Machinery Operating Manual

BARCELONA KNUTSEN Machinery Operating Manual
Symbols and Colour Scheme ........................................................................ 3G 2.2.5a Propulsion Motor ................................................................. 2 - 51 4.7.2 General Service Air System .......................................... 4 - 76
Electrical Symbol List................................................................................... 4G 2.3a Reduction Gear General Arrangement .................................... 2 - 53 4.7.3 Starting Air System ....................................................... 4 - 78
Abbreviations / Definitions ........................................................................... 5G 2.4a Steering Gear Hydraulic Oil Diagram ................................2 - 57 4.8 Gas Combustion Unit System .................................................. 4 - 80
4.8.1 Gas Combustion Unit .................................................... 4 - 80
Part 1 : Design Concept of the Vessel Part 3 : Integrated Automation System (IAS)G 4.8.2 GCU Operation ............................................................. 4 - 82
1.1 Principal Particulars of the Ship ................................................. 1 - 1 3.1 General Principles of the IAS ..................................................... 3 - 4 4.9 Aux. Boilers and Steam Systems .............................................. 4 - 88
1.2 Tanks and Capacity Plan ............................................................. 1 - 3 3.1.1 General ............................................................................ 3 - 4 4.9.1 General Description ...................................................... 4 - 88
1.3 Maker List .................................................................................. 1 - 5 3.1.2 Alarm Control and Monitoring System ........................... 3 - 4 4.9.2 Boiler Operating............................................................ 4 - 92
1.4 Lubrication Oil Chart................................................................ 1 - 13 3.1.3 System Navigation ........................................................... 3 - 4 4.9.3 Aux. Boiler Feed Water System ................................... 4 - 96
1.5 Engine Room Arrangement ...................................................... 1 - 21 4.9.4 Water Sampling and Treatment System ...................... 4 - 100
3.1.4 OS Group/Command Group ............................................ 3 - 5
4.9.5 Steam Service and Condensate Systems ..................... 4 - 102
3.2 Alarm Extension System ............................................................. 3 - 6
Illustration 4.10 Accommodation System ....................................................... 4 - 106
3.2.1 Alarm Extension System Overview ................................. 3 - 6
1.1a General Arrangement ........................................................... 1 - 2 4.10.1 Hot and Cold Water Service System ......................... 4 - 106
3.2.2 Functional Description..................................................... 3 - 6 4.10.2 Domestic Refrigeration System ................................ 4 - 112
Part 2 : Propulsion System 3.2.3 Panel Operation ............................................................... 3 - 7 4.10.3 Accommodation Air Conditioning Plant .................. 4 - 116
2.1 Main Generator Engine............................................................... 2 - 2 3.2.4 Dead Man Alarm System ................................................. 3 - 8 4.10.4 Sanitary Discharge System ....................................... 4 - 122
2.1.1 Main Particulars : Wartsila 12V50DF x 3, 9L50DF x 1 .. 2 - 2 4.11 IAS Mimic Display .............................................................. 4 - 123
2.1.2 General Description ......................................................... 2 - 5 Illustration
2.1.3 Construction .................................................................... 2 - 8 3.1a IAS Overview............................................................................ 3 - 2 Illustration
3.1b IAS Overview ........................................................................... 3 - 3 4.1.1a Cooling Sea Water System .................................................... 4 - 1
2.1.4 Operating Procedure ...................................................... 2 - 10
3.1.3a Navigation Panel Lay-out....................................................... 3 - 4
2.1.5 Engines Control System ................................................ 2 - 14 4.1.2a Fresh Water Generator Sea Water System ............................. 4 - 5
3.2.1a Alarm Extension System ........................................................ 3 - 6
2.2 Propulsion Control System ....................................................... 2 - 34 4.1.3a Fresh Water Generator ........................................................... 4 - 7
3.2.1b Watch Cabin Unit ................................................................... 3 - 6
2.2.1 General Description ....................................................... 2 - 34 3.2.4a Engine Patrol Man System ............................................... 3 - 8 4.2.1a Starboard G/E Cooling F.W System (No.1 & No.2 G/E) ...... 4 - 9
2.2.2 Propulsion Control System Description ........................ 2 - 37 4.2.1b Port G/E Cooling F.W System (No.3 & No.4 G/E) ..............4 - 11
2.2.3 Frequency Converter ..................................................... 2 - 48 Part 4 : Machinery System 4.2.2a Aux. Central Cooling F.W System (PORT) ......................... 4 - 15
2.2.4 Propulsion Transformers ............................................... 2 - 49 4.1 Sea Water Systems ...................................................................... 4 - 2 4.2.2b Aux. Central Cooling F.W System (STBD)......................... 4 - 17
2.2.5 Propulsion Motors ......................................................... 2 - 52 4.1.1 Cooling Sea Water System .............................................. 4 - 2 4.3.1a Fuel Oil Bunkering and Transfer System ............................ 4 - 19
2.3 Reduction Gearbox ................................................................... 2 - 54 4.1.2 Fresh Water Generator Sea Water System ...................... 4 - 6 4.3.2a Fuel Oil Purifying System ................................................... 4 - 27
2.4 Steering Gear ............................................................................ 2 - 58 4.1.3 Fresh Water Generator..................................................... 4 - 8 4.4.1a Main Generator Engines Fuel Oil System (No.1 & No.2)... 4 - 31
4.2 Fresh Water Cooling System ..................................................... 4 - 10 4.4.1b Main Generator Engines Fuel Oil System (No.3 & No.4) .. 4 - 35
Illustration 4.2.1 Generator Engine Cooling Fresh Water Systems .......... 4 - 10 4.4.1c MDO to HFO transfer.......................................................... 4 - 37
2.1a Main Generator Engine Arrangement (12V50DF) ................... 2 - 1 4.2.2 Auxiliary Central Cooling F.W System......................... 4 - 16 4.4.1d HFO to MDO transfer ......................................................... 4 - 37
2.1b Main Generator Engine Arrangement (9L50DF) ...................... 2 - 3 4.3 Fuel Oil Bunkering and Purifying Systems .............................. 4 - 20 4.4.2a Main Generator Engine Fuel Gas Systems .......................... 4 - 39
2.1.5a WECS 8000 System Overview ............................................ 2 - 13 4.3.1 Fuel Oil Bunkering and Transfer System ...................... 4 - 20 4.4.2b Natural Boil-Off and Forced Boil-Off Gas System ............. 4 - 41
2.1.5b WECS 8000 System Communications & Signals ............... 2 - 15 4.3.2 Fuel Oil Purifying System ............................................. 4 - 28 4.4.3a Aux. Boiler Fuel Oil System................................................ 4 - 43
2.1.5c Engine Safety Wire Loop ..................................................... 2 - 21 4.4. Fuel Oil Service System........................................................... 4 - 32 4.4.4a Emergency D/G and Incinerator Fuel Oil Systems.............. 4 - 47
2.1.5d Emergency Stop Mode Sequence ........................................ 2 - 23 4.4.1 Main Generator Engine Fuel Oil System ....................... 4 - 32 4.5.1a Lubricating Oil Filling and Transfer Systems ..................... 4 - 51
2.1.5e Shutdown Mode Sequence ................................................... 2 - 23 4.4.2 Main Generator Engine Fuel Gas System...................... 4 - 40 4.5.2a Lubricating Oil Purifying System........................................ 4 - 55
2.1.5f Transfer Sequence ................................................................ 2 - 24 4.4.3 Aux. Boiler Fuel Oil System ......................................... 4 - 44 4.5.3a No.1 & 2 Main Generator Engine Lubricating Oil Systems 4 - 59
2.1.5g Start Mode, Pre-Conditions ................................................. 2 - 25 4.4.4 Emergency D/G and Incinerator Fuel Oil System ......... 4 - 48 4.5.3b No.3 & 4 Main Generator Engine Lubricating Oil Systems 4 - 61
2.1.5h Start Sequence in Gas Operating Mode ............................... 2 - 26 4.5 Lubricating Oil Service System ................................................ 4 - 52 4.5.4a Stern Tube LO Service System (Stbd)................................ 4 - 63
2.1.5i Start Sequence in Diesel Operating Mode ............................ 2 - 27 4.5.1 Lubricating Oil Filling and Transfer System ................. 4 - 52 4.5.4b Stern Tube LO Service System (Port) ................................. 4 - 65
2.1.5j Start Sequence in Backup Operating Mode .......................... 2 - 28 4.5.2 Lubricating Oil Purifying System .................................. 4 - 56 4.6a Engine Room Bilge System.................................................... 4 - 67
2.1.5k Stop Mode Sequence ........................................................... 2 - 29 4.5.3 Main Generator Engine Lubricating Oil Systems .......... 4 - 60 4.7a Compressed Air System ......................................................... 4 - 71
2.2.1a Propulsion Control System Single Line Diagram ................ 2 - 33 4.5.4 Stern Tube Lubricating Oil System ............................... 4 - 64 4.7.1a Control Air System .............................................................. 4 - 73
2.2.1b Automation Network Architecture ....................................... 2 - 35 4.6 Engine Room Bilge System ...................................................... 4 - 68 4.7.2a General Service Air System ................................................. 4 - 75
2.2.2a Propulsion Panel .................................................................. 2 - 41 4.7 Compressed Air system............................................................. 4 - 72 4.7.3a Starting Air System .............................................................. 4 - 77
2.2.3a Frequency Converter Panel .................................................. 2 - 47 4.7.1 Control Air System ........................................................ 4 - 72 4.8.1a Gas Combustion Unit System.............................................. 4 - 79
IMO No. 9401295 / Final Draft (2010.04.19) 1 Index

4.9.1a Aux. Boiler Construction ..................................................... 4 - 87 7.1a Fire and Deck Wash System (1/2) ............................................. 7 - 1
4.9.3a Steam Gen. & Feed Water System ....................................... 4 - 95 7.1b Fire and Deck Wash System (2/2) ............................................. 7 - 3
4.9.4a Water Sampling and Treatment System ............................... 4 - 99 7.2a Water Spray System .................................................................. 7 - 5
4.9.5a Steam Service System (STBD) .......................................... 4 - 101 7.2b Water Spray Nozzle................................................................... 7 - 7
4.9.5b Steam Service System (PORT) .......................................... 4 - 103 7.3a Dry Powder System Hose Station ............................................. 7 - 9
4.9.5c Condensate System ............................................................ 4 - 104 7.3b Dry Powder Schematic Arrangement ...................................... 7 - 11
4.10.1a Hot and Cold Water Service System ................................ 4 - 105 7.4a CO2 System ............................................................................ 7 - 13
4.10.1b Purifier Control Water & Air Service .............................. 4 - 109 7.5a Fire Detection System ............................................................. 7 - 15
4.10.2a Domestic Refrigeration System ....................................... 4 - 111 7.5a Fire Detection System ............................................................. 7 - 17
4.10.3a Accommodation Air Conditioning Plant .......................... 4 - 115 7.6a E/R Local Water Based Fire Fighting System ......................... 7 - 19
4.10.4a Sanitary Discharge System ..........................................4 - 121 7.6b System Activation Flow Chart ................................................ 7 - 21
7.7a Quick-Closing Valve System................................................... 7 - 23
Part 5 : Electric Equipment 7.8a Emergency Escape Route from Engine Room .................... 7 - 25
5.1 Electrical Power Distribution ..................................................... 5 - 2
5.1.1 Distribution and Loading................................................. 5 - 2
5.1.2 Power Management System (PMS)................................. 5 - 4
5.1.3 Main Diesel Generator .................................................. 5 - 10
5.1.4 Emergency Diesel Generator ......................................... 5 - 11
5.1.5 Shore Power .................................................................. 5 - 12
5.1.6 Battery Charger & Distribution ..................................... 5 - 14
5.1.7 Uninterruptible Power Supplies .................................... 5 - 15
Illustration
5.1.1a Distribution and Loading ....................................................... 5 - 1
5.1.3a Main Diesel Generator ........................................................... 5 - 9
5.1.6a DC24V Battery Charger and Distribution .......................5 - 13

Part 6: Emergency ProceduresG
6.1 Flooding in the Engine Room ..................................................... 6 - 1
6.2 Main Generator Engine Emergency Procedures ......................... 6 - 3
6.3 Fire in the Engine Room ............................................................. 6 - 4
Illustration
6.1a Engine Room Bilge System ...................................................... 6 - 1
6.1a Floodable time, control position and method for valve
operation .................................................................................. 6 - 2
Part 7: Fire Fighting System

7.1 Fire and Deck Wash System ........................................................7 - 2
7.2 Water Spray System .....................................................................7 - 6
7.3 Dry Powder System ................................................................... 7 - 10
7.4 CO2 System ............................................................................... 7 - 14
7.5 Fire Detection System................................................................ 7 - 16
7.6 E/R Local Water Based Fire Fighting System ........................... 7 - 20
7.7 Quick Closing Valve System ..................................................... 7 - 24
7.8 Emergency Escape from E/R ..................................................... 7 - 25
Illustration
IMO No. 9401295 / Final Draft (2010.04.19) 2 Index

Symbols and Colour Scheme
STANDARD SYMBOL STANDARD SYMBOL

VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT VALVE, COCK, STRAINER, PIPE FITTING & INSTRUMENT SYMBOL COLOUR
SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION
CARGO LINE
B'FLY LUG TYPE Q UICK CLO SING W IRE (STR/ANG ) SEPARATO R FM FLOW METER
H OPEN CLOSE
B'FLY WAFER TYPE SPECTACLE FLANGE

REM . HYD. B'FLY LUG
(NORM AL OPENED/CLO SED)
HORN
STRIP LINE
H
B'FLY FLANGE TYPE REM . HD. B'FLY W AFER O RIFICE PLATE EJE CTO R
BALL FULL BORE SOLID REM . HYD. B'FLY FLANG E SPOO L PIECE
VAPOUR LINE
AUTO FILTER
BALL 3-W AY (T - TYPE/L - TYPE) SELF CLOSING SPRING (STR./ANG) AIR VENT GO OSE NECK PIPE PORTABLE TANK
GAS LINE
AIR VENT GO OSE NECK
COCK 2-W AY SAFETY (STR./ANG) HULL TANK
(FLO AT/SCR.)
COCK 3-W AY ( T - TYPE/L - TYPE) STORM VERT. SW ING CHECK STR. AIR VENT (FLOAT/FLO AT SCR.) CENTRIFUGAL PUMP STEAM LINE
SOUNDING CAP SELF CLO S'G
FLOW CO NT. BALL FLO AT STORM VERT. SW ING CHECK STR. G EAR PUMP
W EIG HT WITH SELF CLO S'G CO CK
N2 LINE
FLOW CO NT. BALL FLO AT CHECK SOUNDING CAP NORMAL HAND PUMP
TEMP. CO N TRO L 2-W AY W AX
FLOW CO NT. 2-WAY DISC/DIAPHRAGM TEMP. CONTROL 2-W AY PNEU. SCREW PUMP
SOUNDING CAP DK PIECE
IG LINE
SOUNDING CAP SELF CLO S'G MO NO PUMP
G LOBE (STR./ANG) TEMP. CO N TRO L 3-W AY W AX
W EIG HT PEDAL W ITH SELF CLOS'G COCK
GLOBE SDNR (STR./ANG) TEMP. CO N TRO L 3-W AY RO TARY PISTON FILLING CAP PISTON PUMP LO LINE
S
SOLENOID 2-W AY (STR.) TEMP. CO N TRO L 2-W AY RO TARY PISTON MUD BOX (ANG./STR.) VISC. CO NTROLLER
FO LINE
TEMP. CO N TRO L 3-W AY ROTARY PISTO N
GATE NO N-RISING ROSE BOX F.W FO UNTAIN
W ITH HANDLE
H REM . HYD. B ' FLY W AFER PISTON W ITH

HOSE GLOBE (STR./ANG)
HANDLE
LEVEL GAUGE W ITH VALVE
W ASH BASIN
GLY. W. LINE
(FLAT/CYLINDRICAL TYPE)
G LOBE SDNR W ITH HO SE CO NNECTO R SHELL/TUBE TYPE
W ATER SEAL G LOBE (STR)
(STR/ANG ) WS HEAT EXCH.
MAG NETIC 2-W AY (STR./ANG ) W ATER SEAL G ATE

SEA W. LINE
COO LER PLATE TYPE
WS
LEVEL GAUGE
(DIAL FLO AT/FLO AT) TYPE
H
W ATER SEAL REM. ELEC. B ' FLY W ATER OR
MAG NETIC 3-W AY MAKER SUPPLY
W ITH HANDLE
WS
F.W. LINE
NON-RETURN FLAP BELL MO UTH STEAM TRACING AND INSULATIO N
LEVEL GAUGE W ITH VALVE

(DIAL TYPE)
NON-RETURN SWING BLANK FLANGE INSUL ATION HYD OIL LINE
NON-RETURN LIFT (STR./ANG)
BOSS AND PLUG SIG HT GLASS HYD. O IL PIPE
DO LINE
NON-RETURN BALL W ITHOUT SPRING DRESSER COUPLING STRAINER Y-TYPE CONTRO L AIR PIPE
NEEDLE STR. STRAINER SIM PLEX CAPILLARY TUBE

SLEEVE CO UPLING
COND. LINE
LO CK (OPEN/CL OSE) BELLOW S COUPLING STRAINER DUPLEX ELECTRIC CABLE
NEEDLE 3-W AY TEST NOZZLE STEAM TRAP FLO AT TYPE DECK AIR LINE
PRESS. CO NT. PRIMARY PNEU. FLEXIBLE HO SE STEAM TRAP DISC TYPE W ITH V/V DEAERATING (STR./ ANG.)
BILGE LINE
PRESS. CO NT. REDUCING PNEU. HOPPER FILTER REG ULATO R LO CAL INSTRUM ENT
PRESS. CO NT. REGULAT'G O VERBOARD STEAM TRAP BIMETAL TYPE REM OTE CO NTROL INSTRUMENT
FIRE W. LINE
P
P
Q UICK CLO SING PNEU. (STR/ANG) REDUCER SEAL POT TANK SIPHON XS AUX. SW ITCH
H H
Q UICK CLO SING HYD. (STR/ANG ) BRANCH LO OP SEAL PIPE SIPHON
IMO No. 9401295 / Final Draft (2010.04.19) 3 Symbols and Colour Scheme
Electrical Symbol List
STARTER (DIRECT ON LINE) TRANSFORMER OVERCURRENT RELAY BL BELL CP COMPOUND GAUGE

DPI DIFFERENTIAL PRESSURE INDICATOR
GSP DPS DIFFERENTIAL PRESSURE SWITCH
LOCAL GROUP I I/O CABINET (ALARM
LD LIQUID SENSOR O MONITORING SYSTEM)
Trip AUTOMATIC TRIP DPT DIFFERENTIAL PRESSURE TRANSMITTER
STARTER PANEL
FD FLOW DETECTOR
FS FLOW SWITCH
C I CURRENT TO PRESS SIG
P CONTROL PANEL P
WHISTLE RELAY BOX RECTIFIER EQUIPMENT
CONVERTER RB FT FLOW TRANSMITTER
IL INDICATION LAMP
PD
P PRESS TO CURRENT GROUP JUNCTION BOX XX LAH LEVEL ALARM HIGH
440V DIST. BOARD I
GJB/XX MAKING CONTACT
CONVERTER (XX=LOCATION) LAL LEVEL ALARM LOW
AUXILIARY
RELAY LI LEVEL INDICATOR
LD CONTRACT
LIC LEVEL INDICATING CONTROLLER
220V POWER DIST. BOARD RPM RPM PICK-UP RESISTOR BREAKING
LS LEVEL SWITCH
LT LEVEL TRANSMITTER
LD
LIGHTING DIST. BOARD GAUGE VARIABLE RESISTOR MAKING CONTACT PAH PRESSURE ALARM HIGH
L WITH TIME PAL PRESSURE ALARM LOW
LIMIT IN
PI PRESSURE INDICATOR
CLOSING
INTRINSICALLY SAFE PIC PRESSURE INDICATING CONTROLLER
AIR CIRCUIT BREAKER IS CIRCUIT
DIMMER BREAKING
M PIAH PRESSURE INDICATOR ALARM HIGH
PIAL PRESSURE INDICATOR ALARM LOW
MCCB 1 PHASE POWER SUPPLY UNIT DIODE MAKING CONTACT PIAHL PRESSURE INDICATOR ALARM HIGH LOW
WITH TIME PS PRESSURE SWITCH
LIMIT IN
OPENING PT PRESSURE TRANSMITTER
MCCB 3 PHASE ZBK ZENER BARRIER BOX CAPACITOR BREAKING SAH SALINITY ALARM HIGH
SD SALINITY DETECTOR
SI SALINITY INDICATOR
BATTERY CHARGER LM LIMIT SWITCH FUSE MAKING CONTACT SV SOLENOID VALVE
10A
FLICKER TAH TEMPERATURE ALARM HIGH
RELAY
TAL TEMPERATURE ALARM LOW
BATTERY SOLENOID VALVE FUSE BREAKING
TI TEMPERATURE INDICATOR
TIC TEMPERATURE INDICATING CONTROLLER
SPACE HEATER VOLTAGE REFERENCE PUSHBUTTON SWITCH TIAH TEMPERATURE INDICATOR ALARM HIGH
(ELEMENT TYPE) VR SELECTOR
DISCONNECTION SWITCH
(ALTERNATIVE) TIAL TEMPERATURE INDICATOR ALARM LOW
TIAHL TEMPERATURE INDICATOR ALARM HIGH LOW
PUSHBUTTON SWITCH TS TEMPERATURE SWITCH

DG DIESEL GENERATOR RECEPTACLE SNAP SWITCH
(ALTERNATIVE) TT TEMPERATURE TRANSMITTER
VAH VISCOSITY ALARM HIGH
CHANGEOVER SWITCH VAL VISCOSITY ALARM LOW
EG EMERGENCY GENERATOR J NWT JOINT BOX PUSHBUTTON (START/STOP)
(CAM SWITCH)
VCA VACUUM ALARM
VCI VACUUM INDICATOR
M WT JOINT BOX INDICATOR LAMP PUSHBUTTON VCT VACUUM TRANSMITTER

AC INDUCTION MOTOR J J 2 GLANDS (4 GLANDS) WITH TRANSFORMER (START/STOP/RUNNING)
XS AUXILIARY UNSPECIFIED SWITCH
ZI POSITION INDICATOR
EMERGENCY STOP
GM GOVERNOR MOTOR HS HUMIDISTAT RL INDICATOR LAMP
PUSHBUTTON BOX
ZS LIMIT SWITCH
EARTH WT WATER TRANSDUCER D-D RELAY COIL LOCALLY MOUNTED

XXX
INSTRUMENT
XXX REMOTELY MOUNTED

ALARM MONITORING
SHIELD WIRE AMS SYSTEM BZ BUZZER XXXX INSTRUMENT
IMO No. 9401295 / Final Draft (2010.04.19) 4 Electric symbol List

Abbreviations / Definitions CTS CUSTODY TRANSFER SYSTEM I/O INPUT/OUTPUT

A AIR CYL CYLINDER IR INFRA-RED
ABP AFTER BOTTOM PORT DEL DELIVERY ISO ISOLATING
ABS ABSOLUTE DF DUEL FUEL L LOW
AC ALTERNATING CURRENT DG DIESEL GENERATOR LAN LOCAL AREA NETWORK
A/C AIR CONDITIONER DIFF DIFFERENTIAL LCD LIQUID CRYSTAL DISPLAY
ACB AIR CIRCUIT BREAKER DISCH DISCHARGE LCV LEVEL CONTROL VALVE
ACCOM ACCOMMODATION DK DECK LD LOW DUTY
ACK ACKNOWLEDGE DO DIESEL OIL LDO LIGHT DIESEL OIL
AE AUXILIARY ENGINE DP DIFFERENTIAL PRESS LED LIGHT EMITTING DIODE
AHD AHEAD DRN DRAIN LL LOW-LOW
AHU AIR HANDLING UNIT ECC ENGINE CONTROL ROOM CONSOLE LNG LIQUEFIED NATURAL GAS
AIM ADVANCED INTEGRATED MULTIFUNCION SYSTEM ECR ENGINE CONTROL ROOM LO LUBRICATION OIL
AMP AMPERE EER ELECTRIC EQUIPMENT ROOM LP LOW PRESSURE
AP TK AFT PEAK TANK ELEC ELECTRIC LSC LOW SEA CHEST
AST ASTERN EMCY EMERGENCY MAN MANUAL
ATM ATMOSPHERE ENG ENGINE MCR MAXIMUM CONTINUOUS RATE
ATOM ATOMISING ER ENGINE ROOM MDO MARINE DIESEL OIL
AUTO AUTOMATIC ESBD EMERGENCY SWITCHBOARD MGO MARINE GAS OIL
AUX AUXILIARY ESD EMERGENCY SHUT DOWN MGPS MARINE GROWTH PREVENTING SYSTEM
BATT BATTERY ESDS EMERGENCY SHUT DOWN SYSTEM MSBD MAIN SWITCHBOARD
BHD BULKHEAD EXH EXHAUST MSBR MAIN SWITCHBOARD ROOM
BLR BOILER EXP EXPANSION NDU NETWORK DISTRIBUTION UNIT
BLWR BLOWER FCV FLOW CONTROL VALVE N2 NITROGEN
BNR BURNER FG FUEL GAS NAV NAVIGATION
BO BOIL-OFF FO FUEL OIL NCR NORMAL CONTINUOUS RATE
BO/WU BOIL-OFF / WARM-UP FPT FORWARD PEAK TANK NOR NORMAL
BOG BOIL OFF GAS FREQ FREQUENCY O2 OXYGEN
BRG BEARING FUNC FUNCTION OMD OIL MIST DETECTOR
BW BILGE WELL FW FRESH WATER OS OPERATOR STATION
BZ BUZZER FWD FORWARD OVBD OVERBOARD
C CENTER GEN GENERATOR P PORT
CAN CONTROLLER AREA NETWORK GMS GAS MANAGEMENT SYSTEM PB PUSH BUTTON
CCC CARGO CONTROL ROOM CONSOLE GS GENERAL SERVICE PCU PROCESS CONTROL UNIT
CCR CARGO CONTROL ROOM GUI GRAPHICAL USER INTERFACE PCV PRESSURE CONTROL VALVE
CCW COUNTER-CLOCK WISE H HIGH PID PROPORTIONAL INTEGRAL DERIVATIVE
CENT CENTRAL / CENTRIFUGAL HD HIGH DUTY PMS POWER MANAGEMENT SYSTEM
CFW COOLING FRESH WATER HFO HEAVY FUEL OIL PP PUMP
CIRC CIRCULATING HH HIGH-HIGH PRESS PRESSURE
CLR COOLER HP HIGH PRESSURE PRI PRIMARY/PRIMING
CN COMMUNICATION NETWORK HTR HEATER PU PROCESS UNIT (RCA SYSTEM)
CO2 CARBON DIOXIDE HYD HYDRAULIC PURI. PURIFIER
COMP COMPRESSOR IAS INTEGRATED AUTOMATION SYSTEM PWR POWER
COND CONDENSATE / CONDENSER IG INERT GAS RCU REMOTE CONTROLLER UNIT
CONT CONTROL IGG INERT GAS GENERATOR RECIRC. RECIRCULATING
COOL COOLING IGV INLET GUIDE VANE REF REFRIGERATION
CSBD CARGO SWITCHBOARD INCI. INCINERATOR REV REVERSE
CSW COOLING SEA WATER IND INDICATION RM ROOM
IMO No. 9401295 / Final Draft (2010.04.19) 5 Abbreviations

RPM REVOLUTIONS PER MINUTE

S STARBOARD
S/T STERN TUBE
SAL SALINITY
SC SEA CHEST
SEC SECONDARY
SEL SELECT
SEQ SEQUENCE
SERV SERVICE
SETT SETTLING
SOL SOLENOID
SP SET POINT
STBY STAND BY
STM STEAM
STOR STORAGE
SUC SUCTION
SV SOLENOID VALVE
SVC SIMRAD VESSEL CONTROL
SW SEA WATER
SWBD SWITCHBOARD
SYNC SYNCHRONIZE
SYS SYSTEM
TC TURBOCHARGER, THERMOCOUPLE
TCV TEMPERATURE CONTROL VALVE
TEMP TEMPERATURE
THR THRUSTER
TK TANK
TPS TANK PROTECTION SYSTEM
TRANS TRANSMITTER/TRANSFER
UMS UNMANNED MACHINERY SPACE
UPP UPPER
UPS UNINTERRUPTED POWER SUPPLY
UTC UNIVERSAL TIME CODRDINATE
V VOLTAGE
VL VERY LOW
VRC VALVE REMOTE CONTROL
VV VALVE
WH WHEELHOUSE
WO WASTE OIL
WS WORKSHOP
WU WARM UP
X CROSS
IMO No. 9401295 / Final Draft (2010.04.19) 6 Abbreviations

