OPT - Maersk Kiera - Machinery Systems Manual PDF

Maersk Kiera Machinery Operating Manual
LIST OF CONTENTS 2.2 Boilers and Steam Systems 2.5 Fresh Water Cooling Systems
Issue and Updates 2.2.1 General Description 2.5.1 Main Engine Jacket Cooling Water System
2.2.2 Oil-Fired Auxiliary Boiler 2.5.2 Central Cooling Water System
Introduction 2.2.3 Oil-Fired Boiler Control System
Illustrations
2.2.4 Oil-Fired Boiler Sootblowers
Machinery Symbols and Colour Scheme 2.2.5 Composite Boiler 2.5.1a High Temperature Cooling Water System
Electrical and Instrumentation Symbols 2.2.6 Composite Boiler Control System 2.5.2a Low Temperature Cooling Water System
2.2.7 Composite Boiler Sootblower
2.2.8 Engine Room Steam System 2.6 Heavy Fuel Oil and Diesel Oil Service Systems
Section 1: Operational Overview 2.2.9 Deck Steam System
2.6.1 Main Engine Fuel Oil Service System
Illustrations 2.6.2 Generator Engine Fuel Oil Service System
1.0 Engine Room Arrangement
1.1 To Bring Vessel into Live Condition 2.2.2a Oil-Fired Boiler 2.6.3 Auxiliary Boiler Fuel Oil Service System
1.2 To Prepare Main Plant for ‘In Port’ Condition 2.2.2b Boiler Firing Rate 2.6.4 Composite Boiler Fuel Oil Service System
1.3 To Prepare Main Plant for Manoeuvring in Port 2.2.3a Boiler Control Panel 2.6.5 Emergency Generator Fuel Oil System
1.4 To Change Main Plant from Manoeuvring to Full Away 2.2.3b Boiler Air/Oil Combustion Control Panel 2.6.6 Inert Gas Generator Fuel Oil System
1 5 To Prepare for Unmanned Operation 2.2.4a Oil-Fired Boiler Sootblower 2.6.7 Fuel Oil Drain System
2.6.8 Low Sulphur Fuel Operations
1.6 To Change from Unmanned to Manned Operation 2.2.5a Composite Boiler
2.6.9 Air Pollution
1.7 To Change from Full Away to Manoeuvring Condition 2.2.6a Composite Boiler Control Panel
1.8 To Secure Main Plant at Finished with Engines 2.2.7a Composite Boiler Sootblower Illustrations
1.9 To Secure Main Plant for Dry Dock 2.2.8a Engine Room Steam System
2.6.1a Viscosity - Temperature Chart
1.10 Tank Capacity Tables 2.2.9a Deck Steam and Condensate System
2.6.1b Main Engine Fuel Oil System
Illustrations 2.6.2a Generator Engine Fuel Oil System
2.3 Condensate and Feed Water Systems 2.6.3a Boiler Fuel Oil System
1.0.1a Engine Room Arrangement - Lower Floor
2.6.4a Composite Boiler Fuel Oil Service System
1.0.1b Engine Room Arrangement - Lower Platform 2.3.1 Condensate System
2.6.5a Emergency Generator Fuel System
1.0.1c Engine Room Arrangement - Upper Platform 2.3.2 Heating Drain System 2.6.6a Inert Gas Generator Fuel Oil System
1.0.1d Engine Room Arrangement - Steering Flat and Casing 2.3.3 Deck Condensate System 2.6.7a Fuel Oil Drain System
1.0.1e Engine Room Arrangement - Side Elevation 2.3.4 Boiler Feed Water System 2.6.7b Sludge Discharge System
Illustrations
Section 2: Main Engine and Auxiliary Systems 2.3.1a Engine Room Condensate System 2.7 Fuel Oil and Diesel Oil Transfer Systems
2.1 Main Engine and Propulsion Systems 2.3.2a Engine Room Heating Drain System 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.3.2b Bypassing the Atmospheric Condenser 2.7.2 Fuel Oil and Diesel Oil Separator System
2.1.1 Main Engine Specification 2.3.3a Deck Steam and Condensate System
2.1.2 Main Engine Manoeuvring Control 2.7.3 Waste Oil and Sludge System
2.3.4a Boiler Feed Water System
2.1.3 Main Engine Protection System Illustrations
2.1.4 Main Engine Digital Governor
2.4 Sea Water Systems 2.7.1a Fuel Oil Bunkering System
Illustrations 2.7.1b Fuel and Diesel Oil Transfer System
2.4 1 Main and Auxiliary Sea Water System 2.7.2a Heavy Fuel and Diesel Oil Separator System
2.1.1a Main Engine 2.4.2 Sea Water Service System
2.1.1b Main Engine Piston Cooling Flow Path 2.7.2b Heavy Fuel Oil Separator Control Panel
2.4.3 Engine Room Ballast System 2.7.3a Waste Oil/Sludge Transfer System
2.1.1c Main Engine Manoeuvring Control and Start System 2.4.4 Fresh Water Generator System
2.1.2a Main Engine Manoeuvring Control and Safety System
2.1.2b Main Engine Manoeuvring Control and Start System Illustrations
2.1.2c Engine Side Control Panel 2.4.1a Sea Water Cooling System
2.1.2d Engine Control Room Telegraph Unit 2.4.1b Backflushing Central Coolers
2.1.2e Manoeuvring System Panels 2.4.2a Auxiliary Sea Water System
2.1.3a Main Engine Protection System 2.4.3a Engine Room Ballast System
2.1.3b Engine Protection System Panel 2.4.4a Fresh Water Generator System
2.1.4a Digital Governor System
Issue: Final Draft - November 2011 IMO No: 9431305 Front Matter - Page of 8
Produced by: Worldwide Marine Technology Limited
Email: manuals@wmtmarine.com
2.8 Lubricating Oil Systems 2.11 Steering Gear and Bow Thrust 2.14 Accommodation Systems
2 8.1 Main Engine Lubricating Oil System 2.11.1 Steering Gear 2.14.1 Domestic Fresh Water System
2.8.2 Stern Tube Lubricating Oil System 2.11.2 Bow Thrust Unit 2.14.2 Domestic Refrigeration System
2.8.3 Lubricating Oil Separator System 2.14.3 Accommodation Air Conditioning System
Illustrations
2.8.4 Lubricating Oil Filling and Transfer System 2.14.4 Miscellaneous Air Conditioning Units
2.8.5 Lubricating Oil Drain System 2.11.1a Steering Gear Hydraulic System 2.14.5 Sewage Treatment System
2.11.1b Isolation Flow Chart 2.14.6 Garbage Management
Illustrations
2.11.2a Bow Thrust Hydraulic System
Illustrations
2.8.1a Lubricating Oil Service System 2.11.2b Bow Thrust Control Panels
2.8.2a Stern Tube Lubricating Oil System 2.14.1a Engine Room Fresh Water Service System
2.8.2b Stern Tube Air Seal Control Panel 2.14.2a Domestic Refrigeration System
2.12 Electrical Power Generators
2.8.3a Lubricating Oil Separating System 2.14.3a Accommodation Air Conditioning Plant
2.8.3b Lubricating Oil Separator Control Panel 2.12.1 Diesel Generators 2.14.3b Air Conditioning Vent Duct Arrangement
2.8.4a Lubricating Oil Transfer System 2.12.2 Emergency Diesel Generator 2.14.5a Sewage Treatment System
2.8.4b Lubricating Oil Bunkering System Illustrations 2.14.5b Sewage Treatment Unit
2.8.5a Lubricating Oil Drain System 2.14.6a Regulations for Garbage Disposal at Sea
2.12.1a Control Room Generator Control Panel
2.12.1b Generator Engine Local Control Panel and Gauge Board
2.9 Bilge Systems 2.12.2a Emergency Diesel Generator Control Panel 2.15 Inert Gas System
2.9.1 Engine Room Bilge and Bilge Oil Separator System 2.15.1 Inert Gas Generator
2.9.2 Forward Bilge System 2.13 Electrical Power and Distribution 2.15.2 Operation
2.15.3 Oxygen Analyser
Illustrations 2.13.1 Electrical Equipment Overview
2.13.2 Main Switchboard and Generator Operation Illustrations
2.9.1a Engine Room Bilge System
2.9.1b Bilge Oil/Water Separator 2.13.3 Emergency Switchboard and Generator Operation 2.15.1a Inert Gas System - Deck
2.9.2a Forward Bilge System 2.13.4 Electrical Distribution 2.15.1b Inert Gas Generator
2.13.5 Shore Power 2.15.2a Inert Gas Generator Control Panels
2.13.6 Main Alternators 2.15.2b Inert Gas Capacity Regulator and ER Panel No.5
2.10 Compressed Air Systems
2.13.7 Emergency Alternator
2.10.1 Starting Air System 2.13.8 Preferential Tripping and Sequential Restarting
2.16 Hydraulic Oil Systems
2.10.2 Working Air System 2.13.9 UPS and Battery Systems
2.10.3 Control Air System 2.13.10 Cathodic Protection System and MGPS System 2.16.1 Deck Mooring Hydraulics
2.13.11 Cargo Pump Electrical Control System 2.16.2 Hydraulic Valve System
Illustrations
2.16.3 Main Engine Top Hydraulic Bracing System
Illustrations
2.10.1a Starting Air System
Illustrations
2.10.1b Air Compressor Control Panel 2.13.1a Main Electrical Network
2.10.2a Working Air System 2.13.2a Generator and Synchronising Panels 2.16.1a Deck Hydraulic Power System
2.10.2b Deck Working Air System 2.13.3a Emergency Switchboard Panels 2.16.2a Hydraulic Valve Remote Control System
2.10.3a Control Air System 2.13.4a Main 440V and 220V Distribution 2.16.2b Emergency Portable Hydraulic Handpump
2.13.4b Emergency 440V and 220V Distribution 2.16.2c Hydraulic Valve Power Pack
2.13.5a Shore Power 2.16.3a Main Engine Top Hydraulic Bracing System
2.13.6a Main Alternator
2.13.7a Emergency Alternator
2.13.8a Preferential Tripping
2.13.8b Sequential Restart
2.13.9a Battery Charger and Discharge Board
2.13.10a Cathodic Protection System
2.13.10b Marine Growth Prevention System
2.13.11a Cargo Pump Control Console
Section 3: Main Machinery Control System Section 4: Emergency Systems Section 5: Emergency Procedures
3.1 Main Machinery Control System 4.1 Fire Hydrant System 5.1 Flooding in the Engine Room
3.1.1 Main Machinery Control and Alarm System
Illustration Illustrations
3.1.2 Operator Stations
3.1.3 Trending 4.1a Engine Room Fire Hydrant System 5.1a Engine Room Bilge System
3.1.4 Screen Displays 4.1b Fire Hydrant System - Deck 5.1b Emergency Bilge Suction
3.1.5 Alarm Handling 5.1c Flooding in the Engine Room
3.1.6 Unmanned Service / Manned Hand-over 4.2 CO2 Fire Fighting System
Illustrations 5.2 Emergency Operation of the Main Engine
Illustration
3.1.1a Integrated Management System Layout Illustration
3.1.1b Alarm and Monitoring System Group Display 4.2a CO2 Fire Fighting System
3.1.1c Duty Alarm Panels 5.2a Emergency Control Station
3.1.2a Operator Panel 4.3 Quick-Closing Valves and Fire Dampers
3.1.2b Channel Properties and System Status 5.3 Emergency Steering
3.1.4a Monitoring and Control System Display Illustration
3.1.6a Alarm System Status
4.3a Quick-Closing Valve System
5.4 Emergency Fire Pump
3.2 Engine Control Room, Console and Panels
4.4 Water Mist Fire Extinguishing System
3.2.1 Engine Control Room 5.5 Fire in the Engine Room
3.2.2 Engine Control Console Illustration
Illustrations 4.4.a Local Water Mist Fire Extinguishing System
3.2.1a Engine Control Room Arrangement
3.2.2a Engine Control Room Console
3.3 Frequency Converter Room

3.3.1 Cargo Pump Control Console
Illustrations
3.3.1a Frequency Converter Room Arrangement
3.3.1ba Cargo Pump Control Console
Issue and Update Control ISSUES & UPDATES TABLE WILL BE INSERTED HERE WHEN
MANUAL REACHES ISSUE 1 STATUS
This manual is provided with a system of issue and update control. Controlling
documents ensures that:
• Documents conform to a standard format;
• Amendments are carried out by relevant personnel;
• Each document or update to a document is approved before
issue;
• A history of updates is maintained;
• Updates are issued to all registered holders of documents;
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right-hand corner of each footer are details of the pages, the section
number and the page number of the section. In the left-hand corner of each
footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who by virtue of such certification are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the Company Technical Operations Office.
This manual was produced by:
WORLDWIDE MARINE TECHNOLOGY LIMITED.
For any new issue or update contact:

The Technical Director
Worldwide Marine Technology Limited
Dee House
Parkway, Zone 2
Deeside Industrial Park
Flintshire
CH5 2NS.
United Kingdom
e-mail: manuals@wmtmarine.com
Introduction Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations are referred to in the text and are located either in the text when
General safety precautions are a matter of common sense and good housekeeping sufficiently small or above the text on a separate page, so that both the text and
and are detailed in the various manuals available on board. However, records illustration are accessible when the manual is laid face up.
Although the ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single handbook which gives guidance on through over-familiarity and the following basic rules must be remembered at When text concerning an illustration covers several pages, the illustration may
operating complete systems as installed on board, as distinct from individual all times. be duplicated above each page of text.
items of machinery.
• Never continue to operate any machine or equipment which
Where flows are detailed in an illustration, these are shown in colour. A
The purpose of this manual is to fill some of the gaps and to provide the ship’s appears to be potentially unsafe or dangerous and always report
key of all colours and line styles used in an illustration is provided on the
officers with additional information not otherwise available on board. It is such a condition immediately.
illustration.
intended to be used in conjunction with the other plans and instruction books • Make a point of testing all safety equipment and devices
already on board and in no way replaces or supersedes them. regularly. Details of colour coding used in the illustrations are given in the illustration
• Always test safety trips before starting any equipment. colour scheme.
Information pertinent to the operation of this vessel has been carefully collated
in relation to the systems of the vessel and is presented in two on board • Never ignore any unusual or suspicious circumstances, no Symbols given in the manual adhere to international standards and keys to the
volumes consisting of a DECK OPERATING MANUAL and MACHINERY matter how trivial. Small symptoms often appear before a major symbols used throughout the manual are given on the symbols pages.
OPERATING MANUAL. failure occurs.
• Never underestimate the fire hazard of petroleum products,
The Deck Operating Manual and the Machinery Operating Manual are designed Notices
especially fuel oil vapour.
to complement MARPOL 73/78, ISGOTT and Company Regulations.
• Never start a machine remotely from the control room The following notices occur throughout this manual:
The vessel is constructed to comply with MARPOL 73/78. These regulations without checking visually if the machine is able to operate
can be found in the Consolidated Edition, 1991 and in the Amendments dated satisfactorily. WARNING
1992, 1994 and 1995. Warnings are given to draw reader’s attention to operations where
In the design of equipment and machinery, devices are included to ensure that,
DANGER TO LIFE OR LIMB MAY OCCUR.
Officers should familiarise themselves with the contents of the International as far as possible, in the event of a fault occurring, whether on the part of the
Convention for the Prevention of Pollution from Ships equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices CAUTION
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of are neglected, the operation of any machine is potentially dangerous. Cautions are given to draw reader’s attention to operations where
Ballast Record Book. It is essential that a record of relevant ballast operations DAMAGE TO EQUIPMENT MAY OCCUR.
are kept in the Ballast Record Book and duly signed by the officer in charge.
Description
Note: Notes are given to draw reader’s attention to points of interest or to
In many cases the best operating practice can only be learned by experience. supply supplementary information.
Where the information in this manual is found to be inadequate or incorrect, The concept of this manual is to provide information to technically competent
details should be sent to the company’s Technical Operations Office so that ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible
and thereby aiding their understanding and knowledge of the specific vessel.
revisions may be made to manuals of other ships of the same class. Safety Notice
Special attention is drawn to emergency procedures and fire fighting systems.
It has been recorded by International Accident Investigation Commissions
The manual consists of a number of parts and sections which describe the
that a disproportionate number of deaths and serious injuries occur on ships
systems and equipment fitted and their method of operation related to a
each year during drills involving lifesaving craft. It is therefore essential that
schematic diagram where applicable.
all officers and crew make themselves fully conversant with the launching,
retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
The valves and fittings identifications used in this manual are the same as those
used by the shipbuilder.
Machinery Symbols and Colour Scheme
Remote Operated Emergency

Stop Valve Storm Valve With Handwheel Water Separator Tank Penetration
Shut-Off Valve
Screw-Down Non-Return Discharge / Drain Deck Stand (Manual)

Flow Control Valve Air Trap / Deaerating Valve
Valve
Domestic Fresh Water
P1 P2
Gear or Screw Type Pump Filter Regulating Valve
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover HT Cooling Water
With Strainer
LT Cooling Water
Angle Screw-Down Non- Centrifugal Pump Non-Return Ball Valve
Solenoid Valve Orifice
Return Valve
Sea Water
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Eductor (Ejector)
Valve Hydraulic Oil
Swing Check Non-Return Temperature Control Spectacle Flange Lubricating Oil

Hand Pump
Valve Valve (With Handwheel) ( Open, Closed)
3-Way Temperature Control Pipe Head for Sounding or Air Horn Steam
Gate Valve
Valve (With Handwheel) Filling
Sounding Head with Self- Condensate

Wax Expansion Temperature
Butterfly Valve Closing Cap and Sampling Flexible Hose
Control Valve
Cock (Self-Closing) Feed Water
3-Way Wax Expansion

Ball Valve Suction Bellmouth Spool Piece
Temperature Control Valve
Fire/Wash Deck Water
2-Way Cock Float Valve Vent Pipe / Gooseneck Observation Glass CO2
Vent Pipe with Fuel Oil

3-Way Cock (L-Type) Hose Valve Flow Meter
Flame Screen
Marine Diesel Oil
3-Way Cock (T-Type) Hydraulic Operated Valve Simplex Strainer Viscosity Controller
Compressed Air
Safety / Relief Valve Cylinder Piston Actuator Duplex Strainer Overboard Discharge Bilge / Drain
NO Normally Open
M Electrical Signal
Angle Safety / Relief Valve Electric Motor Driven Mud Box or or
NC Normally Closed
LO Locked Open Instrumentation

S
Regulating Valve Solenoid Actuator Rose Box or or
LC Locked Closed
Inert Gas
Self-Closing Valve A
Air Actuator Y-Type Strainer Suction Bellmouth
Quick-Closing Valve S
Solenoid Valve Steam Trap Without Strainer Pressure Retaining Valve
(Pneumatic Operated)
Quick-Closing Valve Self-Closing Drain Valve Thermal Expansion Valve

Steam Trap With Strainer
(Wire Operated)
Electrical and Instrumentation Symbols
ASTP Auto Control Start / Stop PT Pressure Transmitter

LI LST Low Level Start for Pump
Level Gauge/Indicator Limit Switch AST Auto Control Start RI RPM Indicator
ASP Auto Control Stop RCO RPM Counter
HSP High Level Stop for Pump ACH Auto Changeover RX Revolution Transmitter
P Manometer Battery
COS Changeover Switch RC Revolution Controller
CP Compound Gauge RSTP Remote Control Start / Stop
T Level Switch
Thermometer LS Battery Charger (Rectifier) DPI Differential Pressure Indicator RST Remote Control Start
DPS Differential Pressure Switch RSP Remote Control Stop
PV Pressure Switch Inverter DPT Pressure Transmitter SAH Salinity Alarm High
Vacuum Gauge PS
ESD Emergency Shutdown SI Salinity Indication (Salinometer)
ESLD Emergency Slowdown SX Salinity Transmitter
PI Pressure Gauge Pressure Transmitter
PT Making Contact FD Flow Detector SM Smoke Indication
Auxiliary
Relay FS Flow Switch SMX Smoke Transmitter
TC Contact FT Flow Transmitter TAC Auto Temperature Control
Temperature Controller TR Temperature Transmitter Breaking
FCO Flow Counter (Flow Meter) TAH Temperature Alarm High
FLG Float Type Level Gauge TAL Temperature Alarm Low
ES Temperature Switch
Emergency Alarm Stop TS Making Contact HDPA High Differential Pressure Alarm TM Torque Meter
With Time H 2O Hydrometer TI Temperature Indicator (Thermometer)
Limit in
DP Float Switch Closing IL Indicator Lamp TIC Temperature Indicating Controller
Diff. Pressure Indicator FS Breaking
LAC Level Automatic Control TIAH Temperature Indicator Alarm High
LAH Level Alarm High TIAL Temperature Indicator Alarm Low
TT TR Temperature Display with
Temperature Transmitter Making Contact LAHH Level Alarm High High TIAHL Temperature Indicator Alarm High Low
Recording
With Time
LAL Level Alarm Low TM Torque Meter
Limit in
LT LTA Opening LI Level Indicator TR Temperature Recorder
Level Transmitter Low Temperature Alarm Breaking
LIC Level Indicating Controller TS Temperature Switch
LS Level Switch TT Temperature Transmitter
PT HTA
Pressure Transmitter High Temperature Alarm Making Contact LT Level Transmitter VAH Viscosity Alarm High
Flicker PAC Pressure Automatic Control VAL Viscosity Alarm Low
Relay
PAH Pressure Alarm High VCA Vacuum Alarm
LPA Low Pressure Alarm Trip Automatic Trip Breaking
PAL Pressure Alarm Low VCI Vacuum Indicator (Gauge)
PDS Pressure Differential Switch VCT Vacuum Transmitter
LLA Interlock Pushbutton Switch
Low Level Alarm I PI Pressure Indicator (Gauge) VI Viscosity Indicator
(Alternative)
PIC Pressure Indicating Controller VT Viscosity Transmitter
HLA Automatic Change Pushbutton Switch PIAH Pressure Indicator Alarm High XS Auxiliary Unspecified Switch
High Level Alarm
(Alternative) PIAL Pressure Indicator Alarm Low ZI Position Indicator
PIAHL Pressure Indicator Alarm High Low ZS Limit Switch
HDA Automatic Stop
High Diff. Pressure Alarm Normally Open Switch PS Pressure Switch
DAH
Low Salinity Alarm Automatic Start and Stop Normally Closed Switch
SAH Transmitter Fuse

High Salinity Alarm 10A
THIS PAGE IS INTENTIONALLY BLANK
Anything to update?
It is important that this manual is kept up to date as a live document. If you believe there are any errors or omissions in this manual,
or you are aware of changes to the equipment or systems on board then please contact the publishers:
WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
Tel: +44 (0)1244 287 850 • Fax: +44(0)1244 288 609 • Email: manuals@wmtmarine.com
Section 1: Operational Overview
1.0 Engine Room Arrangement
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for ‘In Port’ Condition
1.3 To Prepare Main Plant for Manoeuvring in Port
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 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
1.10 Tank Capacity Tables
Issue: Final Draft - November 2011 IMO No: 9431305 Section 1 - Page of 18
1.0 Engine room ARRANGEMENT
Illustration 1.0a Engine Room Arrangement - Lower Floor No.7 Water Ballast
Lower Platform Line Tank (Port)
Void Space
Key
No.2 Heavy Fuel
1 Torque Meter 23 Sea Water Pump for Fresh Water Generator Floor Side Line Oil Tank (Port)
2 Shaft Earthing Device 24 LO Transfer Pump
3 Aft Sealing Air Space Control Unit 25 Bilge Oil Water Separator Sea
Chest
(Port) No.1
4 45L Foam Fire Extinguisher 26 Inert Gas Scrubber Sea Pump Inner Bottom Line 29 Heavy Fuel Oil
Tank (Port)
5 Stern Tube LO Pump 27 No.1 Deck Seal Water Pump
25
6 No.2 Feed Pump for Auxiliary Boiler 28 No.2 Deck Seal Water Pump 17 30
12 37 42
7 No.1 Feed Pump for Auxiliary Boiler 29 FO Transfer Pump Dirty Bilge 33
21 22 43
14 W. Tank 38
8 Stern Tube LO Circulation Pumps 30 DO Transfer Pump 9
7
FO FO
6 Overflow
9 No.2 Feed Pump for Composite Boiler 31 Sludge Pump 10 Drain 39
4 Tank Tank
18
10 No.1 Main LO Pump 2
32 Main Engine Top Bracing Power Station
1 40
11 No.2 Main LO Pump 33 No.2 Bilge, Ballast, Fire and General Service Pump 3 LO Sump Tank Sound.
11 Tank LO Drain Tank
12 No.1 Feed Pump for Composite Boiler 34 Tank Cleaning Pump 5 8
Stern Tube Forward 13 19 26 34
15 23 41
13 Feed Pump for Auxiliary Engine LO Purifier 35 No.1 Central Cooler Seal LO Tank 16 20
35
Clean Bilge
14 Sewage Emergency Transfer Pump 36 No.2 Central Cooler Water Tank 27 Sea
Aux. Engine LO 24 36 Chest
15 No.1 Feed Pump for LO Purifier 37 No.1 Bilge, Ballast, Fire, General Service Pump Overflow Tank (L)
28 31
Stern Tube LO Exit No.1
16 No.2 Feed Pump for LO Purifier 38 No.1 Main Cooling Sea Water Pump Sump Tank Heavy Fuel Oil
32 Tank (Starboard)
17 Daily Bilge Pump 39 No.2 Main Cooling Sea Water Pump
18 Main Engine 40 No.3 Main Cooling Sea Water Pump
19 Chemical Cleaning Tank 41 Tank Cleaning Pump

No.2 Heavy Fuel
20 Air Cooling Clean Pump 42 Cathodic Protection Unit Oil Tank (Starboard)
21 Stuffing Box LO Drain Tank 43 MGPS Control Box
22 Scavenger Box Drain Tank
Void Space
No.7 Water Ballast

Tank (Starboard)
Illustration 1.0b Engine Room Arrangement - Lower Platform Upper Platform
Side Line
Key 24 Void Space No.7 Water
Dirty Ballast Tank
1 Rack for Spare ME Fuel Valves 30 Main Engine Fuel Oil Unit Bilge Water (Port)
Settling Tank 25
Lower Platform Side Line No.2 Heavy Fuel
2 No.1 Auxiliary Engine and Alternator 31 Auxiliary Engine DO Supply Pump 27 29
Sewage 26 Oil Tank (Port)
Waste
3 No.2 Auxiliary Engine and Alternator 32 No.1 LT Fresh Water Cooling Pump Tank 28
17 Heavy Fuel
4 No.3 Auxiliary Engine and Alternator 33 No.2 LT Fresh Water Cooling Pump Settling Tank
5 Control Air Dryer 34 No.3 LT Fresh Water Cooling Pump 11 Heavy Fuel
Service Tank
6 Auxiliary Air Receiver 35 Main Engine Jacket Water Preheater 30
Store Room 18
LS Heavy Fuel
7 Water Mist Fire Fighting Unit 36 No.2 Main Engine HT Fresh Water Cooling Pump 19 31 Service Tank
12 No.1 Heavy
8 Emergency Air Compressor Storage Cupboards Fuel Oil Tank
37 No.1 Main Engine HT Fresh Water Cooling Pump LS Heavy Fuel (Port)
1
Settling Tank
9 No.2 Main Air Receiver 38 Separator Crane Beam
10 No.1 Main Air Receiver 39 DO Separator Separator Flat 38
11 Main Engine Exhaust Valve Grinding Machine 40 No.1 FO Separator 13

47
39
2 48
12 Store Room Crane Beam 41 No.2 FO Separator 49
40 50
13 Auxiliary Engine Crane Beam 42 No.1 Main Engine LO Separator FO Sludge
51 Tank
14 No.1 Main Air Compressor 43 No.2 Main Engine LO Separator 41
52
3
15 No.2 Main Air Compressor 44 Auxiliary Engine LO Separator
42
53
16 Air Compressor LO Storage Tank 45 Exhaust Fan for Separator Flat
43 54 LO Sludge
17 Sewage Treatment Unit 46 Cleaning Silk for Separator Tank
18 Atmospheric Condenser 47 DO Separator Heater 44 55

4
45 56
19 Condensate Tank and Inspection Tank 48 DO Separator Feed Pump 46 57
20 Main Engine LO Auto. Filter/Bypass Filter 49 No.1 FO Separator Heater
MGO No.1 Heavy
21 Main Engine LO Cooler 50 No.1 FO Separator Feed Pump 6 8 Service Tank Fuel Oil Tank
5
(Starboard)
22 Fresh Water Generator 51 No.2 FO Separator Heater 20
14 32
23 Fresh Water Generator Treatment Unit 52 No.2 FO Separator Feed Pump 7 9 10 MGO Tank
33
24 Aux. Engine MGO/MDO Cooler 53 No.1 Heater for LO Separator 21
15 34
25 Main Engine MGO/MDO Cooler 54 No.2 Heater for LO Separator
35
26 Auxiliary Boiler FO Heater 55 Heater for Auxiliary Engine LO Separator No.2 Heavy
22 36 37 Fuel Oil Tank
16 (Starboard)
27 Composite Boiler FO Heater 56 LO Separator Crane Beam
28 Composite Boiler FO Supply Unit 57 Sludge Pump 23

No.7 Water
Void Space Ballast Tank
29 Auxiliary Boiler FO Supply Unit (Starboard)
Illustration 1.0c Engine Room Arrangement - Upper Platform Upper Platform Upper Deck
Side Line Side Line
Key
1 No.1 Refrigeration Compressor 30 Spare ME Piston Void Space No.7 Water

Ballast Tank
1 (Port)
2 No.2 Refrigeration Compressor 31 Tool Panel
Store Room No.2 Heavy Fuel
3 No.1 Transformer 32 Lathe Frequency Converter Room Oil Tank (Port)
11
2
4 No.2 Transformer 33 AC Unit in Workshop 3 4
5 Heavy Fuel
Settling Tank
5 Refrigeration Control Panel 34 Drilling Machine 6
12 Heavy Fuel
6 Electrical Test Panel 35 Composite Boiler Waste Oil Service and Settling Tanks 7 Service Tank
Elec.
Workshop 13
7 Vice 8
36 Composite Boiler Waste Oil Supply Unit Engine Control Console LS Heavy Fuel
10 Service Tank
8 Workbench 37 Soot Collection Tank 9 9 No.1 Heavy
14 Fuel Oil Tank
Steering Flat LS Heavy Fuel (Port)
9 Drawer Units 38 Ship Side Valve Remote Operation WC Settling Tank
Side Line
10 Tool Cabinet 39 Test Unit for Main Engine Fuel Valves
11 AC Unit in Frequency Converter Room 40 Tool Panel

17
19
12 Main Switchboard 41 Vice 18
21 20
13 Engine Control Room Air Conditioning Unit 42 Workbench 16 23 25
15 24
14 Engine Control Console 43 Stern Tube LO Gravity Tank 22 26
15 Soot Collection Tank 44 Remote Valve Hydraulic Power Pack 33

28
27 30
16 135L Foam Fire Extinguisher 45 No.1 AC Unit Fresh Water Cooling Booster Pump 29 Workshop
31 32
17 Engine Room Crane 46 No.2 AC Unit Fresh Water Cooling Booster Pump 34
36
18 Drinking Water Fountain 47 No.1 Air Conditioning Compressor 41
38
39 42
19 Washbasin 48 Cylinder Oil Measuring Tank Steering Flat
Side Line 35
37 40
20 Welding Table Exhaust Fan 49 Cylinder Oil Transfer Pump
43 MGO
44 Service Tank No.1 Heavy
21 Auxiliary Boiler 50 Domestic Hot Water Calorifier Fuel Oil Tank
45 (Starboard)
22 Spare ME Cylinder Cover 46
51 No.2 Air Conditioning Compressor 47
48 ME LO
23 Spare ME Cylinder Liner 52 Working Air Compressor Settling Tank MGO Tank
50 49
24 Workroom Crane Beam 53 Fresh Water Hydrophore Tank Unit ME LO
Storage Tank
No.1 Cylinder Oil
25 Curtain for Welding Area 54 Domestic Fresh Water Steriliser 51 Storage Tank
52
No.2 Heavy
26 Pedestal Grinder 55 Rehardening Filter Fuel Oil Tank
No.2 Cylinder Oil Aux. Engine LO (Starboard)
27 Auxiliary Boiler Combustion Air Fan 56 Working Air Dryer 53 Storage Tank Storage Tank
56 57
54 55
28 No.1 Spare ME Exhaust Valve No.7 Water
57 Working Air Receiver Ballast Tank
Void Space
(Starboard)
29 No.2 Spare ME Exhaust Valve
Illustration 1.0d Engine Room Arrangement - Steering Flat and Casing
‘D’ Deck Engine Room ‘E’ Deck ‘F’ Deck Funnel Top
Vent Outlet
Louvres
Oil Tank
Vent Box Auxiliary Boiler Uptake
Auxiliary Boiler Uptake
Shelf Shelf
Auxiliary
Engine Flue
Composite Boiler Main Composite Main Composite Main

Main Engine Boiler Uptake Engine Boiler Uptake Engine
Spark Arrester
Engine Exhaust Exhaust Exhaust
Hydraulic
Power Pack Exhaust
Hatch
(Above) for Mooring
Winch
Hand
Pump
Oil Reversible Auxiliary Boiler
Tank Vent Fan Vent Fan Control Panel
Spark Arrester of
No.3 No.1 Auxiliary Boiler
Emergency Auxiliary Boiler
Fire Pump Uptake
Space Fan Room Auxiliary Boiler
(Under)
Composite Boiler
Steering Gear
Hydraulic Composite Boiler

Power Pack
for Lifeboat
Winch
Bilge No.3 Auxiliary
Well Engine Silencer Main
Engine Ignition Pumps
Exhaust
Control Panel
Shelf
No.4 Fan Room No.2
Reversible
Vent Fan
Vent Fan Composite Boiler

Inert Gas Fan Room Inert Gas Generator Room Auxiliary Boiler
Chemical Treatment Chemical Treatment
Unit Unit
Garbage
Store Room Fresh Water
Room Expansion Tank
C Deck B Deck A Deck Upper Deck
Illustration 1.0e Engine Room Arrangement - Side Elevation
Top of Funnel
F Platform in Funnel
E Platform in Funnel
1
D Platform in Funnel Key
1 Spark Arrester for Composite Boiler
C Deck 2 Spark Arrester for Auxiliary Boiler

2
Engine Room Arrangement
(Elevation looking to Port) 3 Silencer for Auxiliary Engine
B Deck
4 Composite Boiler
5 Auxiliary Boiler
A Deck 3 4
6 Engine Room Crane
7 No.2 Auxiliary Engine
8 DO Separator
Upper Deck
9 Torque Meter
Engine Control 6 10 Shaft Earthing Device

Workshop
5 Room
Upper Platform 11 No.1 Main LO Pump
12 Main Engine: 6S50MC-C
7 8
Lower Platform FO Sump Tank
No.1 HFO Tank

Floor
9 10 12
Inner Bottom
11
FO Drain FO Overflow
Clean Bilge LO Sump Tank Tank Tank
Water Tank
Void
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42
1.1 TO BRING VESSEL INTO LIVE CONDITION
DEAD SHIP CONDITION
Prepare the low temperature FW cooling systems.

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

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

Place the emergency generator on standby.
Supply power to emergency switchboard from MSB.

2.13.1
Restore emergency switchboard services.
Isolate the sequential restart system.

All ancillary equipment set to manual to avoid a
Prepare the SW cooling system. 2.4.2
low pressure automatic start. 2.13
Start the duty SW cooling water pump.
Supply the emergency 440V switchboard. 2.13.5
Reset the preference trips.
Supply the emergency 220V switchboard.
Start the engine room and accommodation 2.14.3

Start the emergency air compressor and top-up
2.10.1 ventilation fans. Start the air conditioning system.
the emergency air reservoir if required.
Ensure the CO2 and water mist systems are 4.2

Start a generator engine LO priming pump. 2.12.1 ready for use. 4.4
Start the generator engine DO supply pump. 2.6.2

Ensure the deck foam system is ready for use. 4.1
Prepare a diesel generator for starting. Start the IGS deck seal supply pump.
2.12 .1 4.1
Start a diesel generator. Pressurise the fire main.
Supply power to the 440V and 220V switchboards. 2.13 Line up the fire pumps for operation. 4.1
From Previous Page
Start the sewage treatment plant. 2.14.5
Put the domestic FW system into operation. 2.14.1
Put the refrigeration system into operation. 2.14.2
Put the starting and working air systems into 2.10.1

operation. 2.10.2
Pump any bilges to the dirty bilge tank as required. 2.9.1
Put all ancillary equipment on standby.

Restore the sequential restart system.
Put the remaining diesel generators on standby.
PLANT IS NOW IN LIVE CONDITION
One diesel generator in use with the other diesel

generators on standby.
The emergency generator is on standby.
The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
1.2 TO PREPARE MAIN PLANT FOR 'IN PORT' CONDITION
PLANT IS IN LIVE CONDITION
One diesel generator in use with the other diesel

.generators on standby
The boiler and steam systems are shut down.
The SW and CFW systems are in use. Start the duty main engine jacket CFW pump.
The domestic services are in use. 2.5.1
Supply steam to the jacket CFW heater.
Prepare and flash-up the auxiliary boiler, using

2.2.1
diesel oil and air atomising. Supply steam to the main engine HFO heater.
Start the main HFO supply and circulating pumps.
2.6.1
. controller.
Start the viscosity
Start a boiler feed water pump. Circulate HFO until the MDO has been expelled.
2.3.3
Line-up the distilled water make-up system.
Maintain the standby generators in a warm

Supply steam to the steam system. 2.2.4 condition.
Supply steam to the HFO tanks and trace heating. PLANT IS 'IN PORT' CONDITION
Supply steam to the boiler FO heaters. 2.2.4
Start the boiler duty FO pump and circulate fuel.
One diesel generator is in use with the other diesel

Change the boiler to operate on HFO and generators on standby.
2.2.1
atomising steam. The emergency generator is on standby.
The boiler and steam systems are in use.
The diesel generator is running on HFO.
The main engine JCW system is in a warm condition.
Put the boiler on automatic operation. 2.2.2 The main engine is being circulated with hot HFO.
Run up the HFO separator system. 2.7.2
Change diesel generator to run on HFO 2.6.2
1.3 TO PREPARE MAIN PLANT FOR MANOEUVRING IN PORT
PLANT IS 'IN PORT' CONDITION
One diesel generator in use,

the other diesel generators on standby. Put the auxiliary blowers to AUTO. 2.1.1
The diesel generator is running on HFO.
The main engine JCW system is in a warm condition. Obtain clearance from the bridge, turn the main
2.1.1
The main engine is being circulated with hot HFO. engine over on starting air from local control stand.
Start the LO separator systems. 2.8.3 Close the indicator cocks.

From the local control stand, turn the main engine
until it fires in the ahead direction only. 2.3
Close the turbocharger drains.
Start the duty main engine LO pump, place the
2.8.1
other pump on standby, heat the sump if necessary.
Change control to the engine control room. 2.1.2

Start the duty camshaft LO pump, place the
2.8.1
other pump on standby.
Change control to bridge control. 2.1.2

Ensure that the cylinder oil measuring tank is full. 2.8.1
Check the bridge and engine room clocks and

Start the remaining diesel generators and connect 2.1.2
2.12.1 communications.
to the main switchboard.
Start both steering gear motors. Ensure all standby pumps are on auto. 3.1.7
2.11
Carry out the steering gear tests.
PLANT IN 'MANOEUVRING' CONDITION

Obtain clearance from the bridge and turn the
engine two or three revolutions while manually
2.1.1
operating the cylinder oil pumps.
Take out the turning gear. Three diesel generators are in use.
Close the bow thrust breaker and prepare for use. The diesel generators are running on HFO.
2.13.9 The main engine is heated and ready for use on
Test the pitch control.
bridge control.
The main engine is being circulated with hot FO.
Both steering gears are in use.
Put the starting air systems into use, supply starting The deck machinery is ready for use.
2.11.1 The bow thrust is ready for service.
air and control air to the main engine.
Issue: Final Draft - November 2011 IMO No: 9431305 Section 1 - Page 10 of 18
1.4 TO CHANGE MAIN PLANT FROM MANOEUVRING TO FULL AWAY
PLANT IN MANOEUVRING CONDITION
Place the main engine on the automatic run-up 2.1.2

program.
Three diesel generators are in use.

The boiler and steam systems are in use. Stop one steering gear motor. 2.11
The diesel generators are running on HFO.
The main engine is heated and ready for use on
bridge control.
The main engine is being circulated with hot FO.
Both steering gears are in use. Operate the auxiliary boiler sootblowers. 2.2.3
The deck machinery is ready for use.
The bow thrust is in service.
Ensure the auxiliary blowers stop automatically. 2.1.2
Isolate the bow thrust when no longer required. 2.13.9
Shut down generators until only one is in use.

2.13. 3
Place the remaining two generators on standby.
Shut down the main engine jacket heating system. 2.5.1
Start up the evaporator system but do not fill the

fresh water tanks while in coastal waters. 2.4.4
Shut down the deck machinery plant and hydraulic
power pack pumps.
Transfer and separate HFO as required. 2.7.2

Operate the turbocharger cleaning system if
2.1.1
required.
When the main engine load-up program is complete,
2.1.2
check that the pressures and temperatures stabilise.
When the bridge notifies engine control room of Full Away,
record the following:
Time. Reduce the level in the dirty bilge tank through the
Main engine revolution counter. OWS when legislation limits permit. 2.9
HFO and MDO tank levels. Reduce the bilge levels through the OWS.
HFO and MDO counters.
VESSEL IS FULL AWAY ON BRIDGE CONTROL
1.5 TO PREPARE FOR UNMANNED OPERATION
PLANT IN 'MANNED' CONDITION All standby pumps and machinery systems

are on automatic start, with the sequential restart 2.13.5
system operational.
Ensure all FO, LO and fresh water tanks/sumps
are adequately full.
All ventilation fans running as required.

Check that the acetylene and oxygen cylinder and
All bilges are dry and high level alarms are 2.9.1 pipeline valves are closed.
operational. All combustible material stored in a safe place. 2.14.6
4.1 All strainers and filters of running and standby Main engine on bridge control. 2.1.2
Smoke and fire sensors are operational. machinery are in a clean condition.
Cargo
Engine room and steering gear compartment WT

All piping systems are tight and not temporarily Control is on the bridge and duty officer is
doors, stores hatch and funnel dampers are shut. 3.1
repaired. informed of commencement time of UMS.
All alarms and safety cut-outs are operational. 3.1 Exhaust gas boiler operating. 2.2.2
Duty officer should be aware of location of the
duty engineer.
2.10 All parameters are within normal range. 3.1

Compressed air receivers are fully charged.
Watchkeeper control switch is set to the duty

engineer's cabin.
2.7.2 ECR air conditioning operating correctly. 2.14.4
Separator feed inlets are suitably adjusted.
Loose items are secured. The engine room is NOT to be left unmanned for
The emergency diesel generator is on standby. 2.12.2 more than 8 hours.
The stopped diesel generators are on standby. 2.12.1 Workshop welding machine plug is removed. PLANT IN ‘UMS’ CONDITION
1.6 TO CHANGE FROM UNMANNED TO MANNED OPERA-
PLANT IN 'UMS' CONDITION
Notify the bridge of manned condition.
Inform the bridge why engine room is manned if

outside normal hours.
Switch watchkeeping control to the ECR.
Examine the latest parameter printout.
Hand over to incoming duty engineer and inform

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

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

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

Ensure bow thrust is ready for service. 2.13.9
Prepare the main starting air compressors for use.

Check the starting air system drains for water 2.10.1 PLANT IN 'MANOEUVRING' CONDITION
content.

If required to manoeuvre on MDO, begin change-
2.6.1 The emergency generator is on standby.
over 1 hour before end of passage (EOP).
The auxiliary boiler is in use.
Both steering gears motors are in operation.
Deck machinery is ready for use.
30 minutes before end of passage, bridge begins The bow thrust is available.
2.1.1
to reduce speed.
1.8 TO SECURE MAIN PLANT AT FINISHED WITH ENGINES
PLANT IN 'MANOEUVRING' CONDITION

The emergency generator is on standby. Maintain the JCW temperature for normal port stay. 2.5.1
The auxiliary boiler is in use.
Both steering gears motors are in operation.
Deck machinery is ready for use.
The bow thrust is in use.
Maintain the LO pumps in operation according to the
requirements of notice of the main engine. 2.1.1
Maintain LO sump temperature using the LO purifier.
Bridge notifies engine control room of FWE.
Three diesel generators will remain in use if

2.12.1
cargo pumps or thrusters are required.
Switch over to engine room control. 2.1.2
Prepare the plant for IGG operations if required. 2.15
Stop the auxiliary blowers. 2.1.1

Isolate the starting air system.
Engage the turning gear.
Open the indicator cocks. 2.1.1
Open turbocharger drains.
Vent the main engine starting air and control air
systems.
Stop the steering gear motors. 2.11
1.9 TO SECURE MAIN PLANT FOR DRY DOCK
Shut down the auxiliary boiler. Stop the last diesel generator. 2.13.3
Shut down the diesel generators until only one is Allow to cool naturally, drain if required for 2.2.1
2.12.1
in use. Set the emergency generator to manual. maintenance OR put into a wet lay-up condition.
Ensure all tanks are at the required levels to Establish lighting and ventilation and any other 2.13
give the vessel the necessary trim, draught and essential services.
Shut down the boiler feed pumps and condensate
stability for entering dry dock. 2.3
system. Isolate the distilled water tanks.
Shut steam off the JCW heaters. Allow the JCW

2.5.1 Circulate the boiler FO system with MDO, shut
pumps to run until the main engine has cooled. 2.6.3 Shut down the sea water cooling systems. 2.4.1
down the boiler FO pumps.
Transfer the main engine LO sump to the LO

2.8.4
settling tank via the separator.
Shut down the stern tube LO systems. 2.8.2 Shut down the control and working air systems. 2.10.2
Shut down the LO separator system. 2.8.3

Change the domestic water heating to electric. 2.14.1
Restart the LT system cooling pump and circulate
2.5.2
the diesel generator until cool.
Shut down HFO separator system. 2.7.2
Shut down air conditioning and refrigeration 2.14.2
systems until shore side CW supply is established. 2.14.3
The main engine should have been manoeuvred on

Secure the CO2 system. 4.2
MDO, if not, change over to MDO and circulate FO
Shut down the fire pumps.
back to HFO tank, until the pipeline has been 2.1.1 4.1
y.
Pressurise the fire main from shore CW supply.
flushed with MDO. Stop the main engine FO
pumps and viscosity controllers.
Isolate the sequential restart system. 2.13.5 The dry dock can now be emptied.
Shut down the deck machinery system.
Establish shore power.

2.13.2
Check the phase sequence, voltage and frequency. PLANT SECURED FOR DRY DOCK
Change the diesel generator to run on MDO. 2.6.2
1.10 tank capacity Tables
Engine Room Tank Capacity Tables
HEAVY FUEL OIL TANKS DENSITY 0.991 LUBRICATING OIL TANKS DENSITY 0.900
Capacity Centre of Gravity Capacity Centre of Gravity
Volume LCG from TCG from VCG above Moment Volume LCG from TCG from VCG above Moment
Tank Frames 100% Aft Perp. Centreline Baseline (Imax) Tank Frames 100% Aft Perp. Centreline Baseline (Imax)
m3 m m m m4 m3 m m m m4
No.1 HFO Tank Port 40 - 45 387.6 32.02 5.29 9.29 403.6 LO Sludge Tank 39 - 42 5.5 29.72 -2.10 8.62 5.59
No.1 HFO Tank Starboard 40 - 45 382.1 32.05 -5.30 9.37 403.6 LO Sump Tank 22 - 32 16.4 19.20 0.0 1.13 7.10
No.2 HFO Tank Port 36 - 42 278.7 29.21 8.90 9.27 159.24 LO Drain Tank 37 - 40 6.6 28.39 -1.90 1.47 1.85
No.2 HFO Tank Starboard 36 - 42 244.4 29.86 -9.54 9.24 137.58 Main Engine LO Storage Tank 30 - 34 32.2 23.20 -9.16 14.52 17.39
HFO Settling Tank 36 - 40 30.2 27.99 9.95 12.36 0.73 Auxiliary Engine LO Tank 30 - 34 12.2 23.20 -11.94 14.52 0.95
HFO Service Tank 36 - 40 30.2 27.99 8.55 12.36 0.73 Main Engine LO Settling Tank 25 - 30 14.0 19.60 -7.85 14.52 0.91
LSHFO Service Tank 36 - 40 30.2 27.99 7.15 12.36 0.73 No.1 Cylinder Oil Storage Tank 25 - 30 26.2 19.60 -9.86 14.52 6.03
LSHFO Settling Tank 36 - 40 30.2 27.99 5.75 12.36 0.73 No.2 Cylinder Oil Storage Tank 25 - 30 15.2 19.60 -11.94 14.52 1.18
FO Sludge Tank 39 - 42 6.8 29.72 1.38 8.62 10.70 TOTAL 128.3 30.53 -7.91 11.89
FO Overflow Tank 37 - 42 19.4 29.10 1.14 1.46 23.82
FO Drain Tank 34 - 37 8.6 26.12 1.43 1.50 5.82
TOTAL 1448.4 30.53 0.80 9.40
DIESEL OIL TANKS DENSITY 0.900 MISCELLANEOUS TANKS DENSITY 1.025

Volume LCG from TCG from VCG above Moment Volume LCG from TCG from VCG above Moment
Tank Frames 100% Aft Perp. Centreline Baseline (Imax) Tank Frames 100% Aft Perp. Centreline Baseline (Imax)
DO Tank 36 - 42 99.8 28.80 -7.85 12.01 8.78 Dirty Bilge Water Tank 20 - 42 47.2 23.72 3.24 1.32 25.68
DO Service Tank 36 - 42 49.9 28.80 -5.75 12.01 1.10 Clean Bilge Water Tank 12 - 20 32.0 11.24 0.00 1.29 26.36
TOTAL 149.8 28.80 -7.15 12.01 Sewage Water Tank 22 - 25 41.5 16.41 10.83 10.34 24.71
Dirty Bilge Water Settling Tank 20 - 22 8.7 14.40 9.25 10.21 0.37
TOTAL 129.4 17.66 5.28 4.80
Cargo and Ballast Tank Capacity Tables
CARGO TANKS DENSITY 1.000 WATER BALLAST TANKS DENSITY 1.025

Volume Mass LCG from TCG from VCG above Moment Volume Mass LCG from TCG from VCG above Moment
Tank Frames 100% m/ton Aft Perp. Centreline Baseline (Imax) Tank Frames 100% m/ton Aft Perp. Centreline Baseline (Imax)
No.1 Cargo Tank Port 209 - 238 2718.9 2718.9 156.87 4.54 10.20 1499.65 Fore Peak Tank 238 - 254 1566.9 1606.1 172.44 -0.00 10.54 5107.32
No.1 Cargo Tank Starboard 209 -238 2713.3 2713.3 156.92 -4.54 10.19 1483.10 No.1 Ballast Tank Port 209 - 238 1300.5 1333.0 158.44 7.55 7.03 2220.29
No.2 Cargo Tank Port 177 - 209 3896.6 3896.6 136.25 5.77 9.66 2976.26 No.1 Ballast Tank Starboard 209 -238 1164.6 1193.7 158.36 -8.42 7.61 1378.30
No.2 Cargo Tank Starboard 177 - 209 3897.6 3897.6 136.30 -5.77 9.66 2976.26 No.2 Ballast Tank Port 177 - 209 1326.4 1359.6 137.11 9.19 5.36 5380.02
No.3 Cargo Tank Port 149 - 177 3441.3 3441.3 115.33 5.82 9.63 2646.33 No.2 Ballast Tank Starboard 177 - 209 1202.8 1232.9 137.13 -10.13 5.73 3675.88
No.6 Cargo Tank Port 65 - 93 3393.0 3393.0 56.67 5.77 9.63 2595.64
No.5 Ballast Tank Starboard 93 - 121 1060.4 1086.9 76.92 -10.19 5.57 3465.65
No.6 Cargo Tank Starboard 65 - 93 3439.6 3439.6 56.59 -5.82 9.64 2646.33
No.6 Ballast Tank Port 65 - 93 1162.2 1191.2 57.31 9.24 5.24 4977.57
Slop Tank Port 45 - 65 1789.5 1789.5 39.03 4.82 9.89 1365.50
Slop Tank Starboard 45 - 65 2280.6 2280.6 40.14 -5.63 9.87 1823.04
No.7 Ballast Tank Port 42 - 65 905.7 928.3 39.67 8.93 5.52 2717.66
Residual Tank 56 - 65 537.4 537.4 44.12 8.65 9.84 110.59
TOTAL 45316.0 45316.0 98.50 9.73
Aft Peak Tank Port -05 - 09 493.4 505.7 2.47 5.36 10.95 1517.97
Aft Peak Tank Starboard -05 - 09 484.4 496.6 2.56 -5.45 10.95 1444.82
TOTAL 18162.7 18616.8 101.87 0.00 6.45
FRESH WATER TANKS DENSITY 1.000
Capacity Centre of Gravity
Volume LCG from TCG from VCG above Moment
Tank Frames 100% Aft Perp. Centreline Baseline (Imax)
m3 m m m m4
Boiler Water Tank Port 5 - 12 45.1 5.10 6.44 15.21 7.68
Fresh Water Tank Port 2 - 12 136.7 3.94 9.94 15.16 177.66
Fresh Water Tank Starboard 2 - 12 181.8 4.23 -9.07 15.17 310.83
TOTAL 363.6 4.23 0.00 15.17
Section 2: Main engine and auxiliary systems
2.1 Main Engine and Propulsion Systems
2.1.1 Main Engine Specification
2.1.2 Main Engine Manoeuvring Control
2.1.3 Main Engine Protection System
2.1.4 Main Engine Digital Governor
Issue: Final Draft - November 2011 IMO No: 9431305 Section 2.1 - Page of 32
Illustration 2.1.1a Main Engine
Exhaust Hydraulic Exhaust
Manifold Valve Actuator
Exhaust Valve
Housing
Piston Cooling
LO Supply
Cylinder Cover
Scavenge Ports
Camshaft
zz
Piston Rod
Stuffing Box
Air Cooler Crosshead Guide Shoe

Enlarged View of Piston Crown LO
Cooling Arrangement
Electric Auxiliary
Scavenge Air Blower
Crosshead Guide
Jacket High Temperature
Cooling Inlet Key
Crankcase Relief Valve Stay Bolts
Fuel Oil
Connecting Rod
Fresh Water
Crankpin
Main Bearing
LO Supply Lubricating Oil
Crankshaft Scavenge Air
DALIAN MAN B&W 6S50MC

Combustion Gas
Holding Down Bolts
2.1 Main Engine and Propulsion Systems Description Frame Box
Bedplate and Main Bearings The frame box is of sectional welded design, plates fixed to the box frame,
2.1.1 Main Engine Specification and together with the bedplate form the crankcase. Crankcase relief valves
The bedplate is fabricated in sections, consisting of welded longitudinal cross
for each cylinder unit are on the exhaust side, and on the camshaft side, large
girders with cast steel bearing supports. Hydraulically tensioned holding down
Main Engine hinged doors provide access for inspection and maintenance of the bearings.
bolts secure the bedplate to the hull, with the engine sitting on resin chocks.
The crosshead guides are attached to the frame box. Stay bolts secure the
Designer: MAN B&W, Copenhagen, Denmark The oil pan is made of steel plate and is attached below the bedplate to collect
bedplate, frame box and cylinder frame together to form the engine. The stay
Manufacturer: Dalian Marine Diesel (DMD) Co. Ltd., China the oil from the forced lubricating oil and piston cooling oil system. The main
bolts are tensioned hydraulically, with each bolt braced to prevent transverse
bearings are thick-walled steel shells lined with white metal. The bottom shells
Model: 6S50MC-C (Mark-VII) oscillations. The stay bolts transmit the forces acting on the cylinder covers to
can be turned into and out of the bearing housing for inspection by means
No. of sets: 1 the bedplate. A hydraulic top bracing system transfers transverse thrust to the
of special tools. The shells are secured by the bearing cap and hydraulically
ship’s structure.
Type: Two-stroke, single-acting, direct reversible, tensioned studs. The camshaft chain drive is integrated with the thrust bearing
crosshead diesel engine with one constant at the after end of the engine.
pressure turbocharger and charge air cooler Gallery Arrangement
Number of cylinders: 6 Crankshaft The engine is provided with gallery brackets, gratings, stanchions and rails.
Cylinder bore: 500mm The brackets are placed at such a height that the best possible overhauling
The crankshaft is of the semi-built type, made from forged or cast steel throws,
Stroke: 2,000mm and inspection conditions are achieved. Some main pipes of the engine are
which are made in sections and then shrunk together. At the aft end, the
suspended from the gallery brackets. The upper gallery brackets on the camshaft
Output (MCR): 9,480kW at 127 rpm crankshaft is provided with a flange for the turning wheel.
side are provided with overhauling holes for stowing pistons.
Output (CSR): 8,058kW at 120.3 rpm
Barred speed range: 59 to 71 rpm Axial Vibration Damper
Cylinder Frame, Cylinder Liner and Stuffing Box
Specific fuel consumption: 176g/kW per hour The engine is fitted with an axial vibration damper to counteract heavy axial
The cast cylinder frame sections support the cylinder liners, the sections being
129.7g/bhp per hour vibrations which might cause adverse forces and vibrations. The damper is
bolted together to form the cylinder block, which together with the liners
mounted at the forward end of the crankshaft and consists of a piston and a
forms the cooling water space. At the camshaft drive end the cylinder frame
split housing. The piston is a collar on the crankshaft journal located within
Turbocharger is bolted to the upper part of the chain wheel frame. The scavenge space is
the housing which forms two chambers. Lubricating oil supplied from the main
between the cylinder block and the crankcase. On the camshaft side, access
Designer: ABB Turbo Systems Ltd., Baden, Switzerland LO system fills the chambers, which are connected by bores equipped with
covers are provided for cleaning the scavenge spaces and inspection of the
Manufacturer: ABB Jianglin Turbo Systems Co. Ltd., China flow restrictors. Axial movement of the crankshaft is dampened by resistance
liners and pistons/piston rods through the scavenge ports. The camshaft bearing
No. of sets: 1 to the oil flowing through the bores.
housings, lubricators, and gallery brackets are all bolted onto the cylinder
Type: TPL77-B12 frame sections. As are the telescopic pipe units fitted to supply oil to the pistons
Thrust Bearing and crossheads. A piston rod stuffing box is fitted for each cylinder unit at
The thrust bearing is of the B&W-Michell type and is integrated with the the bottom of the scavenge space. The stuffing box is provided with sealing
Auxiliary Blowers rings for scavenge air isolation, and with oil scraper rings to prevent oil from
bedplate and comprises a crankshaft thrust collar, white metal faced thrust
Manufacturer: Jin Zhou Air Conditioning Equipment Plant, China pads and fore and aft thrust shoes. The thrust shaft is an integrated part of the entering the scavenge air space and to stop any oil/sludge in the scavenge space
No. of sets: 2 crankshaft and is supported by main bearings on either side. Propeller thrust from entering the engine sump. The space between the seals drains through an
is transferred from the thrust collar to the thrust pads and then to the thrust inspection funnel to the stuffing box LO drain tank. The cylinder liner is made
Model: JC53A-60 of alloyed cast iron and is suspended in the cylinder frame, with a low-situated
Capacity: 1.92/3.90m3/second shoe attached to the bedplate. The bedplate transfers the thrust to the hull of
the ship. flange. The upper part of the liner is surrounded by the cooling water jacket,
Motor manufacturer: ABB the lower section of the liner incorporates the scavenge ports. The liner also has
Motor type: M2QA200L2B, 3,540 rpm, 42.6kW drilled holes for cylinder lubrication.
Turning Gear and Turning Wheel
The toothed turning wheel is bolted to the aft end of the crankshaft and is Cylinder Cover
Introduction driven by the turning gear with a sliding pinion on the output shaft. The turning
gear being driven by an electric motor through chain drive and reducing gear, The steel cylinder covers are forged in one piece with bores for cooling water
The vessel is equipped with a single main diesel engine, as described above, the motor is fitted with an electromagnetic brake. A pneumatic blocking device circulation. A central bore to locate the exhaust valve, with other bores for
directly coupled to a fixed pitch propeller. The engine is usually controlled prevents the main engine from starting when the turning gear is engaged. the fuel valves, warning relief valve, air start valve and indicator valve. The
remotely from either the ECR or the bridge. In the event of control system Engagement and disengagement of the turning gear is carried out manually. cylinder cover is attached to the cylinder frame with studs. The elasticity of
failure the engine may be operated from the local/emergency control station. these studs is such that in the event of excessive cylinder pressure the head will
lift, relieving the pressure and then reseat.
Exhaust Valve and Valve Operating Gear forged steel with a central bore which, in conjunction with a central cooling Governor
oil pipe, forms the inlet and outlet for piston cooling oil. The crosshead is of
The exhaust valve consists of a cast iron water-cooled housing with gas The engine is provided with an electronic governor which controls the engine
forged steel and has cast steel guide shoes with white metal running surfaces.
channel, valve seat, spindle guide, and a valve spindle. The steel valve seat is speed via an electro-mechanical actuator system. The actuator shaft is connected
Brackets for the oil inlet telescopic pipe and outlet to the slotted pipe are
water-cooled and has a hardened seating surface for the valve spindle. The valve to the fuel pump regulating shaft by means of a mechanical linkage. The speed
mounted on the crosshead. The slotted pipe collects cooling oil from the piston
spindle is made of heat resistant steel and is provided with a small vane wheel setting of the actuator is determined by an electric signal from the electronic
for monitoring and is bolted to the frame box.
on which the exhaust gas acts during operation, causing the spindle to rotate a governor, based on the position of the main engine regulating handle.
small amount each time the exhaust valve opens. The valve rotation reduces the
risk of local overheating and reduces deposits on the seating faces. The spindle Fuel Injection Pump and Fuel Oil High Pressure Pipes
Manoeuvring System
guide is sealed by compressed air supplied through the valve housing. The
There is one fuel injection pump for each cylinder, consisting of a pump
valve operating system consists of hydraulic actuator, high-pressure pipe, and The engine is provided with an electro-pneumatic manoeuvring and fuel oil
housing with pump barrel, plunger and suction shock absorber. To prevent
spindle operating cylinder mounted on top of the valve housing. The hydraulic regulating system. The system transmits orders from the separate manoeuvring
fuel oil from contaminating the camshaft lubricating oil, seals are fitted in the
actuator is driven by a cam located on the camshaft. The hydraulic system consoles to the engine control system. The regulating system makes it possible
pump base. The pump is operated by the fuel cam on the rotating camshaft, the
opens the exhaust valve, while the closing of the exhaust valve is carried out to start, stop and reverse the engine as well controlling the engine speed. The
amount of fuel injected being controlled by turning the plunger with a toothed
via the spring air acting on the underside of the closing piston; the closing speed control handle on the manoeuvring console gives a speed setting signal
rack connected to a governor through the regulating shaft. The fuel pumps
action is damped by means of an oil cushion on top of the spindle. to the governor, which is dependent on the desired engine rotational speed. A
incorporate Variable Injection Timing (VIT) for optimum economy at part
shutdown function will stop the engine regardless of the speed control handle
load, the regulating shaft position being the control parameter. Adjustment of
position. The shutdown function operates by activating the puncture valves
Fuel Injection Valves, Starting Valve, Warning Valve and Indicator Valve the pump lead is made by raising the fuel pump barrel by means of a toothed
placed in the high pressure fuel system, which stop the injection of fuel. The
rack, varying the point at which the spill port is covered and changing the start
Each cylinder cover is equipped with two non-cooled fuel oil injection valves, engine is provided with a local (emergency) engine control console, mounted
of injection. Each pump is fitted with a puncture valve which quickly stops
one air start valve, one pressure warning valve and one indicator valve. The at the side of the engine together with an instrument panel.
injection during stopping and emergency shutdown. The fuel oil high-pressure
opening of the fuel injection valves is controlled by the fuel oil pressure
pipes are sheathed with protective hose, but are neither heated nor insulated.
generated by the fuel pump; the injector valves are closed by a spring. An
Any leakage into the sheath is led to a collecting tank at the side of each pump, Reversing the Engine
automatic vent slide allows the circulation of fuel oil through the fuel valves
these tanks are fitted with a float operated alarm switch. When the switch The engine is reversed by changing the timing of the starting air distributor and
and high pressure pipes. This vent slide prevents the engine cylinder from
is activated, a signal is sent to the EMS 2200 alarm and monitoring system. the fuel pump roller guides. The roller guides are only able to reverse when
being filled up with fuel oil in the event that the valve spindle sticks when the
The alarm system initiates the operation of the puncture valve on the top of the engine rotates. When the engine is required to run astern, the fuel pumps
engine is stopped. The air start valve is opened by pilot control air from the
the injection pump. When the puncture valve operates the fuel delivery stops are set to the maximum VIT-index and the consequent early fuel oil injection
starting air distributor; the valve is closed by a spring. The pressure warning
immediately. This effectively cuts out the cylinder concerned and an immediate facilitates starting and running in astern direction.
valve is spring-loaded. The indicator valve allows cylinder pressure readings to
response is required to bring the engine speed below 110 rpm, if it is above this
be taken in service. One indicator drive is fitted at each cylinder, consisting of a
value. Cutting out of a cylinder will initiate an exhaust temperature deviation
cam on the camshaft, a spring-loaded spindle with roller and eye for attaching
the indicator cord after the indicator has been mounted on the indicator valve.
alarm on the EMS 2200 system as the exhaust temperature drops. This Exhaust Gas and Scavenge Air Systems
deviation alarm initiates an alarm/slowdown function directive from the EPS Scavenge Air System
The spindle movement corresponds to the movement of the piston in the unit.
2200 engine safety system, indicating that a slowdown of the engine should be
carried out by the operator. The engine has one exhaust gas turbocharger drawing air from the engine room
Connecting Rod through the compressor intake silencer. From the turbocharger the air passes
The connecting rod is made of forged steel and is provided with bearing caps through the air cooler and water catcher (separator) to the scavenge air receiver.
Camshaft and Cams The charge air pipe between turbocharger and air cooler is provided with a
for the crosshead and crankpin bearings. The crosshead and crankpin bearing
caps are secured to the connecting rod by hydraulically tensioned studs and The camshaft is of a separate section for each cylinder unit. Couplings are compensator and is externally insulated.
nuts. The crosshead bearing consists of a set of thin walled steel shells, lined shrunk on to the shaft to join them together, these couplings are adjustable
with white metal. The crosshead bearing cap is one piece, with an angular cut- hydraulically. Each section comprises exhaust cam, a fuel cam, indicator Air Cooler
out for the piston rod. The crankpin bearing is provided with thin walled steel cam and two coupling flanges. The exhaust cams and fuel pump cams have
shells, lined with white metal. Lubricating oil is supplied through ducts in the a hardened face and are shrunk on to the shaft, adjustment is similar to the The engine is fitted with one air cooler of the mono block element type with
crosshead and in the connecting rod, to supply the crankpin bearing. couplings, the indicator cam is adjusted mechanically. The camshaft bearings cleaning nozzles for the air side of the cooler. A separate tank and circulating
consist of one lower half shell mounted in the bearing support attached to the pump are supplied for chemically cleaning the air side. A water mist catcher of
roller guide housing by means of hydraulically tensioned studs. the through-flow type is located in the air chamber below the air cooler.
Piston, Piston Rod and Crosshead
The piston consists of crown and skirt. The crown is made of heat resistant steel Chain Drive Exhaust Gas Turbocharger
and has four chrome-plated ring grooves, The skirt is provided with bronze
wear bands and is bolted to the underside of the piston crown, with inner and The camshaft is driven directly from the crankshaft by a hydraulically The turbocharger is uncooled with lubricating oil supplied from the main LO
outer ‘O’ rings sealing between the crown and piston rod. The piston rod is of tensioned chain drive, the longer length sections are supported by guide bars. system, a reserve tank is mounted above the bearings to provide sufficient
The cylinder oil lubricators are driven by a separate chain from the camshaft. lubrication whilst stopping due to loss of oil pressure.
Illustration 2.1.1b Main Engine Piston Cooling Flow Path Exhaust Gas System The oil is fed to each main bearing through branches from the main LO pipe
located along the engine at the level of the main bearings. The axial vibration
From the exhaust valves, the gas passes to the exhaust gas receiver and then
damper and chain drive are also supplied with LO from the main bearing
through the turbochargers at a constant pressure. After the turbocharger the
system.
gas is led to the composite boiler and up the funnel to atmosphere. For ease
of maintenance, clamping bands are used between the valves and receiver.
The axial vibration damper is provided with a monitoring system. If the axial
The receiver and exhaust pipes are insulated and covered by galvanised sheet.
vibration measurement exceeds a preset value, an alarm signal is generated. If
A blanked bypass line is fitted between the receiver and the outlet from the
the vibration measurement exceeds a further value for longer than the system
turbocharger, allowing the turbocharger to be isolated from the engine exhaust
time delay period, a ‘slowdown output’ signal is generated and the engine
system in the event of failure. There is a protective grating between the exhaust
control system will initiate an engine slowdown.
gas receiver and the turbocharger.
The crosshead bearings are fed from a separate LO supply manifold located
Scavenge Air Auxiliary Blowers below the turbocharger. The oil is supplied to the crossheads through telescopic
There are two electrically-driven scavenge air blowers, drawing from the air pipes located inside the crankcase and is distributed to lubricate and cool as
coolers outlet and discharging into the scavenge trunk, though non-return follows:
flap valves. Similar flap valves are fitted to the outlet from the air cooler and • To lubricate the crosshead pin bearings, crosshead shoes and guides.
prevent the air from back-flowing. During operation of the engine, the auxiliary
• A central bore and pipe in the piston rod directs cooling oil to/from
blowers start automatically when ready to start or if running when the engine
the piston crown. The oil returns through the piston rod and is
load is reduced to 30~40%, and continue operating until the load exceeds
directed through an attached pipe to the slotted pipe attached inside
40~50%.
the crankcase. The cooling oil returns from the pistons are monitored
by temperature sensors and in sight glasses when returning to the
Lubricating Oil Systems (See Section 2.8) main engine sump.
Lubricating and Cooling Oil • A bore in the connecting rod directs lubricating oil to the crankpin
bearing.
The engine operates on the Uni-Lube system with all lubricating and cooling
oil provided from one source. Lubricating oil is supplied by two main LO
The cylinders liners are lubricated by dedicated cylinder oil injection pumps
pumps, with a capacity of 205m3/h at 0.45MPa, drawing from the sump tank
which supply oil to lubricator quills as described below.
and supplying oil to the following:
• The main and thrust bearings
Camshaft System Oil
• The crosshead bearing system
Lubricating oil for the camshaft bearings and cams, together with operating oil
• The turbocharger for the exhaust valve actuators, is taken from the main lubricating oil supply
• The camshaft system line after the filters. The oil from the bearings passes to the cam boxes, where
a weir arrangement provides oil baths through into the exhaust and fuel cams,
During normal operations, one LO pump and one camshaft pump are running dip lubricating the cam surfaces. The oil then drains to the engine sump tank.
with the other pumps on standby. A standby pump is automatically started in
the event of the discharge pressure of the operating pump falling below the
Enlarged View of Piston Crown LO
Cooling Arrangement
predetermined limit. The oil in the system is cooled by water from the LT Turbocharger Bearing Oil
system in the LO cooler and is regulated to enter the engine at 45°C. Oil to The turbocharger has plain journal bearings supplied with oil from the engine
the engine passes through a 50μm automatic backflush filter, a bypass filter is system. A LO reserve tank located on top of the turbocharger casing supplies
Both wet and dry cleaning systems are provided for the turbine side and a provided for use if the automatic filter is not available. oil if the main LO supply fails. This allows the rotor bearings to be lubricated
fresh water washing system for the compressor side. These must be operated in during the time for the rotor to come to a stop (approximately 20 minutes).
Bearing and Piston Cooling Oil System
accordance with the manufacturer’s instructions. The turbocharger is equipped
with an electronic tacho system with pick-ups, converter and indicator mounted The main bearings and crossheads are supplied with oil through the filter and an
Due to the high rotational speeds and temperatures at which turbochargers
in the ECR. orifice which maintains back-pressure at the pump. The supply to the systems
rotate, it is essential that the bearings receive a plentiful supply of oil at all
is then regulated by a locked valve which limits the flow to the main bearings,
times. The supply has a low pressure alarm and the outlet a high temperature
the camshaft pumps draw from this line, with the remaining oil being directed
alarm. Engine shutdown is activated if the supply pressure falls below the set
to the crosshead and crankpin bearings, piston cooling and the turbocharger.
point. A sight glass allows monitoring of the outlet oil flow.
Cylinder Lubrication returned to the circulating pump suction manifold. For safety reasons the high suction line of the HT cooling water pumps at the deaerator. This connection
pressure pipes from the fuel injection pumps to the injectors are encased in provides cool water to replace the hot HT water rejected to the LT system.
Cylinder lubricating oil differs from the system oil used for crankcase
a protective sheath. Any leakage from a high pressure fuel pipe is led to the This arrangement ensures that the correct water flow and temperature are
lubrication and cooling in the requirement to neutralise acid products of
leakage tank which is equipped with a float switch which activates an alarm in maintained at the engine outlet. The HT cooling water temperature must be
combustion, whilst maintaining an oil film at conditions of high temperature
the case of excessive leakage. kept at the correct value to avoid increased cylinder liner wear. A low cooling
and pressure. The oil also assists in keeping the liner surface clean. It is
water temperature can cause condensation which leads to sulphuric acid on the
essential that the correct cylinder lubricating oil is used for the type of fuel
The fuel oil is heated to the temperature required to achieve the optimum liner walls. The cooling water outlet temperature should also be kept as steady
being used, usually either HFO or low sulphur HFO. The cylinder oil used
atomising viscosity. However, prior to prolonged shutdown, and after starting as possible under all load conditions. The maximum fluctuations being ±2°C
is highly alkaline in its composition and has a viscosity equating to SAE 50.
up from cold, the engine should be run on marine gas oil (MGO) in order to under constant loads and ± 4°C during load changing conditions.
Cylinder oil is injected through the walls of the cylinder liners via 6 non-return
clear the fuel lines of HFO. This will prevent the fuel system becoming clogged
lubricator quills which are located around the cylinder periphery. The cylinder
with cold heavy fuel oil. The fuel preparation unit can be supplied with MGO The main engine HT cooling water system incorporates a fresh water generator
oil is supplied to the lubricator quills by cylinder lubricator pump units. Two
from the MGO service tank. The MGO is supplied at the fuel circulating pump which is heated by the hot HT water leaving the engine. The fresh water
cylinder lubricator units with eighteen pumps, each unit supplying three
suction manifold, where a changeover valve is incorporated in the system to generator acts as a cooler for the HT cooling water and reduces the requirement
cylinders, are mounted on the forward end of the engine at middle gallery level.
change from HFO to MGO operation. The fuel system and the changeover for cooling water to be directed to the LT system.
The lubricator units are driven by a common shaft which is chain driven from
procedures are described in detail in Section 2.6 of this manual.
the camshaft. The cylinder lubricators adjust the quantity of oil delivered to the
A jacket water preheater is fitted to the system and is operated when warming
liners according to the engine load change. They are controlled by the engine
the engine through from cold and when the engine is stopped but needs
speed in conjunction with engine, and once set, adjust the cylinder oil feed rate Cooling Water System (See Section 2.5.1) to remain in an operational condition. The HT cooling water systems are
proportionally to the engine load. The lubricator units are provided with a flow
described in Section 2.5.1.
indicator sight glass for each lubrication point and a no-flow alarm activated The main engine cooling water system consists of the high temperature (HT)
when the steel ball in the flow sight glass contacts a detector located at the cooling water system and the low temperature (LT) central water cooling The deaerator is fitted to the HT cooling water pump suction manifold. The
base of the sight glass; this facility is inhibited when the engine is stopped. The system. The HT system circulates cooling water through the cylinder liners, top of the deaerator is led to the expansion tank; the bottom of the deaerator is
lubricator unit reservoirs are fitted with float valves supplied with oil from a cylinder covers and exhaust valves. The LT cooling system serves the scavenge connected to the bottom of the expansion tank.
cylinder oil service tank and usually remain full. The reservoir is provided with air cooler and the lubricating oil coolers. A fresh water expansion tank is fitted
a low level alarm, activated before the level has reduced to the point at which in the system to serve both the HT and LT systems. The tank is designed to
the pumps fail to operate. allow for volumetric changes with temperature and also make up for any system LT Cooling Water System
leakages. The water in the HT and LT systems is chemically treated with an The LT cooling water system supplies the LO cooler and charge air cooler as
inhibitor to prevent corrosive attack, sludge formation and scale deposits within well as other auxiliary equipment. The LT cooling water system is described in
Fuel Oil Supply System (See Section 2.6.1)
the system. It is important that the concentration of corrosion inhibitor within Section 2.5.2. of this manual.
the system is maintained to the manufacturer’s requirements, as untreated
The main engine is designed to operate on heavy fuel oil (HFO) during all
fresh water is relatively corrosive. The pH value of the cooling water should be
normal conditions, including manoeuvring. Fuel oil is delivered to the main
maintained between 8.5 and 10.0 at 20°C and the chloride content should not Starting Air System (See Section 2.10.1)
engine fuel injection pumps by the fuel preparation unit which incorporates
exceed 50ppm. A sudden decrease in the engine cooling water’s pH value can
heaters, filters, supply pumps and circulation pumps. The fuel preparation
indicate exhaust gas leakage, while an increase in chlorine content can indicate The starting air system incorporates a main starting valve, a non-return valve
unit also supplies the diesel generator engines. Fuel oil from the HFO service
salt water contamination. and a starting air distributor. An air start valve is fitted to each engine cylinder
tank enters the preparation unit at the supply pump suction manifold. The
cover. The starting air valve admits compressed air into the cylinder when the
supply pumps force the fuel through the fuel filters and to the circulating
piston is at or near top dead centre, causing the engine to turn. The starting
pump suction manifold. The circulating pumps circulate the fuel oil through HT Cooling Water System
valves are opened by pilot air acting on a piston inside the valve and closed by
the heaters to the main engine fuel injection pump supply manifold (and to
The HT cooling water system is supplied by two HT cooling water pumps, one spring action when the pilot air supply is vented as the engine rotates.
the diesel generator engine fuel system). The fuel quantity delivered by the
operational and the other on standby. The cooling water from the duty cooling
circulation pumps is always greater than that required by the main engine and
water pump is fed to the engine’s pipework and through branches to the cooling Starting air, between 2.0 and 3.0MPa, is supplied to the engine from the starting
diesel generator engines. The surplus fuel is returned to the circulation pump
jacket on each cylinder. The water is led from the cooling jackets up through air receivers. This is directed to the engine starting air manifold through the
suction manifold.
the cylinder covers and to the exhaust valve housings. The cooling water leaves main starting valve and non-return valve. The main starting valve is normally
the engine via the outlet manifold. The inlet pipes to the cylinders are provided set to automatic operation; in this mode the valve opens on receiving a start
A spring-loaded overflow valve is located in the main engine fuel oil inlet
with shut-off valves. The outlet pipes from the exhaust valves are also provided command, closing when ‘starting speed’ is attained. Manual opening of the
line. The valve allows fuel to bypass the engine system and return directly to
with shut-off valves, a pocket for a thermometer, and a deaeration cock. valve is also possible and it is manually closed at ‘Finished With Engines’.
the circulating pump suction manifold. This maintains a constant pressure at
the fuel injection pumps regardless of the fuel demand during operation. All
The water temperature leaving the engine is controlled at 80°C by a three- When the main starting valve opens, starting air is supplied to the starting air
of the pipes up to the injection fuel pumps on the engine are trace heated and
way valve that diverts some of the water to the LT cooling water system. The distributor. An additional remotely operated valve is located in the air supply
insulated. When the engine is at rest the fuel temperature is maintained by
remainder of the water flows back to the suction side of the HT cooling water line to the starting air distributor and also opens on a start command; the valve
circulating fuel oil through the heater and engine fuel system. The fuel is then
pumps. A connection from the LT cooling water system is located on the closes as the engine attains ‘starting speed’.
The starting air distributor controls the supply of pilot air to the cylinder air c) Check the flow of oil through the turbocharger. j) Check the indicator lamp TURNING GEAR ENGAGED
start valves. The air start valves admit air to the engine cylinders in the correct extinguishes and the DISENGAGED lamp is illuminated.
sequence to cause the engine to rotate in the required direction. The starting d) Check that the cylinder lubricator reservoirs are full.
air distributor is set for AHEAD or ASTERN engine rotation by the engine k) Lift main starting valve locking plate to the SERVICE
manoeuvring system. e) Operate the cylinder lubricators manually. Check that oil is position.
delivered to each of the cylinder quills.
When the main starting valve is open, the chamber below the piston of the l) Check the indicator lamp to ensure distributor is not blocked.
starting valve is pressurised through the starting air pipe, this keeps the valve
Cooling Water Systems
closed. The starting valve is also kept closed by the action of the return spring. m) Locking plate remains in the SERVICE position when running.
When the chamber above the starting valve piston is pressurised with pilot air It is assumed that both HT and LT cooling water systems are operational.
from the air start distributor, the starting valve opens and starting air flows The locking plate must remain in the BLOCKED position whenever the turning
from the starting air pipe to the cylinder. When the starting period is finished, Note: If HT temperature is below 20°C the engine must not be started. The gear is engaged and/or repairs are being carried out.
the chamber above the piston is vented and the starting valve will close under main engine is normally kept warm with water circulating.
the action of the return spring. The starting air in the chamber below the piston
and the starting air pipes is vented slowly through small holes in the starting Slow-Turn with Air
a) Start the HT cooling water pumps and check the pressures.
air pipe after the engine has started. a) Disengage the turning gear.
b) Using the jacket water preheater, warm to 50°C (min. 20°C).
A bursting disc is fitted in the starting air branch pipe to each cylinder. The disc b) Check that it is locked in the OUT position.
is fitted to relieve excess pressure in the event that the cylinder air start valve c) Ensure cooling water pressures are correct with no leaks. Check
fails to close for some reason. This pressure could be due to the cylinder firing, again when the engine is at operating temperature. c) Check indicator lamp TURNING GEAR ENGAGED is
or by a fire or explosion in the starting air supply line caused by the combustion extinguished.
of oil deposits.
Turning the Engine d) Lift main starting valve locking plate to the SERVICE
This must be carried out to prevent damage caused by liquid in any of the position.
Operation of the Main Engine
cylinders. Before turning the engine, inform the duty deck officer.
Preparations for Starting e) Check the indicator lamp.
Note: Always carry out the turning operation at the latest possible moment
Air Systems f) Locking plate remains in the SERVICE position when running.
and, under all circumstances, within the last 30 minutes before starting.
a) Drain water from all air receivers and supply lines.
g) Check that the indicator valves are open.
Turning with the Turning Gear
b) Pressurise the air systems.
a) Ensure regulating handles are in the STOP position. h) Press MANUAL SLOW-TURNING pushbutton and move the
regulating handle to the START position until the engine has
c) Ensure that all pressures are correct.
b) Open the indicator valves. turned over at least 1.5 complete revolutions.
d) Ensure that control air is supplied to the air spring system.
c) Engage and start the turning gear. i) Allow the engine to turn over and check to see if fluid flows out
Note: Spring air pressure must be applied before the lubricating oil pumps of any of the indicator valves.
are started. This is to prevent the exhaust valves from opening too far. d) Turn engine at least one full revolution in the ahead direction.
j) Check that the individual fuel pump air cylinders move the
reversing link on the roller guides.
e) Engage the exhaust valve lifting/rotation check rods, checking e) Check indicator valves for any traces of liquid.
that the valves are closed. Disengage when engine is running k) When the engine has turned at least 1.5 revolutions, move the
and lift/rotation confirmed. f) Repeat the previous points in the opposite direction of rotation.
regulating handle to the STOP position.
-
g) Close the indicator valves if not slow-turning on air.
Lubricating Oil Systems l) Turn the reversing handle to the opposite direction of rotation.
Repeat steps g to k.
Start the main lubricating oil pump. h) Disengage the turning gear.
m) Turn the slow-turning switch back to the NORMAL position.
a) Check the system oil pressures. i) Check that it is locked in the OUT position.
n) Close the indicator valves.
b) Check sight glasses for piston cooling oil flow.
Illustration 2.1.1c Main Engine Manoeuvring Control and Start System
Pneumatic Lifting Arrangement 20 L Safety Air Supply 0.7MPa

of Fuel Pump Roller Guide
VIT Actuator
Fuel Pump Set Point: FWE Set Point Set Point

0.4MPa 0.05MPa 0.55MPa
Main Service
Starting Valve Blocked
Stop Maximum Start Air
I
P
3.0MPa
Set Point
0.2MPa Open
Emergency Console Reversing Sensor for

Mechanism Starting Air Starting Air
Distributor Set Point 1.5MPa
Slow
Reset
Emergency Electrical Turn
Handwheel Governor Valve Main Start
Actuator Valve Control
Valve Unit
Starting Valve Ahead/

Astern
Valve Unit
Manual
Set Point "P"

0.2Mpa Remote
Ahead
Set Point Stop
0.2MPa Astern
Set Point
6 Sec.
Remote
Start
Emergency
Connected Cylinder LO
and TICS System
Set Point
1 Sec.
Key
Control Air Supply Line

40 L
Safety Air Supply Line
Turning
Ahead Astern Stop Start
Gear Ahead Signal
Control Air 40 L Astern Ahead

0.7MPa Set Point
0.2MPa
Air Supply Starting Signal
Alarm Set Point:
0.55MPa Alarm FWE Stop Signal
Set Point: Exhaust Valve
0.55MPa Bridge Control Air Line
Connected to
Alarm Set Oil Mist Safety Relief Local Emergency Air Line
Point: Detector Valve Set
0.55MPa
Point 2.1MPa
Fuel Oil System Engine Starting Procedure • Check the cylinder oil levels in lubricators and service tank.
a) The fuel oil supply unit also supplies the generator engines, and Starting
should already be in operation. Procedure for Increasing Engine Load
CAUTION
b) Check the fuel pressures and temperatures. If the engine has been out of service for some time, the first start when If there are no restrictions such as running-in after repairs, proceed to increase
alongside is usually performed as a quay-trial. Prior to this, it must be the load on the engine.
ascertained that:
Checking the Fuel Regulating Gear The cooling water should be 50°C, however, if the temperature is below this it
1. The harbour authorities permit the quay-trial.
a) Close the shut-off valve for the starting air distributor to prevent must be allowed to reach this point before increasing load.
the engine from turning. 2. The moorings are sufficient and will be attended.
Gradually increase the engine speed to 120 rpm (CSR). If required, increase the
3. A watch is being kept on the bridge. speed to 127 rpm (MCR) over a period of 30 minutes or more.
b) Check that the STARTING AIR DISTRIBUTOR BLOCKED
indicator lamp is illuminated. The following modes of starting are available:
Checks When Increasing Load
c) Change control to the engine side control console. • Remote control from engine control room
Feel-Over Sequence
• Remote control from bridge
See the description of the procedure, Emergency Operation of the Main Engine If the condition of the machinery is uncertain (eg, after repairs or maintenance
(Section 5.2). • Local engine side (emergency) control work), the ‘feel-over sequence’ should always be followed as closely as
circumstances permit, that is:
d) Turn the regulating handwheel to increase the fuel pump index, When operating the engine from the engine control room or the engine side
local control station, the speed setting orders are given manually. The operator 1. After 15-30 minutes running on ‘Slow’.
check that all fuel pump index indicators follow to the ‘FUEL
moves the regulating handle to start, stop and set the engine speed according to 2. Again after 1 hour running.
SUPPLY’ position.
the orders received from the bridge via the telegraph system.
3. At sea, after 1 hour running at service speed.
e) With the regulating handwheel back in the STOP position,
check that all fuel pumps show zero-index. Checks During Starting Stop the engine, engage the turning gear, stop the lubricating oil pumps and
Make the following checks immediately after starting: open the crankcase doors. Check the parts listed below (by hand or with a
f) Change back to NORMAL (REMOTE) control. non-contact (infrared) thermometer) where friction may have caused undue
• Direction of Rotation. Ensure that the direction of rotation heating.
g) Open the shut-off valve for the starting air distributor. corresponds to the telegraph order.
• Exhaust Valves. Check that all exhaust valves are operating WARNING
h) Check that the STARTING AIR DISTRIBUTOR BLOCKED correctly, disengage the lifting/rotation indicators afterwards. During feeling-over, the turning gear must be engaged, the main starting
indicator lamp is extinguished. valve closed and the starting air distributor blocked.
• Turbocharger. Ensure that the turbocharger is running without
vibration. Check the lubricating oil pressures, temperatures and
Miscellaneous the flow from the turbocharger bearings are normal. Feel-Over Sequence Points
a) Lubricate the bearings and rod connections in the regulating fuel • Circulating Lubricating Oil. Check that the bearing lubrication, • Main, crankpin and crosshead bearings
gear, etc, every 4,000 hours. piston cooling, camshaft system lubricating oil pressures, • Piston rods and stuffing boxes
temperatures and flow are normal.
b) Switch on the electrical equipment in the control console. • Crosshead shoes and guides
• Pressures and Temperatures. Ensure that all pressures and
temperatures are normal for the engine speed. In particular the • Telescopic pipes
c) Set the switch for the auxiliary blowers in the AUTO position.
lubricating oil, fuel oil, cooling water, scavenge air, control air • Chains and bearings in the camshaft chain casing
The blowers will start 6 seconds apart.
and safety air.
• Camshaft bearing housings
d) Check that scavenge air receiver and scavenge space drain • Starting Valves on Cylinder Covers. Feel-over the air start
• Thrust bearing/guide bearing
valves are open to the drain tank and that test cocks are closed. supply pipes. A hot pipe indicates a leaking starting valve.
• Axial vibration damper
• Cylinders. Check that all cylinders are firing.
The engine is now ready to start.
• Cylinder Lubricators. Ensure that the lubricators are working Prior to closing the crankcase doors, restart the lubricating oil pumps and check
with an even ‘drop height’ level in all the sight glasses. that the oil is flowing freely from all piston returns, crosshead, crankpin and
main bearings.
Running-In charge air pressure and exhaust temperatures before the turbine. replaced, must be given special attention for some time after
A valuable criterion is also the daily fuel consumption. being put into normal service.
With a new engine, or after repair or renewal of large bearings, reconditioning
or renewal of cylinder liners and piston rings, a running-in period is required. • Check all valves in the cooling and lubricating systems, cooling • Listening to the engine noise may reveal some irregularities.
inlet and outlet valves on the engine must always be open
• The power developed by each unit should be checked regularly
When running-in piston rings and cylinder liners, the cylinder oil feed rate in service. They serve only to isolate individual units during
and adjustments made to maintain cylinder power balance.
should be increased to the level recommended by the engine builder. overhaul.
• Continuously clean the lubricating oil with the separator. Take
• When abnormally high or low temperatures are detected at a
With regard to bearings, the load should be increased slowly and the feel-over samples at frequent intervals and land for shore analysis.
water outlet, the temperature must be brought to the normal value
sequence followed, see ‘Checks when Increasing Load’. • Check the exhaust valves are rotating and operating smoothly.
gradually. Abrupt temperature changes can cause damage.
If not, the valve has to be changed and overhauled at the first
• The maximum permissible exhaust gas temperature at the
Fuel Changeover opportunity.
turbocharger inlet must not be exceeded.
The engine is fitted with non-cooled fuel valves with built-in fuel circulation.
• Check combustion by observing the colour of the exhaust gas.
This gives automatic circulation of the preheated fuel (through the pumps, Operating Within Sulphur Emission Control Areas (SECA)
high-pressure pipes and fuel valves) during engine standstill and allows • Maintain the correct scavenge air temperature. Higher charge air
continuous operation on heavy fuel oil. temperatures result in higher exhaust gas temperatures. A vessel in a SECA must burn fuel with a sulphur content below 1.0%. This
• Check the charge air pressure drop across the air filter and air means using low sulphur heavy fuel oil in the SECA areas, which are defined
However, changeover to diesel oil may become necessary if, for instance, the by legislation, and personnel must be aware of these restrictions. If low sulphur
cooler. Excessive resistance reduces air flow to the engine.
vessel is expected to have a prolonged inactive period with a cold engine. This heavy fuel is not available, then diesel or gas oil with a suitable sulphur content
situation will arise due to: • The fuel oil has to be clean before being used. Open the drain may be used as alternatives.
cocks of fuel tanks and fuel oil filters regularly for a short
• A major repair of the fuel oil system etc.
period, drain off any water or sludge. Maintain the correct inlet Changeover must be gradual to prevent fuel pump and/or injector sticking/
• A dry docking or similar repair period. pressure and temperature to the fuel injection pumps. scuffing, poor combustion and fouling of the exhaust gas passages.
• Shutdown of the boilers and/or steam system. • The heavy fuel oil has to be heated sufficiently to ensure that
viscosity at the fuel injection pumps is within specified limits. The requirements and procedures are detailed in Section 2.6.8, Low Sulphur
• The engine is stopped for a period of 5 days or more.
Fuel Operations and Section 2.6.9, Air Pollution.
• Environmental legislation requiring the use of low sulphur • Check the cylinder oil consumption, extended service experience
fuels. will help determine the optimum consumption.
• Cooling water pumps should run at the normal operating point, Preparations Procedure Prior to Arrival in Port
Changeover can be performed at any time: ie, the actual delivery head corresponds with the designed value.
If the pressure difference between inlet and outlet exceeds the a) Decide whether the harbour manoeuvres are to be carried out on
• During engine running. heavy fuel oil or diesel oil. Any changeover should be carried
desired value, pump overhaul must be considered.
• During engine standstill. out one hour before the first manoeuvre is expected.
• The vents to atmosphere at the uppermost points of the cooling
In order to prevent fuel pump and injector sticking/scuffing, poor combustion water spaces must be kept closed. b) Start an additional generator engine to ensure a power reserve
or fouling of the exhaust gas passages, it is very important to carefully follow • Check the level in all water, oil and drain tanks. Investigate any for manoeuvring. Start the oil-fired boiler, if required.
the changeover procedures. These procedures are detailed in Section 2.6.1, abnormal changes.
Main Engine Fuel Oil Service System. c) Perform a stop and reverse manoeuvre prior to arrival to check
• Observe the condition of the cooling water. Check for oil
the engine manoeuvring system (EMS).
contamination.
Normal Operation • Check the scavenge air receiver drain manifold’s sight glass to d) Drain any water from the starting and control air systems.
see if any water is draining away and if so, how much.
During normal running, regular checks are made and precautions taken e) Do not shut down the engine until instructed by the bridge that
contributing towards trouble-free operation. The most important of these are: • Check the scavenge space test cocks. Open the cocks daily and
look to see if any liquid flows out along with the charge air. it is safe to do so, unless an emergency situation arises.
• Regular checks of the system and pressures and temperatures.
• Check the pressure differential across the oil filters, clean if
• The values read, when compared with those in the commissioning Note: If harbour manoeuvres are to be carried out on diesel oil, the
necessary.
records, taking into account engine speed and/or power, provide changeover should be made 1 hour before manoeuvring.
an excellent datum for estimating engine performance. The • The running gear temperature should be checked by feeling
basic readings are load indicator position, turbocharger speed, the crankcase doors. Bearings, which have been overhauled or
Issue: Final Draft - November 2011 IMO No: 9431305 Section 2.1 - Page 10 of 32
Operations After Arrival in Port Procedure for Testing the Cylinder Air Start Valves for Leakage Precautions to be Taken During Maintenance Work
a) Obtain confirmation from the bridge that the stern is clear and
When the FINISHED WITH ENGINES order is received in the control room: the ship is secure on its berth. WARNING
Special Dangers
a) Return manoeuvring control to engine control room. b) Check that the turning gear is disengaged.
Keep clear of areas below loaded cranes.
b) Stop the main engine auxiliary blowers. c) Close the valve to the starting air distributor.
The opening of cocks and valves may cause discharge of hot liquids or
c) Test the starting air valves for leakage. gases.
d) Open the indicator valves.
d) Close and lock the main starting valve. The dismantling of parts may cause the release of springs.
e) Change over to emergency (local) control.
e) Shut the supply to the control air and safety air systems; open The removal of fuel valves or other valves in the cylinder cover may
f) Press the START pushbutton pressurising the starting valves.
the system vent valves. cause oil to run onto the piston crown. If the piston is hot, an explosion
may blow out the valve.
g) If air issues from an indicator valve, the starting valve is leaking.
f) The lubricating oil pumps are normally left on. This prevents
overheating of cooled surfaces and the formation of carbon When testing fuel valves do not touch the spray holes as the jets may
h) Replace or overhaul any defective starting valves.
deposits in the piston crowns. pierce the skin.
Note: As the turbocharger rotor can rotate due to natural draughts through the Local (Emergency) Operation Panel Beware of high pressure oil leaks when using hydraulic equipment, wear
engine it is essential that there is a continuous supply of LO to the bearings. protective clothing and equipment, including eye protection.
The engine should be operated from the Local Operation Panel (LOP) at least
once a month, if possible, to check the control system is operational. Arrange indicator cocks with pressure relief holes directed away from
g) If maintenance work is to be carried out, wait a minimum of 15
minutes before stopping the lubricating oil pumps. personnel. Wear goggles when taking indicator cards.
In order to operate the engine from the LOP, Local Control must be selected.
Selection is with the changeover valve located at the local engine side control Do not weld in the engine room if the crankcase is opened before the
Note: If the LO pumps are to be stopped, do not shut the air supply to the stand. The changeover procedure is detailed in Section 2.1.2. running gear is fully cooled.
exhaust valve spring air, as air flow through an open exhaust valve may cause
the turbocharger to rotate, causing bearing damage. Turning gear must be engaged before working on or inside the engine,
Auxiliary Blower
as the wake from other ships in port or waves at sea may cause the
h) Keep the engine preheated to a minimum of 50°C unless the propeller to turn. Also isolate the starting air supply.
harbour stay exceeds 5 days. The auxiliary blowers should be set to automatic when the engine is prepared
for operation. The engine standby command requests the control system to start
Use gloves when removing O-rings and other rubber/plastic-based
i) Switch off any equipment which does not need to operate during the auxiliary blowers and they will stop automatically. The auxiliary blowers
sealing materials which have been subjected to abnormally high working
the engine standstill periods. can also be set to manual control and run continuously.
temperatures, as they may have a caustic effect.
Note: The main engine and generator engines are supplied by the same FO
supply and circulating pumps, therefore the FO unit pumps will remain in
operation while the main engine is shut down.
Cooling Water Preheating During Standstill

If practical, maintain the engine at a minimum of 50°C using the steam
preheater. This counteracts corrosive attack on the cylinder liners during
starting-up.
Oil Mist Detector Causes of blow-by of combustion products: operation. This is a water spray system with individual cylinder
unit supply cocks; the main extinguishing water supply valve is
• Worn, sticking or broken piston rings.
Manufacturer: Kidde Fire Protection Services Ltd., Thame, UK located on the port side of the engine above No.6 crankcase door
• Individual cylinder lubricating quills not working. at the engine room floor level.
No. of sets: 1
Model: Graviner Mk 6 OMD • Damage to the running surface of the cylinder liners.
Note: Be aware of possible thermal shock. Do not open the scavenge air
• Excessive or abnormal liner wear such as clover-leafing, can
box or crankcase before the site of the fire has cooled down to under 100°C.
All cylinder units are fitted with individual optical detector heads monitoring also result in ring collapse and loss of piston ring to liner seal.
When opening, keep clear of possible fresh spurts of flame.
the associated crankcase continuously. The detector heads utilise light scatter
to measure the differential between the atmosphere in the crankcase and clean If one or more of these operating circumstances prevail, residues, consisting
The fire should have died down about 5 to 15 minutes after the fuel has been
air. The control unit scans signals from the heads sequentially at 1.2 second of incompletely burned fuel and cylinder oil, will accumulate at the following
shut off to the affected cylinder or cylinders. This can be verified by checking
intervals. The system has an alarm priority, and an alarm condition at any points:
the exhaust gas temperatures (if running) and the temperatures of the scavenge
detector head is responded to as soon as it occurs. • Between piston rings and piston ring grooves. space doors. Afterwards, the engine must be stopped as soon as practical and
• On the piston skirts. the cause of the fire established.
It is essential that the oil mist detector system is maintained in a full operating
condition and that alarms are acted upon immediately, this instrument provides • In the scavenge ports. Checks to be made should include:
an essential safeguard against crankcase explosions with extremely serious
consequences. Oil mist detector activation initiates an engine slowdown. • On the bottom of the cylinder entablature. • Cylinder liner running surface, piston and piston rings, non-
return air flaps in the receiver (to be replaced if necessary),
The duty engineer must test the functioning of the mist detector according Causes of the Fires possible leakages, piston rod stuffing box, fuel valve nozzles.
to company procedures. Although testing is carried out at the control panel, • After inspection (and repairs if necessary) the engine can be
each detector head has indicator LEDs, these must be checked daily to ensure The blow-by of hot combustion gases and sparks, which have bypassed the seal
between the piston rings and liner running surface, may enter the space on the put back on load with the fuel injection pump(s) and cylinder
functioning. If a detector head fails, an alarm is activated. The control panel for lubrication returned to normal operation.
the oil mist detector is located in the ECR. piston underside and residues present can ignite. If there is after-burning of the
fuel (due to late injection or poor atomisation), the cylinder pressure may be • If it is not feasible to stop the engine and the fire has died down,
higher than the scavenge pressure when the scavenge ports are uncovered and the fuel injection pump can be cut-in again. The load should be
Fouling and Fires in the Scavenge Air Spaces hot combustion gases may enter the scavenge space. increased slowly and the cylinder lubrication gradually reduced
to normal output. Avoid extended running time with increased
The principal cause of fouling is blow-by of combustion products between A defective piston rod stuffing box may allow oil from the crankcase to enter cylinder lubrication.
piston and cylinder liner into the scavenge air spaces. The fouling will be the scavenge space. The drains should be checked frequently for signs of
greater if there is incomplete combustion of the fuel injected. crankcase lubricating oil, as this indicates defective gland sealing rings. Before returning the engine to unrestricted service, the temperature of all the
engine parts must be confirmed as being normal.
Causes of poor combustion: Indications of a Fire
• The fuel injection valves are not working correctly. WARNING
• Sounding of the respective temperature alarms. The safety of shipboard personnel is paramount when dealing with fires
• The fuel temperature is too low.
• A considerable rise in the exhaust gas temperatures of the cylinder anywhere aboard ship.
• Poorly adjusted injection pump timing. concerned and a general rise in charge air temperature.
• Operation with a temporary shortage of air during extreme • The turbocharger may start surging. Ignition in the Crank Case
variations in engine loading and when the charge air pressure
dependent fuel limiter in the governor is set too high. When the engine is running, the atmosphere in the crankcase contains the same
Fire Fighting Measures gases (N2 - O2 - CO2 ) in the same proportions as the ambient air, however,
• Overloading of engine. there is also a large number of coarse oil droplets present.
• Insufficient supply of air due to restricted engine room • Inform the bridge of the situation.
ventilation. A hot spot is the common feature of all crankcase explosions, this may be
• Reduce engine power. due to metal-to-metal contact at a wiped bearing, a rubbing guide, defective
• Fouling of the turbocharger air intake filters and diffuser.
• Cut out the fuel injection pump of the cylinder concerned. piston rod stuffing box, damaged thrust bearing, unlubricated chain wheel, etc,
• Fouling of the exhaust gas composite boiler. or a prolonged scavenge fire. Hot spots provide a heat source producing oil
• Increase the lubrication to the respective cylinder. vapour which then condenses to form mist-like droplets in cooler regions of the
• Fouling of the scavenge air cooler and/or the scavenge ports.
• If there is a major fire, stop the engine, stop auxiliary blowers crankcase. A hot spot can readily ignite the oil mist/air mixture, and if the mist
and put the scavenge air box fire extinguishing equipment into concentration in the crankcase reaches a critical level an explosion can occur.
If a large amount of oil mist has developed before ignition, the burning can Oil Mist in the Crankcase • Start the circulating oil pump and turn the engine by means of
cause a rapid, large increase in the crankcase pressure (explosion), causing the turning gear.
In order to ensure a reliable and quick warning of oil mist formation in the
a momentary opening of the crankcase relief valves. This is the primary
crankcase, constant monitoring is provided by the oil mist detection system • Check the oil flow from all bearings, spray pipes and spray
crankcase explosion and may be mild or severe depending upon the amount of
which constantly samples the atmosphere in each crankcase section. nozzles in the crankcase, chain case and thrust bearing.
mist present. A primary explosion may be followed by more severe secondary
explosion. This is can happen if the subsequent vacuum results in fresh air • Check for possible blow-by or leakages from pistons and piston
The detector activates an alarm and a slowdown command at a mist concentration
being drawn into the crankcase, mixing with additional oil mist generated by rods.
which is only a fraction of the lower explosion limit (LEL), in order to allow
the effects of the primary explosion and the hot spot remains. • Start the engine. After: 5 minutes, 30 minutes, one hour, and
stopping of the engine before ignition of the oil mist can take place.
then when full load is reached, carry out the following:
Crankcase oil mist is inflammable over a very narrow range. Weaker or richer
mixtures do not ignite. There must always be a high temperature (hot spot) to Measures to be Taken When an Oil Mist Detector Alarm Has Occurred Stop and feel-over
set off ignition, such as hot engine components. Only under these circumstances Check for oil mist
will a critical mixture ratio of oil mist and air result in an explosion. • Do not stand near crankcase doors, or relief valves, corridors or
near doors to the engine room casing.
Especially feel-over (by hand or with a ‘remote thermometer’) the sliding
Note: Similar explosions can also occur in the chain casing and scavenge • Reduce speed to slowdown level, if not already carried out surfaces which caused the overheating.
air box. automatically.
• There is a possibility that the oil mist is due to ‘atomisation’ of
• Ask the bridge for permission to stop. the circulating oil, caused by a jet of air/gas, eg, by combination
WARNING of the following:
• When the engine STOP order is received, stop the engine.
The effects of a secondary crankcase explosion, or a severe primary • Stuffing box leakages (not airtight).
explosion, may result in damage in the engine room and serious injury • Switch off the auxiliary blowers.
or death to personnel. • Blow-by through a cracked piston crown or piston rod (with
• Open the stores hatch.
direct connection to crankcase via the cooling oil outlet
• Leave the engine room. pipe).
Every precaution should therefore be taken to:
• Lock the casing doors and keep away from them.
1. Avoid ‘hot spots’ An oil mist can also develop as a result of heat from a scavenge fire being
• Prepare the fire-fighting equipment. transmitted down the piston rod or via the stuffing box. Hot air jets or flames
2. Detect the oil mist in time
• Do not open the crankcase until at least 20 minutes after could also pass through the stuffing box into the crankcase.
stopping the engine.
Hot Spots in the Crankcase
Well-maintained bearings only overheat if the oil supply fails, or if the bearing
• When opening up the crankcase, keep clear of possible spurts of Alarms and Trips
flame. Do not use naked lights and do not smoke.
journal surfaces become too rough (due to the lubricating oil becoming
• Shut off the starting air and engage the turning gear. The engine is provided with a number of safety devices which initiate an
corrosive, or being polluted by abrasive particles).
engine slowdown or shutdown if the operating parameters of the monitored
• Stop the lubricating oil pump. system (LO pressure, cooling water temperature, etc) go outside of the set
For these reasons, it is very important to:
• Open all doors on one side of the crankcase. limits. These devices should be tested, preferably at regular intervals, ideally
1. Clean the lubricating oil correctly. a maximum of three months. Testing should be carried out when safe to do so
• Locate the ‘hot spot’. and operating conditions permit. In the case of pressure switches, the system
2. Have frequent lubricating oil analysis checks made.
• Feel-over by hand or with a ‘remote thermometer’, all sliding can be checked by isolating the switch and then draining the line. The method
3. Ensure that the lubricating oil filters are properly maintained. surfaces (bearings thrust bearing, piston rods, stuffing boxes, of testing involves the simulation of a fault rather than causing an actual fault.
crossheads, telescopic pipes, chains, vibration dampers, etc). Simulation of low pressure can be obtained by isolating the pressure transducer
Monitoring equipment is arranged to give an alarm in cases of low circulating from the supply and then draining the transducer supply line.
oil pressure and/or high bearing temperatures. The monitoring equipment must • Look for squeezed-out bearing metal and discolouration caused
be kept in an effective operating condition. by heat (blistered paint, burnt oil, oxidised steel). The electrical overspeed trip is activated by the engine governor system.
• Keep any bearing metal found for later analysis.
Feel-over moving parts (by hand or with a remote thermometer) at suitable
intervals (15-30 minutes) after starting and again at full load. If in doubt, stop • Prevent further hot spots by making a permanent repair. Emergency Stop Pushbuttons
and feel-over. • Ensure that the respective sliding surfaces are in good There are also emergency stop pushbuttons and these are located at the main
condition. engine control panels on the bridge, the bridge wings, the ECR and the local
engine side control panel.
• Take special care to check that the circulating oil supply is in
order.
Illustration 2.1.2a Main Engine Manoeuvring Control and Safety System RPM Start Air Pressure Bridge
0
1 2
50 50
0
100 100 3
150 150 4
RPM
Bridge Panel DMS 2100i Manoeuvring Panel EMS 2200
rpm MPa
SAM Monitoring and Control System

Electronics
0
20 20
ALARM
ALARM
LIST
STOP
HORN
ALARM
ACKN. EMERG.
ALARM
LIST
STOP
HORN
ALARM
ACKN.
40 40
Bridge
60 60
STOP
Telegraph Wing Starboard
TERN
Bridge
AH
Bridge Bridge Console Bridge
EAD
ADD. DISPLAY ADJUST SLOW SHUT MAINTE- DISPLAY ADJUST SLOW SHUT
CHAN- CHAN- DOWN DOWN
S1 S2 S3 S4 DIMMER ADD. S1 S2 S3 S4 MAINTE-
DIMMER
LIST NANCE 8 8 LIST CHAN- CHAN- DOWN DOWN NANCE
NEL NEL
80 80
AS
Unit Console
FULL NEL NEL
Wing Port Wing Starboard

6 6
Wing Port
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR HALF 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
BRIDGE E.C.R. BRIDGE E.C.R.
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT 4 4 ESC ENT
100 100
LOCAL SLOWD. SHUT D. START SELECT LIMITS
CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK CANCEL CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK CANCEL
SLOW
2 2
DEAD
120 120
Console
7 STU 8 VWX 9 YZ 0space +/-# SLOW 7 STU 8 VWX 9 YZ 0space +/-#
SEA STAND CON- SEA STAND CON-
F.W.E. SLOWED. STATUS SET- F.W.E. SLOWED. STATUS SET-
MODE BY TROL 0 STOP 0
RESET INGS
DEAD
MODE BY RESET
TROL
INGS RPM
Telegraph Unit
0 SLOW 0
50 50 2 2 50 50
SLOW
100 100 4 4 100 100
0 HALF 0
20 20
Bridge
150 150 20 20 6
FULL
6
150 150
rpm
40 40
8 8
40 40 rpm
Order Printer Overhead 60 60
TERN
60 60
AH
TERN
AH
EAD
EAD
EMERG.
Display
EMERG.
STOP
80 80
STOP
AS
80 80
AS
1 2
100 100 100 100 1 2
0
3 0
DIMMER
120 120 120 120 DIMMER
3
4 RPM RPM
TAKE 4
ON SERV. TAKE
MPa ON SERV.
MPa
Ships Alarm Monitoring & Control System

Type UMS/UCS 2100
Order Printer
STELLA Net - Master
STELLA Net - Reserve
Alarms PCS Cabinet
DMS 2100i Control Unit

Main Engine Interface 1
8
6
FULL
8
6
HALF
B&W 6S50MC-C Manual Control Panel - Propulsion System

SAM 4 4
Engine Manoeuvring System
DPS 2100 Pick Up

Electronics
SLOW
2 2
ALARM DEAD
SLOW
GOVERNOR START AIR MAIN START TURNING FUEL AUX. AUX.
Control Unit
0 STOP 0 ENGAGED DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
DEAD IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING
ALARM STOP ALARM SLOW
Overspeed Emergency
LIST HORN ACKN. 2 2
SLOW START AIR MAIN START TURNING FUEL AUX. AUX.
EMERGENCY
DISTRUB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
4 4 CONTROL
BLOCKED ENGAGED
Stop
DISPLAY ADJUST SLOW SHUT MAINTE- BLOCKED ASTERN STOP STOP
ADD. S1 S2 S3 S4 HALF
Manual
CHAN- CHAN- DOWN DOWN DIMMER
LIST NANCE
NEL NEL 6 6
FULL
AUX. AUTO STOP MANUAL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
8 8 ECR BRIDGE WRONG
BLOWERS
BRIDGE E.C.R. CONTROL CONTROL WAY
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT WARNING
Control
CTRL. CTRL.
Interface 2
CTRL. CANCEL CANCEL BLOCK CANCEL
MANUAL POWER ON
7 STU 8 VWX 9 YZ 0space +/-# EMERGENCY
SEA STAND CON- SLOW &
F.W.E. SLOWED. STATUS SET- STOP
MODE BY TROL TURNING LAMP TEST
RESET INGS
ECR Panel EMS 2200 Manual Control Panel

Telegraph Unit
Speed Sensor
Speed Sensor Engine Protection Panel EPS 2200 RPM
Start Air
Slowdown Sensors - Thrust Bearing SAM
Electronics Engine Protection System Pressure 0
20 20
40 40
Stern Tube Seal Control Box ALARM
LIST
STOP
HORN
ALARM
ACKN.
1 2
60 60
TERN
AH
0
EAD
MAINTE-
S1 S2 S3 S4 3
Indication Sensors - Governor

EDIT MENU DIMMER
NANCE
80 80
AS
2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
4
1 ABC
ESC ENT MPa 100 100
Sensor - Camshaft and Starting System Governor Control Panel 7 STU 8 VWX 9 YZ 0 space
SHUTD.
ACTIVE
SHUTD.
CANCEL
+/-# 120
RPM
120
EGS 2200-STD
Valves - Slow Turning Valve
SAM
Electronics Engine Governor System
Sensor - Governor ALARM STOP ALARM

LIST HORN ACKN.
Valves - Starting Air Valves ADD

LIST
DISPLAY
CHANNEL
ADJUST
CHANNEL
S1 S2 S3 S4 DIMMER
Indication - Emergency Control

SELECT PAGE UP ESC ENT
7 STU 8 VWX 9 YZ 0 space +/-#

MAINTE CON- SETT- PAGE
STATUS
TROL INGS DOWN
NANCE
Hydraulic Top Bracing

Auxiliary Blowers Engine Control Room
Auxiliary Blowers
2.1.2 Main Engine Manoeuvring Control The alarm and monitoring part of the machinery components controlled by the • One in the engine control room (ECR).
EMS 2200 are handled by other Gamma PLCs in the Monitoring and Control
• One on the bridge.
Engine Manoeuvring System System (MCS 2200) and the Monitoring and Alarm System (MOS 2200). The
Manufacturer: SAM Electronics MCS 2200 and MOS 2200 are described below. • One panel on each bridge wing.
Lyngsø Marine A/S, Hørsholm, Denmark
The EMS 2200 and the MCS 2200 alarm and control system are independent
Model: EMS 2200-MC/MC-C systems, each with its own PLC, connected by a network to transfer alarms
EMS Panel Functions
and information to the graphic operator station (GOS) and the printers
EMS control panels are located on the ECR console and the central bridge
(Manoeuvring Order Printer).
Introduction console. The following are available at the EMS panels:
Slowdown signals for the main engine are transferred as hard-wired signal • Analogue instruments for indication of main engine rpm.
The EMS 2200 engine manoeuvring system is a bridge manoeuvring system
lines for safety reasons. The slowdown inputs to the EMS 220 are defined • Analogue instruments for indication of starting air pressure.
used for the remote control of the ships main engine, connected to a fixed
as supervised inputs, which allows a malfunction of the signal transmission
pitch propeller. The EMS 2200 is operated by means of telegraph levers and • Dimmer potentiometer for illumination of the analogue
cable to be detected. All hardware component and logic circuitry of the EMS
standard panels with built-in four-line displays. It is operated as a completely instruments (bridge only).
2200 and the MCS 2200 alarm and control system is independent, enabling
independent stand-alone system, with all information and internal alarms
control of the propulsion machinery to be retained even in the event of a total • Emergency stop pushbutton with cover.
displayed on the EMS operator panels.
breakdown of the alarm and monitoring system.
• An EMS 2200 operator panel with the following functions:
The EMS 2200 works as an integrated part of the Universal Control System,
The power supply for the EMS 2200, the EPS 2200 and MCS 2200 is protected • A four-line display with 40 characters on each line.
the systems being interconnected by means of a communication network, so
by an Uninterruptible Power Supply (UPS). A separate fuse protects the EMS
that alarms, indications and measurement values from the EMS 2200 can also • Soft keys S1 to S4 for operation of the EMS functions.
2200 Gamma, the EPS PLC and other hardware connected to this system.
be displayed on the Graphical Operator Station (GOS) and alarm panels in the
• Six selection keys: ESC, ENT and four arrow keys.
alarm and control system.
The engine manoeuvring system incorporates the following control panels and
• Selection of EMS functions of status, control, select and
telegraph systems for engine commands:
The EMS 2200 can be configured to provide complete control for: settings.
• EMS 2200 main cabinet (Gamma PLC, I/O modules etc).
• Main engine start/stop • Control location selection and indication for bridge control,
• EMS panels for remote control of the main engine. ECR control and local control.
• Start blocking indications
• ECR sub-panel for manual control of the main engine. • Sub-telegraph selection and indication for sea mode, standby
• Main engine set point
and FWE (finished with engine) mode.
• Local control panel for the manual operation at engine side.
• Main engine shutdown indications from the main engine safety
• Limits cancel indication and operation key.
system • Changeover switch for ECR/bridge, on the ECR console.
• Slowdown indication, slowdown cancel and reset operation.
• Main engine slowdown system • Selector handle for remote control (bridge/ECR) or local control
at the engine side control stand. • Shutdown indication, shutdown cancel and reset operation.
• Main engine speed measurement and indication
• EPS 2200 engine protection system. • Start block indication and key selecting the start locking status
• Control transfer for bridge/ECR/local changeover
list.
• Main engine speed measurement.
• Sub-telegraph with finished with engine (FWE), standby and
• UMS2100 keys for alarm functions in the EMS computer:
sea mode • Telegraph control system.
Stop Horn and Alarm Acknowledge keys
• Serial interface to the EGS 2200-STD electronic governor • ‘Electric shaft’ for bridge wing control stations.
Alarm List and Additional List key
• Alarm announcement and indication • Emergency telegraph system.
Display Channel and Adjust Channel keys
The manoeuvring system is shown in illustration 2.1.2a.
EMS 2200 System Overview Maintenance and Dimmer keys
Alarm and Fault indication lamps
The EMS 2200 controls the functions of the MAN-B&W slow-speed engine EMS 2200 Panels for Remote Control
by means of the EMS 2200 Programmable Logic Controller (PLC) which is The LIMITS CANCEL key for SHUTDOWN and SLOWDOWN keys only
located in the EMS control cabinet, together with the units for the Engine The EMS is connected with operator panels positioned at all control locations. work at the panel which is currently in control, however, the SLOWDOWN
Protection System (EPS 2200). The main engine safety system is completely Each panel has instruments for indicating engine rpm and starting air pressure, RESET can be configured to always be reset from the ECR panel.
independent of the EMS. and a pushbutton for emergency engine stop. Panels are located as follows:
Illustration 2.1.2b Main Engine Manoeuvring Control and Start System
Pneumatic Lifting Arrangement 20 L Safety Air Supply 0.7MPa

of Fuel Pump Roller Guide
VIT Actuator
Fuel Pump Set Point: FWE Set Point Set Point

