generator fails to c) The engine stops on the generator released. There are bus abnormality limits for main bus voltage and frequency deviation
start within 60 seconds, the alarm ‘DG START FAIL’ is raised and these are as follows:
and the generator is then start-blocked. (Note: The load percentages and activation times are adjustable via parameters • Low voltage: 427V for 5 seconds (95%)
within the PMS.)
c) The generator’s speed is stabilised at the rated speed by • High voltage: 472V for 5 seconds (105%)
automatic operation of the governor and synchronisation occurs. • Low frequency: 57Hz for 5 seconds (95%)
5. Automatic Bus Connection due to Main Switchboard Trip Condition
d) The generator ACB closes. If, due to a trip condition, the bus voltage has become zero by the opening of • High frequency: 63Hz for 5 seconds (105%)
the ACB of the generator in use (blackout), the first standby generator will go
e) Automatic load sharing is initiated and the load is shared with through the following sequence: If diesel generator engine trouble is detected (overspeed, low lubricating oil
the existing on-load generator(s). pressure or high cooling water temperature) or if a bus abnormality is detected
a) The start signal is sent to the generator. when a single generator is running or one of the two generators on load trips,
f) When the load is fully balanced, the PMS signals ‘Start an alarm is raised and the following sequence is carried out:
Available’ at the large motor, the auxiliary contact closes and b) The generator starts. When the voltage has built up, the PMS
the motor is released for starting. designates the generator as ‘running’. If the generator fails to a) The preferential trips are released and a start signal is sent to the
start within 60 seconds, the next available generator is started. standby generator.
The motors designated as ‘large motors’ that have their start sequence checked
are: c) The generator’s speed is stabilised at the rated speed by b) The generator starts. When the voltage has built up, the PMS
automatic operation of the governor. designates the generator as ‘running’. If the generator fails to
• No.1 main lubricating oil pump start within 60 seconds, the next available generator is started.
• No.2 main lubricating oil pump d) The generator ACB closes and the generator supplies the
switchboard. c) The generator’s speed is stabilised at the rated speed by
• Bow thruster motor
automatic operation of the governor. The PMS checks the bus
• Stern thruster The first standby generator will resupply the main switchboard within condition, if the abnormality has cleared and the bus conditions
approximately 60 seconds of the original generator tripping. have returned to normal, the standby generator runs at idle.
If the first standby generator connects to the bus and the ACB trips within If the abnormality remains, the standby generator is synchronised
one second, no further ACB closures will be attempted and no starts will be and the generator ACB closes. If the standby generator cannot
initiated for the next standby generator. This is due to the probability that there be synchronised due to bus conditions, the original generator
is a short circuit on the main bus. ACB is opened (blackout) and the incoming generator’s ACB
is closed within one second.
d) Automatic load sharing is initiated and the load is shared with

the existing on-load generator(s).
e) The load is then removed from the original generator, its ACB
is opened and the engine is stopped.

7. Automatic Parallel Running due to Parallel Generator Tripping If the overcurrent has not cleared a further 5 seconds after the second stage, a The emergency generator ACB is also fitted with an undervoltage device
If a running parallel generator trips and the load on the remaining generator third and final stage of preferential tripping is released (the preferential trips identical in operation to the main generators.
exceeds 2,280kW (100%), the preferential trips operate and the standby are described in section 2.13.7).
generator is started and connected. If the load on the remaining generator
does not exceed 100%, the preferential trips are not operated but the standby 3. Abnormality Due to Overcurrent (Long Time Delay Trip)
generator is started and connected as follows:
If the current on a running generator exceeds 4,579A (110% - inverse time
pick-up level) or 5,015A (120%) for a period of 40 seconds, the overcurrent
a) The start signal is sent to the generator.
relay will operate to trip the ACB.
b) The generator starts. When the voltage has built up, the PMS
designates the generator as ‘running’. If the generator fails to 4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
start within 60 seconds, the alarm ‘DG START FAIL’ is raised If the generator current exceeds 300% of the maximum rated current (12,537A),
and the generator is then start-blocked. the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip fitted to the ACB. If the current exceeds 1,200% of maximum
c) The generator’s speed is stabilised at the rated speed by rated current (50.15kA) the ACB will trip instantaneously (zero time delay).
automatic operation of the governor and synchronisation occurs.
d) The generator ACB closes. 5. Abnormality Due to Reverse Power

If there are abnormalities in the output of an engine during parallel operation,
e) Automatic load sharing is initiated and the load is shared with it may cause the generator to function as a motor, due to the power it receives
the existing on-load generator(s). from the other generator(s) through the common bus bar. The effective reverse
power will then flow through the connected circuit.
Main Generator Protection Equipment
If this reverse power reaches a level of 10% (228kW) for a period exceeding
10 seconds, the reverse power relay is triggered and will trip the ACB.
The ship’s generators are protected from the abnormal conditions described
below by means of their reverse power, short circuit, undervoltage and
overcurrent trips. 6. Generator Abnormality Due to Current Differential
If the current differential on a running generator exceeds approximately 15%
1. Abnormality Due to Undervoltage of the actual current for 100msec, the current differential relay will operate
to trip the generator ACB. This trip is reset from a pushbutton on the main
If the voltage of a generator decreases to between 35% and 70% of the rated
switchboard generator panel.
value, the undervoltage tripping device contained in the ACB will operate to
trip the breaker. If a short circuit fault occurs, the generator voltage will reduce
and may cause the undervoltage tripping device (UVT) to operate. With this Emergency Generator Protection Equipment
in mind, a time delay device (of about 0.5 seconds) has been fitted to the
undervoltage device to prevent the ACB from tripping immediately, allowing
the defective network circuit breaker to operate first. 1. Emergency Generator Abnormality Due to Overcurrent
If the current on the running generator exceeds 441A (110% - inverse time
2. Abnormality Due to Overcurrent (Preference Tripping) pick-up level) or 481A (120%) for a period of 40 seconds, the overcurrent relay
will operate to trip the generator ACB.
pick-up level) or 5,015A (120%) for a period of 10 seconds, the PMS will
initiate the release of the first stage of preferential tripping, thereby providing 2. Emergency Generator Abnormality Due to Overcurrent (Short Time
protection against the overcurrent which would otherwise trip the ACB. Delay) or Short Circuit
If the generator current exceeds 300% of the maximum rated current (1,203A),
If the overcurrent has not cleared a further 5 seconds later, the second stage of the ACB will be tripped almost instantaneously (about 400msec) by the short
preferential tripping is released. time delay trip fitted to the ACB. If the current exceeds 1,000% of the maximum
rated current (4,010A), the ACB will trip instantaneously (zero time delay).

2.13.3 ELECTRICAL DISTRIBUTION
Illustration 2.13.3a Emergency Electrical Distribution
P-EM-8 Emergency 220V Transformer
3 x 20kVA 440/220V
EMERGENCY SWITCHBOARD Transformer
Emergency Generator 440V Feeder Panel 220V Feeder Panel
Panel
P-EM-1 No.1 Steering Gear P-EL-1

Panel E1 Emergency Generator
P-EM-2 No.2 Engine Room Vent Fan (Rev.) Room Distribution
P-EL-2
Main/Emergency
P-EM-3 Emergency Secondary Fire Pump P-EL-3
Switchboard Emergency Panel E2 (Except Engine Room)
Bus Tie G Generator Distribution
P-EM-4 Breathing Air Compressor P-EL-4
Line 250kW
P-EM-5 Converter Room Battery Charge/Discharge Board P-EL-5 Panel N1 Wheelhouse Distribution
P-EM-6 Electric Heater in Emergency Generator Room P-EL-6 Radar Switching Box
P-EM-6A Electric Heater in Emergency Generator Room
Main Switchboard P-EL-7 Alarm Central for Water Mist System
Synchronising P-EM-7 Electric Whistle Relay Box
Panel P-EL-8 Emergency Generator Battery Charger
P-EM-9 No.2 Group Starter Panel (Emergency Feed)
P-EL-9 ECR Control Console
P-EM-10 No.2 Group Starter Panel (Emergency Feed)
P-EL-10 Navigation Light Indicator Panel
P-EM-11 No.9 Local Group Starter Panel (Emergency Feed)
P-EL-11 Battery Charger for Port Lifeboat
No.3 Main Air Compressor
P-EL-11A Battery Charger for Starboard Lifeboat
P-EM-12 Watertight Doors
P-EL-12 Emergency Lighting (SG Room, Escape)
P-EM-13 ECR Battery Charge/Discharge Board
P-EL-13 Emergency Generator Room Lighting
P-EM-14 Elevator
P-EL-13A Emergency Generator Room Lighting
P-EM-15 No.6 Local Group Starter Panel (Emergency Feed)
Rescue Boat Battery Charger
P-EL-14 Radio Equipment
No.2 FW Pump for Hydraulic Unit
No.1 Diesel Generator LO Priming Pump Starter P-EL-15 Smoke Detector Fan Changeover Panel
No.2 Diesel Generator LO Priming Pump Starter
No.3 Diesel Generator LO Priming Pump Starter P-EL-16 GOS Monitor and Printer UPS Unit
No.4 Diesel Generator LO Priming Pump Starter
Key Spare P-EL-17 CO2 Release Alarm Panel
P-EL-18 Emergency Generator Coolant Heater

G Generator P-EM-16 Emergency Generator Room Fan
P-EL-19A Watertight Doors Control Panel
P-EM-17 Bow Thruster and Secondary Fire Pump Room Fan
Transformer P-EL-19C Watertight Doors Control Panel
P-EM-18 Local Fire Extinguishing System Starter
P-EL-20 Fire and General Alarm System
P-EM-19 Stabiliser - Port Fin Starter
Air Circuit Breaker (ACB)
P-EL-21 Heating Glass Panel
P-EM-20 Stabiliser - Starboard Fin Starter
P-EL-22 Navigation Light Indicator Panel
P-EM-21 Smoke Detector Fan Changeover Panel
P-EL-23 Relay Box - Tell Tale Alarm
P-EM-22 CO2 Room Fan
Spare
P-EM-23 Generator Engine Jacket Fresh Water Preheater Unit

Illustration 2.13.3b Main Switchboard 440V Distribution 440V Main Switchboard
No.1 440V Feeder Panel No.1 440V Group No.2 440V Group No.2 440V Feeder Panel
Starter Panel Starter Panel
Bus Disconnector Switch Panel
P-1M-33 P-1M-17 No.9 Local Group Starter Panel P-1M-14 No.7 Local Group Starter Panel P-ST-1 Stern Thruster
RD8 Reefer Distribution Panel P-2M-16 No.10 Local Group Starter Panel
P-1M-33A No.1 Main Air Compressor No.1 Fuel Oil Purifier
P-2M-1 Aft Mooring Winch No.2 Main Air Compressor
No.1 Working Air Compressor No.1 Fuel Oil Purifier Supply Pump No.2 Working Air Compressor
P-1M-34 440/220V Transformer
P-1M-15 No.7 Local Group Starter Panel P-2M-3 No.2 Auxiliary Blower
P-1M-35 Stabilisers - Port Fin P-1M-18 No.12 Local Group Starter Panel No.3 Fuel Oil Purifier P-2M-17 No.11 Local Group Starter Panel
No.3 Fuel Oil Purifier Supply Pump P-2M-4 ECR Starboard Unit Cooler
No.1 and No.2 Cargo Hold Fans Spare
P-BT-1 440/3,300V Bow Thruster Transformer P-1M-16 No.7 Local Group Starter Panel
Bosun's Store Fan P-2M-5 P1 Workshop Distribution Panel Fresh Water Generator Distillate Pump
P-1M-38 Air Conditioning Unit Main Lubricating Oil Purifier Lathe, Drill, Grinder, Test Panel, Fresh Water Generator Ejector Pump
No.1 Generator Engine LO Purifier Welder, Electric Hacksaw Heater
P-1M-19 No.14 Local Group Starter Panel
P-1M-1 Windlass/Forward Mooring Winch Engine Room Crane No.1 Hot Water Circ. Pump - AC System
No.5 and No.6 Cargo Hold Fans Purifier Room Exhaust Fan No.2 Hot Water Circ. Pump - AC System
P-1M-2 Provision Refrigeration Plant Diesel Generator Bench Exhaust Fan
Workshop Unit Cooler
P-1M-3 ECR Port Unit Cooler P-1M-20 No.17 Local Group Starter Panel Stern Thruster Hydraulic Pump P-2M-18 No.13 Local Group Starter Panel
No.1 Reefer Cooling Sea Water Pump Steering Gear Room Elec. Heaters (x3)
P-1M-4 Auxiliary Boiler Power Panel No.3 and No.4 Cargo Hold Fans
No.1 Reefer Cooling Fresh Water Pump Grease Pump
Workshop Welding Area Exhaust Fan
No.1 Reefer Cooling Sea Water Pump
P-1M-5 No.1 Auxiliary Blower P-2M-19 No.17 Local Group Starter Panel
P-1M-6 No.3 Auxiliary Blower P-2M-6 Anti-Heeling Pump No.2 Reefer Cooling Sea Water Pump
P-1M-21A No.16 Local Group Starter Panel
No.3 Reefer Cooling Fresh Water Pump
P-1M-7 No.1 Local Group Starter Panel Galley Supply Fan P-2M-7 Steering Gear Room Supply Fan
Galley Exhaust Fan
Economiser Recovery Unit P-2M-20 No.15 Local Group Starter Panel
No.1 Bilge Fire and GS Pump P-2M-8 No.1 Local Group Starter Panel
AC Fan Starter No.7 and No.8 Cargo Hold Fans
No.2 Bilge Fire and GS Pump
P-1M-8 Generator No.1 Panel Spare Starboard Under-Passageway Fan
Paint and Lamp Store Fan Port Under-Passageway Fan
Provision Refrigeration Fan Starter P-2M-9 No.2 Local Group Starter Panel Starboard Stabiliser Room Supply Fan
No.2 Ballast Pump Port Stabiliser Room Supply Fan
No.1 Ballast Pump
P-1M-22 No.2 Steering Gear
P-2M-10 No.5 Local Group Starter Panel P-2M-21No.4 Diesel Generator LO Priming Pump
P-1M-10 No.3 Local Group Starter Panel P-1M-23 P2 Deck 440V Distribution Board
Oily Bilge Pump Monorail Hoist Spare
P-2M-22 Shore Connection Box
Sludge Pump Lifeboat Winch Main Engine Air Chemical Cleaning Pump
Main Engine Stuffing Box LO Drain Pump Accommodation Ladder Winch Main Engine Cylinder Oil Transfer Pump P-2M-23 RD2 Reefer Distribution Panel
Oily Bilge Separator Rescue Boat Davit Remote Valve Control Hydraulic Pump
Waste Oil Purifier Electric Welder No.1 Main Engine Lubricating Oil Filter
Engine Room ICCP P-2M-24 RD4 Reefer Distribution Panel
Main Engine Turning Gear Oil Hose/Suez/Boat Davit (Starboard)
Main Engine Jacket Water Drain Pump Pilot Slant Ladder Ballast Pump
P-2M-25 RD6 Reefer Distribution Panel
Oil Hose Davit (Port) No.2 Main Engine Lubricating Oil Filter
P1M-11 No.3 Local Group Starter Panel Centrifugal Filter Unit
P-2M-26 EGS2100 Main Cabinet
Lubricating Oil Transfer Pump P-1M-24 RD1 Reefer Distribution Panel
Main LO Purifier Supply Pump P-1M-24A Spare P-2M-27 Smoke Detector Fan Changeover Panel
Spare
Shaft Tunnel Exhaust Fan P-1M-25 RD3 Reefer Distribution Panel P-2M-12 No.8 Local Group Starter Panel P-2M-28 RD11 Reefer Distribution Panel
Main Engine Turbocharger Mist Catch
P-1M-26 RD5 Reefer Distribution Panel No.2 Fuel Oil Purifier P-2M-29
Drain Pump RD17 Reefer Distribution Panel
No.2 Fuel Oil Purifier Supply Pump P-2M-29A
Stern Tube LO Fine Filter Unit
P-1M-27 No.1 Battery Charger Board
P-2M-30 RD10 Reefer Distribution Panel
P-1M-12 No.4 Local Group Starter Panel P-1M-28 No.2 Battery Charger Board No.4 Fuel Oil Purifier
No.4 Fuel Oil Purifier Supply Pump P-2M-31 RD12 Reefer Distribution Panel
No.1 HFO/MDO Transfer Pump
No.2 HFO/MDO Transfer Pump P-1M-29 RD7 Reefer Distribution Panel P-2M-14 No.8 Local Group Starter Panel
Spare P-1M-29A No.2 Generator Engine LO Purifier P-2M-32 RD15 Reefer Distribution Panel
Oil Dosing Pump
P-1M-30 RD9 Reefer Distribution Panel P-2M-33 MGPS Control Panel
P-1M-13 No.6 Local Group Starter Panel P-1M-30A
P-2M-15 P3 Forward Distribution Panel P-2M-34 RD14 Reefer Distribution Panel
No.1 FW Pump for Hydraulic Unit P-1M-31 RD16 Reefer Distribution Panel Panel L10 Focsle 220V Distribution
No.1 DG LO Priming Pump Starter P-2M-35 Stabilisers - Starboard Fin
Bow Thruster Hydraulic Pump
No.1 Discharge Pump P-1M-32 RD13 Reefer Distribution Panel
Electric Welder
Spare
P-1M-33 Forward ICCP System
RD8 Reefer Distribution Panel
P-1M-33A

Illustration 2.13.3c Main Switchboard Group Starters
440V Main Switchboard
No.1 440V Group Starter Panel No.1 440V Feeder Panel No.2 440V Feeder Panel No.2 440V Group Starter Panel
Bus Disconnector
Switch Panel
P-GS1-1 No.1 Main Lubricating Oil Pump P-GS2-1 No.2 Main Lubricating Oil Pump
P-GS1-2 No.1 Main Engine Camshaft Lubricating Oil Pump P-GS2-2 No.2 Main Engine Camshaft Lubricating Oil Pump
P-GS1-3 No.1 Main Engine Fuel Oil Circulating Pump P-GS2-3 No.2 Main Engine Fuel Oil Circulating Pump
P-GS1-4 No.1 Main Engine Fuel Oil Supply Pump P-GS2-4 No.2 Main Engine Fuel Oil Supply Pump
P-GS1-5 No.1 Boiler Feed Water Pump P-GS2-5 No.2 Boiler Feed Water Pump
P-GS1-6 No.1 Turbocharger Lubricating Oil Pump P-GS2-6 No.2 Turbocharger Lubricating Oil Pump
P-GS1-7 No.1 Main Engine Jacket Cooling Fresh Water Pump P-GS2-7 No.2 Main Engine Jacket Cooling Fresh Water Pump
P-GS1-8 No.4 Engine Room Vent Fan (Non-rev) P-GS2-8 No.2 Central Cooling Fresh Water Pump
P-GS1-9 No.1 Engine Room Vent Fan (Rev) P-GS2-9 No.3 Engine Room Vent Fan (Non-rev)
P-GS1-10 No.1 Central Cooling Fresh Water Pump P-GS2-10 No.2 Main Cooling Sea Water Pump
P-GS1-11 No.1 Main Cooling Sea Water Pump P-GS2-11 No.2 Stern Tube Lubricating Oil Circulating Pump
P-GS1-12 No.1 Stern Tube Lubricating Oil Circulating Pump P-GS2-12 No.2 Marine Diesel Oil Service Pump
P-GS1-13 No.1 Marine Diesel Oil Service Pump P-GS2-13 No.3 Central Cooling Fresh Water Pump
P-GS1-14 Hold Bilge Stripping Pump
Emergency Switchboard 440V Feeder Panel

Illustration 2.13.3d Main Switchboard 220V Distribution
3 x 50kVA 440/220V
Transformer
MAIN SWITCHBOARD
No.1 Group No.1 AC 440V No.1 DG No.2 DG Synchronising Panel No.3 DG No.4 DG No.2 AC 440V No.2 Group 220V Feeder Panel
Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel
Bus Disconnector
Switch Panel
P-1L-1 Lighting Panel L1 P-1L-12 Navigation Light Indicator Panel
P-1L-2 Lighting Panel L2 P-1L-13 G2 Galley Equipment Distribution Panel
P-1L-3 Lighting Panel L3 P-1L-14 Fire Alarm Panel
P-1L-4 Lighting Panel L4 P-1L-15 Spare
P-1L-5 Lighting Panel L5 P-1L-16 Ballast Control Console
P-1L-6 Lighting Panel L6 P-1L-17
P-1L-7 Lighting Panel L7 Panel N1

P-N1-1 Automatic Telephone Exchange
P-1L-8 Lighting Panel L8 P-N1-2 Echo Sounder
P-N1-3 Rudder Angle Indicator
P-1L-9 Lighting Panel L9 P-N1-4 Fax Recorder
P-N1-5 Communal Aerial System
P-1L-10 P-N1-6 Window Wiper - Port
P-1L-11 P-N1-7 Electric Clock
Panel A1 P-N1-8 Anemometer and Anemoscope
P-A1-1 Control Air Dryer P-N1-9 Window Wiper - Starboard
P-A1-2 No.1 Steriliser P-N1-10 No.1 VHF Radio Telephone
P-A1-3 Boiler Feed Water Salinity Indicator P-N1-11 Public Address System
P-A1-4 Main Engine and Generator Engine Viscotherm P-N1-12 Radio Battery Charger
P-A1-5 Main Engine Cyls 1-5 Lubricator Heaters P-N1-13 Course Recorder
P-A1-6 Main Engine Cyls 6-10 Lubricator Heaters P-N1-14 Doppler Speed Log
P-A1-7 Anti-Heeling Pump Control Panel P-N1-35 Sound Reception Panel
P-A1-8 Main Engine Oil Mist Detection Panel P-N1-36 Bridge Alarm Console
P-A1-9 Main Engine Oil Mist Detection Fan Motor P-N1-37 Bridge Main Console
P-A1-10 Fresh Water Generator Salinity Indicator P-N1-38 Public Address System
P-A1-11 Main Engine Camshaft LO Discharge Filter P-N1-39 Loran C Power Supply
P-A1-12 No.2 Steriliser Spare
P-A1-13 MAV-32B Hot Water System Spare
P-A1-14 Exhaust Gas Economiser Control Panel
P-A1-15 ECR Main Engine HP Meter
P-1L-18 Radar Switching Box
P-A1-16 Workshop Electrically Heated Cabinet
P-A1-17 No.3 Main CSW Pump Heater P-1L-19 ECR Console
P-A1-18 Bow Thruster Starter Heater
P-A1-19 Stern Thruster Starter Heater P-1L-20 ICCP Monitor
P-A1-20 Sludge Purifier Control Panel
Key P-A1-21 No.3 Refrigeration CSW Pump P-1L-21 Glass Heating Panel
P-A1-22 Spare
P-1L-22 Smoke Detector Fan Changeover Panel
Transformer
P-1L-23 CO2 Release Alarm Panel
P-1L-24 Tell Tale Alarm Release Box

P-1L-25 Spare

Illustration 2.13.4a Shore Power
MAIN SWITCHBOARD
No.1 Group No.1 AC 440V No.1 DG No.2 DG No.3 DG No.4 DG No.2 AC 440V No.2 Group 220V Feeder
Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel Panel
Bus Disconnector Synchronising

P-2M-22
Switch Panel Panel
G G G G
No.1 DG No.2 DG No.3 DG No.4 DG

2,280kW 2,280kW 2,280kW 2,280kW
3257kVA 3257kVA 3257kVA 3257kVA
Nameplate 1
NOTE
THE CALCULATION METHOD OF ACTUAL KWH USED IS AS FOLLOWS:
A) PT RATIO : AC460/115V = 4
B) CT RATIO : 800/5A = 160
ACTUAL USED KWH = PT RATIO x CT RATIO x MEASURED KWH Shore Power Main Switchboard
Connection Box Shore Power Section
Key Key
PSI: Phase Sequence Indicator SA: Shore Power Available Lamp

SHORE CONNECTION BOX SV: Shore Supply Voltmeter SO: Shore Power MCCB On Lamp
AC440V 3PH 60Hz 800A SA: Shore Power Available Lamp SV: Shore Power Voltmeter Shore Supply
KWH: Shore Power Kilowatt/Hour Meter SA: Shore Power Ammeter Section
CB: Shore Power MCCB SVS: Shore Power Voltmeter Selection Switch SA SC
PST: Phase Sequence Test Pushbutton SAS: Shore Power Ammeter Selection Switch
Shore Supply NP1: Nameplate 1 KWH: Shore Power Kilowatt/Hour Meter kWH
Section NP2: Nameplate 2
PST SV SA NP3: Nameplate 3
SV SA
KWH
Nameplate 3
SVS SAS
CAUTION
THE SYSTEM SHORE SOURCE:
AC440V 3PH 60HZ 800A RATING
CHECKTHAT THE PHASE SEQUENCE IS CORRECT
NP1 CB BY MEANS OF PHASE SEQUENCE INDICATOR
BEFORE CLOSING THE BREAKER FOR SHORE
POWER SOURCE MANUALLY
PST
NP3
Nameplate 2
NP2
NOTICE
THE SHORE POWER CABLE
SHOULD BE EARTHED
Cable Entry Shore Power Connection Box Main Switchboard Synchronising Panel
and Locking Cover Located in Emergency Generator Room Lower Secton

2.13.4 SHORE POWER Procedure for the Operation of Shore Power Reception Procedure for Transfer from Shore Supply to Main Diesel Generator
a) Isolate the emergency generator to ensure that it does not start. a) Isolate the emergency generator to ensure that it does not start.
Shore power supply: 440V AC, 3 phase, 60Hz
Maximum current: 800A b) When it is intended to receive power from the shore, confirm the b) Isolate all non-essential services. Ensure the sequential restart
SHORE POWER AVAILABLE indicator lamp is illuminated. system is still isolated. Reduce load at the main switchboard to
A shore connection box is provided in the emergency generator room on the the absolute minimum.
Upper deck to accept electrical power supply cables during refit. The shore c) Isolate all non-essential services, including the sequential restart
connection box connects, via a breaker, to the main switchboard No.2 440V system. Reduce load at the main switchboard to the absolute c) Ensure the main switchboard AUTO SYN & POWER CONTROL
feeder panel, section 14, where a further breaker connects it to the main 440V minimum. switch is still set to the MANUAL position. This is to ensure
bus. The emergency switchboard can be supplied as normal through the main/ that no main generators start when the vessel blacks out.
emergency switchboard tie circuit breakers. d) Set the main switchboard AUTO SYN & POWER CONTROL
switch to the MANUAL position. This is to ensure that no main d) Run up the selected main generator on local control.
The monitoring instruments, a kilowatt/hour meter and a voltmeter for the generators start when the vessel blacks out.
shore supply are located on the shore connection box itself. A phase sequence e) At the synchronising panel, turn the SYNCHROSCOPE
monitoring system is also fitted on this panel. e) Check the shore supply voltage via the voltmeters. The voltage selection switch and the FREQUENCY & VOLTMETER
should be 440V. switch to the incoming generator’s position (G1, G2, G3 or G4).
The phase sequence should be checked before connecting shore power to the
main switchboard. When the shore supply has been connected at the box, it f) Check the phase sequence is correct. f) Adjust the frequency to 60Hz by means of the GOVERNOR
should be switched on ashore and the PHASE SEQUENCE TEST pushbutton CONTROL switch on the synchronising panel. The rated values
pressed. The correct phase sequence is indicated by movement of the indicator g) At the main switchboard, open all generator ACBs. The vessel are indicated by red marks on the corresponding meters.
lamps. If the sequence is found to be incorrect, the lamps will move in the blacks out.
wrong direction. In this case, the shore supply must be isolated and two supply g) Turn the CHECK SYNCHRO switch to the OFF position. The
phases changed over. The supply should then be reinstated and the phase h) Close the breaker for shore power at the shore connection box. check synchroniser is switched off allowing the generator to
sequence checked again. connect to the bus without synchronising.
i) Close the shore supply breaker at the main switchboard No.2
A SHORE POWER AVAILABLE lamp is also fitted to the box. 440V feeder section. The shore supply now feeds the main h) Open the shore supply breaker at the main switchboard No.2
switchboard. 440V feeder section. The vessel blacks out.
At the main switchboard synchronising panel, a further kilowatt/hour meter, an
ammeter and a voltmeter for the shore supply are located on the lower section. j) Close the main/emergency switchboard bus tie breaker at the i) Turn the generator BREAKER CONTROL switch to the CLOSE
There is also a SHORE AVAILABLE lamp and a SHORE MCCB CLOSED main switchboard. Close the main/emergency switchboard bus position. The ACB closes and the generator supplies the main
lamp for indication. The shore power MCCB itself is at section 14 of the No.2 tie breaker at the emergency switchboard. The shore supply switchboard. The ACB CLOSED LAMP is illuminated on the
440V feeder panel. now feeds the emergency switchboard. generator panel.
The kilowatt/hour meters are provided to measure and record the power k) Proceed to supply essential services such as fire detection, j) Check the voltage and adjust the frequency to 60Hz. Supply
consumed by the vessel when on shore supply. lighting etc. essential lighting, fire detection, etc.
Interlocking is provided between the ship’s main generator ACBs, the l) If no maintenance is scheduled for the emergency generator, it k) At the main switchboard, close the main/emergency switchboard
emergency generator ACB and the shore supply breaker. The shore supply may left on automatic standby. The emergency generator will bus tie breaker. At the emergency switchboard, close the
breaker cannot be closed if any generator ACB is closed. Conversely, none then feed emergency lighting, etc, in the case of failure of the main/emergency switchboard bus tie breaker. The emergency
of the ship’s generator’s ACBs can be closed if the shore supply breaker is shore supply. switchboard is now back to its normal supply.
closed. This arrangement prevents the shore supply being paralleled with any
other supply. m) The shore supply should be closely monitored to ensure the l) Change the PMS mode to automatic, if required. Supply
800A current limit is not exceeded. emergency and main consumers as required.
m) Ensure the emergency generator is returned to normal automatic

start.
n) Isolate the shore supply from ashore, switch off at the shore
connection box and remove cables.

Illustration 2.13.5a Main Alternators
Main Switchboard
Main Switchboard Reference/Power Line

SYNCHRO PANEL
Rotor Varistor Diodes Exciter Rotor
Local/Manual Control Winding
V1 Generator
F1 ACB
Measuring and Auto Synchronising
SY SYL ACB Control
Protection Unit Unit
3 5 7 9 11 13 15 17
4 6 8 10 Sp 14 16 Sp V2
F2 No Volt,
Overload,
High/low
Load Signals Alternator Rotor Electrical Diagram
Lyngso PMS2100
Other Power Management
RS RS RS RS Generators System
KW KW KW KW Engine Local
Control Panel
Governor Engine Stop/Start
LT Alternator AVR/Synpol
Control Control
Reference/Supply
S S S S S S S S
Lines
AR PTR Diesel Engine
BCS BCS S S S S BCS BCS Governor
Current
FVS CS Sensing
L R L R S S S S L R L R
4
3 Phase
ASP SYS 2 440V 60Hz
GCS GCS GCS GCS 22 Output
25
11 24 Alternator Key
1. Frame
2. External Equipment Housing
8 3. Earthing Terminal
VR 4. Housing Cover
P-DG-1 Alternator AVR 5. Shaft: Prime Mover
6 Access to
Manual VoltageTriming 6. Fan
Rotating
23 AVR Excitation 15
Rectifier 7. Diesel Engine End Shield
16 8. Air Guide
7
9. Free End End Shield
Varistor 9 10. Stator Core
11. Stator Winding
21 12. Rotor Core
ACB 13. Damper Winding
14. Rotor Winding
15. Exciter Stator Core
Connection 16. Exciter Stator Winding
To Rotor 17. Exciter Rotor Core
Windings 18. Exciter Rotor Winding
19. Rotating Rectifier
20. Rectifier Lead to Rotor Winding
Diodes 21. NDE Sleeve Bearing
5
22. Air/Water Cooler
Connecting 23. Generator Side Automatic
/Securing Bars 17 Voltage Regulator
1 14 13 3 10 12 20 19 24. Current Transformers
18
Generator Panel Rotating Rectifier Assembly
25. Air Opening
Hyundai HFJ5 Alternator

2.13.5 MAIN ALTERNATORS diode rectifier set and passed to the main rotor DC windings. In this way the
excitation levels are boosted for heavy loads and reduced for light loads. This
provides a constant output voltage independent of load levels. Initial voltage
Specification
build-up is via residual magnetism in the rotor.
Maker: Hyundai
Type : HFJ5 718-14K In the event of the residual magnetism being lost or the alternator failing to
Capacity/rating: 450V AC, 3 phase, 60Hz, 2,280kW, 4,179A, excite, manual excitation can be applied by pressing the PRE-EXCITATION
3,257kVA, 0.7pf, 10 pole pushbutton at the generator panels. This supplies 24V DC directly to the
exciter windings.
Speed: 720 rpm
IP rating: IP44 The automatic voltage regulator (AVR) is contained within the alternator
Weight: 12.5 ton main cover, access is via a bolted cover under the terminal box. An external
Rotor weight: 5,107kg manual voltage regulator is fitted inside the generator panels at the main
Heating: 220V, 1,000W switchboards.
The electrical power system, fed by the generators, is designed with

discrimination on the distribution system, so that the generator breaker is the
Description
last to open if any abnormalities occur.
Four main diesel driven alternators are fitted. They are all of the totally
In any case where two or more generators are on load, one generator has
enclosed, cylindrical rotor, self-excited, brushless, continuously rated type.
enough capacity to supply the total load after the operation of the preference
trips.
Alternator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooling air temperature can be
monitored via the alarm and monitoring system. The cooler is fitted with Main Alternator Circuit Breakers
double-walled tubes to reduce the chances of leakage. The space between the
Make: Hyundai
tubes drains to chambers where leak detectors will activate an alarm if a water
level is detected. Model: AH - 50C
Type: Air circuit breaker
A space heater is fitted, which is energised when the generator circuit breaker Protection: Hyundai AOR protection unit
is open. This protects against internal condensation during shut down periods.
There are 6 embedded PT100 sensors fitted to monitor the stator temperature The main alternators supply the main switchboard via a 3 phase motor charged
in each phase winding, 3 are in use and there are 3 spare. These temperatures Air Circuit Breaker (ACB). The ACB has closing springs that are automatically
are monitored via the alarm and monitoring system and will raise alarms when charged after each closing cycle by an internal motor. In the case of a motor
the temperature set points are exceeded. failure, the springs may be manually charged using the charging handle on the
front face of the ACB. The ACB is fitted with an Undervoltage Trip (UVT)
Bearings device. Controlled tripping is carried out from the overcurrent protective
device. The trip levels may be adjusted at this unit.
The non-drive end bearing is a self-lubricated sleeve bearing. The bearing is
fitted with a PT100 sensor to monitor the bearing temperature. This will raise
The ACB is of the withdrawable type; it may be partially removed to the TEST
an alarm via the alarm and monitoring system when the temperature set point
position for testing or completely withdrawn to the ISOLATED position for
is exceeded.
maintenance purposes. In the TEST position, the auxiliary control contacts
are connected but the main contacts are isolated so the ACB can be operated
Electrical without any electrical problems. In the ISOLATED position, the auxiliary
control contacts and the main contacts are isolated
The on-load voltage is kept constant by the AVR which regulates the excitation
current to the exciter. Output power from the alternator stator is fed into a
The ACBs are normally operated remotely via the main switchboard BREAKER
current/voltage compound transformer and the output of this is regulated
CONTROL switches or automatically via the PMS. They can also be operated
and fed through the exciter stator windings. The magnetic field in the exciter
locally at the ACB in an emergency using the front panel buttons.
stator induces AC into the exciter rotor, which is rectified by the rotating

Illustration 2.13.6a Emergency Generator
EM'CY GENERATOR PANEL EM'CY GENERATOR PANEL
(AC450V 3PH 60HZ 312.5KVA) (AC450V 3PH 60HZ 312.5KVA)
24V
Starting
Battery
Emergency Generator
ACB
A IRM V Emergency Generator
Engine Control Panel
ACB Control
EMERGENCY GENERATOR SET

KW F AUTO START PANEL Alarm
Bell
SH EL PA BAO NA BAC 1 2 3 4 5 6 7 8 9 10 11 12 13
BATTERY CHARGER
GS EL EL AR AC Voltage/Current 1 4
Monitoring
2 5
Control DC Volts Water
Temp.
3 7 6
Manual Voltage Trimming Tacho/
Hours
Lub Oil Lub Oil
Key Pressure Temp.
A: Emergency Generator Ammeter Battery

8
KW: Emergency Generator Kilowattmeter Start Stop Reset Lamp Buzzer Emer. Charger
SHS ETS AR /Bell Stop Stop
IRM: Insulation Resistance Meter
V: Emergency Generator Voltmeter o I M A
Test
S S S S
F: Emergency Generator Frequency Meter
SH: Space Heater Lamp Speed Battery Charger Key
AS BCS FVS VR BCSB RTS Power Manual Raise/Lower
GS: Emergency Generator Standby Lamp Off/On /Auto 1: Source Lamp
EL: Earth Lamps 2: Ammeter
PA: Emergency Generator Power Available Lamp 3: Equalising Lamp
AR: Emergency Generator ACB Auto-Release Lamp 4: Battery
AC: Emergency Generator ACB Closed Lamp Warning Lamps Key Low Voltage Lamp
SHS: Space Heater Switch 5: Voltmeter
Engine Control/ 1: Source
ETS: Earth Test Pushbutton 6: Float Lamp
Alarms/Monitoring 2: Auto Start Standby
AR: Emergency Generator ACB Trouble Reset 7: Equalise/Float
SY 1 3: Running
AS: Ammeter Selection Switch Governor Mode Switch
EG 1 4: Start Fail
BCS: Emergency Generator ACB Control Switch 8: Power On/Off Switch
5: Overspeed Trip
FVS: Frequency and Voltmeter Selection Switch
6: CFW High Temperature Alarm
VR: Voltage Regulator
7: LO Low Pressure Alarm
8: LO High Temperature Alarm
BAO: Bus Tie ACB Open Lamp
9: Battery Charger Fail Alarm
NA: Normal Supply Available Lamp
10: Tacho Fail Alarm
BAC: Bus Tie ACB Closed Lamp
11: CFW Low Pressure Alarm
BCSB: Bus Tie ACB Control Switch
12: Spare
RTS: Emergency Generator Test Switch
Hyundai HAT-12 ACB 13: Spare
Automatic
Hyundai AP-20 ACB Voltage
Regulator Starter Motor
Leroy Somer Emergency

LS46.2 Alternator Generator
Emergency Switchboard Generator Panel Emergency Switchboard MSB/ESB Tie Panel

2.13.6 EMERGENCY GENERATOR c) The operator presses the START pushbutton at the generator b) The main switchboard recovers mains power. The emergency
engine control panel. The generator starts via the battery switchboard tie breaker is closed at the main switchboard. The
Maker: Leroy Somer operated starter. POWER AVAILABLE FROM NORMAL SOURCE lamp is
Type : LSA46.2 VL12 illuminated on the emergency switchboard.
Capacity/rating: 450 volt, 3ph, 60Hz, 250kW, 401A, 3125kVA, 0.8pf, d) When the emergency generator speed >700 rpm and voltage
4 pole is established, the EMERGENCY GENERATOR POWER c) The operator manually opens the emergency generator ACB.
AVAILABLE lamp is illuminated on the emergency switchboard. The emergency generator ACB OPEN lamp is illuminated.
Speed: 1,800 rpm
Heating: 220V, 250W e) The operator turns the ACB control switch to the CLOSE d) The operator manually closes the main switchboard bus tie
position. The ACB closes and the ACB CLOSED lamp and breaker at the emergency switchboard. The BUS TIE ACB
Description is illuminated on the emergency switchboard. The emergency CLOSED lamp is illuminated.
generator now feeds the emergency switchboard.
A self-contained emergency diesel generator, rated at 250kW, is fitted in the e) The main switchboard now supplies the emergency switchboard.
The operator reverses the above procedure to shut down the generator, pressing
emergency switchboard room on the upper deck for use in an emergency. The
the STOP pushbutton at the generator engine control panel to stop the generator f) The emergency generator receives a stop signal and is shut down.
generator is of the self-excited, brushless type and can be set for manual or
when finished.
automatic operation. Automatic (AUTO) is normally selected, with manual
being used for testing the generator. Emergency Generator Automatic Start Test Procedure
Emergency Generator Automatic Start and ACB Closure onto Dead Bus
There is an emergency generator test switch located on the emergency
The emergency switchboard is normally supplied from the main 440V
a) The emergency generator and switchboard are normal, the generator switchboard panel to test the generator’s operation. The switch has
switchboard. When AUTO is selected, the emergency generator is started
generator engine control panel 24V DC power is switched ON. two positions; NORMAL and TEST. The test switch should always be in the
automatically by detecting zero-voltage on the emergency switchboard
The EMERGENCY GENERATOR STANDBY lamp and the NORMAL position whilst the ship is at sea.
bus bar. The emergency generator Air Circuit Breaker (ACB) will connect
POWER AVAILABLE FROM NORMAL SOURCE lamps on
automatically to the emergency switchboard after confirming the continuation
the emergency generator panel are illuminated. The procedure to test the emergency generator engine is as follows:
of zero-voltage. The emergency generator is designed to restore power to
the emergency switchboard within 45 seconds. The bus tie breaker on the
b) The operation mode switch at the generator engine control a) The emergency generator and switchboard are normal, the
emergency switchboard, which connects to the main 440V switchboards, is
panel is set to AUTOMATIC. generator engine control panel 24V DC power is switched ON.
opened automatically when zero-voltage is detected on the switchboard bus.
The EMERGENCY GENERATOR STANDBY lamp and the
c) The main switchboard bus tie breaker opens due to a no volt POWER AVAILABLE FROM NORMAL SOURCE lamps on
The alternator’s automatic voltage regulator is fitted within the alternator
situation (main switchboard blackout). the emergency generator panel are illuminated.
terminal cover. There is a potentiometer inside the generator cubicle to enable
the voltage to be manually adjusted. The AVR is powered from a rotor-mounted
d) The emergency switchboard bus voltage drops to zero. After 3 b) The operation mode switch at the generator engine control
Permanent Magnet Generator (PMG).
seconds, the emergency generator receives a start command. panel is set to AUTOMATIC.
The generator is fitted with a space heater to prevent condensation when the
e) When the emergency generator speed >700 rpm and at least c) Turn the test switch to the TEST position.
generator is stationary or idling. The heater is interlocked with the generator
95% voltage is established, the EMERGENCY GENERATOR
ACB. The windings are protected and monitored against high temperature by
POWER AVAILABLE lamp is illuminated on the emergency d) The engine receives a start command.
embedded sensors, one in each phase, which will activate a protection relay in
switchboard.
the case of overheating.
e) When the emergency generator speed >700 rpm and at least
f) If the emergency switchboard bus voltage is still zero, the 95% voltage is established, the EMERGENCY GENERATOR
The generator has sufficient capacity to enable the starting of the required
emergency generator ACB closes and the EMERGENCY POWER AVAILABLE lamp is illuminated on the emergency
machinery to power up the vessel from a dead condition.
GENERATOR ACB CLOSED lamp is illuminated. The switchboard.
emergency generator now feeds the emergency switchboard.
Manual Emergency Generator Start and ACB Closure onto Dead Bus f) Check the voltage and frequency are correct, ie, 440V and
a) The emergency generator and switchboard are normal, the 60Hz. When the test is complete, turn the test switch to the
Main Switchboard Power Restoration
generator engine control panel 24V DC power is switched ON. NORMAL position. The generator should now be stopped and
The following is the procedure to manually change the emergency switchboard the operator should ensure the generator is left in the automatic
back to normal supply after the restoration of mains power: start condition.
b) The emergency generator operation mode switch is set to
MANUAL.
a) The emergency generator supplies the emergency switchboard.