Part 1 : Design Concept of the Vessel
1.1 Principal Particulars of the Ship ................................................. 1 - 1
1.2 Tanks and Capacity Plan ............................................................. 1 - 3
1.3 Maker List .................................................................................. 1 - 5
1.4 Lubrication Oil Chart................................................................ 1 - 13
1.5 Engine Room Arrangement ...................................................... 1 - 21
Illustration
1.1a General Arrangement ................................................................ 1 - 2
Part 1
Design Concept of the Vessel
IMO No. 9401295 / Final Draft (2010.04.19) Part 1 Design Concept of the Vessel
Part 1 : Design Concept of the Vessel Electric Propulsion Motor Aux Cooling F.W Pump
Maker: Converteam Maker: Shinko Ind.
1.1 Principal Particulars of the Ship Output: 13600 kW at 570rpm Model: SVS250M
No. of sets: 2 Type: Vertical, Centrifugal
Shipbuilder: Daewoo Shipbuilding and Marine Engineering Capacity (Port/Stbd): 515/465 m3/h x 25MTH
Co., Ltd. Okpo Shipyard Main Generator Engine Motor (Port/Stbd): 55/45kW , 1775 rpm
Republic of Korea Maker: Wartsila No. of sets : 2
Yard Number: 2267 Model: 12V50DF x 3, 9L50DF x 1
Ship Name: BARCELONA KNUTSEN Output: 11400kW / 8550kW at 514rpm Ballast Pump
Delivered: 2010.04.22 Voltage: 6600V, 60Hz Maker: Shinko Ind.
Flag: SPANISH No. of set: 3/1 Model: GVD500-3M
Call Sign: EACW Type: Vertical, Centrifugal
Inmarsat-C I.D.: - Emergency Generator Engine Capacity: 3400 m3/h x 30MTH
IMO Number: 9401295 Maker: STX-Engine Motor: 400 kW / 1200 rpm
Type of Cargo: LNG Model: KTA38DMGE No. of Sets: 3
Type of Ship: Segregated Ballast LNG Carrier Generator output & speed: 850kW at 1800 RPM
Stem: Bulbous Bow and Raked Stem No. of set: 1 Bilge Pump
Stern: Transom Maker: Shinko Ind.
Navigation: Foreign Going Aux. Boiler Model: GVD200MS
Classification: DNV Maker: Aalborg Type: Vertical, Centrifugal
+1A1, tanker for Liquefied Gas,Ship type 2G (- Model: Mission OS Capacity: 240m3/h x 45MTH
163C, 500 kg/m3, 0.25 bar), NAUTICUS No. of set: 2 Motor: 45 kW / 1800 rpm
(Newbuilding), PLUS-2, E0#, NAUT-OC, F-A##, Capacity: 6000kg/h No. of sets: 2
CLEAN, GAS FUELLED, TMON, BIS, RP. Pressure: 7.0bar saturated steam
Fire & G/S Pump
Length Overall: Approx. 290.00 m Gas Combustion Unit Maker: Shinko Ind.
Length Between Perpendiculars: 279.00 m Maker: SNECMA Model: RVP160-2M
Breadth Moulded: 45.80 m Type: Cylindrical Type: Vertical, Centrifugal
Depth Moulded: 26.50 m No. of set: 1 Capacity: 150m3/h x 100MTH
Design Draft: 11.95 m Capacity: 5225 kg/h (100% Methane) Motor: 75 kW / 1800 rpm
Scantling Draft: 12.90 m 6410kg/h (Actual BOG) x 1,2 No. of sets: 2
Free Board deck Sunken Deck
Cargo Tank Capacity: 173400 m3 Steering Gear Emergency Fire Pump
Cargo Tank Safety Valve: 250 mbar Maker: Rolls-Royce (Frydenbo) Maker: Shinko Ind.
Insulation Safety Valve: 10 mbar Type: RV2600-3, Rotary Vane Model: RVP160-2MS
Service Speed: 19.5 knots at design draft of Max. working pressure: 60.6 bar Type: Vertical, Centrifugal
11.95m Relief valve set pressure: 75.7 bar Capacity: 72m3/h x 100MTH
Propulsion Power (At Shaft) No. of set: 2 Motor: 55 kW / 1800 rpm
Motor running at Rating: 13240 kW x 77.8 rpm, each No. of sets: 1
Complement: 40 Persons + 6 Suez crews Main Cooling Sea Water Pump
Maker: Shinko Ind. Water Spray Pump
Model: SVS300M Maker: Shinko Ind.
Type: Vertical, Centrifugal, Self priming Model: RVP250M
Capacity: 770 m3/h x 25MTH Type: Vertical, Centrifugal
Motor: 75 kW / 1780rpm Capacity: 425m3/h x 100MTH
No. of sets : 3 Motor: 185 kW / 1800 rpm
No. of sets: 2
IMO No. 9401295 / Final Draft (2010.04.19) 1-1 Part 1 Design Concept of the Vessel
Illustration 1.1a General Arrangement
ELEC .
MO TOR CARGO COMP. ROOM DECK STORE DRY POWDER STATION
ROOM & COMPANION WAY
TRUNK SPACE TRUNK SPACE TRUNK SPACE TRUNK SPACE
O.
O.
(S )
L.
.
L.
K
L .O
E S) BOSUN STR
K
T T .T
)
G/ K (
NO.4 CARGO TANK
E
.T K
(S
V .T
G/
IN R . T NO.2 CARGO TANK NO.1 CARGO TANK

TK
R /G
OR
A
NO.3 CARGO TANK
IN
O
(P & . S E R
T.
(P & . S E
M T
(S )
S)
S
MA
ET
ST
C/LKR
)
S)
S
.T K (
S)
.O
.
&S
RV
TK
.O
S)
H .F
SE
K( )
H .F
S)
K
)
S/G RM
O.
) &S
.T
(S
&
.O . T
TOR
.O
&S
TK
D.
P&
W
F.
TK
P (P
B/W
COFFERDA M
K( K(
H .F
(P
.O.
S)
COFFERDAM
K
COFFERDAM
COFFERDAM
COFFERDAM
S)
.T
D . O .S
TK
H.F
FOA M MA IN P& .T B .T FWD
P&
K( .B . W.
.F
A.P.TK S .W. G/E
ENGINE ROOM B .T .B .B
DH
W VOID
K(
2
F WD
W.
P /R M G V U R M
4 W . W
O. 3 NO
.T
E/ R O. .1
FW
N
.B
N O
N O .2
W
N FWD P/RM
.1
EP
NO
DE
)
&S
D
(P S.C.L.
TK
FW
.
W
C. TK (S
) )
T D. TK(P ) (S) TK (C
S/ GE
UD BIL GE HOL OIL TK FLOW
L OVER
D. S WAS
TE F.O. S
S/ T L.O.SUMP.TK( S) E/ E/S
L I F E R A FT L .R .
DAV I T 20Px2
DRY POWDER STATION

& COMPANION WAY
S UPPLY AI R
TRU N K FOR GVU RM
F AN R OO M (P)
F O R M G G VU EX H.
A.P. 140
F.P.
F A N R OO M ( S ) DECK STORE
F O R M G G VU EX H.
S UPPLY AI R ELEC .
CARGO COMP. ROOM
TRU N K FOR GVU RM
MO TOR
ROOM
DAVIT S.W.L 10T
L .R .
20Px2
R E SCU E BO A T ( 6P )
HFIB?GD579
75F; C
H5B ?
K"6"H? D"8" K"6"H?
1.2 Tanks and Capacity Plan
Cargo Tanks Fresh Water Tanks S.G.=1.000
Capacities Centre of Gravity Location Capacities Centre of Gravity Max.

Location
Max. Compartment Frame INERTIA. M
Compartment Frame L.C.G. V.C.G. Volume Weight L.C.G. from V.C.G. from
Volume Volume INERTIA.M Number (m4)
Number from A.P from B.L 100% (m3) 100% (MT) A.P (M) B.L (M)
100% (m3) 98% (m3) (m4)
(M) (M)
F.W. TK (P) 7 - 15 200.1 200.1 8.950 18.983 235
No. 1 Cargo Tank 114 - 124 24671.4 227.388 16.775 83730 F.W. TK (S) 7 - 15 200.1 200.1 8.950 18.983 235
No. 2 Cargo Tank 98 - 113 50246.1 49241.178 184.380 16.990 260780
No. 3 Cargo Tank 82 - 97 50251.5 49246.47 131.180 16.990 260781
No. 4 Cargo Tank 66 - 81 48481.1 78.840 16.990 251686 Total 400.3 400.3
47511.478
Total 173650.1 170177.1
Heavy Fuel Oil Tanks S.G.=0.980

Water Ballast Tanks S.G.=1.025
Capacities Centre of Gravity Max.
Capacities Centre of Gravity Max. Location
Location INERTIA.
INERTIA. Compartment Frame L.C.G. V.C.G.
Compartment Frame L.C.G. V.C.G. Volume Weight M
Volume Weight M Number from A.P from B.L
Number from A.P from B.L 100% (m3) 98% (MT) (m4)
100% (m3) 100% (MT) (m4) (M) (M)
(M) (M)
FWD DEEP W.B.TK (P) 125-145 1486.9 1524.1 256.645 12.374 1041 FWD NO.1 HFO TK(C) 133 -145 1956.6 1879.1 259.347 13.482 1153
FWD DEEP W.B.TK (S) 125-145 1462.7 1499.2 256.536 12.552 1041 FWD NO.2 HFO TK(C) 125 -133 2181.6 2095.2 251.818 13.401 3104
No. 1 W.B. TK (P) 113-125 5674.6 5816.5 230.120 13.431 9286 LS H.F.O. TK (P) 42 - 65 660.9 634.7 43.276 17.841 72
No. 1 W.B. TK (S) 113-125 5674.6 5816.5 230.120 13.431 9286 H.F.O. TK (S) 42 - 65 471.6 453.0 41.211 18.648 68
No. 2 W.B. TK (P) 97-113 6777.3 6946.7 182.361 8.684 34474 H.F.O. SETT. TK (P) 46 - 50 99.7 95.7 38.400 20.911 18
No. 2 W.B. TK (S) 97-113 6777.3 6946.7 182.361 8.684 34474 H.F.O. SETT. TK (S) 46 - 50 99.7 95.7 38.400 20.911 18
No. 3 W.B. TK (P) 81-97 7015.7 7191.1 129.782 8.466 37315 H.F.O. SERV. TK (P) 42 - 46 99.7 95.7 35.200 20.910 18
No. 3 W.B. TK (S) 81-97 7015.7 7191.1 129.782 8.466 37315 H.F.O. SERV. TK (S) 42 - 46 99.7 95.7 35.200 20.910 18
No. 4 W.B. TK (P) 65-81 6168.4 6322.7 78.754 9.031 29402
No. 4 W.B. TK (S) 65-81 6168.4 6322.7 78.754 9.031 29402
E/R W.B. TK (P) 42-65 875.2 897.1 44.667 14.238 214 Total 5569.5 5445.0
E/R W.B. TK (S) 42-65 858.5 880.0 44.554 14.428 214
A. P. TK -6-15 1904.0 1951.6 4.192 13.615 39969
Total 57859.4 59305.9
Diesel Oil Tanks S.G.=0.850 Miscellaneous Tanks
Capacities Centre of Gravity Max. Capacities Centre of Gravity Max.

Location Location
INERTIA. INERTIA
Compartment Frame Volume Compartment Frame Volume Volume L.C.G. V.C.G.
Weight L.C.G. from V.C.G. from M .M
Number 100% Number 100% 100% from A.P from B.L
98% (MT) A.P (M) B.L (M) (m4) (m4)
(m3) (m3) (m3) (M) (M)
NO.1 G/E L.O.SUMP.TK(S) 19-34 26.9 26.9 20.599 10.192 22

IGG LDO STOR.TK(P) 61 - 65 108.4 90.3 50.400 20.593 18
NO.2 G/E L.O.SUMP.TK(S) 19-34 26.8 26.8 20.595 10.192 22
D.O.STOR.TK(S) 57 - 65 297.7 248.0 49.142 17.565 36
NO.3 G/E L.O.SUMP.TK(P) 19-34 23.7 23.7 20.502 10.192 18
D.O.SERV.TK(P) 57 - 61 63.7 53.1 47.200 18.860 18
NO.4 G/E L.O.SUMP.TK(P) 19-34 26.9 26.9 20.599 10.192 22
D.O.SERV.TK(S) 57 - 61 63.7 53.1 47.200 18.860 18
SLUDGE TK(S) 21-38 24.2 24.2 23.600 15.842 5
F.O.OVERF.TK(C) 54-61 81.3 81.3 46.000 2.450 437
Total 533.5 444.4 WASTE OIL TK(S) 46-54 34.6 34.6 40.190 2.071 8
BILGE HOLD.TK(P) 42-54 129.6 129.6 39.252 2.123 259
S/T L.O.SUMP.TK(P) 34-37 4.7 4.7 28.400 2.600 1
S/T L.O.SUMP.TK(S) 34-37 4.7 4.7 28.400 2.600 1
Lubricating Oil Tanks S.G.=0.900
S/T C.W.TK(P) 9-19 106.7 106.7 12.053 5.310 14
Capacities Centre of Gravity S/T C.W.TK(S) 9-19 106.7 106.7 12.053 5.310 14
Location Max. EMCY D.O.TK(P) 15-18 12.4 12.4 13.200 31.950 1
Compartment Frame L.C.G. V.C.G. INER.M DEWATERED SLUDGE TK(S) 42-46 24.6 24.6 35.281 2.395 31
Volume Weight
Number from A.P from B.L (m4) SEWAGE COLLEC. TK(P) 30-34 20.9 20.9 25.655 18.095 4
100% (m3) 98% (MT)
(M) (M) GRAY WATER HOLDING TK(P) 34-38 24.7 24.7 28.837 18.059 6
CLEAN DRAIN TK(P) 19-42 238.0 238.0 26.202 1.791 367
MAIN G/E L.O. STOR. TK(P) 26-34 82.6 72.8 24.000 23.328 18
MAIN G/E L.O. STOR. TK(S) 23-30 72.2 63.7 21.200 23.328 16 Total 917.4 917.4
MAIN G/E L.O. SETT. TK(P) 34-38 41.3 36.4 28.800 23.328 9
MAIN G/E L.O. SETT. TK(S) 30-34 41.3 36.4 25.600 23.328 9
R/G L.O. STOR. TK(S) 21-23 20.6 18.2 17.600 23.328 5
Total 258.0 277.5
1.3 Maker List
No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

FAX)+47 56 57 1600
1 STEERING GEAR 2 TYPE: ROTARY VANE ROLLS-ROYCE RV-2600-3
TEL)+47 56 30 8241
TYPE: HEAVY DUTY
FAX)+82-42-936-8105
2 LATHE 1 CENTRE DISTANCE: 1000MM G.O.M.T CO., LTD NSL480X1000G
TEL)+82-42-936-8100
SWING: 480MM
TYPE: INDEP. ELEC. MOTOR DRIVEN. YOUNG KWANG MACHINERY FAX)+82-54-776-6455
3 DRILLING MACHINE 1 YKD-30
CAP. : MAX. DIA. 38MM CO.,LTD TEL)+82-54-776-6456
TYPE : ELEC. MOTOR DRIVEN
CAP. : AT 90 DEG CUTTING ANGLE
- ROUND BAR : 220 MM DIA.
YOUNG KWANG MACHINERY FAX)+82-54-776-6455
4 HACK SAW 1 - SQUARE BAR : 220 X 400 KDBS-200
CO.,LTD TEL)+82-54-776-6456
AT 45 DEG CUTTING ANGLE
- ROUND BAR : 160 MM DIA.
- SQUARE BAR : 220 X 165
TYPE : HEAVY DUTY(1), FINE(1) YOUNG KWANG MACHINERY FAX)+82-54-776-6455
5 GRINDING MACHINE 1 YKGV-255
CAP. : WHEEL DIA. : 255 MM CO.,LTD TEL)+82-54-776-6456
TYPE : HYDRAULIC
6 PIPE BENDING MACHINE 1 CAP. : UP TO 4 INCH PIPE DIA. 100A, 0-90` TPB-4
CO.,LTD TEL)+82-54-776-6456
BENDING DEGREE
7 PIPE THREAD MACHINE 1 CAP. : 15A-100A PIPE DIA KSU-100A
CO.,LTD TEL)+82-54-776-6456
8 PIPE CUTTER 1 CAP. : CUTTING MAX. 5 INCH NMC-355
CO.,LTD TEL)+82-54-776-6456
TYPE : CENTRAL INSTALLATION FAX)+82-51-728-3848
9 GAS WELDING EQUIPMENT 1 UNITOR, KOREA
NO. OF CYL.: 10 OXYGEN+5ACETYLENE, EACH40L TEL)+82-51-728-4900
TYPE : DC WELDING FAX)+82-55-269-8864
10 ELECTRIC WELDING EQUIPMENT 1 ESAB SEAH CORP. LHN-250
CAP. : WELDING CURRENT TEL)+82-55-269-8184
2 TONS X 4 SETS FAX)+82-51-264-6615
11 TROLLEY (PLAIN TROLLEY) 5 DAE KYUNG CO. ,LTD.
1 TON X 1 SETS TEL)+82-51-264-6611
30 TON X 4 SETS
FAX)+82-51-264-6615
12 TROLLEY (GEARED TYPE) 20 1 TON X 4 SETS, 2 TON X 2 SET DAE KYUNG CO. ,LTD.
TEL)+82-51-264-6611
3 TON X 7 SET, 5 TON X 3 SETS
E/R INVENTORY : 1 TON - 10 SETS FAX)+82-51-264-6615
13 CHAIN BLOCK 13 DAE KYUNG CO. ,LTD.
3 TON - 2 SETS, 5 TON - 1 SET TEL)+82-51-264-6611
TYPE : VERTICAL AXIAL FLOW TWO (2)
REVERSIBLE AND TWO(2) NON-REVERSIBLE FAX)+82-55-346-3515
14 E/R SUPPLY FAN 4 HI AIR KOREA CO. ,LTD. AKA-1800/800
CAP. : 165,000 M3/H X 55 MMAQ TEL)+82-55-340-5000
MOTOR : 63 KW X 890 RPM
TYPE : VERTICAL AXIAL FLOW
FAX)+82-55-346-3515
15 PURIFIER ROOM EXHAUST FAN 1 CAP. : 44,000 M3/H X 40 MMAQ HI AIR KOREA CO. ,LTD. AKA-900/410
TEL)+82-55-340-5000
MOTOR : 17.3 KW X 1,752 RPM
TYPE : AXIAL FLOW, WALL MOUNTING
FAX)+82-55-346-3515
16 WELDING AREA EXHAUST FAN 1 CAP. : 1000 M3/H X 20 MMAQ HI AIR KOREA CO. ,LTD. AWA-400/150
TEL)+82-55-340-5000

FAX)+82-55-346-3515
17 GCU ROOM EXTRACTION EXHAUST FAN 2 CAP. : 3,000 M3/H X 40 MMAQ HI AIR KOREA CO. ,LTD. MXA-500/230
TEL)+82-55-340-5000
MOTOR : 1.1KW X 1704 RPM
TYPE : AXIAL FLOW, VERTICAL MOUNTING
FAX)+82-55-346-3515
18 GAS VALVE UNIT ROOM EXTRACTION EXHAUST FAN 4 CAP. : 6,000 M3/H X 40 MMAQ HI AIR KOREA CO. ,LTD. MXA-560/350
TEL)+82-55-340-5000
MOTOR : 2.2 KW X 1716 RPM, EXPLOSION PROOF
EXHAUST FAN FOR CO2 BOTTLE / HIGH EXP. FOAM FAX)+82-55-346-3515
19 1 CAP. : 2,500 M3/H X 20 MMAQ HI AIR KOREA CO. ,LTD. AWA-400/150
ROOM TEL)+82-55-340-5000
MOTOR : 0.86KW X 1,698RPM
TYPE : HORIZONTAL AXIAL FLOW
FAX)+82-55-346-3515
20 EXHAUST FAN FOR PAINT & LAMP STORE 1 CAP. : 1,000M3/H X 15 MMAQ HI AIR KOREA CO. ,LTD. AWA-400/150
TEL)+82-55-340-5000
MOTOR : 0.75KW X 1,680RPM, EXPLOSION PROOF
FAX)+82-55-346-3515
21 EXH. FAN FOR CHEMICAL/OIL & GREASE STORE 1 CAP. : 1,000M3/H X 15 MMAQ HI AIR KOREA CO. ,LTD. AWA-400/150
TEL)+82-55-340-5000
MOTOR : 0.75KW X 1,680RPM, EXPLOSION PROOF
FAX)+82-55-346-3515
22 EXH. FAN FOR S/G ROOM 1 CAP. : 26,000 M3/H X 50 MMAQ HI AIR KOREA CO. ,LTD. AWA-800/410
TEL)+82-55-340-5000
FAX)+82-55-346-3515
23 EXH. FAN FOR GARBAGE STORE 1 CAP. : 1,000 M3/H X 15 MMAQ HI AIR KOREA CO. ,LTD. AWA-400/150
TEL)+82-55-340-5000
FAX)+82-55-346-3515
24 EXH. FAN FOR FUEL V/V TEST ROOM 1 CAP. : 1,000 M3/H X 20 MMAQ HI AIR KOREA CO. ,LTD. AWA-400/150
TEL)+82-55-340-5000
TYPE : VERTICAL CENTRIFUGAL
FAX)+81-82-508-1020
25 F.W HYDROPHORE PUMP 2 CAP. : 8 M3/H X 80 MTH SHINKO IND. LTD. SVQ50M
TEL)+81-82-508-1000
TYPE : HORIZONTAL CENTRIFUGAL
FAX)+81-82-508-1020
26 HOT WATER CIRCULATING PUMP 2 CAP. : 2.0 M3/H X 5 MTH SHINKO IND. LTD. HJ40-2MH
TEL)+81-82-508-1000
TYPE : STEAM & ELECTRIC HEATING
TANK VOLUME : 1.5 M3
FAX)+82-55-338-7123
27 HOT WATER CALORIFIER 1 FLOW RATE : 2.0 M3/H, 10 --> 70 SAMKUN CENTURY CO., LTD. SE-1500SE
TEL)+82-55-338-3030
ELECTRIC HEATER : 20 KW X 2 SETS FOR
EMERGENCY USE
TYPE : VERTICAL TYPE FAX)+82-55-332-7123
28 F.W HYDROPHORE TANK 1 SAMKUN CENTURY CO., LTD. DT-2000
CAP. : 2.0 M3 TEL)+82-55-338-3030
TYPE : DOLOMITE FAX)+82-55-332-7123
29 F.W RE-HARDENING FILTER 1 SAMKUN CENTURY CO., LTD. REH-5000
CAP. : 5 M3/H TEL)+82-55-338-3030
TYPE: ULTRA VIOLET FAX)+82-55-332-7123
30 UV STERILIZER 1 SAMKUN CENTURY CO., LTD. JSA-5000
CAP. : 5 M3/H TEL)+82-55-338-3030
TYPE : FIXED PITCH
MECHKLENBURGER FAX)49-3991-736215
31 FIXED PITCH PROPELLER 2 MATERIAL : NI-AL BRONZE -
METALLGUSS GMBH TEL)49-3991-736250
NO. OF BLADE : FIVE(5)

TYPE : SELF SYSTEM B+V INDUSTRIE TECHNIK FAX)+49-40-31-96-189
32 SHAFT BEARING 4 -
SIZE : #510 GMBH TEL)+49-40-30-11-0
MATERIAL: CAST IRON WITH WHITE METAL B+V INDUSTRIE TECHNIK FAX)+49-40-31-96-189
33 FORWARD STERN TUBE BUSH BEARING 2 -
SIZE: #670 GMBH TEL)+49-40-30-11-0
TYPE : CAST IRON WITH WHITE METAL LINING B+V INDUSTRIE TECHNIK FAX)+49-40-31-96-189
34 AFT STERN TUBE BEARING 2 -
SIZE: #670 GMBH TEL)+49-40-30-11-0
TYPE : SC2Z B+V INDUSTRIE TECHNIK FAX)+49-40-31-96-189
35 FORWARD STERN TUBE SEAL 2 -
SIZE: #670 GMBH TEL)+49-40-30-11-0
TYPE : SC2S1 (AIRSPACE1) B+V INDUSTRIE TECHNIK FAX)+49-40-31-96-189
36 AFT STERN TUBE SEAL 2 -
SIZE: #670 GMBH TEL)+49-40-30-11-0
- NO.1 HYD. COUPLING BOLT & NUT
: 2X10 EA, DIA. : 80 MM
- NO.2 HYD. COUPLING BOLT & NUT FAX)+82-51-831-2310
37 SHAFT COUPLING BOLT & NUT 56 SAMBOO METAL
: 2X10 EA, DIA. : 80 MM TEL)+82-51-831-1478
- NO.3 HYD. COUPLING BOLT & NUT
: 2X8 EA, DIA. : 80 MM
FAX)+82-51-831-7726
38 SHAFT EARTHING DEVICE 2 TYPE : SILVER BAND WITH MILLI-VOLTMETER K. C. LTD
TEL)+82-51-831-7720
TYPE : M1H-190/67 TYPE: DOUBLE HELICAL
KAWASAKI HEAVY FAX)+81-78-682-5554
39 REDUCTION GEAR 2 SINGLE RED. SINGLE INPUT, SINGLE OUTPUT M1H-190/67
INDUSTRIES, LTD. TEL)+81-78-682-5332
POWER : 13,328 KW RPM : 610.8 / 77.8
TYPE : VERTICAL WATER TUBE TYPE
FAX)+
40 AUXILIARY BOILER 2 CAP. : 6,000 KG/H X 7 BAR SATURATED STEAM AALBORG MISSIONTM OS
TEL)+
BURNER : PRESSURE JET TYPE (KBO-R50M)
FAX)+
41 SAMPLING COOLER 1 TYPE : TUBULAR, FW COOLED AALBORG
TEL)+
CHEMICAL TANK CAP. : 60 L
FAX)+
42 CHEMICAL DOSING UNIT 2 METERING PUMP CAP. : 1.5 L/H, BACK PRESSURE- AALBORG
TEL)+
MAX, 16 BAR
TYPE : VERTICAL, SCREW FAX)+
43 AUXILIARY BOILER F.O SUPPLY PUMP 2 AALBORG
CAP. : 1,908 L/H X 5 BAR TEL)+
MEASURING RANGE : 0 - 170 PPM DAESUNG FAX)+82-52-252-5334
44 SALINITY INDICATOR 1 YO-100D
ALARM POINT : 30 PPM (ADJUSTABLE) ELECTRIC/ELECTRONIC ENG. TEL)+82-52-232-1978
TYPE : SMOKE TUBE, FORCED CIRCULATED TYPE FAX)+
45 EXHAUST GAS ECONOMIZER 2 AALBORG MISSIONTM XS-7V
CAP. : 2,000 KG/H X 7 BAR SATURATED STEAM TEL)+
TYPE : 4-STROKE, NON-REVERSIBLE,
TURBOCHARGED, INTERCOOLED DIESEL ENGINE
WITH DIRECT INJECTION OF FUEL
FAX)+358-6-356-7188
46 MAIN GENERATOR ENGINE 4 MODEL : WARTSILA 12V50DF X 3 SETS, WARTSILA WARTSILA FINLAND OY 12V50DF / 9L50DF
TEL)+358-10-709-0000
9L5DF X 1 SET
MAX. CONTINUOUS RATING : 11,400KW AT 514
RPM (12V50DF), 8,550KW AT 514 RPM (9L50DF)
TYPE : AIR MOTOR DRIVEN FAX)+358-6-356-7188
47 MAIN G/E EMERGENCY D.O PUMP 2 WARTSILA FINLAND OY IMO ACE025/032
CAP. : 1.68 M3/H X 6 BAR TEL)+358-10-709-0000