0.4MPa 0.05MPa 0.55MPa
Main Service
Starting Valve Blocked
Stop Maximum Start Air
I
P
3.0MPa
Set Point
0.2MPa Open
Emergency Console Reversing Sensor for

Mechanism Starting Air Starting Air
Distributor Set Point 1.5MPa
Slow
Reset
Emergency Electrical Turn
Handwheel Governor Valve Main Start
Actuator Valve Control
Valve Unit
Starting Valve Ahead/

Astern
Valve Unit
Manual
Set Point "P"

0.2Mpa Remote
Ahead
Set Point Stop
0.2MPa Astern
Set Point
6 Sec.
Remote
Start
Emergency
Connected Cylinder LO
and TICS System
Set Point
1 Sec.
Key
Control Air Supply Line

40 L
Safety Air Supply Line
Turning
Ahead Astern Stop Start
Gear Ahead Signal
Control Air 40 L Astern Ahead

0.7MPa Set Point
0.2MPa
Air Supply Starting Signal
Alarm Set Point:
0.55MPa Alarm FWE Stop Signal
Set Point: Exhaust Valve
0.55MPa Bridge Control Air Line
Connected to
Alarm Set Oil Mist Safety Relief Local Emergency Air Line
Point: Detector Valve Set
0.55MPa
Point 2.1MPa
The STOP HORN and ALARM ACKN. keys can be configured to work under Illustration 2.1.2c Engine Side Control Panel Safety System for the Main Engine (EPS 2200)
different conditions:
1. Both keys always work in the ECR (when the Chief Engineer The EMS 2200 works in conjunction with the independent Engine Protection
always wants to be able to acknowledge alarms). The buzzer System 2200 (EPS 2200) for main engine emergency stop, overspeed and
LCB 2200
and STOP HORN work on the bridge panel for all alarms which SAM shutdown protection. In the ECR the EPS 2200 panel displays the relevant
Electronics information for each shutdown input channel, actual engine rpm, etc. It is also
are announced on the bridge (configurable), but the ALARM
ACKN. key will not work on the bridge. possible to make adjustments and cut-outs on the shutdown input channels.
Three keys with LED indication on the EPS panel are used for shutdown
2. Both keys work at the current EMS control location, ie, working 50 50
indication, shutdown cancel and shutdown reset functions. On the bridge panel,
at the bridge panel and at the ECR panel. 100 100
the corresponding functions are shown on three keys on the EMS panel.
In connection with the integrated UMS alarm system the function of both keys 150 rpm 150
The following functions are included in the EPS 2200 safety system:
AHEAD ASTERN
follows the UMS watch station.
• Shutdown stop output for the main engine
AUX BRIDGE
• Overspeed stop of the main engine
BLOWER 1 AHEAD
CONTROL
RUNNING
ECR Changeover Switch for Control Station Selection • Shutdown inputs
The control station changeover switch determines whether the main engine AUX
BLOWER 2
SLOW
DOWN
ECR ASTERN
• Emergency stop of the main engine
CONTROL
is controlled from the bridge or the ECR. The switch is located on the ECR RUNNING REQUEST
• Alarm outputs to the alarm system
console and consequently the engine staff can always change the control TURNING
position independently of the EMS 2200 and the navigators on the bridge.
SHUTDOWN
PRE- ALARM SHUTDOWN
LOCAL
CONTROL
SEAR • Tacho output for main engine rpm to instruments
ENGAGED
• Cancel/reset inputs from EMS system, ECR and local control

EMERGENCY SHUTDOWN WRONG
ECR Sub-Panel STOP CANCEL WAY • Local/remote and EMS control feedback
• Cancel VIT output active on stop and astern
The ECR sub-panel is on the ECR console and consists of several operating
and indication facilities in order to operate the engine in manual ECR control.
Local Engine Side Control Panel (LCB 2200) Main Engine Speed Measurement
• GOVERNOR ENGAGED (the actuator connected to fuel rack)
• START AIR DISTRIB status: in service or blocked The local engine control panel is located on the lower platform and A Tacho Adapter Module interfaces the tacho pick-ups to one of the CPUs for
incorporates the operating and indication facilities to manually operate the the measurement of engine speed. The tachometer pick-ups are mounted close
• MAIN START AIR status: in service or blocked to the engine turning wheel.
engine. A telegraph is also provided in order to allow the bridge to relay engine
• TURNING GEAR status: engaged or disengaged commands. The engine controls and method of manoeuvring the engine are
• FUEL CAMS status: ahead or astern described below; the functions on the indicator panel include: Telegraph Transmitter and RPM Set Point Control
• Active control panel: local, ECR or bridge • Engine tachometer
• Auxiliary blower running lamps The central bridge control position is equipped with a telegraph transmitter and
• AUX BLOWERS WARNING: the auxiliary blowers are the ECR console has a similar telegraph receiver. The bridge and ECR telegraph
disabled • Turning gear engaged indication lever potentiometers connect to the EMS system. These telegraphs can also be
• EMERGENCY STOP pushbutton • Fuel cam status: ahead or astern used as the communicating telegraph when in manual ECR control.
• MANUAL SLOW TURNING pushbutton (only active when in • Active control panel: local, ECR or bridge
manual ECR control mode) • Slowdown request indication Bridge Wing Control
• POWER ON & LAMP TEST pushbuttons • Shutdown pre-alarm indication
The bridge console telegraph connects with the bridge wing telegraphs through
• Auxiliary blower running lamps • Shutdown active indication the electrical shaft system, an integrated part of the remote control system, but
• Auxiliary blower control switch: AUTO, MANUAL or OFF • Emergency stop pushbutton independent of the EMS Gamma and the overall system. The electrical shaft
(when OFF is selected, engine starting is blocked) system is a synchronising system in which the non-active control levers follow
• Shutdown cancel pushbutton the active lever. When the bridge console is master, the bridge wing levers
• Wrong way alarm automatically follow the master lever and vice versa. A switch selects the
• Lamp test pushbutton control position and the master control lever.
Emergency Telegraph System Note: In an emergency, the transfer of control to the ECR may be carried out To change control mode from the ECR, the button Bridge CTRL is pressed at
using the changeover switch on the ECR console without acknowledgement the ECR panel. Following this the LEDs in the buttons Bridge CTRL in the
An emergency telegraph provides back-up communication of telegraph orders from the bridge. After this forced changeover, the bridge indicator lamps and bridge and ECR panels flash to indicate the proposal to change and the bridge
during ECR control, and/or to the engine side control stand in the engine room buzzer are activated until acceptance of the changeover. buzzer sounds. The proposal is acknowledged by pressing the button Bridge
during local control. The system is a separate telegraph system independent CTRL at the bridge panel. The LEDs in the button Bridge CTRL in both panels
of the EMS 2200 bridge control system and the normal telegraph levers. This turn to steady illumination and the changeover switch on the ECR console is
uses a dial indicator and lamps to relay telegraph orders, the communication Remote Control Mode turned to bridge; the change to bridge control is now completed. Additionally,
telegraph indicates the requested order. On the bridge the dial is turned to the the text ‘AUTO Bridge’ is displayed.
Local Control to Remote Mode ECR
position for the order and the indicator lamp will flash. In the ECR and at the
engine side a bell sounds, at the engine side telegraph the light for the desired Note: Any change of control mode from local control to remote control Note: Pressing the button ECR CTRL at the still active ECR control stand
speed and direction flashes. To accept the order the dial at the remote control should be made with the engine stopped. cancels the proposal. The control mode will remain in the previous state.
station telegraph is turned to correspond with the desired engine speed and
direction. The lamp will change to a steady light and the bell stops. Start conditions for control mode in local control: To request change of control mode from the bridge, the button Bridge CTRL is
• The engine fuel rack is connected to the regulating handwheel. pressed at the bridge panel. The LEDs in the button Bridge CTRL in the bridge
and ECR panels flash and the ECR buzzer sounds, to indicate the request to
EMS 2200 Operational Description • The selector valve is set to the emergency control position. change. The request is acknowledged by pressing the Bridge CTRL button on
the ECR panel. When the changeover is acknowledged and the changeover
The engine may be controlled from the ECR console, bridge console and The control mode is displayed at the EMS panel on the bridge and in the ECR. switch moved to the bridge position, the flashing LEDs change to steady
bridge wing control stations. The engine can also be operated with the manual The LED in the button LOCAL CTRL shows steady illumination. In the first illumination and the buzzer stops. The changeover is now complete.
control lever on the ECR console. When remote control is selected the engine line of the display the text ‘LOCAL CTRL’ indicates the actual control mode.
speed and direction are controlled by the position of the bridge telegraph lever.
The Gamma PLC in the EMS 2200 cabinet converts the telegraph lever set Bridge Control to ECR Control Mode
point into a speed setting signal which is sent to the governor. To Change the Control Mode to Remote
Start condition: Control mode in bridge.
The control location can be transferred between the ECR and the bridge on • Disengage the fuel rack from the regulating handwheel on the
local control stand and engage the fuel rack to the governor. The mode is displayed on the EMS panels, the Bridge CTRL LED shows
request from either the bridge panel or on request from the ECR panel. The steady illumination. The text display ‘AUTO Bridge’ indicates actual mode.
control location requesting control must press the EMS panel key. When • Turn the selector valve lever from LOCAL to REMOTE.
the request for transfer is initiated, buzzers in the bridge and ECR panels There are two ways to change control mode to automatic ECR:
sound and the LED in the keys for the new control location starts flashing at The buzzer is activated and the ECR CTR button LED will flash.
both panels. The LED in the keys for the active location remain illuminated • By proposal from the bridge to the ECR
• Acknowledge the change by pressing the ECR CTR button.
until all conditions are fulfilled, it then switches off. The control transfer is • By request from the ECR to the bridge
acknowledged by pressing the flashing key at the accepting location. The
The control mode changes to the ECR. The ECR CTRL LED is illuminated
changeover switch (bridge/ECR) on the ECR console is set to the new location To change of control mode from bridge to the ECR, the ECR CTRL button is
(also on the bridge panel). The display text ‘AUTO CR’ indicates control mode.
and the flashing LED for the new location changes from flashing to steady pressed at the bridge panel. The ECR CTRL button LEDs in the bridge and
The control position is also indicated at the local engine side control box.
illumination, the LED for the previous location switches off and the buzzers ECR panels start flashing and the ECR buzzer sounds to indicate the request.
stop.
Note: A change from local control directly to bridge control is not possible.
The request is audibly signalled at the ECR panel, the request is acknowledged
If the bridge and ECR telegraphs are not aligned, a display featuring alignment Unless an ECR telegraph fault is present, the proposal to change to automatic
by pressing the button ECR CTRL at the ECR panel. The changeover switch
barographs is shown on the bridge and ECR EMS panels. If the transfer is not bridge control is automatically given and has to be acknowledged.
in the ECR is then turned to the ECR position. The LEDs in the button ECR
acknowledged at the new location, the request key at the request location can CTRL in both panels are illuminated to show the change to ECR control.
be pressed again to cancel the changeover request. ECR to Bridge Control Mode Additionally, the text ‘AUTO CR’ is displayed.
When in ECR control the bridge requests engine speed and direction with Start condition: Control mode in ECR.
Note: Pressing the button Bridge CTRL, the bridge control stand is still
the telegraph. The engine staff acknowledge the telegraph order on the ECR
The control mode is displayed on the EMS panels , the ECR CTRL LED shows active, cancels the proposal.
telegraph, executing the order with the manual control lever.
steady illumination. The text display ‘AUTO CR’ indicates actual mode.
To request the change of control from ECR, the button ECR CTRL is pressed
Remote control mode (bridge/ECR) or local control mode are selected with
There are two ways to change control mode to automatic bridge: at the ECR panel. Following this, the LEDs in the button ECR CTRL in:
the changeover handle on the engine side control stand. The handle position
determines if the engine is controlled from the bridge control system or from • By proposal from the ECR to the bridge • The bridge panel flashes to indicate the request.
the local control stand. Engine room personnel can always change from remote
• By request from the bridge to the ECR • The ECR panel flashes, indicating a proposal to change mode.
to local control, independently of the EMS 2200 system.
The request is audibly signalled at the bridge panel and is acknowledged by Standby: The main engine is ready for manoeuvring. Main Engine Start/Stop
pressing the button ECR CTRL. When acknowledged, the changeover switch
Automatic Bridge Control
in the ECR is turned to the ECR position. The LED in the button ECR CTRL Sea Mode: The main engine is operating normally.
in both panels illuminates, indicating the change to ECR control. Additionally, When bridge control is selected and the system is not in FWE mode, starting,
the text ‘AUTO CR’ is displayed. One of these orders will always be present in the system. stopping and control of the main speed is controlled by the position of the bridge
telegraph handle. Moving the handle from stop to ahead or astern initiates the
Note: In all cases of transfer, the telegraph levers for the two control positions The bridge changes the order by pressing the desired panel key on the bridge starting sequence, ie, starting air is supplied until the engine rpm reaches the
must be in alignment before the transfer may be completed. To assist with panel. The panel key LED flashes, both on the bridge and the corresponding starting level. At this point the starting air closes and fuel is supplied for 8
this a bar graph showing the lever positions is displayed during changeover, LED in the ECR panel. The changeover buzzer also sounds and the LED seconds at a preset speed setting. If the rpm increases in this period the start
the telegraph lever in the takeover station should be adjusted as necessary. indicating the original order remains illuminated. When receiving panel key is successful and the rpm is set to the telegraph set point value (except when
is pressed, the changeover buzzer stops, but the LED continues flashing until limits are set by a slowdown, load-program, or other programs).
all the conditions for the order have been fulfilled, the LED then switches to
Change to Local Control steady illumination and the LED indicating the original order is extinguished. If the main engine start fails, a repeated start will automatically be initiated
If the order is not acknowledged, the flashing LED key is pressed again, after a delay of 8 seconds. After three failed starts, start blocking occurs and the
The Local Control LED is illuminated when either the changeover handle on
cancelling the change of order. telegraph moved to the stop position before a new start can take place.
the engine side control stand is changed to Emergency Control or the governor
is disconnected and the fuel rack is connected to the regulating handwheel.
Note: Direct change from FWE to Sea Mode is disabled. If the main engine is required to start in the opposite direction whilst still
rotating, starting air will not be supplied until the engine’s speed has reduced
When in local control the LEDs in the Bridge CTRL and the ECR CTRL
below the reversing level. This may take several minutes depending on the
buttons are off. The changeover from ECR to local control is carried out
Conditions for Finished With Engine (FWE) ship’s speed, loading condition and other ship parameters. The engine speed
without audible indication or confirmation in the ECR. When changing from
may be set to any speed on the telegraph scale, eg, dead-slow, slow, half and
bridge to local control the LED in the bridge panel Local CTRL button flashes The following conditions are necessary for FWE: full in both directions, in addition to stop.
and the buzzer sounds until acknowledged. This informs the bridge personnel
that the EMS 2200 system is unable to manoeuvre the main engine. • Control air pressure off
• Safety air pressure off ECR Control
Forced Changeover from Bridge Control to ECR Control • Main start valve blocked When ECR control is selected, the starting, stopping, reversing and speed-
control of the engine is handled from the ECR telegraph handle on the ECR
A forced changeover from bridge to ECR control is carried out with the control console.
Conditions for Standby
changeover switch in the ECR, without a changeover request from the bridge.
The LEDs in the EMS panel buttons are illuminated as follows: The following conditions are necessary for standby: When the bridge requests a speed change, the engine direction and speed is
altered by moving the bridge telegraph handle to the desired position, and this
• Bridge CTRL LED (original control location) on the bridge • Control air pressure on initiates the telegraph alarm. The engineer in the ECR moves the ECR telegraph
panel and ECR panel are in steady illumination.
• Safety air pressure on to the same position as the bridge telegraph. This performs the necessary speed
• ECR CTRL LED (actual control location) on the bridge and and direction changes and acknowledges the telegraph alarm.
• Main start valve not blocked
ECR panels flash and the buzzers sound until the bridge
acknowledges the changeover. This informs the bridge that it • Starting air distributor not blocked
Start Blocking
no longer has control. The acknowledgement does not affect the • Turning gear not engaged
changeover. If telegraph levers are not aligned, the ECR LEDs If the engine is not ready to start, ie, it is start blocked, the Start Block LED on
flash until the ECR telegraph levers are in alignment. the panel is illuminated and a START BLOCK indication is displayed on line
Conditions for Sea Mode two of the Start/Stop control display. When the engine is ready, the indication
Note: It is not possible to prevent the change at the bridge, because the ECR changes to either STOPPED or SLOWT REQ., indicating if the next start will
The following conditions are necessary for sea condition: be with or without slow-turning.
has the higher priority.
• Control air on
Start blocking is activated by the following:
Sub-Telegraph • Safety air on
• Main engine local control on
• Main start valve not blocked
The sub-telegraph is a one-way communication system used to transmit orders • Main engine safety system shutdown or emergency stop active
• Starting air distributor not blocked
to the ECR and is acknowledged by pressing the associated panel key. The • Start failure (start air time-out or max. number of failed starts)
following orders can be signalled: • Turning gear not engaged
• Slow turning failure (time-out)
FWE: Finished With Engines. The engine is not available. Note: The sub-telegraph conditions can be customised if required. • Main start valve blocked
Illustration 2.1.2d Engine Control Room Telegraph Unit Reversing stop condition is then maintained until either the astern set point order is moved
below 10 rpm astern, or the actual rpm comes within 5 rpm of the astern set
During a normal ahead or astern start from stop, the EMS will activate the main
point limit of 20 rpm, or a maximum time-out of 300 seconds.
engine ahead or astern reversing valve and the start valve, when the telegraph
handle is moved to the ahead or astern start position. The ahead or astern valve
activates the pneumatic reversing cylinders for the fuel pump roller guides Note: The engine speeds and time intervals are adjustable.
and also reverses the starting air distributor. Pneumatic interlocks ensure that
starting air is not supplied before the distributor is in the correct position. The When a crash stop is initiated, the EMS activates the governor stop and the stop
roller guides will not be fully set for the new direction before the engine starts. valve to stop the engine. When the propeller speed is below the reversing level
Due to this, no interlocks are fitted for camshaft roller guide position. of 20-25 rpm, the astern valve is activated to reverse the engine and, after a 5
second delay, the governor stop is released and the start valve activated to brake
8 8
FULL the ahead rotation of the engine and then start it in the astern direction. When
Slow Turning
6 6 the engine speed rises above the firing speed in the astern direction, the start
HALF Slow turning of the main engine is normally used before the engine is started and stop valves are released and the engine starts on fuel. After 8 seconds, the
4 4 after a prolonged period of standstill, and is done by turning the engine for astern valve is deactivated and then 8 seconds later the governor cancel limits
SLOW 1~2 revolutions with reduced starting air. The engine is automatically slow are deactivated.
2 2 turned when it has been stopped for more than 30 minutes by releasing the
DEAD
governor stop. The start and stop valves are activated as for a normal start; at
SLOW Repeated Start
0 STOP 0 the same time the slow turning valve is activated. When the engine has turned a
DEAD minimum of 1.5 revolutions the slow turning valve is released and the sequence If the start sequence is unsuccessful, a second start is initiated and REP.
SLOW continues as a normal start sequence. If the slow turning is not completed START is indicated in the display and a repeat start alarm activated. When the
2 2 engine speed drops below the firing speed, the stop valve, governor stop and
within the preset time the engine is stopped by deactivating the start and slow
SLOW governor cancel limits are activated. A ‘Repeat Start Alarm’ is activated, and
turn valves. A ‘Slow turning time-out alarm’ and start blocking are activated,
4 4 these must be reset before a new start attempt can be executed. Slow turning after a 6-8 second time delay a new start is initiated, releasing the governor
HALF
may be requested by pressing the MANUAL SLOW TURNING pushbutton on stop and activating the start valve again. If the engine stops after the maximum
6 6 number of start attempts (normally three), the start sequence is terminated with
FULL
the indication panel.
8 8 an alarm and a start blocking is initiated. The start blocking must be reset by
bringing the telegraph to stop, before any further start attempts can be made.
Start/Stop
The engine is started by releasing the governor stop and activating the start
valve and the required direction valve, with the fuel stop valve activated. Main Engine Shutdown
When the engine rpm passes the firing speed limit, the start and stop valves are
deactivated and fuel is supplied. After a stabilising period, the ahead direction The EPS 2200 safety system initiates the engine shutdown function in case
valve is deactivated (or astern valve if reversing) and the engine is running. of a shutdown alarm, overspeed or emergency stop alarm, by activating the
emergency stop valve directly. All the shutdown inputs are connected directly
to the EPS, and are then sent as group alarms to the EMS for indication on the
Restarting the Engine in the Same Direction EMS panels. The EPS 2200 panel is mounted in the ECR console and all the
Moving the telegraph lever to the stop position activates the fuel zero order. relevant information for each shutdown input channel and actual main engine
Moving the telegraph lever from the stop position to a position in the same rpm are displayed. Adjustments and cut-outs on the shutdown input channels
direction as the engine is still turning above the ignition speed, the fuel zero are possible from the panel.
• Start air distributor blocked order is de-energised and fuel admission to the engine is allowed.
Two keys on the EPS panel are used for the following functions:
• Turning gear engaged If the engine has stopped or is turning at a speed below the ignition speed, a • SHUTDOWN: Indicates shutdown activated (steady light) and
• Control air pressure low normal automatic start is carried out as described above. activates the shutdown status list display.
• Safety air pressure low • SHUTD. CANCEL: Indicates shutdown pre-warning (flashing
• Start air pressure low Crash Stop light) or activates and indicates if cancelled (steady light).
• Auxiliary blowers not in automatic mode The pre-conditions for crash stop detection are that the telegraph set point must
be above 75 rpm ahead for more than 60 seconds when the reverse order is made At the bridge and ECR EMS panels, the shutdown information is shown on
• Engine running to more than 20 rpm astern. The telegraph set point must be below 75 rpm ahead similar keys, corresponding to the two keys on the EPS panel in the ECR.
again for more than 15 seconds before the pre-conditions are reset. The crash In case of a shutdown, a pre-warning alarm prior to the shutdown is initiated
by the safety system. During the pre-warning delay, the LED in the SHUTD.
CANCEL key on the EMS panel flashes. After the pre-warning delay, the LED When a slowdown has been activated, the reason for the slowdown must be crankshaft does not achieve the desired rotations within 30 seconds the EMS
in the SHUT DOWN key on the EMS panels changes to steady illumination rectified and the system reset before the load on the engine can be increased. initiates a slow turning failure alarm. Slow turning failure results in a start
and the engine is stopped by the safety system. The alarm buzzer is silenced The slowdown function is reset by pressing the SLOWD. RESET key on the interlock, acknowledging the alarm at the operating panel resets the interlock.
with the STOP HORN key, and the alarm is acknowledged with the ALARM EMS panel, or by moving the telegraph/control lever below the slowdown limit
ACKN. key. If more alarms are active, the ALARM ACKN. key is pressed and then increasing it again. A slowdown resets if the engine is stopped by Note: If a slow turning failure occurs, the engine must not be started until
again until all alarms are acknowledged. During the pre-warning delay it is bringing the telegraph to the stop position. the reason for failure has been determined and corrected. In an emergency
possible to cancel/override the shutdown by pressing the SHUTD. CANCEL situation, the start interlock can be cancelled by the Limits Cancel key on the
key; the LED changes to a steady red light. If the engine is stopped before Set Point System EMS panels and the engine started.
the SHUTD. CANCEL key is activated, the shutdown must be reset before
it is possible to start the engine. To remove the cancel/override function, the The set point system converts the potentiometer output from the telegraph
SHUTD. CANCEL key is pressed again. When the shutdown function has been Main Engine Limitations
levers to the main engine rpm set point output for the governor. This conversion
activated, the cause must be rectified and the shutdown reset, before a new start is made in accordance with the speed request curves set-up in the EMS system. To protect the engine from damage by events such as overload, faulty operating
of the engine is possible. The shutdown is reset from the control position in No adjustments should be made without the authority of the Chief Engineer. conditions or heavy seas, limitations are automatically initiated by the EMS or
service. The telegraph or manual control lever is moved to the stop position to
Engine Safety System (EPS). The individual limits are set by the respective
reset the shutdown. Set Point Lever Adjustments parameters and ramp functions control the acceleration/deceleration program.
The emergency stop function is part of the safety system, with pushbuttons on The position of the telegraph handle creates the desired value which is processed
the bridge, the bridge wings, in the ECR and at the local control station. Each in the EMS and sent as the speed setting to the electronic governor. Adjustment Heavy Weather Condition
pushbutton is wired in parallel to the safety system. Activation of any one of of the set point input may be carried out at the EMS panel, these are password
This is intended to prevent an engine shutdown due to overspeed. If the engine
the pushbuttons initiates an emergency stop, even if the panel is not in control. protected, refer to the manufacturer’s instruction manual for details.
speed reaches 105% three times or more within two minutes, the speed set
When the engine has been stopped by use of the emergency stop function, the point value is automatically limited to 85%. The condition is indicated on the
restart of the engine is blocked until the emergency stop pushbutton has been Main Engine RPM Governor Set Point bridge and ECR operating panels and remains active until the telegraph lever
released and the shutdown function is reset from the active control location. is moved to a position below the limit value. It is possible to deactivate the
The main engine rpm is controlled by an electronic governor, input is normally
a 4-20mA current signal corresponding to the requested rpm range. limitation using the menu item Bad Weather Monitoring on the control panel.
Main Engine Slowdown
Slowdown RPM Set Point Manual Limitations
The main engine slowdown system is an integrated part of the EMS system.
The slowdown inputs are connected directly to the EMS which selects the Activating the engine slowdown reduces the rpm set point to the slowdown limit Manual limitations are activated at the ECR panel by pressing RPM LIMIT
slowdown rpm limitation and reduces speed after a pre-warning time delay. after a time delay. The set point and time delay period are both adjustable. and using the cursor keys on the ECR EMS panel to define the desired manual
The information is shown on three keys at the ECR and bridge EMS panels. limit. The pushbutton illuminates and SPEED SET LIMITED is displayed.
The status information about each slowdown may also be displayed. RPM Set Point Slope
Engine Supervision
Acceleration and deceleration rates are specified by an adjustable fixed setting
The three keys on the EMS panel are used for the following functions:
and specified in shaft rpm/sec. When the LIMITS CANCEL is activated, The EMS monitors the engine pneumatic system, the fuel rack and the
• SLOW DOWN key indicates the slowdown function has been another set of control criteria is selected, applying different acceleration and functioning of the operating control modes:
activated (steady light). The status list display is also activated. deceleration rates, giving a faster response to the rpm set point. • Control mode feedback
• SLOWD. CANCEL key indicates slowdown pre-warning
Barred Speed Range • Start sequence
(flashing light) and indicates if the slowdown is cancelled.
The main engine has a barred speed range between 59 - 71 rpm. • Stop sequence
• SLOWD. RESET key resets the slowdown function.
• Reversing sequence
In the event of a slowdown, the bridge and/or ECR receives a pre-warning
alarm, before initiation by the EMS system. During the pre-warning delay the Slow Turning • Unintended engine stop
LED in the SLOWD. CANCEL key on the EMS panel flashes. After the delay Other operating data, such as lubricating oil and cooling water are monitored
Slow turning of the engine when in manual ECR control mode may be carried
time-out, the LED in the SLOW DOWN key on the EMS panel changes to a by the EPS and the Universal Monitoring and Control System (UMS).
by pressing the MANUAL SLOW TURNING pushbutton on the ECR sub-
steady light, and the engine rpm set point is reduced to the slowdown level.
panel. If the engine is stopped for longer than a preset (adjustable) time, slow
Silencing the buzzer and accepting the alarm are carried out by pressing the
turning is initiated by the control system at the next start. On the display, Starting Air
STOP HORN and ALARM ACKN. keys respectively. During the pre-warning
SLOW TURNING REQUESTED is displayed; the LED on the request button
delay it is possible to cancel/override the slowdown, by pressing the SLOWD. An analogue input is provided for starting air, loss of pressure produces an
is illuminated in automatic mode. If a slow turning is initiated by pressing the
CANCEL key; the LED changes to a steady red light. To reset the cancel/ alarm condition and is displayed at the EMS panels. A start interlock is also
MANUAL SLOW TURNING button, the LED flashes until carried out. If the
override slowdown function, the SLOWD. CANCEL key is pressed again. activated when in automatic mode from the bridge.
Illustration 2.1.2e Manoeuvring System Panels
MANUAL CONTROL PANEL - PROPULSION SYSTEM

Control Room Indication Panel 0
50 0 50
START AIR MAIN START TURNING FUEL AUX. AUX. 50 50
GOVERNOR
DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
ENGAGED
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING 100 100
100 150
150 150
START AIR MAIN START TURNING FUEL AUX. AUX. AHEAD
150 ASTERN
150
LOCAL
CONTROL
DISTRUB.
BLOCKED
AIR VALVE
BLOCKED
GEAR
ENGAGED
CAMS
ASTERN
BLOWER 1
STOP
BLOWER 2
STOP
ASTERN rpmAHEAD

ECR BRIDGE WRONG
CONTROL CONTROL WAY
BLOWERS
WARNING Local Control Station Indication Panel
AUX.
BLOWER 1 BRIDGE AHEAD
MANUAL POWER ON CONTROL
EMERGENCY RUNNING
SLOW &
STOP
TURNING LAMP TEST
AUX. SLOW
DOWN ECR
BLOWER 2 CONTROL ASTERN
RUNNING REQUEST
TURNING
SHUTDOWN LOCAL GEAR
SHUTDOWN
PRE-ALARM CONTROL ENGAGED
Control Room Manoeuvring Panel

SAM
Electronics Engine Manoeuvring System
STOP CANCEL WAY
ALARM
ALARM STOP ALARM

LIST HORN ACKN.
DISPLAY ADJUST SLOW SHUT

ADD.
LIST CHAN- CHAN- DOWN DOWN
S1 S2 S3 S4 MAINTE-
NANCE
DIMMER Local Control Station
NEL NEL

BRIDGE E.C.R. Remote / Local
CTRL. CTRL.
LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT
CTRL. CANCEL CANCEL BLOCK CANCEL Lock
Ahead / Astern MA
X
T
SEA STAND 7 STU 8 VWX
SLOWED.
9 YZ 0space
STATUS
CON-
+/-#
SET- ST
AR Regulating
F.W.E.
MODE BY RESET
TROL
INGS Handwheel
N
MI
Start OP
ST
100
Stop OP
ST
105
101
102
CHANGE OVER TO EMERGENCY
BLOCKING
DEVICE REMOTE EMERGENCY
1 SET THE BLOCKING DEVICE IN POSITION EMERGENCY
2 TURN THE HANDWHEEL TO EMERGENCY POSITION

EMERGENCY
3 CHECK THAT VALVE FOR AHEAD ASTERN IS IN THE WANTED POSITION
4 CHANGE VALVE FROM REMOTE TO EMERGENCY

REMOTE
Feedback of the Active Control Mode If a fault becomes active it is sensed by the EMS and this triggers audible and • Cancel shutdown (slowdown override activated)
visual alarms. The alarms are indicated at the operating panels on the bridge
The following inputs are provided for control mode feedback:
and in the ECR. The audible alarm is only activated at the station in control. Common abbreviations used on the printer:
• Automatic control selected
• OBR: Order bridge
• Manual ECR selected To comply with classification society rules, the system freezes the momentary
operating conditions as far as possible. In a frozen condition the operator has • REC: Response engine room telegraph
• Local engine control selected to transfer control to manual mode in the ECR or at the local station. A reset • OBL: Order bridge with limitations
can only be made in manual mode.
The selected and activated control mode is indicated: • ACT: Actual speed
• At the local control panel 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, Main
• At the ECR sub-panel Machinery Control and Monitoring System.
• At the displays of the EMS panels
Telegraph Order Printer
An alarm is triggered when:
The REC2100 telegraph order printer is a sub-system of the EMS system.
1. The EMS is on bridge control mode, but the signal disappears Internal calculations from the EMS and the EPS systems are transmitted to
after initial successful transfer. the printer module and output to the telegraph order printer. The printer unit is
located on the central section of the bridge manoeuvring console.
2. The EMS is on automatic ECR control mode, but the signal
disappears after initial successful transfer. There are parameters to control the information output to the printer within
EMS and a printer test facility in the MAINTENANCE menu within the
EMS.
Unintended Engine Stop
The following items are recorded from the EMS:
This alarm is activated and the engine stop signal displayed at the EMS panel
if, after a successful starting and operating for at least 20 seconds or during • Date and time
normal engine operation, the engine speed falls below the ignition speed and • Bridge, ECR and emergency telegraph orders
the engine stops without an active stop command. The alarm is reset by moving
the active telegraph lever to the STOP position. • Engine speed
• Control mode
System Supervision and Fault Indication • Sub-telegraph orders
• Limitations
The EMS hardware and peripherals are constantly monitored by the EMS in
order to identify any faults which might develop. Supervision is carried out • Cancel limits/cancel limits (wings)
for: • RPM load program
• The bridge telegraph and ECR telegraph • ‘Frozen’ conditions
• The speed sensing circuit • Electronic governor fault
• The electronic governor • Electric shaft or telegraph fault
• The auxiliary voltages • Serial interface to governor loss fault
• The solenoid valves
The following items are recorded from the EPS:
• The internal analogue/digital, as well as the digital/analogue
converters • Automatic slowdown
• The memory check • Automatic shutdown
• The computer cycle • Emergency stop with position of activation

• Cancel slowdown (slowdown override activated)
Illustration 2.1.3a Main Engine Protection System Bridge Main Console
Port Bridge Wing Console Starboard Bridge Wing Console
Bridge
Emergency Emergency Emergency

Stop Stop Stop
MANUAL CONTROL PANEL - PROPULSION SYSTEM

Safety Panel SAM
Electronics Engine Protection System
ALARM FAULT
GOVERNOR START AIR MAIN START TURNING FUEL AUX. AUX.
ENGAGED DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING
ALARM STOP ALARM
LIST HORN ACKN.
START AIR MAIN START TURNING FUEL AUX. AUX.
LOCAL
DISTRUB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2
CONTROL
BLOCKED BLOCKED ENGAGED ASTERN STOP STOP
MAINTE-
EDIT MENU S1 S2 S3 S4 DIMMER
NANCE

ECR BRIDGE WRONG
BLOWERS
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR CONTROL CONTROL WAY
WARNING
ESC ENT
MANUAL POWER ON
7 STU 8 VWX 9 YZ 0 space +/-# EMERGENCY
SLOW &
SHUTD. SHUTD. STOP
TURNING LAMP TEST
ACTIVE CANCEL
Engine Control Room
Engine Room
Local Control Panel
Main Engine
0
50 0 50
50 50
100 100
100 150
150 150
AHEAD
150 ASTERN
150
ASTERN rpmAHEAD
AUX.
RUNNING CONTROL
AUX. SLOW
DOWN ECR
RUNNING REQUEST
TURNING
SHUTDOWN LOCAL GEAR
SHUTDOWN

STOP CANCEL WAY
SEM
Interface Input/Output
Extension Speed Relay
Module Module
Module
IOM
DZM.
Key
Interface to DMS 2100
Electrical Signal
Illustration 2.1.3b Engine Protection System Panel For these specific parameters, in addition to activating an audible and a visual
alarm, the EPS will also send a shutdown request and shutdown alarm to
the engine manoeuvring system. The alarm is activated before the shutdown
function and is carried out by the EPS and in parallel by the EMS.
SAM
Electronics Engine Protection System
EPS Hardware
The hardware configuration of the EPS consists of:
ALARM STOP ALARM • A group of electronic modules installed in the Propulsion
LIST HORN ACKN. Control Cabinet (PCC).
• The operating panel, located in the ECR.
MAINTE-
EDIT MENU S1 S2 S3 S4 DIMMER • The illuminated emergency stop pushbuttons, located on each
NANCE
bridge wing console, the bridge console, the ECR console and
2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
the local engine side panel.
1 ABC
ESC ENT
The EPS Electronic Modules

8 VWX 9 YZ 0 space +/-#
7 STU
SHUTD. SHUTD. The electronic components basically consist of three electronic modules, which
ACTIVE CANCEL
are located inside the PCC and include:
• The Speed Relay Module (DZM 402), which contains the
software for the EPS 2200. This module is also responsible for
speed sensing and overspeed monitoring.
• The Input / Output Module (lOM 402). This module is designed
2.1.3 Main Engine Protection System Monitoring of: for line break monitoring.
Main Engine Safety Equipment • Engine speed The Operating Panel
Manufacturer: SAM Electronics • Engine overspeed Using the operating panel, the operator is able to communicate with the EPS.
Lyngsø Marine A/S, Hørsholm, Denmark • Engine shutdown sensors The panel is located in the ECR console with the front panel being divided into
Model: EPS 2200-MAN three parts:
• Engine slowdown sensors
Type: Electronic • The display, located in the upper part
• RPM detectors
No. of sets: 1 • Three rows of keys below the display
• Emergency stop switches
• A group of 2 signal lights and 3 columns of keys at the left
• Emergency stop (auto-stop) solenoid valve
Introduction side
The main engine protection (safety) system (EPS) monitors the engine Main Operating Features The display shows 4 rows, each with 40 segments or characters, containing
performance and speed. The EPS also monitors the engine’s safety functions information about the engine system operating state. It is possible to read all
and activates alarms, shutdown and slowdown functions, when the measured The Engine Protection System (EPS) is in parallel with the Engine Manoeuvring
nominal and actual values and other operating data, or the contents of lists.
engine parameters exceed defined limits. The system provides the following System (EMS). It monitors, controls and protects the machinery independently
The request to change the operating state and condition is carried out by using
facilities: of the EMS. It protects against inadmissible operating states, but an alarm is
the keys; the requests are shown on the display. Alarms and internal faults
not created until a limit value is exceeded. All limits are set so that it poses
are shown on the display by signal lights and they are audibly signalled via a
Control of: no danger to the main engine if they are exceeded. The alarms are visually
buzzer.
indicated on the operating panel and audibly in the ECR.
• Emergency stop
At the left side of the display are 2 signal lights:
• Engine shutdown The limit values, delay times and consequences of the individual measuring
points are written in the form of parameters. The parameters are part of the • Signal light ALARM illuminated if a limit value is exceeded.
• Engine slowdown
software and are stored on the DZM (speed relay) module. Certain parameters • Signal light FAULT illuminated if an internal hardware or
can result in serious consequences if the limits are exceeded. These parameters interface failure exists.
include high cooling water temperature, low lubricating oil pressure etc.
Directly below the signal lights are 3 keys for selecting the alarm list, stop horn Emergency Stop (Pushbuttons) Parameter Changing
and alarm acknowledge.
In the parameter list the operator may scroll through the list using the up and
Manually operated pushbuttons are provided for the release of an emergency down arrow keys, alternatively, a numerical value for the parameter may be
Key Functions Description stop of the main engine. The pushbuttons are located on the bridge panel, the keyed in, followed by pressing the ENT key. Pressing the ESC key allows an
bridge wing panels, the ECR and at the local engine side panel. The emergency entered parameter number to be ignored.
ALARM LIST All active alarms (acknowledged or not) are recorded stop is hard-wired from one contact of each pushbutton to the solenoid. A
in the alarm list. They are shown on the display after second contact is wired to the electronic modules as an input and re-routed Parameters are password protected and cannot be changed except by the
pressing this key. to the solenoid via an output. An automatic release of an emergency stop is password holder. No parameters should be changed without authority. There
carried out if an overspeed is detected by the EPS 2200. The overspeed output are three password levels:
STOP HORN Audible acknowledge. contact is also directly wired to the emergency stop solenoid.
Service Password Only used by commissioning personnel
ALARM ACKN Visual acknowledge.
Engine Speed Sensing
Expert Password Used by restricted personnel
MAINTENANCE A menu is shown on the display after pressing this
key. It is also possible to carry out lamp test and Impulse transmitters sense the teeth on the flywheel as the engine rotates. Two
sensors are employed, with a 90° (electrical) phase shift for the calculation User Password Used by authorised operators
dimmer activities.
of speed and sense of rotation. For the frequency range used for slow speed
EDIT, ESC & ENT These keys are used in conjunction with each other engines, the time interval between impulses is used as the basis for calculation Changing Parameter Values
for changing parameters. of speed as well as direction. Both sensors are used for calculation of speed, so
To release a parameter for value setting the parameter is first selected from the
that if one sensor fails, no interruption of speed calculation will occur.
menu and the EDIT key must then be pressed. If the adjustment of parameters
CURSOR KEYS The four cursor keys are used for scrolling up
is not released, the operator is requested to enter the password; the level of
and down lists and to select the digit position of The two sensors monitor each other crosswise for missing impulses, and a
password requested depends upon the selected parameter. After entering the
numbers. plausibility check monitors for loss of impulses when there should be impulses
four-digit password the ENT key is pressed. If the password was correct the
according to the operating condition of the engine.
previously selected parameter is displayed and may be opened for editing by
MENU After pressing this key,
Margins for supervision are sufficiently high to prevent alarms during non- pressing the EDIT key.
S1 Suppression
S2 Operating values continuous engine shaft movement, eg, before stopping. Sensor failure is
alarmed. The parameter value may be changed by one of two means:
S3 Parameter
is shown on the display. The speed signal is represented by the mean value of the engine speed for 1. By actuating the up and down arrow keys to increase or reduce
one ignition. Therefore, the time sum for 360° per cylinder is used for the the selected digit in the parameter value. The selected digit is
The function must be selected by pressing the relevant key Sl to S3. calculation of the speed signal. chosen by use of the left and right arrow keys.
SHUTD This key is without function. It is used only as an A one-turn signal is necessary for slow turning purposes and for stroke 2. By entering the desired numerical value for the parameter. To set
indication light in case of a shutdown. counting. The signal is set to come on after a complete turn continuously in the value the 0 key has first to be pressed to open the parameter
one direction. value for changing. The desired new parameter value is entered
SHUTD CANCEL Pressing this key activates the shutdown cancel, ie,
using the numerical keys.
the shutdown signal will be suppressed as long as
the cancel function is active. Further pressing of Parameter, Suppressions and Operating Values
When the desired value has been keyed in, the parameter change process must
the key deactivates this function, and the shutdown To display and/or change parameters, suppression and operating values, the
be completed by pressing the ENT key to save the new value. By pressing the
signal becomes active again. MENU key is pressed and this activates the sub-menu system which requires
ESC key the new value is not accepted.
keys S1, S2 or S3 to be pressed.
Note: A shutdown initiation is reset by means of a signal from the bridge S1 Opens the list of inputs to the EPS 2200 and allows the To leave the parameter adjusting procedure, the ESC key is pressed and the
control lever when control is active from the bridge panel, or by a signal switching on or off of single inputs. menu is displayed again.
from the manual control lever in the ECR or the handwheel at the local
control station. The pre-condition for shutdown reset is that the fault has S2 Operating values are displayed.
Note: If the parameter adjustment session is not completed by pressing the
been eliminated before the reset signal is activated. The engine can then be S3 Opens the parameter list recorded in the central module,
ESC key, the session is automatically completed at the expiry of the time-out
restarted. allowing for parameter display or change.
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
Note: When in the menu or sub-menu, the display is shut down if the operator
the parameter was still open for changing.
does not intervene within the time-out period.
Suppressions Function Set Point
The shutdown and slowdown functions of individual sensors, except for all Piston cooling oil flow No flow
emergency stop inputs, may be suppressed. When a shutdown or slowdown is Lubricating oil outlet from turbocharger temperature high 120°C
suppressed, the monitoring system remains active and alarm signals will still
Main bearing metal temperature high 80°C
appear on the operating panel when a sensor responds to a condition.
Main bearing lubricating oil outlet temperature high 70°C
Main bearing lubricating oil outlet temperature deviation +- 7°C
To activate the suppression function the MENU key is pressed to bring up the
from the average value
menu. To leave the menu the ESC key is pressed, alternatively, the menu will
be left at expiry of the time-out period. Crankpin bearing metal temperature high 80°C
Crankpin bearing lubricating oil outlet temperature high 70°C
Pressing the S1 key opens the suppression list and it is possible to change Crankpin bearing lubricating oil outlet temperature deviation +- 7°C
suppression states. This can be done at the bridge and ECR panels. from the average value
Crosshead bearing metal temperature high 80°C
In the suppression list, pressing the up or down arrow keys allows the operator Crosshead bearing lubricating oil outlet temperature high 70°C
to scroll though the suppression list. When the desired sensor input appears Crosshead bearing lubricating oil outlet temperature +- 7°C
in line 2 of the display, the operator can suppress shutdown or slowdown deviation from the average value
activation by pressing S1 or re-enable shutdown or slowdown by pressing S2. Cylinder lubricator flow No flow
Jacket cooling water inlet pressure low 0.15MPa
Operating Values Jacket cooling water outlet temperature from cylinder unit 90°C
The process is initiated by pressing the MENU key. The operating value list high
is opened by pressing S2. The up and down arrow keys allow for scrolling Scavenge air fire alarm on all units 120°C
through the list to select an operating value. When a fault occurs the operating Exhaust gas temperature before turbocharger 500°C
values are displayed on the list and these can be reset by pressing S1. Exhaust gas temperature after the exhaust valve deviation +- 60°C
from the average value
To leave the menu or sub-menus the ESC key is pressed. Axial vibration high 3.12mm
Shutdown Functions
Function Set Point
Engine overspeed trip 138 rpm
Thrust bearing segment temperature high 90°C
Main LO inlet pressure low 0.12MPa
Jacket cooling water inlet pressure low 0.10MPa
Slowdowns
A number of engine operating conditions initiate an automatic slowdown if any
of the following defined limits are exceeded:
Slowdown Functions
Function Set Point
Oil mist in crankcase high
Thrust bearing segment temperature high 80°C
Main LO inlet pressure low 0.14MPa
Main LO inlet temperature high 60°C
Piston cooling oil outlet temperature high 60°C
Illustration 2.1.4a Digital Governor System
Bridge Telegraph
Console With Control Unit
GOVE
RNOR
CONTR
BLOCKE OL PANEL
8 8
FULL
6 6
HALF
4 4
SLOW
2 2
DEAD
Governor Control Power SLOW
0 STOP 0
Unit DEAD
SLOW
2 2
SLOW
4 4
HALF
6 6
FULL
8 8
P. S. DIMMER TAKE STBD

OVER
ON ON
SERVICE ON SERVICE
SERVICE
Actuator
Junction
Box
Actuator
Remote Control
System
Scavenger Air
Pressure
Protection
System
Tacho
Pick-ups
Key
Main
Electrical Signal
Engine
2.1.4 Main Engine Digital Governor Fuel Rack Actuator The actuator is located on the engine, whilst the actuator control loop is
contained in the control cabinet. The rpm loop is situated in the EGS 2200-
The actuator is located at the engine and converts the electrical control signals
Manufacturer: SAM Electronics GmbH STD control cabinet using the tachometer pick-ups for sensing engine speed.
from the control system into mechanical action. The actuator is a fast response
Lyngsø Marine A/S, Hørsholm, Denmark The engine limits curve module is software within the Gamma computer.
servo motor exerting force on the fuel rack and moving it to the required
Model: EGS 2200-STD position. A high torque braking system enables the actuator to be locked during
Type: Electronic fault conditions. Actuator Control Loop
No. of sets: 1 The actuator control loop utilises fast speed control and current control loops
Tachometer System to operate the actuator motor. The Servostar power drive for control of the
actuator current and speed, is located in the EGS 2200-STD control cabinet,
The tachometer system allows the EGS 2200-STD to detect the engine speed.
Introduction together with the Stella Gamma computer containing the position control
Two induction pick-ups are located close to the turning gear wheel and sense
loop. The actuator control loop power electronic block is supplied by the main
the passing of the wheel teeth, a processor located in the control cabinet
The Electronic Governor System EGS 2200-STD is designed to accurately 400/440V AC 3-phase supply through a transformer in the power unit cabinet.
converts the pulses into speed data. Only one pick-up is necessary to sense
maintain the output shaft speed of the main engine to a given order. The EGS The actuator of the EGS 2200-STD comprises a brushless servomotor, brake,
the engine speed. Read-out of the shaft speed is available at the control unit
2200-STD controls engine speed automatically, enabling the engine to be position transmitter and an epicyclic gearbox.
display. An output for an analogue rpm instrument is also supplied for remote
run at maximum speed without risk of engine overload in adverse weather
display at the bridge, ECR and local control station.
conditions. Should weather conditions require, the EGS 2200-STD may be The actuator must be blocked during servicing to avoid the possibility of injury
set to automatically select a less active mode of operation, reducing actuator to personnel. The brake requires 24V DC for operation, if this supply fails, or
operation. The governor system also contains a high-speed module providing Scavenge Air Sensor is disconnected, then the brake engages immediately, locking the actuator in
protection against engine overspeed by reducing the fuel pump index before Available engine power is a direct function of scavenge air pressure. The EGS position. This takes place if the links in the EGS 2200-STD power unit are
an overspeed occurs. All parameters and readings used in the operation of 2200-STD incorporates a scavenge pressure sensor and adjusts the governor removed, or a power failure occurs, or the EGS 2200-STD malfunctions. If
the engine are accessed at the front panel of the control unit. The operational output, restricting the fuel requested to avoid an incorrect air/fuel ratio. the actuator is blocked when the engine is running the EGS 2200-STD will
parameters are password protected. Commissioning data may be programmed be unable to control the speed of the engine, the engine will neither stop nor
either by PC or from the operating panel by authorised personnel. overspeed. When the actuator brake is engaged, an alarm is given by the EGS
Internal Circuitry 2200-STD.
Speed Setting
Main Components The Servostar power drive combines several inputs and produces the necessary
The governor system receives two speed-setting signals simultaneously from power for the actuator motor in order to move it. Apart from the position
The EGS 2200-STD components are installed in the ECR and in the engine the bridge telegraph and the ECR manoeuvring handle. The system only uses transmitter, the power drive also handles the following signal inputs:
room. These components and their functions are as follows: one signal at a time to control the speed of the engine, the signal in use is
determined by the selection the control position between bridge and ECR. The Index Demand:
control unit is able to display both speed setting signal values at the same time,
Control Cabinet
this enables adjustment of one signal to match the other, before changeover. The Index Demand is the reference to which the actuator
This unit contains the Stella Gamma computer and all electronics required power drive sets and maintains the actuator index. The Index
to translate the signals received from the control unit, the ECR speed setting Demand is modified by the MIN selector of the CPU.
handle, the engine remote control system and external sensors into movement Functions Incorporated Within the EGS 2200-STD Governor
of the actuator. The actuator movement regulates the delivery from the engine Limit Switches:
fuel pumps. The cabinet allows the connection of a personal computer (PC), EGS 2200-STD includes a number of function blocks, described below:
enabling adjustment and fault diagnosis to be carried out. • The actuator control loop The MIN and MAX limit switches detect the extremes of
mechanical travel allowed to the actuator. If the actuator
• The tachometer system reaches a limit switch, the actuator power drive will stop the
Operating Panel actuator and ignore all commands which would otherwise
• The set point selector
The operating panel in the ECR console provides for the operation of the EGS cause the actuator to continue moving in the same direction.
2200-STD system. It also provides facilities for diagnosis, test and simulation. • The shaft speed control loop The actuator will only move in the opposite direction.
Messages are displayed in plain language, and indicator lamps (LEDs), to show • The engine limit curves module
the overall condition of the EGS 2200-STD system. It is not necessary to make
• The start/stop system
regular function checks on the EGS 2200-STD system, as this is performed by
the Stella computer. • The minimum selector
• A failure detection module
Tachometer System Index mode is manually selected and the engine fuel rack index is constant, Start/Stop System
providing any rpm variation is within predefined limits.
The engine speed is measured using two independent pick-ups, Tacho 1 and The EGS 2200-STD START/STOP system controls the index during start and
Tacho 2. The pick-ups are located close to the turning gearwheel, signal RPM Mode stop procedures. When a STOP or SHUTDOWN signal is received, the EGS
processing is carried out by a dedicated input processor on the serial interface 2200-STD immediately gives an index zero demand to the actuator. When
board of the Gamma computer, the rpm signal for the speed control of the main In RPM mode the EGS 2200-STD maintains constant engine speed, apart from a START request is received the EGS 2200-STD moves the actuator to a
engine is passed on to the Gamma CPU unit. The tachometer selects which small fluctuations due to sea conditions. predetermined index value. This value is maintained for a specified time unless
signal is to be used by checking that both signals are within range. If both the actual rpm exceeds the desired rpm, in which case the index is controlled
signals are in order, but slightly different, the tacho selector chooses the higher POWER Mode by the optimal controller. When the start time expires the actuator index control
signal and uses this for the rpm value. will operate until the rpm reaches the ordered value. If the EGS 2200-STD
In Power mode the EGS 2200-STD maintains approximately constant
is started up after an electrical failure and the engine is already running at a
shaft power, giving optimum performance in moderate to rough weather
Real-time signal processing is used to detect the malfunction of a pick-up value above the start level rpm, this function is bypassed. The function is also
conditions.
signal, which is disregarded if a fault is detected. When a sensor fails, the bypassed if the Cancel Limits function is in operation. At the operating panel,
output usually goes to zero. If a failed sensor increases output, the EGS 2200- or by a signal from the remote control system, a higher value of start level
STD will regulate according to this apparently increased speed. In this case INDEX Mode index can be selected, such as when a first start attempt was not successful.
the actual speed of the engine will be reduced by an appropriate amount. This
Index mode the EGS 2200-STD maintains a fixed fuel index. This is mainly
ensures that a failed sensor will not give rise to an overspeed situation. In all
used when measuring the engine performance. RPM mode is automatically Failure Detection Module
cases a failed sensor will initiates an alarm on the EGS 2200-STD operating
retained if the rpm becomes excessive or the speed order is altered.
panel.
The following categories of failure detection exist:
Engine Limits Module • Cable failure for all analogue input signals.
The Set Point Selector
• Pick-up errors for the tacho system.
The scavenge air pressure (Ps) signal is transmitted to the scavenge air limit
The set point selector receives the rpm set point signals from both bridge block, the rpm signal is transmitted to the engine torque limit block and the • System supervision including remote control, tachometer,
and ECR continuously. To determine which signal to consider (as they may actuator index demand is passed to the MIN selector. The scavenge air limit control unit, actuator power drive and changeover system.
differ), the set point selector receives information from the remote control unit, function ensures that the correct amount of fuel is provided in relation to the
identifying the control location. The selected set point is considered as the rpm • Actuator supervision including temperature and position error.
scavenge air available, ensuring efficient combustion of the fuel injected.
set point and is fed to a slope unit which tracks the order within the EGS 2200- During acceleration, the lack of turbocharger speed in relation to engine speed • Supervision of the input/output system of the Gamma computer
STD. If a cable error is detected or the manoeuvring system is off-line when in increases the fuel to air ratio in each cylinder. This results in poor combustion covering conversion errors and connection errors.
bridge control, the set point value in use prior to the occurrence is maintained. and smoke. Restricting the actuator fuel index in accordance with the scavenge
The fault activates an alarm on the EGS 2200-STD control unit and is also • Power source supervision including internally generated direct
air available alleviates this problem. current supply voltages and battery supply.
relayed to the alarm monitoring system.
The EGS 2200-STD also incorporates an engine torque limitation function, this • All types of Gamma computer memory circuits as well as the
protects the crankshaft against torque overload. CPU function are supervised.
Shaft Speed Control
• Alarm released for EGS 2200-STD subject to test.
The optimal controller filters the input signals and calculates the actuator index The Minimum Selector • Alarm for illegal parameter set-up in the Gamma computer.
demand. The parameters within the controller vary constantly due to engine
conditions, resulting in the provision of four separate modes of operation. • Alarm for VIT option safety limit active.
The MINIMUM selector limits the actuator index demand before passing on
the final value to the actuator. This is limited by three signals: If cable failure occurs in any monitored connection, it is shown on the alarm
Modes of Operation • Scavenge air limit list in the operating panel display and an alarm is activated. Generally, no
change occurs in engine operation, except when required for engine safety.
The EGS 2200-STD system has four modes of normal operation. • Engine torque limit
• Index MAX (set at the control panel) The EGS 2200-STD computer is monitored for hardware failure. If an error is
Auto Select detected, the actuator is blocked immediately. An EGS malfunction alarm is
If the actuator index demand is limited for any of the above, then the condition activated and all program execution terminated. If an error is detected during
Auto Select allows the EGS 2200-STD computer to select either the rpm mode will be indicated on the display of the EGS 2200-STD control panel. the start-up procedure, the EGS 2200-STD will not activate, the actuator is
or power mode of operation, dependent on engine running conditions. The blocked and an EGS malfunction alarm initiated.
changeover criterion due to the weather conditions is ‘Seastate 3’, ie, in rough The index is limited to zero when a STOP or SHUTDOWN signal is active.
weather POWER mode is selected and in calm weather RPM mode is chosen.
Additional EGS 2200-STD Features Cylinder Lubricating Oil Dosing (LOD) Running Hour and Revolution Counters
Variable Injection Timing (VIT) The running hour and revolution counters, as well as their associated trip
The LOD system increases the amount of cylinder oil supplied to the engine in counters, can be observed and adjusted from the EGS 2200-STD operating
The Variable Injection Timing (VIT) system maintains the optimum cylinder response to significant changes in the fuel pump index. The signal is maintained panel. These functions comply with the counter definitions of the Universal
pressure (Pmax), improving combustion and fuel efficiency. for a set time period after the change in pump index has taken place. The Control System UCS 2000 and can therefore be remotely controlled from the
criteria is the increasing or decreasing of engine load (as a percentage of fuel UCS 2000.
The VIT system adjusts the timing of fuel injection, so that the maximum index) in a set time and requests increased output from the cylinder lubricators.
pressure Pmax is kept constant as the engine load is reduced from 100% down If a greater or faster change in fuel index takes place, this also results in the
to the breakpoint (a specified part load). request for extra lubrication.
The electronic VIT control by the EGS 2200-STD is only active when running The LOD system can be tested via the operating panel and reference should be
in ahead in remote control. During manoeuvring, astern running and local/ made to the manufacturer’s instruction manual regarding the test procedure.
emergency control, operation is by a pneumatic system at the engine.
Load Program
A failure message at the control unit causes an external EGS alarm when illegal
parameters are entered for the VIT system (from the external de-bugger). The A load program is part of the engine control system and controls increases and
alarm text is VIT SETUP ERROR. decreases the engine load. These are carried out gradually in order to reduce the
thermal stresses that are incurred with rapid changes in engine output when at
In the event of the cancellation of the VIT control the output signal for the I/p- higher loads. The program is normally active between maximum manoeuvring
converter is set to the minimum value. VIT control is also cancelled by: speed and full sea speed.
• Running astern
• Being in a STOP or SHUTDOWN situation Normal Function of the Load Program
• A general BLOCKED situation for the actuator The RPM load programme ensures that increasing and decreasing of the engine
load is carried out gradually over a specified time.
• A cable failure for the scavenge air pressure signal
• Manual cancellation of the VIT system (see below) The RPM load program limits the increase in engine speed during the running-
up. The load program is active in the range from 90 to 100% of the specified
System failure in the EGS 2200-STD causes the CPU to go into HALT mode, maximum rpm for the engine. Running-up from 90 to 100% rpm takes place
the output to the I/p-converter is latched at the last value until the CPU is in a minimum of 30 minutes, and is only active when both the speed setting
manually reset. The output of the I/p-converter then drops to 0mA. command and the actual rpm have reached their limit.
The program is designed so that any increase of rpm within the program will
Adjustments of the VIT System During Service follow the outlined limitation curve, ie, the maximum acceleration is 1% of the
Due to variations in fuel quality and wear to the fuel pumps it may be necessary specified 100% rpm for each 3 minutes.
to adjust the maximum pressure Pmax, when the ship is in service. Before
adjustment, indicator diagrams are taken for running conditions above the The load down functions in a similar manner to the running-up situation with
breakpoint. The Pmax is then adjusted by changing the value of Poffset by the individually adjustable parameters.
amount required. The adjustments are checked from new indicator diagrams.
The load program is cancellable, and is included with the Load Limit cancel
function of the EGS 2200-STD. If the load down function is included
Cancellation of the VIT Function
and active when the load program is cancelled, the resulting speed setting
The VIT system function may be cancelled from the operating panel by setting command follows the control handle’s RPM speed setting command; if this
the injection timing to zero (late injection, low maximum pressure). is smaller than the load program’s low limit, the resulting output of the load
program is the low limit.
Anything to update?
WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
2.2 Boilers and Steam Systems
2.2.1 General Description
2.2.2 Oil-Fired Auxiliary Boiler
2.2.3 Oil-Fired Boiler Control System
2.2.4 Oil-Fired Boiler Sootblower
2.2.5 Composite Boiler
2.2.6 Composite Boiler Control System
2.2.7 Composite Boiler Sootblower
2.2.8 Engine Room Steam System
2.2.9 Deck Steam System
Illustration 2.2.2a Oil-Fired Boiler
Steam Atomising Main Steam

Burner Lance Outlet
Steam Dryer
Combustion Air Inlet
Steam Drum
Manhole
Feed Water Inlet
Generating
Tube Bank
Flue Gas
Outlet
Water Washing
Nozzles
Furnace
Membrane Walls
Inspection
Door
Access
Door Cross-Sectional View Showing Gas Flow
Manhole
Water Drum Steam Heating Coil
2.2 Boilers and Steam Systems 2.2.2 Oil-Fired Auxiliary Boiler Furnace
Closely spaced waterwall tubes are arranged in a staggered configuration and
2.2.1 General Description Manufacturer: Aalborg Industries AS, Denmark. constitute the furnace sides, except for the burner opening. The furnace roof is
No. of sets: 1 formed by the bottom of the steam drum and the base of the furnace is formed
The ship’s steam system provides heating for engine room and domestic Model: AQ-18 by the water drum. This construction increases the heat absorption in the
services, together with the cargo tanks and tank cleaning heater. furnace and makes it strong enough to withstand vibration.
Type: Oil-fired vertical water tube marine boiler
The steam generating plant comprises of an oil-fired auxiliary boiler and a Weight excluding water: 26,900kg
The side waterwall tubes are welded to the water and steam drums with no
composite oil-fired/exhaust gas boiler providing saturated steam at a normal Weight including water: 37,900kg headers provided. The boiler is downward fired from the roof using a steam/air
pressure of 0.7MPa. The steam line from each boiler connects to the common Evaporation: 18,000kg/h assisted pressure jet burner.
steam line from which steam is supplied to the various consumers.
Steam condition: Saturated steam at 170°C
Steam pressure: 0.7MPa Insulating refractory is applied to the top of the water drum at the bottom of the
When the steam demand is low this will usually be provided by the composite
boiler, assisted by heat recovery from the main engine exhaust when at sea. furnace to protect from flame impingement.
Maximum pressure: 0.9MPa
When the vessel is on passage with unheated cargo, the heat recovered from
Fuel oil: HFO up to 700cSt at 50°C, SG 0.98
the exhaust is usually more than sufficient to meet requirements, and excess Boiler Casing
steam may have to be dumped to the atmospheric condenser. In colder areas, Fuel oil cons. HFO: 155kg/h min. firing capacity, 1,355kg/h max. capacity
with increased demand, it may be necessary to fire the boiler furnace in parallel (steam atomising) The furnace of the boiler is made completely gas tight by the adoption of a
with the heat recovery section. The composite boiler is fitted in the engine Fuel oil cons. MDO: 155kg/h min. firing capacity, 1,291kg/h max. capacity welded membrane waterwall construction. The welded waterwall construction
casing at ‘A’ deck level and extends up into the “B” deck level. The boiler is (air atomising) is also adopted in the front and rear walls of the rear evaporating tube section
connected into the main engine exhaust system in such a manner that it takes where tubes are exposed to the combustion gas.
Safety valve setting: 0.87MPa
advantage of the waste heat from the exhaust with maximum efficiency and
High steam pressure alarm and burner stop: 0.85MPa Insulation material is applied to the outer surface of the boiler drums and tube
minimal increase in back-pressure.
Steam dump operating pressure: 0.83MPa wall, this insulation is then covered with the galvanised steel sheet casing.
The auxiliary boiler is used when the steam requirement is higher than can Burner start steam pressure: 0.72MPa
be met by the composite boiler, such as tank cleaning or cargo heating. The Burner stop steam pressure: 0.80MPa Steam Drum and Fittings
auxiliary boiler is at the aft end of the engine room on the upper platform
Burner operation: 0.70MPa The steam and water drums are cylindrical with flat plates at the top and
level extending above the upper deck. The steam assisted burner and the boiler
control panel are at the A deck level of the engine room casing. The boiler may Low steam pressure alarm: 0.40MPa bottom. In order to withstand the internal pressure, the plates for each drum are
be run independently or in parallel with the composite boiler, this latter being High water level alarm: +150mm connected by vertical solid stays.
the normal status when the engine is running. Too high water level alarm: +200mm A steam dryer is provided to remove water droplets from the steam. This may
Low water level alarm: -120mm be dismantled for removal through the access manhole.
WARNING
Too low water level alarm and burner stop: -145mm
Pressure surges and water hammer in steam lines can cause damage to The steam drum also has an internal feed water pipe, a surface scumming pipe
the pipeline system, joints and eventual steam line failure, which may and a water sampling connection.
result in scalding of personnel. It is essential that steam lines are drained General Construction
of all condensate and that steam is supplied to cold lines gradually with
The boiler is of a two drum type construction, with one steam drum and one
all line drain valves open. This allows the steam line to warm-through
water drum. It also includes a boiler casing, fuel firing equipment, mountings,
Operating Procedures
evenly and for the condensate to drain. Drain valves are located at
fittings and other accessories. The boiler structure is supported with the water
various points in the steam system, these should be left open when a The following steps should be taken before attempting to flash-up the boiler:
drum acting as the base support. The whole boiler construction is designed to
section has been isolated and checked before the steam supply valve to
be able to withstand the rolling and pitching of the ship due to adverse weather
that section is opened. a) All foreign materials are to be removed from internal pressure
conditions. Careful consideration is also given to the movement by thermal
parts.
expansion of the boiler.
b) Ensure all gas side-heating surfaces are clean and in good
Combustion gas leaves the furnace through the deflected water tubes at the
condition.
bottom and passes through the generating bank before leaving the boiler.
Efficient circulation in the boiler is achieved because a number of tubes in the
c) The furnace bottom and the burner wind box are to be cleaned
cooler areas act as downcomers. of oil and other debris.
d) Ensure all personnel are clear.
e) All man/hand-hole covers are to be securely tightened. j) Check and close all blow-off valves and drain valves. Raising Pressure With No Steam Available (Initial Start)
f) Inspect safety valves and see that gags have been removed and k) Fill the boiler slowly until the water level is approximately a) Set up the fuel system for diesel oil burning (see Section 2.6.3)
that the easing levers are free and in good condition. 50mm below the normal operating level in order to allow for and circulate the fuel until all heavy fuel has been discharged
swell in the level after firing.
from the fuel lines.
g) Open root valves for all instruments and controls connected to
the boiler. l) Check the operation of the gauge glasses and compare with
b) Set the burner for air atomising, using an air pressure of
remote reading instruments.
0.40MPa and fuel pressure of 0.30MPa. Purge the furnace with
h) Open the vent valve of the steam drum.
the forced draught fan for one minute with vanes fully open.
i) Open all gauge valves and ensure that all valves on the pressure
gauge piping are open. c) Reduce the air pressure at the wind box to between 10 and
20mmWG.
Illustration 2.2.2b Boiler Firing Rate
0.8 175 d) Light the burner and adjust the air and fuel pressures to ensure
stabilised combustion; use the furnace observation port to check
0.6
the combustion.
0.4 e) When raising the pressure, keep the burner firing for 5 minutes
150 and out of service for 15 minutes repeatedly at the lowest
oil pressure (0.25MPa) for one hour. After this, continue to
fire and shut down the burner to raise the pressure at the rate
0.2 recommended by the manufacturer. The firing rate chart graph
indicates the lighting-up curve for the boiler which should be
125
followed.
Temperature (°C)
f) When the drum pressure has risen to about 0.15MPa and the
steam from the vent valve is free of air, close the drum vent
100°C
valve.
0.0 100
g) Drain and warm-through all steam supply lines to ancillary

equipment before putting the boiler on line.
Boiler Pressure (MPa) 75 h) Supply steam to the HFO settling tank. When the tank is of
sufficient temperature to be pumped by the boiler HFO pumps,
supply steam to the boiler FO heater and prepare to change
over from MDO to HFO, see Section 2.6.3 for details. Continue
50°C circulating fuel as before.
50
i) When the working pressure has been reached, change the
control system over to automatic operation.
30°C
25
15°C
0°C
0
0 15 30 45 60 75 90 105 120 135

‘x’ ° = Initial Feed Water Temperature Time (minutes)
Raising Pressure with Steam Available from the Composite f) Change the fuel system to diesel oil and circulate back to the Before returning the boiler to service, drain the boiler to the normal working
Boiler tank. level and return the chemical content concentration to the normal level by
blowing down.
a) Start the forced draught fan, open the inlet vanes and purge the Note: If steam is available from the composite boiler, the boiler HFO system
furnace. should remain in use.
Maintaining the Boiler in a Warm Condition
b) Start the FO supply pump and circulate oil through the heater g) When the fuel oil has been purged, shut down the fuel system. When the auxiliary oil-fired boiler is not in service, at sea or in port, it should
and burner manifold. Open the recirculating valve and discharge be maintained in a warm condition by supplying steam to the heating coil in
the cold heavy oil in the line. After the boiler has been shut down for 4 hours the forced draught fan may be the water drum. This is done by opening the heating coil drain valve and the
used to assist cooling down, but to avoid damage to refractory, allow the boiler steam inlet valve. The boiler pressure should be maintained at 0.05MPa or
Note: At normal seagoing condition, the boiler FO system will be continually to cool down naturally whenever possible. above. When the heating coil is not in use, the steam inlet valve is closed and
circulating heated FO. the drain valve is normally left open.
CAUTION
c) Reduce the air pressure at the wind box to between 10 and Do not attempt to cool down the boiler by blowing down and then by
20mmWG. filling with cold water, as this creates thermal shock.
d) Light the burner and adjust the air and fuel pressure to ensure
stabilised combustion using the furnace observation port. Shutting Down in an Emergency
When raising the pressure, keep the burner firing for 5 minutes and out of Should the boiler trip (when the burner is in use) due to the low low water
service for 15 minutes repeatedly at the lowest oil pressure (0.25MPa) for one level alarm (-135mm), shut down the steam stop valve, feed valve and forced
hour. Again, repeatedly light and shut down the burner to raise pressure as draught fan after purging the furnace.
recommended by the manufacturer’s lighting-up curve.
Note: Never attempt to supply feed water until the boiler has cooled
sufficiently.
e) When the drum pressure has risen to about 0.15MPa, close the
steam drum vent valve.
Taking the Boiler Out of Service
f) Drain and warm-through the steam supply line from the
auxiliary boiler to the steam range before coupling up to the When taking a boiler out of service, the wet lay-up method is preferable, as it
exhaust gas economiser and putting the boiler on load. requires less preparation and the boiler can be quickly returned to service.
Shutting Down When the boiler is in the cooling down process following shutdown, inject
into the drum appropriate quantities of boiler chemicals, using the boiler
a) Operate the sootblowers before shutting down the boiler chemical injection device. To ensure adequate protection of the boiler, follow
whenever possible. the guidelines given by the chemical supplier.
b) Shut down the burner. When the pressure is approaching atmospheric pressure, open the steam drum
air vent valve.
c) Continue the operation of the forced draught fan for a short while
after shutting down, keeping an air pressure of 150mmWG at When the pressure is off the boiler, supply distilled water until it issues from
the burner inlet and purge the furnace of combustible gases. the vent valve, then close the vent valve.
d) Maintain the water level visible at about 50mm in the gauge Put a hydrostatic pressure of 0.35 to 0.50MPa on the boiler. Hold this pressure
glass. until the boiler has cooled to ambient temperature. Bleed the boiler using the
vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 0.20
to 0.35MPa on the boiler.
e) Open the drum vent valve before the boiler reaches atmospheric
pressure.
Take a periodic boiler water sample and replenish any spent chemicals.
Illustration 2.2.3a Boiler Control Panel
Operating Instructions For Burner

AUTOMATIC OPERATION: Stop of Burner
1. Firing is stopped by turning the Emergency Operation Switch to the AUTOMATIC position or by pressing the
Start of Burner (Emergency Operation key switch in position AUTOMATIC) OIL VALVE CLOSE pushbutton on the Local Emergency Operation Box.
1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL.
2. Refer to Combustion Mode Instructions for the Burner below for setting of Combustion Control.
3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal
from the Start/Stop Pressure Switch. Combustion Mode Instructions For Burner
Stop of Burner Automatic Cascade Mode (steam load depending firing rate)
1. Select BURNER MODE switch to STOP. 1. Select TA1 in position CASC. The master output will be set point for Oil and Air Flow Controllers.
2. Select TA5 in position AIR and TA4 in position AUTO.
EMERGENCY OPERATION: 3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the
Start of Burner (Emergency Key Switch Activated) boiler steam pressure. Air and oil ratio is automatically controlled.
1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START. Oil and Air Automatic Mode (constant firing rate)
2. Select TA1 on Oil/Air Combustion Controller to position AUTO. 1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3.
3. Adjust Air Flow to Purge position, minimum 50% air flow, by TA2 and TA3. - allow minimum of 60 seconds purge. 2. Select TA5 in position AIR and TA4 in position AUTO.
WARNING: Insufficient Purging May Cause Danger of Furnace Explosions. 3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3.
4. The Air and Oil flow to be adjusted to Ignition position, approximately 25% oil flow, by TA2 and TA3. Air and oil ratio is automatically controlled.
5. For manual ignition sequence, refer to instructions on local Emergency Box.
6. When the flame is established - supervision is by the emergency flame scanner and air/oil flow to the burner can be adjusted by TA2/TA3 on the Air/Oil Oil and Air in Manual Mode
Combustion Controller to desired fuel rate. 1. Select TA5 in position AIR and TA4 in position HAND.
WARNING: In Emergency Operation the Safety Interlocks are Reduced to Too Low Water Level and Flame Failure. 2. Select TA5 in position OIL and TA4 in position HAND.
3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.
THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S ENGINEERING PERSONNEL. 4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL.
1 2 3 4 1 2 1. Air/Oil Controller
1. Water Level Controller 43. Fuel Oil Pump No.1 - Stop/Start 2. Main Steam Pressure Controller
2. Fuel Oil Temperature Controller 44. Fuel Oil Pump No.2 - Stop/Start 3. Combustion Air Flow Indicator
3. Fuel Oil Pressure Controller 45. Combustion Air Fan Run 4. Fuel Oil Flow Indicator Burner Emegency Operation Panel
4. Atomising Steam Pressure 46. Feed Water Pump No.1 - Standby
5. Oil Valves Not In Position 47. Feed Water Pump No.2 - Standby
5. Air Flow Setting Potentiometer 0 - 100% (on Burner Unit)
6. Oil Flow Setting Potentiometer 0 - 100%
6. High Water Level 48. Fuel Oil Pump No.1 - Standby 7. Air/Fuel Ratio Potentiometer -50% - +50%
7. High Steam Pressure 49. Fuel Oil Pump No.2 - Standby 8. Oil Flow Totaliser
8. High Oil Temperature 50. Space Heating Feed Pump No.1 3 4
5 6 7 8 9 10 9. Atomising Steam Valve
9. Overload Ignition Burner Pump 51. Space Heating Feed Pump No.2 10. Ignition On 1
10. Interlocks OK 52. Space Heating Combustion Air Fan 11. Oil Valve Open
11 12 13 14 15 16 11. Flame Failure 5 6 7 12. Steam Purge Valve
12. Low Water Level 13. Burner Normal Stop 2 3 4 5
13. Overload Combustion Air Fan 14. Combustion Controller Off
17 18 19 20 21 22
14. Low Oil Temperature 15. Ignition Lance Inserted
15. Lance Not In Position 8
16. Heavy Fuel Oil
23 24 25 16. Sequence Failure 17. Diesel Oil
17. Low Steam Pressure 18. Burner On
18. Too Low Water Level 9 10 11 12 13 19. Chemical Dosing Unit Oil-Fired Boiler 440V
19. Atomising Steam Pressure Low 20. Chemical Dosing Unit Oil-Fired Boiler 220V
26 27 30 20. Low Oil Pressure 21. Emergency Operating Mode
21. Fuel Oil Standby Pump Started 14 15 16 17
22. Control Voltage Selection Switch
22. Fire in Wind Box 1. Flame ON Indicator lamp
23. Control Voltage Indication Lamp
31 32 35 23. High Temperature In Uptake 24. Lamp Test Button
2. Atomising Steam Valve
24. Low Combustion Air Flow 25. AUTO / MANUAL Burner Mode 3. Ignition
25. Automatic Standby Feed Water Pump Started Selection Key Switch 4. Oil Valves Open
26. Ammeter No.1 Feed Water Pump 26. Sootblower Start/Run 5. Oil Valve Closed / Steam Purge
36 37 38 39 40
27. Ammeter No.2 Feed Water Pump 18 19 20 21 27. Stop Buzzer
30. Ammeter Combustion Air Fan 28. Buzzer
31. Hour Meter No.1 Feed Water Pump 29. Emergency Stop
41 42 43 44 32. Hour Meter No.2 Feed Water Pump 22 23 24 25
45 35. Hour Meter Combustion Air Fan
36. Feed Water Pump No.1 Mode Selector Standby - Off - Manual
CPU Back-up Battery Inside (27A2A)
37. Feed Water Pump No.2 Mode Selector Standby - Off - Manual
26 27 28
46 47 48 49 38. Fuel Oil Pump No.1 Mode Selector Standby - Off - Manual
39. Fuel Oil Pump No.2 Mode Selector Standby - Off - Manual 29
50 51 52
40. Combustion Air Fan Mode Selector Auto - Off - Manual
41. Feed Water Pump No.1 - Stop/Start Pushbuttons
42. Feed Water Pump No.2 - Stop/Start Pushbuttons
2.2.3 Oil-Fired Boiler Control System Main Line Steam Pressure Note: The set point for the air/oil combustion controller is, by default, left in
This is achieved by controlling the oil flow and, in accordance with this, the minimum and must be adjusted to purge, ignite and firing position by hand
Manufacturer: Aalborg Industries AS, Denmark air flow to the burner. operation as described below. See illustration 2.2.3b on the following page
for the operation legend for the air/oil combustion controller.
This system provides operation, control and interlock devices required for the
running of the boiler at a steam pressure of 0.70MPa. It performs the automatic Operating Procedures
b) Turn the Automatic/Manual burner selection key switch to the
and manual operation of the boiler and will give an alarm to warn the operator Procedure for the Preparation of Boiler Control System No.1 (emergency) position.
if an abnormality occurs during operation of the following modes:
a) Turn on the power switches of the boiler control panel.
c) Set TA1 on the air/oil combustion controller to AUTO.
Emergency/Automatic Mode
b) Check the action of each pilot lamp and buzzer using the buzzer
A key switch located on the boiler control panel allows the burner to be and lamp test switch on the control panel. d) Adjust the air and oil on TA2/TA3 to the PURGE position; this
operated either in Automatic or Manual (emergency) mode. In the manual gives a minimum of 50% air flow.
(emergency) mode the boiler will be operating with reduced safety interlocks. c) Supply air to all the control devices.
With the automatic sequence controller bypassed, the burner must be operated Allow the boiler furnace to be purged for a minimum of 60 seconds.
at the local control position at the boiler top. d) Reset the boiler interlock alarm.
WARNING
Normal 0.7MPa Mode e) Check that all alarm lamps are out. It is essential that the boiler furnace be purged correctly in order to
reduce the risk of furnace explosion.
In this mode the boiler pressure will start to rise and will follow the actual
steam load. If the steam demand decreases, and the boiler steam pressure rises Procedure for Operating the Burner
to the automatic burner stop point, the burner will cut-out. The burner will e) Adjust the air and oil flow on TA2/TA3 to an ignition position
The Emergency Operation key switch must be in the AUTO position. of approximately 25%.
remain off until the steam pressure falls to the point of automatic start, which
is slightly below the pressure set point. An automatic start will be performed Note: The air/oil combustion controller will automatically drive the air and f) Replace the auto flame scanner with the emergency flame
and the boiler pressure will be brought back up to its set point. oil control valves to the minimum purge and ignition position according to scanner.
the activated burner sequence step.
Control Panel g) Press the pushbutton for OPEN ATOMISING STEAM
The panel contains the controllers, which are electronic microprocessors, and For Automatic Mode (steam load determining firing rate) proceed as follows: VALVE.
allow automatic/manual operation of output and set point adjustment of the
following systems: a) Start the combustion air fan on START/RUN if the AUTO- h) Press the IGNITION pushbutton and keep depressed. Check
MAN switch is selected to MANU. that the ignition burner is on.
Fuel Oil Temperature In AUTO the air fan is automatically started and will run for a minimum of 20 i) With the pilot ignition operation successful, press the OPEN
This is kept at a steady predetermined value by controlling the steam flow to minutes to avoid more than 3 starts per hour. OIL VALVE pushbutton, check that the flame indication is
the fuel oil heaters. given on the local operation panel (yellow indication lamp),
b) Turn the burner mode switch to START/RUN. the OPEN OIL VALVE pushbutton must only be held in for a
Burner Fuel Oil Pressure maximum of 5 seconds.
The burner will automatically be started and stopped by a signal from the start/
This is required to keep the fuel oil pressure at the desired value and is achieved stop steam pressure switch.
by controlling the recirculation to the suction side of the oil pumps. j) With the main burner ignited, release both pushbuttons
(IGNITION and OPEN OIL VALVE), check that the main
To stop the burner manually, select the mode switch to STOP.
burner flame is stable. If the flame fails to ignite, the furnace
Boiler Water Level must be purged for a minimum of 60 seconds before a new
The desired liquid level in the boilers is achieved by controlling the feed water Manual (Emergency) Operation Procedure burner ignition start is made.
flow to the boiler. (See Section 2.3.4, Boiler Feed Water System.) Ensure that the combustion air controller is OFF, illuminated yellow pushbutton
No.14 on panel 2, as shown above. When the flame is established, supervision is made by the emergency flame
Atomising Steam Pressure scanner. Air/oil flow to the burner can be adjusted by TA2/TA3 on the air/oil
a) Turn the combustion air fan control switch to MAN. combustion controller to the desired flow rate.
To keep the pressure at the preset value, the steam flow is controlled downstream
of the control valve.
The burner firing can be stopped by turning the Automatic/Manual burner Illustration 2.2.3b Boiler Air/Oil Combustion Control Panel
selection key switch to the No.2 position, or by pressing the OIL VALVE
CLOSE/STEAM PURGE VALVE OPEN pushbutton for 15 seconds on the
local emergency operation box.
WARNING
In emergency operation, the safety interlocks are reduced to TOO LOW
WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
be carefully and continually supervised by the ship’s engineering staff. The Air/Oil combustion control panel identification legend is given below.
L1
TA1 - Soft key used by the operator to toggle between CASCADE and AUTOMATIC mode.
TA1 L1 - When illuminated indicates that CASCADE mode is in operation.
L2
Boiler Cold Start L2 - When illuminated indicates that AUTO mode is in operation.
SETPOINT MODULAT. L3 - When illuminated indicates that the boiler is running in Modulation Free mode.
L3
In cold start operations when burner atomising steam and the FO heating steam EXT. FREE
are not available, diesel oil fuel is used along with atomising air. + +
L4
TA2 - Soft key used by the operator for fast increase the set point for the air and oil when the
With the HFO/DO crossover valves set for DO operation, the FO low
xd OIL
system is running in AUTOMATIC mode.
xd AIR
L5 TA2
temperature alarm and trip is inhibited, additionally, the motorised valve for the L4 - When illuminated indicates that TA2 is activated.
RAMPE L5 - Ramp increase in progress.
steam supply to the burner from the boiler is locked closed, the burner control IN
and ACC operation reverts to manual. PROGRESS
TA3 - Soft key used by the operator for fast decrease the set point for the air and oil when the
L6 system is running in AUTOMATIC mode.
TA3
L6 - Ramp decrease in progress.
L7 L7 - When illuminated indicates that TA3 is activated.
AIR / OIL
CONTROL TA4 - Soft key used by the operator for the selection of AUTO or HAND of the air or oil controller
L8 which is chosen by TA5.
+ + TA4 L8 - When illuminated indicates that AUTO is selected.
L9 L9 - When illuminated indicates that HAND is selected.
AIR OR OIL
INT. SETPOINT
L10 TA5 - Soft key used by the operator for the selection of the AIR or OIL controller.
TA5 L10 - When illuminated indicates that the AIR controller is selected.
L11 L11 - When illuminated indicates that the OIL controller is selected.
dd2 dd2 - Indicates the set point for the air or oil controller.
AIR OR OIL
PROCESS VALUE
TA6 - Soft key used by the operator for increasing the controller output of the selected control
function, ie, either air or oil as selected by TA5 when the system is in HAND mode as selected by
TA7 TA6 TA4.
dd3 TA7 - Soft key used by the operator for decreasing the controller output of the selected control
function as previously described for TA6.
dd3 - Indicates the set point for the air or oil controller selected by TA5.
2.2.4 Oil-Fired Boiler Sootblowers Illustration 2.2.4a Oil-Fired Boiler Sootblower
Auxiliary Boiler Sootblowers

Start
Manufacturer: Aalborg Industries AS, Denmark Sootblowing
No. of sets: 4
Air supply: 2.0-3.0MPa
Working pressure: 1.20-1.50MPa No.1
No.3
Sootblower
Sootblower
Air consumption: 14.8m3/min No.4 No.1
Sootblower Sootblower
Blowing time/sequence: 16 seconds
Sootblowing has to be carried out at regular intervals to ensure that the heat Timer Timer
transfer surfaces are kept clear of deposits, as these retard heat transfer and can
constitute a fire hazard. Furnace
No.3 No.2
Sootblowing should be operated daily when the boiler is in use, bearing in mind Sootblower Sootblower
the position of the vessel and any local legislation concerning pollution and
clean air. The sootblowers should be operated when leaving port prior to the
boiler shutting down as the exhaust gas boiler takes over steam production. Timer Timer
No.4 No.2
Before operation, request permission from the bridge and notify the bridge on Sootblower Sootblower
completion. No.2 No.3

Uptake Sootblower Sootblower
Orifice
Procedure for the Operation of the Auxiliary Boiler

Sootblowers Operating Air Pressure
Timer Timer
1.2~1.5MPa
a) The boiler should be at a minimum of 50% of full load.

No.1 No.4
b) Open the air supply valve. Sootblower Sootblower
Sootblower
Solenoid Nozzle Solenoid
c) Start sootblowing sequence by pressing the sootblower START Valves Valves
pushbutton on the boiler control panel.
The sequence is automatic and will consist of either one or two operations of
the sootblowers.
d) At the completion of sootblowing, shut the master valve.
Note: The main air pressure must be kept in the 2.0-3.0MPa range to maintain
the nozzle pressure at 1.20 -1.50MPa. An orifice is fitted in the air supply line
to create a pressure reduction at the nozzle. Main
Valve
Air Supply (3.0MPa)
from Starting Air Receiver
RK-088 via Line RK-048
Key
Compressed Air
2.2.5 composite Boiler Excess generated steam is dumped to the atmospheric condenser. The composite Illustration 2.2.5a Composite Boiler
boiler has its own independent feed pumps which draw from the common feed
Manufacturer: Aalborg Industries AS, Denmark water system, which also supplies the auxiliary boiler.
Exhaust Gas Outlet Flue Gas Outlet
No. of sets: 1
Model: AQ-10/16 General Construction
Type: Combined oil-fired vertical water tube and exhaust
gas smoke tube marine boiler The boiler is of a single drum type construction, with two sets of heating
Weight excl.water: 22,000kg tubes and the furnace inside the drum. It also includes a boiler casing, fuel
firing equipment, mountings, fittings and other accessories. The whole boiler
Weight incl. water: 36,000kg
construction is designed to be able to withstand the rolling and pitching of the
Evap. oil-fired: 3,000kg/h ship. Careful consideration is also given to the movement by thermal expansion
Evap. exhaust gas: 1,000kg/h of the boiler.
Steam condition: 0.70MPa saturated steam at 165°C
Fuel oil: HFO up to 700cSt at 50°C Combustion gases from the water-cooled furnace pass upwards through the
horizontal water tubes before leaving the boiler through a separate uptake. The
Fuel oil cons. HFO: 58kg/h minimum firing capacity, 224kg/h maximum exhaust gas from the main engine passes through the boiler in vertical smoke
firing capacity tubes and then continues up the funnel. The two sets of tubes are designed to be
Fuel oil cons. MDO: 55kg/h minimum firing capacity, 214kg/h maximum water washed and/or mechanically cleaned from the respective uptakes. Steam /
firing capacity Water Space
Waste oil cons.: 80kg/h minimum firing capacity, 305kg/h maximum The furnace is totally cooled by the surrounding boiler water and is constructed Smoke
firing capacity without the need for any refractory. Tubes Water Tubes
Safety valve setting: 0.87MPa
The furnace is equipped with a single horizontally firing rotary cup burner
High pressure alarm and burner stop: 0.76MPa
which is designed to allow the burning of waste oil as an alternative to fuel or
Burner start steam pressure: 0.62MPa diesel oil. The burner cup is rotated at high speed by an electric motor through
Burner stop steam pressure: 0.70MPa a V-belt drive. Oil is introduced into the cup at low pressure. The centrifugal Burner
Steam dump operating pressure: 0.73MPa force imparted by the rotation of the cup throws the oil out from the cup rim in
Low steam pressure alarm: 0.40MPa a fine uniform film. Combustion air, delivered at high velocity around the cup,
converts the film into a fine mist and forces it into the combustion zone where
Too high water level: +200mm
it burns in a conical flame. Secondary air required for complete combustion
High water level alarm: +150mm is supplied for the forced draught fan through the wind box and burner air
Low water level alarm: -120mm register. The rotary cup burner is ignited by an independent diesel oil ignition
Too low water level alarm and burner stop: -145mm burner.
Furnace
Insulation is provided on the outer surface of the boiler shell and then covered
Description with galvanised steel cladding.
The composite boiler is arranged in the funnel casing and comprises an exhaust A dryer is fitted below the steam outlet to remove water droplets from the
gas boiler integrated with an oil-fired furnace and separate flue. The composite steam. This may be dismantled for removal through the access manhole.
boiler produces steam by utilising the waste heat from the main engine exhaust
gas, by oil-firing or by a combination of both methods of heating. It may be The boiler also has an internal feed water pipe, a surface scumming pipe,
operated independently or in conjunction with the auxiliary oil-fired boiler. blowdown and sampling connections.
The boiler is all welded in construction, consisting of a shell integral furnace

and two independent sets of tubes. With vertical smoke tubes for heating by the
exhaust gases and horizontal water tubes for the furnace flue gases.
Exhaust Gas from Main
It is possible to lower the water level or even empty the boiler completely and Engine Turbocharger
run with the boiler dry, provided the gas temperature does not exceed 400oC.
Operating Procedures Position Description Valve Operation on Waste Oil
Open Feed water control valve inlet valve RL056
The following steps should be taken before attempting to operate the boiler: The rotary cup burner is designed to burn waste oil with a high water content
Closed Steam outlet valve QE097 and the alarm is set at 18% water. The waste oil is stored in a separate heated
a) All foreign materials have been removed from the steam/water mixing tank where excess water is drained off. As the water content has to be
spaces, furnace and gas spaces. kept within narrow limits it may be necessary to adjust this by adding either
CAUTION
water or oil to the mixing tank. The waste oil is circulated through a parallel
b) All gas side-heating surfaces are clean. To avoid thermal shock to the boiler, feed water should be preheated, system by the mixing/grinder pump before being pumped through the heater
particularly if the unit has been heated by engine exhaust gas. If and then to the boiler by the eccentric screw supply pump. Excess oil being
c) Ensure that combustion chamber and wind box are clean and preheating is not possible, feed water should be introduced slowly. returned to the mixing tank.
free of oil.
n) The boiler may now be heated either by the main engine exhaust Change over from fuel oil to waste oil is carried out on the control panel,
d) All personnel are clear. or by firing the oil-fired burner on low flame. the HFO/WO changeover switch is turned to WASTE. If the boiler load is
sufficient the pneumatic three-way valves will change over and waste oil is
e) All manhole covers and access doors are securely tightened. o) Monitor the water level and pressure in the boiler as it heats supplied to the burner.
up, close the top vent valve when the pressure is approximately
f) Inspect safety valves and see that gags have been removed and 0.15 MPa and set the duty feed pump to RUN when the swell Change over from HFO to waste oil is carried out when the compound
easing levers are free and in good condition. regulator is at 4.2 or above, reverting to HFO when the regulator setting drops
has been taken up. The second feed pump can now be set to
standby operation. The level of water in the boiler will now to 3.0 or below.
g) Open root valves for all instruments and controls connected to
be maintained according to the control signal from the level
the boiler. In order to burn waste oil, certain criteria must be maintained:
transmitter.
h) Open the vent valve at the boiler top. • Boiler steam load sufficient
p) Check the operation of the gauge glasses and compare their
i) Open all pressure gauge valves and check to see that all valves levels to the remote instrumentation. • Boiler burner operating on HFO
on the pressure gauge piping are open.
• Waste oil water content within limits
q) Increase the rate of heating by increasing main engine speed or
j) Check and close all blowdown valves and drain valves. • Waste oil tank level adequate
burner firing accordingly and raise the steam pressure slowly to
avoid local overheating in the boiler. • Waste oil temperature and pressure within limits
k) Slowly fill the boiler with water until the level in the gauge
glasses is approximately 50 to 70mm below the normal working If these criteria are not met the burner will remain on heavy oil, and if already
r) When boiler pressure is at 0.70MPa, slowly open the steam
level (to allow for expansion when heated). burning waste oil, will automatically revert to burning heavy oil.
outlet valve QE097.
l) Check the operation of the gauge glasses. See Section 2.6.4, Composite Boiler Fuel Oil Service System, for more details
When the load from the main engine has increased to normal, the exhaust gas
should now provide sufficient heat to generate enough steam to supply the of the fuel oil system.
m) Set up the valves as in the following table:
vessel’s services. If this is not the case, the heating may be supplemented by
use of the rotary cup burner. When the composite boiler is able to cover the
Position Description Valve steam load, the auxiliary boiler may be shut down and the heating coil brought
Open No.1 feed pump suction valve RL008 into service.
Open No.1 feed pump discharge valve RL010
Open No.2 feed pump suction valve RL009
Open No.2 feed pump discharge valve RL011
Open Feed pump discharge connecting valve RL070
Open Boiler main feed inlet valves RL028
Operational Boiler main feed inlet non-return valve RL029
Closed Boiler auxiliary feed inlet valves RL053
Operational Boiler auxiliary feed inlet non-return valve RL054
Operational Feed water level control valve RL055
Illustration 2.2.6a Composite Boiler Control Panel
Key
1. High Steam Pressure 44. Water % in Waste Oil

45 46 47 48 49 2. High Oil Temperature 45. Steam Pressure Controller
3. High Oil Content in Feed Water 46. Water Level Controller
44 4. Burner Swing Out 47. Steam Dump Controller
5. Atomising Air Pressure Low 48. Fuel Oil Temperature Controller
6. Low Water Level 49. Waste Oil Temperature Controller
7. Too High Water Level 50. Auto Standby Fuel Oil Pump - Started
8. Low Steam Pressure 51. Overload Fuel Oil Pump No.1
9. Low Oil Temperature 52. Overload Combined Pump and Grinder
10. Low Oil Pressure Burner Inlet 53. High Temperature Heavy Fuel Oil Preheater
11. Overload Burner Motor 54. Overload Sootblower
12. Overload Combustion Air Fan 55. Too Low Air Pressure (Sootblower)
1 2 3 4 5 6 7 50 51 52 53 54 55 13. Too Low Water Level 56. Overload Ignition Burner Pump
14. High Water Level 57. Overload Fuel Oil Pump No.2
15. Flame Failure 58. Overload Waste Oil Transfer Pump
16. Combustion Air Pressure Low 59. High Temperature Waste Oil Preheater
8 9 10 11 12 13 14 56 57 58 59 60 61 17. High Water Content in Waste Oil 60. Sequence Not Completed (Sootblower)
18. High Salinity 61. Low Air Pressure (Sootblower)
19. Auto Standby Feed Water Pump - Start 62. Diesel Operation
15 16 17 18 19 20 21 62 63 64 65 66 20. Low Level in Mixing Tank 63. Heavy Fuel Operation
21. High Level in Mixing Tank 64. Waste Oil Operation
22. High Temperature in Uptake 65. Sootblower Operation
23. Low Oil Pressure Waste Oil 66. Air Valve Open (Sootblower)
22 23 24 25 26 27 28 67 68 24. Oil Sludge Pump: On 67. Ammeter Combustion Air Fan
25. Safety Interlock OK 68. Air Valve Closed (Sootblower)
26. Set Point 69. Combustion Air Fan Hour Meter
29 30 31 32 33 34 27. Ignition Pump and Traffo 70. Fresh Water Pump No.1: Off - Man - Stby
28. Oil Valve 71. Fresh Water Pump No.2: Off - Man - Stby
69 70 71 72 73 74 75 29. Chemical Dosing Pump - 440V 72. Fuel Oil Pump No.1
30. Chemical Dosing Pump - 220V 73. Fuel Oil Pump No.2
35 36 37 38 39 40 31. Control Voltage 74. Oil Type
32. Burner Operation 75. Sootblower
78 79 80 81 82 83 33. Manual Operation 76. Burner Motor
76 77 34. Heat Tracing 77. Combustion Air Fan
41
35. Lamp Test 78. Feed Water Pump No.1: Start - Stop
36. Control Votage: Off - On / Reset 79. Feed Water Pump No.2: Start - Stop
37. Modulation Module: Man - Auto 80. Fuel Oil Pump No.1
42 43 38. Burner: On - Off 81. Fuel Oil Pump No.2
84 85 86 87 88
39. Manual Operation: Auto - Man 82. Combined Pump and Grinder
40. Heat Tracing: On - Off 83. Waste Oil Transfer Pump
41. Burner Modulation Manual Increase 84. Space Heating Combustion Air Fan
42. Burner Modulation Manual Decrease 85. Feed Water Pump No.1 Selected as Auto Standby
43. Emergency Stop 86. Feed Water Pump No.2 Selected as Auto Standby
87. Fuel Oil Pump No.1 Selected as Auto Standby
88. Fuel Oil Pump No.2 Selected as Auto Standby
2.2.6 Composite Boiler Control System are connected to the differential pressure transmitter which operates the feed Note: The burner sequence control unit has no function when the oil burner
water controller. is running in manual mode.
Boiler Burner
These provide for the following:
Manufacturer: Aalborg Industries AS, Aalborg, Denmark During start-up the control unit operates the oil burner in a preselected start-up
• Shut off the fuel supply to the burner at low water level sequence. In the event of fault during start-up or in normal operation, the fuel
Type: Rotary cup
• A low water level alarm supply is instantaneously interrupted, and the sequence control unit stops the
Model: KB 250W
oil burner.
• A high water level alarm
The burner is of the rotary cup type and so does not require any atomising
steam or air supply. Control air is needed for valve actuation and purging and • Stop the feed water pump at too high a water level Features
an electrical supply is required to operate the rotary cup. Combustion air is The control unit is provided with the following additional safety features:
supplied by means of an electrically-driven forced draught fan. The air supply The Boiler Control Panel
is regulated by means of dampers. The forced draught fan is situated on top of • The flame detector and extraneous light test is restarted
The boiler control panel provides operation, control and interlock devices immediately following the allowed after-burn time. This means
the wind box and it supplies air for the primary fan which is an integrated part
required for the running of both the oil-fired and exhaust gas boilers. This control that open or not fully closed fuel valves initiate a lock-out
of the burner. Primary air represents about 10% of the total air supplied, the
panel performs the automatic and manual operation of the boiler plant and it immediately after this time has elapsed. The test ends only on
remaining 90% being secondary and tertiary air from the forced draught fan.
gives an alarm to warn the operator if an abnormality occurs during operation. completion of the pre-purge time of the next burner start-up.
The secondary air for combustion is supplied to the wind box and is directed
into the flame by means of vanes. • The correct functioning of the flame supervision circuit is
There are two control panel sections for the oil-fired boiler, one for the exhaust
gas boiler and a common section for the feed water system. These sections are automatically checked during each burner start-up sequence.
Correct control of the secondary air is essential for efficient combustion
throughout the entire turn-down range of the burner. Draught control is interlinked. The boiler feed water regulator operates continuously when the • The unit permits burner operation with or without post-purge.
performed by means of a secondary air damper connected to the compound boiler is operating, and acts to open or close the automatic boiler feed water
supply valve in response to the level of water in the boiler. • The control contacts for fuel release are checked for welding
regulator by a rod linkage. The fuel oil compound regulator is the final control during the post-purge time.
element which meters out fuel oil and combustion air to the burner.
The boiler control system stops the boiler in an emergency mode, by immediately • A built-in unit fuse protects the control contacts against
The rate of fuel flow is controlled in a linear manner by a rotary valve in the shutting down the fuel oil supply to the boiler, if such an abnormality should be overload.
compound regulator. A cam is used to regulate the air damper control lever to too serious to continue running any longer.
• Separate control outputs for OPEN, CLOSE and MIN (low
compensate for the non-linear operation of the secondary air control damper.
flame position) of the air damper actuator.
Ignition of the burner is by means of a diesel oil igniter inserted through the Master Boiler Control Panel
• Supervised air damper control to ensure pre-purge with the
wind box and air register. The ignition burner lance and nozzle are automatically This panel contains the system power supply unit and controller for the burner nominal amount of air. Checked positions for CLOSED or MIN
purged with air when the ignition period has ended. control and automatic process control plus various relay units. (low flame position) at the start, OPEN at the beginning and
MIN on completion of the pre-purge time. If the actuator does
Water Level Control The system has alarms and trips which provide for safe operation of the boiler. not drive the air damper in the required position, the burner
The alarms bring any abnormality in operation to the notice of the engineer and start-up sequence will be interrupted.
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 lamp
It is designed to maintain the boiler water level and provide an alarm and safety • Functional test of the air pressure monitor at the start-up
test pushbutton which enables the lamps to be tested; this should be carried out
shutdown should the level not stay within set limits. A transmitter is mounted and supervision of the air pressure from the beginning of the
daily in order to enable failed indicator lamps to be detected and replaced.
on the boiler which sends a signal to the controller, which in turn regulates the required pre-purge time until the controlled shutdown.
opening of the feed water control valve. • Separate control output for an ignition fuel valve which is
Burner Control System
closed after the second safety time has elapsed.
The feed water control valve has an electro-pneumatic valve positioner for This system controls the manual and automatic operations of the burner in the
automatic operation. The feed pump(s) operate continuously and the feed • Two control outputs for release of the second output stage or the
boiler. The unit contains a sequence control, which operates the furnace purge,
control valve regulates the amount of water directed to the boiler, depending burner load control.
pilot burner and the automatic operation of the burner piston valve.
upon the current water level. A set of direct feed valves is provided to be used • When load control is enabled, the control outputs for the air
in the event of failure of the feed water controller. The burner sequence control unit is designed for control and supervision of the damper actuator are galvanically separated from the control
oil burner in automatic operation. A motor-driven camshaft activates electric section of the unit.
The safety system consists of two independent means of shutting off the fuel switches which control the burner servomotor, burner motor, ignition and
supply to the burner if the water level in the boiler falls to an unacceptably low • Connection facilities for the remote lock-out warning device,
solenoid valves. The control unit is connected to a photocell and in normal remote reset and remote emergency shutdown.
level. A separate low level float switch shuts off the fuel supply when the water operation it controls the flame supervision circuit.
level falls to a low value. Limit switches located on the boiler control panel,
Mode of Operation Start-Up Sequence Burner Operation
Start Command by the Pressure Switch
The control programme sends the necessary input signals to the control section During burner operation the load controller drives the air damper into nominal
of the control unit and the flame supervision circuit. If the required input a) The pressure switch closes and the sequence mechanism starts load or low flame position, depending on the demand for heat. The release
signals are not present, the control unit interrupts the start-up sequence and to run. At the same time the fan motor is started on pre-purge. of the nominal load is carried out by the auxiliary switch in the air damper
initiates a lock-out where this is required by the system safety regulations. actuator.
b) After a preset time has elapsed the fan motor is activated in pre-
purge and post-purge mode.
Operating Procedure Controlled Shutdown
c) On completion of a further time interval the control command a) The fuel valves are closed immediately. At the same time the
• The START command is given by the pressure switch of the to open the air damper is given. During the running time of sequence mechanism starts again.
installation. the actuator, the sequence mechanism stops. Only after the air
damper has fully opened does the sequence mechanism continue b) Post-purge time. Shortly after the start of the post-purge time the
• Start-up sequence.
to run. air damper is driven into the MIN position.
• The burner is in operation, according to the control commands
of the load controller. d) Pre-purge time with the fully opened air damper. During the c) The complete closing of the damper starts shortly before the
• Controlled shutdown through the pressure switch. pre-purge time the correct functioning of the flame supervision post-purge time has elapsed. This is initiated by a control signal
circuit is tested. The control unit goes into the lock-out position which also remains undervoltage during the following burner-
• The sequence mechanism runs into the start position for the post- in case of an incorrect function of the relay. off period.
purge.
e) After completion of the pre-purge time, the control unit drives d) Permissible after-burn time. During this time the flame supervision
Note: During burner-off periods the flame supervision circuit is undervoltage circuit may still receive a flame signal without initiating burner
the air damper into the low flame position. During the damper
in order to carry out the flame detector and extraneous light test. lock-out.
running time the sequence mechanism stops again.
Prerequisites for Burner Start-Up f) Pre-ignition time. The process of ignition is started with air and End of control program.
fuel being supplied in the correct proportion and the pilot burner
• Burner is not interlocked in the lock-out position. operated. e) On completion of the post-purge time the detector and extraneous
light test starts again, as soon as the sequence mechanism has
• Air damper is closed. reset the control contacts into the start position.
g) Safety time. This delay period allows for ignition of the main
• The control contacts for the fuel valves CLOSED must be in the burner and the photocell to detect the flame before the end of the
closed position. safety time. The flame must be continuously present, otherwise f) During the burner-off period a faulty flame signal of a few
the control unit initiates a lock-out and interlocks itself in the seconds only initiates lock-out. Short ignition pulses of the UV-
• The normally closed contact for the air pressure monitor must
lock-out position. tube, eg, caused by radiation, do not initiate burner lock-out.
be closed.
• The contacts of the gas pressure monitor and those of the limit h) Second safety time. On completion of the second safety time the The boiler is normally operated on HFO with MDO being used for the igniter.
thermostat or pressure switch must also be closed. main burner must have been ignited by the pilot burner. It is possible to burn waste oil/sludge oil in the boiler and the boiler control
panel has a facility for changing to waste oil operation.
i) End of the start-up programme. After a preset time interval has
elapsed, the load controller is released. This ends the start-up
sequence of the control unit. The sequence mechanism switches
itself off, either immediately or after a few idle steps, ie, steps
without change of the contact positions, depending on the
times.
Procedure for Automatic Burner Operation Manual Modulation WARNING
The BURNER MODULATION mode switch is in the MANUAL position and It is essential that the boiler furnace be purged correctly in order to
The description below assumes that the fuel system is ready for operation with the burner is controlled by the MANUAL INCREASE BURNER LOAD and reduce the risk of furnace explosion.
heated HFO available. MANUAL DECREASE BURNER LOAD pushbuttons.
a) Check the fuel and burner system for leaks and ensure that the g) After purging the furnace, press the MANUAL DECREASE
In an emergency, the control system shuts off the fuel supply to the burner
boiler is ready for operation. pushbutton until the fan air damper reaches its minimum
for the boiler protection. An emergency stop button is provided at the boiler
position.
control panel to enable the operator to stop the burner operating should that be
b) Turn on the main power source to the burner control panel and necessary.
check that the fuel supply valves are open. h) Check that the boiler fuel oil pressure and temperature are
correct.
The boiler control panels provide visual indication of existing alarm conditions
c) Turn the CONTROL VOLTAGE switch to the ON position and by means of indicator lamps. These lamps must be tested daily by pressing the
the HEATING ON BURNER switch to the ON position. i) Press the IGNITION FOR MANUAL OPERATION pushbutton
LAMP TEST pushbutton.
and the OIL VALVES pushbutton on the manual operation box
d) Check all panel lamps by pressing the LAMP TEST The sootblower is also controlled from the burner control panel. and keep them depressed. The manual operation box is located
pushbuttons. at the burner and not at the control panel. Check visually that the
ignition flame is established before continuing.
Manual Operation
e) Check that the water level in the boiler is within acceptable
limits, with one feed pump selected as the operating pump and The manual operation system allows for firing of the boiler, in the event of j) If there is a good ignition flame, keep both pushbuttons
the other as the standby pump. faults in the automatic sequence control or components of safety monitoring depressed for a maximum period of 5 seconds.
equipment.
f) Select one fuel pump as the operating pump and the other as k) Release both pushbuttons, a steady flame should be established.
the standby pump. When burning waste/sludge oil, the grinding The burner will remain firing, the oil valve and flame will be
pump would be started in order to ensure an even temperature
Procedure for Changing to Manual Operation supervised by the manual flame scanner. The burner modulation
in the waste oil service tank and an even distribution of water may be selected as auto or manual.
a) Turn the BURNER ON/OFF switch to the OFF position.
droplets. Gravity supplies waste oil to the boiler burner pump
and heater module (see Section 2.6.4). l) If no flame is established when the ignition and oil valve
b) Turn the BURNER MODULATION MODE switch to the MAN pushbuttons are released, the start-up sequence must be repeated
position. from step e) above.
g) Turn the BOILER MODULATING MODE switch to the AUTO
position.
c) On the boiler front, replace the Auto Flame Scanner with the m) Burner firing is stopped by turning the BURNER OPERATION
Manual Flame Scanner. MODE switch to the AUTO position.
h) Select automatic operation by turning the key operated BURNER
OPERATION MODE switch to the AUTO position.
d) Turn the key operated BURNER OPERATION MODE switch
i) Turn the BURNER ON/OFF switch to the ON position; the to the MAN position. The burner servo unit is now moved to CAUTION
burner will start and stop automatically by a signal from the the minimum position. When it reaches that position the burner In manual operation mode the safety interlocks are reduced to:
start/stop pressure switch. The start-up sequence and flame rotating cup motor and the combustion air fan motor are started.
With the fan in operation the manual increase and manual • Too low water level
supervision (by means of the automatic flame scanner) are
controlled by the burner sequence controller. decrease burner load pushbuttons become active. • High steam pressure
• Burner swing out
When the start-up sequence is completed, the burner will be modulated e) Press the MANUAL INCREASE pushbutton until the fan air
according to the setting of the burner modulation mode switch. There are two damper reaches it maximum position. • Overload combustion air fan and burner motor
burner modulation modes, automatic and manual. • Flame failure
f) Allow the boiler furnace purge to operate for at least 60
seconds. It is essential that the boiler is constantly supervised by a competent
Auto Modulation
person when operating in manual mode.
The BURNER MODULATION mode switch is in the AUTO position and the
burner load is controlled automatically by the load controller.
Anything to update?
Worldwide Marine Technology Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NS
2.2.7 Composite Boiler Sootblower Sootblower Operating Procedure Illustration 2.2.7a Composite Boiler Sootblower
Manufacturer: Aalborg Industries AS, Denmark The sootblower is controlled from a dedicated control panel, which once
No. of sets: 1 initiated will control the blowing sequence automatically.
Type: G9B
a) Ensure that the main air receivers are at full pressure and the air
Operation: Electric
compressors are available for operation. To prevent the pressure Boiler
Medium: Compressed air in the air receivers from dropping too low, a pressure switch
Supply pressure: > 2.50MPa is incorporated into the control system which will inhibit the
Compressed air cons.: 56m3/min blowing cycle if the pressure drops below a set point.
Element length: 2,143mm
b) Ensure that the compressed air valves are in the positions shown
No. of nozzles: 12
in the following table: Water Tubes
Scavenge air cons.: 0.70m3/min
Position Description Valve
Sootblowing should be carried out at regular intervals to ensure that the heat
Open Control air supply to sootblower air supply valve QK031 Sootblower
transfer surfaces are kept clear of deposited products of combustion. These will
reduce heat transfer and may constitute a fire hazard. Open Air supply to sootblower RK115
The recommended frequency of sootblowing is once every 4 hours when the c) Initiate the automatic blowing sequence at the control panel. Control
boiler is in use. However, this may be varied depending upon the operating Lance
Panel
conditions. It is important that the sootblowers should only be operated d) Monitor the pressure in the main air receivers.
where local legislation allows this procedure and it is carried out with the full
knowledge of the navigating officer on watch. e) On completion of the sequence, close the compressed air valves
listed above.
The water tubes of the oil-fired section of the composite boiler are provided
with one electrically-driven sootblower, this uses high pressure compressed air
from the main starting air receivers as the cleaning medium. The sootblower Compressed Air
motor turns a single lance, provided with 12 nozzles, in a sequence that takes
25 seconds to complete one revolution.
Furnace
Cleaning of the exhaust heated section of the boiler is carried out when both
the boiler and the main engine are out of service. The access doors in the
exhaust trunking above and below the boiler are opened. The exhaust inlet from
the main engine blanked/covered and the drain to the cleaning tank opened.
The boiler tubes may then be water washed. Alternatively, the tubes may
be mechanically cleaned with the appropriate tube brushes and the deposits
removed by hand.
Illustration 2.2.8a Engine Room Steam System Water Out TI TI TI TI
FO Out
Accommodation Observation
Funnel Top A/C Unit To Cargo Tank Aux. Boiler TT Tank
Tank Heating Cleaning Fuel Oil Heavy Fuel Heavy Fuel Low Sulphur Low Sulphur
Heater Heater Cascade/Filter Oil Settling Oil Service Heavy Fuel Heavy Fuel
TIC Tank Tank Tank Oil Service Oil Settling
200
32 Tank Tank
QE PT
QE97 153 P QE18
QE QE
144 Deck 25 203
Seal QE QE19 QE20 200
QE06 QE82 QE07 QE91 QE QE90
QE 13
200 32 52
155 QE QE QE QE
65 QE21 QE08 QE89 55 58 47 TIC 55
0.4MPa TIC TIC TIC
15
^
0.7MPa
QE
152
FO WO
QE
Composite Boiler QE143 50 Out Out QE QE QE
QE156 Main Engine Main and Auxiliary 16 17 22 70
(0.9 ton/hx0.7MPa Exh.) Composite TT TT Composite QE
QE99 QE Boiler Waste Jacket Water Engine Fuel Oil QE
(3.0 ton/h Fuel Oil) Boiler Fuel QE54 QE57 54
QE 11 Oil Heater Preheater 63
25 154 Oil Heater Unit
TIC 25 TIC QE QE QE QE
QE98 56 59 46 56
25 50
Jacket Water
Upper 25 Out 90OC 32 32 32 32
Deck QE23
QE166 QE168 QE165 40
PT 200 QE160 QE163 QE161 QE QE136 QE139
65 25 200 25
137
PI 50 QE167 No.1
QE51 QE160 QE117 QE162 QE138 50
20 32 QE QE133 QE Heavy TI
To Fuel QE134 200 200 200 146 50 148 Fuel
Oil System
80 QE159 150 Oil Tank
QE QE60 QE147
QE144 158 (Port)
Oil Oil Oil 9
QE105
QE174 Out Out Out
32 15 Sludge Pump
QE 25 QE70 Heating 25 TT1 25 TT1 25 TT1 No.1
Sewage Lub. Oil Lub. Oil Lub. Oil 50
104 Heavy
32 32 Holding Separator Separator Separator QE QE132 QE TI
TI Composite 118 120 Fuel
QE Tank Heater Heater TT2 Heater TT2
50
106 Boiler TT2
QE10 Oil Tank
Waste Oil QE119 (Starboard)
15 25 65
Tank QE QE87 QE QE QE88 QE
50 QE QE86 QE
Main Engine 37 25 38 40 25 41 43 25 44
Lubricating QE183 20 20 QE181
20
QE QE39 QE42 QE45
Oil Settling QE 32 QE178 No.2
Auxiliary Boiler QE Tank 179
108 04 32 QE Heavy
Oil-Fired QE Oil QE131 QE TI
QE 93 Oil Oil 50 121 111 Fuel
(18 ton/h x 0.7MPa) QE171 Out Out Out 50
107 Oil Tank
QE110
(Port)
Dirty Bilge Water 25 TT1 25 TT1 25 TT1
Hot Water Settling Tank Diesel Oil Fuel Oil Fuel Oil
Calorifier Separator Separator Separator
QE53 Heater TT2 Heater TT2 Heater TT2
QE No.2
100 149 Heavy
QE QE QE135 QE TI
65 QE QE83 QE QE QE84 QE QE QE85 140 142 Fuel
Emergency 05 QE 50
QE03 28 25 29 31 25 32 34 25 35 Oil Tank
Fire Pump QE15 QE 40 QE141 (Starboard)
QE157
Steam Sea Chest 184 QE30 QE33 QE36
Dump 40 Separator Separator Separator QE177 QE176
Valve 50 15 Discharge Discharge QE124 Discharge
QE124 40 QE124 50
QE 32
QE81 20 32 20 80
02
QE QE QE109
QE127 QE173 QE123 65
32 40 50 Lub. Oil Fuel Oil
QE QE QE 175
QE69 20 20 32 20 20 20 Sludge Tank Sludge Tank
66 67 68 QE26
QE01 QE14 QE27 QE24 QE50 QE122 QE
48
To Main
Clean Scavenge Bilge M/E Engine Key
15 15 15 15
Bilge Drain Water Stuff Box QE114 Main Engine QE Steam
Water Tank Tank Lub. Oil Air Cooler Lubricating Fuel Oil Lub. Oil Fuel Oil
To Atmospheric High Low 115 Condensate
(Tracing Stem) Tank Drain Clean Tank Oil Sump Drain Drain Overflow
Condenser Suction Suction QE61 Control Signal
Tank Tank Tank Tank Tank
(Port) (Stbd)
2.2.8 ENGINE ROOM Steam System Valve Description Valve No. Valve Description Valve No.
Composite boiler waste oil heater control valve QE168 Upper deck isolating valve QE160
General Description Composite boiler waste oil heater control valve bypass QE167 Upper deck isolating valve QE117
Saturated steam is supplied to the steam system by the oil-fired auxiliary boiler Main engine jacket water preheater control valve inlet QE139 Deck seal heating QE011
and composite boiler at a working pressure of 0.70MPa. The auxiliary boiler Main engine jacket water preheater control valve outlet QE137
can produce a maximum of 18 tonnes of steam per hour, and the composite Tank cleaning heater isolating valve QE013
Main engine jacket water preheater control valve QE136
boiler 3.0 tonnes of steam per hour when oil-fired or 1.0 tonnes per hour when Tank cleaning heater control valve inlet QE018
heated by the main engine exhaust gas. Main engine jacket water preheater control valve bypass QE136
Tank cleaning heater control valve QE019
Section isolating valve, tracing steam and double bottom tanks QE157
When the vessel is at sea the composite boiler can generate sufficient steam Tank cleaning heater control valve outlet QE020
Steam tracing supply QE066
for normal operations, utilising the waste heat from the main engine exhaust. Tank cleaning heater control valve bypass QE021
This is supplemented when required by the oil-fired element of the composite Steam tracing supply QE067
boiler. Steam tracing supply QE068 Deck main isolating valve AJ012
Steam tracing supply QE069 Deck main warming-through valve AJ013
The auxiliary boiler may be operated in parallel with the composite boiler if
Clean bilge water tank heating coil QE127 Separator section isolating valve QE010
required, for example, when tank cleaning or operating the main engine at
reduced load. Scavenge air box drain tank heating coil QE173 Auxiliary engine LO separator heater control valve inlet QE038
Dirty bilge water tank heating coil QE123 Auxiliary engine LO separator heater control valve outlet QE037
The boilers supply steam to the main line through the following valves:
Main engine stuffing box drain tank QE175 Auxiliary engine LO separator heater control valve QE086
Valve Description Valve No. Main engine QE065 Auxiliary engine LO separator heater control valve bypass QE039
Composite boiler main steam valve (non-return) QE097 Main engine scavenge drain line QE109 Main engine No.1 LO separator heater control valve inlet QE041
Composite boiler steam line valve QE143 Emergency fire pump sea chest QE158 Main engine No.1 LO separator heater control valve outlet QE040
Auxiliary boiler main steam valve QE104
Section isolating valve, calorifier, LO sett. tank and WO tank QE174 Main engine No.1 LO separator heater control valve QE420
Auxiliary boiler warming-through valve QE106
Main engine lubricating oil settling tank heating coil QE053 Main engine No.1 LO separator heater control valve bypass QE042
Auxiliary boiler non-return line valve QE105
Hot water calorifier QE005 Main engine No.2 LO separator heater control valve inlet QE044
Auxiliary boiler steam line valve QE134
Calorifier heater control valve inlet QE015 Main engine No.2 LO separator heater control valve outlet QE043
If excess steam is generated by the composite boiler, when at sea, this is Accommodation air conditioning unit isolating valve QE051 Main engine No.2 LO separator heater control valve QE088
dumped to the atmospheric condenser, thus maintaining the steam line pressure Air conditioning steam reducing valve inlet QE154 Main engine No.2 LO separator heater control valve bypass QE045
at 0.7MPa.
Air conditioning steam reducing valve QE152 No.2 fuel oil separator heater control valve inlet QE035
Valve Description Valve No. Air conditioning steam reducing valve outlet QE155 No.2 fuel oil separator heater control valve outlet QE034
Dump steam control valve inlet QE003 Waste oil (for composite boiler) tank heating coil QE004 No.2 fuel oil separator heater control valve QE085
Dump steam control valve outlet QE001 Waste oil tank heating control valve QE171 No.2 fuel oil separator heater control valve bypass QE036
Dump steam control valve QE081
Sludge transfer pump trace heating QE070 No.2 fuel oil separator sludge discharge blow-off valve QE124c
Dump steam control valve bypass QE002
Section isolating valve sea chests, drain tanks and sump tank QE060 No.1 fuel oil separator heater control valve inlet QE032
The services and equipment supplied by the steam system, with their associated Air cooler cleaning tank heating coil QE014 No.1 fuel oil separator heater control valve outlet QE031
isolating valves, are listed below: Port (high) sea chest weed clearing QE027 No.1 fuel oil separator heater control valve QE033
Main engine lubricating oil sump tank heating coil QE024 No.1 fuel oil separator heater control valve bypass QE033
Valve Description Valve No.
Starboard (low) sea chest, weed clearing QE026 No.1 fuel oil separator sludge discharge blow-off valve QE124b
Auxiliary boiler heating coil QE108
Composite boiler heating coil QE098 Fuel oil drain tank heating coil QE050 Diesel oil separator heater control valve inlet QE029
Composite boiler waste oil heater control valve inlet QE166 Lubricating oil drain tank heating coil QE122 No.1 fuel oil separator heater control valve outlet QE028
Composite boiler waste oil heater control valve outlet QE165 Fuel oil overflow tank heating coil QE048 No.1 fuel oil separator heater control valve QE083
Illustration 2.2.8a Engine Room Steam System Water Out TI TI TI TI
FO Out
Accommodation Observation
Funnel Top A/C Unit To Cargo Tank Aux. Boiler TT Tank
Tank Heating Cleaning Fuel Oil Heavy Fuel Heavy Fuel Low Sulphur Low Sulphur
Heater Heater Cascade/Filter Oil Settling Oil Service Heavy Fuel Heavy Fuel
TIC Tank Tank Tank Oil Service Oil Settling
200
32 Tank Tank
QE PT
QE97 153 P QE18
QE QE
144 Deck 25 203
Seal QE QE19 QE20 200
QE06 QE82 QE07 QE91 QE QE90
QE 13
200 32 52
155 QE QE QE QE
65 QE21 QE08 QE89 55 58 47 TIC 55
0.4MPa TIC TIC TIC
15
^
0.7MPa
QE
152
FO WO
QE
Composite Boiler QE143 50 Out Out QE QE QE
QE156 Main Engine Main and Auxiliary 16 17 22 70
(0.9 ton/hx0.7MPa Exh.) Composite TT TT Composite QE
QE99 QE Boiler Waste Jacket Water Engine Fuel Oil QE
(3.0 ton/h Fuel Oil) Boiler Fuel QE54 QE57 54
QE 11 Oil Heater Preheater 63
25 154 Oil Heater Unit
TIC 25 TIC QE QE QE QE
QE98 56 59 46 56
25 50
Jacket Water
Upper 25 Out 90OC 32 32 32 32
Deck QE23
QE166 QE168 QE165 40
PT 200 QE160 QE163 QE161 QE QE136 QE139
65 25 200 25
137
PI 50 QE167 No.1
QE51 QE160 QE117 QE162 QE138 50
20 32 QE QE133 QE Heavy TI
To Fuel QE134 200 200 200 146 50 148 Fuel
Oil System
80 QE159 150 Oil Tank
QE QE60 QE147
QE144 158 (Port)
Oil Oil Oil 9
QE105
QE174 Out Out Out
32 15 Sludge Pump
QE 25 QE70 Heating 25 TT1 25 TT1 25 TT1 No.1
Sewage Lub. Oil Lub. Oil Lub. Oil 50
104 Heavy
32 32 Holding Separator Separator Separator QE QE132 QE TI
TI Composite 118 120 Fuel
QE Tank Heater Heater TT2 Heater TT2
50
106 Boiler TT2
QE10 Oil Tank
Waste Oil QE119 (Starboard)
15 25 65
Tank QE QE87 QE QE QE88 QE
50 QE QE86 QE
Main Engine 37 25 38 40 25 41 43 25 44
Lubricating QE183 20 20 QE181
20
QE QE39 QE42 QE45
Oil Settling QE 32 QE178 No.2
Auxiliary Boiler QE Tank 179
108 04 32 QE Heavy
Oil-Fired QE Oil QE131 QE TI
QE 93 Oil Oil 50 121 111 Fuel
(18 ton/h x 0.7MPa) QE171 Out Out Out 50
107 Oil Tank
QE110
(Port)
Dirty Bilge Water 25 TT1 25 TT1 25 TT1
Hot Water Settling Tank Diesel Oil Fuel Oil Fuel Oil
Calorifier Separator Separator Separator
QE53 Heater TT2 Heater TT2 Heater TT2
QE No.2
100 149 Heavy
QE QE QE135 QE TI
65 QE QE83 QE QE QE84 QE QE QE85 140 142 Fuel
Emergency 05 QE 50
QE03 28 25 29 31 25 32 34 25 35 Oil Tank
Fire Pump QE15 QE 40 QE141 (Starboard)
QE157
Steam Sea Chest 184 QE30 QE33 QE36
Dump 40 Separator Separator Separator QE177 QE176
Valve 50 15 Discharge Discharge QE124 Discharge
QE124 40 QE124 50
QE 32
QE81 20 32 20 80
02
QE QE QE109
QE127 QE173 QE123 65
32 40 50 Lub. Oil Fuel Oil
QE QE QE 175
QE69 20 20 32 20 20 20 Sludge Tank Sludge Tank
66 67 68 QE26
QE01 QE14 QE27 QE24 QE50 QE122 QE
48
To Main
Clean Scavenge Bilge M/E Engine Key
15 15 15 15
Bilge Drain Water Stuff Box QE114 Main Engine QE Steam
Water Tank Tank Lub. Oil Air Cooler Lubricating Fuel Oil Lub. Oil Fuel Oil
To Atmospheric High Low 115 Condensate
(Tracing Stem) Tank Drain Clean Tank Oil Sump Drain Drain Overflow
Condenser Suction Suction QE61 Control Signal
Tank Tank Tank Tank Tank
(Port) (Stbd)
Valve Description Valve No. Valve Description Valve No. f) Before putting the composite boiler into service, open the steam
dump control inlet valve QE003 and outlet valve QE001, ensure
Diesel oil separator heater control valve bypass QE030 Condensate inspection/cascade tank control valve bypass QE089
that the atmospheric condenser is operational before allowing
Diesel oil separator sludge discharge blow-off valve QE124a Main and auxiliary engines FO unit inlet valve QE023 steam dumping. Check the pressure setting of the steam dump
Lubricating oil sludge tank heating QE177 HFO settling tank heating coil control valve inlet QE056a valve so that it does not open when the auxiliary boiler is
firing.
Fuel oil sludge tank heating QE176 HFO settling tank heating coil control valve outlet QE055a
Hose connection valve QE061 HFO settling tank heating coil control valve QE016 g) Supply steam to services as required.
HFO storage tank heating coils isolating valve QE009 HFO settling tank heating coil control valve bypass QE054a
No. 1 HFO tank (P) heating coil control valve inlet QE146 HFO service tank heating coil control valve inlet QE059
WARNING
No. 1 HFO tank (P) heating coil control valve outlet QE148 HFO service tank heating coil control valve outlet QE058 Water hammer (pressure pulse) can occur if steam lines are not warmed-
No. 1 HFO tank (P) heating coil control valve QE133 HFO service tank heating coil control valve QE017 through correctly. Steam entering a cold line will condense and vacuum
No. 1 HFO tank (P) heating coil control valve bypass QE147 HFO service tank heating coil control valve bypass QE057 pockets can form due to the condensation of the steam. Such vacuum
pockets cause the condensate to move through the steam pipes at very
No. 1 HFO tank (S) heating coil control valve inlet QE118 LSHFO service tank heating coil control valve inlet QE046 high speed and when this water impacts valves, pipe bends etc, it can
No. 1 HFO tank (S) heating coil control valve outlet QE120 LSHFO service tank heating coil control valve outlet QE047 result in severe damage and even pipe failure.
No. 1 HFO tank (S) heating coil control valve QE132 LSHFO service tank heating coil control valve QE022
No. 1 HFO tank (S) heating coil control valve bypass QE119 LSHFO service tank heating coil control valve bypass QE063
No. 2 HFO (P) tank heating coil control valve inlet QE121 LSHFO settling tank heating coil control valve inlet QE056b
No. 2 HFO (P) tank heating coil control valve outlet QE111 LSHFO settling tank heating coil control valve outlet QE055b
No. 2 HFO (P) tank heating coil control valve QE131 LSHFO settling tank heating coil control valve QE170
No. 2 HFO (P) tank heating coil control valve bypass QE110 LSHFO settling tank heating coil control valve bypass QE054b
No. 2 HFO tank (S) heating coil control valve inlet QE140
No. 2 HFO tank (S) heating coil control valve outlet QE142 Procedure for Operating the 0.70MPa Steam System
No. 2 HFO tank (S) heating coil control valve QE135
No. 2 HFO tank (S) heating coil control valve bypass QE141 a) The system would normally be warmed-though when raising
steam after a boiler shutdown.
Section isolating valve, boiler FO heaters, sett. and serv. tanks QE159
Sewage holding tank QE178 b) Line drain valves to the bilge should be open when the system is
Sewage holding tank QE179 shut down and closed after warming-through when steam vents
from the valves.
Dirty bilge water tank QE184
Composite boiler fuel oil heater control valve inlet QE161 c) All services should be shut down when not required.
Composite boiler fuel oil heater control valve outlet QE160
d) Ensure that the drain valves are open.
Composite boiler fuel oil heater control valve QE163
Composite boiler fuel oil heater control valve bypass QE162 e) The system is warmed-through by opening the warming-
Auxiliary boiler fuel oil heater control valve inlet QE007 through valve QE106 on the auxiliary boiler, which bypasses
the boiler main steam stop valve QE104, until all steam lines
Auxiliary boiler fuel oil heater control valve outlet QE006
are thoroughly warmed-through. The warming-through valve
Auxiliary boiler fuel oil heater control valve QE082 should be opened gradually. If the steam system is already
Auxiliary boiler fuel oil heater control valve bypass QE008 warm, care is still required when putting the oil-fired auxiliary
boiler on-line, as water trapped in the main steam line may
Condensate inspection/cascade tank control valve inlet QE090
be forced through the system at high speed. Therefore, ensure
Condensate inspection/cascade tank control valve outlet QE091 that the drain line to the bilge on the main steam line is opened
before opening the steam stop valve.
Illustration 2.2.9a Deck Steam and Condensate System Shore Steam
Vent Upper Deck Connection
Toxic Gas Sampling Ballast Sea Chest
No.7 Water Ballast Tank No.6 Water Ballast Tank (Port) No.5 Water Ballast Tank
No.1 (Port) (Port) (Port)
Heavy 26
Deck
To Engine Room 100 AJ38 Inspection Fuel
Oil No.6
Condensate System Tank Slop Tank Valve Valve Cargo Oil Valve Valve
AJ30 (Port) (Port) 50 Unit 1 10 15 Unit 2 Tank Unit 1 20 Unit 1 No.5
25 (Port) Cargo Oil AJ20
AJ32 Residual AJ24 RK78 Tank
AJ34 25
Tank (Port) AJ22
AJ34 AJ19 AJ1125 AJ11 (Port) AJ10 AJ11 20 AJ10 AJ11
Valve Unit 1 100 AJ10 40 50 25 100 50 25 80 A
AJ29 AJ01 AJ14