2.13.7 PREFERENTIAL TRIPPING AND SEQUENTIAL Illustration 2.13.7a Preferential Tripping
RESTARTING
First Stage P-1M-24/24A RD1 from: No.1 440V Panel
Preferential Tripping Preference Trips
P-1M-29/29A RD7 from: No.1 440V Panel
The Power Management System (PMS) matches the generator capacity to the 10 Seconds
power requirements of the vessel. However, should an overcurrent occur for P-1M-26 RD5 from: No.1 440V Panel
any main generator, non-essential services will be tripped.
P-1M-30/30A RD9 from: No.1 440V Panel

pick-up level) or 5,015A (120%) for a period of 10 seconds, the PMS will
initiate the release of the first stage of preferential tripping, thereby providing
1 P-1M-25
P-2M-25
RD3 from:
RD3 from:
No.1 440V Panel
No.1 440V Panel
protection against the overcurrent which would otherwise trip the ACB.
If the overcurrent has not cleared a further 5 seconds later, the second stage of Second Stage P-2M-23 RD2 from: No.2 440V Panel
preferential tripping is released. Preference Trips
P-2M-28 RD11 from: No.2 440V Panel
15 Seconds
If the overcurrent has not cleared a further 5 seconds after the second stage, a P-2M-25 RD6 from: No.2 440V Panel
third and final stage of preferential tripping is released.
When normal conditions resume, the above breakers must be manually reset.
The consumers’ circuit breakers are fitted with undervoltage trips whose supply
2 P-2M-29/29A
P-2M-34
RD17 from:
RD14 from:
No.2 440V Panel
No.2 440V Panel
is interrupted by tripping relays activated by the PMS. The list of consumers P-1M-31 RD16 from: No.1 440V Panel
is shown on the right.
P-2M-19 LGSP 17: No.1 440V Panel
Third Stage P-1M-18 LGSP 12 from: No.1 440V Panel

Preference Trips
P-1M-19 LGSP 14 from: No.1 440V Panel
20 Seconds

Sequential Restart Illustration 2.13.7b Sequential Restart
The PMS system will automatically restart the required machinery to restore
power to the vessel. To fulfil this requirement, at least one diesel generator FULL BLACKOUT
(Zero Volts at Main Switchboard)
must be left in the automatic standby mode.
Power is Restored to
The ship’s essential electrical machinery is started automatically according to the Main Switchboard
the sequence shown on the right. The sequence starts when power is restored SEQUENCE STARTS
to the 440V main switchboard and ensures that the generator(s) are not TIME 0 Seconds TIME STAGE
immediately overloaded by too many motors starting at the same time. No.1/No.2 Steering Gear
At 0 Seconds Lighting Stage 1
Motors that were selected for duty before the blackout will be automatically Navigation Equipment and Instruments
Control and Instrumentation Equipment
returned to duty when power is restored. Similarly, motors selected for standby
will automatically return to standby. If the machinery designated for duty 5 Seconds
does not restore normal system conditions, such as pressure, within a preset No.1/No.2 Main LO Pump
time, the standby motor will cut in automatically. If power is only restored At 5 Seconds
No.1/No.2 Stern Tube LO Circulating Pump
Stage 2
No.1/No.2 Main Engine Camshaft LO Pump
to the emergency switchboard, motors whose supply is from the emergency No.1/No.2 Main Engine Turbocharger LO Pump
switchboard will start irrespective of any previous selection.
5 Seconds
No.1/No.2 Main Engine Fuel Oil Circulating Pump
No.1/No.2 Main Cooling Sea Water Pump
At 10 Seconds No.1/No.2 Main Engine Fuel Oil Supply Pump Stage 3
5 Seconds
No.1/No.2 Boiler Fresh Water Pump

No.1/No.2 Marine Diesel Oil Service Pump
At 15 Seconds No.1/No.2 Central Cooling Fresh Water Pump Stage 4
2 Seconds
At 17 Seconds No.2 Central Cooling Fresh Water Pump Stage 5
3 Seconds
At 20 Seconds No.1/No.2 Main Jacket Cooling Fresh Water Pump Stage 6
5 Seconds
At 25 Seconds Engine Room Vent Fan Stage 7
5 Seconds
At 30 Seconds No.1/No.2/No.3 Reefer Cooling Fresh Water Pump Stage 8
5 Seconds
At 35 Seconds No.1/No.2 Reefer Cooling Sea Water Pump Stage 9
Sequence Complete

Illustration 2.13.8a Battery Charge/Discharge Board 10A 10A
440V 60Hz AC 440V 60Hz AC P-DC-1A Temp. Accommodation Light P-DC1-1A Temp. Engine Room Light
DC 24V Bus Bar
DC 24V Bus Bar

From P-EM-5 (No.1 System) From P-1M-27A (No.1 System)
From P-EM-13 (No.2 System) From P-1M-28 (No.2 System) P-DC-1D Temp. Em. Gen. Room Light P-DC1-1F Temp. Engine Room Light
BATTERY CHARGER 24V DC DIST. BOARD Emergency Switchboard Main Switchboard 10A 10A
Charger Earth Insulation 440V Feeder Panel 440V Feeder Panel P-DC-2 Public Address/Talkback P-DC1-2 Main Switchboard
Monitoring Meter 10A 10A
Panel Spare P-DC1-3 EGS2000 Elec. Governor
10A 30A
Earth Lamps P-DC-4A Loran C Power Supply P-DC1-4 DMS2100 M/E Control System
15A 30A
P-DC-5A Daylight Signal Light P-DC1-5 DMS2100 M/E Safety System
Automatic 15A 10A
P-DC-6A Bridge Main Console P-DC1-6 No.1 UMS/UCS2100 Cabinet
Normal Lamp Test Charging
Power Pushbutton Unit 20A 10A
10A P-DC-7A Bridge Alarm Console P-DC1-6B No.1 UMS/UCS2100 Cabinet
Indication
Lamp 10A 10A
N E
P-DC-8A Auto. Telephone Exchange P-DC1-6A No.2 UMS/UCS2100 Cabinet
Earth Test
1 2
Pushbutton 10A 10A
Emergency
P-DC-9A Public Address/Talkback P-DC1-6C No.2 UMS/UCS2100 Cabinet
Power Battery 10A 10A
Indication P-DC-10A Electric Clock P-DC1-7 No.1 G/E Local Control Panel
Changeover
Lamp Switch 15A 10A
P-DC-11A Autopilot Steering Stand P-DC1-7A No.1 G/E Local Control Panel
MCCB 1 10A 10A
Main Feed P-DC-12A Magnetic Compass P-DC1-8 No.2 G/E Local Control Panel
Circuit
Breaker 10A 10A
100A 100A P-DC-13A No.1 Gyrocompass P-DC1-8A No.2 G/E Local Control Panel
MCCB 2 Fuse Fuse
Emergency 10A 10A
P-DC-14A Satcom B P-DC1-9 No.3 G/E Local Control Panel
Feed Circuit
Breaker 10A 10A
P-DC-15A WT Door Indicator Panel P-DC1-9A No.3 G/E Local Control Panel
Input Power 20A 20A

P-DC-16A Main Switchboard P-DC1-16 No.4 G/E Local Control Panel
Selector
Switch 10A 10A
No.1 No.2 P-DC-17A C-JB-E P-DC1-16A No.4 G/E Local Control Panel
24V Battery 24V Battery
10A 30A
12 x 2V 12 x 2V P-DC-18A No.2 Gyrocompass P-DC1-11 ECR Console
200Ah 200Ah 10A 10A
24V Charge/Discharge Board Panel P-DC-19A Ballast Control Console P-DC1-12 M/E Cyl. Lubricators 1-5
DC 24V Bus Bar

10A 10A
P-DC-20A Auto Fog Bell Gong P-DC1-13 M/E Cyl. Lubricators 1-5
OPERATION & ALARM IND. PANEL 10A 10A
P-DC-21A Elevator P-DC1-14 T/C Bypass Control Panel
10A 10A
P-DC-22A W/H Group Control Panel P-DC1-15 Sliding Door Control Panel
VOLTMETER AMMETER 10A 10A
P-DC-23A Bow Thruster P-DC1-17 No.3 UMS/UCS2100 Cabinet
RECT RECT
10A 10A
BATT BATT P-DC-24A Stern Thruster P-DC1-17A No.3 UMS/UCS2100 Cabinet
FEED FEED
10A
No.1 Battery Charge/Discharge Board P-DC1-18 No.1 UMS/UCS2100 Cabinet
VOLT METER VOLT METER 10A
SELECTOR P/B SELECTOR P/B 24V Power Distribution P-DC1-18A No.1 UMS/UCS2100 Cabinet
24V Charge/Discharge Board for Converter Room System 10A
Monitoring/Alarm Panel P-DC1-19 No.2 UMS/UCS2100 Cabinet
DC 24V Bus Bar

DESCRIPTION POWER EARTH OVER UNDER OVER
10A
FLOAT EQ SOURCE FAIL LEAK CURRENT VOLT VOLT P-DC1-19A No.2 UMS/UCS2100 Cabinet
SYMBOL CONTENTS
H DROP QCR 10A
L DROP VD P-DC1-20 CJBA External Alarm System
AH OVERVOLTAGE
AL UNDERVOLTAGE 10A
AI
EI
POWER FAIL I/P TIMER
EARTH I/P TIMER SET UP DOWN FLOAT EQ RESET
B/Z
LAMP
B/Z
STOP
P-DC1-21 Basic Alarm Panel
DI OVERCURRENT I/P TEST
HI OVERVOLTAGE I/P
10A
LI UNDERVOLTAGE I/P
ALARM SETTING MODE CHARGING MODE ALARM MODE Spare
No.2 Battery Charge/Discharge Board
24V Power Distribution

for Engine Control Room System

2.13.8 UNINTERRUPTIBLE POWER SUPPLY (UPS) AND The No.1 converter room unit has two 440V supplies, P-EM-5 from the Floating and Equalising Charge Modes
BATTERY SYSTEMS emergency switchboard 440V feeder panel and P-1M-27 from the main While the storage battery is fully charged, it is subjected to a floating charge. In
switchboard No.1 440V feeder panel. this condition, the charger supplies the 24V system with power. During periods
The ship’s emergency power requirements are supplied by the emergency of high demand and failure of the power source, the battery will take over.
switchboard network, see illustration 2.13.3b for a detailed list of emergency The No.2 ECR unit also has two 440V supplies, P-EM-13 from the emergency A constant voltage is applied to the battery regardless of any load, power or
consumers. switchboard 440V feeder panel and P-1M-28 from the main switchboard No.1 temperature variation and the charging current varies according to the charged
440V feeder panel. state, thus maintaining the battery in a fully charged condition.
Essential low voltage wheelhouse and navigation equipment is supplied
from No.1 battery charger/24V DC distribution board. This is located in the The board contains the following equipment: If the battery has been subjected to a period of duty due to power failure, on
converter room. • 24V DC voltmeter for feed, battery and rectifier monitoring restoration of the power supply, the battery charger is automatically transferred
to equalising charge and this rapidly charges the battery. As soon as the battery
The ship’s essential low voltage machinery and engine room equipment is • Ammeter for feed, battery and rectifier monitoring
becomes fully charged, it reverts to floating charge. The charge performed after
supplied from No.2 battery charger/24V DC distribution board. This is located • Earth leakage monitoring the recovery from a power interruption is controlled by the silicon controlled
in the Engine Control Room (ECR). rectifier (SCR) control system, which protects the battery and charging circuits
• Isolation switches
from excess current.
The radio/GMDSS equipment is backed up by a separate radio use battery • Alarm function test facilities
system. The charger/power supply is fitted at the GMDSS console on the
• Indicator lamps for the normal and emergency power supplies Maintenance
bridge and the back-up batteries are located in the battery room on F deck.
The radio use batteries are made by SAIT marine and consist of 2 sets of 4 x The 24V charge/discharge board is designed for continuous operation and is
The charger is fitted with a battery voltage monitoring facility which will raise
6V batteries (24V total) of 100Ah capacity. practically maintenance free. However, the unit should be kept clean and dry
an alarm if the battery voltage moves above or below a preset level or the
battery current rises above a preset level. The unit is also fitted with charger and a visual inspection of connection integrity, cable condition etc, made once
A separate 24V battery and charger system is provided for the emergency a year. At this time the charging voltage should be checked using a high quality
failure, mains failure and earth fault alarms.
generator starting arrangements. digital voltmeter.
When an earth is present on an outgoing circuit, the earth leakage alarm will
The 24V converter room and ECR systems consist of a battery charge/ All the ship’s batteries should be kept clean and dry. The battery poles and
sound. Operation of the earth test pushbutton will cause one earth lamp to
discharge distribution board backed up by 2 separate 24V (12 x 2V) batteries. connections must be kept covered with acid free vaseline. The cell voltages
glow bright and the other earth lamp to dim. Careful isolation of the outgoing
These provide a smooth changeover to a constant power source upon loss of should be checked and logged once a month and the connection terminals
circuits (mindful of essential consumers), will locate the faulty circuit, the
the ship’s main or emergency power. The 24V batteries are normally on a checked for tightness once a year.
lamps returning to equal brilliance and the alarm clearing once the faulty
floating charge, with the rectifier supplying the load.
circuit is isolated.
Wheelhouse and Engine Control Room System 24V Batteries

Operating Procedure
Battery: Lead-acid sealed
The battery charger is a fully automatic charging device which automatically
Capacity: 24V 200Ah charges the 24V storage battery.
Voltage (nominal): 2V each, 24V total
Number of cells per set: 12 The charger has a facility to adjust the charging voltage. This, however, should
not be altered once the charger has been commissioned.
Wheelhouse and Engine Control Room System 24V Charger/Discharger
The duty battery should be changed over once per month by operation of the
Boards
battery changeover switch.
Manufacturer: Seun Electric Co.
Model: SU-BC-9600BST
Voltage (supply): 440V AC 60Hz
Voltage output (floating): 26.7 - 27.2V DC
Rated current: 60A DC
Rating: Continuous

Illustration 2.13.9a Cathodic Protection System
Forward
Remote Control / Monitoring Rectifier
Unit Unit
Engine Room
Equipment Location Anodes Reference Electrodes

Reference Electrode Aft Anodes Located At Frame 149 +.500 Located At Frame 160
Located at Frame 43 +.500 Rectifier Located at Frames 64 +.400 Port and Starboard Port and Starboard
Port and Starboard Unit Port and Starboard
Monitoring Panel
Reference Cell Anode (Located in ECR) Reference Cell Anode
JB JB JB JB
440V AC Supply 440V AC Supply

From Main Central From Main
Switchboard Alarm System Switchboard
System Wiring
Located Behind Located in
Main Switchboard Bosun`s store
in ECR
JB JB JB JB
Automatic
Rectifier
Unit
Reference Cell Anode Reference Cell Anode

2.13.9 CATHODIC PROTECTION SYSTEM Principle of Operation Propeller and Rudder Stock Earthing
Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped
Maker : Jotun metal and anodes, insulated from the hull, but in contact with the sea water. to the shaft and is earthed to the hull via brushes. A second set of brushes,
Type: Impressed current The electrical potential of the hull is maintained more negative than the insulated from earth, monitors the shaft mV potential and this signal is fed to a
Power supply: AC 440V, 60Hz, anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control millivolt meter. To ensure efficient bonding, the slip ring should be cleaned on
is necessary over the flow of impressed current, which will vary with the ship’s a regular basis. The shaft potential value should ideally remain below 75mV.
The vessel is provided with an Impressed Current Cathodic Protection speed, salinity and temperature of the sea water and the condition of the hull
(ICCP) system. This method of corrosion protection automatically controls paint work. If the potential of the hull is made too negative with respect to The rudder stock is also earthed for protection via a flexible copper earth
electrochemical corrosion of the ship’s hull structure below the waterline. the anode, then damage to the paint film can occur electrolytically or through cable between the deck and rudder stock to minimise any electrolytic potential
Cathodic protection can be compared to a simple battery cell, consisting of two the evolution of hydrogen gas between hull steel and paint. The system on across the bearings and bushes.
plates in an electrolyte. One of the battery plates in the electrolyte will waste this vessel controls the impressed electrical current automatically to ensure
away through the action of the flow of electrical current, if the two battery optimum protection. Current is fed through titanium anodes situated port
Routine Checks
electrodes are connected electrically. When two metals are immersed in sea and starboard on the ship. The titanium prevents the anodes themselves from
water, which acts as the electrolyte, one of the metals acts as the anode and corroding and the surfaces are streamlined into the hull. Fixed zinc reference • Record the output current and all voltages on a daily basis.
will waste away. Which metal, in any pair, acts as the anode depends upon their electrodes port and starboard are used to compare the potential of the hull with
that normally found between unprotected steel and zinc electrodes. Sufficient • Check the reference electrode voltage on a daily basis.
relative positions in the electrochemical series but steel will act as an anode to
copper, brass or bronze. The strength of the electric current generated in the current is impressed via the anodes to reduce this to a level of between 150 • Check and clean the propeller shaft slip ring and brushes every
corrosion cell, and hence the rate at which wastage takes place depends upon and 250mV. week.
the metals involved and the strength of the electrolyte. • Inspect the rudder stock earth strap every month.
Operation
If a third electrode is added to the cell and current is forced to flow, the third • Return completed log sheets to the manufacturer for scrutiny
electrode acts as the cathode and the old anode will act as the new cathode. Once the unit is switched on, the unit’s transformer rectifier converts the ship’s every month.
This is how an impressed current cathodic protection system functions. When a 440V AC supply to a low voltage finely controlled DC current, the positive is
• Inspect and clean the control unit cooling fans and grills every
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential connected to the anodes and the negative is connected to the ship’s hull. The
three months.
more negative that the surrounding sea water. For this reason, loading and system is completely automatic in normal use. In the normal operating mode
discharging terminals normally comply with the ISGOTT Recommendation the display will show the following readings: • The anodes and reference cells must be externally inspected
20.6, Earthing, Bonding and Cathodic Protection, which states, referring every dry dock period. The anodes are fitted with an insulating
• Anode current and voltage
to IMO recommendations for the safe transport, handling and storage of shield cover to prevent excessive local over-protection and the
• Reference cell No.1 mV reading condition of this shield must be closely inspected at this time.
dangerous substances in port areas, that ship shore bonding cables should
be discouraged. High currents that can occur in earthing cables and metallic • Reference cell No.2 mV reading
connections are avoided. These are due to potential differences between ship Detailed instructions are available in the manufacturer's manual.
• Setpoint mV AVE (average value)
and terminal structure particularly due to the residual potential difference
that can exist for up to 24 hours after the shipboard ICCP has been switched The system should be regularly monitored and the readings taken once a day. Sacrificial Anodes
off. These terminals usually utilise insulating flanges on hose connections to Note that the monitoring unit has a changeover switch to enable the display of The areas of the hull shielded from the hull face, such as thruster tunnels,
electrically isolate the ship and terminal structure. During preparations for the forward or aft system rectifier readings. Alarm and operation set points can rudder and sea water intakes, receive only limited protection from the ICCP
berthing at terminals where such insulation is not employed, or where earth be altered in the EDIT mode. However, this requires the input of a password, system. These areas are therefore fitted with separate sacrificial anodes. Several
connections are mandatory by local regulation, or when bunker barges come see the manufacturer’s manual for further information. The unit can also be sacrificial zinc anodes are provided within each of the water ballast tanks.
alongside, the ICCP should be switched off at least 24 hours in advance. operated in the MANUAL mode, where the manual reference level can be
adjusted and the correct operation of the system monitored as the outputs
Fresh Water Operation change according to the new settings.
When the vessel enters a river estuary, the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the water. Electrical Installation
Normally, the voltage output increases to compensate for this and would be The system consists of a monitoring panel and two rectifier units. The rectifier
accompanied by very low current levels and the reference electrode potentials units, one forward and one aft, are wired to port and starboard reference
may indicate under protection. However, in this system, the output is adjusted electrodes and port and starboard anodes. The monitoring unit is also equipped
automatically and the system returns the hull to the optimum protection level with facilities to raise an external alarm to give warning of any system
when the vessel returns to sea water. abnormalities, via the main alarm system.

2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning Plant
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment
2.14.6 Garbage Disposal
Illustrations
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration System
2.14.3a Accommodation Air Conditioning Plant
2.14.3b Accommodation Heating Water Circulation System
2.14.5a Sewage Treatment System
2.14.6a Garbage Management Plan I
2.14.6b Garbage Management Plan II
Part 1
System Description
Illustration 2.14.1a Domestic Fresh Water System To Galley Sanitary Weather Deck
Drinking Water Service
Upper Deck
LG LG
D4V D3V D68V
Fresh Water Tank Fresh Water Tank Smoke Tube Boiler
(Port) (Starboard) To Boiler Water D28V
D39V Water Washing
(Capacity 160m3) (Capacity 160m3) Sampling Cooler
D12V To Feed Water
D45V D44V Filter Tank
2nd Deck Service
LAL LAL D17V D18V D26V
Reefer Fresh Water
MC D2V D1V MC
Expansion Tank
LS LS PI TI Fresh Water Expansion Tank
Set CI 3rd Deck Service
6.0k D29V
D10V D9V Calorifier Floor Service
To Water Mist
PI Drinking Main Engine Air Cooler D30V
Fire Extinguishing (300L/h)
Water Fountain Chemical Cleaning Tank
Pump D19V Main Engine
Hot Water Turbocharger Water Wash
To Topping Up D23V
Circulation
Stern Tube PS PS PI for Accommodation
Pump
Cooling Water Tank Hot Water D64V To Main Engine Scavenge Air
Set
D13V D16V (2.0m3/h x5mth)
(Capacity 32m3) D5V Box Fire Fighting
6.0k Near Generator Engine D20V
Fresh Water Pump Turbocharger Cleaning Gun
Near Generator Engine
(5.0m3/h x55mth) (Starboard) D21V
Turbocharger Cleaning Gun
No.2 D25V D31V (Port)
D24V To Wash Deck
D7V Back Flow Main B61V D22V To Oily Water
Preventer Separator
D8V
D6V No.1
LG To Hold Bilge
Fresh Water D36V Stripping Pump
Hydrophore Tank B26V B24V
Distilled Water Tank (1.0m3) Purifier Room
(55m3) Purifier Room D35V Work Bench
To Boiler Feed
PI D34V Work Bench D33V D32V
Water Tank
D40V To Waste Oil
D41V Supply Pump Suction
Mineraliser
(1500 litres/hour)
D42V
PI
From
Fresh Water
Generator D15V D14V
S S S S S S S S S S S S S S S S
FS
Key Steriliser
PI (1500
Fresh Water litres/hour)
Bilge D11V
Electrical Signal
S No.2 No.1 Main No.4 No.3 No.2 No.1
Waste Oil Generator Engine Generator Engine
Air LO Purifier HFO Purifier HFO Purifier HFO Purifier HFO Purifier
Purifier LO Purifier LO Purifier

2.14 ACCOMMODATION SYSTEMS Introduction Drinking Water System
Part of the domestic fresh water system has been covered in section 2.3.4, This system covers the water supply to drinking fountains and accommodation
2.14.1 DOMESTIC FRESH WATER SYSTEM
that deals with the transfer of distilled water. Water for domestic purposes is uses in cabins and the galley.
made on board by means of the evaporator. This distilled water is treated in a
Fresh Water Hydrophore Unit silver ion steriliser and a mineraliser before being directed to the fresh water
storage tanks. The silver ion steriliser destroys bacteria and leaves a residue of
Domestic Hot Water System
Maker: Shinko
silver ions in the stored water thus providing for effective sterilisation whilst
Tank capacity: 1.0m3 This system supplies the hot water to the accommodation for domestic
the water is stored in the tanks. The dolomite mineraliser produces the correct
purposes.
Pumps pH and imparts essential chemical salts to the distilled water making it fit for
human consumption. Water is circulated continuously by the hot water circulating pump, the water
No. of sets: 2
Model: UH102-40M being passed through a calorifier, which can be either steam or electrically
The generation and transfer of the distilled water is covered in section 2.3.4. heated to raise the water to the correct temperature. Top up to the system is
Capacity: 5.0m3/h at 55mth The following description will deal with domestic fresh water use, the water from the hydrophore tank. This arrangement of constant water circulation
being drawn from one of the two fresh water storage tanks. ensures that hot water is available at an outlet immediately a tap is opened and
that reduces water loss whilst cold water flows before hot water reaches the
Hot Water Circulating Pump Normally one domestic FW tank is in use, with the second being filled or ready
outlet.
Maker: Shinko for use.
No. of sets: 1 From the fresh water generator the water is delivered to the FW tank via the Engine Room Services
Model: HJ40M silver electrode sterilising unit and the mineraliser. From there it passes to
Capacity: 2.0m3/h at 5.0mth the domestic FW tanks. As the water passes between two electrodes in the This system supplies water to engine room services including the following:
sterilising unit, through which a small current is passed, the ions are released • Central fresh water cooling expansion tank
and sterilise the water. Sterilisation by this method ensures that the water is
Mineraliser maintained in a good condition, even when stored in the tanks for a period of • Container fresh water cooling expansion tank
Maker: Dong-Geon time. The silver electrodes should be inspected and changed when all the silver • Fresh water generator chemical tank
coating has depleted. The dosing of the water is automatic and is set depending
No. of sets: 1 • Turbocharger air cooler cleaning
on the flow of the water.
Type: Dolomite DGM-2.0 • Oily water separator
Capacity: 1,500 litres/hour There are two fresh water hydrophore pumps which take suction from the FW
tanks. These pumps deliver fresh water to the FW hydrophore tank which is • Purifiers
maintained under pressure by air from the working air system. The pressure • Generator engine compartments
Calorifier in the tank controls the starting and stopping of the domestic FW pumps. As
• Main engine scavenge fire extinguishing
Maker: Kangrim the water is used, the tank pressure drops allowing one of the pumps to start
automatically and refill the tank. As the pressure in the system increases to a • Emergency generator room
No. of sets: 1
predetermined value the pump will automatically stop. One pump is normally • General engine room services and water outlet connections
Type: Steam heated with 15kW electric heater as required in use, with the second pump shut down or ready for use.
From the hydrophore tank the water flows into three systems: (Note: Boiler feed water make-up is taken from the distilled water tank.)
• Drinking water system and accommodation services The fresh water tanks also supply the water mist fire extinguishing system
Steriliser
• Domestic hot water system with a separate line from the fresh water tank connecting with the water mist
Maker: Jowa A/B pump suction.
No. of sets: 1 • Engine room services
Type: Silver Ion The fresh water tanks also supply water to the stern tube cooling water tank.
Model: Jowa AG-S

Illustration 2.14.1a Domestic Fresh Water System To Galley Sanitary Weather Deck
Drinking Water Service
Upper Deck
LG LG
D4V D3V D68V
Fresh Water Tank Fresh Water Tank Smoke Tube Boiler
(Port) (Starboard) To Boiler Water D28V
D39V Water Washing
(Capacity 160m3) (Capacity 160m3) Sampling Cooler
D12V To Feed Water
D45V D44V Filter Tank
2nd Deck Service
LAL LAL D17V D18V D26V
Reefer Fresh Water
MC D2V D1V MC
Expansion Tank
LS LS PI TI Fresh Water Expansion Tank
Set CI 3rd Deck Service
6.0k D29V
D10V D9V Calorifier Floor Service
To Water Mist
PI Drinking Main Engine Air Cooler D30V
Fire Extinguishing (300L/h)
Water Fountain Chemical Cleaning Tank
Pump D19V Main Engine
Hot Water Turbocharger Water Wash
To Topping Up D23V
Circulation
Stern Tube PS PS PI for Accommodation
Pump
Cooling Water Tank Hot Water D64V To Main Engine Scavenge Air
Set
D13V D16V (2.0m3/h x5mth)
(Capacity 32m3) D5V Box Fire Fighting
6.0k Near Generator Engine D20V
Fresh Water Pump Turbocharger Cleaning Gun
Near Generator Engine
(5.0m3/h x55mth) (Starboard) D21V
Turbocharger Cleaning Gun
No.2 D25V D31V (Port)
D24V To Wash Deck
D7V Back Flow Main B61V D22V To Oily Water
Preventer Separator
D8V
D6V No.1
LG To Hold Bilge
Fresh Water D36V Stripping Pump
Hydrophore Tank B26V B24V
Distilled Water Tank (1.0m3) Purifier Room
(55m3) Purifier Room D35V Work Bench
To Boiler Feed
PI D34V Work Bench D33V D32V
Water Tank
D40V To Waste Oil
D41V Supply Pump Suction
Mineraliser
(1500 litres/hour)
D42V
PI
From
Fresh Water
Generator D15V D14V
S S S S S S S S S S S S S S S S
FS
Key Steriliser
PI (1500
Fresh Water litres/hour)
Bilge D11V
Electrical Signal
S No.2 No.1 Main No.4 No.3 No.2 No.1
Waste Oil Generator Engine Generator Engine
Air LO Purifier HFO Purifier HFO Purifier HFO Purifier HFO Purifier
Purifier LO Purifier LO Purifier

Procedure for Operating the Domestic Water System to the Position Description Valve b) Ensure that the hot water circulating pump is primed.
Hydrophore Tank Open Waste oil purifier and pump water supply valve D34V
c) Start the hot water circulating pump.
Port domestic FW tank and No.1 FW pump in use. Closed Waste oil pump fresh water supply valve
Closed Flexible pipe outlet valve D22V d) Open the steam supply or switch on the electrical supply to the
a) Check that there is sufficient water in the domestic FW tank to calorifier, and set the system temperature.
Closed User outlet valve for cleaning and generator services D31V
meet the immediate demand.
Closed User outlet valve for cleaning and generator services D21V e) Check that the system is circulating correctly and that the
b) Vent the hydrophore tank and, using the No.1 FW pump, fill temperature is maintained.
Closed Main engine scavenge space fire fighting water D20V
it until the water level gauge glass is ¾ full; stop the pump.
This requires the port FW tank outlet valve D45V to be open Closed Main engine turbocharger water washing D25V
Procedure for Filling the Stern Tube Cooling Water Tank with
together with the FW pump valves; No.1 FW pump suction Closed Service water outlet at floor D30V Fresh Water
valve D6V and No.2 FW pump suction valve D7V. Open the air
supply valve and pressurise the hydrophore tank to the working Closed Service water outlet at 3rd deck D29V
The tank is filled from either of the FW tanks.
air supply pressure. The hydrophore tank gauge valves must Closed Service water outlet 2nd deck D26V
be open. The operating FW hydrophore pump starts at a tank a) Check the level of water in the stern tube cooling water tank and
Closed Smoke tube boiler water washing D28V
pressure of 4.0kg/cm2 and stops at a pressure of 5.0kg/cm2. assess the quantity of water needing to be transferred.
Closed Boiler water sample cooler
c) The hydrophore tank is now operational and FW can be supplied Closed Reefer FW expansion tank supply valve S77V b) Check the amount of FW in the FW tank to be used and ensure
to the various users. Open the hydrophore outlet valve D8V to
Closed Central cooling FW expansion tank supply valve W60V that it is sufficient for the purpose.
supply fresh water users.
Closed Boiler feed water tank supply valve T141V d) Open the stern tube cooling water tank filling valve D5V and
(Note: The starboard FW tank outlet valve D44V must be closed as this tank
Closed Main engine air cooler cleaning supply valve W67V the line valve D12V.
will be filling from the evaporator. No.2 FW pump suction valve D7V
and the discharge valve will be open in order to allow that pump to Closed Main engine air cooler cleaning tank supply valve W68V e) Open the stern tube tank supply valve from the chosen FW tank.
operate should No.1 pump fail.)
Open Weather deck water services supply valve D68V D4V for the port tank or D3V for the starboard tank.
d) Put the No.1 domestic FW pump in automatic mode at the
(Note: The stern tube cooling water tank may be emptied by means of the
control panel and allow it to cut in and out as required in order Water is automatically supplied to all outlet points from the hydrophore tank bilge pump. See section 2.9.1.)
to maintain pressure in the system and level in the tank. and when an outlet valve is opened water is immediately available.
Procedure for Operating the Cold Water System Procedure for Operating the Hot Water System
Operate the domestic FW system as in parts a) to d) above and then set valves Operate the FW system as in parts a ) to d) above and set the hot water system
as in the following table. Valves for systems shown as closed will be opened valves as follows:
when that system is operating or the unit requires refilling. Water supply valves
are not normally kept open unless shown as such. Position Description Valve
Position Description Valve Open Calorifier supply from cold water system D16V
Open Hydrophore tank outlet valve D8V Open Calorifier outlet valve D17V
Open Cold water accommodation and engine room line valve D13V Open Hot water circulating pump inlet valve D18V
Open Backflow preventer inlet valve D24V Open Hot water circulating pump outlet valve D19V
Open Backflow preventer outlet valve D25V Open Hot water supply valve to purifier workbench D36V
Open HFO purifier water supply valve D32V

a) After opening the hot water system supply valve from the cold
Open LO purifier system water supply valve D33V water system, allow the system to fill from the hydrophore
Closed Purifier room workbench cold water valve D35V tank.

Illustration 2.14.2a Domestic Refrigeration System
Vegetable Room Evaporator Meat Room Evaporator

Key
Oil
MV1 MV2
Refrigerant Gas
Refrigerant Liquid
Fresh Water Cooling
Instrumentation
TI Temperature Indicator
Shut Off Shut Off

Valve Valve Thermostatic Expansion Valve
Oil Separator
DPS Dual Pressure Switch
Economiser
LP/HP LP/HP
LP DPS HP LP DPS HP
Compressor Compressor
Condenser Condenser

2.14.2 DOMESTIC REFRIGERATION SYSTEM Operating Procedures
The liquid refrigerant is returned through a dryer unit and filter to the cold
Maker: York Marine/Hi-Press room evaporators.
To Start the Refrigeration Plant
Type: Direct expansion, air cooled: R134a
The compressors are protected by high pressure, low pressure, low lubricating
Model: MCU4/221218-V a) All stop valves, except the compressor suction valve in the
oil pressure and condenser cooling water failure cut out switches.
No. of sets: 2 refrigerant line should be opened and fully back seated to
A thermostat in each room enables a temperature regulating device to operate prevent the pressure in the valve reaching the valve gland.
Compressor
the solenoid valves independently so as to reduce the number of starts and
Maker: York Refrigeration running time of the compressor. b) Check that the compressor oil level is correct. The crankcase
Type: Reciprocating 4 cylinder heater should be switched on 6-8 hours before the compressor
Model: BFO4 The evaporators accept the refrigerant as a supercooled vapour from their is started. This ensure that the lubricating oil is at the correct
expansion valves. The opening of the expansion valve is controlled by the temperature but also ensures that refrigerant gas, which
No. of sets: 2
temperature in the particular chamber serviced by the evaporator. This vapour dissolves in the crankcase oil, is liberated from the lubricating
Drive motor: 6.4kW is heated as it passes through the evaporator and the hot vapour is then returned oil.
to the compressor through the non-return valves.
c) Open the suction check valve when the heater is switched on.
Introduction The solenoid valves at the air coolers (evaporator units) are opened and closed
by the room thermostats allowing refrigerant gas to flow to the evaporator d) Check the quantity of refrigerant charge. With the system shut
The plant is situated in the engine room at the 2nd deck level on the port when open. With the solenoid valves closed no gas flows to the evaporators down, gas should be pumped to the condenser and the quantity
side. The refrigeration plant is automatic in operation and consists of two and so no gas flows back to the compressor suction, the low pressure switch of gas can be observed in the sight glass.
reciprocating type compressors, two condensers and an evaporator coil in each will stop the operating compressor.
of the meat and vegetable rooms.
e) Start the central cooling water pump if it is not already
Any leaks of refrigerant gas from the system will result in the system becoming operating. Open the condenser cooling water inlet and outlet
Cooling for the meat and vegetable rooms is provided by a direct expansion undercharged. The symptoms of the system undercharged will be low suction valves and supply cooling water to the condenser.
R134a system. Liquid R134a gas is passed to the evaporator coils for the rooms and discharge pressures with the system eventually becoming ineffective.
and the expansion valve regulates the amount of gas flowing to the evaporator Bubbles will appear in the liquid gas flow sight glass. f) Purge air completely from the cooling water system by opening
in accordance with the current room temperature; if the temperature has risen
the air purger on top of the condenser or the air purging valve on
more gas passes to the evaporator. The gas expands through the expansion When required, additional refrigerant can be added through the charging the pipeline. Check the compressor’s smoothness by manually
valve and extracts heat from the evaporator over which air from the room is line, after first venting the connection between the refrigerant bottle and turning it over.
passed. Air in the cold rooms is circulated through the evaporator coils by the charging connection in order to prevent air in the connection pipe from
electrically driven fans. The supply of refrigerant to the expansion valve is entering the system. g) After the crankcase warming period start the compressor on
regulated by means of a solenoid valve in the supply line.
automatic operation.
The added refrigerant is dried before entering the system. Any trace of moisture
The refrigerating room evaporator is equipped with a timer controlled electric in the refrigerant system will lead to problems with the thermostatic expansion
defrosting element. The frequency of defrosting is chosen by means of a timed h) Adjust the suction stop valve gradually until fully open.
valve icing up and subsequent blockage.
defrosting relay built into the starter panel.
The compressor will operate but will stop automatically due to the low pressure
The meat room operating temperature is -20°C and the vegetable room cut-out as no gas is flowing in the system.
Under normal conditions one compressor/condenser unit is in operation, with operating temperature is +2°C. The temperatures of the rooms are regulated
the other ready for manual start up, with all valves shut until required. The by means of the room thermostats which activate the associated solenoid valve
system is not designed for parallel operation of the compressor units and the supplying gas to the air cooler/evaporator. Checklist During Operation
valve on the compressor unit which is out of operation must be fully closed. • Check the inlet and outlet pressure gauges
During pull-down operation, two condensing units may be used with full • Check the compressor oil level
opening of refrigerant line valves to ensure rapid achievement of the desired • Check the system for gas leakages
temperature. • Check for abnormal noise or vibration
The compressor draws R134a vapour from the cold room cooling coils and
pumps it under pressure to the condenser which is cooled by water circulating
from the central cooling FW system. In the condenser the gas is condensed to
become a liquid.