TYPE : MANUAL DUPLEX TYPE (NOMINAL 35
BFD 180.900 DN80 / FAX)+49-02273-562223
48 MAIN G/E F.O INLET FILTER 4 MICRONS) BOLL & KIRCH FILTER
BFD 180.570 DN65 TEL)+49-02273-562-0
CAP. : 12.7 M3/H (12V50DF), 8.6M3/H (9L50DF)
TYPE : TUBE TYPE STEAM HEATER, TEMP.
CONTROL BY VISCOMETER DRIVEN STEAM FAX)+358-6-356-7188
49 MAIN G/E F.O HEATER 8 WARTSILA FINLAND OY AALBORG MX15-1600
CONTROL VALVE TEL)+358-10-709-0000
CAP. : 100 % EACH,100 --> 150
TYPE : SELF-CLEANING AUTOMATIC FILTER (ABS. BOLL & KIRCH 6.2 FAX)+358-6-356-7188
50 MAIN G/E F.O AUTO FILTER 4 WARTSILA FINLAND OY
34 MICRONS) WITH MANUAL BY-PASS FILTER 4.4 TEL)+358-10-709-0000
TYPE : PLATE TYPE, OPENABLE CONSTRUCTION FAX)+358-6-356-7188
51 MAIN G/E D.O COOLER 4 WARTSILA FINLAND OY SONDEX S14
CAP.: 61.5 --> 50 TEL)+358-10-709-0000
TYPE : FW COOLING WITH RADIATOR 4-STROKE,
FAX)+82-55-285-2030
52 EMERGENCY GENERATOR ENGINE 1 TRUNK PISTON STX ENGINE CO., LTD KTA38DMGE
TEL)+82-55-280-0114
RATED OUTPUT : 850KW X 1,800RPM
TYPE : VERTICAL SCREW
FAX)+46-8-645-15-09
53 H.F.O TRANSFER PUMP 1 CAP. : 40 M3/H X 4.0 BAR IMO AB ACF 080N4 IRBO
TEL)+46-8-506-22-800
MOTOR : 17.3KW X 1,760 RPM
TYPE : HORIZONTAL SCREW
FAX)+358-6-356-7188
54 MAIN G/E F.O SUPPLY PUMP 8 CAP. : 5.77 M3/H X 4 BAR WARTSILA FINLAND OY IMO ACE 032N
TEL)+358-10-709-0000
TYPE : HORIZONTAL, SCREW
CAP. : 12.7 M3/H X 4 BAR (12V50DF),
IMA ACG 045K / FAX)+358-6-356-7188
55 MAIN G/E F.O CIRC. PUMP 8 9.29 M3/H X 4 BAR (9L50DF) WARTSILA FINLAND OY
IMO ACE 038K TEL)+358-10-709-0000
MOTOR : 4.6 KW X 3,500 RPM (12V50DF),
3.5 KW X 3,500 RPM (9L50DF)
FAX)+46-8-645-15-09
56 FWD HFO TRANSFER PUMP 2 CAP. : 50 M3/H X 4.0 BAR IMO AB ACF 090K4 NVBO
TEL)+46-8-506-22-800
MOTOR: 21.3 KW X 1,760 RPM
TYPE: HORIZONTAL SCREW
FAX)+46-8-645-15-09
57 DO TRANSFER PUMP 1 CAP. : 40 M3/H X 4.0 BAR IMO AB ACG 070K7 NVBP
TEL)+46-8-506-22-800
MOTOR : 21.3 KW X 3,530RPM
FAX)+46-8-645-15-09
58 LDO TRANSFER PUMP 1 CAP. : 3.0 M3/H X 3.0 BAR IMO AB ACE 032L3 NVBP
TEL)+46-8-506-22-800
TYPE : SELF-CLEANING, TOTAL & PARTIAL
DISCHARGE OSD35-0136-067 FAX)+49-25-22-23-94
59 HFO PURIFIER 3 GEA.
CAP. : 5,000 L/H BASED ON 600 CST AT 50 DESIGN 35 TEL)+82-25-22-0
TYPE: HORIZONTAL SCREW
FAX)+46-8-645-15-09
60 HFO PURIFIER FEED PUMP 3 CAP. : 5 M3/H X 2.5 BAR IMO AB ACE 032L3 NQBP
TEL)+46-8-506-22-800
TYPE: HORIZONTAL TUBULAR FAX)+82-51-974-4750
61 HFO PURIFIER HEATER 3 DONGHWA ENTEC
CAP. : FO 5 M3/H, 60 --> 98 TEL)+82-51-974-4700

TYPE : VERTICAL.SCREW
FAX)+46-8-645-15-09
62 MAIN G/E PILOT D.O SUPPLY PUMP 2 CAP. : 0.8 M3/H X 10.0 BAR IMO AB ACE 025N3 NTBP
TEL)+46-8-506-22-800
TYPE: HORIZONTAL MONO
FAX)+46-8-645-15-09
63 SLUDGE PUMP 1 CAP. : 5.0 M3/H X 4 BAR IMO AB AEB 1E 100
TEL)+46-8-506-22-800
TYPE : FLOW METER WITH LOCAL INDICATOR AND FAX)+358-6-356-7188
64 MAIN G/E F.O FLOW METER 4 WARTSILA FINLAND OY CONTOIL VZO
4-20 MA OUTPUT SIGNAL TEL)+358-10-709-0000
TYPE : MANUAL DUPLEX TYPE (ABSOLUTE 34
FAX)+49-02273-562223
65 MAIN G/E PILOT D.O FINE FILTER 2 MICRON) BOLL & KIRCH FILTER BFD 140.660 DN50
TEL)+49-02273-562-0
CAP.: 2.0M3/H
TYPE : VISCOSITY CONTROLLER WITH 0-50 CST
READING AND OUTPUT 4-20 MA, TEMPERATURE FAX)+358-6-356-7188
66 MAIN G/E VISCOSITY CONTROLLER 4 WARTSILA FINLAND OY VAF VISCO SENSE
CONTROLLER WITH 0-200 READING AND TEL)+358-10-709-0000
OUTPUT PT100
FAX)+46-8-645-15-09
67 LO TRANSFER PUMP 2 CAP. : 5 M3/H X 4.0 BAR IMO AB ACE 032N3 NVBP
TEL)+46-8-506-22-800
TYPE : SELF-CLEANING, TOTAL & PARTIAL
DISCHARGE
OSD18-0196-067 FAX)+49-25-22-23-94
68 MAIN G/E LO PURIFIER 4 CAP. : 3,400 L/H BASED ON DETERGENT OIL FOR GEA.
DESIGN 18 TEL)+82-25-22-0
TRUNK PISTON ENGINE
TYPE : HORIZONTAL, TUBULAR FAX)+82-51-974-4750
69 MAIN G/E LO PURIFIER HEATER 4 DONGHWA ENTEC
CAP. : LO 3.4 M3/H, 60 --> 95 TEL)+82-51-974-4700
FAX)+46-8-645-15-09
70 MAIN G/E LO PURIFIER FEED PUMP 4 CAP. : 3.4 M3/H X 2.5 BAR IMO AB ACE 032L3 NVBP
TEL)+46-8-506-22-800
FAX)+46-8-645-15-09
71 STERN TUBE LO PUMP 2 CAP. : 3 M3/H X 2.5 BAR IMO AB ACE 032L3 NVBP
TEL)+46-8-506-22-800
FAX)+358-6-356-7188
72 MAIN G/E LO PUMP 4 TYPE : SCREW, ENGINE DRIVEN WARTSILA FINLAND OY
TEL)+358-10-709-0000
TYPE : HORIZONTAL TUBULAR FAX)+82-51-974-4750
73 STERN TUBE LO COOLER 2 DONGHWA ENTEC
CAP. : 10.3 M3/H, 46.6 --> 45 TEL)+82-51-974-4700
TYPE : PLATE, F.W COOLED
FAX)+358-6-356-7188
74 MAIN G/E LO COOLER 4 L.O : 170 M3/H, 78.7->63.0 WARTSILA FINLAND OY ALFA-LAVAL M15-MFM8
TEL)+358-10-709-0000
F.W : 270 M3/H, 41.5->45.7
TYPE : SCREW
IMO ACF 090 N4 IRBO / FAX)+358-6-356-7188
75 MAIN G/E PRE-L.O PUMP 4 CAP. : 66.9 M3/H X 2 BAR (12V50DF), WARTSILA FINLAND OY
IMO ACF 100 N4 IRBO TEL)+358-10-709-0000
59.8 M3/H X 2 BAR (9L50DF)
TYPE : AUTOMATIC BACK FLUSHING TYPE (12V
BOLL & KIRCH 6.61.07 / FAX)+358-6-356-7188
76 MAIN G/E L.O AUTO FILTER 4 50DF-ABS. 34 MICRONS, 9L50DF-ABS.30 MICRONS) WARTSILA FINLAND OY
BOLL & KIRCH 6.46.07 TEL)+358-10-709-0000
CAP. : 280 M3/H (12V50DF), 179 M3/H (9L50DF)

TYPE : DUPLEX FILTER (ABS. 37 MICRONS) FAX)+358-6-356-7188
77 MAIN G/E LO SAFETY FILTER 4 WARTSILA FINLAND OY BOLL & KIRCH 2.05.5
CAP. : 246 M3/H (12V50DF), 156 M3/H (9L50DF) TEL)+358-10-709-0000
TYPE : VERTICAL, CENTRIFUGAL
FAX)+81-82-508-1020
78 MAIN COOLING S.W PUMP 3 CAP. : 770 M3/H X 25 MTH SHINKO IND. LTD. SVS300MS
TEL)+81-82-508-1000
MOTOR : 75 KW X 1,780 RPM
TYPE : VERTICAL, CENTRIFUGAL WITH SELF
PRIMING DEVICE FAX)+81-82-508-1020
79 NO.1 AUX. COOLING S.W PUMP 1 SHINKO IND. LTD. SVS350MS
CAP. : 1,035 M3/H X 25 MTH TEL)+81-82-508-1000
MOTOR : 110 KW X 1,785RPM
TYPE : VERTICAL, CENTRIFUGAL WITH SELF
PRIMING DEVICE FAX)+81-82-508-1020
80 NO.2 AUX. COOLING S.W PUMP 1 SHINKO IND. LTD. SVS350M
CAP. : 1,035 M3/H X 25 MTH TEL)+81-82-508-1000
MOTOR : 110 KW X 1,785RPM
TYPE : ELECTROLYTIC CHLORINATION
NIPPON CORROSION FAX)+81-3-3737-8458
81 MARINE GROWTH PREVENTING SYSTEM 1 CAP. : MAX. 3,684 M3/H S.W FLOW TO BE TREATED MGPS TD-2400PK
ENGINEERING TEL)+81-3-3737-8450
AT 0.2 PPM EQUIVALENT CHLORINE DOSAGE
Q`TY : PORT SIDE X 2 SETS, STBD SIDE X 2 SETS
TYPE : PLATE, SW COOLED
FAX)+82-2-3406-0701
82 MAIN COOLING F.W COOLER 4 CAP. : 12,044,600 KCAL/H HEAT EXCHANGED ALFA-LAVAL KOREA LTD. M30-FM
TEL)+82-2-3406-0600
(PORT SIDE), 13,764,000 KCAL/H HEAT
EXCHANGED (STBD SIDE)
Q`TY : PORT SIDE X 1 SET, STBD SIDE X 1 SET
TYPE : PLATE, SW COOLED MX25-BFM/ FAX)+82-2-3406-0701
83 AUX. COOLING F.W COOLER 2 ALFA-LAVAL KOREA LTD.
CAP. : 5,232,811KCAL/H HEAT EXCHANGED (PORT), MX25-MFM TEL)+82-2-3406-0600
1,816,600 KCAL/H HEAT EXCHANGED (STBD)
TYPE : 2-STAGE, PISTON, WATER COOLED
FAX)+47-70-16-1110
84 MAIN AIR COMPRESSOR 2 CAP. : 120 NM3/H X 30 BAR SPERRE. IND. AS HV2/200
TEL)+47-70-16-1100
TYPE : 2-STAGE, PISTON, AIR COOLED, DIESEL
FAX)+47-70-16-1110
85 EMERGENCY AIR COMPRESSOR 1 ENGINE DRIVEN SPERRE. IND. AS HL2/77
TEL)+47-70-16-1100
CAP. : 22 NM3/H X 30 BAR
QTY: CONTROL X 2SETS, SERVICE X 2SETS
TYPE : SCREW TYPE, WATER COOLED FAX)+47-815-21-214
86 AIR COMPRESSOR (CONTROL, SERVICE) 4 TMC TMC40-9SA EWNA
CAP. : 350 M3/H X 8 BAR TEL)+47-941-55-000
TYPE : CYLINDRICAL KANGRIM INDUSTRIES FAX)+82-55-269-7795~9
87 MAIN AIR RESERVOIR 2 AR18067V
CAP. : 3.0 M3 X 30 BAR CO.,LTD TEL)+82-55-269-7700
TYPE : VERTICAL, CYLINDRICAL KANGRIM INDUSTRIES FAX)+82-55-269-7795~9
88 EMERGENCY G/E STARTING AIR RESERVOIR 1 AR08037V
TYPE : HEATLESS TYPE FAX)+82-31-962-0180
89 CONTROL AIR DRYER 1 KYUNG NAM DRYER CO., LTD KHDM-400
CAP.: 350 M3/H, DEW POINT -40 AT 9 BAR TEL)+82-31-963-0080
90 SERVICE AIR RESERVOIR 1 AR22014V
91 CONTROL AIR RESERVOIR 1 AR27054V
IMO No. 9401295 / Final Draft (2010.04.19) 1 - 10 Part 1 Design Concept of the Vessel

FAX)+82-51-831-8514
92 AIR RESERVOIR & CONTROL PANEL FOR QCV 1 AIR RESERVOIR CAP. : 350 L X 9 BAR POONG JIN METAL CO., LTD
TEL)+82-51-831-8510
FAX)+81-82-508-1020
93 BOOSTER PUMP FOR F.W HOSE REEL 1 CAP. : 3 M3/H X 20 MTH SHINKO IND. LTD. HJ40-2M
TEL)+81-82-508-1000
TYPE : HORIZONTAL, CENTRIFUGAL
FAX)+81-82-508-1020
94 FEED WATER PUMP FOR AUXILIARY BOILER 2 CAP. : 16 M3/H X140 MTH SHINKO IND. LTD. SHQ50MH
TEL)+81-82-508-1000
TYPE : HORIZONTAL, TUBULAR, FW COOLED
FAX)+82-51-974-4750
95 DUMPING CONDENSER/DRAIN COOLER 1 CAP. : STEAM: 5000KG/H, 161->80 DONGHWA ENTEC
TEL)+82-51-974-4700
F.W 110 M3/H, 36->50.53
TYPE: ULTRASONIC FAX)+82-51-831-1850
96 OIL DETECTOR 1 HANLA LEVEL CO., LTD. 402SD80
TEMP: -70 ~+150 DEG.C TEL)+82-51-601-3000
MAIN MIST ALARM : MAX. 2.0 MG/LITRE FAX)+82-31-706-5214
97 OIL MIST DETECTION SYSTEM 1 SPECS
DETECTING POINT : 64 POINTS TEL)+82-31-706-5211
TYPE : HORIZONTAL, CENTRIFUGAL
FAX)+81-82-508-1020
98 BOILER WATER CIRCULATING PUMP 4 CAP. : 20 M3/H X 35 MTH SHINKO IND. LTD. BT40-5
TEL)+81-82-508-1000
TYPE : SINGLE STAGE, PLATE TYPE
CAP. : 30 M3/DAY AT MAIN G/E NCR LOAD
DF 23 / 30 FAX)+82-51-974-4750
99 FRESH WATER GENERATOR 2 S.W TEMP. : 32 DONGHWA ENTEC
TEL)+82-51-974-4700
HEATING WATER TEMP. : 80
SALINITY : MAX. 10 PPM
FAX)+81-82-508-1020
100 EJECTOR PUMP FOR FW GENERATOR 2 CAP. : 72 M3/H X 42 MTH SHINKO IND. LTD. SVS125-2M
TEL)+81-82-508-1000
TYPE : ELEC. MOTOR DRIVEN YOUNG KWANG MACHINERY FAX)+82-54-776-6455
101 MILLING MACHINE 1 NSM-9300
CAP.: WORKING SURFACE : 1,100 X 290 CO.,LTD. TEL)+82-54-776-6456
TYPE : ELEC. MOTOR DRIVEN YOUNG KWANG MACHINERY FAX)+82-54-776-6455
102 SHAPER 1 YK-710
CAP.: RAM STROKE - MAX. 750MM CO.,LTD. TEL)+82-54-776-6456
CAP. : 735,000 KCAL/H
- 95 L/H IMO SLUDGE OIL
FAX)+47-37-19-98-90
103 INCINERATOR 1 - SOLID WASTE, CONTINUOUS CHARGING MAX. TEAMTEC GS 500CS
TEL)+47-37-19-98-00
135 KG/H
- 30 L/H SEWAGE SLUDGE
TYPE : CYLINDRICAL,
FAX)+33-02-3221-2701
104 GAS COMBUSTION UNIT 1 CAP. : 5,225 KG/H (100% METHANE BASE), SNECMA
TEL)+33-02-3221-7200
6,410 KG/H (ACTUAL BOG)
TYPE: AUTO. OIL DISCHARGE TYPE
FAX)+46-304-100-51
105 BILGE WATER SEPARATOR 1 CAP. : 5 M3/H (15 PPM) MARINFLOC AB CD5.0
TEL)+46-304-606-300
PUMP CAP. : 5 M3/H, MAX. 6 ~9BAR
TYPE : PISTON
FAX)+81-82-508-1020
106 E/R BILGE PUMP 1 CAP. : 10 M3/H X 4.0 BAR SHINKO IND. LTD. VPS10
TEL)+81-82-508-1000

FAX)+81-82-508-1020
107 BILGE PUMP 2 CAP. : 240 M3/H X 45 MTH SHINKO IND. LTD. GVD200MS
TEL)+81-82-508-1000
MOTOR: 45KW X 1800RPM
TYPE : FIXED TOTAL FLOODING HIGH EXPANSION
FOAM SYSTEM FAX)+82-51-728-3848
108 HIGH EXPANSION FOAM SYSTEM 1 UNITOR, KOREA.
PROPORTION OF LIQUID FOAM : 2% REGULAR TEL)+82-51-728-4900
TYPE
S.W SUPPLY PUMP FOR HIGH EXPANSION FOAM FAX)+81-82-508-1020
109 1 CAP. : 520 M3/H X 100 MTH SHINKO IND. LTD. RVP250MS
SYSTEM TEL)+81-82-508-1000
FAX)+82-51-979-1601
PUMP : MULTI-STAGE INLINE, 25 M3/H X 87 MTH
110 WATER BASED LOCAL FIRE FIGHTING SYSTEM 1 TANKTECH CO., LTD. TEL)+82-51-979-1600
MOTOR : 11 KW X 416.6 RPM
TYPE : HIGH PRESSURE FAX)+82-51-204-2215

111 INDEPENDENT CO2 FIRE EXTINGUISHING SYSTEM 1 NK CO.,LTD.
Q`TY OF CYLINDER : 45 KG X 36 BOTTLES TEL)+82-51-204-2211
TYPE: VERTICAL CENTRIFUGAL
FAX)+81-82-508-1020
112 F.W CIRCULATION PUMP FOR F.W GENERATOR 2 CAP.: 43M3/H X 15MTH SHINKO IND. LTD. SVS100MG
TEL)+81-82-508-1000
MOTOR: 3.7KW X 1,730RPM
TYPE: VERTICAL CENTRIFUGAL
FAX)+81-82-508-1020
113 STBD AUX. COO. F.W PUMP 2 CAP.: 465M3/H X 125MTH SHINKO IND. LTD. SVS250M
TEL)+81-82-508-1000
MOTOR: 45KW X 1,775RPM
CAP.: 0.5M3/H FAX)+46-304-100-51
114 SLUDGE DE-WATERING UNIT 1 MARINFLOC AB SDWU-500
PUMP CAP.: 2M3/H, MAX. LIFT 90MWG TEL)+46-304-606-300
1.4 Lubrication Oil Chart
NO. EQUIPMENT QTY APPLICATION POINT KIND OF LUB. OIL (TOTAL) AMOUNT REMARK/ CHANGE INTERVAL
3 MAIN G/E L.O SUMP TANK AUERELIA XL 4030 21,520 L 26.9M3 X 80%
3 ENGINE INTERNAL AUERELIA XL 4030 370 L
MAIN GENERATOR ENGINE 3 TURNING DEVICE EPONA Z 460 70 L 16000HRS

1
(Wrtsil / 12L50DF) 3 GOVERNOR AUERELIA XL 4030 20 L 2000HRS
3 FUEL RACK BEARING/ BALL JOINT CERAN WR 2 0.3 KG 1000HRS
3 PIPE AUERELIZ XL 4030 880 L
1 MAIN G/E L.O SUMP TANK AUERELIA XL 4030 14,400 L 18.0M3 X 80%
1 ENGINE INTERNAL AUERELIA XL 4030 250 L
MAIN GENERATOR ENGINE 1 TURNING DEVICE EPONA Z 460 70 L 16000HRS

2
(Wrtsil / 9L50DF) 1 GOVERNOR AUERELIA XL 4030 20 L 2000HRS
1 FUEL RACK BEARING/ BALL JOINT CERAN WR 2 0.2 KG 1000HRS
1 PIPE AUERELIZ XL 4030 770 L
3 MAIN G/E LO STORAGE TANK 2 MAIN G/E LO STOR. TK AUERELIZ XL 4030 66,080 L 82.6 M3 X 80 %
HFO PURIFIER
4 3 SPINDLE TURBINE T 100 3.7 L 4000HRS OR 6 MONTH
(WESTFALIA / ODS35-0136/35)
G/E L.O PURIFIER
5 4 SPINDLE TURBINE T 100 2.5 L 4000HRS OR 6 MONTH
(WESTFALIA / ODS18-0196-067)
1 COUNTER SHAFT BEARING CERAN WR 2 30 G 3000HRS
E/R BILGE PUMP
6 1 CRANK SHAFT BEARING CERAN WR 2 70 G 3000HRS
(SHINKO / VPS10)
1 OIL BOX OR GEAR CASE TURBINE T68 0.3 L 3000HRS
BOILER W. CIRC. PUMP
7 4 BEARING HOUSING TURBINE T68 0.67 L 3000HRS
(SHINKO / BT40-5)
8 BALLAST PUMP 3 PUMP COUPLING SIDE BEARING CERAN WR 2 100 G 3000HRS
HFO TRANSFER PUMP

9 1 GREASE NIPPLE POS.526 CERAN WR 2 15 G 200HRS
(IMO AB/ ACF080N4 IRB0)
FWD HFO TRANSFER PUMP
10 2 GREASE NIPPLE POS.526 CERAN WR 2 15 G 200HRS
(IMO AB/ ACF090K4 NVB0)
DO TRANSFER PUMP
11 1 GREASE NIPPLE POS.473 CERAN WR 2 9G 5000HRS
(IMO AB/ ACG 070K7 NVBP)
12 BILGE PUMP 2 PUMP COUPLING SIDE BEARING CERAN WR 2 20 G
CONTROL AND SERVICE AIR

13 COMPRESSOR 4 OIL SEPARATOR TANK BARELF SM 56 11 L 15000HRS OR ONCE PER YEAR
(RAMROTOR/40-9 SA EWNA)
MAIN AIR COMPRESSOR 2 CRANK CASE LUBMARINE BARELF AL100 8L FIRST 200HRS, EVERY 1000HOUR
14
(SPERRE/ HV2/200) 2 ELECTRIC MOTOR BEARING CERAN WR 2 30 G ONCE EVERY 12 MOTNTHS
EM'CY AIR COMPRESSOR
15 1 CRANK CASE LUBMARINE BARELF AL100 4L FIRST 200HRS, EVERY 1000HOUR
(SPERRE/ HL2/77)
< AIR FAN>
4 SKF FIXED BRG SNL 520 CERAN WR 2 42 G 1750 HRS
GAS COMBUSTION UNIT 4 SKF FIXED BRG SNL 518 CERAN WR 2 32 G 1850 HRS
16
(SNECMA) <AIR FAN MOTOR>
FAG BRG NU 319 ECP C3 CERAN WR 2 90 G 3300 HRS
FAG BRG 6316 C3 CERAN WR 2 90 G 6500 HRS
2 STERN TUBE INTERNAL AUERELIA XL 4030 1,400 L
2 S/T LO GRAVITY TANK AUERELIA XL 4030 100 L
STERN TUBE BEARING AND SEAL 2 AFT S/T SEAL TANK AUERELIA XL 4030 25 L
17
(B+v / WHITE METAL BEARING, SC2SI) 2 FWD S/T SEAL TANK AUERELIA XL 4030 15 L
2 S/T LO SUMP TANK AUERELIA XL 4030 3,300 L 4700 L X 70%
2 PIPE INSIDE AUERELIA XL 4030 50 L
INTER. SHAFT BEARING
18 2 BEARING INSIDE AUERELIA XL 4030 10 L
(B+V/ SIZE 510, SELF SYSTEM)
PROPELLER CAP
19 2 PROPELLER CAP INSIDE CERAN WR 2 210 KG
(MMG)
2 MAIN REDUCTION GEAR TURBINE T 68 1,000 L
2 PIPE INSIDE TURBINE T 68 50 L
REDUCTION GEAR
20 2 R/G GRAVITY TANK TURBINE T 68 2,100 L
(KAWASAKI/ M1H-190/67)
2 R/G SUMP TANK TURBINE T 68 4,900 L
2 TURNING GEAR TURBINE T 100 10 L
2 NO.1 & NO.2 OR NO.3 & NO. 4 PUMP UNIT VISGA 68 1,400 L
STEERING GEAR
21 2 ACTUATOR VISGA 68 650 L
(ROLLS-ROYCE/ RV2600-3 2X46.5)
2 STORAGE TANK VISGA 68 2,000 L
HD COMPRESSOR
22 2 OIL RESERVOIR ATLAS COPCO TURBO OIL PLUS 520L EVERY 1 YEAR
(ATLAS COPCO)
LD COMPRESSOR
23 2 OIL RESERVOIR ATLAS COPCO TURBO OIL PLUS 1400 L EVERY 1 YEAR
(ATLAS COPCO)
1 B/F ACTUATOR (600A) FOR IG027 VISGA 32 1.25 L EVERY 2 YEARS
MANUAL HYDRAULIC LOCAL 1 B/F ACTUATOR (200A) FOR FW212 VISGA 32 1.14 L EVERY 2 YEARS
24 CONTROL VALVE
(BY CONTROL) 1 TRANSMITTER (T24) FOR IG027 VISGA 32 1.44 L EVERY 2 YEARS
1 TRANSMITTER (T12) FOR FW212 VISGA 32 1.44 L EVERY 2 YEARS
FLOAT LEVEL GAUGING SYSTEM LOCAL COUNTER CHAMBER ONLY FOR
25 1 TORILIS 1850 0.34 L SIX MONTHS
(WHESSOE) MOISTURE PROTECTION ONLY
AIR VALVE OF DRAIN PUMP FOR
2 VISGA 15 10 L
INSULATION SPACE
WATER DRAIN SYSTEM AIR VALVE OF GLYCOL WATER PNEUMATIC
26 1 VISGA 15 5L
(KJ) PUMP
AIR VALVE OF BILGE PUMP FOR BOSUN
1 VISGA 15 10 L
STORE & FWD PUMP ROOM
1 HYD. POWER PACK FOR CARGO VISGA 15 1,200 L 2 YEARS OR IF NECESSARY
1 CARGO ACCUMULATOR STAND VISGA 15 50 L 2 YEARS OR IF NECESSARY
1 HYD. POWER PACK FOR BALLAST VISGA 15 1,000 L 2 YEARS OR IF NECESSARY
7 SOLENOID VALVE BOX FOR CARGO VISGA 15 70 L 2 YEARS OR IF NECESSARY
VALVE REMOTE CONTROL SYSTEM 2 SOLENOID VALVE RACK FOR BALLAST VISGA 15 40 L 2 YEARS OR IF NECESSARY
27
(SCANA) 3 PORTABLE HAND PUMP VISGA 15 5L 2 YEARS OR IF NECESSARY
43 ACTUATOR CYLINDER FOR CARGO VISGA 15 50 L 2 YEARS OR IF NECESSARY
1 HYD. OIL STORAGE TANK VISGA 15 1,200 L
69 ACTUATOR CYLINDER FOR BALLAST VISGA 15 80 L 2 YEARS OR IF NECESSARY
1 PIPE LINE VISGA 15 2,800 L
NITROGEN GENERATOR SYSTEM
28 2 OIL SEPARATOR ISO GRADE 46 BARELF SM 46 20 L 8,000HRS
(WILHELMSEN)
2 FRONT END COVER VISGA 46 14 L 1,500HRS
VACUUM PUMP
29 2 GREASE COVER CERAN WR 2 500 G 6 MONTHS
(KOWEL)
2 FLEXI BOX BHD. SEAL VISGA 15 1L
HD CARGO COMPRESSOR MOTOR DE:170 G
30 2 D..E (6318C3)/ N.D.E (6317C3) CERAN WR 2 3 MONTHS
(HHI) NDE:150 G
LD CARGO COMPRESSOR MOTOR DE:150 G
31 2 D..E (6317C3)/ N.D.E (6317C3) CERAN WR 2 3 MONTHS
(HHI) NDE:150 G
REFRIGERATION UNIT COMPRESSOR UNIT PLANETELF ACD 68 OR
1 120 L 12 MONTHS
OIL SEPARATOR PLANETELF ACD 100FY
GREASE NIPPLES ON MOTOR FOR
2 NOT APPLICABLE 100 G 6 MONTHS
INERT GAS SYSTEM REFRIGERATION UNIT COMPRESSOR
32
(HAMWORTHY MOSS) GREASE NIPPLES ON MOTOR FOR
COMBUSTION AIR FANS
GREASE NIPPLES ON MOTOR FOR DRYER
REGENERATION FAN
2 REDUCER CERAN WR 2 2.0 L 6 MONTHS
FIRE WIRE REEL
33 2 BEARING CERAN WR 2 0.3 KG
(YOUNG NAM MARINE MACH.)
2 OIL SET CERAN WR 2 0.7 L
2 REDUCER TURBINE T 68 1.3 L 6 MONTHS
PILOT ROPE LADDER REEL
34 2 BEARING CERAN WR 2 0.5 L
(YOUNG NAM MARINE MACH.)
2 OIL SET VISGA 46 0.5 L
1 ENGINE DISOLA W 15W-40 2L 1 YEAR / 150 HRS
1 GEAR BOX ELF EPONA Z 220 0.56 L 1 YEAR / 300 HRS
LIFE BOAT FF900
35 1 GREASE CUP STERN GLAND MULTIS EP 2 0.5 KG
(SCHAT-HARDING)
1 GREASE NIPPLES MULTIFAK EP 2 2 KG 6 MONTHS
1 STEERING GEAR VISGA 15 4L 48 MONTHS
1 DRIVING REDUCER EPONA Z 220 5.6 L
EMCY TOWING EQUIPMENT
36 1 AIR UNIT VISGA 46 0.2 L
(SAEJIN INTECH)
1 GREASE CERAN WR 2 0.5 L
1 ENGINE DISOLA W 15W-40 8L 1 YEAR/ 150 HRS
1 GEAR BOX ELF EPONA Z 220 1.6 L 1 YEAR/ 300 HRS
RESCUE BOAT MERLIN 6.5 1 GREASE CUP SHAFT CERAN WR 2 0.5 KG