80 100
32 32
AJ33 200 200 150 B

100
80 AJ12 AJ39 25
AJ35 AJ11 AJ11 From Engine Room 80
Heating Coils 80
Service Air System
AJ13
AJ43 No.5
AJ41 200 20 Cargo Oil
25 QE160
AJ11 AJ11 AJ10 AJ11 Tank
From Engine Room 200 AJ10 AJ10 (Starboard)
AJ25 RK03
Steam System No.1 Slop Tank 50 50 25 50 25
Valve Unit 2 QE117 Heavy (Starboard) 25
50 QE13 Fuel No.6
To / From Oil Cargo Oil
QE11 (Starboard) Tank Valve 20 Valve
Deck Seal Valve
Heating Coil 25 Unit 1 (Starboard) Unit 1 Unit 1
SL08
50
To / From Tank 27
SL07 No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank
Cleaning Heater Ballast Sea Chest
(Starboard) (Starboard) (Starboard)
(Starboard)
Upper Deck
No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank
(Port) (Port) (Port)
No.1 Water Ballast Tank
(Port)
No.4
Cargo Oil No.3 No.2
Tank Cargo Oil Cargo Oil
Valve Tank Valve Tank Valve Valve
AJ46 (Port) 25 Unit 1 (Port) 25 Unit 1 (Port)
25 Unit 1 25 Unit 1
15
AJ10 AJ10 AJ11 AJ11 AJ10 AJ11 No.1
A 65 AJ11 65 65 AJ10 65 25 Cargo Oil
Tank
50 (Port)
50 32 32 50 32 50 32
B
125 125 125 100 25
Fore Peak
Tank
80 80 80 80
25
No.1
Cargo Oil
Tank
15 AJ10 AJ11 AJ10
AJ10 AJ11 AJ10 AJ11 AJ10 AJ11 (Starboard)
50 25 25 25 25
50 50
AJ46 No.3 No.2 50
Valve Cargo Oil Valve Cargo Oil Valve Valve

No.4 Tank
Cargo Oil Unit 1 Tank Unit 1 Unit 1 Unit 1
(Starboard)
Tank (Starboard) Key
(Starboard)
No.1 Water Ballast Tank Steam
(Starboard)
(Starboard) (Starboard) (Starboard) Condensate
2.2.9 deck steam system Valve Description Valve No.
Deck main isolating blank AJ042
General Description Deck main isolating valve AJ012
Deck main drain valve AJ011
Saturated steam is led from the auxiliary oil-fired boiler or the composite
Deck main warming-through valve AJ013
boiler at a normal pressure of 7.0 bar. The steam line from each boiler leads
to the common 7.0 bar steam line from where steam is distributed to the deck Deck main section valve AJ039
consumers. Deck main section blank AJ023
Ballast weed clearing steam main isolating valve AJ043
Read in conjunction with Section 2.2.1, General Description, of steam system. Ballast weed clearing steam port isolating valve AJ024
Ballast weed clearing steam starboard isolating valve AJ025
WARNING
Ballast weed clearing steam port sea chest valve AJ026
Pressure surges and water hammer in steam lines can cause damage
Ballast weed clearing steam starboard sea chest valve AJ027
to the pipeline system, joints, and even steam line failure resulting in
scalding of personnel. It is essential that all steam lines are drained of Shore steam supply valve AJ022
condensate, and that steam is supplied gradually to cold lines with the Deck steam hose connection port AJ046
drain valves open. This allows the steam line to warm-through and any Deck steam hose connection starboard AJ046
condensate to be drained. Drain valves are located at various points
in the steam system, they should be opened when a section has been
isolated and checked before the steam supply valve to that section of line
is opened.
Procedure for Supplying Steam to the Deck Steam System
The auxiliary boiler is operating on automatic control and generates saturated

steam at a pressure of 7.0 bar. The following description assumes that the entire
deck steam system is shut down and is being warmed-through from cold.
a) Ensure that the boiler is operating correctly and that the correct
steam is being generated at the correct pressure.
b) Open all steam pipeline drain valves and drain the section of
steam pipeline of condensate as the line warms-up. Where drain
traps are fitted, the drain valve must be closed when the pipeline
is warm and steam issues from the valve.
c) Open the steam inlet valves to the steam supply section system
valves, shown in the following table. Valves will only be open
when a particular service is required. Where a steam supply
valve is linked with a temperature controlled valve, the operating
medium for that valve (if any) must be available at the valve.
Anything to update?
2.3 Condensate and Feed Water Systems
2.3.1 Condensate System
2.3.2 Heating Drain System
2.3.3 Deck Condensate System
2.3.4 Boiler Feed Water System
Illustration 2.3.1a Engine Room Condensate System Accommodation
Auxiliary Boiler Air Conditioning Main Low Low From Cargo Oil
Fuel Oil Heater Engine Heavy Heavy Tank Heating
Sulphur Sulphur Deck
Composite Burner Lubricating Fuel Oil Fuel Oil Tank Cleaning
20 Heavy Heavy Seal
Settling Service Heater
Boiler SL14
Oil Fuel Oil Fuel Oil
Settling Tank Tank
3.0t/h 0.7MPa Service Settling
(Fuel Oil) Auxiliary Tank Tank Tank 65
0.9t/h 0.7MPa Boiler 15 SL57
100
(Exhaust Gas) 18t/h 0.7MPa Composite Boiler
SL31 Fuel Oil Heater
25 20
AJ29 SL9 SL8
20
25
SL56
15 SL17 25 SL22 25 SL24 25 SL47 25 SL62 25 SL29
SL32
50 50
25 Composite Boiler 32
SL36 Waste Oil Heater 65
25
20 Upper Deck SL08 SL7
100
SL61
15 32
SL69 25 15 25 25 25 25
From Steam Deck
SL45 32 Inspection Key
Range
Tank
SL44 65 65 40 Upper Deck Condensate
SL12 25 Drain
QE03
SL48 100
QE02
Steam 65 80 AJ30
Dump QE81
Valve SL11 32
Diesel Oil Fuel Oil Fuel Oil
100 SL53 Separator Heater Separator Heater Separator Heater
QE01 Hot Water SL34
15 Sludge No.1
SL23 Calorifier 25
Heavy
NC SL13 SL39 NC SL6 Tank
SL42 15 Fuel Oil
100 SL10 SL01 SL43 Tank
25
SL76
Main Engine 25 Port
65 65 32 100 25 32 25 Jacket Water SL20 SL49
PreHeater SL37 SL38 SL46 25
Atmospheric 40
20 20 20
Condenser
Dirty Main/ 25 40 SL28 No.2
Bilge Auxiliary 25
Heavy
Settling Fuel Oil Lubricating Oil Lubricating Oil Lubricating Oil
SL72 SL51 Fuel Oil
SL03 32 Tank 32 Unit 15 Separator Heater Separator Heater Separator Heater
80 Tank
125 32 SL74
SL19 25 Port
Oil 32 25
Alarm System SL52 40
125 Detector 100
RL18 From Boiler Water Tank

RL19 SL16
Observation 15 Composite 25 25 25
Tank 15 Boiler SL18 SL15 SL41 SL30
Overflow Fuel Oil 15 15 15 No.1
SL05 Main Waste Oil 25
/ Drain Transfer Trace Heavy
Cascade/Filter To Bilge Engine Tank 25
Fuel/Diesel Oil 15 Fuel Oil
Tank 15 Boiler Fuel Oil Tank
To Bilge Purifier Trace 25
SL75
Tank Supply Trace 25 Starboard
RL46 25 25
15 Sludge Transfer
Supply Trace SL26 25 25
15 15 25 20 15 25 25 40
15 Main/Auxiliary Engine SL25
SL71 SL54 SL50 SL59 SL55 SL68 Fuel Oil Supply Trace SL58 SL58 SL70
SL27 No.2
15 Fuel Oil Overflow 25
Heavy
Air Clean Dirty Main and Drain Trace
Fuel Oil Fuel Oil
Lubricating Engine Scavenge 25 Fuel Oil Fuel Oil Lubricating
Cooler Bilge Bilge Tank
Oil Drain Lubricating Drain SL21 Sludge Overflow Drain Oil Drain SL73
Cleaning Water Water 25 Starboard
Tank Oil Sump Tank Tank Tank Tank Tank 25
Tank Tank Tank
Tank
2.3 Condensate and Feed Water System’S Preparing the Condensate System for Operation Oil Contamination
If oil contamination should occur, the oil must be drained from the observation
2.3.1 Condensate System a) Ensure the gauge and instrumentation valves are open. tank to the bilge water tank through scum valve SL5.
b) Check that the water level in the cascade tank is within normal To investigate the cause of the contamination, the drain traps on all of the steam
Description limits. Top-up from the boiler water tank if required. services should be inspected, then isolated for repair. Each drain trap outlet
should be opened carefully by a small amount, until the oil leak is detected.
The condensate system is the part of the steam/feed water cycle between c) Confirm that the level control valve is operating.
the outlets from the individual users and the feed water cascade/filter tank,
The faulty service should be isolated for repair, then flushed until clear of all
including the live steam from the steam dump valve. The condensate is retained d) With the LT cooling system in operation, open the LT cooling traces of oil.
in the cascade tank until required by the boiler feed pumps. water inlet and outlet valves on the atmospheric condenser.
If contaminated feed water has reached the boilers, the firing rate should
In normal operation, all drains from the steam services are led to the atmospheric e) The auxiliary and composite boiler feed water pumps and be reduced for the auxiliary boiler and composite boilers. If necessary, the
condenser, which is cooled by the low temperature (LT) cooling water system, boilers may now be brought into operation. main engine speed should also be reduced for the composite boiler. Chemical
and drains to the cascade tank via the observation tank. Any excess steam,
treatment of the boiler feed water should be increased accordingly and the
generated by the composite boiler when the main engine is running, is also
Position Description Valve frequency and duration of surface scumming also increased.
dumped to the atmospheric condenser.
Open Cooling water inlet valve to atmospheric condenser QB54
Boiler water sampling and testing should be carried out at more frequent
Water from the atmospheric condenser passes first to the observation tank and Open Cooling water outlet valve from atmosphere condenser QB56
intervals.
then into the cascade tank. A float valve is located in the last chamber of the Operational Atmospheric condenser non-return inlet valve SL42
cascade tank and operates to provide make-up water from the boiler water Open Atmospheric condenser outlet valve to inspection tank SL03 Depending upon the level of contamination, the boiler(s) may have to be
storage tank. The float valve line is fitted with an isolating valve in case of
Open Atmospheric condenser inlet valves SL11, taken out of service at the earliest opportunity for inspection and a boil-out/
leakage and a bypass valve for manual filling. The cascade tank is also fitted
SL12, cleaning operation carried out. See the manufacturer’s manual for details on the
with a low level alarm. It is also possible to top-up the cascade tank from the
SL44, procedure for boiling-out/cleaning of the boilers.
engine room service water system. The water from the cascade tank provides
the boiler feed pumps, located on the engine room floor level, with a positive SL45,
SL48, Both the observation tank and the cascade tank, together with the filters, should
suction head.
SL53, be thoroughly cleaned to remove all traces of oil contamination and then
SL69 refilled with clean water. The probe for the oil contamination detector should
The observation tank is fitted with an oil sensor to detect any hydrocarbon
Closed Atmospheric condenser bypass valves SL01, also be cleaned and tested before returning the system to service.
contamination, and if activated, generates an alarm on the engine room
monitoring and alarm system. Any floating oil should be removed through SL06,
SL10, CAUTION
the scum line to the dirty bilge tank. The weir and filter arrangement in the
cascade tank reduces, but does not eliminate, the possibility of oil being carried SL13, Under no circumstances should the boiler be blown down if oil has been
over. The filters in the cascade tank should be inspected and cleaned at regular SL39, detected in the boiler gauge glass. The boiler water surface should be
intervals. SL43, scummed to remove the oil, using the scum valve. Blowing down will
SL52 result in coating the boiler tubes with oil, impeding heat transfer and
The condensate outlet temperature from the atmospheric condenser should Closed Cascade tank drain valve to bilge RL46 overheating of the boiler tubes.
be maintained between 75°C and 90°C. The temperature of the feed water in Open Feed water inlet valve to make-up float valve RL19
the cascade tank is maintained in the same range using the thermostatically Closed Feed water make-up float valve bypass valve RL18
controlled steam injection line into the tank. This is to minimise the amount of
Open Boiler (feed) water tank outlet valve RL17
dissolved gases, especially oxygen, in the feed water supplied to the boilers.
Closed Observation tank scum valve to bilge water tank SL05
A separate inspection tank with sight glasses and vapour detection is fitted on Open Cascade tank outlet to boiler feed water pumps RL01
deck and the drains from the cargo heating system, the tank cleaning heater Closed Cascade tank filling valve from service water system RL47
and the deck seal pass through this before entering the engine room. When Open Steam inlet valve to steam dump valve QE03
these services are in use, this tank should be checked for visible traces of oil
Set Steam dump valve QE81
at regular intervals.
Open Steam outlet valve from steam dump valve QE01
Closed Steam dump valve bypass valve QE02
Illustration 2.3.2a Engine Room Heating Drain System Accommodation
Auxiliary Boiler Air Conditioning Main Low Low From Cargo Oil
Fuel Oil Heater Engine Heavy Heavy Tank Heating
Sulphur Sulphur Deck
Composite Burner Lubricating Fuel Oil Fuel Oil Tank Cleaning
20 Heavy Heavy Seal
Settling Service Heater
Boiler SL14
Oil Fuel Oil Fuel Oil
Settling Tank Tank
3.0t/h 0.7MPa Service Settling
(Fuel Oil) Auxiliary Tank Tank Tank 65
0.9t/h 0.7MPa Boiler 15 SL57
100
(Exhaust Gas) 18t/h 0.7MPa Composite Boiler
SL31 Fuel Oil Heater
25 20
AJ29 SL9 SL8
20
25
SL56
15 SL17 25 SL22 25 SL24 25 SL47 25 SL62 25 SL29
SL32
50 50
25 Composite Boiler 32
SL36 Waste Oil Heater 65
25
20 Upper Deck SL08 SL7
100
SL61
15 32
SL69 25 15 25 25 25 25
From Steam Deck
SL45 32 Inspection Key
Range
Tank
SL44 65 65 40 Upper Deck Condensate
SL12 25 Drain
QE03
SL48 100
QE02
Steam 65 80 AJ30
Dump QE81
Valve SL11 32
Diesel Oil Fuel Oil Fuel Oil
100 SL53 Separator Heater Separator Heater Separator Heater
QE01 Hot Water SL34
15 Sludge No.1
SL23 Calorifier 25
Heavy
NC SL13 SL39 NC SL6 Tank
SL42 15 Fuel Oil
100 SL10 SL01 SL43 Tank
25
SL76
Main Engine 25 Port
65 65 32 100 25 32 25 Jacket Water SL20 SL49
PreHeater SL37 SL38 SL46 25
Atmospheric 40
20 20 20
Condenser
Dirty Main/ 25 40 SL28 No.2
Bilge Auxiliary 25
Heavy
Settling Fuel Oil Lubricating Oil Lubricating Oil Lubricating Oil
SL72 SL51 Fuel Oil
SL03 32 Tank 32 Unit 15 Separator Heater Separator Heater Separator Heater
80 Tank
125 32 SL74
SL19 25 Port
Oil 32 25
Alarm System SL52 40
125 Detector 100
RL18 From Boiler Water Tank

RL19 SL16
Observation 15 Composite 25 25 25
Tank 15 Boiler SL18 SL15 SL41 SL30
Overflow Fuel Oil 15 15 15 No.1
SL05 Main Waste Oil 25
/ Drain Transfer Trace Heavy
Cascade/Filter To Bilge Engine Tank 25
Fuel/Diesel Oil 15 Fuel Oil
Tank 15 Boiler Fuel Oil Tank
To Bilge Purifier Trace 25
SL75
Tank Supply Trace 25 Starboard
RL46 25 25
15 Sludge Transfer
Supply Trace SL26 25 25
15 15 25 20 15 25 25 40
15 Main/Auxiliary Engine SL25
SL71 SL54 SL50 SL59 SL55 SL68 Fuel Oil Supply Trace SL58 SL58 SL70
SL27 No.2
15 Fuel Oil Overflow 25
Heavy
Air Clean Dirty Main and Drain Trace
Fuel Oil Fuel Oil
Lubricating Engine Scavenge 25 Fuel Oil Fuel Oil Lubricating
Cooler Bilge Bilge Tank
Oil Drain Lubricating Drain SL21 Sludge Overflow Drain Oil Drain SL73
Cleaning Water Water 25 Starboard
Tank Oil Sump Tank Tank Tank Tank Tank 25
Tank Tank Tank
Tank
2.3.2 Heating Drain System Position Description Valve Illustration 2.3.2b Bypassing the Atmospheric Condenser
Open Atmospheric condenser cooling water inlet valve QB54 From Calorifier and Jacket Preheater
Description Open Atmospheric condenser cooling water outlet valve QB56 From Accommodation Air Conditioning
Open Atmospheric condenser outlet valve SL03 From Boiler Heating Coils
Condensate from the auxiliary steam services is normally returned to the Operational Atmospheric condenser inlet swing check valve SL42
observation tank and then the cascade/filter tank via the atmospheric condenser.
The condensate is then returned to the feed water system. Open Manifold drain valve from deck seal and cargo SL69 From Deck and Cargo Heating
tank cleaning heater and deck observation tank
From Fuel and Lubricating
As there is a possibility of contamination from hydrocarbons from the oil Open Drain valve from auxiliary and composite boiler SL45 Oil Heating Systems
heating services, the drains are visually monitored in the observation tank, heating coils From Separators, Bunker and 100 25 32 25
Double Bottom Tank Heating
through a sight glass and automatically by an ultrasonic oil sensor unit. Open Manifold drain valve from accommodation air SL44
conditioning units 65 65
The cascade tank is fitted with a temperature controlled steam injection line to Open Manifold drain valve from auxiliary boiler SL12 100
maintain the temperature of the feed water at an optimal level. However, clean burner atomiser drain, auxiliary boiler FO heater, From Steam SL69 25
Range
drains, not associated with any oil heating services, may be led directly to the composite boiler FO heater, composite boiler SL45 32
cascade tank to maintain the operating temperature of the feed water without waste oil heater, main engine LO settling tank, SL44
QE03
the need for steam injection, improving the overall efficiency of the system. HFO & LSHFO settling and service tank heating SL12 25
QE02
Steam SL48
Open Manifold drain valve from main engine jacket SL48 Dump QE81
The cooling water supply to the atmospheric condenser is not provided with water heater and hot water calorifier Valve
65
automatic temperature control. 100 SL11 32

Open Manifold drain valve from HFO storage and minor SL11 QE01
SL53
tank heating, purifier/separator heating, FO sludge,
If it is necessary for the atmospheric condenser to be bypassed for maintenance SL42
overflow and drain tank heating NC SL13 SL39 NC SL6
purposes, the oil heating drains should be directed directly to the observation 100
Air cooler cleaning tank, clean bilge water tank,
tank, while the other services which are considered to be clean drains are led SL10 SL01 SL43
main engine sump tank, scavenge air box drain
directly to the cascade tank. 65 65 32 100 25 32 25
tank, stuffing box LO drain tank
Atmospheric
The illustration 2.3.2a above shows the flow of condensate returns into the Open Manifold drain valve for FO system and sludge SL53 Condenser
observation tank via the atmospheric condenser. The illustration 2.3.2b shows system steam trace heating
the crossover line configuration if the atmospheric condenser is bypassed, with Dirty bilge water settling tank, ME and diesel 80
the returns from the oil tanks and heaters being directed to the inspection side generator fuel unit heater, composite boiler waste SL03
of the tank, and the clean drains directed to the cascade side of the tank. oil tank 125 32 From Tracing
Steam System
SL52
125 100
If the atmospheric condenser is shut down for maintenance purposes whilst at c) Steam services can now be put into operation as required, by
From Service Water System
opening the associated drain trap inlet and outlet valves. Alarm System
sea, it will not be possible to have the steam dump valve operational as there Oil RL47
From Boiler
Detector
will be no cooling on the condenser. RL18
Water Tank
Excessive temperature at the cascade tank would indicate a defective drain
RL19
trap. Services should be isolated in turn until the defective trap is located. A
Preparing the Heating Drain System for Operation defective drain trap may be detected by the high outlet temperature from the Observation
SL05 Tank
drain trap (the outlet pipe will be very hot). The drain trap is designed to only
It is assumed that the LT cooling system is in operation, the inlet and outlet allow condensate to pass, thus all steam will be condensed in the heating coil Cascade/Filter LAL
valves on the atmospheric condenser are open and the cooler is vented. or heater and the efficiency of the system will be at maximum. If a drain trap is To Bilge Tank
Tank
defective it will allow live steam to pass, thereby reducing the efficiency of the
a) Ensure that the pressure gauges and instrumentation valves are RL46
heating operation and increasing the outlet temperature from the steam trap.
open. RL01
Valve Normally Open,
Close during Bypass To Bilge
Valve Normally Closed, To Feed
b) Set up the valves for the services required as in the following Open during Bypass Pumps
table:
Illustration 2.3.3a Deck Steam and Condensate System Shore Steam
Vent Upper Deck Connection
Toxic Gas Sampling Ballast Sea Chest
No.7 Water Ballast Tank No.6 Water Ballast Tank (Port) No.5 Water Ballast Tank
No.1 (Port) (Port) (Port)
Heavy 26
Deck
To Engine Room 100 AJ38 Inspection Fuel
Oil No.6
Condensate System Tank Slop Tank Valve Valve Cargo Oil Valve Valve
AJ30 (Port) (Port) 50 Unit 1 10 15 Unit 2 Tank Unit 1 20 Unit 1 No.5
25 (Port) Cargo Oil AJ20
AJ32 Residual AJ24 RK78 Tank
AJ34 25
Tank (Port) AJ22
AJ34 AJ19 AJ1125 AJ11 (Port) AJ10 AJ11 20 AJ10 AJ11
Valve Unit 1 100 AJ10 40 50 25 100 50 25 80 A
AJ29 AJ01 AJ14

80 100
32 32
AJ33 200 200 150 B

100
80 AJ12 AJ39 25
AJ35 AJ11 AJ11 From Engine Room 80
Heating Coils 80
Service Air System
AJ13
AJ43 No.5
AJ41 200 20 Cargo Oil
25 QE160
AJ11 AJ11 AJ10 AJ11 Tank
From Engine Room 200 AJ10 AJ10 (Starboard)
AJ25 RK03
Steam System No.1 Slop Tank 50 50 25 50 25
Valve Unit 2 QE117 Heavy (Starboard) 25
50 QE13 Fuel No.6
To / From Oil Cargo Oil
QE11 (Starboard) Tank Valve 20 Valve
Deck Seal Valve
Heating Coil 25 Unit 1 (Starboard) Unit 1 Unit 1
SL08
50
To / From Tank 27
SL07 No.7 Water Ballast Tank No.6 Water Ballast Tank No.5 Water Ballast Tank
Cleaning Heater Ballast Sea Chest
(Starboard) (Starboard) (Starboard)
(Starboard)
Upper Deck
(Port) (Port) (Port)
No.1 Water Ballast Tank
(Port)
No.4
Cargo Oil No.3 No.2
Tank Cargo Oil Cargo Oil
Valve Tank Valve Tank Valve Valve
AJ46 (Port) 25 Unit 1 (Port) 25 Unit 1 (Port)
25 Unit 1 25 Unit 1
15
AJ10 AJ10 AJ11 AJ11 AJ10 AJ11 No.1
A 65 AJ11 65 65 AJ10 65 25 Cargo Oil
Tank
50 (Port)
50 32 32 50 32 50 32
B
125 125 125 100 25
Fore Peak
Tank
80 80 80 80
25
No.1
Cargo Oil
Tank
15 AJ10 AJ11 AJ10
AJ10 AJ11 AJ10 AJ11 AJ10 AJ11 (Starboard)
50 25 25 25 25
50 50
AJ46 No.3 No.2 50
Valve Cargo Oil Valve Cargo Oil Valve Valve

No.4 Tank
Cargo Oil Unit 1 Tank Unit 1 Unit 1 Unit 1
(Starboard)
Tank (Starboard) Key
(Starboard)
No.1 Water Ballast Tank Steam
(Starboard)
(Starboard) (Starboard) (Starboard) Condensate
2.3.3 Deck Condensate SysteM Position Description Valve For Cargo Residual Tank Use
Closed Condensate blank to port slop tank AJ31c Valve settings for condensate return to the residual cargo tank are:
Description Closed Condensate valve to cargo residual tank AJ41
Closed Condensate blank to cargo residual tank AJ40 Position Description Valve
Condensate from the cargo tank heating system, the tank cleaning heater and Open Condensate return valve from forward tanks AJ14
the deck seal, passes through the deck inspection tank prior to returning to the In the event of any contamination, the return of condensate to the engine room Open Condensate return blank from forward tanks AJ15
engine room cascade/filter tank. must be stopped until the source has been traced and the cause rectified. If Open Condensate return valve from cargo and slop tanks AJ01
heating has to continue, the condensate may be directed to either the port slop
Due to the possibility of contamination, the atmosphere in the deck inspection Closed Condensate return jumper valve from cargo and slop AJ19
tank or the residual cargo tank.
tank is constantly monitored by the SALWICO-2020 gas detection system. If tanks
either toxic or inflammable vapours are detected an alarm is initiated through Open Master condensate return valve from cargo and slop AJ29
the central alarm system. Additionally, the inspection tank is provided with For Port Slop Tank Use tanks
sight glasses for visual observation and these should be checked at frequent Valve settings for condensate return to the port slop tank are: As Required Condensate return valve from tank cleaning heater SL07
intervals when heating of any tank is taking place. As Required Condensate return valve from deck seal SL08
Position Description Valve Closed Condensate non-return drain valve from inspection AJ33
Preparing the Deck Condensate System for Operation Open Condensate return valve from forward tanks AJ14 tank
Open Condensate return blank from forward tanks AJ15 Closed Condensate drain valve from inspection tank drain AJ34a
It is assumed that the individual tank heating valve unit valves are open as Open Condensate return valve from cargo and slop tanks AJ01 hopper
required and that the spectacle blank to the engine room is also open. Closed Condensate drain valve from inspection tank AJ34b
Closed Condensate return jumper valve from cargo and slop AJ19
tanks Closed Scum valve from inspection tank AJ38
For Normal Service Open Master condensate return valve from cargo and slop AJ29 Closed Condensate valve to engine room AJ30
Normal valve settings are as follows: tanks Closed Condensate blank to engine room AJ31a
As Required Condensate return valve from tank cleaning heater SL07 Open Condensate valve to slop/residual tanks AJ35
Position Description Valve As Required Condensate return valve from deck seal SL08 Open Condensate blank to slop/residual tanks AJ31b
Open Condensate return valve from forward tanks AJ14 Closed Condensate non-return drain valve from inspection AJ33 Closed Condensate valve to port slop tank AJ32
Open Condensate return blank from forward tanks AJ15 tank Closed Condensate blank to port slop tank AJ31c
Open Condensate return valve from cargo and slop tanks AJ01 Closed Condensate drain valve from inspection tank drain AJ34a Open Condensate valve to cargo residual tank AJ41
hopper
Closed Condensate return jumper valve from cargo and slop AJ19 Open Condensate blank to cargo residual tank AJ40
tanks Closed Condensate drain valve from inspection tank AJ34b
Open Master condensate return valve from cargo and slop AJ29 Closed Scum valve from inspection tank AJ38 If either the slop or residual tank is inerted it may be necessary to isolate from
tanks Closed Condensate valve to engine room AJ30 the inert gas gas system and reduce the pressure in the tank. If this is the case,
As Required Condensate return valve from tank cleaning heater SL07 Closed Condensate blank to engine room AJ31a care must be taken to reduce the possibility of air being drawn into the tank.
As Required Condensate return valve from deck seal SL08 Open Condensate valve to slop/residual tanks AJ35
Closed Condensate non-return drain valve from inspection AJ33 Open Condensate blank to slop/residual tanks AJ31b
tank Open Condensate valve to port slop tank AJ32
Closed Condensate drain valve from inspection tank drain AJ34a Open Condensate blank to port slop tank AJ31c
hopper Closed Condensate valve to cargo residual tank AJ41
Closed Condensate drain valve from inspection tank AJ34b Closed Condensate blank to cargo residual tank AJ40
Closed Scum valve from inspection tank AJ38
Open Condensate valve to engine room AJ30
Open Condensate blank to engine room AJ31a
Closed Condensate valve to slop/residual tanks AJ35
Closed Condensate blank to slop/residual tanks AJ31b
Closed Condensate valve to port slop tank AJ32
Illustration 2.3.4a Boiler Feed Water System
RL35 RL84
RL82 LS LS
LS
Boiler Water Tank

RL31 46.0m3
RL34 RL17
RL91 RL49
RL71 RL39 RL86 RL87 RL88
RL27 RL74 RL83 RL32 From Service
RL28 Water System Alarm System
RL36 RL47
RL80
LS LI LI DPT
RL29 Chemical
M Treatment Station Oil
Detector RL18
RL55 RL56 From Service
RL24
Water System RL19
RL39 RL26 QG12
RL53 Oil-Fired
Auxiliary Boiler
RL90 RL44 18t/h x 0.7MPa Observation
RL54
RL85 RL38 Tank
Composite Boiler
Oil-Fired 3.0t/h x 0.7MPa
Exh. Gas 1.0t/h x 0.7MPa RL79 RL89 RL43 Cascade/Filter LAL
Tank
Chemical
RL81RL73 RL69 RL15 Treatment
RL30 Station RL46
RL72 RL01
Drain To Bilge RL78 RL14
Drain To Bilge RL70
RL67 RL68
RL62 RL63 PS PS
Sample Sample
M
Cooler Cooler
Drains To Bilge RL42 RL16
Overflow/
Drain
To Bilge
Sample Drain To Bilge Sample Drain To Bilge Drain To Bilge

RL61 RL60
QG56
RL11 RL10 RL07 RL06
Oil Sensor RL58
Overboard A RL57
RL65 RL05
RL59
RL13 RL12
RL64 RL04
Key PV P P PV PV P P PV
Feed Water
Fresh Water RL09 Composite Boiler RL08 RL03 Auxiliary Boiler RL02
No.2 Feed Water Pumps No.1 No.2 Feed Water Pumps No.1
(4m3/h x 1.2MPa) (24m3/h x 1.2MPa)
Bilge / Drain
2.3.4 Boiler feed Water System Boiler water chemical treatment is added by injection into the boiler feed water f) Fill the boiler to its working level.
supply lines, there are two chemical treatment units for each boiler.
Auxiliary Boiler Feed Water Pump g) At the boiler control panel, switch the second feed water pump
Manufacturer: Grundfos to standby.
Operating Procedures
Type: Vertical, multi-stage, centrifugal
Preparing the Auxiliary Boiler Feed Water System for Operation The boiler can now be brought into operation.
Model: CR 32-5-2
No. of sets: 2 a) Ensure that the pressure gauge and instrumentation valves are
open. Preparing the Composite Boiler Feed Water System for Operation
Capacity: 24m3/h at 1.2Mpa
a) Ensure that the pressure gauge and instrumentation valves are
Speed: 3,500 rev/min b) Position the valves as shown below: open.
Power consumption: 15kW
Position Description Valve b) Set up the valves as shown below:
Composite Boiler Feed Water Pump Open Outlet valve from cascade tank RL01
Manufacturer: Grundfos Open Oil detector inlet valve RL58 Position Description Valve
Type: Vertical, multi-stage, centrifugal Open Oil detector outlet valve RL59 Open Outlet valve from cascade tank RL01
Model: CR 5-13 Operational Oil detector Open Oil detector inlet valve RL58
No. of sets: 2 Closed Oil detector bypass valve RL57 Open Oil detector outlet valve RL59
Capacity: 4m3/h at 1.2Mpa Open No.1 auxiliary boiler feed pump suction valve RL02 Operational Oil detector
Speed: 3,500 rev/min Open No.1 auxiliary boiler feed pump recirculating valve RL04 Closed Oil detector bypass valve RL57
Power consumption: 4.0kW Open No.1 auxiliary boiler feed pump discharge valve RL06 Open Composite boiler No.1 feed pump suction valve RL8
Open No.2 auxiliary boiler feed pump suction valve RL03 Open Composite boiler No.1 feed pump recirculating RL64
Open No.2 auxiliary boiler feed pump recirculating valve RL05 valve
Description Open Composite boiler No.1 feed pump discharge valve RL10
Open No.2 auxiliary boiler feed pump discharge valve RL07
The boiler feed water system from the cascade tank supplies the auxiliary and Open Crossover between main and auxiliary feed line RL60 Open Composite boiler No.2 feed pump suction valve RL9
composite boilers through dedicated feed water pumps. The feed water flow Open Feed regulator inlet valve RL16 Open No.2 composite boiler No.2 feed pump recirculating RL65
to each boiler is automatically controlled by a dedicated regulating valve in Operational Feed water regulator RL42 valve
proportion to the variation in water level in the steam drum. Open Main feed check valve RL32 Open Composite boiler No.2 feed pump discharge valve RL11
Open Main feed valve RL49 Closed Crossover between main and auxiliary feed line RL61
Each boiler has a pair of feed pumps operating as duty/standby, with duty Open Feed regulator inlet valve RL56
selection being made at the respective boiler control panel. The pumps take Closed Direct feed check valve RL83
feed water from the cascade tank, through a common suction header fitted Closed Direct feed valve RL91 Operational Feed water regulator RL55
with an oil sensor connected to the central alarm and monitoring system. The Closed Auxiliary boiler chemical treatment unit No.1 RL78 Open Main feed check valve RL29
discharge of each pump has a return line back to the cascade tank. This allows discharge valve to main feed water line Open Main feed valve RL28
a proportion of the discharge, limited by an orifice, to circulate back to the Closed Auxiliary boiler chemical treatment unit No.2 RL67 Closed Emergency feed check valve RL54
cascade tank, preventing pump overheating and gassing-up when the feed discharge valve to auxiliary feed water line Closed Emergency feed valve RL53
water regulator is closed and the boiler is on low load.
Closed Composite boiler chemical treatment unit No.1 RL79
In normal operation, feed water is supplied to each boiler through the CAUTION discharge valve to main feed water line
respective feed water regulators. Additionally, both boilers have a separate The feed pumps should be primed and vented before initial start. Closed Composite boiler chemical treatment pump No.2 RL69
direct (auxiliary) discharge from the feed water pumps which bypasses the feed discharge valve to auxiliary feed water line
water regulator. When filling from empty or in an emergency, feed water can c) For initial start only, shut the discharge valve of the selected
be supplied directly to the boilers with this line. feed pump. CAUTION
The feed pumps should be primed with water and vented before initial
CAUTION d) Start the pump and slowly open the discharge valve until the start.
The use of the feed water bypass line is a manual operation which must discharge line reaches working pressure.
be supervised at all times, it is in use to prevent overfilling the boiler
drum. e) Check the operation of the feed regulating valve.
Illustration 2.3.4a Boiler Feed Water System
RL35 RL84
RL82 LS LS
LS
Boiler Water Tank

RL31 46.0m3
RL34 RL17
RL91 RL49
RL27 RL74 RL83 RL32 From Service
RL28 Water System Alarm System
RL36 RL47
RL80
LS LI LI DPT
RL29 Chemical
M Treatment Station Oil
Detector RL18
RL55 RL56 From Service
RL24
Water System RL19
RL39 RL26 QG12
RL53 Oil-Fired
Auxiliary Boiler
RL90 RL44 18t/h x 0.7MPa Observation
RL54
RL85 RL38 Tank
Composite Boiler
Oil-Fired 3.0t/h x 0.7MPa
Exh. Gas 1.0t/h x 0.7MPa RL79 RL89 RL43 Cascade/Filter LAL
Tank
Chemical
RL81RL73 RL69 RL15 Treatment
RL30 Station RL46
RL72 RL01
Drain To Bilge RL78 RL14
Drain To Bilge RL70
RL67 RL68
RL62 RL63 PS PS
Sample Sample
M
Cooler Cooler
Drains To Bilge RL42 RL16
Overflow/
Drain
To Bilge
Sample Drain To Bilge Sample Drain To Bilge Drain To Bilge

RL61 RL60
QG56
RL11 RL10 RL07 RL06
Oil Sensor RL58
Overboard A RL57
RL65 RL05
RL59
RL13 RL12
RL64 RL04
Key PV P P PV PV P P PV
Feed Water
Fresh Water RL09 Composite Boiler RL08 RL03 Auxiliary Boiler RL02
No.2 Feed Water Pumps No.1 No.2 Feed Water Pumps No.1
(4m3/h x 1.2MPa) (24m3/h x 1.2MPa)
Bilge / Drain
c) For initial start only, shut the discharge valve of the selected Maintaining the feed water temperature relatively high (around 90°C) Procedure for Blowing Down the Auxiliary and Composite
feed pump. minimises the amount of dissolved oxygen, however, the problem remains. Boilers
d) Start the pump and slowly open the discharge valve until the Chemical treatment and analytical tests are undertaken in accordance with the If the level of dissolved solids in the boiler water is too high, some of the water
discharge line reaches working pressure. Set the pump to instructions supplied by the chemical manufacturer, and the chemicals must must be removed from the boilers and replaced with water from the boiler water
automatic operation. be added to maintain the chemical levels within acceptable limits. Excessive tank. The procedure for blowing down the boilers safely must be followed. The
treatment can also result in damage. The results of analysis of the boiler water blowdown procedure should be carried out during low load when practical:
e) At the composite boiler control panel, switch the second feed should be recorded so that the effects of the treatment can be monitored. A
water pump to standby. sample of boiler water should be taken and analysed daily, using the test kit a) If the ship is in port, check with the bridge that it is safe to blow
provided. down the boilers.
Note: Care should be taken when the boilers are being flashed from cold not
to over-supply feed water to the boiler. Although the feed regulators may be The auxiliary and composite boilers are provided with separate sample coolers b) Open the ship’s side blowdown valves RL13 and RL12.
functioning normally, the actual feed valve may leak past, providing more from which representative samples are taken. The coolers are cooled by water
water than is required at the low firing rates required at start-up. from the service water system and drain to the bilge. Before a sample is taken c) Ensure that the boiler to be blown down is filled to the high
it is important to check that cooling water is passing through the cooler. With water level.
the cooling water flowing correctly, the sample drain line valve at the bottom of
Firing the Steam System from Cold the cooler can be opened. The boiler shell sample valve is then opened slowly.
d) Slowly open the boiler blowdown valves and reduce the water
In order to obtain a representative sample, boiler water should be allowed to
level to the normal position. Close the blowdown valves.
It should be noted that the operation of the steam systems (Section 2.2), the pass through the cooler to flush away any water remaining in the cooler from
condensate system (Section 2.3.1) and the boiler feed water system (Section the previous procedure. The boiler shell sample valve must be closed before the
e) After blowing down the boiler, close the ship’s side valves.
2.3.4) are all inter-linked, and as such, these systems would normally be shut cooling water supply is shut off.
down and brought into use together as the boilers are brought on line.
Each boiler is provided with a chemical treatment station comprising of two WARNING
To achieve a co-ordinated run-up of these systems, the steam system (with metering pumps with integral chemical tanks. The pumps inject treatment It is very important to open the ship’s side valves before opening the
the exception of the main boiler stop valves) and drains system will normally into the feed water supply lines either continuously or in batches, as required. boiler blowdown valves. If the boiler blowdown valves are opened first,
be left in the fully operational condition, with all drain valves open when Chemicals are added to the treatment tanks as required, the amount depending the entire blowdown line from the boiler to the ship’s side valve will be
the boilers are shut down. As the boilers are flashed, steam and the resulting upon the results of the boiler water tests. subjected to full boiler pressure. Any defects in this pipeline will result in
condensate can permeate both systems as the steam pressure rises. This will scalding boiler water being released at pressure into the engine room.
achieve the same result without the need to individually start these systems. WARNING
The condensate system and the boiler feed systems may well be shut down The sampling lines are under boiler pressure and the temperature of the CAUTION
completely, especially if maintenance is to be carried out on the boilers. water being drawn from the boiler is very high. Care must be taken when If emptying a boiler for internal inspection, the boiler must not be blown
operating the sampling equipment and the cooling water supply must be down to zero pressure. This will form a vacuum in the boiler and act to
The steam, feed water and condensate systems should be brought into use
confirmed to be flowing before the boiler sample valve is opened. draw sea water back into the boiler if the ship’s side non-return valve is
together, and as such, all three systems should have their valve set-ups checked
defective or has stuck in the open position.
simultaneously prior to the initial flashing of the boilers. All comments in the
procedures for the operations of these systems still apply and should be read in WARNING
conjunction and understood with respect to each other. When handling boiler treatment chemicals, care must be taken and
the appropriate protective clothing worn. The protective clothing
Once satisfied that the auxiliary systems listed are ready for the firing sequence, must include a visor or chemical resistant goggles to protect eyes. The
the boilers can be fired using the procedures outlined in Section 2.2. manufacturer’s instructions regarding safe handling, first aid and spills
must be read before handling the chemicals.
Water Sampling and Treatment System
Chemical analysis and treatment of boiler water is undertaken to prevent
corrosion and scale formation in the auxiliary and composite boilers; water
treatment also prevents the degradation of the steam quality. Incorrect or
inadequate treatment may damage the boiler. Frequent testing and treatment is
required to reduce the risk, and even though distilled water is used, the risk of
corrosion remains. The pH of the boiler water changes in service and oxygen
may dissolve in the water when the feed system is open to atmosphere.
Anything to update?
2.4 Sea Water Systems
2.4 1 Main and Auxiliary Sea Water System
2.4.2 Sea Water Service System
2.4.3 Engine Room Ballast System
2.4.4 Fresh Water Generator System
Illustration 2.4.1a Sea Water Cooling System 200
QD45 200
Overboard Sea Chest
T PI QD20 QD32 QD33 (Port)
200 To Fire and Wash
Deck System To/From Remote
200 200 Valve Hydraulic
200 RX01
RX02 System
QA8
200 QD34 Emergency Handpumps QA27
QD30 Bilge, Ballast, Upper Platform
PI
PI
T PI PS 200 Fire and General Forward Port
450
No.2 Service Pumps
No.1 QA02
200 300
(250/150m3/h
PV
QD39
PV x 1.0/0.45MPa)
QA9
Q64
No.1 Central QD29
Cooler
QD27
QA42 200
NC QA30
To / From QD31 QD28
200
Aft Peak PS PI PV
Tanks QD35 No.1
200
200 250
200 200
QA38 QA21 QA07
PS PI PV
No.2
T PI 200 250
QA37 QA20 QA06
200
No.3 PV
450
PS PI
QA11 (Self-Priming)
300 200 250
200 QA44
T PI QA36 QA19 QA05
Main Cooling 250 TT
200
QA43 Sea Water Pumps
200
(320m3/h x 0.25MPa)
300
Q66 QA10
Light Load No.2 Central 200
Waterline Cooler From Aft Peak Tanks
200
Overboard QA18
300 PI PV
200
QA29 QA50
200 200
AE03 AE02
To Inert Gas QA17 QA39 QA26 QA16 450
System Inert Gas 150
PI PV 50
Scrubber Pump 150
(318m3/h x 0.45MPa)
300
To Fresh Water 100 100 100 AE04 AE01
Generator PV PV
TG13 TG14 Tank Cleaning
Fresh Water Generator Pumps QA01
Key Ejector Pump No.2 No.1 (125m3/h x 1.1MPa)
(62m3/h x 0.42MPa) PI PV 40
PI PI
Sea Water PS No.1 Floor QA45
QA59
40
Fire Main AE05 AE06
250 QA46 QA28
QA25 QA15
Technical Water PI PV AE07 AE08 QA23
No.2 150
Bilge / Drain
40 Sea Chest
To Tank 200 (Starboard)
Hydraulic Oil QA24 QA14 Cleaning
Deck Seal Pumps Emergency Bilge
System
(3m3/h x 0.3MPa) Suction
2.4 Sea Water Systems The main sea water pumps take suction from a common sea water suction at the coolers in order to remove any silt and debris from the coolers so that
crossover main, using either the low (starboard) suction or the high (port) operational efficiency may be maintained.
2.4.1 Main and Auxiliary Sea Water System suction. The low suction will normally be in use at sea, or when surface
contamination, such as weed, is present. It will also be in use in light ballast In areas of low sea temperature it is possible to raise the sea water circulation
conditions when ingress of air is likely. The high suction should be used when temperature by use of the recirculation line. This returns warm water from the
Sea Water Pumps
in silted or shallow water conditions. Both sea chests are fitted with vent lines cooler discharge to the low (starboard) sea chest; the warm water mixes with
Main Cooling Sea Water Pump and ship side isolating valves. The isolation valve should be open when the sea the cold water being drawn in from the sea. The amount of recirculated water
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan chest is in service. Suction strainers are fitted at both sea suctions; the suction may be controlled by regulating the overboard discharge valve from the central
strainer cover also houses the MGPS elements. Steam and air connections are coolers.
Model: SVS200MS (self-priming) provided at the sea chests for weed clearing.
No. of sets: 1 No.3 main CSW pump has a direct emergency bilge suction via valve QA-23.
Capacity: 320m3/h x 0.25MPa The ship side sea suction valves are hydraulically operated via the cargo and The valve is normally closed and locked in position by a chain and breakable
Model: SVS200MS ballast valve hydraulic system. The operation of the valves is by a selector seal. The No.3 CSW is equipped with a self-priming device to ensure that the
switch in the ECR, on the main console; the valve actuator switch on the pump picks up suction from the emergency bilge suction. A direct overboard
No. of sets: 2
console has OFF, OPEN and CLOSE positions. When the valve has reached discharge line is provided for use with the emergency bilge system, via valve
Capacity: 320m3/h x 0.25MPa its full movement, the switch is turned to the OFF position. An illuminated number QA30. This allows the coolers to be bypassed by the bilge water. The
indicator shows when a sea suction valve is open (green) or closed (red). emergency bilge system is described in Section 5.1 of this manual.
Marine Growth Prevention System
Additionally, there is an emergency handpump unit for each valve located The pumps are started and stopped locally, or remotely from the ECR at the
Manufacturer: Cathelco Ltd., Chesterfield, UK adjacent to the spare cylinder liner on the lower platform forward. The remote respective group starter panel on the main switchboard. Pressure switches on
Model: CA 33467 handpump unit has an operating positioner with positions for OPENING, the discharge side of the pumps operate the start signal for the standby pump.
Type: Electrolysis of sea water CLOSING and LOCKED. If the valve is to be opened, the position lever is
Flow rate: 640m3/h (max.) turned to the OPENING position and the handpump operated until resistance to
pumping is felt. When possible, the position of the valves should be confirmed Operating Procedures
visually, or else via the illuminated indicator on the engine control room Procedure for Operation of the Sea Water Suction Crossover Main
Main System console. When the valve is fully open or closed, the positioner is turned to the
The description assumes that the low (starboard) suction is to be used.
LOCKED position so that the valve cannot be moved.
The main cooling sea water system is supplied by three main cooling sea water a) Ensure that the sea chest vent line valve is open. With the
pumps, one pump would normally be in use when the sea water temperature The sea water suction chests are each provided with a copper anode and an
hydraulic valve system in operation, open the low sea suction
is less than 24°C. Above this figure, two pumps may be required for operation aluminium cathode for the Marine Growth Prevention System (MGPS). The
valve QA28 with the ECR valve selection switch. When the
depending upon the total cooling requirement, the third pump will then be anode/cathode for a suction chest should be operating whenever that sea chest
valve is open the indicator lamp will show green, set the switch
acting as standby. One pump will be selected as the duty pump and another is in use. The operating set of anode/cathode is selected and put into service
at the MGPS control panel, which is located on the port side, forward at the to the OFF position. Vent the low sea suction strainer and when
pump set as the standby pump, the standby pump will start automatically in
bottom platform level. The copper acts as an anti-fouling anode and aluminium clear of air, manually open the strainer outlet valve QA01.
the event of the duty pump failing to maintain the desired sea water supply
pressure, or the running pump fails. When a pump is started, the next numbered acts as an anti-corrosion cathode. The anodes and cathodes release ions into the
sea water and these have the effect of destroying marine organisms. The ions b) Ensure that the high sea suction valve QA27 and the high
pump is automatically selected as standby if it is available; ie, if No.1 pump
dissolve in the sea water to form a gelatinous floc which is carried throughout suction strainer valve QA02 are both closed.
is started, No.2 pump is automatically selected as the standby pump. The
selection of a pump for standby is indicated by the ‘Standby’ indicator lamp the sea water circulating system. The floc forms a thin coating on all surfaces in
the sea water system which has the effect of preventing corrosion. The MGPS c) The sea suction crossover main is now operational.
being illuminated on the pump control panel at the main switchboard. To allow
for automatic changeover, pumps must be selected for AUTO CHANGE at its thus controls marine growth and reduces corrosion in the entire sea water
respective main switchboard group starter control panel. system. It is important that the correct current is applied to the anode and the Note: The sea suction strainers must be checked and cleaned at frequent
cathode in order to produce the desired effect for the volume of water flowing intervals or the suction pressure drop across the strainer increases.
Note: When the pumps are set for AUTO CHANGE, the standby pump will through the system.
automatically cut-in on failure of a running pump, or if the system pressure is CAUTION
too low. However, if the duty pump is stopped on command (or inadvertently) The current at the anode and cathode should be adjusted within the normal Before cleaning the suction strainers, prove the vent is clear and check
from any of its start/stop positions, then the standby pump will not start, as operating range for the sea water flow through the sea suction chest, and a daily for pressure, then isolate the strainer by closing the inlet and outlet
the control system will recognise the shutting down of the pump as a human check made to ensure that the correct current is applied. valves. Check the vent again, if it indicates no pressure the valves are
command function and not a system failure. It is not necessary to have the tight, slacken the filter cover securing bolts without removing them.
duty pump set in MANUAL mode when it is in operation. The main cooling sea water pumps discharge to the low temperature cooling Break the joint. If the valves again prove tight, remove the cover.
system heat exchangers and then overboard. A backflushing system is provided
Illustration 2.4.1b Backflushing Central Coolers
T PI
200 200
QB31 QA08
T PI PS
200 200 300

From Main Sea Water Pumps
QB31 Q0A9
Q64
No.1 Central
Cooler
QA42
NC QA30
250
From / To LT Cooling 200
Water System 200 200
250
200
T PI
200 200 300
QB26 QA11
300
QA44
T PI
200 200 QA43

300
QB25 QA10 Recirculation to Starboard Sea Chest
Q66
No.2 Central
Light Load Waterline Cooler
Overboard
300 300
QA29
Key
Sea Water
Valve Open
Valve Closed
Procedure for Operation of the Cooling Sea Water System Procedure for Backflushing of the Central Coolers
a) Ensure that the sea water crossover main is operating as described The central coolers are backflushed when the pressure drop across the cooler
above. Use either the low or high sea suction according to the increases to an unacceptable level. The pressure drop will increase when silt
vessel’s location (deep or shallow water). and debris becomes lodged in the sea water passages of the cooler and the in-
line filter; this debris must be removed to restore the operational efficiency of
b) Ensure all pressure gauge and instrumentation valves are open. the cooler.
The settings assume that No.1 central cooler is to be in service, however, the Backflushing is the forcing of sea water backwards through the cooler from
valves for No.2 central cooler may be opened if the sea water temperature is the normal cooler outlet to the normal cooler inlet. During the backflushing
above 25°C and additional cooling is required. operation the sea water flow through the coolers is changed from a parallel
configuration to a series configuration.
The sea water from the outlet of the cooler operating normally is directed
Open No.1 main CSW pump suction valve QA07
back through the other cooler which is being backflushed. The sea water is
Closed No.1 main CSW pump discharge valve QA38 then discharged overboard. Each central cooler has a backflush water valve
Open No.2 main CSW pump suction valve QA06 QA42 for No.1 cooler and QA44 for No.2 cooler. The discharge valve from the
Closed No.2 main CSW pump discharge valve QA37 coolers to the overboard line, QA43, is closed to direct the water flow through
Open No.3 main CSW pump suction valve QA05 the backflushing line rather than directly overboard. The illustration above
shows an example of backflushing No.2 cooler; valves which are shaded in red
Closed No.3 main CSW pump bilge suction valve QA23
are closed.
Closed No.3 main CSW pump discharge valve QA36
Open No.1 central cooler inlet valve QA09 a) With the main cooling sea water circulation system operating
Open No.1 central cooler outlet valve QA08 normally, open the cooler backflushing valve for the cooler
Closed No.2 central cooler inlet valve QA10 being backflushed (in this example, QA44 for No.2 cooler), and
Closed No.2 central cooler outlet valve QA11 close the normal sea water inlet valve to the same cooler being
backflushed, valve QA10 for No.2 central cooler.
Open Discharge valve from coolers to overboard line QA43
Closed No.1 cooler backflush valves QA42 b) Close the cooler system discharge valve to the overboard line,
Closed No.2 cooler backflush valves QA44 QA43.
Open Overboard discharge valve QA29
Closed Recirculation valve QA46 c) Sea water leaving the cooler which is operating normally (in this
example, No. 1 cooler) cannot flow directly overboard as the
Closed Direct overboard discharge valve for emergency bilge QA30
discharge valve to the overboard line, QA43 is closed. The sea
water flows into the cooler being backflushed (in this example,
c) Start one main cooling sea water pump locally with the discharge
No.2 cooler) through that cooler’s sea water outlet pipe and
valve closed, then slowly open the discharge valve.
leaves the cooler through the inlet connection. The backflushing
water flows to the ship’s side overboard valve via the cooler
d) Open the other main cooling sea water pump discharge valves.
backflushing valve QA44.
e) Vent the central coolers to ensure a full flow of sea water
d) When backflushing is complete, open the cooler’s inlet valve
through each cooler.
QA10. Open the cooler system discharge valve to the overboard
line valve QA43, and close the cooler backflush valve QA44.
f) In the ECR, stop the running sea water pump, then set the
selection switch for all three pumps to the AUTO CHANGE
e) No.1 central cooler may also be backflushed in a similar manner
position. Restart the duty pump.
as required.
g) Start the marine growth prevention system operating for the
working sea chest. It is essential that the MGPS is only operated
for a sea chest when water is flowing through that sea chest.
Illustration 2.4.2a Auxiliary Sea Water System
To Fire and Wash
Deck System
200
Key
QD45
Overboard
Sea Water
200
Fire Main
QD20 QD32 QD33
200 Sea Chest
Technical Water (Port)
200 RX01
Bilge / Drain To/From Remote
200 Valve Hydraulic
RX02
Hydraulic Oil System
200 QD30 QD34 Emergency Handpumps QA27
PI Bilge, Ballast, Upper Platform
PI
200 Fire and General Port
450
No.2 Service Pumps
No.1 QA02
(250/150m3/h
200 PV PV x 1.0/0.45MPa)
From Fresh Water Tanks QD29 QD39 200 200

(Port and Starboard)
QD27 450
200 200
QD61
QD31 QD28
To / From Aft Peak Tanks 200 200
QD35
From Aft Peak Tanks 200 TT
QA18 PI PV
200 200 200

To Inert Gas Generator
QA17 QA39 QA26 QA16
Inert Gas 200
Scrubber Pump QA50
50
To Inert Gas Deck Seal (318m3/h x 0.45MPa) AE03 AE02
450
150
PI PV
150
100 100 100 AE04 AE01

To Fresh Water Generator
PV PV
TG13 TG14 Tank Cleaning
Fresh Water Generator Pumps QA01
Ejector Pump No.2 No.1 (125m3/h x 1.1MPa)
(62m3/h x 0.42MPa) PI PV 40
PI PI
PS No.1 QA59
200
40
AE05 AE06
QA28
QA25 QA15
QD102 PI PV AE07 AE08
No.2 150
40 Sea Chest
(Starboard)
QA24 QA14
Deck Seal Pumps
(3m3/h x 0.3MPa)
200 200
To Tank Cleaning System
2.4.2 Sea Water Service System Bilge, Ballast and Fire Pumps Deck Seal Sea Water Pumps
These pumps are able to act independently or in parallel and provide a The two seal water pumps supply water to the inert gas deck seal on deck.
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan combination of services. One pump being selected as the duty pump and the other pump for automatic
Type: Vertical, centrifugal - two-speed standby. A pressure switch will automatically start the standby pump should
Model: RVP200-2MS, self-priming One of the bilge, ballast and fire pumps is normally set up as a fire pump, the duty pump fail to maintain the desired pressure in the system. The pumps
No. of sets: 2 discharging to the fire and wash deck line supplying the deck foam system and are started and stopped manually with local pushbuttons or from the starter
the fire main. The suction and discharge valves are left open and the pump is box in the IGG room on A deck. This section is described in Section 2.15 of
Capacity: 150/250m3/h at 1.05/0.45MPa
set for remote operation. The fire hydrant system is described in Section 4.1 this manual.
Power: 132/40kW, 440V, 60Hz of this manual.
Speed: 1,800/1,200 rpm
When used for ballast service, the bilge, ballast and fire pumps discharge to or
Tank Cleaning Pumps draw from the aft peak ballast tanks. The pumps can also act as back-up pumps
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan for the inert gas scrubber pump, to supply the inert gas generator system with
sea water.
Type: Vertical, centrifugal
Model: RVP160-2M In addition, there is a connection via valves QD60 and QD59 and a removable
No. of sets: 2 spool piece, which allows the pumps to draw from the port and starboard
Capacity: 125m3/h at 1.1MPa domestic fresh water tanks. This connection can also be used to supply fresh
water to the cargo tank cleaning system.
Power: 75kW, 440V, 60Hz
Under emergency conditions where the safety of the ship is at risk due to
Inert Gas Scrubber Pump flooding in the engine room, the pumps can be used to discharge bilge water
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan directly overboard. Both pumps can draw water from the machinery space
Model: GVD260-2M bilge wells via the common bilge main. The No.1 bilge, ballast and fire pump
No. of sets: 1 can also draw water directly from the port forward bilge well. The bilge suction
valves on each pump should normally locked closed with a breakable seal.
Capacity: 318m3/h x 0.45MPa
By selection of the suction and discharge valves, both pumps can perform
Deck Seal Sea Water Pumps similar duties.
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan
Model: HJ40-2M Tank Cleaning Pumps
No. of sets: 2 These pumps supply either sea water or technical water to the cargo tank
Capacity: 3.0m3/h x 0.30MPa cleaning system. This system is described in the Deck Operating Manual,
Section 2.5.
Description Inert Gas Scrubber Pump
Other sea water systems taking suction from the sea water suction crossover The scrubber pump supplies cooling water to the inert gas generator and
are: cleaning water to the scrubber, with an alternative supply available from the
bilge, fire and ballast pumps. This section is described in Section 2.15 of this
• Bilge, ballast and fire pumps manual.
• Sludge pump
• Inert gas scrubber supply pump
• Deck water seal pumps
• Fresh water generator ejector/feed supply pump
• Cargo tank cleaning system
Illustration 2.4.3a Engine Room Ballast System
Overboard QD45
Sea Chest
(High)
To Inert Gas System
QD20 To Fire and
Fresh Water Tank
(Port) Wash Deck
System
200 200 QA27
QD60
200 QA02
200
QD32 QD33
150
Boiler
Water Port Forward
Tank 200 QD29 QD30 QD39 QD34 Bilge Well
Aft Peak Tank
(Port)
200
QD37 200 200 200 RX01 200

200 200
QD61
Rudder QD27
RX02
Trunk 200
P P 200
QD28
200
Aft Peak Tank QD44

No.2 Bilge, No.1 Bilge,
(Starboard)
Ballast, Fire Ballast, Fire
PV PV
and GS Pump and GS Pump
(250/150m3/h (250/150m3/h
200
x1.0/0.45MPa) x1.0/0.45MPa)
QD59
450
To Tank 150
Cleaning System
QD23
200 200 200 200 200
200
QD35
Fresh Water Tank
(Starboard) 200
QD102
QD31
QD25 QD26 QA01
200
200 200
Key
QA28
Ballast Water
150
Fire Main From Bilge System From Bilge System
Sea Chest
Fresh Water (Low)
Bilge / Drain
2.4.3 Engine Room Ballast System No.2 Bilge, Ballast and Fire Pump c) Start the No.1 bilge, ballast and fire pump.
The port and starboard aft peak tanks may be used for either fresh water Position Description Valve d) Open the discharge valve QD34 slowly until the discharge line
(technical water) or sea water. Ballasting is carried out in conjunction with the Open Port aft peak ballast tank suction/filling valve QD44 is pressurised.
main ballast system to trim the vessel. Technical fresh water is carried for use Closed Starboard aft peak ballast tank suction/filling valve QD37
in the cargo tank cleaning system. The aft peak tanks are serviced by the bilge, Closed Bilge main suction valve QD25 e) Empty the aft peak tank, taking care that the pump does not run
ballast and fire pumps. dry.
Open Sea suction valve QD28
Open Discharge valve QD30
Procedure for Ballasting/Deballasting the Aft Peak Tank f) Shut the pump discharge valve and stop the pump. Close all the
Closed Discharge valve to aft peak tanks QD29 valves.
Ballasting Closed Discharge valve to fire main RX01
a) Ensure that the remote reading gauges are in operation. Closed Discharge valve to inert gas system QD20 g) Line-up the pump for fire main duty as required.
Closed Discharge valve to overboard QD32
b) Ensure that the sea water suction crossover is operational. Closed Discharge valve to cargo tank cleaning system QD102 No.2 Bilge, Ballast and Fire Pump
Closed Fresh water suction to bilge, ballast and fire pump QD61
c) Set the valves as shown below, all valves are initially in the Position Description Valve
closed position. It is assumed that the port aft peak tank is to be d) Start the No.2 bilge, ballast and fire pump. Open Port aft peak ballast tank suction/filling valve QD44
filled. Closed Starboard aft peak ballast tank suction/filling valve QD37
e) Open discharge valve QD29 slowly until the line is pressurised. Closed Bilge main suction valve QD25
No.1 Bilge, Ballast and Fire Pump Closed Sea suction valve QD28
f) Fill the port aft peak tank to the required level. Closed Discharge valve QD30
Open Port aft peak ballast tank suction/filling valve QD44 g) Shut the discharge valve, stop the pump and close all valves. Closed Discharge valve to aft peak tanks QD29
Closed Starboard aft peak ballast tank suction/filling valve QD37 Closed Discharge valve to fire main RX1
Closed Port forward direct bilge well suction valve QD23 Closed Discharge valve to inert gas system QD20
Deballasting
Closed Bilge main suction valve QD26 Open Discharge valve to overboard QD32
The procedure assumes that the port aft peak tank is to be emptied.
Open Sea suction valve QD27 Closed No.1 bilge, ballast and fire pump discharge valve to QD33
overboard/inert gas system
Open Discharge valve QD34 a) Ensure that the transmitters for the remote reading gauges are in
operation. Open Overboard discharge valve QD45
Closed Discharge valve to aft peak tank QD39
Closed Discharge valve to fire main RX02 c) Start the No.2 bilge, ballast and fire pump.
b) Set the valves as shown below, all valves are initially closed. It
Closed Discharge valve to inert gas system QD32
is assumed that the aft peak ballast line is flooded.
Closed Discharge valve to overboard/inert gas system QD33 d) Open the discharge valve QD30 slowly until the discharge
Closed Discharge valve to cargo tank cleaning system QD102 piping is pressurised.
No.1 Bilge, Ballast and Fire Pump
Closed Fresh water suction to bilge, ballast and fire pump QD61
e) Empty the port aft peak tank, taking care that the pump does not
d) Start the No.1 bilge, ballast and fire pump. run dry.
Open Port aft peak ballast tank suction/filling valve QD44
Closed Starboard aft peak ballast tank suction/filling valve QD37 f) Shut the pump discharge valve and stop the pump. Close all the
e) Open discharge valve QD34 slowly until the line is pressurised.
Closed Bilge main suction valve QD26 valves.
f) Fill the port aft peak tank to the required level. Closed Sea suction valve QD27
Closed Discharge valve QD34 g) Line-up the pump for fire main duty as required.
g) Shut the discharge valve, stop the pump and close all valves. Closed Discharge valve to aft peak tanks QD39
CAUTION
Closed Discharge valve to fire main RX02
The ballast tank suction valves must not be opened onto an empty
Closed Discharge valve to inert gas system QD32
pipeline in order to prevent pressure shock and the possible damage of
Open Discharge valve to overboard/inert gas system QD33 the pump and lines.
Open Overboard discharge valve QD45
Illustration 2.4.4a Fresh Water Generator System
From
Main Engine
TG01 TG10
QB123 Main Engine
Upper Deck
Jacket Water
Preheater P T Fresh Water Generator
100
QB62
QB122 QB63
100
Fresh Water Tank 65 65
(Port) QB61
125 125 T
100
Boiler Water
Tank TG11 T
QB77 25
100
To/From HT Cooling System Set: 80°C
Aft Peak TG12 Distillate Pump
(Port) TG02 (2.1m3/h x 0.28Mpa)
QB59
QB74
TG21 TG04
65 FG
To/From LT Cooling System QT T P P
P FQ
50 65
TG03 Overboard
25 25 100
Ejector TG15
65 65
TG20 TG06
TG09 TG07
Aft Peak 25 15
(Starboard) TG23
TG25 25 To Bilge Flow Meter
Including
Regulating Treatment From Service
Control T Valve Tank
25 Water System
FRESHWATER GENERATOR
Panel
TG05 TG28
Fresh Water Tank TG27 TG26 TG29 TG24
(Starboard) TG13
Steriliser Rehardening
Filter
Ejector Pump
(62m3/h x 0.42Mpa)
Key
V
Sea Water
100
Fresh Water
Sea TG14
Boiler Water Chest
(Port) 450 450
HT Cooling Water Sea
QA27 QA02 QA01 QA28
Chest
Control Signal (Starboard)
2.4.4 fresh water generator System • Combined brine/air ejector The distilled water produced is pumped to the fresh water storage tanks by the
distillate pump. This distillate is monitored by a salinity indicator and should
• Ejector pump
Fresh Water Generator the salinity rise above a set amount (approximately 10ppm), a solenoid valve
• Fresh water distillate pump in the discharge line is activated and the water is diverted from the storage tank
Manufacturer: Alfa Laval AB, Lund, Sweden discharge line and dumped into the bilge. When the distillate salinity level
• Salinometer
Type: Vacuum distillation drops below the maximum allowable setting, the solenoid valve will close and
• Control panel the discharge of distillate to the fresh water storage tanks will resume.
Model: JW(S)P-26-C100
Capacity: 25m3/day (2ppm Cl max.) The fresh water generator (evaporator) utilises the waste heat in the jacket Because the fresh water generation uses the low temperature process it is
cooling water from the main engine as the heating medium and is capable of important to sterilise the water before using it for domestic purposes.
Sea Water Ejector Pump producing up to 20 tons per day of distilled water. The basic working principle
is that the evaporator section boils sea water in a vacuum of at least 625mmHg Due to the possibility of pollution it is recommended that the fresh water
Manufacturer: Alfa Laval AB, Lund, Sweden at a temperature of 57.8°C. The vapour produced passes through a separator generator is not operated when the vessel is within an estuary or less than
Type: Vertical, centrifugal and is condensed by sea water in the condenser section before being pumped twenty (20) miles offshore.
Model: CNL-80-80/200 to the fresh water storage tanks. The quality of distillate is continuously
Capacity: 62m3/h x 0.42MPa monitored by a salinity indicator which is fitted with an alarm.
Operating Procedure
Power: 21.4kW. 440V, 60Hz
An ejector pump provides a continuous supply of sea water for the evaporator.
This sea water supply acts to cool the vapour in order to condense it. It serves WARNING
Distillate Pump as a feed supply to the evaporator and is the driving fluid supply for the brine/
Do not operate the plant whilst the vessel is in polluted waters. Fresh
air ejector. The ejector creates a vacuum within the evaporator and removes the
Manufacturer: Alfa Laval AB, Lund, Sweden water should not be produced from contaminated water, as it will be
brine from the chamber.
Type: Horizontal, centrifugal unsuitable for human consumption.
Model: PWF20-40 The evaporator shell contains a titanium plate heat exchanger through which
Capacity: 2.1m3/h x 0.28MPa hot water circulates from the main engine jacket cooling system; this hot water Starting
Power: 0.75kW. 440V, 60Hz heats the sea water supplied to the evaporator by the ejector pump. Due to the a) Open the ejector pump suction valve TG14 and discharge valve
vacuum inside the chamber, the sea water will evaporate at the relatively low TG13.
temperature created by the circulating jacket water. A vacuum of approximately
Steriliser 85% is maintained by the ejector and this lowers the boiling point of the sea b) Open the ejector overboard discharge valve TG15.
water.
Manufacturer: Jowa AB, Göteborg, Sweden
Type: Silver Ion c) Close the vacuum breaker valve on the separator vessel.
Vapour produced from the sea water rises to the upper chamber, via a deflector
Model: JOWA AG-S plate and through demister pads, where any entrained sea water droplets are
d) Start the ejector pump, creating a vacuum.
Capacity: 1.5~6m³/h removed. The upper chamber houses the titanium plate condenser which is
supplied with sea water by the ejector pump and condenses the vapour. The
Ejector inlet pressure should be a minimum of 0.3MPa, back-pressure at the
condensed vapour (distillate) is drawn off by the distillate pump.
Rehardening Filter ejector outlet should be less than 0.06MPa.
Manufacturer: Jowa AB, Göteborg, Sweden After the cooling sea water passes through the heat exchanger, a portion is
Type: Dolomite taken as feed water for the evaporator section. During the condensation of the Evaporation
vapour the sea water gains some heat and this increases the overall efficiency of When there is a minimum of 90% vacuum (after a maximum 10 minutes),
Model: JOWA F-150-2
the system. The remainder of the cooling water powers the ejector, producing conditions are suitable for evaporation.
Capacity: 2.5m3/h the vacuum and extracting surplus feed water as brine. After the ejector the
water is discharged overboard. e) Open the valve for feed water treatment. Ensure that the
Introduction chemical dosing tank is full, then start the dosing pump.
The main engine jacket water system provides the heating medium in the lower
The fresh water generator consists of the following main components: chamber, entering into the heating coil at approximately 85°C and returning at f) Open HT cooling water inlet valve TG11 and outlet valve TG12.
approximately 70°C. The flow of hot cooling water through the evaporator, and The fresh water generator bypass valve QB77 should be open
• Evaporator section hence the rate of evaporation, is regulated by means of the bypass valve. The as this is used to regulate the flow of HT water through the
• Separator vessel evaporator feed water is treated with a foam and scale inhibiting compound evaporator.
from a chemical injection unit, which incorporates a flow control system to
• Condenser section regulate the quantity of chemical injected.
g) Adjustment of the bypass valve QB77 should be carried e) Allow the fresh water generator to cool down and then stop the Position Description Valve
out gradually, increasing the water flow and increasing the ejector pump.
Set Rehardening filter three-way ball valves
temperature in the shell.
f) Stop the feed water treatment dosing pump and close the supply Operational Steriliser automatic outlet valve
The temperature in the evaporator will rise, whilst the observed vacuum drops valve from the feed water treatment unit. Open Steriliser inlet valve TG26
to approximately 85%, indicating that evaporation has started. Open Steriliser outlet valve TG27
g) Open the vacuum breaker valve on the separator vessel. Closed Steriliser bypass valve TG05
Condensation Closed Boiler (feed) water storage tank direct filling valve TG03
h) Close the ejector pump inlet valve TG14 and outlet valve from distillate pump
After several minutes the temperature reduces again and normal vacuum is TG13.
re-established. Closed Line valve to/from deck connections TG06
i) Close the overboard discharge valve TG15 for the brine/air Open Line valve to fresh water storage and aft peak tanks TG20
h) Open the valve to the selected fresh water storage tank and the ejector.
system valves for the steriliser and the rehardening filter, if b) Ensure that the rehardening filter is correctly charged with
required (see below). j) Close the valve to the fresh water tank being filled. dolomite.
i) Switch on the salinometer. c) Ensure that the steriliser is supplied with power, the inlet valve
CAUTION
to the steriliser will only open if the steriliser is switched on.
j) Start the distillate pump and adjust discharge back-pressure to All valves, except the vacuum breaker valve, must remain closed when
0.12~0.16MPa. the fresh water generator is not in service.
d) Start-up the fresh water generator as described above.
The discharge from the distillate pump leads to the filling valves of both fresh
Note: After starting the distillate pump the flow sight glass in the air suction e) Open the filling valve of the selected tank.
water tanks, boiler water tank and the aft peak tanks. Before the fresh water
pipe must be empty.
produced is discharged to the storage tanks, it is passed through a rehardening
f) Start the distillate pump, discharge should be to the bilge.
filter which increases the hardness and pH value of the distilled water to make
Adjustment of Jacket Water Flow it suitable for human consumption. The water is also sterilised by passing it
g) Switch on the salinometer.
through a silver ion steriliser unit which destroys bacteria and leaves a residue
The required flow of HT cooling water is obtained by adjustment of the bypass
of silver ions in the water, so providing effective sterilisation. Sterilisation by
valve QB77. For maximum output the outlet temperature of the HT water from When the reading is satisfactory, the discharge will change over to discharge
this method ensures that the water is maintained in a good condition, even
the evaporator should be about 68.5ºC. It should be noted that the evaporator to the tanks.
when stored in the tanks for a period of time.
acts as a cooler and care must be taken to ensure that the main engine is not
over-cooled. h) Turn on the steriliser.
Procedure for Filling the Fresh Water Tanks
Adjustment of Sea Water Flow Distilled water from the fresh water generator will flow to the selected fresh
a) All valves are initially closed, set valves as follows: water storage tank through the rehardening filter and steriliser, where essential
The sea water flow is correct when the inlet pressure at the inlet to the ejector minerals are added to the water to ensure that it is fit for human consumption,
is between 0.30~0.40MPa. and via the steriliser, where harmful bacteria are destroyed before the water
Open as Filling valve for port FW tank TG04 flows to the storage tank.
Stopping the Fresh Water Generator required Filling valve for starboard FW tank TG07
Filling valve for boiler water tank TG02 It is essential that the steriliser is operating, as the low temperature at which
a) Shut down the steriliser, if water was being directed to the the distillate is produced will not destroy all the bacteria which may be in the
domestic fresh water tanks. Filling valve for the starboard aft peak tank TG09
Filling valve for the port aft peak tank TG21 sea water feed.
b) Stop the distillate pump. When it is necessary to change over the production from the fresh water
If Filling the Domestic Fresh Water Tanks generator to the boiler water tank, it is important to ensure that the inlet to the
c) Switch off the salinometer. rehardening filter is closed, with the bypass valve open and the direct filling
valve to the boiler water tank TG3 open.
d) Fully open the bypass valve QB77 and close the HT water inlet Open Rehardening filter inlet valve TG24
valve TG11 and outlet valve TG12. Open Rehardening filter outlet valve TG29
Closed Rehardening filter bypass valve TG28
2.5 Fresh Water Cooling Systems
2.5.1 Main Engine Jacket Cooling Water System
2.5.2 Central Cooling Water System
Illustration 2.5.1a High Temperature Cooling Water System
From Low Temperature 32

(LT) Cooling Water System QB72
(See Illustration 2.5.2a) QB76 Key
25 25 From Fresh Water High Temperature Cooling Water
Fresh Water Expansion Hydrophore System
QB23 Low Temperature Cooling Water
Tank
(1.0m3) LAL
1612 Domestic Fresh Water
Sea Water
QB99 QB64 QB69 QB68
Bilge / Drain
25 32 Control Signal
Normally Closed,
QB86 QB21 Valve to be opened
P when filling system
QB70 QB130
To Bilge 125
50
LSA Deaeration
1613 Alarm
QB123
A
150
To / From Low Temperature
(LT) Cooling Water System B QB65
(See Illustration 2.5.2a) 150 QB87
QB67
125 Main Engine
To Bilge
Jacket Water
QB66 Preheater
100 Fresh Water Generator
50 32 QB62
PS
QB63
P T
Main Engine High Temperature
(HT) Cooling Water Pumps 100
Main Engine
(83m3/h x 0.3MPa)
QB61
50 QB122
QB48
QB57 QB55
T
P P
100
TG11
No.1 No.2 QB77
Deaerating 100 100
PV PV Vessel
TG12 T
Set: 80°C
QB53 QB52 FG
125
125 QT
QB59 T P P
QB74 25 100
To Fresh Water Tanks
TG15
C
80

(See Illustration 2.5.2a) D 80 From Ejector Pump
2.5 fRESH WATER cOOLING Systems When the engine is shut down or running on low load, the jacket water Procedure for the Operation of the Main Engine Jacket
temperature is maintained by a proportion of the HT fresh water being circulated Cooling Water System
2.5.1 Main Engine Jacket COOLING WATER System through the jacket cooling water preheater, this utilises a thermostatically
controlled supply of 0.70MPa steam as the heating medium. a) Ensure that the level in the expansion tank is correct.
High Temperature Cooling Water Pumps
At sea, when the main engine is operating at normal load, the preheater will be b) Ensure all pressure gauge and instrumentation valves are open.
Manufacturer: Shinko Industries Ltd.,Japan
bypassed and the water directed through the fresh water generator, which acts
Model: SVS 125M as a jacket water cooler whilst producing fresh water for the ship by means of c) Ensure the fresh water generator is bypassed.
No. of sets: 2 low pressure evaporation.
Capacity: 83m3/h at 0.30MPa d) Ensure that all individual main engine cylinder inlet and outlet
Power: 15kW at 1,800 rpm If required, it is possible to maximise fresh water production by using the
valves are open, and that the isolating valves on the turbocharger
preheater to increase the heat available for the fresh water generator.
casing are open and all vent valves are shut.
The closed-circuit, main engine high temperature (HT) cooling water system is
A thermostatically controlled three-way valve is located in the return line to the
provided with two circulating pumps. The system supplies cooling water to the e) Ensure that all individual main engine cylinder vent and drain
high temperature cooling water pumps. This valve provides an interconnection
main engine cylinder jackets, cylinder heads, exhaust valves and turbocharger valves are closed.
between the high temperature and the low temperature section of the central
casing.
cooling system. This valve operates by diverting water from the high
f) Position the valves as shown in the following table:
temperature side of the system to the low temperature side in order to maintain
In normal operation the pumps operate with one as duty and the other on
the temperature of the cooling water leaving the exhaust valves to between 80
standby. To allow for automatic changeover, both the pumps must be selected Position Description Valve
to 85oC.
for AUTO CHANGE at their group starter panel on the main switchboard. Open Fresh water expansion tank float valve isolating QB33
Make-up water is provided from the low temperature section of the system valve
Note: When the pumps are set for AUTO CHANGE, the standby pump will to the high temperature section of the system via valve QB074, which is kept Operational Fresh water expansion tank float valve QB73
automatically start on failure of the running pump or if the system pressure open whenever the main engine is operating or available to run. Closed Fresh water expansion tank float valve bypass QB76
is too low. However, if the duty pump is stopped from any of its start/stop
valve
positions (even by accident), then the standby pump will not start, as the To reduce the entrapment of air in the central cooling system, water returns
control system will recognise the shutdown signal as an operator command Open Expansion tank run down valve QB68
to the high temperature cooling water pump suctions through a deaerator, this
function and not a system failure. vents to the fresh water expansion tank. Open Make-up valve from LT cooling system QB74
Operational HT cooling temperature control valve QB59
Note: It is not necessary to have the duty pump set in MANUAL mode when An alarm is fitted between the deaerator and the expansion tank, which will Open No.1 HT FW circulating pump suction valve QB53
it is in operation. be initiated if excess air or gas is vented, indicating a malfunction of the main Open No.1 HT FW circulating pump discharge valve QB57
engine, such as a cracked cylinder liner. The water trap has a filling/make-up
Open No.2 HT FW circulating pump suction valve QB52
The circulating pumps supply cooling water to the main engine inlet header, connection from the fresh water expansion tank through valve QB068.
with a proportion diverted to either the jacket water heater or fresh water Open No.2 HT FW circulating pump discharge valve QB55
generator. The cooling system is continually vented from its highest point to The 1m3 fresh water expansion tank, which is common to both sections of the Open System vent valve to expansion tank QB86
the fresh water expansion tank, which the high temperature section of the fresh central cooling system, provides a positive suction head to the pumps of both Closed Priming/vent valve QB21
water system shares with the low temperature section. systems. The tank also provides allowance for thermal expansion of the cooling Open Main engine inlet valve QB66
water over the temperature differences experienced between shutdown and full
Open Connection IN/OUT for jacket cooling water QB48
The main engine cooling water inlet header supplies each cylinder jacket, load. The water level in the tank is maintained automatically by a supply from
the engine room fresh water service system via a float valve and is fitted with Open Main engine outlet valve QB123
and this water then passes through the exhaust valve before joining the outlet
header. Isolating valves are fitted to the jacket inlet and exhaust valve outlet a low level alarm. Closed Main engine bypass valve QB122
lines for each unit, to allow each cylinder to be individually isolated if required. Open Preheater inlet valve QB62
The individual units being fitted with separate drain valves connected to a If the level in the tank rises too far, an overflow line leading to the dirty bilge Open Preheater outlet valve QB61
common line draining to the aft bilge well. water tank is provided.
Closed Preheater bypass valve QB63
To reduce the possibility of corrosion the cooling water in both systems is Open FW generator bypass valve QB77
treated with inhibitor chemicals. The cooling water should be tested according Closed FW generator inlet valve TG11
to the supplier’s requirements and according to company procedures, any Closed FW generator outlet valve TG12
chemical treatment required should be added to the header tank and the amount
recorded.
Illustration 2.5.1a High Temperature Cooling Water System
From Low Temperature 32

(See Illustration 2.5.2a) QB76 Key
25 25 From Fresh Water High Temperature Cooling Water
Fresh Water Expansion Hydrophore System
QB23 Low Temperature Cooling Water
Tank
(1.0m3) LAL
1612 Domestic Fresh Water
Sea Water
QB99 QB64 QB69 QB68
Bilge / Drain
Normally Closed,
QB86 QB21 Valve to be opened
P when filling system
QB70 QB130
To Bilge 125
50
LSA Deaeration
1613 Alarm
QB123
A
150
(LT) Cooling Water System B QB65
(See Illustration 2.5.2a) 150 QB87
QB67
125 Main Engine
To Bilge
Jacket Water
QB66 Preheater
100 Fresh Water Generator
50 32 QB62
PS
QB63
P T
Main Engine High Temperature
(HT) Cooling Water Pumps 100
Main Engine
(83m3/h x 0.3MPa)
QB61
50 QB122
QB48
QB57 QB55
T
P P
100
TG11
No.1 No.2 QB77
Deaerating 100 100
PV PV Vessel
TG12 T
Set: 80°C
QB53 QB52 FG
125
125 QT
QB59 T P P
QB74 25 100
To Fresh Water Tanks
TG15
C
80

(See Illustration 2.5.2a) D 80 From Ejector Pump
g) Ensure that the low temperature central fresh water cooling
system is operating correctly.
h) Vent the system by opening valve QB21 and then closing the
valve when all air has been released.
i) Start one high temperature cooling water circulating pump and

select the other pump for automatic standby.
j) Vent the preheater.
k) Ensure that the condensate drain valve from the preheater is

open and supply steam to the preheater.
l) Slowly bring the cooling water temperature up to the operating

temperature via the temperature setting on the steam regulating
valve. Check the system for leaks and correct any that occur.
m) Test the cooling water system for inhibitor concentration and

add chemicals as required.
n) When the main engine is at sufficient power the high temperature

cooling water can be circulated through the fresh water generator
if necessary. Refer to Section 2.4.4 for details of operating the
fresh water generator.
o) Open the preheater cooling water bypass valve QB48.
p) Close the preheater cooling water inlet and outlet valves QB62
and QB61.
Illustration 2.5.2a Low Temperature Cooling Water System
32 From Fresh Water
25
QB72 Hydrophore System
Key QB76
25
High Temperature Cooling Water
Fresh Water Expansion QB23 From Main Engine HT
Low Temperature Cooling Water QB42 QB43 QB44 Tank CoolingWater System
(1.0m3) LAL (See Illustration 2.5.1a)
Bilge / Drain 1612
Control Signal B C
QB45 QB46 QB46
QB64 QB68 QB69
Frequency Convertor Unit QB133
25
To / From From
Deaeration Main QB07 Main Engine
100 100 100
Vessel Engine Lubricating Oil
T
150 Cooler
No.1 No.2 No.3 To Bilge T
Auxiliary Diesel Engines

Atmospheric QB06
QB132 QB54 T
QB129 Refrigeration Condenser 65
P PI T
Compressor Units T PI
T QB56
50 50 150 QB04
32 32 QB05
No.1 ODME
QB13 QB19 S QB116 S QB117 S QB118 20 Composite Boiler 20
65 50 200 150 150
50 50 Gas Oil Cooler QB 15
P PI T T PI QB
QB39 QB40 QB41 To High Temperature (HT)
50 Main Engine 50 QB166 QB167
32 32 Gas Oil Cooler Cooling Water System
No.2 QB169 QB164 65 (See Illustration 2.5.1a)
QB12 QB18 32
32 Auxiliary Engine D A
80 Gas Oil Cooler
Air Conditioning 200 QB170 QB165 250
P PI T Compressor Units T PI
QB06
QB134 QB126
QB27 300
100 100
No.1 From Inert Gas Generator T
QB14 QB16
150 P PI T T PI 150 200
QA8 QB32
T QB80 PS P PV
100 100 50 25
No.2
QB15 QB17 No.1 Main Air Compressor From / To
QA9 QB31
Sea Water
Cooling No.1 Central QB28 QB34 QB33 QB49
Cooler No.1
PV P PS Frequency Room Air System 50 150 80
200 200 PS P PV
150 Conditioning Unit
QB157 QB158 QB08 QB10 150 65 25
25 QB30
T T
QB108 QB84 Bridge Air
80 No.1 50 T
PV P Conditioning Unit
QB127 QB128 QB36 QB35 QB50
No.2
Galley Air QB22 Set: PS P PV
No.2 Main Air Compressor QA11 QB26
Conditioning Unit T 36°C
QB83 QB85 QB109 QB135 300 300
No.2 32 300
Low Temperature (LT) ECR Air
Cooling Booster Pumps Conditioning Unit QA10 QB25 QB29 QB38 QB37 QB51
QB02 QB03 QB09 QB11 65 No.3
(20m3/h x0.2MPa) No.2 Central
T T T Intermediate QB24 P
Low Temperature (LT)
50 Workshop Air 25 Cooler
Shaft Bearing Cooling Water Pumps QB71
Conditioning Unit
QB163 QB60 QB01 QB20 300 T
(300m3/h x 0.35MPa)
150 150 200 200
PV P
Inert Gas Generator
FW Cooling Pump 65
(15m3/h x0.25MPa)
QB172 QB111
2.5.2 Central Cooling WATER System The central coolers operate as one duty and one standby when the sea Procedure for the Operation of the Central Cooling Water
temperature is below 24°C. Above that figure, or at times of high cooling System
Low Temperature Fresh Water Pump demand, both coolers will be required. The coolers are put into service by the
Manufacturer: Shinko Industries Ltd., Japan manual positioning of their respective inlet and outlet valves. a) Ensure that the level in the FW expansion tank is correct.
Model: SVS 200M
In normal operation, with the sea temperature below 25°C, one circulating b) Ensure all pressure gauge and instrumentation valves are open.
No. of sets: 3 pump will be run as duty with the remaining two as selectable standby units.
Capacity: 300m3/h at 0.35MPa A pump selected as standby is identified by its standby light on the switchboard c) Position the valves as shown in the following table:
Power: 45kW at 1,800 rpm control panel being illuminated.
Low Temperature Fresh Water Booster Pump Above 25°C, two pumps will be required. A pressure switch on the pump Open Fresh water expansion tank rundown valve QB069
discharge header will operate to start the selected standby pump at a set (low)
Manufacturer: Shinko Industries Ltd., Japan Open No.1 LTFW pump suction valve QB049
pressure.
Model: GJ50-20M Open No.1 LTFW pump discharge valve QB034
No. of sets: 2 When a pump is selected as the duty pump the next numbered pump is Open No.2 LTFW pump suction valve QB050
Capacity: 20m3/h at 0.20MPa automatically selected as the standby unit, for example: Open No.2 LTFW pump discharge valve QB036
Power: 3.7kW at 3,600 rpm Open No.3 LTFW pump suction valve QB051
Duty pump 1 Standby pump 2
Open No.3 LTFW pump discharge valve QB038
Duty pump 2 Standby pump 3
The closed-circuit, low temperature (LT) central fresh water cooling system is Open No.1 LTFW booster pump suction valve QB084
provided with three circulating water pumps which supply water, via two sea Duty pump 3 Standby pump 1
Open No.1 LTFW booster pump discharge valve QB108
water cooled central coolers, to the following equipment:
To allow for automatic changeover, the pumps must be selected for AUTO Open No.2 LTFW booster pump suction valve QB083
• Generator diesel engines x 3 CHANGE at the switchboard control panel. Open No.2 LTFW booster pump discharge valve QB085
• Main engine lubricating oil cooler Open LTFW booster pumps bypass valve QB163
The low temperature FW pumps receive suction from the low temperature
• Main engine (scavenge) air cooler system and the high temperature bleed-off from the jacket cooling water Open No.1 central cooler inlet valve QB032
• Main engine turbocharger lubricating oil cooler system. The pumps discharge directly to the central coolers. Open No.1 central cooler outlet valve QB031
Closed No.2 central cooler inlet valve QB026
• Main (starting) air compressors x 2 A thermostatically controlled three-way valve, set at 36°C, modulates the flow
of water to the cooler(s), controlling the temperature of the circulating fresh Closed No.2 central cooler outlet valve QB025
• Atmospheric condenser
water. Operational LT cooling temperature control valve QB029
• Intermediate shaft bearing Open Main engine LO cooler inlet valve QB004
The 1m3 fresh water expansion tank, which is common with the HT cooling
• Accommodation air conditioning units x 2 Open Main engine LO cooler outlet valve QB006
system, provides a positive head to both systems, as well as allowing for thermal
• Provisions refrigeration compressors x 2 expansion. The water level in the tank is maintained automatically by a supply Open Main engine scavenge air cooler inlet valve QB065
from the service water system via a float valve and is fitted with a low level Open Main engine scavenge air cooler outlet valve QB067
• Gas/diesel oil coolers
alarm. To prevent corrosion the cooling water in both systems is treated with Open Main engine scavenge air cooler outlet line valve QB133
A bypass oil monitor unit is fitted after the gas/diesel oil coolers and activates inhibitor chemicals. The cooling water should be tested according to company Open Shaft bearing inlet valve QB020
an alarm if any trace of oil is detected. procedures, and any chemical treatment required added to the header tank.
Open Shaft bearing outlet valve QB022
The system is provided with two 100mm blanked connections which may be Open Main engine gas/diesel oil cooler inlet valve QB169
Additionally, booster pumps are provided to improve the supply of cooling
utilised to connect directly to an external cooling system when the vessel is in Open Main engine gas/diesel oil cooler outlet valve QB164
water to the following units:
dry dock or other similar condition. Open Oil monitor unit inlet valve QB166
• Galley air conditioning unit Open Oil monitor unit outlet valve QB167
• Engine control room air conditioning unit Open Auxiliary engine gas/diesel oil cooler inlet valve QB170
• Engine room workshop air conditioning unit Open Auxiliary engine gas/diesel oil cooler outlet QB165
valve
• Bridge air conditioning unit
Open No.1 auxiliary engine inlet valve QB039
• Frequency converter room air conditioning unit Open No.1 auxiliary engine outlet valve QB045
• Inert Gas Generator
Illustration 2.5.2a Low Temperature Cooling Water System
32 From Fresh Water
25
QB72 Hydrophore System
Key QB76
25
High Temperature Cooling Water
Fresh Water Expansion QB23 From Main Engine HT
Low Temperature Cooling Water QB42 QB43 QB44 Tank CoolingWater System
(1.0m3) LAL (See Illustration 2.5.1a)
Bilge / Drain 1612
Control Signal B C
QB45 QB46 QB46
QB64 QB68 QB69
Frequency Convertor Unit QB133
25
To / From From
Deaeration Main QB07 Main Engine
100 100 100
Vessel Engine Lubricating Oil
T
150 Cooler
No.1 No.2 No.3 To Bilge T
Auxiliary Diesel Engines