Illustration 2.14.2a Domestic Refrigeration System
Vegetable Room Evaporator Meat Room Evaporator

Key
Oil
MV1 MV2
Refrigerant Gas
Refrigerant Liquid
Fresh Water Cooling
Instrumentation
TI Temperature Indicator
Shut Off Shut Off

Valve Valve Thermostatic Expansion Valve
Oil Separator
DPS Dual Pressure Switch
Economiser
LP/HP LP/HP
LP DPS HP LP DPS HP
Condenser Condenser

Procedure for Putting the Cooler Rooms into Operation e) The compressor restarts. d) Stop the condenser cooling water. Shut the valves and drain the
water space of the condensers.
a) Open the refrigerant supply to one cooler room. f) When the coil surface temperature has gone below the freezing
point, the fan in the refrigerating room starts. e) Switch off the main and control circuit electrical supplies.
b) Open the refrigerant gas return valves from the cooler room.
The system is now back on the refrigerating cycle again. If defrosting is not f) Examine the system for leaks by using a gas leak tester.
c) The thermostatic expansion valve will regulate the flow of gas completed at the expiration of the defrosting period, a new defrosting cycle
to the evaporator. The system will operate automatically with will commence. g) Balance the pressure in the evaporators at 0.07 to 0.15kg/cm2
the compressor stopping due to the low pressure cut-out when gauge maximum. This can be obtained by opening the liquid
the return gas flow has reduced because the expansion valves line valves back to the condenser from the liquid receiver.
System Running Checks to be Carried Out at Regular
are closed or the temperature controlled solenoid valve has
closed. Intervals
d) When the first refrigerated room is at the desired temperature • Check the lubricating oil level in the crankcase.
and the plant is operating correctly, open the refrigerant valves • Check the moisture indicators on the gas flow system.
for the second room and check the operation of the system.
• Check the suction and discharge pressure and temperature. Any
e) When the system has stabilised it may be left for automatic unusual variations should be investigated.
operation. • Check all the room temperatures and evaporation coils for any
sign of frosting.
(Note: Valves must be fully opened and back seated in order to ensure that
there is no pressure on the valve stem seal.) • Check for leaks if the level of gas in the system appears to have
fallen.
Procedure for Defrosting the Refrigerating Room Evaporator

Procedure for Stopping the Plant for a Short Period
The evaporator in the refrigerating room is fitted with electrical defrosting
equipment ie the evaporator and drip tray are provided with electric heating a) Close the liquid supply line valve to the evaporator for 5
elements. The frequency of defrosting is chosen by means of a defrosting minutes before stopping the plant.
relay built into the starter panel. The defrosting sequence is automatic and as
follows: b) When the compressor stops on the low pressure cut-out, press
STOP on the control panel.
a) The compressor stops and all the solenoid valves in the system
close. c) When the compressor has stopped, close the suction and
discharge stop valves.
b) The fan in the refrigerating room stops working. The fan in the
cooling room continues the circulation of the warm air over the d) Turn on the crankcase heater.
coolers thus keeping the cooling surfaces free from ice.
Procedure for Stopping the Plant for a Long Period
c) The electric heating elements in the refrigerating room are
switched on. a) Close the main stop valve after the condenser. Evacuate the
evaporators.
d) As long as the coolers are covered with ice, the melting takes
nearly all of the heat supplied and the temperature of the b) Allow the temperature to rise in the evaporators, repeat after
cooler and the refrigerant is constantly kept near zero. When evacuation.
the ice has melted, the refrigerant temperature rises in the
refrigerating room. When the temperature reaches the set point c) When the suction pressure is slightly over atmospheric, stop the
(approximately +10°C) of the defrosting thermostat, the heating compressor and close the suction and discharge stop valves. The
elements are switched off. liquid refrigerant gas will be stored in the condenser.

Illustration 2.14.3a Accommodation Air Conditioning Plant
Recirculating Air
Key
Supply Exhaust Air
Steam Air T Filter
Condensate
T T TH TH
Refrigerant Gas
Refrigerant Liquid Supply

Air Air Handling
T Unit Fresh Air
Fresh Water Cooling Filter
Instrumentation
PI Pressure Indicator
Re- Pre-
Heater Rotating Heater
Thermostatic Expansion 'Econovent'
Valve Preheater
Steam to
Steam and Drain
Humidifier
Reheater
Steam and Drain
Upper Deck
PS PS
PI DPI PI PI PI PI DPI PI PI PI
Oil Separator Oil Separator
PS PS
PS PI Open To PS PI Open To
Release Air Release Air
To and From To and From

Low Temperature CondenserCondenser Low Temperature CondenserCondenser
Central Central
Fresh Water System Fresh Water System
S S
Dryer Sight Glass Dryer Sight Glass

For Liquid Change For Liquid Change

2.14.3 ACCOMMODATION AIR CONDITIONING PLANT Humidification of the air is arranged with automatic control and this is fitted Air is circulated through ducting to outlets in the cabins and public rooms.
at the outlet part of the AHU. The air flow through the outlets can be controlled at the individual outlets.
Refrigeration/Condensing Units Reheating of the air at the outlets is available from circulating hot water. A
The air is forced into the distribution trunking which supplies the valve at the outlet allows hot water to circulate around a heating coil over
Maker: York Marine/Hi-Pres accommodation. The system is designed for 100% fresh air with heat recovery which the air flows before discharge through the cabin outlet. The reheat
Model: MCU 28/272330 by means of an econovent system which heats the incoming fresh air by means water comes from a separate accommodation heating water system. Two water
No. of sets: 2 of the outgoing stale air. circulation pumps are fitted, one working as the duty pump and the other set
as the standby pump. These pumps circulate water through a heater which is
Compressors Cooling is provided by a direct expansion R134a system. The plant is automatic heated by steam, and the water is then circulated through the accommodation
Maker: York Marine/ Sabroe and consists of two compressor/condenser units supplying the evaporators spaces with branches to individual air outlets. A valve at each air outlet vent
contained in the accommodation air handling unit. The expansion valves for allows for individual control of reheat.
No. of sets: 2 the coils are fed with liquid refrigerant from the air conditioning compressor,
Model: CMO 28 the refrigerant having been compressed in the compressor then cooled in the
Type: 6 cylinder reciprocating condenser where it is condensed to a liquid. The liquid R134a is then fed, via Procedure for the Operation of the Air Conditioning System
Cooling capacity: 106.7kW dryer units, to the evaporator coils where it expands under the control of the
The air conditioning system is designed to run with one compressor at a time
expansion valves, before being returned to the compressor as a gas. In the
Motor: 35kW which meets the full air conditioning load of the accommodation. Capacity
evaporator coils it extracts heat from the air passing over the coils.
control is automatic, but for borderline temperatures, capacity can be controlled
Condenser manually.
There are two compressors and each is an eight cylinder two stage unit with
Model: MCRKF 272330 two high pressure and six low pressure cylinders. Each is fitted with an internal
No. of sets: 2 oil pressure activated unloading mechanism which affords automatic starting Starting the Ventilation System
and variable capacity control of 100%, 75%, 50% and 25% of full capacity a) Check that the air filters are clean.
Air Handling Unit
by unloading groups of cylinders. This variable capacity control allows the
Maker: Hi-Press compressor to remain running even when the load is relatively light and thus b) Set the air dampers to the outside position.
No. of sets: 1 avoids the need for frequent stopping and starting. The compressor is protected
Type: Single pipe reheat by high and low pressure cut-out switches, a low lubricating oil pressure trip, c) Start the AHU supply fan, exhaust fan and econovent enthalpy
a cooling water pressure trip and a high pressure and oil supply pressure exchanger.
Cooling capacity: 569kW
differential trip. A crankcase heater and cooler are also fitted.
Heating capacity: 590kW
d) Check that air is flowing to all parts of the accommodation.
Any leakage of refrigerant gas from the system will result in the system
Introduction becoming undercharged. The symptoms of the system being undercharge will
be low suction and discharge pressure and the system will eventually become Starting the Air Conditioning Compressor
The air is supplied to the accommodation by an air handling unit (AHU) ineffective. A side effect of low refrigerant gas charge is apparent low oil level
located in the air conditioning unit room situated in the accommodation block in the sump. A low charge level will result in excess oil being entrapped in a) All stop valves, except the compressor suction in the refrigerant
on the starboard side of the upper deck (accessed from the engine room). The the circulating refrigerant gas, causing the level in the sump to drop. When line should be opened and fully back seated to prevent the
AHU consists of an electrically driven fan drawing air through the following the system is charged to full capacity, this excess oil will be separated out and pressure in the valve reaching the valve gland.
sections from inlet to outlet: returned to the sump. During operation, the level as shown in the condenser
• One air filter level gauge will drop. b) The crankcase heater on the compressor to be used should
• One steam preheating unit be switched on a least 6 to 8 hours prior to starting the
If the system does become undercharged, the whole system pipework should compressor.
• One enthalpy exchanger of the rotating composite type be checked for leakage. The only reason for an undercharge condition after
operating previously with a full charge is that refrigerant is leaking from the c) Check that the crankcase oil level is correct.
• One reheat section
system. When required, additional gas can be added through the charging
• Two air cooler evaporator coils line, after first venting the connection between the gas bottle and the charging d) Check the quantity of refrigerant charge.
• A humidifier section connection. The added refrigerant is dried before entering the system. Any
trace of moisture in the refrigerant will lead to problems with the thermostatic
• A water eliminator section expansion valve icing up and subsequent blockage.
• A fan section
Cooling water for the condenser is supplied from the low temperature central
• A discharge section fresh water cooling system.

Illustration 2.14.3a Accommodation Air Conditioning Plant
Recirculating Air
Key
Supply Exhaust Air
Steam Air T Filter
Condensate
T T TH TH
Refrigerant Gas
Refrigerant Liquid Supply

Air Air Handling
T Unit Fresh Air
Fresh Water Cooling Filter
Instrumentation
PI Pressure Indicator
Re- Pre-
Heater Rotating Heater
Thermostatic Expansion 'Econovent'
Valve Preheater
Steam to
Steam and Drain
Humidifier
Reheater
Steam and Drain
Upper Deck
PS PS
PI DPI PI PI PI PI DPI PI PI PI
Oil Separator Oil Separator
PS PS
PS PI Open To PS PI Open To
Release Air Release Air
To and From To and From

Low Temperature CondenserCondenser Low Temperature CondenserCondenser
Central Central
Fresh Water System Fresh Water System
S S
Dryer Sight Glass Dryer Sight Glass

For Liquid Change For Liquid Change

e) Start the cooling water supply for the condenser cooling. The Procedure for Shutting Down the Compressor for Short Procedure for Operating the Air Conditioning System
cooling water comes from the engine room low temperature Periods
central cooling FW system and will probably already be The air conditioning system will cool the air if required, will provide heating to
running. Ensure that the supply and return valves to the a) Close the condenser liquid outlet valve and the outlet from the the air if needed, will remove excess moisture from the air if necessary and will
air conditioning condensers are open for the operating air filter. humidify the air to the correct level for comfort. A comfortable atmosphere is a
conditioning compressor unit. Supply cooling water to the combination of temperature and humidity and both must be controlled. Higher
condenser. Check that the supply of water from the central b) Allow the compressor to pump out the system to the condenser temperatures are more tolerable if the air is dryer. The cooling effect on the air
cooling system is correct. so that the low level pressure cut-out operates. as it passes over the evaporator coil removes moisture and a level of humidity
is important for comfort so it is necessary to humidify the air again by spraying
f) Purge air completely from the cooling water cycle by opening c) Isolate the compressor motor. steam into the circulating air flow. The humidity is detected by a sensor and the
the air purger on top of the condenser or the air purging valve steam is introduced automatically.
on the pipeline. Check the compressor smoothness by manually d) Close the compressor suction valve.
turning it over. The system operates with 100% fresh air which is better than using a percentage
e) Close the compressor discharge valve. of recirculating air. In order to improve operating efficiency an econovent
g) Check the compressor drive coupling. unit is used. This heats the incoming air by means of the outgoing air if the
f) Close the inlet and outlet valves on the cooling water to the incoming air is colder than the outgoing air, or cools the incoming air by means
h) Start the compressor and confirm the correct direction of condenser. of the outgoing air if the incoming air is hotter than the outgoing air.
rotation.
g) Switch on the crankcase heater. a) Check that the air circulation fans are operating correctly and
i) Adjust the suction stop valve gradually until it is fully open. check that the econovent motor is operating and that the unit is
When the compressor starts making a knocking noise close the rotating.
valve immediately. When the noise stops open the valve again. Procedure for Shutting Down the Compressor for a Prolonged
Repeat this operation until the noises completely disappear. Period b) Check that the air conditioning compressor system is functioning
correctly if cooling of the air is required.
Compressor Running Checks If the air cooling system is to be shut down for a prolonged period, it is essential
to pump down the compressor refrigerant gas system and isolate the refrigerant c) Open the steam supply valve to the air conditioning unit from
gas charge in the condenser. Leaving the system with full refrigerant pressure the steam system.
• Check the inlet and outlet pressure gauges.
in the lines increases the tendency to lose charge through the shaft seal.
• Check the oil level and oil pressure. Check the crankcase for d) Check that the humidifying steam supply valve is open.
foaming. a) Shut the liquid outlet valve on the condenser and the outlet from
• Check for gas leakages using the appropriate equipment. the filter. e) If the air needs heating, check that the steam heating inlet
and outlet valves are open. Steam supply to the preheat and
• The lubricating oil pressure should be checked at least daily. b) Run the compressor until the low pressure cut-out operates. The reheat sections of the AHU is regulated by temperature control
• The oil level in the crankcase should be checked daily. refrigerant gas will be condensed in the condenser and it will valves with further steam inlet valves to the AHU. The steam
remain there as the condenser outlet valve is closed. regulating valves may be bypassed if manual control is needed.
• The suction and discharge pressure should be checked twice per
day. The drain valves from the AHU must be open.
c) After a period of time the suction pressure may rise, in which
• The temperature of oil, suction and discharge should be checked case the compressor should be allowed to pump down again, f) Set the temperature control to give the desired temperature. The
twice per day. A twice daily check on motor bearing temperature until the suction pressure remains low and the compressor does expansion valve to the evaporator will operate to allow gas to
should also be kept. not start again automatically. the evaporator coil in order to reduce the air temperature. If
• A check should be kept on shaft seal oil leakage. heating is required the steam supply valve will operate to allow
d) Shut the compressor suction and discharge valves. steam into the heat exchange units.
e) Close the cooling water inlet and outlet valves and drain the g) Set the humidity level desired. The steam valve will operated as
condenser of water. required to inject steam into the air flow. The humidity level is
measured for the recirculation air entering the air conditioning
f) The compressor discharge valve should be marked closed and unit.
the compressor motor isolated, in order to prevent possible
damage.

Illustration 2.14.3b Accommodation Heating Water Circulation System To/From
Individual Cabin
Reheat Units
LS
Fresh Water
Expansion Tank
(0.6m3)
Indicator Lamp
Located Near
Valve D51V
From Fresh Water

Hydrophore System
D51V
D66V
TC
Fresh Water
Heater
T182V T181V
T184V T183V
D65V
D61V
PI PI
D60V
Key
Hot Water
Hot Water Circulation Circulation
Pumps
D63V PI PI
Fresh Water
Steam D62V
Condensate
Electrical Signal

h) Ensure that the drains from the evaporator unit are working Procedure for Operating the Air Conditioning Reheat System
satisfactorily and that no water is lying in the drain tray.
a) Check that the expansion tank is full and replenish with water
WARNING from the fresh water hydrophore system as required.
It is essential that no water should be lying in the air conditioning system
as this can become a breeding ground for legionella bacteria which can b) Open the instrumentation valves and check that all instruments
have serious, or even fatal, consequences. The drain should be kept clear are functioning.
and areas where water can lie should be sterilised at frequent intervals.
c) Set the valves as in the following table:
Accommodation Spaces Reheat
Accommodation Hot Water Circulating Pump Open No.1 accommodation hot water pump inlet valve D60V
Maker: Novenco Open No.1 accommodation hot water pump outlet valve D61V
No. of sets: 2 Open No.2 accommodation hot water pump inlet valve D62V
Type: Glandless circulator pumps Open No.2 accommodation hot water pump outlet valve D63V
Model: Perfecta: EL-Vario 5-95-2 Closed Make-up valve from hydrophore system D51V
Heater Open FW heater water inlet valve D65V
Maker: Hi-Press Open Line valve from expansion tank D66V
No. of sets: 1 Open Accommodation hot water heater steam
Type: Steam heated plate type regulating valve inlet valve T181V
Model: AJVA type A Open Accommodation hot water heater steam
regulating valve outlet valve T182V
The temperature in individual cabins and public rooms may be regulated by Closed Accommodation hot water heater steam
means of local heating, known as reheating, applied to the air before it leaves regulating valve bypass valve T183V
the cabin or public room vent. Hot water is circulated through pipes with
branch pipes going to heat exchange units at each air outlet vent. The flow of Operational Accommodation hot water heater steam
water to the individual heat exchangers, and hence the temperature of the air regulating valve
leaving the vent, may be regulated by adjusting the water flow valve at each Open Accommodation hot water heater drain valve T184V
vent. The valve may be closed to give no reheating of the air or it may be
opened to allow for controlled reheat.
d) Select one accommodation hot water pump as the duty pump
and start that pump.
The hot circulating reheat water comes from a dedicated accommodation hot
water system which has two pumps and a heat exchanger supplied with heating
e) Check that water circulation is positive through the entire
steam. The system has an expansion tank located in the funnel casing. Make-up
system and that the heater is operating correctly to maintain the
water is supplied from the fresh water hydrophore system.
desired water temperature.
Within the accommodation spaces there are isolating valves which enable
f) Operate the cabin and public room heater controls to maintain
sections of hot water pipework to the cabins to be isolated from the system for
the desired space temperature through air reheating.
maintenance. These must all be open if the system is to function correctly.
(Note: If the system has been shut down for any reason all accommodation
reheat valves should be opened in order to ensure that water is
circulating through the individual reheaters. Every month individual
reheat valves should be opened for a short while to provide a
circulation through the heater units and to avoid problems related to
stagnant water in the reheat units.)

2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS The refrigeration system is provided with a dual high/low pressure cutout g) At the selector switch select HEAT or COOL as required and
switch and there is a fusible plug fitted to the condenser which will fail should if heating is required turn one or both heating switches to the
the temperature become excessive. ON position. When the fan is operating correctly press the
Package Air Conditioning Unit
COOL/HEAT pushbutton to start the heating or cooling system
Maker: Century The compressor lubricating oil level must be checked at frequent intervals. An operating.
No. of sets: 3 oil heater is started when the main power switch is turned to the ON position;
Model: MP-G5HF3 the oil heater must be activated 12 hours before the refrigeration compressor is The package air conditioning unit will operate automatically and maintain the
started if the compressor has been stopped for a number of days. desired temperature in the room. Gauges are provided at the front of the unit
Type: Heating and cooling with R404a refrigerant unit and
showing the compressor discharge pressure and the evaporator pressure.
electric heater
Heating capacity: 15,000kcal/h Procedure for Operation of the Unit Coolers A thermostat regulates the electric heater from overheating and a fuse is fitted
Cooling capacity: 12,900kcal/h to the circuit to protect in the event of excess current.
a) Prior to operating the unit coolers the cooling water inlet and
Introduction outlet valves from the central fresh water cooling system must Maintenance of the unit under normal operation should be limited to a monthly
be opened as follows. check for refrigerant loss and cleaning of the air filter. A more intensive
Two units are located in the engine control room and one in the workshop. inspection should be carried out every year which should include a check of
Each unit has a refrigeration section for cooling and an electric heater for No.1 ECR (Port) Air Conditioning Unit the fan belt tension and condition.
heating. Air is circulated by means of a fan and the air blows over the heating
element or refrigeration evaporator coil as required. The refrigeration unit is of Cooling fresh water inlet valve W89V Daily checks should be made for vibration, inability to maintain the desired
the vapour compression type with a refrigeration compressor, condenser and Cooling fresh water outlet valve W90V temperature and refrigerant gas pressures.
evaporator. Cooling water for the condenser is supplied from the main central
fresh water cooling system and this must be operating and the supply and More detailed information is available in the manufacturer’s handbook for this
return valves opened before the package unit can be put into operation. No.2 ECR (Starboard) Air Conditioning Unit equipment.
The refrigeration unit is located at the bottom of the air conditioning cabinet Cooling fresh water inlet valve W99V
and the evaporator is located above the refrigeration section. Above the Cooling fresh water outlet valve W100V
evaporator coils is the heater and above that the fan. The fan draws air from the
workshop or engine control room and passes it over the evaporator coils or the
heating element before discharging it back into the workshop or engine control Workshop Air Conditioning Unit
room. A suction filter is fitted at the air inlet to the package air conditioning Cooling fresh water inlet valve W97V
unit. This filter must be cleaned at frequent intervals in order to ensure that the
air flow across the heater/cooler is adequate. Cooling fresh water outlet valve W98V
When the main power supply to the package unit is activated the white b) Ensure that cooling water is flowing through the condenser of
POWER lamp is illuminated and the compressor oil sump heater is energised. the air conditioning unit.
The fan is started by pressing the FAN pushbutton and the fan is normally
running in order to provided for air circulation even when heating or cooling c) Check the level of lubricating oil in the refrigeration compressor
is not required. and check that the compressor motor drive is free.
The control at the front of the package air conditioning unit contains a switch d) Ensure that electrical power to the air conditioning unit is
for selection of heating or cooling, the positions are marked HEAT and COOL. switched on. The power should be turned on for 12 hours before
Cooling is selected by turning the switch to the COOL position and heating by the unit is started in order to warm the lubricating oil.
turning the switch to the HEAT position. There are two heater switches, one or
both of which may be switched on. When cooling is selected the heaters should e) At the thermostat select the desired room temperature.
be switched off.
f) Press the FAN pushbutton in order to start the fan and check that
A pushbutton marked COOL/HEAT starts the cooling or heating system the fan is working correctly.
depending upon which has been selected by the selector switch.

Illustration 2.14.5a Sewage Treatment System Vent To
Funnel
Shore Connection Waste From
Swimming Waste Water Air
Pool Drainage (Port) (Starboard) Soil (Port) Hospital Soil (Starboard) Galley
Conditioning Provisions
Room Refrigeration Room
Engine Room Toilet

Hot and
Cold Water
Supply
P8V
P1V
P2V
To Bilge Well
P3V
PI
P13V P14V P15V P16V
Air Compressor
LS Overflow To Bilge
Holding Tank
LS Sewage Treatment Plant
LS
Key
Discharge Pump
Sewage Lines
PI CI
Waste Water Storz
No.1 P4V Coupling
Fresh Water P17V P7V
P5V
PI CI
P11V P10V P9V

No.2
P12V P6V

2.14.5 SEWAGE TREATMENT A surface skimmer in the compartment removes floating sludge and debris Position Description Valve
from the surface and returns it to the aeration compartment.
Set Ship soil three-way valve set for sewage plant P1V
Sewage Treatment Plant
Set Hospital soil three-way valve set for sewage plant P2V
Chlorination and Discharge Compartment
No. of sets: 1
Open Overboard storm valve from sewage lines P14V
Maker: Sasakura-Hamworthy Water from the clarification section is mixed with disinfection chemical
(sodium hypochloride) and is sterilised. The compartment has float operated Open Overboard discharge valve P11V
Model: Super trident ST-3A
switches which activate the discharge pump when the high level is reached and Open No.1 discharge pump suction valve
Type: Biological oxidation and discharge stop the pump when the compartment is nearly empty. Chemical dosing is by
Capacity: 38 persons means of tablets added to the basket in the chamber and these dissolve slowly Open No.1 discharge pump discharge valve P7V
Discharge pumps: Centrifugal non-clog (x 2) when in contact with the water in the chamber as the water level rises. Closed No.2 discharge pump suction valve
Air blower: BSS 25 Closed No.2 discharge pump discharge valve P6V
CAUTION
Discharge overboard should not take place within 12 nautical miles of the Closed Pump discharge cross connection valve P5V
Introduction coast and local restriction concerning treated sewage discharge must be
Open Suction valve from discharge compartment
strictly observed.
Sewage from the accommodation spaces flows through pipes, under the effect Closed Suction valve from settling compartment
of the flushing water and gravity, to the sewage treatment plant located in the The sewage treatment plant works automatically once it is set but periodic
Closed Suction valve from activation compartment
machinery space. attention is required and the unit must be monitored for correct operation.
Closed Sea water flushing system via storz coupling P4V
The sewage treatment plant is a biological unit which works on the aerobic Black water from lavatory pans can be discharged directly overboard should
activated sludge principle. The plant will treat black and grey water and is fully that be necessary. b) The sewage treatment unit should be initially filled with water
automatic in operation. and activated sludge added if it has been emptied for any reason
(Note: Rules governing the discharge of raw sewage must be complied with or when commissioning the plant for the first time. This will not
This sewage treatment plant consists of a tank with three main compartments: at all times and the discharge of raw sewage overboard must only be be required when the unit has been operating previously but the
• Aeration compartment contemplated should the sewage plant be out of service. The bacterial description is included for completeness.
action requires a regular supply of raw sewage and the discharge of
• Clarification compartment raw sewage overboard can impair effective bacterial action.) c) Check that No.1 discharge pump is selected for operation.
• Chlorination and discharge compartment
d) Ensure that the sewage plant overboard discharge valve is open
Procedure for Operating the Sewage Treatment Plant
and the discharge valves to the IMO connections BG54V and
Aeration Compartment
The black and grey water lines must normally be directed to the sewage BG53V, for discharge to a shore line, are closed.
The sewage in this compartment is from the lavatory pans, urinals and hospital
treatment plant. There are two black/grey water line three-way valves which
in the accommodation spaces. The incoming effluent material mixes with the e) Check that the compartment emptying valves, except for that
may be used to direct flow to the sewage treatment plant or overboard. One
activated sludge already present in this compartment. Air is supplied by means from the final discharge compartment are closed.
of these valves is connected to the hospital soil lines and the other to the
of a blower and distributed though the tank by aerators. The gas produced
remaining soil lines.
during the bacterial action which takes place is vented to atmosphere. Oxygen f) Open the return sludge valve.
is essential for the aerobic activity. The organisms require oxygen for digesting
No.1 discharge pump has a direct connection to the overboard discharge line
the raw sewage and it also assists in mixing the incoming sewage with the g) Check that dosing chemical tablets have been added to the
and would normally be used. No.2 discharge pump has a direct connection to
water, sewage sludge and bacteria already present in the compartment. basket in the discharge chamber.
the shore connection lines. There is a cross connection valve between both
A screen at the outlet from the aeration compartment prevents the passage of discharge pump outlets so that either pump may be used to pump overboard or
h) Turn the main switch to the ON position.
inorganic solids to this compartment. to the shore connection should that be necessary.
i) Turn the key switch to the AUTO position.
The description below assumes that No.1 discharge pump is operating and the
Clarification Compartment discharge is overboard.
j) Check that the blower and the discharge pump have the correct
The mixed fluid passes, by means of an air lift, into this compartment and rotation.
settles out. The water passes into the treatment and discharge compartment, a) Set the system valves as in the following table:
whilst the remaining sludge, which contains the active bacteria, returns to the
aeration compartment by means of an air lift tube for further processing.

Illustration 2.14.5a Sewage Treatment System Vent To
Funnel
Shore Connection Waste From
Swimming Waste Water Air
Pool Drainage (Port) (Starboard) Soil (Port) Hospital Soil (Starboard) Galley
Conditioning Provisions
Room Refrigeration Room
Engine Room Toilet

Hot and
Cold Water
Supply
P8V
P1V
P2V
To Bilge Well
P3V
PI
P13V P14V P15V P16V
Air Compressor
LS Overflow To Bilge
Holding Tank
LS Sewage Treatment Plant
LS
Key
Discharge Pump
Sewage Lines
PI CI
Waste Water Storz
No.1 P4V Coupling
Fresh Water P17V P7V
P5V
PI CI
P11V P10V P9V

No.2
P12V P6V

k) Check that ample air is being supplied and that sludge is being Waste Water Drains and Scuppers
returned to the activation chambers from the settling chamber.
This can be checked by looking at the transparent hose in the Waste water drains (port) and the swimming pool drain are directed overboard
return line. via the sewage plant overboard discharge valve P11V which is normally
always open. The port waste water drains flow to the overboard discharge
l) The sewage treatment plant is now operating. valve via a storm valve P13V.
m) The blower will run for 15 minutes and stop for 15 minutes. Starboard waste water drains and the air conditioning room drains flow
The blower timer must not be reset without consultation with overboard via the storm valve P15V and the overboard discharge valve P10V.
the manufacturer.
Galley waste water and drains from the provision refrigeration chamber flow
n) The discharge pump will only operate when the final discharge overboard via the storm valve P16V and the overboard discharge valve P9V.
chamber is full. Internal scuppers drain to the bilge wells at the engine room tank top level.
Weather deck scuppers flow overboard and are terminated at deep draught
(Note: It is essential that bleaches and disinfectants are not used to clean height. Deck scuppers have hinged covers.
lavatory pans as such material will kill the bacteria in the sewage
system. Only approved cleaners without a biocide action are to be
used for cleaning lavatory pans.)
CAUTION
Compartments may only be pumped to sea in waters where such discharge
is permitted and permission from the bridge must be obtained before the
discharge takes place.
Daily Checks
Check that the sludge is being returned to the activation chamber from the
settling chamber, and that the discharge pump and blower are working.
Monthly Checks
Check that air flows are correct and that compartment vents are clear.
Check the sludge content by filling a 1 litre IMHOFF glass container, or

similar, with water from the activation compartment I. Allow the sediment to
settle. A sludge content of 300ml to 900ml is satisfactory. A sludge content in
excess of 900ml requires the sludge to be discharge to the sea or to a shore
facility.
Check the chlorine content of the effluent being discharged using the test kit
provided. The chlorine content should not exceed 2ppm.

Illustration 2.14.6a Garbage Management Plan - I
DISPOSAL OF GARBAGE
CATEGORY OUTSIDE SPECIAL AREAS WITHIN SPECIAL AREAS
Category 1
Plastics NOT PERMITTED NOT PERMITTED
Category 2 Permitted when more than

Floating Dunnage, Lining and NOT PERMITTED
25 miles from the nearest land
Packaging Material
Category 3
Ground Down Paper Products, Permitted when more than
NOT PERMITTED
Rags, Glass, Metal, Bottles 3 miles from the nearest land
Crockery and Food Waste
Category 4
Rags, Glass, Paper Products, Permitted when more than
NOT PERMITTED
Metal, Bottles, etc. 12 miles from the nearest land
Category 5 Permitted when more than Permitted when more than

Food Waste 25 miles from the nearest land 25 miles from the nearest land
Category 6 Permitted when more than

Incinerator Ash 25 miles from the nearest land NOT PERMITTED

Illustration 2.14.6b Garbage Management Plan - II
SCHEMATIC DIAGRAM OF GARBAGE DISPOSAL

LOCATION
PERSON RESPONSIBLE
CABINS PUBLIC SPACES IN ACCOMMODATION NAVIGATING DECK
ALL C.G. LOCKERS, LAUNDRY ROOM, CHANGING ROOM,

EACH CABIN BRIDGE & RADIO ROOM
SHIP`S OFFICE AND CONFERENCE ROOM
CABIN RESIDENT UPPER, A, B & C DECKS = GP2

4 - 8 GP2
& 2ND COOK D, E & F DECK = 2ND COOK
CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY

1 4 1 4 1 4
PUBLIC SPACES IN ACCOMMODATION
CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY

1 4 5 2 3 6
ALL C.G. LOCKERS & GALLEY GALLEY GARBAGE COMMINUTER NOT USED FOR
THEN TO GARBAGE ROOM ROOM FOR FOOD ONLY DOMESTIC WASTE
MACHINERY SPACE GALLEY SMOKE ROOMS MESS ROOMS

ENGINE ROOM,
STEERING FLAT & GALLEY & PROV ROOM OFFICERS & CREW OFFICERS & CREW
BOW THRUSTER ROOM
OFFICERS = 2ND COOK OFFICERS = 2ND COOK

2ND ENGINEER CH. COOK CREW = GP2 CREW = GP2
CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY CATEGORY

1 2 1 4 1 4 1 4
CATEGORY CATEGORY
5 5

2.14.6 GARBAGE DISPOSAL Garbage Disposal Procedures
SUMMARY OF REGULATIONS Food Waste

Food waste production for approximately 50 people is given as 15 to 25kg per
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
day or 75 to 125 litres per day without compacting.
by Garbage from Ships, controls the way in which waste material is treated on
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,
preference should be given to disposal utilising shore facilities where available.
A summary of the garbage disposal regulations are given next. Dry Waste
Dry waste production for approximately 50 people is given as approximately
The special areas are as follows:
30kg per day or 1,000 to 1,500 litres per day, without compacting.
• The Mediterranean Sea
The volume can be reduced by a factor of 5 by shredding or compacting the
• The Baltic Sea
waste.
• The Black Sea
• The Red Sea Dry waste from the accommodation is collected in the waste management
room and compacted.
• The Persian Gulf
• The North West European Waters Dry waste from the engine room is taken directly to the garbage room.
• The Gulf of Aden

Other Waste
• The Antarctic
• The Wider Caribbean Area Cans that have contained oils or chemicals must be stored in the garbage room
before discharge ashore.
Garbage Outside Special Areas
The Maersk company Garbage Management Plan procedures must be complied
Disposal of plastics, including plastic ropes and garbage bags, are prohibited. with at all times. This plan designates individuals who are responsible for:
Garbage management procedures
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Disposal of garbage
Paper, rags, glass, bottles, crockery and other similar materials are allowed The collection of garbage
over 12 miles offshore. The processing of garbage
All other garbage including paper, rags etc. are allowed over 3 miles The storing of garbage
offshore.
There are procedures for the collection, disposal, processing and storage of
Food waste can be disposed of in all areas over 12 miles offshore. garbage and these must be complied with.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to Marpol
73/78 is complied with, waste is treated under the following cases:
• Food waste
• Combustible dry waste, plastic and others
• Non-combustible dry waste
• Other waste, including oily rags and cans and chemical cans

PART 3: MAIN MACHINERY CONTROL
3.1 Main Machinery Control System
3.1.1 Machinery Control and Alarm System Overview
3.1.2 Operator Stations
3.1.3 Screen Displays
3.1.4 Alarms
3.1.5 Trending
3.1.6 UMS - Manned Handover
Illustrations
3.1.1a Machinery Control and Monitoring
3.1.2a Operator Panel
3.1.3a Screen Display
3.1.5a Trending Displays


3.1 MAIN MACHINERY CONTROL SYSTEM Information from the UCS 2100 is displayed on graphics diagrams at the Operation from the Graphic Operator Station
GOS. The GOS display is divided into three parts: a menu bar, a header and From the GOS the operator can interface with the PMS (Power Management
3.1.1 MACHINERY CONTROL AND ALARM SYSTEM a selectable diagram, eg. a control and overview picture or an alarm list. The System) by means of the PMS graphic.
OVERVIEW menu bar and the header with status information is always visible.
Interactive operation is by means of a trackball, which is used as a pointing
Maker: Lyngsø Marine A/S The header constantly displays the most essential information from the alarms device for the arrow on the screen, and a pushbutton to activate the desired
system such as: function.
Main System Components
• Oldest unacknowledged alarm
UCS 2100 Universal Alarm and Control System
• The number of present and unacknowledged alarms Alarm Handling from the Graphic Operator Station
PMS 2100 Power Management System
• Number of present cut-outs Alarm acknowledgements may be carried out from the location of the alarm
UMS 2100 Alarm and Monitoring System watch station.
• The actual watch station, duty officer and back-up officer
DPS 2100 Main Engine Remote Safety System
• The time and date The alarm horn is silenced by pressing the STOP HORN function key on the
DMS 2100 Bridge Manoeuvring System GOS keyboard. The oldest unacknowledged alarm is always displayed in the
EGS 2000 Electronic Governor System The lower part of the GOS screen displays a graphic mimic diagram which header. Acknowledgement of this unacknowledged alarm can be made by
deals with the control and monitoring information. pressing the ACKNOWLEDGE function key on the GOS keyboard.
The main engine remote control and safety system and the bridge manoeuvring From the alarm list acknowledgement can be performed by pointing at
system are described in section 2.1 which deals with main engine control and Picture Hierarchy on Group Operator Stations
the unacknowledged alarm(s) marked with red text with the trackball and
manoeuvring. The engine safety system operates in conjunction with the The control pictures of the UCS 2100 are placed in a picture hierarchy. The activating the pushbutton.
universal alarm and control system. alarm and control overview picture presents labels to all control pictures. Any
of the control pictures can be selected by pointing at the square located to the
left of the picture text string and pressing the activation pushbutton. The square Data Collection and Data Logging
System Overview
flashes in case of an unacknowledged alarm on the control picture thus giving Analogue and binary parameters may be logged on the GOS hard disk for later
the operator a fast and safe overview of the actual situation. data analysis. All condition changes of parameters and values, defined to be
The UCS 2100 Alarm and Control System logged, are stored for a period covering the previous 24 hours with a maximum
The alarm and control overview picture can be selected by pressing a function of 96 hours. Compressed one-minute mean-values (optional min, max, total,
Main Features of the UCS 2100 Alarm and Control System key on the keyboard or from the area/diagram pull-down menu on the command actual value or number of events) are stored for a period of 30 days.
• A modular system assembled by using basic hardware and bar in the upper edge of the screen.
software modules The GOS offers the following facilities for data analysis; trend display, data
Integrated Alarm System export, and time-related reports can be generated.
• A system that offers a comprehensive overview of alarm,
control and monitoring information Alarms related to the controlled machinery components can be displayed on the
corresponding screen display pictures with clear indication of the alarm state, Reports Facilities
• A system that includes a complete range of standard control
applications the unacknowledged state and the cut-out state. A steady red square indicates The facilities of the GOS include the following standard reports:
an acknowledged alarm, a flashing red square indicates an unacknowledged
• An Open Automation Architecture (OAA) system that allows • Daily reports
alarm and a light blue square indicates a cut-out. By pointing at the square and
any type of external equipment to be interfaced pressing the trackball’s activation pushbutton, it is possible to read the actual • Monthly reports
• Redundant Network state, as for example an unacknowledged low alarm and alarm limits. • Yearly reports
• Full Local Operator possibility in a distributed system In the alarm list on the GOS it is possible to obtain a common overview of all The reports are based on the compressed data from the log. To generate a daily
present machinery alarms, manual, or automatic cut-outs and system failures in report, the compressed one minute data is compressed further to obtain values
Operator control is from the graphic operator station (GOS) which is a
the control system. Alarm acknowledgement can be carried out directly from for each hour.
personal computer (PC) operating the Stella Windows graphic environment to
the ACKNOWLEDGE function key on the GOS keyboard at the alarm watch
handle the man machinery interface (MMI). Control assignments within the
station. Before acknowledgement the alarm horn must be silenced. This is done Reports can be made as detailed reports or as overview (compressed) reports.
UCS 2100 are handled by Gamma micro computers, these dealing with signal
from the STOP HORN function key on the GOS keyboard. Detailed reports show both the 60 values for each hour and the totals for each
acquisition, alarm and automatic control functions.
day. The overview report shows the total values for the day only. The hour
values from the daily reports are then used for generation of the monthly

report, and the values from the monthly report are used for the yearly report. • Hard copy of trend curves The STELLA net interconnects the outstations and is mainly used for
Reports can be printed out automatically at a specified time or on request from interchange of information between the outstations and the graphic operator
the operator. One text printer in black and white for: stations in a UCS 2100 configuration including control.
• Daily reports
Other reports may be user configured. The RTN 2100 panel net connects the outstations and the alarm panels.
• Monthly reports
Data may also be exported in DIF file format, compatible with a number of • Yearly reports The Alarm System for Unattended Machinery Space
standard PC applications for further analysis or reporting.
• Trend values in tabulating form The system provides for monitoring of sensors and alarms at a central panel in
• Status print-outs for a picture/system (System documentation) the ECR and at alarm panels that allow remote alarm indication at the bridge,
Trend Display
at the engineers’ cabins and in the public rooms. A printer that logs all the
One to five graphs for supervised parameters can be displayed in the same • Event log alarms and events is also connected to the system.
trend display with individual colour and measuring scale. The individual
colour is used to separate the ID number, the measuring scale, the trend curve, The Alarms and Main Events are printed on the text printer directly connected When the system is selected for unmanned machinery space an alarm will
and the digit value for each measurement. A zoom function is available by to a Gamma micro computer, which is related to the UMS 2100 alarm handling cause an audible alarm in the cabin of the engineer who has been selected
selecting the new area by means of the trackball. function of the system. as the duty engineer, as well as in the public rooms, thus enabling the duty
engineer to move freely between any of these locations and still be certain to
Trend displays that are used most frequently can be accessed directly from UMS 2100 Main Components receive the alarm. To acknowledge the alarm, the duty engineer must go to the
the command menu named ‘Graph’. The operator has access to all stored engine control room.
measurements from the stored log on the GOS hard disk. Trend curves, showing The UMS 2100 system is formed by a number of standard hardware
values for the previous 24 hours (maximum 96 hours) or part of that period, are components as follows: The extended alarm display (EAD) allows for the presentation of more
based upon the continuous logged data. A trend display for a period exceeding information, giving the operator an improved overview of the system.
the last 24 hours (maximum 96 hours) is based upon compressed values. • Outstation
• Basic Alarm Panel (BAP) General Introduction to the UMS 2100 System
Parameters, which are not pre-defined for logging, may be displayed during
on-line data collection, initiated on the request of the operator. • Accommodation Alarm Panel (AAP) The purpose of an alarm and monitoring system is to collect the information
• Extended Alarm Display (EAD) concerning the safety on board the ship and to monitor the alarm situations.
Trend curves can be printed as screen dumps, or they can be saved as a file After discovering an alarm situation the system has to announce this to the duty
• Alarm / Log printer personnel, ie. the following main tasks must accomplished by the system:
on the PC hard disk for subsequent printing or analysis. The data used for the
trend displays are accessible on the GOS and can be printed in tabulated form • STELLA net • Acquisition of supervision data, ie. sensor values
on a printer. • RTN2100 - Panel net • Detection of alarm states, ie. illegal values or states
Event Log
The Outstation handles the functions of the alarm detection, and additionally • Announcement of detected alarms
Main events such as running feedback signals from motors and engines can be
one of the outstations can control the alarm panels (basic alarm panels and • Supervision of duty engineer response
automatically logged on the alarm and event log printer, giving the engineer a
accommodation alarm panels).
complete machinery log. • Logging of alarms and events
Basic Alarm Panels (BAP) are installed on the bridge and in the engine control
All events, such as commands and feedback changes, may also be logged on The alarm system gathers raw data by the use of its input channels which are
room. The BAP provides the operator with all necessary facilities for use of the
the GOS hard disk. The log is accessible on the GOS and may be printed on a connected to the various sensors.
alarm system including alarm acknowledge, duty engineer selection, control
printer, either on request as a report or continuously.
of printer etc.
The collected data is passed on to the monitoring channels which interpret the
The commands are only included in the log on the specific GOS from which data and convert it into information.
The Accommodation Alarm Panel (AAP) is installed in the cabins of the duty
the command is actually activated.
engineers and in the public rooms. The AAP is used for alarm signalling and
Printers and Screen Dumps duty call to engineers in the accommodation areas. A monitoring channel is a piece of software which is able to:
• Read an input
One graphics printer in colour or black and white for: The Extended Alarm Display (EAD) is used together with the BAP to extend
• Translate the input value/state into understandable information
the amount of information to be displayed simultaneously. The EAD is an
• Hard copy of the total screen including all windows and compare the value/state in order to preset the alarm limits/
integrated part of the Graphics Operator Station GOS).
states
• Hard copy of the active window of the screen
The Log Printer is used for printing the different logs and reports. • Announce an alarm