37
(SCHAT-HARDING) 1 GREASE NIPPLES CERAN WR 2 2 KG 6 MONTHS
1 STEERING GEAR CERAN WR 2 0.5 KG 6 MONTHS
1 WATER JET CERAN WR 2 1 KG 6 MONTHS
4 REDUCER TURBINE T 68 5.0 L 6 MONTHS
AIR CAPSTAN
38 4 BEARING CERAN WR 2 1.0 KG
(YOUNG NAM MARINE)
4 OIL SET VISGA 46 1.0 L
1 CAIN CASING WINCH VISGA 32 11 L 1 YEAR
1 GREASE NIPPLES CERAN WR 2 3 KG 4-6 MONTHS
1 TANK WINCH VISGA 32 60 L 1 YEAR
RESCUE DAVIT SA3.5
39 1 WIRE ROPE CERAN AD PLUS 2 KG 4-6 MONTHS
WINCH W50RS
2 SPRING LOADED GUIDE RODS ELF EPONA SA 220 1L 1 YEAR
1 WIRE SHEAVES CERAN WR 2 2 KG 6 MONTHS
1 GREASE NIPPLES CERAN WR 2 0.5 KG 6 MONTHS
1 WINCH/ GEAR BOX & REDUCER TURBINE T 68 60 L 6 MONTHS
LIFE RAFT DAVIT
40 1 WIRE ROPE CERAN AD PLUS 3 KG
(YOUNG NAM MARINE)
1 BEARING CERAN WR 2 2 KG
1 HYDRAULIC POWER PACK TANK VISGA 32 100 L 1 YEAR
LIFE BOAT DAVIT LA900 WINCH WH02 1 WIRE ROPE CERAN AD PLUS 2 KG 4-6 MONTHS
41
(SCHAT-HARDING) 1 PLANETARY GEAR POWER PACK ELF EPONA SA 220 1.6 L LIFE TIME LUBRICATED
1 GREASE NIPPLES CERAN WR 2 2 KG 6 MONTHS
1 WINCH/ REDUCER TURBINE T 68 3.1 L 6 MONTHS
BOSUN STORE DAVIT 1 WIRE ROPE CERAN AD PLUS 2.5 KG

42
(YOUNG NAM MARINE) 1 BEARING/ MOTOR CERAN WR2 1.5 KG
1 OILER VISGA 46 0.5 L 6 MONTHS
2 WINCH/ REDUCER TURBINE T 68 6L 6 MONTHS
EMCY CARGO PUMP DAVIT 2 WIRE ROPE CERAN AD PLUS 5 KG
43
(YOUNG NAM MARINE) 2 BEARING/ MOTOR CERAN WR2 2 KG
INJURED PERSON DAVIT 1 WIRE ROPE CERAN AD PLUS 2 KG

44
SMALL EQUIPMENT ON TRUNK DECK 1 WIRE ROPE CERAN AD PLUS 1.5 KG
45 DAVIT
1 WINCH/ REDUCER TURBINE T 68 13 L 6 MONTHS
COMP/MOTOR ROOM DAVIT 1 WIRE ROPE CERAN AD PLUS 5.5 KG

46
2 WINCH ELF EPONA SA 220 2.5 L
ACCOMMODATION LADDER 2 WIRE ROPE CERAN AD PLUS 1L OCCASIONALLY

47
(JUNG-A MARINE) 2 AIR MOTOR CERAN WR 2 0.2 L OCCASIONALLY
2 OILER SET VISGA 32 0.7 L
2 HOISTING WINCH GEAR EPONA Z 150 9L 2,000HRS
4 SLEWING GEAR TRANSELF TYPE B 80W90 48 L 1,000HRS
2 CRANE HYD. SYSTEM VISGA 32 2000 L 2,000HRS
HOSE HANDLING CRANE 2 ROLLER BEARING/ JIB BEARING CERAN WR2 AS REQ. 50 WORKING HOURS
48
(DREGGEN/ DK400-15T-26M) 2 ROPES CERAN AD PLUS AS REQ. 6 MONTHS OR 500 WORKING HOURS
2 OPEN SPUR GEAR UNIT CERAN AD PLUS AS REQ. 2 MONTHS OR 200 WORKING HOURS
2 CYLINDER HINGE CERAN WR 2 AS REQ. 2 MONTHS OR 200 WORKING HOURS
2 WINCH, SLEWING BRAKE VISGA 32 1L 1 YEAR OR 1,000 WORKING HOURS
2 HOISTING WINCH GEAR EPONA Z 150 9L 2,000HRS
4 SLEWING GEAR TRANSELF TYPE B 80W90 48 L 1,000HRS
2 CRANE HYD. SYSTEM VISGA 32 2500 L 2,000HRS
PROVISION CRANE 2 ROLLER BEARING/ JIB BEARING CERAN WR2 AS REQ. 50 WORKING HOURS
49
(DREGGEN/ DK300-12T-20M) 2 ROPES CERAN AD PLUS AS REQ. 6 MONTHS OR 500 WORKING HOURS
2 OPEN SPUR GEAR UNIT CERAN AD PLUS AS REQ. 2 MONTHS OR 200 WORKING HOURS
2 CYLINDER HINGE CERAN WR 2 AS REQ. 2 MONTHS OR 200 WORKING HOURS
2 WINCH, SLEWING BRAKE VISGA 32 1L 1 YEAR OR 1,000 WORKING HOURS
7 GEAR CASE MOORING WINCH EPONA Z 320 147 L
DRUM, CLUTCH, BANDBRAKE, GEAR CASE
7 CERAN WR 2 0.4 KG
BEARING MOORING WINCE
GEAR CASE MOORING PART OF
2 EPONA Z 320 65 L
COMBINED WINCH
DRUM, CLUTCH, BANDBRAKE, GEAR CASE
2 BEARING MOORING PART OF COMBINED CERAN WR 2 0.5 KG
WINCH
CABLE LIFTER, CLUTCH, BANDBRAKE,
2 CERAN WR 2 0.5 KG
BEARING ETC. COMBINED WINCH
DECK MACHINERY
50 2 OPEN GEAR AT CABLE LIFTER CERAN AD PLUS 1 KG
(ROLLS-ROYCE MARINE)
1 POWER PACK FWD VISGA 100 346 L
1 POWER PACK AFT VISGA 100 302 L
2 SERVO PUMP MOUNTED ON POWER PACK VISGA 15 44 L
7 HYDRAULIC MOTOR MOORING WINCH VISGA 100 55 L
2 HYDRAULIC MOTOR CU VISGA 100 125 L
1 HYD. OIL STORAGE TANK (FWD) VISGA 100 1,200 L
1 HYD. OIL STORAGE TANK (AFT) VISGA 100 800 L
1 PIPE LINE VISGA 100 4,200 L
SIDE TRUNK EXH. FAN
51 2 GREASE NIPPLE FOR MAINT. DAVIT CERAN WR 2 0.24 KG 6 MONTHS
(HI AIR KOREA/ MNA-1000)
MANUAL CLOSING DAMPER FOR
52 SIDE TRUNK ROOM EXH. FAN 2 GREASE NIPPLE FOR BEARING UNIT CERAN WR 2 0.12 KG 6 MONTHS
(HI AIR KOREA/ CDRM-1000)
MUSHROOM VENT. FOR BOSUN
GREASE NIPPLE FOR MUSHROOM VENT
53 STORE SUP. FAN 2 CERAN WR 2 0.12 KG 6 MONTHS
HANDLE
(HI AIR KOREA/ MV-900)
PIPE DUCT EXH. FAN
(HI AIR KOREA/ MNA-900)
55 PIPE DUCT EXH. FAN 1 GREASE NIPPLE FOR BEARING UNIT CERAN WR 2 0.60 KG 6 MONTHS
MUSHROOM VENT. FOR MOTOR
GREASE NIPPLE FOR MUSH ROOM VENT
56 ROOM SUP. FAN 2 CERAN WR 2 0.12 KG 6 MONTHS
HANDLE
CARGO COMP. ROOM EXH. FAN
58 CARGO COMP. ROOM EXH. FAN 2 GREASE NIPPLE FOR BEARING UNIT CERAN WR 2 0.12 KG 6 MONTHS
ENGINE ROOM SUP. FAN ELEC. MOTOR BEARINGS
59 4 CERAN WR 2 160 G 6 MONTHS
(HI AIR KOREA/ AKA-1800) (POINT: OUTSIDE OF FAN CASING)
PNEUMATIC CLOSING DAMPER FOR
60 ENGINE ROOM SUP. FAN 4 BEARING UNIT (UCFL-207) CERAN WR 2 720 G 6 MONTHS
(HI AIR KOREA/ CDRB-1800)
61 GCU ROOM FOR G/E EXTRACTION 2 BEARING UNIT (UCFC-206) CERAN WR 2 120 G 6 MONTHS
(HI AIR KOREA/ CDR-630)
62 GCU ROOM FOR GCU EXTRACTION 2 BEARING UNIT (UCFC-206) CERAN WR 2 240 G 6 MONTHS
(HI AIR KOREA/ CDD-0505)
FUNNEL PNEUMATIC CLOSING
63 DAMPER 2 BEARING UNIT (UCFC-204) CERAN WR 2 840 G 6 MONTHS
(HI AIR/ CDSQ-2521)
FUNNEL PNEUMATIC CLOSING
64 DAMPER 2 BEARING UNIT (UCFC-204) CERAN WR 2 720 G 6 MONTHS
(HI AIR/ CDSQ-2518)
GENERATOR 222KVA
65 3 BEARING VISGA 68 270 L 8,000-20,000HRS
D-END AND N-END BEARINGS
GENERATOR 167KVA
66 1 BEARING VISGA 68 90 L 8,000-20,000HRS
D-END AND N-END BEARINGS
PROPULSION MOTOR
67 2 D-END BEARING VISGA 68 170 L 8,000-20,000HRS
D-END BEARING
PROPULSION MOTOR
68 2 N-END BEARING VISGA 68 110 L 8,000-20,000HRS
N-END BEARING
EMERGENCY D/G 1 ENGINE ITSELF DISOLA W 125-40 114 L
69
(KTA38DMGE) 1 W/W GOVERNOR DISOLA W 125-40 3L
1 HEAD STOCK & GEAR BOX VISGA 32 10 L 6 MONTHS
1 APRON & CARRIAGE VISGA 68 2L 2 WEEKS
LATHE 1 CROSS SADDLE SCREW VISGA 68 0.01 L DAILY
70
(GOMT/ DL580X2000G) 1 CARRIAGE SLIDE VISGA 68 0.01 L DAILY
1 SWIVEL SLIDE WAY VISGA 68 0.01 L DAILY
1 TRAIL STOCK VISGA 68 0.01 L DAILY
1 SLEEVE VISGA 32 0.1 L 2 WEEKS
1 BANK GEAR BOX CERAN WR 2 0.03 KG 2 WEEKS
DRILLING MACHINE
71 1 SPINDLE VISGA 32 0.1 L 2 WEEKS
(YOUNG KWANG/ YKD-30)
1 HEAD GEAR BOX VISGA 32 0.1 L 4 WEEKS
1 COLUMN GEAR CERAN WR 2 0.15 KG 2 WEEKS
1 FRAME COVER VISGA 32 0.01 L BEFORE OPERATING
HACK SAWING MACHINE 1 ROD VISGA 32 0.01 L BEFORE OPERATING
72
(YOUNG KWANG/ KDBS-200) 1 GEAR COVER VISGA 32 0.01 L BEFORE OPERATING
1 HYD. PUMP VISGA 32 0.2 L 2 YEARS
1 GEAR OIL VISGA 32, 46, 68 1.5 L 2 YEARS
PIPE THREAD MACHINE
73 1 GEAR BOX CERAN WR 2 0.1 KG 1 MONTH
(YOUNG KWANG/ KSU-100A)
1 SHAFT CERAN WR 2 0.1 KG 1 MONTH
PIPE BENDER
74 1 OIL TANK VISGA 46 8L 3 YEARS
(YOUNG KWANG/ TPB-4)
A/C PLANT
75 2 CRANK CASE PLANETELF ACED 100 350 L 20,000 HOURS
(HI AIR KOREA/ SMC116/412702D)
PROV. REF. PLANT
76 2 CRANK CASE PLANETELF ACED 100 15 L 30,000 HOURS
(HI AIR KOREA/ MCU 5/ 321235V)
E/R A/C PLANT
77 2 CRANK CASE PLANETELF ACD 100 FY 122 L 20,000 HOURS
(HI AIR KOREA/ MCU108S/ 322302V)
1 GEAR CASE OF TRACTION MACHINE ELF EPONA Z 220 6L 1ST : 3 MONTH, EVERY 12 MONTHS
1 BEARING PART OF TRACTION MACHINE CERAN WR 2 300 G 1 MONTH
1 GUIDE RAIL TURBINE T 68 2L 1 MONTH
78 ELEVATOR
1 CAGE DOOR & SAFETY DEVICE TURBINE T 68 2L 1 MONTH
1 GOVERNOR & TENSION SHEAVE TURBINE T 68 2L 1 MONTH
1 AROUND ENT. DOOR TURBINE T 68 2L 1 MONTH
1.5 Engine Room Arrangement
Floor
P)
Ta nk (
WB
E /R
UP
Accumulator
UP
Jockey
Pump
No.2
S/T LO
Cooler (P) No.2
Propulsion No.1
Motor
No.3 & 4 S/T
S/T AFT LO Tank (P) LO Pump (P) No.2 No.2
Reduction Water Spray
Gear Pump
S/T FWD LO Tank (P) No.4 Main G/E LO Sump Tank (Above) No.1
DN
HFO TR. Pump No.2

UP
No.3 Main G/E LO Sump Tank (Above)
Sludge Pump UP
E/R Bilge Pump Ballast Pump
Bilge Water
Separator Unit DO TR. Pump
E.Exit St-by
UP
LO Transfer Space for Future Installation Solenoid Valve
Pump of BW Filter Unit Cabinet for
Sludge No.2 No.4 No.3 No.2 No.1 No.2 No.1 Bal. Valve
Dewatering Unit No.3 No.1
No.1 No.2
Main CSW Pump Aux. CSW
No.2 Main G/E LO Sump Tank (Above) No.1 Pump
LO Purifier
Feed Pump
No.2 MGPS Chlorination

Unit
No.1 Main G/E LO Sump Tank (Above) DN No.1 Bilge Pump

S/T FWD LO Tank (S) No.1
Reduction
Gear No.2
No.1 & 2 S/T
S/T AFT LO Tank (S) LO Pump (S)
No.1 Cargo Mach.
No.1
Propulsion CSW Pump
Motor
S/T LO No.2
Cooler (S) FW Gen.
No.1 Eject.Pump
UP
UP
C
B Tank
(S ) HS
E/R W
3rd Deck
E/R W.B
. Tank
(P)
No.2 FW )
Generator O Ta n k (P
No.2 No.1 LS HF
Main G/E Jacket
Preheat Unit (P)
No.3 G/E Pilot

No.4 G/E DO Fine Filter
LO Safety Filter Main CFW
DN UP
No.4
No.4 G/E Cooler (P) Propulsion TR
UP DN
LO Auto Filter FW Circ.PP
No.4 Main G/E for FW Gen. R/G LO
Grav.TK (P) Fan Coil
LO Cooler Unit
No.2 No.3
No.4 Main G/E Propulsion TR
Pre. LO Pump No.1
No.4 Main G/E

Gas Valve Unit Boiler Feed
Frequency Converter
Water Pump
No.4 Main G/E (12V50DF) No.2 Break
No.3 G/E
Room (P)
LO Safety Filter Resistor
No.3 G/E
LO Auto Filter
No.3 Main G/E
LO Cooler
No.3 Main G/E (9L50DF)
No.3 Main G/E or
DN UP vat
Pre. LO Pump e
El
Foam SW Pump UP
E.Exit STBD Aux. Port Aux.

No.2 G/E UP CFW Pump CFW Pump
UP DN
LO Safety Filter
No.2 G/E UP UP No.2 No.1 No.2 No.1
LO Auto Filter
No.2 No.1
No.2 Main G/E STBD Port
Gas Valve Unit Aux. Aux.
CFW CFW
No.2 Main G/E Cooler Cooler
No.2 Main G/E (12V50DF)
LO Cooler
No.2 Main G/E
Pre. LO Pump No.1 Break
Frequency Converter
No.2
Propulsion TR Resistor
Room (S)
No.1 Main G/E (12V50DF) 1, 2, 3 H.F.O No.1
Puri Feed Pump Propulsion TR
No.1 Main G/E
Gas Valve Unit No.3
No.1 G/E No.2

LO Auto Filter No.1
Fan Coil
No.1 G/E R/G LO Unit
LO Safety Filter G/S L.O. TK Main G/E Jacket Grav.TK (P)
FW Circ.PP
No.1 Main G/E Preheat Unit (S) for FW Gen.
UP DN
LO Cooler
No.1 Main CFW
No.1 Main G/E Cooler (S) DN UP
Pre. LO Pump
No.1 G/E Pilot
DO Fine Filter
A/B FO
Supply Unit DO
Main G/E Jacket HF O ST
Preheat Unit (P) No.2 No.1 Tank OR
(S ) .(
S)
No.1 FW
Generator
(S )
. Tank
E/R W.B
2nd Deck
No.3/4 Main G/E
Pilot DO Supply P/p
c. K )
lle .T n k (P
S/T LO
Co ld .B. Ta
Gravity Tank (P) o E/R W
e .H
ag W
w ay
Se Gr
STP
K
)
.T
(P
OR
k
(P ce
(P e
nk T
n
nk vic
Ta SET
Ta
nk rvi
ST
)
Ta Ser
)
O
Ta Se
HF
O
IG FO Unit
LD
P)
No.3
DO
O
HF
LS
No.4
LDO TR Pump
k(
HF
G
n
IG
IGG
Ta
Main G/E F.O.
er
No.2 Main G/E Em'cy Inlet Filter
at
D.O. Pump
W
h
es
Fr
G/S L.O. DN
Tank
No.4 Main G/E FO No.3 Main G/E F.O.
Supply Unit Supply Unit UP
Fain Coil Unit
For SWBD (P)
Dump Cond./
No.2 HV SWBD
Drain CLR
P/P Unit for No.2
Fixed W. Local
Fire Fighting
No.4 Main G/E
No.2 LV SWBD
No.4 G/E Gas
Vent Unit Switch-
No.1 board
Room
Gas. Tank
(P)
No.3 G/E Gas W/ OBS. Tk
Vent Unit
No.3 Main G/E
or
at
DN UP ev
El
E.Exit No.2
HV TR
DN UP
UP UP
UP
DN F.W. Supply Unit

Fain Coil Unit
For SWBD (S) No.1
HV TR
No.2 G/E Gas
Vent Unit No.2 Main G/E
No.1 LV SWBD
No.2
No.1
Switch-
board
No.1 HV SWBD
Room
Main Air Reservoir
No.1 G/E Gas (S)
Vent Unit No.1 Main G/E No.2
LiftG
Area No.2
Main Air
Compressor
No.1
No.1
No.3/No.4 No.1/No.2 No.3 FO No.1/No.2

A.BLR FO Unit LO Purifier LO Purifier Puri. HTR FO Purifier G/S LO UP
Wash Tank
Basin DN
No.4 No.3 No.2 No.1 No.3 No.2 No.1
)
(S
kn
Ta
er
Sludge Tank LO Purifier FO Purifier

at
W
Incin. DO
h
K
es
.T
Pump Unit (S
Fr
OR
k
(S ce
(S e
nk T
No.2
No.1
nk vic
Ta SET
Ta
ST
nk rvi
)
Ta Ser
)
Ta Se O
HF
O
O
Main G/E FO
LD
DO
O
HF
LS
HF
Inlet Filter
G
No.2 Main G/E FO No.1 Main G/E FO
IG
Supply Unit Supply Unit
S/T LO
)
Gravity Tank (S) n k (S
No.1/2 Main G/E R W.B. Ta
E /
Pilot DO Supply P/p
No.1 Main G/E Em'cy
DO Pump
No.1 Main G/E
Pilot DO CLR
1st Deck
k (P)
B Tan
E /R W
LO P) (P) r)
de
nk O
Tank
(P n g
(P ice
)
G/ E Un
Ta L
(P
( O
L S HF
g E
in Tank
nk tli
nk rv
r
nk
in G/
pe
ag DO
)
)
a
Ta Set
Ta Se
M ge Up
Ta
ttl in
)
ra (
Se Ma
or G
(P
O
Sto id
e
St IG
Vo
HF
HF
nk
Ta
er
at
W
h
es
Fr
No.2 Air Cond. ns
I.G.G.
E/R & CSBR
DN
tricia op
No.1 No.2 c h
I.G. Blower Ele orks
W
Prov. Ref. Fan Coil for

Plant Engine Store Room
No.1 Air Cond. e
E/R & CSBR or
St
's
I.G. Cooling Unit er Fan Coil Unit
ne
gi for ECR
En
No.4
No.3
No.2
or
No.1 UP at
No.2 UP lev
DN E
Aux. Boiler
Soot Boiler Water
Circ. Pump
Coll.
Tank G/S LO TK E.Exit DN
Steering Gear UP
DN
UP
Room
UP
Main CFW
Exp. Tank
ne
gi
En
No.1
Aux. Boiler
I.G. Dryer Unit No.2 Air
Cond. Unit
for Accomodation
t
ile
To
Control
p
Air Dryer ho
rks
o
' sW
er
No.1 Air ine
E ng
Cond. Unit
for Accomodation
Fain Coil Unit
For W/S
No.2
No.2 No.2
No.2 ea
Ar V/
V
ing el ea
eld Fu t Ar
)
(S
No.1 DN W s
Service Air Te
k
No.1 No.1
n
Puri. Room Reservoir

Ta
No.1
er
Exh. Fan
at
N2 Air Comp. Service Air Control Air

W
N2 Generator
h
Compressor Compressor
es
Fr
(S) )
(S n g
(S ice Tank (S )
HF O TK der
nk tli
O
nk rv
nk O
E L S)
)
p
)
n
)
Ta L
(S
Ta Set
o
Ta Se
G/ n k ( U
Stor L.O
t
g E
S er
. TK
in G/
n
R/G
i a DO (Upp
O
Ma ge T
O
ttl in
HF
HF
Se Ma
ra id
S to Control Air Vo
G/S LO TK Reservoir
k (S)
B Tan
E/ R W
Upper Deck A - Deck
UP
m Em'cy TR
Roo
UP G /E
'c y
Em
Em'cy G/E Start
Air Receiver Em'cy G/E Start
om Air Compressor
Ro
re
K Em'cy Switchboard
Sto
m T
oa O.
ral
p.F D.
x ' cy
ne
E
gh Em
Ge
Hi
tle/
) Bo
t
Hinged VOID
ove
Ab CO
2
Hatch
d( t t
Voi uc uc
u ll D l lD
Supply Air H No.2 GCU Hu
u ct u ct
Trunk for GVU RM ll D ll D Lifting Combustion
Hu Hu Space Air Fan
No.4 No.2
tch
Fan Room(P) For Power Cabinet
Ha
G/E GVU Exh. for No.2/4 GCU Fan
No.3
No.2 No.4 GCU
E.G.E Combustion DN
Air Fan
UP Air Chamber No.2

DN DN for GCU
Aux. CFW
Exp. TK
No.1
No.1 GCU
ation
Combustion
Air Fan
Accommod
No.2
No.3 GCU UP
Fan Room(S) For
G/E GVU Exh.
No.1 Combustion
No.1
E.G.E N2 Buffer Tank Air Fan No.1
Power Cabinet
for No.1/3 GCU Fan
tch
u ct u ct Lifting
ll D
Ha
ll D Hu t Space t
Supply Air Hu uc uc
Trunk for GVU RM u ll D l lD
H Hu
e
ag
a rb re
G Sto
No.2 Hinged Hyd. Power
re
Hatch Pack Room

Sto
Incinerator Accumulator
mp
Stand
St l &
HPP For
a
No.1 k
t/L
e
se Oi
an
or
Cargo
ea ./
n
lT
Gr hem
Pai
M RM o Valve
.R Incinerator
Po
C
OX AC W.O. Tank
HPP For
UP
Ballast Hyd.
Valve D.O.
Tank
DN UP
B - Deck C - Deck
DN
DN
UP
Air Intake for E/R Fans
No.4 Fa UP
oom
n Room No.2 Fan R
No.4 E/R Fan No.2 E/R Fan
om
om
Ro
DN
Ro
n
Fa
n
.2
Fa
No
.4
No
UP
Air Chamber for GCU
GCU
DN
CU
m for
G
for
it Roo
UP
ber
am
/V Un
Ch
Air
G as V
om
Ro
om
n
Fa
Ro
.4
n
No
Fa
No.3 E/R Fan No.1 E/R Fan
.1
No
No.3 oom
Fan
Room Fan R
No.1 UP
Air Intake for E/R Fans
UP
DN DN
D - Deck Swimming Pool Deck
DN
Hatch
for GCU Fan
"STBD Only"
No.2
DN
Exh Fan for
ol
GCU GVU RM g
Po
in
m
im
Sw
UP
UP
DN
No.1 Stringer
No.1
Hatch
for GCU Fan UP
DN DN
Part 2 : Propulsion System
2.1 Main Generator Engine............................................................... 2 - 2
2.1.1 Main Particulars : Wartsila 12V50DF x 3, 9L50DF x 1 .. 2 - 2
2.1.2 General Description ......................................................... 2 - 5
2.1.3 Construction .................................................................... 2 - 8
2.1.4 Operating Procedure ...................................................... 2 - 10
2.1.5 Engines Control System ................................................ 2 - 14
2.2 Propulsion Control System ....................................................... 2 - 34
2.2.1 General Description ....................................................... 2 - 34
2.2.2 Propulsion Control System Description ........................ 2 - 37
2.2.3 Frequency Converter ..................................................... 2 - 48
2.2.4 Propulsion Transformers ............................................... 2 - 49
2.2.5 Propulsion Motors ......................................................... 2 - 52
2.3 Reduction Gearbox ................................................................... 2 - 54
2.4 Steering Gear ............................................................................ 2 - 58
Illustration
2.1a Main Generator Engine Arrangement (12V50DF) ................... 2 - 1
2.1b Main Generator Engine Arrangement (9L50DF) ...................... 2 - 3
2.1.5a WECS 8000 System Overview ............................................ 2 - 13
2.1.5b WECS 8000 System Communications & Signals ............... 2 - 15
2.1.5c Engine Safety Wire Loop ..................................................... 2 - 21
2.1.5d Emergency Stop Mode Sequence ........................................ 2 - 23
2.1.5e Shutdown Mode Sequence ................................................... 2 - 23
2.1.5f Transfer Sequence ................................................................ 2 - 24
2.1.5g Start Mode, Pre-Conditions ................................................. 2 - 25
2.1.5h Start Sequence in Gas Operating Mode ............................... 2 - 26
2.1.5i Start Sequence in Diesel Operating Mode ............................ 2 - 27
2.1.5j Start Sequence in Backup Operating Mode .......................... 2 - 28
2.1.5k Stop Mode Sequence ........................................................... 2 - 29
2.2.1a Propulsion Control System Single Line Diagram ................ 2 - 33
2.2.1b Automation Network Architecture ....................................... 2 - 35
2.2.2a Propulsion Panel .................................................................. 2 - 41
2.2.3a Frequency Converter Panel .................................................. 2 - 47
2.2.5a Propulsion Motor ................................................................. 2 - 51
2.3a Reduction Gear General Arrangement .................................... 2 - 53
2.4a Steering Gear Hydraulic Oil Diagram..................................... 2 - 57
Part 2
Propulsion System
IMO No. 9401295 / Final Draft (2010.04.19) Part 2 Propulsion System
Illustration 2.1a Main Generator Engine Arrangement (12V50DF)
Cleaning Water
to Turbochargers
Condensate Water Control Air Inlet

from C.A.C, B-Bank
Starting Air Inlet
Condensate Water
from C.A.C, A-Bank Clean fuel Oil Leakage, A-Bank
Cleaning Water to Dirty Fuel Oil Leakage, A-Bank
Turbocahrgers
Cleaning Water to CAC, A-Bank
LT-Water Inlet Water Separator with Alarm
HT-Water Inlet Water from Preheater
Lube Oil to Engine Driven Pump
Main Fuel Oil Outlet Cleaning Water to HT-Circuit
Lube Oil From Engine Driven Pump
Main Fuel Oil Inlet to C.A.C, A-Bank
Lube Oil Inlet
Lube Oil Outlet (From Oil Sump), A-Side, F.E
Exhaust Gas Outlet, A-Bank Exhaust Gas Outlet, B-Bank