Atmospheric QB06
QB132 QB54 T
QB129 Refrigeration Condenser 65
P PI T
Compressor Units T PI
T QB56
50 50 150 QB04
32 32 QB05
No.1 ODME
QB13 QB19 S QB116 S QB117 S QB118 20 Composite Boiler 20
65 50 200 150 150
50 50 Gas Oil Cooler QB 15
P PI T T PI QB
QB39 QB40 QB41 To High Temperature (HT)
50 Main Engine 50 QB166 QB167
32 32 Gas Oil Cooler Cooling Water System
No.2 QB169 QB164 65 (See Illustration 2.5.1a)
QB12 QB18 32
32 Auxiliary Engine D A
80 Gas Oil Cooler
Air Conditioning 200 QB170 QB165 250
P PI T Compressor Units T PI
QB06
QB134 QB126
QB27 300
100 100
No.1 From Inert Gas Generator T
QB14 QB16
150 P PI T T PI 150 200
QA8 QB32
T QB80 PS P PV
100 100 50 25
No.2
QB15 QB17 No.1 Main Air Compressor From / To
QA9 QB31
Sea Water
Cooling No.1 Central QB28 QB34 QB33 QB49
Cooler No.1
PV P PS Frequency Room Air System 50 150 80
200 200 PS P PV
150 Conditioning Unit
QB157 QB158 QB08 QB10 150 65 25
25 QB30
T T
QB108 QB84 Bridge Air
80 No.1 50 T
PV P Conditioning Unit
QB127 QB128 QB36 QB35 QB50
No.2
Galley Air QB22 Set: PS P PV
No.2 Main Air Compressor QA11 QB26
Conditioning Unit T 36°C
QB83 QB85 QB109 QB135 300 300
No.2 32 300
Low Temperature (LT) ECR Air
Cooling Booster Pumps Conditioning Unit QA10 QB25 QB29 QB38 QB37 QB51
QB02 QB03 QB09 QB11 65 No.3
(20m3/h x0.2MPa) No.2 Central
T T T Intermediate QB24 P
Low Temperature (LT)
50 Workshop Air 25 Cooler
Shaft Bearing Cooling Water Pumps QB71
Conditioning Unit
QB163 QB60 QB01 QB20 300 T
(300m3/h x 0.35MPa)
150 150 200 200
PV P
Inert Gas Generator
FW Cooling Pump 65
(15m3/h x0.25MPa)
QB172 QB111
Position Description Valve d) Start one LT fresh water pump.
Open No.1 auxiliary engine vent valve QB042
e) Start the sea water cooling system, if not already running,
Open No.2 auxiliary engine inlet valve QB040 and supply sea water to a central FW cooler (refer to Section
Open No.2 auxiliary engine outlet valve QB046 2.4.1).
Open No.2 auxiliary engine vent valve QB043
Open No.3 auxiliary engine inlet valve QB041 f) Check the system for leaks and rectify any which occur.
Open No.3 auxiliary engine outlet valve QB047
g) Check the level of corrosion inhibitor and add treatment
Open No.3 auxiliary engine vent valve QB044 chemicals as necessary.
Open Auxiliary engine section return valve QB134
Open No.1 main air compressor inlet valve QB008 h) Check that one of remaining two LTFW pumps is selected for
automatic standby.
Open No.1 main air compressor outlet valve QB010
Open No.2 main air compressor inlet valve QB009
Note: When the pumps are set for AUTO CHANGE, the standby pump will
Open No.2 main air compressor outlet valve QB011 automatically start on failure of the running pump or if the system pressure
Open Frequency converter unit cooling inlet QB129 is too low. However, if the duty pump is stopped from any of its start/stop
Open Frequency converter unit cooling outlet QB132 positions (even by accident), then the standby pump will not start, as the
control system will recognise the shutdown signal as an operator command
Open Air conditioning condenser No.1 inlet valve QB013 function and not a system failure.
Open Air conditioning condenser No.1 outlet valve QB018
Open Air conditioning condenser No.2 inlet valve QB012 Note: It is not necessary to have the duty pump set in MANUAL mode when
Open Air conditioning condenser No.2 outlet valve QB018 it is in operation.
Open Provision refrigerator condenser No.1 inlet valve QB014
If required, the LTFW booster pump may be brought into service to provide
Open Provision refrigerator condenser No.1 outlet QB016 cooling water to the package air conditioning units. If cooling demand is low,
valve then this requirement should be covered by use of the pump bypass valve and
Open Provision refrigerator condenser No.2 inlet valve QB015 the booster pumps may be stopped.
Open Provision refrigerator condenser No.2 outlet QB017
valve
Open Engine control room A/C unit inlet valve QB002
Open Engine control room A/C unit outlet valve QB003
Open Engine room workshop A/C unit inlet valve QB060
Open Engine room workshop A/C unit outlet valve QB001
Open Bridge A/C unit inlet valve QB127
Open Bridge A/C unit outlet valve QB128
Open Frequency converter room A/C unit inlet valve QB157
Open Frequency converter room A/C unit outlet valve QB158
Open Galley A/C unit inlet valve QB109
Open Galley A/C unit outlet valve QB135
Open Atmospheric condenser inlet valve QB054
Open Atmospheric condenser outlet valve QB056
Open Make-up valve to HT cooling system QB074
Anything to update?
2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engine Fuel Oil Service System
2.6.3 Auxiliary Boiler Fuel Oil Service System
2.6.4 Composite Boiler Fuel Oil Service System
2.6.5 Emergency Generator Fuel Oil System
2.6.6 Inert Gas Generator Fuel Oil System
2.6.7 Fuel Oil Drain System
2.6.8 Low Sulphur Fuel Operations
2.6.9 Air Pollution
Illustration 2.6.1a Viscosity - Temperature Chart
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
el
Oil
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
Ma
rin
eD
ies
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
-1
80
IF
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature °C
2.6 Fuel Oil and Diesel Oil Service Systems Description Outlets from all fuel tanks are fitted with remote quick-closing valves with a
collapsible bridge, these are pneumatically operated remotely from the panel
2.6.1 Main Engine Fuel Oil Service System Heavy fuel oil (HFO) is carried in four bunker tanks on board the vessel: in the fire control station. After being operated, the individual valves must be
• No.1 HFO tank port 387.6m3 reset manually at each tank.
Fuel Oil Conditioning Unit • No.1 HFO tank starboard 382.1m3 All fuel settling and service tanks are fitted with self-closing test cocks, which
Manufacturer: Alfa Laval Tumba AB., Tumba, Sweden • No.2 HFO tank port 278.7m3 are used to test for and drain any water present at the bottom of the tank, the
Model: FCM100SS drain lines are led to the fuel oil drain tank.
• No.2 HFO tank starboard 244.4m3
No. of sets: 1
Note: Settling and service tanks should be checked for water daily, bunker
Heavy fuel oil settling and service tanks are arranged on the port side of the
tanks should be checked before bringing into service. Any water present is to
Fuel Oil Supply Pump engine room upper platform from outboard to inboard as follows:
be drained through the self-closing cocks to the fuel oil drain tank.
Manufacturer: Allweiller AG., Radolfzell, Germany • HFO settling tank 30.2m3
• HFO service tank 30.2m3 Steam heating coils are fitted in all heavy fuel oil tanks and all pipework is
Model: IMO ACE 032L3 NTBP
provided with steam trace heating.
Type: Triple screw • Low sulphur HFO settling tank 30.2m3
No. of sets: 2 • Low sulphur HFO service tank 30.2m3 Fuel oil is supplied to the main engine and generator engines via the fuel oil
Capacity: 4.0m3/h at 0.40MPa conditioning/supply unit, which comprises duty/standby fuel oil feeder pumps,
Marine Diesel Oil (MDO) or Marine Gas Oil (MGO) is carried in one storage duty/standby fuel oil booster pumps, filters, heaters, supply flow meters, return
Power: 2.5kW
tank and one service tank arranged on the starboard side of the engine room flow meters and the viscosity control unit. The module also includes the two
lower and upper platforms as follows: marine diesel oil supply pumps.
Fuel Oil Booster Pump
• MDO service tank (inboard) 49.9m3 The fuel inlet to the fuel oil supply unit is arranged via a three-way valve,
Manufacturer: Allweiller AG., Radolfzell, Germany which depending on its position, will allow heavy fuel oil or marine diesel oil
• MDO storage tank (starboard) 99.8m3
Model: IMO ACE 032N3 NTBP into the unit. Fuel is then led through suction strainers to a pair of duty/auto
Type: Triple screw Heavy fuel oil is transferred to the fuel oil settling tank from the storage tanks standby fuel oil supply pumps. The supply pump recirculation line is fitted with
No. of sets: 2 by the fuel oil transfer pump. Any water and sediment may be drained off from a pressure control valve set at 0.4MPa and a fin cooler.
the settling tank via the manually operated self-closing test cock.
Capacity: 5.3m3/h at 0.60MPa
From the feeder pumps, fuel is discharged through an auto backflush filter to
Power: 3.7kW Heavy fuel oil is transferred from the settling tank to the service tank with the the deaerator vessel. The auto backflush filter is an electrically operated self-
fuel oil separators, which remove any remaining water and suspended solids. cleaning unit. The backflush filter may be bypassed through a basket-type filter
Marine Diesel Oil Supply Pump during maintenance. Waste oil from the backflush filter is discharged to the fuel
Heavy fuel oil is supplied to the main and generator diesel engines from the oil drain tank.
Manufacturer: Allweiller AG., Radolfzell, Germany heavy fuel oil service tank. In normal operation the auxiliary and composite
Model: IMO ACE 025N3 NVBP boilers draw from the heavy fuel oil settling tank, although if required they are From the filter, fuel passes through a flow meter to the deaerator vessel. Fuel
Type: Triple screw able to draw from the service tank. However, the returns from the boiler burner oil returns from the main engine and generators, led through dedicated flow
units are only to the settling tank. meters, may be mixed with the fresh oil in the deaerator or returned to the heavy
No. of sets: 2
fuel oil service tank, depending on the positioning of a three-way valve.
Capacity: 2.00m3/h at 0.50MPa The Low Sulphur Heavy Fuel Oil (LSHFO) settling and service tanks are
Power: 1.3kW located adjacent to the heavy fuel oil tanks and are connected in parallel to the The deaerator vessel vents any vapours to the fuel oil service tank and is fitted
fuel system through normally closed valves. The return pipework to both low with a relief valve, set to operate at 1.0MPa, which also vents to the same
sulphur tanks is fitted with spectacle blanks and isolating valves. tank.
The main engine, generator engines and auxiliary boiler are designed to run on Fuel oil is drawn from the deaerator vessel by one of two duty/auto standby
heavy fuel oil at all times. The composite boiler may be fired with either heavy fuel oil booster pumps. The fuel oil booster pumps discharge through pipework
fuel oil or waste oil and/or heated by the main engine exhaust gases. In normal fitted with a relief valve, set to operate at 0.8MPa, to duty/standby fuel oil
operation, one or more fuel oil separators will be running, with throughput heaters, where the oil is heated to a temperature corresponding to a viscosity
balanced to be slightly in excess of the fuel consumption of the operating plant. of 12cSt using steam as the heating medium. The oil side of the heaters are
Excess oil overflowing from the service tank back to the settling tank. fitted with relief valves, set to operate at 1.5MPa, which vent to the deaerator
vent line.
Illustration 2.6.1b Main Engine Fuel Oil System 32
40
Flow Meter
RR03 From Boiler Fuel 40
FT
Oil Mixing Tube
RR129 RR130
RR122 RR52 RR41 RR122
Viscometer
32 Diesel Oil 20
ServiceTank RR131
20 40 32 VT
RR151 40 40 40 40
40
Low Sulphur Low Sulphur Main Engine
Heavy Heavy Heavy Heavy 40
Fuel Oil Fuel Oil P Condensate
Fuel Oil Fuel Oil RR81
RR38 Settling Tank ServiceTank Service Tank Settling Tank
RR54 PI TI
FT To Boilers PT RR48
RR37 P
65 40
RR31 RR51 RR36 RR145
RR53
RR39 RR148
50 RR42
15
RR147
RR35 To Boilers RR125 Main Engine 40
32 Diesel Oil Cooler
RR72 50 50 40 20 40 32
RR29 20
Flow Meter
32 QB QB
RR73 RR26 RR74 32
164 169
RR25 FT RR119
RR139 25 25 RR136 RR133 RR134
To / From LT
Cooling System
RR49 RR135 RR142 To Fuel Oil
Drain Tank
No.3 Heaters
Auxiliary Tracing
Engine Changeover
32 15 50 50
Control Unit Steam
25
32 20
Auto Vent
RR28 Control Air
Auto/Bypass DPS TI
Filter
RR23 RR75 RR24 RR76 P P P P
LAL
RR146 PI TI Flow Meter PI
RR140 25 25 RR137
40
M FT M
Drain
Fuel Oil Supply Pumps Fuel Oil Booster Pumps
25 15 32 (4.0m3/h x0.4MPa) (5.3m3/hx0.6MPa)
No.2 P P P P
Auxiliary Fuel Oil Drain
Engine ASV SPV Return
RR50 Pipe
20
To Fuel Oil Steam
25
RR27 RR149 Drain Tank
Air Cooler
RR21 RR77 RR22 RR78 Key
RR141 RR138
P PS Flow Meter
Marine Diesel Oil
25
FT Fuel Oil
RR150 RR143 RR155
25 Bilge / Drain
RR156 RR157
15 Diesel Oil P Compressed Air
No.1 RR153
Auxiliary Return Pipe 25 To / From LT Cooling Water
Engine Auxiliary Engine QB165 LT Cooling Steam (0.7MPa)
RR154 System
Gas Oil Cooler
Emergency Diesel Oil Pumps Condensate
(2.0m3/h x0.5MPa) QB170
Drain 32
Fuel Oil Supply Unit
The heated fuel oil then passes through the viscosity meter which controls the Position Description Valve Position Description Valve
oil temperature by regulating a motorised steam supply valve to the heaters.
WHEN USING LOW SULPHUR HEAVY FUEL OIL Open Main engine supply flow meter inlet valve V13
If operating on diesel/gas oil the fuel may be directed through the cooler as
required. From the viscosity meter, fuel oil is discharged from the supply/ Closed HFO service tank quick-closing outlet valve RR51 Open Main engine supply flow meter outlet valve V14
booster unit through the hot filter to the main engine and through a flow meter Closed HFO service tank outlet spectacle flange RR124b Closed Main engine supply flow meter bypass valve
to the generators. Closed HFO service tank returns inlet valve RR52 Open Main engine master HFO quick-closing inlet RR53
Open LSHFO service tank quick-closing outlet valve RR36 valve
Fuel oil is supplied to the main engine fuel rail through the engine inlet Open Main engine outlet valve RR54
Open LSHFO service tank returns inlet spectacle RR123a
manifold quick-closing valve. A pressure regulating valve maintains the correct
flange Operational Main engine fuel pressure regulating valve RR81
fuel pressure at the engine inlet by allowing excess fuel to bypass the engine
and return to the supply/booster unit. Open LSHFO service tank returns inlet valve RR41 Open Main engine fuel pressure regulating valve, RR47
WHEN USING NORMAL HEAVY FUEL OIL manual isolating valve
The fuel consumption of the generator engines is determined by the difference Open HFO service tank quick-closing outlet valve RR51 Open Main engine return flow meter inlet valve V413
between the supply and return flow meter readings for the generator system. Open HFO service tank outlet spectacle flange RR124b Open Main engine return flow meter outlet valve V414
The consumption of the main engine is determined by subtracting the generator Closed Main engine return flow meter bypass valve
Open HFO service tank returns inlet valve RR52
consumption from the total flow through the main flow meter after the feeder
Closed LSHFO service tank quick-closing outlet valve RR36 Set to mixing Fuel return three-way valve RR119
pumps and filters.
Closed LSHFO service tank returns inlet spectacle RR123a tank
The main engine high pressure fuel pipes between the high pressure fuel flange
injection pumps and the fuel valves are sheathed with a steel braided hose. Any Closed LSHFO service tank returns inlet valve RR41 Fuel Oil Changeover
leakage is led to a collecting tank fitted to the side of each fuel oil pump. The Open HFO/LSHFO inlet valve to supply/booster unit RR49
collecting tanks are each fitted with a liquid level alarm, when activated, this The main and generator engines are designed to run on heavy fuel oil at all
Open Diesel oil service tank quick-closing valve QR26
raises an alarm on the MOS 2200 alarm and monitoring system and initiates the times. However, due to operational circumstances it may be necessary to change
operation of the puncture valve on the top of the associated injection pump. Open Diesel oil service tank rundown valve to supply/ RR39
over to diesel oil if, for example, the vessel is expected to have a prolonged
booster unit
period with the main engine stopped or shut down when, for example:
CAUTION Open Diesel oil inlet valve to HFO booster unit RR50
• The vessel is in port or at anchor.
When the puncture valve operates, the high pressure fuel delivery from Set to HFO Supply/booster unit inlet three-way changeover V01
the pump will stop immediately, taking the unit out of operation. The settling tank cock • Repairs are required to the heavy fuel oil system or associated
engine speed must be reduced immediately to less than 105 rpm. Open No.1 FO supply pump suction valve V03 systems.
Open No.1 FO supply pump discharge valve V07 • Operating in a sulphur emission control area when no LSHFO
Open No.2 FO supply pump suction valve V04 is available.
Preparation for the Operation of the Main Engine Fuel Oil
Open No.2 FO supply pump discharge valve V08
Service System The changeover may be performed at any time, whether the engine is running
Set Auto backflush filter inlet three-way valve
or stopped. In order to prevent fuel pump and fuel valve sticking/scuffing,
The following procedure is to start the main engine from a cold, shutdown Set Auto backflush filter outlet three-way valve poor combustion and fouling of the gas ways, it is important to follow the
condition, with the system primed with diesel oil and all other ship’s services Open Mixing stack/deaerator vent valve V43 changeover procedures carefully.
available. Open No.1 FO booster pump suction valve V16
Open No.1 FO booster pump discharge valve V19 Procedure to Change Over the Main Engine Fuel System
a) Put the heavy fuel oil separator(s) into operation, filling the
service tank from the settling tank. Open No.2 FO booster pump suction valve V17 from Diesel Oil to Heavy Fuel Oil with the Engine Stopped
Open No.2 FO booster pump discharge valve V21
b) Ensure that the filters are clean. Open No.1 FO heater inlet valve V28 a) Supply steam heating to the heavy fuel oil service tank.
Open No.1 FO heater outlet valve V29
c) Ensure that all instrumentation valves are open. Closed No.2 FO heater inlet valve V24 b) Open all the individual fuel inlet valves on the main engine fuel
inlet rail.
Closed No.2 FO heater outlet valve V25
d) Ensure that service steam and control air are available.
Open Viscosity controller inlet valve V36 c) Turn on the trace heating to the fuel oil service system
e) Position the valves as shown in the following table: Open Viscosity controller outlet valve V37 pipelines.
Closed Viscosity controller bypass valve V38
Illustration 2.6.1b Main Engine Fuel Oil System 32
40
Flow Meter
FT
Oil Mixing Tube
RR129 RR130
RR122 RR52 RR41 RR122
Viscometer
32 Diesel Oil 20
ServiceTank RR131
20 40 32 VT
RR151 40 40 40 40
40
RR54 PI TI
RR37 P
65 40
RR53
RR39 RR148
50 RR42
15
RR147
RR72 50 50 40 20 40 32
RR29 20
Flow Meter
32 QB QB
RR73 RR26 RR74 32
164 169
RR25 FT RR119
RR139 25 25 RR136 RR133 RR134
To / From LT
Cooling System
Drain Tank
No.3 Heaters
Auxiliary Tracing
Engine Changeover
32 15 50 50
Control Unit Steam
25
32 20
Auto Vent
RR28 Control Air
Auto/Bypass DPS TI
Filter
LAL
RR140 25 25 RR137
40
M FT M
Drain
25 15 32 (4.0m3/h x0.4MPa) (5.3m3/hx0.6MPa)
No.2 P P P P
RR50 Pipe
20
To Fuel Oil Steam
25
Air Cooler
RR141 RR138
P PS Flow Meter
Marine Diesel Oil
25
FT Fuel Oil
RR150 RR143 RR155
25 Bilge / Drain
RR156 RR157
No.1 RR153
RR154 System
Gas Oil Cooler
(2.0m3/h x0.5MPa) QB170
Drain 32
CAUTION b) Reduce the engine load to 75% of normal. Then, by means d) Open the diesel oil supply valve (RR50). Turn the fuel oil
of the thermostatic valve in the steam system, or by manual supply/booster unit three-way changeover valve to take suction
Trace heating should not be applied to sections of pipeline isolated by
control of the viscosity regulator, the diesel oil should be heated from the diesel oil service tank.
closed valves, as expansion of the contents could cause damage.
to a maximum of 50ºC. This temperature will maintain the
lubrication properties of the diesel oil and minimises the risk of e) Close the heavy fuel oil supply valve (RR49).
d) Start one fuel oil supply pump. fuel pump plunger scuffing and sticking.
Diesel oil is now being supplied to the main and generator engines.
e) Start one fuel oil booster pump. Note: Fuel heating should be regulated to give a temperature rise of about
2ºC per minute. Note: If the temperature of the fuel at the preheater drops by a large margin,
f) Open steam supply to the duty fuel oil heater.
steam heating should be applied to moderate the temperature reduction.
c) The temperature of the heavy fuel oil in the service tank should
g) Manually raise the temperature of the fuel oil heater to about
be no more than 25ºC higher than the heated diesel oil in the
75ºC.
system at the time of changeover. Procedure to Change Over from Heavy Fuel Oil to Diesel at
h) Start the viscosity control unit and close the bypass valve. Finished with Engines
Note: The diesel oil viscosity should not drop below 2cSt, as this might cause
i) Open the return valve to the heavy fuel oil service tank fuel pump and fuel valve scuffing, with the risk of sticking. For some light a) Shut off the steam supply to the fuel oil preheater, return fuel
(RR52). diesel oils (gas oil), this will limit the upper temperature to below 80ºC. pipe and steam tracing.
j) Position the return three-way valve (RR119) to direct the return d) When the diesel oil has been heated to the required temperature, b) Open the diesel oil supply valve to the fuel oil supply/booster
oil to the heavy fuel oil service tank. the changeover to heavy oil is performed by opening the fuel oil unit (RR50).
supply valve from the heavy fuel oil service tanks (RR49). Turn
k) Marine diesel oil will now be discharged from the system to the fuel oil supply/booster unit three-way changeover cock to c) Change over the fuel oil supply/booster unit three-way inlet
the heavy fuel oil service tank. At the same time, heavy fuel oil take suction from the heavy fuel oil service tank. valve to take suction from the marine diesel oil service tank.
will be drawn in to the system from the service tank. When all
the diesel oil has been expelled, reposition the three-way return e) Close the diesel oil supply valve (RR50). d) Close heavy fuel oil supply valve to the fuel oil supply/booster
valve RR119 to the deaerator vessel.
unit (RR49).
Continue raising the temperature of the fuel oil at a rate of about 2ºC per
l) Continue to raise the temperature manually at the fuel oil minute until the required viscosity is achieved. e) Open the return valve to the heavy fuel oil service tank RR52.
heater.
m) When the set point is reached on the viscosity control unit, Procedure to Change Over from Heavy Fuel Oil to Marine f) Ensure that there is sufficient marine diesel oil in the service
tank.
change its setting to AUTO. Diesel Oil with Engine Running
n) Change the operation of the steam control valve to AUTO. Open g) Position the return three-way valve (RR119) to direct the return
To protect the injection equipment against rapid temperature changes, which
the steam inlet valve fully. heavy fuel oil to the service tank.
may cause sticking/scuffing of the fuel valves, fuel pump plungers and suction
valves, the changeover should be carried out manually as follows:
o) Select the second fuel oil supply pump to standby. h) When the heavy fuel oil is replaced by diesel oil, reposition the
a) Shut off the steam supply to the fuel oil preheater, return fuel return three-way valve (RR119) to the mixing unit.
p) Select the second fuel oil booster pump to standby. pipe and steam tracing.
i) The viscosity control unit may now be stopped.
Procedure to Change Over from Diesel Oil to Heavy Fuel Oil b) Reduce the engine load to 75% of MCR.
Diesel oil is now being supplied to the generator engines and is available to
with the Engine Running the main engine.
CAUTION
To protect the injection equipment against rapid temperature changes, which The temperature of the HFO should not be allowed to fall below 75ºC.
may cause sticking/scuffing of the fuel valves, fuel pump plungers and suction
valves, the changeover should be carried out manually as follows: c) Change over to diesel oil when the temperature of the HFO
in the heater has dropped to approximately 25ºC above the
a) Ensure that the temperature of the heavy oil in the service tank temperature of the fuel in the diesel oil service tank.
is at normal operating level.
Illustration 2.6.2a Generator Engine Fuel Oil System 32
40
Flow Meter
FT
Oil Mixing Tube
RR129 RR130
RR122 RR52 RR41 RR122
Viscometer
32 Diesel Oil 20
ServiceTank RR131
20 40 32 VT
RR151 40 40 40 40
40
RR54 PI TI
RR37 P
65 40
RR53
RR39 RR148
50 RR42
15
RR147
RR72 50 50 40 20 40 32
RR29 20
Flow Meter
32 QB QB
RR73 RR26 RR74 32
164 169
RR25 FT RR119
RR139 25 25 RR136 RR133 RR134
To / From LT
Cooling System
Drain Tank
No.3 Heaters
Auxiliary Tracing
Engine Changeover
32 15 50 50
Control Unit Steam
25
32 20
Auto Vent
RR28 Control Air
Auto/Bypass DPS TI
Filter
LAL
RR140 25 25 RR137
40
M FT M
Drain
25 15 32 (4.0m3/h x0.4MPa) (5.3m3/hx0.6MPa)
No.2 P P P P
RR50 Pipe
20
To Fuel Oil Steam
25
Air Cooler
RR141 RR138
P PS Flow Meter
Marine Diesel Oil
25
FT Fuel Oil
RR150 RR143 RR155
25 Bilge / Drain
RR156 RR157
No.1 RR153
RR154 System
Gas Oil Cooler
(2.0m3/h x0.5MPa) QB170
Drain 32
2.6.2 Generator Engine Fuel Oil Service System Fuel oil is supplied to the generator diesel engines from the heavy fuel oil Position Description Valve
service tanks using the same system as the main engine, described previously
Open Supply flow meter outlet valve
in Section 2.6.1.
Fuel Oil Conditioning Unit Closed Supply flow meter bypass valve RR154
Manufacturer: Alfa Laval Tumba AB., Tumba, Sweden Heated and filtered fuel oil is supplied to the generator engines via a dedicated As required Auxiliary engine MDO cooler bypass valve RR155
Model: FCM100SS flow meter at the outlet from the fuel oil supply/booster unit. As required Auxiliary engine MDO cooler inlet valve RR156
No. of sets: 1 As required Auxiliary engine MDO cooler outlet valve RR157
Each generator engine has a pair of mechanically linked three-way valves at
Open MDO to auxiliary diesel engines RR38
their fuel inlet and outlet. This facility ensures that heavy fuel oil cannot be
returned to the diesel oil service tank and that diesel oil cannot be returned to Open MDO to No.1 auxiliary diesel engine RR77
Fuel Oil Supply Pump
the heavy fuel oil system. As required No.1 auxiliary engine inlet/outlet three-way RR21/22
Manufacturer: Allweiller AG., Radolfzell, Germany changeover cock
Model: IMO ACE 032L3 NTBP Excess fuel oil is returned to the deaerator vessel through the flow meter and Open Outlet flow meter inlet valve
Type: Triple screw three-way valve RR119, which diverts the fuel oil to the heavy fuel oil service Open Outlet flow meter outlet valve
No. of sets: 2 tank for flushing purposes.
Closed Return to MDO service tank RR151
Capacity: 4.0m3/h at 0.40MPa Open Return to MDO mixing/return pipe RR150
The high pressure fuel oil lines on the generator engines are sheathed. Any
Power: 2.5kW leakage from the annular spaces, formed by the sheathing, is led to a fuel oil Open MDO mixing/return pipe to MDO service tank RR149
leakage tank fitted with a high level alarm.
c) Start the marine diesel oil supply pump.
Fuel Oil Booster Pump To prevent cold spilled fuel causing drain blockage, the fuel oil leakage alarm
Manufacturer: Allweiller AG., Radolfzell, Germany tank on each engine is maintained in a warm condition by the hot fuel supply d) Position the generator engines linked three-way changeover
Model: IMO ACE 032N3 NTBP being piped through it. valves (RR21/RR22) from heavy fuel oil to marine diesel oil.
Any heavy fuel oil in the generator fuel rail will be directed into
Type: Triple screw
the marine diesel oil service tank.
No. of sets: 2 Procedure to Operate Generators Using Diesel Oil
Capacity: 5.3m3/h at 0.60MPa e) If heated heavy fuel oil has been circulated in the generator fuel
The following procedure is to start No.1 generator: system, allow the marine diesel oil to circulate to allow the fuel
Power: 3.7kW
pumps to cool down.
a) Ensure that the marine diesel oil service tank is at an operational
Marine Diesel Oil Supply Pump level or transfer fuel from the marine diesel oil storage tank The generator engine is now ready for starting on marine diesel oil.
using the diesel oil separator.
Manufacturer: Allweiller AG., Radolfzell, Germany
Model: IMO ACE 025N3 NVBP b) Position valves as shown in the table below: Procedure to Operate Generators Using Heavy Fuel Oil
Type: Triple screw
Position Description Valve The following procedure is to start No.2 and No.3 generator engines, No.1
No. of sets: 2
generator in operation on diesel oil and all other ship’s services available:
Capacity: 2.00m3/h at 0.50MPa Open MDO service tank outlet valve QR26
Power: 1.3kW Open MDO service tank to auxiliary engines and RR39 a) Bring a heavy fuel oil separator into operation, filling the service
supply/booster unit supply valve tank from the settling tank.
As required MDO inlet valve to fuel oil conditioning unit RR50
Operation Using Heavy Fuel Oil
Open Diesel oil pumps supply valve RR143 b) Ensure that the filters are clean.
In normal operation the three generator engines are designed to operate at all Open No.1 diesel oil pump suction valve
times on heavy fuel oil. However, there is a provision to operate them on diesel Open No.1 diesel oil pump non-return discharge valve c) Ensure that all instrumentation valves are open.
oil when required, such as when: Open No.1 diesel oil pump discharge valve
d) Start up the main heavy fuel oil system as described in Section
• Repairs are required to the heavy fuel oil system or associated Open No.2 diesel oil pump suction valve 2.6.1.
systems. Open No.2 diesel oil pump non-return discharge valve
• Operating in a sulphur emission control area when no LSHFO Open No.2 diesel oil pump discharge valve e) Position the valves as shown in the following table:
is available. Open Supply flow meter inlet valve
Illustration 2.6.2a Generator Engine Fuel Oil System 32
40
Flow Meter
FT
Oil Mixing Tube
RR129 RR130
RR122 RR52 RR41 RR122
Viscometer
32 Diesel Oil 20
ServiceTank RR131
20 40 32 VT
RR151 40 40 40 40
40
RR54 PI TI
RR37 P
65 40
RR53
RR39 RR148
50 RR42
15
RR147
RR72 50 50 40 20 40 32
RR29 20
Flow Meter
32 QB QB
RR73 RR26 RR74 32
164 169
RR25 FT RR119
RR139 25 25 RR136 RR133 RR134
To / From LT
Cooling System
Drain Tank
No.3 Heaters
Auxiliary Tracing
Engine Changeover
32 15 50 50
Control Unit Steam
25
32 20
Auto Vent
RR28 Control Air
Auto/Bypass DPS TI
Filter
LAL
RR140 25 25 RR137
40
M FT M
Drain
25 15 32 (4.0m3/h x0.4MPa) (5.3m3/hx0.6MPa)
No.2 P P P P
RR50 Pipe
20
To Fuel Oil Steam
25
Air Cooler
RR141 RR138
P PS Flow Meter
Marine Diesel Oil
25
FT Fuel Oil
RR150 RR143 RR155
25 Bilge / Drain
RR156 RR157
No.1 RR153
RR154 System
Gas Oil Cooler
(2.0m3/h x0.5MPa) QB170
Drain 32
Position Description Valve Position Description Valve Operation on Gas Oil in a Restricted Areas
WHEN USING LOW SULPHUR HEAVY FUEL OIL Closed No.1 generator engine HFO bypass valve RR27
When the vessel is in designated ports it is a requirement that the vessel only
Closed HFO service tank quick-closing valve RR51 Open to No.1 generator linked three-way inlet and outlet RR21 & uses fuel oil with a sulphur content below 0.1%. This means that the fuel used
Closed HFO service tank outlet spectacle blank RR124b MDO valves RR22 will be gas oil, prior to entry into these areas the diesel oil service tank will be
Closed HFO service tank return inlet valve RR52 Open No.2 generator engine HFO inlet valve RR76 filled with low sulphur gas oil and ready for service
Open LSHFO service tank quick-closing outlet valve RR36 Open No.2 generator engine HFO bypass valve RR28
Open LSHFO service tank return inlet spectacle blank RR123a Open to No.2 generator linked three-way inlet and outlet RR24 & Due to the lower viscosity and density of the gas oil, the generator fuel oil
HFO valves RR23 supply pumps may be subject to cavitation when the temperature of the gas
Open LSHFO service tank return inlet valve RR41 oil rises. To prevent any problems due to warm oil, a cooler is provided on the
WHEN USING NORMAL HEAVY FUEL OIL Open No.3 generator engine HFO inlet valve RR74
discharge side of the supply pumps. This cooler, together with a manual bypass
Open HFO service tank quick-closing outlet valve RR51 Open No.3 generator engine HFO bypass valve RR29 valve is used to maintain a suitable oil temperature.
Open HFO service tank outlet spectacle blank RR124b Open to No.3 generator linked three-way inlet and outlet RR26 &
HFO valves RR25 When operating on gas oil the heavy fuel oil system is normally kept ready for
Open HFO service tank return inlet valve RR52
Open Generator return flow meter inlet valve RR133 service with warm heavy fuel oil circulating.
Closed LSHFO service tank quick-closing outlet valve RR36
Open Generator return flow meter outlet valve RR134
Closed LSHFO service tank return inlet spectacle blank RR123a
Closed Generator return flow meter bypass valve RR135
Closed LSHFO service tank return inlet valve RR41
Set to HFO Fuel oil return three-way valve RR119
Open HFO/LSHFO inlet valve to fuel oil supply/ RR49
service tank
booster unit
Set to HFO Fuel oil supply/booster unit inlet three-way V01 f) Circulate heavy fuel oil until the fuel at the generator engines is
settling tank valve at operating temperature.
Open No.1 FO supply pump suction valve V03
Open No.1 FO supply pump discharge valve V07 g) Close No.2 generator fuel oil bypass valve (RR28).
Open No.2 FO supply pump suction valve V04
Open No.2 FO supply pump discharge valve V08 h) Start up No.2 generator engine and ensure that it is running
normally.
Set Auto backflush filter inlet three-way valve
Set Auto backflush filter outlet three-way valve i) If only one generator is required, transfer electrical load from
Open Mixing stack/deaerator vent valve V43 No.1 generator to No.2 generator.
Open No.1 FO circulating pump suction valve V16
Open No.1 FO circulating pump discharge valve V29 j) Shut down the No.1 generator engine and change over its fuel
Open No.2 FO circulating pump suction valve V17 supply from marine diesel oil to heavy fuel oil and open the fuel
oil bypass valve (RR27). When all of the marine diesel oil has
Open No.2 FO circulating pump discharge valve V21
been displaced, supply trace heating steam to the fuel oil lines.
Open No.1 FO heater inlet valve V28
Open No.1 FO heater outlet valve V29 k) Stop the marine diesel oil supply pump.
Closed No.2 FO heater inlet valve V24
Closed No.2 FO heater outlet valve V25 No.2 generator is operating on heavy fuel oil. The remaining two generators
are stopped with heated heavy fuel oil being circulated through them and ready
Open Viscosity controller inlet valve V36
to be started when required.
Open Viscosity controller outlet valve V37
Closed Viscosity controller bypass valve V38
Fuel Changeover when Generator Engine(s) are Running
Open Generator engine supply flow meter inlet valve RR130
Open Generator engine supply flow meter outlet valve RR129 Procedures similar to those used for the main engine may be used, but it is
advisable to change over the fuel supply when the engine is running off-load or
Closed Generator engine supply flow meter bypass RR142
shut down in order to minimise the risk of instability in the electrical supply.
valve
Open No.1 generator engine HFO inlet valve RR78
Illustration 2.6.3a Boiler Fuel Oil System RR173
32 32 From Main Engine
Fuel Oil System
RR83 32 RR52 RR41
(See Illustration
Diesel Oil
32 RR174 2.6.1b)
Key
Tank for 40
Fuel Oil Inert Gas
32 RR03 RR122
Marine Diesel Oil Generator Comp. RR127 Instrument
Auxiliary RR122 40
Boiler Boiler 32 32
Air 20 40
Compressed Air
Fuel Oil Burner
Steam 25
Mixing Steam
Unit Aux.
RR04 Tube 20
Diesel Oil Boiler Heavy Heavy Low Sulphur Low Sulphur
Bilge / Drain
25 20 Service Fuel Oil Fuel Oil Fuel Oil Heavy Heavy
Fresh Water 10 10 RR39 Tank Mixing RR82 Settling Tank Service Tank Fuel Oil Fuel Oil
Electrical Signal Tube Service Tank Settling Tank
RR14 RR10 RR39
Instrumentation 10
20 Service RR02
32 Air Instrument
Air RR37 RR31 RR51 RR36 RR145
Composite Auxiliary RR162
Boiler Boiler RR171
32 32
RR42
Ignition Ignition 50 20 32 50 50 50
Composite
Pump Pump PI 50
RR125
Boiler RR39 50
Burner TS 50 50
PI PI Comp. Boiler
Unit GO Cooler To Main Engine To Main Engine Fuel Oil System
32
PI RR167 Fuel Oil System
Composite Boiler (See Illustration 2.6.1b)
20 10 10 MGO Supply Unit RR RR (See Illustration
20
Service RR13 RR09 164 163 2.6.1b)
Air PI 50
RR170 To / From LT
RK57 Cooling System
20 10 RR15 RR34 PT TT PI TI 32 XS
RR33
50
32
RR71 PI
10 20 25
TI
20
From Sludge Pump TI
40
RR07
RR06 RR110
20 20 25 RR05 Instrument TT PI TI TT TI Composite 32 RR18 Auxiliary
Air Auxiliary Boiler Composite
Composite Boiler To Fuel Oil Boiler Fuel Boiler
20 20
Boiler Fuel Fuel Oil Fuel Oil
Waste Oil Sludge Heater Oil 32
Oil Heater Supply Supply
RR06 RR11 RR97 Tank Tank Pumps
Pumps PI
RR113 RR32 RR114 (1.0m3/h (2.8m3/h PI
M 80 PI x 0.5MPa) x 2.5MPa)
20 20 20 PI
RR01
RR93 RR95 RR94 25
20 20
NC
25 25
RR69 25
RR61
SS PI PI
M RR60 Duplex Filter NO RR68 RR79 32

20 80 32 32
RR109 DP Silometer PS PS
RR102
PI TI TT TS PS PI PI PI TI
RR59 Composite
25 25 32
Boiler Waste
20
RR58 Oil Heater RR12
Transfer Pump Waste Oil RR20
RR112 (0.95m3/h Grinding Set 25 bar M
x 0.5MPa) Pump 20
20 20
(25.9m3/h
x 0.04MPa) RR17 RR19 RR16
20 To Fuel Oil
Drain Tank Reference Shipyard Drawing: K4630432 FO Supply System
2.6.3 Auxiliary Boiler Fuel Oil Service System The mixing tank may be bypassed when fuel is required to be circulated through Position Description Valve
the boiler burner unit, for fuel heating or flushing purposes. In this situation,
Open Mixing tank vent valve RR127
fuel is returned from the burner unit to either the heavy fuel oil settling tanks or
Auxiliary Boiler Fuel Oil Pump Open Diesel oil service tank return valve RR03
marine diesel oil service tank, depending on which fuel is being used.
Manufacturer: Allweiller AG., Radolfzell, Germany Open No.1 auxiliary boiler fuel supply pump suction
Type: Horizontal, triple screw A steam connection is fitted to the fuel oil line to the burner after the double valve
Model: SPZ 20-R46 G8.3 FW8 screw pump shut-off solenoid valves, and is used for automatic purging of the burner prior Open No.2 auxiliary boiler fuel supply pump suction
to shutdown. valve
No. of sets: 2
Open No.1 auxiliary boiler fuel supply pump discharge
Capacity: 2.15/2.80m3/h (4/380cSt) at 2.5MPa The auxiliary boiler is provided with an ignition burner pump, supplied from valve
Motor: 3,500 rpm, 3.5kW, 6.4A, 440V, 60Hz the boiler ignition diesel tank. The ignition burner is only used when lighting
Open No.1 auxiliary boiler fuel supply pump discharge
the main burner. It is inserted and withdrawn from the furnace by means of a
Auxiliary Boiler Ignition Pump valve
pneumatic cylinder operated by the boiler control system.
Manufacturer: Danfoss Set to heater Fuel header inlet three-way valve RR18
The boiler is designed to operate continuously using heavy fuel oil. Marine bypass
Type: Horizontal, gear pump
diesel oil is only required for flushing the fuel system prior to maintenance or Closed Fuel oil heater outlet valve RR07
Model: G145 RSA
extended shutdown periods. Open Fuel pressure control valve inlet valve RR17
No. of sets: 1
Operational Fuel pressure control motorised valve RR19
Capacity: 61 litre/h at 1.4MPa
Procedure for Operating the Auxiliary Boiler Fuel Oil System Open Fuel pressure control valve outlet valve RR16
Motor: 3,300 rpm, 0.22kW, 0.6A, 440V, 60Hz
Closed Fuel pressure control valve bypass valve RR20
The following procedure is to prepare the boiler for operation from a cold Open Inert gas generator diesel oil tank outlet quick- RR04
Description shutdown condition with the system primed with diesel oil. closing valve
Open Auxiliary boiler ignition pump suction valve RR10
a) Ensure that the suction strainers and filters are clean.
In normal operation, fuel oil is supplied to the auxiliary boiler from the heavy Open Auxiliary boiler ignition pump discharge valve RR09
fuel oil settling tanks, but may be drawn from the heavy fuel oil service tanks
b) Ensure that all instrumentation valves are open.
if required. d) Refer to Section 2.2.3 of this manual for details of firing the
c) Ensure that working air is available for fuel atomisation. boiler.
Diesel oil for firing the boiler from cold, when no steam heating for heavy fuel
oil is available, is supplied from the marine diesel oil service tank.
Position the valves as shown in the following table: Procedure to Change Over the Auxiliary Boiler Fuel Oil
Fuel is supplied to the boiler burner unit by one of the pair of auto duty/ System from Diesel Oil to Heavy Fuel Oil
standby supply pumps. The discharge header is provided with a fuel oil heater, Position Description Valve
with a bypass for operation on marine diesel oil together with pressure and Closed HFO service tank/settling tank crossover valve RR42 The following procedure assumes that the boiler has been firing on diesel oil,
temperature monitoring instrumentation. Open HFO settling tank outlet quick-closing valve RR31 that steam has been raised and heating has been applied to the heavy fuel oil
Closed LSHFO service/settling tank crossover valve RR125 settling tank. Air atomisation is in operation.
Pressure in the system is modulated to 2.5MPa by a motorised control valve
Closed LSHFO settling tank outlet quick-closing valve RR36b
fitted to the return line to the fuel oil mixing tank. Fuel from the mixing tank is a) Open the supply trace heating to the fuel oil service system.
returned to the pump suction header. The mixing tank may be vented to either Open Diesel oil service tank outlet quick-closing valve QR26
the heavy fuel oil settling tanks or the marine diesel oil service tank, depending Open Diesel oil service tank rundown valve to boiler RR37 CAUTION
on which type of fuel is being used. systems
Set to DO MDO/HFO three-way rundown valve to auxiliary RR33 closed valves on the HFO side, as damage could occur due the expansion
Fuel oil is heated to operational temperature by steam, modulated by a service tank boiler system of the contents.
temperature controller. Fuel oil is fed to the boiler via a pressure control Open Composite boiler return to supply pump suction RR40
valve, controlled by the boiler steam pressure. When the boiler is in a standby header b) Stop firing the boiler on diesel oil.
condition, a solenoid valve on the return line opens automatically to circulate
Closed Composite boiler return to storage tanks RR126
fuel back to the mixing tank, keeping the fuel oil at working temperature
Open Mixing tank rundown valve RR02 c) Open the heavy fuel oil settling tank quick-closing valve (RR31)
immediately before the burner.
Set to Auxiliary boiler fuel returns three-way valve RR82 and marine diesel oil/heavy fuel oil three-way rundown valve to
mixing tank auxiliary boiler system (RR33).
Illustration 2.6.3a Boiler Fuel Oil System RR173
Fuel Oil System
RR83 32 RR52 RR41
(See Illustration
Diesel Oil
32 RR174 2.6.1b)
Key
Tank for 40
Fuel Oil Inert Gas
32 RR03 RR122
Auxiliary RR122 40
Boiler Boiler 32 32
Air 20 40
Compressed Air
Fuel Oil Burner
Steam 25
Mixing Steam
Unit Aux.
RR04 Tube 20
Bilge / Drain
RR14 RR10 RR39
Instrumentation 10
20 Service RR02
32 Air Instrument
Boiler Boiler RR171
32 32
RR42
Composite
Pump Pump PI 50
RR125
Boiler RR39 50
Burner TS 50 50
PI PI Comp. Boiler
32
20
Service RR13 RR09 164 163 2.6.1b)
Air PI 50
RR170 To / From LT
RK57 Cooling System
20 10 RR15 RR34 PT TT PI TI 32 XS
RR33
50
32
RR71 PI
10 20 25
TI
20
From Sludge Pump TI
40
RR07
RR06 RR110
20 20 25 RR05 Instrument TT PI TI TT TI Composite 32 RR18 Auxiliary
Air Auxiliary Boiler Composite
Composite Boiler To Fuel Oil Boiler Fuel Boiler
20 20
Boiler Fuel Fuel Oil Fuel Oil
Waste Oil Sludge Heater Oil 32
Oil Heater Supply Supply
RR06 RR11 RR97 Tank Tank Pumps
Pumps PI
RR113 RR32 RR114 (1.0m3/h (2.8m3/h PI
20 20 20 PI
RR01
RR93 RR95 RR94 25
20 20
NC
25 25
RR69 25
RR61
SS PI PI

20 80 32 32
RR102
RR59 Composite
25 25 32
Boiler Waste
20
RR112 (0.95m3/h Grinding Set 25 bar M
x 0.5MPa) Pump 20
20 20
(25.9m3/h
x 0.04MPa) RR17 RR19 RR16
20 To Fuel Oil
The microswitch on the changeover cock will now activate the mixing tank
three-way direction control valve RR64, directing heavy fuel oil to the mixing
tank. On the boiler control board the system indication light will now indicate
that the system is operating on heavy fuel oil.
d) Open the fuel oil heater outlet valve (RR07).
e) Position the fuel header inlet three-way valve to admit heavy

fuel oil (RR18).
f) Manually open the steam supply to the fuel oil heater and
monitor the fuel temperature.
g) Ignite the boiler and continue firing as required. The marine

diesel oil in the fuel line will gradually be replaced by heavy
fuel oil. There may be some change in combustion as the
heavy fuel oil replaces the diesel oil and the fuel temperature
changes.
h) Change over the operation of the heater steam control valve to

automatic by fully opening the steam inlet valve.
CAUTION
Do not change to steam atomising until the system is charged with heavy
fuel oil and is firing under stable conditions.
i) Stop firing the boiler and change over to steam atomisation.

Open the steam atomising valve on the boiler steam drum and
close the air atomising valve.
j) Reignite the boiler burner.
k) Change over the boiler burner to automatic control when the

boiler is firing on heavy fuel oil under stable combustion
conditions.
l) Put the standby fuel oil supply pump to automatic.
Operation on Gas Oil in a Restricted Areas
uses fuel oil with a sulphur content below 0.1%. This means that the fuel used
will be gas oil, prior to entry into these areas the diesel oil service tank will be
filled with low sulphur gas oil and ready for service
When operating on gas oil the heavy fuel oil system is normally kept ready for
service with warm heavy fuel oil circulating.
Illustration 2.6.4a Composite Boiler Fuel Oil System RR173
Fuel Oil System
RR83 32 RR52 RR41
(See Illustration
Diesel Oil
32 RR174 2.6.1b)
Key
Tank for 40
Fuel Oil Inert Gas
32 RR03 RR122
Auxiliary RR122 40
Boiler Boiler 32 32
Air 20 40
Compressed Air
Fuel Oil Burner
Steam 25 Steam
Mixing Unit Aux.
RR04 Tube 20
Bilge / Drain
RR14 RR10 RR39
Instrumentation 10
20 Service RR02
32 Air Instrument
Boiler Boiler RR171
32 32
RR42
Composite
Pump Pump PI 50
RR125
Boiler RR39 50
Burner TS 50 50
PI PI Comp. Boiler
32
20
Service RR13 RR09 164 163 2.6.1b)
Air PI 50
RR170 From/To LT
RK57 Cooling Water
RR15 RR34 32 XS
RR33
20 10 20 System PT TT PI TI
50
32
RR71 PI
10 20 25
TI
20
From Sludge Pump TI
40
RR07
RR06 RR110
20 20 25 RR05 Control TT PI TI TT TI Composite 32 RR18
Air Auxiliary Boiler Composite Auxiliary
Composite Boiler To Fuel Oil Boiler Boiler
20 20
Boiler Fuel Fuel Oil 32
Waste Oil Sludge Heater Fuel Oil Fuel Oil
RR06 RR11 Oil Heater RR97 Tank Tank Supply Supply
Pumps PI Pumps
RR113 RR32 RR114 (1.0m3/h (2.8m3/h
PI
20 20 20 PI
RR01
RR93 RR95 RR94 25
20 20
NC
25 25
RR69 25
RR61
SS PI PI

20 80 32 32
RR102
RR59 Composite
25 25 32
Boiler Waste
20
RR112 (0.95m3/h Grinding Pump Set 25 bar M
x 0.5MPa) (25.9m3/h 20
20 20
x 0.04MPa)
RR17 RR19 RR16
20 To Fuel Oil
2.6.4 Composite Boiler fuel oil service system Description Pressure in the waste oil system is modulated by a motorised control valve
fitted to the return line, which in normal operation is led to the suction side of
Composite Boiler Fuel Oil Supply Pump The composite boiler can generate steam utilising heat from the main engine the transfer pump. As an alternative, return waste oil can be recirculated to the
exhaust or by oil-firing using heavy fuel oil, diesel oil or waste oil. waste oil storage tank.
Manufacturer: Allweiller AG., Radolfzell, Germany
Type: Vertical, triple screw In ‘normal’ operation when raising steam using fuel firing, heavy fuel oil is An air operated, three-way valve is fitted to the inlet of the composite boiler
Model: ZASV 850 G8.3FW8 supplied to the composite boiler from the heavy fuel oil settling tanks. burner unit. This valve is arranged to allow fuel from either the main fuel
Diesel oil for firing the boiler from cold, when no steam heating is available for system or the waste oil system into the burner unit.
No. of sets: 2
the heavy fuel oil, is supplied from the marine diesel oil service tank.
Capacity: 0.96/1.05m3/h (4/380cSt) at 0.5MPa The composite boiler is provided with an ignition burner pump, supplied from
Motor: 3,300 rpm, 0.7kW, 440V, 60Hz Waste oil created by vessel operations, comprising drainings from drip trays the inert gas generator fuel tank. The ignition burner is only used when lighting
under various lubricating oil and fuel equipment, engine sumps, separator plant the main burner.
Composite Boiler Gas Oil Supply Pump
sludge, bilge separator etc, may be pumped to the boiler waste oil tank from
Manufacturer: where it is introduced into the composite boiler fuel system.
Procedure for Operating the Composite Boiler Fuel Oil
Type:
Heavy fuel oil and diesel oil are supplied to the boiler burner unit via a pair of System
Model:
auto duty/standby supply pumps. The discharge header is provided with a fuel
No. of sets: 2 oil heater, with a bypass for operation on diesel oil, together with pressure and The following procedure is to prepare the boiler for operation from a cold
Capacity: temperature monitoring instrumentation. shutdown condition with the system primed with diesel oil and main engine
Motor: shut down.
Pressure in the system is modulated by a motorised control valve fitted to the
Composite Boiler Ignition Pump return line, which discharges to the diesel oil service tank or heavy fuel oil a) Ensure that the suction strainers and filters are clean.
Manufacturer: Danfoss settling tank, depending on which fuel is being used.
b) Ensure that all instrumentation valves are open.
Type: Horizontal, gear pump
Heavy fuel oil is heated in the fuel oil heater to operational temperature by
Model: G145 RSA steam, modulated by a temperature controller. Fuel oil is fed to the boiler c) Ensure that service air is available for fuel atomisation.
No. of sets: 1 through a pressure control valve, controlled by the boiler steam pressure.
Capacity: 61 litre/h at 1.4MPa d) Position the valves as shown in the table:
Motor: 3,300 rpm, 0.22kW, 0.6A, 440V, 60Hz The system incorporates two, mechanically linked three-way valves, fitted at
the suction and discharge of the fuel supply pumps. These valves ensure that, Position Description Valve
Composite Boiler Waste Oil Grinding Pump when lined-up to the diesel oil service tank the fuel oil heater is bypassed and, Closed HFO service tank/settling tank crossover valve RR42
Manufacturer: Aalborg Industries when lined-up to the settling tanks, fuel is directed through the heater.
Open HFO settling tank outlet quick-closing valve RR31
Type: Horizontal, centrifugal mill pump A three-way valve is fitted to the burner unit return line, which can be Closed LSHFO service/settling tank crossover valve RR125
Model: PU-5 (6mm) positioned to direct circulating oil to either the diesel oil service tank or the Closed LSHFO settling tank outlet quick-closing valve RR36B
No. of sets: 1 supply pump suction header. Open Diesel oil service tank outlet quick-closing valve QR26
Capacity: 25.9m3/h at 0.04MPa Open Diesel oil service tank rundown valve to boiler RR37
Waste oil is supplied to the composite boiler burner from the waste oil storage systems
Motor: 3,480 rpm, 4.4kW, 8.0A, 440V, 60Hz
tank via a grinding pump, fitted with a macerator impeller, a transfer pump and
a waste oil heater. A pocket tube with silometer, fitted to the discharge side Set to DO MDO/HFO linked, three-way rundown valve to RR71
Composite Boiler Waste Oil Pump
of the grinding pump, monitors the waste oil supply available to the burner. service tank composite boiler system
Manufacturer: Aalborg Industries Set to heater MDO/HFO linked, three-way inlet valve to fuel RR32
The major part of the waste oil passing through the grinding pump returns to
Type: Horizontal, eccentric screw the waste oil tank through the silometer pocket tube, and the water content bypass heater header
Model: ANBP-6.2 measured by means of a capacitance probe. Open Composite boiler No.1 fuel pump suction valve
No. of sets: 1 Open Composite boiler No.1 fuel pump discharge valve
Capacity: 0.95m3/h at 0.5MPa The remainder of the waste oil is drawn off by the transfer pump and then Open Composite boiler No.2 fuel pump suction valve
passes through the fine filter and waste oil heater before reaching the burner
Motor: 1,100 rpm, 0.86kW, 1.9A, 440V, 60Hz Open Composite boiler No.2 fuel pump discharge valve
unit. If the pressure drops to a predetermined low level, an alarm will be
initiated and the boiler will stop firing on waste oil and change over to fuel oil Open HFO heater inlet valve RR97
without interruption. Open HFO heater outlet valve RR11
Illustration 2.6.4a Composite Boiler Fuel Oil System RR173
Fuel Oil System
RR83 32 RR52 RR41
(See Illustration
Diesel Oil
32 RR174 2.6.1b)
Key
Tank for 40
Fuel Oil Inert Gas
32 RR03 RR122
Auxiliary RR122 40
Boiler Boiler 32 32
Air 20 40
Compressed Air
Fuel Oil Burner
Steam 25 Steam
Mixing Unit Aux.
RR04 Tube 20
Bilge / Drain
RR14 RR10 RR39
Instrumentation 10
20 Service RR02
32 Air Instrument
Boiler Boiler RR171
32 32
RR42
Composite
Pump Pump PI 50
RR125
Boiler RR39 50
Burner TS 50 50
PI PI Comp. Boiler
32
20
Service RR13 RR09 164 163 2.6.1b)
Air PI 50
RR170 From/To LT
RK57 Cooling Water
RR15 RR34 32 XS
RR33
20 10 20 System PT TT PI TI
50
32
RR71 PI
10 20 25
TI
20
From Sludge Pump TI
40
RR07
RR06 RR110
20 20 25 RR05 Control TT PI TI TT TI Composite 32 RR18
Air Auxiliary Boiler Composite Auxiliary
Composite Boiler To Fuel Oil Boiler Boiler
20 20
Boiler Fuel Fuel Oil 32
Waste Oil Sludge Heater Fuel Oil Fuel Oil
RR06 RR11 Oil Heater RR97 Tank Tank Supply Supply
Pumps PI Pumps
RR113 RR32 RR114 (1.0m3/h (2.8m3/h
PI
20 20 20 PI
RR01
RR93 RR95 RR94 25
20 20
NC
25 25
RR69 25
RR61
SS PI PI

20 80 32 32
RR102
RR59 Composite
25 25 32
Boiler Waste
20
RR112 (0.95m3/h Grinding Pump Set 25 bar M
x 0.5MPa) (25.9m3/h 20
20 20
x 0.04MPa)
RR17 RR19 RR16
20 To Fuel Oil
Position Description Valve (RR71). The fuel oil header inlet three-way valve (RR32) will Position Description Valve
be repositioned to admit fuel to the fuel oil heater.
Open Fuel pressure control valve inlet valve RR94 Open Waste oil recirculating valve RR06
Operational Fuel pressure control motorised valve RR95 f) Manually open the steam supply to the fuel oil heater and Open Waste oil pressure control valve inlet valve RR59
Open Fuel pressure control valve outlet valve RR93 monitor the fuel temperature. Operational Waste oil pressure control motorised valve RR60
Closed Fuel pressure control valve bypass valve RR06 Open Waste oil pressure control valve outlet valve RR61
Open Inert gas generator diesel oil tank outlet quick- RR04 g) Ignite the boiler and continue firing as required. Marine diesel Open Waste oil return valve to waste oil tank RR69
closing valve oil in the fuel line will gradually be replaced by heavy fuel oil. Closed Waste oil recirculating valve to transfer pump RR68
Open Composite boiler ignition pump suction valve RR14 suction
There may be some change in combustion characteristics as the heavy fuel oil
Open Composite boiler ignition pump discharge valve RR13 Closed Silometer vent/test valve RR79
replaces the marine diesel oil and the fuel temperature changes.
Set to Composite boiler burner unit three-way inlet valve RR05
MDO/HFO h) Change over the operation of the heater steam control valve to d) Start the waste oil grinding and transfer pumps.
Closed Waste oil recirculating return valve RR06 automatic by fully opening the steam inlet valve.
e) Manually open the steam supply to the waste oil heater and
Set to MDO Fuel oil returns three-way valve RR83
i) Change over the boiler burner to automatic control when the monitor the fuel temperature.
service tank
Closed Composite boiler return to waste oil tank RR69 boiler is firing on heavy fuel oil under stable combustion
conditions. f) Allow waste oil to recirculate back to the waste oil tank until
Open Composite boiler return to supply pump suction RR68 any cold oil has been displaced.
header
j) Put the standby fuel oil supply pump to automatic.
g) Open the waste oil recirculating valve to transfer pump suction
e) Refer to Section 2.2.6 of this manual for details of firing the (RR68), close return and recirculating valves (RR06 and
boiler. Procedure to Change Over the Composite Boiler Fuel Oil RR69).
System from Marine Diesel Oil/Heavy Fuel Oil to Waste Oil
Procedure to Change Over the Composite Boiler Fuel Oil h) Change selector switch from HEAVY to WASTE.
The following procedure assumes that the boiler has been firing on heavy fuel
System from Marine Diesel Oil to Heavy Fuel Oil i) Ignite the boiler and continue firing as required.
oil or diesel oil, that steam is available from the steam system and heating has
been applied to the composite boiler waste oil tank if required.
The following procedure assumes that the boiler has been firing on diesel oil,
j) Change over the operation of the heater steam control valve to
that steam is available from the steam system and heating has been applied to
a) Open the steam supply to the trace heating for the waste oil automatic by fully opening the steam inlet valve.
the heavy fuel oil settling tank.
system.
a) Open the supply trace heating to the fuel oil service system. CAUTION
CAUTION Monitor combustion conditions closely. Combustion will vary, depending
CAUTION Trace heating should not be applied to sections of pipeline isolated by on the mixture of the contents in the waste oil tank.
closed valves on the HFO side, as damage could occur due the expansion
of the contents. k) Change over the boiler burner to automatic control when
closed valves on the HFO side, as damage could occur due the expansion
the boiler is firing on waste oil under stable combustion
of the contents.
b) Ensure that all instrumentation valves are open. conditions.
b) Stop firing the boiler on marine diesel oil.
c) Position the valves as shown in the table: l) Monitor the level in the waste oil tank and prepare to change
back to heavy fuel oil when the tank level is reduced.
c) Open the heavy fuel oil settling tank quick-closing outlet valve
(RR31). Position Description Valve
Open Composite boiler waste oil tank quick-closing RR01 Note: The burner will automatically change back to burning heavy fuel oil if
d) Close the marine diesel oil service tank rundown valve outlet valve the following criteria are met:
(RR37). Open Waste oil heater inlet valve RR12 1) Waste oil pressure drops below set limit.
2) Water contents of waste oil exceeds set limit.
Open Waste oil heater outlet valve RR58
e) Reposition marine diesel oil/heavy fuel oil three-way rundown 3) Burner load (compound regulator) is too low.
Set to waste Composite boiler burner unit three-way inlet valve RR05 4) Selector switch is changed from WASTE to HEAVY.
valve to composite boiler system to heavy fuel oil settling tanks oil
Independent Gas Oil Operation in Restricted Area Position Description Valve
Open Composite boiler gas oil supply pumps inlet
three way cock (T port)
uses fuel oil with a sulphur content below 0.1%. This means that the fuel used
will be gas oil, prior to entry into these areas the diesel oil service tank will be Open No.1 Gas oil supply pump discharge valve
filled with low sulphur gas oil and ready for service Open No.2 Gas oil supply pump discharge valve
Operational Gas oil supply pumps common pressure relief
Due to the lower viscosity and density of the gas oil, the composite boiler valve
fuel oil supply pumps will be prone to cavitation when pumping gas oil. To Operational Composite boiler gas oil system pressure RR171
overcome this problem an additional pair of fuel pumps is provided for use regulating valve
with gas oil. Open Composite boiler gas oil system pressure
regulating valve inlet
When the burner is extinguished the oil is circulated back to the diesel oil
service tank. This circulation tends to heat the oil and the viscosity will be Open Composite boiler gas oil system pressure
further reduced as a consequence. To prevent any problems due to warm oil a regulating valve outlet
cooler is provided on the suction side of the pumps. This cooler, together with Closed Composite boiler gas oil system pressure
a temperature controlled bypass valve, maintains a suitable oil temperature. regulating valve bypass
Open Composite boiler gas oil supply pumps discharge RR170
When operating on gas oil a fuel oil supply pump is normally kept running to boiler burner unit
with warm heavy fuel oil circulating through the system and ready for service
if required. Ensure that cooling water is circulating through the gas oil cooler and that the
temperature control valve is operational.
To prepare the gas oil system for operation ensure that there is sufficient fuel in
the diesel oil service tank, all filters are clean and instrument valves open. The Start one gas oil supply pump and when the pressure has stabilised place the
system valves are set as follows: other supply pump on auto standby.
Position Description Valve At the boiler burner unit change over from heavy fuel oil to gas oil service and
Open Gas oil cooler LT cooling water inlet valve RR164 manually flash the boiler to check operation. After testing return the boiler
control to automatic operation.
Open Gas oil cooler LT cooling water outlet valve RR183
Closed Composite boiler mixing tube return to heavy RR173 The composite boiler is now in service and operating on gas oil.
fuel oil tanks
Closed Auxiliary boiler mixing tube return to diesel oil RR174 CAUTION
service tank. When changing over between fuel oil and gas oil supply systems, care
Closed Composite boiler fuel oil three-way return valve RR83 must be taken not to contaminate the gas oil.
to diesel oil service tanks
Open Fuel oil three-way return valve to composite RR83
boiler mixing tube
Open Auxiliary and composite boiler fuel oil return to RR03
diesel oil service tank
Open Diesel oil service tank quick closing outlet valve
to boilers, main and auxiliary engines
Open Diesel oil to auxiliary and composite boiler fuel RR37
systems
Operational Composite boiler gas oil cooler temperature RR162
control valve
Open Composite boiler gas oil cooler outlet valve RR167
2.6.5 emergency generator Fuel Oil System Illustration 2.6.5a Emergency Generator Fuel System
The emergency generator engine and switchboard are located in a separate Gas Oil
compartment outside the engine room on A deck. The emergency generator Deck Filling
engine is supplied with diesel oil from a dedicated tank located inside the
emergency generator room. The 3.2m3 tank has an operational capacity of P
2.7m3 and is refilled from the diesel oil storage tank using either the diesel
oil separator or the diesel oil transfer pump, through valve QR45. There is
C Deck
also a manual filling connection located above the emergency generator room,
for direct filling from drums. Should the tank be inadvertently overfilled, the
50 50
excess will spill back to the diesel oil storage tank. The tank is provided with a
low level alarm and a gauge glass so that the level can be easily checked.
Emergency
Gas Oil Tank Hand Pull
Diesel oil flows from the tank through a pneumatically operated quick-closing for Emergency
Diesel Engine
outlet valve (ZR01) to the emergency generator through flexible hoses to the (3.2m3)
inlet filters and then the fuel pumps, with any excess fuel being returned to the ZR01
emergency generator DO tank.

25
The quick-closing valve is operated from the emergency shut-off valve control 20
panel in the fire control station (as with all of the other fuel tank quick-closing
valves). After being tripped the valve must be reset locally. ZR02
32 32 15
Procedure for Preparing the Emergency Generator Fuel Oil
Service System Emergency
Diesel Generator
a) Check the level in the emergency generator DO tank. The tank

should always be kept full.
b) Check the emergency generator DO tank drain for water and

sludge by operating the self-closing drain valve.
c) Check that the emergency generator DO tank quick-closing

outlet valve to the emergency generator is open, ZR01. This
valve should always be open.
To Diesel Oil
Storage Tank
d) Check that the emergency generator engine DO inlet valve is
open, ZR02. This valve should always be open.
From Diesel Oil Transfer and Separating Systems
e) If required, vent and prime the emergency generator fuel
system.
f) Check the generator fuel filters have been changed within the
recommended maintenance period.
The emergency generator fuel system is now ready for operation.
Note: The emergency generator fuel tank should always be maintained at the
maximum level and the valves correctly lined-up to the engine, allowing for
an immediate engine start in the event of an emergency.
Illustration 2.6.6a Inert Gas Generator Fuel Oil System
Deck B
PI PZA AS
From Control Air System

1501
40 32 50 15
S
Diesel Oil Tank
for Inert Gas
Generator
QR47
S
2111
S 2114
RR91
S 2103
RR90 RR04 RR89
TI
PZA PI PT
25 25 20
Pilot
A
Burner
Main
Burne
1059 r
To Boiler Combustion
Ignition Pumps Chamber
PC
LZA
1071
1051
RR88
No.1 Fuel PI
Pump
1001 1015 1014 1005
To MDO Storage Tank Key

No.2 Fuel
Pump Compressed Air
From MDO Separator
Marine Diesel Oil
SR59
1025 1024 Vent
From MDO Transfer Pump
QR29
Fuel Oil Unit
2.6.6 Inert Gas Generator Fuel Oil System Position Description Valve
Open DO service tank quick-closing outlet valve RR89
Inert Gas Generator Diesel Oil Supply Pump IGG fuel oil unit inlet valve RR88
Manufacturer: Danfoss A/S Open IGG supply pump suction filter inlet valve 1001
No. of sets: 2 Open No.1 IGG supply pump suction valve 1015
Model: KSN 450R Open No.1 IGG supply pump discharge valve 1014
Type: Gear Operational No.1 IGG supply pump pressure control valve 1012
Capacity: 0.45m3/h at 1.5MPa Open No.2 IGG supply pump suction valve 1025
Open No.2 IGG supply pump discharge valve 1024
Operational No.2 IGG supply pump pressure control valve 1022
Introduction Open IGG fuel oil unit outlet valve 1005
The purpose of the Inert Gas Generator (IGG) is to produce inert gas for gas Open IGG inlet filter inlet valve 1051
freeing purposes, and this is achieved by burning diesel oil at a very low excess Set IGG 3-way inlet valve set to IGG and return line 1071
air setting. The inert gas generator is located in the engine room at main deck Operational Pilot burner supply line solenoid valve 2111
level. Operational Pilot burner inlet solenoid valve 2103
Operational Main burner inlet pneumatic valve 1059
The IGG is equipped with two burners, one of which is the pilot/ignition burner
and the other a main burner. The burners are supplied with diesel oil by two The IGG fuel oil service system is now ready for operation and the IGG can be
supply pumps which are located by the diesel oil service tank on the engine started and operated according to the procedures detailed in Section 2.15.
room upper platform, and supply fuel to the burners at the correct pressure for
combustion. The fuel oil system is as shown in illustration 2.6.5a. The 6.5m3 tank has a capacity of 6.0m3 (to overflow level) and is refilled from
the diesel oil storage tank using either the diesel oil separator or the diesel
The IGG supply pumps draw fuel from the diesel oil service tank via a suction oil transfer pump, through valve QR47. Should the tank be inadvertently
strainer. One pump is normally in service with the second pump lined-up overfilled, the excess will spill back to the diesel oil storage tank. The tank
on standby. The standby pump will be started by the IGG control system if is provided with a low level alarm and a gauge glass so that the level can be
required. The fuel is discharged to the IGG via a filter, the supply pressure easily checked.
being set by spring-loaded control valves. A pressure control valve is fitted to
each of the supply pumps, with the excess fuel returned from the IGG to the
supply pump suction via the pressure control valves. The automatic combustion
controller regulates the flow of fuel to the main and pilot burners by the use of
control valves. The IGG burner system has been described in greater detail in
Section 2.15 of this manual.
Procedure for Preparing the Inert Gas Generator Fuel Oil

Service System
a) Check the diesel oil service tank drain valve for water and
sludge.
b) Check that the IGG supply pump suction strainer is clean.
c) Check that the inlet fuel filter to the IGG combustion unit is
clean.
d) Set the IGG fuel oil service system valves in accordance with
the following table:
Illustration 2.6.7a Fuel Oil Drain System
LAH TAH
2520 2712
Port Starboard
Composite
LAH Lubricating Oil Fuel Oil LAH
Boiler QR53 QR51 QR51
2618
Sludge Tank Sludge Tank Waste Oil
LAL Settling/Service
2521
Tank QR53
To
65 Residual
Tank BQ374 BQ437
QR90
QR34 Upper Deck
20 50
65 50 65 65
65
QR25
65
32 50
50 50
65
QR33
32
65
40
32
LAH LAH
Main Engine Main Engine 65 50 65 50 50 50
Scavenge Stuffing Box
Drain Tank Drain Tank QR31
65
QR26
QD07
QR30
40
QR106
RR57
32 QR79 QR109
65 32 65 QR27 50
RS40 No.1 Sludge Pump No.2 Sludge Pump
QR94
(5.0m3/hx0.4MPa) (5.0m3/hx0.4MPa)
PV P PV P
QD08
From Bilge
65
Pump
To Bilge Pump
QR80
QR35
QR46
QD54 QD70 To Bilge Pump
Chemical QD10
Cleaning LAH LAH LAH LAH Key
Tank for QD69
AIr Cooler Bilge / Drain
Lubricating Fuel Oil
Clean Bilge Dirty Bilge Oil QD12 Sea Water
Drain
Water Tank Water Tank Drain Tank
65 From Sea Water
Tank
Suction Crossover
2.6.7 Fuel Oil drain System Description Valve Position Description Valve
Bilge water settling tank, middle test cock QD079 Open Sludge transfer pump suction valve QR034
Sludge Pump Bilge water settling tank, lower test cock QD080 Open Sludge transfer pump discharge valve QR027
Manufacturer: Allweiller AG, Radolfzell, Germany FO sludge tank, self-closing valve TR018 Open Steam to FO drain tank heating coil QE050
No. of sets: 2 LO sludge tank, self-closing valve TR019 Open Condensate from FO drain tank heating coil SL035
Type: Horizontal screw, motor-driven through gearbox HFO settling tank, self-closing valve TR004
Model: AMG 95/1 GLRD HFO service tank, self-closing valve TR005 e) Start the sludge transfer pump.
Capacity: 5.0m3 /h at 0.40MPa Low sulphur HFO settling tank, self-closing valve TR006
f) Check that the waste oil is being correctly transferred from FO
Motor rating: 440V; 2.6kW; 1,750/350 rpm Low sulphur HFO service tank, self-closing valve TR007 drain tank to the FO sludge tank.
Diesel oil service tank, self-closing valve TR015
Fuel Oil Drain Tank Diesel oil storage tank, self-closing valve TR021 g) When the required amount of waste oil has been transferred,
No.1 HFO storage tank - port, self-closing valve TR010 stop the pump.
Capacity: 8.7m3
No.1 HFO storage tank - starboard, self-closing valve TR011
h) Close all tank and pump suction and filling valves.
Fuel Oil Sludge Tank No.2 HFO storage tank - port, self-closing valve TR012
No.2 HFO storage tank - starboard, self-closing valve TR013 i) Record the details of the transfer in the Oil Record Book.
Capacity: 6.9m3
Composite Boiler Waste Oil Tank Procedure for Transferring the Contents of the FO Drain
Capacity: 1.0m3 Tank to the Fuel Oil Sludge Tank
Introduction Note: As water, sludge and various types of oil drain to the FO drain tank,
such as HFO, DO etc, to prevent any possible damage to the main and
The Fuel Oil (FO) drain tank is used to collect the waste and drain oil from the auxiliary engines, best practice would be to either incinerate the contents of
save-alls, scuppers, tanks and machinery, as shown above in illustration 2.6.7a. the FO drain and sludge tanks or pump them ashore for disposal.
The tank has a capacity of 8.7m3 and is fitted with a high level alarm. The tank
vents to the funnel oil/mist collecting box. The FO drain tank is emptied using The description assumes that the contents of the FO drain tank are to be
the sludge transfer pump, and discharged to the fuel oil sludge tank. The oil and transferred to the fuel oil sludge tank.
sludge is then discharged to the composite boiler sludge/waste oil settling tank,
or to a shore installation/barge using the sludge discharge pump. a) Check the quantities of sludge/oil in the fuel oil sludge tank
and in the FO drain tank. Ensure that there is sufficient capacity
The tanks listed below are all fitted with self-closing drain/test valves, these available.
discharge into the adjacent save-all, which in turn drains down to the FO drain
tank. For completeness, all of the tanks have been included, and their self- b) Ensure the sludge transfer pump suction filter is clean.
closing test valve numbers provided.
c) Steam heating to FO drain tank heating coil to be on.
Waste Oil System Drain Valves
d) Set the valves as per the following table:
Description Valve
Fuel oil drain tank inlet valve TR001 Position Description Valve
Incinerator and boiler ignition diesel oil tank, self-closing valve RR091
Closed Suction from sea water crossover QR026
Emergency generator fuel tank, self-closing valve ZR003
Closed Suction from LO drain tank QR046
Composite boiler waste oil tank drain valve TR009
Closed Suction from air cooler cleaning tank QR080
Composite boiler waste oil tank, upper test cock QR053
Closed Suction from dirty bilge water tank QR106
Composite boiler waste oil tank, lower test cock QR053
Open FO drain tank suction valve QR035
Bilge water settling tank, upper test cock QD078
Transferring the Contents of the FO Sludge Tank to the Illustration 2.6.7b Sludge Discharge System Procedure for Pumping the Sludge Tanks to Shore/Barge
Composite Boiler Waste Oil Tank
50 The description assumes that the contents of the fuel oil sludge tank are to
Port Starboard
QR051 QR051 be transferred to shore facilities/barge through the port sludge discharge
Note: As water, sludge and various types of oil drain to the FO drain tank, to
manifold.
prevent any possible damage to the main and auxiliary engines, best practice
is to either incinerate the contents of the FO drain and sludge tanks or pump 50 a) Ensure the sludge pump suction filter is clean.
To Residual Tank
them ashore for disposal. Upper Deck BQ374 BQ437
b) Steam heating to sludge tank heating coil to be on.
a) Ensure the sludge pump suction filter is clean.
c) Connect the shore/barge discharge line.
b) Steam heating to FO drain tank heating coil to be on.
d) Agree a pumping rate with the shore authorities/barge operator,
c) Set up the valves as per the following table: and confirm that they are able to receive all of the waste oil.
Position Description Valve HLA e) Set up the valves as per the following table:
50
Closed LO sludge tank suction valve QR033 Composite
Open FO sludge tank suction valve QR025 50 Boiler Position Description Valve
50
Waste Oil
Open Sludge pump suction valve QR109 50 Tank Closed LO sludge tank suction valve QR033
LSP
Closed Sludge pump discharge to deck manifold QR031 Open FO sludge tank suction valve QR025
QD007
Open Sludge pump discharge to composite boiler waste oil QR030 Open Sludge pump suction valve QR109
tank Open Sludge pump discharge to deck manifold QR031
From Closed Sludge pump discharge to composite boiler waste oil QR030
Closed Sludge pump discharge to cargo residual tank QR094 Bilge Pump
Closed Bilge pump discharge valve to sludge discharge line QD007 tank
Closed Port sludge manifold discharge valve QR051 QR030
Closed Sludge pump discharge to cargo residual tank QR094
QR031
Closed Starboard sludge manifold discharge valve QR051
QR094 Closed Bilge pump discharge valve to sludge discharge line QD007
50 Open Port sludge manifold discharge valve QR051
d) Start the sludge pump. Closed Starboard sludge manifold discharge valve QR051
50
P
e) When the required quantity has been transferred, stop the sludge f) Start the sludge pump.
pump and close all of the valves in the system. Sludge Pump
(5.0m3/h x 0.4MPa) g) Check that there are no leaks from the hose or bunker connection
f) Record the details of the transfer in the Oil Record Book. and that the waste oil is being correctly transferred.
PV
Note: As an alternative to burning in the composite boiler, waste oil and h) When the tank has been emptied, stop the sludge pump and
sludge may be consolidated in the cargo residual tank for later discharge. 65 close all of the valves in the system.
Key
Sludge / Waste Oil QR109

i) Obtain a signed receipt as to the total quantity of sludge/waste
oil discharged.
j) Record the details of the transfer in the Oil Record Book.

65 65
QRO25 k) Disconnect the shore hose and refit the manifold blank flange.
QRO33
Lubricating Oil Fuel Oil

Sludge Tank Sludge Tank
(5.6m3) (6.9m3)
2.6.8 Low Sulphur Fuel Operations Main and Auxiliary Engines Regulations Regarding the Changing Over from/to Low Sulphur Fuel
a) Open No.2 service tank outlet valve to fuel oil unit (703-039). Regulation 14 (4) of MARPOL Annex VI, which requires ships to demonstrate
When the vessel enters an area designated by the IMO as an Emission Control that whilst the ship is passing through a SOx emission control area (SECA) it
Area (ECA) it will be necessary for the main and auxiliary engines, together is either:
b) Close No.1 service tank outlet valve to fuel oil unit (703-041).
with the boilers, to operate on low sulphur fuel. See the following Section 2.6.9
for more details of the requirements. (4) (a) Using fuel which has a sulphur content not exceeding
After running for one hour: 1.5% m/m or
Procedure for Changing Over from Heavy Fuel Oil (HFO) to c) Open fuel oil unit deaeration chamber return valve to No.2 (4) (b) (c) Using an approved exhaust gas cleaning device which
service tank (703-097). ensures that the total emission of sulphur oxide from the ship
Low Sulphur Heavy Fuel Oil (LSHFO)
does not exceed 6.0 gSOx/kWh
Care must be taken when changing over from heavy fuel oil (HFO) to low d) Close fuel oil unit deaeration chamber return valve to No.1
sulphur heavy fuel oil (LSHFO) due to possible incompatibility. This may service tank (703-042). Regulation 14 (6) for those ships using separate fuels to comply with Regulation
result in asphalt-based sludges precipitating out of the fuel and blocking filters. (4) (a), records must be kept on the completion of any fuel changeover procedure
If this is a possibility it may be necessary to change over to marine diesel oil when entering and leaving a SECA to verify compliance. The records shall
Oil-Fired Boiler include the date, time and position of the ship when the fuel changeover is
(MDO) as an intermediate stage and flush out all of the heavy fuel oil before
introducing the low sulphur fuel oil into the system. a) Open No.2 settling tank outlet valve to oil-fired boiler fuel oil complete, and also record the quantities of both the heavy fuel oil and the low
unit (703-117). sulphur fuel oil in each tank.
The use of low sulphur fuel oil with standard alkaline crankcase and cylinder
oils may result in lacquering of the cylinder lines with resultant scuffing, b) Close No.1 settling tank outlet valve to oil-fired boiler fuel oil The changeover to low sulphur fuel must be completed before the vessel enters
together with increased deposits on piston crowns and rings. If low sulphur unit (703-038). the SECA. When leaving a SECA the changeover must not commence until the
fuel oils are to be used for a prolonged period it may be necessary to change vessel has cleared the emission control area.
the grade/type of the main and auxiliary engine crankcase oil.
Composite Boiler The records of these changeovers together with a copy of the procedures
The tank layout provides separate settling and service tanks for low sulphur a) Open No.2 service tank outlet valve to composite boiler fuel oil followed should be available for inspection during any Port State Control
heavy fuel oil. On this vessel, No.2 settling and service tanks are designated for unit (703-118). (PSC) inspection.
use with low sulphur fuel. Storage is in one or more bunker tanks as required,
due regard should be taken to incompatibility, and the tank(s) to be filled with b) Close No.1 service tank outlet valve to composite boiler fuel oil
low sulphur fuel oil should be drained of any high sulphur fuel as far as is unit (703-040).
practical before receiving bunkers.
The amount of fuel in the boiler piping systems is relatively small and does not
When circumstances require, the engine may be operated on LSHFO. This necessitate flushing through.
has a similar specification to HFO and the heating requirements are similar.
However, it may be necessary to adjust the viscosity setting at the viscosity The changeover back to burning normal fuel oil is a simple reversal of the valve
controller and the specification of the LSHFO must be consulted to determine settings.
if there are any restrictions on heating.
It may also be necessary to make changes to the crankcase lubricating oil

system, as the normal lubricating oil has an alkaline content (given as the base
number (BN)) which is designed to neutralise higher acid levels. Both the
engine builder and lubricant supplier should be consulted some time before
the extended use of LSHFO is contemplated, in order to ensure that a suitable
grade of crankcase oil is in service.
Although not applicable to this vessel, on low speed crosshead engines,

cylinder lubrication would be reduced for a short initial period, and if this
were extended, consideration given to changing to a cylinder oil with a lower
alkalinity.
Ensure that the steam heating is on No.2 settling and service tanks, normally
o o
this requires 80 C for the service tank and 60 C for the settling tank.
Problems with Operating on Low Sulphur Fuels Deposits on Piston Rings/Crown Premature ignition may result in knocking noises, together with damage to the
piston and/or rings. Delayed ignition also exposes more of the cylinder liner
When the cylinder lubricant is formulated for operation with the higher levels
Some of the problems listed below are not exclusive to low sulphur heavy fuel oil to direct heat and results in the loss of the lubricating oil film and scuffing.
of sulphur, then continued operation on low sulphur fuel will increase the
and are due to blending of different fuels to achieve the desired viscosity grade. Incomplete combustion will give rise to fouling of the exhaust system, possible
deposition of calcium ash on the piston crown and rings. Consideration should
This may include distillate fuel oil, residual fuel oil and refinery process cutting damage to the exhaust valves and surging of the turbocharger.
be given to changing the type of crankcase oil for medium speed engines and
oil in various combinations and differing grades, together with various other the feed rate/TBN of the cylinder oil for crosshead engines.
refinery products and residues. The resulting mixture is then supplied as marine
heavy fuel oil. These mixtures may be relatively stable or they may separate
into the various components whilst in storage, especially when heated. Increased Wear
This may be the result of increased deposits on the piston crown and rings
Incompatibility coming into contact with the cylinder liner. The provision of an anti-polishing
ring at the top of the cylinder liner will break up these deposits and reduce the
Due to blending requirements for producing low sulphur heavy fuel oil possibility of metallic contact, resulting in wear.
(LSHFO), the possibility of incompatibility between the two types of residual
fuel oil is increased. Asphaltenes in the two mixtures may react and flocculate, Wear may also be the result of over-neutralisation of combustion acids on the
precipitating clogging filters and greatly increasing the sludge removal by liner surface, leaving a smooth surface which is unable to retain a lubricating
the centrifugal separators. In extreme cases this can render the separators oil film. Breakdown of the oil film will result in direct metal to metal contact
inoperable. If the precipitation occurs in or after the service tanks there is between the cylinder liner and the piston rings, hence increased wear.
a possibility of the sludge blocking the fine fuel oil filters, resulting in fuel
starvation. Increased wear is also due to the presence of catalytic fines (aluminium and
silicon oxides, etc) in the fuel oil. The use of refinery cutting oils in low sulphur
This form of incompatibility may occur despite standard tests showing that the fuel oil increases the amount present and the possibility of these materials
two fuels are fully mixable, and should always be regarded as a possibility and passing through the separation and filtration systems to the engines. These
prepared for prior to commencing the changeover. particles can rapidly cause sufficient wear to fuel system components to affect
the running of the engine.
If this problem is experienced it may be preferable to change to marine diesel
oil (MDO) first as an intermediate stage, then flushing out the heavy fuel oil Regular analysis of the lubricating oil in a medium speed engine will allow
(HFO) from the system before introducing the low sulphur fuel oil (LSHFO). monitoring of rate of wear.
HFO > MDO > LSHFO
Lacquering of the Cylinder Liner Surface
Although this should avoid the problem, there is a possibility that the admixture
of diesel oil to the fuel oil may also trigger instability. Mainly a problem with medium speed engines, this is the result of unburnt
particles of fuel cracking under the high combustion pressure and condensing
Although incompatibility between different batches of heavy fuel oil can on the relatively cooler liner surface. This results in an irregular resinous
occur, this normally happens when almost equal quantities are mixed (ie, varnish-like glaze which fills the honing grooves and increases the lubricating
between 40~60% of one grade). When one of the oils is low sulphur, instability oil consumption.
of the mixture has been reported when only 10% of the new oil has been
introduced. Ignition/Combustion
Due to the varying composition of low sulphur residual fuel oil this may be
On board testing will give an indication as to compatibility, however, it cannot
a problem, especially with medium speed engines and may result in poor
be considered as definitive and the risk will always be present.
starting and/or irregular running, slow speed two-stroke crosshead engines are
relatively unaffected.
Fuel System Lubrication
The lubrication properties of the low sulphur fuel oil may, due to the blending The estimated cetane number for HFO can vary from as low as No.5 up to
process, be much lower than with standard heavy fuel oil. When this is the case No.40, with the separate components of the blend reacting independently. For
there is a high risk of rapid wear to the moving parts of the fuel pumps and the reference, marine gas oil may have a cetane number higher than No.50, the
fuel valves, resulting in sticking and scuffing. In extreme cases the wear can be higher the number the shorter the ignition delay period.
very rapid and results in failure of one or more of the fuel pumps.
2.6.9 AIR Pollution The present IMO designated areas and commencement dates are: Oxides of Nitrogen (NOx)
• The Baltic Sea May 2006
This term encompasses the various combinations of nitrogen and oxygen
Control of the Oxides of Sulphur (SOx), Nitrogen (NOx), • The North Sea November 2007 produced as a by-product of the combustion of fuel in air. The gases produced
Particulate Matter (PM2.5) and Others South of 62oN and East of 4oE are predominately nitric oxide (NO) and nitrogen dioxide (NO2) with traces
Notes on Low Sulphur Fuels • The English Channel November 2007 of other more complex chemicals including nitrous oxide (N2O). The amount
East of 5oE produced is directly related to the combustion temperature, the greater the peak
Regulations for the Prevention of Air Pollution from Ships were adopted in temperature the higher the levels generated. Although these gases also occur in
the 1997 Protocol to MARPOL 73/78 and are included in Annex VI of the boiler flue gas, the lower flame temperature results in lower percentages being
Under a European Union (EU) Directive, all EU states were required to enforce
Convention. The Protocol adopted in 1997 included the new Annex VI of produced. The high temperatures and pressures that occur in diesel engine
the North Sea/English Channel SECA from 11th August 2007.
MARPOL 73/78, which entered into force on 19th May 2005. cylinders combine to produce relatively high levels of these toxic gases.
In the USA from the 1st July 2009, all vessels within 24 miles of the California
MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions All of these gases combine with water and oxygen in the atmosphere to
coast and entering port are to use fuel with a sulphur content less than 1.5%.
from ship exhausts and prohibits deliberate emissions of ozone depleting produce nitrous and nitric acids which are highly corrosive. Nitrogen dioxide
This reduces to a maximum of 0.1% from 1st January 2010.
substances. The annex includes a global cap of 4.5% on the sulphur content of is a reddish brown highly toxic gas which causes lung damage. At sea level,
fuel oil. This maximum level is due to reduce to 3.5% from the 1st of January these gases react with organic compounds to produce low level ozone (O3), a
Further areas such as the Mediterranean Sea, the North American Economic
2012 and will further reduce to 0.5% in January 2020. (The introduction of the significant pollutant and creator of smog. In the upper atmosphere these same
Zone (200 miles offshore from Canada and USA), and a similar area of the
0.5% level of sulphur may be delayed until the 1st January 2025 after being gases, especially NO2, react to remove ozone. As these gases readily travel
western coasts of the European Union (EU), have been proposed and may
reviewed by IMO in 2018.) great distances from the actual source of production, the impact of the resulting
become designated. Additionally, Port State Authorities may also require that
ships berthed or transiting designated areas consume low sulphur fuel oil. pollution (smog, acid rain etc) may be many miles from the source.
When receiving bunkers it is essential that the ‘Bunker Delivery Note’ (BDN)
specifies the sulphur content of each grade delivered and must be signed by Due to this, the International Marine Organisation (IMO) is introducing controls
The North American Economic Zone is to become a designated ECA from
both the supplier and the receiver. If more than one bunker barge is used, then a on the amount of NOx that may be produced by any marine engine with a power
the 1st July 2012. This covers the western seaboard from the Mexican border
separate BDN for each barge is required. The BDN should also record the seal exceeding 130kW (175 horsepower).
to the south coast of Alaska excluding the Aleutian islands but including the
number of the MARPOL fuel sample container which should also have been
Hawaiian islands. On the east coast it runs from the Mexican border to the
signed by the supplier’s representative. The sample should be at least 400ml From the 1st July 2010 the European Emission Control Areas of the Baltic
arctic circle in Canada. It is expected that both the Alaskan and Canadian arctic
in volume. These samples should be retained on board for Port State Control Sea, North Sea and English Channel will have limits for the amount of oxides
areas will also be included at a later date. Extension of the zone southwards to
inspections and not used for routine analysis. The BDN must be retained on of nitrogen that may be discharged to the atmosphere. The North American
include Mexico is also a strong possibility.
board for at least three years after delivery of the fuel, and the MARPOL fuel Emission Control Area will include both NOx and SOx in the discharge
sample until the fuel has been consumed or for a period of at least one year. limitations.
The non-EU members of EUROMED are in the process of preparing the
information required for a request to the IMO for the declaration of the
If when a bunkering operation has been completed the BDN does not include The emission levels of oxides of nitrogen are at present complied with by
Mediteranean Sea and adjacent waters as an ECA. This will probably come
all the required information, or the samples received are not signed/labelled, a modifications which have been made to the design of the engine. Regulation
into affect in 2014, with the same 1.0% sulphur limit as that which will be in
letter of protest must be issued to the bunker supplier. The vessel’s Flag State 13 of MARPOL Annex 6 divides marine diesel engines into groups based upon
force in the North Sea/Baltic control areas.
authority and the local Port Authority must also be informed immediately. the date of manufacture, stating the maximum emissions that are permitted.
Copies of all relevant documents and correspondence must be attached to the However, if the engine is modified, the rebuilt engine must comply with the
Within the EU, marine gas oil (MGO) must have less than 0.2% sulphur with
BDN and retained on board for the required period. level applicable at the date of modification. To allow verification of compliance
this level being reduced to 0.1% from 1st January 2010. With marine diesel oil
(MDO) a sulphur content up to 1.5% is permitted. with this requirement, all marine engines must have individual records of the
Annex VI contains provisions allowing for special Sulphur Emission Control parameters as built. This includes component details and settings of all items
Areas (SECA) to be established with more stringent controls on the emission which may influence the production of NOx.
For passenger vessels on a regular service in the territorial sea, Extended
of oxides of sulphur (SOx). In these areas, the sulphur content of fuel oil used
Economic Zone (EEZ) or Pollution Control Zone of any European Community
on board ships must not exceed 1.5%. The groups are:
Member State, there is a requirement to use low sulphur fuel (less than 1.5%)
as if that ship is in a ECA. Constructed before 1st January 2000, must meet Tier I level by 1st
At present, this limit is due to reduce to 1.0% on the 1st July 2010 and then
further to 0.1% from the 1st January 2015. From the 1st July 2010, the January 2016
From the 1st January 2010, all vessels berthed in any European Union (EU)
designation Sulphur Emission Control Area (SECA) will be replaced by the Constructed between 1st January 2000 and 1st January 2011, Tier I
port may only consume fuel with a sulphur content below 0.1%.
designation Emission Control Area (ECA), and will incorporate reduction in will reduce to Tier II level by 1st January 2016
the levels of Particulate Matter (PM) and Oxides of Nitrogen (NOx) permitted
to be discharged into the atmosphere within the designated area. Constructed between 1st January 2011 and 1st January 2016, Tier II
Constructed after 1st January 2016, Tier III
The emission levels are based on the engine speed, with the amount reducing Particulate Matter and Polycyclic Aromatic Hydrocarbons The deliberate emission of any ozone depleting substance or gas, including
from low speed crosshead engines to high speed trunk piston engines are stated refrigerants, is explicitly prohibited under Annex VI.
as grams of nitrous oxide per kilowatt hour. Particulate Matter (PM) is usually divided into two classes based on particle size
and comprising soot, ash and unburnt fuel, together with secondary sulphate When maintenance is carried out on any system containing an ozone depleting
Tier I = 17.0 to 9.8g/kWh
and nitrate particles. The Polycyclic Aromatic Hydrocarbons (PAH) present in substance, the gas should be collected and then reused or landed for disposal
Tier II = 14.4 to 7.7g/kWh residual fuel oil are highly carcinogenic, and unburnt particles are represented or recycling.
Tier III = 3.4 to 1.96g/kWh in the soot produced together with heavy metals and organic material.
A record of all consumption and disposal of these gases should be maintained
The main and auxiliary engines of this vessel already comply with Tier II All of these may be carcinogenic and the smaller particles <PM2.5 can be drawn and made available for inspection when required.
requirements. deeper into the bronchial passages and are known to induce asthma, bronchitis
and heart failure.
Carbon Dioxide (CO2)
At present, Tier III is only planned for environmental control areas (ECA) and
will require the use of additional equipment and/or further modification to the The larger particles >PM10 are normally deposited relatively close to the point
Carbon dioxide is the major product of combustion and is more than 5% of the
engine. of origin, however, the lighter and smaller particles may stay airborne for
exhaust from a diesel engine and 13% for a water tube boiler. Carbon dioxide
considerable distances.
in the atmosphere is a major greenhouse gas and internationally great effort is
However, as these restrictions will eventually be applied to all vessels trading in being made to reduce the amount released.
these areas, the methods presently available for achieving the desired reduction Running the engines on distillate fuel (marine diesel or gas oil) reduces the
in emissions are given below. total amount of particles but does not eliminate them.
With shipping, this is being achieved by gradual improvements in fuel
consumption. This involves amongst others, modifications to the propulsion
These modifications may include one or more of the following: Further reductions require modification to the engine or exhaust system and
system (engines and propellers), smoother hull coatings and design changes
may include:
• Fuel-Water Emulsions (FWE) to the hull form.
• Fuel-Water Emulsions (FWE)
• Direct injection of water into the cylinders (DWI)
• Direct injection of water into the cylinders (DWI) At present there is no general legislative control for the amount of CO2
• Injection of water into the charge air (CWI), also known as produced. However, in the United States, southern California has introduced
Scavenge Air Moisturisation (SAM) • Injection of water into the charge air (CWI), also known as a speed restriction of 12 knots for vessels within 20 miles of the coast. This
Scavenge Air Moisturisation (SAM) being for the explicit purpose of reducing total emissions from shipping. It is
• Humid Air Motor (HAM)
• Humid Air Motor (HAM) probable that other areas will bring similar requirements into force.
• Exhaust Gas Recirculation (EGR)
• Sea Water Scrubber Simple reduction in CO2 and all other emissions can be achieved by reducing
• Selective Catalytic Reduction (SCR)
• Cyclone - centrifugal filter the output of the engine and ‘slow steaming’.
• Alkaline Sea Water Scrubber
• Electrostatic filter
At the time of writing there is no approved method for removal of CO2 from
Continuous monitoring of the exhaust gases together with records of the • Mesh filter exhaust gases is available.
resulting measurements will be required.
There is one type of exhaust gas scrubber which uses the electrolysis of sea
Ozone Depleting Substances (ODS) water to increase the alkalinity of the water before spraying the gases. This
Volatile Organic Compounds (VOCs)
process is claimed to reduce the CO2 content by >70%, it also reduces NOx
Man-made chemicals which degrade the ozone layer in the upper level of the by >80% and SOx by >90%. The effluent is treated before discharge of non-
VOCs are contained in the lighter fractions released from petrochemical and earth’s atmosphere. These are currently being phased out under the terms of the
oil products, including crude oil, during cargo operations and tank cleaning. At acidic water to the sea and all solids are retained on board for future disposal
Montreal Protocol. These are usually found as hydro-chorofluocarbons (HCFC) to shore.
sea level, these compounds react with oxides of nitrogen to produce low level and chlorofluorocarbons (CFC) used as refrigerants and as the expansion gas
ozone (O3), a significant pollutant and creator of smog. Ozone is a deep lung used in polystyrene foam.
irritant. VOCs also play a major role in forming other photochemical oxidants,
which are responsible for numerous chemical and physical atmospheric CFCs have mostly been replaced by HCFCs which have a greatly reduced
reactions. effect. However, from 1st January 2020 the use of these in new installations
will no longer be permitted. Individual Port States may have stricter regulations
Where possible, these should be discharged to shore through the vapour return restricting the availability of some refrigerants.
line. A small unrecoverable amount will be released from the vessel’s fuel oil
system, especially when heating the oil.
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 Separator System
2.7.3 Waste Oil and Sludge System
Illustration 2.7.1a Fuel Oil Bunkering System
Manifold Port Manifold Starboard

TI P P T P T T P P T P T
QT49 QT55 QT61 QT67 QT73 QT79
QT51 QT57 QT63 QT69 QT75 QT81
Drain Drain Drain Drain Drain Drain
QT122 QT123 QT124 QT125 QT126 QT127

100 150 150 100 150 150
100
150
Upper Deck
100
QT128
125
150
QT115
100
100
Set. bar Set. bar
0.45MPa 0.45MPa
To Funnel QT112 QT13 QT34 QT30 To Funnel
Vent Box Vent Box
150 125
150 100
From Diesel Oil From Fuel Oil
Transfer Pump Transfer Pump
To To
Overflow Overflow 125
Tank Tank
QT32 QT33 QT36 QT109 QT37
80 150 150 80 150
No.1 No.1
Heavy Fuel Heavy Fuel
Oil Tank Oil Tank
(Port) (Starboard)
Key
No.2 Heavy Fuel Fuel Oil

Diesel Oil Diesel Oil
Service Tank Bunker Tank Oil Tank
No.2 Heavy Heavy Fuel Oil Heavy Fuel Oil Low Sulphur Low Sulphur Diesel Oil
(49.9m3) (Starboard) (Starboard)
Fuel Oil Tank Settling Tank Service Tank Heavy Fuel Oil Heavy Fuel Oil
(99.8m3) (249.9m3)
(Port) (33.3m3) (33.3m3) Settling Tank Settling Tank Vent Line
(33.3m3) (33.3m3)
2.7 Fuel Oil and Diesel Oil Transfer The DO transfer pump is started and stopped manually depending on the Preparation and Procedure for the Loading and Transfer of
Systems requirement at the DO service tank. However, under normal circumstances it Bunkers
may be preferable to transfer from the storage to service tanks with the DO
2.7.1 Fuel Oil and Diesel Oil Bunkering and separator. Prior to bunkering, the Chief Engineer should confirm that the specification of
Transfer System the fuel oil being delivered is the same as that ordered, and that the quantity
A FO overflow tank of 19.4m3 capacity is provided and is designed to collect being supplied is also that which was requested. Before and during bunkering,
any overflow from the HFO settling tanks in the event of overfill. The DO and the following steps should be complied with:
Heavy Fuel Oil Transfer Pump HFO bunker line relief valves also drain to this tank. The tank is fitted with
Manufacturer: Allweiller AG, Radolfzell, Germany high and high-high level alarms to warn of excess level in the tank. The HFO a) The purpose of this procedure is to ensure that bunkers of the
Model: SNF 940 ER 42 E8.9 W1 DS44A transfer pump is used to pump the contents of the overflow tank to the HFO correct specification and quantity are received on board in a safe
bunker or settling tanks. and efficient manner, which minimises the risk of pollution.
No. of sets: 1
Capacity: 50m3/h at 0.40MPa Fuel oil can be transferred from one bunker tank to another for trim or other b) Shore and barge tanks should be checked for water content.
Rating: 440V, 21.5kW at 1,764 rpm purposes, using either of the transfer pumps and the bunkering line.
c) Representative samples are to be drawn using the continuous
The outlet valves from the fuel tanks are all remote operated quick-closing
Diesel Oil Transfer Pump drip method for the duration of the loading operation and they
valves with a collapsible bridge which are pneumatically operated from the
are to be immediately dispatched for laboratory analysis.
Manufacturer: Allweiller AG, Radolfzell, Germany fire control station. After being tripped, the valves must be reset locally. Each
Model: SNF 940 ER 42 E8.9 W1 DS44A tank is also fitted with a self-closing test cock to test for and drain any water
d) Where possible, new bunkers are to be segregated on board prior
present. Tundishes/save-alls under these test cocks drain any liquid to the FO
No. of sets: 1 to use until results of the laboratory analysis are received.
drain tank.
Capacity: 50m3/h at 0.40MPa
e) No internal transferring of bunkers should take place during
Rating: 440V, 21.5kW at 1,764 rpm All of the tanks are provided with local temperature gauges, but in addition,
bunker loading operations unless permission has been obtained
remote level and temperature indicators are available on the workstation
from the Chief Engineer.
displays available in the ECR and SCC.
Introduction
All HFO tanks are fitted with heating coils, the heating steam being supplied at f) The Chief Engineer should calculate the estimated finishing
Heavy Fuel Oil (HFO) and Low Sulphur Heavy Fuel Oil (LSHFO) for all 0.7MPa from the steam system. Condensate from the heating coils flows to the ullages/soundings, prior to the starting of loading.
on board purposes, is stored in four HFO bunker tanks at the forward end atmospheric condenser and then to the cascade tank via the observation tank.
of the engine room. From the bunker tanks the oil is transferred to the HFO All HFO transfer lines are trace heated by steam also at 0.7MPa. g) HFO storage tanks should not exceed 95% full and all bunker
and LSHFO settling tanks where it is allowed to settle prior to being purified tank high level alarms should be function tested prior to
into the HFO and LSHFO service tanks. HFO is supplied to the main engine, bunkering and kept operational at all times.
generator engines and boilers from these service tanks. The HFO bunker tanks Fuel Oil System Tanks
and diesel oil (DO) storage tanks are filled from bunkering lines located at the h) Any bunker barges attending the vessel are to be safely moored
cargo manifolds on the port and starboard sides of the ship. DO is stored in one Tank Capacity (m3) alongside before any part of the bunker loading operation
storage tank on the starboard side. There are two HFO bunkering connections No.1 heavy fuel oil tank (port) 387.6 begins.
on each side of the vessel, forward and aft of the manifold. There is one DO
No.1 heavy fuel oil tank (starboard) 382.1
connection, on each side at the aft end of the manifold. Sampling valves are i) The FO overflow tank should be empty prior to commencing
fitted at each bunker pipe connection point before the bunkering manifold valve No.2 heavy fuel oil tank (port) 278.7 bunker operations.
on each pipe. The bunkering lines are fitted with relief valves set at 0.45MPa, No.2 heavy fuel oil tank (starboard) 244.4
which discharge into the FO overflow tank. Heavy fuel oil settling tank 30.2 j) Verify that all lines are sound, by visual inspection.
Heavy fuel oil service tank 30.2
There is one HFO transfer pump which is used to transfer HFO from the bunker k) Complete the pre-transfer checklist.
tanks to the HFO settling tank, or for transferring HFO between bunker tanks Low sulphur heavy fuel oil settling tank 30.2
at a maximum rate of 50m3/h and a pressure of 0.4MPa. The diesel oil (DO) Low sulphur heavy fuel oil service tank 30.2
l) All personnel involved should be aware of the contents of the
transfer pump also has a capacity of 50m3/h at 0.4MPa and is dedicated to the Fuel oil overflow tank 19.4 Chief Engineer’s Bunker Loading Plan.
transfer of DO from the DO storage tank to the DO service tank. In the event of Fuel oil drain tank 8.6
failure of either pump, the other may be used, provided that the two crossover m) The Chief Engineer is responsible for bunker loading operations,
blanks are swung into the open position. The HFO transfer pump is started and assisted at all times by a sufficient number of officers and ratings
Note: All bunkering and transfer operations are to be carried out with due
stopped automatically by means of level switches on the HFO settling tank. to ensure that the operation is carried out safely.
regard to Company policy and requirements.
HFO is then transferred to the HFO service tank with the HFO separators.
Illustration 2.7.1b Fuel and Diesel Oil Transfer System
65
32
From Diesel
Oil Separator SR48 40 100 QR45 QR47
SR50
QR98 QR99
TAH ASP LAH TAH TAH TAH ASP LAH
ASP
Diesel Oil
2608 2614 2609 2611 2610 2620 Emergency Inert Gas
Service Generator Generator
Tank Diesel Oil Diesel Oil
Low Low 100 65 32 Tank 32
Tank
Diesel Oil Heavy Heavy Sulphur Sulphur LAL LAL
Storage Fuel Oil Fuel Oil Heavy Heavy 2303 2710
LAL Tank Fuel Oil Fuel Oil
AST 2612
Settling Service
Tank Tank Service Settling
QR28 Tank Tank
AST LAL LAL LAL AST LAL
QR39 2615 2613 2622 2621
32 To Bunker
Manifold
QR37 QR23 QR36 QR97
50
To Fuel Oil 40 40
Supply RR50
50 65 100 125 125
System QR44 QR42 QT115
50 QT128
RR143 50
NC
50
100 100
100 QR32 100 100
QR41 QR95
50 50 QR52
From
To Fuel and SR06 50 25
Diesel Oil
Diesel Oil 50 50 50 Separator
Separator QR29 SR59
System SR03 QR78
50 100 100
SR33 QR38 65
65 65
P PV
40 125
QR17 100
QR101
SR34
QR19
Diesel Oil Transfer Pump
No.2 Heavy No.1 Heavy No.2 Heavy No.1 Heavy (50m3/h x 0.4MPa) QR18 QR16
Fuel Oil Fuel Oil Fuel Oil Fuel Oil QR15
Tank Tank Tank Tank
(Port) (Port) (Starboard) (Starboard) QR11
100 100
125
QR22 125 100

100 125 125
QR13
P PV
QR07 QR09 QR24 QR08 QR06
QR103
125
QR14 QR12
Fuel Oil Transfer Pump
(50m3/h x 0.4MPa) QR01
125
125
Key Fuel Oil QR05

Overflow Tank 100
Heavy Fuel Oil
Marine Diesel Oil QR88 QR04
100
n) A watch for signs of leakage should be kept at the manifold Procedure to Receive Bunkers from Shore/Barge k) Repeat the above until only two tanks remain open, then signal
during loading. to bunker barge/shore to reduce the pumping rate.
a) At the bunker connection to be used, remove the blank and
o) All personnel involved should be in radio contact, the radios connect the bunkering hose. Ensure that the joint being used is l) When filling the final tank, signal a further flow reduction until
being tested prior to the bunkering operation. in good condition. the tank is at the required level and then signal to stop.
p) The maximum pressure in the bunker line should be below b) Ensure that the blanks on the other bunkering connections are m) Once the supplier has agreed that it is safe to do so, close the
0.4MPa, well below the point the line relief valve will discharge secure and that the valves are closed, with drain and sampling valve at the bunkering connection, then open the vent and allow
to the FO overflow tank. valves closed and that the drip tray is empty and drain closed. the hose to drain back to the supplier.
q) Safe means of access to barges/shore shall be used at all times. c) Open the required tank filling valve: n) Once the supplier has agreed that it is safe to do so, disconnect
the hose connection and replace the blank.
r) Scuppers and save-alls (including those around bunker tank Description Valve
vents) should be effectively plugged. o) Close the tank filling valves.
No.1 HFO tank port QT33
s) Drip trays are provided at bunker hose connections. No.1 HFO tank starboard QT36 p) Collect and label samples and send ashore for laboratory
No.2 HFO tank port QT32 testing.
t) Oil spill containment and clean-up equipment must be deployed No.2 HFO tank starboard QT37
and ready for use. q) When the oil bunkering is completed, close all valves and record
d) Open the valve at the selected bunkering connection at the cargo the transfer in the Oil Record Book.
u) Loading should start at the agreed minimum loading rate. Only manifold:
upon confirmation of no leakage and fuel going only into the
nominated tanks, should the loading rate be increased. Procedure for the Transfer of Heavy Fuel Oil from the
Description Valve
Bunker Tanks to the Settling Tank Using the Heavy Fuel Oil
Manifold port forward QT61
v) When topping-off, the flow of oil to the tank in question should Transfer Pump
Manifold port aft QT55
be reduced by diverting the flow of oil to another tank. In the
case of the final tank, the loading rate should be reduced to the Manifold starboard forward QT79 Under normal circumstances the HFO transfer pump is set to automatic
agreed minimum at least 20 minutes before the finishing ullage Manifold starboard aft QT73 operation to fill the HFO settling tank. The pump is started and stopped by float
is reached. switches in the tank. Pump and line valves will be set to allow for automatic
e) Establish effective communication between the control room operation. The duty engineer must ensure that there is sufficient HFO in the
w) Prior to bunkering, the operation must be discussed by the and the bunker barge or bunkering shore station. operating HFO bunker tank when the vessel is operating in UMS mode. If there
ship’s management team where any matters which are likely is insufficient HFO, the engineer must be prepared to change over HFO bunker
to interfere with the bunkering operation should be raised. All f) Signal to the bunker barge or shore station to commence tanks. The procedure below is for transfer of HFO to the HFO settling tank
shipboard personnel must be made aware that bunkering is to bunkering fuel oil at an agreed slow rate. with the transfer pump switched for manual operation:
take place.
g) Check the ship to barge or shore connection and entire pipeline a) Check the levels in the tanks from which oil is to be taken and
CAUTION for leaks. transferred and calculate the amount to be transferred.
At least one bunker tank filling valve must be fully open at all times
h) Check that fuel oil is flowing into the required HFO bunker b) Open the suction valves from the bunker tank as required:
during the bunkering operation.
tank(s) and not to any other tank. Check that the drip sampler
unit is operating at the required rate. Description Valve
All relevant information is to be entered in the Oil Record Book on completion
of the bunkering operation. No.1 HFO tank port QR09
i) Increase bunkering to the agreed maximum rate.
No.1 HFO tank starboard QR08
j) As the level in the first fuel oil bunker tank approaches 90%, No.2 HFO tank port QR07
first open another tank filling valve (if not already open), then No.2 HFO tank starboard QR24
close in the filling valve to top-up the first tank slowly, then
close the filling valve completely when the required level is c) Set the remaining HFO transfer system valves as shown in the
reached. Always ensure another bunker tank filling valve is open following table:
before closing in to top a tank off.
Position Description Valve Position Description Valve Diesel Oil System
Closed DO/HFO transfer pumps suction crossover valve QR11 Closed DO/HFO transfer pumps suction crossover valve QR11
There is one diesel oil (DO) storage tank and one DO service tank. The DO
Closed DO/HFO transfer pumps discharge crossover valve QR15 Closed DO/HFO transfer pumps discharge crossover valve QR15 is transferred from one to the other using the DO transfer pump. Additionally,
Closed HFO transfer pump discharge valve to bunker QR13 Open HFO transfer pump discharge valve to deck bunker QR13 there are two further small storage tanks for the inert gas generator and boiler,
manifold line and the emergency diesel generator. The DO storage tank is filled from a
Closed FO overflow tank suction valve QR88 Open Cross-connection valve from HO transfer line to QT95 dedicated DO bunkering line located at the cargo manifolds on the port and
Closed LSHFO settling tank inlet valve QR99 deck bunker line starboard sides of the vessel. The bunkering line is fitted with a relief valve set
Closed FO overflow tank suction valve QR88 at 0.45MPa and discharges into the FO overflow tank. The DO transfer pump is
Closed HFO transfer pump suction valve from settling QR06
used to transfer oil from the storage tank to the service tank at a rate of 50m3/h
tanks Closed HFO transfer pump discharge valve to settling tank QR14
and a pressure of 0.4MPa. The pump is started and stopped manually. The
Closed HFO transfer pump suction valve from FO QR04 Closed HFO transfer pump suction valve from settling QR06 inert gas generator/boiler ignition and emergency generator diesel oil tanks are
overflow tank tanks normally filled using the DO separator, however, it is possible to fill the tanks
Open HFO settling tank inlet valve QR98 Closed HFO transfer pump suction valve from FO QR04 with the transfer pump if required
Open HFO transfer pump suction valve from bunker QR05 overflow tank
tanks Closed HFO and MDO transfer pumps discharge to deck QT115
Diesel Oil System Tanks
Open HFO transfer pump strainer inlet valve QR01 Closed Bunker manifold valve, port forward QT63
HFO transfer pump suction valve QR103 Closed Bunker manifold valve, port aft QT64
Tank Capacities (m3)
Open HFO transfer pump discharge valve QR12 Closed Bunker manifold valve, starboard forward QT66
DO storage tank 99.8
Open HFO transfer pump discharge valve to settling QR14 Closed Bunker manifold valve, starboard aft QT67
DO service tank 49.9
tanks Closed No.1 HFO tank port filling valve QT33
Inert gas generator / boiler ignition diesel oil tank
Open No.1 HFO tank starboard filling valve QT36
Emergency diesel generator diesel oil tank 3.2
d) Start the heavy fuel oil transfer pump manually at the local Closed No.2 HFO tank port filling valve QT32
control panel. Closed No.2 HFO tank starboard filling valve QT37 All of the outlet valves on the diesel tanks are remotely operated quick-closing
Open No.1 HFO tank port suction valve QR09 valves with a collapsible bridge which are pneumatically operated from the
e) Check that fuel oil is being correctly transferred.
Closed No.1 HFO tank starboard suction valve QR08 fire control station. After being tripped from the fire control station the valves
must be reset locally. The emergency diesel generator diesel oil tank quick-
f) Stop the pump when the required amount of oil has been Closed No.2 HFO tank port suction valve QR07
closing valve is operated by a remote wire located outside the emergency diesel
transferred. Closed No.2 HFO tank starboard suction valve QR24 generator room on ‘A’ deck. The service tank is fitted with a self-closing test
Open HFO transfer pump suction valve from bunker QR05 cock to test for the presence of water and to drain any water present. Tundishes
g) Close all valves at the end of the operation. tanks under the self-closing test cocks drain any liquid to the FO drain tank. The
Open HFO transfer pump strainer inlet valve QR01 storage and service tanks are provided with local level indication, plus remote
Under normal operation the transfer pump will remain lined-up to the settling level/capacity indication.
tank and for automatic operation at the pump controller. Open HFO transfer pump suction valve QR103
Open HFO transfer pump discharge valve QR12
Open HFO transfer pump discharge valve to bunker QR13 Preparation for the Bunkering of Diesel Oil
Procedure for the Transfer of Heavy Fuel Oil Between the manifold
Bunker Tanks The procedures for bunkering DO are as described for HFO.
b) Check that all other bunker line valves are closed and that the
HFO may be transferred between bunker tanks if required in order to adjust the blanks are securely attached at the bunker station.
trim of the vessel. The procedure is similar to that for manual transfer of HFO Procedure to Load Bunkers from Shore/Barge
from bunker tanks to the HFO settling tank. c) Determine how much HFO is to be transferred.
a) At the bunker connection to be used, remove the blank and
The following procedure assumes the HFO is to be transferred from No.1 HFO connect the bunkering hose. Ensure that the joint being used is
d) Start the HFO transfer pump manually and check that HFO is
port bunker tank to No.1 starboard HFO bunker tank using the heavy fuel oil in good condition.
being pumped between the correct bunker tanks.
transfer pump:
b) Ensure that the blanks on the other bunkering connections are
e) When the desired amount of HFO has been transferred, stop the
a) Set the valves as shown in the following table: secure and that the valves are closed, with drain and sampling
HFO transfer pump, close all valves associated with the transfer
valves closed and that the drip tray is empty and drain closed.
and complete the Oil Record Book.
c) Set the system valves as per the following table for diesel oil: Failure of a Transfer Pump Position Description Valve
Closed Line valve MDO service tank to separators SR33
Position Description Valve Should either the DO or HFO transfer pump fail, the other may be used
to complete the duties of the failed pump. To achieve this, the suction and Closed Line valve MDO storage tank to separators SR34
Open DO storage tank filling valve QT108
discharge crossover blanks should be opened and the crossover valves QR11 Open In-line isolation valve from DO service tank QR38
Open Bunker manifold, port QT49
and QR15 opened. Open DO service tank outlet valve QR39
Closed Bunker manifold, starboard QT67
Open DO transfer pump suction filter inlet valve QR18
Closed DO transfer pump discharge valve to manifold QR128 The damaged pump should then be isolated and the transfer operation started Open DO transfer pump suction valve QR101
using the serviceable pump, with extra checks on system valves to ensure that
d) Establish effective communication between the control room no cross-contamination occurs. In either case, the transfer must be completed Open DO transfer pump discharge valve QR19
and the bunker barge or bunkering shore station, then signal to manually. Once repairs have been completed, the system can be returned Open DO transfer pump discharge valve to service tank QR52
the bunker barge or shore station to commence bunkering diesel to normal, with special care to ensure that no HFO is passed into the MDO Open Line valve to DO tanks QR29
oil at an agreed slow rate. system. Temporary discharge of DO to the HFO system is preferable to any Open Emergency generator DO tank inlet valve QR45
HFO entering the MDO system. Closed Inert gas generator DO tank inlet valve QR47
e) Check the ship to barge or shore connection and entire pipeline
for leaks. c) Start the DO transfer pump.
Emergency Generator, Inert Gas Generator and Boiler Diesel
f) Check that fuel oil is flowing into the required DO storage Oil Systems
d) Stop the DO transfer pump when the required amount of DO has
tank(s) and not to any other tank. Check that the drip sampler been transferred and complete the Oil Record Book.
unit is operating at the required rate. The emergency generator engine uses DO which is stored in the emergency
diesel generator oil storage tank. The tank has a capacity of 3.2m3 which is
g) Increase bunkering to the agreed maximum rate. more than sufficient for at least 24 hours full load running of the emergency
diesel generator engine (0.7m³ = 18 hours). The boilers and the inert gas
h) As the level in the first storage tank approaches 90%, first open generator have a common diesel oil tank of 11.6m3. The DO separator is
another tank filling valve (if not already open), then close in the normally used to transfer DO from the DO storage tank to the boiler/inert gas
filling valve to top-up the first tank slowly, then close the filling generator and emergency generator DO tanks. These tanks overflow directly
valve completely when the required level is reached. Always back to the DO storage tank if overfilled.
ensure the other tank filling valve is open before closing in to
top a tank off. Procedure for Transferring Diesel Oil to the Emergency
Diesel Generator Service Tank
i) When filling the final tank, signal a flow reduction until the tank
is at the required level and then signal to stop. Before this procedure is carried out, the DO purifier must be isolated and
stopped if necessary:
j) Once the supplier has agreed that it is safe to do so, close the
valve at the bunkering connection, then open the vent and allow a) Check the level of oil in the emergency generator engine DO
the hose to drain back to the supplier. tank and determine how much DO is to be transferred.
k) Once the supplier has agreed that it is safe to do so, disconnect b) Set the valves as per the following table:
the hose connection and replace the blank. Close the tank filling
valves.
l) Collect and label samples and send ashore for laboratory testing. Closed Line valve to bunkering manifold QR22
When the oil bunkering is completed, close all valves and record Closed HFO crossover suction valve QR11
the transfer in the Oil Record Book. Closed HFO crossover discharge valve QR15
Closed Line valve from DO storage tank QR16
Open Line valve from DO service tank QR17
Closed Line valve from DO separator discharge SR59
Closed Line valve from DO separator supply pump SR71
Illustration 2.7.2a Heavy Fuel and Diesel Oil Separator System 32
50
Emergency Generator Fuel Tank
QR45 50
From Fuel Oil 50 32
Transfer System Inert Gas Generator Fuel Tank
25 QR47 SR70 SR31 SR32 SR65
32 40
25
SR59 32 32 SR50
SR29 SR37 SR48

50 32 40
32 SR30 50
Low Low
SR49 SR28 Heavy Heavy
Sulphur Sulphur
Contol Air System 15 15 8 Fuel Oil Fuel Oil
Settling Service
QK08 QK09 QK10 Oil Service Oil Settling
Diesel Oil Diesel Oil Tank Tank
Service Storage Tank Tank
32 32 32 32 32 32 25 40 Tank Tank
8 8 8
TE PS TE TE
QR28
25 25 25 32 25 25 32 25 QR28
32
QR37 QR23 QR36 QR97
SR46 SR26 SR24 QR39
SR57 SR57 SR57 SR01 SR63
Fresh Water 25 25 SR02 QR42

Service System 20 QR44
QG57 QG17
QG15 QG16 NC
SR47 SR27 SR25 QR32
20 20
25 32 25 25 32 25 25 32 QR41 QR95
50
SR15 QR78
PI PI PI
25 CS CS CS 15 32 32 32
PS PS PS
TI P SR52 P P PV PV
40
PI PS PI PS PI PS
25
SR20 SR18 SR11 SR06
No.2 Fuel No.2 Fuel Oil
Drain from Feed Pump
Cleaning Oil Heater
Diesel Oil No.1 Fuel Tank No.2 Fuel
Separator Oil Separator Oil Separator SR12 SR03
15
15 SR14
SR73 TI P SR52 P P PV PV 40
25
From Funnel 25
Oil Mist Box SR19 SR17 SR10 SR05
SR13
40 No.1 Fuel Oil
No.1 Fuel Feed Pump
Steam Steam Oil Heater SR04
Steam SR72
65 80 40 QE124 QE124 80 40 QE124 80 40
15
LAH
2618 20
SR52 SR38
Fuel Oil Sludge Tank TI P P P PV PV
40

SR71 Diesel Oil
Key Diesel Oil SR34 QR38
Heater 20
Feed Pump
Fuel Oil Steam (0.7MPa) 40
50
50
Diesel / Gas Oil Fresh Water To Fuel Oil To/From Diesel Oil Transfer Pump QR16
DrainTank
Compressed Air Drain Line
QR17
25 25
To Fuel Oil Transfer Pump
QR06
2.7.2 Fuel Oil and Diesel Oil Separator System WARNING When operating as a separator, water is removed from the fluid discharged
through the water outlet, solids accumulate at the periphery of the separator
Care must be taken when operating the separator system. Hot oil and
bowl and the cleaned oil is discharged through the oil outlet.
Fuel Oil Separators steam are present and can result in serious injury if leakage occurs.
Manufacturer: Westfalia, Germany There is a fire risk from the presence of hot oil and all precautions must
The SIMATIC D10 electronic control unit supervises the separation system.
be taken to prevent a fire and to deal with one should an outbreak occur.
No. of sets: 3 At the oil inlet to the separator system a temperature transmitter measures the
The extinguishing system must be checked frequently.
Capacity: 2.35m3/h oil temperature and signals the control unit. A pressure transmitter provides an
inlet pressure signal and a control changeover valve recirculates the HFO back
Model: OSD18-0136-067 design 10 CAUTION to the No.1 settling tank until the separator operates. On the clean fuel outlet
Motor: 440V, 14.4A, 8.6kW at 3,600 rpm Centrifuges operate on an automatic sludging system, but failure of the side of the separator a pressure transmitter measures the oil pressure. This
Bowl speed: 10,000 rpm system to effectively discharge sludge can cause overload and subsequent back-pressure is monitored by the separator control system to ensure correct
Separating temperature: 98°C breakdown of the bowl arrangement which rotates at high speed. After operation of the separator; a manual regulating valve allows for the regulation
manual cleaning, care is needed to ensure that the bowl is assembled of the pressure according to the separator throughput.
Control panel: Simatic D10
correctly, as incorrect assembly may result in disintegration at high
rotational speed. All operating and maintenance precautions stipulated
UNITROL Control System
Fuel Oil Separator Pumps by the manufacturer in the maintenance manual must be observed.
The separator UNITROL control system has two in-built monitoring functions,
Manufacturer: Rickmeier GmbH, Germany Water Content Monitoring System (WMS) and Sludge Space Monitoring
Separator Operation System (SMS).
No. of sets: 3
Model: R35/25 FL-DBI-G Liquid mixtures and solid/liquid mixtures may be separated by two methods,
Capacity: 2.35m3/h at 0.20MPa the gravity field of a settling tank or the centrifugal field of a separator bowl. Water Content Monitoring System
Motor: 440V, 2.8A, 1.3kW at 1,692 rpm Both systems rely on the product components having different densities. Since The water content system allows the separator to remove water from the oil
the centrifugal force of a separator is considerably more effective than the in an efficient manner. A part of the flow (sensing liquid) from the clean oil
gravity field of a settling tank, it is usual practice to favour the centrifugal leaving the bowl is directed to a conductivity sensor, which monitors for any
Introduction force method. The heated dirty oil enters the separator and the centrifugal water content in the oil. When the sensor registers water the control system
force created by the rotating bowl causes the liquid mixture to separate into its activates a solenoid valve and the water is discharged through the dirty water
The HFO separation system incorporates two centrifugal separators with a different constituents within the disc stack. outlet. When the sensor no longer senses water the discharge is stopped and the
further identical unit provided for DO purification. Under normal circumstances, separator reverts to operation as a clarifier.
one separator will be operating to fill the HFO service tank from the HFO The solid particles suspended in the oil settle on the underside of the discs
settling tank as fuel is consumed by the main and generator engines. The DO and slide down into the solid holding space. The smooth disc surfaces allow
separator will be used intermittently to refill the DO service tank. the solids to slide down and provides self-cleaning of the discs. Each bowl Sludge Space Monitoring System
assembly is fitted with a separating disc which can be configured in order for When the sensing liquid inlet becomes blocked with water or solids (due to
In the event of failure of the designated HFO separators, the DO separator the separator to act as either a clarifier or a separator. There are two locations accumulations in the sludge space of the separator bowl), a pressure switch in
may be brought into service after swinging the appropriate spectacle in the separating disc in which threaded pins can be inserted. When they are the sensing liquid system is activated. The pressure switch sends a signal to the
blanks into the open position. The arrangement also permits No.1 HFO in place the unit acts as a clarifier and when they are removed the unit acts as control system which initiates the ejection program (desludging cycle). The
separator to be used as a back-up for the DO separator. All three FO a separator. three-way valve at the separator inlet is activated to circulate the fuel back to the
separation systems are identical and comprise a centrifugal separator No.1 HFO settling tank. The bowl is then opened and closed for desludging by
with its own dedicated supply feed pump and heater with a common Being of the self-cleaning type, the accumulation of solids within the holding the control system which activates a solenoid valve in the control water supply.
sludge tank being provided for the separator system. The separators have space will be ejected at predetermined intervals depending on the quality of This causes the bowls to separate and the centrifugal force ejects the solids.
a maximum throughput of 2.35m3/h and the supply pumps are rated at the oil. This is achieved automatically by the control panel and a number of The opening time of the solenoid valve is up to 3 seconds and desludging takes
2.35m3/h at 0.20MPa. The separators are of the self-cleaning type and the solenoid valves which will bypass the oil supply and open the bowl for a set place at full bowl speed. In this mode the separator is operating as a clarifier.
bowls automatically open to discharge sludge at timed intervals. period of time by the use of high pressure water.
The time at which the ejection is triggered is determined by the preset
Centrifugal separation is improved when the difference in relative density separating time, or by the solids level in the bowl if SMS was selected on
between the fuel, water and solids in the fuel are as great as possible, and Control and Monitoring System
the control unit. Some loss of oil is unavoidable during ejection, but this is
the difference in relative densities can be increased if the temperature of the reduced to a minimum by displacing the oil with water before sludge ejection
fuel being treated is raised. Manufacturer’s recommendations with respect to The separator can operate in either clarifier mode or separator mode. When
takes place. This displacement time is set in the timer overview screen, details
operating temperatures should always be followed. The temperature of the operating in the clarifier mode, only solids are removed from the fluid and
of which are described in the control unit manual. If the solids can not be
fuel flowing to the separators can be adjusted by the thermostat control on the these accumulate at the periphery of the separator bowl with the cleaned oil
completely ejected, a flush ejection can be carried out by filling the bowl with
purifier control panel. leaving the separator through the oil outlet.
water and repeating the ejection process.
Illustration 2.7.2a Heavy Fuel and Diesel Oil Separator System 32
50
Emergency Generator Fuel Tank
QR45 50
From Fuel Oil 50 32
Transfer System Inert Gas Generator Fuel Tank
25 QR47 SR70 SR31 SR32 SR65
32 40
25
SR59 32 32 SR50
SR29 SR37 SR48

50 32 40
32 SR30 50
Low Low
SR49 SR28 Heavy Heavy
Sulphur Sulphur
Contol Air System 15 15 8 Fuel Oil Fuel Oil
Settling Service
QK08 QK09 QK10 Oil Service Oil Settling
Diesel Oil Diesel Oil Tank Tank
Service Storage Tank Tank
32 32 32 32 32 32 25 40 Tank Tank
8 8 8
TE PS TE TE
QR28
25 25 25 32 25 25 32 25 QR28
32
QR37 QR23 QR36 QR97
SR46 SR26 SR24 QR39
Fresh Water 25 25 SR02 QR42

Service System 20 QR44
QG57 QG17
QG15 QG16 NC
SR47 SR27 SR25 QR32
20 20
25 32 25 25 32 25 25 32 QR41 QR95
50
SR15 QR78
PI PI PI
25 CS CS CS 15 32 32 32
PS PS PS
TI P SR52 P P PV PV
40
PI PS PI PS PI PS
25
SR20 SR18 SR11 SR06
No.2 Fuel No.2 Fuel Oil
Drain from Feed Pump
Cleaning Oil Heater
Diesel Oil No.1 Fuel Tank No.2 Fuel
Separator Oil Separator Oil Separator SR12 SR03
15
15 SR14
SR73 TI P SR52 P P PV PV 40
25
From Funnel 25
Oil Mist Box SR19 SR17 SR10 SR05
SR13
40 No.1 Fuel Oil
No.1 Fuel Feed Pump
Steam Steam Oil Heater SR04
Steam SR72
65 80 40 QE124 QE124 80 40 QE124 80 40
15
LAH
2618 20
SR52 SR38
Fuel Oil Sludge Tank TI P P P PV PV
40