When the UMS 2100 detects an alarm it is announced both by a visual signal While the alarm LED is active at those panels where alarms are directed the The duty selection itself must also be acknowledged, but this is simply done
and an audible signal and on the various types of text displays. alarm group LEDs are never suspended. These will always display the status from the cabin of the engineer on duty. If the duty call has been acknowledged
of the group to which they are assigned. from the cabin of the duty engineer the horn/buzzers in the accommodation
In response to the alarm announcement the engineer must stop the buzzer/ area and on the bridge will be silenced, but the horn in the engine room and
horn and acknowledge the alarm to confirm that he is aware of what has The alarm groups feature the following states: the alarms must still be acknowledged from the watch station.
happened.
• No alarms and no unacknowledged alarms in a group
The horn/buzzer can be stopped locally in the public rooms, but this will not
If the engineer does not respond to the alarm announcement within a preset • Alarm in a group. Includes ‘signal validity failure’ (sensor be interpreted as an acknowledgement of the duty call.
time (adjustable), the UMS 2100 system will announce the alarm in all possible failure)
locations to make sure that the alarm is noticed. • Machinery alarm in a group. Excludes ‘signal validity failure’ In case the alarms have not been acknowledged within a predetermined time,
typically 3 minutes, an ALL ENGINEERS CALL will be announced on all of
An alarm has four states: • Unacknowledged alarms in a group the panels. If the buzzers and horns are activated due to an ALL ENGINEERS
CALL these can only be silenced by the acknowledgement at the watch
• Normal The basic alarm panel (BAP) and the accommodation alarm panel (AAP) each station.
• Present but not acknowledged contain 6 LEDs for indication of up to 6 of the 100 assigned alarm groups with
display of the following information: Any of the AAPs located in the cabins of the duty officers can be made to
• Normal and not acknowledged
• No alarm in group: LED off function in the same way as the panels in the public rooms. This means that a
• Present and acknowledged cabin panel which is not selected on duty, can be selected to give alert as the
• Alarm(s) in group, all alarms acknowledged: LED on
alarms occur.
The alarm announcement refers to the announcement of a new alarm, ie. an • Unacknowledged alarm(s) in group: LED flashing
alarm which has changed from being not present to being present but not Selection of Duty Engineer/Back-Up Engineer
acknowledged. An alarm announcement includes the use of both the buzzer In addition the alarm groups can be displayed on the Extended Alarm One engineer can be selected as duty engineer at a time. When selected on duty
and the alarm LED on the alarm panels where it is to be announced and in Display(s). he is called in his cabin immediately an alarm occurs in the alarm system.
addition external horns and lamps are used.
The selection of a duty engineer and/or a back-up engineer is done from a
The alarms are always announced in at least one location (the watch station), The Bridge and Accommodation Alarm System
predefined basic alarm panel (normally the watch station). When selecting
and must always be acknowledged from there within a preset time otherwise In addition to the individual alarm announcements and the group alarms, the a duty engineer the accommodation alarm panel in the engineer’s cabin will
an alarm will be triggered to call other engineers. UMS 2100 has the facility for advising duty engineers of the occurrence of give a steady sound which must be silenced/acknowledged on the panel.
new alarms, thus making it possible to operate the vessel with an unmanned Alternatively, the UMS 2100 system can be customised in a way that the
The watch station is the centre of the alarm system, and it is from here that machinery space. The advising of the duty engineers takes place through the duty engineer selection can be acknowledged from the panel from where the
the alarms must be acknowledged. Except for the use of the manual cut-outs, accommodation alarm panels (AAPs) which are located in the cabins of the selection was initiated.
the alarm announcement cannot be suppressed on the watch station panel duty engineers/public rooms and on the basic alarm panel(s) located on the
regardless of any of the UMS 2100 functional modes. The audible alarm may bridge. (The UMS system is covered in more detail in section 6.1.)
silenced at an accommodation panel but the alarm condition still exists and
must be acknowledged at the control station in order to prevent an all engineers
Duty Engineer Watch System DPS 2100 MAIN ENGINE REMOTE SAFETY SYSTEM
call.
At the appearance of a new alarm the UMS 2100 provides selective, automatic
The engine safety system (DPS 2100) is installed in parallel with the bridge
Other locations at which an alarm is announced depends on whether or not the call (duty call) in the accommodation area.
manoeuvring system (DMS 2100) but is designed to monitor and protect the
watch station is attended or if a duty engineer has been selected.
propulsion plant independently of the DMS. The DPS 2100 protects the plant
Selective means that it is possible to select one engineer as duty engineer
against inadmissible operating states and an alarm is not created until one of
and that this engineer officer will be able to move freely around the ship’s
Alarm Groups the limit values is exceeded. All limits are set to values which are below those
accommodation area.
An alarm will be presented to the engineer as an alarm in general and also by at which the engine might be endangered. The alarms are visually indicated on
an alarm group LED which will enable the engineer to determine the nature of the assigned operating panel and audibly by means of a buzzer.
When a duty engineer is selected the accommodation alarm panels in the
the alarm quickly, eg. if it comes from the main engine, pumps, power plant, public rooms also give an alert as the alarms occur. In response to a duty
fire, etc. The DMS 2100 is covered in section 2.1.2 and the DPS 2100 in section 2.1.3.
call the duty engineer must perform the same actions as for a normal alarm
Details of facilities and operation of these systems are provided in those
announcement; first silence the horn/buzzer and then acknowledge the alarm
The UMS 2I00 system can handle up to 100 alarm groups and each individual sections but it must be appreciated that the DMS 2100 and the DPS 2100
at the watch station.
alarm may be assigned a maximum of four of these groups at a time. operate in conjunction with the UCS 2100.

It is essential that the operating engineer understands the functioning of the
DMS 2100 and DPS 2100 systems and appreciates their link with the EGS
2100 system.
Dead Man Alarm Systems
The dead man alarm system provides a safeguard for the duty engineer who
enters the machinery space during periods of UMS operation in response to an
alarm or for any other reason. Should that engineer get into difficulties whilst
alone in the machinery space the dead man system provides an indication to
others that the engineer is in the machinery space but unable to respond by
activating a response button.
The UMS 2100 system can handle up to four (4) independent dead man alarm
systems if they have been activated. If an activated and operational dead
man alarm system has not been acknowledged regularly from either the reset
pushbuttons or from a specified Basic Alarm Panel an alarm will be raised, first
in the cabin of the selected back-up engineer and afterwards, if no attention has
been paid to the alarm, in all of the engineers’ cabins and in the public rooms.
A warning will be given before the dead man alarm is released.
The activation of the system and the reset of the dead man timer is done from
a specified Basic Alarm Panel from where the password protected adjustment
of the timer (reset period) takes place also.
The dead man alarm system can be activated/deactivated in two ways, either
from a specified Basic Alarm Panel or from an external switch, for example a
switch located by the entrance to the engine room.
A patrol man switch is located in the control console in the engine control
room. This allows an engineer in the control room to summon an engineer who
is currently in the machinery spaces.

Illustration 3.1.2a Operator Panel
Operating Panel

Lyngso Marine
ALARM STOP ALARM

LIST HORN ACKN.
MAINTE-
NANCE
EDIT MENU S1 S2 S3 S4 DIMMER
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
ESC ENT
7 STU 8 VWX 9 YZ 0 SPACE . +/- #
SHUTD. SHUTD.
ACTIVE CANCEL
Interface To Monitoring
System
Bridge
Operating Panel
Lyngso Marine
ALARM STOP ALARM

LIST HORN ACKN.
MAINTI-
NANCE
EDIT MENU
S1 S2 S3 S4 DIMMER
SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET ESC ENT
SHUTD. SHUTD. SHUTD.

ACTIVE CANCEL RESET
Engine Control
Room
Engine
Local Control
Box
Extendible With 2 IOM Modules
Serial Interface Serial Relay Input/output Input/output Input/output

Module Module Module Module Module
Interface To DMS 2100

3.1.2 OPERATOR STATIONS • On the display of the operating panel in general The keyboard is a standard PC keyboard. In addition to the letter and number
keys the keyboard is also equipped with 12 function keys, some of which
• In the alarm list
The operator panel is located at the operator station. This has function keys are used for dedicated purposes in connection with the GOS operation. The
with LED check back indicators. The keys are as follows: trackball is used to move the pointing arrow (cursor) around the screen.
In addition, SHUTDOWN ACTIVE is displayed on the display screen and the
• Alarm acknowledgement keys LEDs ALARM and the LED in the button SHUTD. ACTIVE are illuminated.
General Group Operator Station Layout
• 1 alarm list key As the emergency stop pushbuttons are mechanically built as switches, the
The display is divided into two main parts, a header window and a working
• 1 stop horn key stop order remains active until the pushbutton(s) used for emergency stop are
area window. The header window is always present and displays the Header
pressed again to switch them off. When the emergency stop is switched off, the
• 1 dimmer key Diagram for the actual operator station.
shutdown has to be reset.
• 1 maintenance key
The working area window displays selectable diagrams which are used to
• 1 edit key Operating and Indication Panel control and supervise the machinery components, eg. alarm lists or mimic
The operating panel provides a number of keys which allow communication diagrams. When the GOS is powered up, the working area window will display
• 1 menu key
with the DPS 2100. The keys are directly functional or used to select menus the main menu from which access is granted to the other diagrams and lists.
• 1 ESC key and lists. A description of the keys and their function is given in section 2.1.3
• 1 enter key Main Engine Safety System. A description of the functions available from In addition to the two main windows there is a caption bar in the top of the
the DPS 2100 operator panels is also given in section 2.1.3, including the screen displaying the date and time, and a menu bar from where various
• 4 cursor control keys functions of the GOS can be controlled.
procedure for changing parameter values.
• 12 alphanumeric/function keys
Section 2.1.3 should be read and understood before any attempt is made to Caption:
• 4 S keys
operate the system. In the caption the date and time is displayed, date and time can be
displayed as UTC time or as Local time. Additionally it is possible to
The panel has a display with 4 lines having 40 characters each. The display and indicate the type of time, UTC, LT (local time) or actual time zone.
the keys are equipped with a background illumination which can be dimmed. The Graphic Operator Station
Menu Bar:
The Graphic Operator Station (GOS) is the operator interface for control and In the menu bar various drop down menus can be activated, these
supervision of the machinery components and the GOS is also the interface for
Operating Facilities menus are used to operate some of the functions of the GOS.
alarm handling in the UCS 2100 system.
Header :
The DPS 2100 provides the following operating facilities:
The GOS is based on a Windows environment, allowing the screen to be The header window contains the header diagram.
Illuminated EMERGENCY STOP pushbuttons are located as follows: divided into several areas (windows), the composition of the visible windows
being decided by the operator. The header diagram displays important information from the alarm system
• In the bridge wing consoles related to the GOS, such as number of alarms, number of unacknowledged
• On the bridge main control console In addition to the main windows, the system makes use of dialogue boxes alarms, watch location and duty officer and, most importantly, the oldest
which are used for both presenting information to the user as well as enabling unacknowledged alarm. The header diagram also includes short cuts (selection
• On the ECR console the user to control the system. The dialogue boxes appear when the trackball buttons) to some often used functions eg. the Main Menu Diagram, the Alarm
• On the local panel in the engine room is used to select certain items from the menu system and such boxes provide List, Stop Horn and Acknowledge.
additional information regarding a component or system.
• On the operating panel located in the ECR
Working Area:
Although a keyboard is provided selection of items and most other functions
Emergency Stop can be carried out by using the trackball alone. The working area can contain many different lists or diagrams, the
most important is listed below:
The emergency stop pushbuttons are wired in parallel with one contact each
directly to the emergency stop solenoid. A second contact of each pushbutton is The Group Operator Station Components
wired to the DPS 2100 as individual digital input. A collective output is wired Lists:
The GOS is a personal computer (PC) built into the console, the parts being the
to the emergency stop solenoid. The emergency stop buttons are provided with • Alarm list
computer, the screen, the keyboard and the pointing device.
covers to prevent accidental actuation.
• Alarm group
Pressing any EMERGENCY STOP pushbutton leads to an immediate stop of The screen operates in graphic mode at all times and any mix of graphic and
• Failure lists (sensor fail, device fail)
the engine. The emergency stop is recorded in the DPS 2100 and indicated text information can be presented simultaneously.
• Suppression lists (cut out, simulated)

Diagrams: button will acknowledge the oldest unacknowledged alarm, the alarm text for information for the alarm channel set up, such as alarm delay, alarm limits,
this alarm is also shown in the bottom line of the header. It is only possible to connection terminals, cut out and simulation status; some aspects of the set up
• Mimic diagram acknowledge alarms which are visible. can also be changed from the display channel diagram eg. delays and limits.
• Function block diagram
The horn and acknowledge buttons will only function and indicate an active
• Graph diagram Different States of an Alarm
state if the GOS is the actual watch station for the alarm system of the new
• Bar graph diagram alarm. 1. New Unacknowledged Alarm
A new unacknowledged alarm is indicated with the time the
alarm started. The alarm can be acknowledged by left clicking
Operating the Graphic Operator Station Main Menu Diagram
on the button showing three exclamation marks; this will also
The Main Menu is the overview diagram at the top of the diagram hierarchy, acknowledge all other unacknowledged alarms visible in the
A diagram on the screen consists of a static background drawing with some from this diagram there is connection to all other mimic diagrams in the system. current page of the alarm list. Note that alarms cannot be
dynamic objects to indicate alarms, measurements and states for machinery It is possible to open diagrams and alarm groups directly from the main menu acknowledged whilst the horn is sounding.
components. Some of these dynamic objects are also active areas from which diagram or to open other overview diagrams for certain parts of the system.
an action can be carried out. This action can, for example, be to open another 2. New Unacknowledged Alarm, Selected
diagram, to acknowledge an alarm or to send a command to a machinery A new unacknowledged alarm which has been selected by a left
component. Alarm List
click somewhere on the alarm identification line is indicated by a
An alarm list is a list of all standing alarms, both acknowledged and blue background colour. A selected alarm can be acknowledged
On the screen is a pointing device, (the cursor) which can be moved around unacknowledged, in the alarm system. The UCS 2100 system can include from by left clicking on the button showing one exclamation mark;
the screen with the trackball. The cursor is used for pointing out active areas 1 to 4 alarm systems (eg. machinery alarms and bridge alarms), and each alarm this will only affect the selected alarm. Note that alarms cannot
in the screen diagrams. The cursor (tip of the arrowhead) must be placed inside system has its own alarm list. be acknowledged whilst the horn is sounding.
the active area in order to open a new diagram or select an object to give
commands to a machinery component. The active area is indicated by a frame One alarm occupies one line in the alarm list. The alarms are sorted by starting 3. Unacknowledged Alarm that has Turned Normal Again
when the cursor is inside the area. time, so the oldest alarm is at the top and the newest alarm is at the bottom of An unacknowledged alarm that has turned normal again
the list. If the alarm is more than 24 hours old the starting time is exchanged is indicated by removal of the start time and the state text
If the active area is an ‘open a new diagram’ area, the matching diagram with the starting date. is changed to NORM but still flashing. The alarm can be
will be opened by a left click. If the active area is indicating an alarm a acknowledged by left clicking on either of the exclamation
right click will open alarm menu, and if it is unacknowledged a left click on The alarm list can display all alarms defined in the alarm system. Normally up mark buttons. Note that alarms cannot be acknowledged whilst
the acknowledge text will acknowledge the alarm, or a left click on the text to 20 alarm lines can be shown on the screen, if the actual number of alarms the horn is sounding.
DISPLAY CHANNEL will open a dialogue box with detailed information of is greater than this it is indicated in the bottom of the list. The rest of the
this alarm. alarms can be seen by scrolling in the alarm list using the PAGE UP and PAGE 4. Standing Alarm
DOWN keys or by making a left click on one of the scroll buttons. The alarm line is a standing acknowledged alarm, the state text
Description of Lists and Diagrams in the Graphic Operator is steady red, and the starting time of the alarm is indicated .
The colour of the text in the alarm list is normally green, except for the STATE
Station text. The colour of the ‘State’ text is controlled by the priority of the alarm. 5. Standing Alarm, Older than 24 Hours
Header Diagram For priority 1 the colour is red, for priority 2 the colour is magenta and for A standing acknowledged alarm older than 24 hours, the state
The header diagram contains important information for the alarm system/ priority 3 the colour is yellow. The STATE text is flashing as long as the alarm text is steady red, and the starting time is indicated as a date. If
systems to which this GOS has access. The UCS 2100 system can have from is unacknowledged. needed the time can be found in the Event Log.
1 to 4 alarm systems, eg. one for machinery alarms and one for cargo alarms.
Each GOS can have access to one or more of these alarm systems. A right click on an alarm line will bring up a small menu with two texts, 6. Alarm that has Turned Normal Again
DISPLAY CHANNEL and ACKNOWLEDGE. An acknowledged alarm that has turned normal again is
Besides alarm system information, the header also includes short cuts to some indicated by grey text, the state text NORM and no starting
of the most used diagrams. The short cuts are shown as windows buttons, a left The ACKNOWLEDGE text is disabled (it is not possible to select, if it is shown time indication. This line is not removed automatically as this
click on the button will open the matching diagram. in grey) if the alarm is acknowledged, if the horn is not silenced or if this GOS could cause confusion when the other lines are moving while
does not have the right to acknowledge the alarm. If the ACKNOWLEDGE being looked at. The line will be removed when left clicking on
The header also includes a button for stopping the horn (a horn symbol); a text is enabled (possible to use, shown in black) the alarm can be acknowledged the bottom, if another page is selected or if the alarm is closed.
red symbol indicates that the horn is active, a left click on the button will by making a left click on the ACKNOWLEDGE text.
silence the horn. The header also includes a button for ACKNOWLEDGE, a
red symbol indicates that an unacknowledged alarm exists. A left click on the A left click on the DISPLAY CHANNEL text will open the display channel
diagram for this alarm channel. The display channel diagram shows detailed

Alarm Groups Additional Lists Configuration Includes
An Alarm Group list is a list of all alarms included in this group, independent Additional lists is a set of lists for alarm channels in a certain state, there is one Type: Analogue / binary
of the alarm state. The UCS 2100 system can have up to 100 alarm groups. set of additional lists for each alarm system.
Alarm System: The name of the alarm system to which alarm
channel belongs.
The layout of the list and the alarm lines are the same as for the alarm list, Additional lists include the following lists:
Outstation: The name of the outstation where the Gamma PLC is
but the list is sorted alphabetically after the ID. Alarms in an alarm group
located.
can have more states than in the alarm list, because some of the states of the Suppression Lists
alarm channel are moved to separate lists eg. cut out list or list of simulated Addr.: The address (unit number) for the Gamma PLC on
Simulated Channels List of all channels that are in simulation mode. the Stella Network.
channels.
The possible states (state texts) for an alarm channel in a Alarm Group are Automatic Suppressed List of all channels that are suppressed by automatic Alarm Groups
listed below: ‘cut-out’.
Each alarm channel can be included in 0 to 4 alarm groups. The alarm groups
State Appearance Description in which this alarm is included is indicated in the Alarm Group field.
Manual Suppressed List of all channels that are manually suppressed ie.
NORM Steady green The alarm channel in normal state manual ‘cut-out’.
i.e. no alarms and no failures. If a left button click is made at the right of the name of the alarm group, the
Failure Lists matching alarm group diagram is opened.
ALM Flashing red Unacknowledged alarm, priority 1.
Device Fail List List of all channels with device fail (hardware fail in
the Gamma PLC or power fail to the Gamma PLC). Channel Parameters
ALM Steady red Acknowledged standing alarm,
Limit: Binary alarm channels have only one limit. Analogue
priority 1.
Sensor Fail List List of all channels with sensor fail ie. input from alarm channels have from 1 to 3 limits, if more than
sensor is outside the defined range. one limit is active at the same time, the message
ALM Flashing magenta Unacknowledged alarm, priority 2.
text for the highest number will be displayed in the
Alarm List, Only High Priority Alarms Alarm List.
ALM Steady magenta Acknowledged standing alarm,
priority 2. Alarm List Priority I Alarm list only including alarms with priority 1.
Type: Binary / low limit / high limit.
ALM Flashing yellow Unacknowledged alarm, priority 3. Alarm List Priority 1+2 Alarm list only including alarms with priority 1 or 2.
Message: Displays the message text that is defined for this
ALM Steady yellow Acknowledged standing alarm,
Additional lists have the same layout as the alarm list and alarm group lists and limit, defined during commissioning.
priority 3.
the operation of the list is the same, ie. it is possible to acknowledge alarms and
FAIL Flashing red Unacknowledged alarm for sensor open the ‘Display Channel’ diagram. Prio.: Priority of the alarm channel, 1 - 3 for alarms and
fail. 4 for event. Priority is used to select the colour of
Display Channel Diagram the state text and indication in mimic diagrams,
FAIL Steady red Acknowledged sensor fail, outside priority 1 is red, priority 2 is magenta, priority 3
The display channel diagram shows detailed information of an alarm channel, is yellow and priority 4 white. The priority is also
normal range.
and it is also possible to adjust some parameters for the alarm channel, these used to select which alarm to include in the alarm
adjustments are protected by password level 1. list if ‘Only priority 1 alarms’ or ‘Only priority 1 +
NORM/CA Steady blue Alarm channel with standing alarm
where the alarm is suppressed by a 2 alarms’ are selected in the additional list dialogue.
The display channel diagrams are divided in smaller areas matching the various Alarms with priority 4 are not shown in the alarm
cut-out.
functions that are available. list, but can be included in an alarm group and shown
? Steady white on a mimic diagram.
The various functions in the Display Channel diagram are described below:
All state texts can be extended with a ‘S ‘ in the beginning, eg. ‘S NORM’ Value: Limit value for analogue channels, not used for
The top line is the same line as displayed in the alarm group/alarm list for this
or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode. binary channels. The adjust dialogue can be opened
alarm. This line includes ID for the alarm channel, description, alarm state,
In simulation mode the displayed value is manually keyed in and has no by a left button click at the end of the line.
message text, value (only for analogue channels) and start time for the alarm
connection to the input from the sensor.
(if active).

Delay on/off: Delay on is the time from which the limit is exceeded Mod. ID: ID for input module of the Gamma PLC only for influenced by the control right system. If there is more than one GOS in one
(analogue) or the input is activated (binary) until the sensor inputs. location they will have equal rights, as control right is assigned to the location
alarm is announced by horn and displayed in the and not to a specific GOS. The control right function is disabled.
alarm list.
Terminal: Connection terminals on the input module of the
Delay off is the time from which the limit is no Gamma PLC, only for sensor inputs. Procedures for Using the Graphic Operator Station
longer exceeded (analogue) or the input is suppressed
(binary) until the alarm is removed from the alarm
list. Range: Sensor range. Open Alarm List
The adjust dialogue can be opened by a left button The alarm list can be opened in any of the following ways:
click at the end of the line. Channel Time
a) Click with the left trackball button with the cursor pointer on the
M.cut: Manual cutout indicates an ON if the alarm is Channel time is the time for latest change of state for this alarm channel. The screen ALARM LIST button in the header.
suppressed by a manual cutout. This feature can be following state changes will set the time that the alarm occurs, the alarm turns
used if there is a sensor fail or the machinery system normal, the cut-out activated and the channel set in simulation. b) Press the F2 function key at the keyboard.
is under repair to avoid false alarms.
Manual cut-out can be switched on and off from the c) Click with the left trackball button with the cursor pointer
Simulation
adjust dialogue, this can be opened by a left button located on the text diagram in the menu bar; this will open a
click at the end of the line. All alarm channels can be set in simulation mode. In this mode there is no
drop down list of diagrams. Select Alarm List with the cursor
Normally cut-out for all limits of the alarm channel connection to input signals for the alarm channel, but the input value can be set
and click with the left key.
is done from limit 1, and the on/off text is only manually. A left button click will open the simulation dialogue.
displayed for limit 1. In some cases there can be
separate cut-out for each limit: this is indicated by Data Log Open Lists for Cut Out, Simulation, Sensor Fail or Device
an on/off text in each limit. Fail
The UCS 2100 system is able to print a log of the actual values for selected
alarm channels, this function is called the Data Log. The selection of each These lists can be opened using the dialogue box ‘Additional Lists’, Additional
Channel Calculation alarm channel can be changed in the Data Log selection dialogue, which can Lists can be opened in any of the following ways:
be opened by a left button click.
In the channel calculation field is displayed which signal are used to calculate
the state of the alarm channel. a) Click with the left trackball button with the pointer cursor on the
There is one data log for each alarm system. ADDITIONAL LIST button ADD LISTS in the header.
For analogue channels 1 - 3 inputs signals can be used; a main signal, one
Printing of the data log can only be started from the basic alarm panel b) Press the F5 function key at the keyboard.
signal that is added to the main signal and one signal that is subtracted from
by pressing the key PRINTER CONTROL, soft key MORE and soft key
the main signal.
DATALOG. c) Click with the left trackball button with the cursor pointer on the
For binary channels 1 or 2 signals can be used, the calculated signal is a logical text diagram in the menu bar. This will open a drop down list of
operation between the two signals, AND, OR, XOR and XNOR can be used. Toolbar diagrams select ADD LIST with the cursor and click with the left
key.
The window toolbar allows certain functions to be carried out by clicking on
Each signal is specified in one line with the following information: the selected icon displayed in the toolbar using the trackball left button. The
name of the icon is displayed when the cursor is moved over the icon. Open Alarm Group Diagram
Signal: Indicates how this signal shall be used in the
Most important alarm groups are listed in the main menu diagram and these
calculation, Main, Add, Subtract analogue channels, Control Right Diagrams can be opened by a click of the left trackball button in the matching active area.
and Main, NOT, AND, OR, XOR or XNOR for
Both the text and the square of the alarm group is active.
binary channels. The UCS 2100 system includes a ‘Control Right Function’ for machinery
components (function blocks). If the desired alarm group is not shown in the main menu a list of all alarm
Type: Indicates the type of signal. The following types are groups in the system can be opened in one of two ways:
available sensor input, another monitoring channel, The control right function will allow a machinery component (eg. a controller)
to be controlled only from one location (eg. ECR or bridge) at a time. This • Click with the left trackball button on the text DIAGRAM
constant, serial input, SLS point and an alarm group.
means that if the control right for a certain machinery component is assigned in the menu bar, this will open a drop down list of diagrams.
to the ECR, control of this component is blocked from a GOS in any other Select ALARM GROUP with the cursor and click with the left
ID/Name: The ID and name for the signal. trackball button.
location of the ship. Control from the LOP (Local Operator Panel) is not

• Press the F4 function key at the keyboard. Select the desired From the Function Keys Changeover Control Right for a Machinery Group (Currently
alarm group by a left click on the text and make a left click on Disabled)
the OK button. • Press the F8 function key at the keyboard.
Stop Horn This will open the Display Channel diagram and a list of all
• Change over of control right for a machinery group is carried
channels. Select a channel from this list by clicking on the line
When the horn is sounding it can be stopped in one of the following ways: out from the Control Right Change Over diagram.
and click on the OK button (or make a double click on the
line). • Open this diagram by making a left click on the CONTROL
a) Press the Fl1 function key at the keyboard. RIGHT button in the header.
• From a list (alarm list, alarm group, additional lists and
b) Click with the left trackball button with the pointer cursor on the journals) make a right click somewhere in the channel line, this • Find the row for the machinery group in question and click on
horn symbol button in the header. will open a small pop-up menu. From this menu the Display the button with the name of the new control location. Then the
Channel diagram can be opened by a left click on the DISPLAY name in the column Actual Control Location will change to the
c) The horn can also be silenced by a press on the STOP HORN CHANNEL text. new location, control from the old location will be disabled and
key on the basic alarm panel. control from the new location will be enabled.
• From a mimic diagram make a right click on the icon, this
Acknowledge Oldest Unacknowledged Alarm will open a small pop up menu. From this menu the Display
Channel diagram can be opened by a left click on the DISPLAY Extended Alarm Display
The oldest unacknowledged alarm is always displayed in the header (lowest CHANNEL text.
line if it is a multiple alarm system header). This alarm can be acknowledged
An extended alarm system is available and this is displayed on the screen at the
in one of the following ways:
GOS. Control is by way of the trackball and keyboard as described in section
Change Alarm Limits, Delays and Cut-Out State 3.1.4.
a) Press the F12 function key at the keyboard.
Limits and delays can be changed for monitoring channels from the Display
b) Click with the left trackball button with the pointer cursor on the Channel Window.
ACKNOWLEDGE button in the header.
• Manual cut-out can also be enabled or disabled from the Display
Channel Window.
Acknowledge Alarms
• Open the Display Channel Diagram for the channel in question
Unacknowledged alarm in lists are indicated by flashing ‘State’ text. These (see above).
alarms can be acknowledged in one of the following ways:
• Click on the adjust button at the end of the limit that has to be
changed, and the screen will prompt for a level 1 password.
a) Make a right click somewhere in the alarm line, this will
Enter the password and a dialogue will open.
open a small pop-up menu. From this menu the alarm can be
acknowledged by a left click on the ACKNOWLEDGE text. • Change limit, delay or cut-out from the dialogue and click on
the OK button. The change will be activated immediately.
Open Display Channel Diagram
Open display channel diagram for a specific channel is made in different ways Key in Simulated Value for Monitoring Channels
depending on which diagram is currently open.
A monitoring channel can be set to simulated mode. In this mode the channel
will not display the value from the input sensor, but a simulated value keyed in
From the Menu Bar from the simulation dialogue box.
• Click with the left trackball button on the word DIAGRAM • Open the Display Channel Diagram for the channel in question
in the Menu bar, this will open a drop down list of diagrams. (see above).
Select DISPLAY CHANNEL with the cursor and click with the • Click on the ADJUST button in the Simulation field. The screen
left button. will prompt for a level 1 password, and when this is entered the
• This will open the Display Channel diagram and a list of all dialogue below will open.
channels. Select a channel from this list by clicking on the line • Enable simulation (On) and key in the value to be displayed,
and click on the OK button (or make a double click on the click the OK button.
line).

Illustration 3.1.3a Screen Display
UCS 2100 Lyngso Marine 18/09/01 14:52:24

File Area Diagram Graph Event View Window Help
MACH. ALM SYS SCC ECR REL Ackn.

Alarms Watch Duty 4 ECR 3RD ENGINEER 0 SCC NONE
Add Lists Alarm List
Man Supp WatchMode Backup 5 UNATTENDED NONE 4 UNATTENDED NONE
Del. Ctrl Main Menu
Harbour Mode
Event Log - 2001-09-18 04:11:23
ID Description State Message Value Unit UTC
DG095 DG2 FO COLLECTING TK LEVEL NORM NORMAL (M-) 04:11:23E
DG102 DG3 FUEL OIL LEAKAGE ALM ALARM (M1) 04:24:58B
NA016 AUTO PILOT 1 OFF COURSE ALM ALARM (B1) 04:25:43B
NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B-) 04:26:06E
DG102 DG3 FUEL OIL LEAKAGE NORM NORMAL (M-) 04:26:16E
DG102 DG3 FUEL OIL LEAKAGE ALM ALARM (M1) 04:28:21B
DG102 DG3 FUEL OIL LEAKAGE NORM NORMAL (M-) 04:36:43E
BO003 EXHAUST GAS BOILER FAIL ALM ALARM (M1) 04:50:05E
BO003 EXHAUST GAS BOILER FAIL NORM NORMAL (M-) 04:52:50E
NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B1) 04:56:55E
FS002 FO SEPARATOR NO.2 ALM ALARM (M1) 06:21;41B
FS002 FO SEPARATOR NO.2 NORM NORMAL (M-) 06:23:49E
ON Duty MACH. ALM SYS 3RD ENGINEER 06:26:07
ON Duty SCC ECR REL 3RD ENGINEER 06:26:07
NA009 AUTO PILOT 1 ALM ALARM (B1) 06:55:05B
NA035 AUTO PILOT 2 ALM ALARM (B1) 06:55:05B
MS011 ME CAMSHAFT LO SYS STBY PUMP ALM ALARM (M1) 06:59:33B
ME1_SHDA ME: SHUTDOWN ACTIVE ALM ALARM (M1) 06:59:47B
ME1_SHDP ME SHUTDOWN PREWARNING ALM ALARM (M1) 06:59:47B
Alarm Event Log

3.1.3 SCREEN DISPLAYS
The screen displays at the Graphic Operator Stations (GOS) operate in a

standard Windows environment. The GOS screens divided into two parts, a
header window and a selectable working area window, which will be a control
overview or an alarm list. The menu bar and header with status information are
always present. For enhanced safety the header constantly displays the most
essential information from the alarm system, independent of the actual control
assignment, such as:
• Oldest unacknowledged alarm
• Number of present and unacknowledged alarms
• Number of present cut-outs (inhibited alarm channels)
• Actual watch station, duty officer and back-up officer
• Date and time
Below the header, pictures with symbolic representation of the control objects
enable remote control of the controlled machinery components and group of
machinery components. Control is easily carried out by using the point-out and
pop-up menus. The alarm information is clearly indicated by means of a graphic
alarm symbol placed close to the symbol for the machinery component.
Picture Hierarchy on the Graphic Operator Stations
The alarm and control pictures of the UCS 2100 control system are placed in
a picture hierarchy. The alarm and control overview picture presents labels to
all of the control pictures. Any of the pictures can be selected by pointing at
the picture label, using the trackball to move the cursor pointer, and then left
clicking the trackball.

3.1.4 ALARMS FAIL Flashing red Unacknowledged alarm for sensor Additional lists have the same layout as the alarm list and alarm group lists and
fail. the operation of the list is the same, i.e. it is possible to acknowledge alarms
The alarm list is a display of all standing alarms both acknowledged and FAIL Steady red Acknowledged sensor fail, outside and open the Display Channel diagram.
unacknowledged. The system can include from 1 to 4 systems (bridge alarms, normal range.
machinery alarms, etc), each alarm system has its own alarm list. NORM/CA Steady blue Alarm channel with standing alarm There are also lists for alarm suppressions and alarm failures.
where the alarm is suppressed by a
Each alarm occupies one line in the alarm list and up to 20 alarms can be cut-out.
displayed on the screen. If there are over 20 alarms the actual number is shown
Display Channel Diagram
? Steady white
in the bottom right of the display. Use of the PAGE UP and PAGE DOWN keys
This displays detailed information of an alarm channel and it is possible to
allows for scrolling through the alarm list. All state texts can be extended with a ‘S’ in the beginning, e.g. ‘S NORM’ adjust some parameters although these are password level 1 protected.
or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode.
The colour of the alarm text is normally green with the alarm state text in In simulation mode the displayed value is manually keyed in, and has no Type: Analogue or Binary
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). connection to the input from the sensor.
A right click on the alarm brings up a small menu with two texts: DISPLAY
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE Alarm system: Name of alarm system to which the channel
Additional Lists
allows the alarm to be acknowledged or if not possible the text is shown belongs
in grey (already acknowledged or horn not silenced etc). Left clicking on Additional lists is a set of lists for alarm channels in a certain state, there is one
DISPLAY CHANNEL opens the display for the particular system the alarm set of additional lists for each alarm system.
Outstation: Name of the outstation where PLC is located
originates from. Detailed alarm information, such as delays and limits etc, is
also shown. Additional lists include the following lists:
Address: Address number for PLC
Trend Displays Suppression Lists
The channel parameters are also shown here and may include:
One to five graphs for supervised parameters can be displayed in the same
Simulated Channels List of all channels that are in simulation mode. Limit Binary has 1 limit, analogue may have 3 for an alarm
trend display with individual colour and measuring scale. The individual
and 4 for an event
colour is used to separate the ID number, the measuring scale, the trend curve,
and the digit value for each measurement. See Section 3.1.5 Automatic Suppressed List of all channels that are suppressed by automatic
cut-out. Type: Binary/low limit/high limit
Alarm Groups
Manual Suppressed List of all channels that are manually suppressed ie. Message: Message text
An alarm group is a list of alarms for one machinery component (independent manual cut-out.
of alarm state). Up to 100 alarm groups are available. The list is sorted Prio: Alarm channel priority
alphabetically after the ID.
Failure Lists
The possible states for an alarm channel are as follows: Device Fail List List of all channels with device fail (hardware fail in Value: Limit value for analogue channels
the Gamma PLC or power fail to the Gamma PLC).
State Appearance Description Delay on/off: Delay times/adjustment etc
NORM Steady green The alarm channel in normal state
Sensor Fail List List of all channels with sensor fail ie. input from
i.e. no alarms and no failures.
sensor is outside the defined range. M.cut: Manual cut out on/off, adjustment etc
ALM Flashing red Unacknowledged alarm, priority 1.
ALM Steady red Acknowledged standing alarm,
priority 1. Alarm List, Only High Priority Alarms
ALM Flashing magenta Unacknowledged alarm, priority 2.
ALM Steady magenta Acknowledged standing alarm, Alarm List priority I Alarm List only including alarms with priority 1
priority 2.
ALM Flashing yellow Unacknowledged alarm, priority 3. Alarm List priority 1+2 Alarm List only including alarms with priority 1 or 2
ALM Steady yellow Acknowledged standing alarm,
priority 3.