Crankcase Air Vent, B-Bank Gas System Vent
Crankcase Air Vent, A-Bank Gas System Vent
HT-Water Air Vent from C.A.C, B-Bank A-Bank
HT-Water Air Vent from C.A.C, A-Bank B-Bank
LT-Water Air Vent from C.A.C, B-Bank
LT-Water Air Vent from C.A.C, A-Bank
HT-Water Air Vent, B-Bank
HT-Water Air Vent, A-Bank
Air Inlet to Double Wall Gas System
B-Bank
A3(PMOD)
Gas System Vent, A-Bank
Electrical Connection
Air Inlet to Double Wall Main Module
Gas System B-Bank Electrical Connection
Power Module
A1 (CMOD)/MCM700-1
HT-Water Drain
HT-Water Outlet
LT-Water Outlet
LT-Water to Alternator
Control Air to WG and Gas Vent System
A2/LDU/Emergency Stop
Clean fuel Oil Leakage, B-Bank Driving Air to Oil Mist Detector
Dirty Fuel Oil Leakage, B-Bank
Inert Gas to Crankcase
Lube Oil Outlet (From Oil Sump), A-Side, D.E Lube Oil Outlet (From Oil Sump), B-Side, D.E
IMO No. 9401295 / Final Draft (2010.04.19) 2-1 Part 2 Propulsion System
Part 2 : Propulsion System
2.1 Main Generator Engine
2.1.1 Main Particulars : Wartsila 12V50DF x 3, 9L50DF x 1

Fuel Consumption (Note 2)
Unit 12V50DF 9L50DF 12V50DF 9L50DF
Unit
Engine Output kW 11400 8550 Gas HFO/MDF Gas HFO/MDF
Cylinder Bore mm 500 500 Total energy consumption at 100% load kJ/kWh 7296 - 7296
Stroke mm 580 580 Total energy consumption at 75% load kJ/kWh 7620 - 7620
Mean Effective Pressure, Engine Speed 514 Total energy consumption at 50% load kJ/kWh 8181 - 8181
bar 19.5 19.5
rpm Fuel gas consumption at 100% load kJ/kWh 7258 - 7258
Mean Piston Speed, Engine Speed 514 rpm m/s 9.9 9.9 Fuel gas consumption at 75% load kJ/kWh 7562 - 7562
Fuel gas consumption at 50% load kJ/kWh 8105 - 8105
(*)
Fuel oil consumption at 100% load g/kWh 1.0 189 1.0 (*) 189
(*) (*)
Combustion Air System Fuel oil consumption at 75% load g/kWh 1.5 189 1.5 189
12V50DF 9L50DF Fuel oil consumption at 50% load g/kWh 2.0 (*) 196 2.0 (*) 196
Unit
Gas HFO/MDF Gas HFO/MDF
Air flow, 100% load kg/s 17.3 23.2 13.0 17.3 (*) : Estimate of pilot diesel fuel consumption in gas mode.
Temperature at turbocharger intake, max C 45 45
Temperature after air cooler (TE 601) C 45~55 45~55
Fuel Oil System
12V50DF 9L50DF
Unit
Exhaust Gas System Gas HFO/MDF Gas HFO/MDF
12V50DF 9L50DF Pressure before injection pumps (PT 101) bar 7 7
Unit
Gas HFO/MDF Gas HFO/MDF MDF viscosity, min. cSt 2.8 2.8
Exhaust gas flow, 100% load kg/s 17.9 23.8 13.5 17.8 HFO viscosity before the engine cSt - 16~24 - 16~24
Exhaust gas flow, 75% load kg/s 14.2 18.8 10.6 14.1 Max. HFO temperature before engine (TE 101) C - 140 - 140
Exhaust gas flow, 50% load kg/s 9.8 13.5 7.4 10.1 Leak fuel quantity (MDF), clean fuel at 100%
kg/h - 45.2 - 33.9
Temperature after turbocharger at 100% load load
C 400 348 400 348
(TE 517) Leak fuel quantity (HFO), clean fuel at 100%
kg/h - 9.0 - 6.8
Temperature after turbocharger at 75% load load
C 430 344 430 344
(TE 517)
Temperature after turbocharger at 50% load
C 475 370 475 370
(TE 517) Starting Air system
Exhaust gas back pressure, rec. max. bar 0.03 0.03 0.03 0.03 12V50DF 9L50DF
Unit
Pressure, nom. (PT 301) bar 30 30
Heat Balance (Note 1) Pressure at engine during start, min. (20 C) bar 10 10
12V50DF 9L50DF Pressure, max. (PT 301) bar 30 30
Unit
Gas HFO/MDF Gas HFO/MDF Low pressure limit in starting air receiver bar 18 18
Jacket water kW 1410 1660 1060 1250 Consumption per start at 20 C (manual) Nm3 6.0 5.4
Charge air, HT-circuit kW 1380 2480 1030 1860 Consumption per start at 20 C (with slowturn) Nm3 7.2 6.5
Charge air, LT-circuit kW 970 1330 730 1000
Lubricating oil kW 1020 1310 760 980
Radiation etc. kW 410 460 310 350
Illustration 2.1b Main Generator Engine Arrangement (9L50DF)
Cleaning Water to C.A.C
HT-Water Inlet
Driving Air to Oil Mist Detector
Water from Preheater

to HT-Circuit
LT-Water Inlet
Lube Oil to Engine Drven Pump

Gas Inlet
Lube Oil from Engine Drven Pump
Lube Oil inlet (to manifold) Main Fuel Oil Inlet LT-Water to Alternator
LT-Water Outlet HT-Water Outlet
Lube Oil Outlet (From Oil Sump), Main Fuel Oil Outlet
A-Side, F.E
HT-Water Air Vent from C.A.C

Exhaust Gas Outlet
LT-Water Air Vent from C.A.C
HT-Water Air Vent
Crankcase Air Vent

Gas System Vent
Cleaning Water to Turbocharger
Water Separator with Alarm
Air Inlet to Double Wall Gas System
HT-Water Drain
Local Control Panel Electrical Connection,

Main Module
Condensate Water from C.A.C.

Electric Motor for Turning Gear
Control Air to WG and Solenoid Valves
Clean Fuel Oil Leakage

Dirty Fuel Oil Leakage
Inert Gas Inlet
Control Air Inlet Lube Oil Outlet (From Oil Sump),B-Side, D.E
Starting Air Inlet Lube Oil Outlet (From Oil Sump),A-Side, D.E
Lubricating Oil System (Note 3) Notes:

12V50DF 9L50DF
Unit
Gas HFO/MDF Gas HFO/MDF Note 1: At 100% output and nominal speed. The figures are valid for ambient conditions according
Pressure before bearings, nom. (PT 201) bar 4.0 4.0 to ISO 3046/1, except for LT-water temperature, which is 35C in gas operation and 45C in
Pressure after pump, max. bar 8.0 8.0 back-up fuel operation. And with engine driven water, lube oil and pilot fuel pumps.
Suction ability, including pipe loss, max. bar 0.4 0.4
Priming pressure, nom. (PT 201) bar 0.8 0.8 Note 2: Gas Lower heating value >28 MJ/m3N and Methane Number High (>90)
Temperature before bearing, nom. (TE201) C 63 63
Temperature after engine, approx. C 78 78 Note 3: Lubricating oil treatment losses and oil changes are not included in oil consumption. The
Pump capacity (main), engine driven m3/h 221 162 lubricating oil volume of the governor is depending of the governor type.
Pump capacity (main), electrically driven m3/h 210 160
Oil flow through engine m3/h 170 130
Priming pump capacity m3/h 65.0 51.0
Oil volume in separate system oil tank m3 26.9 23.7
Oil consumption at 100% load, approx. g/kWh 0.5 0.5
Crankcase ventilation flow rate at full load l/m 1900 1900
Crankcase ventilation backpressure, max. bar 0 0
Oil volume in turning device litre 68~70 68~70
Oil volume in speed governor litre 1.4~6.5 1.4~6.5
High Temperature Cooling Water System, HT

12V50DF 9L50DF
Unit
Pressure at engine, after pump, nom. (PT 401) bar 2.5+static 2.5+static
Pressure at engine, after pump, max. (PT 401) bar 4.8 4.8
Temp. before cylinders, approx. (TE 401) C 74 74
Temperature after cylinders, approx. (TE 402) C 82 82
Temperature after charger air cooler, nom. C 91 91
Capacity of engine driven pump, nom. m3/h 270 200
Pressure drop over engine, total bar 0.5 0.5
Pressure drop in external system, max. bar 1.5 1.5
Pressure from expansion tank bar 0.7~1.5 0.7~1.5
Water volume in engine m3 1.7 1.5
Low Temperature Cooling Water System, LT

12V50DF 9L50DF
Unit
Pressure at engine, after pump, nom. (PT 471) bar 2.5+static 2.5+static
Pressure at engine, after pump, max. (PT 471) bar 4.4 4.4
Temperature before engine, max. (TE 471) C 38 38
Temperature before engine, min. (TE 471) C 25 25
Capacity of engine driven pump, nom. m3/h 270 200
Pressure drop over charge air cooler bar 0.3 0.3
Pressure drop in external system, max. bar 2.0 2.0
Pressure from expansion tank bar 0.7~1.5 0.7~1.5
2.1.2 General Description cooling space is led to piston skirt, to provide lubrication through nozzles In diesel modes (HFO or MDO), the liquid fuel is injected into the
situated in the piston. cylinder at the end of the compression stroke by means of the injection
There are four diesel generator engines supplying electrical power to the pump.
ship. The No.1, No.2 and No.4 generators are Wartsila 12V50DF type The piston ring set consists of two chrome-plated compression rings and
and rated at 11400kW. The No.3 generator is Wartsila 9L50DF type and one chrome-plated, spring-loaded oil scraper ring. The cylinder head, In liquid fuel modes there are no gas mixed with the air, but pilot fuel is
rated at 8550kW. All of the engines are able to run in HFO, MDO and made of special cast iron, is fixed by four hydraulically tensioned screws. injected as well as main diesel fuel to prevent pilot nozzle orifices from
fuel gas mode. The running mode is selected from the IAS. The head is of a double deck design and cooling water is forced from the clogging.
periphery towards the centre giving efficient cooling in important areas.
Fuel Oil Injection System
The engine are turbocharged, intercooled, 4-stroke diesel, with direct
liquid fuel injection. The engine block is cast in one piece. The main The inlet valves are stellite plated and the stems are chromium plated.
The heavy fuel pipes are properly insulated and equipped with trace
bearings are under-slung. The main bearing cap is supported by two The valve seat rings are made of a special cast iron alloy and are
heating. The ability to shut-off the heating of the pipes when running
hydraulically tensioned main bearing screws, and two horizontal side changeable.
with MDO, must be possible at all times. Any provision to change the
screws.
type of fuel during operation should be designed to obtain a smooth
The exhaust valves seal against the directly cooled valve seat rings. The
change in fuel temperature and viscosity.
The cooling water header is cast into the engine block. The crankcase seat rings, made of a corrosion and pitting resistant material, are
covers, made of light metal, seal against the engine block by means of changeable.
When changing from HFO to MDO or gas oil the viscosity at the engine
rubber sealing.
should be above 2.8cSt. It should never drop below 2.0 cSt, even during
The camshafts are made up from one-cylinder pieces with integrated
short transient condition. The temperature gradient should be maximum
The lubricating oil sump is welded. The cylinder liners are designed with cams. The bearing journals are separate pieces, making it possible to
4C per minute.
high collars and drilled with cooling holes. The cooling effect is remove a camshaft piece sideways.
optimized to give the correct temperature of the inner surface.
The injection pumps are one-cylinder pumps with built-in roller tappets.
The injection pumps have integrated roller followers, and can be changed
The element is of a mono type. The drain fuel is led to a pipe system with
The liner is provided with an anti-polishing ring in the upper part of the by adjusting the base measure with the tappet screw. The pumps and
atmospheric pressure outside the pump, or back to the low pressure
bore, to eliminate the risk of bore polishing. piping are located in a closed space, so called hot box, for heavy fuel
circuit of the injection pump. Each injection pump is equipped with an
operation.
emergency stop cylinder, which is coupled to an electro-pneumatic
The main bearings are tri-metal, and can be removed by lowering the
overspeed protecting system.
main bearing cap. A hydraulic jack is provided for every main bearing to The charge air cooler is designed for easy maintenance and equipped
lower and lift the main bearing cap. with a water separator (= water mist catcher).
The injection line from the injection pump, consists of an injection pipe
and a connection piece, attached sideways into the nozzle holder at a
The crankshaft is forged in one piece and is balanced by counterweights The internal lubricating oil system is provided with a welded oil sump,
conical inlet port.
as required. lubricating oil connections and a centrifugal type filter. The starting
system air supply into the cylinders is controlled by the starting air
The pilot fuel system is a common rail system, fed by a pump, directly
The connecting rods are drop forged. The design is a three piece marine distributor run by the camshaft.
driven by the pump gear at the driving end of the crankshaft. A
design. The small end bearing is stepped to achieve large bearing
connection piece is mounted to each cylinder head connecting the one
surfaces. The big end bearings are of tri-metal type. 1. Fuel System
per cylinder rail pipes. From the connection piece the fuel is fed through
a connection pipe to the injection valve.
The piston ring set in the Wrtsil 50DF engines consist of two (See section 4.4.1 and 4.4.2 for more detailed information on the engine
chromium-plated compression rings and one spring loaded oil scraper fuel system)
The main fuel injection line consists of two parts, the connection piece
ring with chromium-plated edges. The piston ring set consists of three
and the injection pipe from the injection pump. The spherical end of the
chrome-plated compression rings and one chrome-plated, spring-loaded There are two operating modes, diesel mode (liquid fuels : HFO or
connection piece is pressed against the conical inlet port of the nozzle
oil scraper ring. MDO) and gas mode. In gas mode, low pressure gas is mixed with the
holder by means of a flange.
combustion air in the air inlet channel in the cylinder head. The mixture
The piston upper part ring grooves are hardened. Cooling oil enters the is compressed in the cylinder during the compression stroke, and ignition
The pilot fuel line consists of cylinder specific shielded pipes. There are
cooling space through the connecting rod. The cooling spaces are is initiated with a small amount of pilot fuel injected into the combustion
connection pieces on the cylinder head and connection pipes between the
designed to give an optimal shaker effect. Part of the oil going to the chamber.
connection piece and the injection valve.
The pilot fuel pump is an 8- or 4-cylinder radial piston pump directly 2. Lubricating Oil System The pre-lubrication pumps on each engine start automatically when the
driven by the pump gear at the feed end of the crankshaft. The built-in engine speed falls below a preset rpm. They stop automatically when the
pressure regulating unit is electrically controlled by the engine control (See section 4.5.3 for more detailed information on the engine lubricating engine speed rises above a preset rpm. The capacity of the lubricating oil
system. On the feed line, a valve group with a filter regulates the inlet oil system) pump for the engines is 65m3/h.
pressure to the pump. A safety valve is mounted on the high pressure line.
The main engines lubrication systems are of a dry oil sump type. The oil
The injection valve is a combined pilot and main fuel oil injection valve, The engine driven lubricating oil pump is three-rotor screw pump. It is
is filtrated/ separated outside of the engine. Besides the lubrication of
centrally located in the cylinder head. The valve consists of two-part driven by the gear mechanism at the free end of the engine.
pistons, bearings, etc. the lube oil also conducts heat transfer and is
nozzle holder and the nozzle. The fuel enters the nozzle holder sideways,
cleaning the engine inside. Various auxiliary devices i.e. filters and
through two connection pipes with spherical ends pressed against the The crankcase is provided with an oil mist detector to safeguard against
coolers keep the oil conditioned.
conical ports in the holder. the risk of crankcase explosion. It is essential that this detector device is
checked and its alarm operation tested daily.
From the distributing pipe in the bottom of the oil sump, the oil is
Fuel Gas System
circulated. Lubricating oil is fed through the gudgeon pin and piston up
The crankcase is also fitted with a breather system which prevents over
to the piston crown cooling space and thereafter returned to the oil sump.
Before the gas is supplied to the engine it passes a gas regulating unit. pressure in the crankcase due to piston blow-by.
Part of the lube oil also merged to the skirt lubrication before returning to
The unit includes a filter, pressure regulators, shut-off valves and
oil sump. When returned to the oil sump, the oil flows freely back to the
ventilating valves. The outlet gas pressure is controlled by the control The engines are provided with a by-pass filter of centrifugal type as a
oil sump tank.
system (WECS), according to engine load and site ambient conditions. complement to the main lubricating oil filter. The centrifugal filters main
duty is to indicate the quality of the lubricating oil.
The lubrication oil system in the engine incorporates pipes which supply
To the engine, gas is supplied via a common pipe running along the
lubricant to the most important operation points. Pipes are situated in
engine, continuing with individual feed pipes to each cylinder. For the 3. Cooling Water System
both ends of the engine, where the oil is led or sprayed to various points.
main charge, the gas admission is controlled with Main Gas Admission
Valves. The valve is direct by an actuated solenoid valve, and controlled (See section 4.2.1 for more detailed information on the engine fresh
9L50DF; water cooling system)
by the control system (WECS).
y Governor drive bearings and gears The engine is cooled by a closed circuit fresh water system, divided into
Main gas pressure at the engine can be checked from the local display
y Camshaft end bearings a High Temperature (HT) circuit and a Low Temperature (LT) circuit.
unit. Alarms are set for low pressure difference between charge air
y Intermediate gears The HT system is supplied via temperature control valve at each DF
pressure and the gas pressures.
y Driving gears engine from the LT system. The cooling water is cooled in a separate
central cooler.
The main gas admission valve controls the amount of gas fed to each
12V50DF;
cylinder of the engine.
The engine type is as standard equipped with built-on two-stage charge
y Governor drive bearings and gears air coolers for increased heat recovery or heating of cold combustion air.
On a V-engine the valve is located on the cylinder head. On a line engine,
y Camshaft thrust bearings
the valve is between the gas manifold and cylinder air inlet pipe. The gas
y Intermediate gears The HT circuit includes cylinders, cylinder heads, charge air and turbo-
is fed into the inlet channel of the cylinder head. The main gas admission
y Bearings of intermediate gears charger. From the HT pump water flows to the distributing duct which is
valve is a direct actuated solenoid valve.
cast in the engine block. From the distributing ducts, water flows through
The lubricating oil system is equipped with a pressure regulating valve. the cooling water bores in the cylinder liners and continues to the
With the control system (WECS) it is possible to adjust the amount of
This keeps the oil pressure constant in the lubricating oil feed pipe, even cylinder heads.
gas fed to individual cylinders, even when the engine is running. (For
under variable conditions such as pressure changes after feed pump,
further information about engine control, see chapter 2.1.5)
pressure drop, changes in coolers and filters etc. The valve can be of In the cylinder head water is forced by the intermediate deck to flow
different type and its placement depends on the installation design. along the flame plate, around the valves to the exhaust valve seats and up
along the fuel injector sleeve.
The lubricating oil safety valve prevents the oil pressure from rising too
high e.g. in case of blockage in oil pipe. The valve is identical with the The LT circuit cools the charge air and the lube oil. LT water flows first
pressure regulating valve, except for having no control oil of the through the second stage of the charge air cooler, then to the separate
connection. lube oil cooler and through the separate temperature control valve.
The necessary cooling for the LT water is gained from the central fresh The exhaust gas waste gate system is built on the engine and consists of On normal starting, only the main start section is activated and air can go
water cooler. an actuator connected to the butterfly valve. This controls the exhaust freely through the throttle valve. When slow turning is needed both valve
bypass flow via pipes and to the distance piece as much as is required to sections are activated and the throttle valve moves to decrease the air
The venting pipes from the cylinders and turbocharger cooling system get the correct air-fuel ratio according to the pre-programmed values. amount going to the cylinder.
are connected to the venting box. From this venting box, as well as from
the charge air coolers, a vent pipe leads to the expansion tank from which The engine control system (WECS) is monitoring the air pressure in the The engine is equipped with a pneumatic system for control of the
the expansion pipes are connected to the inlet pipes of the LT and HT receiver. If the pressure is lower than the set-point, the engine control following functions by means of identical solenoid valves;
pumps. system will close the waste gate gradually, until the correct value is
reached. The control logic is carried out in the engine control system and - Emergency stop
For preheating purposes, a heater circuit with a pump and heater are no external regulators are required. - Stop of the engine (pneumatic overspeed trip)
connected in the HT circuit before the engine. The non-return valves in - Start of the engine
the circuit force the water to flow in the correct direction. 5. Starting Air System - Slow turning of the engine
NOTE (See section 4.7.3 for more detailed information on the engine starting air 6. Charge Air System
Before starting, the HT circuit is heated up to a minimum of 70C by a system)
separate heater. This is of utmost importance when starting and idling Air intake to the turbocharger is direct from the engine room via a filter
on heavy fuel. The engine is started with compressed air of a maximum 30 bar pressure. and sound damper. The turbocharger impeller imparts high velocity to the
Minimum pressure required is 15 bar. The main starting valve is a special air which then flows to the volute casing and diffuser where the velocity
The engine driven water pumps are centrifugal pumps drive by the gear design with an integrated throttle valve for slow turning. energy is converted into pressure energy. Compressing increases the air
mechanism at the free end of the engine. The radial shaft sealing prevents temperature and from the volute and diffuser, the air flows to a cooler
oil and the shaft sealing in the pump prevents cooling water from leaking A pressure gauge mounted on the instrument panel indicates the pressure which reduces the air temperature to increase its density.
out. before the main starting valve. The inlet air pipe from the starting air
receiver is provided with a non return valve and a blow off valve before A two-stage air cooler is used. This is linked into the HT and LT cooling
4. Exhaust System the main starting air valve. water systems which cools the air before entering the engine cylinder.
The cooler is engine mounted and is located after the turbocharger air
The exhaust system is a combination of pulse system and constant The main starting air valve is operated pneumatically via the solenoid outlet casing.
pressure system. This retains the kinetic energy of the exhaust gases in a control valves by pushing the start button on the local instrument panel
simple constant pressure type exhaust pipe. or by activating the solenoids from remote control. The cooling process can result in condensation of water vapour in the air.
The condensed water droplets can remove the oil film from the cylinder
Exhaust gases from each cylinder, are led into one common (In-line When the main starting valve opens, the starting air passes through the walls if allowed to enter the cylinder, thus increasing cylinder wear. To
engine) or two common (V-engine), exhaust manifold(s) connected to the slow turning valve and partly through the flame arrestors to the starting prevent this, a water separator is fitted in the air discharge casing to
turbocharger(s). Pipe sections are provided with bellows on each end to valve in the cylinder head. remove the condensed water from the charge air.
avoid thermal deformation.
Part of the air passes through the blocking valve on the turning gear (if
The complete exhaust system is enclosed by an insulation box built up of not engaged) and through the starting air distributor to open the starting
sandwich steel sheets, flexibly mounted to the engine structure. valves in the cylinder head.
To maintain the correct air-fuel ratio, the engine is equipped with an The starting air distributor controls the opening time and sequence of the
exhaust gas waste gate valve. This keeps the air pressure in the receiver starting valves. Slow turning is automatically activated for two
at an optimal level, throughout the power output range. The exhaust gas revolutions if the engine has been stopped for more than 30 minutes. The
waste gate valve is bypasses the exhaust gases past the turbocharger. block valve on the turning gear is a precaution to prevent the engine from
starting when the turning gear is engaged.
The waste gate valve works a regulator and adjusts the air-fuel ratio to
the correct value regardless of varying site conditions (ambient The main stating valve is a pneumatically controlled valve with an
temperature, humidity, etc.). integrated throttle valve.
2.1.3 Construction 6. Crankshaft Cylinder heads are cast of special quality grey iron and are water cooled.
Cooling water is fed into the cylinder head from the engine block
1. Engine Block The crankshaft is forged in one piece and provided with counterweights. through the cylinder liner water bores. Water leaves the cylinder head
These are fastened with hydraulically tensioned screws. At the driving through an outlet channel on the top and flows to a common pipe and is
The nodular cast iron engine block is cast in one piece. The jacket water end of the engine the crankshaft is equipped with a V-ring for sealing of drained away.
distributing pipes are incorporated into the engine block. The crankcase the crankcase, a combined flywheel/ thrust bearing and a split gear wheel
covers as well as other covers are tightened to the engine block by rubber for driving the camshaft. The crankshaft can be turned by an electrical The valve mechanism consists of a system where valve guides and
sealings and four screws in each cover. turning device operating the flywheel. exhaust and inlet seats are integrated into the cylinder head. There is also
a rotating mechanism called Rotocap for the exhaust and inlet valves.
Some of the crankcase covers are equipped with safety valves to relieve Depending on the installation the engine may be equipped with a This ensures smooth and even valve wear. Double valve springs make
the overpressure in case of a crankcase explosion. The number of relief vibration damper to dampen the torsional vibrations which are excited by the valve mechanism dynamically stable.
valves depends on the crankcase volume. The crankcase is also provided the engine.
with a vent pipe including a non-return valve with a drain connection. 10. Camshaft Driving Gear
This vent pipe should be routed away from the engine room. 7. Connecting Rod and Piston
The camshaft is driven by the crankshaft through gearing. For V-engines
The connecting rod is a three-piece design. Extensive research and
2. Main Bearings the gears are alike for both camshafts. The gearing consists of a split gear
development has been carried out to develop a connecting rod in which
on the crankshaft, two hydraulically fastened intermediate gears and a
the combustion forces are distributed over a maximum bearing area and
The main bearing caps, which support the underslung crankshaft, are camshaft driving gear.
where the relative movements between mating surfaces are minimized.
clamped by hydraulically tensioned screws, two from below and two
horizontally. The bearing shells are axially guided by lugs to provide a Lube oil nozzles provide for lubrication and cooling of the gears. The
The connecting rod is forged and machined with round sections of alloy
correct assembly. All main bearings are equipped with temperature camshafts rotate with half of the engine speed in the same direction as
steel. The lower end is split horizontally in three parts to allow removal
sensors. the engine.
of piston and connecting rod parts. All connecting rod bolts are
hydraulically tightened. The big end bearing and gudgeon pin bearing are
3. Flywheel/ Thrust Bearings 11. Valve Mechanism
of tri-metal design.
A combined flywheel/thrust bearing is located at the driving end. The valve mechanism operates the inlet and exhaust valves at the
Between the upper part of the connecting rod and big end there is a
required timing. The valve mechanism consists of piston type valve
compression shim. Oil is led to the gudgeon pin bearing and piston
The flywheel bearing shells are of the same type as the main bearings, tappets moving within the engine block, tubular push rods with ball
through a bore hole in the connecting rod.
only different size. The two pairs of thrust washers guide the crankshaft joints, nodular cast iron rocker arms journalled on a rocker arm bearing
axially. bracket, and a yoke guided by a yoke pin.
8. Big End Bearing
4. Camshaft Bearings The valve tappets movement follows the cam profile and transfers the
The connecting rod is horizontally split in three parts to allow easy
movement through push rods to the rocker arms. The rocker arms operate
removal of the piston and the big end bearings. Two bearing shells of tri-
The camshaft bearing bushes are fitted in housings directly machined in the inlet and exhaust valves through a yoke.
metal type are fitted in the big end.
the engine block. Bushing can be inspected and measured either by
removing the camshaft journal or opening one connection in the Lubrication for the rocker arms is supplied from the feed channel on the
The big end is connected to the connecting rod with hydraulically
camshaft and sliding the complete shaft towards the free end of the engine block through pipe connections and drillings in both the cylinder
tensioned screws. Similarly, the two big end halves are connected
engine. head and rocker arm bracket.
together. A compression shim is fitted between the connecting rod upper
part and the big end.
5. Cylinder Liner For the valve tappets, rollers and their shafts pressurised oil is fed from
the feed channel through drillings in the engine block. To compensate for
9. Cylinder Head with Valves
The cylinder liner is centrifugally cast of special cast iron alloy. The heat expansion a clearance must exist between the rocker arm and yoke.
collar is equipped with cooling bores and drillings for temperature All adjustments are to be done on a cold engine.
Every cylinder is equipped with a cylinder head including two inlet and
monitoring.
two exhaust valves with rotators, a main injection valve, a starting valve
and a gas admission valve.
12. Camshaft
The camshaft is built up from one-cylinder camshaft pieces and separate

bearing journals. The fixing pins on the bearing journals order the
position of the camshaft pieces. The bearing journals must be replaced in
their original locations after overhaul, or replaced by a similar journal
with same pin position. (Always place an identification number on each
journal during overhaul).
The drop forged camshaft pieces have integrated cams, the sliding
surfaces of which are case hardened. The bearing surfaces of the journals
are induction hardened. The camshaft is driven by the crankshaft through
a gearing at the driving end of the engine.
13. Turbocharger
The engine is equipped with a ABB turbocharger and air coolers situated
in the free end.
The turbochargers are driven by exhaust gases coming from various

cylinders through opened exhaust valves. The compressor rotates with
the turbine and draws in air from the engine room or from outside thus
raising the air pressure to a higher level (charge air pressure). The air is
heated up in the process. This is why it goes through the air cooler and
water separator before entering the air receiver and the cylinders through
opened inlet valves.
The turbocharger is of a single axial-flow turbine and centrifugal air

compressor. It is connected by a single rotor shaft supported on inboard
bearings.
It is mechanically independent of the engine to which it is applied, but

the lubricating system forms part of the engine lubricating oil system.
The speed measuring probe is positioned on the compressor outlet casing
insert.
14. Charge Air Cooler
The engine is equipped with a charge air intercooler to cool down the
compressed and heated air after the turbocharger. The insert type charge
air coolers are mounted in a welded housing.
The housing is mounted to the engine block with screws. As a standard a