SR71 Diesel Oil
Key Diesel Oil SR34 QR38
Heater 20
Feed Pump
Fuel Oil Steam (0.7MPa) 40
50
50
Diesel / Gas Oil Fresh Water To Fuel Oil To/From Diesel Oil Transfer Pump QR16
DrainTank
Compressed Air Drain Line
QR17
25 25
To Fuel Oil Transfer Pump
QR06
Control Panel • PID Controller: The product feed and temperature control can The ENTER key has the following functions:
be activated when the “PID controller” key is pressed. The LED
The control cabinet incorporates the following features: • To confirm and complete an entry
lights up when the control system is in automatic mode.
• Control panel for the D10 unit • To acknowledge a fault message
• Feed Pump Status: The key has no function, but the LED
• Start/Stop pushbuttons for the separator motor indicates the current feed pump status (operation, fault or • To provide the transition from the message to the image level
• Start/Stop pushbuttons for the HFO feed pump slowing phase).
The ESC key is used to cancel field inputs (provided that they have not been
• Separator Status: The key has no function, but the LED
confirmed using the ENTER key). If the key is pressed in a menu, the program
The D10 control unit is programmed with the required functions of the HFO indicates the current separator status (operation, fault or start-up
returns to the preceding menu or to the message level. The EDIT key edits
separator system. No modifications to the program should be made, but the phase).
parameters or timer/counter set points. The LED is lit when the editing mode
operator can use the keyboard to make the following settings:
• Series Operation: Not used. is activated.
• Machine-specific program preselection
• Timer values Soft Keys F1 to F4
System Keys
• Counter values The functions which are activated when the keys are pressed depends on the
The arrow keys are used to select the menus and to move the cursor between
• Display screen current display on the screen. After the D10 system is switched on the operator
fields. The keys are also used to navigate through the fault messages in the
can access the main menu by pressing the ENTER key. The operator uses
• Soft keys F1 - F4 message buffer or on the message level.
the soft keys to navigate through the various menus and sub-menus; some of
• System keys: arrow keys, ESC, EDIT and ENTER these menus are password protected. For details of the various menus and the
functions available, reference should be made to the manufacturer’s instruction
• Function keys (when the EDIT key has been pressed, numerical manual.
values can be entered)
• Status and fault indicator LEDs
• Operating mode selector (start/stop of CPU) Illustration 2.7.2b Heavy Fuel Oil Separator Control Panel
Display Screen
The 4-line LCD display provides information about the operating and fault
conditions of the separator and displays corresponding process data. The Westfalia Separator AG
function keys are as follows:
Pa r t i a l E j e c t i on : 4
• Process Stop: In separating mode this key operates the feed St ep : Ci r cu l a t i on
three-way valve and ejects the bowl content. The LED is lit P r o d u c t T emp : 098 °C
when sludge ejections are carried out. R S e p . T i me : 1 800 s
• Process Start: Starts the separation program. The LED is lit S
when the ejection and/or the separation program is activated. F1 F2 F3 F4
M
• Lamp Test: Starts a test of the LEDs in the panel keys and the
indicator lights. The LEDs in status and fault displays are not
tested.
• Home: Returns the display to the main menu.
• Fault Message Screen: Calls up an overview of the current
fault messages. When a fault occurs, a list of measures for SF
1 2 3 4 5
removing the fault appears, after acknowledging the fault with DC5V Process Process SERIES
HELP ESC
1 2
the ENTER key. If the LED flashes, information for removing FRCE STOP START Lamp Test
RUN
the current fault is available after pressing F1. The LED flashes 6 7 8 9 0
STOP
as long as an unacknowledged fault message is queued. PID EDIT
FEED SLUDGE HOME ENTER
• Sludge Pump Status: Not used.
Preparation for the Operation of the Heavy Fuel Oil Position Description Valve k) Using the FO pushbutton on the control panel, ensure the
Separating System operating water opens and closes the bowl.
Operational No.1 FO separator three-way recirculation valve
Open No.1 FO separator three-way recirculation valve SR26 l) Slowly open the steam supply and return to the No.1 FO
CAUTION return valve heater.
Before operating a separator, a second check must be made to ensure Open Line valve to settling tanks SR30
that the correct valves are open for the separator, heater and pump to be Open Return valve to HFO settling tank SR70 m) Check that the automatic controller has taken control of the
operated, as well as the tank system from which the HFO is to be drawn system and is maintaining the oil at the correct temperature.
and the tank system to which the purified HFO is to be sent. Closed Return valve to LSHFO settling tank SR65
Closed Crossover to DO separator recirculation line SR29
n) Once the HFO temperature is above the minimum setting,
Separator heaters are supplied with steam as the heating medium and the Set No.1 FO separator outlet valve
start the programme by pressing PROGRAM 1 soft key on the
drain valve from the heater must always be open. The steam supply valve No.1 FO separator outlet valve to tanks SR27 control panel. This will initiate a start sequence including a
is controlled by the control system and the main separator control system Open No.1 FO separator outlet valve to HFO service SR28 sludge and discharge test and operate the separator in automatic
regulates the steam supply to give an oil temperature after the heater of 98oC. tank mode. Once the separator is running and no signs of abnormal
Closed Crossover to DO separator discharge SR49 vibrations are evident, all temperatures and pressures should be
The two FO separators operate on the same principle using the same type
No.2 FO separator three-way recirculation valve SR24 recorded and the levels of the tanks in use checked.
of controller and so the operating procedures are the same. The following
description has assumed that the No.1 FO separator and No.1 FO separator return valve
supply feed pump are to be used for separating oil from the HFO settling tank Closed No.2 FO separator outlet valve to service tanks SR25 Procedure to Stop the Separator
and discharging to the HFO service tank: Open Return/filling valve to HFO service tank SR31
Closed Return/filling valve to LSHFO settling tank SR32 a) Press the PROGRAM 0 key. Two total ejections will be
a) Ensure that the HFO settling tank contains HFO in sufficient triggered and the separator will stop automatically. The HFO
Closed HFO settling/service tank crossover valve SR01
quantity to enable the separator to function correctly. will be automatically recirculated through the three-way valve
Closed HFO settling/service tank crossover valve QR41
back to the settling tank.
b) Check and record the level of oil in all fuel tanks. Closed LSHFO settling/service tank crossover valve QR95
Closed LSHFO settling/service tank crossover valve QR32 b) Regulate the steam to the heater and allow the oil to cool.
c) Open the self-closing test cock on the HFO settling tank, closing Closed LSHFO service tank outlet line valve QR43
it again when all water has drained. Closed LSHFO service tank outlet line valve SR63 c) The feed pumps will need to be stopped if they are running in
manual mode.
d) All valves in the separator system are to be initially closed.
Note: The separator heater steam valves, air supply valves and water supply
Open any control air and operating water valves to the separator. d) Close the control air and operating water valves to the separator
valves must be operated as required.
Ensure power is available to the separator controller. along with any other valves opened prior to start-up.
The separator regulating discharge valve should be set for the desired discharge
e) Set up the valves as shown in the following table: e) Once the separator has come to a complete stop the brake can be
pressure and should not be adjusted during normal running conditions.
applied and preparations made for cleaning if required.
Position Description Valve f) Ensure the separator brake is off and that the separator is free to
Open HFO settling tank quick-closing suction valve QR37 The above description of the separation process has been related to the
rotate.
operation of No.1 FO separator. Should No.2 FO separator be required, careful
Open HFO settling tank suction line valve SR02
consideration to piping diagrams and valve positions should be given before
Closed Crossover valve to DO separator feed pump SR04 g) Check the separator gearbox oil level.
any operations are started. Refer to illustration 2.7.2a above.
Open Separator suction crossover valve SR03
h) Start the No.1 FO separator supply feed pump. The three-way
Open No.1 FO separator supply pump suction valve SR05 Note: It is essential that the separator manufacturer’s instructions regarding
valve will ensure the oil bypasses the separator and returns to
Closed No.2 FO separator supply pump suction valve SR06 the settling tank. the stopping and dismantling of the separator are followed exactly to avoid
Open No.1 FO separator supply pump discharge valve SR10 the risk of damage. Separator bowls rotate at very high speed and any
i) Start the separator and ensure that the bowl is up to speed before imbalance or loose connection can have serious consequences.
Open No.1 FO separator heater inlet valve SR17
Open No.1 FO separator heater outlet valve SR19 continuing.
Closed No.1 FO separator heater drain valve SR52
j) Switch on the control unit.
Open No.1 FO separator three-way recirculation valve
inlet regulating valve
Procedure for Operating the Diesel Oil Separator Procedure to Stop the Diesel Oil Purifier
The dedicated DO separator is identical to the HFO separators, and thus operates Stopping the DO separator is an identical process to stopping the HFO
on the same principle, using the same type of controller and so the operating purifiers.
procedures are identical. Therefore, only the valve settings will be different.
The following list has assumed that the DO separator and supply pump are to
be used for separating oil from the DO storage tank and discharging to the DO Cross-Connecting the Separator Systems
service tank.
The DO separator may be operated as a heavy oil separator. Direct suction
from the settling tank can be established for the feed pump through SR04 and
Position Description Valve discharge to the tank filling line through valve SR49. The return line from
Open DO storage tank quick-closing low suction valve QR28a the three-way valve SR29 will also require opening. In all cases the normally
Closed DO storage tank quick-closing high suction valve QR28b closed isolating blanks will require swinging into the open position.
Closed Line valve to DO transfer pump QR16
Open Line valve to separator system SR34 It is also possible to run No.1 HO separator as a DO separator in a similar
manner.
Closed DO service tank in-line isolation valve SR33
Closed HFO separator system in-line isolation valve SR04
CAUTION
Open DO separator supply pump suction line valve SR35
Whilst running separator systems cross-connected, the operator must
Open DO separator supply pump discharge valve SR36 take particular care over the valve settings to ensure that the separator
Closed DO separator supply pump return valve to storage SR39 operates in the desired fashion. Particular care should be taken when
tank cross-connecting the DO separator to ensure that no HFO contamination
Closed Connection valve to transfer pump discharge SR71 of the DO system occurs, or that any overheating of DO occurs. Care
Open DO separator heater inlet valve SR40 should also be taken to ensure that the separator is operating with the
correct gravity disc.
Open No.3 FO separator heater outlet valve SR41
Closed No.3 FO separator heater drain valve SR52
Open Three-way recirculation valve inlet valve
Operational Three-way recirculation valve SR44
Open Three-way recirculation valve return valve to DO SR46
storage tank
Open Isolating valve to DO transfer system SR59
Closed Return valve to DO storage tank SR50
Closed Return valve to HFO return line SR29
Closed Isolating valve to HO separator system SR49
Closed Isolating valve to HO separator system SR37
Set DO separator outlet valve
Open DO separator outlet valve to DO service tank SR47
Open Return/filling to DO service tank SR48
Closed Drain valve SR57
Note: Care should be taken with the heating of the diesel oil. The temperature
control should be set at the correct temperature of the grade of diesel oil and
it should be checked that the controller takes control of the temperature as
the steam is applied.
Illustration 2.7.3a Waste Oil/Sludge Transfer System
LAH TAH
2520 2712
Port Starboard
Composite
LAH Lubricating Oil Fuel Oil LAH
Boiler QR53 QR51 QR51
2618
Sludge Tank Sludge Tank Waste Oil
LAL Settling/Service
2521
Tank QR53
To
65 Residual
Tank BQ374 BQ437
QR90
QR45 QR46 QR34 Upper Deck
20 50
65 65 65 50 65 65
65
QR25
65
32 50
50 50
65
QR33
32
65
40
32 QR113
QR112
LAH LAH
Main Engine Main Engine 65 50 65 50 50 50
Scavenge Stuffing Box
Drain Tank Drain Tank QR31
65
QR26
QD07
40
QR106
RR57 QR94
32 QR79 QR109
65 32 65 QR27 50
RS40
PV P PV P
QD08
From Bilge
65
Pump
No.1 (Low) Sludge Pump No.2 (High) Sludge Pump

To Bilge Pump
QR80 (5.0m3/hx0.4MPa) (5.0m3/hx0.4MPa)
QR35
QR46
QD54 QD70 To Bilge Pump
Chemical QD10
Cleaning LAH LAH LAH LAH Key
Tank for QD69
AIr Cooler Bilge / Drain
Lubricating Fuel Oil
Clean Bilge Dirty Bilge Oil QD12 Sea Water
Drain
Water Tank Water Tank Drain Tank
65 From Sea Water
Tank
Suction Crossover
2.7.3 Waste Oil and Sludge System Procedure for Transferring the Contents of the Fuel Oil Procedure for Transferring the Contents of the Fuel Oil
Sludge Tank to the Composite Boiler Waste Oil Settling Tank Sludge Tank to the Cargo Residual Tank
No.1 (Low) Sludge (Collecting) Pump
The description assumes that the contents of the FO sludge tank are to be The description assumes that the contents of the FO sludge tank are to be
Manufacturer: Allweiller AG, Radolfzell, Germany transferred to the boiler waste oil settling tank. transferred to cargo residual tank.
Type: Horizontal lobe rotor, motor-driven through gearbox
Model: AGM 95/1 GRLD a) Check the quantities of sludge/oil in the fuel oil sludge tank a) Check the quantities of sludge/oil in the fuel oil sludge tank and
No. of sets: 1 and in the waste oil settling tank. Ensure that there is sufficient in the residual tank. Ensure that there is sufficient capacity.
capacity available.
b) Ensure the sludge discharge pump suction filter is clean.
Rating: 440V, 3.0kW at 1,750/350 rpm b) Ensure the sludge discharge pump suction filter is clean.
c) Steam heating to sludge tank heating coil to be on.
c) Steam heating to sludge tank heating coil to be on.
No.2 (High) Sludge (Discharge) Pump
d) Fit deck spool piece between valves BQ437 and BQ374
Manufacturer: Allweiller AG, Radolfzell, Germany d) Set the valves as per the following table:
Type: Horizontal lobe rotor, motor-driven through gearbox e) Set the valves as per the following table:
Model: AGM 95/1 GRLD Position Description Valve
No. of sets: 1 Open Fuel oil sludge tank suction valve QR46 Position Description Valve
Capacity: 5.0m3/h at 0.40MPa Closed Lubricating oil sludge tank suction valve QR45 Open Fuel oil sludge tank suction valve QR25
Rating: 440V, 3.0kW at 1,750/350 rpm Open No.1 sludge pump suction valve QR79 Closed Lubricating oil sludge tank suction valve QR33
Open No.1 sludge pump discharge valve QR27 Open No.2 sludge pump suction valve QR109
Closed No.1 sludge pump suction valve from bilge tanks QR106 Closed No.2 sludge pump discharge valve to deck manifold QR31
Introduction Closed No.1 sludge pump sea suction valve QR26 Closed No.2 sludge pump discharge valve to residual tanks QR94
Closed No.1 sludge pump diascharge valve to fuel oil QR113 Fitted Deck line isolating spool piece
The fuel oil sludge tank is used to consolidate engine room waste oil and
sludge prior to disposal. The collection and transfer of waste lubricating oil is sludge tank Open Deck line valve BQ437
described in Section 2.8.5 and the procedure for waste fuel oil in Section 2.6.7 Open No.1 sludge pump discharge valve to boiler waste QR112 Open Residual tank inlet valve BQ374
of this manual. oil service tank Closed Bilge pump disharge valve to deck manifold QD07
Closed Port manifold discharge valve QR51
The sludge from both sludge tanks (fuel and lubricating) may be disposed e) Start the sludge discharge pump.
Closed Starboard manifold diacharge valve QR51
of in one of three ways. To the composite boiler waste oil tank for burning,
to the cargo oil residual tank for eventual discharge to shore, and directly to f) Check that the sludge/waste oil is being correctly transferred
f) Start the sludge discharge pump.
shore or barge through the discharge connections at the forward end of the from FO sludge tank to the waste oil settling tank.
accommodation block, port and starboard.
g) Check that the sludge/waste oil is being correctly transferred
g) When the required amount of waste oil has been transferred,
from FO sludge tank to the cargo residual tank.
stop the pump.
h) When the required amount of waste oil has been transferred,
h) Close all tank and pump suction and filling valves.
stop the pump.
i) Record details of the transfer in the Oil Record Book.
i) Close all tank and pump suction and filling valves.
Similar procedures are used for transferring from the lubricating oil sludge
tank to either the fuel oil sludge tank or the composite boiler waste oil service j) Remove spool piece and refit blanks.
tank.
k) Record details of the transfer in the Oil Record Book.
Similar procedures are used for transferring from the lubricating oil sludge
tank to either the residual tank or the deck discharge manifold.
Anything to update?
2.8 Lubricating Oil Systems
2 8.1 Main Engine Lubricating Oil System
2.8.2 Stern Tube Lubricating Oil System
2.8.3 Lubricating Oil Separator System
2.8.4 Lubricating Oil Filling and Transfer System
2.8.5 Lubricating Oil Drain System
Illustration 2.8.1a Lubricating Oil Service System
Main Engine Cylinder
32 32 Oil Service Tank Unit
No.2 No.1
Main Engine 25 Main Engine Main Engine
6S50MC-C Cylinder Oil Cylinder Oil
Cylinder Oil Transfer Pump Storage Tank Storage Tank
LAH Main Engine (1.0m3/h x 0.3MPa) (15.6m3) (26.8m3)
4214
Cylinder Oil
P V
RS02 Service Tank
(0.5m3) 25
32 LAL
U 1409
RS03 RS32 RS33 RS34 RS35 RS30 RS09 RS04
RS01
Orifice 20 25
Y RS07
25
AC
200 From Lubricating Oil Transfer
and Separating System
RS14 QS45
AB 200
AG
P TI
200
P RS24 RS22 RS18 QB06

RS17
From / To
R 200 200
LT Cooling
TI System
RS23 RS21 45°C 15
Main Engine Main Engine
32
Lubricating Oil Lubricating Oil QB04
RS16 RS19
50 Auto Filter Bypass Filter RS20
25 50 Main Engine
Main Engine LAH 200 Lubricating Oil
4213 RS25 Cooler
Stuffing Box
Lubricating Oil
To Sludge 32 Drain Tank
Pump (0.6m3)
RS40 PS PI
200
From LO Drain System

200 200 65 80 300 300
15
RS06
50 From ME LO From No.1 LO From No.2 LO
Storage Tank Separator Separator
RS28 RS29
QS15 SS13 SS17

RS36 RS37
40
50
P Key
Main Engine TS06 Lubricating Oil

No.1
P Lubricating Oil Sump Tank LT Cooling Water
(16.7m3)
Drain
No.2 LAL Lubricating Oil LAH
Drain Tank
(6.7m3)
Main Lubricating Oil Pumps
(205m3/h x 0.45MPa)
2.8 Lubricating Oil Systems Main Engine Cylinder Lubrication Unit Oil for the camshaft bearings, cams and followers, fuel pump lubrication and
Manufacturer: Hans Jensen Lubricators A/S, Denmark exhaust valve actuators is taken from the main supply after the auto and bypass
2.8.1 Main Engine Lubricating Oil System filters. The oil from the cam boxes then drains down to the sump tank.
Type: Piston pump with flow indicator
Model: HJ Type 7 The main lubricating oil pumps discharge through the single-plate cooler
Main Engine Lubricating Oil Pump No. of sets: 2 x 18 which is cooled by the low temperature section of the central cooling system.
Manufacturer: Shinko Industries Ltd., Japan The temperature of the oil is controlled by a thermostatically modulated
Type: Centrifugal - vertical, submerged three-way valve directing sufficient oil through the cooler to achieve the set
Introduction temperature. From the cooler, oil passes through the automatic backflushing
Model: SAE 200
filter unit before being supplied to the main engine.
No. of sets: 2 The main engine operates on the Uni-Lube system and has two independent
Capacity: 205m3/h at 0.45MPa lubricating oil systems:
The filter backflushes continuously, preventing adhesion of retained solids to
Power: 55kW • The main lubricating oil system, supplies oil under pressure from filter surfaces. The entire surface area of the filter is cleaned every few minutes,
the main engine sump to the crankshaft, crankpin and crosshead ensuring a long service life for the reinforced filter disc elements. An alarm is
Main Engine Lubricating Oil Auto Filter bearings. This oil also lubricates the turbocharger, camshaft, activated if the differential pressure reaches 0.09MPa.
chain drive and thrust bearings in addition to providing cooling
Manufacturer: Alfa Laval Moatti snc., France
for the pistons. A bypass filter is provided for use when the backflush filter is shut down for
Model: Protector X280D40/4A06 maintenance.
• A cylinder oil system, which supplies oil from a dedicated
No. of sets: 1
service tank to lubricate the cylinder liners and piston rings. It
Capacity: 250m3/h, 50μm is a ‘once through’ total loss system. Procedure for Operation of the Main Engine Lubricating Oil
System
Main Engine Lubricating Oil Bypass Filter Main Lubricating Oil System
Manufacturer: Alfa Laval Moatti snc., France a) Check the level of oil in the main engine sump and top-up to the
Model: Protector L280/261A07 Two duty/standby vertical, submerged, centrifugal pumps are located in the desired level if required.
No. of sets: 1 engine sump tank, aft of the main engine at floor level. Oil is supplied to the
main bearings, connecting rod, crosshead bearings and other internal running b) Supply steam to the main engine sump heating coil. (This
Capacity: 250m3/h, 50μm gear, such as the chain drive and thrust bearing. assumes that the oil has not been circulating through the
purifying system and requires additional heating.)
Main Engine Lubricating Oil Cooler The oil to the crossheads is supplied by means of telescopic pipes and is
Manufacturer: GEA Ecoflex GmbH, Germany used to lubricate the crosshead bearing and guides, and through bores in the c) Ensure all pressure gauge and instrumentation valves are open.
connecting rods to the crankpin bearings. Oil from the bearings drains to
Type: Plate d) Position the system valves as shown in the following table:
the lower crankcase, which then drains through mesh strainers to the double
Model: VT80 B-6 bottom sump tank.
No. of sets: 1 Position Description Valve
Capacity: 205m3/h, 770kW The oil supply for piston cooling passes up a central pipe in the bore within the Open No.1 LO pump discharge valve RS29
piston rod to the piston crown cooling space. After cooling the piston the oil
flows down the outside of the pipe in the piston rod back to the crosshead and Open No.2 LO pump discharge valve RS28
Cylinder Lubricating Oil Transfer Pump is then led down to the lower crankcase. The individual piston cooling returns Closed LO pump recirculation to main engine sump RS6
Manufacturer: Allweiller AG, Germany are provided with flow switches which activate an alarm signal in case of non- Operational LO three-way temperature control valve RS16
Type: Horizontal triple screw flow. The temperature is also monitored. Open LO cooler inlet valve RS19
Model: SPF10R38 G8.3-W20 Open LO cooler outlet valve RS18
No. of sets: 1 Note: When the pumps are set for AUTO CHANGE, the standby pump will Open Auto filter inlet valve RS23
automatically start on failure of the running pump or if the system pressure
Capacity: 1.0m3/h at 0.30MPa Open Auto filter outlet valve RS24
is too low. However, if the duty pump is stopped from any of its start/stop
Power: 0.9kW positions (even by accident), then the standby pump will not start, as the Closed Auto filter drain valve to drain tank
control system will recognise the shutdown signal as an operator command Open Auto filter backflush return valve to sump tank RS25
function and not a system failure. Closed Bypass filter inlet valve RS21
Closed Bypass filter outlet valve RS22
Illustration 2.8.1a Lubricating Oil Service System
Main Engine Cylinder
32 32 Oil Service Tank Unit
No.2 No.1
Main Engine 25 Main Engine Main Engine
6S50MC-C Cylinder Oil Cylinder Oil
Cylinder Oil Transfer Pump Storage Tank Storage Tank
LAH Main Engine (1.0m3/h x 0.3MPa) (15.6m3) (26.8m3)
4214
Cylinder Oil
P V
RS02 Service Tank
(0.5m3) 25
32 LAL
U 1409
RS03 RS32 RS33 RS34 RS35 RS30 RS09 RS04
RS01
Orifice 20 25
Y RS07
25
AC
200 From Lubricating Oil Transfer
and Separating System
RS14 QS45
AB 200
AG
P TI
200
P RS24 RS22 RS18 QB06

RS17
From / To
R 200 200
LT Cooling
TI System
RS23 RS21 45°C 15
32
Lubricating Oil Lubricating Oil QB04
RS16 RS19
50 Auto Filter Bypass Filter RS20
25 50 Main Engine
Main Engine LAH 200 Lubricating Oil
4213 RS25 Cooler
Stuffing Box
Lubricating Oil
To Sludge 32 Drain Tank
Pump (0.6m3)
RS40 PS PI
200
From LO Drain System

200 200 65 80 300 300
15
RS06
50 From ME LO From No.1 LO From No.2 LO
Storage Tank Separator Separator
RS28 RS29
QS15 SS13 SS17

RS36 RS37
40
50
P Key
Main Engine TS06 Lubricating Oil

No.1
P Lubricating Oil Sump Tank LT Cooling Water
(16.7m3)
Drain
No.2 LAL Lubricating Oil LAH
Drain Tank
(6.7m3)
Main Lubricating Oil Pumps
(205m3/h x 0.45MPa)
e) Set the duty pump selection switch on its group starter panel Extra Cylinder Oil Capacity c) Start the cylinder oil pump and transfer the required quantity
to the AUTO CHANGE position, then start the lubricating oil Should it prove necessary for commercial or practical reasons, the main of cylinder oil to the cylinder oil service tank. The cylinder oil
pump. engine lubricating oil settling tank may be used to store additional cylinder transfer pump is started and stopped locally. It must be ensured
lubricating oil. To facilitate this, the tank is provided with a spool piece filling that the service tank is not over-filled.
f) Bring the auto backflush filter into service. connection from the cylinder oil filling line and a spool piece connection to
the cylinder lubricating oil system. When the tank is used for cylinder oil the d) Record the volume in the service tank for measuring later
g) Check that all pressures are in the normal operating range. vent connection to the funnel vent box should be blanked and the blank in the consumption.
cylinder oil tank vent to deck opened.
h) Supply cooling to the lubricating oil cooler from the fresh water e) Ensure the cylinder oil service tank outlet filter (RS38) is
cooling system (refer to Section 2.5.2 of this manual). The outlet to the lubricating oil system from the main engine lubricating oil clean.
settling tank has a spectacle blank provided adjacent to valve QS-43 on the
i) Select the second pump for standby operation by placing its pipeline to the separator system. Oil will flow by gravity from the cylinder oil service tank to the cylinder
control operation mode selector switch to the AUTO CHANGE lubricator boxes on the engine, each of which has a float actuated filling
position. valve.
Preparation for the Operation of the Main Engine Cylinder
j) Close the steam supply to the heating coil. Lubricating Oil System f) When the engine is operating, check the cylinder oil consumption
daily. Ensure that the consumption does not drop below
k) Check the system for leaks. a) Position the valves as shown in the following table: the manufacturer’s recommendations. Reducing consumption
below the recommended level will result in excessive wear to
Position Description Valve the piston rings and cylinder liners, additionally the piston rings
Cylinder Lubricating Oil System may stick due to accumulation of products of combustion.
Open No.1 cylinder oil storage tank quick-closing RS4
High alkaline lubricating oil is supplied to the main engine cylinders on a outlet valve
g) Ensure that all the injection points are receiving equal quantities
once-through basis in order to lubricate the piston rings and cylinder liner, Closed No.2 cylinder oil storage tank quick-closing RS9
of cylinder oil. Each lubricator pump has a ball in the discharge
reducing wear on the rings and liner as well as counteracting the acidity of outlet valve
sight glass which acts as a flow indicator. In normal operation
the products of combustion. Each cylinder of the engine is fitted with a shaft Closed Main LO system crossover isolating valve RS14 the balls will be evenly positioned approximately half way up
load-dependent lubricator with six individual oil injection pumps, these pumps Open Suction filter inlet valve RS30 the sight glasses. If a pump output reduces, this level will fall,
deliver a metered quantity of oil through a single port in the cylinder liner to and when there is no discharge the ball falls to the bottom of the
Open Suction filter outlet valve RS35
supply oil to the surface of the liner and the piston rings. glass, activating a no-flow alarm.
Closed Cylinder oil service tank and transfer pump RS7
bypass valve
The oil is injected when the piston rings are passing the injection ports on each The condition of the liner and piston rings should be checked according to the
compression stroke. Operation is monitored by a no-flow detection system Open Cylinder oil transfer pump suction valve RS34
engine manufacturer’s recommendations to ensure that sufficient oil is being
which activates an alarm if no discharge is detected at a pump unit. Open Cylinder oil transfer pump discharge valve RS33
delivered to each unit.
Open Outlet valve from cylinder oil service tank RS32
Cylinder oil is supplied to the lubricator boxes under gravity from the cylinder
Open Cylinder oil service tank quick-closing outlet RS32
oil service tank. The cylinder oil service tank is replenished as required from
valve
one of the two cylinder oil storage tanks, by use of the cylinder oil transfer
pump. Open Filter inlet valve RS1
Open Filter outlet valve RS3
A service tank and transfer pump bypass is arranged to allow oil to be supplied Closed Filter bypass valve RS2
directly to the engine from the cylinder oil storage tanks if required.
b) Ensure that the storage tank outlet filter is clean (RS31).
Note: During prolonged running on low sulphur fuel (LSHFO or MDO)
it may be necessary to change the grade of cylinder oil in order to prevent
excessive alkaline deposits forming on the piston crowns or in the piston ring
grooves.
Illustration 2.8.2a Stern Tube Lubricating Oil System
Stern Tube
Lubricating Oil
LAL
1808 Gravity Tank
(0.2m3)
Full Load Water Line 11.8m A/B Air Space Control Panel US30
US31 AIRSPACE 2 CONTROL BOX
SIEMENS
US01 US03
ESC
Upper Platform
SHIFT ENTER
OFF
ON

US29 NC
Ballast Water Line 6.7m A/B US10

NC US22
LAH Stern Tube
1811
Fwd Seal NC US07
LO Tank
LAL
1811
(15 Litres) To Bilge
LAH
1812 Stern Tube
US28 Aft Seal
LAL
LO Tank
11.8m 1812 (30 Litres)
NC US27
6.7m
No. No. No. No. No. No. Lower Platform
0 1 2 3 V1 V2 US24 US25
To Bilge To Bilge
From Main Engine

LO Storage Tank
To Bilge
3.35m
NC
S
Base Line US18 US19 P PV
P QS23 US08
PS T
US09
Forward Seal Sample US52 NC US47
P
Stern Tube
US14 US46 Lubricating Oil
Seal Oil Supply Supply Pump
PDI (0.5m3/h x 0.3MPa)
Seal Seal US53 US58 PV
P PV
No.V1 No.V2 Floor
Set Point Stern Tube Lubricating
0.112MPa To Bilge Oil Circulating Pumps
(0.7m3/h x 0.2MPa)
US63
Aft Seal US69 NC US15
Seal Air Seal Oil Supply
Sea Water Stern Tube Circulating Oil

Seal Seal Seal Seal
No.0 No.1 No.2 No.3 Key Stern Tube QS19
LAL
Lubricating Oil 1810
Lubricating Oil
Sump Tank
I II III Compressed Air (0.5m3)
2.8.2 Stern Tube Lubricating Oil System It is essential that an adequate supply of oil is maintained to the stern tube to Any leakage past No.1 and No.2 sealing rings will be dependent on the general
reduce friction and to carry away the heat. The stern tube system oil should be condition of the seals and the surface of the liner. Any oil or water that may
Stern Tube Seals periodically tested to ensure that its properties remain within specification. The enter this chamber (II) will be automatically drained to the bilge and any seal
presence of water in the oil indicates leakage at the after stern seal, the presence leakage problems indicated by the liquid present in the drain.
Manufacturer: Blohm and Voss Industries GmbH, Germany
of metal particles may indicate breakdown of one of the bearings.
Type: Simplex-Compact Seal
Forward Stern Tube Seal
Model: Forward: SC2 Z Size 560 If the quality of the oil has deteriorated it needs to be drained and replenished
Aft: SC2 S II AIRSPACE Size 560 with new oil from the main engine lubricating oil storage tank. The forward seal is of similar construction to the aft seal except it has only two
lip seal rings, numbered V1 and V2. The forward chrome liner is bolted to a
A stern tube gravity tank is located above the fully loaded waterline line and split ring clamped to the propeller shaft. The forward seals prevent the escape
Stern Tube Lubricating Oil Circulating Pump
provides a static head when the pumps are not in service and allows for venting of lubricating oil into the engine room. The forward seal oil system is self-
Manufacturer: Allweiller AG, Germany contained and does not connect with the stern tube or aft seal systems.
when refilling after maintenance. It is also used if the stern tube circulating
Model: SPF10R28 G8.3 W20 pumps are not available and the oil is allowed to circulate naturally. The vessel
No. of sets: 2 may need to operate at reduced power to prevent overheating. A 15 litre oil header tank is located immediately above the stern tube. This
Capacity: 0.7m3/h x 0.20MPa tank is fitted with high and low level alarms, high level indicating leakage from
the stern tube through seal V1 and low level leakage through seal V2. The oil
Power: 0.6kW, 1.4A, 440V, 60Hz Aft Stern Tube Seal
circulates from the tank around the seal area by convection and the natural
The aft seal comprises a casing fixed to the hull structure and a chrome steel pumping action created by the rotation of the shaft. Oil cooling is carried out
Stern Tube Lubricating Oil Pump liner, which is bolted to and rotates with the propeller shaft. The casing itself by convection from the finned surface of the header tank.
Manufacturer: Allweiller AG, Germany comprises a flange ring, intermediate ring and cover ring, which are bolted to
Model: SPF10R38 G8.3 each other. Four lip seal rings are located in the casing rings, with their lips
in contact with the chrome steel liner. The lip seals are numbered from 0 to Procedure for the Operation of the Stern Tube Bearing
No. of sets: 1 Lubricating Oil and Seal Oil Systems
3, starting from the propeller end and maintain a seal against the liner by a
Capacity: 0.5m3/h x 0.30MPa combination of water pressure, oil pressure, air pressure, the elasticity of the
Power: 0.3kW, 0.8A, 440V, 60Hz seal material and the tension of the seal ring springs. The following assumes that the system is primed with oil, and the stern tube
lubricating oil and seal tanks are at operating level.
No.0 seal ring protects the stern tube from foreign matter in the sea water and,
Introduction in conjunction with No.1 and No.2 seals, prevents sea water ingress. No.3 seal a) Confirm that all of the instrumentation valves are open and that
prevents the escape of the stern tube lubricating oil to the sea. the instruments are reading correctly.
The stern tube assembly provides support for the propeller shaft in two oil
lubricated bearings, with forward and aft seals to prevent leakage of lubricating The aft seal utilises a compressed air sealing system, supplied from the control b) Ensure that the control air supply is available and that electrical
oil from the stern tube either into the engine room or the sea. The aft seals also air system and controlled by a pressure regulator. This results in a “Non power is available to the circulating oil pump motors.
prevent the ingress of sea water which would result in contamination of the Pollution” seal with no air or oil leakage into the sea. The chamber I between
lubrication system, corrosion and damage to the bearings. No.0 and No.1 seals is at the same pressure as the surrounding sea water. The c) Ensure that the circulating oil pump discharge filters are clean.
chamber II between No.1 and No.2 seals is pressurised by the air space control
Stern Tube Lubrication panel at a pressure below that in chamber I. The chamber III between seals d) Position the valves as shown in the tables, note that no valves
No.2 and No.3 is filled with oil from the aft seal oil tank. are fitted on the forward seal system:
The stern tube bearings are lubricated with oil supplied by the circulation
pumps which take suction from the 500 litre stern tube lubricating oil sump The system is designed to drain a small volume of the compressed air at preset
tank and discharge into the stern tube assembly. The oil then passes through Aft Seal
intervals to the engine room bilge. The pressure in the chamber is maintained
the stern tube and around the forward and aft bearings, to the gravity tank and about 0.01MPa below sea water pressure. Any change in draught of the ship Position Description Valve
thence back to the sump tank. is automatically detected by the air control unit and the air supply regulated Air System - between seals No.1 and No.2
accordingly so as to maintain this differential value.
The oil both lubricates and cools the bearings, heat absorbed by the oil is Open Control air supply to airspace control panel QK27
dissipated in two distinct ways: The stern tube lubricating oil circulating pressure acting on the No.3 seal is Open Air space control panel outlet valve US29 (Z4)
• By the water that is held in the stern tube cooling tank higher the pressure in seal chamber III between No.2 and No.3 seals. This is Open Air space manual outlet valve US18 (Z2)
surrounding the stern tube. This water is cooled in turn by the designed to maintain the life of the seal. Any oil leaking past the seal will enter Operational Air space solenoid drain valve US19 (Y2)
sea water flowing past the stern area of the hull. the aft seal system and result in filling of the aft seal tank and then overflow
Aft Seal Oil System - between seals No.2 and No.3
to the bilge.
• By conduction through the propeller shaft to the propeller and Open Aft seal LO tank outlet valve US24 (Z3)
subsequently to the passing sea water.
Illustration 2.8.2a Stern Tube Lubricating Oil System
Stern Tube
Lubricating Oil
LAL
1808 Gravity Tank
(0.2m3)
Full Load Water Line 11.8m A/B Air Space Control Panel US30
US31 AIRSPACE 2 CONTROL BOX
SIEMENS
US01 US03
ESC
Upper Platform
SHIFT ENTER
OFF
ON

US29 NC
Ballast Water Line 6.7m A/B US10

NC US22
LAH Stern Tube
1811
Fwd Seal NC US07
LO Tank
LAL
1811
(15 Litres) To Bilge
LAH
1812 Stern Tube
US28 Aft Seal
LAL
LO Tank
11.8m 1812 (30 Litres)
NC US27
6.7m
No. No. No. No. No. No. Lower Platform
0 1 2 3 V1 V2 US24 US25
To Bilge To Bilge
From Main Engine

LO Storage Tank
To Bilge
3.35m
NC
S
Base Line US18 US19 P PV
P QS23 US08
PS T
US09
Forward Seal Sample US52 NC US47
P
Stern Tube
US14 US46 Lubricating Oil
Seal Oil Supply Supply Pump
PDI (0.5m3/h x 0.3MPa)
Seal Seal US53 US58 PV
P PV
No.V1 No.V2 Floor
Set Point Stern Tube Lubricating
0.112MPa To Bilge Oil Circulating Pumps
(0.7m3/h x 0.2MPa)
US63
Aft Seal US69 NC US15
Seal Air Seal Oil Supply
Sea Water Stern Tube Circulating Oil

Seal Seal Seal Seal
No.0 No.1 No.2 No.3 Key Stern Tube QS19
LAL
Lubricating Oil 1810
Lubricating Oil
Sump Tank
I II III Compressed Air (0.5m3)
Position Description Valve Illustration 2.8.2b Stern Tube Air Seal Control Panel Normal operating parameters for the stern tube system are shown below:
Open Stern tube LO aft seal vent valve US28 (Z5)
Oil
Closed Stern tube LO aft seal drain valve US27 (ZD) Temperature % Sea Water
Consumption
Stern Tube Bearing Lubricating System AIRSPACE 2 CONTROL BOX
o
C Content
Litre/Day
Closed Stern tube LO gravity tank outlet valve US01 Stern tube bearing
< 65 < 5.0
Closed Stern tube LO gravity tank rundown valve US07 system oil
Open Stern tube LO pumps main suction valve US69 1 2 6 Aft seal < 5.6 < 110 < 5.0
Open No.1 stern tube LO pump suction valve US47 Forward seal 1.0 < 110 0
SIEMENS
Open No.1 stern tube LO pump discharge valve US52 3

Open No.2 stern tube LO pump suction valve US58 ESC
Operation of the Air Seal
Open No.2 stern tube LO pump discharge valve US53 4 5 SHIFT ENTER
Closed Stern tube LO pumps bypass valve US46 Before operating the control system it is assumed that the lubricating oil system
is in use and that the SIMATIC C7-613 operating panel is ready for service:
Open Stern tube LO pumps main discharge valve US14 7
ON
Operational Stern tube LO pressure control valve US63 OFF
a) Check that valve from the aft seal tank US24 (Z3) is open.
Open Stern tube LO outlet valve US31
Open Stern tube LO gravity tank inlet valve US30 8 b) Check that drain valve US18 is open.
10 11
Closed Stern tube LO sampling valve US09
14 c) Open valve QK27 from the control air system.
e) Start the selected lubricating oil circulation pump and set the
other pump to standby. d) Adjust air supply filter regulator to 0.3~0.04MPa.
9 12 13
Note: When the pumps are set for AUTO CHANGE, the standby pump e) Turn power switch (S1) to the ‘ON’ position.
will automatically start on failure of the running pump, or if the system
pressure is too low. However, if the duty pump is stopped on command (or f) Drain float switch chamber with valve Z1.
by accident) from any of its start/stop positions, then the standby pump will
not start, as the control system will recognise the shutting down of the pump g) Check operating and drain pressures, adjust if necessary.
15
as an operator intervention and not a system failure.
h) Open air valve to aft seal Z4 (US29).
f) Ensure that the air pressure as indicated on gauge P1 is 0.01MPa Air to Aft Seal Control Air Inlet
lower than the sea water pressure. Chamber II will now be supplied with air and the solenoid drain valve will
Key
open at the preset time intervals.
g) Take a sample for analysis from the sampling cock at intervals 1. Power On Indicator Lamp (H1)
dictated by the company’s operating policy. 2. Air Chamber Flooded Indicator Lamp (H2) The operating parameters and time intervals are verified and adjusted utilising
3. Chamber Drain Indicator Lamp (H3) the keypad on the SIMATIC C7-613 control panel. Refer to the Electrical
4. Lamp Test Pushbutton (S9)
h) Check the level of oil in the seal header tanks and replenish if Section of the operating manual for details.
5. System Test Pushbutton (S6)
required. 6. Operation Panel (C7-613)
7. Main Switch (S1)
8. Pressure Gauge (P1)
i) Check the filter drains regularly and ensure any accumulated
9. Float Switch Chamber (S2)
moisture is removed. 10. Monitoring Air Inlet
11. Accessing Valve
For details of operating the system with the lubricating oil pumps out of 12. Flow Switch (S5)
13. Pressure Control Valve (AY3)
service, refer to the manufacturer’s instruction manual.
14. Pressure Regulator with Filter
15. Water Drainage Ball Valve (Z1)
Illustration 2.8.3a Lubricating Oil Separating System No.1 Main Engine No.2 Main Engine Auxiliary Engine LO
LO Separator Heater LO Separator Heater Separator Heater
To Lubricating Oil
P P P
Key Bunker System
(Illustration 2.8.4b) SS38 SS39 SS40
Lubricating Oil T T T
Fresh Water P P
SS35 SS36 P SS37
Bilge/Drain/Sludge QS47 QS20 25
25
Compressed Air 25 25
40 40 25
25 Control Air SS Control Air SS Control Air SS63
QS21 65 64
SS32 SS33 SS34
SS72 P
No.1
SS41 Lubricating Oil Auxiliary Engine
Auxiliary Fresh Fresh
Sump Tank Lubricating Oil Fresh
Engine Lubricating Oil Main Engine Water SS29 SS30 Water SS31
Storage Tank Water
QS04 LAL Settling Tank Lubricating Oil
50 (9.8m3)
2005 (14.3m3) Storage Tank
Auxiliary Engine
(32.7m3) No.1 Lubricating No.2 Lubricating
QS01 25 25 Lubricating 25
Oil Separator Oil Separator
No.2 Oil Separator
SS42 Lubricating Oil QS02 QS03
Auxiliary SS69 SS26 SS27 SS71 SS28
Sump Tank 25 40 50
25
25 SS70 25
Engine
QS05 LAL
50
40 80 40 80 40 80
2105 50
QS43 QS25
Lubricating Oil Sludge Tank
No.3 QS45 (5.6m3)
SS43 Lubricating Oil
Auxiliary SS44 To Lubricating Oil
Sump Tank
Engine Service System
RS14 (Illustration 2.8.1a) SS11 25
SS19 SS20
QS06 LAL
2205 50 25
25 25
SS12 SS13 SS14 SS16 SS17 SS18 SS15
25 SS62 25
Lubricating Oil 25 Auxiliary Engine 25

25 50 40 25 25 50
Transfer Pump 25 LO Separator Feed Pump
(6m3/h x 0.3MPa) QS07 (570 I/h x 0.2MPa)
25
QS10 PV P PV P
50 25
QS09 SS08 25 SS22
From LO SS21
50 50 65 Service System QS15 QS16 40 25
RS06 SS08 SS09
QS11 QS34 QS12 QS13 QS14 P P
50 No.1 Main Engine No.2 Main Engine

LO Separator Feed Pump LO Separator Feed Pump
25 25
QS35 (1,450 I/h x 0.2MPa) (1,450 I/h x 0.2MPa)
PV PV
25 25 QS24
QS23
QS24
32 32
SS45 QS17 QS18 SS46
To Stern Tube 25
Aux Engine Main Engine Lubricating LO Pump Stern Tube LO Lubricating Oil LAH 32
LO Overflow Oil Sump Tank QS19 Sump Tank Drain Tank
4230
Tank (0.7m3) (16.3m3) (0.5m3) (6.7m3) 25

25 25
2.8.3 Lubricating Oil SeparatOR System Introduction Illustration 2.8.3b Lubricating Oil Separator Control Panel
Main Lubricating Oil Separators The lubricating oil separating system comprises three centrifugal, self-cleaning
separators designed to remove water and suspended solids from the lubricating
Manufacturer: Westfalia, Germany oil. The three separators are located in the separator flat at the forward end of Westfalia Separator AG
No. of sets: 2 the lower platform level of the engine room. All the separators are mounted Pa r t i a l E j ec t i on : 4
Type: Centrifugal, self-cleaning, gravity disc above the lubricating oil sludge tank, along with the associated dedicated St ep :
P r o d u c t T emp :
Ci r cu l a t i on
098 °C
motor-driven supply pumps, the steam oil heaters and the starter panels/control R S e p . T i me : 1 800 s
Model: OSD6-91-067/5
modules. Control air is supplied to the separators for operation of the control S
Bowl speed: 12,000 rpm valves for the supply of oil and the automatic bowl discharge facility. Fresh M
F1 F2 F3 F4
Capacity: 1,350 litres/h water from the engine room service water system is supplied for bowl sealing
Motor: 3,600 rpm, 4.6kW, 440V, 60Hz and flushing purposes.
The separators feature a flat belt drive, this allows for easier maintenance 1 2 3 4 5
Main Lubricating Oil Separator Supply Pumps

SF
through the reduced number of components, and low noise and vibration when DC5V
FRCE
Process
STOP
Process
START
1
SERIES
2 HELP ESC
Lamp Test
Manufacturer: Rickmeier GmbH, Germany in operation. RUN
STOP
6 7 8 9 0
PID EDIT
ENTER
Model: R25/16 FEED SLUDGE HOME
Two separators designated No.1 and No.2, of the same capacity, are used for
No. of sets: 2 the main engine lubricating oil systems. The third, smaller separator is used for
Capacity: 1,450 litres/h at 0.2MPa the auxiliary (generator) engines and associated lubricating oil overflow tank.
The D10 control unit supervises the operation of the entire separation
The separators may be run simultaneously on different services, for batch operation, monitoring the separator output, initiates the cleaning cycle and
Generator Engine Lubricating Oil Separator
purification or for continuous purification. In normal operation, one main activates alarms as necessary.
Manufacturer: Westfalia, Germany lubricating oil separator should be in service on the main engine sump
No. of sets: 1 whenever the main engine is running. When the engine is shut down, use of the The correct size of gravity disc must be fitted to the separator to suit the specific
Type: Centrifugal, self-cleaning, gravity disc separator ensures that the lubricating oil remains warm. gravity of the lubricating oil being treated. In operation, a specific amount of
water is added to the separator bowl to form a water seal.
Model: OSD6-91-067/3 The oil in the generator engine sumps is cleaned individually, during this
Bowl speed: 12,000 rpm operation the engine may be either in operation or shut down. At timed intervals during the separation process the oil feed to the bowl is
Capacity: 550 litres/h stopped, displacement water is added to reduce the oil loss and the bowl is
Motor: 3,600 rpm, 0.66kW, 440V, 60Hz No.1 and No.2 separators are able to clean the oil in the following: opened, discharging accumulated sludge. The bowl then closes, sealing water
• Main engine lubricating oil settling tank re-introduced and the oil supply resumed to begin the separation process.
Generator Engine Lubricating Oil Separator Supply Pump • Main engine lubricating oil sump tank The interval between sludge discharge may be varied at the control unit
Manufacturer: Rickmeier GmbH, Germany depending upon the condition of the oil being treated and operator experience.
A cross-connection allows No.2 separator only, to service: A one hour interval is recommended for crosshead engine lubricating oil and
Model: R25/6.3
• Auxiliary (generator) engine lubricating oil overflow tank 30 minutes for trunk piston engine lubricating oil.
No. of sets: 1
Capacity: 570 litres/h at 0.2MPa • Generator engine sumps The separator should be dismantled for a visual inspection of the bowl after one
week of operation for crosshead engine lubricating oil, and after two days for
Operating Process trunk piston engine lubricating oil. These sludging and manual bowl cleaning
Lubricating Oil Separator Control Units intervals may be adjusted with regard the amount of sludge found inside the
Manufacturer: Westfalia, Germany Oil is supplied to each separator through a dedicated heater. When the oil is bowl on opening up and operating experience.
No. of sets: 3 introduced into the rotating separator bowl, centrifugal force causes the oil
to separate from any water or suspended solids due to their differing specific The heater temperature must be set at the control unit to give a temperature
Model: SIMATIC D10
gravities. Oil and water are discharged from the separator through individual of 90oC for the main engine lubricating oil, and 95oC for the diesel generator
outlets. Sludge accumulates on the outer rim of the separator bowl, from engine lubricating oil.
where it is removed during an automatic cleaning cycle and discharged to the
lubricating oil sludge tank.
WARNING Main Engine Lubricating Oil System Position Description Valve
Care must be taken when operating the separator system. Hot oil and Open No.2 separator outlet valve SS19
Using each separator and its associated pump.
steam are present and may result in serious injury if leakage occurs.
There is a fire risk from the presence of hot oil and all fire prevention Separator System Discharge Valves
precautions must be observed at all times. Separator System Suction Valves
The separator room must maintained in a clean oil-free condition. Position Description Valve
To Main Engine Sump
From Main Engine Sump
The operation of the fixed fire extinguishing systems should be checked Open No.1 separator discharge valve to main engine sump SS13
Open Separator No.1 feed pump suction valve from main SS02
at regular intervals. engine sump Open No.2 separator discharge valve to main engine sump SS17
Open Separator No.2 feed pump suction valve from main SS05 To Main Engine Settling Tank
CAUTION engine sump Open No.1 separator discharge valve to main engine settling SS12
Centrifuges operate on an automatic desludging system. Failure of Open Main engine sump suction valve SS46 tank
the system to operate correctly may cause imbalance, overload and From Auxiliary System Tanks Open No.2 separator discharge valve to main engine settling SS16
catastrophic damage to the separator bowl, which rotates at high Open Separator No.1 feed pump suction valve from auxiliary SS03 tank
speed. After manual cleaning, it must be ensured that the bowl is system tanks To Auxiliary Systems
assembled correctly to prevent imbalance. All operating and maintenance Open No.1 separator discharge valve to auxiliary systems SS14
Open Separator No.2 feed pump suction valve from auxiliary SS07
precautions stipulated by the manufacturer must be observed. system tanks Open No.2 separator discharge valve to auxiliary systems SS18
From Main Engine LO Storage Tank To Generator Engine Lubricating Oil Sumps
CAUTION
Open Separator No.1 feed pump suction valve from main SS01 Open No.2 separator discharge to generator engines SS15
Extreme care must be taken when separating lubricating oil to ensure engine LO storage and settling tanks isolating valve
that different grades of oil do not become mixed. The position of all
Open Separator No.2 feed pump suction valve from storage SS04 Open Separator discharge to generator engines SS62
valves must be checked prior to starting separator operations. and settling tanks
Open Inlet valve to No.1 generator engine sump SS41
Open LO storage tank quick-closing outlet valve QS03
Preparation for Batch Operation of the Separating System Open LO storage tank crossover valve QS25
From Main Engine LO Service Tank
a) Check and record the level of oil in all lubricating oil tanks Closed Generator engine LO storage tank outlet valve QS01
Open Separator No.1 feed pump suction valve from main SS01
before any operation commences. engine LO storage and settling tanks Closed Generator engine LO storage tanks isolating valve SS44
b) Operate the test cock on the tank in use to drain any water or Open Separator No.2 feed pump suction valve from storage SS04
and settling tanks Auxiliary (Generator) Engine Separator Suction Valves
sediment.
Open LO settling tank quick-closing outlet valve QS02
c) Position the valves as shown in the table below, depending on Open LO settling tank rundown valve QS43
Open Feed pump suction valve SS21
the system and separator selected. From Generator Engine System (No.2 separator only)
Open Feed pump discharge valve SS22
Open Separator No.2 feed pump suction valve SS07
Open No.1 generator engine sump suction valve QS04
Note: The valves are shown as open, but only those valves associated with a Open No.1 generator engine sump suction valve QS04
particular procedure should be opened. A careful check must be made of the Open No.2 generator engine sump suction valve QS05
valve path so that oil is taken from the intended tank/sump and discharged to Open No.3 generator engine sump suction valve QS06
Auxiliary (Generator) Engine Separator Valves
the desired location. Separator Valves
Closed Separator heater bypass valve SS37
Open No.1 separator feed pump discharge valve SS08
Open Separator inlet bypass valve SS28
Closed No.1 separator heater bypass valve SS35
Open Separator outlet valve SS20
Open No.1 separator inlet bypass valve SS26
Open No.1 separator outlet valve SS11
Open No.2 separator feed pump discharge valve SS09
Closed No.2 separator heater bypass/drain valve SS36
Open No.2 separator inlet bypass valve SS27
d) Open the control air and service water supplies to the separator Procedure to Stop the Separator
to be used.
a) Press the Program 0 soft key. A sludge discharge will be triggered
e) Ensure the separator brake is off and the separator is free to and the separator will stop automatically. The lubricating oil
rotate. will automatically be recirculated through the three-way valve
back to the main engine sump tank.
f) Ensure that the correct gravity disc is fitted.
b) Regulate the steam to the heater and allow the oil to cool.
g) Check that the pump suction strainers are clean.
c) The feed pump will need to be stopped if running in manual
h) Start the separator feed pump. Oil will bypass the separator via mode. In auto mode the pump will stop after 15 minutes
the three-way solenoid valve. (adjustable).
i) Slowly open the steam supply to the separator heater. d) Close the control air and operating water valves to the separator
along with any other valves opened prior to start-up.
j) Start the separator and check for any abnormal noise as it
accelerates up to operating speed. e) Once the separator has come to a complete stop the brake can be
applied and preparations made for cleaning if required.
k) Initiate operation by pressing the PROGRAM 1 soft key on the
control unit. The separator will run through a start-up sequence, WARNING
including a sludge discharge, before going on-line.
Do not attempt to loosen any part of the separator until the bowl has
stopped rotating. Check for rotation at the drive belt sight glass. The
l) Check that the separator is operating correctly and that the
bowl may take 30 minutes to come to a complete standstill.
throughput is adequate.
m) Ensure that there is no abnormal discharge from either the water

outlet or the sludge discharge.
n) Ensure that the water outlet alarm is set correctly, allowing only
nominal water discharge. If set incorrectly, losing the seal will
result in a loss of oil to the sludge tank.
The separator will now operate to a set programme, discharging sludge at

preset intervals.
Illustration 2.8.4a Lubricating Oil Transfer System No.1 Main Engine No.2 Main Engine Auxiliary Engine LO
LO Separator Heater LO Separator Heater Separator Heater
To Lubricating Oil
P P P
Key Bunker System
(Illustration 2.8.4b) SS38 SS39 SS40
Lubricating Oil T T T
Fresh Water P P
SS35 SS36 P SS37
Bilge/Drain/Sludge QS47 QS20 25
25
Compressed Air 25 25
40 40 25
25 Control Air SS Control Air SS Control Air SS63
QS21 65 64
SS32 SS33 SS34
SS72 P
No.1
SS41 Lubricating Oil Auxiliary Engine
Auxiliary Fresh Fresh
Sump Tank Lubricating Oil Fresh
Engine Lubricating Oil Main Engine Water SS29 SS30 Water SS31
Storage Tank Water
QS04 LAL Settling Tank Lubricating Oil
50 (9.8m3)
2005 (14.3m3) Storage Tank
Auxiliary Engine
(32.7m3) No.1 Lubricating No.2 Lubricating
QS01 25 25 Lubricating 25
Oil Separator Oil Separator
No.2 Oil Separator
SS42 Lubricating Oil 25 40 50
QS02 QS03
Auxiliary SS69 SS26 SS27 SS71 SS28
Sump Tank 25
25 SS70 25
Engine
QS48 Fill Lubricating
QS05 LAL
50
40 80 40 80 40 80
2105 50 Oil Tank for
QS49 Auxiliary QS43 QS25
Engine (0.5m3) Lubricating Oil Sludge Tank
No.3 QS45 (5.6m3)
SS43 Lubricating Oil
Auxiliary To Lubricating Oil
Sump Tank
Engine Service System
RS14 (Illustration 2.8.1a) SS11 25
SS19 SS20
QS06 LAL SS44
2205 50
25 25 25
25 SS62 25
Lubricating Oil 25 Auxiliary Engine 25

25 50 40 25 25 50
Transfer Pump 25 LO Separator Feed Pump
(6m3/h x 0.3MPa) QS07 (570 I/h x 0.2MPa)
25
QS10 PV P PV P
50 25
QS09 SS08 25 SS22
From LO SS21
50 50 65 Service System QS15 QS16 40 25
RS06 SS08 SS09
QS11 QS34 QS12 QS13 QS14 P P
50 No.1 Main Engine No.2 Main Engine

LO Separator Feed Pump LO Separator Feed Pump
25 25
QS35 (1,450 I/h x 0.2MPa) (1,450 I/h x 0.2MPa)
PV PV
25 25 QS24
QS23
QS24
32 32
SS45 QS17 QS18 SS46
To Stern Tube 25
Aux Engine Main Engine Lubricating LO Pump Stern Tube LO Lubricating Oil LAH 32
LO Overflow Oil Sump Tank QS19 Sump Tank Drain Tank
4230
Tank (0.7m3) (16.3m3) (0.5m3) (6.7m3) 25

25 25
2.8.4 Lubricating Oil Filling and Transfer • Auxiliary engine lubricating oil overflow tank Position Description Valve
System From Auxiliary Engine Sumps to LO Sludge Tank
The LO transfer pump discharges to: Open Auxiliary engine sump suction valve (depending on QS04 or
Lubricating Oil Transfer Pump
• Lubricating oil (separator) sludge tank which engine sump is being emptied) QS05 or
Manufacturer: Allweiller AG, Germany QS06
Type: Horizontal, triple screw • Main engine lubricating oil settling tank
Open Auxiliary engine system suction check valve QS10
Model: SPF40 R46 U8.3-W20 • Main engine lubricating oil storage tank (through deck filling Open LO transfer pump suction valve QS09
No. of sets: 1 connection)
Open LO transfer pump discharge valve to sludge tank QS08
Capacity: 6.0m3/h x 0.30MPa • Auxiliary engine lubricating oil storage tank (through deck Closed All other valves
Motor: 3,312 rpm, 2.5kW, 440V, 60Hz filling connection)
From Generator Engine LO Overflow Tank to LO Sludge Tank
• Main engine deck filling connections (port and starboard) Open Auxiliary engine LO overflow tank isolating valve QS11
Lubricating oil is stored in the following storage tanks, located in the engine • Auxiliary engine deck filling connections (port and starboard) Open LO transfer pump LO overflow tank suction header QS17
room: valve
• Main engine LO storage tank (32.8m3) Open LO transfer pump suction valve QS09
Procedure to Transfer Lubricating Oil by Transfer Pump
• Main engine LO settling tank (14.3m3) Open LO transfer pump discharge valve to sludge tank QS08
• Auxiliary (generator) engine storage tank (12.4m3) a) Check and record the level of oil in all lubricating oil tanks. Closed All other valves
• Auxiliary (generator) engine sday/filling tank (0.5m3) b) Ensure that all transfer valves are closed when not in use. f) Start the lubricating oil transfer pump.
• No.1 cylinder oil storage tank (26.8m3)
c) Check that the lubricating oil transfer pump suction filter is g) Ensure that oil is being transferred to the intended destination.
• No.2 cylinder oil storage tank (15.6m3)
clean.
h) When the required quantity of oil has been transferred, stop the
The main engine sump has a capacity of 16.7m3.
d) Ensure that there is sufficient capacity in the tank being filled pump and close all valves.
for the intended transfer.
Outlet valves from all storage tanks are of the remote quick-closing type with
i) Check the levels in all lubricating oil tanks and record the
a collapsible bridge, which can be operated remotely from the fire control
e) Position the valves as shown in the following table: amount of oil transferred.
station. After being operated the valves must be reset locally.
Each tank is also fitted with a self-closing test cock to test for and drain any Position Description Valve CAUTION
water that may be present. Lubricating oil is transferred by gravity from the From Main Engine Sump to Lubricating Oil Settling Tank Extreme care must be taken when transferring lubricating oil to ensure
storage tanks to their associated equipment such as the main engine, auxiliary Open Suction valve from sump tank QS18 that main engine oil and auxiliary diesel engine oil do not become mixed.
diesel engine sumps and other machinery services. Open Sump tank isolating valve QS12 The position of all valves must be checked prior to starting a transfer
operation.
Open Transfer pump suction valve QS09
The main engine lubricating settling tank is used to allow the contents of the
main engine sump to be transferred and settled prior to the oil being returned Open Transfer pump discharge valve to LO tanks QS07
to the engine sump, or recirculated through the centrifugal separator system. To Open Settling tank inlet valve QS21
aid separation, steam heating coils are fitted to the settling tank. Closed Discharge valve to LO sludge tank QS08
Closed Discharge valve to main engine LO tank QS20
The storage tanks are filled from dedicated connections on the port and
Closed Discharge valve to auxiliary engine LO tank QS47
starboard sides of the upper deck.
Closed Suction valve from auxiliary engines QS10
The lubricating oil transfer pump draws from: Closed Suction valve from auxiliary engine LO overflow tank QS11
• Main engine sump Closed Suction valve from main engine settling and storage QS14
tanks
• Main engine lubricating oil storage tank
• Main engine lubricating oil settling tank
• Auxiliary engine sumps (3)
Illustration 2.8.4b Lubricating Oil Bunkering System
To Funnel
Vent Box
Upper Deck (Port) Upper Deck (Starboard)
Main Engine Auxiliary Engine Main Engine Main Engine Auxiliary Engine Main Engine
Lubricating Oil Lubricating Oil Cylinder Oil Cylinder Oil Lubricating Oil Lubricating Oil
P P P P P P
QT85 QT89 QT93 QT97 QT101 QT105
Upper Deck Main Deck

Main Deck
50 50 50 50 50 50
QT31
Main Engine
Lubricating Oil
Settling Tank Set 0.45MPa QS47 QS20
(14.3m3)
Main Engine QT41
50 50 50 40 40
Lubricating Oil 50
Storage Tank
(32.7m3) QT114
No.1 Cylinder Oil
Storage Tank Set 0.45MPa
(26.6m3) QT45
50
QT30 QS21
Set 0.45MPa
No.2 Cylinder Oil Auxiliary Engine 40 40 25
QT29
Storage Tank Lubricating Oil QT43
50 From No.1 LO
(12.3m3) Storage Tank Separator
(9.8m3) QT28 SS12
QS07
From No.2 LO
Key To Lubricating SS16 Separator
Oil Settling Tank
Lubricating Oil
Vent Line From Lubricating

Oil Transfer Pump
Gravity Transfer from Lubricating Oil Storage Tank to the Position Description Valve d) Connect the loading hose and open the manifold and tank
Main Engine Sump valves.
From Auxiliary Engine LO Storage Tank to Auxiliary Engine Sumps
Closed Return valve from LO separator SS62 e) Set the valves in the following table as required:
a) Check and record the level of oil in the lubricating oil storage
Open Auxiliary engine LO tank rundown valve to engines SS44
tank and main engine sump tank.
Open Generator engine (Nos.1, 2 or 3) sump filling valve SS41 or Position Description Valve
b) Ensure that all transfer valves are closed when not in use. SS42 or As required Main engine LO manifold valve, port QT85
SS43
As required Auxiliary engine LO manifold valve, port QT89
c) Ensure that there is sufficient space in the main engine sump Closed Generator engine (Nos.1, 2 or 3) sump filling valve SS41 or
As required Main engine cylinder oil manifold valve, port QT93
tank for the intended transfer. SS42 or
SS-43 As required Main engine LO manifold valve, starboard QT97
d) Position the valves as shown in the table below: As required Auxiliary engine LO manifold valve, starboard QT101
e) Close all valves when the transfer is complete. As required Main engine cylinder oil manifold valve, starboard QT105
Position Description Valve As required Main engine LO storage tank filling valve QT114
f) Check and record the levels in the engine sump(s).
Open Main engine LO storage tank quick-closing QS03 As required Auxiliary engine LO storage tank filling valve QT28
outlet valve As required No.1 cylinder oil storage tank filling valve QT30
Note: If the lubricating oil separator is in use, care should be taken to ensure
Closed Main engine LO storage tank/settling tank QS25 As required No.2 cylinder oil storage tank filling valve QT29
that the correct sump is filled. If in doubt, stop separation during the filling
crossover valve As required LO settling tank cylinder oil filling valve QT31
procedure.
Closed Auxiliary LO tanks header inlet valve QS16 (fit removable spool piece)
Open Main engine sump tank inlet valve QS15
Procedure for Bunkering Lubricating Oil f) Proceed with the bunkering operation.
e) Close all valves when the transfer is complete.
The preparation and operation procedures for bunkering should be followed g) Ensure that oil is being received in the selected tank.
f) Check and record the levels in the storage tank and sump. as described in Section 2.7.1, Fuel Oil and Diesel Oil Bunkering and Transfer
System. The precautions to be observed when loading lubricating oils are the h) When the required quantity of oil has been received, signal for
same as for loading fuel and diesel oil. the pumping to stop. Allow the pipe to drain and then close all
Gravity Transfer of Generator Engine Lubricating Oil valves.
Storage Tank The bunkering connections for lubricating oil are situated towards the aft end
of the vessel on the upper/main deck at the aft end of the funnel casing. There i) Remove the supply pipe and refit the blank flange.
Lubricating oil for the generator engines is stored in the generator engine are three lubricating oil filling connections on both the port and starboard sides
lubricating oil storage tank, and is transferred to the generator engine of the ship; one each for filling the main engine system oil, cylinder oil and j) Check and record the levels in all lubricating oil tanks and
lubricating oil measuring tank from where it may be transferred directly to the auxiliary engine LO storage tanks. record the amount of oil received.
engine sumps. Alternatively it may be transferred via the day/filling tank, this
allows for more accurate measurement of the quantity of oil transferred. The lubricating oil storage and settling tanks are located on the starboard side k) Enter details of the transfer in the ‘Oil Record Book’.
of the engine room upper platform level.
a) Check and record the level of oil in both lubricating oil tanks.
Main engine cylinder oil may be directed to either of the two main storage Note: Absolute cleanliness is essential when loading lubricating oil and it is
tanks or the LO settling tank. important that no contaminants are allowed to enter the filling system.
b) Ensure that all transfer valves are closed when not in use.
c) Ensure that there is sufficient space in the tank to be filled for a) Check that there is sufficient capacity in the tank to accommodate
the intended transfer. the quantity of oil to be received.
d) Position the valves as shown in the following table: b) Agree with the supplier the amount and specification of the oil
to be supplied.
CAUTION
c) Remove the blank flange on to the required filling line.
Only one auxiliary engine sump at a time should be topped-up or filled.
Illustration 2.8.5a Lubricating Oil Drain System
No.1 No.2 Auxiliary

Main Engine Main Engine Engine
Cylinder Oil Cylinder Oil Lubricating Oil Lubricating Oil
Stern Tube Hydraulic Main Engine Cylinder Oil Cylinder Oil Lubricating Oil
Hydraulic Valve Transfer Pump Filter Settling Tank Storage Tank
Lubricating Oil Oil Storage Cylinder Oil Storage Tank Storage Tank Storage Tank
Power Pack Service Tank
Header Tank Tank
TS01 TS02 TS03 TS05 TS04
Upper Platform
25 25 32 15 32 32 32 32
50 50
Auxiliary Engine
Main Engine Main Engine No.1 Lubricating Oil No.2 Lubricating Oil Lubricating Oil
Lubricating Oil Lubricating Oil 50 Separator and Heater Separator and Heater Separator and Heater
RS18
Auto Filter Bypass Filter
RS17
RS19
RS20 Compressor
Main Engine Oil Storage
Lubricating Oil Cooler Tank
Lower Platform
15 25 25 25 50 15 20 15 20 15 20
40
20 20 20
Auxiliary Engine
Stern Tube Lubricating Oil No.1 Lubricating Oil No.2 Lubricating Oil Lubricating Oil
Lubricating Oil Pump Transfer Pump Separator Feed Pump Separator Feed Pump Separator Feed Pump
Floor
25 50 25 25 25 25
40
25 From Lubricating Oil

Key Transfer System
QS24
Lubricating Oil TS06
Waste Oil/Drain Lubricating Oil LAH

4230
Drain Tank
(6.7m3)
2.8.5 Lubricating Oil drain System Procedure for Transferring the Contents of the LO Drain
Tank to the Fuel Oil Sludge Tank
Sludge Pump
The description assumes that the contents of the lubricating oil drain tank are
Manufacturer: Allweiller AG, Germany to be transferred to the fuel oil sludge tank.
No. of sets: 2
Type: Horizontal screw, motor-driven through gearbox a) Check the quantities of sludge/oil in the fuel oil sludge tank
Model: AMG 95/1 GLRD and in the LO drain tank. Ensure that there is sufficient capacity
available for the transfer.
Capacity: 5.0m3 /h at 4.5 bar
Motor rating: 440V, 2.6kW, 1,750/350 rpm b) Ensure the sludge transfer pump suction filter is clean.
c) Steam heating to LO drain tank heating coil to be on.

Lubricating Oil Drain Tank
Capacity: 6.7m3 d) Set the valves as per the following table:

Introduction
Closed Suction from sea water crossover QR026
The lubricating oil (LO) drain tank is used to collect the waste and drain Open Suction from LO drain tank QR046
oil from the save-alls, scuppers, tanks and machinery, as shown above, in Closed Suction from air cooler cleaning tank QR080
illustration 2.8.5a. The tank has a capacity of 6.7m3 and is fitted with a high Closed Suction from dirty bilge water tank QR106
level alarm. The tank vents to the funnel oil/mist collecting box. The LO drain
Closed FO drain tank suction valve QR035
tank is emptied using the sludge transfer pump, and discharged to the fuel
oil sludge tank. The oil and sludge is then discharged to the composite boiler Open Sludge transfer pump suction valve QR034
sludge/waste oil settling tank, or to a shore installation/barge using the sludge Open Sludge transfer pump discharge valve QR027
discharge pump. Open Steam to FO drain tank heating coil QE050
Open Condensate from FO drain tank heating coil SL035
The tanks listed below are all fitted with self-closing drain/test valves, these
discharge into the adjacent save-all, which in turn drains down to the FO drain
e) Start the sludge transfer pump.
tank. For completeness, all of the tanks have been included, and their self-
closing test valve numbers provided.
f) Check that the waste oil is being correctly transferred from FO
drain tank to the FO sludge tank.
Waste Oil System Drain Valves
g) When the required amount of waste oil has been transferred,
Description Valve
stop the pump.
Main engine lubricating oil settling tank TS01
No.1 main engine cylinder oil storage tank TS02 h) Close all tank and pump suction and filling valves.
No.2 main engine cylinder oil storage tank TS03
Auxiliary engine lubricating oil storage tank TS04 i) Record the details of the transfer in the Oil Record Book.
Main engine lubricating oil storage tank TS05
Main engine lubricating oil cooler inlet drain RS17
Note: As water, sludge and various types of oil drain to the LO drain tank,
Main engine lubricating oil cooler outlet drain RS20
such as lubricating oil, hydraulic oil etc, to prevent any possible damage to
the main and auxiliary engines, best practice would be to either incinerate
the contents of the LO drain and sludge tanks or pump them ashore for
disposal.
Anything to update?
2.9 Bilge Systems
2.9.1 Engine Room Bilge and Bilge Oil Separator System
2.9.2 Forward Bilge System
Illustration 2.9.1a Engine Room Bilge System 40
Control Air
Bilge Oil/Water Separator
To Inert Gas QD03
(5.0m3/hour) 200
Key System
Sensor QD20
Bilge / Drain / Sludge S S QD45
Electric QD32 QD33 Overboard
Fresh Water 50 Heater QD76
3kW QD29 QD30 QD39 QD34
Sea Water QD11
To Fire Main
Fire / Wash Deck Water
RX01
Compressed Air
RX02
Bilge,
E Bilge
P Ballast, P
Mon
Control Panel 488 Fire and
Fresh No.2 General No.1
Store
Water Service
(P&S) PV PV
Tank Pumps
(P&S) 250/150m3/h
1st 2nd x 1.0/0.45MPa
LAH LAH Stage Stage
Fuel Oil 200 200
Emerg. Drain Tank
Fire
Pump
Aft Peak Water Space
Ballast Tanks LAH
(Port & Stbd)
From Fresh Water Service System QD23
QD24 QD15 40
QD01 QD5 200 Bilge High Sea
QD02 To/From Aft Peak Tanks and Tank Cleaning System Well
LAH
Chest
40
65
From Service Water 40
QD78 QD18
System in CW QD31 QD35
50
Engine Room Tank QD16
200 QD21
QD105 QD40
40 50
200
QD68 100 QD88
40 QD13
LAH Dirty Bilge Water Tank QD25 QD26 QD27
QD78
Dirty Bilge QD28
100
Water Settling Tank High Low
QD79 40
150 65
(5m3)
LAH QD04 LAH QD12
65 40 QD70 100
QD80 100
QD46
QD69
QD115 QD81 Heating
Coil QD104
50 To No.3 Main
NC Bilge QD101 Sea Water Pump
50 50 Clean Bilge QD19
65 Water Tank QD06 Well
Bilge To
50 Echo
QD84 Well Sludge
P PV QD105 Sounder
QD17 Pump
QD54 Space QA23
50 Air Cooler
To FO Transfer System 65 LS LAH
To Fuel Oil Drain Pump
QD07 QD65 Drain System QD08 (3m3/h x 0.3MPa) ASR 50
Bilge Water Pump Air Cooler
65 40 To Fresh Water P PV
(5m3/h x 0.3MPa) Overboard Oil Monitoring Drain Tank QD89
Expansion Tank AST QD22
QD09 QD112 and Recording QD106 (7.6m3)
From Fresh Water S QD114
15 QD Low Sea
Hydrophore 65
110 Chest
QG59 QD77 QD109 QD108 QD107 From Main Engine 32 50 From Main Engine
QD10 40
FW Cooling System Bilge LAH
65 Air Coolers
From Composite Boiler 65 65 Well
65 QD111
Soot Collecting Tank 65
QD38
2.9 Bilge Systems Description CAUTION
The engine room bilge system comprises various engine bilge well and void Discharge of oil is prohibited. The Federal Water Pollution Control Act
2.9.1 Engine Room Bilge and Bilge oil Separator space suctions, a dirty bilge tank, a clean bilge tank, a bilge water settling tank, prohibits the discharge of oil or oily waste into or upon the navigable
system a water bilge pump and the bilge oil/water separator with integral pump. waters of the United States or the waters of contiguous zones, or which
may effect natural resources belonging to, appertaining to, under
Daily Bilge Pump The engine room bilge system suctions comprise: exclusive management of the United States, if such discharge causes
Manufacturer: Allweiller AG, Germany a film or discolouration of the surface of the water or cause a sludge
• Port forward bilge well
Type: Horizontal eccentric screw - progressive cavity or emulsion beneath the surface of the water. Violators are subject to
• Starboard forward bilge well substantial civil penalties and/or criminal sanctions including fines and
Model: AEB 1E 100 E11.PO1-112
• Port forward void space imprisonment.
No. of sets: 1
Speed: 1,750/400 rpm • Starboard forward void space If circumstances permit and slop barge or shore reception facilities are available,
Capacity: 5.0m3/h at 0.40MPa • Centre line bilge - aft of main engine the bilge tanks may be discharged using the bilge water pump and the sludge
pump shore discharge connection. The bilge tanks may also be discharged via
• Aft engine room void space the fuel oil sludge tank with the sludge collecting and discharge pumps.
• Aft bilge well
Manufacturer: ThyssenKrupp - Blohm & Voss, Germany
• Stern tube cooling water tank Bilge Oil/Water Separator
Model: Turbulo Mechanical Phase Breaker TMPB 5
No. of sets: 1 • Emergency fire pump room drain scupper When operating the oily bilge water separator and the overboard oil monitoring
system, the date, quantity and location of the discharge overboard is to be
Capacity: 5.0m3/h at 0.23MPa • Dirty bilge water tank
recorded in the Oil Record Book. All pumping operations and discharges
• Clean bilge water tank are also to be in accordance with the latest MARPOL Regulations, Annex I,
Bilge Water Discharge Monitor Regulations 9, 10, 11 and 16.
Manufacturer: Stavros Kassidiaris SA, Greece High level alarms are fitted in each bilge well.
Model: BilgMon 488 The bilge separator operates automatically and discharges water overboard and
In normal operation the engine room bilge wells and void spaces are pumped separated oil to the oil drain tank. Bilge water is drawn from the bilge main
No. of sets: 1 out through the bilge oil/water separator using the integral pump. The contents by the attached pump and into the bilge separator where it passes through a
Range: 0 ~ 30ppm of the bilge wells are drawn by the pump through the separator, where oil is two-stage separation process. The separator uses the difference in density and
Alarm point: 5ppm (adjustable) separated from the water and transferred to the oil drain tank, and the clean surface tension between oil and water in two stages that are housed separately
water then discharged overboard. and comprise the following.
Bilge Water Separator Pump • Stage 1 - The HEC (High Efficiency Coalescer) housing
The bilge water pump is used when the vessel is in port or coastal waters to
Manufacturer: ThyssenKrupp - Blohm & Voss, Germany transfer the contents of bilge wells and void spaces to the dirty bilge tank or • Stage 2 - HycaSep (Hydrocarbon Separator) housing
Type: Vertical, eccentric helical rotor via the sludge pump shore connection, for disposal ashore.
Model: Turbulo TSP 5 The separator is initially filled with clean water before admitting bilge water.
During extended times in port or restricted waters the contents of the dirty The pump supplies the oil water mixture to the HEC stage where most of the
No. of sets: 1
bilge tank may be pumped through the oily water separator. In this case, any oil is retained. Oil droplets are attracted to the coalescer surface, forming into
Capacity: 5.0m3/h at 0.23MPa oil separated out will pass to the oil drain tank as normal, but the cleaned water increasingly larger drops until they float. The coalescer has a very large open
will be transferred to the clean bilge water tank. When the vessel is at sea, the pore surface area and a very low pressure loss and is stable against suspended
Bilge, Ballast, Fire & General Service Pump contents of the clean bilge water tank will be discharged overboard through the matter found in bilge water, hence these particles have no detrimental effect
Manufacturer: Shinko Industries Ltd., Japan oily water separator. on the coalescer. This means that the coalescer will still continue to operate
effectively even with considerable fouling.
Type: Vertical centrifugal
CAUTION
Model: RVP200-2MS, self-priming Following separation in the HEC, the water, now with a very low oil content,
Direct overboard discharge of machinery space bilge water is prohibited
No. of sets: 2 is passed into the second stage HycaSep chamber. This chamber contains a
except under emergency conditions.
Capacity: 250/150m3/h at 1.05/045MPa second coalescer filter to separate out any remaining oil particles, leaving water
that may now be discharged overboard. The HycaSep filter elements have
Motor: 1,800/1,200 rpm, 132/40kW, 440V, 60Hz In the territorial waters of the USA the methods used to determine the oil
a finite operating life and should be renewed when the differential pressure
content of discharged water are different and the following CAUTION should
across the unit exceeds the manufacturer’s limit of approximately 0.14MPa.
be carefully considered.
A capacitance oil/air sensing probe at the top of the first stage (HEC) chamber Illustration 2.9.1b Bilge Oil/Water Separator
constantly monitors the oil level in the separator, the length of the probe’s
electrode determining the operating range. When oil (or air) is detected, the
valve to the oil drain tank opens and the valve to the second stage (HS) chamber Overboard
closes and the oil is discharged to the oil drain tank. The supply pump remains Bilge Oil/Water Separator
(5.0m3/hour) QD03
running during the oil discharge. When most of the oil has been displaced, the
oil sensing probe is again immersed in water and activates the control system Control Air
to resume the separating operation.
P175 P305 Auto Vent
Sensor
NC Set
The separator works automatically and will operate as long as there is water P105 P210
0.04MPa
Electric
in the bilge holding tank. Heating may be applied to improve separation, but Heater
P165 P320
the heater will only operate when the separator is full of liquid. The separator 3kW
is fitted with sampling valves which allow oil samples to be drawn and enable Bilge Oil / Water P310 P316 P300
the oil/water interface level to be determined. The two housings are designed Separator Pump CI PI
(5.0m3/hx0.25MPa) BilgeMon
as pressure vessels and each with a relief valve set to lift at 0.25MPa. P150 488 Sample
PI P404
PI
The Oil Content Discharge (OCD) monitor (type BilgMon 488) samples the P610
Set
bilge water as it passes out of the separator. Should the oil content exceed Set P220 0.25Mpa
5ppm, the three-way valve changes the output flow from the overboard 0.25Mpa HS
HEC PI Coalescer
discharge to discharge to the clean bilge tank. An audible alarm sounds to Coalescer 0
1 0
1
P225
warn the operator of the alarm condition. The 5ppm setting can be adjusted P135
from 1ppm up to the maximum 15ppm, but cannot be set higher. The monitor
sensing element may be flushed through with fresh water when in operation
P136 1st 2nd
by moving the supply lever from the SAMPLING to the FLUSHING position. Stage Stage
This action automatically operates the three-way valve on the discharge line
and returns the water to the bilge holding tank. The monitor contains a memory
card recording the monitor readings for a period of 18 months, after which
the data is automatically overwritten. The card is not to be removed from the
instrument as it records the following information. QD15
• Time
• Date
From Engine Room Bilge System
• Oil content greater than 15ppm QD24
• Separator status To Fuel Oil From Fresh Water To Dirty To Clean

Drain Tank Service System Key Bilge Tank Bilge Tank
Sea Water
CAUTION
Bilge Water
The oily water separator is designed to separate oil from water, not
water from oil. Therefore, if the bilge water supply to the separator Fresh Water
contains excessive amounts of oil it will render the equipment inoperable Compressed Air
and result in unnecessary maintenance.
Electrical Signal
The maximum flow capacity should not be exceeded, as excess flow will
prevent effective separation. The bilge pump suction strainer should be kept
clean in order to avoid large solid particles entering the separator, as these will
have a detrimental effect on the separation process.
The separator is able to operate automatically, however, in normal operation it

should be only be operated under close manual supervision.
Procedure for Transferring Bilges to the Bilge Water Settling CAUTION c) Supply power to the oil/water separator control unit.
Tank Bilge pumping operations should be monitored constantly, as running
d) Check the operation of the oil content monitor by passing fresh
dry will damage the pump.
a) Check that the strainers and strum boxes are clean. water through the sensor. Check the reading and shut off the
fresh water supply.
k) When the bilge wells/void spaces are dry, stop the pump and
b) Ensure that the bilge system sea water crossover valve (QD-12) close all valves.
is open. e) Start the separator pump.
CAUTION Oil in excess of 5ppm in the discharged water will activate an alarm and
c) Open one of the following suction valves:
The bilge oil/water separator is designed to separate oil from water, automatically reposition the three-way discharge valve (QD76) to direct the
not water from oil. The separator will not operate if there are excessive flow to the clean bilge water tank, until the water is clean enough to discharge
Description Valve amounts of oil in the bilge fluid. overboard. Oil collected in the upper section of the oil/water separator will be
Port forward bilge well QD21 automatically discharged to the fuel oil drain tank.
Starboard forward bilge well QD22 The first section of the dirty bilge water settling tank is provided with test
Port forward engine room void space QD88 cocks to allow the draining of any oil to the fuel oil drain tank, heat may be f) When the water level in the dirty bilge water tank has been
Starboard forward engine room void space QD89 applied if required to promote separation. After settling and removal of oil the reduced as far as possible, flush the separator through with clean
accumulated water can be drained to the dirty bilge water tank through valve water before stopping and closing all valves.
Flyweel pit bilge well QD46
QD81. Alternatively, the second (cleaner) chamber can be allowed to overflow
Aft engine room void space QD19 to the dirty bilge tank through valves QD84 and QD18.
Aft bilge well QD04 Emergency Bilge Pumping
Stern tube cooling water tank, the following to be open:
Procedure for Pumping the Dirty Bilge Water Tank Via the The two engine room bilge, ballast and fire pumps are provided with suction
Suction valve QD40
Bilge Oil/Water Separator valves, connecting to the bilge suction main. Additionally, No. 1 bilge, ballast
Isolating valve QD16 and fire pump has a direct suction from the port forward bilge well. The suction
Emergency fire pump space, the following to be open: a) Position the valves as shown in the table: valves are normally closed and sealed with a breakable tag. In bilge operation
Suction valve QD01 the pumps discharge directly to the sea and must only be used in the event of
Isolating valve QD68 an emergency or failure of the bilge water pump and separator system.
Closed Dirty bilge water tank high suction valve QD69 After pumping bilges, the pump and discharge pipelines must be thoroughly
The steering gear room bilge wells are drained to the aft engine room bilge well
Open Dirty bilge water tank low suction valve QD70 flushed clean with sea water before being returned to use on other services.
through self-closing valve QD02.
Open Dirty bilge water tank suction header valve QD08
d) Open the bilge header main suction valve (QD09). Closed Bilge main header suction valve QD09 Further emergency pumping capacity is provided by No.3 main cooling sea
water pump, this has a 250mm direct emergency bilge suction line. The valve
Closed Sea water suction header valve QD10
is located between the pump and the tank cleaning pump at the forward end of
e) Open the bilge water pump suction valve (QD90). Closed Clean bilge water tank suction valve QD54 the engine room. The valve is below floor level with the suction drawing from
Closed Bilge water pump suction valve QD65 the tank top, and is fitted with an extended spindle with the handwheel located
f) Ensure that the shore discharge valve (QD07) is closed.
Open Bilge water separator inlet valve QD24 some 460mm above the floor plates. The valve is normally closed and sealed
Operational Bilge water separator three-way solenoid operated QD76 with a breakable tag. The pump discharges overboard through the central
g) Open the bilge water pump discharge valve (QD17).
discharge valve cooling system and is intended for use only in the case of major flooding in the
Open Bilge water separator overboard discharge valve QD03 engine room. (See Section 5.1 for more detail.)
h) Open the bilge water pump discharge valve (QD18) to the dirty
bilge water tank. Open Dirty bilge water tank return valve QD05
Open Fuel oil drain tank inlet valve QD11
i) Open the service water priming line valve (QG59) and start the
Open Bilge water separator service water inlet valve QD15
bilge water pump. The service water solenoid priming valve will
open for a short period to prime the pump. Closed Drain valve from soot collecting tank QD38
Closed Line valve from bilge water settling tank QD84
j) Before the bilge well in use loses suction, open the valve on
another bilge well and close the one in use, before the pump b) Ensure that control air is available to the bilge oil/water
loses suction. separator.
2.9.2 FORWARD BILGE SYSTEM Illustration 2.9.2a Forward Bilge System
Manufacturer: Jiang Sui Zhen Hua Pump Industry Co. Ltd., China Hawse Pipe
Model: 1½ JX53 Cable Washers
No. of sets: 3
JX57 JX48
Capacity: 8m3/h at 0.25MPa discharge
JX41
Port Chain
Bow Thrust Space, Bosun’s Store and Chain Locker Bilge Locker
JX59 JX58
System
JX55
Bosun's Store
There are three bilge eductors, each with a capacity of 8m3/h and driven by JX60 JX62
JX65
sea water from the fire main, these are provided for the drainage of the bosun’s From
Main Deck
store, chain lockers and bow thruster machinery space. Each suction point is Fire Main Starboard
equipped with a suction strainer and non-return valve. High level alarms are Chain Locker
fitted in the bosun’s store and the bow thrust space.
From Bow JX63
Thrust Space
Ensure that there is no oil contained in the bilges before they are discharged JX45 JX64 JX49
overboard. If there is any oil present, then alternative methods must be used
To Bow Thrust
to discharge the bilge wells, for example, into used empty drums and then Space Eductor Cable Washers
transferred to the dirty bilge tank in the engine room. Hawse Pipe
JX44
JX67
Procedure for the Operation of the Forward Bilge Systems
Bow Thrust
Space Eductor
a) Ensure that the suction strainers are clean and the cover is
Key
correctly fitted.
Bilge Line
b) Start the duty fire pump and pressurise the fire main.
Deck Fire Main
JX81 JX86
c) Open the appropriate overboard discharge valve, either through
Bow Thrust Space
the port or starboard hawse pipe.
d) Open the appropriate eductor suction valve.
e) Open the appropriate eductor drive water supply valve.
f) On completion, close all the above valves and stop the fire
pump.
2.10 Compressed Air Systems
2.10.1 Starting Air System
2.10.2 Working Air System
2.10.3 Control Air System
Illustration 2.10.1a Starting Air System To Funnel Working Air Dryer
PAL HHL-370 60m3/h
PS P 50
RK21
Working Air RK50 RK54

Receiver
50 1.5m³ x 80 80 To Working Air System
0.7MPa (See Illustration 2.10.2a)
RK52
S PT PS PS To Control Air System
RK13
Control Air Dryer (See Illustration 2.10.3a)
40 HHL-50 84m3/h 25
40 To Composite Boiler
To Bilge To Bilge
RK106 Sootblower
Working Air 32 To Auxiliary Boiler RK48 Main Engine
Compressor Sootblower
114/564m³/h RK107 40
40
x 0.7MPa 25
Reducing Valve Unit Reducing Valve Unit
P P P P
1.0 / 3.0MPa 3.0 / 0.7MPa RK49 RK53
RK10 RK42 40
25 40
To Air Whistle
RK15 RK20 RK28 RK30 P RK36 RK38 RK51
100 RK55
RK26 RK31 RK37 RK39 RK47
PS PS
PAL PS P 50
PS PS RK24
50
100 100
S
Main Air
50
Receiver 40
RK41
4.3m³ x
3.0MPa 25
50
RK12
To Bilge
40 No.1 Auxiliary
No.1 Main Air Compressor RK109 Engine
136m³/h x 3.0MPa To Bilge RK44
To Bilge
50
50 40
50 No.2 Auxiliary
PAL PS P
Engine
S RK25 RK45
PS PAL
To Quick-Closing
PS PS P 100 Valve System No.3 Auxiliary
RK22 50 Main Air Engine
40 RK46
Receiver
No.2 Main Air Compressor RK07 4.3m³ x
15
136m³/h x 3.0MPa To Bilge 3.0MPa 25
Aux. Air RK104
50 RK14
Receiver Key
0.2m³ x RK29
3.0MPa RK110 Compressed Air
25
40
40 Bilge / Drain
RK05
S
Emergency Air RK40 Vent
To Bilge
Compressor
To Bilge To Bilge
28m³/h x 3.0MPa To Bilge
2.10 Compressed Air Systems Introduction The compressors and motors are protected by the following shutdown
functions:
2.10.1 Starting Air System The starting air system is supplied by two air compressors at 3.0MPa pressure. • Low lubricating oil level (with time delay for rough weather)
The compressors supply the main and the generator starting air receiver as
shown in illustration 2.10.1a. • High HP discharge air temperature
Main Air Compressors
• Electric motor overload
Manufacturer: Sperre Industri AS, Norway Additionally, there is an emergency air compressor that is primarily designated
to supply compressed air to the auxiliary air receiver. The emergency • Emergency stop, manual pushbutton (manual reset)
No. of sets: 2
Model: HV2-200 compressor may also supply the main air receivers at a relatively low rate
through connecting valve RK07. Illustration 2.10.1b Air Compressor Control Panel
Type: Two-stage, twin cylinder in-line
Capacity: 136m3/hr at 3.0MPa The two main air receivers supply starting air and 30 bar control air to the main
Speed: 885 rpm engine. There are also connections to the generator starting air system and to
Lubrication: Pressure the 30 bar to 7 bar reducing valve station, which can supply both the service
Cooling: Fresh water air and the control air systems if required. The auxiliary engine air receiver
supplies the generator engines through a line separate to that used for the main A
Motor: 25kW, 440 V, 3-phase, 60Hz, 885 rpm, IP 55 engine. The connection to the 30 bar to 7 bar reducing valve station for the 40
1
service and control air systems is detailed in Section 2.10.2. 20
Emergency Air Compressor

Each main engine starting air receiver is provided with the following fittings:
Manufacturer: Sperre Industri AS, Norway
No. of sets: 1 • Inlet valve
Model: Hl2-77 • Outlet valve
00116 h
Type: Two-stage, twin cylinder vee • Vent valve 2

Capacity: 28m3/hr at 3.0MPa • Relief valve (discharges to the poop deck)
Speed: 1,750 rpm • A manual drain valve
Lubrication: Splash • Gauge valve for pressure gauge, low pressure alarm and remote
Cooling: Air pressure indicator POWER ON RUNNING ALARM HEATER
Motor: 7.8kW, 440 V, 3-phase, 60Hz, 1,750 rpm, IP 55 3 6

The auxiliary engine starting air receiver is provided with the following
fittings: 4 5
Main Air Receivers
• Inlet valve
Manufacturer: Jiujiang Haitian Equipment Manufacture Co. Ltd.,
STOP 0 RESET LEAD/ FOLLOW HEATER
MAN AUT C1 AUT C2
• Outlet valve
China
7 11
No. of sets: 2 • Vent valve
8 9 10
Type: Vertical cylindrical • Relief valve (discharges to the poop deck)
Capacity: 4.5m3 at a pressure of 3.0MPa • A manual drain valve 440V
• Gauge valve for pressure gauge

Auxiliary Air Receiver
The air compressors are directly coupled to the drive motors and are mounted
Manufacturer: Jiujiang Haitian Equipment Manufacture Co. Ltd., on anti-vibration mounts. The rotating and reciprocating elements are splash Key
China lubricated via oil scoops attached to the connecting rods, which dip into the 7. Emergency Stop
1. Ammeter 8. MAN-OFF-AUT Selector Switch
No. of sets: 1 crankcase oil as the shaft rotates. The compressors are air-cooled with a fan 2. Hour Counter 9. Reset Pushbutton
Type: Vertical cylindrical attached to the compressor drive shaft. 3. Power Indicator Lamp 10. LEAD-FOLLOW Selector Switch
4. Running Indicator Lamp (No.1 Compressor Only)
Capacity: 0.2m3 at a pressure of 3.0MPa 5. Alarm Indicator Lamp 11. Motor Heater Switch
6. Motor Heater Indicator Lamp
The air compressors are started and stopped by pressure switches fitted on The PLC modules manage the operating and monitoring functions of the Position Description Valve
the discharge line from the compressor. The discharge lines are also provided compressors and are located inside the starter panels. Each PLC unit is
Closed No.1 air receiver drain trap/separator bypass valve RK109
with oil/water separators. The separators have a solenoid operated drain valve, equipped with a display screen and various keys to allow the operator to
which is actuated to load and unload the compressor. interface with the PLC program. Open No.1 air receiver outlet valve to main engine RK006
starting air
The drain valve opens immediately prior to the compressor stopping and closes To access the main menu the ESC key is pressed. Some of the parameters in Open No.1 air receiver outlet valve to generator engines RK009
shortly after the compressor has started and run up to speed. This allows the the program are adjustable; these are listed in the program printout. To adjust a start air and quick-closing valves
compressor to start and stop off-load, reducing the load on both the motor and parameter the SET PARAM option is selected from the main menu by pressing Open No.1 main air receiver outlet valve to air whistle, RK017
the compressor running gear. the DOWN key and confirmed with the OK key. boiler sootblowers and crossover to control and
working air systems
The compressors are controlled from the starter panels, with four modes of The desired parameter is selected by using the up or down keys; the selection Open No.2 air receiver inlet valve
operation available: is confirmed with the OK key. Values are adjusted by using the up and down,
Open No.2 air receiver drain valve
left and right keys, the new value is confirmed with the OK key. The original
• Automatic Operation. The compressors are started and stopped Operational No.2 air receiver drain trap/separator RK014
value is retained by pressing the ESC key. To return to the normal display the
by the pressure switches. Selector switches allow the operator
ESC key is pressed twice. For details of the other PLC menus and functions, Closed No.2 air receiver drain trap/separator bypass valve RK110
to set the lead/follow machine. It is also possible to operate
reference should be made to the manufacturer’s manual. Open No.2 air receiver outlet valve to main engine
the compressors alternatively, so that the lead compressor is
changed each time the pressure switch stops a machine. starting air
The selection of the duty and standby compressor should be interchanged Open No.2 air receiver outlet valve to generator engines RK010
• Manual Control. The operator starts and stops the compressors periodically to ensure that each compressor has the desired running hours. start air and quick-closing valves
manually; the compressors will run continuously regardless of These hours should not necessarily be equal, but adjusted to allow maintenance
the pressure switches. The alarms and shutdown are active. Open No.2 main air receiver outlet valve to air whistle, RK018
and survey work to be staggered.
boiler sootblowers and crossover to control and
• Emergency Control. The operator starts and stops the compressors working air systems
manually; the pressure switch, alarms and shutdown functions Procedure for the Operation of the Starting Air System Open Quick-closing valve control system supply valve RK104
are not active. The machine must not run unattended.
Open Main engine air start inlet valve RK47
• Remote Operation: The compressors may be started manually In normal operation, both receivers may be in use. However, consideration
should be given to maintaining one receiver fully pressurised and off-line to Closed Main engine air start line drain valve RK41
or set to auto operation from the manoeuvring section of the
act as reserve capacity. Open Generator engines start air supply valve RK29
engine control room console.
Closed Generator engines start air line drain valve RK40
The compressor starter panels are equipped a PLC unit and a number of The following procedure assumes that all valves are initially closed and that all Open No.1 generator air start inlet valve RK44
selector switches and indicator lamps which include: three main compressors will be available for use.
Open No.2 generator air start inlet valve RK45
• Ammeter a) Ensure all pressure gauge and instrumentation valves are open. Open No.3 generator air start inlet valve RK46
• Running hours counter Open Composite boiler sootblower supply valve RK106
b) Check the oil level in the compressors and check the sump for Open Auxiliary boiler sootblower supply valve RK088
• Emergency stop pushbutton water. Open Air whistle pressure reducing valve inlet valve RK28
• Operating mode selector switch (MAN OFF AUTO) Open Air whistle pressure reducing valve outlet valve RK15
c) Ensure that the central fresh water cooling system is available.
• Reset pushbutton Closed Air whistle pressure reducing valve bypass valve RK26
• Lead/follow selector switch d) Position the valves as shown in the table: Open Control/work air No.1 pressure reducing valve RK30
inlet valve
• Normal/emergency operation selector switch (inside panel)
Position Description Valve Open Control/work air No.1 pressure reducing valve RK38
• Heater switch and indicator lamp outlet valve
Open No.1 main air compressor discharge valve
• Power available indicator lamp Open Control/work air No.2 pressure reducing valve RK31
Open No.2 main air compressor discharge valve
inlet valve
• Running lamp Closed Crossover valve to/from auxiliary air receiver RK07
Open Control/work air No.2 pressure reducing valve RK39
• Alarm indicator lamp filling line
outlet valve
Open No.1 air receiver inlet valve
Closed Control/work air crossover isolating valve RK48
Open No.1 air receiver drain valve
Operational No.1 air receiver drain trap/separator RK012
e) Select the compressors for operation as duty/first follow-up and Procedure for the Operation of the (Generator Engine)
second follow-up. Emergency Starting Air Compressor
f) Check the operation of the main air receiver automatic drain The air-cooled emergency air compressor is started and stopped from a local
valves. control panel, which contains local and automatic functions similar to the main
air compressors. The compressor discharge line is fitted with a liquid separator
The air receivers will be under-pressure and the starting air system is now in which traps oil and water condensate carried over from the compressor. The
service. discharge valve to the auxiliary air receiver is fitted after this separator.
The control air system is being supplied from the starting air system. The auxiliary air receiver is fitted with a relief valve (RK112) set to operate at
3.3MPa, a compressor stop pressure switch and manual drain valve.
To operate the emergency air compressor the valves should be positioned as

shown in the table:

Open Inlet valve to drain trap/liquid separator RK05
Open Discharge valve from drain trap/liquid
separator
Operational Drain valve on drain trap/liquid separator
Closed Crossover valve to/from main air compressors RK07
Open Auxiliary air receiver inlet valve
Open Auxiliary air receiver outlet valve
Closed Auxiliary air receiver drain valve
Operational Auxiliary air receiver drain trap/separator RK13
Closed Starting air from main air receivers RK29
Closed Starting air line drain valve RK40
The auxiliary air receiver is normally maintained at full pressure, with the shell
valves closed. This allows the diesel generator engine to be started even if the
main starting air receivers have been drained.
In the case of a first start situation, the emergency generator will provide power
to the emergency air compressor and allow the auxiliary air receiver to be filled
prior to starting a diesel generator.
Illustration 2.10.2a Working Air System 15
Main Engine Separator Space
To Funnel RK79
15
Fuel Oil Unit Space
RK80
15 15 Near Sewage
Electrical Workshop
Treatment System
RK63 RK81
15 Store Room 15 Store Room
From Starting Air System 100 (Upper Platform) (Lower Platform)
RK55 RK64 RK82
(See Illustration 2.10.1a)
RK47 15 15 Auxiliary Engine Room
Auxiliary Boiler Flat (Port)
RK65 RK83
15 15 Auxiliary Engine Room
Composite Boiler Flat (Starboard)
RK66 RK84
15
Upper Platform 15 Near Main Air
(Starboard)) Compressor
RK67 RK85
From Main Air Receiver 15 15 To Water Mist Local Fixed
(See Illustration 2.10.1a) Workshop
Fire Extinguising System
25 25
RK62 25
50 40 RK70 RK73
50 15
Floor (Aft)
RK75 RK87
To Composite Boiler 20 Deck Air Dryer 15
Floor (Starboard)
Burner System HHL-370 60m³/h
RK57 RK86
20 50 15
RK21 To Auxiliary Boiler Floor (Port)
Burner System RK58 RK88
Working Air 15 To Sewage Treatment
Receiver System Overboard Line
1.5m³ x RK50 RK54 RD02
50
0.7MPa
80 80 80 80 To Deck Working Air System
(See Illustration 2.10.2b)
S RK52 RK74
Control Air Dryer

20 To Ballast Pump Sea
40 HHL-50 84m³/h 25
To Bilge Chest (Port)
RK78
Working Air 20 To Ballast Pump Sea
Compressor Chest (Starboard)
114/564m³/h Reducing Valve Unit Reducing Valve Unit Reducing Valve Unit RK03
P P P
x 0.7MPa 1.0 / 3.0MPa 3.0 / 0.7MPa RK48 RK49 RK53 0.7 / 0.4MPa
RK10 RK42 RK71 15 To Fresh Water
25 40 25
To Air Whistle Hydrophore System
RK15 RK20 RK28 RK30 P RK36 RK38 RK51 RK56 RK68 RK69
15 By Emergency Fire
Pump Sea Chest
RK76 RK101
RK26 RK31 RK37 RK39 RK59
15
Key 40 By High Sea Chest
RK77 RK102
Compressed Air 15
To Control Air System By Low Sea Chest
Bilge / Drain (See Illustration 2.10.3a) RK78 RK103
Vent
2.10.2 working air System The compressor is an electric motor-driven, single-stage screw compressor • Engine room services
with oil cooler. The meshing rotors take in air between their ridges as they
• Accommodation service
Working Air Compressor rotate past an intake opening. As the rotors turn the connection to the intake
opening closes, and the space between the ridges starts decreasing and the air • Air conditioning room
Manufacturer: Tamrotor Marine Compressors AS, Norway is forced along the screw under steadily increasing pressure. At the end of the • Separator room
No. of sets: 1 compression phase, the design pressure has been reached, and the connection
to the receiver opens. • Emergency generator room
Type: TMC 60 SA 7.5
Frequency controlled • Turbocharger cleaning unit
The air in the compressor unit is cooled by oil that is injected into the
Capacity: 114~564m3/h at 0.7MPa compressor unit. The oil cools the air and the compressor unit, lubricates the • Boiler burner unit
Motor: 50kW, 440 V, 3-phase, IP 55 bearings and seals the clearances between the rotors and the rotor housing. • Workshop and fuel valve test assembly
• Engine room air horns and ship’s main air horn
From the compressor unit the mixture of pressurised air and oil mist is ducted
Working Air Receiver into a separating receiver, where the oil is separated from the compressed air.
Manufacturer: Jiujiang Haitian Equipment Manufacture Co. Ltd., The separating process has two phases. In the receiver the majority of the Procedure for Preparing the Working Air System for
China oil is separated in a centrifugal cyclone, the remainder of the oil is separated Operation
No. of sets: 1 by oil separating cartridges. The oil separated at the cartridges is returned to
circulation through an oil return pipe, which is provided with an orifice plate It is assumed that the the working air dryer is available and ready for service.
Type: Vertical cylindrical
that prevents excess air recirculating to the compressor.
Capacity: 1.5m3
a) Ensure that all instrumentation valves are open and that the
Working pressure: 0.7MPa From the receiver, the hot oil is led through a cooler and oil filter, and returned instrumentation is reading correctly.
to circulation. The receiver is provided with a thermostat for bypassing the
cooler when the oil is cold. The forced oil circulation is maintained by the b) Check the oil level in the compressor.
Working Air Dryer pressure difference between the receiver and the compressor unit. To guarantee
Manufacturer: Hankison International, USA oil circulation whenever the compressor produces pressurised air, an output c) Set the compressor valves for operation, ensuring that the drains
No. of sets: 1 valve prevents the receiver pressure from dropping below the set minimum
are operational.
value of 0.30MPa.
Type: Regenerative - twin chamber
Model: HHL-370 d) Set up compressor, receiver and dryer valves as shown in the
The oil-free air is led from the receiver to the after-cooler. The major part
table below:
Capacity: 600m3/h of the water is then removed from the cooled air by a water separator. An
electromagnetic valve opens at set regular intervals to drain water from the
separator. Position Description Valve
Introduction Open Working air compressor discharge valve
Incorporated in the working air system is an air dryer. Air supplied from the Open Working air receiver inlet valve
The working air system provides compressed air for general use throughout the working air receiver flows into the dryer and is dried by a dehumidification
ship at a pressure of 0.7MPa. Compressed air is also provided at 0.4MPa for the Open Working air receiver drain shut-off valve
process by passing through activated alumina gel. The compressed air enters
domestic FW hydrophore system and sea chest weed clearing. Operational Working air receiver auto drain valve RK13
the lower section of one of two towers via a three-way shuttle valve, and as
the air rises up through the activated alumina then moisture and other debris Open Working air receiver outlet valve
The working (general service) compressed air system is supplied from the is removed. At the same time a small quantity of dried air leaving the first As required Connecting valve to control air system RK48
working air receiver. This receiver is replenished by the service air compressor. tower undergoes adiabatic expansion, thus reducing the relative humidity even Open Deck/working air dryer inlet valve RK49
A supply from the main air receivers, through either of two 3.0/0.7MPa further. This very dry air is passed through the second tower in a downward
reducing valves and the connecting valve from the control air system, provides Closed Deck/working air dryer bypass valve RK51
direction, removing moisture and automatically regenerating the desiccant in
a back-up air supply in the event of the working air compressor not being able Open Deck/working air dryer outlet valve RK53
the standby tower.
to meet demand.
The working (general service) air system supplies the following services: e) Start the working air compressor.
The TMS Smart Air® compressor is of the variable speed screw-type which
is air-cooled with a free air delivery that is varied between 114 and 564m3/h • Deck services f) Start the working air dryer. It will take a short while for the
at a pressure of 0.7MPa, depending on the consumption. The working air • CO2 room full drying effect to take effect. Vent to atmosphere until only
compressor is supplied in a sound reducing cabinet containing the compressor, moisture-free air is available for the working air system.
drive motor, control system and cooler. The compressor discharges to the • Local fire fighting water mist system valve control
working air receiver. • Quick-closing air receiver and fire flap damper control
Illustration 2.10.2b Deck Working Air System
Upper Deck
Bosun
Store
CK48 CK53
Foam CK47
Store CK26 Room
CK14
Gymnasium CK10
CK06 CK07 CK15 CK18 CK19
CK59
CK05 CK11
CK52
Engine
Casing
CK27 Sol.Valve CK02
AC Rm
Room
Store
CK01 CK22
CK29
Store
CK04 CK45 CK08 CK09 CK12 CK16 CK17 CK20
Suez CK24
Room CK58
Laundry CK55
CK56
CK25 CK13
CK50
Paint
Store
Accommodation Area Valve Numbers
Deck Port Stbd Other
E CK41 CK40
Key
D CK38 CK39
Compressed Air
(0.7MPa)
C CK37 CK36
B CK34 CK35 CK31
A CK33 CK32 CK30
UPPER CK26 CK25 CK27

CK42 CK29
F Deck
E Deck
D Deck
C Deck
B Deck
CK21
A Deck
CK29 CK22
Engine Slop Tank

Room (P & S) No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
FPT
No.6 Cargo Oil Tank No.5 Cargo Oil Tank
CK23
Bow Thrust
Space
The outlet air supply valves at the locations listed will only be open when air Description of Service Valve Description of Service Valve
is being used.
Working Air System - Non Engine Room Valves Working Air System - Non Engine Room Valves
Fore deck isolation valve CK01 Accommodation E deck starboard hose valve CK41
Description of Service Valve
Fore deck hose valve CK02 Slop oil collect pump air inlet valve CK45
Working Air System - Engine Room Valves
Fore deck section drain valve CK03 Starboard ballast pump pilot air inlet valve CK46
Main engine turbocharger cleaning unit inlet valve RK55
Starboard slop tank hose valve CK04 Port ballast pump pilot air inlet valve CK47
0.4MPa reducing valve inlet valve RK56
Port slop tank hose valve CK05 Port accommodation ladder air inlet valve CK48
Composite boiler burner atomising air supply valve RK57
Residual tank cargo pump hose valve CK06 Starboard accommodation ladder air inlet valve CK50
Auxiliary boiler burner atomising air supply valve RK58
No.6 port cargo pump hose valve CK07 Accommodation section drain valve CK51
0.4MPa reducing valve bypass valve RK59
No.6 starboard cargo pump hose valve CK08 Spill tank pneumatic pump air supply valve CK52
Engine room workshop hose valve RK62
No.5 starboard cargo pump hose valve CK09 Port aft manifold hose valve CK53
Electrical workshop hose valve RK63
No.5 port cargo pump hose valve CK10 Accommodation isolation valve CK54
Upper platform store room hose valve RK64
No.4 port cargo pump hose valve CK11 Starboard aft manifold hose valve CK56
Auxiliary boiler flat hose valve RK65
No.4 starboard cargo pump hose valve CK12 Starboard pilot ladder air supply valve CK58
Composite boiler flat hose valve RK66
Starboard forward manifold hose valve CK13 Port pilot ladder air supply valve CK59
Starboard upper platform hose valve RK67
Port forward manifold hose valve CK14 Port ballast sea chest weed clearing supply valve
0.4MPa reducing valve outlet valve RK69
No.3 port cargo pump hose valve CK15 Starboard ballast sea chest weed clearing supply valve
Engine room upper section supply valve RK70
No.3 starboard cargo pump hose valve CK16 Whistle Air System F Deck (Wheelhouse Top) - 1.0MPa
Engine room middle section supply valve RK73
No.2 starboard cargo pump hose valve CK17 Supply valve to whistle CK42
Deck and accommodation supply valve RK74
No.2 port cargo pump hose valve CK18 Drain valve CK43
Engine room lower section supply valve RK75
No.1 port cargo pump hose valve CK19
Emergency fire pump sea chest weed clearing supply valve RK76
No.1 starboard cargo pump hose valve CK20
High sea chest weed clearing supply valve RK77
Focsle deck hose valve CK21
Low sea chest weed clearing supply valve RK78
Focsle (bosun’s) store hose valve CK22
Separator room hose valve RK79
Bow thrust space hose valve CK23
Fuel oil supply unit space hose valve RK80
Paint store hose valve CK24
Sewage treatment area hose valve RK81
Accommodation upper deck starboard hose valve CK25
Lower platform store room hose valve RK82
Accommodation upper deck port hose valve CK26
Port auxiliary engine room hose valve RK83
Air conditioning room hose valve CK27
Starboard auxiliary engine room hose valve RK84
Steering flat hose valve CK28
Air compressor space hose valve RK85
Poop deck hose valve CK29
Engine room floor starboard hose valve RK86
CO2 room hose valve CK30
Engine room floor aft hose valve RK87
Emergency generator room hose valve CK31
Engine room floor port hose valve RK88
Accommodation A deck starboard hose valve CK32
Emergency fire pump sea chest weed clearing hose valve RK101
Accommodation A deck port hose valve CK33
High sea chest weed clearing hose valve RK102
Accommodation B deck port hose valve CK34
Low sea chest weed clearing hose valve RK103
Accommodation B deck starboard hose valve CK35
Quick-closing valve control cabinet inlet valve RK104
Accommodation D deck starboard hose valve CK36
Hydrophore pressure tank air inlet valve
Accommodation C deck port hose valve CK37
Water mist unit purging air hose valve
Accommodation D deck port hose valve CK38
Sewage overboard discharge line purging air valve RD02
Accommodation D deck starboard hose valve CK39
Accommodation E deck port hose valve CK40
Illustration 2.10.3a Control Air System
From Starting Air System From Working Air System
(See Illustration 2.10.1a) (See Illustration 2.10.2a)
Pneumatic Control Control Air Dryer

Inert Gas and Flammable Gas Inert Gas and Oily Water Discharge Unit for Oily Water HHL-50 84m3/h
Vapour Control Detector Vapour Detector and Monitor System 40 40
Discharge and
System System System Control Unit Monitor System
Reducing Valve Unit

QK17 QK16 QK15 QK14 QK13 QK12 P 3.0 / 0.7MPa P
RK48 RK53
RK49
RK42
Tank Cleaning 40
Heater
Upper Deck
To Air Whistle Reducing Valve { RK28 RK30 P RK36 RK38 RK51
15 8 10 10 10
RK26
25 S
RK31 RK37 RK39
QK26 40
A Deck 25
Fuel Oil Mixing Tube
20 Control Valve 40
QK01
20 6
QK18 To Bilge Oil / Water Separator
QK11
6
32
S
40
QK19 QK25 To Stern Tube Air Space Control Panel
S
Dump Steam Main Engine
PI QK27
Control Valve
QK20
Composite Boiler Sootblower Composite Boiler
Control Valve Oil Pressure Regulating Valve
15
Composite Boiler
Three-Way Valve Atmospheric QK02 QK04
Condenser NC
QK21 QK28 QK30
Auxiliary Boiler Feed

Water Control Valve 15 15
Auxiliary Boiler
Burner Unit QK22 QK05 QK06 QK07 QK08 QK09 QK10
8 8 8 8 8 8
QK24 Composite Boiler Feed Auxiliary Boiler Fan
Water Control Valve Fan Damper Control S S S S S S
20 Unit
10
6
QK23
A.E. No. 1 No. 2 D.O. No. 1 No. 2
Key
Compressed Air Auxiliary Engine Main Engine LO Separators DO Separator Fuel Oil Separators
LO Separator
2.10.3 Control Air System The refrigerant dryer uses a refrigeration system and heat exchanger to lower The control air system is now operational and ready for service.
the temperature of the compressed air to 2 to 5°C, below the dew point of
Control Air Dryer the air. Excess water vapour condenses and is separated from the air. The See below for list of valves and services supplied:
refrigerated air is then heated before being supplied to the control air system.
Manufacturer: Hankison International, USA
Description of Service Valve
Model: HPR50
Procedure for Preparing the Control Air System for Inlet valve to main engine control air system QK02
No. of sets: 1 Non-return inlet valve to main engine control air system QK04
Operation
Type: Refrigerant (R-134a) Inlet valve to auxiliary engine LO separator QK05
Capacity: 84m3/h The following procedure assumes that all valves are initially closed and that air Inlet valve to No.1 LO separator QK06
is to be supplied from the working air system (see previous section). Inlet valve to No.2 LO separator QK07
Description a) Ensure that all instrumentation valves are open.
Inlet valve to DO separator QK08
Inlet valve to No.1 FO separator QK09
The control air system is provided with compressed air from either the starting
b) Position the valves as shown in the table: Inlet valve to No.2 FO separator QK10
air system through one of two sets of reducing valves or from the working air
system. In both cases the compressed air normally passes through the control Inlet valve to bilge oil/water separator QK11
air dryer before being distributed to the various services. Position Description Valve Inlet valve to oil discharge monitoring equipment (ODME) QK12
Open Supply valve from working air system RK48 control system
The control air system supplies the following services through the refrigerant Closed Inlet valve to reducing valve RK30 Inlet valve to tank cleaning heater temperature controller QK13
type air dryer: Operational Reducing valve RK34 Inlet valve to oil discharge monitoring equipment (ODME) QK14
• Bilge oil/water separator Closed Outlet valve from reducing valve RK38 operating system
Closed Inlet valve to reducing valve RK31 Inlet valve to inert gas system QK15
• Lubricating oil purifiers and control systems
Operational Reducing valve RK35 Inlet valve to gas detection system QK16
• Fuel and diesel oil purifiers and control systems
Inlet valve to vapour control system QK17
Closed Outlet valve from reducing valve RK39
• Sewage treatment plant Inlet valve to control unit for steam dump valve QK18
Open Inlet valve to control air dryer RK49
• Stern tube seal system Inlet valve to composite boiler sootblower control valve QK19
Closed Control air dryer bypass valve RK51
• Inert gas control system Inlet valve to composite boiler three-way valve QK20
Open Outlet valve from control air dryer RK54
Inlet valve to auxiliary boiler feed water control valve QK21
• Remote sounding system Open Inlet valve to control air system QK01
Inlet valve to composite boiler feed water control valve QK22
• Main engine safety air system
c) Open the individual inlet valves to all control systems. Inlet valve to auxiliary boiler fan damper control valve QK23
• Main engine control air system Inlet valve to auxiliary boiler burner control valve QK24
• Main engine auto backflushing lubricating oil filters d) Start the control air dryer. It will take a short while for the Inlet valve to composite boiler fuel oil pressure regulator QK25
full drying effect to take effect. Vent to atmosphere until only
• Fuel oil supply unit Inlet valve to fuel oil mixing tube vent control valve QK26
moisture-free air is available for the control air system.
Inlet valve to stern tube air seal control panel QK27
• Auxiliary and composite boiler control systems
Inlet valve to main engine control air system QK28
• Auxiliary systems pressure and temperature control systems
Non-return inlet valve to main engine control air system QK30
• Cargo tank cleaning heater control system
• Gas detection system
• Vapour control system
• Pump room CO2 alarm
It is essential that only dry-air is supplied to the control air system, as

condensing moisture has a detrimental effect on the operational efficiency of
control devices.
Anything to update?
2.11 Steering Gear and Bow Thrust
2.11.1 Steering Gear
2.11.2 Bow Thrust Unit
Illustration 2.11.1a Steering Gear Hydraulic System
Limit Limit
Switches Switches
Deaeration Line No.1 No.2 Deaeration Line

Cylinder Cylinder
Deaeration Line No.3 No.4 Deaeration Line

Cylinder Cylinder
PI PI PI PI
Isolation Valve IV-1 Isolation Valve IV-2
Key
Main Pressure Lines
Pilot Lines
Electrical Signal
Filter
Pushbutton Pushbutton
Unloading Unloading
Valve Valve
Deck
LAL LAL
Air Breather LALL Air Breather LALL
No.1 Power Unit No.2 Power Unit

Oil Tank PS Oil Tank PS
Steering Gear
Hydraulic Oil Main Pump Main Pump
Storage Tank
TI Servo TI Servo
Pump Torque Pump Torque
Motor Motor
System System
Hand Test Test
Pump Valves M M PS Valves M M PS
2.11 Steering Gear and Bow thrust This initiates a signal to the isolation system which automatically divides the d) Select LOCAL at the starter panel and start each electro-
steering gear into two separate systems. The defective system is isolated and hydraulic pump unit.
2.11.1 Steering Gear the pump stopped, whilst the intact system remains fully operational. Steering
capability is maintained, but with only 50% of the rudder torque available. This e) Carry out pre-departure tests.
Steering Gear situation demands that the ship’s speed to be reduced to half speed.
f) Check for any leakage and rectify as required.
Manufacturer: Kawasaki-Wuhan, China The steering gear is remotely controlled by the autopilot control or by hand
Type: Two ram, four cylinders, Rapson-slide steering from the wheelhouse. All orders from the bridge to the steering g) Check for any abnormal noise and pressure.
Model: FE21-064-T050 compartment are transmitted electrically. Steering gear feedback transmitters
supply the actual position signal for the systems. The rudder’s operational h) Switch the starter selector to REMOTE so that the duty
Torque: 628kN.m navigating officer can carry out pre-departure steering gear
angle of movement is restricted to between 35° port and 35° starboard,
Working pressure: 23.5MPa (max.) mechanical stops are fitted that physically limit any movement more than 37° tests.
Relief valve pressure: 29.4MPa port or starboard.
Hydraulic Pumps Automatic Isolation System
The variable-flow pumps are operated by a control lever which activates
Manufacturer: Kawasaki-Wuhan China Description
the tilting lever of the pump cylinder. This causes oil to be discharged to a
Type: Axial piston, variable displacement particular pair of hydraulic rams whilst suction is taken from the other pair. As The steering gear is arranged that in the event of a loss of hydraulic fluid from
Model: LV-060-410R10 the rudder turns, the feedback linkage causes the pump’s tilting lever to move, one system, the loss can be detected and the defective system automatically
thus reducing the stroke on the pump. When the rudder reaches the desired isolated within 45 seconds. This allows the other actuating system to remain
Number: 2 angle the tilting lever is restored to the neutral position and oil delivery from fully operational with 50% torque available.
Capacity: 86.2 litre/minute the pump ceases.
Power: 25.0kW, 1,800 rev/min Construction
No.2 steering gear pump unit is supplied with electric power from the
Servo Pumps emergency switchboard and No.1 pump unit from the main switchboard. This system comprises the following equipment:
Manufacturer: Kawasaki-Wuhan China • Two isolating valves.
Type: Trochoid pump In normal operation, all four rams will be in use, with one pump unit running
and the second pump unit ready to start automatically. When manoeuvring • Two level switches, set at ‘LOW’ and ‘LOW-LOW’ level.
Model: TOP-203Haf or operating in confined waters, it is compulsory that both pump units are • Two oil tanks, each with a chamber for level switches and
Number: 2 running, in order to obtain the IMO recommended total tiller movement of 70° system test valves.
Power: 0.4kW, 1,800 rev/min within 28 seconds (56 seconds with one pump). • Electrical control panel for the automatic isolation system.
Tests of the steering gear should be carried out by the duty engineer in the • Alarm panel for automatic isolation system.
Description steering gear compartment, and by the duty navigating officer in the wheelhouse
The major components of the steering gear comprise two rams with four before the vessel departs. The steering gear can be started from the bridge, but Operation
hydraulic cylinders driven by oil supplied by two electrically-driven pumps. the duty engineer should be present in the steering gear room when the pumps
are started and the system tested from the wheelhouse. Failure Sequence with One Pump Running
The pumps are of the variable displacement axial piston type and are contained
within separate hydraulic oil tanks. If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
following sequence will take place:
The steering gear is capable of operating as two totally separate steering
Procedure for Putting the Steering Gear into Operation
systems. Each pump unit is capable of putting the rudder through the working The system valves are assumed set for normal operation: 1. If a system leakage occurs the oil level in No.1 oil tank falls to
angle in the specified time. In normal operation at sea, only one pump is the LOW position. Audible and visual alarms are given in the
required, but the second pump unit can be connected at any time by starting the a) Check the level and condition of the oil in the tanks and refill wheelhouse and in the machinery space.
motor. When manoeuvring, both pumps are operational. with the correct grade as required. 2. No.1 isolating valve (IV-1) is energised and the hydraulic
The steering gear is provided with an automatic isolation system. Both hydraulic systems associated with No.1 and No.2 pumps are isolated.
b) Check that the feedback linkage and control system are all
systems are interconnected by solenoid operated isolating valves, which in
connected correctly. 3. If the oil level goes down to the LOW-LOW position, this
normal circumstances allow both systems to operate together to produce the
indicates that the leak is in No.1 system. No.1 isolating valve
torque necessary for moving the rudder. In the event of a failure that results
c) Ensure the rudder is in the mid position. (IV-1) is de-energised and No.1 pump is automatically stopped;
in a loss of hydraulic fluid from one of the systems, the float switches in the
No.2 isolating valve (IV-2) is energised and No.2 pump is
affected hydraulic tank are actuated.
automatically started. The hydraulic system associated with
Illustration 2.11.1b Isolation Flow Chart
No.1 (No.2) pump running
No.1 (No.2) No.1 (No.2)

sump tank level sump tank level
Auto-Manual
COS Position
Auto
No No
No.1 (No.2) No.1 (No.2)

sump tank sump tank low-low
low level level
Alarm RL Yes Alarm RL

Yes
Low level alarm
No.1 (No.2) pump

No.2 (No.1) pump stop command
start command
No.1 (No.2)
isolation valve No.1 (No.2)
shut command No.2 (No.1) pump stop
pump start
Yes
Yes
No.1 (No.2)
No.2 (No.1) isolation valve
No.1 (No.2) isolation valve open command
isolation valve shut command
shut
Yes No.1 (No.2)

No.2 (No.1) isolation valve
isolation valve open
shut
Yes
Yes
Normal control
No.1 pump is isolated. Steering is now carried out by No.2 System Testing a) Only one pump unit may be operated and the operational pump
pump and its two related cylinders (No.3 and No.4) with 50% unit selector switch must be turned to the LOCAL position.
The float chamber can be isolated and drained to test the system operation. The
torque.
function test period for the LOW and LOW-LOW alarms should be carried out
4. If however, the oil leak is in No.2 hydraulic system, the LOW- according to company procedures. Switch off the torque motor power.
LOW level alarm is not activated and steering continues to be
b) Push in the pushbutton on the unloading device and lock it in
carried out by No.1 pump and its two related cylinders (No.1
and No.2) with 50% torque. No.2 hydraulic system is isolated Emergency Steering place.
and so there will be no further leakage from that system apart
from the oil in the pipes. If failure occurs in the remote operating system from the wheelhouse, the c) The tiller can be moved in accordance with the steering
steering can be operated from the steering gear room, either on the respective command from the bridge by turning the torque motor shaft
If No.2 pump is running and No.1 pump is stopped when the LOW level and autopilot control panel through the Non-Follow-Up (NFU) pushbuttons or via knob located on the top of the torque motor. This puts a stroke
LOW-LOW level alarms are activated, the sequence of events is identical to the torque motor control knob located on top of the torque motor. on the pump to produce the desired angle of rudder movement.
that detailed above, except that initially No.2 isolating valve is energised first, When the rudder reaches the desired angle, feedback from the
isolating the lines from No.1 pump unit. The systems will be isolated and the Under these conditions, it is only possible for one pump unit to be operated in tiller will remove stroke from the pump.
system without the leak will operate. hand steering mode.
In accordance with IMO regulations the hydraulic pumps used in the steering Emergency Steering Drill
Failure Sequence with Both Pumps Running
gear are supplied with power from two independent sources. In the event of
When both pumps are running, the hydraulic oil tank that first registers a LOW power failure from the main switchboard, one pump is supplied from the Emergency steering drill should be carried out according to company
oil level will trigger the alarms in the wheelhouse and in the engine room. A emergency switchboard. procedures when traffic and navigational restrictions permit.
signal will be sent to energise its isolation valve. Both pump units will remain
in operation. It will consist of the direct operation of the main steering gear by using the
Procedure for Operation of Steering Gear on Loss of Remote manual control within the steering gear room. This operation is to be directed
When the oil level in No.1 or No.2 oil tank falls to the ‘LOW-LOW’ level, the from the navigation wheelhouse. After each drill, details and the date it was
associated isolatingUnloading
valve willValve
operate and the respective pump will be stopped
Wheelhouse Control
carried out are to be entered in the Official Log Book, and Particulars and
automatically. Records Book.
a) On loss of steering gear control from the wheelhouse, establish
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment
platform.
Torque Motor Shaft Knob
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
Unloading Valve b) On the pump unit to be used, lift up the locking plate and turn
the LOCAL/REMOTE control switch to LOCAL control.
This switch is on the NFU panel in the steering gear room.