Extended Alarm Display for UCS/UMS 2100 General Layout of Tile Extended Alarm Display Screen • The menu line
The screen of the EAD is divided into two parts. On the top there is a header • One line for each alarm system included. The line hold the
A UCS/UMS 2100 system can be equipped with up to six Extended Alarm displaying information about the state of the alarm system(s) independent of following information
Displays (EADs). the current operational mode of the EAD.
The total number of alarms present, suppressions if any, whether the watch
If an extended alarm display (EAD) is placed on a watch station location from
The lower part of the screen is mode dependent. Lines of text or graphics can station is attended or unattended and finally the oldest unacknowledged alarm
where acknowledgement of alarm is required, the EAD is used together with
be displayed in this area. for the alarm system.
a Basic Alarm Panel.
Screen Header
The oldest unacknowledged alarm is displayed as the channel text and state. A
The EAD offers the following functions: The header is always displayed independently of the mode in which the EAD flashing channel state indicates that the alarm is unacknowledged.
• Stop horn and alarm acknowledge operates. There are two possible headers, one with the sub-alarm systems
defined and the other with the sub-alarm systems not defined.
• Display of oldest unacknowledged alarm Extended Alarm Display Function Keys
• Group overview The header contain two buttons - One to stop the horn, and one to acknowledge Key Key Alias Main Mode
alarms. F1 Reserved
F2 ALARM LIST Alarm list mode
Group Display
Screen Header with No Sub-Alarm Systems Defined Alt+F2 THERMONITOR Thermometer display mode
• Display of alarm list(s) F3 GROUP OVERVIEW Group overview mode
The header contains the following information: F4 GROUP DISPLAY Selection of a group display
• Display channel
• Line with identification of the product (caption) - UMS 2100, F5 ADDITION LIST Additional (Suppressed, Failure or
• Display of thermometer (eg. exhaust gas temperatures) Alarm Prio.) list mode
local (LT) or UTC time and date. This is written in white on blue
background. When a pop-up window is active the background F6 Reserved
Text Colour Channel State colour of this line in the header changes to grey. This line will F7 Reserved
Red Priority 1 alarm also show what is currently displayed in the mode dependant F8 DISP CHANNEL Display channel mode
part of the screen eg. an alarm list for the main alarm system. F9 Reserved
Violet Priority 2 alarm F10 Reserved
• The menu line F11 STOP HORN No mode shift - Horn is stopped
Yellow Priority 3 alarm
• The number of alarms F12 ACKN No mode shift - Displayed alarms
White Priority 4 alarm are acknowledged
• The number of manual cut-outs
Blue Manual cut-out
• The number of automatic cut-outs
Green Normal Main Modes for the Extended Alarm Display
• The location of the watch station and whether it is attended or
The EAD can operate in the following main modes which are selected by
unattended
means of function keys.
Operational Principles and General Screen Layouts
• The duty officer, if any
• Alarm List mode
• The back-up officer, if any
Modes • Group Overview mode
• The oldest unacknowledged alarm
The EAD can operate in several different main modes (e.g. alarm list mode, • Group Display mode
group display mode). Each main mode is activated by a function key. A • Additional List mode
function key on the keyboard is specially assigned to a main mode. Screen Header with Sub-Alarm Systems Defined
• Display Channel mode
When more than one alarm system is defined, the header contains the following
Alternatively, a main mode can be activated (using the pointing device) by information: • Thermometer Display mode
clicking one of the function buttons displayed on the right side of the EAD
screen (if enabled from the menu VIEW SHORTCUTS), or from the menu line When the system is started it enters the Group Overview mode.
in top of the screen. • Line with identification of the product (caption) - UMS 2100,
local (LT) or UTC time and date. This is written in white on blue
When one of the function keys is pressed, the EAD enters the top level in the background. When a pop-up window is active the background
corresponding main mode. This happens no matter in which mode or on which colour of this line in the header changes to grey. This line will
level the EAD is operating at the time the key is pressed. also show what is currently displayed in the mode dependant
part of the screen e.g. an alarm list for the main alarm system.

Group Overview Mode Additional List Mode
When the GROUP OVERVlEW function key is pressed the EAD displays an When the ADDITION LIST function is pressed the a pop-up window appears
overview of the defined alarm groups. and this provides a choice of suppressed lists, alarm lists and failure lists.
The display consists of a number of alarm groups. For each alarm group, the Selecting a Suppressed List, the EAD can display channels which are either
following are displayed: simulated, manually blocked by the operator ie. Manual Cut-Out List mode
or automatically blocked from external signal such as Finished With Engine
• A square, indicating the alarm state of channels in the group
(Automatic Cut-Out List mode).
• The alarm group number
• The alarm group state Selecting a Failure List, all channels in Device, Sensor or Earth Fail can be
displayed.
Display of One Group Alarm Lists can be displayed according to the desired priority of the alarms in
If the GROUP DISPLAY function key is pressed a pop-up window appears the list eg. priority 1 and 2 alarms only.
indicating the extended alarm groups available.
Display Channel Mode
After selecting a group the EAD displays the channels which are included
in the alarm group. The channels are sorted after the user ID. If the group The EAD enters the Display Channel mode when the DISP CHANNEL
contains more channels than can be displayed on one page, the operator can function key is pressed. In this mode it is possible to display the channel
step between the channels by using the PAGE UP and PAGE DOWN keys. specification for all monitoring channels in the UMS 2100 including all sub-
There is no limit to the number of channels in a group. alarm systems.
When the DISP CHANNEL function key is pressed the operator must select
Alarm List Mode which channel is to be displayed. If the EAD operates in one of the following
The EAD enters the Alarm List mode when the ALARM LIST function key list modes,
is pressed. • Alarm List mode
The UMS 2100 can handle the following alarm lists: • Additional List mode
• List of all alarms in the main alarm system • Group Display mode
• List of all alarms in Sub Alarm System A and at least one monitoring channel is displayed, a blue cursor bar appears on
• List of all alarms in Sub Alarm System B the line with the channel placed in the top of the display, excluding channels
displayed in the oldest unacknowledged field in the header. The operator can
• List of all alarms in Sub Alarm System C
move the cursor and select between the displayed channels. When the ENTER
is pressed, the channel is selected and the data displayed. The selection can
Each alarm list consists of all of the alarms within the list which are pending
also be made using the pointing device simply by double clicking on the line
or unacknowledged. The alarms are placed in the alarm list in the time order of
holding the desired channel.
the alarm. The newest alarms are placed in the bottom of the list.
By using the PAGE UP and the PAGE DOWN keys when a channel is selected
If more than one alarm system is included, a pop-up window for selection of
it is possible to scroll through the channels which were displayed on the page
alarm system appears when ALARM LIST is pressed.
from which the Display Channel mode was selected.
If an alarm has been present in the list for more than 24 hours, the time is
replaced with the date on which the alarm occurred. Thermometer Display Mode
The UMS 2100 System can contain up to 16 thermonitors, for example exhaust
gas temperature measurement including actual cylinder temperatures, average
temperature and deviation from average temperature.
Information may be displayed in numerical or graphical form.

Illustration 3.1.5a Trending Displays
UCS 2100 Lyngso Marine 19/09/02 14:52:24 UCS 2100 Lyngso Marine 19/09/02 14:52:24
File Edit View User Programs Area Diagram Graph Window Help File Edit View User Programs Area Diagram Graph Window Help
Alarms 6 Watch ECR UNATTENDED Ackn. MACH. ALM SYS SCC ECR REL Ackn.
Man Supress 6 Duty. 1ST ENGINEER Alarms Watch Duty 6 ECR 1ST ENGINEER 0 ECR 1ST ENGINEER
Add Lists Alarm List Add Lists Alarm List
Unack'ed Alarms 0 Backup NONE Man Supp WatchMode Backup 5 UNATTENDED NONE 4 UNATTENDED NONE
Oldest Unack. Alarm Del. Ctrl Main Menu Del. Ctrl Main Menu
C:\stw2100\Provision plant.USR Operator choice of graphs
4.1 AC002 COLD PROVISION COOLING ROOM (-30.0 : -20.5 AC003 COLD PROVISION FREEZING ROOM (-30.0 -20.00C) 79 FD023_P FO SERV. TK FWD (M22) (0-100%)
20.0 20.0 100
15.0 15.0 90
10.0 10.0 80
5.0 5.0 70
0.0 0.0 60
-5.0 -5.0 50
-10.0 -10.0 40
-15.0 -15.0 30
-20.0 -20.0 20
-25.0 -25.0 10
-30.0 -30.0 0
05:11 09:11 13:11 17:11 21:11 01:11 05:11 08:05 08:15 08:25 08:35 08:45 08:55 09:05
20/09/01 20/09/01 20/09/01 20/09/01 20/09/01 19/09/02 19/09/02 19/09/02 19/09/02 19/09/02 19/09/02 19/09/02 19/09/02 19/09/02
FO Service Tanks FO Filling FO Storage Tanks

3.1.5 TRENDING Start Time and Window Period for Graphs If the element name in a graph window is double-clicked, the area is filled out
under the curve with full colour or with a raster pattern. If normal display is
The UCS 2100 system can display one to five graphs for parameters under After opening a graph window, the operator will be asked to key in a start time desired again, double-clicking the name will cause the curve to be displayed
analysis in the same trend display with individual colours and measuring and a window period. This will occur if the graph window is not defined to as a line. Even though the area is filled out, the curve can still be turned off by
scales. The individual colour is used to separate the ID number, the measuring start with a fixed time specification. clicking the name.
scale, the trend curve and the value for each measurement.
The system always suggests the current time as the start time unless it has The display with a filled area under the curve is particularly useful when
Trend displays that are used often can be accessed directly from the command been defined to start a number of hours before. If the operator does not want having to present analogue alarm channels with a high alarm limit, and low
menu named GRAPH. Trend curves showing values for the previous 24 hours to change this, the time can be accepted by using the RETURN key. The start alarm limit as well as the current value in the same curve picture. The alarm
(maximum 4 days) or part of that period, are based upon the continuously time is the time when the desired graph is to be started, while the window areas can be displayed as ‘belts’ and the element’s current value as a line
logged data. A Trend display for a period exceeding the last 24 hours period is the length of the time axis which is to be displayed in the graph field. between these two belts.
(maximum 4 days) is based upon the compressed values. The length can also be changed by the operator before the activation.
Regardless of the selection of the graph form, the zoom and pan functions are
Parameters, which are not predefined for logging, may be displayed during A start time which goes back in time up to 90 days can be determined. This the same.
online data collection, initiated on the request of the operator. There is also a requires that the relevant data is still accessible on the hard disk. When the
zoom function available, selected by pointing out the area required using the start time and period length, which are to be displayed, have been keyed in the
trackball. RETURN key must be activated. Hereafter, the GOS will retrieve and work up Graph Data in Table Format
data in order to draw the desired graph on the screen. As the new values accrue
Trend curves can be saved as a file on the PC hard disk or printed as screen It is possible to obtain a complete list of all of the values which are used for
to the system the graph will be updated.
dumps for subsequent printing or analysis. The data used for the trend displays the graph drawing. This is achieved by a double-click on the ruler symbol,
are accessible on the Graphic Operator Stations (GOS) and can be printed in whereafter a window, containing the recorded values in table form, is opened.
tabulated form on a printer. Error Messages in Connection with Graph Generation The values are presented in table form together with date and time for their
recording.
The SHOW GRAPH function is used for setting up a graph-diagram. The If, within the selected time period, there has been a period in which data has
graph pictures can be particularly helpful in identifying and analysing the not been collected, or in which data has later been deleted, an error message The table is displayed for each element variable on the graph window. The
operating disruptions. Additionally, it can be helpful by providing a visual appears on the screen. This means that the drawn graph is not complete since table is framed with a line which has the same colour as the column on the
evaluation of changes of the process values, just as the graphs are an important data cannot be found for the entire period. The message is displayed if data for graph window.
tool in connection with the documentation of the vessel’s operation. In the a whole hour is missing. If data for less than a whole hour is missing it will be
shown in the graph by horizontal lines. The up and down buttons located at the bottom of the window, are used to
individual configuration, a number of graph windows can be configured, each
scroll up and down in the table (ie. backwards and forwards in time).
one displaying graphs of up to 5 variables of predetermined element values.
Changing the Presentation of a Graph Display
If the operator selects one or more elements, the graph diagram will
automatically include these. More than one element can be selected by keeping During monitoring the display of the graphs can be changed in a number of
the SHIFT key pressed when selecting the elements. Regardless of how it is different ways. The display of one or more of the (up to five) graphs can be
opened, a graph window has a fixed position and size on the screen. removed from the graph window. This is done by clicking the element name
in the upper part of the window. The name will now be displayed with a weak
The fixed definition graph can be selected from the menu Graphs by clicking type, and the accompanying graph is closed.
on the required graph name. The Graphs menu can contain up to 19 graph
displays. The graph can be retrieved by clicking the element name again, or by clicking at
a field placed just to the right for all the graph names. Being able to deactivate
If no elements are selected when the operator activates the SHOW GRAPH one or more graph displays can, for example, be helpful in situations where
function, a box will appear showing a list of all elements in the system. From two graphs completely or partially cover one another, or in situations where
the list up to five elements can be selected which are displayed simultaneously one of several graphs is desired to be examined more closely or even printed
in the graph-diagram. separately.

3.1.6 UMS - MANNED HANDOVER g) Inform the first engineer of any plant defects. He will then
decide if they should be included in the present day’s work
The following procedures are carried out when changing over to manned list.
operation:
h) The first engineer delegates the work list and discusses relevant
safety practices.
Due to Alarm Initiation
a) When summoned by the extension alarm system, the duty i) The duty engineer should be aware of all the maintenance being
engineer proceeds to the ECR. carried out and should be informed of any changes to the day’s
schedule.
b) Inform the bridge of manned condition and the alarm cause.
j) The duty engineer can then proceed with his normal tour of
c) Switch watchkeeping control to the ECR. inspection.
d) Rectify the alarm condition. If necessary call for assistance.
(Note: If an engineer enters the engine room in response to an alarm it is

important that other people are made aware of the presence of an
engineer in the machinery space. If an engineer needs to leave the
control room, after responding to an alarm during a UMS period, the
bridge must be informed.)
Normal Handover
a) The duty engineer proceeds to the ECR.
b) Inform the bridge of manned condition.
c) Switch watchkeeping control to the ECR.
d) Examine the data logger printouts generated during the UMS

period.
e) Undertake the watch routine taking actions as necessary to

maintain the engine room machinery in a safe and efficient
working condition. Ensure that all ship safety systems are
functioning and if any monitored system is not functioning the
back-up system must be operated.
f) Hand over to the oncoming duty engineer, discussing any

irregularities. Ideally all handover information should be
presented in written as well as verbal form. This may include
notes on the computer system or written on the notice board
in the control room. The incoming duty engineer must have
sufficient information to enable him to fully understand the
present operating status of all machinery, the circumstances
under which that machinery is operating and any likely events
which might occur during the next period of duty, such as fuel
pumping or bunker transfer.

3.2 Engine Control Room, Console and Panels
Illustrations
3.2a Engine Control Room Layout
3.2b Engine Control Room Console

Illustration 3.2a Engine Control Room Layout
16 SD 6 SD 6 SD 6 22 23
13
20
Toilet
1
30
SD 6 TD 7 SD 6
3 15 15 24 24 24
20 20 20 20 15
15
27
Lyngso Marine
O C 2
14 20
21 3
Lyngso Marine
29
1
Lyngso Marine
Lyngso Marine
32 33 15 27
2 31
24
18 25
21 5 19 4 28 10 10 10 10 8 12 11 9
26 25 17
Escape Elevator
Trunk Trunk Up
Key
1 - Main Switchboard 11 - Jotun IPCC Monitoring Unit 21 - Fire Extinguisher 31 - Colour Printer
2 - Engine Room Control Console 12 - EGS 2000 Cabinet 22 - UPS Panel, Battery Charger and 24V Distribution Board 32 - PC, Monitor and Keyboard
3 - Unit Cooler 13 - I.C.C.P Rectifier Aft 23 - Battery 33 - Photocopier
4 - Speaker 14 - Desk 24 - Cabinets Containing Equipment Manuals
5 - Clinometer 15 - Chair 25 - Sign Board
6 - Smoke Detector 16 - Filing Cabinet 26 - Sign Board (Bunkering)
7 - Thermal Detector 17 - Sounding Board 27 - Steel Table
8 - Torch and Charger 18 - Boot Rack 28 - Mist Detector Control Panel and Connection Box
9 - Main DMS Cabinet 19 - Signal Lamp Column 29 - Eye Wash and First Aid Kit
10 - Main UMS/UCS Cabinets 20 - Air Diffuser 30 - Safety Notices

3.2 ENGINE CONTROL ROOM, CONSOLE AND PANELS The main control and operating console contains: Graphic Operator Station (GOS)
• Manoeuvring telegraph
The engine control room is situated in the engine room at the second deck There are two Graphic Operator Stations (GOS) together with associated
forward. The engine control room contains all the necessary equipment • Engine manoeuvring system keyboards and trackball pointing devices. The GOS displays indicate alarms,
and controls to permit the centralised supervision of machinery operations. • Main engine local panel mimic displays, generator conditions, trending and other operating conditions
Automatic and remote control systems are provided to allow the machinery for the main engine and auxiliary machinery as explained in section 3.1.2.
spaces to run unattended at sea and in port during cargo operations. In the main • Main engine speed indicator
control room is the electrical switchboard which contains the main panels for • Main engine fuel pump mark indicator An alarm printer is located in the control room and this is used for printing
the generator engines, basic transformers and reefer transformers. alarms as they occur and alarm lists as required. The log may also be printed
• DMS 2100 panel
on demand on the log printer.
The main engine control room contains the following: • UMS 2100 panel
• Main engine control and operating console • DPS 2100 panel
• Main switchboard • EGS 2100 panel Main Electrical Switchboard
• Computer work stations • Main engine torsionmeter panel The main switchboard is located in the engine control room. Details of the
• UCS 2100/UMS 2100 outstation • Alarm panel main electrical switchboard are given in section 2.13 of this manual.
• UCS 2100/UMS 2100 cabinet • Fuel tank level and temperature gauges
• DMS 2100 cabinet • Starting air pressure gauge
• EGS 2100 power unit • Turbocharger speed displays
• Cathodic protection system monitoring panel (ICCP) • Main engine lubricating oil pressure gauges
• ICCP rectifier aft • Main engine cooling water pressure gauge
• Clinometer • Main engine scavenge air pressure gauge
• Instruction books cabinet and shelves • Main engine fuel oil viscosity controller
• Filing cabinet for drawings • Boiler gauges and emergency stop pushbutton
• Tank sounding board and notice board • Central cooling system pressure gauge
• Air conditioning units • Steering gear panel
• Battery charger and battery • Generator instruments
• Oil mist detector cabinet • Synchroscope
• Ship’s computer, keyboard and printer • Generator emergency stops
• Fire safety plan • Fin stabiliser control unit
• Smoke and thermal detectors • Fire repeater panel
• Desk • Fire extinguishing panel
• Chairs • Cargo hold bilge mimic display
• Blackboard • Telephone and sound powered telephone
• Fire extinguisher • Microphone for public address (PA) system
• Pushbutton for elevator

Illustration 3.2b Engine Room Control Console
24 23 22 16 19 52 43 17 40 80
1 3 5 7 9 11 13 34
15 16 20 70
35 38 37 31 72 69
44 42 18
2 4 6 8 10 12 14 51
36 39 32 33 28 21 50 73 74 75 76 45 41
71
48 27 59 77 Lyngso Marine
26 67 78 79
Lyngso Marine
57
55 56
49
53 66 Lyngso Marine
64 58
1
46 47 60 61 65
54 29 2 C O
62 Lyngso Marine 63
68 81
Key
1 - No.4 Side FO Tank (Starboard) 26 - Main Engine Torsionmeter 51 - Steering Gear Motor 76 - No.4 Generator Engine Emergency Stop
2 - No.4 Side FO Tank (Port) 27 - Basic Alarm Panel 52 - Speed Log Indicator 77 - Main Engine Safety Panel
3 - No.5 Side FO Tank (Starboard) 28 - Main Engine Indication Panel 53 - Test 78 - Control Unit for Stabilisers
4 - No.5 Side FO Tank (Port) 29 - Main Engine ECR Telegraph 54 - Buzzer Stop 79 - Dimmer Alarm Panel
5 - No.6 Side FO Tank (Starboard) 55 - No.1 Keyboard 80 - Fire Alarm Panel for Fire Extinguishing System
6 - No.6 Side FO Tank (Port) 31 - Main Engine Start Air Pressure 56 - No.2 Keyboard 81 - No.2 Trackball
7 - No.7 Side FO Tank (Starboard) 32 - Main Engine Scavenge Air Pressure 57 - Telephone Directory
8 - No.7 Side FO Tank (Port) 33 - Main Engine Control Air Pressure 58 - Manoeuvring Table
9 - HFO Settling/Service Tank 34 - Main Engine LO Inlet Pressure 59 - Public Address Microphone
10 - HFO Service Tank 35 - Main Engine Camshaft LO Pressure 60 - No.2 Auto Telephone
11 - HFO Settling Tank 36 - Main Engine Piston Closing In Pressure 61 - Sound Powered Telephone
12 - MDO Service Tank 37 - Main Engine FO Inlet Pressure 62 - Electric Governor Control Unit
13 - Double Bottom MDO Storage Tank (Starboard) 38 - Main Engine Jacket Cooling Fresh Water Pressure 63 - Main Engine Control Lever
14 - Double Bottom MDO Storage Tank (Port) 39 - Central Cooling Fresh Water Out Pressure 64 - Main Engine Position Changeover
15 - 21" CRT Monitor 40 - Fire Repeater Panel 65 - Engine Control Room Unit
16 - 21" CRT Monitor 41 - Fire Alarm 66 - Patrol Call Man
17 - Clock 42 - Boiler Stop 67 - Cargo Hold Bilge Mimic
18 - Second Adjust Switch 43 - Auxiliary Boiler/Economiser Drum Level 68 - No.1 Trackball
19 - Rudder Angle Indicator 44 - Main Engine Viscosity Controller 69 - Main Engine/Bypass Control Panel
20 - Main Engine RPM Indicator 45 - General Alarm 70 - Main Engine Run Hour Counter
21 - Main Engine Rev Counter 46 - Data Log Printer 71 - Lamp Dimmer
22 - Pump Mark Indicator 47 - Alarm Printer 72 - Synchro TBT
23 - No.1 Turbocharger RPM Indicator 48 - Telephone Directory 73 - No.1 Generator Engine Emergency Stop
24 - No.2 Turbocharger RPM Indicator 49 - No.1 Auto Telephone 74 - No.2 Generator Engine Emergency Stop
25 - No.3 Turbocharger RPM Indicator 50 - Console Power 75 - No.3 Generator Engine Emergency Stop

3..3 Hydraulic Remote Valve Operating System
Illustrations
3.3a Hydraulic Valve Remote Operation System

Illustration 3.3a Hydraulic Valve Remote Operation System
Valves BG-18, BG-19

Located in Cargo Hold
B7 B5 3B2 2B2 1B2 3B1 2B1 1B1
1.2 5 Sets
BHA2 5K-200A 1.8 2 Sets
B6
BA-22, 23, 24, BHA1 5K-125A
Bilge Control Panel BG-18, 19
25, 26
in Engine Control Console in ECR
Solenoid Valve 1.5 2 Sets
P Cabinet BHA2 5K-200A 1.9 2 Sets
BA-37, 38 KC1.2 5K-125A
1.6 2 Sets BG-20, 21
BHA2 5K-200A
BA-39, 41
1.10 1 Set
T KC1.3 5K-200A
1.3 6 Sets
F-30A
BHA2 5K-250A
M M BA-27, 28, 29, 30,
35, 36 1.7 8 Sets
SDD-150 5K-150A
1.4 4 Sets FO-09, 10, 11, 12,
BHA2 5K-250A 13, 14, 15, 16
BA-31, 32, 33, 34
Key Ship's Control Centre
Hydraulic Supply No.5 No.4 No.3 No.2 No.1 Engine Room

Rack Rack Rack Rack Rack
Hydraulic Return
Control and Instrumentation

Ballast and Fuel Oil Valves
Control and Instrumentation

Bilge Valves
Port Under Passageway
1.8 3 Sets 1.8 3 Sets 1.8 3 Sets 1.8 3 Sets 1.8A 5 Set
BHA1 5K-125A BHA1 5K-125A BHA1 5K-125A BHA1 5K-125A BHA1 5K-125A
BG-15, 16, 17 BG-12, 13, 14 BG-09, 10, 11 BG-06, 07, 08 BG-01, 02,
03, 04, 05
Ballast Control Console in SCC 1.14 2 Sets 1.1 4 Sets 1.1 2 Sets 1.13 1 Set (Dangerous C/H
BHAO 5K-50A BRCFO22B1 BRCFO22B1 BHA2 5K-250A Valves)
BG-66, 67 5K-200A 5K-200A BA-59
BA-14, 15, 16, 17 BA-10, 11
1.1 4 Sets 1.1 5 Sets
1.1 4 Sets
BRCF022B1 BRCFO22B1
1.11 2 Sets BRCFO22B1
5K-200A 5K-200A
BHA2 5K-250A 5K-200A
BA-18, 19, 20, 21 BA-01, 02, 03,
FO-19, 20 BA-06, 07, 08, 09
04, 05
1.12 2 Sets
BHA2 5K-250A
FO-21, 22
Cargo Hold

3.3 HYDRAULIC REMOTE VALVE OPERATING SYSTEM The opening or closing of a valve is initiated by pressing the open (green) or Pump cut-in: 135 bar
close (red) pushbutton on the mimic display. Most valves may only be fully
Pump cut-out: 160 bar
Maker: Danfoss Marine Systems Ltd open or fully closed, there are no intermediate positions. Selecting open or close
System pressure: 135- 160kg/cm2 operates a solenoid valve which directs oil from the power pack to the valve Standby pump start: 140 bar
actuator and returns vent oil from the actuator in order to move the valve in the Low pressure alarm: 130 bar
Introduction desired direction.
High pressure alarm: 170 bar
A number of valves throughout the machinery spaces and ship are remotely In the event of failure of the hydraulic system the valves are provided with Low oil level alarm: 50% tank level
operated by hydraulic means from the mimic panels in the ship’s control centre emergency means of operation.
Low oil level No.1 hydraulic pump stop: 45% tank level
and engine control room. Valves are fitted with hydraulic actuator units allowing
the valves to be opened and closed from the control centre via a mimic panel. Some valves may be opened or closed by means of the portable hand pumps Low oil level No.2 hydraulic pump stop: 25% tank level
The valves have valve positioners fitted so that the position of the valve, open which are provided. The portable pumps attach to the emergency connections
or closed, can be seen locally and indicated on the mimic panel. The system also at the solenoid manifold associated with the valve. Some solenoid manifolds
Solenoid valve panels, located in the engine room, house the solenoid valves
has pressure and temperature compensating blocks so that variations in pressure are mounted individually in convenient positions whilst others are located in
which direct oil to their associated valve actuator. The manifolds in the
and temperature which are not produced by the controller are not allowed to manifold boxes, also conveniently situated near the valves in order to reduce the
solenoid valve panels are designed so that individual solenoid valves may be
activate the system. amount of high pressure piping required. The manifold is pressurised by the hand
dismantled and replaced without shutting down the system. There is provision
pump and operation of the individual solenoids allows the valve to be closed
at each panel for connection of a hand pump.
The hydraulic power pack unit operates a number of valve systems as or opened locally. The remaining valves are operated manually by means of an
follows: emergency key which is attached to the valve operating pinion extension.
• Bilge system for cargo holds Valves and Actuator Types
The HFO bunker tank and ballast pump discharge valves with selectable Location Valve No. Actuator Type
• Bilge system for forward part of the ship opening are actuated by means of the selector switch being turned from the N
(neutral) position to the O (open) or C (close) position for as long as it takes to Cargo Hold BA - 01, 02, 03, 04, 05 ,06, 07, 08, 09,
• Ballast system in the engine room 10, 11, 14, 15, 16, 17, 18, 19, 20, 21 BRCF 022 B1
move the valve to give the required degree of opening. These valves may also
• Ballast system outside the engine room be operated by means of hand pumps in an emergency. Engine Room BA - 22, 23, 24, 25, 26 BHA 2
• FO transfer and filling system Engine Room BA - 27, 28, 29, 30, 35, 36 BHA 2
The power pack unit has two bladder accumulators, charged with nitrogen,
and two electric motor driven gear pumps which maintain oil pressure. The oil Engine Room BA - 31, 32, 33, 34 BHA 2
Two main mimic display panels provide buttons for actuation of the remotely reservoir has sufficient capacity to allow compensation for leakage from the
controlled valves together with start and stop buttons for associated pumps. Engine Room BA - 37, 38 BHA 2
system for about five minutes. The pumps are operated by means of pressure
The panel valve open and close buttons are illuminated so that it is possible switches. One pump is set as the operating pump and the other as the standby Engine Room BA - 39, 41 BHA 2
to quickly see when a valve is open or shut. Some valves, HFO bunker tank pump. If the pressure falls to a predetermined value the operating pump cuts in to
filling/suction valves and discharge valves from the ballast pumps have Engine Room FO - 09, 10, 11, 12, 13, 14, 15, 16 SDD 150
restore hydraulic pressure; it cuts out when the pressure has been restored. If the
variable opening and these are operated from the mimic display panels by duty pump cannot maintain pressure, the standby pump cuts in and will cut out Cargo Hold BG - 06, 07, 08, 09, 10, 11, 12,
means of selector switches. The switch is turned to the open or closed position when the duty pump cut-in pressure has been achieved. Switches at the power 13, 14, 15, 16, 17, 18, 19 BHA 1
for as long as required to open or close the valve by a desired amount. The pack control panel allow the pumps to be selected as No.1 duty and No.2 standby
valve opening is displayed on an indicator gauge. The switch is returned to the Cargo Hold BG - 01, 02, 03, 04, 05 BHA 1
or vice versa. The pumps should be changed over each week in order to ensure
neutral position when the final valve position has been obtained. that both power pack pumps achieve approximately equal running hours. Engine Room BG - 20, 21 KC 1.2
Engine Room F -30V KC 1.3
Local manual valves in the systems have pushbuttons, with memory indicators, The hydraulic power pack operating unit has a main switch for each pump
on the panels. Pressing the button has no effect on the valve which is operated Passageway FO - 19, 20 BHA 2
motor starter, which provide on and off positions. The pump selector switch
manually locally, but the indicator shows whether the valve is open or closed enables the pumps to be selected as duty and standby, 1 - 2 or 2 - 1. No. 7 Hold FO - 21, 22 BHA 2
in order that the operator can quickly assess if a pipeline is correctly set.
No.3 Hold BG - 59 BHA 2
Each pump has a power on indicator lamp, a START/RUN illuminated
There is a central hydraulic power pack which provides hydraulic power for pushbutton and a STOP illuminated pushbutton as well as a running meter. No.6 Hold BG - 66, 67 BHA 0
operating the valves. Apart from spring loaded quick-closing valves for fire The power pack unit is in operation continuously so that hydraulic power for
protection with fuel oil, the system ensures that remotely operated valves retain actuating the valves is always available. The pumps only operate when there is
their set positions in the event of hydraulic power failure. a pressure reduction caused by actuation of a valve.

Valves fitted with emergency key opening are: System Valves Valve Identification Valve
BA - 22, 23, 24, 25, 26 Ballast System No.3 DB SW ballast tank port suction/filling valve BA09
BA - 37, 38, 39, 41 Valve Identification Valve No.3 DB SW ballast tank starboard suction/filling valve BA08
BG - 01, 02, 03, 04, 05, 06, 07, 08, 09,10, 11, 12, 13, 14, 15, 16, 17, 18, 19 No.1 ballast eductor sea water line valve BA39 No.2 SW ballast tank port suction/filling valve BA03
BG - 66, 67 No.1 ballast eductor suction valve BA38 No.2 SW ballast tank starboard suction/filling valve BA02
No.2 ballast eductor sea water line valve BA41 No.2 DB SW ballast tank port suction/filling valve BA05
Valves fitted with emergency hand pump connections are: No.2 ballast eductor suction valve BA37 No.2 DB SW ballast tank starboard suction/filling valve BA04
FO - 09, 10, 11, 12, 13, 14, 15, 16, 21, 22 No.1 ballast pump overboard discharge valve (variable) BA34 No.1 deep water ballast tank centre BA01
BG - 20, 21, 59 No.1 ballast pump tank filling valve (variable) BA32
FO Transfer/Filling System
BA - 22, 23, 24, 25, 26, 27, 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, 38, 39, 41 No.1 ballast pump sea suction valve BA30
F - 30V No.1 ballast pump ballast tank line suction valve BA28 FO overflow tank alarm chamber outlet valve F30V
No.2 ballast pump overboard discharge valve (variable) BA33 No.4 port HFO bunker tank filling/suction valve (variable) FO10
Solenoid Valves No.2 ballast pump tank filling valve (variable) BA31 No.5 port HFO bunker tank filling/suction valve (variable) FO12
No.2 ballast pump sea suction valve BA29 No.6 port HFO bunker tank filling/suction valve (variable) FO14
In order to reduce the amount of high pressure pipework required for the
system valve high pressure supply and return mains run through the ship and No.2 ballast pump ballast tank line suction valve BA27 No.7 port HFO bunker tank filling/suction valve (variable) FO16
the actuators operate by means of short small bore pipes connected to the main No.1 ballast eductor suction valve BA38 No.4 starboard HFO bunker tank filling/suction valve (variable) FO09
system. Solenoid valves, controlled by signals from the mimic panel open and
Port/starboard ballast main suction crossover valve BA36 No.5 starboard HFO bunker tank filling/suction valve (variable) FO11
close buttons, direct pressure oil to the valve actuator when its panel button is
pressed. Aft peak tank suction/filling valve BA26 No.6 starboard HFO bunker tank filling/suction valve (variable) FO13
No.8 SW ballast tank port suction/filling valve BA25 No.7 starboard HFO bunker tank filling/suction valve (variable) FO15
Solenoid valves for operating the hydraulic actuators are located in valve
control unit racks situated at different locations. The valve control units are No.8 SW ballast tank starboard suction/filling valve BA24 No.4 port HFO bunker tank direct filling valve (variable) FO20
placed conveniently for valves in a particular area in order to reduce the No.7 port HFO bunker tank direct filling valve (variable) FO22
No.7 DB SW ballast tank port suction/filling valve BA23
amount of pipework required.
No.7 DB SW ballast tank starboard suction/filling valve BA22 No.4 starboard HFO bunker tank direct filling valve (variable) FO19
Solenoid rack cabinets are located in the port engineering passageway except No.7 starboard HFO bunker tank direct filling valve (variable) FO21
No.6 SW ballast tank port suction/filling valve BA19
for the solenoid rack cabinet located in the engine room next to the hydraulic
power pack unit. No.6 SW ballast tank starboard suction/filling valve BA18
Cargo Holds Bilge System
No.6 DB SW ballast tank port suction/filling valve BA21
Some valve solenoid units are provided with indicators showing the position No.1 hold centre bilge suction valve BG01
of the valve with which it is associated. No.6 DB SW ballast tank starboard suction/filling valve BA20
No.5 SW ballast tank port suction/filling valve BA15 No.2 hold centre bilge suction valve BG02
Screw on connectors are available at each rack for attaching hand pump pipes, No.2 hold starboard bilge suction valve BG03
No.5 SW ballast tank starboard suction/filling valve BA14
the hand pump is used in the event of failure of the main hydraulic power pack
and allows a valve to be opened or closed. Adjustment screws are fitted at the No.5 DB SW ballast tank port suction/filling valve BA17 No.2 hold port bilge suction valve BG04
racks to allow for regulation of the valve opening/closing speed. Once set there No.3 hold centre bilge suction valve BG05
No.5 DB SW ballast tank starboard suction/filling valve BA16
should be no need to adjust these settings.
No.4 DB SW ballast tank port suction/filling valve BA11 No.3 hold starboard bilge suction valve BG06
No.4 DB SW ballast tank starboard suction/filling valve BA10 No.3 hold port bilge suction valve BG07
No.3 SW ballast tank port suction/filling valve BA07 No.4 hold centre bilge suction valve BG08
No.3 SW ballast tank starboard suction/filling valve BA06 No.4 hold starboard bilge suction valve BG09

Valve Identification Valve System Checks
No.4 hold port bilge suction valve BG10 • Check the lamps in the system daily
No.5 hold centre bilge suction valve BG11 • Check the oil level in the power pack tank each week
No.5 hold starboard bilge suction valve BG12 • Check for system leaks if the power pack tank level falls
No.5 hold port bilge suction valve BG13
Each week change over the pumps in order that the running hours are
No.6 hold centre bilge suction valve BG14
approximately equal for each pump.
No.6 hold starboard bilge suction valve BG15
No.6 hold port bilge suction valve BG16 Every three months take samples of oil from the system for analysis.
Starboard fin stabiliser bilge suction valve BG66

Port fin stabiliser bilge suction valve BG67
No.7 hold centre bilge suction valve BG17
No.7 hold starboard bilge suction valve BG18
No.7 hold port bilge suction valve BG19
No.8 hold forward bilge suction valve BG21
No.8 hold mid bilge suction valve BG20
Procedure for Operating the Remote Closing Valve System
a) Ensure that the oil system is fully charged and that there are no
leaks evident.
b) Ensure that there is power at the control panel and turn the main
switch for both motors starters to the ON position and check
that the power on lamp is illuminated in each case.
c) Turn the selector switch to the desired position to selected the

duty and standby pumps; 1 - 2 or 2 - 1. There is also an OFF
position for the switch which allows for both pumps to be
turned off.
d) The duty pump will operate and pressurise the system.
e) Check the system for leaks and check that the duty pump stops
at the correct pressure. The duty pump will operate to maintain
system pressure but if it cannot the standby pump will start.
f) The system is operational.
g) Operate the valves as required at the mimic panels.

PART 4: EMERGENCY SYSTEMS
4.1 Fire Hydrant System
Illustrations
4.1a Fire Hydrant System (Engine Room)
4.1b Fire Hydrant System (Accommodation and Deck)
Part 1
System Description
Illustration 4.1a Fire Hydrant System (Engine Room) BF-57V (D deck)
To Port Accommodation HB Key
Block Fire Hydrants
D - Deck Fire Water
To Starboard Accommodation
HB Block Fire Hydrants
BF-36V BF-104V Sea Water
BF-71V (B deck)
B - Deck Bilges
HB
BF-69V BF-31V
Hydraulic Oil
BF68 Main Deck Main Deck
Aft Mooring Deck To Port To Starboard To Starboard Domestic FW

HB Deck Fire Main Deck Fire Main Deck Fire Main
PI PI
BF-38V
BF85 BF-33V Port Under Passageway BF86 BF-32V Starboard Under Passageway
Steering Gear
Room
BF-48V (2nd deck)
HB BF-37V HB
HB
HB
BF-47V (2nd deck) Hydraulic
Actuator
BF-72V (3rd deck)
3rd Deck BF-46V
BF-45V (3rd deck) 3rd Deck
(3rd deck Starboard To Water
HB Generator Room) Mist System
HB D47V
HB BF-41V
BF-42V (Floor) BF-43V
(Floor) HB
From Domestic FW (Floor)
HB
Hydrophore System
D22V B61V
B33V
B42V
B11V B35V B8V B34V
B39V From Hold Bilge

B37V
Stripping Pump
HB From
No.1 Bilge, Fire
Ballast Eductors
and GS Pump Hydraulic Hydraulic
BF-44V 310/90m3/h PI Actuator No.2 Bilge, Fire PI Actuator
Fire Hydrant in x 30/90mth
and GS Pump
Shaft Tunnel 310/90m3/h
B38V CI
x 30/90mth CI
B.F.C.C.
B7V B36V Control
Panel
Local Hydraulic
B4V
Actuator
V-2V
Local
S29V B1V B73V B5V B2V B3V S34V
S35V
S22V Bilge Main
Suction
Port High
S31V Sea Water Crossover Pipe
Sea Inlet
Chest
Forward Port From Hold Forward Starboard S28V V-1V
S30V
Direct Bilge Suction Bilge Collecting Tank Direct Bilge Suction S21V
Starboard Low Sea
Inlet Chest

PART 4: EMERGENCY SYSTEMS The bilge, fire and GS pump suction and discharge valves are three-way No.1 Bilge Fire and General Service Pump
hydraulic valves, the valves are interlocked in such a way that is its not
possible to draw water from the bilge system and discharge it into the fire Position Description Valve
4.1 FIRE HYDRANT SYSTEM
main. The suction three-way valve is fitted with a microswitch which when Set Pump suction valve B38V
activated from a indicator arm sends the signal indicating which pump is set
Open SW main suction valve B7V
Introduction for fire fighting duty.
Closed Bilge main suction line valve B5V
Fire safety plans are located on the upper deck on the port and starboard sides
Secondary (Emergency) Fire Pump Closed Engine room port direct bilge suction valve B1V
of the ship near the accommodation ladder. This enables shore fire parties
arriving at the ship using either accommodation ladder to see the layout of the Maker: Shinko Industries Inc. Closed Hold bilge collecting tank suction valve B73V
ship. These plans must not be removed from the locations and checks must Model: RVP130MS Closed Pump discharge to overboard B11V
be made at frequent intervals to ensure that they are there and that they are
Type: Centrifugal, self-priming; electric motor driven Set Pump discharge valve B39V
complete. A fire plan is also located in the fire locker located next to the ship’s
control centre on the starboard side of A deck. Capacity: 72m3/h x 90mth
Open Pump discharge to fire main B35V
Two international shore connectors to the fire main allowing shore hoses to be The secondary (emergency) fire pump supplies the fire main only. It is an (Note: Valves B38V and B39V are interlocked and are hydraulically
connected are stored in the fire control station in the SCC. electrically driven self-priming vertical centrifugal pump which is situated in the operated together.)
bow thruster room. Its power supply is taken from the emergency switchboard,
The fire hydrant and wash deck system can supply sea water to: P-EM-3. The pump can be started locally, in a switch box located on the
breakwater bulkhead adjacent to the entrance hatch to the bow thrust/secondary No.2 Bilge Fire and General Service Pump
• The fire hydrants in the engine room
fire pump room, or remotely from the bridge and the fire control station in the Position Description Valve
• The fire hydrants on deck SCC.
Set Pump suction valve B36V
• The fire hydrants in the accommodation block
(Note: It is essential that all fire hoses are stored correctly and that the nozzles Open SW main suction valve B4V
• Hawse pipes are located with the hoses. All items must be maintained in serviceable
condition at all times.) Closed Bilge main suction line valve B3V
• Forward bilge eductor system in the Bosun’s store
Closed Engine room starboard direct bilge suction valve B2V
The following pumps can supply the fire and wash deck system: Closed Pump discharge to overboard B8V
Preparation for the Operation of the Fire Hydrant System
Set Pump discharge valve B37V
Bilge, Fire and General Service Pump a) Ensure the deck main isolating valve in the engineers’ under
passageway port and starboard are open (normally locked open). Open Pump discharge to fire main B34V
Maker: Shinko Industries Inc.
No. of sets: 2 (Note: Valves B36V and B38V are interlocked and are hydraulically
b) All hydrant outlet valves must be closed. operated together.)
Type: Vertical centrifugal, self-priming
Model: RVP200MS c) Set up the valves as shown in the table below:
d) Start the selected bilge, fire and general service pump to supply
Capacity: 319/90m3/h at 30/90mth
It is assumed that the SW main suction valves at the SW valve chest(s) are water to the fire main. The pumps may be started locally, from
open to provide SW suction, the forward ring main isolating valves BF101 and the fire station or the bridge.
One bilge, fire and general service pump is normally set so that it can supply
BF102 are open and that the discharge valve from the secondary fire pump is
water to the fire main. The bilge, fire and general service pumps can be started e) Open the desired hydrant valves on the fire main after connecting
open:
locally, the bridge and fire control station which is located in the SCC. At these the fire hose.
pump start/stop positions, the pump that is set up in FIRE MODE is indicated
by a lamp. The pumps for fire fighting duties take suction from the main sea Engine room isolating valve BF33 BF32
water crossover line in the engine room. The duty fire pump will also act as Isolating valve to accommodation BF69 BF31
a back-up supply for the water mist system in the engine room. When the
duty pump is switched to AUTO START, it will supply the water mist system
through the cross connection control valve in the event that the water mist
pump does not deliver the required pressure, or if the pump is set to STOP at
the system control panel and two fire detector heads are activated.