2-stage charge air cooler (two for V-engines) is used where the charge air
temperature is kept on the right level by regulating the HT- and LT or
merely the LT-cooling water flow through the central cooler.
2.1.4 Operating Procedure Before starting the engine, ensure that possible maintenance and service NOTE
operations have been finished and that all personnel have been moved Restart of the engine is possible after the ventilation sequence of the
1. Turning of Crankshaft away from the engine room and other risk areas. exhaust system is finished. The exhaust system is equipped with
automatic ventilation and it will stay open for a time after the stop.
Turning is performed by means of an electrically driven turning device CAUTION During this time the start will be blocked.
built on the engine. Avoid running the engine in gas mode without load. Otherwise there is
great risk for misfiring which conduct to unburned gas can enter the i) Check immediately after start that the pressure and temperature
The turning device consists of an electric motor which drives the turning exhaust system and may cause a gas explosion in the exhaust system. values are normal. Check that all cylinders are firing, if not, the
gear through a gear drive and a worm gear. There is a control box engine must be stopped and the misfiring cylinders should be
available, including a cable, which allows the turning to be accomplished 3. Manual Start checked.
from any position near the engine. The turning speed is about
0.33rev/min. Before the PLC engine activates a start request that the engine must be 4. Start after a Prolonged Stop (more than 8 hours)
ready for start.
The engaging and disengaging of the turning gear is done by a lever. The a) Check;
lever is secured by a locking pin. The turning device is provided with a a) Start the pre lubricating oil pump to obtain a lubricating oil
stop valve which prevents the engine from starting in case the turning pressure, above 0.5 bar. - The lubricating oil level in the oil tank
gear is meshing. For careful adjustment of the crankshaft position there is - The lubricating oil pressure
a hand wheel with which it is possible to perform manual turning. b) Due to the automatic slow turning function it is not required to - The circulating water level in the expansion tank
turn the engine with air before starting. However, whenever time - LT/ HT water pressure
2. Before Starting is available, turn the crankshaft two revolutions with turning - The raw water supply
gear keeping the stop lever in stop position. - The fuel oil level in the day tank.
Before starting the engine, check that: - The fuel oil pressure
c) Disengage the turning gear from the flywheel. - The starting air pressure
- The fuel system is in running order (correct preheating, correct - The governor oil level
pressure, sufficient pre-circulation to heat the fuel injection d) Check that the automatic alarm and stop devices in the - That the fuel racks move freely to prevent risk of overspeed
pumps). installation are set in operation.
b) Observe previous section Manual Start
- The LT and HT circulating systems and the raw water system are e) Check that the stop lever is in work position.
in running order (correct pressures, circulating water pre-heated c) After starting check;
and pre-circulated sufficiently to heat the engine) f) Open the starting air valve and shut the blow-off valve when
there is no more condensate. - That the starting air distributing pipes are not hot at any
- The oil level in the governor is correct. cylinder (leakage from the starting valve)
g) Choose the mode of operation (liquid fuel injection modes / gas
- The starting air pressure is 30 bar (normally, 15 bar is sufficient mode). The pilot fuel injection should be omitted only if mono- - The governor oil level
to start the engine). needle type injectors are installed.
- Exhaust gas temperatures after each cylinder (all fuel
- The instrument air pressure is correct. h) Give a start command from the master console. If the engine has pumps are operating)
not been running during last 30 minutes it will start automatic
- The starting air system is drained of condensate. slow-turning.
All covers and protecting shields are to be mounted before starting the The engine will turn slowly for two turns. When slow turning is
engine. Covers should be removed occasionally only for measurements finished, the engine immediately makes a full start. The start
and checks, and they must be immediately mounted again. signal is automatically on for 12 seconds or until the engine has
reached the preset speed.
IMO No. 9401295 / Final Draft (2010.04.19) 2 - 10 Part 2 Propulsion System

5. Start after Overhaul 6. Stop Manual Stop, Diesel Mode
a) Check that the connections between the speed governor, The engine can always be stopped manually (with the stop lever) a) Idle the engine 5~7 min before stopping
overspeed trip and injection pumps are set correctly and move independent of the remote control or automation system.
freely (hold original values in fuel pumps in relation to governor b) Stop the engine by moving the stop lever into stop position. The
position). Check that all connections are locked properly and WARNING time of slowing down offers a good opportunity to detect
that the injection pump racks move freely in the pumps. When overhauling the engine, make absolutely sure that the automatic possible abnormal sounds.
start and the priming pump are inoperative. Close the starting air shut-
b) Release the overspeed trip manually. The speed governor off valve located before the solenoid valve. Otherwise it might cause Automatic Stop
control lever being in max. position and the stop lever in work engine damage and/or personal injury.
position. Check that all injection pump racks move to a value The automatic shut down system is activated by some disturbance in the
less than 5 mm. Move the Stop Lever into STOP Position. system. A stop signal is energized simultaneously with the stop solenoid
in the speed governor and the pneumatic stop valve on the engine.
c) If the injection pump, camshaft or its driving mechanism have If the engine is to be stopped for a long time, it is advisable to cover the Through the pneumatic stop valve air is fed to a stop cylinder fitted on
been touched, check the fuel pump timing (see manufacturers exhaust pipe and exhaust pipe opening. each fuel pump which drives the pumps to stop position.
maintenance manual), and refer to values in the setting table
included in the Official Trial Report. Adjust the timing if The lubricating oil system on a stopped engine should be filled with oil
necessary. every second day by priming the engine. At the same time, turn the
crankshaft to a new position. This reduces the risk of corrosion on
d) Check the cooling water system for leakage, especially: journals and bearings when the engine is exposed to vibrations. Start the
engine once a week to check that everything is in order.
- The lower part of the cylinder liner
- The oil cooler (installation) Prolonged Stop
- The charge air cooler(s)
Circulate the cooling water properly once in a while during prolonged
e) Check and adjust the valve clearances. If the camshaft or its stops (months) of the engine. Keep the cooling water additive (nitrite)
driving mechanism have been touched, check, at least, the valve dosage at least at the maximum recommended level and preferably at 1.5
timing of one cylinder (V engines: on each cylinder bank). times the normal dosage.
f) Start the priming pump. Adjust the pressure so that oil appears The measures needed when keeping the engine stopped for a long time
from all the bearings and lubricating nozzles, from the piston depend much on the conditions in the place of storage. If the engine is to
cooling oil outlet and from the valve mechanism. Adjust the oil be removed from service for months, please contact Wrtsil for further
pressure to nominal and check that there is no leakage from the instructions.
pipe connections inside or outside the engine.
Manual Stop, Gas Mode
g) Rags or tools left in the crankcase un-tensioned or unlocked
screws or nuts (those which are to be locked) worn-out self- a) Idling of the engine before stopping is not possible.
locking nuts, may cause total breakdown. Well cleaned oil
spaces (oil sump and camshaft spaces) save the oil pump and oil b) Stop the engine by pushing the stop button. Normally when the
filter. stop order is given the engine starts to decrease the load
automatically. When the load is near zero the engine stops. The
h) When starting, refer the instructions in sections Manual Start time of slowing down offers a good opportunity to detect
and Start after a Prolonged Stop (more than 8 hours). possible disturbing sounds.

This page is intentionally blank.

Illustration 2.1.5a WECS 8000 System Overview
IS-BARRIER
"Customer supply"
CV901
TE112 110VDC 2x2x2.5 2W1

TE511
PT112 DRIVING END
MCM-700:2 TE517 CCM10-A2 110VDC 2x2x2.5 2W2 CCM10-A1
TE112
CIB MULTICABOE 1W3 CIB MULTICABOE 1W2 CIB MULTICABOE 1W1
PDS129
PT271 CV947
PT401 PT601
6 6 6 6 6 6 TE601 CMOD
TE401
TE432 TCE601-2
TE5061A
TE5051A
TE5041A
TE5031A
TE5021A
TE5011A
PT471 ST196P
CV163A
CV961A
CV153A
CV951A
CV143A
CV941A
CV133A
CV931A
CV123A
CV921A
CV113A
CV911A
SE664A
SE654A
SE644A
SE634A
SE624A
SE614A
TE761A
TE762A
TE751A
TE752A
TE741A
TE742A
TE731A
TE732A
TE721A
TE722A
TE711A
TE712A
MCM700:1
110V DC 2x2x2.5 2W1

TE471 ST196S
CIB
CV519 ST197P
GT519 ST197S
SE518 PT301
TE600
PT311
TE707
TE706
TE705
TE704
TE703
TE702
TE701
TE700
GT165
GS172
GS177
FREE END CV161
E700 PT700
CV153-1
CV153-2
CV321
TE272 CV331 PMOD
PT125 PT201-2 GS792
PT201 PT402-2 ST174
PT312 LS103A
PT901 QS700
QS701 LS108A
PT101 NS700
P700.1/24VDC
TE101 A2 A2W1 12x0.75 2x2x2.5 4W1
QU700
CV124 EGW A2W2 12x0.75 12x0.75 6W1
ST191
PTZ201 CAN1120 +2X0.5
CAN2120 +2X0.5
P700.2
TE201
TE402 E191 POWER SUPPLY
TSZ402 P700.2 P700.1
CV947

2.1.5 Engines Control System - Cabling and CIB (Cabling Interface Box) Mechanical backup instruments for engine speed, HT water temperature
and lubricating oil pressure are also arranged.
1. General MCM-700 Main Control Module
The local push buttons and switches are the following:
The engine control system (WECS 8000) is a fully integrated engine This module is the master in the WECS8000 system. It handles the
management system, designed for harsh environments. processing of all strategic engine control functions. The main processes y Start
are the engine start & stop sequences, engine safety, and the combustion
The engine-built system handles all necessary monitoring- and strategic y Stop
control. Based on the internal speed/ load control algorithms, gas
control features needed on a DF engine. The system architecture is based y Shutdown Reset
pressure, gas admission and pilot fuel injection/ timing calculations are
on distributed electronic modules, thus the measurements and controls
made. y Remote/Local Mode
are occurring where locally needed on the engine.
y Speed increase/ decrease
It handles the information sent by all other modules, and it sends
The functionality of the engine control system (WECS 8000) comprises y Emergency stop
reference signals to the cylinder control modules about gas admission,
the following main categories:
pilot fuel quantity and timing etc.
PG-EG58 / PG-EG200 Diesel Actuator
y Handling of engine slow-turning, start & stop sequences
It also communicates with systems external to the engine itself. A second
y Changing of fuel modes MCM-700 module is also part of the system, exclusively for collecting of The hydraulic-mechanical actuator is used in diesel and backup operating
y Instrumentation & communication sensor signals and for control of the waste-gate. mode, for control of the fuel rack of the engine. The actuator receives a
control signal from WECS 8000 main control module (via a current
y Speed measurement
CCM10 Cylinder Control Module converter), and sets the fuel rack position accordingly.
y Engine safety
y Speed/load control The cylinder control modules control the gas admission and pilot fuel 3. Unit Control Panel (UCP)
y Gas pressure- & gas admission control injection valves by means of using high-energy type PWM (Pulse Width
Modulation) outputs. Each module is providing PWM type control Each engine has a UCP. The engine can during maintanenance or
y Pilot pressure- & pilot injection control
signals to three gas admission valves and three pilot fuel injection valves. emergency operaton be locally controlled from the engine or UCP.
y Air/fuel ratio control
y Cylinder balancing & knock control The modules calculate the relevant injection duration and injection The UCP comprises the following functions:
y Diagnostics timing based on references sent over CAN from the main control module.
- Emergency stop
In order to provide injection command signals at the relevant angular
The system consists of a number of distributed electronic modules, which - Control of none engine mounted equipment needed for the DF
position, the cylinder control modules need accurate information from
all are interconnected. The exact structure of the system depends on the engine.
the engines speed and phase sensors. Therefore the speed and phase
engines cylinder configuration. signals are hard-wired to each cylinder control module. The cylinder - Redundant power supply to the engine, 2 x 24V DC.
control modules also handle cylinder specific measurements, i.e. exhaust - HMI display (LDU) and local control unit with indication lamp
The electronic modules communicate with each other over a gas temperature and cylinder knock measurements. and push buttons / switches for manual control of the engine.
communication bus, and this communication is based on the CAN
(Controller Area Network) protocol. Some safety critical backup control - Emergency stop push button for engine and auxiliary equipment.
All cylinder specific information as measured by these modules is sent
functions are handled over hardwired point-to-point wiring, and with a over CAN to the main control module.
separate backup module.
Local Control Panel
2. Main parts in the WECS 8000
There is a local control panel on the engine, where most engine
The main parts of the WECS 8000 systems are: measurement and statuses can be monitored, and where the local push
buttons and selector switches are located. For viewing of the engine
- MCM-700 Main control module parameters, there is an electronic LDU (Local Display Unit) used, with a
- CCM10 Cylinder control module number of menus and menu selection buttons.
- Local control panel
- Diesel actuator: PG-EG58 actuator is used in 9L50DF engine,
PG-EG200 in 12V50DF engines.

Illustration 2.1.5b WECS 8000 System Communications & Signals
CAN (500 kbit/s)
CAN-repeater
WECsplorer
MCM-700
Sensors Bank wiring
CCM-10
MCM-700 Sensors
Cylinder wiring
LDU Sensors & valves

RM-11 Media
converter Engine mounted
Plant systems
Hardwired connections Modbus TCP/IP (Ethernet, 10/100 Mb/s)

2.1.5.1 System Architecture and Instrumentation A number of hard wired signals, such as start, stop and emergency stop - Reset: A shutdown, emergency stop, gas trip or pilot trip is
are always provided. These secure safe operations, even if the external locally reset by pressing this button, provided that the cause
1. General bus would during engine operation become inoperative. has disappeared and a latch time has elapsed.
The WECS 8000 system consists on DF engines of two main types of If hardwired commands and bus commands (where both available) are in - Emergency stop: An emergency stop of the engine will be
electronic control modules: contradiction, commands requesting for an activation of an action, will initiated by pressing the local emergency stop button. An
overrule the other. emergency stop is instant, and the action will override the
- Main Control Module (MCM-700) control of the main control module. The emergency stop is
- Cylinder Control Module (CCM 10) Apart from the electronic control modules, there are number of other a latching function in WECS 8000. The button itself is also
parts incorporated into the WECS 8000 system. Below, is a description latching, and must be pulled out before a re-start is possible.
The WECS 8000 is a distributed system, where all the electronic modules of these other system parts.
communicate over the CAN-bus with each other. An emergency stop overrules all other engine modes, i.e.,
2. Local Control Panel (A2) any other command and the Local/Remote switch position
The system collects signals from various sensors at different locations on is invalidated, if this button is pressed.
The local control panel on the engine is equipped with push buttons,
the engine, connected to locally mounted modules. The signals received
switches, the LDU display and several mechanical back-up instruments
are processed and compared with the control parameters given for all the - Local/Remote: The position of this switch defines if the
active engine processes (such as speed or load control, air/fuel-ratio engine can be locally controlled, by the buttons on the same
Fig.1 External View of Local Control Panel
control etc.). panel, or remotely controlled.
- These engine-strategic controls are processed in one of the two - Increase/Decrease: The speed reference of the engine is
main control modules, which are the master of the system. This S1 S2 affected by the speed increase/speed decrease switch. This
main control module also automatically controls the start- and
REMOTE
LOCAL DECREASE INCREASE
is however, provided that the engine is running in speed
Wartsila
stop sequences of the engine, as well as monitors the engine control mode (not kW mode), and that the Local/Remote
safety. CONTROL CONTROL
switch is in local position.
If any input signal indicates an abnormal value, the master will RESET 2) Local Display Unit (LDU)
first give an alarm. It will then give a load reduction request or
execute a gas trip, pilot trip or a shutdown if the signal The LDU display replaces the traditional pressure gauge panel,
continues to deteriorate. START
thermometers and other engine instruments. The LDU is connected
F1 F2 F3 F4 F5 F6 to the main control module over the CAN bus, over which it receives
- The second main control module is exclusively used for STOP all data to be displayed. The 111mm x 84 mm graphic display has a
collecting of sensor signals and for control of the waste-gate. number of different pages (menus), and integrated key buttons for
activation of these pages.
- Several cylinder control modules are used, each module handles
LUBE OIL HT WATER ENGINE
3 cylinders. All the modules are mounted along the engine side EMERGENCY STOP
close to the engine sensors or the control units they are reading
or controlling.
1) Push buttons and switches
The data transferred over CAN between the modules, has a
number of different rate groups for optimized and secured data The following push buttons are located on the A2 panel:
transfer. The rate groups vary between 10 and 1000 ms. Also
some immediate event based messages (such as cylinder knock - Start: The local start button. A start will be initialised by
values) are communicated. The system architecture and data pressing this button, provided that the Local/Remote switch
transfer is presented in illustration 2.1.5b. is in local position, and no start blocking is active.
All the necessary processes are based on data, which is communicated - Stop: The local stop button. A stop of the engine is
over CAN between the modules. All parameters handled by WECS are initialised by pressing this button. As stop mode has higher
also transferred to the external operator interface over a communication priority than start mode, simultaneous activation of start
bus; Modbus TCP/IP, and presented there as readings and graphs. and stop (remotely or locally) will result in a stop.

Fig.2 Front View of the LDU Button 2, Alarm log. The Alarm log page shows the latest events On the top of the graphical display, there are two fields showing:
of the engine, e.g. engine being started, alarms, shutdowns, etc. In
case of an alarm and shutdown, the sensor code and time is also A - Alarm row.
shown on the display. B - Page name.
Fig.4 Button 2 - Alarm Log There are also a number of pre-defined engine system pages,
which can be entered with buttons F1~ F6.
Fig.6 Button F1 - Engine Temperatures
The LDUs buttons and pages are briefly described below.:
Button 1, Main page. On the Main Page, the LDU will display the
most important engine parameters:
- Engine speed Button 3, Help page. On the Help page the User level and eHMI
- Engine load settings can be changed.
- Lube oil pressure
- HT water temperature Fig.5 Button 3 - Help Page
- Engine mode
- Operation mode
- Speed/Load mode
- Fuel mode Fig.7 Button F2 - Lube Oil System
Fig.3 Button 1- Main Page
Button 4 - Back command.

Button 5 - Navigation buttons.
Button 6 - Enter command.

Fig.8 Button F3 - Fuel System Fig.10 Button F5 - Charge Air System Fig.12 Button F6 (>>>) then F2 - Knock Measurements
3) Back-up instruments
Fig.11 Button F6 (>>>) then F1 - Miscellaneous Measurements
Fig.9 Button F4 - Cooling System
Individual back-up instruments are provided on the local control
panel of the engine, for indication of the following engine
parameters:
- Engine speed.
- HT cooling water temperature.
- Lubrication oil pressure.
3. Relay Module (RM-11)
Unlike other parts of the WECS, the RM-11 relay module electronics is
based on analogue circuit technology (there is no microprocessor). The
relay module, which is located in the main cabinet A1, handles a number
of backup safety related functions on the engine.
It also constitutes the hardwired interface between the main control

module and the start slow turning- & stop solenoids of the engines, and
also partly also to the external systems.
Critical parameters such as engine speed, lubricating oil pressure and HT

water temperature are monitored in this module. In the case of abnormal
levels, a shutdown is initiated and controlled from this module,
independently of the main control module. The relay module is located in
the main cabinet of the engine and LEDs indicate the status of each
input/output of it. Also all supply voltages have their own LEDs.

The relay module consists of the following functional blocks: Fig.14 PMOD Cabinet This supply is then via a bi-directional EMC filter and a fuse connected
to the Cylinder controllers. The engines safety wire loop will in a failure
- Speed measuring block (backup) situation or if an emergency stop is initiated, disconnect the 110 VDC
- Lubricating oil shutdown block (backup) power supply inside the PMOD. This is in order to shut down the engine
- HT water temperature shutdown block (backup) in a very secured way.
- MCM stop/shutdown block
- Hardwired stop block In some failure situations (see sep. chapter) a pilot trip is performed. In
- Overspeed shutdown block (backup) this event however, the 110 VDC disconnection will occur.
- Emergency stop block
- Stop/shutdown override block 5 . Other Parts of WECS 8000
- Shutdown reset block
- Stop block - A CAN repeater. This signal repeater extends and isolates
- Hard wired start block galvanically the CAN-bus outside the engine. This external
- MCM start block interface is to be connected to an external configuration,
- Slowturning block calibration & diagnostic tool (PC program). It is used by
- Failure block authorised personnel only. The transfer rate is 500 kbit/s.
- Power supply block
- A media converter. This converter is used to convert the external
Fig.13 Relay Module communication bus signal (Modbus TCP/IP) from an electrical
The external 24VDC power supply enters the PMOD via two separate signal (from LDU) to a signal transferred optically through an
inputs. The two 24 VDC power supplies are via diodes inside PMOD optical fibre (to plant automation system). The transfer rate
connected to an EMC-filter. There are separate distribution lines from the adapts itself according to the device used externally to the
PMOD to each sub-module, all having an individual fuse. engine, and will be either 10 Mb/s or 100 Mb/s.
Fig.15 Principal Design of the PMOD - A current converter for the diesel actuator. This signal converter
module converts the proportional 4-20 mA signal from the main
control module to a 0-200 mA signal used by the diesel actuator.
4. Power Distribution & Filtration
The power module (PMOD) is a separate cabinet on the engine. It

handles the power distribution and filtration within the WECS 8000
system. On the front of the cabinet, there are separate switches for
disconnection of the 24 VDC system and the 110 VDC system. Both the
main and the backup voltages for both of these DC-systems have green
lamps on the front of the PMOD cabinet. These are to indicate the There is a separate voltage of 110 VDC in the WECS 8000. It is used as
presence of input voltage. drive voltage for the high energy solenoids (both gas admission valves
and pilot fuel inj. valves).
The external 110VDC power supply enters the PMOD via two separate
inputs. The two 110 VDC power supplies are via diodes inside the
PMOD connected together into one single supply.

2.1.5.2 Safety System - Low lube oil pressure, engine inlet - Charge air shut-off valve position closed when controlled open
- Low lube oil pressure, turbocharger inlet Turning gear engaged
In the WECS 8000 the data acquisition is distributed. All sensors are - High lube oil temperature, turbocharger outlet (A-bank on W50DF V- - Start block in gas mode on engines with HFO operation: High
connected to the distributed CCM-10 modules (the number of modules engine) fuel oil temperature (if input GS101 MDF selected is not
according to engines cylinder number) and the two MCM-700 modules. - High lube oil temperature, turbocharger outlet B-bank (if W50DF V- activated, or if fuel oil temperature is high)
engine) - Low valve drive voltage (gas- & diesel operating mode)
One MCM-700 is exclusively used for the processing of sensor signals. - Low starting air pressure - External start blocking 1, 2 & 3
In the modules, the sensor signals are filtered, linearized and scaled. - Low control air pressure *) Overridden if Blackout start mode input activated
- Low instrument air pressure
Signal error checking is also handled, i.e. sensor- or wiring failures will - Low HT water temp, jacket inlet 3. Stop
always be detected, and alarms issued. All measurements are processed - High HT water temp, jacket outlet (A-bank on W50DF V-
into engineering units, and the information is sent out over the CAN-bus. engine) - Local Stop
All measurements are also available over Modbus TCP/IP. - High HT water temp, jacket outlet, B-bank (if W50DF V- - Remote Stop
engine)
4. Shutdown
Any engine abnormalities are detected by sensors. The WECS then - Low HT water press, jacket inlet
automatically takes appropriate actions in order to ensure continued safe - Low LT water press, CAC inlet
- Rated speed not reached
operation. - High exh. gas temp. after cylinder
- Mech. overspeed device tripped
- High exh. gas temp. deviation from average
- Stop lever in stop position
Therefore, the safety process in WECS 8000, treats all abnormalities are - High exh. gas temp. before turbocharger
- Low lube oil pressure
relevant. Within the safety process, the following safety categories exist: - High exh. gas temp. after turbocharger
- Low control air pressure (power plant applications)
- High turbocharger speed
- High HT water temp, jacket outlet
- Alarm - High waste-gate valve position deviation
- High main bearing temperature
- Start blocking - High ambient temperature
- High cylinder liner temperature
- Stop (manually initiated) - High charge air temp, engine inlet
- High exhaust gas temp. after cylinder
- Shutdown - High charge air pressure, engine inlet (diesel & backup operating
- High crankcase pressure
- Emergency stop mode)
- High oil mist concentration (load reduction, when required by
- Load reduction request - Charge air shut-off valve position open when controlled closed
marine class. society)
- Gas trip - Light cylinder knock
- External shutdown 1, 2 & 3
- Pilot trip - High main bearing temperature
- High cylinder liner temperature 5. Emergency stop
In the event of Shutdown, Emergency stop, Gas trip and Pilot trip, please - High crankcase pressure
refer to the Engine modes (Section 2.1.5.3) - High oil mist concentration - Engine overspeed (WECS internal)
- Engine overload - Engine overspeed (RM-11)
Alarm, trip & shutdown levels are described there, with installation - High internal temperature, MCM-700 - Engine low speed in run mode
specific documentation. - High internal temperature, CCM-10 - Emergency stop button activated
- High gas pressure deviation from reference - De-gassing failure
1. Alarm - Engine load over max. transfer level (active only during
transfer) 6. Load reduction request
- High fuel oil temperature, engine inlet - CAN communication failure
- Low fuel oil pressure, engine inlet - High valve drive voltage - High lube oil temperature
- Fuel oil leakage, injection pipe - High electronics supply voltage - High HT water temp, jacket outlet
- Fuel oil leakage, dirty fuel
- Low HT water press, jacket inlet
- Low pilot fuel pressure at engine inlet (only if HFO operation) 2. Starting Blocking
- High exh. gas temperature after cylinder
- High pilot fuel temperature at engine inlet (only if HFO operation)
- High exh. gas temp. before turbocharger
- Speed pulse missing in main control module - Engine running
- High exh. gas temp. after turbocharger
- Speed pulse missing from one sensor in cylinder control module - Mech. overspeed device tripped
- High charge air temp., CAC outlet
- Phase pulse missing from one sensor in cylinder control module - Stop lever in stop position
- High pilot fuel filter delta-pressure - Low pre-lubrication oil pressure, engine inlet *)
- High lube oil temperature, engine inlet - Low HT water temp, jacket inlet *)

7. Gas trip Illustration 2.1.5c Engine Safety Wire Loop
- Low fuel oil pressure

- Low instrument air pressure CCM 10 CCM 10 CCM 10 MCM-700
- High exhaust gas temp. deviation from average External emergency stop
- Exhaust gas temp. sensor failure
- High charge air temp., CAC outlet A1 Cabinet Local
- Charge air pressure sensor failure emergency
Emergency stop info

stop
Safety wire status

- Heavy cylinder knock +24V
- Engine load signal failure +110V
IB+
IB+
IB+
IB+
- Engine overload
B+
B+
B+
B+
- High load oscillation
- Generator breaker opening
- Grid breaker opening
- Gas pressure sensor failure
Safety
Safety
Safety
Safety
wire
wire
wire
wire
- High gas pressure deviation from reference
- Too long gas pressure build-up time at engine start SSR
- High diff. pressure between gas pressure and charge air pressure
- Too long engine operation on low load
- Injection duration at max. too long
SSR
SSR
SSR
SSR
Safety wire loop
8. Pilot trip
- Speed pulse failure in cylinder control module CIB CIB CIB CIB
- Phase pulse failure in cylinder control module
- Pilot fuel pressure sensor failed
- High pilot fuel pressure
- Low pilot fuel pressure
- High pilot fuel pressure oscillation
- High pilot fuel pressure deviation from reference
- Low exhaust gas temp. (any cylinder) during pilot system check
at engine start CAN communication failure in cylinder control
module
- Low valve drive voltage
- Low electronics supply voltage
- Engine safety wire loop tripped