Torque Motor
Locking Ring
Note: Only one pump unit can be operated in this mode, the other pump unit
should be shut down.
Isolating Valve
c) For the pump unit on local control, operate the pushbuttons

PORT or STARBOARD to turn the steering gear in the
direction requested by the wheelhouse. The pushbutton (PORT
or STARBOARD) is depressed for as long as required in order
to turn the rudder through to the requested angle. When the
requested angle is achieved, the pushbutton is released, the
rudder will remain at that angle.
Steering Gear Unloading Valve Block If this system should fail, manual operation can be carried out as follows: Steering Gear Torque Motor
Illustration 2.11.2a Bow Thrust Hydraulic System
Filling Level
Header
LLA Tank
C E A
Directional Valve Unit
Bow Thrust
Drive Motor
HTA
TI
Storage
Tank
Vent H
HDA
K
LPA HPA PI
B
Vent
Servo Oil Pump
Hydraulic Power Unit
Key
Hydraulic Oil
Bow Thrust
Unit Instrumentation
2.11.2 BOW THRUST UNIT CAUTION Thruster Operation
At speeds above 5 knots there is a risk of drawing air into the thruster
Manufacturer: Brunvoll AS, Molde, Norway Power is transmitted from the electric motor through a flexible coupling,
tunnel, particularly when operating at a shallow draught. This will affect
Type: FU-63-LTC-1750 input shaft and bevel gears to the propeller shaft which rotates the propeller.
the performance of the thruster and can cause cavitation damage to the
The propeller section consists of four propeller blades, a thruster pod with a
No. of units: 1 blade tips. Cavitation can be detected by the hunting of the propulsion
hydraulic servo cylinder and sliding block mechanism. The propeller blades are
Drive power: 750kW motor ammeter and should be avoided.
bolted to the blade carriers.
Drive motor speed: 1,189 rpm
Drive motor: ABB M3BP 400 LC6 Lubricating and Servo Oil System The gear housing, which carries the propeller is connected to the thrust tube
by bolts. The propeller shaft to which the blade carrier is fitted is supported
3 x 440V 60Hz 1,700A
The lubricating and servo oil system used in the bow thruster is shown in in the gear housing by roller bearings. The gear housing is filled with oil and
Propeller speed: 363 rpm illustration 2.11.2a above, and has three oil systems as follows: is connected to the hydraulic power pack. The head of oil in the gravity tank
Propeller disc diameter: 1,750mm provides a static pressure in the gear housing to prevent water entering the
No. of blades: 4 hub. The same oil is used for pitch actuation and lubrication of the gears and
Servo Oil System
Servo unit: BPA VV 30 RP HPF - bearings.
The servo system is used for controlling the pitch of the propeller blades and is
Servo system: 3.5kW, 440V, 3-phase, 60Hz filled with the same grade of oil that is used in the other two systems. Inside the Pitch adjustment is achieved by the thrust pitch servo cylinder located in the
Servo pump pressure: 45 bar (maximum) system are a number of seals, and one of them in the shaft distribution unit has propeller hub. The pin of each blade carrier locates in a hole on the sliding
Servo pump relief pressure: 53 to 55 bar a small but intended internal leakage. Here the oil passes from the servo system block, the pin being offset from the axis of the blade and the propeller shaft.
to the lubricating system and provides lubrication of the oil distribution unit. This allows the pin to act like a crankpin for the blade, when the pin is moved
This small leakage results in a tendency for the blades to ‘creep’ out of position the blade will rotate as the round root of the blade is held in a circular bearing
Introduction when on load, but because of the feedback system the movement is detected in the hub. When the sliding block is moved axially the blades rotate about
and automatically corrected. As the systems are interconnected, excess oil in their axes, thus changing the blade pitch. The sliding block is able to move in
The purpose of the bow thruster is to exert a sideways force which will allow the system flows back to the header/expansion tank. both directions, thus the pitch of the blades may be changed from positive to
the bow of the ship to be turned when operating at slow speeds or when not negative, producing water flow in either direction.
under way. The thruster can also be used to keep the ship in position in a
Shaft Seal System
cross wind and to move the ship towards or away from a mooring position as The sliding block is moved by the cylinder piston located in the hub unit. This
required. The propeller shaft is fitted with an outer axial seal and an inner double lip seal. is moved by hydraulic pressure from the servo unit with the oil being controlled
The chamber between the inner and outer seals is filled with system oil that and regulated by a proportional control valve. Oil flow for ‘forward’ blade
The thrust is produced by the rotation of a controllable pitch propeller housed is subject to a constant static head from the gravity oil tank. This prevents sea pitch or ‘astern’ blade pitch is dictated by the control system.
in a transverse cylindrical tunnel between frames 241 and 245. The propeller is water from entering the hub and contaminating the system.
driven by a vertical electric motor through bevel gears, and the propeller blade Effectively, one side of the piston is subjected to pressurised oil while the other
pitch is adjusted for pitch and direction by an electro-hydraulic servo system. vents back to the tank, so allowing the piston to move. A feedback unit is linked
Gearbox System
mechanically to the cylinder piston and this transmits the position of the piston,
The thruster essentially comprises the following sections: The gearbox oil system provides for the lubrication of the bevel gears and the and hence the blades to the control system. From the actuator mechanism, oil
mechanical transmission components in the hub. The gear housing including returns to the servo unit which is linked to the gravity tank and hence to the oil
• The electric motor unit with drive shaft and bevel gearing
the propeller hub is completely filled with system oil and is also subject to a in the gear housing.
driving the propeller hub.
static head from the gravity oil tank.
• The propeller unit with blades mounted in blade carriers in the The servo pump is of the variable displacement vane type. When a blade pitch
hub. Note: The thrust oil system should not be emptied when the vessel is afloat, is requested, a stroke is put on the pump to move the cylinder piston in the
• The gear housing which contains the bevel drive gear and and is kept under pressure from the header/gravity oil tank to prevent the required direction, so giving the desired blade pitch and hence thrust.
propeller drive shaft, together with the oil pipes for activating ingress of water into the propeller hub.
the blade pitch change. As the cylinder piston moves it also moves the feedback arm that is linked
Located on the top side of the thruster housing are three valves identified as electrically back to the thruster PLC, which in turn sends a signal to the
• The hydraulic system in the hub which adjusts the pitch of the ‘H’, ‘K’ and ‘B’. Under normal operating conditions these valves are kept proportional control valve to regulate the flow of oil to the cylinder actuator.
propeller blades by moving a sliding block in which the blade closed, but valve ‘H’, the hub drain valve can be used to check for water in the When the blades are at the desired angle, the proportional control valve closes
carrier pins are located. hub and also to take samples of oil for analysis. Valve ‘B’ is the drain valve and the system oil from the discharge side of the pump passes through the relief
• A hydraulic power pack that supplies oil to the servo cylinder to for the seal chamber between the two lip seals, and valve ‘K’ is the vent valve valve back to the suction side.
adjust the pitch and direction. through which air is allowed to escape when the hub is being filled with oil.
Illustration 2.11.2b Bow Thrust Control Panels
Bridge Main Console Control Panel Bridge Wing Control Panel
CONTROL COMMON
START IN SYSTEM
SYSTEM ALARM
SERVO COMMAND ALARM
FAILURE 0
0
PITCH
50 50
STOP 50 50 CONTROL
OIL
SERVO LEVEL
FAILURE IN
COMMAND
100 100
START READY PUMP
DRIVE FOR 100 100 STARTER
SERVO
PRESS.
MOTOR START FAILURE
EMERG.
STOP
STOP HIGH TEMP
POWER AUTO
DRIVE DRIVE
LIMITATION STOP
MOTOR MOTOR
CONTROL
REQUEST
CONTROL FAN PITCH
REQUEST RUNNING MANUAL
BUZZER 100 80 60 40 20 0 20 40 60 80 100

DIMMER
OFF
100 80 60 40 20 0 20 40 60 80 100
STOP
DRIVE
MOTOR
LAMP EMERG.
DIMMER TEST STOP
The build-up in discharge pressure causes the pump to off-load by operating • Buzzer off located in the propeller hub. The servo unit operates automatically to maintain
the loading/unloading valve on the pump casing. When another movement pressure in the system, so the pump will operate even when the blades are in
• Dimmer switch
command is received from the bridge, the proportional control valve moves the desired position.
accordingly, the pressure in the pump discharge line drops and the pump loads
The bridge wing control panels are similar to the wheelhouse control panel, but
up. The direction of oil flow and hence the blade pitch, is controlled by the As the blades move, the feedback linkage moves and operates the potentiometer,
have a reduced capability and level of indication. The panels have a handle and
proportional control valve. so that there is a feedback signal proportional to the angle of the blades. When
pitch indicator, but only have the following illuminated buttons.
the feedback signal is the same as that from the control handle, the blades are
To protect the electric motor, the thrust unit can only be started and stopped • Control here in the desired position and the two signals cancel each other out, thus with no
when the blades are in the neutral position. The system is interlocked to • Stop further oil flow from the servo unit the blades stop in that position.
prevent the main motor from starting if the blade pitch is outside set limits,
and interlock switches also prevent the main motor from starting if the system • Emergency stop
control oil pressure is low. Procedure for the Operation of the Bow Thrust Unit
• Overload
• Thrust failure When it is required to operate the bow thrust, proceed as follows:
Wheelhouse and Bridge Wing Control Panels
Note: A rechargeable battery is fitted in the memory of the control module Starting
The wheelhouse main control panel provides for the starting/stopping and in the PLC which prevents the loss of data when the power supply to the
control of the thrust unit, and is equipped with a number of machinery running controller is switched off. If the memory module is not powered for a period a) Start the bow thrust space ventilation fan.
and alarm indicators. The layout of the panel is shown in illustration 2.11.2b of approximately two months, there is a risk that the battery will become
above, along with the control panels used on the bridge wings. drained and the memory data lost. b) Check the level of oil in the oil header/gravity tank and replenish
as necessary. The oil is common between the hub lubrication,
In the centre of the panel is the direction control handle and above that are two the blade servo system and the seal system, so there is no risk
meters. One gives a visual indication of the thrust being provided and the other Bow Thrust Control System of cross-contamination between the three.
shows the power that the drive motor is taking. The thrust value should not be
allowed to exceed the 100 mark on the gauge in either direction. The thrust unit is either remotely controlled from the main control panel in the c) Ensure that power is available to the thrust drive motor and
wheelhouse or from the slave panels on the port and starboard bridge wings. to the system control cabinets. The bridge should inform the
Illuminated indicators and pushbuttons are provided for the following items: Only when the thrust motor has been started from the main panel can control engine room prior to the starting of the thrust motor to ensure
be switched to one of the bridge wings. that sufficient electrical power is available. Start an additional
• Start
generator if required.
• Emergency stop The thrust unit is ‘activated’ by pressing the MAIN SWITCH pushbutton on
• Ready for start the wheelhouse control panel. This puts voltage onto the system controllers d) Press the MAIN SWITCH pushbutton on the bridge main
and starts the electro-hydraulic servo pump unit in the bow thrust space. The control panel. The servo unit will start operating and the MAIN
• Main switch READY FOR START indication will then be given and the thrust motor is then SWITCH, STOP, CONTROL HERE and READY FOR START
• Stop ‘started’ by pressing the START pushbutton on the main control panel. buttons will become illuminated.
• Pitch manual with port and starboard pushbuttons The pitch of the blades is normally controlled by operating the handle on the e) If the READY TO START pushbutton is not illuminated it will
• Control here control panel in use. The operation of the lever is such that the ship will move be because one of the following preconditions is not ready:
in the direction that the control lever is moved to, ie, pushing the control lever
• Lamp test to port will make the ship move to port and vice versa. • Servo oil pressure is not available
• System failure • Blade pitch is not in the neutral position
Only one panel can have control of the thrust unit at any one time, but if control
• Feedback pitch • Starter for electric motor not ready
transfer is required, the CONTROL HERE pushbutton must be pressed on the
• Servo pressure panel taking command. • Electrical power is not available
• Auto stop
The operation of the handle sends an electrical control signal to the proportional f) Press the START pushbutton to start the thrust motor. The start
• Overload control valve on the servo unit. The blade pitch feedback linkage on the gear sequence will commence and the motor will accelerate up to full
• Oil level housing is connected to a potentiometer which produces a signal related to the speed. The START lamp will flash on and off until the motor has
port or starboard pitch. The signal received by the proportional control valve reached full speed.
• Buzzer is the difference between the control signal from the handle and the feedback
• Power alarm central signal. The signal to the servo unit allows the vane pump to go on ‘stroke’ and
operates the proportional control valve to supply oil to the pitch servo cylinder
g) When the electric drive motor has reached full speed, the Emergency Control Overload
START lamp is fully illuminated and the READY FOR START The OVERLOAD alarm is activated when there is a high temperature in
and STOP lamps are extinguished. In the event of a failure in the thrusters control system resulting in there being the thrusters main electric motor. It is a visual indication only and is not
no pitch control from the control lever, the system can be switched to manual accompanied by an audible alarm.
The bow thrust is now ready for operation and movement of the handle to the by pressing the PITCH MANUAL pushbutton on the wheelhouse main control
left or right puts pitch on the propeller and exerts thrust. The pitch setting will panel. This should only be operated when the thruster has been started and is The overload occurs when the propeller absorbs between 1% and 10% more
follow the lever and may be left in any position between neutral and full, but ready to be used. The pitch on the blades can now be adjusted by pressing the power than the maximum rated power of the motor. In the event of an overload
the thrust indicator must not exceed the 100% mark on the indicator. impulse switches marked with arrows located immediately under the PITCH occurring, the control system will automatically reduce the pitch on the blades
MANUAL pushbutton. When in manual mode, the propeller pitch will move and regulate the power absorbed to 100%. When the temperature has fallen and
Stopping as long as one of the impulse switches is operated, but since the follow-up the load reduced, the indicator lamp will extinguish.
control is out of action, the pitch must be monitored at all times to ensure it
a) To protect the motor, the propeller pitch must be set to the zero is maintained in the correct position and care must be taken not to exceed the
(neutral) position before the thruster is stopped. maximum thrust. Feedback Pitch
In the case of there being a failure in the feedback circuit, the FEEDBACK
b) Press the STOP pushbutton. The thruster drive motor will stop PITCH alarm will activate and the system will lock the blade pitch on the
and the START lamp will be extinguished. The STOP and the Control Panel Functions
thruster at the current setting. This is designed to prevent the system from
READY FOR START lamps will become illuminated. going out of control and into an overload condition.
In addition to the control functions already described, there are a number of
c) Stop the bow thruster room ventilation fan. other alarms and indications on the control panels. These have been listed
If this alarm occurs, it will be necessary to stop the thruster using the
previously but their functions are now detailed as follows:
EMERGENCY STOP pushbutton or switch to manual control by pressing the
The thruster may be stopped from the wheelhouse main control panel or from PITCH MANUAL pushbutton. In manual mode the pitch of the blades can then
either of the bridge wing panels. System Failure be adjusted using the impulse buttons.
This alarm comes up on the wheelhouse main control panel when there is a
Procedure for Transfer of Control Between Wheelhouse and fault or an alarm condition inside the PLC control panel. Auto Stop
Bridge Wings The AUTO STOP alarm will be activated on the wheelhouse control panel
The alarm conditions are identified by the illumination of LEDs inside the
when the control system has automatically stopped the main drive motor. This
Before control can be transferred from the wheelhouse main control panel to panel and cover the following items:
may be because the motor has tripped through overload or by the tripping of a
the bridge wing units, the thruster must first have been started and be operating • Battery protection relay. The motor may also be stopped because of a low servo system
correctly. oil pressure preventing pitch control of the blades.
• Reset
a) At the bridge wing location where control is required, press the • Watchdog
CONTROL HERE pushbutton. The pushbutton will flash until Alarm Acceptance
• Run
the control lever has been moved to the position corresponding to The alarms that go through to the wheelhouse are accepted by pressing the
the current propeller pitch as indicated by the pitch indicator. • Halt BUZZER OFF button on the control panel.
• Error
When the positions correspond, the lamp will become fully illuminated and the
transfer to the bridge wing will have been completed. For fault diagnostics, refer to the manufacturer’s manual.
The transfer of control to the other bridge wing or back to the wheelhouse main
control panel is undertaken in the same manner as that described above. Power Alarm Central
This alarm is indicated on the control panel when there is no 24V power
supply to the alarm system. This may indicate a blown fuse in the PLC control
cabinet.
Oil Level
This alarm activates when there is insufficient oil in the gravity oil header tank.
The alarm can be accepted by pressing the BUZZER OFF button on the control
panel, but will only clear when extra oil is added to the system.
2.12 Electrical Power Generators
2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator
Illustration 2.12.1a Control Room Generator Control Panel
1 2 3 4
Key
A V
1 Space Heater Indicator Lamp
5 6
2 Generator ACB Open Indicator Lamp
3 Generator ACB Closed Indicator Lamp

kWh
4 Power Available Indicator Lamp
5 Generator Ammeter 7
Hz
6 Generator Voltmeter
8
7 KiloWatt Hour Meter
8 Generator Frequency Meter

9 10 11
9 Alarm Indication
10 Alarm Indication
11 Alarm Indication
12 Space Heater (Off - On) Switch
13 12 13 14 15
Engine Stop Pushbutton
14 Engine Start Pushbutton

h
15 Running Hour Meter
16 Generator ACB Abnormal Trip Reset 16
17 Ammeter Phase Selection Switch
17 Voltmeter Phase Selection Switch
17 18
2.12 Electrical Power Generators Turbocharger System The fuel feed pump discharge passes through a duplex fuel oil filter. Both
filters are normally in use, only shutting one off for maintenance. Turning the
2.12.1 Diesel Generators The engine is fitted with an exhaust gas driven turbocharger. The turbocharger top handle two turns cleans the filters and any sediment can be drained off.
draws air from the engine room via a suction filter and passes it through a
charge air cooler, before supplying the individual cylinders. Excess fuel not needed by the injection pumps is passed through the overflow
Generator Engines pipe and delivered into a header, which returns it to the main fuel oil circulation
Manufacturer: ZJMD - MAN-B&W, China system (see Section 2.6.2). This principle ensures that:
Cooling Water System
Type: 6L23/30H • There is always an adequate amount of pressurised fuel available
No. of sets: 3 All cooling water requirements for the generator engines are provided by water at the fuel injection pumps.
No. of cylinders: 6 from the central low temperature fresh water cooling system. • The heated fuel can be circulated for warming-up the piping
Bore: 225mm system and the injection pumps prior to engine starting.
An engine-driven pump circulates the jacket spaces and cylinder heads.
Stroke: 300mm • The necessary fuel oil temperature can be better maintained.
The jacket (high temperature) cooling water pump, discharges through the
Speed: 900 rev/min engine cylinder jacket and cylinder head cooling water spaces and then to a
Power: 960kW thermostatically operated valve. If the temperature of the cooling water leaving
the engine is below the normal operating temperature, the thermostat will Lubricating Oil System
direct the cooling water back to the pump suction. When the cooling water
Alternators No.2 and No.3 All engine running gear is force lubricated by the engine-driven gear type pump.
outlet temperature reaches operating temperature, the thermostat will direct
Manufacturer: Hyundai Heavy Industries, Korea the water to the central fresh water cooling system in a proportion to maintain The pistons are also supplied with oil as a cooling medium. A prelubrication
a constant temperature. pump is fitted to supply oil to the bearings and other running gear before the
Type: HFJ6-508-84K
engine starts, this reduces wear on the engine in the period between the engine
Voltage: 450V at 60Hz starting and the engine-driven pump building up oil pressure. The prelubrication
A motorised valve in the cooling water supply line to the engine is closed when
Power: 910kW, 1,137.5kVA, 450V, 3-phase, 60Hz, 0.8PF the engine stops, this prevents the circulation of the cool water from the low pump runs continuously while the engine is on automatic standby provided that
temperature central cooling system through the engine cooling water system. it is selected for AUTO at the priming pump starter panel. The pump may also
The valve control is thermostatically activated and the valve opened when the be selected for manual operation via the selection switch.
Description
engine is running and the jacket cooling water system reaches normal operating
temperature. The engine-driven pump and the electrically-driven prelubrication pump both
Electrical power for the vessel is produced by three medium speed diesel take suction from the engine sump, and discharge through a cooler and duplex
generator sets. The engines are six cylinder turbocharged, uni-directional, filter to the engine oil supply rail. A control valve on the pump discharge,
four-stroke, trunk piston and normally operate on heavy fuel oil. They may This provision helps maintain an engine in a warm condition when it is stopped
and it ensures that the engine reaches operating temperature quickly after which relieves any excess pressure back to the sump, controls the pressure.
also be supplied with diesel oil, which is utilised for flushing through, prior to The temperature is controlled by a three-way thermostatic control valve, which
shutting down for maintenance and for running when the steam system is shut starting. If necessary, the valves may be opened and closed locally by means
of OPEN and CLOSED pushbuttons on the local operating panel. regulates how much of the oil passes through the cooler.
down. One diesel generator is normally used during seagoing conditions. Three
generators may be required when manoeuvring or during cargo discharge The turbocharger is supplied from the main lubricating oil circuit. An orifice in
operations. The charge air cooler, LO cooler and alternator air cooler are supplied from
the LT central cooling FW system and are not circulated by the jacket water the LO supply line to the turbocharger regulates the oil flow.
circulation pump.
Starting Air System The cooler is a plate heat exchanger, with the oil circulating through the flow
channels and water from the central fresh water cooling system circulating
Each engine is started by an air-driven starter motor. When the start valve is Fuel System through the parallel channels in the opposite flow direction.
opened by a remote control solenoid, air is supplied to the air start motor. The
air supply activates a piston, causing the pinion to engage with the gear rim The engine fuel supply rail is supplied with heavy fuel oil or diesel oil from The main LO filter is supplemented by two bypass centrifugal filters mounted
on the flywheel. When the pinion is fully engaged, pilot air opens the main air the combined main engine and generator engine fuel oil service system. The at the engine base frame. During operation, a proportion of the lubricating
valve, which supplies air to the air start motor, causing the engine to turn. high-pressure fuel injection pumps take suction from the fuel supply rail. The oil supplied from the engine-driven LO pump enters the centrifugal filter and
injection pumps deliver the fuel oil under high pressure through the injection returns to the engine sump. The filter is driven by the oil supply pressure and
When the engine revolutions exceed about 110 rev/min, conditions are normal pipes to the injection valves. Cams on the camshaft operate the injection relies on centrifugal force to remove high-density sub-micron particles.
and firing has taken place, the start valve is closed and the piston and main air pumps.
valve are vented. A return spring disengages the pinion from the flywheel and
the air motor stops. During starting, a pneumatic cylinder operates a stop arm With an engine stopped, fuel from the fuel preparation unit will circulate along
to limit the fuel-regulating shaft. An on-line air lubricator is fitted to lubricate the fuel supply rail and back to the deaerator. This will maintain a supply of hot
the start air motor. HFO at the engine supply rail ready for use when the generator is required.
Illustration 2.12.1b Generator Engine Local Control Panel and Gauge Board
3 3
2 4 2 4
600
1 5 1 5 MAN
720
OVERSPEED
750 B&W
0 6 0 6 30000
LOW LUB. 20000 40000

OIL PRESS.
300 900
PI - 10 PI - 01 HIGH FRESH
COOL WATER HT SYSTEM COOL WATER LT SYSTEM WATER TEMP. 10000 50000
EMERGENCY 140 TC
STOP ENG.
0 60000
6
1 2 0 1200
4 12
RPM
0 3 0 16
ENGINE RPM
START STOP
PI - 31 PI - 40 TC RPM
CHARGING AIR PRESSURE FUEL OIL PRESSURE
BLOCKING
REMOTE LOCAL RESET
4 6
1 2
2 8
0 10 0 3
PI - 21 - 22 PI - 23 READY FOR START

LUB.OIL PRESSURE LUB.OIL INLET TURBOCH.
S
O
S O S O
S O
PI - 31 PI - 22 PI - 01 PI - 40
START BOX
O
S O
S
LUB. OIL BEFORE FILTER

PUSH BUTTON PI - 21 PI - 10 PI - 23
Procedure to Prepare a Generator Engine for Starting n) Switch the engine to automatic operation. Procedure to Stop a Diesel Generator Engine
Before working on a generator, place the engine in LOCAL control. WARNING a) Unload and disconnect the alternator from the switchboard.
It is essential that the correct overspeed level is reset after any test.
a) Operate the fuel oil service system as described in Section b) Allow the engine to run at idle speed for 5 minutes until
2.6.2. temperatures have cooled and stabilised.
Procedure to Start a Generator Engine
b) Operate the low temperature central cooling water system as in c) Operate the remote stop device.
Section 2.5.2. a) Complete the pre-start checks. Start the engine from the local
control panel and allow it to run on idle speed.
c) Check the level of oil in the engine sump and top-up as
necessary with the correct grade of oil from the generator engine b) Make a thorough check of the engine to ensure that there are
LO measuring tank. no leaks and the engine is running smoothly and firing on all
cylinders.
d) Prime the fuel oil system.
c) Switch the engine over to REMOTE operation.
e) Switch the generator engine prelubrication oil pump to automatic
operation and check that the lubricating oil pressure rises. The d) Check the oil pressures and temperatures.
engine should be prelubricated for a minimum of 2 minutes
prior to start. e) Check the pressure drop across the LO filters.
f) Check the governor oil level. f) Check the FO pressure and temperature.
g) Turn the engine at least one complete revolution using the g) Connect to the switchboard and load the engine.
turning bar with the cylinder indicator cocks open.
h) Ensure that the thermostatically operated valves on the cooling
h) Close the cylinder indicator cocks. water systems operate correctly as the cooling water temperature
rises.
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 i) Ensure that the engine temperatures and pressures remain within
water if necessary. normal limits as the load is applied to the engine and the engine
heats up.
i) Open the vent on the cooling water outlet line on the generator
air cooler, and close it again when all air has been expelled. j) Check the exhaust gas temperatures for any deviation from
normal.
If maintenance work has been carried out on the engine, start the engine as
detailed below before switching the engine to automatic operation. k) Check the exhaust gas for smoke.
j) Check that all fuel pump indices are at index ‘0’, when the l) Keep the charge air pressure and temperature under control.
regulating shaft is in the stop position.
k) Check that all fuel pumps can be pushed by hand to full index
and return to ‘0’ when pressure is removed.
l) Check the spring-loaded pull rod operates correctly.
m) Check that the stop cylinder for the regulating shaft operates
correctly when shutting down normally and at overspeed and
shutdown. The overspeed shutdown is checked by reducing the
setting of the overspeed value temporarily.
2.12.2 Emergency Diesel Generator The 2.8m3 capacity fuel oil tank is located adjacent to the engine in the Operating Procedures
emergency generator room. When running on load, fuel consumption is
Procedure to Prepare the Emergency Diesel Engine for Automatic
Generator Set approximately 1.1m3 per day. The tank should always contain sufficient fuel
Starting
Manufacturer: Nordhavn for 24 hours continuous operation and is refilled from the engine room diesel
oil system. Refer to Section 2.6.5 for further details. a) Switch the engine to local control.
Model: GASC 7-06E
Output: 145kW, 181.5kVA, 450V, 3-phase, 60Hz The engine is normally started by a battery powered starter motor. The batteries b) Check the level of oil in the engine sump and top-up as necessary
are maintained under a constant trickle charge while the ship is in service. with the correct grade of oil.
Engine
An alternative starting arrangement is provided to ensure that the generator c) Check the level of water in the radiator and top-up as necessary
Manufacturer: Sisu Diesel
can be started even in the event of a battery failure. Starting is achieved by a with clean distilled water.
Model: 634 DSBG manually loaded spring inertia starter, permanently fitted above the electric
No. of cylinders: 6 starter motor. The inertia starter utilises the potential energy of a loaded spring d) Check the level of gas oil in the emergency generator gas oil
Bore: 111mm to drive a gear train which engages with the flywheel. The spring system can service tank and top-up as required.
Stroke: 145mm be utilised when starting the engine from the dead ship condition. The engine
may be manually started using either the electric or spring starter. e) Check that the fuel oil supply to the diesel engine is open.
Power: 190kW
Speed: 1800 rev/min In normal operation the engine should be started once per week, and run up to f) At the switchboard, turn the local selector switch to the EMERG
full load every month. Whenever the engine has been started, the gas oil tank operation position, the engine is then set for automatic standby
Alternator must be checked and refilled, with wax-free (arctic) gas oil if available, if the operation.
level has dropped below the 24-hour operation level.
Manufacturer: Newage Stamford
Model: UCM 274 F2 The spring starter should be tested regularly according to company policy.
Capacity: 170kW, 212.5kVA, 450V, 60Hz, 0.8PF
Illustration 2.12.2a Emergency Diesel Generator Control Panel
Introduction
The emergency generator is a self-contained diesel engine and generator set

located in the emergency generator room on the port side of B deck, aft. The
NORDHAVN ICAMS
generator set will start automatically on power failure at the main switchboard
and connect to the emergency switchboard to maintain power supplies to Mode Mode Start
essential services. OFF EME
Ready I
The emergency generator is also used to get the ship under power from ‘dead Oil press
ship’ condition. It will enable power to be supplied to essential services 0.0Bar Horn Fault Stop
selectively such as the starting air, gas oil supply and cooling water systems, reset reset
Cool temp
without the need for external services. The engine is an in-line, six-cylinder 0 RPM 1 1 . 2 OC ! 0
turbocharged unit with a self-contained cooling water system. Cooling water
is circulated by an engine-driven pump through the engine and fan-cooled
radiator. A thermostat maintains a water outlet temperature of between 82 and
Page
93oC. Air is drawn across the radiator by an engine-driven fan.
The cooling water is also circulated through the lubricating oil cooler. An
electric heater is fitted to keep the cooling water at 40 to 50oC when the engine
is on automatic standby. Enter
I/0
The engine running gear is force lubricated, an engine-driven gear pump N O R D H A V N
drawing oil from the integral sump and discharging it through the cooler and a
filter before being supplied to the lubricating oil rail.
Procedure to Start the Emergency Diesel Engine Manually (Using the Procedure to Start the Emergency Diesel Engine (Using the Spring Procedure for Testing Automatic Starting (A)
Electric Starter) Starter)
This procedure describes the procedure to start the emergency generator and
a) Ensure that the engine is switched to LOCAL control. To start a cold engine, excess fuel must be set. The excess fuel setting varies close its circuit-breaker without disconnecting the voltage between the main
on different pumps and instructions in the ‘Engine Operators Manual’ should switchboard and emergency switchboard.
b) Check the level of oil in the engine sump and top-up as necessary be followed.
with the correct grade of oil. The emergency generator must be ready to start with the local selector switch
Carry out procedures a) to d) detailed above, then: set in the EMERG. position.
c) Check the level of water in the radiator and top-up as necessary
with clean distilled water. a) Depress and release the reset button on the spring starter. a) Turn the BUS TIE ACB CONTROL switch to the OPEN
position.
d) Check the level of gas oil in the emergency generator gas oil b) Fit the winding handle to the winding adaptor and rotate it in a
service tank and top-up as required. clockwise direction until the white springs are visible through b) Turn the Cos-T selector switch (located inside the cabinet on
the inspection window. For a warm engine the starter is now the emergency switchboard and marked EM’CY GEN TEST) to
e) Press the START pushbutton on the engine control panel. sufficiently charged. For a cold engine, wind until red springs the TEST position. The emergency generator will start and the
are visible. Remove winding handle after compressing the emergency ACB will close automatically.
f) Check that the engine starts and is firing smoothly. spring discs.
c) Check the emergency generator voltage and frequency.
g) Check the engine oil pressure, cooling water pressure and speed c) Turn the trip lever through 90° in the direction shown by the
are normal. Investigate any abnormalities. arrow on the trip lever boss. d) Turn the Cos-T selector switch to the NORMAL position.
h) If required, load the engine, otherwise allow it to run idle or stop d) Check that the engine starts and is firing smoothly. e) Turn the emergency generator ACB CONTROL switch to the
it by turning the control switch on the engine panel to the STOP OPEN position and the ACB will open.
position. e) Check the engine oil pressure, cooling water pressure and speed
are normal. Investigate any abnormalities. f) The emergency generator will now stop automatically.
i) Check that the heater switches are on when the engine stops.
f) If required, load the engine, otherwise allow it to run idle or stop g) When the emergency generator has completely stopped, turn the
j) Turn the local switch to the EMERG position to restore the it by turning the control switch on the engine panel to the STOP BUS TIE ACB CONTROL switch to the CLOSED position.
engine to automatic standby. position.
CAUTION
If the engine is to be loaded, undertake the following: The BUS TIE ACB CONTROL switch for the emergency generator
must not be operated unless the emergency generator has come to a
k) At the emergency switchboard, turn the BUS TIE ACB standstill.
CONTROL to the OPEN position, the ACB CONTROL switch
will close.
The emergency generator will now be connected to the emergency switchboard

and can be loaded as required.
Additional procedures may be undertaken to load the emergency generator and

these are explained below. These procedures should be carried out periodically
in order to test the equipment fully.
Procedure for Testing Automatic Starting (B) - Off-Load Test Re-establishing Normal Supply to the Emergency Switchboard After a
Blackout
This procedure describes the procedure to start the emergency generator
without closing the emergency generator circuit-breaker. The emergency generator must be ready to start with the local selector switch
set in the EMERG. position.
The emergency generator must be ready for operation with the local selector
switch set in the EMERG. position. a) Check that normal power supply is available.
a) Turn the Cos-T selector switch to the TEST position and the b) Turn the emergency generator ACB CONTROL switch to the
emergency generator will start. OPEN position and the ACB will open.
b) Check the voltage and frequency of the emergency generator. c) The bus tie ACB for the emergency switchboard will
close automatically and the emergency generator will stop
c) Turn the Cos-T selector switch to the NORMAL position and automatically.
the emergency generator will stop automatically.
d) Check that the emergency generator Auto Standby lamp is
illuminated.
Procedure for Testing Automatic Starting (C) - Blackout
This procedure describes the procedure to start the emergency generator with
Procedure for Stopping the Emergency Generator After Running On-
automatic closing of the circuit-breaker as a blackout condition.
Load
The emergency generator must be ready to start with the local selector switch a) Unload the generator and open the circuit-breaker.
set in the EMERG. position.
CAUTION
a) Turn the Cos-T selector switch to the TEST (BLACKOUT) Damage may be caused to the turbocharger bearings and seals due to
position and the bus tie ACB will trip. The emergency generator excessive temperatures if the generator engine is stopped without being
will start and the emergency generator ACB will close allowed to cool down.
automatically.
b) Allow the engine to run on no load for a maximum of 5 minutes
b) Check the voltage and frequency of the emergency generator. before shutting down.
c) Turn the Cos-T selector switch to the NORMAL position. c) Turn the control switch on the engine panel to the STOP
position.
d) Turn the emergency generator ACB CONTROL switch to the
OPEN position. The bus tie ACB at the emergency switchboard d) When the engine has stopped, turn the control switch to the
will close automatically and the emergency generator will stop EMERG. position, restoring the engine to automatic standby.
automatically.
CAUTION
Allowing the engine to run too long under no load will result in poor
combustion and a build-up of carbon deposits, leading to a reduction in
performance and excessive maintenance.
2.13 Electrical Power and Distribution
2.13.1 Electrical Equipment Overview
2.13.2 Main Switchboard and Generator Operation
2.13.3 Emergency Switchboard and Generator Operation
2.13.4 Electrical Distribution
2.13.5 Shore Power
2.13.6 Main Alternators
2.13.7 Emergency Alternator
2.13.8 Preferential Tripping and Sequential Restarting
2.13.9 UPS and Battery Systems
2.13.10 Cathodic Protection System and MGPS System
2.13.11 Cargo Pump Electrical Control System
Illustration 2.13.1a Main Electrical Network
N0.1 and 2 Main Transformers

90kVA, 440V/230V
Main Switchboard
No.1 Group No.1 440V No.1 440V Bow Thruster No.1 Generator No.2 Generator Synchronising No.3 Generator No.2 440V No.2 440V No.2 Group 220V Feeder
Starter Panel Feeder Panel Feeder Panel & 440V Panel Panel Panel Panel Feeder Panel Feeder Panel Starter Panel Panel
Panel 101 Panel 102 Panel 102 Feeder Panel Panel 104 Panel 105 Panel 106 Panel 107 Panel 108 Panel 108 Panel 109 Panel 110
Panel 103 Mechanical
Interlock
3,000A
Disconnector
Switch
440V Equipment 440V 440V 440V 440V 440V 440V Equipment 220V Consumers
Pumps/Motors Consumers Consumers Consumers G G G Pumps/Motors
Consumers Consumers
No.1 Cargo Thruster No.2 Cargo No.3 Cargo
Oil Pump Auto No.1 Diesel No.2 Diesel No.3 Diesel Oil Pump Oil Pump
Converter Transformer Generator Generator Generator Converter Converter
1,137kVA 1,137kVA 1,137kVA
910kW 910kW 910kW Shore
Connection Box
(Located in
Emergency
Generator Room)
Main/Emergency
Board Interconnector Emergency
Generator
181.5kVA
145kW
N0.1 and 2 Emergency Transformers
G 35kVA, 440V/230V
Emergency Switchboard
Emergency 440V 220V

Generator Panel Feeder Panel Feeder Panel Key
Panel 101 Panel 102 Panel 103
Mechanical
Interlock Transformer
24V 300Ah Battery
Disconnecting
Switch Air Circuit-Breaker (ACB)
Battery Charger Board

Electrical Moulded Case Circuit-Breaker (MCCB)
Interlock
440V AC
440V 220V Consumers

Consumers 220V AC
Essential 24V
Consumers
24V DC
2.13 Electrical power and distribution Main Power Distribution System The engine room, machinery space, deck and accommodation 220V lighting
and other auxiliary consumers are fed from eight 220V distribution panels
The main switchboard consists of:
2.13.1 Electrical Equipment overview L/2D to L/9D. These are all fed from the main switchboard 220V feeder panel.
• Three generator panels A further five 220V distribution panels (L/E1D to L/E5D) are fed from the
• The synchronising panel emergency switchboard 220V feeder panel. In addition to the 220V lighting
Diesel Generators distribution panels, five 220V power distribution panels (21D, 22D, 23D, 24D
• No.1 and No.2 440V feeder panels and 25D) are provided in various locations to supply 220V equipment. These
No. of sets: 3
• Bow thrust and 440V feeder panel are all fed from the main switchboard 220V feeder panel, with the exception
Rating: 440V, 3-phase, 60Hz, 910kW, 1,459.4A,
of 21D which is fed from the main switchboard No.1 440V feeder panel via a
1,137.5kVA • No.1 and No.2 group starter panels 450/230V, 75kVA transformer. This panel feeds the air conditioning reheaters.
• One 220V feeder panel A further 220V power distribution board (2ED) is fed from the emergency
Emergency Diesel Generator switchboard 220V feeder panel.
The main switchboard feeds the main 440V group starter panels (GSP), No.1
No. of sets: 1
and No.2, located either side of the main switchboard. In addition to the group The galley 440V consumers are fed from 47D power distribution panel, and the
Rating: 450V, 3-phase, 60Hz, 145kW, 181.5kVA starter panels, 440V power distribution panels are located throughout the vessel galley 220V consumers are fed from 22D 220V power distribution panel. The
to supply the vessel’s 440V equipment. Six panels (41D, 43D, 45D, 47D, 49D laundry 440V consumers are fed from 46D power distribution panel, and the
Description and 4AD) are fed from the main switchboard No.1 440V feeder panel, one laundry 220V consumers are fed from 22D 220V power distribution panel.
panel (46D) is fed from the main switchboard bow thruster and 440V feeder
The diesel generators are situated in the engine room, on the lower platform panel, and two panels (42D and 44D) are fed from the main switchboard No.2 The main switchboard 220V feeder panel is fed from the No.1 or No.2 main
deck level. The generators supply 440V at 60Hz to the main switchboard which 440V feeder panel. Two further 440V power distribution panels (48D and switchboard 440V feeder panels via one of two 90kVA transformers. The
is situated in the engine control room on the port side of the upper platform 4ED) are fed from the emergency switchboard 440V feeder panel. The main output of these transformers is fed to the 220V feeder panel via two moulded
deck level of the engine room. switchboard normally feeds the emergency switchboard, in the emergency case circuit-breakers (circuits T1 and T2); these moulded case circuit-breakers
generator room, via the main/emergency switchboard bus tie line. (MCCB) are mechanically interlocked to prevent both breakers being closed
The number of generators connected to the switchboard at one time depends simultaneously.
on the electrical consumer load of the ship at that time. The generators may In the event of a fault developing on one side of the switchboard (eg, bus short-
be manually run-up and connected to the main switchboard as required, but in circuit), a 3-phase isolator in the rear of the main switchboard synchronising The switchboards are of dead front box frame construction without a bottom
normal operation the automatic control system controls the operation of the panel can be opened to isolate the section at fault. When opened, the BUS plate and have hinged front panels that can be opened without disturbing the
generators and major operational aspects of the main switchboard. LINE SELECT switch (COS-F), in the rear of the synchronising panel, must be meters and lamps, mounted on them. The switchboards are rated for 450V,
turned to the bus bar that is not in the fault condition (BUS A or BUS B). 60Hz with a main bus capacity of 3,400A.
The recommended number of generators for the various conditions is as
follows: WARNING Shore power may be provided to supply basic consumers (lighting) when the
ship is alongside or in refit or dry dock. The shore connection box is located
• Normal conditions at sea: 1 The bus tie isolator must only be closed when one side is known to be in in the emergency generator room and connects to the main switchboard via a
a dead condition. moulded case circuit-breaker (2P1) mounted on the main switchboard No.2
• Tank wash/heating at sea: 2
440V feeder panel.
• Cargo unloading: 3 Links are also fitted between the main switchboard cubicle bus sections. These
• Manoeuvring: 2 links are intended for emergency situations where isolation of a faulty bus
section is required. Main Switchboard Monitoring
• Harbour: 1
Each main switchboard generator panel is equipped with an ammeter and
• Emergency conditions: 1 (emergency generator) WARNING voltmeter to measure the output of the generator. Preferential trips, reverse
The bus links must only be opened or closed when both sides are known power relays, overcurrent relays and undervoltage trips are provided for
The emergency generator is located in the emergency generator room, located to be in a dead condition. generator protection. The synchronising panel is equipped with dual frequency
on the port side of B deck, and is entirely self-supporting with its own meters and dual voltmeters for comparing the output of the generator to the
dedicated fuel, cooling and starting equipment. With sufficient capacity to The main engine room and machinery spaces motors and pumps etc, are fed main bus bar. Generator wattmeters are also fitted to monitor the load on
supply the auxiliaries required to start a main diesel generator in the event of from the main switchboard group starter panels No.1 and No.2, and also from the generators. A synchroscope and synchronising lamps are provided for
total power failure. individual starter panels. Other engine room equipment and machinery space paralleling operations.
and deck 440V consumers are fed from the 440V feeder panels No.1 and No.2,
All three main generators can operate in parallel, but not with the emergency and also from some of the 440V power distribution panels. Generator status and general bus status (insulation alarms) are displayed
generator. on indicator lamps mounted on the synchronising panel and each generator
panel.
Illustration 2.13.1a Main Electrical Network
N0.1 and 2 Main Transformers

90kVA, 440V/230V
Main Switchboard
Interlock
3,000A
Disconnector
Switch
440V Equipment 440V 440V 440V 440V 440V 440V Equipment 220V Consumers
Pumps/Motors Consumers Consumers Consumers G G G Pumps/Motors
Consumers Consumers
No.1 Cargo Thruster No.2 Cargo No.3 Cargo
Oil Pump Auto No.1 Diesel No.2 Diesel No.3 Diesel Oil Pump Oil Pump
Converter Transformer Generator Generator Generator Converter Converter
1,137kVA 1,137kVA 1,137kVA
910kW 910kW 910kW Shore
Connection Box
(Located in
Emergency
Generator Room)
Main/Emergency
Board Interconnector Emergency
Generator
181.5kVA
145kW
N0.1 and 2 Emergency Transformers
G 35kVA, 440V/230V
Emergency 440V 220V

Generator Panel Feeder Panel Feeder Panel Key
Panel 101 Panel 102 Panel 103
Mechanical
Interlock Transformer
24V 300Ah Battery
Disconnecting
Switch Air Circuit-Breaker (ACB)
Battery Charger Board

Electrical Moulded Case Circuit-Breaker (MCCB)
Interlock
440V AC
440V 220V Consumers

Consumers 220V AC
Essential 24V
Consumers
24V DC
Automatic control of the generators is provided by the vessel’s Power Essential safety and communication equipment is fed from the battery charge Transformers
Management System (PMS). This system ensures a continuous power supply and discharge board located in the electrical equipment room aft of the bridge
and also ensures that sufficient power is available at the switchboard. on E deck. This board supplies items of equipment such as the cargo and bridge Manufacturer: Zhenjiang Marine Electrical Appliance Co. Ltd.,
control consoles, bow thruster panel etc. This board is normally fed from the China
General main or emergency switchboard 440V feeder panels, but will change over Model: CSGD
automatically to a battery supply if the emergency supply fails. The 300Ah
The group starter, power and lighting distribution panels are provided in Primary voltage: 450V
24V back-up batteries are located in the battery room on E deck.
suitable positions to supply the normal power supplies to heating, ventilation, Secondary voltage: 230V
lighting, machinery, communication and navigation equipment throughout the Frequency: 60Hz
ship. Each 440V and 220V distribution circuit is protected against overcurrent Electric Motors
Cooling: Natural air
and short-circuit current by a moulded case circuit-breaker (MCCB). These The ship’s 440V electric motors are in general of the standard frame, squirrel
are fitted on the switchboard or panel board with overload trip, instantaneous Ambient temperature: 45oC
cage induction type, designed for AC 440V three-phase 60Hz. The exceptions
magnetic trip and short-circuit current interruption features. are the motors for domestic service and small capacity motors of 0.4kW or Insulation class: B
less, some of these motors may be single-phase 220V 60Hz operation. Where Protection level: IP44
Each of the following systems has instruments for monitoring the insulation continuously rated motors are used, the overload setting ensures the motor
level to earth, giving an audible and visual indication of low insulation level: trips at 100% of its full load current. The motors in the engine room are of the
• Main switchboard 440V network totally enclosed fan-cooled type. Standby motors will start when zero voltage Main 450/230V Transformers
is detected on the in-service motor or when the process pressure is low. Rating: 3-phase, 90kVA
• Main switchboard 220V network
• Emergency switchboard 440V network The two steering gear motors are each fed independently; No.1 steering motor
is fed from the emergency switchboard 440V feeder panel (circuit EP12), and The 440V at the main switchboard is transformed down to 230V via two
• Emergency switchboard 220V network 450/230V, 90kVA transformers to supply the main switchboard 220V feeder
No.2 steering motor is fed from main switchboard bow thruster and 440V
• 220V power distribution panel 21D feeder panel (circuit 3P9). panel. The two moulded case circuit-breakers at the main switchboard 220V
feeder section (circuits T1 and T2) are mechanically interlocked to ensure that
• The 24V DC battery charging board system only one transformer may feed the 220V section at any time. The transformers
440 Volt Starters are located on the upper platform deck in the store room, aft of the engine
Emergency Power Distribution System The starters are generally fitted in the group starter panels with some control room.
The emergency switchboard consists of: equipment supplied from individual starters. Important, duplicated equipment
starters are split between No.1 and No.2 main switchboard group starter panels. Emergency 450/230V Transformers
• The emergency generator panel Interlocked door isolators are provided for all starters. On the group starter
• The 440V feeder panel boards, this switch is the moulded case circuit-breaker which functions as both Rating: 3-phase, 35kVA
isolator and overcurrent protection for the motor circuit.
• The 220V feeder panel
The 440V at the emergency switchboard is transformed down to 230V via
The emergency generator will start automatically in the event of a blackout and Sequential Restarting two 440/230V, 35kVA transformers to supply the emergency switchboard
supply the emergency switchboard. This will supply essential navigation and 220V feeder panel. The two moulded case circuit-breakers at the emergency
Essential service motors, which were in service before a blackout, are started switchboard 220V feeder panel (circuits ELT1 and ELT2) are mechanically
machinery equipment within 45 seconds. automatically on recovery of the main bus voltage. These motors will start interlocked to ensure that only one transformer may feed the 220V panel at any
according to the predetermined restarting sequence. Motors that were selected time. Both transformers are located in the emergency generator room:
The emergency 220V consumers are fed from the emergency switchboard for duty before the blackout are automatically returned to duty after the
220V panel. This panel is fed from the emergency 440V switchboard feeder blackout. Similarly, motors selected for standby are automatically returned to
panel via two 35kVA transformers. The output of these transformers is fed standby. AC Reheater Transformer (No.3 Transformer)
to the emergency 220V feeder panel via two moulded case circuit-breakers
(circuits ELT1 and ELT2). These moulded case circuit-breakers (MCCB) are Rating: 3-phase, 75kVA
mechanically interlocked to prevent both breakers being closed simultaneously. Preferential Tripping
Emergency 220V lighting is provided via five emergency lighting distribution Non-essential loads are interrupted automatically, in the case of overcurrent of The 220V AC reheater power distribution board 21D is supplied from the main
boards (L/E1D, L/E2D, L/E3D, L/E4D and L/E5D). These are all fed from any one of the main diesel generators, to prevent the more serious tripping of switchboard No.1 440V feeder panel (circuit 1P27) via a 450/230V, 75kVA
the emergency switchboard 220V feeder panel. In addition to the lighting the generators. transformer. The transformer is located in the air conditioning fan room on the
distribution boards, a 220V power distribution board (2ED) is fed from the upper deck.
emergency switchboard 220V feeder panel.
Illustration 2.13.2a Generator and Synchronising Panels
Synchronising Panel Key

1 Generator 1 ‘Ready To Start’ Indicator Lamp
1 2 3 4 5 6 7 8 2 Generator 1 ‘In Operation’ Indicator Lamp
3 24V DC Source Indicator Lamp
1 2 3 4
4 Preference & Emergency Stop Circuit Source Indicator Lamp
9 10 11 12 13 14 15 16 5 Generator 2 ‘Ready To Start’ Indicator Lamp
6 Generator 2 ‘In Operation’ Indicator Lamp
8 Generator 3 ‘In Operation’ Indicator Lamp A V
5 6
17 V V Hz Hz 9 Generator 1 1st Standby Indicator Lamp
18 19 20 21 10 Generator 1 2nd Standby Indicator Lamp
h
11 Emergency Generator ACB Closed Indicator Lamp
24 12 Emergency Generator Standby Indicator Lamp 7
Hz
kW 23 kW kW
13 Generator 2 1st Standby Indicator Lamp 8 Generator Panel Key
22
25 26 14 Generator 2 2nd Standby Indicator Lamp
Generator 3 1st Standby Indicator Lamp 1 Space Heater Indicator Lamp
15 9 10 11
16 Generator 3 2nd Standby Indicator Lamp 2 Generator ACB Open Indicator Lamp
27
17 Bus Voltmeter 3 Generator ACB Closed Indicator Lamp
28 29 30 31 32 33 34 35 36 12 13 14 15 5 Generator Ammeter
19 Syncroscope
20 Bus Frequency Meter
h
7 kiloWatt Hour Meter
37 38 39 40 8 Generator Frequency Meter
22 Generator 1 Power Meter (kW) 16
23 Alarm Indication
9 Alarm Indication
24 Synchronising Lamps
10 Alarm Indication
25 Generator 2 Power Meter (kW)
11 Alarm Indication
41 42 43 44 45
17 19
27 Buzzer
13 Engine Stop Pushbutton
28 No.1 Auto Synchro Start Illuminated Pushbutton 14 Engine Start Pushbutton
29 No.1 Load Shift Start Illuminated Pushbutton
15 Generator ACB Abnormal Trip Reset
30 Lamp Test Pushbutton
31 Flicker Stop Pushbutton
32 Buzzer Stop Pushbutton
33 No.2 Auto Synchro Start Illuminated Pushbutton
19 Generator ACB
46 47 48 49 50 51 19
36 No.3 oad Shift Start Illuminated Pushbutton
37 Generator Governor Control Switch
38 Frequency/Voltmeter Selector Switch
52 39 Generator Governor Control Switch
41 Generator ACB Control Switch
42 Generator Standby Selector Switch
43 Synchroscope Selector Switch
46 Generator Mode Selector Switch
47 Auto Stop Blocking Switch
48 Auto Stop Blocking Indicator Lamp
49 Short Circuit Trouble Indicator Lamp
52 Emergency Stop DC Source Indicator Lamp
Synchronising Panel Generator Panel
2.13.2 Main Switchboard and Generator Operation 1. Automatic Control Available for the Diesel Generator (FC11) 4. Manual Diesel Generator Engine Start and Stop - Local (FC12)
The procedure for automatic control of the diesel generators is as follows: The diesel generator engine may be started locally from the generator engine
Automatic and Manual Operation of the Main Switchboards and local control panel. It is assumed that the diesel generator is stopped and is
Generators a) It is assumed that the diesel engine is ready to start, engine start ready to start.
conditions are normal.
The generators may be controlled manually from the main switchboard
a) To start locally from the generator engine local control panel,
synchronising panel or automatically from the main switchboard Power
b) Select remote at the generator local control panel at the engine select LOCAL control by pressing the LOCAL pushbutton on
Management System (PMS).
by pressing the REMOTE pushbutton. The READY TO START the generator local control panel at the engine.
Manual control is selected by turning the SYNCHRO AND POWER CONTROL indicator at the main switchboard synchronising panel will be
switch (COS-P) at the main switchboard synchronising panel to the MANUAL illuminated. b) Start the generator by pressing the START pushbutton on the
position. Automatic control is selected by turning this switch to the AUTO local panel. The generator receives a start command and starts. If
position. When manual control is selected, the PMS has no control of any c) Select a generator as standby by means of the STANDBY the engine fails to start within 20 seconds, a START FAIL alarm
generating set. Manual control means that the generators are given commands SELECT switch (COS A) at the main switchboard synchronising is activated at the relevant main switchboard generator panel
via the operator from the main switchboard mounted controls. panel. and at the engine control console operator station. Once started,
observe the running lamp, frequency meter and voltmeter on the
Generators will be included in the PMS provided their MODE SELECTION d) Turn the SYNCHRO AND POWER CONTROL switch (COS- main switchboard.
SWITCH (MSS) on the synchronising panel is set to the AUTO position. P) at the main switchboard synchronising panel to the AUTO
position. c) To stop the generator engine, press the STOP pushbutton on the
Automatic control means that the generators will be controlled automatically local control panel.
by the PMS with no operator intervention required. The automatic starting, e) Turn the generator MODE SELECTION switches (MSS) on the
stopping, connection, synchronising and loading of the main generators is synchronising panel to the AUTO position. 5. Manual Diesel Generator Engine Start and Stop - Remote Switchboard
normally controlled by the PMS operating in the automatic mode. (FC12)
Automatic control of the diesel generators is now possible.
A generator engine may be operated locally at the engine control panel or a) It is assumed that the diesel engine is ready to start, engine start
remotely at the main switchboard. Diesel generator local and remote control is conditions are normal.
2. Remote Control Available from Switchboard for the Diesel Generator
selected by means of the LOCAL and REMOTE pushbuttons at the generator (FFC11)
engine local control panels. REMOTE must be selected to enable either manual b) Select remote at the generator local control panel at the engine
starting and stopping from the main switchboard or automatic starting and The diesel generator may be remotely controlled at the main switchboard as by pressing the REMOTE pushbutton. The READY TO START
stopping from the PMS. follows: indicator at the main switchboard synchronising panel will be
illuminated.
The PMS controls the following features: a) It is assumed that the diesel engine is ready to start, engine start
conditions are normal. c) Press the ENG START pushbutton at the relevant main
• Automatic blackout start and connection of the standby diesel switchboard generator panel.
generator. b) Select remote at the generator local control panel at the engine
• Automatic start, connection and load-share for the standby by pressing the REMOTE pushbutton. The READY TO START d) The engine receives a start command and starts. If the engine
diesel generator due to bus abnormality. indicator at the main switchboard synchronising panel will be fails to start within 20 seconds, a START FAIL alarm is activated
illuminated. at the relevant main switchboard generator panel and at the
• Automatic start, connection and load-share for the standby
engine control console operator station. Observe the running
diesel generator due to an overload of a running generator.
3. Local Control Available for the Diesel Generator (FC11) lamp, frequency meter and voltmeter on the main switchboard.
• Automatic start, connection and load-share for the standby
diesel generator due to a high load on a running generator. The diesel generator may be locally controlled at the generator engine as e) To stop the generator engine, press the ENGINE STOP
follows: pushbutton at the relevant main switchboard generator panel.
• Automatic load reduction, disconnection and stop of the last-
connected diesel generator due to a low load on the running
a) It is assumed that the diesel engine is ready to start, engine start
generators.
conditions are normal.
• Automatic synchronising.
• Automatic frequency control. b) Select local at the generator local control panel at the engine by
pressing the LOCAL pushbutton.
• Automatic load-sharing.
Local control from the generator local control panel is now available.
Illustration 2.13.2a Generator and Synchronising Panels
Synchronising Panel Key

1 2 3 4 5 6 7 8 2 Generator 1 ‘In Operation’ Indicator Lamp
3 24V DC Source Indicator Lamp
1 2 3 4
4 Preference & Emergency Stop Circuit Source Indicator Lamp
9 10 11 12 13 14 15 16 5 Generator 2 ‘Ready To Start’ Indicator Lamp
6 Generator 2 ‘In Operation’ Indicator Lamp
8 Generator 3 ‘In Operation’ Indicator Lamp A V
5 6
17 V V Hz Hz 9 Generator 1 1st Standby Indicator Lamp
18 19 20 21 10 Generator 1 2nd Standby Indicator Lamp
h
11 Emergency Generator ACB Closed Indicator Lamp
24 12 Emergency Generator Standby Indicator Lamp 7
Hz
kW 23 kW kW
13 Generator 2 1st Standby Indicator Lamp 8 Generator Panel Key
22
25 26 14 Generator 2 2nd Standby Indicator Lamp
Generator 3 1st Standby Indicator Lamp 1 Space Heater Indicator Lamp
15 9 10 11
16 Generator 3 2nd Standby Indicator Lamp 2 Generator ACB Open Indicator Lamp
27
17 Bus Voltmeter 3 Generator ACB Closed Indicator Lamp
28 29 30 31 32 33 34 35 36 12 13 14 15 5 Generator Ammeter
19 Syncroscope
20 Bus Frequency Meter
h
7 kiloWatt Hour Meter
37 38 39 40 8 Generator Frequency Meter
22 Generator 1 Power Meter (kW) 16
23 Alarm Indication
9 Alarm Indication
24 Synchronising Lamps
10 Alarm Indication
11 Alarm Indication
41 42 43 44 45
17 19
27 Buzzer
13 Engine Stop Pushbutton
28 No.1 Auto Synchro Start Illuminated Pushbutton 14 Engine Start Pushbutton
15 Generator ACB Abnormal Trip Reset
31 Flicker Stop Pushbutton
32 Buzzer Stop Pushbutton
19 Generator ACB
46 47 48 49 50 51 19
36 No.3 oad Shift Start Illuminated Pushbutton
38 Frequency/Voltmeter Selector Switch
52 39 Generator Governor Control Switch
42 Generator Standby Selector Switch
43 Synchroscope Selector Switch
47 Auto Stop Blocking Switch
48 Auto Stop Blocking Indicator Lamp
49 Short Circuit Trouble Indicator Lamp
52 Emergency Stop DC Source Indicator Lamp
Synchronising Panel Generator Panel
6. Diesel Generator Running - Manual ACB Closure onto a Dead Bus f) To carry out load balancing manually, turn the SYNCHRO AND c) Once voltage is established, an automatic synchronising
(FC12) POWER CONTROL switch (COS-P) at the main switchboard command will be issued and the diesel generator will synchronise
The procedure to close the generator circuit-breaker to supply a dead bus is as synchronising panel to the MANU position. Load balancing with the bus bar.
follows. It is assumed that the generator is running as described in procedure is achieved by adjustment of the GOVERNOR CONTROL
No.4 or No.5. SWITCHES (GCS). d) Upon synchronising, the diesel generator ACB will receive a
close command and will then close. If the ACB does not close,
a) Turn the STANDBY SELECT switch (COS-A) at the main g) To carry out load balancing automatically, turn the SYNCHRO an alarm will be activated at the engine control console.
switchboard synchronising panel to the MANU position. AND POWER CONTROL switch (COS-P) at the main
switchboard synchronising panel to the AUTO position. e) Upon closing of the ACB, an automatic load-sharing command
b) Turn the relevant ACB CONTROL switch (BCS) at the main will then be issued and automatic load-sharing will be carried
switchboard synchronising panel to the CLOSE position. 8. Manual Load Shift and ACB Disconnection and Stop for the Diesel out.
Generator from the Switchboard (FC13)
c) The ACB will receive a close command and will close. The 10. Automatic Load Shift, ACB Disconnection and Stop for the Diesel
It is assumed that the MODE SELECTION switch (MSS) for the generator to
ACB CLOSED lamp at the relevant main switchboard generator Generator - Operator Initiated (FC41)
be stopped is in the MANU position.
panel is illuminated.
It is assumed that automatic control is available as described in procedure
a) Adjust the GOVERNOR CONTROL SWITCH (GCS) for the No.1 (FC11), and that the AUTO STOP BLOCKING (COS-B) at the main
The diesel generator is now supplying the main switchboard.
generator to be removed from service to reduce the load on the switchboard synchronising panel is in the NORMAL position.
diesel generator. The governor control switches are located on
7. Manual Parallel Running of Diesel Generator from the Switchboard the main switchboard synchronising panel. a) The operator presses the relevant LOAD SHIFT START
(FC13) pushbutton (LSS) at the main switchboard synchronising panel
It is assumed that the generator engine has been started and the correct voltage b) When the load on the generator is at or close to zero, turn the for the generator to be unloaded.
established at the relevant main switchboard generator panel as described in relevant ACB CONTROL switch (BCS) at the main switchboard
procedure No.4 or No.5, and that a generator is already running and connected synchronising panel to the OPEN position. b) The power management system assesses the consequences
to the main switchboard. of removing the generator from service. If the load on the
c) The ACB will receive an open command and will open. remaining generator would be greater than or equal to 90% of
a) Confirm that the MODE SELECTION switch (MSS) for its rating, the load shift and ACB disconnection will be blocked
the relevant generator to be synchronised is in the MANU d) After a predetermined cooling down period, the generator engine and normal load-sharing will resume.
position. may be stopped by pressing the ENGINE STOP pushbutton at
the relevant main switchboard generator panel. The engine may c) If the loading is within the allowed limit, then an automatic load
b) Turn the SYNCHRO SELECT switch (SYS) at the main also be stopped at the engine local control panel by pressing the shift command is issued.
switchboard synchronising panel to the incoming generator ENGINE STOP pushbutton.
position (GEN1, GEN2, GEN3). d) When the load is at or close to zero, an automatic open command
9. Automatic Diesel Generator Engine Start and Parallel Running - is issued to the diesel generator ACB and the ACB opens. The
c) Adjust the relevant GOVERNOR CONTROL SWITCH (GCS) Operator Initiated (FC41) ACB CLOSED indicator on the relevant main switchboard
(raise/lower) until the synchroscope is moving slowly in the generator panel is extinguished.
It is assumed that automatic control of the generators is available as described
clockwise (fast) direction (approximately one revolution every
in procedure No.1 (FC11), and that at least one generator is already running e) After a predetermined cooling down period, the generator
three to four seconds).
and connected to the main switchboard. engine receives an automatic stop command and stops.
d) As the synchroscope approaches the twelve o’clock position
a) The operator presses the relevant AUTO SYNCHRO START
(synchronism), turn the relevant ACB CONTROL switch (BCS)
pushbutton (ASS) at the main switchboard synchronising panel
at the main switchboard synchronising panel to the CLOSE
for the generator to be paralleled up.
position.
b) The engine receives a start command and starts. If the engine
e) The ACB will receive a close command and will close. The
fails to start, a start fail alarm is activated at the main switchboard
ACB CLOSED lamp at the relevant main switchboard generator
and at the engine control console.
panel is illuminated.
11. Automatic Diesel Generator Engine Start and ACB Closure onto the 12. Automatic Generator Engine Start and Synchronising Due to 13. Automatic Load Shift and ACB Disconnection Due to Light Load
Dead Bus Due to Blackout (FC52) Overload (Flow Chart FC61) (FC61)
A generator ACB abnormal trip may occur as a result of the following: If the generator in use registers a high load (95% of the rated power) for five When two or three generators are on-load and the total load falls below preset
seconds, the first standby generator will go through the following sequence. It values, an automatic load shift and diesel generator breaker disconnection
• Engine emergency/manual stop
is assumed that automatic control is available as described in procedure No.1 procedure will be activated. The generator to be released for stopping will be
• Short-circuit current (FC11) and that two generators are available to start and set as 1st and 2nd the least priority generator, ie, the second standby generator when running on
• Undervoltage standby. three generators or the standby generator when running on two generators.
• Overcurrent a) The 1st standby diesel generator will receive a start command The designated generator will be unloaded and stopped if the total load on the
• Reverse power and will start. remaining generator(s) would be 80% or less for 10 minutes.
• Nuisance (mechanical) trip The procedure is as follows. It is assumed that automatic control is available as
b) If the engine fails to start within 15 seconds, a START FAIL
alarm will be activated at the relevant main switchboard described in procedure No.1 (FC11), the AUTO STOP BLOCKING selection
In the event of a blackout the following procedure will commence. It is assumed switch on the main switchboard synchronising panel is in the NORMAL
generator panel and at the engine control console operator
that automatic control is available as described in procedure No.1 (FC11) and position, and that at least two generators are paralleled up and connected to the
station, and a start command will be given to the 2nd standby
that two generators are available to start and set as 1st and 2nd standby. main switchboard.
diesel generator.
a) The 1st standby diesel generator will receive a start command a) An automatic load shift command is issued by the automatic
c) Once voltage is established (≥ 95% of the rated voltage) an
and will start. control system and the load is reduced on the diesel generator.
automatic synchronising command will be issued and the diesel
generator will synchronise with the bus bar.
b) If the engine fails to start within 15 seconds, a START FAIL b) When the load is at or close to zero, an automatic open command
alarm will be activated at the relevant main switchboard is issued to the diesel generator circuit-breaker and the breaker
d) Upon synchronising, the diesel generator ACB will receive a
generator panel and at the engine control console operator opens.
close command and will then close.
diesel generator. c) After a predetermined cooling down period, the diesel generator
e) If voltage is not established within 20 seconds of the engine
starting or if the 1st standby generator ACB fails to close within engine will receive a stop command and will stop.
c) Once voltage is established (95% of its normal rating), the
60 seconds of voltage being established, an ACB NON CLOSE
diesel generator ACB will receive a close command and will
alarm will be activated at the engine control console operator Note: If the AUTO STOP BLOCKING selection switch on the main
close. The diesel generator will now be supplying the main
station, and a start command will be given to the 2nd standby switchboard synchronising panel is in the BLOCK position, automatic load
switchboard. If voltage is not established within 20 seconds of
diesel generator. Upon synchronising, the 2nd standby diesel shift and ACB disconnection due to light load will be blocked.
the engine starting or if the ACB fails to close within 3 seconds
generator ACB will receive a close command and will then
of the ACB close command, an ACB NON CLOSE alarm will
close. The automatic stopping due to light load function operates to different settings
be activated at the engine control console operator station,
when the cargo pump converters are in service. If two generators are on-load
and a start command will be given to the 2nd standby diesel
f) Upon closing of the ACB, an automatic load-sharing command and one cargo pump converter is in operation, the standby generator will be
generator.
will then be issued and automatic load-sharing will be carried released for stopping if the load is less than 530kW for 10 minutes.
out.
Note: If the original generator ACB trip was a result of a bus short-circuit, If three generators are on-load and one or two cargo pump converters are in
and the bus short-circuit is still present when the 1st standby generator ACB operation, the last standby generator will be released for stopping if the load
closes, the ACB will trip and an alarm will be generated at the engine control is less than 1,440W (for one converter) or 1,060kW (for two converters) for
console operator station. The 2nd standby generator will not be started. 10 minutes.
14. Automatic Parallel Running in Response to Large Motor Start 15. Bus Abnormality (Flow Chart FC51) 2. Abnormality Due to Overcurrent (Preference Tripping)
(FC81)
The normal voltage and frequency levels at the main switchboard bus are: The generator ACB base current is set at 1,459A. The pick-up current for the
If the load on a running generator is too high to permit the safe starting of the 1st stage preferential trip is set at 1,459A. If the current on a running generator
• Voltage: 450V
vessel’s thruster, the 1st standby diesel generator will be started and paralleled exceeds 1,459A for a period of 10 seconds, the PMS will initiate the release
to provide adequate capacity. The motor will have its start delayed until the • Frequency: 60Hz of the first stage preferential trips. If the current still exceeds this level after
standby generator is connected and the load is equally shared. a further 10 seconds, the second stage preferential trips are released, thereby
Under certain fault conditions, the voltage and frequency may rise or lower providing protection against the overcurrent which would otherwise trip the
It is assumed that automatic control is available as described in procedure No.1 according to the fault. These fluctuating levels are undesirable for the operation ACB. The preferential trips are described in Section 2.13.8.
(FC11). When a thruster start request is received, a check is made to confirm of the ship’s plant.
if the switchboard available power (PS) is sufficient to allow starting. If the
3. Abnormality Due to Overcurrent (Long Time Delay Trip)
switchboard available power is greater than the motor capacity (PM), the motor There are bus abnormality limits for the main bus voltage and frequency
will be allowed to start. deviation and the limits for these are set as follows: The generator ACB base current is set at 1,459A. The pick-up current for the
long time delay trip is set at 1,605A (110% of the generator ACB base current).
• Low voltage limit: 427.5V (95%) for 5 seconds
a) If the switchboard available power (PS) is less than the motor If the current on a running generator exceeds 1,926A (120% of the pick-up
capacity (PM), the 1st standby diesel generator will receive a • High voltage limit: 472.5V (105%) for 5 seconds current) for a period of 30 seconds, the overcurrent relay will operate to trip
start command and will start. • Low frequency limit: 57Hz (95%) for 5 seconds the ACB.
b) If the engine fails to start within 15 seconds, a START FAIL • High frequency limit: 63Hz (105%) for 5 seconds
4. Abnormality Due to Overcurrent (Short Time Delay Trip)
alarm will be activated at the relevant main switchboard
generator panel and at the engine control console operator If any of the above limits are reached, an alarm is raised. If the generator current exceeds 5,840A (400% of the generator ACB base
station, and a start command will be given to the 2nd standby current), the ACB will be tripped almost instantaneously (about 400msec)
diesel generator. by the short time delay trip fitted to the ACB. If the current exceeds 14,590A
Main Generator ACB Specifications and Protection Settings (1,000% of generator ACB base current) the ACB will trip instantaneously
c) Once voltage is established (≥ 95% of the rated voltage) an (zero time delay).
Manufacturer: Terasaki, Japan
automatic synchronising command will be issued and the diesel Type: AR220S-MRD
generator will synchronise with the bus bar. 5. Abnormality Due to Reverse Power
Number of poles: 3
Voltage: 450V AC If there are abnormalities in the output of an engine during parallel operation,
d) Upon synchronising, the diesel generator ACB will receive a
it may cause the generator to function as a motor, due to the power it receives
close command and will then close. Frequency: 60Hz
from the other generator(s) through the common bus bar. The effective reverse
Rated primary current: 2,000A power will then flow through the connected circuit. If this reverse power
e) If voltage is not established within 20 seconds of the engine Base current IN: 1,459A reaches a level of 91kW (10% of the rated power) for ten seconds, the reverse
starting or if the 1st standby generator ACB fails to close within power relay will operate to trip the generator’s ACB.
Overcurrent trip type: AGR-22BS-PR
60 seconds of voltage being established, an ACB NON CLOSE
alarm will be activated at the engine control console operator
diesel generator. Upon synchronising, the 2nd standby diesel
Generator Protection Equipment
generator ACB will receive a close command and will then
The generator is protected from the abnormal conditions described below
close.
by means of the reverse power trip, short-circuit trip, undervoltage trip and
overcurrent trips.
f) Upon closing of the ACB, an automatic load-sharing command
will then be issued and automatic load-sharing will be carried
out. 1. Abnormality Due to Undervoltage
If the voltage of a undervoltage device decreases to less than 187V (85% of
Note: The running of the bow thrust requires a minimum of two generators the rated value), the undervoltage tripping device, contained in the air circuit-
running in parallel. breaker, will operate to trip the breaker.
Illustration 2.13.3a Emergency Switchboard Panels
EMERGENCY GENERATOR PANEL MSB-TIE AC440V FEEDER PANEL AC220V FEEDER PANEL
30
1 2 25 26 27
Key
3
A V
4
MΩ
5 31
A
32
V
33
MΩ 1 Emergency Generator ACB Closed Lamp
2 Emergency Generator Power Available Lamp
3 Emergency Generator Ammeter
8 35 36 37 4 Emergency Generator Voltmeter
kW Hz 34
6 7 5 Insulation Resistance Meter
9 6 Emergency Generator Wattmeter
7 Emergency Generator Frequency Meter
10 11 12 8 Earth Lamps
9 Earth Test Pushbutton
13 14 38 10 24V DC Source Lamp
11 Emergency Stop Source Lamp
15 16 12 Emergency Generator Standby Lamp
VR
20 13 Heater On Indication
14 Emergency Generator ACB Trouble Reset Pushbutton
17 18 19 15 Space Heater On/Off Selection Switch
18 Voltmeter/Frequency Meter Phase Selection Switch
19 Emergency Generator Test Switch (COS-T) (Inside Panel)
21 22 23
20 Voltage Regulator (Inside Panel)
21 Mode Selection Switch (COS-A)
22 Emergency Generator ACB Control Switch (BCS)
23 Bus Tie ACB Control Switch (BCS-B)
24 Emergency Generator ACB (Located Inside Panel)
25 Bus Tie Open Indication
26 Bus Tie Closed Indication
27 MSB Power Available Indication
24 28
29 28 Tie Breaker MCCB (Located Inside Panel)
29 Emergency Fire Pump Starter (Located Inside Panel)
30 Earth Lamps
31 220V AC Section Ammeter
32 220V AC Section Insulation Resistance Ohmeter
33 220V AC Section Voltmeter
35 Earth Test Pushbutton
36 Lighting On/Off Switch
38 Transformer Incoming Supply Circuit-Breakers
2.13.3 emergency Switchboard and Generator The emergency generator now feeds the emergency switchboard. 7. Emergency Generator Test Start and ACB Closure Without
Operation Interruption of Supply (FC22EA)
4. Manual ACB Disconnection (FC2E) In this test the emergency generator starts automatically and the ACB closes,
The vessel has one diesel-driven emergency generator. Normally the emergency but will not feed the emergency switchboard. The engine is ready to start and
switchboard is supplied from the main switchboard No.1 440V feeder panel a) At the emergency switchboard generator panel, turn the EG
the mode AUTO/STBY selected on the engine local control panel.
(circuit 1P2). In the event of failure the emergency generator will start ACB CONTROL switch (BCS) to the OPEN position. The
automatically and connect to the emergency switchboard. Interlocks are generator ACB opens. The ACB ON lamp is extinguished.
a) Turn the emergency generator test switch (COS-T) (located
provided to prevent running in parallel with any of the main diesel-driven inside the emergency generator panel and marked EM’CY GEN
generators. The emergency generator engine may also be manually started b) After a predetermined cooldown period, the generator engine
TEST) to the TEST position.
from the local control panel at the engine side may be stopped at the generator engine local control panel.
b) The emergency generator engine starts.
Note: For further details of the flow charts referred to in the following 5. Automatic Start and Connection onto the Dead Bus (FC11EA)
descriptions, see drawing No. J-8651~57/E - Emergency Switchboard. c) When voltage has been established (≥95% normal) the emergency
Tthe engine is in automatic control as described in procedure No.2 (FC1E):
generator ACB receives a close command and closes. The
1. Emergency Diesel Generator Engine Manual Control from the Engine a) The emergency switchboard tie breaker opens due to a blackout. emergency generator now feeds the emergency switchboard.
Local Control Panel (FC1E)
b) The emergency switchboard bus voltage drops to zero. After a d) Upon completion of the test, turn the emergency generator test
a) The engine start conditions are normal. switch (COS-T) to the NORMAL position.
delay of 5 seconds, the emergency generator engine starts.
b) The LOCAL mode is selected on the engine local control e) At the emergency switchboard generator panel, turn the EG
panel. c) When voltage is established (≥95%) the emergency generator
ACB receives a close command and closes. ACB CONTROL switch (BCS) to OPEN, the ACB opens.
Control from the engine local control panel at the engine is now available.
f) The emergency switchboard bus tie circuit-breaker receives an
Note: Closing of the emergency generator circuit-breaker is delayed for 5
automatic close command and closes.
seconds to allow the standby main diesel-driven generator the possibility of
2. Emergency Diesel Generator Engine Automatic Control (FC1E)
restoring the normal power supply.
It is assumed that the emergency generator test switch is in the NORMAL g) The emergency generator engine receives a stop command four
position, the bus tie MCCB is closed and the emergency generator disconnecting minutes after the emergency generator ACB receives an open
The emergency generator now feeds the emergency switchboard.
switch is closed. command and the emergency generator engine will be stopped.
6. Automatic Changeover to Normal Power Due to Main Switchboard The emergency switchboard is now being supplied from the main
a) The engine start conditions are normal.
Power Restoration (FC11EA) switchboard.
b) The mode selected on the engine local control panel is set to Automatic control is available as described in procedure No.2 (Flow Chart
the AUTO/STBY position. The STANDBY indicator on the FC1E), the emergency generator test switch is in the NORMAL position and Emergency Generator Protection Equipment
emergency switchboard generator panel is illuminated. the emergency generator is supplying the emergency switchboard.
The emergency generator is protected from the abnormal conditions described
Automatic control of the emergency diesel generator engine is now available. a) When power is restored to the main switchboard the emergency below by means of their undervoltage trip, overcurrent and short-circuit trips.
generator ACB receives an open command and opens.
3. Manual Emergency Generator Engine Start and Connection onto the 1. Abnormality Due to Undervoltage
Dead Bus (FC2E) b) The emergency switchboard bus tie circuit-breaker receives an
automatic close command and closes. The air circuit-breaker (ACB) has an undervoltage trip (UVT). In the event of
Manual control of the diesel generator engine is available as described above. loss of supply to the ACB, the UVT will cause the breaker to trip.
c) The emergency generator engine receives a stop command four
a) At the engine the operator presses the START pushbutton. The minutes after the emergency generator ACB receives an open
emergency generator engine starts via its electric starter. 2. Abnormality Due to Overcurrent (Short Time Delay Trip)
command and the emergency generator engine will be stopped.
The generator ACB base current Io is 232A. If this exceeds 696A (300% of the
b) When voltage is established, turn the EG ACB CONTROL The emergency switchboard is now being supplied from the main generator ACB base current Io), the ACB trips in120msec. If the current exceeds
switch (BCS) at the emergency switchboard to the CLOSE switchboard. 2,780A (1,200%) the ACB will trip instantaneously (zero time delay).
position. The ACB closes and the ACB CLOSED lamp at the
emergency switchboard generator panel is illuminated.
2.13.4 ELECTRICAL DISTRIBUTION
Illustration 2.13.4a Main 440V and 220V Distribution Main Switchboard
Panel 103
ES5 3P1 Inert Gas Generator Fuel Pump Starter

3P2 Thruster Auto Transformer Starter
PT1 3P3 46D Power Distribution Board
PT1 ES2 3P4 Spare
T1 No.1 Main Transformer (450/230V)
PT2 ES1 3P5 Packaged Air Conditioning Unit
1P1 GS Battery Charge/Discharge Panel Workshop 2P1 Shore Supply Box T2 No.2 Main Transformer (450/230V)
1P3 49D Power Distribution Board 3P6 Electric Governor 2P2 Spare 4P1 Wheelhouse Control Panel C1/D
PT1 ES2 1P4 47D Power Distribution Board 3P7 Spare PT2 ES2 2P3 Air Conditioning Starter Panel 4P2 Wheelhouse Control Panel Fire Alarm
PT1 ES2 1P5 4AD Power Distribution Board 3P8 Provision Refrigeration Compressor Starter ES3 2P4 Boiler Power Unit 4P3 Wheelhouse Control Panel Lighting Panel
PT2 1P6 Bridge Package Air Conditioning Unit 3P9 No.2 Steering Gear Starter 2P5 Exhaust Gas Boiler 4P4 No.1 Cargo Oil Pump Converter
1P7 Spare 3P10 Spare ES1 2P6 Auxiliary Blower Starter 4P5 No.2 Cargo Oil Pump Converter
PT2 ES2 1P8 Spare 3P11 Fresh Water Generator Control Panel 2P7 No.2 Main Transformer (450/230V) 4P6 No.3 Cargo Oil Pump Converter
PT1 ES1 1P12 45D Power Distribution Board 3P12 Spare 2P8 Spare 4P7 L/9D Lighting Distribution Board
ES5 1P23 No.1 Cargo Oil Pump Converter 2P9 No.2 Main Air Compressor Starter 4P8 L/2D Lighting Distribution Board
1P2 Emergency Switchboard
PT2 ES1 1P28 Packaged Air Conditioning Unit ES3 2P10 No.2 Starter For FO Circ Pump 4P9 L/3D Lighting Distribution Board
Converter Room ES5 1P9 No.1 Inert Gas Fan Starter
ES3 2P11 No.2 Starter For FO Feed Pump 4P10 Spare
PT1 1P10 Cargo Hose Crane Starter
2P12 Scrubber Pump Starter PT1 ES2 4P11 22D Power Distribution Board
PT1 1P11 Working Air Compressor Starter
PT2 2P15 No.2 Ballast Pump PT1 ES2 4P12 23D Power Distribution Board
PT2 ES1 1P13 Packaged Air Conditioning Unit ECR
2P16 No.2 Tank Cleaning Pump 4P13 L/4D Lighting Distribution Board
1P14 Spare
ES5 2P17 No.2 Inert Gas Fan Starter 4P14 High High Level Alarm Panel
ES2 1P15 Spare
2P18 Windlass & Mooring Winch Control Panel 4P15 L/8D Lighting Distribution Board
1P16 No.1 Main Transformer (450/230V)
2P19 Mooring Winch Control Panel 4P16 24D Power Distribution Board
ES3 1P17 43D Power Distribution Board
ES3 2P20 ABS 4P17 L/5D Lighting Distribution Board
Key ES1 1P18 Auxiliary Blower Starter
2P21 44D Power Distribution Board 4P18 Inert Gas System Local Control Panel
1P19 No.1 Main Air Compressor Starter
440V AC 2P22 42D Power Distribution Board 4P19 Spare
ES3 1P20 No.1 Starter FO Circ Pump
ES5 2P13 No.2 Cargo Oil Pump Converter 4P20 L/6D Lighting Distribution Board
ES3 1P21 No.1 Starter FO Feed Pump
220V AC ES5 2P14 No.2 Cargo Oil Pump Converter 4P21 Engine Control Console
ES3 1P22 41D Power Distribution Board
4P22 25D 220V Power Distribution Board
PT1 1st Stage Preferential Trip PT2 1P24 No.1 Ballast Pump
4P23 Uninterruptible Power Supply Unit
PT2 2nd Stage Preferential Trip 1P25 No.1 Tank Cleaning Pump
4P24 Water Mist Relay Box
ES1 Emergency Stop 1 (ESS1) 1P26 Residual Pump
4P25 L/7D Lighting Distribution Board
ES2 Emergency Stop 1 (ESS2) PT2 ES2 1P27 21D Power Distribution Board
(via No.3 450/230V Transformer) 4P26 Spare
ES3 Emergency Stop 1 (ESS3)
4P27 Main Panel For Water Mist Feed Pump
Illustration 2.13.4b Emergency 440V and 220V Distribution
No.1 and 2 Main Transformers

90kVA, 440V/230V
Main Switchboard
Interlock
Main/Emergency No.1 and 2 Emergency Transformers
Board Interconnector 35kVA, 440V/230V
Emergency 440V Feeder Panel 220V Feeder Panel

TCB Generator Panel EP3 EP4 ELT1 ELT2
Mechanical
Interlock
EL1 Navigation Light Control Panel

EL2 Spare
EL3 Signal Lighting Panel (Inside BACC) Port
EP1 Battery Charge/Discharge Panel EL4 Wheelhouse Control Panel 220V Distribution Board
EP2 Relay Box for Air Horn EL5 Fire Alarm Control Panel
PT1 EP5 48D Power Distribution Board EL6 L/E1D Emergency Lighting Dist. Board for Outside Lighting
ES1 EP6 No.4 Engine Room Fan (Rev) EL7 Spare
EP7 Lifeboat Lift Starter EL8 S Band Radar Power Control Panel
ES4 ES2 EP8 4ED Power Distribution Panel EL9 2ED Power Distribution Panel
EP9 Breathing Air Compressor EL10 Gyrocompass
EP10 Radar Scanner Control Unit EL11 Radio Power Supply Unit
EP11 Spare EL12 Emergency Generator Preheater
EP12 No.1 Steering Gear Starter EL13 UPS
EP13 Emergency Fire Pump EL14 L/E2D No.2 Emergency Lighting Dist. Bd for Accom Lighting
Key
EP14 Emergency Air Compressor Starter EL15 Emergency Generator Battery Charger
440V AC EP15 Spare EL16 Combust. Gas Detection Analysis & Alarm Cabinet
EP16 Spare EL17 L/E3D Emergency Lighting Dist. Board for Accom Lighting
220V AC EL18 High High Level Alarm Panel
EL19 Power Distribution Panel
PT1 1st Stage Preferential Trip
EL20 L/E5D No.5 Emergency Lighting Dist. Board for Bow
PT2 2nd Stage Preferential Trip
EL21 Engine Control Console
EL22 L/E4D No.4 Emergency Lighting Dist. Board for E/R Lighting
EL23 UPS
EL24 Spare
EL25 Spare
EL26 Spare
EL27 Spare
EL28 Spare
Illustration 2.13.5a Shore Power
No.1 and 2 Main Transformers

90kVA, 440V/230V
Main Switchboard
Interlock
3,000A
Disconnector
2P1
Switch
440V Equipment 440V 440V 440V G G G 440V Equipment 220V Consumers

440V 440V
Pumps/Motors Consumers Consumers Consumers Consumers Consumers Pumps/Motors
No.1 Diesel No.2 Diesel No.3 Diesel
No.1 Cargo Thruster Generator Generator Generator No.2 Cargo No.3 Cargo
Oil Pump Auto 1,137kVA 1,137kVA 1,137kVA Oil Pump Oil Pump
Converter Transformer 910kW 910kW 910kW Converter Converter
Main/Emergency Board Interconnector
Emergency
SHORE SUPPLY
Generator
SHORE CONNECTION BOX MCCB OPEN POWER AVAIL MCCB CLOSED 181.5kVA
AC440V 3PH 3W 60Hz 145kW
No.1 and 2 Emergency Transformers
G 35kVA, 440V/230V
V
SOURCE PH SEQUENCE
TEST
PHASE
SEQUENCE
Emergency 440V 220V
Phase Sequence Voltmeter Generator Panel Feeder Panel Feeder Panel
INCORRECT CORRECT A Panel 101 Panel 102 Panel 103
Indicator
kW/Hour Meter Mechanical
PH SEQUENCE
Interlock
TEST AMMETER
OFF
Disconnecting
R T
Switch
Electrical
Interlock
I
440V 220V Consumers

Consumers
Shore Circuit-
Breaker 400A
Main Switchboard
(Inside Panel)
Shore Connection Box Shore Supply Section
Located - Emergency Generator Room No.2 440V Feeder Panel
B Deck Port Aft
2.13.5 Shore Power e) Isolate all non-essential services, reducing the load at the main Procedure for Transfer from Shore Supply to Main Diesel
switchboard to a minimum. Ensure only one diesel generator is Generator
Shore power supply: 440V AC, 3-phase, 60Hz connected.
Maximum current: 400A a) Isolate the emergency generator to ensure that it does not start.
f) Turn the main switchboard SYNCHRO & POWER CONTROL
switch to the MANUAL position. This will prevent the standby b) Isolate all non-essential services. Reduce the load at the main
Introduction generator starting on blackout and the sequential restart sequence switchboard to the absolute minimum.
from starting when power returns.
A shore connection box is provided in the emergency generator room on B c) Turn the main switchboard SYNCHRO & POWER CONTROL
deck port aft to accept power cables during refit. g) Close the MCCB for shore power at the connection box. switch to the MANUAL position. This is to ensure that no main
generators start when the vessel blacks-out.
The shore connection box connects, via a moulded case circuit-breaker, to the h) At the main switchboard, ensure that the SHORE SUPPLY
main switchboard, No.2 440V feeder panel. The emergency switchboard may AVAILABLE lamp is illuminated, if so, open the generator d) Run-up the selected main generator.
then be supplied as normal through the bus tie breaker on the panel. ACB.
e) At the main switchboard synchronisation and bus tie panel, turn
A SHORE SUPPLY AVAILABLE lamp, SHORE MCCB CLOSED lamp, i) Close the shore power MCCB on the No.2 440V feeder panel of the FREQUENCY/VOLTMETER selection switch (FVS-2) to
SHORE MCCB OPEN lamp, an ammeter, phase sequence indicator and the main switchboard. This breaker is interlocked and cannot be the incoming generator’s position (GEN1, GEN2 or GEN3).
kilowatt hour meter for the shore supply are located on the main switchboard closed if the feeder panel is live. Conversely, if the shore power
No.2 AC 440V feeder panel. The kilowatt hour meter is provided to measure is supplying the feeder panel, no generator ACB can be closed. f) Adjust the frequency to 60Hz by means of the relevant
and record the power consumed by the vessel when on shore supply.
GOVERNOR MOTOR control switch (GCS) on the
j) At the main switchboard, the SHORE MCCB CLOSED lamp is synchronising panel.
A voltmeter, source indication and phase sequence indicator unit are also illuminated.
provided on the shore connection box. The sequence should be checked before
g) Open the shore power MCCB on the No.2 440V feeder panel of
connecting shore power to the main switchboard. If the sequence is found to be k) Close the emergency switchboard bus tie breaker on the main the main switchboard. The main switchboard blacks-out.
incorrect, the shore supply must be isolated and two phases changed over. The switchboard.
power should then be reinstated and the phase sequence checked again.
h) Turn the STANDBY SELECT switch (COS-A) at the main
l) Return the emergency switchboard to normal. If the generator is switchboard synchronising panel to the MANU position. Turn
Interlocking is provided between the ship’s main generator ACBs and the shore running, open the emergency generator ACB. Close the bus tie the relevant generator ACB CONTROL switch (BCS) to the
supply breaker. The shore supply breaker cannot be closed if any generator breaker on the emergency switchboard. The shore power is now
ACB is closed. Conversely, none of the ship’s generator’s ACBs can be closed CLOSE position. The ACB closes and the generator supplies the
supplying the main and emergency switchboards. main switchboard. The ACB CLOSED LAMP is illuminated on
if the shore supply breaker is closed. This arrangement prevents the shore
supply being paralleled with any other supply. the generator panel.
m) Proceed to supply essential services such as fire detection,
lighting etc. i) Check the voltage and adjust the frequency to 60Hz. Supply
Procedure for the Operation of Shore Power Reception main lighting, fire detection, etc.
n) If no maintenance is scheduled for the emergency generator, it
a) If required, the emergency generator may be run-up and may be left on automatic standby. The emergency generator will j) Close the emergency switchboard bus tie breaker on the main
connected to the emergency switchboard. This will provide then feed emergency lighting, etc, in the case of failure of the switchboard.
essential services and emergency lighting during the changeover. shore supply.
If not required, set the emergency generator to LOCAL operation k) Close the bus tie breaker on the emergency switchboard.
to ensure it does not start on blackout. o) The shore supply should be closely monitored to ensure the The emergency switchboard is now supplied from the main
400A current limit is not exceeded. switchboard.
b) Supervise the connection of the shore cables at the shore
connection box. l) Supply emergency consumers as required.
c) When it is intended to receive power from the shore, confirm that m) Ensure the emergency generator is returned to normal automatic
the shore supply voltage is correct by means of the voltmeter on start.
the shore connection box.
n) Isolate the shore supply from ashore and remove cables.
d) Confirm that the shore supply phase sequence is correct.
Illustration 2.13.6a Main Alternator
Alternator Specification
Type: HFJ6 508-84K 4 Alternator Key

Output Capacity: 1137.5kVA 1. Frame
Rating: Continuous 2 2. External Equipment Housing
Voltage: 450V AC 22 3. Earthing Terminal
Current: 1459.4A 4. Housing Cover
Frequency: 60Hz 5. Shaft: Prime Mover
Poles: 8 11 6. Fan
Speed: 900 rpm 7. DE End Shield
Enclosure: IP44 8. Air Guide
Cooling: Air to Water 9. NDE End Shield
Excitation System: Self-Exciting Brushless 8
10. Stator Core
Bearing Type: Sleeve 11. Stator Winding
12. Rotor Core
6 13. Damper Winding
23 14. Rotor Winding
15 15. Exciter Stator Core
16. Exciter Stator Winding
7 16 17. Exciter Rotor Core
18. Exciter Rotor Winding
9 19. Rotating Rectifier
20. Rectifier Lead to Rotor Winding
21. NDE Sleeve Bearing
21 22. Air/Water Cooler
23. Exciter Equipment Assembly
24. Emergency Cooling Louvres
Varistor
24 24
5
Connection
To Rotor
Windings 17
1 14 13 3 10 12 20 19
Diodes 18
Connecting/Securing Bars
Rotating Rectifier Assembly

Hyundai HFJ6 Alternator
Simplified Sectional View
2.13.6 Main Alternators Although the alternator’s power rating under this emergency cooling is not The ACB is of the withdrawable type; it may be partially removed to the TEST
affected, ensure that the ventilation in the generator spaces is maintained position for testing or completely withdrawn to the ISOLATED position for
at maximum efficiency and monitor the generator closely to prevent maintenance purposes. In the TEST position, the auxiliary control contacts
No.1, No.2 and No.3 Generator
overheating. are connected, but the main contacts are isolated so the ACB can be operated
Manufacturer: Hyundai Heavy Industries Ltd., Korea without any electrical problems. In the ISOLATED position, the auxiliary
Type: HFJ6 508-84K A 230V space heater is fitted, which is energised when the generator circuit- control contacts and the main contacts are isolated. The ACB may be locked in
Voltage: 450V AC, 3-phase, 60Hz, breaker is open. This protects against internal condensation during shutdown the OPEN position and the locking key withdrawn for safety.
periods.
Capacity/rating: 910kW, 1,459.4A, 1,137.5kVA, 0.8pf, 8-pole The ACBs are normally operated remotely and automatically via the operating
Speed: 900 rpm The alternator windings are fitted with six embedded PT100 temperature controls on the main switchboard synchronising panel. The ACBs can also
IP rating: IP44 sensors that monitor the stator temperature in each phase. Three sensors are in be operated locally at the actual ACB using the front panel buttons in an
Heating: 230V, 315W use with three spares. emergency.
Bearing type: Sleeve bearing (NDE)
A further temperature sensor is located in the cooling air flow.
General Description The alternator has only one bearing. This is a sleeve bearing fitted at the non-
drive end. This bearing also has a PT100 temperature sensor fitted.
Three main alternators are provided. They are rated at 1,137kVA at 450V AC,
3ph, 60Hz. They are of the totally enclosed, self-excited, brushless type. Alarm Settings
Winding temperature: Alarm: 150ºC,
Each generator is fitted with a shaft-mounted exciter located at the non-drive
end. The excitation current required for the exciter is provided by the main Trip: 155ºC
machine via an excitation control unit and Automatic Voltage Regulator (AVR). Cooling air temperature: Alarm: 120ºC,
The AVR is accessible via a removable cover on the side of the generator. Trip: 125ºC
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 Alternator Circuit-Breakers
current/voltage compound transformer, and the output of this is regulated Manufacturer: Terasaki, Japan
and fed through the exciter stator windings. The magnetic field in the exciter
Type: AR220S-MRD
stator induces AC into the exciter rotor, which is rectified by the rotating
diode rectifier set and passed to the main rotor DC windings. In this way the Number of poles: 3
excitation levels are boosted for heavy loads and reduced for light loads. This Voltage: 450V AC
provides a constant output voltage independent of load levels. Initial voltage Frequency: 60Hz
build-up is via residual magnetism in the rotor. Rated primary current: 2,000A
An external manual voltage regulator, VR, is fitted inside the generator panels Base current IN: 1,459A
at the main switchboard. Overcurrent trip type: AGR-22BS-PR
Alternator cooling is provided by passing air over the integral fresh water The diesel-driven alternators supply the main switchboard via 3-phase
cooler, using a closed-circuit air supply. The cooling air temperature is withdrawable air circuit-breakers (ACB) mounted in the lower section of the
monitored via the alarm and monitoring system. The cooler is fitted with main switchboard generator cubicles. The ACB has closing springs that are
double-walled tubes to reduce the chances of leakage. The space between the normally charged by an internal electric motor. In the case of motor failure, the
tubes drains to chambers where leak detectors will activate an alarm if a water springs may be manually charged by a charging handle inserted into the front
level is detected. face of the ACB. The ACB is fitted with an undervoltage trip (UVT) device.
Controlled tripping is carried out from the overcurrent protective device. The
If necessary, the alternator may be run with the air cooler out of service and trip levels may be adjusted at this unit.
isolated, although it will be necessary to open the emergency side air vents and
remove the baffle plates as directed by the manufacturer’s instructions.
Illustration 2.13.7a Emergency Alternator
24V
Starting
EMERGENCY GENERATOR PANEL
Battery
EMERGENCY SWITCHBOARD
1 2
Mains Monitoring
victron energy
A V MΩ
3 4 5 Emergency Generator
ACB bulk charge
absorption
float standby
failure
kW Hz 8
ACB Control phoenix
6 7
9 charger 24 16
amp
volt
BATTERY CHARGER FOR
10 11 12 EME’CY DIESEL GENERATOR
NORDHAVN ICAMS
ENGINE STARTING BATTERY
13 14 Voltage/Current
Mode Mode Start
Monitoring OFF EME
I
Ready
Oil press
15 16 Control 0.0Bar Horn Fault Stop
VR
reset reset
Cool temp
0
20 0 RPM 1 1 . 2 OC !
Excitation Page
17 18 19
Enter
I/0
N O R D H A V N
Emergency Generator Panel Key

21 22 23
Key
1 Emergency Generator ACB Closed Lamp

2 Emergency Generator Power Available Lamp
3 Emergency Generator Ammeter
4 Emergency Generator Voltmeter
5 Insulation Resistance Meter
24
6 Emergency Generator Wattmeter
7 Emergency Generator Frequency Meter
8 Earth Lamps
9 Earth Test Pushbutton Engine Control/
10 24V DC Source Lamp Alarms/Monitoring
11 Emergency Stop Source Lamp
12 Emergency Generator Standby Lamp
13 Heater On Indication
14 Emergency Generator ACB Trouble Reset Pushbutton
15 Space Heater On/Off Selection Switch
18 Voltmeter/Frequency Meter Phase Selection Switch
19 Emergency Generator Test Switch (COS-T) (Inside Panel)
Starter Motor
20 Voltage Regulator (Inside Panel)
21 Mode Selection Switch (COS-A)
22 Emergency Generator ACB Control Switch (BCS)
23 Bus Tie ACB Control Switch (BCS-B) Emergency
24 Emergency Generator ACB (Located Inside Panel) Generator
Emergency Generator and Bus Tie Panel
2.13.7 Emergency Alternator The emergency generator is designed to restore power to the emergency
switchboard within 45 seconds. The bus tie breaker on the emergency
Manufacturer: Mecc Alte, Italy switchboard, which feeds from the main switchboard, is opened automatically
Type: 4-pole, self-exciting when zero-voltage is detected on the main switchboard.
Model: ECO - 38 - 15S/4
The alternator is fitted with a 220V space heater to prevent condensation
Voltage: 450V AC, 3-phase, 60Hz, when the alternator is stationary or idling. The heater is interlocked with the
Capacity/rating: 144.8kW, 232A, 180kVA, 0.8pf operation of the air circuit-breaker.
Speed: 1,800 rpm
IP rating: IP23 The alternator is capable of starting the plant from dead ship condition.
Heating: 230V
The alternator consists of a conventional rotor and stator mounted in the
same frame as the exciter stator and rotor. The shaft also drives an externally
Emergency Alternator Circuit-Breaker mounted Permanent Magnet Generator (PMG). The PMG is mounted at the
non-drive end of the alternator.
Manufacturer: Terasaki, Japan
Type: Air circuit-breaker The exciter consists of an exciter stator frame and a rotating armature at the
Model: AME-4B non-drive end of the alternator rotor. The exciter rotor feeds the rotating rectifier
Number of poles: 3 assembly which feeds the DC excitation current to the alternator rotor.
Voltage: 450V AC
The alternator is fitted with a low-maintenance ball bearing at the non-drive
Frequency: 60Hz end.
Ampere frame: 400A
Base current IN: 232A The alternator’s Automatic Voltage Regulator (AVR) is fitted within the
Overcurrent trip type: AOS alternator terminal cover. There is a potentiometer inside the emergency
switchboard generator panel to enable the voltage to be manually adjusted.
Automatic Voltage Regulator The AVR utilises a permanent magnet generator (PMG) to provide a power
source and reference signal for the AVR. The AVR then regulates the input to
Manufacturer: Mecc Alte, Italy
the exciter stator to provide voltage regulation of the alternator output.
Model: DSR
The emergency alternator supplies the main switchboard via a 3-phase air
circuit-breaker (ACB). The ACB is fitted with an undervoltage trip (UVT)
General Description device. Controlled tripping is carried out from the overcurrent protective
device; the trip levels may be adjusted at this unit.
A self-contained emergency alternator, rated at 144.8kW, is fitted in the
emergency generator room on the port side of the funnel casing on B deck for The ACB is not withdrawable. It is normally operated remotely via the
use in an emergency. The alternator is the self-excited brushless type and can emergency switchboard breaker control switches or automatically from the
be set for manual or automatic operation. Automatic will be normally selected, emergency switchboard control system.
with the manual setting being used for testing the generator.
The generator has sufficient capacity to enable the starting of the required
The emergency switchboard is normally supplied from the main switchboard. machinery to power-up the vessel from a dead condition.
When automatic operation is selected, the emergency generator is started
automatically by detecting zero-voltage on the emergency switchboard bus bar.
The emergency alternator air circuit-breaker will connect automatically to the
emergency switchboard after confirming the continuation of no-voltage.
2.13.8 Preferential Tripping and Sequential Illustration 2.13.8a Preferential Tripping
Restarting
Preference Trip
Main Switchboard Preferential Tripping PRE-1
10 Seconds
When a generator(s) on-line is overloaded, the vessel’s non-essential consumers
are tripped by the preferential trip system, reducing the load on the generator
1P4 47D Power Distribution Board (440V)
and thereby providing protection against the overcurrent which would
otherwise trip the generator ACB. 1P5 4AD Power Distribution Board (440V)
Main Switchboard 1P10 Cargo Hose Crane Starter

The vessel’s preferential tripping system has two tripping functions: No.1 440V Feeder
Panel 1P11 Working Air Compressor
Generator Overload 1P12 45D Power Distribution Board (440V)
The generator ACB base current is set at 1,459A. The pick-up current for the
1st stage preferential trip is set at 1,459A (100% of the generator ACB base Main Switchboard
current). If the current on a running generator exceeds 1,751A (120% of the Bow Thruster &
pick-up current) for a period of 10 seconds, the PMS will initiate the release 440V Feeder 3P4 Spare
of the first stage preferential trips. If the current still exceeds this level after Panel
a further 10 seconds, the second stage preferential trips are released, thereby
providing protection against the overcurrent which would otherwise trip the
Main Switchboard
ACB.
220V Feeder 4P11 22D Power Distribution Board (220V)
Panel
ACB Abnormal Trip (Parallel Operation)
If, during parallel operation, a generator ACB suffers an abnormal trip, the
PMS will initiate the release of the preferential tripping function, thereby
providing protection against the overcurrent which would otherwise trip the
ACB. An ACB abnormal trip may result from one of the following:
Preference Trip
• Diesel generator engine emergency trip/manual stop PRE-2
• Short-circuit 10 Seconds
• Undervoltage Main Switchboard 1P8 Spare
• Reverse power No.1 440V Feeder 1P13 Packaged Air Conditioning Unit for ECR
Panel
• ACB mechanical trouble 1P24 No.1 Ballast Pump

Note: The times given are the default settings and may be adjusted depending
on individual requirements. 1P28 Packaged Air Conditioning Unit for Converter Room
Main Switchboard
Bow Thruster & 3P5 Packaged Air Conditioning Unit for Workshop
440V Feeder
Panel
Main Switchboard 2P3 Air Conditioning Starter Panel

No.2 440V Feeder
Panel
2P15 No.2 Ballast Pump
Sequential Restart Illustration 2.13.8b Sequential Restart
The vessel’s automatic control system will automatically restart the required
machinery to restore power to the vessel. To fulfil this requirement, at least one FULL BLACKOUT
(Zero Volts at all Main Switchboards)
diesel generator must be left in the automatic standby mode.
Power is Restored to
The essential machinery is started automatically according to the sequence Main Switchboards:
SEQUENCE STARTS
shown on the right. The sequence is started when power is restored to the 440V
main switchboard.
Sequence No.1 (0 Seconds)
Motors that were selected for duty before the blackout will be automatically
No.1 and No.2 Steering Gear
returned to duty when power is restored. Similarly, motors selected for standby No.1 and No.2 Main Transformers
will automatically return to standby. If the machinery designated for duty does Fuel Oil Supply Unit
No.1 and No.2 Emergency Transformers
not restore normal system conditions, such as pressure, within a preset time,
Exhaust Gas Boiler Feed Pump
the standby motor will cut-in automatically. Domestic Fresh Water Hydrophore Pump
Emergency Air Compressor
ME Lubricating Oil Pump
Main Engine Auxiliary Blower No.1

Working Air Compressor
Main Air Compressor
Main SW Cooling Pump

LT Cooling FW Pump
HT Cooling FW Pump
Main Engine Auxiliary Blower No.2
Sequence Complete
Illustration 2.13.9a Battery Charger and Discharge Board Battery Charging and Discharge Board
List of Feeds
CHP-1 Wheelhouse Control Console
DC 24V Bus Bar

Battery Charging and Discharging Panel
CHP-2 Bow Thruster Central Control Unit
A kΩ V
CHP-3 Charge Discharge Panel 24V DC
0
1 2 3
CHP-4 Automatic Telephone System
Main
4 5 6 Changeover Transformer/Rectifier CHP-5 IGS Cargo Control
440V 3-Phase 60Hz Switch CS
Supply From M1 Di (x5)
Main Switchboard CHP-6 IGS Local Control Box
7 8 9 No.1 440V Feeder Panel
Battery Charger No.1
CHP-7 High High Level Alarm Panel
10
100A
CHP-8 High High Level Alarm Panel
440V 3-Phase 60Hz
Supply From M2
CHP-9 Spare
M1 M2 440V Feeder Panel
CHP-10 Spare
CHP-11 CO2 Release Junction Box

CHP1 CHP2
24V Battery
CHP3 CHP4 Battery Charging and Discharge Board 300Ah CHP-12 Electrical Test Panel
Simplified Schematic Diagram (Battery Room)
CHP5 CHP6 CHP-13 E/G Room Pneumatic Louvre
Control Panel
CHP7 CHP8 Key
CHP-14 Main Computer Unit for
CHP9 CHP10
DC 24V Bus Bar

1 Ammeter Oil Discharge Monitoring
CHP11 CHP12 2 Insulation Resistance Monitor
3 Voltmeter CHP-15 Cargo Console
CHP13 CHP14 4 MSB AC Source Available Lamp
5 Earth Lamps CHP-16 Wheelhouse Alarm Panel
CHP15 CHP16
6 ESB AC Source Available Lamp for Steering Gear
CHP17 CHP18 7 Ammeter Selection Switch (Battery/Off/Load)
8 Earth Lamp Test Pushbutton CHP-17 No.1 Generator Engine
CHP19 CHP20
9 Voltmeter Selection Switch (R-S/S-T/T-R)
10 Changeover Selection Switch
(M1/OFF/M2) CHP-18 No.2 Generator Engine
CHP-19 No.3 Generator Engine
CHP-20 Spare
2.13.9 UPS and BatterY Systems Operation Batteries
The battery charger board is a fully automatic charging device which serves for Manufacturer: Varta, USA
The ship’s emergency power requirements are supplied by the emergency the automatic charging of the storage battery.
switchboard network. Type: Sealed Lead Acid
Model: E24
Essential items of safety, navigation and communication equipment are Floating Charge Capacity: 24V 70Ah (600A CCA)
supplied from battery-backed power supply systems such as UPS units and While the storage battery is fully charged, it is normally subjected to a floating Total no. of cells: 2 x 12V battery
battery charge and discharge boards. These provide a continuous supply, in charge. In this condition, the charger supplies the 24V system with power.
the event of mains or emergency supply failure, taking over the supply. When During periods of high demand and failure of the power source the battery will
the main supplies are reinstated, the batteries receive a boost charge, which is The charger is in the emergency generator room and is fed from the emergency
take over. A constant voltage is applied to the battery and the charging current
automatically reduced to a floating (trickle) charge when fully charged. switchboard 220V section, circuit EL15, and has indicators for:
will vary according to charged state of the battery, thus always maintaining the
battery in the fully charged state. • Bulk: When illuminated the battery is less than 80% charged.
WARNING • Absorption: The battery is approximately 80% charged.
The company’s safety procedures must be strictly adhered to when If the battery has been subjected to a period of duty due to power failure, on
restoration of the power supply, the battery charger is automatically transferred • Float: The battery is fully charged and on trickle charge.
carrying out any maintenance on batteries.
to equalising charge and rapidly charges the battery. As soon as the battery • Failure: An output fuse is defective or the ambient temperature
becomes fully charged, it reverts to floating charge. of the charger is too high.
24V Charge/Discharge Board
The batteries are located in the emergency generator room. An isolator switch
Manufacturer: Terasaki, Japan Radio (GMDSS) Batteries
is fitted, above the battery box, to disconnect the batteries if required.
Voltage (supply): 440V AC, 60Hz
Manufacturer: Qiangneng Storage Battery Co. Ltd., China
Output: 24V DC
Type: Sealed Lead Acid Uninterruptible Power Systems (UPS)
Model: GFM-200E
Batteries Various alarm monitoring and control systems are provided with an additional
Capacity: 24V, 200Ah
Manufacturer: Qiangneng Storage Battery Co. Ltd., China level of integrity by being provided with an uninterruptible emergency power
Total no. of cells: 2 set x 12 source. These continue to provide power in the absence of supply from either
Model: GFM-300E
Type: Sealed Lead Acid the main or emergency switchboards.
All essential communication and navigation equipment is fed from the radio
Capacity: 24V, 300Ah
switch box distribution board located in the communications space. This board Main Switchboard
Total no. of cells: 1 set x 12 supplies items such as the GMDSS equipment, GPS receivers, etc, and is
normally fed from the emergency switchboard 220V feeder, but will change Internal UPS providing power for generator control and both main and
The 24V charge and discharge board in the electrical equipment room on E over automatically to a battery supply if the emergency supply fails. This board emergency switchboards.
Deck, aft of the bridge, supplies essential communication equipment and the is split and has two Sailor PCH4652 battery chargers, charging two back-up
bridge, cargo and ECR control consoles. The unit is fed with dual 440V supplies, battery sets, each consisting of two 24V 200Ah sealed batteries located in the Alarm and Monitoring System
one from the main switchboard and one from the emergency switchboard. In battery room on the port side of E deck.
the event of a failure of one supply, the supplies can be changed over by means Individual UPS units supplying separate workstations:
of the changeover switch located on the front panel. The board is backed-up by UPS1 ECR Console - workstation No.2
a 300Ah set of back-up batteries located in the battery room on the port side of Emergency Generator Battery Charger
E deck. The charger is fitted with an insulation monitoring facility which will UPS2 CCR Console - workstation
raise an alarm if the insulation resistance falls below a preset level. The unit is Manufacturer: Victron Energy, The Netherlands UPS3 Chief Engineer’s - workstation
also fitted with a charger failure alarm. Type: Phoenix
UPS4 Bridge Console - workstation
Voltage (supply): 230V AC, 60Hz
The board should be regularly inspected for earths on the outgoing circuits by
operation of the earth lamps. When an earth is present on an outgoing circuit, Output: 24V DC, 16A
Cargo Pump Control System
one of the lamps will glow brighter than the other. Careful isolation of the
External UPS providing reserve power to allow safe shutdown of system,
outgoing circuits will locate the faulty circuit, with the lamps returning to their
located by control panel in converter room, adjacent to ECR.
normal equal brilliance once the faulty circuit is isolated.
Illustration 2.13.10a Cathodic Protection System
F Deck
E Deck
D Deck
C Deck
B Deck
A Deck
Rudder Stock FWT (S)

Bonding Upper Platform
Slop Tank
No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank FPT
Lower Platform (P & S)
Engine No.6 Cargo Oil Tank No.5 Cargo Oil Tank
Room
100A Recessed Zinc Reference 350/400A

Elliptical Anode Electrode Controller
Port and Starboard Port and Starboard Power Unit Shaft Millivolt Meter
(Located on Engine Room
100A Recessed
Reference Cell Floor Level)
Elliptical Anode
0 250
0 mV 500
JB JB
350/400A Power Supply Unit