Illustration 4.1b Fire Hydrant System (Accommodation and Deck)
HB HB
BF65 BF64 Navigation / Bridge Deck
HB HB
BF63 BF62
F - Deck
To Swimming BF100
HB BF61 HB
Pool BF60
E - Deck
HB HB
BF59 BF58
D - Deck
HB HB
BF56 BF55
C - Deck
Key
HB HB Fire Water
BF54 BF53 B - Deck
HB HB Deck Penetration
BF52 BF51
A - Deck
HB HB HB Hose Box
BF50 BF49
Main - Deck
Port Side Starboard Side
Upper Deck Upper Deck
BF69 BF31
PI BF29
BF68 BF85 HB HB HB
Passageway Port
Aft BF28 BF22 BF16
BF38 BF33
Mooring BF83 BF81 BF79 BF77 BF75 BF73
Deck HB
To Bilge
HB HB HB HB HB HB Eductor
HB
BF36 BF104 BF30 BF26 BF24 BF20 BF18 BF14 BF12 HB
HB Engine Room
BF44 BF102 BF05
Down To
Hydrant BF02
Steering
Valve in
Gear No.7 Hold No.6 Hold No.5 Hold No.4 Hold No.3 Hold No.2 Hold No.1 Hold
Shaft Tunnel HB BF03
Room No.8 Hold From Engine Room
Fire, Bilge
BF37 and GS Pumps BF01
BF11 BF101
HB HB BF34 BF103 HB HB HB HB HB HB
BF28 BF25 BF23 BF19 BF17 BF15
PI HB
BF35 BF84 HB BF82 BF80 HB BF78 HB BF76 BF74

BF32
BF27 BF21 BF13 BF19
Passageway Starboard
BF85
HB
BF10
BF09
Secondary Fire Pump BF09
BF07
72m3/h
Located in the Bow
Thruster Compartment

Deck fire hydrant valves are located as follows: Engine Room Fire Hydrants
Location Hydrant Valve Port Forward Starboard
Main deck Port Starboard Floor BF42 BF41 BF43
Mooring deck aft BF38 3rd deck BF46 BF72 BF45
Accommodation block forward BF30 BF28 2nd deck BF48 BF47
No.8 hold aft BF36 BF34 Engine room casing B deck BF71
No.8 hold forward BF104 BF103 Engine room casing D deck BF57
No.7 hold forward BF36 BF25 Engine room shaft tunnel BF44
No.6 hold forward BF24 BF28
No.5 hold forward BF20 BF19 Secondary (Emergency) Fire Pump
The secondary (emergency) fire pump supplies the fire main only. It is an
electrically driven self-priming vertical centrifugal pump which is situated in the
bow thruster room. Its power supply is taken from the emergency switchboard,
Location Hydrant Valve P-EM-3. The pump can be started locally, in a switch box located on the
breakwater bulkhead adjacent to the entrance hatch to the bow thrust/secondary
Main deck Port Starboard
fire pump room, or remotely from the bridge and the fire control station in the
No.2 hold forward BF12 BF11 SCC.
Suction and discharge valves from this pump are locked open so that the pump
Mooring deck forward BF04 BF03 can be started and can supply water to the fire main immediately.
Passageway by No.7 hold BF28 BF27
The secondary fire pump located in the bow thruster room has its own sea
Passageway by No.5 hold BF22 BF21
water suction valve chest with the manual valve BF07 locked open, this valve
Passageway by No.3/2 hold BF16 BF13 is operated via an extended spindle. The secondary fire pump non-return
discharge valve BF08 should be kept open. The sea chest also has an air weed
Steering gear room BF37
blow facility which is kept shut in normal operations. The discharge from
the secondary fire pump links into the fire main in between the two forward
Location Hydrant Valve isolating valves BF102 and BF103 which are located in the bow thrust/
secondary fire pump access trunking at the second level down.
Accommodation Block Port Starboard
Main deck BF50 BF49
A deck BF52 BF51
B deck BF54 BF53
C deck BF56 BF55
D deck BF59 BF58
E deck BF61 BF60
F deck BF63 BF62
Navigation bridge deck BF65 BF64
To swimming pool BF100

4.2 CO2 Fire Extinguishing System
Illustrations
4.2a CO2 Fire Extinguishing System
Part 1
System Description
Illustration 4.2a CO2 Fire Extinguishing System
Fire Control Station A
1 2
To Free Air A Release A
Engine Room A V I II III IV Hold
PI Box V
Release
CO2 Cylinders
8.04 Litres
To Free Air
Engine Room
1 2 A
A A
A V I II III IV Hold
PI V
Release Release
Box Box
PS
CO2 Cylinders
8.04 Litres
To Fire
Control Station
Time Delay Cylinder Three-Way Diverter Valves
Set to 60 Second for Cargo Hold Injection
Shuttle Shuttle Shuttle Shuttle Shuttle Shuttle Shuttle

Valve Valve Valve Valve Valve Valve Valve
Distribution Valve
for Engine Room
Distribution Valve
for Holds
Shuttle Shuttle Shuttle PI Shuttle
Valve Valve Valve Valve
Pilot Pilot Pilot Pilot Pilot

Cylinder 39 Cylinders Cylinder 76 Cylinders Cylinder 58 Cylinders Cylinder 34 Cylinders Cylinder 27 Cylinders Air Connection Testing Point
Block IV Block III Block II Block I

4.2 CO2 FIRE EXTINGUISHING SYSTEM Central Bank CO2 System Control Box Positions
Maker: Unitor (Ginge-Kerr) The central CO2 bank which is located in the CO2 room on the upper deck Discharge of the CO2 is manually operated from a control box. There are
Type: High pressure starboard side, consists of 234 cylinders, each containing a 45kg CO2 charge. control boxes connected to the central bank system. These are located as
Capacity: 234 cylinders each containing 45kg follows:
These cylinders are connected to discharge nozzles within the protected spaces
Spaces protected: Engine room, engine control room, cargo holds via cylinder manifolds and distribution pipework. The distribution pipes in the In the Fire Control Station
hold spaces are also used as detection pipes for the smoke detection system and
Introduction • Master control box for engine room CO2 release
operation of three-way valves is required to change from the normal smoke
Dependent upon the application, CO2 is normally employed at levels of detection mode to CO2 release mode. The smoke detector three-way valves are • Master control box for cargo holds CO2 release
between 35% and 50% by volume to produce an oxygen deficiency and thus located in the fire control station in the ship’s control centre on A deck.
extinguish a fire. This level of oxygen reduction is also capable of causing
A pressure gauge and pressure switch are fitted to the main CO2 manifold. In the CO2 Cylinder Room
asphyxiation. Fixed systems are therefore designed to include safeguards
which prevent the automatic release of the CO2 whilst the protected area • Master control box for engine room CO2 release
The system is designed to discharge the required number of cylinders into each
is occupied. The users of portable extinguishers should ensure that there is
space as indicated in the table on the following page: • Master control box for cargo holds CO2 release
sufficient air to breathe normally. CO2 is not generally regarded as having a
high intrinsic toxicity and is not normally considered to produce decomposite
CO2 Requirements From the fire control station the CO2 cylinders are released remotely but in the
products in a fire situation.
CO2 room they can be released remotely and manually.
The amount of CO2 required to be carried on board the vessel depends upon the
CO2 cylinders are fitted with safety devices to relieve excess pressure caused volume of the largest protected compartment. The largest hold is 16,315.6m3
by high temperatures. To avoid these operating, it is recommended that and at a concentration of 30% by volume of CO2 that would require 8,740.5kg Alarms
cylinders are located in areas where the ambient temperature will not exceed of CO2, or 195 cylinders each containing 45kg. The engine room, including the
46°C. Cylinders must not be stored in direct sunlight. control room and engine room casing, has a volume of 14,704.8m3 and for a Various alarms are connected to this system to give warning of CO2 discharge.
CO2 concentration of 40% would require 10,503.43kg of CO2, or 234 cylinders They are installed as follows:
CO2 may cause low temperature burns when in contact with the skin. In such
each containing 45kg. • Engine room including the engine control room
cases the affected area should be thoroughly irrigated with clean water and
afterwards dressed by a trained person. • Cargo holds
If the release of CO2 is authorised, all 234 cylinders are released into the engine
room. For cargo hold CO2 release, the number of cylinders used depends upon
WARNING They are initiated via a heavy duty relay from switches mounted on the control
the hold and whether it is full or empty; this is covered below in the operation
DANGER OF ASPHYXIATION box doors, on control valves and on main CO2 release valves.
of the cargo hold system.
WARNING
Pilot CO2 cylinders are used for activating the release of the main CO2 Engine Room Control Box
Re-entry to a CO2 flooded area should not be made until the area has been
cylinders. Two pilot cylinders are located in the CO2 room and two in the fire
thoroughly ventilated. The system is operated by a supply of CO2 separate from the main fire
control station; one cylinder at each location is a standby cylinder.
extinguishing CO2. This is stored in two 5.4kg pilot cylinders which is
System Description Distribution Valves
installed adjacent to the control boxes at the fire control station and in the CO2
room. The control cylinders are connected to the main pilot system pipework
via isolation valves installed within the control box, both for the engine room
Areas Protected A distribution valve is installed into the CO2 discharge pipework between
and cargo hold system.
the CO2 manifold and the discharge nozzles to direct the CO2 gas into the
The central bank CO2 system installed in the ship protects the following
space where the fire is located. The distribution valve is opened when the CO2
areas: For the engine room system isolation valve No.1 is connected via small bore
system for a particular space is activated. The following sizes are used for each
• Engine room including the engine control room pilot gas pipework to the cylinder bank to open cylinders via a time delay unit.
space and are located in the CO2 room:
Isolation valve No.2 is used to direct pilot gas to open the distribution valves
• Cargo holds No.1 to 8 6 inch for engine room CO2 discharge to the engine room. The isolation valves are positioned so that the control box
0.75 inch for cargo hold discharge door cannot be closed with the valves in the open position. It is also arranged
that the control box door will operate a switch when it is in the open position,
to initiate audible and visual alarms. When the engine room system isolation
valves are operated, the engine room fans are automatically tripped.

Cylinder
Release Unit
Smoke Sampling Smoke
Point Sampling Line
CO2 Control Release CO2 Control Release CO2 Control Release
Cylinders Cabinet For Engine Room Cabinet For Cargo Holds
CO2 Cylinder Release
Pressure
Switch
CO2 Release Control in the CO2 Room
Typical Cargo Hold Smoke Sampling Line Test Point
Testing Point for Smoke

CO2 Timer Unit For Engine
Sampling Line
Room Cylinder Gang Release
CO2 Timer Release Unit and Cylinder

Machinery CO2 Trips d) Open the valve on one of the control cylinders to release pilot Cargo Hold System
CO2.
No.1 engine room ventilation fan (reversible) P-GS1-9 Discharge of CO2 to the cargo holds is via a diverter three-way valve block to
No.2 engine room ventilation fan (reversible) P-EM-2 e) Pull down the control valve handle (1) which directs pilot gas to any cargo hold.
the delay timer device.
No.3 engine room ventilation fan P-GS2-9 Diverter valves are used where the CO2 system is combined with a smoke
No.4 engine room ventilation fan P-GS1-8 f) Pull down the control valve handle (2) which directs pilot gas to sampling system protecting the cargo spaces, when CO2 gas is required to be
open the pressure distribution valves. injected into a cargo hold space then it is redirected down the smoke sampling
No.1 main engine auxiliary blower P-1M-5 lines to the cargo space affected.
No.2 main engine auxiliary blower P-2M-3 After the time delay has run down, the charge in the time delay cylinder is
directed to each of the section pilot operating cylinders in the main gang which Control Box (Cargo System)
No.3 main engine auxiliary blower P-1M-5
in turn releases the remaining gang of cylinders. Extinguishing CO2 gas is now
Port engine control room unit cooler P-1M-3 released from the main cylinder bank to the engine room nozzles. The system is operated by a supply of CO2 separate from the main fire
extinguishing CO2. This is stored in two 5.4kg pilot cylinders which is
Starboard engine control room unit cooler P-2M-4 installed adjacent to the control boxes at the fire control station and in the CO2
g) After 10 minutes close the pilot cylinder hand wheel valve in
Shaft tunnel ventilation fan P-LS3-10 the remote control cabinet box. room. The control cylinders are connected to the main pilot system pipework
via isolation valves installed within the control box, both for the engine room
Auxiliary boiler P-1M-4
(Note: Allow time for structural cooling before opening the engine room, at and cargo hold system.
A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2 least 24 hours prior to ventilating the CO2 gas.)
pressure. When the control cabinet door is opened either in the fire control station or
WARNING locally in the CO2 room for the cargo system, alarms are sounded in each
Do not enter a CO2 flooded space without using breathing apparatus. hold and the ventilation fans are tripped. Operating the levers I, II, III or
Time Delay Unit IV will direct pilot gas onto the gang release system for how many sections
The pneumatic time delay unit is provided to initiate a time delay between In the unlikely event of pilot gas initiation failure: are required. Operating the HOLD control lever will direct pilot gas to open
actuation of the CO2 injection system and actual injection of the CO2. The the distribution valve, which will direct CO2 to the three-way diverter valve
device is provided for the engine room system and allows time for the alarm a) Proceed to the engine room release box in the CO2 room. With assemble in the fire control station.
to sound before CO2 is actually injected into the engine room. When the time the control cabinet key from the smash box open the control
delay is run down, the CO2 charge from the associated CO2 cylinder is released cabinet, the alarms will sound in the engine room. The engine
room ventilation fans should have already been stopped.
Operating Instructions for the Cargo Hold System
to act upon the pilot cylinders in the main gang. The delay time is set by the
calibrated nozzle and is normally 60 seconds. If the delay valve fails to operate The cargo hold system has two different CO2 release arrangements and the
or a shorter period is need, the time delay unit may be operated in emergency b) Open the valve on one of the control cylinders to release pilot
one used depends upon whether the hold is empty or is filled with containers.
mode by turning the handle to break the seal manually. CO2.
There are four block numbers and these relate to the number of CO2 cylinders
which will be released when the valves are actuated. See the following page
c) Pull down the control valve handle No.1 for the main battery
Engine Room System for block information.
and time delay unit. The switch will initiate the tripping of the
ventilation fans, main engine auxiliary blowers and boiler trip.
a) On discovering a fire, shut down machinery, fuel supplies
and ventilation systems. Close all door ventilators and other d) Pull down the control valve handle No.2 for the distribution
openings, having first ensured that all personnel have been valve. Extinguishing CO2 gas will be released from the main
evacuated and accounted for. cylinder bank to the engine room nozzles after the time delay
period has expired.
b) Take the key from the smash box located at the entrance door
to the ship’s control centre then go to the extinguishing system (Note: Allow time for structural cooling before opening the engine room and
control box in fire control station. ventilating the CO2 gas.)
c) Open the engine room control box door. This will cause
the alarms to sound in the engine room. The engine room
ventialation fans and all dampers must be closed before the
CO2 is released.

Illustration 4.2a CO2 Fire Extinguishing System
Fire Control Station A
1 2
To Free Air A Release A
Engine Room A V I II III IV Hold
PI Box V
Release
CO2 Cylinders
8.04 Litres
To Free Air
Engine Room
1 2 A
A A
A V I II III IV Hold
PI V
Release Release
Box Box
PS
CO2 Cylinders
8.04 Litres
To Fire
Control Station
Time Delay Cylinder Three-Way Diverter Valves
Set to 60 Second for Cargo Hold Injection
Shuttle Shuttle Shuttle Shuttle Shuttle Shuttle Shuttle

Valve Valve Valve Valve Valve Valve Valve
Distribution Valve
for Engine Room
Distribution Valve
for Holds
Shuttle Shuttle Shuttle PI Shuttle
Valve Valve Valve Valve
Pilot Pilot Pilot Pilot Pilot

Cylinder 39 Cylinders Cylinder 76 Cylinders Cylinder 58 Cylinders Cylinder 34 Cylinders Cylinder 27 Cylinders Air Connection Testing Point
Block IV Block III Block II Block I

Block No. Cylinders of CO2 for the cargo holds. CO2 will be directed via the diverter valve Due to the system design it is unlikely that air will flow out of the test point,
into the selected hold. in reality a small vacuum will be developed. This is due the close proximity
I 27 of the test point which is branched off the sampling line at 90° and the fact
II 34 (Note: During the above procedure and until arriving in port, keep all that the sampling head is very close to the test point and has a large change of
openings sealed and directional valves open. Do not open the hatches diameter in relation to the sampling line. This develops a nozzle effect and the
III 58
or other openings of the compartment until arrival in port.) subsequent vacuum being developed at the branch test point. If air is directed
IV 76 down the sampling test point this could in fact indicate that there is a blockage
In the unlikely event of pilot gas initiation failure at the fire control station: at the sampling head.
Holds Filled Holds Empty
a) The three-way diverter valve should already be set for delivery f) When the test of the sampling line is complete, swing the three-
Hold No. Release Block No. Release Block No. of CO2 to the cargo hold on fire. way diverter valve back to the smoke sampling system. Ensure
1 I I + II that the flow indicating ball is raised in the sight tube. Carry
b) Go to the cargo hold CO2 release box in the CO2 room. Carry out the testing of any other smoke sampling lines in the same
2 III 1 + II + III out the same procedure c) to d) as for the operation from the fire manner.
3 III 1 + II + III + IV control station. The smash box key is located next to the control
release cabinet. g) When the last line has been tested, shut off the compressed air
4 IV I + II + III + IV
supply to vent the flexible air hose before it is disconnected.
5 IV I + II + III + IV Indication that a cylinder has released its charge will be shown by snow and Close the test point on the CO2 discharge line. Swing the last
6 IV I + II + III + IV ice developing on the outlet line and the top of the cylinder. three-way diverter valve back to the smoke sampling system.
Ensure that the flow indicating ball is raised in the sight tube.
7 IV I + II + III + IV
Testing of the Smoke Sampling/CO2 Discharge Line
8 II II + III h) Return all blanks on the sampling test points to the closed
position.
Testing of each smoke sampling/CO2 discharge line from each cargo hold must
be done every six months. The process is carried out by directing compressed
Cargo Hold System air down the line to the sampling point in the cargo holds, a test point just Paint and Lamp Store CO2 System
before the sampling point is used to verify that the line is clear.
a) Before operating the extinguishing system, ensure that there are The paint and lamp store is protected by a CO2 injection system which is used
no personnel in the cargo space and all personnel are accounted a) Remove the blank from the test point on the sampling line to be to extinguish any fire which may occur. A single 67.5 litre CO2 cylinder is used
for. Ensure all openings including hatch covers, ventilators, tested. and this is manually release as required. The quantity of gas required for this
ports, sounding pipes etc., connected with the compartment are room is 22.22kg.
sealed. b) In the CO2 room, connect the compressed air supply to the test
point on the cargo hold CO2 discharge line, the test point is The CO2 injection system for the paint and lamp store is operated from a
b) Take the key from the smash box located at the entrance door indicated on illustration 4.2a. cabinet located outside the room. Opening the door of the cabinet activates an
to the ship’s control centre and open the door for the cargo hold alarm in the space and stops the ventilation fan by means of microswitches.
system three-way diverter valves in the fire control station, c) Open the air supply isolating and the system test line valve. Ensure that all personnel have evacuated the room and then close the door to
reposition the three-way diverter valve for the cargo hold on the paint and lamp store and activate the CO2 injection system.
fire by pulling down the lever to redirect CO2 gas down that d) In the SCC open the fire control cabinet door for the smoke
sample line. sampling three-way diverter valves. Personnel should be in CO2 is injected into the paint and lamp store by opening the CO2 cylinder valve
radio communication standing by in the cargo hold at the smoke and the system injection valve which are located in the control cabinet.
c) Using the same key, open the release door for the cargo hold sampling line to verify the air flow.
manifold block; this will cause the alarm to sound in the cargo
holds and the ventilation fans for all holds to be stopped. Open Each cargo hold has two sampling points, one each side, which are towards the
the manifold valve(s) I to IV as required for the required amount outboard ends on the first level down from the access hatch.
of main bank cylinders to be released. Open the ‘hold’ valve
situated on the right hand side of the cabinet. e) The operator in the SCC should swing over the diverter valve
which will now direct the compressed air flow down the
d) Release one pilot CO2 cylinder by opening the pilot cylinder sampling line. In the cargo hold the person standing by can
handwheel valve. Pilot gas will now be directed to release the judge the air flow by listening for the air passing down the
main gang cylinders and to open the pressure distribution valve line.

4.3 Fire Detection System
Illustrations
4.3a Fire Detection System
Part 1
System Description
Illustration 4.3a Fire Detection Panel
Central Unit Panel
Salwico CS3004
POWER ON
FIRE SEC 1 DET 24
FIRE
DISCONNECTION
1 (1)
1 24 D-DK PASSAGE PORT-SMOKE TEST......
ALARM TRANSFER
SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET ALARM
ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel

4.3 FIRE DETECTION SYSTEM Keys Operation MUTE: Fault handling key used to
ALARM MUTE: This key is used to acknowledge acknowledge faults and to mute the
Maker: Consilium Marine the fire alarm and mute the buzzers. buzzers.
Type: CS3004 Salwico Fire Detection System
ALARM RESET: This key is used to reset the fire RESET: Fault handling key used to reset the
alarm. faults.
General Description
ALARMS IN QUEUE: LEDs indicate multiple alarms ON, OFF, TIMER: Operation keys used to choose the
The CS3004 Fire Detection system is a computerised, fully addressable which can be scrolled through using operation to perform.
analogue fire alarm system with analogue detectors. The operating panel, this key. Each alarm is listed in the
control unit and power supply are contained in a central cabinet on the bridge. alphanumeric display. LIST: List handling keys, the LIST key is
There are four detector loops connected to the system. There are also full fire used to open the list function.
alarm panels located in the ship’s control centre and engine control room. Indicators Description The arrow keys are used to scroll
EXT. CONTROL: LED indicating that an external through the lists.
The central unit functions have been divided into four levels to make it easier control output is active.
for operators with different system knowledge to handle it. The lowest level, Indicators Description
Level 1, should be used by an untrained operator and the highest level, Level ACTIVATED: POWER ON: Illuminated when the power is on.
4, should be used by a service engineer. Level 4 will provide the service
engineer with complete information about the status of the system. Each level SECTION/DETECTOR: LED indicating that an alarm reset DISCONNECTION: General disconnection of detectors
to be accessed will require a different pass number to be entered. The system has been attempted but failed. indicator.
guides the operator through all levels with instructions on a four line display.
Additional texts can be defined for each detector or loop unit, ie, information NOT RESET: (Detector still in alarm) TEST: Is lit when the central unit is in test
about the exact location of a unit. The operator can easily change the text. mode.
The Salwico CS3004 comprises a wide range of detectors and sensors to

Operating Panel ALARM TRANSFER: Is lit when the dedicated fire output
suit different needs and conditions. It includes detectors for different alarm is activated (steady light) and is
The operating panel is used for controlling the system and to display extra flashing when the door is open, the
parameters, for example, smoke, heat and flames. Manual call points, short
information in case of a fire alarm. The alphanumeric display is used as a fire output is deactivated.
circuit isolators and timers are connected to the loop where required. A fault
complement to the numeric display on the fire alarm panel, as a communication
in the system or a false alarm is detected immediately since the function of
media when operating the system and to display guiding texts for the function EXTERNAL ALARM: Is lit when an external alarm output
the detectors and other installed loop units are automatically and continuously
keys. Under normal conditions, when the central unit is in normal status, the is disconnected or faulty.
tested.
text ‘Salwico CS3004’ is displayed together with the date and time.
There is a fire alarm repeater alarm unit, type MN3000 fitted in the ship’s DELAY OFF: Is lit when the time delay is
Keys Operation deactivated.
control centre on A deck. This repeater panel allow the ship’s staff to monitor
F1, F2, F3, F4: Function keys, used for choosing
alarms and scroll through alarms in the queue list but not to accept any alarms
functions from the menus in the SYSTEM FAULT: Is lit when a fault occurs in the
or perform any disconnections or reconnections.
display and for entering certain system.
characters with no keys of their
Central Unit Panel own. ABNORMAL COND: Is lit when an abnormal condition
has occurred.
The central unit panel is divided into two parts, the fire alarm panel and the 0-9: Numeric keys.
operating panel. The fire alarm panel is activated when there is a fire alarm
in the system. The operator verifies and supervises the system by using the Correction key: The last key stroke is erased.
different keys and the display on the operating panel.
Return key: The system returns to normal status,
‘Salwico CS30004’ is displayed.
Fire Alarm Panel
The fire alarm panel is activated when a fire alarm is detected on the system. S, D, SD, EA, AD: Command keys used to choose the
The FIRE indicator flashes and the section number and detector address in unit (section/detector no. etc) to
alarm are displayed on the numeric display. operate.

Central Unit Panel
Salwico CS3004
Section 4.3 - Page 2 of 6 POWER ON
FIRE SEC 1 DET 24 1 (1) DISCONNECTION
FIRE 1 24 D-DK PASSAGE PORT-SMOKE TEST......

ALARM TRANSFER
MENU DELAY OFF.....
SYSTEM FAULT..
ALARM MUTE
EXTERNAL FAULT
ALARM
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET SMOKE ALARM
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR

System Operation is presented on the two first lines on the display. Five seconds If no key is depressed for about 60 seconds the display returns to the first non-
after pressing ALARMS IN QUEUE, the first fire alarm is resettable fire alarm. If the fire alarm is reset it disappears from the display
Detection of a Fire Alarm
displayed again. and from the fire alarm list. The display then returns to the next fire alarm or
The FIRE lamp is flashing: A fire alarm is detected in the system. if there are no more fire alarms it returns to normal status, ‘Salwico CS3004’
g) If ALARMS IN QUEUE is pressed when the last fire alarm is displayed. If the alarm does not reset, the reason is displayed on line three.
a) Press ALARM MUTE, to mute and acknowledge the fire is displayed, the first fire alarm is displayed again and the The problem should be investigated. The non-resettable fire alarm is displayed
alarm. ALARMS IN QUEUE indicator goes out for 5 seconds. again.
b) The FIRE indicator stops blinking and becomes steady red. The The LIST key can always be used regardless of system status. Pressing LIST
audible fire alarm, including the internal buzzer, is temporarily Reset Fire Alarm shows the fire alarms one by one on the first line of the alphanumerical display.
silenced when the door is opened and is permanently silenced They can then be reset in the normal way one by one. If the alarm does not
when the ALARM MUTE is pressed. Only one fire alarm can be reset at a time, i.e. the displayed fire alarm. reset, the reason is displayed on line three. The problem should be investigated.
The not resettable fire alarm is displayed again.
c) The section number and detector address in alarm are displayed a) Press the ALARMS IN QUEUE button repeatedly to select the
on the fire alarm panel and on the alphanumerical display on the appropriate fire alarm.
Fault Indication
operating panel.
b) Press ALARM RESET to reset the fire alarm. The system tries The FAULT indicator is flashing and the internal buzzer is sounding. One or
d) The section number and the detector address are displayed on to reset the fire alarm. more faults are detected in the system and the latest fault is displayed on the
the first line and additional information about the location is alphanumeric display. The first line displays the word FAULT, a fault code
displayed on the second line, if provided. c) When a fire alarm is reset it disappears from the display and the followed by the section number, the detector address, and a fault message.
fire alarm is moved to the fire alarm history list. The next fire Additional text is displayed on line two, if provided. The fault codes are listed
ALARMS IN QUEUE lamp is flashing alarm is then displayed or if there are no more fire alarms the in the manufacturer’s manual. Only one fault can be acknowledged at a time.
There is more than one fire alarm in the system. system returns to normal status, ‘Salwico CS3004’ is displayed The internal buzzer is temporarily silenced when the door is opened. Press M
with date and time. in the FAULT field to acknowledge the fault and mute the buzzer.
a) Press ALARM MUTE repeatedly, to mute and acknowledge all
the fire alarms. d) If the fire alarm does not reset the reason is displayed on line The FAULT indication stops flashing and becomes steady yellow. The internal
three. The indicator SECTION/DET NOT RESET is displayed. buzzer is permanently silenced. The fault is placed in a fault list and the
b) The FIRE and ALARMS IN QUEUE indicators stop flashing This could be because the detector still detects high levels of alphanumeric display is erased. The next fault is displayed if there are more
and become steady red when all the fire alarms are muted. The smoke, fumes and/or ionisation etc. The actual detector may faults, otherwise the display is erased and it returns to its previous status. The
audible fire alarm, including the internal buzzer, is temporarily also be faulty and should be investigated. number of faults in the system and the order they occurred is displayed on line
silenced when the door is opened and is permanently silenced three. The fault list can be scrolled through by using the up and down arrow
when the ALARM MUTE is pressed. Fire Alarms That Do Not Reset keys.
A detector that cannot be reset can be listed in two ways. Press the LIST or
c) The section number and detector address in alarm are displayed
on the fire alarm panel and on the alphanumerical display on the
ALARMS IN QUEUE key. To Reset Faults
operating panel.
The ALARMS IN QUEUE key can only list the non-resettable fire alarms if all a) Press LIST to open the list function, (faults can only be reset
fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs are from the fault list).
d) The address of the first fire alarm is displayed on the first line
not lit) and if all faults are acknowledged. If this is not the case, the ALARMS
and additional information about the alarming unit is displayed
IN QUEUE key will only list the fire alarms that are not reset. b) Press F2 to select the fault list. The latest fault is always
on the second line, if provided. The address of the latest fire
displayed first. The fault list can be scrolled through using the
alarm is displayed on the third line and additional information
a) Press ALARMS IN QUEUE repeatedly to select the appropriate list key. The LED on the arrow key is lit if there are more faults
about this unit is displayed on the fourth line. The total number
fire alarm. to be listed.
of fire alarms is shown to the right on line one.
The fire alarm address is displayed on the fire alarm panel and the operating c) Press the arrow keys until the appropriate fault is displayed.
e) Press the ALARMS IN QUEUE button to display the next fire
panel alphanumerical display.
alarm.
d) Press R in the FAULT field to reset the fault. The system
b) Press ALARM RESET. The system tries to reset the fire attempts to reset the fault.
f) The second fire alarm address is displayed both on the fire
alarm.
alarm panel and on the alphanumerical display. The fire alarm

Central Unit Panel
Salwico CS3004
POWER ON
FIRE SEC 1 DET 24
FIRE
DISCONNECTION
1 (1)
1 24 D-DK PASSAGE PORT-SMOKE TEST......
ALARM TRANSFER
MENU DELAY OFF.....
SYSTEM FAULT..
ALARM MUTE
EXTERNAL FAULT
ALARM
CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET ALARM
ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD DELAY R RESET
SECTION / DETECTOR

e) The fault is reset if it disappears from the list. The next fault is g) Continue to define the next disconnection or, if finished, return Selection of detector or a thermal detector follows the same
displayed after about 5 seconds. If the fault list is empty, the text to normal by pressing RETURN. pattern as previously described, except use ‘D’ or F4 followed
LIST EMPTY is displayed, and the system returns to normal by F3 respectively.
status, ‘Salwico CS3004’ is displayed. If the fault is not reset,
the reason is displayed on line three. Investigation is required. Disconnection of an Individual Detector Head c) Press TIMER followed by the time required in hh:mm using the
24 hour clock.
a) Press S to select the section.
Disconnections d) Press OFF to set the disconnection. The section, detector and
b) Enter a section number, eg., 3. time allowed will be indicated on the first line. When the
Different parts of the fire alarm system can be disconnected for instance, section is disconnected the text on line three is changed to
sections, detectors, manual call points, section units, alarm devices, external Press D for a detector followed by the detector address ID ORDER DONE. The DISCONNECTION LED is lit if this is
control devices and loops. This can be useful when there is welding in a number, eg, 6. This would then indicate section 3 detector 6, the first active disconnection in the system.
particular section or removal of detectors is required due to structural shipboard which corresponds to ‘E/R 2ND DK MAIN ENGINE TOP-
work etc. A whole section can be disconnected permanently or for a defined ADDRESS UNIT’.
time interval using the timer function. The disconnected section can only be or To Reconnection of a Detector
reconnected from the ‘Disconnections’ list. Press SD for a smoke detector followed by the detector
address ID number, eg, 13. This would then indicate section 3 The monitoring system must be in standby condition in order to select detectors
When operating the system a mistake can be corrected using the BACK key to detector 13, which corresponds to ‘E/R 2ND DK ECR STBD- or sections to be reconnected.
erase one step at a time backwards. To interrupt the disconnection function and SMOKE’.
return to normal status, press the RETURN key. The system returns to normal or
a) Press either the ON or LIST button. The display will show a
status and ‘Salwico CS3004’ is indicated. Press F4 (menu) followed by F3 for a thermal detector followed
series of lists that can be selected, FIRE ALARM, FAULT,
by the detector address ID number, eg, 16. This would then
DISCONN or MORE.
indicate section 3 detector 6, which corresponds to ‘E/R 2ND
Disconnection of a Whole Section DK ECR CENTER-THERMAL’.
b) Press F3 for DISCONN. A list will be presented on the display,
a) Press S to select the section. c) Press OFF to disconnect the selected detector. When the section the last disconnection the was made will be shown first
is disconnected the text on line three is changed to ORDER along with its identification address and the total amount of
b) Enter a section number. If only a certain type of detector in the DONE. The DISCONNECTION LED is lit if this is the first disconnections that are in the list.
whole section is to be selected for disconnection press one of active disconnection in the system.
the following after having first selected the section number: c) Use the up and down arrow keys to scroll through the list until
the selected detector is displayed. The LED on the arrow keys
Press D for a detector Disconnection of an Individual Detector Head for a Defined will light up if there are more disconnection listed.
or Time Period
Press SD for a smoke detector d) When the detector has been identified, press the ON button,
or It is possible to disconnect a detector head, a whole section or a series of the display will show EXECUTING ORDER. When the
Press F4 (menu) followed by F3 for a thermal detector detectors in a section that will be reconnected automatically after a set time reconnection is complete the display will show ORDER DONE.
period. The maximum time allowable for this procedure is 24 hours. The If further reconnections are to be carried out use the arrow keys
c) Press OFF to disconnect the section. All detectors or type of example described is for a single head, for details of the other examples please to select the required detector, then follow the procedure as
detectors that were selected in that section will immediately be consult the manufacturer’s manual which indicates the steps to be followed. indicated above.
disconnected.
a) Press S to select the section. e) If no further reconnections are to be made the system will return
d) When the section is disconnected the text on line three is to normal status after a period of time. If all of the detectors
changed to ORDER DONE. b) Enter a section number, eg., 2. have been reconnected the display will indicate LIST EMPTY.
After five seconds the system will return to normal status and
e) The DISCONNECTION LED is lit if this is the first active Press SD for a smoke detector followed by the detector address Salwico CS3004 will be displayed on screen.
disconnection in the system. ID number, eg, 39. This would then indicate section 2 detector
39, which corresponds to ‘UPP-DK EM’GY D/G RM-SMOKE Further in-depth operations are available from the manufacturer’s manual.
f) A message is displayed on line three, for about five seconds, (WT)’.
if the system cannot disconnect the section. The system then
returns to the previous menu.