2.1.5.3 Engine Modes - Run mode Each WECS module has a dedicated output for control of this loop, and
Proceeded after start mode. The engine is running (gas-, diesel- the Main controller is also reads the status of it.
1. General or backup operating mode) i.e., the speed is above a pre-set
speed limit and No Stop, Shutdown, or Emergency Stop is The CIB (Cabling Interface Box) mounted on each WECS module, is
The WECS 8000 engine management system controls and monitors the active. equipped with LEDs to indicate the status of a number of parameters in
engine parameters and initiates all required actions in different situations. the individual modules.
These actions can vary from giving an alarm to the operator, to shutting - Start mode
down the engine. Depending on the status of the engine, there are a Proceeded after stop mode. The engine is in the start sequence There are a totally of 10 LEDs on the CIB:
number of parameters controlled. e.g., when the engine is stopped, it is (under acceleration). The start is initiated by a remote start - CAN 1 (flashes in yellow, when CAN-bus status is OK)
not valid to create alarms for cooling water pressure. request (activation of remote start input). A possible start - CAN 2 (flashes in yellow, when 2nd CAN-bus status is OK (if a
blocking will prohibit the engine start from taking place. Some 2nd CAN-bus is used))
Therefore alarms need to be suppressed under certain conditions. start blockings (see separate section) will be suppressed if the - PWR CTL (green light is on, when 24 VDC supply is connected
Because of this, and for other reasons, the WECS 8000 has a number of blackout start mode input is activated. Different fuel modes to electronics)
modes. Different modes have different priorities, and the mode changes have partly different start blockings. - PWR DRW (green light is on, when 110 VDC supply is
can occur only according to pre-defined settings. connected to valve drive circuitry)
- Stop mode - FAIL (red light is on, if there is a failure of the module)
Fig.1 Engine Mode Proceeded after shutdown mode or emergency stop mode. When - PWR 5V (green light is on, when 5 VDC supply from the
Power up the WECS 8000 system is powered up, the default engine mode
Software module is present)
initialisation
is in stop mode. The engine is always at standstill in this mode. - SWL 1 CTL (green light is on, when the safety wire loop output
If an automatically initiated shutdown or emergency stop has of the specific module is OK)
occurred, a reset must be performed before the engine enters - SWL 1 STATUS (green light is on, when the safety wire loop
Stop
Mode
stop mode. The engine is not necessarily ready for start (a status is OK)
binary output will indicate this). Start blocking can be active in
this mode. A binary output and the LDU display, will indicate if The following LEDs are only in use if a 2nd safety wire loop is used:
the engine is ready for start. - SWL 2 CTL (green light is on, when the safety wire loop 2
output of the specific module is OK)
The following is a more detailed description of each mode, including
Shutdown Emergency Start - SWL 2 STATUS (green light is on, when the safety wire loop 2
Mode Stop Mode Mode
flowcharts of the sequences used.
status is OK)
2. Emergency Stop Mode
The control sequence in case of an Emergency Stop request, is designed
In emergency stop mode, the engine will be automatically and instantly according to the flow chart (See Illustration 2.1.5d Emergency Stop
stopped (without sequencing). This will additionally be secured by the Mode Sequence).
Run disconnection of the power supply to some control devices. The

Mode emergency stop mode has the highest priority of all engine modes, and 3. Shutdown Mode
can be activated by an emergency stop request created in any other
The engine modes are (listed in priority order from highest to lowest): In shutdown mode, the engine will be automatically stopped in a
engine mode. Engine Overspeed, the activation of an Emergency Stop
button or Degassing Failure are the categories for activation of this mode. sequenced way. Shutdown mode can only be overridden by emergency
- Emergency stop mode stop mode. A shutdown can be activated for different reasons. The WECS
The engine will always remain in emergency mode until a reset is
Proceeded after any other mode. The engine is standstill or 8000 safety system will request shutdown mode, based on abnormal
performed.
under deceleration, and brought to this mode by activation of an engine conditions detected by a number of engine sensors. The external
engine related emergency stop (severe engine- or WECS failure), shutdown inputs will also request shutdown mode. The engine will
For safety reasons, a safety wire loop is part of the WECS 8000 design
or by activation through an emergency stop button. always remain in shutdown mode until a reset is performed, except in the
concept. This hard-wired signal loop is connected to each module of the
WECS 8000, and is also controlled by engine external signals. event of shutdown mode being temporarily entered in the sequence of a
- Shutdown mode
(manual) stop request.
Proceeded after stop mode, start mode or run mode. The engine
In case of activation of the Engine External Emergency Stop, the local
is standstill or under deceleration. It has been brought to this
Emergency Stop, or in case of a WECS Module Failure, the safety wire The control sequence in case of a shutdown request is designed
mode by activation of an internal shutdown (engine- or WECS
loop will be opened. A WECS independent solid state relay will then according to the flow chart (See Illustration 2.1.5e Shutdown Mode
failure), by activation of any of the external shutdown inputs, or
disconnect the valve drive supply from the Cylinder controllers. Sequence).
is temporarily entered in the sequence of a stop request.

Illustration 2.1.5d Emergency Stop Mode Sequence Illustration 2.1.5e Shutdown Mode Sequence
Emergency stop *) Background check routine for activation of Shutdown *) Background check routine for activation of
mode routine *) emergency mode continuously active. mode routine *) emergency mode cont inuously active.
Disable MFI Set IB7324 Shutdown Indication *),

control and PFI control IS7602 Stop/shutdown status OS820
Main Controller shutdown *)
and CV153-1/-2 Diesel stop solenoid true.
Set IS877 Engine run/stop,
Set IB7324 Shutdown indication, and OS940 Ready to transfer false.
IS7602 Stop/shutdown status Disable MFI control
OS820 Main controller shutdown, No
CV153-1/2 Diesel stop solenoid, *) Only in case of engine overspeed
CV621 Charge air shut-off valve *) and (Used only on off-shore installations)
CV947 MCC degasing valve true.
Engine speed No Shutdown
Set IS877 Engine run/stop,
PFI enable speed? max time elapsed?
and OS940 Ready to transfer false
Yes Yes
Set CV311 control air solenoid false.

Engine No Enter
Disable PFI control
speed = 0? emergency mode
Set CV947 MCC degasing valve true
Yes
Engine No
speed = 0?
Transition
on OS7308
No Yes
Reset and no shut-down/
em.stop
active?
Transition
on OS7308 No reset transition
No
Reset and no shut-down/ necessary, only timed
Yes em.stop delay, if HS722 local stop
active? of OS7304, Remote stop
Enter Stop caused the shutdown.
mode Yes
Enter Stop
mode

4. Run Mode Illustration 2.1.5f Transfer Sequence
The WECS 8000 switches over from start mode to run mode, when the
engine speed reaches 175 rpm during acceleration. This mode will remain
active until a (manual) stop is requested, or a shutdown- or emergency stop
request has become active. Transfer routine
Enable gas press.

In run mode, the engine can operate in three different fuel operating modes: control and ramp
gas-, diesel- or backup mode. The engine can be started in any of these gas press.
Transition of reference acc. to
No
modes (defined by the status of the gas- diesel- & backup mode request OS730DG Gas mode Return MCC gas press. ref. rate
request to true
inputs), and a transfer to another mode is possible when engine is under
operation. Yes No
Gas
Min gas No pressure >= Yes
If the engine has been started to operate in backup operating mode, it is Gas trip
Yes press. time MCC gas press Set CV947 MCC degasing valve true
or pilot trip Return elapsed?
however not possible to perform a transfer to gas operating mode. This is ref(load)?
active?
because the pilot injector check was not performed during the start Yes
No
sequence, or has been disabled during engine operation. A transfer from Set alarm gas supply Delay gas ventilation time
diesel- to gas mode is only possible after the reason for the trip has been Engine system failure true,
load < transfer Return trip to diesel mode
cleared and a reset performed (See Illustration 2.1.5f Transfer Sequence). load limit?
Set CV947 MCC degasing valve false
Set OS940 Ready to transfer true
No Activate transfer
mode and ramp
IS940
Max gas/diesel fuel ratio from 100%
Gas leak test No Yes Set OS940 Ready
leak test time diesel to 100% gas. then
complete to transfer false
elapsed?
true?
Yes
Set alarm MCC press
Activate gas mode and set IS7300G
Set OS940 Ready to transfer false buildup time elapsed true,
Engine in gas mode true
trip to diesel mode
Set OS9310 Open gas supply true

Continue gas mode
run routines

5. Start Mode Illustration 2.1.5g Start Mode, Pre-Conditions
If the engine is in stop mode, and no start blocking is active, an engine start *) Startblocking check
Start mode
can be initiated by giving a start signal either locally on the engine, or via routine continuously
routine *)
the remote start input. If the local/remote switch on the engine is in local running in the backgraound.
mode, a remote start is automatically prohibited.
During the engine start some safety systems are temporarily overruled. The
start has to be finished within a certain time frame, otherwise a start failure
alarm will be initiated, and the start sequence will be interrupted.
OS7318
If the remote standby request input is activated, the engine will periodically
Yes Blackout start No
perform a slow-turning, and the engine is thereby continuously ready for an
mode or OS7306 stop
immediate start (stand-by). If a start is initiated under these conditions, the shutdown override
engine will start without slow-turning, to ensure a fast and secured start true?
under all conditions.
If the blackout start mode input is activated, the engine start routine will
override start blockings for low lube oil pressure and HT water temperature.
If the start failure indication alarm is active, the start-block (in case of
failed slow-turning) will be overridden if blackout start mode is selected
true. The engine will always start in backup operating mode when blackout
start mode is selected true. This is to secure a fast engine start without No OS7300 DI No OS7300G
performing the pilot injector check routine. diesel mode request Gas mode request
true? true?
When the engine is started in gas operating mode, the start sequence is
extended, with initially a leak test of the gas valve unit. Then additionally a Yes Yes
pilot injector test (each cylinder) to ensure a safe start without risk of
misfiring (or dead cylinder) when gas admission begins.
The diesel actuator (i.e. the main diesel injection) is controlled to assist the
start on gas, and to ensure that the engine will reach sufficiently high speed
for making a pilot injector check. During this test the main diesel fuel Set IS7300B Set IS7300DI Set IS7300G
injection is disabled. If all cylinders under the subsequent pilot injector Engine in backup Engine in diesel Engine in gas
check reach a minimum pre-set exhaust temperature level, the gas mode true mode true mode true
admission will begin, and the engine accelerates up to rated speed. If the
pilot test fails, at trip to backup operating mode will occur, and the engine
will continue the start process as defined in backup mode.
The start in diesel operating mode is similar to a start in gas mode.

However, no gas valve unit leak test is performed, and after the pilot
injector test is finished, the main diesel fuel will be used instead if gas
admission. Backup mode Diesel mode Gas mode
start routine start routine start routine
The start in backup operating mode is similar to the start of a normal diesel
engine. Only the main diesel fuel will be used (diesel actuator controlling
the fuel rack system). Slow-turning will however be performed during the
start sequence, unless the blackout start mode is activated.

Illustration 2.1.5h Start Sequence in Gas Operating Mode
Gas mode start routine

A : Set CV321 Start valve false.
Activate start mode, set CV311 Control air solenoid B : Set CV321 Start valve
and IS877 Engine run/stop true. Set IS872 Engine & CV331 Slowturning valve false
ready for start false. 50DF:Set CV947 Degasing valve false
No
Engine Max Yes Set IS875 start failure
No start time
OS7317 Yes speed > run mode indication true, enter
Standby mode request false & level? elapsed? shutdown mode
50 CD?
Yes
Check valid only No
No
for 50DF Engine Max Set IS875 start failure
A : Set CV321 Start valve true No Yes
B : Set CV321 Start valve speed > diesel MFI off start time indication true, enter
Slowturning routine speed? elapsed?
& CV331 Slowturning valve true shutdown mode
Yes
A = Slowturning routine A No 50DF:Disable MFI control, set
B = Slowturning routine B CV153-1/-2 Diesel stop solenoid true
Engine No gas Yes Set IS875 Start failure
revs >= gas vent. vent maxtime indication true,
turns? elapsed? enter shutdown mode 50DF:Delay exhaust stabilisation time
Yes
No No
Engine Max Exh. Pilot
No start time No Yes Set alarm pilot injection
revs >= PFI enable temp [cyl]>pilot check time
elapsed? Yes check temp [HT failure true, trip to
speed? elapsed? backup mode
temp]?
Yes
Yes
50DF:Set CV153-1/CV153-2 diesel stop solenoid false
Set OS9310 Open gas supply true, enable gas MFI control
50DF:Enable diesel MFI control, No
set MFI demand acc.
to diesel start fuel limiter[speed] IS940 Leak Yes Set alarm gas supply
No test time
Gas leak test complete system failure true,
true? elapsed? trip to diesel mode
Enable PFI control
Yes
Delay pilot press control activation time Enable gas pressure control, ramp gas
pressure reference acc. to gas ramp rate
32DF:Set CV130 pilot fuel pump start true No
Gas No Max Yes Set alarm gas pressure
Ramp pilot press reference acc. to pilot start ramp pressure>min gas gas buildup time not reached true, trip
press? elapsed? to diesel mode
No
Yes
Pilot Pilot Yes Set alarm pilot
press. > pilot PID No press build-up time Ramp speed ref. from idle to rated, with start ramp rate
system failure true,
act. level? elapsed? trip to backup mode
Yes No
Engine Max Set IS875 start failure
Enable pilot fuel pressure control No start time Yes
speed>start limit indication true, enter
window? elapsed? shutdown mode
No
Max Yes
Engine No Yes Set IS875 Start failure
speed > start air disble start time indication true,
elapsed? Continue gas mode
speed? enter shutdown mode run routines
Yes

Illustration 2.1.5i Start Sequence in Diesel Operating Mode
Diesel mode start routine

Enable pilot fuel pressure control
No
Activate start mode, set CV311 control
air solenoid and IS877 Engine run/stop true. Engine Max Set IS875 start failure
No Yes
Set IS872 Engine ready for start false. speed>start air disable start time indication true, enter
50DF: Set CV947 Degasing valve false speed? elapsed? shutdown mode
Yes
OS7317 A : Set CV321 start valve true.

Standby mode Yes B : Set CV321 start valve & CV331
request false & Slowturing valve true
50DF?
No
No
Engine Max Set IS875 start
No Yes
A : Set CV321 Start valve true. speed>run mode start time failure indication true,
B : Set CV321 Start valve & CV331 Slowturning routine level? elapsed? enter shutdown mode
Slwoturning valve true Yes
A = Slowturning routing A No
B = Slowturning routing B No Max Set IS875 start
Engine
No start time Yes failure indication true,
Max speed>diesel MFI off
Engine No Yes Set IS875 start failure
start time speed? elapsed? enter shutdown mode
speed>PFI enable indication true, enter
speed? elapsed? shutdown mode Yes
Yes 50DF : Disable MFI control, set
CV153-1/CV153-2 diesel stop solenoid true
50DF : Set CV153-1/CV153-2
Diesel stop solenoid false
50DF : Delay exhaust stabilisation time
50DF Enable diesel MFI control,

set MFI demand acc. No
to diesel start fuel limitor [speed] Exh. Pilot Set alarm pilot
temp [cyl]>pilot No Yes
check time injection failure true,
check temp [HT elapsed? trip to backup mode
Enable PFI control temp]?
Yes
Delay pilot press control Enable diesel MFI control, set MFI demand
activation time acc. to diesel start fuel limiter [speed]
32DF : Set CV130 Pilot Ramp speed ref. from idle to

fuel pump start true rated, with start ramp rate
No
Ramp pilot press reference acc.
to pilot start ramp Engine Max Set IS875 start failure
No Yes
speed>start limit start time indication true, enter
No
window? elapsed? shutdown mode
Pilot Pilot Set alarm pilot Yes
No Yes
press.>pilot PID act. press build-up time system failure true,
level? elapsed? trip to backup mode Continue diesel
mode run routines
Yes

Illustration 2.1.5j Start Sequence in Backup Operating Mode
Backup mode
start routine
Activate start mode,

No
Set CV311 Control air
solenoid and IS877 Engine Max Set IS875 start failure
Engine run/stop true. speed>start No Yes
start time indication true, enter
Set IS872 Engine Ready air disable elapsed? shutdown mode
for start false. 50DF : Set speed?
CV947 Degasing valve false Yes
A : Set CV321 Start valve false.

B : Set CV321 Start Valve & CV331
OS7317 Slowturning valve false.
Standby mode Yes
request false &
50DF?
No
No A = Slowturning routing A
B = Slowturning routing B Engine Max Set IS875 start failure
No Yes
speed>run mode start time indication true,
level? elapsed? enter shutdown mode
A : Set CV321 Start valve true Slowturning
B : Set CV321 Start Valve & CV331 routine Yes
Slowturning valve true
Ramp speed ref. from

idle to rated, with
start ramp rate
No
Engine Max Set IS875 start failure No

No Yes
speed>PFI enable start time indication true,
speed? elapsed? enter shutdown mode Engine Max Set IS875 start failure
No Yes
speed>start limit start time indication true, enter
Yes window? elapsed? shutdown mode
Yes
Enable diesel MFI control,
set MFI demand acc. to diesel
start fuel limiter [speed] Continue backup
mode run routines

6. Stop Mode Illustration 2.1.5k Stop Mode Sequence
When the WECS 8000 system is powered up, stop mode will be entered by
Stop mode
default. After a manually activated stop of the engine, stop mode will be routine
entered when the engine is at standstill, and a timed delay has elapsed. Stop
mode is also entered after an automatic shutdown or emergency stop, but OS7317
not before the engine is standstill and the reset has been pressed. In the case Remote standby Yes Enable cyclic
that start blocking is active in stop mode, an engine start is automatically request slowturning routine
Set IB7324 Shutdown
prohibited. true?
indication,IS7602 Stop/
shutdown status, CV153-1/ No
A number of engine conditions, as well as the activation of any of the CV153-2 Diesel stop solenoid,
external start blocking inputs, can lead to this situation. See Alarm and CV621 Charge air shut-off
valve, CV311 Control air Disable cyclic
Safety section for details. When no start blocking is active, the output ready
solenoid and OS9310 Open slowturning routine
for start will be set high. This condition will also be indicated on the LDU. gas supply false
In stop mode, slowturning will occur periodically, if the remote standby

request input is set high, and the engine ready for start condition is true.
Set OS820 Main controller
OS7302 HS721
shutdown and OS940 Ready No No
Remote start Local start
to transfer false. Set CV947
true? true?
MCC degasing valve true
Yes Yes
Return
Set CV901 main gas pressure

to stop mode reference HS724
No
Local mode
*) OS7312 externel start blocking 1 false?
OS7313 external start blocking 2
OS7314 external start blocking 3 Any Set IS872 Yes
Return
internal or No Engine
external *) start block ready for
true? start true
*) PT201 Low lub. oil press.
HS724
TE401 Low HT water temp. Yes No
Local mode
Set IS Engine true?
ready for start
true if any of *) OS7318 Yes
Yes Return
are the only start Blackout mode input
blocks, and true?
disable these.
No
Enter start
mode routine

2.1.5.4 Engine Control Processes during Operation Two fuel limiters are available. The start fuel limiter is only active during The droop value is normally set to 4 %, but this setting is adjustable. Too
engine start, and up to a speed level of rated 20 rpm. The start fuel limiter low a droop value means that the load can start oscillating between the
1. General settings are engine speed dependent (8-point table). The limiter works in engines. Too high a droop value means that the plants frequency
combination with a speed reference ramp, also used at engine start. decreases steeply with the load level. Load sharing based on droop,
The WECS 8000 performs a number of continuous control processes on Another fuel limiter limits the max. fuel demand (gas valve opening means that the power management must compensate the effect derived
the engine when it is in run mode. Below, is a brief description of each of time) when the generator breaker is closed. This prevent too rich of an from the droop slope.
these processes, including functional block diagrams. air/fuel ratio.
Therefore, this system must operate the speed increase/decrease inputs of
2. Internal Governor Synchronising Sequence the WECS (in so called cascade control) to ensure that the net frequency
is kept constant regardless of the load level. Speed control with droop is
The internal governor is provided with speed setting functions for For synchronising, the systems speed increase/decrease binary inputs are used on plants operating in island mode, but it can also be used when
synchronising, load sharing during speed droop control, as well as load used. When the engine reaches the rated speed, an external device operating against a grid utility. In the latter case however, load control is
control. It also provides fuel limitation and acceleration ramps used at activates the synchronising sequence. Commands from a synchronizer recommended.
engine start. unit activate the two binary inputs "speed increase" and speed decrease
in the WECS. The speed reference can be altered between an allowed Isochronous load sharing can in some applications and under special
Fig.1 Engine speed- and load control min. and max. speed reference level. conditions be provided. If isochronous load sharing is used, input signals
for a load sharing line and the load sharing error is needed. Additionally,
Breaker status This can be done in steps of 1 rpm (tuneable) when activating these an output for closing/opening of the load sharing line is also needed.
Generator load inputs. The internal speed reference is in this way adjusted so that the
Power output
generators frequency will match the net frequency. When the two Load Control
Inc./Dec. speed
Synchronizer frequencies are matched, the generator breaker closes. An instantaneous
Main gas increase of the internal speed reference occurs automatically when the The load control function is enabled if kW-mode is selected. This mode
duration CAN Profibus WECS detects that the generator breaker closes (separate status input). can only be activated when the generator breaker is closed. Also the grid
CCM MCM
120-1 sensor Engine speed This is to assure that no unintentional reverse power of the genset occurs. breaker must be closed, if the plant configuration is such, that kW-mode
Engine speed is only applicable when this breaker closes. The load control mode has
Speed reference When the generator breaker is closed and the engine is operated in droop the most benefits in base load applications where the grid frequency
Main gas Engine load (speed control mode), loading of the engine occurs by altering the speed stability is low.
Diesel actuator
control valve Load reference increase/decrease over Modbus TCP/IP, or with the binary speed
increase/decrease inputs, The reference changes in steps of 0.1 rpm The engine load will not fluctuate according to the frequency in the same
Engine Speed Control (tuneable). The change rate is defined according to the increase (or way as it would in speed control mode with droop. In load control mode,
decrease) signal pulse width. Increase commands are used until the load the load reference is compared with the actual load of the engine.
The speed reference is compared with the measured engine speed. The level of this engine is equal to the other engines running in parallel.
difference between these signals constitutes the input to a PID-controller. The difference between these signals constitutes the input to a PID-
The load level of the engine will after this be according to the consumers controller. The regulation output of this controller will accordingly vary,
The regulation output of this controller will accordingly vary, to sustain connected to the isolated net. to sustain the reference level. This output will either control the opening
the reference level. This output will either control the opening duration of duration of the gas valves (gas mode) or the diesel fuel rack position
the gas valves (gas operating mode) or the diesel fuel rack position Load Sharing (diesel- or backup operating mode). The PID-controllers dynamic
(diesel- or backup operating mode). If load control mode is selected, settings have load dependent mapping.
another PID control loop becomes active. When two or more engines are operating in parallel, some kind of load
sharing must be provided. Load sharing means that each engine will
If the frequency deviates outside a fixed window, the control mode will
The PID-controller has different sets of dynamic parameters for contribute equally to the total power demand. It also ensures that load
automatically trip back to speed control. The speed reference is updated
operation with the generator breaker open (speed dependent mapping) changes are absorbed evenly by the engines.
continuously by the speed control loop also in load control. This means
and closed (load dependent mapping) to obtain optimal stability under all that if a trip occurs, the transfer will basically be bump less (no load
conditions. Some adaptive speed deviation dependent features are also When the engine is operated in speed control mode, load sharing with the
swing). By giving a reset, the load control mode will be restored,
provided, to minimise large speed fluctuations in island mode. other engines is normally provided with the use of speed droop. Drop
providing that all enabling conditions are met.
control, is a load sharing method by which parallel running engines share
To prevent excessive engine speed increases during accidental opening of the load by decreasing their speed reference proportionally to an increase
the generator breaker, the output of the PID-controller is temporarily set in load.
to zero.

3. Gas Feed System Fig.3 Gas Pressure Control The control signal to this actuator derives from the same fuel control
loop, as used for gas admission (Determined according to speed- or load
The gas supplied to the engine, passes first, through a Gas Valve Unit Generator load control conditions of the engine, See speed control chapter).
Power output
(GVU).The gas valve unit consists of a filter, temperature/pressure
sensors, a pressure regulating valve, safety (shut-off) valves and During a transfer or a trip, the percentage share between the fuel demand
ventilation valves. output to the gas admission valves and the diesel actuator goes through a
P Profibus divider, i.e. the share will ramp from 0 % to 100 % or vice versa.
Fig.2 Gas Feed System
MCM
Gas pressure The fuel control loop output is converted into a proportional electrical
Air signal, which is connected to a rotary electro/hydraulic actuator. Between
Degasing Degasing Degasing Degasing
the main control module and the actuator, a signal converter (4-20mA/
NC NO NO NO
valve 1 valve 2 valve 3 valve 4 0-200 mA) is used.
PT TE PT
NC NC
Engine During cranking of the engine, the oil pressure in the actuator is boosted
P
Main gas pressure be means of a separately controlled booster valve.
Gas supply Regulating Shut off Shut off Main gas I/P Transm.
valve valve 1
PS
valve 2 Gas Main gas pressure reference
7. Pilot System
The solenoid valves (safety and ventilation valves) on the gas valve unit 5. Gas Admission
are controlled by an engine external system. The pressure regulating On DF engines, pilot injection of diesel fuel into the cylinder is needed,
valve is controlled by the WECS 8000. During engine start & stop, the The amount of main gas admitted to each cylinder is controlled by the in order to provide a secured and accurately defined ignition of the gas.
sequenced control of the safety and ventilation valves is communicated cylinder individual gas valves, which are actuated by the cylinder control The amount of pilot fuel injected is electronically controlled by the
between the WECS and the unit control panel. modules. The amount of gas admitted depends on the gas supply pressure cylinder control modules. These are actuating high-energy solenoid
and the time the main gas solenoid valve is open (duration). valves integrated in the pilot fuel injectors.
This communication also includes a valve leakage test, performed prior
to every engine start. The gas fuel is admitted further away- or closer to the TDC by changing The pilot injection system is normally activated in both gas- and diesel
the main gas solenoid valve opening moment (timing) in order to obtain operating mode. In diesel operating mode the injection is activated just to
4. Gas Pressure Control an optimal air/gas mixture. The WECS 8000 system uses pre-set (map) keep the pilot injection nozzles clean. The engine is during the start in
values to optimise this mixture during engine operation. Valve duration gas- and diesel mode, exclusively run with pilot fuel at a certain phase.
The gas supply pressure reference is calculated in the WECS 8000 main and timing references are sent to the cylinder control modules from the During this phase, certain individual cylinder temperature checks are
control module. This reference is dependent on the engine load. An main control module over the CAN-bus. made, to ensure that all the pilot injectors are functional.
electrical pressure reference signal is sent out to the pressure regulating
valve. Duration and timing can be controlled individually for each cylinder. The Fig.4 Gas and Pilot Fuel Injection
admission timing depends on engine speed and load. The admission
The actual gas pressure is measured on the engine and compared to the duration is dynamically controlled by the internal load/speed controller, Generator load
CCM Power output
reference pressure. If the deviation is too high, an alarm will be initiated. to obtain pre-set reference levels (See speed- & load control chapters).
If the deviation increases even more, the safety valves on the gas valve
unit will cut the gas supply to the engine immediately. In order to accurately open the gas valves according to the duration and
CAN Profibus
timing references, each cylinder control module calculates engine CCM MCM
Timing ref.
angular positions based on the pulse train from the speed/phase sensors. 120-1 sensor Duration ref.
Both duration and timing references are sent over Modbus TCP/IP to the
unit control system.
Main gas admission Pilot fuel
6. Diesel Actuator Main gas pressure
control valves injection control valves
Main gas pressure reference
In diesel- and backup operating mode, the main fuel injection control is
handled by a diesel actuator, setting the angular position of a diesel fuel
rack on the engine.