Shaft Millivolt
(Engine Room
Monitoring Brush
Floor Level)
(Insulated from
Earth/Mounting)
TRIP ON
Propeller Shaft
OFF
Central
RESET
RELEASE
Alarm System
JB Copper Slip Ring

Shaft Earthing
440V Supply Brushes
from P41D
Power Distribution
Board (Circuit Q5)
100A Recessed
Elliptical Anode System Wiring
Propeller Shaft Earthing
and Monitoring Assembly
2.13.10 Cathodic Protection System and mgps Operation Routine Checks
system Once the power supply unit is switched on, the unit’s transformer rectifier Daily:
converts the ship’s 440V AC supply to a low voltage, finely controlled DC
Manufacturer: Cathelco Ltd., UK • Confirm that the LCD of the power supply unit is illuminated
current. The DC positive is connected to the anodes and the DC negative is
and the ON/ALARM LED is lit.
Type: Impressed current connected to the ship’s hull. The system is completely automatic in normal use.
Power supply: AC 440V, 60Hz In the normal operating mode the display of the power supply unit will show • Record the output current and all voltages.
the following readings: • Record the reference electrode voltages.
The vessel is provided with an Impressed Current Cathodic Protection • Anode current and voltage
(ICCP) system. This method of corrosion protection automatically controls Weekly:
• Reference cell millivolt reading
electrochemical corrosion of the ship’s hull structure below the waterline. • Check and clean the propeller shaft slip ring and brushes.
Cathodic protection can be compared to a simple battery cell, consisting of two Confirm that the brushes move freely in their holders and are
plates in an electrolyte. If the two battery electrodes are connected electrically, Electrical Installation
held firmly on to the slip ring by the brush holder spring.
one of the battery plates in the electrolyte will waste away through the action The electrical system consists of a power supply unit located on the forward
of the flow of electrical current. When two metals are immersed in sea water, • Inspect the rudder stock earth strap for signs of fraying.
bulkhead of the engine room floor level. The power supply unit is wired to the
which acts as the electrolyte, one of the metals acts as the anode and will waste port and starboard reference electrodes and the port and starboard anodes, and
away. Which metal, in any pair, acts as the anode depends upon their relative Monthly:
is also equipped with facilities to raise an external alarm to give warning of any
positions in the electrochemical series, but steel will act as an anode to copper, system abnormalities. • Return completed log sheets to the manufacturer for scrutiny
brass or bronze. The strength of the electric current generated in the corrosion every month.
cell, and hence the rate at which wastage takes place, depends upon the metals The system is fed from 440V power distribution board P41D, via breaker
involved and the strength of the electrolyte. number Q5. 3 Monthly:
If a third electrode is added to the cell and current is forced to flow, the third • Inspect and clean the power supply unit cooling fans and grilles
electrode acts as the cathode and the old anode will act as the new cathode. Propeller and Rudder Stock Earthing every three months. Check units for loose connections.
This is how an impressed current cathodic protection system functions. When a To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential The anodes and reference cells must be externally inspected every dry dock
to the shaft and is earthed to the hull via brushes. A second set of brushes,
more negative that the surrounding sea water. period. The anodes are fitted with an insulating shield cover to prevent
insulated from earth, monitors the shaft mV potential and this signal is fed to
excessive local over-protection, and the condition of this shield must be closely
a millivolt meter located on the engine room floor level. The shaft potential
inspected at this time.
Principle of Operation should be maintained below 50mV.
Protection is achieved by passing low voltage DC current between the hull Further detailed instructions are available in the manufacturer’s manual.
The rudder stock is also earthed for protection via a 70mm2 flexible earth cable
metal and anodes, insulated from the hull, but in contact with the sea water. between the deckhead and rudder stock to minimise any electrolytic potential
The electrical potential of the hull is maintained more negative than the anodes, across the bearings and brushes.
ie, cathodic. In this condition, corrosion is minimised. Careful control is
necessary over the flow of impressed current, which will vary with the ship’s
speed, salinity and temperature of the sea water and the condition of the hull
paintwork. If the potential of the hull is made too negative with respect to the
anode, then damage to the paint film may occur electrolytically or through the
evolution of hydrogen gas between hull steel and paint.
The system on the vessel controls the impressed electrical current automatically
to ensure optimum protection. Current is fed through titanium anodes situated
port and starboard on the ship. The titanium prevents the anodes themselves
from corroding and the surfaces are streamlined into the hull. Fixed zinc
reference electrodes, port and starboard, are used to compare the potential
of the hull with that normally found between unprotected steel and zinc
electrodes. Sufficient current is impressed via the anodes to reduce this to a
level of approximately 200-300mV.
Marine Growth Prevention System Illustration 2.13.10b Marine Growth Prevention System
Manufacturer: Cathelco Ltd., UK
The vessel employs a Marine Growth Prevention System (MGPS) to control

marine growth infestation and corrosion in the vessel’s sea water systems.
This is achieved by the use of anodes located inside the vessel’s two sea water
strainers. Two anodes are located in each strainer; one copper (MG) anode and ANODE MODULE
AMPS AMPS
ANODE MODULE
AMPS AMPS
one aluminium (TC) anode. OFF

POWER ALARM ALARM
ON
MIN MAX MIN MAX MIN MAX MIN MAX

MG1 TC1 MG2 TC2
The copper anodes release ions during electrolysis which combine with those Cathelco
Anti-Fouling
released by the sea water to form an environment which discourages the growth 220V Supply To
of organisms in the vessel’s sea water pipework. from 25D Alarm
Power Distribution System
Board (Circuit Q17)
The aluminium anodes react with the sea water to form aluminium hydroxide.
This disperses down the vessel’s sea water pipework, forming an anti-corrosive
barrier.
The system virtually eliminates marine growth infestation while corrosion is

reduced to a fraction of that normally expected.
A control panel is located on forward bulkhead of the port side of the engine
room floor level. The control panel consists of a power module and two anode
modules. Each anode module controls one pair of anodes. The current level
for each anode is shown in individual digital displays. An alarm indicator
is located adjacent to each digital display which will illuminate if there is a
module failure resulting in zero current or overcurrent output.
MG1 MG2
The control panel is fully automatic and therefore does not require any
adjustments in service. It is recommended by the manufacturer that the control
panel is inspected on a weekly basis. During the inspection the digital displays J/B J/B
should be checked to confirm that all the anodes are fully operational.
TC1 TC2
The effectiveness of the system can only be determined by inspection. It is
recommended by the manufacturer that, if after some 6 months of operation,
the opportunity to examine a strainer, length of pipe or heat exchanger presents
itself, this should be done. If there are signs of infestation, the current to each
anode should be increased by a maximum of 0.2 amps. If no fouling is present
the current to each anode should be reduced by a maximum of 0.2 amps. This
Key
procedure should be repeated until the optimum current settings are set.
MG1 Copper Anode 1
Note: Increased current settings will reduce anode life. MG2 Copper Anode 2
TC1 Aluminium Anode 1
TC2 Aluminium Anode 2
J/B Junction Box
2.13.11 Cargo Pump Electrical Control System Introduction System Functions
The PLC cabinet is equipped with two key switches. The first key switch has
The vessel’s cargo pump system consists of the following pumps: The two ballast pump electric motors are located on the port and starboard two positions:
• No.1 ballast pump sides of main deck at No.6 ballast tanks.
• LOCAL
• No.2 ballast pump The pumps are non-variable speed type and are each started via a soft start • REMOTE
• Residual tanks pump system. The soft start system ensures that the starting of the pumps can be
carried out without generating high starting currents. The ballast pumps are The second key switch is a three-position switch:
• No.1 tank cleaning pump available independent of the number of cargo pumps in operation, provided
that sufficient generating power from the engine room is available. When • DESK (remote operation from the control desk)
• No.2 tank cleaning pump
starting a second pump, it should be confirmed that the first pump is running • CRG (remote operation from the Emerson computer)
in a steady condition.
Matrix 1 (3 drives for 6 motors) • TPL (remote operation from the touch panel)
• Cargo pump tank No.1 port The tank cleaning pumps and the residual tanks pump are electrically-driven
units. The pumps are non-variable speed type are started via the star delta Emergency Stop
• Cargo pump tank No.1 starboard
starter cabinets. An emergency stop safety relay is located inside the PLC cabinet. All of the
• Cargo pump tank No.2 port
emergency stop buttons are connected to this relay. In the event of operation
• Cargo pump tank No.2 starboard The cargo pump system consists of deck-mounted electric motors driving of one of the emergency stop pushbuttons, all pumps will be stopped with the
deepwell pumps via an oil lubricated shaft running in a separate support shaft, exception of the ballast pumps. When it is safe to restart the system after the
• Cargo pump tank No.3 port one in each cargo tank, slop tank and residual tank. activation of an emergency stop, it will be necessary to reset the system. This
• Cargo pump tank No.3 starboard is carried out via a reset mounted on the front of the PLC cabinet.
A total of seven (7) pumps can be operated at any one time, but limitations are
placed upon the actual pump groups available to be run simultaneously. The
Matrix 2 (2 drives for 4 motors) cargo and slop pump system is divided into three sections; matrix 1, matrix 2 Local Operation
• Cargo pump tank No.4 port and matrix 3. Three cargo pumps from matrix 1 serving cargo tanks Nos.1, 2 In the event of a PLC failure, the drives can be operated in local mode. The
and 3 port and starboard tanks, together with two pumps from matrix 2 serving local mode is automatically activated in the event of loss of communication
• Cargo pump tank No.5 port
tanks Nos.4, 5, 6 port and slop port, and two pumps from matrix 3 serving with the PLC. Each drive has an AOP30 (Advanced Operator Panel) mounted
• Cargo pump tank No.6 port tanks Nos.4, 5, 6 starboard and slop starboard, are possible. Any pump in each in the door which is connected to the corresponding drive. The motor can
• Slop pump port tank matrix can be connected to any of the drives allocated to the relevant matrix. be started and stopped using this panel. It is also possible to increase and
decrease the motor speed using this panel. The motor speed and motor current
A Siemens S7-300 PLC (Programmable Logic Controller) controls the system. is presented on the display as well as the actual status of the drive. In the event
Matrix 3 (2 drives for 4 motors) The basic configuration consists of a PLC, connected to the frequency drives of a drive fault, the drive status displays a short fault message explaining the
• Cargo pump tank No.4 starboard by a Profibus-DP field bus. The PLC is the master controller of the system. cause of the fault.
The Profibus-DP field bus carries out all interfacing between the PLC and the
• Cargo pump tank No.5 starboard frequency drives. The PLC is connected to the cargo computer by a field bus.
• Cargo pump tank No.6 starboard Power Management System
The pump control is either operated from the SCC via the Marflex touch screen When a pump is to be started a start request signal will be sent to the Power
• Slop pump starboard tank
panel, the Emerson computer, or from the cargo pump control desk in the engine Management System (PMS). The PMS will check if there is sufficient power
room frequency converter room. Each pump can be individually controlled and to start this pump. If there is not enough power, the system will start another
The cargo pumps cabinet system consists of the following:
the discharge rate is increased or decreased by speeding or slowing the pump generator. When the power is sufficient, the installation will receive a start
• 1 PLC cabinet electric motor. This is displayed as a percentage and the number and speed of permitted signal. When the drive is finally running, the installation will
• 1 contactor cabinet the pumps will be governed by the available electric power supplied from the transmit a drive running signal.
generators.
• 7 frequency drive cabinets
• 2 soft starter cabinets
• 3 star delta starter cabinets
• 1 control desk
Illustration 2.3.1a Pump Control Console
CONVERTER 1 CONVERTER 2 CONVERTER 3 CONVERTER 4 CONVERTER 5 +2FO1 CONVERTER 6 CONVERTER 7 BALLAST P BALLAST S RESIDUAL TANK CLEANING P TANK CLEANING P +2FO2
STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY INERT GAS CARGO COMP.
IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE HIGH PRESSURE CONTROL DESK
TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TOUCH PANEL
%A 100 100
%A 100 100
%A 100 100
%A 100 100
%A 100 100
%A 100 100
%A 100 100
A 100
A 100
A 100
A 100
A 100
50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 50 50 50
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
EMERGENCY
STOP
CARGO 1P CARGO 1S CARGO 2P CARGO 1P CARGO 1S CARGO 2P CARGO 1P CARGO 1S CARGO 2P CARGO 4P CARGO 5P CARGO 4P CARGO 5P CARGO 4S CARGO 5S CARGO 4S CARGO 5S
CARGO 2S CARGO 3P CARGO 3S CARGO 2S CARGO 3P CARGO 3S CARGO 2S CARGO 3P CARGO 3S CARGO 6P SLOP P CARGO 6P SLOP P CARGO 6S SLOP S CARGO 6S SLOP S BALLAST P BALLAST S RESIDUAL TANKCLEANING P TANKCLEANING S EM. STOP
BUZZER
STOP STOP STOP STOP STOP STOP STOP STOP STOP STOP STOP STOP BUZZER RESET
DOWN UP DOWN UP DOWN UP DOWN UP DOWN UP DOWN UP DOWN DOWN LAMP TEST
SET POINT SET POINT SET POINT SET POINT SET POINT SET POINT SET POINT
System Control - Local The green RUNNING LED will flash when the drive is ready for operation • Dry run trip
and illuminates continuously when the drive is running. The red FAULT LED
If the key switch on the PLC cabinet is set in LOCAL, the AOP30 and the • Motor current
will flash when an alarm is active and illuminates continuously when the drive
motor selection switch, located on the drive door, control the system. All the
has a fault. In the event of a drive fault, the drive status on the LCD screen will • Motor frequency
drives are switched to local mode. When this occurs, any running drives will
display a fault number and a short description of the fault. The fault is reset by
be stopped.
pressing the F5 key. In addition to these signals that are sent to and received from the drive there are
also some general signals. The general input signals to the desk are:
In order to use the AOP30 panel, it must first be set to local mode. This is
carried out using the master control on the panel. When in local mode, the System Control - Remote • Emergency pushbutton
yellow LED will be illuminated. When in local mode the following functions • Buzzer reset
If the key switch on the PLC cabinet is set to remote mode the system is
are available:
controlled by one of the remote operating options (CRG, DESK or TPL). Local • Lamp test
• Starting the drive: The pump can be started by pressing the control will be disabled. Before switching to remote mode, any running drive
green ON key. has to be stopped. If this is not done, local operation will stay activated. The The general output signals to the operator desk are:
remote indicator light on the PLC cabinet indicates when remote operation is
• Stop the drive: The pump can be stopped by pressing the red • Emergency stop
active.
OFF key.
• Inert gas
• Increasing the speed: The speed of the pump can be increased When placing the system in remote mode and starting a motor, the system will
by pressing the INCREASE key. select the drive with the smallest operating hours. The control mode, drive • High pressure
• Decreasing the speed: The speed of the pump can be decreased status, actual speed, speed set point and output current are available on the • System in local or remote mode
by pressing the DECREASE key. cargo computer and on the touch panel.
Please refer to the manufacturer’s operational manuals for further detailed
When the AOP30 is used to control the pumps, the following information is For remote control the following options are available: information concerning the cargo pump electrical and control system.
available on the display: • Remote control with the touch panel.
• Status of drive: • Remote control with the control desk.
Ready (drive not active and no fault present) • Remote control with the Emerson computer.
Operation (drive active)
The MP377 touch panel is located on the PLC cabinet door. The panel has a
Fault Profibus interface to communicate with the PLC. The panel will report if the
• Operating direction communication to the PLC is lost or the PLC has stopped.
• Operation time If the key switch on the PLC cabinet is set to the DESK position, the system
• Desired speed is controlled at the control desk. The control mode, drive status, actual speed,
set point speed and output current will be available on the operator desk. Each
• Actual frequency
pump receives the following input signals from the operator desk:
• Actual power consumption
• Start pump
• Actual bus voltage
• Stop pump
• Actual speed
• Reset pump
• Actual current
• Speed set point
• Text line: one line of comment to be used for:
Functional description of the F-keys Each pump presents the following signals to the operator desk:
Fault message • Pump selected
• Alarm message • Converter standby

• Converter in operation
• General converter trip
• Converter motor failure
Anything to update?
2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning System
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment System
2.14.6 Garbage Management
Illustration 2.14.1a Engine Room Fresh Water Service System
25
25
Potable Water to Accommodation QB23 To Central Cooling
Cold Water to Accommodation
40 40 Expansion Tank
15
Hot Water to Accommodation
40 QB76 To Fresh Water Generator Chemical Solution Tank
40 40 QG36
Fresh Water to Emergency Eye Wash/Showers 15
Near Composite Boiler 32
40 40 To Main Engine Turbocharger Cleaning Equipment
Fresh Water to Upper Deck QG31
QG34
Engine Room Toilet 15
15
(On Upper Platform) Near Auxiliary Boiler 25
QG29 QG27 QG32 To Cascade Tank
QG01 RL47
Near Main Engine Turbocharger QG24 QG22 QG25
15
To Emergency 15
QG61 QG60 Generator Room To Boiler Chemical No.1
40
Auxiliary Engine Room (Starboard) QG12 Dosing Unit Auxiliary
Workshop 25
To Inert Gas Engine
QG62
WC Sink QG42 System
Washbasin 50
To Sewage
15 15 15
PV P 15
QG47 Treatment System
Hot Water Return 40
TS TS
from 15 15
Accommodation To Boiler Sample Separator Flat
QG03 Water Cooler
Hot Water P QG56 QG37
Fountain
25
Circulating Pump 20
No.2
Calorifier Engine Workshop 15 To Separator
(2m3/h, 0.2MPa) 40 Auxiliary
(0.5m3) QG33 Flat Sink
QG14 Engine
40
Fresh Water 40 40 40 40 To Deck Foam System 15
QG40 Auxiliary Engine
HydrophoreTank BY03
Steam In From Working QG35 Room (Port)
(1.0m3) 15 15
Air System 15 40 To Oil Water Discharge
Condensate QG30 and Monitor System QG50
Out
15
15
Fresh Water PS PS No.3
QG51 Auxiliary
Tank
(Port) 15 Engine
QG05 PV P PS PS
40 QG52
32 QG46
P
QG06 QG11
40 40 32 To Air Cooler Chemical
Vacuum Breaker Cleaning System
PV P QG41
QG08 QG39
40 To Main Engine
Fresh Water 40
QG13 40 Scavenge Box Fire
Fresh Water QG18 Extinguishing
Tank
Hydrophore Pumps
(Starboard)
40 (6m3/h,0.45MPa)
QG57 QG58
15
25 25 Tank Top Aft
QG09 20 20 20 20 20 20 QG45
To Water Mist Local
Fire Fighting System QG15 QG16 QG17 QG48 QG49 QG53 15
Tank Top Forward
QG44
15
Key To Bilge Pump
Domestic Fesh Water No.1 No.2 Auxiliary Engine No.2 No.1 QG59
Fuel Oil Fuel Oil Diesel Oil Lubricating Oil Lubricating Oil Lubricating Oil
Domestic Hot Water Purifier
Purifier Purifier Purifier Purifier Purifier 15 To Bilge Oil/Water
Steam Separator
QD15
Condensate
Compressed Air
Instrumentation 25 Stern Tube
Cooling Water
Control Signal QG10
Tank
2.14 Accommodation Systems heater elements used when the steam is not available. The fresh water is heated Position Description Valve
to 70°C and circulated around the system by the hot water circulating pump.
Open No.2 fresh water tank unit pump discharge valve
2.14.1 Domestic Fresh Water System The steam heating is regulated by an adjustable self-actuating control valve.
The electric heating elements are controlled by the shell-mounted thermostat. Open Fresh water tank unit tank inlet valve
The calorifier shell is insulated to reduce heat losses. A separate pump supplies Closed Fresh water tank unit tank discharge to FW system
Domestic Fresh Water Pumps water from the storage tanks to the water mist fire extinguishing system. This Open Calorifier cold water inlet valve
Manufacturer: Shinko Industries Ltd., Japan pump is not part of the domestic water system. Open Accommodation cold water isolating valve QG46
Model: HJ40-2M Open Accommodation cold water system supply valve
The fresh water service system supplies the following systems and services:
No. of sets: 2 Open Upper deck fresh water system supply valve
Capacity: 6.0m3/h at 0.45MPa • Accommodation cold water services
Open Emergency eye wash/shower system supply valve
• Drinking (potable) water system Open Calorifier hot water outlet valve
Fresh Water Hydrophore Tank • Accommodation hot water services Open Hot water circulating pump inlet valve QG03
• Sewage treatment system Open Hot water circulating pump discharge valve
Manufacturer: SMEDRI, China
Open Calorifier hot water recirculating inlet valve
Model: C-1.0-00 • Main engine turbocharger cleaning
Open Engine room services and systems isolating valve QG39
Capacity: 1.0m3 • Main engine chemical cleaning tank
Operational Engine room service vacuum breaker
Working pressure: 0.50MPa • Main engine air cooler cleaning Open Vacuum breaker inlet cock
• Main engine scavenge space fire fighting Open Vacuum breaker outlet cock
Hot Water Circulating Pump • Fuel and lubricating oil separators
b) Start one hydrophore pump and fill the tank to about 75%
Manufacturer: Shinko Industries Ltd., Japan • Fresh water cooling system capacity, then stop the pump.
Model: HJ40-2M
• Feed water observation/filter tank
No. of sets: 1 c) Open the air inlet valve to the hydrophore tank until the
• Boiler feed water chemical treatment units operating pressure is reached and close the air supply.
• Auxiliary and composite boiler sample coolers
d) Switch one hydrophore pump to AUTOMATIC operation.
• Bilge oil/water separator system
Calorifier
• Generator engine turbocharger cleaning e) Open the fresh water tank unit outlet valve slowly until the
Manufacturer: SMEDRI, China
• Fresh water generator chemical treatment tank system pressurises.
Capacity: 0.5m3
Steam heating: 2.7m2 • Oil discharge monitoring equipment f) Check that the duty fresh water pump starts and stops to maintain
Electric heating: 30kW • Inert gas system the system pressure within the operating pressure range.
• Engine room services
g) Start the hot water circulating pump.
Description • Deck services
h) Start the calorifier steam or electric heater.
Fresh water for domestic and engine room use is stored in two fresh water
storage tanks. Both tanks are normally filled from either the fresh water Procedure for Operation of the Domestic Fresh Water System i) Check that the hot water system warms-up and the heater
generator or a shore supply. Distilled water from the fresh water generator reaches and maintains the correct water temperature.
passes through a rehardening filter and a silver-ion steriliser. Water from the a) Position the valves as shown in following table:
storage tanks is supplied by two duty/standby pumps discharging into the j) Check all outlets in the system to ensure that they are free of air
hydrophore tank. The duty pump starts and stops automatically, according to Position Description Valve and close securely.
the pressure in the hydrophore tank. Open Fresh water tank outlet valve (port or starboard duty QG05
tank) QG08 k) Check hydrophore tank level, add compressed air as required.
The hydrophore system supplies water to the calorifier, where it is heated. The Open No.1 fresh water tank unit pump suction valve QG11
calorifier is a thermostatically controlled 0.5m3 vertical storage and heating
vessel. Heating is provided by either 41 steam heating tubes, 16mm diameter, Open No.2 fresh water tank unit pump suction valve QG13 Note: After refilling, the system should be vented and all air removed to
with a total heating area of 2.7m2 coil, or a 30kW set of electric immersion Open No.1 fresh water tank unit pump discharge valve reduce the possibility of water hammer.
Illustration 2.14.2a Domestic Refrigeration System
Meat and Fish Room Vegetable Room
Ozone Ozone
Generator Generator
Controller
Upper
Deck No.1 Unit Cooler No.2 Unit Cooler 40m3 +4°C
NRV TEN2 NRV TEN2 KVP TN2
32m3 -18°C 32m3 -18°C HCU-4
28S -1.3 28S -1.3 15 -0.5
HCU-6-SS HCU-6-SS
(03) (03) (01)
RBV RBV RBV
28 28 16
EVR6 RBV10 EVR6 RBV10 EVR6 RBV10
PROV. REF. PLANT CONT. PANEL
DPI PI PI DPI
P P P
P
Liquid
Separator
Oil Oil
Separator Separator
P P
No.1 Compressor No.2 Compressor
PI TI TI PI
Provision Refrigeration Plant Control Panel
To / From LT QB18 QB19

Cooling System
QB12 QB13
P PI Condenser Condenser PI P Key
Refrigerant Liquid
Liquid Dryer Refrigerant Gas
LT Cooling Water
Lubricating Oil
Charging Connection
Control Signal
2.14.2 Domestic Refrigeration System Description valves to the evaporators are closed by the room thermostats, the low suction
pressure activates the low pressure cut-out and the compressor stops.
Cooling for the meat/fish room and the vegetable room is provided by a
Refrigeration Plant direct expansion refrigeration system. The plant operates automatically and A back-pressure controlled constant pressure valve is included in the vegetable
comprises two compressors, two condenser/receivers, two evaporator/fan units room circuit to prevent excessive expansion of the refrigerant and the
Package supplier: Novenco A/S, Denmark / in the meat/fish room, one evaporator/fan unit in the vegetable room, together temperature dropping too far below the normal set point, which would damage
Hi-Air Korea Co. Ltd., Korea with associated pipework and microprocessor control system. the provisions, should the inlet solenoid valve fail to close properly.
Compressor Any leakage of refrigerant from the system results in the system becoming
The air in the cold chambers is circulated through the evaporator and over the
Manufacturer: Bock Kaltemaschinen GmbH, Germany coils by electrically-driven fans. under-charged, indicated by under-performance and low suction and discharge
Type: 4 cylinder reciprocating pressures. A side effect of low refrigerant gas charge is an apparent low
The vegetable room is fitted with an ozone generator. Ozone (O3) as tri-atomic lubricating oil level in the sump. A low charge results in excess oil being
Model: FX4
allotrope of oxygen, is a highly reactive oxidising agent and readily breaks entrapped in the circulating refrigerant, causing the level in the sump to drop.
No. of units: 2 down the bacteria that cause fruit and vegetables to decay, extending the time When the refrigerant system is recharged, the lost oil will separate out and be
Speed: 1,705 / 1,136 rev/min they remain fresh. It is generated by passing air over an electrical field and returned to the compressor sump.
Power: 4.6kW, 440V, 60Hz then circulating in the air in the vegetable room in a concentration typically
Refrigerant: R134A between 0.5 and 10ppm. As the ozone naturally reverts to ordinary oxygen During operation, the liquid level visible in the condenser sight glass will
(O2), the generator must remain on for prolonged periods to remain effective. drop, increasing again when the compressor stops. If the system does become
Evaporation temperature: -24.5°C
Ozone will react with airborne molecules and reduce the natural odours inside under-charged, the level remains low and the whole refrigerant system should
Condensing temperature: 39.6°C the vegetable room, giving an indication of the generator’s effectiveness. be checked for leakage.
Cooling capacity: 4.7kW
The meat/fish room evaporator is equipped with a timer controlled electric When required, additional refrigerant may be added through the liquid charging
Condenser line, after first venting the connection between the refrigerant cylinder and the
defrosting element. The frequency of defrosting is chosen by means of a
Manufacturer: Hi-Air Korea Co. Ltd., Korea defrosting programme built into the control unit. charging connection. The refrigerant is dried before entering the system, as
Type: Horizontal shell and tube any trace of moisture in the system will lead to problems with the thermostatic
In normal operation, one compressor/condenser/receiver unit is used, with the expansion valve becoming iced-up internally and unable to operate.
Model: CRKC 221016
second compressor available for use but with all valves shut until required. The
No. of units: 2 plant is not designed to operate with both compressors running at the same
Water inlet temperature: 36.0°c time because of the risk of transfer of lubricating oil from one machine to the
Control System
Water outlet temperature: 37.4°C other.
The refrigeration system is controlled from the combined operator panel,
Water flow: 4.2m3/h an AE-CC-01 fan control and the REF-AT-01 compressor control, adjacent
The compressor draws R134a refrigerant as a vapour from the cold chamber
to the compressor unit, in the port aft store room on the engine room upper
Evaporator evaporator coils and pumps it under pressure to the water-cooled condenser
platform.
Manufacturer: Hi-Air Korea Co. Ltd., Korea where the vapour condenses. The condensed liquid then returns, through a
filter/dryer unit, to the evaporators.
Type (meat/fish room): HCU-6-SS From the operator panel the operator may start/stop the evaporator fan units,
No. of units: 2 the ozone generator and the compressors. All measuring values showing the
The compressors are protected by high pressure, low pressure and low
status of the plant may be read on the screen display. The desired set point and
Cooling temperature: -18.0°C lubricating oil pressure cut-out switches. Each unit is also fitted with a
limit values are also entered or adjusted by use of these screens.
Type (vegetable room): HCU-4 crankcase heater which is automatically switched on when the compressor
stops. The heater reduces the amount of gas entrained in the lubricating oil,
No. of units: 1 The COMPR. Option is selected, details of compressor No.1 are displayed,
minimising foaming on start-up.
Cooling temperature: +2.0°C they include an information line indicating whether the machine is running,
stopped, ready, in a low suction pressure stopping phase, or if there is an alarm
Ozone Generator Thermostats in each room enable the control system to operate the solenoid
condition, and the running hours of the machine. Data for compressor No.2 is
valves independently, reducing the number of start/stop cycles and the total
Manufacturer: Dasco, Korea viewed by touching the arrow sign for next screen.
running time of the compressor.
Model: DS-30
Power: 230V, 10.0W The evaporators convert the refrigerant as it expands from liquid into a super- Alarms
cooled vapour, under control of the expansion valves. This vapour extracts heat The control unit will monitor the system and raise a general alarm, in the SAM
from the air blowing over the finned evaporator tubes and is then returned to Electronics alarm and monitoring system, if any of the system operational
the compressor through the non-return suction valves. When all the solenoid parameters are exceeded.
Illustration 2.14.2a Domestic Refrigeration System
Meat and Fish Room Vegetable Room
Ozone Ozone
Generator Generator
Controller
Upper
Deck No.1 Unit Cooler No.2 Unit Cooler 40m3 +4°C
NRV TEN2 NRV TEN2 KVP TN2
32m3 -18°C 32m3 -18°C HCU-4
28S -1.3 28S -1.3 15 -0.5
HCU-6-SS HCU-6-SS
(03) (03) (01)
RBV RBV RBV
28 28 16
EVR6 RBV10 EVR6 RBV10 EVR6 RBV10
PROV. REF. PLANT CONT. PANEL
DPI PI PI DPI
P P P
P
Liquid
Separator
Oil Oil
Separator Separator
P P
No.1 Compressor No.2 Compressor
PI TI TI PI
Provision Refrigeration Plant Control Panel
To / From LT QB18 QB19

Cooling System
QB12 QB13
P PI Condenser Condenser PI P Key
Refrigerant Liquid
Liquid Dryer Refrigerant Gas
LT Cooling Water
Lubricating Oil
Charging Connection
Control Signal
Operating Procedures Defrosting Procedure to Stop the Compressor for a Short Period
The room cooler in the meat room is fitted with electrical defrosting, the If the compressor is to be stopped for a short period, it is usually carried out by
To Start the Refrigeration Plant
evaporator and drip trays being provided with electric heating elements. The simply switching it off. If the stoppage is going to be longer, it is normal to:
a) At the refrigeration control panel, set the power supply breaker frequency of defrosting is chosen by means of a defrosting command line in
to the ON position. the E410 screen display. Additionally, there is a maximum defrost time period a) Close the liquid line valve from the condenser.
which is set on the panel. The defrosting sequence is as follows:
b) Check that the sump oil level is correct. b) When the compressor stops on low pressure, press STOP on
a) The compressor stops and all solenoid valves in the system control panel.
c) All stop valves (except the compressor suction) in the refrigerant close.
line should be opened and fully back-seated to prevent the c) When stopping for a short period it is not necessary to close the
pressure on the valve reaching the valve gland. b) The fans in the meat room stop working, but the fan in the suction and discharge stop valves. Close the oil return valve.
vegetable room continues the circulation of the warm air over
d) Ensure that the LT fresh water cooling system is operating and the cooler. In this way the cooling surfaces are kept free from d) Continue to supply cooling water to the condenser.
that cooling FW is circulating correctly. ice.
e) Do not isolate electrically and ensure that crankcase heater is in
e) Open the valves for the condenser cooling water. Check there is c) The electric heating elements in the meat room switch on. operation.
sufficient flow.
d) As long as the cooler is covered with ice, the melting takes
f) Open the compressor suction valve one turn. nearly all of the heat supplied by the heating element, and the Stopping the System for an Extended Period
temperature of the cooler and the refrigerant is constantly kept
g) On the AE-CC-01 panel, set the room temperatures required. near zero. When the ice has melted, the refrigerant temperature This procedure should be followed for a shut down of more than 2 to 3 days.
When the compressor is set to start, the controller will start the rises as the temperature reaches the set point of the defrosting
duty compressor and bring the temperature in the rooms down. thermostat (approximately +10°C), the heating element switches a) Close the liquid line valve from the condenser and pump down
off. the evaporators to the condensers.
h) When the compressor runs-up, continue opening the suction
valve slowly, taking care to prevent the possibility of liquid e) The compressor starts. b) Allow the temperature to rise in the evaporators and repeat the
returning to the compressor. Also take care to keep the suction pumping down sequence.
pressure above the low pressure cut-out point. f) When the coil surface temperature has gone below the freezing
point, the fan in the meat room starts. c) When the suction pressure is slightly over atmospheric, stop the
i) When the room temperatures are pulled down to the required compressor, close the compressor suction and discharge stop
value, the compressor will now operate automatically according valves and the oil return stop valve.
Note: The recommended defrost cycle is 20 to 30 minutes every 8 hours. If
to the cooling demand from the rooms. the defrost cycle is insufficient, check that the frequency of visits by catering
d) Stop the condenser cooling water, drain the system if required.
staff is not excessive and check that the door seals are in good condition.
When Running e) Switch off the main and control circuit electrical supplies.
j) Check the inlet and outlet pressure gauges. System Running Checks
f) Examine the system for leaks.
k) Check the oil level and oil pressure. • Check the lubricating oil levels in the crankcase.
• Check the lubricating oil pressure.
l) Check for leakages.
• Check the moisture indicators.
• Check the suction and discharge pressure and temperature, and
any unusual variations must be investigated.
• Check all room temperatures and evaporation coils for any sign
of frosting.
Illustration 2.14.3a Accommodation Air Conditioning Plant
Rotating 'Enthalpy Rotating 'Enthalpy
Exchanger' TT TC Exchanger'
Exhaust Air Supply Supply Exhaust Air

Filters IT Return Air Air Air Return Air TI Filters
Bypass Bypass
Damper Damper
Supply Supply
IT Air TI
Air
Air Air
Filters Handling Handling Filters Fresh Air
Fresh Air
Unit Unit Upper
IT TI Deck
HT HT TH TH
Damper Heater Humidifier Humidifier Heater Damper
To Condensate System To Condensate System
M M
From From
Steam System Steam System
PI
PI PT PT PI PI PI PI PT PT PI
Refrigerant Refrigerant
Key Compressor Compressor
Steam No.1 No.2
Condensate
Oil Filling Oil Filling
LT Cooling Water Connection Connection
Refrigerant Gas Control Unit Control Unit
KP 98 KP 98
TI WP WP TI
Refrigerant Liquid
Electrical Signal
Condenser/ QB16 QB17 Condenser/
resnReceiver
ednoC Receiver
Condenser
TH Thermostat
QB14 QB15
LP Low Pressure Gauge TI WP WP TI
HP High Pressure Gauge
OP Oil Pressure Gauge

Filter Filter
HLS High and Low Pressure Switch Dryer Dryer
OPS Oil Pressure Switch To and From LT

FW Cooling System
HU Humidity Controller
Charging Connection Charging Connection
2.14.3 Accommodation Air Conditioning system Climatic Conditions Each refrigeration unit is capable of supplying 75% of the maximum designed
cooling capacity, in normal operation, one refrigeration unit will be used to
Winter: Outside: - 20.0°C
Package supplier: Novenco A/S, Denmark / serve the appropriate air handling unit.
Inside: + 20.0°C / 50% RH
Hi-Air Korea Co. Ltd., Korea
Summer: Outside: + 35.0°C / 70% RH The compressor draws refrigerant vapour from the evaporators and discharges
Type: Single-pipe reheat
Inside: + 27.0°C / 50% RH it under pressure to the condenser, where the gas is condensed to liquid. The
Compressor liquid refrigerant then passes through a filter dryer and to the thermostatic
expansion valves, it is then expanded, changing state from liquid to vapour.
Manufacturer: York Refrigeration (Sabroe), Denmark
Description The expansion reduces the vapour temperature and absorbs heat, reducing the
Type: Reciprocating, 6-cylinder-W temperature of the air passing over the evaporator coils.
Model: SMC106S Filtered, humidified, cooled/heated air is supplied to the accommodation by
two air handling units located in the air conditioning room situated on the The compressor is fitted with an internal oil pressure activated unloading
No. of sets: 2
upper deck. The units comprise electrically-driven supply and exhaust fans mechanism for automatic starting and variable capacity control. It is protected
Speed: 1.770 / 1,482 rev/min by a high and low pressure cut-out switch and low lubricating oil pressure trip,
drawing air through:
Refrigerant: R134A and is fitted with a crankcase oil heater.
Evaporation temperature: 5.0°C • Supply and exhaust air filters
Condensing temperature: 48.8°C • Mixing chamber for fresh and recirculated air
Control System
Cooling capacity: 186.8kW • Steam heating coils
Power consumption: 44.3kW The refrigeration plant is controlled by a SICLIMAT SAPHIR PLC with an
• Humidifier chamber
Capacity steps: 33, 66, 100% operator/display screen. All inputs and outputs on the PLC are transmitted as
• Cooling evaporator coils both digital and analogue. The status of the PLC is indicated by four LEDs on
Condenser/Receiver • Rotary heat exchanger (enthalpy wheel) the front of the PLC indicating its status, these are:
Manufacturer: Hi-Air Korea Co. Ltd., Korea • Ctrl - flashes when control task is running
Type: Shell and tube Ventilating air is blown into the distribution trunking and supplies cabins and
• Fault - illuminated if system fault occurs
public room in the accommodation. Replacement air may be drawn into the
Model: CRKC501917
system either from outside or from inside the accommodation through the • Com - illuminated when communication is started
Number of condensers: 2 exhaust trunking. All cabin ventilation units are set to supply the air quantity
• Ok - flashes when controller is OK
Water inlet temperature: 36.0°C assigned to the individual cabin or room. The air quantity to any individual
Water outlet temperature: 39.4°C cabin may be adjusted by means of the control lever on the cabin unit.
From the operator panel the operator may adjust temperature and humidity
Water flow: 59.0m3/h settings, start/stop the air handling units and the compressors. All measuring
During cold conditions the air is preheated in the air handling unit with
Pressure drop: 3.9mwg values showing the status of the plant may be read on the touch screen display.
subsequent reheating in the cabin unit, which is fitted with an electric heater
The desired set point and limit values are also entered or adjusted by use of
Air Handling Unit capable of increasing the temperature to maintain the desired room temperature.
this screen.
Temperature regulation is effected by means of a room thermostat.
Manufacturer: Novenco A/S, Denmark
The unit is menu-driven from the keys on the screen display. Function, numeric
Model: CLIMASTER ZCR 18/8 (R and L) The rotary (enthalpy wheel) heat exchanger unit reduces the cooling or heating
and control keys are incorporated in the screen. The basic displays are:
Number of sets: 2 load on the system. When cooling is required, the incoming air is hotter than
the outgoing air and so the incoming air is cooled by the exhaust air being • Current values/conditions
Capacity: 135kW cooling
vented. When heating is required, the incoming air is colder than the outgoing • Set point values (safety, capacity)
151kW heating air and so the incoming air is heated by the exhaust air being vented. With
Fan speed: 3,298 rev/min supply heating or cooling coils in use, the unit is designed to operate with 100% fresh • Alarm status
2,890 rev/min exhaust air supply. This ratio may be varied manually using the dampers in the air inlet
trunking in line with the actual climatic conditions. The inlet and return filters When the screen is touched the operator will see the root display, from this
Humidifier are of the washable mat type and heating is provided by coils using steam as screen the compressor, rooms or plant status displayed are accessed. Touching
Manufacturer: Walter Meier Ltd., Switzerland the heating medium. the appropriate label on the screen brings up the desired display graphic, from
which any adjustments are made.
Type: Steam generator
Cooling is provided by a direct expansion R-134A refrigeration system. The
Model: Condair CP3-F35 plant is automatic and consists of two compressor/condenser units supplying
Capacity: 35kg/h the evaporators located in the accommodation air handling units.
Illustration 2.14.3b Air Conditioning Vent Duct Arrangement
Key
Return Air Fresh Air Inlet / Supply Air
Exhaust Air
Exhaust Air
Supply Air
Recirculation Return Air
Damper
Damper
1 Fresh Air Inlet
1 - Weathertight Door with Louvre
Return from
Common Rooms 2 - Fire Damper
and Alleyways
3 - Galley Supply Fan
Air Handling Unit (Port)
4 - Galley Exhaust Fan
5 - Galley Air Conditioning

Supply to 6 - Carbon Filter
Accommodation
7 - Carbon Filter Supply
Return from
Air Handling Unit (Starboard) Bathrooms
Exhaust Fan
for Toilet
1 Fresh Air Inlet
Recirculation
Damper
Supply Air
Exhaust Air
Return Air 1
Fan Room - B Deck
1
Carbon Filter
Air Conditioning Room - Upper Deck 4
1 Supplement Air 2
6 Carbon Filter 3
Supply Fan
1 6
Exhaust Air
1 5
1
To Open Air
Compressor Screen Display To Start the Air Conditioning Compressor To Stop the Compressor for Short Periods
When the COMP.1 option is selected, details of compressor No.1 are displayed, a) The compressor crankcase heater should be switched on at least
they include an information line indicating whether the machine is running, a) Close the condenser liquid outlet valve.
6 hours before starting.
stopped, ready, in a low suction pressure stopping phase, or if there is an alarm
condition, and the running hours of the machine. Data for compressor No.2 is b) Allow the compressor to pump out the system so that the low
b) Check that the sump oil level is correct.
viewed by touching the arrow sign for next screen. level pressure cut-out operates.
c) All stop valves in the refrigerant line, except the compressor
c) Isolate the compressor motor at the control panel.
Air Handling Unit (AHU) Screen Display suction, should be opened and fully back-seated to prevent the
pressure in the valve reaching the valve gland.
When the AHU FAN1 option is selected, the operation data for the No.1 AHU d) Close the compressor suction valve.
is displayed. Data for No.2 AHU is viewed by touching the arrow sign. d) Ensure that the LT cooling water system is available.
e) Close the compressor discharge valve.
Alarms e) Open the valves for the condenser cooling water. Check that
f) Close the condenser cooling water inlet and outlet valves.
there is sufficient flow.
The control unit monitors the system and initiates an alarm in the central
alarm and monitoring system if any of the system operational parameters are g) Switch on the crankcase heater.
f) Open the compressor suction valve, one turn only.
exceeded. The operator will then use the alarm function screen to acknowledge
and view the alarm. The alarm code will be displayed in the information line.
g) Set the required air temperature and other operational control To Shut Down the Compressor for an Extended Period
A complete alarm list is shown in the manufacturer’s manual.
parameters with the GP2400T control panel. If the cooling system is to be shut down for a prolonged period, it is advisable
to pump down the system to the condenser and isolate the refrigerant gas
Operating Procedures h) Start the compressor. charge. Leaving the system with full refrigerant pressure increases the risk of
To Start the Ventilation System leakage, especially through the compressor shaft seals.
i) Open the suction valve slowly, ensuring that no liquid refrigerant
a) Check that the air filters are clean. is allowed to enter the compressor. a) Shut the liquid outlet valve from the condenser.
b) Set the air dampers to the outside position. j) Ensure that the suction pressure is above the cut-out point. b) Run the compressor until the low pressure cut-out operates.
c) Start the supply and exhaust fans. c) After a period of time the suction pressure may rise, in which
When Running
case the compressor should be allowed to pump down again
WARNING a) Check the inlet and outlet pressure gauges.
until the suction pressure remains low.
It is essential that no water should be lying in the air conditioning system
as it may encourage the growth of legionella bacteria, which may cause b) Check the oil level and oil pressure.
d) Shut the compressor suction and discharge valves.
serious illness or death in affected personnel. Drains should be kept
clear and all areas where water may accumulate should be cleaned and Compressor - Running Checks e) Close the outlet valve from the filter/dryer.
sterilised at frequent intervals.
• Check the lubricating oil pressure daily. f) Close the inlet and outlet valves on the cooling water to the
• Check the crankcase oil level daily. condenser.
• Check the suction and discharge pressure daily. g) The compressor discharge valve should be labelled as closed
• Check the oil temperature, refrigerant gas suction and discharge and the compressor motor isolated to prevent possible damage
temperatures, and motor bearing temperature daily. from inadvertent starting.
• A periodic check should be kept on any undue leakage at the
shaft seal.
Air Conditioning Vent System Recirculation mode may also be used during cargo operations to reduce the
possibility of gases and vapours entering the accommodation. In this situation
the normal deck inlet and outlet vents should be sealed by closing the watertight
Accommodation Carbon Filter Unit
dampers/doors over the louvres. The door for the inlet to the carbon filter unit
Manufacturer: Novenco A/S, Denmark should then be opened and the fan started, supplying filtered make-up air to
Model: GDM-SS-O-1x1.5 the air handling units.
Number of sets: 1
As the quantity of air supplied by the carbon filter fan is greater than that
Fan capacity: 4,800m3/h removed by the sanitary fan, a positive air pressure is developed inside the
Fan speed: 1,801 rev/min supply accommodation. This pressure ensures that any leakage will be outwards.
A similar fan and filter is provided to supply filtered air to the galley air
Galley Supply Carbon Filter Unit
conditioning unit. Operation is carried out in the same manner.
Manufacturer: Novenco A/S, Denmark
Model: GDM-SS-O-0.5x1
Number of sets: 1
Fan capacity: 1,200m3/h
Fan speed: 2,053 rev/min supply
Description
The accommodation ventilation system comprises the air handling units, each
with supply and exhaust fans, the sanitary exhaust fan which draws air from
the bathrooms and public toilets. A carbon filter unit with separate supply
fan is provided to supply make-up air when the system is operating on total
recirculation.
The galley is provided with a separate system of supply and exhaust fans, air
conditioning unit and a carbon filter unit.
Operation
Under normal operating conditions the system is operated in the single pass
mode with fresh air being drawn from the outside and being cooled/heated in
the air handling unit prior to being supplied to the accommodation. The return
air is then totally vented to atmosphere.
In extreme conditions, both hot and cold, part or all of the return air may be
mixed with the incoming air to raise/lower the temperature. This may also
be necessary in the event of failure of the rotating heat exchanger (enthalpy
wheel).
The sanitary exhaust fan removes 10% of the total air supply, when in
recirculation mode, this loss is compensated for by drawing the required
amount of fresh air in through the normal inlets on deck.
2.14.4 Miscellaneous Air Conditioning Units Procedure for the Operation of the Package Air Conditioning Shutting Down
Units a) Turn the selector switch to the OFF position.
Package air conditioning units are provided to supply the bridge, galley and the
following machinery spaces, converter room, workshop and control room. A separate booster system in the LT cooling water system is provided to ensure The package air conditioning unit will shut down, but with the main power
adequate cooling water is available to the package air conditioning units. switch still in the ON position, the compressor crankcase heater will remain
Manufacturer: Hi-Air Korea Co. Ltd., Korea This may be bypassed when only the package units in the engine room are in on.
Bridge/Wheelhouse service.
b) Close the condenser cooling water inlet and outlet valves.
Position: Wheelhouse starboard aft a) At the cooling water booster pumps on the starboard aft side of
Model: HIP - 05WG the engine room upper platform, open the pump inlet and outlet Under normal circumstances the package air conditioning unit is turned off
No. of sets: 1 valves. using the above procedure. If the compressor unit needs to be isolated for
Cooling capacity: 15,000kcal/h maintenance, the maintenance manual must be consulted in order to ensure that
b) Close the pump bypass valve. no refrigerant gas is released.
Power consumption: 5.4kW, 440V, 60Hz
Engine Control Room Unit c) Start the cooling water pump, ensure the correct discharge
Maintenance
pressure is obtained.
Model: HIP - 05WME Routine maintenance of the package air conditioning units is limited to
No. of sets: 1 inspection and the cleaning of the filter elements on a monthly basis.
Starting
Cooling capacity: 15,000kcal/h
a) Turn the main power switch to the ON position. This
Heating capacity: 16kW (13,760kcal/h) - electric
automatically switches on the compressor crankcase heater, and
Power consumption: 5.4kW, 440V, 60Hz the heater should be turned on at least 12 hours before the unit
Frequency Converter Room Unit is operated.
Model: HIP - 03WG b) Ensure that the LT fresh water cooling system is operating and
No. of sets: 1 open the inlet and outlet valves to the individual package air
Cooling capacity: 9,000kcal/h conditioning unit.
c) Open the condenser refrigerant inlet and outlet valves.
Workshop Unit
Model: HIP - 05WG d) Check for any signs of leakage of refrigerant and lubricating
oil.
No. of sets: 1
Cooling capacity: 15,000kcal/h e) Ensure that the air filter is clean.
f) Turn the unit’s control switch to FAN and check that the fan
Galley Unit
operates correctly.
Position: Fan room on B deck
Model: HIP - 05WDE g) Turn the control switch to COOL if cooling is required or to
No. of sets: 1 HEAT if heating is required.
Cooling capacity: 15,000kcal/h)
h) The outlet air temperature may be regulated by changing the
Heating capacity: 15kW (12,900kcal/h) - electric setting on the BR6 digital control unit.
The package air conditioning unit is now operating and the temperature may
The units are all self-contained, comprising a fan, hermetic compressor, be adjusted as in item h) above.
refrigerant circuit, filters and controls, and are supplied with cooling from the
low temperature cooling water system, via the booster pump system when
required.
Illustration 2.14.5a Sewage Treatment System Vent to Vent to
Funnel Deck
Shore Discharge Shore Discharge
From From From From (Starboard)
(Port)
Accommodation Accommodation Hospital Galley
RD10 RD16
Black Water Grey Water Black Water Grey Water Upper Deck
50 50 150 100 100 50
150
50 150 100 15 50
100
Toilet Water Workshop
100 RD20
Fountain
150
RD12 150 RD21
RD09
100 100
150
Upper
RD08 100 Platform
50
80 Oil Trap
150 RD23 50 50
RD07 RD22
80
15 40
RD39
RD06 100
RD15
V10
Sewage Treatment Unit
V15
50
V10A V12 Chlorination 40
RD05
V11 V11A NaOCl Treatment
15 Air
Pump
Blowers RD13 RD14
FS
RD02
RD01 Settling
Aeration
Tank Tank
Sample
From Point Dechlorination
Working Settled 50 50 50 Key
Overboard Contact NaHSO3 Treatment
Air System Sample Sludge
Discharge Tank Pump
50 50 Point Sewage Lines
Flow
P Control Vent Lines
V1 V2 V3 Valve
Instrumentation
Vent to V5
Funnel Discharge Pump Compressed Air
RD03 RD38 RD04 (8.0m3/h x 0.18MPa)
All valve prefixed with
‘RD’ unless otherwise stated
50 25
RD34 RD37 RD36
50 Sewage
Sewage Water
Sewage 50 From Engine Room Emergency Overflow Water Dirty Bilge
Holding Service Water System Transfer Pump Emergency Water Tank
RD33 RD30 (2m3/h x 0.20MPa) Overflow
Tank (35m3)
(30m3) Store Tank
(0.5m3)
2.14.5 Sewage Treatment System Introduction 2. Settling Tank
Here the bacteria settle out and are then returned to the aeration tank by the
Sewage Treatment Unit On this vessel, drains from the water closets and hospital (black water) are air-lift tube. This draws from the bottom of the compartment and discharges
normally directed into the sewage treatment unit. However, if the unit is through a transparent pipe, allowing a check to be made on the returning
Manufacturer: Hamworthy Water Systems Ltd., UK inoperable they can be directed directly overboard, or to the holding tank. sludge. The sloping tank sides prevent the settled sludge from accumulating and
Type: Aerobic activated sludge Drains from the washbasins, showers, laundry and galley (grey water) are direct it to the suction side of the air-lift. The effluent enters the compartment
Model: Super Trident ST3A-C directed overboard when at sea. In port or restricted waters, the grey water is through a filter and stilling chamber. It then rises through the clarifier before
No. of sets: 1 collected in the sewage holding tank for later discharge. discharging into the contact tank through a weir at the top of the clarifier. A
Capacity: 4.66m3/day (30 persons) surface skimmer removes surface debris and returns it to the aeration tank.
Although the sewage treatment plant discharge pump is normally set for
Organic load: 3.0kg BOD5 per day
overboard discharge, effluent from the sewage treatment plant may also
Air Blower be retained in the sewage holding tank or discharged to shore through the 3. Contact Tank
Manufacturer: connections on the port and starboard sides of the upper deck. The effluent is retained in this chamber to allow chlorine to kill off any
Type: Rotary vane harmful bacteria. This is achieved by adding chlorine as a solution of sodium
The sewage unit treats all sewage in a three chamber system using activated hypochlorite to the effluent, which is agitated by air from the blower. The
Model: DLT25 sludge and extended aeration. Discharge of the final effluent complies with all effluent absorbs the required amount of chlorine before being finally discharged
No. of sets: 2 present Port State Regulations, including those of the US Coastguard. overboard.
Power: 0.9kW, 440V, 60Hz, 3,600 rpm The discharge may be controlled manually or automatically. The control
Sewage Treatment Unit
equipment includes facilities for high level control and alarm functions,
Discharge Pump
using signals from float switches fitted in the treatment tank. The contents
Manufacturer: Herborner Pumpenfabrik J.J. Hoffman, Denmark The sewage treatment unit consists of three separate tanks through which
of the contact chamber may be discharged manually by turning the pump
the sewage passes, during that passage through the tanks, bacteria effectively
Type: Centrifugal, horizontal mode selector switch to the HAND position, or automatically by turning the
breaks down the raw sewage so that the discharge into the final tank is clean
Model: 4/HK50 discharge pump mode selector switch to the AUTO position. If HAND is
water. This cleaned water is treated with chlorine to destroy harmful pathogens
No. of sets: 1 selected the pump is started and stopped locally and the operator must ensure
before it is discharged overboard. Because the sewage is continuously being
Capacity: 8.0m3/h at 0.18MPa that the pump is stopped before the contact compartment is empty, as dry
digested by bacteria it is essential that there is a steady supply of raw sewage
running of the pump could cause damage. When the mode selector switch is
Power: 3.7kW, 440V, 60Hz, 3,600 rpm to the tank, in order to ensure that the bacteria can thrive. Should the sewage
in the AUTO position the discharge pump will start when the high level float
supply be restricted, the bacteria will become inactive, and if a sewage supply
Chemical Treatment Unit switch is activated and stop by activation of the low level float switch. The
is withheld for a prolonged period, most of the bacteria will die. When the
contact compartment overflows to the sewage overflow tank, this provides a
Manufacturer: Grundfos Alldos International AG, Switzerland sewage supply is restored it will take about 10 days for an effective bacteria
reserve in the event that discharge from the sewage unit is not possible. This
Type: Diaphragm, variable stroke charge to develop and for the sewage treatment plant to become effective again.
tank is discharged with a dedicated pump to the holding tank, overboard or the
Model: DDI 209D chlorination For this reason it is essential that the sewage treatment plant remains fully
deck connections.
operational at all times, even on a long oceanic passage. The bacteria charge
DMI 208 dechlorination
may be destroyed by some disinfectants and commercial chemicals used for
No. of sets: 2 (1 each) If the ship is in port for a prolonged period, or in dock, and discharge from the
cleaning lavatory pans. Non-approved cleaners should never be used.
Capacity: 0.005~20.0l/h maximum sewage system is not permitted, the contents of the contact compartment must
Power: 240V, 60Hz be discharged to a shore reception facility.
Note: The use of inappropriate disinfecting chemicals for cleaning lavatory
Emergency Sewage Transfer Pump pans, or the disposal of such chemicals in lavatory pans, will kill the bacteria
in the sewage treatment plant and such practices are forbidden. Alarms
Manufacturer: Shinko Industries Ltd., Japan
A high level alarm in the contact tank is activated if the high level switch is not
Type: Centrifugal, horizontal
1. Aeration Tank reset within a set time period of it being activated. The switch is reset when the
Model: SHJ70M compartment level falls, indicating that the pump is operating. A thermal relay
No. of sets: 1 The incoming sewage enters the aeration chamber, here it is digested by alarm will indicate overcurrent in the pump motor.
Capacity: 2.0m3/h at 0.20MPa aerobic bacteria and micro-organisms. The process is assisted by the addition
of atmospheric oxygen delivered by the air blower. The resulting CO2 is vented
Power: 3.7kW, 440V, 60Hz, 3,600 rpm Note: Rules governing the discharge of raw sewage must be complied
to deck and the water and bacteria cells displaced into the settling chamber.
with at all times and the discharge of raw sewage overboard must only be
One blower must be operating at all times in order to supply air to the air-lifts
contemplated should the sewage unit not be serviceable. The bacterial action
and for aeration of the sewage. The air also agitates the effluent and ensures
requires a regular supply of raw sewage and the discharge of raw sewage
mixing of the sewage and bacteria and supplying essential oxygen.
overboard can impair effective bacterial action.
Illustration 2.14.5b Sewage Treatment Unit
HAMWORTHY WATER SYSTEM LTD

Key Vent to Funnel Hamworthy SEWAGE TREATMENT PLANT
Sewage DISCHARGE
POWER BLOWER
PUMP
AVAILABLE RUNNING
Vent/Drains RUNNING
440V Supply
Electrical Signal
Compressed Air
To Alarm
System DOSING BLOWER
DISCHARGE
PUMP
CONTROL SELECTION
CONTROL
0
Black Water 0 0 1
Inlet
PI
DOSING
HIGH LEVEL
ALARM LOW LEVEL
ALARM
ALARM
Air Blowers
Overflow to Sewage
Emergency Overflow Tank
High
Aeration Tank Settling Contact Alarm
Tank Tank Level
Switch
High
Level
Switch
Low
Level
To Overboard
Switch
Discharge
Pump
Procedure for Operating the Sewage Treatment Plant d) Select and start one air blower. Ensure that the blower is Sewage Discharge to Deck/Shore
operating correctly and supplying air to the sewage treatment
a) Set the system valves as in the following table: plant. Check that the air-lift systems are operating. When in confined waters where the discharge of treated sewage overboard is
prohibited, and the holding tank is approaching capacity, it may be necessary to
Position Description Valve e) Turn the discharge pump mode selector switch to the AUTO discharge the treated effluent to an approved shore or barge reception facility.
position and turn the starter switch to the START position. When the discharge hose has been connected.
Open Overboard discharge valve RD01
Closed Blowing air valve from working air system RD02 f) Check that the discharge pump has the correct rotation. a) Ensure that the treatment unit contact tank is at minimum
Open Discharge pump to overboard valve RD03 level.
Closed Discharge pump to deck discharge valve RD04 g) Check that there is sufficient chlorine solution in the treatment
Open Overboard discharge line valve RD05 tank for addition to the contact tank. b) Set the system valves as follows, assuming port discharge:
Closed Overboard discharge line vent valve RD06
Closed Hospital line valve to overboard RD08 Note: The chlorine dosing rate may need to be adjusted depending upon the Position Description Valve
throughput of the sewage plant. Closed Aeration tank suction valve V1
Closed Accommodation line valve to overboard RD09
Open Accommodation line valve to treatment unit RD12 Closed Settling tank suction valve V2
h) Check that the discharge pump is operating correctly in response
Open Accommodation line inlet valve to treatment unit RD13 Closed Contact tank suction valve V3
to the float switches in the contact tank.
Open Hospital line inlet valve to treatment unit RD14 Open Sewage unit discharge pump flow control valve V5
Open Engine room WC line valve RD15 i) Check that ample air is being supplied and that sludge is being Closed Discharge pump to overboard valve RD03
Open No.1 blower outlet valve V10 returned to the activation tank from the settling tank. Open Discharge pump to deck discharge valve RD04
Closed No.2 blower outlet valve V10A Open Port deck discharge valve RD10
j) The sewage treatment plant is now in operation. Closed Starboard deck discharge valve RD16
Set No.1 blower pressure regulator valve V20
Set No.2 blower pressure regulator valve V20A Closed Flushing/priming valve from service water system RD30
k) The discharge pump will only operate when the chlorine contact
Set Aeration control valve V11 tank is full enough to activate the high level float switch. Open Discharge pump suction valve from holding tank RD33
Set Aeration control valve V11A Closed Inlet valve to sewage holding tank RD34
Sludge will build up in the aeration and settling tanks and this requires removal Closed Sewage transfer pump suction valve RD36
Set Air lift control valve V12
to ensure that the sewage unit remains effective. It is not permissible to Closed Sewage transfer pump discharge valve RD37
Set Contact tank agitation air control valve V15 discharge this sewage sludge in many areas, so planning is necessary to ensure
Closed Aeration tank suction valve V1 Closed Grey water line valve to sewage holding tank RD38
that all sewage sludge is discharged before it becomes a problem.
Closed Settling tank suction valve V2
c) Operate the discharge pump until the required quantity has been
Open Contact tank suction valve V3 CAUTION discharged from the sewage holding tank.
Open Discharge pump flow control discharge valve V5 Sewage treatment unit chambers may only be discharged overboard
Closed Flushing/priming valve from service water system RD30 when the vessel is in waters where such discharges are permitted.
Closed Discharge pump suction valve from holding tank RD33
The chlorine level in the contact tank must be checked regularly, if the residual
Closed Inlet valve to sewage holding tank RD34
chlorine content is less than 8ppm, the treatment level must be adjusted.
Closed Sewage transfer pump suction valve RD36
Closed Sewage transfer pump discharge valve RD37 The effluent is further treated with sodium bisulphite, after the discharge pump,
Closed Grey water line valve to sewage holding tank RD38 when required. This reduces the chlorine level in the final discharge to less than
1ppm.
b) The sewage treatment plant should be initially filled with water
and activated sludge added if available. This will not be required
WARNING
when the unit has been operating previously.
Care must be taken in the storage and handling of sodium hypochlorite
c) Turn the sewage treatment plant main switch to the ON solution. It must never contact bare skin and must not be exposed to high
position. temperature or fire, as both chlorine and oxygen will be produced.
The Transfer from the Overflow Tank to the Holding Tank Every Three Months For situations when direct discharge overboard is not permitted, the valves are
set as follows:
• Check that air flows are balanced and correct.
The 0.5m³ emergency sewage overflow tank contents are transferred to the
30m³ sewage holding tank with the dedicated transfer pump. • Check all compartment vents are clear. Position Description Valve
a) Verify the sewage holding tank has space for the transfer. • Clean the air blower suction strainer. Closed Blowing air valve from working air system RD02
b) Set the sewage transfer system valves as follows: Closed Discharge pump to overboard line valve RD03
• Check chlorination pump calibration.
Closed Discharge pump to deck discharge valve RD04
Position Description Valve • Check dechlorination pump calibration. Closed Grey water line valve to overboard RD07
Closed Sewage unit discharge pump flow control valve V5 Closed Oil trap bypass valve RD20
Closed Discharge pump to overboard valve RD03 • Review daily log sheets to assess performance. Open Oil trap inlet valve RD21
Closed Discharge pump to deck discharge valve RD04 Open Oil trap drain valve to dirty bilge water tank RD22
Open Inlet valve to sewage holding tank RD34 Closed Oil trap outlet valve RD23
Grey Water System
Open Sewage transfer pump suction valve RD36 Open Inlet valve to sewage holding tank RD34
Description
Open Sewage transfer pump discharge valve RD37 Closed Sewage transfer pump discharge valve RD37
On this vessel, drains from accommodation scuppers, washbasins, showers, Open Grey water line valve to sewage holding tank RD38
Closed Grey water line valve to sewage holding tank RD38
laundry and galley (grey water) are directed overboard when at sea. In port
Closed Oil trap outlet to overboard line valve RD39
or restricted waters, the grey water is collected in the sewage holding tank for
c) Start the emergency overflow pump and observe the content
later discharge.
level in the emergency overflow tank. In the above situation the drains from the accommodation are being collected
in the sewage holding tank, whilst those from the galley are directed into the
The drains from the galley are normally directed through the oil trap which
d) Stop the pump when the operation is complete and isolate the dirty bilge water tank.
removes cooking oil and fats, these are retained for manual removal. If it is
valves indicated in the preceding table.
not permitted to discharge the cleaned water overboard, it is directed through
the drain valve to the dirty bilge water tank in the engine room. A separate
e) Return the sewage system to the required operational status. overboard line may be used to bypass the oil trap when cleaning.
Either discharging to the sewage holding tank or to overboard.
Drains from the engine room washbasins, water fountain and toilet scuppers
Maintenance are led directly to the dirty bilge water tank.
Daily Checks For operation with direct discharge overboard the valves are set as follows:
• Check that the sludge is being returned to the activation tank
from the settling tank. Position Description Valve
• Check that the discharge pump and duty air blower are
Closed Blowing air valve from working air system RD02
operational.
Open Grey water line valve to overboard RD07
• Check that the chlorination unit is functioning correctly and Closed Oil trap bypass valve RD20
replenish as necessary. Open Oil trap inlet valve RD21
Closed Oil trap drain valve to dirty bilge water tank RD22
Every Three Days Open Oil trap outlet valve RD23
• Desludge settling tank. Closed Grey water line valve to sewage holding tank RD38
Open Oil trap outlet to overboard line valve RD39
• Clean contact tank.
When the grey water is being directed into the sewage holding tank, the
discharge from the sewage unit discharge pump is also directed into this tank.
Weekly Checks
• Check the residual chlorine level.
2.14.6 garbage Management Illustration 2.14.6a Regulations for Garbage Disposal at Sea
Summary of Regulations
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution REGULATIONS FOR GARBAGE DISPOSAL AT SEA
by Garbage from Ships, controls the way in which waste material is treated on
board ships. (ANNEX V OF MARPOL 73/78)
Although it is permissible to discharge a wide variety of garbage at sea, *** OFFSHORE
preference should be given to disposal utilising shore facilities where available. GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS &
A summary of the garbage disposal regulations is given below. ASSOCIATED VESSELS
The special areas are as follows: PLASTICS - INCLUDES

SYNTHETIC ROPES, FISHING DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
• The Mediterranean Sea
NETS AND PLASTIC BAGS
• The Baltic Sea
• The Black Sea FLOATING DUNNAGE, LINING
> 25 MILES OFFSHORE DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
AND PACKING MATERIALS
• The Red Sea
• The Persian Gulf PAPER, RAGS, GLASS, METAL,
• The North West European Waters BOTTLES, CROCKERY AND > 12 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
SIMILAR REFUSE
• The Gulf of Aden
• The Antarctic * ALL OTHER GARBAGE
INCLUDING PAPER, RAGS,
• The Wider Caribbean Area GLASS, etc. COMMINUTED OR > 3 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
GROUND
Garbage Outside Special Areas

FOOD WASTE NOT
> 12 MILES > 12 MILES DISPOSAL IS PROHIBITED
COMMINUTED OR GROUND
1) Disposal of plastics, including plastic ropes and garbage bags,
are prohibited. * FOOD WASTE COMMINUTED
OR GROUND > 3 MILES > 12 MILES > 12 MILES
2) Floating dunnage, lining and packaging are allowed over 25
miles offshore.
3) Paper, rags, glass, bottles, crockery and other similar materials MIXED REFUSE TYPES **** **** ****
are allowed over 12 miles offshore.
4) All other garbage including paper, rags etc, are allowed over 3 * COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH
miles offshore. SIZE NO LARGER THAN 25MM.
5) Food waste can be disposed of in all areas over 12 miles ** GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH
offshore. REGULATION 5(4)B OF ANNEX V.
*** OFFSHORE PLATFORMS AND ASSOCIATED SHIPS INCLUDE ALL FIXED OR FLOATING PLATFORMS
ENGAGED IN EXPLORATION OR EXPLOITATION OF SEABED MINERAL RESOURCES, AND ALL SHIPS
ALONGSIDE OR WITHIN 500M OF SUCH PLATFORMS.
**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCES HAVING DIFFERENT DISPOSAL OR
DISCHARGE REQUIREMENTS, THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.
Due regard should also be taken of any local authority, coastal, or port There are procedures for the collection, disposal, processing and storage of
regulations regarding the disposal of waste. To ensure that the annex to garbage and these must be complied with.
MARPOL 73/78 is complied with, waste is treated under the following cases:
• Food waste Collection Facilities
• Combustible dry waste, plastic and others
The garbage room, located on A deck at the starboard side of the engine casing,
• Non-combustible dry waste acts as the central collection area for all garbage from the accommodation areas
• Other waste, including oily rags and cans and chemical cans of the ship. Each cabin is provided with two garbage containers, one for plastic
waste and one for other waste. Garbage is collected from cabins on a frequent
basis and taken to the garbage room for storage and packaging into larger
Garbage Disposal Procedures containers for subsequent disposal.
Food Waste
Larger items of garbage for disposal which cannot conveniently be stored in
Food waste production for approximately 50 people is given as 15 to 25kg per the garbage room are stored in other suitable locations where safe storage is
day or 75 to 125 litres per day without compacting. available.
The daily food waste produced is collected in bags in the galley and transported When disposing of garbage ashore, harbour regulations must be complied with
by hand to the garbage room, located on A deck at the starboard side of the at all times and only approved collection agents and disposal facilities must be
engine casing. used. A record must be kept of all garbage disposals.
Dry Waste
Dry waste production for approximately 50 people is given as approximately
30kg per day or 1,000 to 1,500 litres per day without compacting.
The volume can be reduced by a factor of 5 by shredding or compacting the

waste.
Dry waste from the accommodation is collected in the waste management

room and compacted.
Dry waste from the engine room is taken directly to the garbage room.
Other Waste
Cans that have contained oils or chemicals must be stored in the garbage room
before discharge ashore.
The Maersk company Garbage Management Plan procedures must be complied

with at all times. This plan has designated individuals who are responsible
for:
• Garbage management procedures
• Disposal of garbage
• The collection of garbage
• The processing of garbage
• The storing of garbage
2.15 Inert Gas System
2.15.1 Inert Gas Generator
2.15.2 Operation
2.15.3 Oxygen Analyser
Illustration 2.15.1a Inert Gas System - Deck
Key
1 - Ventilation Plate for Lower Section of Ballast Tank

2 - Hose Connection from the Inert Gas Main Line
3 - Hose Connection for Top Section of Ballast Tank
3
1
2
Cargo Oil Tank Cargo Oil Tank

(Port) (Starboard)
VEC
Control
Water Ballast Tank (Port) Water Ballast Tank (Starboard)
No.7 Ballast Tank No.6 Ballast Tank No.5 Ballast Tank No.4 Ballast Tank No.3 Ballast Tank No.2 Ballast Tank
(Port) (Port) (Port) (Port) (Port) (Port)
No.1 Ballast Tank
Slop Tank Residual No.6 Cargo Oil Tank No.5 Cargo No.4 Cargo No.3 Cargo Oil Tank No.2 Cargo Oil Tank (Port)
(Port) Tank (Port) (Port) Oil Tank Oil Tank (Port) (Port)
(Port) (Port)
BN102 BN104
No.1 Cargo
BN69
BN98 BN100 Oil Tank
(Port)
PT BN71 BN73 BN106 BN75 BN106 BN77 BN79 BN81

BN68
PT
LL BN89 BN90 BN91 BN92 BN93 BN94
PI
BN19 BN106
BN176 BN95
BN18
BN16 BN177 To BN20 BN67 BN70 BN72 BN74 BN76 BN78 BN80 BN21
BN14 Ballast BN106 BN106 Pressure
System BN175 BN99 BN101 No.1 Cargo
Vacuum Breaker
BN13 Oil Tank
(Upper Deck)
Deck (Starboard)
No.6 Cargo IG No.5 Cargo BN103 BN105
Seal No.4 Cargo
Slop Tank Oil Tank External Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank
Oil Tank
(Starboard) (Starboard) Supply (Starboard) (Starboard) (Starboard) No.1 Ballast Tank
(Starboard)
No.7 Ballast No.6 Ballast No.5 Ballast No.4 Ballast Tank No.3 Ballast Tank No.2 Ballast Tank (Starboard)
BN15 Tank (Starboard) Tank (Starboard) Tank (Starboard) (Starboard) (Starboard) (Starboard)
To Cargo
System
From Inert Gas
Generator Room
2.15 Inert Gas System Introduction Working Principle
2.15.1 Inert Gas Generator The inert gas plant, which is installed in a dedicated space adjacent to the engine The Inert Gas Generator (IGG) is designed to process supplies of fuel oil and
room, produces inert gas that is used to provide protection from explosion in air into inert gas. It consists of a combustion unit and integrated scrubber. The
Manufacturer: Aalborg Inert Gas Systems BV the cargo oil and slop tanks. This is achieved by reducing the oxygen content burner unit comprises pilot and main burners with the combustion chamber.
in the tanks below that required to allow combustion. A slight over-pressure Sea water is supplied from a dedicated pump to cool and wash the products
(Smit Gas Systems BV)
in the tanks should be maintained at all times to prevent dilution of the inert of combustion and also cools the combustion chamber jacket. In the event of
Model: Gin 4375 - 0.15 FU atmosphere with air. pump failure the discharge from either of the bilge, fire and GS pumps may be
Capacity: 4,375m3/h at 0.15MPa connected into the supply line in order to operate the IGG.
During the discharging of the cargo, liquid pumped out of the tanks is replaced
by inert gas. At all times, pressure of the inert gas in the tanks is maintained The combustion air supplied by one of the two fans and diesel oil is supplied
Associated Equipment slightly above atmospheric. by one of the two fuel pumps. The fuel is atomised as it leaves the burner
Scrubber Pump nozzle and mixes with the air prior to ignition. Combustion takes place in the
The operating principle is based on the combustion of a low sulphur content downstream combustion chamber under near stoichiometric conditions.
Manufacturer: Shinko Industries Ltd., Japan fuel and the cleaning and drying of the exhaust gases.
Model: GVD260-2M Fuel for the pilot burner is supplied via solenoid valves and is only activated
Capacity: 318m3/h at 0.60MPa The inert gas plant comprises of the inert gas generator, including the scrubbing for the short period necessary to ignite the main burner.
tower unit, two air supply fans, an effluent water seal, a fuel supply unit, deck
seal and the instrumentation/control system. Note: Stoichiometric conditions are those in which the exact quantity of
Deck Seal Pumps oxygen required to burn the combustible elements of the fuel is supplied.
The plant burns marine diesel oil (MDO) at 321kg/h providing 4,375m3/h of If this was achieved and complete combustion took place, there would be
inert gas when running at full capacity. This is sufficient to maintain the inert no oxygen in the gas produced. This desirable situation is very difficult to
Model: HJ40M-2M atmosphere in the cargo tanks during discharge. achieve efficiently and therefore there will usually be an excess of oxygen
No. of sets: 2 which must be limited when supplying inert gas.
Capacity: 3.0m3/h at 0.55MPa When gas freeing or inerting empty tanks the system capacity is such that a
maximum of two tanks may be purged efficiently at any one time. This will The combustion gases pass through the scrubber and are cleaned and cooled
provide sufficient gas flow into the tank to thoroughly mix the gaseous contents by a counter-flowing copious supply of sea water from the IGG sea water
Fuel Oil Pumps and minimise pockets of vapour. pump. The water droplets are the removed in the demister and then the cooled
Manufacturer: HP and cleaned inert gas is supplied to the deck main through the deck seal. Any
The quality of the inert gas produced is as follows: excess pressure is vented to atmosphere at the funnel top, this also occurs if the
Model: NVBGRG-D-3-10
No. of sets: 2 Inert gas delivery rate (m3/h) 1,000 ~ 4,375 oxygen content of the gas is too high.
Capacity: 0.69m3/h at 0.40MPa Inert gas composition (% vol) O2 2 to 4%
The products of the combustion are mainly carbon dioxide, water and small
Inert gas composition CO2 14% maximum quantities of oxygen, carbon monoxide, oxides of sulphur and hydrogen. The
Centrifugal Supply Fans Inert gas composition CO (max) 500ppm nitrogen content is generally unchanged during the combustion process and the
inert gas produced consists mainly of 85% nitrogen and 14% carbon dioxide.
Manufacturer: Rotodyne Ventilatoren BV, The Netherlands Inert gas composition SO2 (max) 50ppm
Model: CV-250/1025-P50S Nitrogen balance to 100% Balance The inert gas system can also be used to supply fresh air for gas-freeing of the
No. of sets: 2 cargo tanks with the same volumetric capacity.
Inert gas composition ‘soot’ Bacharach 0
Capacity: 4,916m3/h at atmospheric pressure
The inert gas plant is stopped and started from the inert gas space adjacent to Burner Description
the engine room. This space also contains the oxygen analyser for monitoring The combustion air is supplied to the main burner by one of two fans, each
the quality of the inert gas produced. supplying 100% of the total capacity of the generator.
Fuel (MDO) is supplied at a constant pressure by the fuel pumps, which have
integral pressure relief valves. A pressure control valve is located after the
discharge valves and regulates the pressure by returning excess oil back to the
tank as required.
Illustration 2.15.1b Inert Gas Generator
Open Deck
P
Open Deck
No.1 Combustion Air Fan Funnel Top
P
PI PZA PIC
From Control BN163
Air System
No.2 Combustion Air Fan
To Deck
System
PIC BN13 BN14
IGG
DO Tank BN167 P
From DO
Transfer
System
BN1 BN164
BN183 BN165
To LT Cooling H (In IG Fan Room)
Water System PZA
TZA
TI TZA TI
From Sea Water
TI
Cooling System
TZA BN12
PT
PI PI Pilot
Burner Steam
Main BN179
Burne
r
Fuel Oil Condensate
M Pump No.1 PI Combustion
PZA
Chamber
L Scrubber
LZA Upper Deck
BN168
BN184 P No.7
Fuel Oil Fuel Oil WBT
Unit M Pump No.2 H (S)
PZA PZA PZA Calibration Air Oxygen Analyser

P
BN15
PI PI
From
Service Water
System Key
in Engine Room Calibration N2
From Sea Water Gas Bottle Fresh Water
From O2
Cooling System Unit
LT Cooling
Water System Sea Water
Inert Gas
Diesel Oil
BWL Compressed Air
A Steam
BN3 BN160 Condensate
Before ignition or start-up of the unit, and with the fuel pump running, all the Note: When gas freeing or inerting empty tanks, the system capacity is such
fuel flows back to the IGG diesel oil tank via the fuel oil pressure control valve. that a maximum of two tanks may be purged efficiently at any one time. This
This valve also serves to regulate the delivery pressure of the pump. will provide sufficient gas flow into the tank to thoroughly mix the gaseous
contents and minimise pockets of vapour.
The high-pressure atomising main burner is ignited by the pilot burner. The
fuel is directed through tangential slots, ensuring that the fuel leaves the nozzle
as a thin rotating membrane which is atomised as it mixes with the contra- Other Features
rotating combustion air. Instrument Air Cooling
The capacity control of the unit is arranged so that the burner unit moves in Flame sensors and gauge glasses of the burner unit are protected by a separate
and out of the casing, as this control movement takes place the combustion air air cooling system, branched off from the combustion air supply line.
slots increase and decrease accordingly, as does the fuel supply maintaining the
correct air to fuel ratio. Pressure Equalising Valve
CAUTION A pneumatically operated equalising valve is fitted in the IG delivery line just
before the deck seal The valve is shut when discharging to deck and opens
If a cooling water high pressure or high level alarm activates when using when the plant is shut down to ensure atmospheric pressure only is acting upon
the bilge, fire water pump, the pump must be stopped immediately. the deck seal.
Deck Seal Oxygen Analyser

The deck seal forms a liquid barrier which prevents gas leakage from the deck The oxygen is sampled by an Opsis fixed oxygen analyser with feeds to the IG
inert gas main back into the machinery spaces. This is achieved by discharging control and alarm unit in the ship’s control centre, this panel also contains a
through water, in the event of loss of discharge pressure the water will be two-pen chart recorder, recording the O2 content and the deck main pressure.
drawn back up the inlet pipe to a level determined by the pressure difference, The continued accurate operation of the analyser requires regular calibration
effectively sealing the pipe. The reservoir in the seal is constantly replenished checks, normally before each discharge.
by the deck seal pumps, the water level within the unit is kept constant with
the excess draining overboard. A steam heating coil is fitted to prevent freezing The oxygen levels at various parts of the system on deck and within the cargo
during cold weather. tanks should be verified with a portable analyser.
Note: The salinity of the condensate from this coil should be checked
Inert Gas Deck Distribution System
whenever steam is supplied. Due to infrequent use, corrosion and eventual
perforation of the coil can occur.
A single 250mm inert gas main runs the length of the main deck. The inert gas
generator discharges through the deck seal and the manually operated deck
Operating Modes isolating valve to the gas main. Distribution to the individual cargo tanks is via
150mm branch lines that terminate at the tank deckhead, these are located in
Inert Gas Mode the after end of each cargo tank.
Inert Gas Production mode operation means that the system processes supplies
of fuel and combustion air into an oxygen deficient and soot-free inert gas. It Spectacle flanges are provided so that the individual tanks can be safely
employs one fuel pump and a single combustion air fan. isolated from the IG main and these must be closed prior to preparation for
tank entry.
Air Supply Mode CAUTION
Air Production mode of operation applies when the tanks are to be gas freed If a cooling water high pressure or high level alarm activates when using
for entry or dry dock. The fuel and cooling water systems are not used and the the bilge, fire water pump, the pump must be stopped immediately.
fan simply draws in fresh air and supplies it to the deck inert gas main via the
deck seal to the selected tanks.
Illustration 2.15.2a Inert Gas Generator Control Panels
I.G.G LOCAL CONTROL

ROOM PANEL 2 I.G.G CARGO CONTROL ROOM
PANEL 3
PURGE
E R GE N C ER G E N C
INSTRUMENT AIR OPEN M M
Y
E
E
2114 OPEN
6021
TO PNEUMATIC EQUIPMENT
6001 6041
PZA-L PZA-H
1505 2105 2103 2336
FUEL OIL 1012 DELIVERY
QIRA
TZA-H 7001
CLOSED
2335
FUEL PUMP 1 OXYGEN OXYGEN ANALYSER
LOW HIGH FAILURE
BURNER
RUNNING
M
1013 FAILURE
PZA-L
1053
OVERBOARD
TZA-H
2312
ON
STOP STOP
FLAME
FAILURE
FUEL OIL 1022 2021/2121
1059 2040
PURGE
FUEL PUMP 2 GENERATOR
M
OVER
RUNNING 1023 FAILURE
INERT GAS CAPACITY
PURGE VALVE
FUEL OIL
SOURCE SUPPLY PRODUCTION 6021
M
2202
MOTOR
RUNNING
2015 MOTOR
FAILURE
LZA-H AIR PRODUCTION
AMBIENT AIR 2322
OPEN
2205
2351 CARGO CONTROL ROOM
BLOWER 1 BURNER LANCE STANDBY PICA
8008 DECK MAINLINE
FOR DELIVERY PRESSURE
M
PZA-L
2011 IN START HAND COMMON DECK SEAL WATER DELIVERY
RUNNING 2203 FAILURE
POSITION OPERATION
PZA-H
2321 FAULT PRESSURE LOW COMMON FAULT VALVE
HIGH
OVERRIDE DECKMAIN
AMBIENT AIR 2222 2419 6041 ISOLATING VALVE INERT GAS
2225
AUTOMATIC RINSING/
COOLING WATER
BLOWER 2
DRAINING ACTIVE 2340 PZA-L 2410 2450 LEVEL HIGH
2320
6111 6112
M COOLING WATER
DO NOT SWITCH OFF PRESSURE LOW LOW
OPEN
RUNNING 2223 FAILURE MAIN SUPPLY 1
RINSING
OVERBOARD
POWER FAILURE
SEA WATER WATER DRAIN GENERATOR
READY TO
STANDBY
FOR DELIVERY
OXYGEN HIGH/LOW
START LOW - LOW
AUTOMATIC
DRAINING BLOWER FAILURE
SEA WATER POWER POWER EMERGENCY PLC CANCELLED
PUMP RUNNING 24VDC FAILURE STOP BATTERY
LOW
RESET ACKNOWLEDGE LAMP TEST FUEL OIL PZA-L
PRESSURE LOW 6121
FLAME FAILURE
FLOW INDICATOR
POWER FAILURE
SEAL WATER
OXYGEN ANALYSER EMERGENCY STOP

LA-L
6104 PRESSURE / VACUUM
BREAKER
DECKSEAL
STATUS: ALARM ACTIVE OPERATING INSTRUCTIONS RESET ACKNOWLEDGE LAMP TEST POWER FROM
OVERBOARD
EMERGENCY
02 : 20,4% SUPPLY
SET ESC
IF COOLING WATER PRESSURE

HIGH OR COOLING WATER LEVEL DELIVERY DECK MAINLINE PRESSURE
RECORDER
1 - OXYGEN CONTENT 0-5%
SAMPLE GAS START / STOP CONTROLLER 2 - DECK PRESSURE 0-250 mBAR
HIGH ALARM APPEARS WHEN
USING THE BILGE/BALLAST/FIRE AALBORG
1 2 3 ON
CALIBRATION
WATER PUMP FOR COOLING GAS/N2 0 50 100 150 200 250
WATER, THE PUMP MUST BE OPSIS O2000 0 1 2 3 4 5%

CALIBRATION AIR
STOPPED IMMEDIATELY
MODE SELECT SW OVERBOARD VALVE BLOWER SELECTION COOLING WATER SUPPLY GENERATOR STANDBY FOR DELIVERY
SPACE HEATER
1 = OFF
F
1 = INERT GAS PRODUCTION 0 = CLOSE 1 = BLOWER ! START / STOP START / STOP START / STOP
2 = AIR PRODUCTION 1 = OPEN 2 = BLOWER 2 2 = ON
1 1 2 1
1 2
0 0
3
2
1
PMA
CORROSION PREVENTON
MAIN SWITCH
1 - KEEP COOLING WATER PUMP ON FOR
MINIMUM OF TWO HOURS AFTER STOP CARGO PUMP - 0 1 - CARGO PUMP
2 - ONE HOUR AFTER STOP OF COOLING SHUTDOWN SHUTDOWN
WATER PUMP, START FRESH WATER AUTOMATIC OVERRIDE
RINSING FOR MINIMUM 15 MINUTES
1
CORROSION PREVENTON
1 - KEEP COOLING WATER PUMP RUNNING
FOR MINIMUM 15MIN AFTER STOP
SMIT SMIT
0 2 - AFTER STOP OF COOLING WATER PUMP,
AUTOMATIC RINSING WITHFRESH WATER
WILL START
THIS SWITCH OVERRIDES CARGO SHUTDOWN IN CASE OF IG
DECK PRESSURE LOW LOW ALARM
TO BE USED BY AUTHORISED PERSONNEL ONLY
GAS SYSTEMS GAS SYSTEMS
2.15.2 Operation e) On the SCC control panel the GENERATOR STANDBY Illustration 2.15.2b Inert Gas Capacity Regulator and ER Panel No.5
FOR DELIVERY indication light will light up, control is now
The operation of starting and stopping of the inert gas generator plant is taken by the deck officer in the SCC by turning the START
undertaken by the engineering department. DELIVERY switch to the START position. IG Capacity Regulator
1 2 3 OK
AALBORG
INDUSTRIES 3
a) Open all valves for the associated utilities, ie, sea water, fuel, Shutting the IGG Plant Down
fresh water cooling, instrument air, overboard discharge valves 1
etc. Ensure the deck seal is in operation. In normal operations a When cargo operations have finished the deck officer will turn the START
deck seal pump is in constant operation, with the second pump DELIVERY selection switch to the off position, ‘0’. This will now shut the
delivery valve to deck and open the purge valve to atmosphere. 2 RUN 1 - IG main pressure.
as standby. Ensure the IGG space exhaust fan is in operation. Ada
Err 2 - Set point value.
b) Supply electrical power to the inert gas generator panel. The engine room should now be informed that the IGG plant may now be shut
down. 3 - % modulation position of over-capacity valve;
Normally the main power switch is left in the ON position in 100 = 100%, over-capacity valve fully closed,
order to maintain outputs to the remote panels etc. ie, full delivery to deck.
Pressing the STOP button on the local control panel once will shut down the -ve 100 indicates the % value the over-
burner unit, but leave the supply fan running in order to purge the furnace capacity valve is modulating at with the IG
c) Carry out a calibration test on the oxygen analyser. 4 main pressure higher than the set point value.
F
and uptake. If the stop button is pressed twice in rapid succession, then an
d) Ensure that the scrubber pump is set to remote operation. emergency stopping of the plant will take place with the burner and fan 4 - Toggles between set point indication and
stopping immediately. over-capacity valve position.
5 6
e) Set the mode selection switch to IG PRODUCTION. 5 - Decrease set point value.
Leave the SW scrubber pump running for a minimum of 30 minutes in order
6 - Increase set point value.
f) If all of the initiation parameters are satisfactory, the GENERATOR that the jacket and burner end plate are fully cooled down before stopping the
READY TO START indicator light will be illuminated. The pumps. AALBORG 50
generator is started by operating the green START button.
The complete starting process is fully programmed and safety The cooling water outlet and scrubber outlet line combine together by the
interlocked. working air compressor on the starboard side of the upper platform. The
combined overboard line then descends to the tank top and discharges
g) The purge line to atmosphere is opened when the generator is overboard, close to the starboard aft end of the main engine. IGG ENGINE ROOM PANEL 5
started and will remain open until the oxygen content drops
to within the required limits. At this point the supply to deck If the inert gas generator is not to be used for some time, it is recommended that
valve (BN19) will open and the purge valve (BN18) will close the sea water cooling system is flushed through with fresh water. IG OR AIR
TO DECK
INSTRUMENT AIR
PRESSURE LOW
DECK MAINLINE
PRESSURE LOW
when the selection switch in the SCC has been changed over to
START DELIVERY.
COMMON FAULT OXYGEN CONTENT DECK MAINLINE
HIGH/LOW PRESSURE LOW - LOW
The starting program runs as follows: (Page 23 of the manufacturer’s operating
instruction sets out the automatic start-up sequence time period for the plant.)
POWER
ACKNOWLEDGE FAILURE LAMP TEST
a) The supply fan purges the system with air for 60 seconds before
the pilot burner is ignited by the spark plug.
OXYGEN CONTENT COMMON FAULT
b) The pilot burner is ignited. As soon as the flame is detected the
main burner is started (85 seconds after start-up).
%
4
c) After flame detection of the main burner and flame stabilise, the
2
pilot burner is shut down (90 seconds after start-up).
0
SMIT
d) After approximately five minutes of operation the O2 content
should be within limits, at this point the STAND BY selection GAS SYSTEMS
switch can be set to ON (‘1’).
2.15.3 Oxygen Analyser Calibration of the Oxygen Analyser
The oxygen is sampled by an OPSIS 2000 fixed oxygen analyser situated in the For oxygen probe calibration, turn the control on the front of the analyser to
inert gas generator control panel in the IG space, with feeds to the IG control the required setting for the calibration gas and adjust the regulator on the bottle.
and alarm system in the Ship’s Control Centre (SCC) and the IG alarm panel Note the type and particulars of the calibration gas.
in the Engine Control Room (ECR). The IG control panel in the SCC contains
a two-pen chart recorder, recording the O2 content and the deck main pressure.
Zero Calibration
Together with a LCD display of the O2 content in the IG main after the blowers
or generator, depending which is in use. a) Using the UP ARROW key, bring the O2 content to line 2 of
the LCD screen and press the SET button to display O2 MAX
The analyser is a microprocessor-based electronic unit for the continuous ALARM 5.0% (adjustable).
monitoring of the oxygen levels in the inert gas generator outlet.
b) Using the UP ARROW key, display O2 PROBE CALIBRATION
The gas sample continuously flows through the analyser OXYTRON OM10 and then press the SET button to display SET O2 ZERO 1.5%.
sensor due to the pressure in the inert gas system. This ensures that the oxygen (Dependent on O2 content of calibration gas.)
content is continuously measured when the system is in service. The sensor
is made of Zirconium Oxide (ZrO2) and is used to obtain a measurement of c) Use the UP or DOWN ARROW keys to adjust the displayed
the oxygen content in the gas sample. The analyser has a +100mV to -10mV reading if it is not the same as the gas being used for
output signal, which is proportional to the oxygen content (0 to 21%) and this calibration.
output is the input signal for the amplifier to the O2 indicators.
d) Wait until the display reading is steady, then press the SET
When the instrument is first switched on, the upper and lower displays are button again and the probe will be zero calibrated.
illuminated for approximately three seconds and the sensor cell then warms-up
and stabilises. The unit then gives the O2 reading. e) On completion of zero calibration, a message should be
displayed to confirm the process is complete and successful or
The analyser should have been supplied with power for a minimum of two hours failed.
before being brought into service or calibrating. This is to allow the temperature
controlled sensor to stabilise at the required operating temperature.
Span Calibration
The continued accurate operation of the analyser depends upon regular a) Using the UP ARROW key, set the display to O2 SPAN.
calibration checks, this should be done before every discharge and at shorter
intervals if required. b) Press the SET button to display SET O2 SPAN 20.9%. Use the
UP or DOWN ARROW keys to adjust the displayed reading if
The oxygen content of the various sections of the inert gas system and it is not the same as the gas being used for calibration.
within the individual cargo tanks should be verified with portable analysing
equipment. c) Wait until the display reading is steady, then press the SET
button again and the probe will be calibrated.
d) On completion of zero calibration, a message should be

displayed to confirm the process is complete and successful or
failed.
2.16 Hydraulic Oil Systems
2.16.1 Deck Mooring Hydraulics
2.16.2 Hydraulic Valve System
2.16.3 Main Engine Top Hydraulic Bracing System
Illustration 2.16.1a Deck Hydraulic Power System
Upper Deck
Poop Deck
Focsle
A A
Hydraulic Power Pack

(in Bosun’s Store)
Key
Hydraulic Oil
A A
Control Connection
Portable Cargo Pump Connections

Hydraulic Power Pack
(in Steering Flat)
Remote Start / Stop
2.16 Hydraulic oil system Oil Cooler The winch shaft is driven by the hydraulic motor through a gearbox, this is of
totally enclosed watertight construction. The bottom of the gear case is also an
Type: Air cooled
2.16.1 Deck Mooring Hydraulics oil reservoir to provide splash lubrication of the gear train.
Model: OKAN II
Number: 1 A local control valve is mounted on each winch hydraulic motor and is
Manufacturer: HATLAPA Uetersener GmbH, Gemany
Fan power: 6.3kW 1,150 rpm 18,000m3/h controlled by a three-position lever which, on release, is spring-centred to
Type: High pressure the neutral stop position. The other two positions are ‘heave’ and ‘lower’.
Oil tank capacity: 1.25m3
The speed is variable, according to the amount the lever is deflected towards
Forward Power Pack the heave or lower positions, within the range of the hydraulic unit. Remote
High Pressure Pumps Hydraulic System hydraulic control positions are also provided at port and starboard sides of the
ship. Each remote control position is provided with an emergency electrical
Type: Variable displacement axial piston pump
Two separate high pressure hydraulic power packs supply the forward and aft remote stop pushbutton for the respective power pack.
Model: A11VO - NG
systems. The forward power pack is located in the focsle bosun’s store and
Number: 2 serves the forward and aft mooring winches on the upper deck and the mooring Alarm Settings
Capacity: 210 l/min x 30.0MPa (maximum) winch and two anchor windlasses on the focsle deck. This system also provides
Power: 105kW at 1,740 rpm power for the emergency cargo pump through connections located at intervals Oil Filter Clogged Alarm
on the upper deck. The aft power pack is located in the steering flat at upper
Cooler Pump platform level and serves the three winches on the poop deck. Oil Tank Level Low Alarm
Type: Vane Oil Tank Level Low Low Shutdown

Each power pack consists of an oil tank with the two main and one auxiliary
Model: VPBM 3/1.0 Oil Temperature High Shutdown (>75oC)
hydraulic pumps, together with associate electric motors and the return filter
Number: 1 mounted on top. The oil/air cooler, with electric fan, is mounted on the deck
Capacity: 120 l/min x 1.6MPa (maximum) next to the power pack and is connected with flexible hoses. The tank is Operation
Power: 4.6kW at 1,740 rpm fitted with an oil temperature monitor which will stop the pumps if the oil
temperature exceeds 75oC, and oil level float switches which activate an alarm To start either power pack in the bosun’s store or steering flat:
Oil Cooler at low level and a shut down at low low level.
Type: Air cooled a) Ensure the hydraulic tank level is sufficient.
The hydraulic systems are of the ‘open circuit’ type where the oil is drawn
Model: OKAN II
directly from the sump and delivered at constant pressure to the consumers b) Ensure that the return filter is clean.
Number: 1 before returning to the tank via the return filter. The system on deck comprises
Fan power: 6.3kW 1,150 rpm 18,000m3/h the supply and return lines, together with a leakage line from the hydraulic c) Check that there is sufficient electrical power available.
Oil tank capacity: 1.25m3 motors. When no oil is flowing the pressure control valve on the pump moves
the swash plate to minimum and maintains system pressure at minimal flow.
d) Open the accumulator isolating valve.
Aft Power Pack When a pump is started it runs up to speed with the pressure relief valve open
for the first 10 seconds. This reduces the starting current and minimises any
High Pressure Pumps e) Check that the ventilation dampers are open and start the fan.
hydraulic shock.
Type: Variable displacement axial piston pump
f) Start one or two pumps as required, wait for 30 seconds between
Model: A11VO - NG The main pumps are started and stopped manually, either singly or in parallel,
the starting of each pump.
Number: 2 depending upon the demand. The oil cooler pump and fan will operate
automatically when the oil temperature is 50oC or over. Remote start/stop
Capacity: 190 l/min x 30.0MPa (maximum) g) Check that the oil cooler fan and pump are ready to start.
pushbuttons for the separate power packs are located on deck, in the focsle
Power: 90kW at 1,740 rpm access for the forward unit and at each aft corner of the engine casing for the
aft system. A differential pressure switch on the return filter indicates when the h) Check that hydraulic power is available.
Cooler Pump
filter is dirty.
Type: Vane The system is now ready for service.
Model: VPBM 3/1.0 On the focsle deck are the two anchor windlass/mooring winches (W1 and W2)
and the forward centreline mooring winch (M1). Two winches in the fore and When supplying power to the portable cargo pump the cargo pump operation
Number: 1 ON-OFF pushbuttons should be activated at the entrance to the focsle. This
aft line situated on the upper deck, one forward (M2) and one aft (M3). On the
Capacity: 120 l/min x 1.6MPa (maximum) reduces the pump discharge pressure to that required by the pump drive
deck aft (poop) there are three winches, one on the centreline (M4) and one
Power: 4.6kW at 1,740 rpm each to port and starboard (M5 and M6). motor.
Illustration 2.16.2a Hydraulic Valve Remote Control System Above Upper Deck
Residual AD64
Tank Port
Slop No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Solenoid Valve Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
BQ131 No.6 Cargo
Cabinet Room Port Port Port Port Port Port
Oil Tank
BQ127 BQ125 Port BQ123 BQ121 BQ119 BQ117 BQ115
Solenoid
Valve
Cabinet
BQ128 BQ126 BQ124 BQ122 BQ120 BQ118 BQ116
Upper Deck
Slop Tank No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Starboard Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank Oil Tank
Engine Room Workshop Starboard Starboard Starboard Starboard Starboard Starboard
Hydraulic
Valve
Power
Pack
Upper Platform
Below Upper Deck
AD19
AD34 BQ337
AD24 AD27 AD23 AD22 AD14
Engine Room
No.7 Water
Ballast Tank AD13 AD10 AD7 AD4
Port
No.5 Water No.4 Water No.3 Water No.2 Water No.1 Water
BQ129 Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
Lower Platform AD25 AD26
Port Port Port Port Port AD1
No.6 Water
Ballast Tank
AD36 AD17 Port AD16 AD12 AD11 AD9 AD8 AD6 AD5 AD3 AD2
BQ130 Fore
Peak
Tank
AD37 AD18 AD15
QA17 QA49 No.6 Water

Ballast Tank
QA27 Tank Top QA28 No.7 Water Starboard No.5 Water No.4 Water No.3 Water No.2 Water No.1 Water
Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank
Port Sea Starboard Sea Starboard Starboard Starboard Starboard Starboard Starboard
Suction Valve Suction Valve
Key AD33 AD31 AD32

AD34
Hydraulic Oil
AD29
Illustration 2.16.2b Emergency Portable Hydraulic Handpump 2.16.2 HYDRAULIC VALVE SYSTEM Hydraulic Power Pack
The valve operating hydraulic power pack is situated in the engine room. It
Hydraulic Valve System consists of a System Power Unit (SPU), two sets of electric-driven hydraulic
pumps and a single 20 litre accumulator supplying a constant pressure
Manufacturer: Danfoss Marine Systems A/S system. Each hydraulic pump is capable of actuating two of the largest valves
simultaneously from fully open to fully closed or vice versa within 1 minute.
Model: SPU 100L Model A
1 In the event of power pack failure the accumulators will allow closing of two
7
7
Pump: 2 x gear pumps 6.8 litres/min of the largest valves within 1 minute.
Oil tank capacity: 100 litres
Accumulator capacity: 35 litres at 12.5MPa Starting and stopping of the hydraulic pumps is done at the system power
2 3 unit (SPU) in the engine room with the operation of the ON/OFF switches.
Operating pressure: 13.5MPa constant pressure system
Switching to ON will set the unit to START/ACTIVE, enabling the remote
Pressure range: 14.5MPa to 16.5MPa running of the hydraulic pumps. The pressure is controlled by means of a
4
5 Standby pump cut-in: 14.0MPa pressure switch which controls a solenoid valve, this valve returns oil to the
Low pressure alarm: 13.0MPa tank when the maximum operating pressure is reached.
OPEN CLOSED
Low level alarm: 50% capacity
The hydraulic pumps supply hydraulic oil to the solenoid valve board.
6 Low low level alarm: 25% capacity (trip)
Thereafter, hydraulic pipes are led directly to each valve from the solenoid
9 100 150
9 Temperature alarm: 65°C/85°C valve board. Alarms for low hydraulic oil pressure, high temperature alarms,
50 200
0 250
low level in the tank and system power unit failure alarms are provided in the
bar SCC.
The main cargo and ballast valves are operated from the Emerson Process
Management System (EPMS) screen display, CARGO CONTROL or Should there be a fault or electrical signal failure in the SCC for the valve
BALLAST CONTROL, on the cargo control console in the SCC. Selecting the commands, then the valves can be controlled locally in the valve control room.
valve icon on the appropriate screen will bring up an operating faceplate which With the hydraulic pump running, one end of the solenoid (O) can be pushed
allows the operator to open or close a valve, proportional type valves have a inwards to open or the other side of the solenoid (S) can be pushed inwards
slider bar and incremental buttons. A figure can be typed in the percent bar if to close. Hold in position until the valve indicator has reached the desired
the keyboard is used. position, but open/close valves must be either fully open or fully closed.
The valves when operated from the faceplate, control the solenoid valves Fixed hydraulic handpumps are provided for additional control of certain
contained in the solenoid valve board situated in the solenoid valve room. The main ballast and overboard valves for local operation. There are two types of
solenoid valves direct hydraulic pressure, generated by the hydraulic power handpumps, single line actuators and double line actuators.
pack, to open or close the hydraulic valves.
Emergency Operation of Double Line Actuator
Indication of the degree of opening of the intermediate opening valves is given
on the screen display as a percentage figure. Other remote valves are of the Guidance is given on the attached instruction plate on the handpump unit. To
fully open and fully closed type. An indication of the valves closed status is open the valve, select the directional lever to OPEN and operate the handpump.
To Snap-On To Snap-On when the valve icon is indicated in blue and at a right angle to the line flow. When the actuator is open, stop the handpump and the valve will remain in
Connector 8 Connector
During the transition stage the valve colour will change to yellow. When the this position. To close, repeat the operation with the directional lever in the
valve reaches its fully open position the colour will change to green. CLOSED position. Remote operation can continue from either operation.
The engine room sea suction valves are operated by means of pushbuttons
Key Emergency Operation of Single Line Actuator
1. Handpump on the ECT console, which activate the solenoid valves in the valve cabinet
2. 4/3 Pilot Valve room, Guidance is given on the attached instruction plate on the handpump unit. To
3. Directional Flow Valve
4. Relief Valve
open the valve, close the stop valve (1) and operate the handpump. When the
5. Air Filter Valve actuators are of the hydraulic cylindrical double-acting type and are actuator is open, stop the handpump and the valve will remain in this position.
6. Pressure Gauge mounted directly on the valve. One solenoid valve board is situated in the To close, open stop valve (2) and operate the handpump. When the actuator is
7. Isolator
8. Sight Glass solenoid valve room. It supplies the cargo, ballast and fuel oil valves situated closed, then close stop valve (2) and open stop valve (1). Remote operation is
9. Flexible Hose in the tanks. not possible until the valve has been reset to fully closed and the stop valves
correctly set.
Illustration 2.16.2c Hydraulic Valve Power Pack Operation of the Hydraulic Valve System Power Pack
To start the power pack in the engine room:

COMMON ALARM
HC 1 MAIN SWITCH
MOTORSTARTER 1
MAIN SWITCH
MOTORSTARTER 2
HC 2
a) Ensure that the hydraulic tank is filled with the correct grade of
00000000 h 00000000 h
oil and at the correct level.
START/ACTIVATE RUNNING STOP M1 ALARM ACKNOWLEDGE START/ACTIVATE RUNNING STOP M2

b) Ensure that the discharge and return filters are clean.
M1 M1 M2 M2
c) Check that the accumulator is charged with nitrogen gas to

12MPa (125 bar). If necessary, recharge the accumulator using
System Power Unit Control Panel
PT the accompanying nitrogen gas bottle and reducing valve.
Accumulator Manometer d) Open the accumulator isolating valve.

Bladder Valves
e) Open the pressure and return outlet valves on all the solenoid
Test Port Flow Control valve boxes and ensure the pressure reducing valve is set to
Valve
13.0MPa (135 bar).
f) Switch both pumps to ON, wait for 5 seconds, checking that

PT Key both motors run clockwise.
Pressure Hydraulic Oil
PT Relief Valve g) Check that the START/ACTIVE lights are illuminated.
Test Port
h) Acknowledge COMMON ALARM (low pressure). The
COMMON ALARM lamp should extinguish when pressure is
Test Port
above the alarm setting as pressure is increasing.
Manometer Needle Pressure
Valve Valve Reducing Valve
To Solenoid To stop the power pack in the engine room:
Valve Cabinet
a) Press the STOP M1 and STOP M2 pushbuttons.
Check
Valve
b) Check that the START/ACTIVE lights are extinguished.
From Solenoid
Valve Cabinet
c) Switch both pumps to OFF.
Pressure Pressure
Filter Relief Valve
d) Check that the pumps stop running and observe that the pressure
begins to fall.
Level Switch
Check
PI Valves Check Return
Valve Filter
Breather
Filter
PT100
PT100
M M Dip-
stick
Hydraulic Oil Pumps

Hydraulic Oil Tank
Emergency Handpumps Emergency Operation of Double Line Actuators
Manufacturer: Damcos a) Turn directional valve to OPEN or CLOSE.
No. of sets: 2
Model: PHP 25-05 b) Operate handpump and the valve will open or close and remain
in position set.
Type: Portable double-acting handpump 5L-4M
Working pressure: 13.5MPa (135 bar) maximum Operation from remote can be undertaken thereafter.
Capacity: 5 litres
Flow capacity: 25cc per stroke
Emergency Operation of Single Line Actuators
The emergency handpumps are stored in the hydraulic valve room. The For emergency opening:
reservoir should always be kept full and ready for use in an emergency:
a) Close the STOP VALVE (1).
In a two line system:
b) Operate handpump and the valve will open.
a) Close the supply and return throttling/stop valves on the valve to
be operated. For emergency closing:
b) Remove the covers from the coupling valve. a) Open the STOP VALVE (2).
c) Open the handpump vent to avoid over-pressurising the b) Operate handpump and the valve will close.
reservoir.
c) When the valve is closed, CLOSE STOP VALVE (2).
d) Connect the hydraulic hoses from the handpump to their
respective A and B positions on the emergency control block d) OPEN STOP VALVE (1).
mounted on the actuator/isolation distributor.
Operation from remote can only be undertaken when the valve has been closed
e) Turn the pilot valve on the handpump to the open ‘B’ or close and the valve reset as in the above procedure.
‘A’ position as desired, and pump continuously until the valve/
actuator is open/closed, or gauge reading 13.5MPa (135 bar). WARNING
The operator should be aware of working with high pressure and the
f) Turn the pilot valve to the centre position to lock the valve in its hazards associated with this. Use protective clothing and goggles when
current position. operating the portable hydraulic handpumps.
In a single line system:
a) Connect only the hydraulic hose B from the handpump to the

emergency control block mounted on the actuator/isolation
distributor.
b) Pump continuously until the valve/actuator is open, or gauge

reading 13.5MPa (135 bar).
c) To close, turn the pilot valve to close position and the valve
closes without pumping.
Reset isolation valves on completion.
Illustration 2.16.3a Main Engine Top Hydraulic Bracing System 2.16.3 Main Engine Top Hydraulic Bracing System The power pack control panel has the following indicators and functions:
• Main switch ON/OFF.
Manufacturer: Nantong Navigation Machinery Group Ltd., China
Model: YDZZ • Indicator lamps for alarm, power on and pump running.
PI PI
Oil tank capacity: 100 litres • Reset button.