4.4 Smoke Detection System
Illustrations
4.4a Smoke Detection System
Part 1
System Description
Illustration 4.4a Smoke Detection System
Clear Plastic Sampling Tubing

Sampling Unit from Each Hold
in the Fire Station
Light Box
Inspection Tubes
with Flow Indicators
Air from Cargo Holds Drawn into the

Smoke Detection Panel for Analysis
CO2 In
FAULT OPERATION TEST

Three-Way
Diverter Valves
FANS OFF POWER FAN OFF FLOW
SILENCE
ALARM
CO2 In
FANS 1 FANS 1 ON FAN 1
FAN
FUNCTIONAL RESET SWITCH
LIGHT
DIMMER CO2 In
From
Cargo Holds
Valve Moved into the

Smoke Detection Panel CO2 Injection Position

4.4 SMOKE DETECTION SYSTEM System Components Normal Operation
Fan Control Unit
The fan control unit contains a number of buttons and lamps plus an audible
Maker: CWO Semco Maritime A/S The fan control unit is the central unit of the whole control system. From here alarm. The control panel is divided into three areas:
Model: RD9010 the system is operated, routine tests are conducted and the electronic operation
• The FAULT area for reporting faults
takes place. The fan control unit supervises the system and ensures that it is
functioning correctly; the unit activates an alarm if there is a fault, it will not • The OPERATION area reporting normal operating conditions
Introduction give any indication if there is smoke detected by the system, this is relayed to
• The TEST area which is used in connection with testing
the main fire alarm panel and Lyngsø alarm and monitoring displays.
The smoke detection system is applied to the cargo holds and is used in
conjunction with the fixed CO2 fire extinguishing system. Hold sampling The FAULT Area
pipes are also used for directing the CO2 into the holds as required. This Detection Unit
The lamps in this area are yellow and are lit in case of fault or abnormal
changeover is achieved by means of three-way diverter valves. Because of this The unit consists of an observation chamber and a detection chamber.
operation conditions. During normal operation none of these lamps are
arrangement of three-way valves, the smoke detection panel is located in the
illuminated.
fire control station located in the ship’s control centre on A deck.
The Observation Chamber
The smoke detection system provides centralised supervision of cargo holds, The buttons in the FAULT area are used for SILENCE of the audible alarm and
At the lower part of the observation chamber the admission suction pipes
any fault alarm condition is indicated on the smoke detector alarm panel, a RESET at and after a fault condition.
from cargo holds are located. The pipes open into the observation unit, using a
signal is also transmitted to the Lyngsø alarm and monitoring system display transparent pipe, where the smoke from the individual cargo hold can be seen
on the bridge, SCC and in the ECR. In the event of smoke being detected by In the event of the electric motor protection system switching off a fan, the
before it is mixed with air from other cargo holds. There is one observation
the monitoring system, an alarm is transmitted to the Consillium fire detection other fan is started automatically or if there is insufficient vacuum in the
unit for each suction pipe. There is one lamp for each observation unit so that
alarm system panels on the bridge, in the SCC and ECR. The address is system the second fan is started automatically.
the smoke can be observed even under bad light conditions. The lamp is lit
displayed as, section 2 detector 28, the display read out will show A-CARGO by operating a switch on at the side of the unit. The observation unit is also
HOLD-ADDRESS UNIT. Both fans can be stopped manually.
equipped with a plastic ball indicating if the airflow in the individual pipe is
correct.
The smoke detection panel has detection lines from the cargo holds both forward If the power supply voltage for the unit is insufficient, or if there is power
and aft. Each sample line has two sample drawing points which are located at failure, the fault lamps are not illuminated but the fault signal relay reports the
The Detection Chamber fault.
the upper level in the holds, they are also fitted test points to check that the
lines are clear (see section 4.2 reference ‘Testing of the Smoke Sampling/CO2 The detection chamber is a closed chamber located on top of the observation
Discharge Line’). Each detection line is connected to a separate detector unit chamber. In the detection chamber are placed two smoke detectors which The fault ALARM lamp is illuminated (yellow) when the unit detects a fault.
which consists of an observation chamber and a detection chamber. The smoke detect smoke in the test air flow. The detectors are connected to the vessel’s fire The fault ALARM lamp is switched off by pressing the SILENCE button. The
detection panel has connections for main and emergency power supplies and it alarm system, and fire is recorded within this system. In addition to the smoke fault bell is normally connected and is activated and deactivated together with
also deals with fault alarms and common fire alarms. detectors, the detection unit is equipped with a vacuum sensor which reports a the fault alarm lamp.
fault alarm if the vacuum in the suction system is insufficient.
The twin suction unit contains two fans for drawing samples of air from the The functional FAULT lamp is illuminated (yellow) when the unit detects a
holds. The fans driven by electric motors are located in a fiberglass container fault. The lamp’s task is primarily that of reminding the operator that there is a
Fire Alarm System fault in the unit. The functional FAULT lamp is switched off by first activating
on E deck starboard side, the exhausted sample air is vented to atmosphere.
The smoke detectors are connected to the ship’s main fire alarm system and the the SILENCE button and then the RESET button. The functional fault lamp
WARNING Lyngsø alarm and monitoring system. cannot be switched off until the reason for the fault is eliminated.
In the event of a fire in a cargo hold, poisonous or hazardous gases maybe
released which could be vented at E deck via the sampling pump. The SILENCE button turns off the audible alarm.
Operation
The three-way diverter valve group for interconnection with the CO2 system, is The RESET button switches off the functional ALARM lamp. The RESET
located below the smoke detection panel in the fire control station in the SCC. Operation of the smoke detection system is limited to reaction from routine button has no effect unless the SILENCE button has been pressed.
In the hold space the sampling/CO2 discharge pipes are routed where they will testing, cleaning in case of soiling and temporary stops of the fan at the loading
be unlikely to suffer impact damage. Sampling pipes are self-draining with and unloading of containers. The FANS OFF lamp is illuminated (yellow) if both fans are stopped by
drains located at the lowest positions. activating the FANS OFF button. During container loading and discharge into
the holds it maybe necessary under certain conditions for both fans to be turned
off in order to avoid dust and dirt being sucked into the detection chamber from
the cargo holds.

Illustration 4.4a Smoke Detection System
Clear Plastic Sampling Tubing

Sampling Unit from Each Hold
in the Fire Station
Light Box
Inspection Tubes
with Flow Indicators
Air from Cargo Holds Drawn into the

Smoke Detection Panel for Analysis
CO2 In
FAULT OPERATION TEST

Three-Way
Diverter Valves
FANS OFF POWER FAN OFF FLOW
SILENCE
ALARM
CO2 In
FAN
FUNCTIONAL RESET SWITCH
LIGHT
DIMMER CO2 In
From
Cargo Holds
Valve Moved into the

Smoke Detection Panel CO2 Injection Position

The OPERATION Area Procedure in the Event of a Fire Outbreak in a Hold c) Ensure that there are no faults and if there are, acknowledge
The lamps in this area are green as they report normal working conditions for them and correct them.
fans and power supply. The buttons in the OPERATION area are used for start, In event of fire, the smoke will be detected by detectors and a signal relayed to
stop and interchanging of the fans. During normal working conditions the light the main fire alarm monitoring unit on the bridge, in the SCC and ECR. A fire d) Switch on the air sampling fans, check the air flow and vacuum
in the POWER lamp is illuminated as well as in one of the FAN ON lamps. alarm signal will also be indicated on the Lyngsø alarm and monitoring system. generated by the operating fan. Check that the flow indicators
This area also contains a dimmer twist switch which is rotated to increase or When the fire alarm sounds, it is essential that everybody reacts quickly and are all functioning correctly indicating air flow from all holds.
reduce illumination level. The fault lamps are not influenced by the dimmer correctly.
control. e) Upon switching on, the green lamp will be illuminated and panel
a) Acknowledge the fire alarm on the main panel and on the display indicate FAN 1 ON (or whichever fan is running).
The POWER lamp is illuminated (green) when the power supply for the unit Lyngsø alarm and monitoring system. On the fire alarm panel
is correct. The POWER lamp must always be illuminated when the unit is the following address will be displayed, Section 2 Detector 28, f) Perform a lamp and buzzer test to ensure that these are
operating. the display read out will show A-CARGO HOLD-ADDRESS working.
UNIT. Inform the Master and chief officer.
The FAN 1 ON lamp is illuminated (green) when fan No.1 is running. g) The smoke detector system is now operating.
b) The chief officer will proceed to the smoke detector unit at
The FAN 2 ON lamp is illuminated (green) when fan No.2 is running. the fire control station in the SCC and at the observation unit
observe which cargo hold the smoke is coming from. If lighting
Maintenance
The FANS OFF pushbutton stops the operating fan. The other fan is not started conditions are poor, the lamps over the observation units are Each Day
and a fault is reported by the unit. The fans must only be stopped if smoke illuminated by using the switch on the right hand side of the
unit. The smoke detector is very sensitive, any visible smoke • Check the display on the smoke detection panel for any fault
detection from the cargo holds is not wanted such as during container loading
may not be immediately evident. indication
and discharge. The fans are restarted by pressing the FANS OFF pushbutton
again. • Check the audible alarm, control lamps and the repeater panel
c) When the hold from which smoke is being produced is
confirmed, the three-way diverter valve for that hold should • Check the Test area pushbuttons
The FAN SWITCH pushbutton interchanges between the two fans. When
the button is activated, the working fan stops and the other fan starts be turned in preparation for injection of CO2 if required. The Every Week
automatically. ship’s fire alarms system should be activated from the general
emergency alarm pushbutton which is located just below the fire • Check window and transparent sample pipes of the observation
alarm panel in the SCC and the ship’s company mustered at the chamber for soiling
The TEST Area fire alarm muster station at the aft end of C deck. Turning of the Every Month
The buttons in this area are hidden when the door is closed and are only visible valve will also reduce the risk of poisonous or hazardous gasses
when the door is open. The following tests should be performed frequently, at being vented via the sampling pump onto the accommodation • Check the air flow indicators by closing the three-way diverter
least once per week. at E deck. (See section 5.1.3 for use of the CO2 system in the valves temporarily; this also checks the operation of the three-
cargo holds). way valves
FLOW TEST
• Check the fan unit by means of the switch-over to the standby
When the flow test pushbutton is pressed, fault on the sensor is simulated for
Procedure for Operating the Smoke Detection System switch
a low vacuum in the suction system. The working fan stops and the other fan
starts automatically. The unit gives a fault alarm, and FAULT ALARM and The smoke detection system should not be operated during painting in the hold • Clean the observation chamber window and pipes if required
FUNCTIONAL FAULT lamps are illuminated. spaces as the solvents released by the paint can pollute the smoke detector. • Blow through the pipework with compressed air (close the
Consideration should be given to stopping the sampling pump during loading valves to the smoke detectors before doing this)
FAN 1 TEST pushbutton simulates a fault on fan motor No.1. Provided that fan or unloading if there is a high risk of dust circulated by container movements
No.1 is working, it is stopped and fan No.2 automatically starts working. The • Check the smoke detectors as follows:
getting into the pipes and causing defects in the system.
unit gives a fault alarm, and the FAULT ALARM and FUNCTIONAL FAULT 1. Release one sample tube and blow smoke into the outlet
lamps are illuminated. a) Ensure that all parts of the system are connected and that all bore of the detection sample pipe
three-way diverter valves are set for cargo hold sampling. 2. The main fire alarm should sound and the local address
FAN 2 TEST pushbutton simulates a fault on fan motor No.2. Provided that fan
No.2 is working, it is stopped and fan No.1 automatically starts working. The indicated, the Lyngsø alarm monitoring system should also
b) Switch on the main and emergency power supplies at the report an alarm condition
unit gives a fault alarm and the FAULT ALARM and FUNCTIONAL FAULT detector panel.
lamps are illuminated. 3. Repeat for other detector sample points

4.5 Quick-Closing Valves, Fire Damper System and Emergency Stops
llustrations
4.5a Quick-Closing Valve System
4.5b Fire Flaps Operation
Part 1
System Description
Illustration 4.5a Quick-Closing Valve System
To Control Set 7.7kg/cm2

Air Services
PS PI
Quick-Closing Valves Air Reservoir Located in the
Locked Fire Locker, A-Deck Starboard Side.
Open
From Working
Air Compressors
A129V A130V PS
A18V To CO2 Alarm Cargo Holds
Working Air Air Reservoir To Main Engine Group
Set 7.7kg/cm2 Reservoir for Quick-Closing
(2m3) A17V Valves
Set 5.5kg/cm2
Generator Engine and Other Group
To Working Air
Services
A11V A112V
Set 5.5kg/cm2
Locked
PI Open
From Starting To Working Air F199V F202V
Air System Services
A3V A4V CA36V L117V
PI
To Air Horn Waste Oil Waste Oil
in Funnel Cylinder Oil
A87V Service Tank Service Tank
Measuring Tank
To Fire Dampers
F199V F202V F115V F17V F10V F42V F12V F5V L13V F41V F9V
Waste Oil WasteOil Heavy Fuel Oil Heavy Fuel Oil No.1 No.2 Heavy Fuel Oil Heavy Fuel Oil Generator Engine Marine Diesel Oil Marine Diesel Oil
Service Tank Service Tank Settling Tank Settling Tank Heavy Fuel Oil Heavy Fuel Oil Bunker Tank Bunker Tank Lubricating Oil Service Tank Storage Tank
Service Tank Service Tank (Starboard) (Port) Storage Tank
Key
F101V F122V L2V L3V L121V L121V L114V F103V
F145V
Air
Heavy Fuel Oil Main Engine

FO Into the Engine No.1 No.2 Main Engine Main Engine Cylinder Oil No.1 Cylinder Oil No.2 Cylinder Oil Marine Diesel Oil
Marine Diesel Oil Heavy Fuel Oil Heavy Fuel Oil Settling Tank Storage Tank MeasuringTank Storage Tank Storage Tank Service Tank
Service Tank Service Tank
Lubricating Oil
Waste Oil

4.5 QUICK-CLOSING VALVES, FIRE DAMPER SYSTEM Oil Tank Quick-Closing Valves
AND EMERGENCY STOPS
CAUTION
Some tanks, such as lubricating oil daily service tanks do not have quick-
Introduction closing apparatus fitted. This is because they are normally closed and only
opened for short periods when required. It is important to ensure that
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil these are always closed when not in use.
could flow to feed a fire, are equipped with air operated quick-closing valves,
which are controlled from the fire control station. They are supplied from an
Tank Valve
air reservoir situated in the fire locker on the starboard side of A deck. The
reservoir is supplied at a pressure of 7.0kg/cm2, directly from the working Group 1 Generator Group and Others
air system. The inlet valve to the quick-closing valve air reservoir is locked
open. Waste oil service tank supply valve to waste oil grinding pump F199V
Waste oil service tank supply valve to waste oil supply pump F202V
The quick-closing valve air reservoir is fitted with a low pressure alarm
transmitter. The tanks are grouped into two systems, with an individual three- MDO storage tank F9V
way cock operating each system. MDO service tank F41V
Generator engine LO service tank L13V
In normal operation the supply line to each group of tank valves is vented
to atmosphere, but when the cock is turned, air is supplied to pistons which HFO bunker tank port F5V
collapse the bridge of each valve in that group, thus causing the valve to
HFO bunker tank starboard F12V
close.
No.1 HFO service tank supply to HFO purifier supply pumps F10V
The valves are reset by venting the air supply and operating the valve handwheel No.2 HFO service tank supply to HFO purifier supply pumps F42V
in a closed direction to reset the bridge mechanism and then opening the valve
in the normal way. HFO settling tank supply to HFO purifier supply pumps F17V
HFO settling tank supply to boiler FO booster pumps F115V
The emergency generator diesel oil tank quick-closing valve is operated by a
directly connected wire from outside the emergency generator room.
Group 2 Main Engine Group
The main sea suction valves are operated remotely from the 3rd deck level by
means of hydraulic actuators. Cylinder oil measuring tank L117V
MDO service tank F103V
No.1 cylinder oil storage tank L121V
No.2 cylinder oil storage tank L114V
Main LO storage tank L3V
Main LO settling tank L2V
No.1 HFO service tank supply to main engine and generator
engine supply pumps F101V
No.2 HFO service tank supply to main engine and generator
engine supply pumps F122V
Main engine fuel oil inlet valve F145V

Illustration 4.5b Fire Flaps Operation
Set 7.7kg/cm2
PS PI
Port Side Funnel

Starboard Side Locked
Fan Damper Purifier Room
Funnel Open
Fan Damper Fan Damper
PS
A106V A107V
Air Reservoir
for Quick-Closing
Valves
To Quick-Closing
Valve System
A105V Locked
Open
CA36V
PI
From Working
Air System
No.2 Engine Room
Fan Damper
A102V A101V
No.1 Engine Room

No.4 Engine Room Fan Damper
Fan Damper
A104V A103V
No.3 Engine Room Key

Fan Damper
Air
Note:-
Shown valve positions are for
OPEN fire flaps.

Fire Dampers Ventilation Dampers and Emergency Stops A number of dampers are provided with local actuation including the air
conditioning units in the engine control room and the workshop. These units
Fire dampers operate to close ventilation openings in the event of a fire. Ventilation dampers are installed at various locations in order to shut off the may also be shut down locally. The galley is provided with automatic dampers
The dampers are kept open against a closing force (gravity acting on a flow of air which would feed a fire in a particular compartment. The dampers which may also be activated locally.
counterweight) by means of air pressure. When air pressure is vented the are to be closed in the event of a fire and ventilation fans shut off. In the event
damper or dampers will close. The fire damper pipe-work is supplied from the of a fire in a space where CO2 is used ventilation is automatically shut off when Within the accommodation fire doors provide protection and these must be
same air line which supplies the quick-closing valve reservoir and air pressure the system is initiated. closed in the event of a fire. The doors are of the self-closing type and are kept
is constantly applied to the system. Valve CA36V supplies the fire dampers via open by means of magnetic catches which are released in the event of a fire.
a three-way valve which is turned to vent the fire damper air cylinders. Cargo holds are fitted with vent fans and these are shut off and dampers closed
from the ship control centre; fans may also be stopped locally if required.
Activation of the three-way control valve at the fire control station control panel
will vent the damper air line and cause all fire dampers to close. Operation of Ventilation systems in the engine room and accommodation spaces are also
individual local damper valves will vent each individual damper as required provided with fan stops and fire dampers. Fans and ventilation systems may
and allow that damper to close. be stopped locally or remotely as required depending upon the nature of the
outbreak. The shutting off of engine room ventilation fans automatically shuts
Fire dampers are fitted as follows: the ventilation dampers.
Item Location In the fire control station there is located an Emergency Shut Down Panel
which contains stops for fans and ventilation systems throughout the ship,
No.1 engine room fan damper A deck together with stops for machinery which might aggravate a fire situation.
No.2 engine room fan damper A deck Ventilation systems are grouped in order to allow any particular part of the
ship to be isolated quickly.
No.3 engine room fan damper D deck
No.4 engine room fan damper D deck Stop A: Auxiliary Machinery Stop.
Purifier room exhaust fire damper Navigation deck This stops the auxiliary machinery such as pumps, purifiers and the boiler
pumps.
Funnel port side, Jalousie type fire flap damper Compass deck
Funnel starboard side, Jalousie type fire flap damper Compass deck Stop B: Accommodation Fan Stop
All accommodation fans and the air conditioning fan system.
Damper controllers for the funnel Jalousie fire flap dampers and the purifier Stop C: Cargo Area Fan and Pump Stop
room damper are located in a box at the base of the funnel on port side at the
navigation deck level. No.1 and No.2 engine room fan dampers are located in Stop D: Engine Room Fan Stop
the fan room on A deck, port side. No.3 and No.4 engine room fan dampers are Engine room vent fans, steering gear vent fans, wotk shop vent fans, purifier
located in the fan room on D deck, starboard side. vent fans, shaft tunnel vent fans.
Stop E: No.1 Diesel Generator Engine Stop Pushbutton
Stop F: No.2 Diesel Generator Engine Stop Pushbutton
Stop G: No.3Diesel Generator Engine Stop Pushbutton
Stop H: N0.4 Diesel Generator Engine Stop Pushbutton
The emergency generator room is protected by dampers which may be activated

automatically when the vent fan stop is activated (the stop is located outside
the emergency generator room) or the dampers may be activated locally from
within the room.

4.6 Fresh Water Mist Fire Extinguishing System
Illustrations
4.6a Water Mist Fire Extinguishing System
Part 1
System Description
Illustration 4.6a Water Mist Fire Extinguishing System
Fire Detector Panel Sprinkler Pump Local Control Panel
Salwico CS3004
FIRE 1 4
FIRE SEC 1 DET 4
PURIFIER ROOM STBD - SD (WT)
1 (1)
POWER ON
DISCONNECTION
TEST......
Repeater Panel
SPRINKLER PUMP
SECTION DETECTOR
MENU
ALARM TRANSFER
EXTERNAL ALARM
in the SCC SPRINKLER PUMP SPRINKLER PUMP
F1 F2 F3 F4
DELAY OFF.....
SYSTEM FAULT..
ABNORMAL COND.
Salwico MN3000 Fresh Water Tank Stern Tube Fresh Water Tank AUTO
STOP
LOCAL RUNNING FAULT
ALARMS IN QUEUE
ALARM MUTE
7 8 9 S SECTION EA EXTERNAL
ALARM
FAULT
On Line FIRE ALARM List (Port) Cooling Water (Starboard)
EXTERNAL CONTROL
CONTROL
M MUTE
More Alarms FIRE SEC 1 DET 4
List Tank (Port)
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET Local Mute
SECTION / DETECTOR
Lamp Test
LAL LAL
MC MC
SPRINKLER PUMP
MANUAL LG LS LG LS
AUTO D5V SPRINKLER PUMP
CONTROL
SPRINKLER PUMP VOLTAGE DC
D10V D9V A
D12V
Loop No.3 000 11 8
D2V D1V
D45V D44V
Loop No.1
D3V D4V SPACE HEATER

SPRINKLER PUMP SPRINKLER PUMP
RUNNING
Control Line OFF ON
Loop No.2
S Pump and Valve Filling Line From
Control Panel Evaporator
No.1/2 Diesel
ZS ZS
Generator Room
ZS
PS PS PI
S Set
From
Bilge, Fire and GS 6.0kg/cm2
No.3/4 Diesel ZS Pump Fresh Water Pump
ZS
Generator Room (5.0m3/h x55mth)
D49V No.2
D47V
ZS D7V To Domestic
S CI Fresh Water System
Water Mist D8V
Pump D6V No.1
Top of (20m3/h
Main Engine ZS ZS Fresh Water
x115mth)
PI Hydrophore Tank
(1.0m3)
3rd Deck
ZS
Pump Cut-in
PS
Control Switch From Central
PI Key
Coolers and
S Dump/Drain Cooler Local
Sea Water
Purifier Room ZS ZS Fresh Water

D46V
S Fire Detector Loop

S15V
Air 7kg/cm2 Water Mist Control Signal
ZS
Boiler Front ZS ZS
Fire Detector (Smoke Type)
From Fire Detector (Flame UV Type)

Turbocharger
ZS Local Mist Release Button
S74V Mist Catch

4.6 FRESH WATER MIST FIRE EXTINGUISHING SYSTEM • Boiler area; two smoke detectors and one local pushbutton. The engine room fire alarm monitoring system control panel in the ECR must
The local pushbutton is located adjacent to the sprinkler pump be set in automatic mode at the key switch. During daywork periods when the
Maker: Novenco Hi-Press control panel. engine room is manned, the water mist sprinkler pump control panel selector
Pump model: CR16-17 switch for the pump may be set to the LOCAL position, this will allow the
• Engine room; two flame detectors above the main engine heads
No. of sets: 1 engine room staff to assess a fire situation before activation of the sprinkler
and two local pushbuttons. The local pushbuttons are located at
system. When the engine room is in UMS unattended condition, the sprinkler
Type: Vertical multistage centrifugal the starboard entrance to the purifier room and adjacent to the
pump selector switch on the water mist control panel must be set to AUTO.
Capacity: 18m3/h at 12.2kg/cm2 stairway on the port side on the 3rd deck level.
The fresh water mist system releases water mist into a compartment
These fire detector heads which control the operation of the water mist system
automatically when a fire is detected by at least two fire detection heads which
Introduction via its own dedicated fire alarm panel, are in addition to the detector heads
are active at the same time. It can also be activated by pressing the appropriate
which relay a fire signal to the ship’s main fire alarm monitoring system.
local compartment pushbutton, these pushbutton units are coloured blue and
High pressure water forced through atomiser heads will break down into very When a detector head is activated an alarm is initiated, an alarm is raised
can therefore be readily distinguished. The fresh water mist control system
fine droplets. These droplets have a very effective extinguishing effect on fires, on the water mist fire alarm control panel and on the Lyngsø alarm and
also shuts off the engine room ventilation fans when the water mist system is
even oil fires. The fine droplets remain suspended in the air and so they do not monitoring display which indicates E/R WATER MIST RELEASE ALARM.
activated.
disturb the oil surface nor do they settle to form a water layer on which burning When a second detector in the same loop is activated while at the same time
oil could float. Fine water droplets present a large surface area to the fire and so the first detector is still active, the water mist sprinkler pump is started and the
There are a total of 66 spray nozzles situated as follows:
they exert a cooling effect as the droplets rapidly evaporate. The large droplet protected space solenoid valve is opened. Under actual smoke/fire conditions,
concentration and the evaporation have the effect of reducing the local oxygen it can be expected that alarms will be indicated on both the ship’s main fire
alarm and water mist fire alarm panels at the same time. The operator should Protected Space No. of Nozzles
level. The cooling effect and the reduced local oxygen concentration result in
the fire being extinguished. be aware that the local address identification number on the separate fire alarm No.1 and No.2 diesel generator room (port side) 17
panels for the same area are not the same. An MN3000 repeater alarm panel for
the engine room water mist fire detection system is situated in the SCC, this No.3 and No.4 diesel generator room (starboard side) 17
The fresh water mist fire extinguishing system relies upon the delivery of
high pressure water to nozzle heads located at sites of fire risk. Five areas are repeater panel is used by the officer on duty in the SCC during port operations Purifier room 12
protected by the water mist system, these are the two generator engine rooms, to view an alarm from the engine room system. The panel only allows the
Boiler front 4
the purifier room, the oil fired boiler and the top of the main engine. The area operator to view an alarm and its address, there is no facility to accept or cancel
to be protected is provided with a number of nozzle heads fitted in branch an alarm from this location. Main engine top 16
pipes which are connected to the main supply line to that compartment. The
main supply line to the compartment has a solenoid operated isolating valve. The system uses fresh water in order to reduce the risk of corrosion but the
Procedure for Setting the Water Mist System for Operation
The solenoid valve is activated by the fire control system when a fire detector lines are dry between the solenoid valves and the spray heads unless the system
senses a fire in the protected compartment. The main mist piping is maintained is actually operating. The fresh water is taken from the port and starboard fresh The description assumes that the port FW tank is being used.
under pressure and when the solenoid valve opens to release water through water tanks via dedicated valves, one of which must always be open.
the nozzles, the pressure drops and triggers a pressure switch which starts the a) Check that the fresh water tank to be used has sufficient water.
water mist sprinkler pump. The fire alarm detector control panel for the water mist system is located in the
ECR adjacent to the ship’s main fire alarm panel. A main fire alarm panel is b) Open the supply valve from the FW tank to be used; D45V for
The protected spaces have the following detector heads and local activation also located in the SCC and on the bridge. The pump start, solenoid activation the port tank or D44V for the starboard tank.
pushbuttons: control panel and manifold distribution piping is located at the pump on the 3rd
deck level starboard side aft, inboard of the main air reservoirs. (Note: The FW tank system is such that neither tank would ever be empty as
• Purifier room; three smoke detectors and two local pushbuttons.
the tank not being used to supply water to the domestic system would
The local pushbuttons are located at the port and starboard
The water mist system is backed up by a connection from the fire water system be in the process of being filled by the FW generator. When changing
entrance doors from the main engine room.
which is supplied by the duty bilge, fire and general service pump. In the event over FW tanks for domestic purposes the suction valves for the water
• Port generator room; three smoke detectors and one local of the water mist pump failing to start, louses suction or is unable to supply the mist system must also be changed. There should be sufficient fresh
pushbutton. The local pushbutton is located at the forward correct discharge pressure when the water mist system is activated, the duty water available to cover the largest section for a minimum of 20
entrance to the room and are adjacent to the emergency stops fire pump will be automatically started and cross connection valve from the fire minutes.)
for the two generators. line will be opened. The duty fire pump must be set to AUTOMATIC START
at the local group starter panel for this operation to be carried out. The duty fire c) Set the valves as in the following table:
• Starboard generator room; three smoke detectors and one local
pushbutton. The local pushbutton is located at the aft entrance pump will be started if it is set in automatic start mode when the engine room
to the room and are adjacent to the emergency stops for the two water mist fire alarm system is activated by at least two fire detector heads with
generators. the water mist sprinkler pump is set in the OFF position.

Illustration 4.6a Water Mist Fire Extinguishing System
Fire Detector Panel Sprinkler Pump Local Control Panel
Salwico CS3004
FIRE 1 4
FIRE SEC 1 DET 4
1 (1)
POWER ON
DISCONNECTION
TEST......
Repeater Panel
SPRINKLER PUMP
SECTION DETECTOR
MENU
ALARM TRANSFER
EXTERNAL ALARM
in the SCC SPRINKLER PUMP SPRINKLER PUMP
F1 F2 F3 F4
DELAY OFF.....
SYSTEM FAULT..
ABNORMAL COND.
Salwico MN3000 Fresh Water Tank Stern Tube Fresh Water Tank AUTO
STOP
LOCAL RUNNING FAULT
ALARMS IN QUEUE
ALARM MUTE
ALARM
FAULT
On Line FIRE ALARM List (Port) Cooling Water (Starboard)
EXTERNAL CONTROL
CONTROL
M MUTE
More Alarms FIRE SEC 1 DET 4
List Tank (Port)
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET Local Mute
SECTION / DETECTOR
Lamp Test
LAL LAL
MC MC
SPRINKLER PUMP
MANUAL LG LS LG LS
AUTO D5V SPRINKLER PUMP
CONTROL
SPRINKLER PUMP VOLTAGE DC
D10V D9V A
D12V
Loop No.3 000 11 8
D2V D1V
D45V D44V
Loop No.1
D3V D4V SPACE HEATER

SPRINKLER PUMP SPRINKLER PUMP
RUNNING
Control Line OFF ON
Loop No.2
S Pump and Valve Filling Line From
Control Panel Evaporator
No.1/2 Diesel
ZS ZS
Generator Room
ZS
PS PS PI
S Set
From
Bilge, Fire and GS 6.0kg/cm2
No.3/4 Diesel ZS Pump Fresh Water Pump
ZS
Generator Room (5.0m3/h x55mth)
D49V No.2
D47V
ZS D7V To Domestic
S CI Fresh Water System
Water Mist D8V
Pump D6V No.1
Top of (20m3/h
Main Engine ZS ZS Fresh Water
x115mth)
PI Hydrophore Tank
(1.0m3)
3rd Deck
ZS
Pump Cut-in
PS
Control Switch From Central
PI Key
Coolers and
S Dump/Drain Cooler Local
Sea Water
Purifier Room ZS ZS Fresh Water

D46V
S Fire Detector Loop

S15V
Air 7kg/cm2 Water Mist Control Signal
ZS
Boiler Front ZS ZS
Fire Detector (Smoke Type)
From Fire Detector (Flame UV Type)

Turbocharger
ZS Local Mist Release Button
S74V Mist Catch

Position Description Valve The nozzle heads and valves should be checked at intervals in order to detect
any leakage. The spray heads have plastic protective covers which should be
Open Port FW tank suction valve D45V
kept in place; they blow off when the system operates.
Closed Starboard FW tank suction valve D44V
Open Fresh water mist supply pump suction valve The isolating valves either side of each solenoid valve, plus each associated
drain valve is fitted with a micro-switch which indicates a fault warning on the
Closed Fresh water mist pump flexible hose suction valve D49V local control panel, ‘SPRINKLER PUMP FAULT’, if any of the valves are not
Open Fresh water mist supply pump discharge valve in their normal operational position.
Closed Pump discharge to overboard line
Closed Overboard discharge valve via the SW cooling system D46V
Open Line valve from bilge, fire and GS pumps D47V
Operational Solenoid supply line valve from bilge, fire and GS pumps
as required
Closed Air supply valve to control unit from working air system
Operational Solenoid valve to purifier room (4th deck)
as required
Operational Solenoid valve to No.1 and No.2 generator engine room
as required (port side)
Operational Solenoid valve to No.3 and No.4 generator engine room
as required (starboard side)
Operational Solenoid valve to oil fired boiler front

as required
Operational Solenoid valve to main engine top area

as required
d) Ensure that the engine room fire alarm monitoring system key
switch for the sprinkler pump is set to AUTO mode.
e) At the sprinkler pump control panel ensure that the isolation

supply breaker at the side of the panel is set to ON and the
control voltage OK lamp and ‘Heater On’ lamps is illuminated.
Set the sprinkler pump space heater to ON. The system is
supplied from the emergency switchboard.
f) Set the motor switch to the AUTO position; the water mist
pump will start and pressurise the pipe system. It will cut out
when the pressure sensor indicates that the desired pressure has
been reached.
g) When the pump has cut-out, set the pump control to the required
operating condition, AUTO, OFF or LOCAL.
h) The fresh water mist system is now operational and the pump
will operate to maintain pressure in the pipe system.

4.7 Watertight Door System
Illustrations
4.7a Wheelhouse Watertight Door Indicator Panel
Part 1
System Description
Illustration 4.7a Wheelhouse Watertight Door Indicator Panel
Door Alarm
CONTROL PANEL FOR W.T. SLIDING DOOR
Bell and Lamp
OPEN
OPEN OPEN
CLOSE
WINEL
HYDRAULIC DOORS
OPEN
CLOSE CLOSE
Indicator
Lamp
CLOSE
MASTER MODE
OPEN OPEN
CLOSE CLOSE CLOSE Control

OPEN
LOCAL CENTRAL Handle
CONTROL CONTROL
Control Valve
Hand Pump
LAMP TEST Handle
OPEN
CLOSE
24 V DC
440 V AC Pump Motor

DIMMER
LOW PRESS
LOW LEVEL
Oil Tank
BUZZER BUZZER OUT
Watertight Door

4.7 WATERTIGHT DOOR SYSTEM The door is provided with a hand operated pump, with handles located on both Procedure for Operating the Watertight Door Manually from
sides of the door. This hand pump is operated to locally open or close the door if the Local Position
Watertight Sliding Door there is a failure of the power pack for any reason. Opening of the door requires
the hand pump to be operated together with movement of the control lever to Local manual operation takes place if there is a failure of the power pack.
Maker: Winel the open or close position. Prior to operation of the hand pump the main power
Model: Albatros supply to the power pack must be isolated and the remote control power system a) Ensure that the power pack electrical supply switch is turned to
Type: Electro-hydraulic must be switched on. When operating with the hand pump, the closing time for the OFF position.
the door should not exceed 90 seconds.
b) To open the door operate the hand pump handle and move the
Introduction lever handle to the OPEN position simultaneously.
Emergency Remote Control
A watertight sliding door is located in the engine room at the floor deck level c) When the door is fully open walk through the door and close the
The emergency remote control unit for the door is located in the SCC which
aft bulkhead for access into the shaft tunnel area. This is in order to maintain door by operating the door hand pump handle whilst holding the
consists of a hand pump which is only used to close the door. The local bell and
the watertight integrity of the ship whilst allowing for the passage of personnel control lever handle in the CLOSE position.
indicators will operate whilst the door is closing provided that electrical power
between compartments. The door is opened and closed hydraulically, the
is still available.
hydraulic power being provided by an electric motor driven pump unit. Hinged The bell and indicator lamps will operate during manual opening and closing
watertight doors are fitted at the entrances to the passageways at the side of the of the door.
ship from the engine room at deck 2 level and from the after mooring deck. Procedure for Setting the Watertight Doors for Electro-
There are watertight doors leading to the fin stabiliser compartments from the Hydraulic Control
passageways and a watertight door at the engine room emergency escape hatch Procedure for Emergency Operation the Watertight Door
in hold 8. The positions of all watertight doors is indicated on a display panel a) Ensure that the door power pack oil reservoir is at the correct
located on the bridge. Red indicator lamps are illiminated when doors are open Emergency operation takes place from the emergency unit located in the
level and that there are no signs of oil leakage at the power
and green lamps when doors are closed. SCC and the door can only be closed by the emergency pump, it cannot be
pack, control system or cylinders. This should be part of a
opened.
routine weekly check.
The engine room shaft tunnel watertight door is of the horizontal sliding type, the
passageway must be kept clear at all times with the track not allowed to become a) Operate the emergency hand pump handle in order to close
b) Ensure that there is electrical power available, turn the power
restricted in any way. The door is operated locally but an emergency hand pump the door. The bell will sound and the indicator lights will be
pack mains switch to the ON position.
is provided in the Ship’s Control Centre (SCC) for closing of the door. Indicators illuminated if there is electrical power available.
in the SCC and on the bridge show when the door is open or closed. c) Check that the pump starts and pressurises the system, cutting
out at the selected cut-out pressure. Hinged Watertight Doors
The door is moved in the open and close direction by two double acting
hydraulic cylinders, one is located at the top of the door and one at the bottom. d) The watertight door is ready for operation. Hinged watertight doors should be kept closed whilst the ship is at sea.
The cylinders are attached to the door frame and the piston rods connect to the The doors are held firmly in place by means of dog clips and these should
door. The door closing time must not exceed 60 seconds. be maintained in a free and lubricated condition so that they will operate
Procedure for Operating the Watertight Door effectively at all times without the need for excess force.
The hydraulic power pack has an electrically driven pump which pressurises
the hydraulic accumulator cylinder, the working pressure is 170kg/cm2. The a) Ensure that the power pack is operating.
The door seals must be checked and care taken to ensure that nothing is trapped
pump takes suction from an oil tank, which must always be maintained at the between the door and the frame when it is closed which could damage the
correct level, and delivers oil into the operating system. The door is opened b) To open the door move the lever handle to the OPEN position;
seal.
and closed by means of a control lever which has handles on each side of the the pump will start and the door will begin to open. Check that
door. Movement of the lever operates a switch which directs oil to the open the bell operates and that the indicator lights operate.
Door positions are indicated on the bridge and the indicator lamps must be
or close sides of the hydraulic cylinders depending upon which way the lever checked to ensure that they are working. A door indicator should show open
is moved. At the same time a switch is activated which starts the pump and c) When the door is fully open the pump will automatically stop.
or closed.
maintains hydraulic pressure until the door is fully open or fully closed; when Step through the door and move the lever handle on the other
the door is fully open or closed system pressure rises and a pressure switch side of the door to the CLOSE position. The pump will start
stops the pump. and the door will close. Check that the bell operates and that the
indicator lights function correctly. Check that the door closes
A local bell sounds and an indicator lamp is illuminated when the door is fully. The pump will stop when the door is fully closed.
moving.