Accumulator capacity: 1.6 litre • Local pump START/STOP pushbuttons.
Nominal pressure: 0.5MPa • Hydraulic pressure selector switch HIGH/LOW.
Flow rate: 10.0 litres/min
• Pump selector switch 1/AUTO/2.
Hydraulic Hydraulic The lateral thrust generated by the main engine when running is transmitted
Cylinder Cylinder Hydraulic Pressure Selector Switch
to the ship’s hull through side chocks at the bottom and side braces at the
top. On this vessel the top braces are of the hydraulic type which allows for This switch is used to select HIGH or LOW pressure in the cylinders by
T P T P thermal expansion and absorb any sudden change in force without damage to activating or deactivating the solenoid valves on the relief valve blocks. The
the structure. The resilience of the hydraulic braces also serves as a damping switch must be set to the high position when the engine is running.
mechanism and detunes the frequencies of the engine’s natural vibrations.
Accumulator
Pump Selector Switch
The two hydraulic bracing cylinders are installed between the starboard The pump selector switch has four positions:
side of the top platform of the engine and the ship’s structure. The single-
acting hydraulic cylinders are fitted with two relief valves, the higher setting 1. No.1 Pump Manual
Key (1.7MPa) for use when the engine is in service and lower (0.2MPa) when 2. No.1 Pump Auto
stopped. When the engine is ready for manoeuvring the lower pressure relief
Hydraulic Oil 3. No.2 Pump Manual
valves are electrically blocked. The power pack supplies hydraulic oil to the
Electrical Signal units at a pressure of 0.5MPa. The oil enters the cylinder through a non-return 4. No.2 Pump Auto
valve and when the engine is not in service passes back to the power pack sump
through the relief valve. When the engine is in service the system pressure will
Reset Button
be maintained at 0.5MPa by the pressure control valve on the pump unit. As
P T Resets AUTO mode time delay and turns off local and ECR alarms.
the engine moves outward from the cylinder base the cylinder is filled, and as
the engine moves inward the non-return inlet valve closes, and the pressure in
PI
the cylinder rises. At approximately 1.7MP the relief valve opens, allowing Local Start / Stop Pushbuttons
oil to flow back to the power pack; this action damps lateral movement
PS PS
(vibration) of the engine. An accumulator in the supply ensures that pressure Used to operate the selected pump for local operation.
remains constant and displaced oil is rapidly replaced and minimises pressure
fluctuations during periods of heavy vibration. Note: During local operation the top bracing system is considered inactive
To/From Filter 10μm
Control
unless the pressure selector switch is high, ie, 0.5MPa.
System DPS
During normal service the system is automatically operated by the engine
sub-telegraph. At ‘FWE’ the relief valve solenoids are activated, unloading
the hydraulic system and the pressure reduces from 0.5MPa (High mode) Operation
to approximately 0.2MPa (Low mode). At ‘Standby’ the solenoid valves are
deactivated and the system pressure increases. During normal operation, the system is operated automatically by the engine
telegraph as described above. When ‘Standby’ is signalled, the following
M M
The power pack consists of two pumps, pressure relief valve, discharge filter system will change to high pressure and back to low pressure at ‘FWE’.
and oil sump tank. The pumps are mounted on the tank which is equipped with
a gauge glass and low level alarm. The oil is discharged through the filter which If the system does not change mode automatically, then the pumps may be
is fitted with a differential pressure switch connected to the alarm system. Two started manually and the pressure setting selected as required.
Control Panel
LS
Sump Tank pressure switches are also located on the discharge line and provide for starting
of the standby pump if the pressure falls below the minimum set point.
Power Pack
Section 3: Main Machinery CONTROL System
3.1 Main Machinery Control System
3.1.1 Main Machinery Control and Alarm System
3.1.2 Operator Stations
3.1.3 Trending
3.1.4 Screen Displays
3.1.5 Alarm Handling
3.1.6 Unmanned Service / Manned Hand-over
3.2 Engine Control Room, Console and Panels
3.2.1 Engine Control Room
3.2.2 Engine Control Console
3.3 Frequency Converter Room
3.3.1 Cargo Pump Control Console
Illustration 3.1.1a Integrated Management System Layout
Wheelhouse Console
Bridge Wing 220V
Buzzers
Harbour GOS
Printer Condition UMS 2100 BASIC ALARM PANEL Lyngso Marine
Interface Pushbutton
ALARM FIRE FAULT
220V AC ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP Bridge GOS
220V GOS Box ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
GOS
DEAD PRINTER ALARM ALARM ALARM ALARM ALARM
WATCH CON- ESC ENT
MAN GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
GOS Box
7 STU 8 VWX 9 YZ Ospace +/-
ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
GOS
GOS Cargo Control Room
GOS Box
Chief Engineer’s Office
Master
24V DC 220V AC
Captain Buzzer 24V DC
Engine Control Room GOS Box
24V DC
Chief Officer Buzzer
24V DC GOS
Accommodation Area
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
ALARM STOP ALARM

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

ACCOMMODATION ALARM PANEL
ADD.
LIST
DISPLAY
CHAN-
Lyngso Marine
S1 S2 S3 S4 DIMMER
AAP 05
NEL
SCC Buzzer ALARM

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

GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
24V DC UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN- S3
TE-
8 VWX
ALARMS4
GROUP6
9 YZ
ALARM
GROUP7
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10
220V DC
AAP 04
NANCE

ALARM STOP ALARM ALARM ALARM ALARM ALARM ALARM
LIST HORN ACKN. ESC ENT
24V DC UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
Slave
ASSIST S1 S2 MAIN- S3 ALARMS4
ALARM FIRE FAULT
LIST CHAN-
NEL CALL
DUTY
TE- GROUP6
ALARM
GROUP7
DIMMER
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
UMS 2100 BASIC ALARM PANEL Lyngso Marine
AAP 03
NANCE

ALARM FIRE FAULT
BAP - ECR
ALARM STOP ALARM ALARM ALARM ALARM ALARM ALARM ESC ENT
220V AC
LIST HORN ACKN.
24V DC
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine ALARM STOP ALARM
LIST HORN ACKN.
GOS Box
ADD. DISPLAY
LIST CHAN- ASSIST S1 DUTY
S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
AAP 02
NANCE
ADD. DISPLAY ADJUST
LIST CHAN- CHAN- S1 S2 S3 S4 DIMMER
NEL NEL
Chief Engineer Buzzer

Lyngso Marine
UMS 2100 ACCOMMODATION ALARM PANEL PRINTER
DEAD ALARM ALARM ALARM ALARM ALARM ESC ENT
WATCH CON-
MAN GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
7 STU 8 VWX 9 YZ Ospace +/- TROL
ADD. DISPLAY
ALARM ALARM ALARM
BAP SCC
NANCE 8 VWX 9 YZ Ospace +/-
7 STU
24V DC
ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
STOP ALARM NANCE
24V DC
ALARM ALARM ALARM ALARM ALARM ALARM ESC ENT
GOS
LIST HORN ACKN. GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
Lyngso Marine
Second Engineer Buzzer

UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
ALARM ALARM ALARM
AAP 01
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN.
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
24V DC
ADD. DISPLAY
ALARM ALARM ALARM
NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
24V DC UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
Engine Control Room

ALARM FIRE FAULT
ASSIST
CALL
DUTY
7 STU
MAIN-
TE-
NANCE
8 VWX
ALARM
GROUP6
9 YZ
ALARM
GROUP7
Ospace
ALARM
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10 ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 09 Gamma Outstation No.3
24V DC UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
Lyngso Marine
S1 S2 S3 S4 DIMMER
AAP 08
NEL
EWS2200
ALARM STOP ALARM
Gamma Outstation No.2

ALARM ALARM ALARM ALARM ALARM ESC ENT
LIST HORN ACKN. GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

ADD. DISPLAY
ALARM ALARM ALARM
AAP 07
NANCE

STOP ALARM
Alarm
ALARM ALARM ALARM ALARM ALARM ALARM

ADD. DISPLAY
ASSIST S1 S2 MAIN- S3 ALARMS4 DIMMER
Printer
CHAN- ALARM ALARM ALARM ALARM
LIST DUTY
AAP 06
NANCE


ADD. DISPLAY
ALARM ALARM ALARM
AAP 11
NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
220V AC
ALARM ALARM ALARM ALARM ALARM ESC ENT
ASSIST
CALL
DUTY
7 STU
MAIN-
TE-
NANCE
8 VWX
ALARM
GROUP6
9 YZ
ALARM
GROUP7
ALARM
GROUP8
Ospace
ALARM
GROUP9
ALARM
+/-
GROUP10
Gamma Outstation No.1
Light Column
DMS2100i
VDR
3.1 Main Machinery Control System The MCS 2200 Alarm and Control System Alarm Lists
In the alarm lists on the SOD it is possible to obtain an overview of all present
3.1.1 MAIN Machinery Control and Alarm System The ship’s main technical equipment, systems and machinery are continuously machinery alarms, manual or automatic cut-outs and system failures in the
and automatically supervised by the MCS 2200 alarm, monitoring and control control system. The most important alarm groups are listed in the Main Menu
Manufacturer: SAM Electronics GmbH system. The system provides various levels of alarm, control and monitoring Diagram. Alarm Cut-Out Lists, Simulation Lists, Sensor Fail Lists, or Device
Lyngsø Marine A/S, Hørsholm, Denmark facilities for the systems and equipment supervised by the MCS 2200 system. Fail Lists are detailed in the Additional Lists.
Model: MOS 2200
The system consists of three outstation processing Gamma PLC facilities and
the Systems Operating Display 2200 (SOD) stations. The various machinery Alarm Handling from the System Operating Display
monitoring devices are connected to the outstations, which receive and process The oldest unacknowledged alarm is always displayed in the header and can
Introduction
the transmitted data. The system arrangement enables the operators to monitor be acknowledged by pressing the F12 key on the keyboard, or by selecting
The layout of the MCS 2200 system hardware is shown above in illustration and supervise the majority of the ship’s machinery from a single operator the ACKN. button in the header. The alarm can only be acknowledged at the
3.1.1a; the main components comprise: station, the SOD. The SOD also incorporates the extended alarm display alarm watch station; before acknowledgement the horn must be silenced. The
(EAD). horn is silenced by pressing the F11 on the keyboard, by selecting the STOP
• MCS 2200: Monitoring and Control System HORN button on the header or via the STOP HORN key on the duty alarm
• UMS 2100: Alarm, Monitoring and Control System The five SOD stations are provided and each consists of a personal computer panel (DAP 2200).
(PC), with a monitor, keyboard and trackball unit. The computer uses a Windows
• EPS 2200: Main Engine Protection System graphic environment to handle the Man-Machinery Interface (MMI). Control Unacknowledged alarms are indicated in Mimic Diagrams by a flashing icon
• EMS 2200: Main Engine Manoeuvring System operations within the MCS 2200 are handled by the computer; the computer background and can be acknowledged by right-clicking on the icon. A pop-up
also handles signal acquisition, alarm and automatic control functions. menu will then be displayed and the Acknowledge option is selected.
The main Engine Manoeuvring System (EMS) and the main Engine Protection
System (EPS) are described in Section 2.1. These systems deal with the main System Operating Display (SOD) Alarms can also be acknowledged from the Display Channel Diagrams, where
engine control and manoeuvring, but operate in conjunction with the MOS the alarm indication is displayed by a flashing text. The cursor arrow is moved
2200 Alarm and Monitoring System. The information from the MCS 2200 is displayed on graphics diagrams at the to the flashing symbol and the trackball is used to select the ACKNOWLEDGE
SOD stations. The SOD display is divided into four parts: a menu bar, a header, ONE SELECTED ALARM button.
a tree and an application area. In the application area, various diagrams can
MCS 2200: Monitoring and Control System be selected and displayed for machinery component control and supervision From the alarm list, an acknowledgement can be performed by pointing the
The MCS 2200 monitors the machinery and facilitates alarm and control procedures, such as Alarms Lists and Mimic Diagrams. cursor at the unacknowledged alarm (marked with red text) and clicking.
functions. The main components of the MCS are:
The menu bar, the tree and the header are always visible and the header
• Outstations. Three outstations or Signal Acquisition Units constantly displays the most essential information from the alarms system such Journals, Data Collection and Data Logging
(SAUs) handle the functions of data collection, alarm detection as:
and control of the alarm panels. The outstations are incorporated Journals are lists of the monitoring channels. The Journal layout is identical to
in and functioning with the UMS 2100 system. • The oldest unacknowledged alarm the Alarm List layout. One Journal can include up to 10 pages, each with 32
monitoring channels on display. Journals are assigned to an individual SOD;
• System Operating Display (SOD), which enables the operator to • The number of present and unacknowledged alarms Journals designed on one SOD cannot be displayed on another SOD. Journals
monitor and supervise the ship’s machinery. • The number of present cut-outs can either be displayed on screen or printed by a printer assigned to the
respective SOD; printouts can be carried out either manually or automatically.
• The actual watch station, duty officer and back-up officer
UMS 2100: Alarm, Monitoring and Control System Automatic printouts can be carried out cyclically or at predetermined points in
• The time and date time. For information regarding printing procedures, reference should be made
The UMS 2100 system consists of a number of networked components. The to the manufacturer’s instruction manual.
main components include: The header also contains short-cuts via selection buttons to frequently used
• Outstations or SAUs (also incorporated in and functioning with functions such as MAIN MENU ALARM LIST and STOP HORN. Analogue and binary parameters may be logged on the SOD hard disk for later
the MCS 2200 system), which handle the functions of data data analysis. All condition changes of parameters and values, selected to be
collections, alarm detection and control of the alarm panels. The Main Menu Diagram is the most important diagram in the system diagram logged, are stored for a period covering the previous 24 hours (maximum 96
hierarchy. From the main menu the operator can access all the system mimic hours). Compressed one-minute mean-values (optional minimum, maximum,
• Basic Alarm Panels (BAP). diagrams, alarm groups, or other sub-system overviews. total, actual value or number of events) are stored for a period of 30 days. The
• Accommodation Alarm Panels (AAP). SOD offers the following facilities for data analysis; trend display, data export,
and time-related reports can be generated.
• Extended Alarm Displays (EAD), also incorporated in the
System Operating Display system to allow detailed information
regarding alarms etc, to be displayed.
Illustration 3.1.1b Alarm and Monitoring System Group Display
File Group Shortcuts Mimic View Window Help
0 ! 2010-10-29 09:13:51
MACH. ALM SYS BRIDGE - -

Alm: 9 / Supp: 10 / ECR / UNATTENDED Alm: 0 / Supp: 1 / BRIDGE / UNATTENDED - -
MCS2200 System Group Display - REFRIGERATION SYSTEM X F Alarm list

2
ID Description State Message Value Unit LT
FO/DO FILLING/TRANSFERING 3501 PROVISION REEFER PLANT SYS F NORM NORMAL F Group
PURIFIER SYSTEM 3502 AIR CONDITION SYS FAILURE NORM NORMAL 3 Overview
BILGE-BALLAST SYSTEM 3503 REFRIGE RATING RM CALL NORM NORMAL

F Group
COMPRESSOR AIR SYSTEM 3504 VEGETABLE RM H. TEMP NORM NORMAL 3.5 °C 4 Display
STEERING GEAR SYSTEM 3505 MEAT/FISH RM H. TEMP NORM NORMAL -10.5 °C
THRUSTER SYSTEM 3507 DEFROSTING SIGNAL S. NORM NORMAL F Additional
5 List
FIRE CO2 SYSTEM 3508 REEFER RM CALL POWER FAIL NORM NORMAL
WATER MIST SYSTEM 3628 HOSPITAL CALL ALARM NORM NORMAL F Event Log
REFRIGERATION SYSTEM 6
BRIDGE ALARM
F Trend Log
SCC ALARM 7
SYSTEM ALARM
OTHER F Properties
8
ORDER REC SIGNAL
VDR F Bargraph
AGP SLD01 ME LO system 9
AGP SLD02 ME Lub. no flow
AGP SLD12 ME THRUST BE F Thermonitor
2
AGP SLD14 ME STERN TUBE
AGP SLD04 P.C.O OUTLET F Journal
AGP SLD09 P.C.O OUTLET 3
AGP SLD07 EXH GAS TEMP
F Alm. Sys.
AGP SLD06 SCAV.AIR FIRE 5 Status
AGP SLD08 M/E EXH TEMP
AGP SLD11 SYL CFW OUT F System
7 Status
NO.1 AE EXH GAS OUTLET
NO.2 AE EXH GAS OUTLET Man. Rec.
NO.3 AE EXH GAS OUTLET Log
IGS
DMS Malfunction Startblocking
MOS2200 System Alarms
Alarm System Status
-
Maintenance
Event Log
System Status
Maintenance
Channel Properties
Device Properties
- Miscellaneous
+ Bargraph
- Trend Log
User
Journal
! !!!
Reports Facilities All events, such as commands and feedback changes, may also be logged on Unattended Machinery Spaces Alarm System
the SOD hard disk. The log is accessible on the SOD and may be printed on a
The facilities of the SOD include the following standard reports: This system provides monitoring of sensors and alarms at a central panel in
printer, either on request as a report or continuously.
the ECR and at alarm panels throughout the ship that allow remote alarm
• Daily reports
indication at the bridge, cabins, public rooms, etc. A printer that logs all the
• Monthly reports The commands are only included in the log on the specific SOD from which
alarms and events is also connected to the system.
the command is actually activated.
• Yearly reports
When the system is selected for unmanned machinery space operation, an
The reports are based on the compressed data from the log. To generate a daily Printers alarm will cause an audible alarm in the cabin of the engineer who has been
report, the compressed one-minute data is compressed further to obtain values selected on duty, as well as in the public rooms. To acknowledge the alarm, the
There are two system printers, one located in the ECR, the other on the
for each hour. duty engineer must go to the engine control room. The extended alarm display
bridge.
(EAD) allows for the presentation of more information, giving the operator an
Reports are made as either detailed reports or as overview (compressed) improved overview of the system from a SOD monitor.
reports. Detailed reports show both the 60 values for each hour and the totals
UMS 2100 Main Components
for each day. The overview report shows the total values for the day only. The UMS 2100 System Introduction
The UMS 2100 system consists of a number of networked components as
hour values from the daily reports are then used for generation of the monthly
follows: The purpose of the alarm and monitoring system is to collect the information
report, and the values from the monthly report are used for the yearly report.
• Outstations concerning the operational safety of machinery and equipment on board the
Reports may be printed out automatically at a specified time or upon request
ship and monitor alarm situations. After an alarm is raised, the system must
from the operator. • Basic Alarm Panels (BAP) announce this to the duty personnel. The system must carry out the following
• Accommodation Alarm Panels (AAP) tasks:
Other reports may be user configured. Data may also be exported in DIF file
format, compatible with a number of standard PC applications for further • Extended Alarm Displays (EAD), or System Operating Displays • Acquisition of supervision data, ie, sensor values
analysis or reporting. (SODs) • Detection of alarm states, ie, illegal values or states
• Alarm/Log printer • Announcement of detected alarms
Trend Display
The system arrangement is shown in illustration 3.1.1a. The outstations handle • Supervision of engineer response
One to six graphs for supervised parameters may be displayed in the same
trend display with individual colour and measuring scale. The individual colour the functions of alarm detection and control of the alarm panels (basic alarm • Logging of alarms and events
is used to separate the ID number, the measuring scale, the trend curve and the panels and accommodation alarm panels).
digit value for each measurement. A zoom function is available by selecting the The alarm system gathers data by the use of its input channels which are
new area by means of the trackball. The Basic Alarm Panels (BAP) are installed on the bridge, in the Captain’s connected to the various sensors. The collected data is passed on to the
cabin, the Ship’s Control Centre (SCC) and in the Engine Control Room monitoring channels which interpret the data and convert it into information.
Trend displays that are used frequently may be accessed directly from the (ECR). The BAP provides the operator with all necessary facilities for use of
Trend Log button (or F7) or again from the short-cut menu. Trend curves the alarm system including alarm acknowledge, duty deck and engineer officer When the UMS 2100 detects an alarm it is announced both by a visual signal
showing values for the previous 24 hours (maximum 4 days) or part of that selection, control of printer etc. A BAP is shown above in illustration 3.1.1b. and an audible signal and on the various types of text displays. In response
period, are based upon the continuously logged data. A Trend display for to the alarm announcement, the duty engineer is required to silence the
a period exceeding the last 24 hours (maximum 4 days) is based upon the The Accommodation Alarm Panels (AAP) are installed in the cabins of the buzzer/horn and acknowledge the alarm to confirm that they are aware of the
compressed values. deck and engineer officers and in public rooms such as the saloon, gymnasium occurrence.
and duty mess. The AAP is used for alarm signalling and to call officers in the
Parameters, which are not predefined for logging, may be displayed during accommodation areas. An AAP is shown above in illustration 3.1.1b. If the engineer does not respond to the alarm announcement within an preset
on-line data collection, initiated on the request of the operator. Trending is time (usually 5 minutes, but adjustable), the UMS 2100 system will announce
described in detail in Section 3.1.3, Trending. The Extended Alarm Display (EAD) is used to extend the amount of the alarm in all possible locations to make sure that the alarm is noticed and
information to be displayed simultaneously. The EAD is an integrated part of attended to.
the System Operating Display (SOD) described above.
Event Log
An alarm has four states:
Main events such as running feedback signals from motors and engines can The STELLA network interconnects the outstations and is mainly used for the
• Normal
be automatically logged on the alarm and event log printer, giving a complete interchange of information between the outstations and the SODs.
machinery log. • Present but not acknowledged
The RTN 2100 panel network connects the outstations and the alarm panels. • Normal and not acknowledged
• Present and acknowledged
Illustration 3.1.1c Duty Alarm Panels
Control Room and Bridge Console Panels Accommodation Panel
SAM SAM
Electronics Monitoring and Control System Electronics Monitoring and Control System
ALARM STOP ALARM ALARM STOP ALARM

LIST HORN ACKN. LIST HORN ACKN.
ADD. DISPLAY ADJUST ADD. DISPLAY

LISTS CHANNEL CHANNEL S1 S2 S3 S4 DIMMER
LISTS CHANNEL S1 S2 S3 S4 DIMMER
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD
MAN
WATCH
PRINTER
CONTROL
M/E
SHUTDOWN
M/E
SL.W.DOWN
ENGINE
ALARM
FIRE
ALARM
REMOTE
CTRL.FAIL
ESC ENT PRINTER M/E M/E ENGINE FIRE REMOTE
ESC ENT
CONTROL SHUTDOWN SL.W.DOWN ALARM ALARM CTRL.FAIL
7 STU 8 VWX 9 YZ 0SPACE +/-# 7 STU 8 VWX 9 YZ 0SPACE +/-#

ASSIST MAIN- REDUCED BRIDGE SCC SYSTEM ASSIST MAIN- REDUCED BRIDGE SCC SYSTEM
DUTY DUTY
CALL TENANCE RPM ALARM ALARM FAILURE CALL TENANCE RPM ALARM ALARM FAILURE
The alarm announcement refers to the announcement of a new alarm, ie, an The Bridge and Accommodation Alarm System Selection of Duty Engineer/Back-Up Engineer
alarm which has changed from being not present to being present but not
One engineer is normally selected as the duty engineer. When selected, the duty
acknowledged. An alarm announcement includes the use of the buzzer and the In addition to the individual alarm announcements and the group alarms, the engineer is called in his cabin immediately an alarm occurs in the monitoring
alarm LED on the alarm panels and additional external horns and lamps are UMS 2100 will advise duty engineers of the occurrence of new alarms, making system.
used. it possible to operate the vessel with unmanned machinery spaces. This takes
place via the AAPs located in the cabins and public rooms, as well as at the 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), BAPs located at the wheelhouse, the ECR and the Ship’s Control Centre predefined basic alarm panel (usually the watch station). When selecting the
and must always be acknowledged from there within a preset time, otherwise (SCC). duty engineer the accommodation alarm panel in the engineer’s cabin will give
an alarm will be raised to call other engineers.
a steady sound which must be silenced/acknowledged on the panel. The UMS
Duty Engineer Watch System 2100 system may be configured so that the selection of the duty engineer is
The watch station is the centre of the alarm system and from here the alarms
acknowledged from the panel from where the selection was initiated.
must be acknowledged. Except for the use of the manual cut-outs, the alarm At the raising of a new alarm, the UMS 2100 makes a selective, automatic
announcement cannot be suppressed on the watch station regardless of the call (duty call) in the accommodation area. The system allows one engineer to The system also allows a back-up engineer to be selected. The back-up engineer
UMS 2100 operation mode. Other locations at which an alarm is announced be selected as the duty engineer, who will be able to move around the ship’s is notified if the duty engineer does not respond to an incoming alarm, or if a
depends on whether or not the watch station is attended or if a duty engineer accommodation. dead man alarm is released.
has been selected.
When a duty engineer is selected, the AAPs of the public rooms also give an
Alarm Groups alert, as the alarms occur. In response to a duty call, the duty engineer must Main Engine Safety System (EPS 2200)
perform the same actions as for a normal alarm announcement; firstly silence
An alarm will normally be presented as an alarm in general, and also by an the horn/buzzer and then acknowledge the alarm at the watch station. Manufacturer: Lyngsø Marine A/S
alarm group LED. The alarm group LED will enable the engineer to determine Model: EPS 2200
the nature of the alarm quickly, eg, if it comes from the main engine, boilers, The duty selection itself must also be acknowledged, this is carried out either
electrical generator plant, etc. from the cabin of the duty engineer or in the engine control room (ECR) when The engine safety system (EPS 2200) operates in parallel with the engine
making the initial selection. If the duty call is acknowledged from the cabin, manoeuvring system (EMS 2200), and is designed to monitor and protect the
The UMS 2100 system is able to handle up to 100 alarm groups and each the horn/buzzers in the accommodation area and on the bridge are silenced, but
individual alarm may be assigned a maximum of four of these groups at a propulsion plant independently of the EMS. The EPS operating panel is located
the horn in the engine room and the alarms remain active until accepted at the in the ECR console and is described in more detail in Section 2.1.3, Main
time. watch station in the ECR. Engine Protection System.
While the alarm LED is active at those panels where alarms are directed, the The horn/buzzer may be stopped locally in the public rooms, this will not
alarm group LEDs are never suspended. These will always display the status of be interpreted as an acknowledgement of the duty call, and the cabin alarm
the group to which they are assigned. The alarm groups feature the following remains active until accepted locally or from the watch station.
states:
• No alarms and no unacknowledged alarms in the group. In the event that an alarm has not been acknowledged within a predetermined
time (typically 5 minutes), an ALL ENGINEERS CALL will be announced
• Alarm in the group: Includes ‘signal validity failure’ (sensor on all of the panels. If the buzzers and horns are activated due to an ALL
failure). ENGINEERS CALL, these can only be silenced by the acknowledgement of
• Machinery alarm in the group: Excludes ‘signal validity all alarms at the watch station in the ECR.
failure’.
Any of the AAPs located in the cabins of the duty officers may function in
• Unacknowledged alarms in the group.
a similar manner to the panels in the public rooms. This means that a cabin
panel which is not selected as the ‘duty cabin’ can be selected to give alert if
The basic alarm panels (BAP) and the accommodation alarm panels (AAP)
an alarms occurs. The alert is either a short tone or with constant sound. The
contain 10 LEDs. The LEDs which are assigned to display the following
function is available at each individual cabin panel.
information:
• No alarm in the group: LED off
• Alarm in the group, all alarms acknowledged: LED on
• Unacknowledged alarm in group: LED flashing
The alarm groups may also be shown on the Extended Alarm Display(s).
Illustration 3.1.2a Operator Panel
File Group Shortcuts Mimic View Window Help
0 ! 2010-10-29 09:13:51
MACH. ALM SYS BRIDGE - -

Alm: 9 / Supp: 10 / ECR / UNATTENDED Alm: 0 / Supp: 1 / BRIDGE / UNATTENDED - -
MCS2200 System Event Log - 2010-10-23 09:40:23 (LIVE) X F Alarm list

2
Alarm List ID Description State Message Value Unit LT
- Additioinal List 3623 FITNESS ALARM BRIDGE NORMAL NORMAL B- 03:04:20 E F Group
+ Suppressed Lists 3623 FITNESS ALARM BRIDGE ALARM ALARM B1 03:14:51 B 3 Overview
+ Failure Lists ON Duty MACH. ALM SYS 3RD ENG B1 07:57:20

F Group
+ Alarm Lists 4106 SEA WATER PP OUT LOW PRESS ALM ALARM +0.14 Mpa B1 09:34:10 B 4 Display
- Cargo Alm. sys 4106 SEA WATER PP OUT LOW PRESS NORM NORMAL +0.20 Mpa B1 09:34:28 E
Alarm List 4106 SEA WATER PP OUT LOW PRESS ALM ALARM +0.13 Mpa B1 09:34:33 F Additional
5 List
+ Additioinal List
4106 SEA WATER PP OUT LOW PRESS NORM NORMAL +0.24 Mpa B- 09:34:38 E
- Group Display 1614 MAIN S.W. ST/BY PUMP START ALM ALARM M1 09:34:39 B F Event Log
MAIN ENGINE SHUT DOWN Deadman System: DMASER FORCED ON 09:34:39 6
MAIN ENGINE SLOW DOWN

F Trend Log
ENGINE ALARMS 7
FIRE ALARM
M/E REMOTE CONTROL FAILURE F Properties
8
ME REDUCE RPM
MISCELLANEOUS EQUIPMENT F Bargraph
ME GENERAL 9
ME EXHAUST GAS SYSTEM
F Thermonitor
ME SCAV AIR SYSTEM 2
ME LO SYSTEM
ME PISTON COOLING OIL SYSTEM F Journal
ME COOLING FRESH WATER 3
ME AIR SYSTEM
F Alm. Sys.
ME STERN TUBE AND SHAFT 5 Status
NO.1 DG
NO.2 DG F System
7 Status
NO.3 DG
EMERGENCY GENERATOR Man. Rec.
ELECTRICAL SYSTEM Log
BOILER SYSTEM
ME DG FO/DO SYSTEM
FO/DO FILLING /TRANSFER
PURIFIER SYSTEM
BILGE-BALLAST SYSTEM
COMPRESSOR AIR SYSTEM
STEERING GEAR SYSTEM
THRUSTER SYSTEM
FIRE CO2 SYSTEM
WATER MIST SYSTEM
REFRIGERATION SYSTEM
BRIDGE ALARM
SCC ALARM
SYSTEM ALARM
OTHER
ORDER REC SIGNAL
VDR
X ?
3.1.2 Operator Stations The header constantly displays the most essential information from the alarms The header also includes a button for ‘ACKNOWLEDGE’, a red symbol
system such as: indicates that an unacknowledged alarm exists. A left-click on the button will
The MOS 2200 System Operating Display stations (SOD) are fitted at the acknowledge the oldest unacknowledged alarm, the alarm text for this alarm is
• The oldest unacknowledged alarm
following locations: also shown in the bottom line of the header. It is only possible to acknowledge
• The number of present and unacknowledged alarms alarms which are visible on the screen in view.
• Chief Engineer’s office
• The number of present cut-outs
• Bridge The horn and acknowledge buttons will only function and indicate an active
• The actual watch station, duty officer and back-up officer state if the SOD is the actual ‘on watch’ station for the alarm system of the
• Ship’s control centre
• The time and date new alarm.
• Engine control room (x2)
Operation Main Menu Diagram

Each SOD station incorporates a personal computer, a visual display unit
(VDU), an operator/keyboard unit and a trackball unit. The SOD is also the The Main Menu Diagram is the most important diagram in the system diagram
interface for alarm handling in the MCS 2200 system. A diagram on the screen consists of a static background drawing with some hierarchy. From the main menu the operator can access all the system mimic
dynamic objects to indicate alarms and measurements. Some of these dynamic diagrams, alarm groups, or other sub-system overviews. Each alarm group,
The SOD display is based on a Windows environment, allowing the screen objects are also active areas from which an action may be carried out, this mimic diagram, or sub-system overview diagram is displayed as an active
to be divided into several areas (windows), the composition of the visible action could be to open another diagram or to acknowledge an alarm, for element in the Main Menu Diagram. To open the diagram, a left-click is made
windows is selected by the operator as required. example. on the square or on the text of the active area. If there is an unacknowledged
alarm in the diagram, the box will flash red. In the case of acknowledged
In addition to the main windows, the system makes use of dialogue boxes On the screen is a pointing device, shown as an arrow, this pointing arrow is alarms the box will be steadily red.
which are used for both presenting information to the user as well as enabling called the cursor. The cursor is moved around the screen with the trackball. The
the user to control the system. cursor is used for pointing out active areas in the screen diagrams. The cursor
Alarm List
must be placed inside the active area in order to open a new diagram. The active
area is indicated by a frame when the cursor is inside the area. In the alarm lists menu on the SOD it is possible to obtain an overview of all
Operator Station Components
present machinery alarms, manual, or automatic cut-outs and system failures
The SOD personal computer (PC) is either built into the console or a desktop The trackball is used to move the cursor around the screen and an area is in the control system. The Alarm List can be opened by the ALARM LIST
unit. The screen operates in graphic mode at all times and graphic and text selected by pressing one of the trackball buttons. If the active area is an ‘open button in the header, by pressing the F2 key on the keyboard or via the menu
information may be presented simultaneously. a new diagram’ area, the relevant diagram will be opened by a left-click. bar (select Diagrams).
The keyboard is a standard PC keyboard. In addition to the letter and number If the active area is indicating an alarm, a right-click will open alarm menu, Alarm Cut-Out Lists, Simulation Lists, Sensor Fail Lists, or Device Fail Lists
keys, the keyboard is also equipped with 12 function keys, several of which are and if it is unacknowledged, a left-click on the ‘ACKNOWLEDGE’ text will are detailed in the Additional Lists, which is opened by the ADD. LISTS button
used for dedicated purposes in connection with the SOD operation. acknowledge the alarm, or a left-click on the text ‘DISPLAY CHANNEL’ will in the header, by pressing the F5 key on the keyboard, or via the menu bar
open a dialogue with detailed information of this alarm. (select Diagrams).
Display Layout
The most important alarm groups are listed in the Main Menu Diagram. The
Information from the MCS 2200 is displayed on graphic diagrams at the SODs. Description of Lists and Diagrams alarm groups are opened by pointing at the square located besides the text
The SOD display is divided into four parts: Header Diagram string and clicking with the trackball button. Alarm groups which are not
• The header (described below). displayed in the main menu are opened by pressing the F4 key on the keyboard,
The header diagram contains important information for the alarm system/ or via the menu bar (select Diagrams).
• The tree. This area is always visible and displays mimic systems to which this SOD has access. The MCS 2200 system can have from
diagrams, system lists and modules. 1 to 4 alarm systems, such as one system for machinery alarms and another One alarm occupies one line in the alarm list. The alarms are sorted by starting
for cargo system alarms. Each SOD may have access to one or more of these time, so the oldest alarm is at the top and the newest alarm is at the bottom of
• The application area. Various diagrams can be selected and separate alarm systems.
displayed for machinery component control and supervision the list. If the alarm is more than 24 hours old, the starting time is exchanged
procedures, such as Alarms Lists and Mimic Diagrams. for the starting date.
Besides alarm system information, the header includes short-cuts to some of
• The menu bar. The menu bar incorporates several drop-down the most used diagrams such as MAIN MENU, ALARM LIST and STOP The alarm list is able to display all alarms defined in the system. Normally up
menus such as File, Edit, View, HORN. The ‘STOP HORN’ function incorporates a red symbol to indicate that to 20 alarm lines may be shown on the screen, if the actual number of alarms is
the horn is active, a left-click on the button will silence the horn. The short-cuts greater than this it is indicated in the bottom of the list. The rest of the alarms
are shown as Windows buttons, a left-click on the button will open the relevant are seen by scrolling in the alarm list using the PAGE UP and PAGE DOWN
diagram. keys or by making a left-click on one of the scroll buttons.
Illustration 3.1.2b Channel Properties and System Status
01C1C001 MODULE 01C1C001 (DSN) ERROR) 1208 ME EXH GAS 1 CYL DEVIATION
ID Description State Message Value Unit LT ID Description State Message Value Unit LT
01C1C001 MODULE 01C1C001 (DSN) ERROR NORM NORMAL 1208 ME EXH GAS 1 CYL DEVIATION NORM NORMAL -0.1 °C
Configuration Channel Time Configuration Channel Time +100.0
Type Alarm System Outstation Addr. LT Type Alarm System Outstation Addr. LT
BINARY MACH. ALM SYS OUTSTATION 1 1 2010-03-27 15:40:12 ... ANALOG MACH. ALM SYS OUTSTATION 2 2 2010-10-25 15:30:30 ...
Alarm Groups Simulation Alarm Groups Simulation

No Name Status Value No Name Status Value
99 MOS2200 System Alarms OFF OFF 3 ENGINE ALARMS OFF -0.1°C +0.0
12 ME EXHAUST GAS SYSTEM
Data Log Data Log
3 ENGINE ALARMS
Logging Status Logging Status
Not Included Included
Channel Parameters Channel Parameters
Limit Type Message Prio. Value Del. on/off M/ Cut Autp Cut. Limit Type Message Prio. Value Del. on/off M/ Cut Autp Cut. -100.0
1 BINARY ALARM 1 0 / 0 Sec. OFF -/- 1 LOW LIMIT LOW ALARM 1 -50.0 1 / 1 Sec. OFF EXHAVER -0.1
2 HIGH LIM.. HIGH ALM 1 +50.0 1 / 1 Sec. EXHAVER
Channel Calculation Channel Calculation

Signal Type ID/Name Mod. ID Terminal Range Signal Type ID/Name Mod. ID Terminal Range
MAIN: INTERN VALUE Module Error, Comm Module 1 MAIN: MON. CHANNEL 1202 / M/E EXH GAS AFTER CYL 1 TEMP
SUBTRACT: MON. CHANNEL EXHAVER / AVERAGE TEMP OF THE EXH 1-6
ADD: CONSTANT +0.0°C
Name Database Control Code Comm status

Code Param Main Reserve
All OK OK OK OK OK
Name Database Control Code Comm status

Code Param Main Reserve
OUTSTATION 1 / 1 OK OK OK OK OK
DMS 21001 / 40 OK OK OK OK OK
Load all Load error-unit...
The colour of the text in the alarm list is normally green on a blue background, 4. Standing Alarm Channel Parameters
except for the ‘STATE’ text. The colour of the state text is controlled by the
The alarm line marked ‘D’ is a standing acknowledged alarm, Limit:
priority of the alarm, for priority 1 the colour is red and for priority 2 the
the state text is steady red and the starting time of the alarm is Binary alarm channels have only one limit. Analogue alarm
colour is magenta. The state text flashes for as long as the alarm remains
indicated. channels can have up to 3 limits. If more than one limit is active
unacknowledged.
5. Standing Alarm, Older Than 24 Hours at the same time, the message text for the highest number is
A right-click on an alarm line will bring up a small menu with two texts, displayed in the alarm list.
A standing acknowledged alarm (state text is steady red) and the
‘DISPLAY CHANNEL’ and ‘ACKNOWLEDGE’. starting time is indicated as a date. If required, the time will be Type:
found in the Event Log. Binary / low limit / high limit.
The ‘ACKNOWLEDGE’ text is disabled (not possible to select - shown in grey)
if the alarm is acknowledged, if the horn is not silenced or if this SOD does 6. Alarm - Returned to Normal Message:
not have the right to acknowledge the alarm. If the ‘ACKNOWLEDGE text is An acknowledged alarm that has returned to its ‘normal’ state
enabled (possible to use - shown in black) the alarm can be acknowledged by Displays the message text that is defined for this limit, defined
again is indicated by grey text, the state text ‘NORM’ and no during commissioning.
making a left-click on the ‘ACKNOWLEDGE’ text. starting time indication. This line is not removed automatically,
as this could cause confusion when the other lines are moving Alarm Channel Priority:
A left-click on the ‘DISPLAY CHANNEL’ text will open the display channel while it is being looked it. The line will only be removed if
diagram for this alarm channel. The display channel diagram shows detailed Priority of the alarm channel, 1 - 3 is for alarms and channel 4
UPDATE LIST is selected, if another page is selected or if the is for events. Priority is used to select the colour of the state text
information for the alarm channel set-up, such as alarm delay, alarm limits, alarm list is closed.
connection terminals, cut-out and simulation status. Some parameters of the and indication in mimic diagrams, priority 1 is red, priority 2
set-up may also be changed from the display channel diagram, eg, delays and is magenta, and priority 4 is white. The priority is also used to
limits. Display Channel Diagram select which alarm to include in the alarm list if ‘Only priority
1 alarms’ or ‘Only priority 1 + 2 alarms’ is selected in the
The Display Channel Diagram provides detailed alarm channel information
additional list dialogue. Alarms with priority 4 are not shown in
Different States of an Alarm such as alarm delay, alarm limits, connection terminals, cut-out and simulation
the alarm list, but may be included in an alarm group and shown
status. It is also possible to adjust parts the alarm channel parameters (password
on a mimic diagram.
1. New Unacknowledged Alarm level 1 protected). To open the Display Channel Diagram, right-click an alarm
line. This displays a pop-up menu, then select Display Channel; the Display Alarm Activation Value:
A new unacknowledged alarm is indicated with the time
Channel Diagram is shown above in illustration 3.1.2b. Limit value is for analogue channels and is not used for binary
the alarm started. The alarm may be acknowledged by left-
clicking on the [!!!] button ‘acknowledge all alarms’, this also channels. The adjust dialogue is opened by selecting the
The Display Channel Diagram headline is identical to the Alarm List and ADJUST button.
acknowledges all other unacknowledged alarms visible in the
Alarm Group List headline, and includes the following entries:
current page of the alarm list. It is not possible to acknowledge a Delay On/Off:
alarms whilst the horn is still sounding and this must be silenced • Alarm channel ID
first. Delay on is the time from when the limit is exceeded (analogue)
• Alarm channel description
or the input is activated (binary) until the alarm is announced by
2. New Unacknowledged Alarm - Selected • Alarm channel state horn and displayed in the alarm list.
A new unacknowledged alarm which has been selected by a • Message text Delay off is the time from when the limit is no longer exceeded
left-click somewhere on the alarm identification line is indicated (analogue) or the input is deactivated (binary) until the alarm is
by a blue background colour. A selected alarm is acknowledged • Alarm channel value (analog channels only) removed from the alarm list.
by left-clicking on the [!] ‘acknowledge one selected alarm’, • UTC (alarm starting time, if available) The adjust dialogue is opened by selecting the ADJUST
this will only accept the selected alarm. Alarms may not be button.
acknowledged whilst the horn is sounding.
Alarm Groups Manual Cut-out (M.cut):
3. Unacknowledged Alarm - Returned to Normal
Each alarm channel may be included in up to 4 separate alarm groups. The Manual cut-out indicates an ON if the alarm is suppressed by a
An unacknowledged alarm that has turned ‘normal’ again alarm groups in which this alarm is included are indicated in the Alarm Group manual cut-out. This feature may be used to avoid false alarms
is indicated by removal of the start time and the state text is field. if a sensor has failed or the machinery system is under repair.
changed to ‘NORM’ but still flashes. The alarm is acknowledged
The manual cut-out function may be switched on and off from
by left-clicking on either the [!] or [!!!] buttons. Alarms may not To open the corresponding Alarm Group Diagram, select the OPEN ALARM
the adjust dialogue and then by selecting the activate/deactivate,
be acknowledged whilst the horn is sounding. GROUP button next to the required Alarm Group entry.
the Manual Cut-Out function.
Normally cut-out procedures are carried out from channel limit Simulation Stop Horn
1 and the on/off text is only displayed for limit 1. In some cases All channels may be set in simulation mode. In this mode there is no When the horn is sounding, it is cancelled in one of the following ways:
there may also be separate cut-outs for each limit which is connection to input signals for the channel, but the input value is set manually.
indicated by an on/off text in each limit. • Press the Fl1 function key at the keyboard.
The Stimulation Channel is opened via the ADJUST button.
• Select the STOP HORN button in the header.
Channel Calculation
Data Log • The horn may also be silenced with a press on the STOP HORN
The signals which are used to calculate the state of the alarm channel are key on the duty alarm panel.
displayed in the channel calculation field. A log of all actual values for alarm channels can be printed using the Data Log
function; each alarm system has one data log. The selection of each channel
For analogue channels, 3 input signals may be used: a main signal, a signal may be changed in the Data Log selection dialogue, which is opened via the Acknowledge the Oldest Unacknowledged Alarm
that is added to the main signal and a signal that is subtracted from the main ADJUST button. The oldest unacknowledged alarm is always displayed in the header (lowest
signal. line if it is a multiple alarm system header). It may be acknowledged in one of
The data log may only be printed from the duty alarm panel. The PRINTER the following ways:
For binary channels, 1 or 2 signals may be used, the calculated signal is a logic CONTROL key is pressed, followed by the MORE soft key and then the
function between the two signals, namely: AND, OR, XOR and XNOR. DATALOG soft key. • Press the F12 function key at the keyboard.
• Select Click with the left trackball button with the pointer cursor
Each signal is specified in one line with the following information:
Procedures for Using the Graphic Operator Station on the ‘ACKNOWLEDGE’ button in the header.
Signal:
Open Alarm List
Indicates how the specified signal shall be used in the calculation. Acknowledge Alarms in the Lists
For analogue channels: Main, Add, Subtract. Fore binary The alarm list is opened in any of the following ways:
Unacknowledged alarms in lists are indicated by flashing ‘State’ text. These
channels: Main, NOT, AND, OR, XOR or XNOR. • Select the ALARM LIST button in the header.
alarms may be acknowledged in one of the following ways:
Type: • Press the F2 function key at the keyboard.
• Make a right-click somewhere in the alarm line, this will open a
Indicates the type of signal. The following types are available: • Select DIAGRAM in the menu bar in order to open a drop-down small pop-up menu. From this menu, the alarm is acknowledged
sensor input, monitoring channel, constant, serial input, SLS list of diagrams. Select ALARM LIST. by a left-click on the ACKNOWLEDGE text.
point and alarm group.
• Select the alarm line (background colour will change to blue).
ID/Name: Open Lists for Cut-Out, Simulation, Sensor Fail or Device Fail Select the [!] ‘acknowledge one selected alarm’ button.
The ID and name for the signal. These lists are opened using the dialogue box ‘Additional Lists’, additional
lists may be opened in any of the following ways: Note: Alarms are only able to be acknowledged when the horn is silenced
Mod. ID: and the SOD is the watch station for the actual alarm system.
ID for input Field Processing Device (FPD) input module (only • Select the ADD LIST button in the header.
for sensor inputs). • Press the F5 function key at the keyboard.
Terminal: • Select DIAGRAM in the menu bar in order to open a drop-down
Connection terminals on the FPD input module (only for sensor list of diagrams. Select ADD LIST.
inputs).
Range: Open Alarm Group Diagram
Defines the sensor range. The most important Alarm Groups are listed in the Main Menu Diagram.
• Select the active element (text and white box) in order to open
the respective Alarm Group Diagram.
Channel Time
Channel time is the time for latest change of state for this alarm channel. The If the desired Alarm Group is not displayed in the Main Menu, a list of all
following state changes will set the time: alarm occurs, alarm turns normal, available Alarm Groups in the system can be opened in two ways:
cut-out activated and channel set in simulation. 1. Select DIAGRAMS in the menu bar in order to open a drop-
down list of available diagrams. Select ALARM GROUP.
2. Press the F4 function key on the keyboard. Select the desired
Alarm Group. Select OK.
3.1.3 Trending Start Time and Window Period for Graphs
The MCS 2200 system is able to display one to six graphs for parameters After opening a graph window, the operator may change the period over which
under analysis in the same trend display with individual colours and measuring the graph is active. This is achieved by right-clicking on the graph display
scales. The individual colour is used to separate the element ID number, the which will bring up a selection window with LIVE and TIME DIVISION
measuring scale, the trend curve and the value for each measurement. options. All graphs are set to LIVE as default, so selecting TIME DIVISION
allows the operator to adjust the scale of time on the graph, increasing the
Trend displays that are used often may be accessed directly from the Trend Log divisions on the scale up to periods of 24 hours.
button (or F7) or again from the short-cut menu. Trend curves showing values
for the previous 24 hours (maximum 4 days) or part of that period, are based This allows the graph to cover periods of up to around twenty days on one
upon the continuously logged data. A Trend display for a period exceeding the graph to analyse long term trends.
last 24 hours (maximum 4 days) is based upon the compressed values.
Parameters, which are not predefined for logging, may be displayed during Changing the Presentation of a Graph Display
on-line data collection, initiated on the request of the operator. There is also a
zoom function available, selected by pointing out the area required using the Whilst displaying the graph, if the operator clicks on an element name tag
trackball. at the bottom of the screen, the channel properties page for that element will
be displayed. Included in that page is a bar graph of that element against its
Trend curves may be saved as a file on the PC hard drive. The data used for the measured range.
trend displays are accessible on the Systems Operation Display (SOD) and can
be printed in tabulated form on the printer. During monitoring, should the operator wish to add further elements or subtract
elements from the graph, the SELECT MONITORING CHANNELS window
The TREND SETUP function is used for setting up a graph diagram. The graph should be called up and the required channels subtracted or added up to the
pictures are particularly helpful in identifying and analysing the operating maximum of six. Being able to deactivate one or more graph displays may,
disruptions. Additionally, it is helpful in providing a visual evaluation of for example, be helpful in situations where two graphs completely or partially
changes of the process values, just as the graphs are an important tool in cover one another, or in situations where one of several graphs is required to
connection with the documentation of the vessel’s operation. In the individual be examined more closely.
configuration, a number of graph windows may be configured, each one
displaying graphs of up to six variables of predetermined element values. Regardless of the selection of the graph form, the zoom and pan functions are
the same.
On the TREND SETUP page, left-click on one of the user defined graph
labels to bring up the SELECT MONITORING CHANNELS window. This
window has two boxes on the left and right. The left-hand box lists all available
channels where the right-hand box lists selected channels. Initially this will list
the channels currently selected for the user defined graph which was initially
selected. Between the two boxes are ADD and REMOVE buttons which are
used to transfer up to six desired channels to the SELECTED window. If the
intention is to save this graph, it may then be renamed and saved as a further
user defined graph.
If the operator selects one or more elements, the graph diagram will
automatically include these. More than one element may be selected by
keeping the SHIFT key pressed when selecting the elements. Regardless of
how it is opened, a graph window has a fixed position and size on the screen.
The fixed definition graph may be selected from the menu Graphs (by clicking
on the box to the left of the required graph name). The Graphs menu is able to
contain up to 19 graph displays.
3.1.4 SCREEN DISPLAYS Illustration 3.1.4a Monitoring and Control System Display
The screen displays at the System Operating Display stations (SODs) operate
in a standard Windows environment. The SOD display is divided into four
SAM Electronics
parts: a menu bar, a header, a tree and an application area. In the application
area, various diagrams can be selected and displayed for machinery component
File Group Shortcuts View Window Help
control and supervision procedures, such as Alarms Lists and Mimic Diagrams.
The menu bar and header with status information are always present. For 0 ! 2008-04-01 12:01:08
enhanced safety, the header constantly displays the most essential information MACH. ALM SYS BRIDGE
from the alarm system, independent of the actual control assignment, such as: Alm: 74 / Supp: 0 / ECR / ATTENDED Alm: 2 / Supp: 0 / S.C.C. / ATTENDED
• Oldest unacknowledged alarm MCS2200 System Alarm List Priority: ALL - MACH. ALM SYS F Alarm list
2
ID Description State Message Value Unit UTC
F Group
• Number of present and unacknowledged alarms ALM
3 Overview
F Group
ALM
• Number of present cut-outs (inhibited alarm channels) ALM
4 Display
F Additional
ALM 5 Log
• Actual watch station, duty officer and back-up officer ALM
F Event
6 Log
• Date and time F Trend
BXM 2200 7 Log
OUTSTATION 1 F Properties
Alarm information is clearly indicated by means of a graphic alarm symbol OUTSTATION 1 8
F Bargraph
placed close to the symbol for the machinery component. 9
F Thermonal
2
F Journal
Picture Hierarchy on the System Operating Display Stations 3
F Alm. Sys.
5 Status
F System.
The alarm and control pictures of the MCS 2200 control system are placed in 7 Status
a picture hierarchy. The alarm and control overview picture presents labels to F Man. Sec.
8 Log
all of the control pictures. Any of the pictures may be selected by using the
trackball to move the cursor pointer, pointing at the box to the left of the picture
label and then left-clicking the trackball.
A square located to the left of the picture label flashes in the case of an
unacknowledged alarm on the system depicted by the picture. This feature
gives the operator a fast and safe overview of the actual situation. Steady red
! !!! ?
light shows an acknowledged alarm.
Ready NUM
The alarm and control overview picture can be selected by pressing a function
key on the keyboard or from the short-cuts pull-down menu on the command
Power Brightness
bar in the upper edge of the screen.
Down Up
All of the alarm and control pictures are available from the picture label on the
alarm and control overview picture, or from the area/diagram pull-down menu
on the command bar in the upper edge of the screen.
3.1.5 Alarm handling State Appearance Description Failure Lists
NORM Steady green The alarm channel in normal state, ie, Device Fail List List of all channels with device fail (hardware fail
The alarm list is a display of all standing alarms, both acknowledged and
no alarms and no failures. in the Gamma PLC or power fail to the Gamma
unacknowledged. The system can include from 1 to 4 systems (bridge alarms,
machinery alarms, etc). Each alarm system has its own alarm list. ALM Flashing red Unacknowledged alarm, priority 1. PLC).
ALM Steady red Acknowledged standing alarm, priority Sensor Fail List List of all channels with sensor fail (input from
Each alarm occupies one line in the alarm list and up to 20 alarms can be 1. sensor is outside the defined range).
displayed on the screen. If there are over 20 alarms, the actual number is shown ALM Flashing magenta Unacknowledged alarm, priority 2.
in the bottom right of the display. Use of the PAGE UP and PAGE DOWN keys ALM Steady magenta Acknowledged standing alarm, priority Alarm List, Only High Priority Alarms
allows for scrolling through the alarm list. 2.
Alarm List Priority 1: Alarm list only including alarms with priority 1.
FAIL Flashing red Unacknowledged alarm for sensor fail.
The colour of the alarm text is normally green with the alarm ‘state’ text in Alarm List Priority 1+2: Alarm list only including alarms with priority 1
red (if priority 1 alarm) or magenta (if priority 2). Priority 4 is in white and FAIL Steady red Acknowledged sensor fail, outside
or 2.
is used for events; blue text is used for Manual cut-outs. A right-click on the normal range.
alarm brings up a small menu with two texts: ‘DISPLAY CHANNEL’ and NORM/CA Steady blue Alarm channel with standing alarm Additional lists have the same layout as the alarm list and alarm group lists and
‘ACKNOWLEDGE’. Left-clicking on ‘ACKNOWLEDGE’ allows the alarm where the alarm is suppressed by a cut- the operation of the list is the same, ie, it is possible to acknowledge alarms and
to be acknowledged, or if this is not possible, the text is shown in grey (already out. open the Display Channel Diagram.
acknowledged or horn not silenced). Left-clicking on ‘DISPLAY CHANNEL’ Steady white One of the following MOS 2200
opens the display for the particular system the alarm originates from. Detailed hardware failures has occurred for this
alarm information such as delays and limits, etc, is also shown. alarm channel: Display Channel Diagram
Field Processing Device (FPD 2200)
hardware failure The Display Channel Diagram shows detailed information of an alarm channel,
Trend Displays FPD 2200 power failure and it is also possible to adjust some parameters for the alarm channel, these
Connection failure between SOD 2200 adjustments are protected by password level 1. The display channel diagrams
One to six graphs for supervised parameters can be displayed in the same trend and FPD 2200 are divided in smaller areas matching the various functions that are available.
display with individual colour and measuring scale. The individual colour is In this state, the complete Alarm Group The Display Channel Diagram top line is the same line as displayed in the
used to separate the ID number, the measuring scale, the trend curve, and the List line is displayed steadily white. alarm group/alarm list for this alarm. This line includes the ID for the alarm
digit valve for each measurement. See Section 3.1.4 for further information. channel, description, alarm state, message text, value (only for analogue
channels) and start time for the alarm (if active).
All state texts can be extended with an ‘S’ in the beginning, eg, ‘S NORM’
Alarm Groups or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode.
In simulation mode, the displayed value is manually keyed in and has no Alarm Channel Information
An alarm group list is a list of all alarms included in this group, independent of connection to the input from the sensor. Type: Analogue/binary
the alarm state. The layout of the list and the alarm lines is the same as for the
alarm list, but the list is sorted alphabetically after the ID. Alarm system: Alarm channel alarm system name
Additional Alarm Lists Outstation: The outstation ID of the Gamma PLC
Alarms in an alarm group can have more states than in the alarm list, because Additional alarm lists is a set of lists for alarm channels in a certain state, there Address: The address (unit number) of the PLC
some of the states of the alarm channel are moved to separate lists, eg, cut-out is one set of additional lists for each alarm system.
list or lists of simulated channels. The channel parameters are also shown here and include the alarm message
Additional lists include the following lists: text, priority, limit value, delay time if applicable and any manual cut-outs,
The possible states (state texts) for an alarm channel in a Alarm Group are etc.
listed below: Suppression Lists
The Display Channel Diagram is described in greater detail above in Section
Simulated Channels List of all channels that are in simulation mode. 3.1.2 and is shown in illustration 3.1.2b.
Automatic Suppressed List of all channels that are suppressed by
automatic cut-out.
Manual Suppressed List of all channels that are manually suppressed
(manual cut-out).
3.1.6 Unmanned service / manned hand-over Normal Hand-Over f) The oncoming duty engineer must have sufficient information
to enable him to fully understand the present operating status of
The following procedures are carried out when changing over to and from a) The duty engineer proceeds to the ECR and informs the bridge all machinery, the circumstances under which that machinery is
manned operation: of the changeover to the manned condition. operating, and any likely events which might occur during the
next period of duty (such as fuel pumping or bunker transfer).
b) At the watch station on the control room console, select the
Due to Alarm Initiation manned condition. g) Inform the first engineer of any plant defects. He will then
decide if they should be included in the present day’s work list.
a) The alarm is activated on the Accommodation Alarm Panel c) Examine the log printouts generated during the UMS period.
(AAP) in the cabin of the duty engineer and on the panels in the h) The first engineer delegates the work list and discusses relevant
public rooms. d) Undertake the watch routine, taking actions as necessary to safety practices.
maintain the engine room machinery in a safe and efficient
b) The duty engineer accepts the alarm and proceeds to the Engine working condition. Ensure that all ship safety systems are i) The duty engineer should be aware of all the maintenance being
Control Room (ECR). functioning correctly. If any monitored system is not functioning carried out and should be informed of any changes to the day’s
the back-up system must be operated. schedule.
c) The duty engineer accepts and silences the alarm at the watch
station on the control room console. e) Hand-over to the oncoming duty engineer, discussing any
j) The duty engineer may then proceed with his normal tour of
irregularities. Ideally, all hand-over information should be
inspection of the machinery spaces.
d) If the vessel is at sea, the duty engineer informs the bridge of the presented in written as well as verbal form. This may include
manned engine room condition and the nature of the alarm. notes on the computer system or written on the notice board in
the control room.
e) In the ECR the duty engineer selects watchkeeping control as
manned. Illustration 3.1.6a Alarm System Status
f) The alarm condition is rectified. If necessary the duty engineer

calls for assistance.
g) On completion, the duty engineer informs the bridge and selects

Alarm system status Cabin Assignment
appropriate cabin as duty engineer.
MACH. ALM SYS BRIDGE CARGO ALM S
h) The duty engineer proceeds to his cabin and accepts the duty
Watch location ECR BRIDGE BRIDGE
selection on the AAP. Watch status UNATTENDED ATTENDED ATTENDED
Duty 3RD ENG
i) The machinery spaces are in UMS condition. Backup C/ENG OFFICE NONE
WARNING Unack. to gen alm time [s] 180 180 300
Whenever personnel enter the machinery spaces on their own the bridge Alarms 9 0 6
should be informed and the Dead Man Alarm system must be in use. Unack alarms 0 0 0
Man suppressions 10 0 4
Auto suppressions 20 0 0
Simulations 0 1 0
Device failures 0 0 0
Sensor failures 3 0 0
3.2 Engine Control Room, Console and Illustration 3.2.1a Engine Control Room Arrangement
Panels
3.2.1 Engine control room

Converter Room
The engine control room is situated on the port side of the upper platform in
the engine room, where all the necessary equipment and controls are located
to permit the centralised supervision of machinery operations. Automatic and
remote control systems are provided to allow the machinery spaces to run
unattended at sea and in port during cargo operations.
It contains the following: Main Switchboard
• Main engine control and operating console

• Main switchboard
1
• Computer workstation
Illustrations
• UMS 2100 monitoring system cabinets 12 12
3.2.1a Engine Control 10 10
• ECR console UPS supply unit Room Arrangement 20
• EGS 2200 power unit 3.2.2a Engine Control 9

16 9
2
Room
• Main engine crankcase oil mist detector panel 14
15
• Inert gas generator repeater panel

• Two life jackets 7
4 18
• Two immersion suits 3 5 6 8 11 13 17
19 5
• Water mist main control panel

• Smoke detector Engine Room
Lobby and
• CO2 fire extinguisher Starirwell
• Fire alarm pushbutton
• Refrigerator
• Instruction books cabinet and shelves
• Package air conditioning unit
• Safety plans and notice boards Key
• One EEBD unit 1. Package Air Conditioning Unit 8. Water Mist Release Logic Unit (RLU) 15. Printer / Copier
2. Main Engine Remote Control Cabinet 9. PA Speaker (Overhead) 16. Desk and Drawers
3. Monitoring and Control System Cabinet 10. Smoke Detector (Overhead) 17. Main Engine Governor Cabinet
4. Dry Powder Fire Extinguisher 6kg 11. Whiteboards 18. CO2 Fire Extinguisher 5kg
5. Fire Alarm Pushbutton 12. Chair 19. Emergency Escape Breathing Device
(EEBD)
6. Water Mist Release Logic Unit (RLU) 13. Main Engine Oil Mist Detector Cabinet
20. Desk with Bookcase Over
7. Inert Gas System Panel 14. Computer Workstation
Illustration 3.2.2a Engine Control Room Console
4
8 9 10
23 12 37 38 39
11 1
10 2
1
1
9 3
11 12 13
5 8 4
7 5
6
14 15 16 24
40
19
18 25 43
20 FIRE
41
17 42
21 22
6 7
29 30 35
26
36
2 3 2 3 44
36
31
27 33 34
32
FULL
HALF
SLOW
DEAD
SLOW
STOP
DEAD
SLOW
SLOW
28 HALF
FULL
Key
1. VDU for Alarm Monitoring System 19” 10. Main Engine Control Air Inlet Pressure 19. Auxiliary Boiler Steam Pressure Indicator 28. Electronic Governor Control Panel - EGP2200 37. Talk-Back Station
2. Keyboard 11. Main Engine Scavenge Air Receiver Pressure 20. Composite Boiler Water Level Indicator 29. Auxiliary Boiler Emergency Stop Pushbutton with Cover 38. Steer Gear Alarm Panel
3. Trackball 12. Main Engine Lubricating Oil Inlet Pressure 21. Main Engine Time Counter 30. Composite Boiler Emergency Stop Pushbutton with Cover 39. Fuel Oil Unit Control Panel
4. BAP Panel for UMS2100 13. Main Engine Start Air Inlet Pressure 22. Composite Boiler Steam Pressure Indicator 31. Telegraph Receiver Unit 40. Running Lamps
5. Main Engine Indicator Panel 14. Main Engine Fuel Pump Mark Indicator 23. Clock 32. Main Engine Manoeuvring Handle 41. Shipside Valves Remote Operation
6. Main Engine RPM Indicator 15. Main Engine Turbocharger Revolution Indicator 24. Speed Log Indicator 33. Automatic Telephone 42. Lamp Test Pushbutton
7. Rudder Angle Indicator 16. Auxiliary Boiler Water Level Indicator 25. Main Engine Horse Power Meter 34. Sounder Power Telephone 43. Fire Repeater Panel
8. Main Engine Jacket Central Fresh Water Inlet Pressure 17. Main Engine Control Position Changeover Switch 26. DMS2100i Operation Panel 35. Engine Speed Table 44. Alarm Event Printer
9. Main Engine Fuel Oil Inlet Pressure 18. Main Engine Evolution Counter 27. Main Engine Protection Panel - DPS2100 36. Telephone Directory
3.2.2 Engine control console • Auxiliary boiler emergency stop pushbutton
• Composite boiler emergency stop pushbutton
The main engine control and operating console contains:
• Deck seal pump running lamps
• Two alarm/monitoring system display screens with keyboards
and trackballs, Systems Operating Display (SOD) • Sea chest valve status indication
• Power supply available/operational indicator lamps • Ship speed log repeater panel
• Steering gear running indicator lamps • Alarm/Log printers
• Local operator stations for: The power for the console is supplied from the emergency switchboard and has
• UMS 2100 a UPS back-up in case of emergency.
• MCS 2200
The main switchboard contains:
• EPS 2200
• Three generator sections
• EGS 2200
• The synchronising section
• Main engine telegraph unit (bridge control)
• Two 440V feeder sections
• Main engine local control unit
• Two group starter sections
• Main engine emergency stop pushbutton
• One 230V feeder section
• Main engine/turbocharger rpm indicators
• Turning gear engaged/disengaged indicator lamps
• Main engine auxiliary blower preselect/running indicator lamps
• Automatic telephone, sound powered telephone and talk-back
telephones with number/station lists
• Rudder angle indicator
• Fire detector repeater panel
• Temperature and pressure gauges for the main engine starting
air, lubricating oil and fuel oil systems etc
• Main engine rpm/hours counters
• Main engine horse power indicator unit
• Main engine fuel pump index indicator
• Stop horn/klaxon pushbuttons
• Remote control failure alarm
• Manual engine rpm reduction alarm
• Lamp test pushbutton
• Start air compressor lead/lag selector switch
• MDO/HFO in use indicator lights
• FO unit remote control panel
• Engine room clock and adjustment
• Auxiliary boiler and composite boiler steam pressure and water
level indicators
Illustration 3.3.1a Frequency Converter Room Arrangement
Frame 20 Frame 25 Frame 30 Frame 35
1 1 1 1 2 3 3 4 4 5 5
10
Store Room 9
13
6 6
8
12 11
14
Control Room
Key
1 - 4 x Cargo and 2 x Slop Cabinet 8 - UPS (Uninterruptible Power Supply)
2 - 1 x PLC Cabinet 9 - Smoke Detector
3 - 4 x Cargo Cabinet 10 - 4W Speaker
4 - 4 x Cargo Cabinet 11 - Watertight Telephone
5 - 2 x Ballast Cabinet 12 - Common Battery Telephone
6 - Operator Desks 13 - Packed Air Conditioning Unit
7 - EGS2200 System Transformer 14 - A/V Columns Relay Box
3.3 FREQUENCY converter room Operation of the cargo pumps is normally carried out from the Emerson
workstation in the Ship’s Control Centre on A deck. In the event of failure
3.3.1 CARGO PUMP CONTROL Console of the remote system, the pump motors may be stopped and started from the
converter room console.
Description The operating speed of the cargo pumps may also be adjusted by use of the set
point up/down pushbuttons. Changeover to local control is carried out using the
The cargo pump converter room contains the main operating console for the key switch on the PLC cabinet. When using local control, the interlocks with
electrically-driven pumps and the individual starter and speed control panels. discharge pressure and the inert gas system are not monitored, consequently
Due to the amount of heat generated by the converters, this space is provided the pumps are not protected from operational disturbances.
with an independent air conditioning system.
The frequency converters are also directly cooled by the low temperature
section of the central cooling system. The seven drive, two soft-starter, three
star/delta and the contactor cabinet, together with the PLC cabinet are arranged
as one continuous unit running down the centre line of the space. The control
desk and UPS are situated at the after end of the inboard side.
Illustration 3.3.1b Cargo Pump Control Console
CONVERTER 1 CONVERTER 2 CONVERTER 3 CONVERTER 4 CONVERTER 5 +2FO1 CONVERTER 6 CONVERTER 7 BALLAST P BALLAST S RESIDUAL TANK CLEANING P TANK CLEANING S +2FO2
STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY STAND BY INERT GAS CARGO COMP.
IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE IN OPERATION MOTOR FAILURE HIGH PRESSURE CONTROL DESK
TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TRIP DRY-RUN TOUCH PANEL
%A 100 100
%A 100 100
%A 100 100
%A 100 100
%A 100 100
%A 100 100
%A 100 100
%A 100
%A 100
%A 100
%A 100
%A 100
50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 %rpm 50 50 50 50 50
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
EMERGENCY
STOP
CARGO 1P CARGO 1S CARGO 2P CARGO 1P CARGO 1S CARGO 2P CARGO 1P CARGO 1S CARGO 2P CARGO 4P CARGO 5P CARGO 4P CARGO 5P CARGO 4S CARGO 5S CARGO 4S CARGO 5S
CARGO 2S CARGO 3P CARGO 3S CARGO 2S CARGO 3P CARGO 3S CARGO 2S CARGO 3P CARGO 3S CARGO 6P SLOP P CARGO 6P SLOP P CARGO 6S SLOP S CARGO 6S SLOP S BALLAST P BALLAST S RESIDUAL TANKCLEANING P TANKCLEANING S EM. STOP
BUZZER
STOP STOP STOP STOP STOP STOP STOP STOP STOP STOP STOP STOP
BUZZER RESET
DOWN UP DOWN UP DOWN UP DOWN UP DOWN UP DOWN UP DOWN DOWN

SET POINT SET POINT SET POINT SET POINT SET POINT SET POINT SET POINT LAMP TEST
Anything to update?
Section 4: Emergency Systems
4.1 Fire Hydrant System
4.2 CO2 Fire Fighting System
4.3 Quick-Closing Valves and Fire Dampers
4.4 Water Mist Fire Extinguishing System
Illustration 4.1a Engine Room Fire Hydrant System
Overboard
To Inert Gas Generator 200 QD45
Sea Water System 200 To Deck Fire Main
QA18
QD20 and Foam System
QD32 QD33
QD29 QD30 QD39 QD34
200 250 Upper Deck

RX1
200
200 Aft Forward
RX2
50 80 80 50
200
RX8 RX14
P P 50 50
Bilge, Ballast Fire RX7 RX13

No.2 and GS Pumps No.1
200 PV 250/150m3/h PV
x 1.0/0.45MPa High Sea
Chest 80
200
200
Upper Platform
Bilge
LAH
Well Sea Water
Suction
To/from Aft Peak Crossover
Ballast Tanks 50 80 80 50
(Illustration 2.9.1a)
RX6 RX12
QD23
50 50
QD31 QD35
RX5 RX11
200
250 125 250
QD27
Lower Platform
200
QD28
50 80 80 50
RX4 RX10
50 50
QD25
QD26 RX3 RX9
150
Bilge Main
Key 250
Bilge / Drain / Sludge

Low Sea Floor
Sea Water Chest
4.1 fire Hydrant system The main fire main discharges from the engine room to both the accommodation To ensure the system integrity is maintained, ‘normally open’ isolating valves
and the main deck. The engine room can be isolated by valve JX22. Downstream are positioned between each set of hydrants on the fire main line. This design
of this isolation valve is located a branch line with a non-return valve JX21 ensures the fire fighting capability is maintained after damage at a single point,
Bilge, Ballast, Fire and General Service Pump
from the emergency fire pump. This section of the fire main also supplies eg, enabling the system pressure to be maintained aft of the isolating valve in
Manufacturer: Shinko Industries Ltd., Japan the accommodation block via isolation valve JX24, the foam system and the the event of a break in the fire main or an open hydrant.
No. of sets: 2 forward deck fire main through isolation valve JX23. The water supplied to
Type: Vertical centrifugal the accommodation fire line supplies the hydrants on decks ‘A to E’, with each
The Fire System Control
deck having a complement of 3 x hydrants (one each for port and starboard and
Model: RVP200-2MS one aft), except for deck ‘E’ which has a complement of two hydrants located The fire pumps may be started and stopped from the following locations:
Capacity: 250/150m³/h port and starboard aft of the wheelhouse. • Locally, adjacent to the pump.
Pressure: 1.05/0.45MPa
The main deck fire main supplies hydrants located at the following positions: • The fire control station adjacent to the ship’s control centre.
Power rating: 132/40kW
• Hydrant (JX27) above the residual tank (forward of the slop • Wheelhouse, below the main fire detection control panel.
tank) • Foam room, except the emergency fire pump.
Emergency Fire Pump
• Hydrant (JX30) above No.5 port and starboard cargo oil tank • ECR main switchboard at the 440V group starter panel for each
• Hydrant (JX33) above No.4 port and starboard cargo oil tank pump, except the emergency fire pump.
No. of sets: 1
Type: Vertical centrifugal • Hydrant (JX36) above No.3 port and starboard cargo oil tank
The Emergency Fire Pump
Model: RVP160-2MS • Hydrant (JX39) above No.2 port and starboard cargo oil tank
Capacity: 72m³/h The emergency fire pump supplies the fire main only. It is an electrically-driven
• Hydrant (JX84 and JX44) above No.1 port and starboard cargo self-priming vertical centrifugal pump which is situated in the emergency fire
Pressure: 0.95MPa oil tank pump space (lower platform level), and is accessed through the steering flat
Power rating: 55kW either from the poop deck or through the engine room. The emergency fire
A branch line from the upper deck accommodation fire main provides water pump takes suction through its dedicated sea chest and isolating valve (JX72)
to the steering flat hydrant and the sprinklers for the chemical store and the aft and strainer before discharging to the fire main in the foam room on the upper
Introduction hydraulic power pack through their respective isolation valves. deck in the accommodation block. The electrical power for this pump is
supplied through the emergency switchboard.
The bilge, ballast, fire and general service water pumps are located in the engine The forward fire main terminates at the ‘focsle deck’ with hydrants located
room, and provide water to the fire main which delivers pressurised water to port and starboard of the focsle. A branch line located on the focsle deck with
individual fire hydrants throughout the machinery spaces, accommodation and stop valves (JX70 and JX85) enables water to supply the cable washers, the International Ship-Shore Connection
deck areas. The fire main also supplies the deck foam system. bilge eductor systems in the bosun’s store and the bow thrust space (for further There are two international ship-shore connections located in storage boxes on
information on this system refer to Section 2.9.3, Forward Bilge System). the port and starboard sides of the upper deck adjacent to the entrance doors
The two pumps draw directly from the sea suction crossover connecting the sea into the accommodation. The international ship/shore connections are to be
chests located port and starboard of the engine room. The individual fire hydrants are located so that the two separate fire hoses are kept readily available for use in port where it may be necessary to utilise water
able to direct a water spray/jet at any position on the vessel. supplied by the shore-based fire authorities to assist in the fighting of a fire.
No.1 and No.2 bilge, ballast, fire and general service pumps deliver water to
the following engine room hydrants: Note: Whenever a bilge, ballast and fire pump, or the emergency fire pump is Note: After use, any hose and nozzle unit used must be properly stowed
• 4 x hydrants at the floor level of the engine room, two hydrants operating, at least one outlet valve should be open to ensure a flow of water in the hose box ready for future use. Any defects in the hose, nozzle, valve
forward and two aft. through the pump to prevent overheating, this would usually be one of the or system must be reported immediately and rectified as soon as possible.
anchor cable washer valves. Defective components must never be left in hose boxes.
• 4 x hydrants on the lower platform level of the engine room, two
hydrants forward and two aft.
• 4 x hydrants on the upper platform level of the engine room, two
hydrants forward and two aft.
Illustration 4.1b Fire Hydrant System - Deck
JX2
JX3
JX5
JX6
JX9
JX10 JX7 Side Elevation
JX12
JX83/4
JX13 JX27 JX30 JX33 JX36 JX39
To Foam
System
JX15 JX24
JX16 JX70
JX18 JX21 JX23 JX26 JX29 JX32 JX35 JX38

JX25 JX40
JX22 JX41/4
Emergency JX42/3
Fire Pump From
Space Engine
Room
JX69 Eductor
Store
Emergency Key
Fire Pump Fire Main JX79
JX96 JX88 JX72 Sea Water JX81 JX86
Emergency
Steering Flat Fire Pump Bow Thrust
Space Emergency
Fire Pump Sea Space Detail
JX97 Space Detail Chest
Store
JX95 Upper Deck
To Foam
JX17 System Sample
To Ballast Locker JX41
System
JX24 JX23
JX25
JX90
JX21 JX22 JX27 JX89 JX30 JX33 JX36 JX39

JX42
JX26 JX29 JX32 JX35 JX38
JX45
JX16 JX40
JX43
JX44
JX18
Preparation for the Operation of the Fire Hydrant System Engine Room
a) Set the suction and discharge valves of the bilge, ballast and fire
pumps for supplying sea water to the fire main. The description Locked Open No.1 bilge, ballast and fire pump sea water QD26
assumes that the sea water main is already connected to the sea suction valve
via the low suction. Locked Open No.1 bilge, ballast , fire and general service RX2
pump discharge valve to fire main
Ensure that the bilge suction valves for both of these pumps are Locked Open No.2 bilge, ballast, fire and general service QD25
positively shut to ensure that no bilge water is discharged into pump sea water suction valve
the fire main. Locked Open No.2 bilge, ballast, fire and general service RX1
pump discharge valve to fire main
Ensure that the emergency fire pump suction and discharge
Locked Closed No.1 bilge, ballast and, fire and general service QD26
valves are open.
pump bilge main suction valve
b) All of the intermediate isolating valves along the fire main on Locked Closed No.1 bilge, ballast, fire and general service QD23
the upper deck are to be open. pump direct bilge suction valve
Locked Closed No.2 bilge, ballast, fire and general service QD25
c) All fire hydrant outlet valves are closed. pump bilge main suction valve
d) All drain valves are closed, including those in the ballast pump pump discharge valve to overboard, ballast and
room and the bow thruster space. IG systems
e) Set up the valves as shown in the following table: pump discharge valve to overboard, ballast and
IG systems
Focsle Locked Closed No.1 bilge, ballast, fire and general service QD35
pump bilge suction valve from ballast system
Position Description Valve Locked Closed No.2 bilge, ballast, fire and general service QD31
Closed Port hawse pipe cable washer supply valve JX48 pump bilge suction valve from ballast system
Closed Starboard hawse pipe cable washer supply valve JX49
Closed Supply valve to chain locker eductor JX59 Emergency Fire Pump Space
Closed Supply valve to focsle bilge eductor JX60
Closed Supply valve to bow thrust space bilge eductor JX45
Locked Open Emergency fire pump suction valve JX72
Foam Room All of the above pumps are ready to be started remotely from the locations as
Position Description Valve previously indicated.
Open Supply valve from emergency fire pump JX21
Open Supply valve to main deck fire main JX23
Open Supply valve to the accommodation areas JX22
Open Isolating supply valve to deck JX22
Closed Supply valve to deck foam system BY1
Illustration 4.2a CO2 Fire Fighting System
Fire Control Station

Vent to Atmosphere
Engine Engine Inert Gas

Room Control Room
Room
Control Cylinders
CO2 Room
P

Room Control Room
Room
Relay Box
Control Cylinders
Key
CO2
Control/Pilot Line
Electrical Signal
Engine Room Inert Gas Space Engine Control Room
4.2 CO2 fire fighting system CO2 Release System Operating the CO2 System
The engine room and inert gas space CO2 cylinders are located in CO2 room on a) Open release box door for the space in question. This action
CO2 Flooding System
the port side of the funnel casing on A deck. The ambient temperature should initiates the CO2 alarm.
Manufacturer: Danfoss - Semco Fire Protection not exceed 46°C and the cylinders must not be stored in direct sunlight. The
Type: High pressure system cylinders are fitted with individual safety devices to relieve excess pressure b) Confirm all personnel have vacated the area.
caused by high temperatures.
Capacity c) Open the screw valve to one of the control cylinders (note one
Engine room: 125 x 45kg cylinders (volume 67.5 litres) WARNING cylinder is spare). There will now be pressure on the system
ECR: 4 x 45kg cylinders (volume 67.5 litres) Ensure adequate ventilation of the CO2 cylinder room is achieved before up to the release handles. This action stops the ventilation and
entry. closes the fire dampers and ventilation for the selected area.
IG space: 3 x 45kg cylinders (volume 67.5 litres)
Confirm all necessary quick-closing valves have closed and that
Paint store: 2 x 45kg cylinders (volume 67.5 litres) the selected area pumps have been stopped.
The CO2 system comprises of a high pressure cylinder bank with both manual
Galley exhaust trunk: 1 x 5.4kg cylinders (volume 8.1 litres)
and pressure operated cylinder top valves, with the pressurised CO2 cylinders
connected via a common manifold. d) Pull the control lever (left-hand) to open the distribution
valve. The gas pressure from the control system will flow and
Introduction There are a total of 125 cylinders and two 8.04 litre control cylinders. The pressurise this section.
capacity of the main cylinders is sufficient in capacity for the flooding of the
Carbon dioxide (CO2) is a colourless, non-corrosive gas that causes no e) Pull the control lever (right-hand) to open the cylinders. The
engine room. The cylinders are capable of discharging CO2 to the following
chemical reaction to metals, electrical equipment or oil, and has no mechanical pressure from the control system will via the pneumatic timer
spaces:
damage to applied surfaces. It is commonly compressed to the liquid state in (P) actuate the cylinder valves on the battery. The total number
high pressure cylinders for storage and it can be stored for an indefinite time. • The engine room using the full 125 bank of cylinders of cylinders required for the room protected will then be
After the CO2 system is released, CO2 concentration quickly increases in the • The ECR using 4 cylinders released.
space and it suppresses the oxygen content to extinguish the fire. It is proven
to be a fast acting fire extinguishing agent and is effective on deep-seated fires • The inert gas generator space using 3 cylinders
Note: On release of the CO2 to the selected area, confirm that the distribution
in cargo holds. In addition, it leaves no residue to clean up, so your vessel can valve has opened.
be back in operation almost straightaway. CO2 is a highly suffocating gas and The design of the system incorporates control stations located in the CO2 room
it must be avoided by personnel when released. and the fire station adjacent the ships’s control centre. These comprise of three
(3) separate release cabinets, one for the engine room, ECR and the inert gas Operation from the CO2 Cylinder Room
Dependent upon the application, CO2 is normally employed at levels of generator space. Each release cabinet contains two solenoid operated valves
between 35% and 50% by volume to produce an oxygen deficiency incapable which are pressurised by the CO2 from the two control cylinders. If it becomes necessary to operate the system from the cylinder room due to
of sustaining combustion and thus extinguishing any fire. This level of oxygen a failure of the release box, an emergency release can be carried out by the
reduction is also capable of causing asphyxiation. Fixed systems are, therefore, An activation of the first solenoid valve in the release cabinet enables the following procedure:
designed to include safeguards which prevent the automatic release of the CO2 pilot CO2 gas to flow to the main distribution valve. The pressure forces the
whilst the protected area is occupied. valve to open while simultaneously the pilot gas to the pressure operated CO2 a) Open release box door for the space in question. This action
cylinder top valves is delayed for a specified time. After the delay, the cylinder initiates the CO2 alarm.
WARNING top valves open and the CO2 gas is discharged through the piping and nozzles
Liquid or recently evaporated CO2 may cause low temperature burns into the protected space. From the main manifold, CO2 is led through the
b) Confirm all personnel have vacated the area.
when in contact with the skin. In such cases the affected area should distribution valves to the protected space.
be thoroughly irrigated with clean water and afterwards dressed by a c) Open the distribution valve ‘B’ for the selected area.
The protection of the paint store is provided with two locally placed CO2
trained person.
cylinders outside the paint locker. The galley CO2 cylinder is positioned inside
d) Open the required number of cylinders for the selected area. This
the entance to provide a fire protection coverage for the galley exhaust trunk.
WARNING Manual release only is available for these cylinders. is carried out manually by turning the handwheel approximately
Upon activation of the CO2 alarm, all personnel must evacuate the space 1½ times counter-clockwise.
immediately. WARNING
CAUTION
Release of CO2 shall only take place with the express permission of
In the event of a failure of the pneumatic timer (P), open the valve.
the Master after confirmation has been made that all personnel are
evacuated from the space before any release of CO2.
Illustration 4.2a CO2 Fire Fighting System

Vent to Atmosphere

Room Control Room
Room
Control Cylinders
CO2 Room
P

Room Control Room
Room
Relay Box
Control Cylinders
Key
CO2
Control/Pilot Line
Electrical Signal
Engine Room Inert Gas Space Engine Control Room
Following the release of CO2, a concentration of 30/40% is developed within Alarms for Engine Room and Inert Gas Room System
2 minutes, reducing the oxygen content of the atmosphere in the space to
less than 15%, at which level it will not support combustion. It is important Should any cylinder discharge accidentally, it will pressurise the main line up
therefore to ensure all ventilation is stopped at the time of release and all doors, to the stop valve. This line is monitored by a pressure switch and will activate
access hatches and vents are closed and remain closed. To keep hot spots to the CO2 leakage alarm in the Lyngsø alarm and monitoring system.
a minimum, boundary cooling should be carried out and any areas of heat in
adjacent bulkheads should be immediately cooled with water. Over-pressure of the main line is prevented by a relief valve, which will vent
the gas to atmosphere.
When it has been considered that the fire has been extinguished, precautions
should be taken to avoid re-ignition or placing the personnel inspecting the area Should the electrical power supply to the system fail, the CO2 Power Failure
in danger. It is therefore imperative that sufficient time has elapsed before the alarm will operate in the Lyngsø alarm and monitoring system.
space is inspected, allowing time for the fire to be fully smothered by the CO2
and any hot areas to have cooled. This can be achieved in part by monitoring
the external bulkhead temperatures surrounding the space. Paint Locker CO2 System
During the extinguishing process, poisonous carbon monoxide may be released The paint locker is covered by a fixed CO2 system containing two 45kg CO2
where combustion is incomplete, and which may give rise to explosion. cylinders with manual release only.
Therefore, if air is suddenly let into a smoke-filled room, a smoke gas explosion
may occur, which may cause spurts of flame and further outbreaks of the fire. Ensure that there are no personnel in the room and that the ventilation fan for
Furthermore, it should be noted that heat from the fire may develop explosive the space is stopped and the vent dampers are closed before releasing the CO2
gases in spaces which have not been in direct contact with the fire. into the space.
The space must be then fully ventilated to remove any CO2, and testing the Galley CO2 System
atmosphere to identify hazardous gases should also be made before entry
into the space. During the ventilation process, a continuous watch should be The galley exhaust ventilation trunk has a local CO2 system containing a
maintained to detect any re-ignition. single 5.4kg CO2 cylinder which is manually operated from inside the galley,
and provides extinguishing capability in the event of a fire in the exhaust fan
WARNING trunking.
Re-entry to a CO2 flooded area should not be made until the area
has been thoroughly ventilated, due to danger of asphyxiation and In the case of fire in the exhaust trunk, switch off the galley fans and close the
explosion. fire dampers with the switches provided, both inside and outside the galley
entrance from the accommodation cross alleyway, then release the CO2. When
the release protection door is open, the galley fans will be automatically
stopped if this has not already been carried out.
Illustration 4.3a Quick-Closing Valve System Emergency Generator Room
Quick-Closing Valve Control Box
No.2 No.1 No.2 No.1 xxx xxx

Emergency
Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil P PS
Generator
Tank Tank Tank Tank Fuel Tank
(Starboard) (Starboard) (Port) (Port)
(308m2) (341m3) (325m3) (341m3) Quick-Closing
Valve Air
Reservoir
Wire and
15 25 20 25
QR24 QR08 QR07 QR58 Handle
To Fuel Oil To Fuel Oil To Fuel Oil To Fuel Oil To Emergency

Transfer Pump Transfer Pump Transfer Pump Transfer Pump Generator
15
8 15 15 8
To Bilge
A Deck
15 From Starting Air Receivers (3.0MPa)

RK104
Heavy Fuel Oil Heavy Fuel Oil Low Sulphur Low Sulphur Diesel Oil Diesel Oil Inert Gas
Settling Tank Service Heavy Fuel Oil Heavy Fuel Oil Main Service Tank Storage Generator
Tank Tank Service Settling Engine (49.9m3) Tank Diesel
(33.3m3) (33.3m3) Tank Tank (99.8m3) Oil Tank
(33.3m3) (33.3m3) (6m3)
QR37 RR31 QR23 RR51 QR36 RR36 QR97 RR145 QR26 QR39 QR28 RR89 RR04
RR53
To Fuel Oil To Boiler To Fuel Oil To Fuel Oil To Fuel Oil To Fuel Oil To Fuel Oil To Boiler From Fuel Oil 8 To Diesel 8 To Diesel Oil 8 To Diesel Oil 8 To Inert 8 To Boiler
8 8 8 8 8 8 8 8 8
Transfer Fuel Oil Transfer Supply Unit Transfer Supply Unit Transfer Fuel Oil Supply Unit Oil System Transfer Pump Transfer Pump Gas Generator Ignition
Pump Supply Unit Pump Pump Pump Supply Unit Pumps
15 8
25
Cylinder Oil No.1 No.2 Auxiliary Engine Main Engine Main Engine Composite
Service Tank Cylinder Oil Cylinder Oil Lubricating Oil Lubricating Oil Lubricating Oil Boiler Waste
Tank Store Tank Store Tank Store Tank Settling Tank Store Tank Oil Tank
(0.5m3) (26.6m3) (12.3m3) (9.8m3) (14.3m3) (32.7m3) (0.4m3)
Key
Heavy Fuel Oil
RS32 RS04 RS09 QS01 QS02 QS03 RR01 Marine Diesel Oil
Lubricating Oil
To Main To Cylinder Oil To Cylinder Oil To Lubricating Oil To Main Engine To Lubricating Oil To Composite
8
Engine 8 8 8 8 8 8 Bilge / Drain
Transfer Pump Transfer Pump Transfer Pump and Cylinder Oil Transfer Pump Boiler Grinding
Systems Pump
25 25 25
Compressed Air
4.3 quick-closing valves and FIRE DAMPERS Tank Description Valve Fire Dampers
Main engine lubricating oil storage tank Outlet valve QS3
The following engine room fans/vents are fitted with fire dampers and these
Quick-Closing Valves Main engine cylinder oil service tank Outlet valve RS32 are operated locally:
Main engine cylinder oil storage tank No.1 Outlet valve RS44
All the outlet valves from the fuel oil and lubricating oil tanks, from which • Funnel louvres - aft side at F deck level
Main engine cylinder oil storage tank No.2 Outlet valve RS50
oil could flow to feed a fire, are equipped with air operated quick-closing • No.1 engine room fan - port side C deck
DMA oil tank Outlet valve QR92
valves, which are activated from the fire control station. Compressed air for
the tripping signal is supplied from an air reservoir situated inside the valve Diesel oil service tank Outlet valve QR39 • No.2 engine room fan - starboard side C deck
control box located in the fire control station. The reservoir is supplied, at a Group 2: Lower Platform • No.3 engine room fan - port side C deck
pressure of 3.0MPa, from the engine room starting air system via an inlet valve Low sulphur fuel oil settling tank Outlet valve QR97 • No.4 engine room fan - starboard side C deck
which is normally locked open. The air is then reduced to 0.70MPa for use in Low sulphur fuel oil settling tank Outlet valve RR36
the valve system. • Purifier room exhaust vent fan damper - forward side of funnel,
Low sulphur fuel oil service tank Outlet valve QR36
A/upper deck
The quick-closing valve air reservoir is fitted with a low pressure alarm Low sulphur fuel oil service tank Outlet valve RR36a
• Funnel top access trap door - handle pull cable at base of funnel
transmitter. The tank valves are grouped into four groups, three groups cover Heavy fuel oil settling tank Outlet valve QR37
on port side by entrance door to funnel.
the separate levels in the engine room and the fourth group covers the fuel Heavy fuel oil settling tank Outlet valve RR31
supply to the main engine. Each group has a dedicated three-way air supply Diesel oil storage tank Outlet valve QR26 Some machinery space vent/fan mushroom covers are fitted with screw-down
and vent cock. In normal operation the supply line is vented to atmosphere, valves which are normally in the open position. These are closed by turning
Diesel oil storage tank Outlet valve QR46
but when the cock is turned, air is supplied to the pistons of the valve collapse the handwheel so that the valve in the housing closes. Some local vents have
mechanisms, these collapse the bridge of each valve, allowing the valve spring Group 3: Floor
mechanically operated dampers which are closed by means of a lever, the
to close the valve. No.1 heavy fuel oil tank - port Suction valve QR9
levers of such systems are moved to the open or closed positions as required.
No.1 heavy fuel oil tank - port Suction valve QR10
If the cabinet door is locked, a key is located in a break glass box adjacent to No.1 heavy fuel oil tank - starboard Suction valve QR8 Other ventilation is provided by means of flaps or doors which should be
the CO2 release cabinets. If the door is jammed, access to the operating cocks closed and secured with the butterfly nut/bolts fitted.
No.1 heavy fuel oil tank - starboard Suction valve QR83
for the quick-closing valves is by breaking the glass in the cabinet door.
No.2 heavy fuel oil tank - starboard Suction valve QR24
The quick-closing valves are reset after closing by venting the air supply and No.2 heavy fuel oil tank - starboard Suction valve QR81
operating the valve handwheel in a closed direction, this resets the bridge Heavy fuel oil - minor tank Suction valve QR61
mechanism. The quick-closing valve may then be opened in the normal Heavy fuel oil - minor tank Suction valve QR62
manner. Hydraulic oil drain tank Outlet valve AH96
The emergency generator fuel tank outlet valve is also fitted with a quick- Group 4: Main Engine
closing valve. This valve operates in a similar manner, however, the collapse Heavy fuel oil - service tank Outlet valve QR23
of the valve bridge is initiated by means of a flexible wire cable with a handle Heavy fuel oil - service tank Outlet valve RR51
situated outside the emergency generator room. When this handle is pulled the Main engine Inlet valve RR53
valve will trip and close, shutting off the fuel supply to the engine. Group 5: Emergency Generator
Emergency generator diesel oil tank Outlet valve RR45
Oil Tank Quick-Closing Valves
WARNING
Tank Description Valve
Some tanks, such as small lubricating oil tanks, do not have quick-
Group 1: Upper Platform closing apparatus fitted. This is because they are normally closed and
Hydraulic oil storage tank Outlet valve AH1 only opened for short periods when required.
Auxiliary engine lubricating oil storage tank Outlet valve QS1
Main engine lubricating oil settling tank Outlet valve QS2
Composite boiler waste oil tank Outlet valve RR1
Boiler ignition oil tank Outlet valve RR4
Inert gas generator diesel oil tank Outlet valve RR89
Illustration 4.4a Local Water Mist Fire Extinguishing System
No.3 Generator Engine Main Engine
No.2 Generator Engine
Auxiliary Boiler
No.1 Generator Engine
Composite Boiler
Main Engine and Boiler
Fuel Oil Supply Units
15 15 15 15 15 15 15 15 15
Inert Gas Generator
Fuel Oil Separators
PI PI PI PI PI PI PI PI PI Indication Wheel-
Panel house
Key TI
Release Engine
Logic Control
Water Mist System Unit Room
Fresh Water 15
PS Pump Remote Cargo
Electrical Signal Pump Unit Starter Release Control
Test/Drain Item 100 Panel Box Room
Compressed Air
Siren/Flash Light Ship Fire

(YL4 Red Lens) x9 Detection System
Alarm System
Sprinkler Release 25
Button (LKA-05) x9
Air Supply
Detector Head Fresh Fresh
LL LL
(NS-AOHS) x9 Water Water
Tank Tank
Detector Head (Port) (Starboard)
(NS-AUV) x9
25 25 32
Local Protection Nozzle AX1

(NHP2) x22 Water Mist Pump 32
6.9m3/h x 10.5MPa
4.4 Water Mist Fire Extinguishing System The water mist unit is located on the lower platform in the engine room, aft of The fresh water is taken from either of the fresh water tanks (port or starboard)
the main air receivers and has a local pump starter panel. through a line which is separate to the supply line to the hydrophore unit. There
System manufacturer: York - Novenco Fire Fighting A/S, Denmark must always be sufficient water in the fresh water tank selected for 20 minutes
Model: XFlow Local Protection Water Mist System The pump starter panel has the following features: operation of the water mist unit on the largest protected space, which is the
main engine area.
No. of sprinkler heads: 22 x NHP2 • A main switch
7 x NHP4 • Ammeter The water mist system must normally be set to automatic operation. During
Pump manufacturer: Grundfos • Pump starter switch with AUTO/OFF/LOCAL positions day-work periods when the engine room is manned, the water mist sprinkler
Model: CR5-14 pump control panel selector switch for the pump may be set to the LOCAL
• Running indicator lamp position, this will allow the engine room staff to assess a fire situation before
No. of sets: 1
• Thermal fault indicator lamp activation of the sprinkler system. When the engine room is in UMS unattended
Type: Vertical multi-stage centrifugal condition, the water mist pump selector switch on the water mist control panel
Capacity: 6.9m3/h at 10.5 bar • Power on indicator lamp MUST be set to AUTO.
Motor: 4.0kW, 440V, 3,520 rpm • Space heater indicator lamp
The fresh water mist system releases water mist into a space automatically
• Hour counter
when a fire is detected by at least two fire detection heads which are activated
Introduction The water mist fire extinguishing system is controlled by a Release Logic Unit
at the same time. It may also be activated by pressing the appropriate local
compartment pushbutton, these pushbutton units are adjacent to the area
(RLU) located in the Engine Control Room with a repeater panel in the Fire
High pressure water forced through atomising heads breaks down into very protected. There is also a full set of release buttons in the engine control
Station adjacent to the Ship’s Control Centre (SCC) on A Deck.
fine droplets. These droplets have a very effective extinguishing effect on fires, room.
even oil fires. The fine droplets remain suspended in the air and so they do not The RLU panel contains the following:
disturb the oil surface, nor do they settle to form a water layer on which burning In the event of failure of the remote operating system it is possible to start the
oil could float. Fine water droplets present a large surface area to the fire and • OFF/AUTO switch pump locally in the steering gear room and operate the appropriate release
so they exert a cooling effect as the droplets rapidly evaporate. The high droplet • Reset Release switch valve manually.
concentration and the evaporation also has the effect of reducing the local
oxygen level. The cooling effect and the reduced local oxygen concentration • Reset Buzzer pushbutton There are a total of 29 spray nozzles situated as follows:
result in the fire being extinguished. • Power On indicator lamp
Protected Equipment Nozzle Type No.
• Pump Fault indicator lamp
The fresh water mist fire extinguishing system relies upon the delivery of Main engine NHP4 7
high pressure water to nozzle heads located at sites of fire risk. Nine areas are • Pressure in System indicator lamp
No.1 diesel generator NHP2 3
protected by the water mist system, these are the main engine, three generator • General Alarm OFF/ON switch
engines, two auxiliary boiler burner units, the separator room, the inert gas No.2 diesel generator NHP2 3
generator and the engine and boiler fuel oil supply units. The areas to be • Main Power switch No.3 diesel generator NHP2 3
protected are provided with a number of nozzle heads fitted in branch pipes Auxiliary boiler burner unit NHP2 2
which are connected to the main supply line to that compartment. In addition, the RLU panel contains a manual release sub-panel which contains Composite boiler burner unit NHP2 2
manual release pushbuttons for all nine protected areas.
Fuel oil separators NHP2 3
The main supply line to each area has a solenoid operated isolating valve. The
solenoid valve is activated by the fire control system when a fire detector senses The Salwico fire detection system activates the operation of the water mist Fuel oil supply units NHP2 4
a fire in the protected compartment. The water mist supply pump is started system in addition to relaying a fire signal to the ship’s main fire alarm Inert gas generator NHP2 2
when one of the protected area fire detectors detects a fire, and the protected monitoring system. When a detector head is activated, an alarm is initiated and
space solenoid valve opens when the second fire detector in the compartment is the water mist pump is started. An additional alarm is issued at the alarm and
activated. Each protected space has at least two fire detectors which are either monitoring display. If a second detector in the same protected space is activated
heat and smoke type detectors or flame detectors. whilst the first detector is still active, the water mist pump is started and the
protected space solenoid valve is opened.
Each protected space has a manual mist release pushbutton located outside
of the area and this may be pressed to release water mist manually into the The water mist fire extinguishing system uses fresh water in order to reduce
protected space. There are facilities at the pump starter panel and the Release the risk of corrosion, but the lines are dry between the solenoid valves and the
Logic Unit (RLU) panel for manual operation of mist release into any protected spray heads unless the system is actually in operation.
space.
Procedure for Setting the Water Mist System for Operation System Testing Purging the System
a) Check that the fresh water tank has sufficient water. The fresh The fresh water mist system must be tested at monthly intervals. After the release of fresh water mist into the protected space the lines must
water tank is fitted with a low level alarm which is activated be cleared of water using compressed air. There is a compressed air line
when the tank level falls to the point where there is only connection at the water mist unit, and compressed air is supplied from the
Procedure for Testing the Fresh Water Mist System
sufficient water for 20 minutes operation of the water mist unit service air system. A flexible hose is used to supply the compressed air to the
on the largest protected space. a) Close all line isolating valves located after the solenoid valves water mist system.
and open the test/drain valve for the section to be tested.
b) Open the supply valve from the fresh water tanks, AX-1. After the water mist pump has been stopped and the fire is extinguished, the
b) Release a section manually by pressing the section pushbutton section pipeline may be purged of water using compressed air when it is safe
Note: The FW tank alarm system is such that there should be sufficient fresh on the local control panel. to enter the space in which the fire has occurred.
water available to cover the largest section for a minimum of 20 minutes.
c) Check that the pump starts, that the section solenoid valve The pump control switch is turned to the OFF position so that the pump cannot
c) Ensure that the test and drain valves are closed and the line opens, and that water is released at the test/drain valve. be operated. The solenoid valve for the protected space is open, as is the
manual valves at each solenoid valve are open. line isolating valve; the test/drain valve for that section must be closed. The
d) Check that the section release alarm has been activated and air supply valve on the water mist unit is opened. Compressed air will flow
indicated on the console and in the wheelhouse. through the section lines, forcing water out of the line and drying the pipe. Air
Note: At the water mist unit, each protected space has a manually operated should be allowed to flow through the line for several minutes after the water
line valve after the solenoid valve; this line valve must normally be in the has all been cleared from the line in order to ensure that the section pipes are
e) When water has been released, reset the alarm at the local
open position. The test/drain valve located between the solenoid valve and dry.
control panel and check that the section solenoid valve closes
the manual line valve must normally be closed.
and that the water mist pump stops.
After drying of the section line the section solenoid valve is closed. The air
d) At the RLU panel, turn the main switch to the ON position and supply valve on the water mist unit is closed. The flexible hose connecting the
f) Close the test/drain valve.
set the system switch to the AUTO position. Operate the RESET service air system to the water mist unit is then disconnected.
RELEASE switch in order to reset the system, and press the
g) Repeat the test procedure in steps a) to e) above for the other
BUZZER RESET pushbutton to cancel the buzzer if it operates.
sections.
Check that the Power On lamp is illuminated and that there are
no alarm conditions.
h) When all tests have been completed, check that all test/drain
valves are closed and open all line isolating valves after the
e) At the sprinkler pump control panel, ensure that the isolation
solenoid valves.
supply breaker at the side of the panel is set to ON and the
Power On and Heater lamps are illuminated. Set the sprinkler
i) Check that there is sufficient water in the fresh water tank and
pump space heater to AUTO. The system is supplied from the
change over tanks if necessary.
emergency switchboard.
j) Record the water mist system test in the log book.
f) The fresh water mist system is now operational and the pump
will operate to maintain pressure in the pipe system.
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
kept in place; they blow off when the system operates.
The isolating valves and each associated drain valve are fitted with a
microswitch which indicates a fault warning on the local control panel, ‘PUMP
FAULT’, if any of the valves are not in their normal operational position.
Section 5: Emergency Procedures
5.1 Flooding in the Engine Room
5.2 Emergency Operation of the Main Engine
5.3 Emergency Steering
5.5 Fire in the Engine Room
Illustration 5.1a Engine Room Bilge System 40
Control Air
To Inert Gas QD03
(5.0m3/hour) 200
Key System
Sensor QD20
Bilge / Drain / Sludge S S QD45
Electric QD32 QD33 Overboard
Fresh Water 50 Heater QD76
3kW QD29 QD30 QD39 QD34
Sea Water QD11
To Fire Main
RX01
Compressed Air
RX02
Bilge,
E Bilge
P Ballast, P
Mon
Control Panel 488 Fire and
Fresh No.2 General No.1
Store
Water Service
(P&S) PV PV
Tank Pumps
(P&S) 250/150m3/h
1st 2nd x 1.0/0.45MPa
LAH LAH Stage Stage
Fuel Oil 200 200
Emerg. Drain Tank
Fire
Pump
Aft Peak Water Space
Ballast Tanks LAH
(Port & Stbd.)
From Fresh Water Service System QD23
QD24 QD15 40
QD01 QD5 200 Bilge High Sea
QD02 To/From Aft Peak Tanks and Tank Cleaning System Well
LAH
Chest
40
65
40
QD78 QD18
C.W 50 QD31 QD35
Tank QD16 QD21
QD40 200
40 50
200
QD68 100 QD88
40 QD13
LAH Dirty Bilge Water Tank QD25 QD26 QD27
QD78
Dirty Bilge QD28
100
Water Settling Tank High Low
QD79 150 65
(5m3)
LAH QD04 LAH QD12
65 40 QD70 100
QD80 100
QD46
QD69
QD81 Heating
Coil To No.3 Main
To Fuel Oil Bilge QD101 Sea Water Pump
Drain Tank QD19
65 Clean Bilge QD06 Well
Bilge
Water Tank Echo
50 QD84 Well
P PV Sounder
QD17 QD54 Space QA23
To Sludge Pump 50 QR106
QD65 65 65
Deck Discharge Line QD08 To Sludge Pump
QD07
65 50
Bilge Water Pump 65 50 QD89
(5m3/h x 0.3MPa) QD09 QD22
From Fresh Water S 15 65
50 QR26
Service System To Sludge Pump Low Sea
QG59 QD77 65
QD10 Chest
65 Bilge LAH
From Composite Boiler 65 65 Well
Soot Collecting Tank
QD38
5.1 Flooding in THE Engine Room Pumps Available for Bilge Pumping Duties
Engine Room Bilge Pump
Flooding in the engine room may occur due to a defect in the hull structure,
possibly due to grounding, berthing or collision damage, or more likely, due to The engine room bilge pump can take suction from the engine room bilge main.
a defect in the sea water pipeline system. The engine room bilge pump does not discharge water directly overboard, only
to:
Measures to Prevent or Alleviate Flooding • Dirty bilge tank

• Sludge pump discharge line to deck (port and starboard)
Maintain pipelines externally, tighten slack supports and replace broken ‘U’
bolts on pipe brackets to minimise fretting in way of supports.
No.1 Bilge, Ballast and Fire Pump
Operate all ship’s side valves regularly (at weekly intervals whenever possible), No.1 bilge, ballast and fire pump takes suction from the engine room bilge
so that they can be operated easily when required. Valves such as fire pump main and from a direct engine room bilge suction, which is located in the bilge
suction valves, which are normally open, should be closed and re-opened well at the forward end of the engine room on the port side of the centre line.
regularly to prevent a build-up of marine growth. The bilge, ballast and fire pump discharges directly overboard.
Before opening sea water filters for cleaning, make sure all the isolating valves
are tight by opening the vent in the cover. Always break the cover joint before No.2 Bilge, Ballast and Fire Pump
removing all the cover bolts. This also applies when opening coolers and No.2 bilge, ballast and fire pump takes suction from the engine room bilge
pipelines anywhere in the system. Care must always be taken when removing main and discharges directly overboard.
covers or opening any part of the sea water system, as a valve indicated as
being shut, may be partially or even fully open.
Oil/Water Separator Feed Pump
All personnel should be familiar with the position of the various bilge suctions Takes suction from the engine room bilge main and both the clean and
and valves, as well as the pumps that may be utilised for bilge pumping duties. dirty bilge tanks, the pump then discharges overboard through the oil/water
They should also be familiar with the position of the main sea suction and separator.
overboard valves and aware of which sea suction is currently in use.
No.1 Central Cooling Sea Water Pump
The emergency bilge suction valve should be operated and lubricated on a
regular basis. This pump may draw through a dedicated emergency bilge suction at the
starboard side of the tank top, the valve for this is operated by an extended
Double bottom sounding pipe cocks should be kept closed when not in use and spindle from above the floor plate level aft of the scrubber pump.
all caps secured. Self-closing devices must also be in use as appropriate.
During this operation, main sea water pumps No.2 and No.3 are stopped
and pump No.1 operated manually, the pump sea suction valve is throttled-
Bilge Suction Strainers in or shut as required. The pump discharges to the central coolers as normal
and from them to overboard. Back-pressure may be reduced by opening the
Bilge suction strainers should be checked and cleaned whenever the opportunity backflush/bypass valves.
arises. Frequent checking and cleaning will reduce the risk of a strainer
becoming blocked; strainers may be difficult to clean if flooding does occur.
Ship-side Valves
The main sea suction valves, high and low suction, are hydraulically operated,
with remote operation from the engine control room and the ship’s control
centre. They may also be operated with the emergency handpumps located at
forward end of the lower engine room platform adjacent to the spare cylinder
liner.
Illustration 5.1b Emergency Bilge Suction
Sea Chest
T PI (Port)
To/From Remote
200 Valve Hydraulic
System
QA8
Emergency Handpumps QA27
Upper Platform
T PI PS Forward Port
450
QA02
200 300
QA9
Q64
No.1 Central
Cooler Main Cooling
Sea Water Pumps QD27
QA42 (320m3/h x 0.25MPa) 200
NC QA30
QD28
PS PI PV
No.1
200
200 250
200 200
QA38 QA21 QA07
PS PI PV
No.2
T PI 200 250
QA37 QA20 QA06
200
No.3 PV
450
PS PI
QA11 (Self-Priming)
300 200 250
200 QA44
T PI QA36 QA19 QA05
200 TT
QA43 250
200
300
Q66 QA10
Light Load No.2 Central
Waterline Cooler
Overboard
300
QA29 QA50
450
300
Emergency Bilge
Suction
QA01
Key Floor
Sea Water 250 QA45

Valve Open
QA23
QA46 QA28
Emergency Bilge Valve Closed
Hydraulic Oil Tank Top

Sea Chest
(Starboard)
Illustration 5.1c Flooding in the Engine Room
Procedure
Is engine room bilge pump running? Normal Priority
Urgent Priority
NO
YES
Start pump Level still rising. Level not rising.
Is pump pumping? Open the emergency bilge suction valve Find and isolate the source of ingress of
for No.3 main cooling sea water water.
pump and discharge directly overboard. Restrict the rate of entry by any means
available, such as shoring, bandaging or
YES caulking, if the source of water cannot
NO
be isolated by valves.
Level rising.
Check the following:
1. Position of all valves, particularly any
extra suction valve which may be open.
Inflow of water is exceeding
2. Pump or bilge suction strainer is not the capacity of the pump.
choked. Level still rising. Level not rising.
Start No.2 bilge, ballast and fire pump
If pump does not pump, taking suction from the bilge main.
Find and isolate the source of ingress of
proceed to next task. Is pump pumping? water.
Restrict the rate of entry by any means
NO YES available, such as shoring, bandaging or
Start No.2 bilge, ballast and fire pump caulking, if the source of water cannot
Advise the bridge.
taking suction from the bilge main. be isolated by valves.
Stop the main engine and secure it
Level rising. against the ingress of water.
Is pump pumping? Isolate equipment from the main
Start No.1 bilge, ballast and fire pump switchboard before the equipment is
taking suction from the direct bilge suction. flooded.
Level not rising. Before the sea water pumps are flooded,
NO YES Is pump pumping?
it will be necessary to shut down the
Find and isolate the source of ingress boiler, stop the main generators and start
NO YES of water. the emergency diesel generator.
Check as for engine
Restrict the rate of entry by any
room bilge pump.
means available, such as shoring,
If pump does not Level rising.
bandaging or caulking, if the source
pump proceed to next
Summon assistance using the of water cannot be isolated by
task.
engineer’s call system. valves.
Illustration 5.2a Emergency Control Station Plate Connected
to Governor Servo
Blocking Arm
(Lock Plate)
0
50 0 50 Impact Handwheel “P”
50 50
100 100
100 150
150 150
AHEAD
150 ASTERN
150
ASTERN rpmAHEAD
Local Control Station Indication Panel Plate Connected to

Plate Connected to Regulating Handwheel
Regulating Shaft
AUX.
RUNNING CONTROL
AUX. SLOW
DOWN ECR
RUNNING REQUEST
TURNING
SHUTDOWN LOCAL GEAR
SHUTDOWN

STOP CANCEL WAY
Local Control Station
Remote / Local
Lock
Ahead / Astern MA
X
T
ST
AR Regulating
Handwheel
N
MI
Start OP
ST
100
Stop OP
ST
105
101
102
CHANGE OVER TO EMERGENCY
BLOCKING
DEVICE REMOTE EMERGENCY
ATI 1 SET THE BLOCKING DEVICE IN POSITION EMERGENCY
2 TURN THE HANDWHEEL TO EMERGENCY POSITION

EMERGENCY
3 CHECK THAT VALVE FOR AHEAD ASTERN IS IN THE WANTED POSITION
4 CHANGE VALVE FROM REMOTE TO EMERGENCY

REMOTE
5.2 Emergency Operation of the Main e) Change the position of the remote/local lever valve 100, from Note: When the governor is disengaged, the engine is still protected against
Engine the REMOTE to the LOCAL position. The air supply is now overspeed by the electric overspeed trip, ie, the engine is stopped automatically
directed to the valves of the manoeuvring system for emergency if the revolutions increase to the overspeed setting. The overspeed shutdown
control from the local control stand. can only be reset by moving the regulating handwheel to the STOP position.
Emergency Control from the Engine Side Manoeuvring must therefore be carried out very carefully, especially when
f) The engine is now ready for starting from the local position at doing so in rough weather. It should also be noted that when operating the
Note: The numbering of parts and valves is according to the MAN B&W the engine side. engine from the local control stand, all of the engine monitoring systems are
Engine Operating Manual. still functioning.
Note: Always keep the threads of the changeover mechanism well
The engine can be operated from the emergency control stand at the engine lubricated. The auxiliary blowers must be operating, and these are started from the starter
side in the following circumstances: unit at the local control station. The telegraph and indicator box at the local
1. As a result of breakdown of the normal pneumatic manoeuvring Procedure for Changeover to Engine Side Control with the control station provides information on the engine condition, such as speed,
system. turning gear engaged and fuel cam position.
Engine Running
2. As a result of a breakdown of the governor or its electronics.
3. If direct fuel pump index-control is required. a) Reduce the engine load to a maximum 80% of MCR. Procedure for Controlling the Engine from the Emergency
Control Stand
b) Check that the position of ahead/astern lever valve corresponds
Note: The engine side control stand has priority over all other control
to the present engine running direction. a) To stop the engine, depress the STOP pushbutton valve at the
locations. Control may be taken by the engine side control stand at any time
by turning the valve to the LOCAL position. local control stand.
c) Release the regulating handwheel (B) by turning the small lever
(lever A) at the side of the control stand, and then move the b) To reverse the direction of the engine rotation, the ahead/astern
Changeover with a stopped engine:
regulating handwheel to bring the tapered slots of the changeover lever valve must be moved to the new position. Reversing
mechanism plates into position opposite each other. the engine is only possible when the STOP valve has been
a) Check that the valve, which is in the telegraph handle of the
local control system, is in the required position, ahead or astern, activated.
d) Put the blocking arm mechanism into the local (emergency)
in which the engine is required to start.
control position. c) When the starting air distributor has been moved to the correct
position for the rotational direction required and its position
Note: Reversing to a new direction is only possible when the STOP valve is e) Quickly, move the impact handwheel (P) to the opposite visually confirmed, the fuel control regulating handwheel can
activated (the pushbutton is depressed). position. This disconnects the fuel pumps from the governor be moved to a suitable position to give fuel injection and a
and connects them to the regulating handle on the engine side running speed of about SLOW.
b) At the local control stand, release the regulating handwheel control stand.
by means of the small lever (lever A) located at the side of the
d) To start the engine, the START valve must be depressed.
stand. Turn this lever in the anti-clockwise direction to free the f) Move the REMOTE/LOCAL lever valve to the LOCAL
regulating handwheel. position. This leads control air to the valves in the local control e) When the start level rotational speed has been reached the
stand. START valve is deactivated by releasing the START pushbutton
c) Put the linkage blocking arm on the impact handwheel in the
valve. The engine should now be running on fuel.
local (emergency) position. g) If the STOP pushbutton valve is not deactivated the engine will
now receive a STOP order. f) The engine speed can be manually controlled by operating the
d) Turn the regulating handwheel (B) to move the innermost lever
regulating handwheel which directly regulates the fuel injection
of the changeover mechanism (C) to a position where the impact h) Press the START pushbutton valve briefly to provide an air pumps by moving the fuel pump control linkage.
handwheel (P) is able to enter the tapered slots in both of the impulse to deactivate the STOP valve.
levers. Quickly turn the impact handwheel anti-clockwise. This
will cause the governor to disconnect from the fuel pump control i) The engine is now running under control from the local
linkage and allow the local control stand regulating handwheel (emergency) control stand. Regulation of the engine speed can
to be connected instead. Regulation of the engine speed can now now be made locally by turning the regulating handwheel.
be made locally by turning the regulating handwheel.
5.3 Emergency Steering Procedure for Operation of Steering Gear on Loss of Remote
Bridge Control
If failure occurs in the remote operating system from the wheelhouse, the
steering can be operated from the steering gear room. a) On loss of steering gear control from the bridge, establish
communication with the bridge via the telephone system. Torque Motor Shaft Knob
Description A telephone is located on the steering gear compartment

platform.
The steering gear consists of a tiller, turned by a four cylinder hydraulic
Indication of the rudder angle and a compass repeater are provided for manual
system, that in turn is driven by two electric motors. In accordance with IMO
control of the steering gear. When operating with emergency steering, only one
regulations, the pumps, hydraulic power circuits and rams can operate as two
steering gear pump unit must be running.
isolated systems.
b) Turn the LOCAL/REMOTE control switch to LOCAL control. Torque Motor
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss
This switch is on the NFU (Non-Follow-Up) panel on the starboard side of the
from the oil tanks.
steering gear room.
In accordance with IMO regulations, the hydraulic pumps used in the steering
c) Operate the pushbuttons PORT or STARBOARD to turn
gear are supplied with power from two independent sources. In the event of
the steering gear in the direction request by the bridge. The
power failure from the main switchboard, one pump can be supplied from the
pushbutton is depressed for the period it takes to turn the rudder
emergency switchboard.
to the desired position, and then it is released in order to stop
further rudder rotation.
If this system should fail, manual operation of the steering gear can be carried
out as follows with one pump unit operating:
a) Switch off electrical power to the torque motor and select Steering Gear Torque Motor
LOCAL for the pump unit.
b) Push in the red pushbutton on the unloading valve of the Emergency Steering Drill
operating pump unit and lock it in place by turning the screw
Unloading Valve locking device; check that the pushbutton remains locked in the Emergency steering drill should be carried out at least once every three months
depressed position. when traffic and navigational restrictions permit.
Locking Ring c) The tiller can be moved in accordance with the steering It is to consist of the direct operation of the main steering gear by using the
command from the bridge by turning the pump control knob manual control within the steering flat. This operation is to be directed from the
which is located at the top of the torque motor. This puts a stroke navigation bridge. After each drill, details and the date it was carried out are to
Isolating Valve
on the pump to produce the desired angle of rudder movement. be entered in the Official Log Book and Particulars and Records Book.
The tiller will stop at the position set by the torque motor
knob.
Steering Gear Unloading Valve Block
Emergency Fire Pump

No. of sets: 1
Type: Vertical centrifugal
Model: RVP160-2MS
Capacity: 72m³/h
Pressure: 0.95MPa
Power rating: 55kW
The emergency fire pump is located in a space below the steering gear
compartment. Access to the emergency fire pump is through the steering flat
which has entrances from the poop area of the upper deck and from the engine
room. The pump is a vertical centrifugal pump type and is primed by a vacuum
pump driven from the pump drive shaft.
The electrically-driven pump is supplied with power from the emergency

switchboard 440V feeder panel.
Starting and stopping of the pump can take place from the following
locations:
• Locally at the pump
• At the top of the emergency fire pump compartment
• In the fire control station area in the ship’s control centre
• The wheelhouse
The emergency fire pump draws water from a dedicated sea chest. The pump
suction valve and the discharge valve are always locked in an open position.
The pump discharges into the fire main through non-return valve JX21 in the
foam room on the upper deck.
Operation of Fire Pump
When the pump is stopped, no pressure is detected at the pump discharge.

The auto-cylinder pushes the vacuum pump friction drive coupling against the
pump shaft friction drive coupling.
When the pump is started, the pump coupling drives the vacuum pump which
is sealed by circulating water from the water tank. The vacuum pump draws
air from the pump suction, which in turn primes the pump. The pump picks up
suction and the resulting pressure at the pump outlet disconnects the priming
pump drive.
5.5 Fire in the Engine Room In Port WARNING
Fire plans are housed in red cylindrical containers at the port and
i) Activate the emergency shutdown system in agreement with the
Engine Room Fire Prevention starboard accommodation entrances on the upper deck. These are
terminal duty personnel.
positioned to assist outside parties to deal with a fire on board and
The best way of dealing with an engine room fire is to prevent one. Oil spills should under no circumstances be removed.
j) Conduct a crew check.
must be cleaned up as soon as they occur and oily waste or rags must not be left
lying around. Any leakage from oil pipes must be rectified as soon as possible. k) Organise the crew for fire fighting duties.
Rags, oily waste and similar combustible material must not be stored in the Battening Down of the Engine Room
engine room and plastic containers must not be used for storing such material l) Inform the terminal authorities and the local fire brigade even if
or used as drip trays. Lagging must be correctly fitted to exhaust manifolds and the fire appears to be under control. a) Stop the main and auxiliary engines and shut down the boiler.
the dripping of oil onto hot manifolds, even when lagged, must be prevented.
m) If personnel are missing, consider the possibility of searching in b) Sound the evacuation alarm.
Fire detection equipment must be checked frequently and fire extinguishing the fire area.
appliances must be in an operable state at all times. c) Stop all the ventilation fans.
n) Close all accessible openings and hatches to prevent the fire
d) Start the emergency generator and put on load.
Should a Fire Occur in the Engine Room spreading.
o) Prepare to disconnect the cargo and bunkering hoses and release e) Trip the quick-closing valves and the engine room auxiliary
General the bunkering barge if applicable. machinery from the fire control centre.
a) Immediately sound the fire alarm and muster the crew. p) Prepare to vacate the berth, if required, and inform the authorities f) Count all personnel and ensure that none are in the engine
immediately if there might be problems in vacating the berth. room.
b) If personnel are missing, consider the possibility of searching in
the fire area. q) If there is a danger of the release of poisonous gases or of g) Close all fire flaps and funnel doors.
explosion, consider part or total ship abandonment. Ship
c) Determine the location of the fire, what is burning, the direction drawings, cargo plans etc, should be taken ashore. A crew check h) Close all doors to the engine room.
of spread and the possibility of controlling the fire. is to be carried out again.
i) Start the emergency fire pump and pressurise the fire main.
d) If there is the least doubt whether the fire can be controlled by r) Consider using the fixed fire extinguishing systems, depending
ship’s crew, warn of the situation on the distress frequencies. on the extent of the fire. The local pressurised water mist system j) Operate the pressurised water mist system or the CO2 system
applies to the specific areas of main engine, generators, boilers, depending upon the location and extent of the fire.
e) If the fire fighting capacity is limited, give priority to fire and separator room, whilst the CO2 system covers all engine
limitation until the situation is clarified. room spaces.
f) If substances which are on fire, or close to a fire, may emit s) On the arrival of the fire brigade, inform the Chief Fire Officer
poisonous gases or explode, direct the crew to a safe position of:
before actions are organised.
• Any personnel missing
g) Establish the vessel’s position and update the communication • Assumed location of fire
centre.
• What is assumed to be burning
h) If any person is seriously injured, request assistance from the • Any conditions that may constitute a hazard
nearest rescue centre.
t) Assist the Chief Fire Officer with information and orientation,
WARNING by means of drawings and plans.
Under no circumstances should anybody attempt to tackle an engine If the fixed fire extinguishing system is to be used, take the following action:
room fire alone. It is essential that the fire alarm be raised as soon as an
outbreak of fire is detected.
Operation of Water Mist Fire Extinguishing System Emergency Stops Emergency stop pushbuttons are also provided on the electrical panel, on the
aft bulkhead, in the wheelhouse for:
The fixed water mist system may be used to control or extinguish a fire in The emergency stop panels are located in the fire control station next to the • ESS-1 - Engine room fans and auxiliary blowers
selected protected areas. The system will activate automatically and the fire ship’s control centre on A deck.
alarm sounded if two or more fire detector heads in any one area register • ESS-2 - Accommodation fans and galley equipment
combustion.
ESS-1 Emergency stop pushbuttons are also provided in the upper deck accommodation
The system for a particular protected space or area may also be activated (Engine room fans) cross alleyway, outside the engine room entrance, for:
from four independent positions. By means of the individual alarm/activation No.1, No.2, No.3 and No.4 engine room supply fans • ESS-1 - Engine room fans and auxiliary blowers
pushbutton located outside but adjacent to the protected space, at the valve No.1 and No.2 main engine auxiliary blowers
block next to the water mist pump unit on the upper platform, starboard side • ESS-3 - Engine room oil pumps
aft. The water mist may also be manually activated remotely from the main ECR, workshop and converter room package air conditioning units
control panel in the engine control room and the repeater panel in the fire 45D power distribution board Inside the engine room entrance is the remote control box for the fuel shut-off
station. valve to diesel generator engines No,1, No.2 and No.3.
ESS-2
The use of the water mist system together with local fire fighting and boundary Emergency stop pushbuttons for the bilge and sludge discharge manifold are
cooling may be sufficient to extinguish a fire without resorting to use of the (Accommodation fans and galley equipment)
provided on the port and starboard sides of the accommodation at the upper
CO2 system. Accommodation fans (23D) deck level.
CO2 room exhaust fan
• Sludge oil pump
When operating the water mist system in a protected space the standard 47D and 4AD power distribution panels
procedures for containing a fire should be followed, machinery shut down, • Bilge water pump
21D and 22D 220V power distribution panels
ventilation stopped, all doors closed and appropriate quick-closing valves
• Oil/water separator pump
tripped.
ESS-3 Emergency stop pushbuttons for the cargo pumps are also provided at the
Operation of Fixed Fire Extinguishing Systems (Engine room oil pumps) forward end of the port and starboard cargo manifolds.
HFO, MDO and LO transfer pumps
If the fixed CO2 system fire extinguishing system is to be used, take the
Main engine No.1 and No.2 lubricating oil pumps
following action:
Auxiliary boiler control panel
a) Stop the main engine and shut down the boiler. Composite boiler control panel
FO circulation and feed pumps, No.1 and No.2
b) Sound the evacuation alarm. DO supply pump
c) Stop all the ventilation fans. 41D power distribution board
43D power distribution board
d) Start the emergency generator and put it on load. 44D power distribution board (separator supply pumps)
e) Trip the quick-closing valves and engine room auxiliary ESS-4

machinery from the fire control centre.
No.1, No.2 and No.3 generator engines
f) Count all personnel and ensure that none are in the engine
room. ESS-5
(Cargo and inert gas system)
g) Close all fire dampers and flaps and funnel doors. Close all
No.1 and No.2 inert gas fans
doors to the inert gas plant and engine room.
IGG FO pumps
h) Start the emergency fire pump and pressurise the fire main. No.1, No.2 and No.3 cargo pump converter units
i) Operate the CO2 system.
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Maersk Kiera Machinery Operating Manual

3.3 Frequency Converter Room

This manual was produced by:

WORLDWIDE MARINE TECHNOLOGY LIMITED.

For any new issue or update contact:

Remote Operated Emergency

Screw-Down Non-Return Discharge / Drain Deck Stand (Manual)

Swing Check Non-Return Temperature Control Spectacle Flange Lubricating Oil

Sounding Head with Self- Condensate

3-Way Wax Expansion

Vent Pipe with Fuel Oil

LO Locked Open Instrumentation

Quick-Closing Valve Self-Closing Drain Valve Thermal Expansion Valve

ASTP Auto Control Start / Stop PT Pressure Transmitter

SAH Transmitter Fuse

1.0 Engine Room Arrangement

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for ‘In Port’ Condition

1.3 To Prepare Main Plant for Manoeuvring in Port

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 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

1.10 Tank Capacity Tables

2 Shaft Earthing Device 24 LO Transfer Pump

18 Main Engine 40 No.3 Main Cooling Sea Water Pump

19 Chemical Cleaning Tank 41 Tank Cleaning Pump

22 Scavenger Box Drain Tank

No.7 Water Ballast

10 No.1 Main Air Receiver 39 DO Separator Separator Flat 38

11 Main Engine Exhaust Valve Grinding Machine 40 No.1 FO Separator 13

18 Atmospheric Condenser 47 DO Separator Heater 44 55

28 Composite Boiler FO Supply Unit 57 Sludge Pump 23

1 No.1 Refrigeration Compressor 30 Spare ME Piston Void Space No.7 Water

10 Tool Cabinet 39 Test Unit for Main Engine Fuel Valves

11 AC Unit in Frequency Converter Room 40 Tool Panel

15 Soot Collection Tank 44 Remote Valve Hydraulic Power Pack 33

Auxiliary Boiler Uptake

Composite Boiler Main Composite Main Composite Main

Hydraulic Composite Boiler

Vent Fan Composite Boiler

C Deck B Deck A Deck Upper Deck

D Platform in Funnel Key

1 Spark Arrester for Composite Boiler

C Deck 2 Spark Arrester for Auxiliary Boiler

7 No.2 Auxiliary Engine

Engine Control 6 10 Shaft Earthing Device

12 Main Engine: 6S50MC-C

Lower Platform FO Sump Tank

No.1 HFO Tank

DEAD SHIP CONDITION

Prepare the low temperature FW cooling systems.

Shore Supply Available No Shore Supply Available

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

Disconnect the shore supply. 2.13.2

Start the emergency generator. 2.12.2 2.13.4

Supply power to emergency switchboard from MSB.

Isolate the sequential restart system.

Start the engine room and accommodation 2.14.3

Ensure the CO2 and water mist systems are 4.2

Start the generator engine DO supply pump. 2.6.2