4.8 Safety Equipment
4.8.1 Fire Alarm System
4.8.2 Fire Fighting Equipment
4.8.3 Lifesaving Equipment
Illustrations
4.8.1a Fire Alarm System - Engine Room Floor
4.8.1b Fire Alarm System - Engine Room 3rd Deck and Steering Gear Compartment
4.8.1c Fire Alarm System - Engine Room 2nd Deck
4.8.2a Fire Fighting Equipment - Engine Room Floor
4.8.2b Fire Fighting Equipment - Engine Room 3rd Deck and Steering Gear Compartment
4.8.2c Fire Fighting Equipment - Engine Room 2nd Deck
4.8.3a Lifesaving Equipment - Engine Room 2nd Deck
Part 1
System Description
4.8.1 FIRE ALARM SYSTEM
Illustration 4.8.1a Fire Alarm System - Engine Room Floor
Boiler
Tank Pilot
Pump Unit
Boiler Cofferdam
DO Pump
Heater
Steriliser
Main Engine Camshaft LO Cooler No.1
Main Engine Stuffing Box LO Fine Filter SC
Sludge Pump
Escape Oily Bilge Pump
No.1
Oil Dosing Unit No.2 No.2 No.1 No.1
Stern Tube Circulation Pump
Stern Tube LO Filter
Stern Tube Forward Pump Transfer Pump GS Pumps
Seal LO Tank WT Door No.2
Power Pack LGSP-1
Water Tight Door
Pump Pump No.1 LGSP-2
Ballast
No.2
Cleaning Pump No.1
Main Engine Air Boiler Solenoid Cabinet
SC Main LO Cooler Chemical Feed Main Cooling
Shaft Tunnel SC Pump Cleaning Tank Pumps No.2
Sea Water Pumps
Exhaust Fan Main Engine
Electric Motor Jacket Water No.3
CJC Filter/Separator Drain Pump No.2 No.1

LGSP-5
LO Daily Tank
Turbocharger LO Pump
Boiler Feed Water
Turbocharger LO Bypass Filter No.1
Pumps
Boiler Feed
Water Tank
No.3 Main Engine
Dump Cylinder Oil
Condenser/ Transfer
Pump
Cooler
No.1 Cylinder Oil

Storage Tank
Storage Tank

Illustration 4.8.1b Fire Alarm System - Engine Room 3rd Deck and Steering Gear Compartment Engine Room 3rd Deck
MDO MDO Cofferdam


Service Pump
No.1 Main Generator
Steering Gear Compartment SC LGSP-6 HFO Purifier Supply Pump
Sewage
Diesel Generator Plant
Service Panel No.3 No.1 No.1
Purifier Room FO Supply Pump
No.2
Hi-fog Release
No.4 No.2
FO Heaters
Tank
No. 1&2 G/E FO Circulation Pump
Stops and No.2
Generator Engine Hi-fog Release
Jacket Pre heating Unit Telephone
Auto Backflush Filter
No.1
Waste Oil Pump
No.2
with Exhaust Valve
No.3 SC
Main Engine
SC No.4
LGSP-7
10 Exhaust Valve Complete
Main LO Purifier
Generator Engine Purifier Heaters
AP Empty Space For Spare LGSP-8
Exhaust Valve

Main Engine & Purifier Hi-fog
LGSP-11 Release and Purifier Stps
Release and Stops Waste Oil Separator
Mineraliser
Boiler with Sampling
SC Boiler Hi-fog
Release
Auxiliary Boiler
Working Air Fresh Water Pump
Main Air Reservoir Reservoir
Auxiliary Waste Oil Burning Pump Deaerating Chamber

Reservoir
Turbocharger
No.2 SC No.4 Main Generator
Oil Tank
Diesel Generator


Illustration 4.8.1c Fire Alarm System - Engine Room 2nd Deck

Telephone
SC Alarm Chamber for FO Line
Toilet
Store Room No.1
Drilling
Area Workshop Unit Cooler
Test Panel Provision Reefer SAFETY
Compressor Unit
PLAN
Electrical
Test Panel
Elevator
Free Free Trunk
SP
Overhead Crane
Spare Piston
RP
SC
Engine
Control Room
LGSP-10 LGSP-9
SP
Safety
LO Daily Tank
Calorifier
No.1 Jacket CW
SC
No.1 Hot Water
Circulation Pump
No.1
Main Air Compressor
Compressor Unit
Main
No.2
Air Compressor Fresh Water Pump


4.8.2 FIRE FIGHTING EQUIPMENT
Illustration 4.8.2a Fire Fighting Equipment - Engine Room Floor
Boiler
Tank Pilot
Pump Unit
Boiler Cofferdam
DO Pump
Heater
Steriliser
Main Engine Camshaft LO Cooler
P No.1
No.8 Water Ballast Tank 12
Main Engine Stuffing Box LO Fine Filter
Sludge Pump P P
Escape Oily Bilge Pump 25 12
No.1
Stern Tube Circulation Pump Oil Dosing Unit P No.2 No.2 No.1 No.1
Stern Tube LO Filter 12 P
12
Stern Tube Forward CO2 P Pump Transfer Pump GS Pumps
Seal LO Tank 5kgWT Door 25 No.2
Power Pack LGSP-1
Water Tight Door
Pump Pump
P No.1 LGSP-2
12 Ballast
No.2
Cleaning Pump No.1
Main Engine Air Boiler Solenoid Cabinet
Main LO Cooler Chemical Feed
Cleaning Tank Main Cooling
Pump P Pumps No.2
Shaft Tunnel Sea Water Pumps
Exhaust Fan 12
Main Engine
Electric Motor Jacket Water P No.3
CJC Filter/Separator Drain Pump 12 No.2 No.1
P
12
LGSP-5
LO Daily Tank
Turbocharger LO Pump
Boiler Feed Water P
Turbocharger LO Bypass Filter 12
No.1
Pumps
Boiler Feed
Water Tank
No.3 Main Engine
Dump Cylinder Oil
Condenser/ Transfer
Pump
Cooler
No.1 Cylinder Oil

Storage Tank
Storage Tank

Illustration 4.8.2b Fire Fighting Equipment - Engine Room 3rd Deck and Steering Gear Compartment
Engine Room 3rd Deck
MDO MDO Cofferdam


Service Pump
No.1 Main Generator
Steering Gear Compartment
LGSP-6 HFO Purifier Supply Pump
W Diesel Generator
Sewage
Plant No.3 No.1 No.1
Service Panel FO Supply Pump
Purifier Room No.2
Hi-fog Release
No.4 No.2
FO Heaters
Tank
No.2 FO Circulation Pump
Generator Engine P P P
Jacket Preheating Unit 12 Telephone
12 12
P F Auto Backflush Filter
12 No.1
P P Waste Oil Pump
25 12
No.2
with Exhaust Valve
No.3
Main Engine
No.4
10 LGSP-7 W
Exhaust Valve Complete
Main LO Purifier
AP Generator Engine Purifier Heaters
Empty Space For Spare LGSP-8
Exhaust Valve

Main Engine & Purifier Hi-fog
LGSP-11 P Release and Purifier Stps
Release and Stops 12
F Waste Oil Separator
P Mineraliser
Boiler with Sampling 12
Boiler Hi-fog
Release
Auxiliary Boiler
Working Air W Fresh Water Pump
Main Air Reservoir Reservoir W
P
Auxiliary Waste Oil Burning Pump Deaerating Chamber
25
Reservoir No.2 P No.4 Main Generator
Turbocharger 12 Fresh Water Generator
Oil Tank
Diesel Generator


Illustration 4.8.2c Fire Fighting Equipment - Engine Room 2nd Deck

P Service Tank Service Tank Settling Tank
12
Telephone
P Alarm Chamber for FO Line
12 Store Room Work No.1 Toilet
Shop Drilling
Area
Unit Cooler
Compressor Unit P
P Electrical 12
12 Test Panel
CO2
5kg
P
12 Elevator
Free Free Trunk
Overhead Crane
Spare Piston
Engine
Control Room
P LGSP-10 LGSP-9 CO2

12 5kg
Safety
Thruster Gravity Tank Lockers F
LO Daily Tank
Calorifier
No.1 Jacket CW
No.1 Hot Water
Circulation Pump
No.1
Main Air Compressor
Compressor Unit
Main
P
25 No.2
P
Air Compressor Fresh Water Pump 12

4.8. LIFESAVING EQUIPMENT
Illustration 4.8.3 Lifesaving Equipment - Engine Room 2nd Deck

Telephone
Alarm Chamber for FO Line
Store Room No.1 Toilet
Drilling
Area Workshop Unit Cooler
Compressor Unit
Electrical
Test Panel
Elevator
Free Free Trunk
Overhead Crane
Spare Piston
Engine
Control Room
LGSP-10 LGSP-9
Safety
LO Daily Tank
Calorifier
No.1 Jacket CW
No.1 Hot Water
Circulation Pump
No.1
Main Air Compressor
Compressor Unit LJB
Main
No.2
Air Compressor Fresh Water Pump 2x


PART 5: EMERGENCY PROCEDURES
5.1 Flooding in the Engine Room - Emergency Bilge Suction
5.2 Local (Emergency) Operation of the Main Engine
5.3 Emergency Steering
5.4 Secondary Fire Pump Operation
5.5 Fire in the Engine Room
5.6 Ship’s Control Centre and Fire Control Station
Illustrations
5.6a Ship’s Control Centre
5.6b Fire Control Station
Part 1
System Description
PART 5: EMERGENCY PROCEDURES Hold Bilge Stripping Pump
Takes suction from the bilge main.
5.1 FLOODING IN THE ENGINE ROOM - EMERGENCY
BILGE SUCTION
Oily Water Separator
Flooding in the engine room may occur due to a defect in the hull structure, Takes suction from the bilge holding tank.
possibly due to grounding, berthing or collision damage, or, more likely, due
to a defect in the sea water pipeline system. No.2 Ballast Pump
Takes suction from its own emergency bilge suction, which is operated by an
Measures to Prevent or Alleviate Flooding extended spindle from floor plate level.
Maintain pipelines externally, tighten slack supports and replace broken ‘U’
bolts on pipe brackets to minimise fretting in way of supports. Main Sea Suction Valves
The main sea suction valves, high and low suction, are locally operated
Operate all ship’s side valves regularly, so that they can be operated easily hydraulic valves. They can be operated locally at the valve at the floor plate
when required. Valves, such as fire pump suction valves, which are normally level or from the 3rd deck level.
open, should be closed and reopened regularly to prevent a build up of marine
growth. Valves operated by hand hydraulic actuators should be checked to
ensure that the hydraulic system is full and still operative. Bilge Suction Strainers
Before opening sea water filters for cleaning, make sure the shut off valves are Bilge suction strainers should be checked and cleaned whenever the
tight by opening the vent in the cover. In any case, break the cover joint before opportunity arises. Frequent checking and cleaning will reduce the risk of a
removing all cover bolts. The same applies when opening coolers and pipelines strainer becoming blocked and difficult to clear due to subsequent flooding.
anywhere in the system. Care must always be taken when removing covers or
opening any part of the sea water pipe system as valves which are indicated as
being closed may not be fully closed.
Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar with
the position of main sea suction and overboard valves and know which main
suction is currently in use.
The emergency bilge suction valve B16V, connected to No.2 ballast pump,
should be operated on a regular basis. No.2 ballast pump is located at the floor
level at the forward end of the engine room on the port side.
Double bottom sounding pipe cocks and caps should be secured after use.
Pumps Available for Bilge Pumping Duties
Oily Bilge Pump

Can take suction from the bilge main and the bilge holding tank.
Bilge, Fire and General Service Pumps

Can take suction from the bilge main. No.1 pump has a direct bilge suction
from the port forward engine room bilge well and No.2 pump has a direct bilge
suction from the starboard forward engine room bilge well.
Issue: 1 Section 5 - Page 1 of 11

Linkage to Regulating Shaft
Remote/Emercency
Lever (100)
Local Indicator Panel Safety Stop
Impact Handwheel
Telegraph Handle (105)
Ahead/Astern Lever
Linkage to
Regulating Handwheel
Start Button
Linkage to Governor (101)
Servomotor
Stop Button
(102)
Handwheel Release Lever
Regulating Handwheel
Governor Servo Regulating
Handwheel
Engine-Side Manoeuvring Stand
Engine-Side (Local) Control Stand

5.2 LOCAL (EMERGENCY) OPERATION OF THE MAIN Procedure for Changeover to Engine Side Control with the Procedure for Controlling the Engine from the Emergency
ENGINE Engine Running Control Stand
a) Reduce the engine load to a maximum 80% of MCR. a) To stop the engine the STOP button (valve 102) is pressed at the
Local (Emergency) Control from the Engine Side engine-side control stand.
b) Check that the position of ahead/astern lever (valve 105)
In the event of a breakdown of the remote control system, the normal
corresponds to the present engine running direction. b) To reverse the direction of engine rotation the ahead/astern lever
pneumatic manoeuvring system, the governor or its electronics, or if direct
(valve 105) must be moved to the new position. Reversing the
fuel pump index-control is required, the engine can be operated from the local
c) Move the regulating handwheel to bring the tapered slots of engine is only possible when the STOP valve is activated.
(emergency) control stand on the engine side.
the changeover mechanism plates into position opposite each
other. c) When the starting air distributor is in the correct position for
Orders for engine operation must be transmitted to the engineer at the engine-
the rotational direction required, this must be checked visually,
side control stand by means of the telephone or telegraph indicator if that still
d) Put the blocking arm into the emergency position. the fuel control regulating handwheel is moved to a suitable
functions.
position to give fuel injection and a running speed of about
e) Quickly, move the impact handwheel to the opposite position. SLOW.
Procedure for Changeover to Engine Side Control with the This disconnects the fuel pumps from the governor and connects
Engine Stopped them to the regulating handle on the emergency control stand. d) To start the engine the START button (valve 101) must be
pressed.
(Note: The numbering is as in the MAN-B&W engine operating manual.) f) Move the remote/local lever (valve 100) to the LOCAL position.
This vents valves 166, 168, 170 and 172 of the starting and e) When the start level rotational speed is reached (about 8 - 12%
a) Check that the telegraph handle (valve 105 of the engine-side control system, and leads control air to the valves in the engine- of MCR speed) the START valve is deactivated by releasing the
control system) is in the required position; that in which the side control stand. START button. The engine should then be running on fuel.
engine is required to start. Note that reversing to a new direction
is only possible when the STOP valve 102 is activated. g) If the STOP button (valve 102) is not deactivated the engine will f) Control the engine speed by means of the regulating handwheel
now receive a STOP order. which directly regulates the fuel injection pumps.
b) At the engine-side control stand release the regulating
handwheel by means of the small lever located at the side of h) Press the START button (valve 101) briefly. This air impulse
the stand. Turn the regulating handwheel in the anti-clockwise deactivates the STOP valve (102).
direction in order to free the impact handwheel.
i) The engine is now running with control activated at the engine-
c) Put the linkage blocking arm in the emergency position. side control stand. The engine speed is controlled directly with
the regulating handwheel.
d) Turn the regulating handwheel in order to move the plate
connected to the regulating handwheel to a position where the (Note: When the governor is disengaged, the engine is still protected against
impact handwheel is able to enter the tapered slots in that plate overspeed by the electric overspeed trip, ie. the engine is stopped
and the plate connected to the governor servomotor. Quickly turn automatically if the revolutions increase to the overspeed setting.
the impact handwheel in the anti-clockwise direction in order The overspeed shut down can only be reset by moving the regulating
to disconnect the governor from the fuel pumps and connect handwheel to the STOP position. Manoeuvring must therefore be
the regulating handwheel to the fuel pumps. Regulation of the carried out very carefully, especially when navigating in rough
engine speed is made by turning the regulating handwheel. weather.)
e) Change the position of the remote/local lever (valve 100) from (Note: When operating the engine from the engine-side control stand the
the REMOTE to the LOCAL position. The air supply is now engine monitoring systems are still functioning.)
directed to the valves of the manoeuvring system for emergency
running.
f) The engine is ready for starting from the emergency/local

control station at the engine side.

Control Knob
Torque Motor
Unloader Device
Isolating Valve
Manual Button Handle
Pump Control Unit
Isolating Valve
Unloader Device and Isolating Valve
Torque Motor and Pump Control Unit

5.3 EMERGENCY STEERING d) Push the MANUAL button on the unloading device for the CAUTION
pump unit and lock it in position by means of the lock nut. When operating under local control the rudder angle limiter does not
function and so the rudder must not be worked over its maximum angle
General Description e) Operate the steering gear by turning the pump control knob of 35º.
which is located on top of the pump torque motor. This operates
The steering gear consists of a tiller turned by a 4 cylinder hydraulic system;
the pump to move the hydraulic ram system in order to turn the
hydraulic power is produced by two electric motor driven variable delivery
rudder. When the rudder reaches the desired angle the pump
pumps. The pumps, hydraulic power circuits and rams can operate as two
control knob should be released. The pump will return to the
isolated systems (see section 2.11).
neutral position and the rudder will stop turning.
The steering gear is fitted with an isolating system which is used to manually
isolate the hydraulic power circuits in the event of a hydraulic oil loss from the
oil tanks or other part of the hydraulic system. The isolating valve is actuated by
means of a handle which is locked in the normal position by a pin. A switch is
closed when the handle is turned to the valve closed position and this operates
an indicator lamp informing the bridge that the isolating valve is closed. Oil Tank
The hydraulic pumps used in the steering gear are supplied with power from
two independent sources. In the event of main switchboard electrical power
failure No.1 pump can be supplied from the emergency switchboard.
In the event of loss of one hydraulic system the steering gear can still be
controlled from the bridge provided that one part of the steering gear system
remains operative and the isolating valve is closed to isolate the failed system Torque Motor
from the good system.
Isolating Valve and
In the event of loss of control from the bridge the steering gear must be Unloading Device
operated under emergency control from the steering gear compartment. Located Here
Pump Control Unit
Operation of the Steering Gear on Loss of Bridge Control
Pump Motor
a) On loss of steering gear control from the bridge, establish
communication between the bridge and the steering gear
compartment via the telephone system. A telephone is located
in the steering gear compartment for this purpose. There is also
a rudder angle indicator and compass repeater in the steering Servo Pump Drive Motor
gear compartment.
b) Shut down one pump unit if both are running, as it is not

possible to operate under local emergency control with two
pumps in operation. The single pump may still supply all four
hydraulic rams provided that there has not also been a failure in
Steering Gear Pump Unit
one of the hydraulic systems. The pump is started at the rudder
servo unit panel if it is not already running.
c) Turn the servo control switch at the rudder servo unit control
panel to the LOCAL position

5.4 SECONDARY FIRE PUMP OPERATION
Maker: Shinko Industries Inc.

Model: RVP130MS
Type: Centrifugal, self-priming; electric motor driven
Capacity: 72m3/h x 90mth
The secondary fire pump is located in the bow thruster room and is fed from
the emergency generator 440V feeder panel via an isolation breaker.
Starting and stopping of the pump can take place from four locations:
• Locally at the pump
• From the focsle deck at the top of the well in which the pump
is located, containing an isolation switch and ammeter load
indicator
• In the ship’s control centre
• The bridge
The secondary fire pump draws from an independent sea water chest located
within the bow thruster room. The fire pump sea suction valve BF07 is operated
locally and is normally locked open. A non-return valve BF08 is fitted in the
discharge line after the pump. The non-return discharge valve from the pump
to the fire main is locked open.
The pump and suction valve should be operated and lubricated weekly.

5.5 FIRE IN ENGINE ROOM e) If necessary start the emergency generator in order to ensure c) Inform the local fire brigade even though the fire appears to be
continuity of electrical supply. under control.
The risk of a fire outbreak can be minimised by ensuring that all personnel
understand the risks and by ensuring that the engine room is maintained in a f) Have the fire team, smoke divers, etc organised to tackle d) If personnel are missing, consider the possibility of searching in
clean condition and any oil leaks are dealt with immediately. Oily rags and the outbreak with maximum speed; the situation must be the fire area.
waste must be disposed of in a safe manner using metal containers. Empty thoroughly assessed before any personnel are directed to the fire
plastic containers must never be left around the engine room spaces, and and the means of tackling the fire and the means by which the e) Close all accessible openings and hatches to prevent the fire
they should never be used as waste bins for oily rags and similar combustible fire party can retreat from the outbreak area if necessary must spreading.
material. be understood by all involved.
f) If there is a danger of the release of poisonous gases or of
There must always be an awareness of potential fire ignition sources such as g) If there is the least doubt whether the fire can be controlled explosion consider part or total ship abandonment. Ship
insecure electrical contacts. High temperature points such as exhaust manifolds by ship’s crew, the safety team must inform the Master so that drawings, cargo plans etc. should be taken ashore. A crew check
should always be lagged effectively and lagging must always be repaired or other ships can be informed on the distress frequencies. is to be carried out.
replaced when damaged or after overhaul. Combustible materials such as
rags, oily waste and plastic containers must never be placed close to exhaust h) Depending upon the fire and the availability of fire fighting g) Consider using the fixed extinguishing systems, depending on
manifolds whether lagged or not. capacity, give priority to fire limitation until the situation is the extent of the fire.
clarified.
Crankcase explosions are potentially very damaging and the after effects are h) On arrival of the local fire brigade inform the Chief Fire Officer
more severe if combustible materials like rags, oily waste, lying pools of oil or i) Where appropriate, use portable fire extinguishers on small fires of:
plastic containers are left in the engine room spaces. when safe to do so.
• Any personnel missing
All personnel having anything to do with the engine room spaces must know j) If substances which are on fire, or close to a fire, may emit • Assumed location of the fire
the locations of the different types of fire extinguisher available in the engine poisonous gases or explode, direct the crew to a safe position • What is assumed to be burning
room and must know which type is suitable for the different types of fire which before actions are organised.
can occur. The location of fire hoses and hydrants must also be known; a fire • Any conditions that may constitute a hazard
in a particular location may prevent the use of the hose and hydrant at that k) Effective communication must always exist between the fire
location so it is essential that the location of alternative fire fighting equipment fighters/smoke divers and the ship’s control centre. The control i) Assist the Chief Fire Officer with information and orientation,
is known and the best route for running hoses is understood. centre must maintain an open communication with the bridge. by means of drawings and plans
If a fire should occur in the engine room: l) If any person is seriously injured, request assistance from the Battening Down of the Engine Room
nearest rescue centre.
General a) Stop the main engine and shut down the boiler.
m) Prepare to operate the CO2 fire fighting system (see section 4.2
a) Sound the fire alarm and inform the Chief Engineer and CO2 Flooding System) or the water mist system (see section 4.5 b) Sound the evacuation alarm.
the bridge. NEVER attempt to tackle the fire alone without Water Mist Fire Extinguishing System) if necessary.
informing others of the situation. c) Stop all the ventilation fans.
(Note: Use of water mist is to be preferred where it is applicable as there is an
b) If personnel are missing, consider the possibility of searching in abundant supply of water available at all times whereas the CO2 fire d) Start the emergency generator and put on load.
the fire area. fighting system has a set charge which when used reduces the future
fire fighting capability until recharged.) e) Trip the quick-closing valves and the engine room auxiliary
c) Determine the location of the fire, what is burning, the direction machinery and close all fire flaps and funnel doors.
of spread, and the possibility of controlling the fire. Determine In Port
if oil or other materials are feeding the fire and take steps to cut f) Count all personnel and ensure that none are in the engine
off the supply of combustible material, eg. operate quick-closing a) Activate the emergency shutdown system in agreement with room.
or other accessible valves to shut off oil supply to the fire. the container terminal duty personnel and prepare to vacate the
berth if required. g) Start the additional fire pump and pressurise the fire main.
d) If the fire is in an isolated compartment, close the doors to the
compartment and shut off ventilation. b) Conduct a crew check and organise the crew for fighting the h) Prepare to operate the CO2 system. The procedure for this is
fire. described in section 4.2.

Illustration 5.6a Ship's Control Centre
Key
14
1 - Ballast Control Console
12
2 - PC LAN Workstation
3 - Table and Archive Locker
23 t BASIC ALARM PANEL
Lyngso Marine
4 - Wall Hanging Archive Locker

ALARM STOP ALARM
LIST HORN ACKN.
ADD ALARM ADJUST

LIST LIST CHAN- S1 S2 S3 S4 DIMMER
NEL
11 ABC 22 DEF 3 GHI

GHI 4 JKL 5 MNO 6 PQR
DEAD PRINTER ENG ROOM
WATCH FIRE NAV ESC ENT
MAN CON- ALARM ALARM ALARM
TROL
77 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- CARGO BUNKER BALLAST
DUTY
CALL TE- HOLD ALM. TANK TANK
NANCE
5 - Table with Loadstar Workstation and Colour Printer

16
CAUTION!
ANTI-HEELING OPERATION PERMITTED IN HARBOUR ONLY!
DO NOT OPERATE AT SEA. WITHOUT ACCEPTANCE OF THE
NATIONAL MARITIME AUTHORITIES!
SYSTEM IN
OPERATION
DISPLAY
INTERING
ON - OFF
6 - Conference Table
STANDBY
LAMP TEST
24
!
F1 F2 F3 F4
HELP
INFO
<< >> STOP SHIFT
BUTTERFLY VALVE
CLOSED
ESC
7 8 9
ACK
4 5 6
1 2 3
7 - Locker for LAN Server

ENTER
0 +/-
INS
.
11
SHIFT HELP
DEL
GE
ER N
EM
CY
INTERING
HEELING PUMP SYSTEM STOP
1 8 - Cupboard for Safety Equipment

9 - Copy Machine
5 10 - Fire Control Station
33 11 - Fireman's Outfit Locker
Aft 18 34 12 - Chemical Suit Locker
25 13 - CO2 5kg Fire Extinguisher

13 14 - Dry Powder 12kg Fire Extinguisher
15 - Table with Locker and Sink
9 16 - Safety Plan
19
17 - White Board
18 - Armchair
6 26 19 - Chair
8 18 2
20 - Waste Bin
29
21 - Fire Repeat Panel
19 22 - Telephone
7 23 - VHF Telephone
22
21 27 31 10 24 - Lyngsø Alarm and Monitoring Station Display
17 37 30 25 - Control Panel for Cargo Vent Fan
32 36
28 26 - Emergency Stop Switch Box
38
27 - Remote Control Panel for Watertight Sliding Doors
28 - Watertight Door Remote Hand Pump with Oil Tank
29 - Pushbutton for No.1, 2 Bilge, Fire/GS Pump and
Secondary Fire Pump
15
30 - Pushbutton for General Emergency Alarm
4 3
31 - Sub Controller for Public Address
32 - Sat Comm-B Distress Alarm and Message Box
33 - Floodlight Control Panel
34 - Lashing Light Control Panel
36 - Sounding Board
37 - Repeater Panel for Local Fighting System
38 - Inclinometer
Starboard
20

5.6 SHIP’S CONTROL CENTRE AND FIRE CONTROL Stern tube LO fine filter this station is the smoke sampling unit for the cargo holds and
STATION Hydraulic pump for stern thruster sampling/CO2 three-way diverter valves.
The Ship’s Control Centre (SCC) is located on A deck starboard side within Hydraulic pump for remote control valves
• On the starboard outboard bulkhead is a main fire alarm
the accommodation area, where all the necessary equipment and controls Centrifugal filter unit and pump monitoring and control unit with a repeater panel directly
are located to permit the centralised administration and supervision of cargo below it. To the left of the repeater panel is a general emergency
loading and discharging operations, ballast operations, FO bunkering and the alarm pushbutton unit. Below these panels is the engine room
Loadstar calculations and data entries. The ship’s fire control station is also Group ‘B’ Stop Button watertight door open/close operation panel and a manual fire
located inside the room. alarm pushbutton. An emergency hand pump is located at floor
All accommodation ventilation fans
level for operating the watertight door in the event of total
The layout and function of the different areas in the SCC are as follows: Air conditioning system fans power failure.
• Located on the left bulkhead immediately on entering the SCC

Group ‘C’ Stop Button • The starboard outboard bulkhead also contains a PA control unit,
are panels for the starting and stopping of the bilge, fire and
general service and secondary fire pump. Indication is also Sat C message distress unit and message receiving indicator.
Cargo hold ventilation fans Two general purpose white boards and a sounding board are
given as to the identification of which bilge, fire and general
service pump is set up in fire mode. Directly below the fire Bosun’s store fan also located on this bulkhead along with a number of power
pump control panel are the emergency stop buttons for groups sockets, automatic telephone and Sat B connection points.
Under passageway exhaust fans
‘A’, ‘B’, ‘C’, ‘D’, and the individual generator engines.
Bow thrust and secondary fire pump room fan
• The LAN workstation is located on a desk area adjacent to the
Hydraulic pump unit for bow thruster
Group ‘A’ Stop Button PA control unit along with a printer/photo copier. Located on
Fin stabiliser room fans this desk is the recharging unit for the ship’s VHF radios.
FO circulating and supply pumps
Oily bilge pump Group ‘D’ Stop Button • The alcove facing out to the starboard side houses a sink and
Oily water separator wash top area. The area also contains ample cupboards and
Engine room ventilation fans storage space.
Main FO and LO purifiers
Steering gear room ventilation fan
Generator engine LO purifier
ECR unit coolers
Sludge pump • The LAN server unit is housed in a cupboard, reference item 7
Workshop unit cooler in the above illustration, which must be kept locked at all times
Boiler FO supply pump apart from when service maintenance is carried out. Adjacent to
Main engine auxiliary blower
Main engine LO pump the server cupboard is a cupboard containing safety equipment,
Purifier room ventilation fan such as the three Secumar life jackets for use with the rescue
Main engine camshaft LO pump boat, three fall arrester units, two full body harnesses, four
Generator engine workbench exhaust fan
Generator engine LO priming pumps safety harnesses, two safety belts and two marshalling batons.
Welding area exhaust fan
Main LO purifier supply pumps
Shaft tunnel exhaust fan
Main engine turbocharger LO pumps • The stand alone Loadstar loading computer, monitor and
Main engine cylinder LO transfer pump colour printer is located as shown in illustration, reference
• The fire control station, reference item 10 in the illustration item 5. Adjacent to the Loadstar CPU is the Lyngsø alarm
Main engine LO filter above, contains the operation levers and pilot cylinders for monitoring and control display unit. The Lyngsø bridge alarm
Main engine stuffing box drain pump injection of CO2 into the engine room are cargo holds spaces. and monitoring station command is transferred to this station in
Below the CO2 control levers are the operation levers for the SCC during port operations, i.e. from sea to harbour mode.
Waste oil purifier activation of the engine room quick-closing valves and engine
Stern tube LO circulating pumps room fan dampers, the air receiver for this system is located
in the fire locker on A deck starboard side. Also positioned in
Stern tube LO dosing pump

Illustration 5.6b Fire Control Station
POWER ON
FIRE SEC 1 DET 4 1 (1) DISCONNECTION
FIRE 1 4 PURIFIER ROOM STBD - SD (WT) TEST......

ALARM TRANSFER
MENU DELAY OFF.....
1 2 F1 F2 F3 F4
SYSTEM FAULT..
ABNORMAL COND.
11 ALARMS IN QUEUE
ALARM MUTE
ALARM
FAULT
1
EXTERNAL
4 5 6 D DETECTOR EC CONTROL
M MUTE
EXTERNAL CONTROL
ACTIVATED 1 2 3 SD DETECTOR AD DELAY R RESET
SECTION / DETECTOR
4 5 Salwico MN3000
On Line FIRE ALARM List
3 12 More Alarms FIRE SEC 1 DET 4

List
Local Mute
Lamp Test
CONTROL PANEL FOR W.T. SLIDING DOOR
WINEL
HYDRAULIC DOORS
MASTER MODE
LOCAL CENTRAL
CONTROL CONTROL
13
Hold LAMP TEST
Valve
OPEN
I II III IV CLOSE
24 V DC
2 DIMMER
440 V AC
LOW PRESS
LOW LEVEL
6 BUZZER BUZZER OUT
Key
1 - CO2 Control Release Levers for Engine Room
2 - CO2 Control Release Levers for Cargo Holds
3 - CO2 Pilot Control Cylinders
4 - Auto Changer Over Control Box for Smoke Detection System

7
5 - Smoke Detection System Alarm Control Unit
8
6 - Smoke Detection System Sampling Unit
7 - Three Way Diverter Valves for Cargo Holds
8 - Main Engine Group Quick-Closing Valve Lever
9 - Generator Engine and Other Group Quick-Closing Valve Lever

10 9 14
10 - Engine Room Fan Damper Closing Control Valve
11 - Fire Alarm Panel
12 - Engine Room Local Fire Fighting Repeater Alarm Panel
13 - Engine Room Watertight Door Remote Closing Control Panel
14 - Watertight Door Emergency Operation Hand Pump

• A Sailor Compact RT 2048 VHF unit is located at the junction
between the Loadstar/Lyngsø work desk and the ballast/FO
bunkering and transfer mimic console.
• The ballast/FO bunkering and transfer mimic console also

houses the control panel for the hydraulic power pack unit used
for operating the hydraulic remote control valves associated
with the mimic panel. See illustration 2.3.1a and b, and 2.3.2b
for the detailed layout of the ballast/FO mimic and hydraulic
panel.
Above the mimic board are located the ballast, fuel oil and
diesel oil tank remote sounding gauges. The forward and aft
draught gauges are also positioned on the panel.
Located at the right hand end of the mimic panel is the anti-
heeling remote control panel and the Lyngsø Basic Alarm
Panel.
• The cupboard, item 12 contains four chemical protection

suits, two CABA sets and two helmets. Cupboard item 11,
contains two fire fighting smoke diving outfits plus two CABA
sets and four spare cylinders and the two international shore
connections.
• Located on the bulkhead at the entrance doorway are panels for

the deck floodlighting and lashing light control. Also in this area
is the cargo hold ventilation fans start/stop control panel.
Procedure to Transfer Command from Bridge Watch to the

Ship’s Control Room
When the ship is in port, the wheelhouse is normally left unmanned with all
doors leading into the wheelhouse locked. The Lyngsø alarm and monitoring
control system for all navigation and cargo alarms are now transferred to the
ship’s control centre Lyngsø alarm control system and display. At the Basic
Alarm panel on the ballast and FO mimic panel console, press the WATCH
button followed by the S2 button. The Lyngsø alarm and monitoring control
system display will now indicate that the bridge is unattended and the SCC is
in attended mode. To return alarm acceptance to the wheelhouse the operator
presses the WATCH button on the Basic Alarm panel on the bridge followed
by the S2 button.

PART 6: COMMUNICATIONS
6.1 UMS 2100 System
6.2 Sound Powered Telephones
6.3 Shipboard Management System
Illustrations
6.1a UMS 2100 Operator Panels
Part 1
System Description
Illustration 6.1a UMS 2100 Operator Panels

Lyngso Marine
ALARM FIRE FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD ALARM ADJUST

NEL
11 ABC 22 DEF 3 GHI

DEAD PRINTER M/E M/E FIRE
WATCH ESC ENT
MAN CON- SHD MACH.ALM ALARM
TROL

ASSIST MAIN-
DUTY TE- REM CTRL REDUCE UCS2100
CALL
NANCE FAILURE M/E RPM ALARM
UMS 2100 ACCOMMODATION ALARM PANEL

Lyngso Marine
ALARM FIRE FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD DISPLAY
LIST CHANNEL S1 S2 S3 S4 DIMMER
11 ABC 22 DEF 3 GHI

M/E M/E FIRE
SHD MACH.ALM ALARM ESC ENT
77 STU 8 VWX 9 YZ Ospace . +/-#

ASSIST MAIN- REM CTRL REDUCE NAV UCS2100
DUTY TE-
CALL FAILURE M/E RPM ALARM ALARM
NANCE

PART 6: COMMUNICATIONS (Note: Silencing the buzzer/horn has no significance to the alarm state. The Failure to acknowledge the alarm at the watch station (ECR) panel within a
alarm must be acknowledged in order to avoid the ALL ENGINEERS predetermined time (typically 3 minutes) will result in an ALL ENGINEERS
6.1 UMS 2100 SYSTEM CALL.) CALL alarm.
Alarms Cut-Out
Maker: Lyngsø Marine A back-up engineer can also be selected if necessary, in case the duty engineer
In some cases alarms may need to be disabled, eg. if the sensor is faulty, if does not respond to an alarm, or if a dead man alarm is released, when the
Type: UMS 2100
work is being carried out that may cause undesired alarms, or when the main Dead Man Alarm system is active.
engine is stopped and an associated alarm will occur because the system is not
UMS 2100 Printer
Introduction operating.
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 These can be activated at the ECR station or the local operating panel after the printing of reports is only possible from the bridge.
concerning the safety on board the ship and to monitor the alarm situation. inserting a valid password.
The following information can be printed:
The system carries out the following tasks: CAUTION
• Alarm event log
An alarm should only be cut out by authorised personnel.
• Acquisition of supervision data ie. sensor values • Data log
• Detection of alarm states ie. illegal values or states • Alarm list
Description
• Announcement of detected alarms • Cut-out list
• Supervision of engineer response Bridge and Accommodation Alarm System
• Logging of alarms and events The advising of an alarm to the duty engineers takes place through the Alarm Event Log
Accommodation Alarm Panels (AAPs) which are located in the cabins of the This log contains events concerning:
After discovering an alarm, the system will announce this to the duty engineer duty engineers and the public rooms, and on the basic alarm panels, located on
and the bridge, thus making it possible to operate the ship with ‘unmanned the bridge and in the ECR. • Alarms changing from normal to alarm and vice versa
machinery spaces’ (UMS mode). • Change of state of event channel
When an alarm occurs, the buzzer on the bridge will sound, and the navigator
The alarm is not only presented as an alarm in general but is also indicated by • Channels entering and leaving cut-out states
can only silence it locally by pressing STOP HORN on the bridge panel. This
an alarm group. This means that the engineer can determine the nature of the will not affect the status of the alarm anywhere else. • System and configuration error messages
alarm quickly, eg. from either main engine, pumps, power plant, fire, etc., by
• Entering and leaving of privileged modes
virtue of the fact that the alarm is displayed as a member of a particular alarm To select/deselect ‘Unmanned Machinery Spaces’ a request is raised from the
group. ECR panel to the bridge panel. This may be accepted or rejected by the bridge, • Change of duty-engineers and ‘Unmanned Watch Station’
or withdrawn by the ECR. status
When the system detects an alarm, it announces it both audibly and visually • Change of system date and time
and on various types of text displays. In response to the alarm announcement, Any of the AAPs located in the cabins can be brought to function in a similar
the engineer must stop the buzzer/horn and acknowledge the alarm to confirm manner to the panels in the public rooms. Therefore a cabin panel not selected
that he is aware of what has happened. Failure to do this will result in the on duty, can be selected to give alert as the alarm occurs. This allows a duty Data Log
system announcing the alarm in all possible locations, to ensure that the engineer to visit a cabin other than his own. This is a report on system channels, showing their current value or status.
alarm is noticed. The audible alarm buzzer may be muted at a panel in the
accommodation spaces but the alarm may only be acknowledged at the watch Duty Engineer Watch System Alarm List Report
station, which is normally the engine control room.
When a UMS alarm sounds the duty engineer can acknowledge the alarm This is a print of the content of the alarm list, and it contains all the standing
An alarm has four states: either in his cabin or a public room, depending where the engineer is when it and acknowledged alarms in the system at the moment the report was ordered.
occurs. It runs continually but can be interrupted for reports of other types, such as
• Normal
Noon Log reports each day.
• Normal and not acknowledged In both cases the action is to first silence the buzzer/horn locally and then
proceed to the watch station (ECR) panel to silence and acknowledge the alarm
• Present but not acknowledged at source. Cut-Out List Report
• Present and acknowledged This contains all the channels which are in the automatic or manual cut-out
list state.

Illustration 6.1a UMS 2100 Operator Panels

Lyngso Marine
ALARM FIRE FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD ALARM ADJUST

NEL
11 ABC 22 DEF 3 GHI

DEAD PRINTER M/E M/E FIRE
WATCH ESC ENT
MAN CON- SHD MACH.ALM ALARM
TROL

ASSIST MAIN-
DUTY TE- REM CTRL REDUCE UCS2100
CALL
NANCE FAILURE M/E RPM ALARM
UMS 2100 ACCOMMODATION ALARM PANEL

Lyngso Marine
ALARM FIRE FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD DISPLAY
LIST CHANNEL S1 S2 S3 S4 DIMMER
11 ABC 22 DEF 3 GHI

M/E M/E FIRE
SHD MACH.ALM ALARM ESC ENT
77 STU 8 VWX 9 YZ Ospace . +/-#

ASSIST MAIN- REM CTRL REDUCE NAV UCS2100
DUTY TE-
CALL FAILURE M/E RPM ALARM ALARM
NANCE

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

• By pressing the STOP HORN in the duty engineer’s cabin
• By pressing the STOP HORN on the BAP
• Acknowledging the alarm at the LOP

6.2 SOUND POWERED TELEPHONE SYSTEM Receiving a Call
a) When the telephone bell rings and the lamp lights lift the
Maker: Marine Radio Company Ltd telephone handset. Proceed with communications.
Type: LC-800
b) On completion of communications replace the handset in the
cradle.
Overview
The LC-800 emergency battery powered telephone system is installed on

board to fulfil the demands of emergency communication between vital
positions on the vessel during times of power failure or failure of the primary
telecommunication system.
The system has units at the following positions:

No.1: Wheelhouse main control console
No.2: Engine control room console
No.3: Steering gear room
No.4: Main engine local control station
No.5: Emergency generator room
No.6: Focsle area, connector for portable phone unit
No.7: Aft deck, connector for portable unit
The telephone positioned at the main engine local control station is fitted with
a headset type with a noise cancelling microphone.
The telephone units in the steering gear room and emergency generator room
are located in telephone booths.
Operation Procedure
Calling
a) Lift the handset of the telephone and use the selection switch to
select the required extension.
b) Press the call pushbutton and the bell will ring and the lamp will
light at the required extension.
c) When the called party lifts their handset proceed with

communications.
d) On completion of communications replace the handset in the

cradle.

6.3 Shipboard Management System
The shipboard management system exists to ensure that the vessel is managed
safely and efficiently.
Meetings are held at regular intervals to ensure all personnel are aware of the
objectives of the system.
Weekly meetings are held to discuss the vessel’s forthcoming operations

schedule, as well as mechanical or fabric maintenance due to be completed.
A safety meeting is held each month, with a minimum of one meeting every
3 months.
The object of the safety meeting is to discuss safety at sea, prevention of human
injury or loss of life and avoidance of damage to the marine environment and
property.

Machinery Operating Manual Maersk Gateshead

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Machinery Operating Manual Maersk Gateshead

Uploaded by

Copyright:

Available Formats

Maersk Gateshead Machinery Operating Manual

Issue: 1 Front Matter - Page 1 of 15

Issue: 1 Front Matter - Page 2 of 15

Issue: 1 Front Matter - Page 3 of 15

Issue: 1 Front Matter - Page 4 of 15

Issue: 1 Front Matter - Page 5 of 15

High Temperature Cooling Water

Diaphragm Operated Hydraulic Oil

Issue: 1 Front Matter - Page 6 of 15

Receptacle 110 Central meter

Issue: 1 Front Matter - Page 7 of 15

Lifebuoy With 30m Line

P E Emergency Exit LJB Life Jacket Box

Ventilator with Ventilator Number

SP Speaker for Fire and Emergency General Alarm

Issue: 1 Front Matter - Page 8 of 15

Machinery Electric Motors Starters

Issue: 1 Front Matter - Page 9 of 15

Machinery Electric Motors Starters

Issue: 1 Front Matter - Page 10 of 15

Machinery Electric Motors Starters

Issue: 1 Front Matter - Page 11 of 15

Machinery Electric Motors Starters

Issue: 1 Front Matter - Page 12 of 15

Machinery Electric Motors Starters

ECR Engine Control Room ASS Automatic Start and Stop

Issue: 1 Front Matter - Page 13 of 15

Issue: 1 Front Matter - Page 14 of 15

Issue: 1 Front Matter - Page 15 of 15

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

1.4 To Change Main Plant from Manoeuvring to Full Away

1.5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change Main Plant from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished With Engines

1.9 To Secure Main Plant for Dry Dock

Dead Ship Condition

Prepare auxiliary central sea water cooling system.

Shore Supply Available No Shore Supply Available Disconnect shore supply.

Supply main switchboard. 2.13.2 Start emergency generator. 2.12.2

Isolate sequential restart system.

Start an air compressor and top up air start

Ensure the CO2 flooding system is ready for use. 4.2

Prepare No.1 or No.2 generator engine for starting.

Continues on next page

Issue: 1 Operational Overview - Page 1 of 10

Prepare engine room water spray system. 4.5

Put general service air system into operation. 2.10.2

Start domestic FW system with the electric heater. 2.14.1

Put domestic refrigeration system into operation. 2.14.2

Put air conditioning plant into operation. 2.14.3

Pump bilges to the bilge holding tank as required. 2.9.1

Put all ancillary equipment on standby.

Plant is now in Live Condition

One diesel generator in use, other diesel

Put secondary fire pump on standby. 4.1

Start sewage treatment plant. 2.14.5

Issue: 1 Operational Overview - Page 2 of 10

1.2 To Prepare Main Plant For Operation

Plant is in Live Condition

One diesel generator in use, other diesel

Prepare and carry out ignition of auxiliary boiler, 2.2.1