8. Pilot Injection The charge air pressure control is based on a PID-controller, which 10. Cylinder Balancing
compares the actual pressure with a mapped pressure reference table. In
The pilot injection is controlled individually by means of PWM-type this table, the reference is engine load dependent. The reference is offset An even gas admission duration setting for all gas admission valves will
drive signals from the cylinder control modules. One cylinder control according to the charge air temperature. not result in exactly the same gas quantity in all cylinders. This is due to
module controls the pilot injection of three cylinders. The pilot injection the geometry of the engine and to some deviations in the gas valve
control valve is attached to the combined diesel/pilot injector on the If cylinder knock occurs in several cylinders simultaneously, another performance. This slight disparity is handled with the cylinder balancing
cylinder head. The pilot injection duration is engine load and speed offset will be added to the waste-gate reference, in order to achieve a control.
dependent. leaner air/fuel mixture in all cylinders. This process is continuous, and
the offset will be restored when the situation normalises. The main control module compares each cylinders exhaust gas
If a failure in one injector occurs, it can be detected as abnormal exhaust temperature with the average exhaust gas temperature of the entire
gas temperature in that cylinder. In such a situation, an automatic trip to Control in diesel/backup operating mode: engine. It then adjusts the duration of the individual gas valves with an
backup operating mode will occur, and an alarm will be initiated. offset, in order to minimise the deviation.
The charge air pressure is limited to a preset max. level, on higher engine There are limitations for the maximum adjustment available. This is in
9. Pilot Pressure Control load levels (> 80 %). This limitation is performed by means of a PID order to prevent that possible component failures cause a too rich or too
controller. The controller uses the preset max. charge air pressure value lean gas/air mixture.
The pilot fuel pump is driven by the engine. The main control module as reference, and the actual charge air pressure as feedback.
controls the pilot pressure, by means of a PID-controller. The reference Above an engine load level of approximately 75% (tuneable) this
pilot pressure for this controller is engine speed dependent. For this The controller will compensate for error, by means of changing the compensation is disabled, and the duration offset will be determined
control loop a pilot pressure sensor is used, and this sensor is attached to position of the waste-gate. The PID dynamic settings are mapped according to fixed values. The knock control algorithm of the WECS
the engine mounted pilot fuel pump unit. according to the engine load level. 8000 will also affect the gas admission duration. The cylinder exhaust
gas control is not active in diesel- and backup operating mode.
In the main control module the measured pressure is compared to a Fig.5 Air/Fuel Ratio Control
pressure reference table, and any deviation from the reference pressure If the engine is in gas operating mode, and the load level is above
will result in a fast and accurate control signal change to the pilot fuel
P a approximately 15% (tuneable) a cylinder knock based control will be
pump unit.
I mV enabled. Light knock in any cylinder will immediately result in a slight
reduction of the quantity of gas injected into that cylinder. In order to
The pump unit is provided with a proportional control valve, for pressure Receiver pressure Cylinder knock
maintain the same engine load level, the speed/load controller will
control purposes. Between the main control module and the pump unit, a automatically increase the gas admission into other cylinders. When the
4-20 mA/0-2000 mA current transformer is used.
P Profibus
situation normalises in the cylinder, the gas admission will slowly be
I MCM restored to the original setting.
The pilot pressure is continuously monitored. If for some reason, the
pressure is exceptionally high or low, a trip to backup operating mode Wastegate valve
This process is continuous, and keeps the cylinders slightly out of
will be initiated. knocking conditions. This process ensures that the efficiency of the
kW engine is kept at optimal levels.
10. Air/Fuel Ratio I
Fig.6 Cylinder Balancing Control
Control in gas operating mode: Engine load
Exhaust gas Cylinder
temperature knock
The inlet air is compressed in the turbocharger, cooled to optimal level in
t Wastegate ref. T a
the charge air cooler and then enters the charge air receiver in the engine I Engine speed
block.
Receiver temperature Engine load MCM
offset
CAN Profibus Exhaust gas temp
The air pressure in the receiver is controlled by a proportional exhaust CCM average calc.
+ knock offset cylinder knock
Exhaust gas
waste-gate valve located on the turbocharger support. The valve reduces temp. knock
calculation
the turbocharger efficiency and thereby controls the air pressure in the
receiver. By adjusting this pressure, the i.e. air/fuel ratio in the cylinder
is optimised.
Main gas
control valve

Illustration 2.2.1a Propulsion Control System Single Line Diagram
MGE 4 PORT MGE 3 MGE 2 STBD MGE 1
11000 kW 10000 kW OUT OF CONVERTEAM SUPPLY 11000 kW 11000 kW
12222 kVA, 0.9pf 11111 kVA, 0.9pf 12222 kVA, 0.9pf 12222 kVA, 0.9pf
MG4 G 6600 V, 3Ph, 60Hz MG3 G 6600 V, 3Ph, 60Hz MG2 G 6600 V, 3Ph, 60Hz MG1 G 6600 V, 3Ph, 60Hz
514 rpm 514 rpm 514 rpm 514 rpm
D4 D3 HM2HM1 HM1HM2 D2 D1
MAIN SWITCHBOARD 6600V-60Hz HM2 HM1 MAIN SWITCHBOARD 6600V-60Hz
GPT2 GPT1
PT4 PT3 PT2 PT1
TRANSF. TRANSF. TRANSF. TRANSF.

6600/1750 V 6600/1750 V 6600/1750 V 6600/1750 V
8200 kVA 8200 kVA 8200 kVA 8200 kVA
Ddo. 75y 11,25 Dd1. 25y 11,25 Ddo. 75y 11,75 Ddo. 25y 0,25
FC2 FC1
MV7316 MV7316
PM2BR PM1BR
BRAKING RESISTOR BRAKING RESISTOR

PM2 13600 kW PM1 13600 kW
M M
570 rpm 570 rpm
TRANSF TRANSF
HMTR2 6600/450 V BP3 BP2 BP1 HMTR1 6600/450 V
3500 kVA 3500 kVA
M M M
BALLAST BALLAST BALLAST
PUMP PUMP PUMP
450 V (400kW) (400kW) (400kW) 450 V
SYSTEM OUT OF CONVERTEAM SUPPLY SYSTEM
HC2HC1 HC1HC2
CARGO SWBD 6600V-60Hz HC2 HC1 CARGO SWBD 6600V-60Hz
GPT4 GPT3
TRANSF TRANSF
6600/450 V CP4P CP3P CP2P CP1P HD2 LD2 LD1 HD1 CP4S CP3S CP2S CP1S 6600/450 V
1000 kVA M M M M M M M M M M M M 1000 kVA
HCTR2 HCTR1
HD LD LD HD
COMP COMP COMP COMP
CARGO (1000kW) (640/320kW) (640/320kW) (1000kW) CARGO
No.2 LV CARGO SWBD PUMPS PUMPS No.1 LV CARGO SWBD
LC2 (4x650kW) (4x650kW) LC1
OUT OF CONVERTEAM SUPPLY

2.2 Propulsion Control System 3. Principle of the Drive Control System
2.2.1 General Description Propulsion Control Principle Power Electronic Controller (PEC)
1. Technical Data In order to convert the electrical energy from a given level of voltage / Each propulsion motor is powered by a MV7316 propulsion converter
current / frequency to another, the fixed frequency network voltage is equipped by a command control based on PEC.
y 2 shaft lines including 1 propulsion motor and a reduction gear: rectified by the diode front-end bridge and filtered via the DC bus
capacitors. The PEC manages the speed regulation loop (including Anti Black Out
(Reduction gears are provided by KAWASAKI company.)
Limitation (ABOL)), the torque, flux and current regulation loops and
- Gear box ratio: 7.851 This DC voltage source is converted by the three levels Neutral Point the starting sequential.
y Each propulsion motor has the features: Clamped (NPC) output inverter bridge into a succession of variable
width voltage pulses (Pulse Width Modulation - PWM). The basic control principle is based on a speed regulation according to a
- Type: induction
speed reference given by lever transmitters compared to speed
- Rated power: 13.6 MW The tuning of the pulse widths and their timing adjusts the motor voltage measurement, which is calculated from electro technical motor
- Rated speed: 570 rpm and frequency in order to supply the motor with a very smooth high measurements.
- Max speed: 610 rpm power quality current waveform. Consequently, the motor pulsating
torque level is reduced to a very low level. The speed regulator generates a torque reference corresponding to the
y Each motor is fed by a MV7316 converter :
propulsion torque needed to provide the required speed. The current
- Rated power: 13.6 MW The PWM converter is also called voltage source inverter (VSI). regulation of the motor is based on a vector flux control. This allows a
y Rated shaft line speed: 72.6 rpm precise management of the torque.
On one hand, the front-end diode bridge is naturally commutated by the
y Rated shaft line power: 13.32 MW
generators EMF without any kind of control. On the other hand, the The IGBT pulses are generated by gate control devices connected by
y Rated shaft line torque: 1870 kN.m (at 69.4 rpm) machine bridge controls simultaneously the voltage phase and magnitude fibre optics to control boards of the main command / control rack.
to adjust the active and reactive power flow between the converter and
2. Single Line Diagram the propulsion motor, ensuring in the first hand the control of the flux A power mode control is systematically selected in open sea (when the
and in the second hand the control of the torque. slow ramp is selected or gas mode) as soon as the propeller speed
(See illustration 2.2.1a) measurement is above 60% of rated speed which corresponds
The magnetising power required to control the motor flux and the motor approximately to 20% of rated propulsion power. In any case, it is still
The electrical propulsions are connected to the high voltage (6.6 KV torque and speed are adjusted via the control of the stator active and possible to disable the power mode by a dedicated push buttons on the
60Hz) switchboard of the ship. reactive current, modifying the PWM pattern and frequency. Due to the remote control panels.
diode front-end topology, this arrangement is not reversible. During
Each Shaft line is powered by one propulsion motor equipped with a manoeuvring or crash stop-braking sequences, the regenerative power is Lever
Basic control transmitters
reduction gear. dissipated into braking resistors via a DC bus chopper built with the principle of
same Press-Pack IGBT (PPI) technology as the inverter stack. MV7316 drive
Each motor is supplied by a MV7316 propulsion converter.

Power Electronic Speed reference
Each propulsion converter is composed of two separated units operating
in parallel. The inverter bridge is a three level Neutral Point Clamped (NPC) Press- Power Regulator
regulation
Pack IGBT (PPI) structure. The cooling unit is based on raw water to Mode Torque
Each unit is connected to the corresponding high voltage bus bar of its deionised water heat exchanger. Speed Meas. Speed control Ref.
side through a transformer.
Each propulsion converter is composed of two separated units operating
in parallel. Each network bridge topology is based on 12 press-pack Flux Torque
control control
diodes supplied by one of two secondary windings of each propulsion
transformer. A 24 pulses configuration is achieved reducing the most
powerful harmonic currents. Id Ref Iq Ref
Converter
bridge
control Firing angles

Illustration 2.2.1b Automation Network Architecture
ECR Local *RL *RC *IS *DUM *DUP

WAGO
Starboard Wing Remote I/O
CSR32A
Converter
Manual
DB25
Switch
*SRW
Color
Printer
Maintenance Starboard Local Optical Ethernet Loop
Computer
Matrix
Printer
*SRW
VDR RS232
Maintenance
IAS RS232 Laptop
MV7316 CONTROL Computer
RS422/485
RS232
Wheelhouse Maintenance
Computer
RS232
Ethernet
Switches
Redundant Ethemet Network(strand A)
Redundant Ethemet Network(strand B)

RS232
Touch Screen
HMI
*ARW
Advanced
MV7316 CONTROL Marine
Controller
RS232
*ARW
Keypad
PEC
RS422/485 RS232
Port Wing
IAS RS232 Power
Indicator
Starboard Side Remote Control Optical Ethernet Loop
Port Side Remote Control Optical Ethernet Loop

*ARE
VDR RS232
Speed
Indicator
Port Side Local Optical Ethernet Loop
Maintenance
*PRW *ARE Laptop Local
Computer Lever
Lever
*PRW
Control
Panel
C Series
*RL *RC *IS *DUM *DUP
*=>P (PORT) / S (STARBOARD)

All hardwired inputs/outputs needed by the PEC controller, like Motor, converter, transformers, MCC and shaft line safeties
measurement / circuit breaker interface, are acquired by 2 ways: monitoring (including temperature monitoring, and locking
devices interlocks) are connected onto this network. This
y Inputs / outputs directly connected on the power interface network is also in charge of acquiring P.L.S. information from
boards (PIB) for fast information, like current / voltage switchboard.
measurement (fast signals).
y Inputs / outputs connected on a dedicated Wago remote I/O rack y 1 I/O network for inter AMC PLC communication. This
for other information such as circuit breaker monitoring, water network based on redundant Ethernet technology ensuring a
cooling unit interface (slow signals). hardware redundancy is using two independent Ethernet cables
for a single network node. The failure of one cable is signalled
Advanced Marine Controller (AMC) by the system but totally consequence less for the control
system. This network is mainly in charge of exchanging
In addition to previous information, process I/O like global start / stop information from each propulsion PLC with the H.M.I
and speed reference orders are acquired by a computerised network from computers.
another PLC hereafter called AMC PLC which stands for Advanced The maintenance PC is connected to this network. Its purpose is
Marine Controller. - To configure IP address of different elements of the
propulsion system (P.E.C. PLC, A.M.C PLC, Wago I/O
This additional PLC is in charge of the following functions: rack)
y Auxiliaries starting / stopping sequence - To download software in the PLC
y Process fault management - To monitor the propulsion system.
y Propulsion Limitation System. (PLS) for automatic propulsion
limitation in case of generator overload (in regards of active
and reactive power measurements)
y Remote control management for acquiring orders from
operators on the ship.
y Links with external devices such as Human Machine Interface
(HMI) or Integrated Automation System (IAS)
Automation Network Topology
To manage those functions, the AMC PLC needs inputs / outputs

acquired by different separated networks:
y 1 optic fibre I/O Ethernet network for remote control panels

independent for each shaft line. The topology is fault tolerant
due to a loop configuration.
Control is available from remote control panels in wheelhouse
and ECR or from a local control panel. Each AMC PLC
manages the control panels.
y 1 optic fibre I/O Ethernet network for propulsion control

management and safeties is also independent for each shaft line
and also using a loop configuration.

2.2.2 Propulsion Control System Description Auxiliaries On / Off orders are given by the operator from a propulsion Pushing the STOP button stops the power sequence and the auxiliaries
remote panel located in Local, or ECR. sequence. To stop this sequence, some conditions have to be present.
2.2.2.1 Functional Organisation
Power Start / Stop orders are given by the operator from a propulsion 1. Auxiliaries Sequence
The central point of this drive control system is the master power remote panel located in Local, ECR, Wheelhouse, starboard and port
electronic controller (PEC) associated with the process controller (AMC) wing. Each drive PLC starts and stops auxiliaries of its own shaft line.
in the control cubicle of the MV7000 converter.
NOTE The starting/stopping of auxiliaries consists in switching on/off:
The AMC controller carries out the following main functions; On the bridge if auxiliaries are not previously started, pushing the
y Start/stop auxiliaries start power button automatically start them up first, before going on y Converter cooling pumps
with the power sequence.
y Propulsion switching on/off order elaboration y Propulsion transformer fans
y Remote control management These two operations are managed in the propulsion process controller y Propulsion motor fans
y Propulsion limitation system (AOLL- anti overload limitation) by two sequences:
y Alarms and safeties monitoring related to process management The starting of each of these auxiliaries group are not simultaneous, to
y Power sequence (Start/ Stop). avoid a too big inrush current.
y Interfaces with operator (HMI)
y Interfaces with other systems (IAS) y Auxiliaries sequence (On / Off).
The start/stop orders are sent to each auxiliary starter via a remote I/O
rack. The information Auxiliary ON and Remote Control are
The PEC controller carries out the following main functions; received in the process controller via the same remote I/O rack.
y Power bridge dedicated I/O acquisition
If the Auxiliary ON information is not received within a time delay
y Power switching on/off sequential after its command, this auxiliary is considered faulty and an alarm (called
y Speed reference calculation electric fault) is raised.
y Torque and IGBT pulses calculation
Electric fault origin can be due to:
y Alarm and safeties monitoring related to power bridge
y Propulsion limitation system (ABOL-anti black out limitation) - Motor fan problem
y Power regulation mode (Rough Sea function) - Motor starter MCC problem
- Local / Remote selection is on local (orders from the propulsion
system are not taken into account). This last issue must be
2.2.2.2 Power Sequential Pushing the Aux. On button starts the auxiliaries sequence.
checked visually locally on the starter or on the HMI.
This section relates to the starting / stopping sequences of the propulsion. Pushing the Aux. Off button stops the auxiliaries sequence. The
The oil jacking pumps of propulsion motor bearings have not the same
The operation of the propulsion control is divided into two parts. auxiliaries are still running for a specific time delay to ensure the correct
control. They are not managed by the auxiliaries sequence. This is done
cooling of different components.
to protect the shaft line of any damage due to rotation by wake effect.
Auxiliaries Part
The stopping of these pumps is possible only from the local control of
NOTE
these pumps. Refer to the chapter Propulsion motor bearings (jacking
First the auxiliaries have to be started. This is launched by a technical To be allowed to put the auxiliaries Off, power must be Off.
and lubrication units)
operator in order to ensure the good behaviour of the system before
starting. This operation prepares the transformer, the bridge, the motors Pushing the START button starts the power sequence, the propulsion
NOTE
cooling, in order for the propulsion to be ready to start. motor is ready to rotate. To start this sequence, some initial conditions
Black-out occurrence:
(detailed after in this document) have to be present.
Power Part At the end of a blackout the control starts automatically all the
auxiliaries, which were previously running, as soon as the signal end
However, pushing the button for more than 3 seconds allows to bypass
Secondly the operator has to switch the power on. This operation of blackout is received (which means enough voltage on the low
the initial conditions that have an alarm effect. Moreover, conditions
energises the motor and the DC bus capacitors and makes the drive and voltage bus bar is present).
which have a tripping effect can be overridden by the operator.
the motor ready to rotate. The operator must just replace the master speed lever on the stop
position and use the START button to restart the propulsion motor.

2. Propulsion Transformer Auxiliaries 3. Propulsion Converter Auxiliaries

NOTE
Emergency stop occurrence: Each converter is fed by 2 propulsion transformers. Each transformer is Each propulsion converter is fitted with 2 independent deionised water
In case of emergency stop the jacking pumps remain in operation. All cooled by forced air circulating in a closed loop system. The air flow is units fitted each by 1 pump.
the other auxiliaries are stopped for safety reasons. cooled by an air/fresh water exchanger which evacuates the heating
losses. Each transformer is equipped with 4 fans, which are running at The pumps are started by the auxiliaries sequence. They are stopped 10
The following schematic illustrates the starting and stopping sequence: the same time. minutes after the auxiliaries off order received from the selected
remote panel, except if the main circuit-breaker is still closed. In that
During an auxiliaries start sequence, all fans are started. Therefore, condition, they remain running in order to avoid the ionisation of the
outside the auxiliaries start sequence, one fan per transformer is started hydraulic cooling circuit, and they stop as soon as the circuit breaker is
as soon as the main circuit breaker is closed. open and DC bus voltage is discharged.
When the sequence is stopped, the fans are stopped 30 minutes after the Heating resistors are directly linked to a cubicle internal temperature
auxiliaries off order is received from the selected remote control sensor, which controls the heater start/stop commands.
console.
Protections for the converter deionised water unit are:
But after 30 minutes, if the main circuit breaker is still closed, one fan - Bridge deionised water temperature
per transformer remains in operation to dissipate the no load losses - Reactor filter temperature
(essential mode). This fan is switched off as soon as the propulsion main - Deionised water pressure
circuit breaker is opened. - Deionised water conductivity
- Deionised water leakage
In normal operation, the loss of transformer fans induces: - Deionised water flow
- The display of an alarm on the HMI if a fan is requested to start 4. Propulsion Motor Auxiliaries (Fans)
and the contactor feedback is not received after a timeout
(electrical fault). The electrical motor is cooled by forced air circulating in a closed loop
system. The air flow is cooled by an air/fresh water exchanger, which
- A transformer fans non critical or critical fault based on the evacuates the heating losses generated by the motor.
checking of contactor feedback of the number of fans required
to ensure the correct cooling of the transformer. The propulsion motor is equipped with 2 fans, which are running at the
same time.
Fans Lost 1 2 3 4
Electrical Fault YES YES YES YES The fans are started by the auxiliaries sequence. These fans are stopped
Non critical fault YES YES 30 minutes after the auxiliaries off order is received from the selected
Critical fault YES remote control console.
For each transformer other protections are implemented to monitor the An heating resistance is started when propulsion is stopped to avoid air
After the auxiliaries stop request, the sequence is immediately switched transformer as: condensation in the motor. The resistance is stopped when propulsion
off but auxiliaries are still running for 30 minutes, to ensure the correct - 2 sets of secondary windings temperatures sensor (1 for EPS, 1 starts.
equipments cooling (step 5 of the sequence), then only the essential for IAS )
auxiliaries are still kept running. If, during this time, the operator wants - 1 additional set of secondary windings temperature sensor as The loss of motor fans induces :
the auxiliaries to keep running, the Aux. on button can still be used. spare
- 2 Cold air temperature, one per hydro cooler y The display of an alarm on the HMI if a fan is requested to start
Test mode: - 1 leakage detector per hydro cooler (total 2, gathered in a single and the contactor feedback is not received after a timeout
When auxiliaries sequence is off, all auxiliaries can be commanded signal) (electrical fault).
(individual start and stop) by the supervision workstation in order to test - 1 air flow detector per fan, (total 4, gathered in a single signal ) y A motor fans non critical or critical fault based on the checking
the good behaviour of each equipment. (Except the propulsion motors of contactor feedback of the number of fans required to ensure
bearings jacking pumps, which are always running) Heating resistors are controlled from HV switchboard feeder. the correct cooling of the motor.

Fans Lost 1 2 NOTE The operator has to:

Electrical Fault YES YES Low low oil flow => Not rated oil flow AND oil flow
lacking. y Repair the faulty jacking unit.
Non critical fault YES y Reset the relevant 30 minutes counter from the HMI
Critical fault YES A non critical fault is raised and displayed on the HMI. (with special privilege).
y Push the RESET button to reset the default before
For each motor other protections are implemented as: - When a jacking unit is faulty for more 3 minutes (may be starting the propulsion.
- 2 sets of windings temperatures sensor ( 1 for EPS, 1 for IAS ) discontinuous lubrication at high speed), the propulsion is
- 2 additional set of windings temperature sensors as spare stopped not to damage the bearing (overheating of the 4) Instrumentation
- 2 cold air temperature ( 1 for EPS, 1 for IAS ) bearing surface).
- 1 leakage detector with 2 contacts ( 1 for EPS, 1 for IAS ) For each jacking unit, protections are implemented as:
A critical fault is raised and displayed on the HMI.
5. Propulsion Motor Bearings (Jacking and Lubrication Units) y 1 oil rated flow switch
This is managed by a 3 minutes counter:. y 1 oil flow lacking switch
One jacking pump is provided for each bearing (DE & NDE) and one y 1 oil filter clogging
axial lubrication pump is provided for the DE bearing. y This counter is increased by 1 each second with faulty y 1 oil pressure transmitter
jacking.
Jacking Unit y This counter is decreased by 1 each 10 seconds without For each bearing other protections are implemented as:
faulty jacking.
The motor bearings are self lubricated for the rotor jacking. Below y 2 temperature
70rpm (absolute motor speed), the jacking units are required. There is one counter for each bearing and they are displayed
on the HMI. When the propulsion is stopped, it cannot start For DE bearing external pump other protections are
1) Pump Start until jacking unit has been repaired. implemented as:
- As soon as locking device is disengaged. But, the operator, under responsibility and in emergency y 1 oil flow lacking switch
- When motor speed (absolute value) is under 84rpm in circumstances, can force the start of the propulsion.
deceleration phase. Lubrication Unit
- During a blackout, as soon as the emergency switchboard Operator has to:
has been energised. For the DE bearing, an external low pressure oil pump is used to assume
y Push the OVERRIDE button to reset the 3 minutes the axial lubrication of the bearing.
2) Pumps Stop counter.
y Push the RESET button to reset the default before 1) Pump Start
- 10 minutes after the locking devices have been engaged. starting the propulsion.
- When motor speed (absolute value) is over 105rpm in - As soon as locking device is disengaged.
acceleration phase. - However, when a jacking unit has been faulty for more than - During a blackout, as soon as the emergency switchboard
30minutes, the propulsion is stopped. has been energised.
3) Faults Management
A critical fault is raised and displayed on the HMI. 2) Pumps Stop
- A jacking unit is faulty when it is required and one of the
following conditions occurs: This is managed by a 30minutes counter which is still - 10 minutes after the locking devices have been engaged.
increased by 1 each second with faulty jacking.
y Electrical fault of the jacking pump. 3) Faults Management
y Oil leakage: Low low oil pressure AND low low oil There is one counter for each bearing and they are displayed
flow. on the HMI. - Lubrication unit is faulty when it is required and one of the
y Clogged oil pipe: High oil pressure AND low low oil following conditions occurs:
flow. When propulsion is stopped, it cannot start any more. This y Electrical fault of the lubrication pump
critical fault cannot be overridden. y Oil flow lacking

- If the lubrication unit is faulty, the DE jacking unit is used Other shaft line devices Permanent Conditions to Maintain Propulsion Working
instead, keeping its jacking function. The jacking unit is
managed in the same conditions as the lubrication unit. When the turning gear is engaged on one shaft line, the propulsion All the following conditions must be maintained to keep propulsion
system is stopped on the other shaft line. working.
- If both lubrication and DE jacking units are faulty, the motor
speed is limited (for this shaft line only) to 400rpm. The information Other shaft line OK is computed from: Losing one of those instantaneously stops the propulsion (with or without
main CB opening depending on the stop condition)
A non critical lubrication faults is raised and displayed on y Other shaft line Jacking system OK.
the HMI. y OR Other shaft line locking device engaged. - No emergency stop.
- No safety fault with Motor stopping effect.
4) Instrumentation When the other shaft line is not OK, an alarm is raised. - No safety fault with Motor CB tripping effect.
- Propulsion transformer CB closed.
1 oil flow lacking switch However, this alarm can be bypassed in order to start the propulsion.
Power Sequence
6. Propulsion Shaft Line Auxiliary Devices 7. Power Sequence
Each propulsion controllers (AMC and PEC) start and stop the power
The following are installed on each shaft line: Initial Conditions to Start Propulsion sequence of their own converters.
Turning Gear Starting the propulsion is possible with the dedicated push button on the The AMC is in charge of gathering/selecting the active start / stop order
active remote control panel if the following condition is fulfilled: coming from the propulsion control panel start / stop push buttons
The turning gear is allowed to be used in the following condition and checks the initial conditions detailed previously.
(authorisation signal is sent from EPS to turning gear system): - No fault with Alarm (IC) effect. The operator can bypass this
condition by maintaining the Power On button on the active The PEC controller is in charge of the different steps of the power
y Locking devices at rest position panel during 3 sec. sequence which consists in:
y Jacking system in operation
y Propulsion is OFF. - Enough power to start. (At least 2 diesel generators connected - Starting:
on the network with bus tie closed or 2 diesel generators on y Pre-magnetisation contactors closing
Turning gear disengaged signal is requested to enable the start of the each switchboard side if bus tie open). y Pre-magnetisation of the transformer and capacitors pre
propulsion. charging
- Jacking system is in operation. y Main transformer circuit breaker closing request
Shaft Line Locking Device y Pre-magnetisation contactors opening
- Shaft line free (turning gear disengaged, locking device at rest y Motor speed estimation
Locking device disengaged signal is requested to enable starting the position, gear box start permit). y Motor fluxing
propulsion. y Speed reference enabling
- Speed reference set to 0 RPM.
Gear Box Then the motor is ready to rotate as soon as the operator moves
- Propulsion converter initial conditions are OK. the propulsion lever.
Gear box start permit signal is requested to enable starting the propulsion.
This permission is sent by IAS to the EPS (hardwired input). - All auxiliaries are running. - Stopping:
y Speed reference cancellation
Gear box running authorisation signal is requested when the propulsion - Running authorization received from IAS. y Pulse cancellation
is running. If this information is lost, the motor stops. This permission is
sent by IAS to the EPS (hardwired input). Initial Conditions to Stop Propulsion NOTE
In order to avoid the need of a new pre-magnetisation sequence for the
Gear box slow down signal limit the propulsion. A torque limitation is Stopping the propulsion is possible with the dedicated push button on the following start also contributing to increase propulsion system
applied on the propulsion system. This permission is sent by IAS to the active remote control panel if the following condition is fulfilled: availability by reducing the start up time, the propulsion main
EPS (hardwired input). transformer circuit breaker is not opened by the sequential control but
- Speed reference = 0 rpm. only tripped in case of fault with tripping effect.

Illustration 2.2.2a Propulsion Panel
FAST RAMP TEST DEIO CCU1 : & TEST DEIO CCU2 : Only on Local
Pushbutton with cover, colour white. Keys with associated signal lamp.
This button will change from the Slow ramp to Fast ramp, when the speed lever is This function allows testing the deionised water pumps, installed in CCU1
the first step of deceleration ramp ("Navigation" zone). The corresponding lamp is or CCU2 cubicles of the frequency converters.
illuminated when the propulsion follows the slow ramp and when the lever is in the This function is only available when the auxiliaries are off.
"Navigation" zone. The operator can unselect the fast deceleration ramp (and so select
the slow deceleration ramp) by pushing again the button.
PRESSURE CONTROL MODE
Key with associated signal lamp.
When the fast ramp is selected, the FAST RAMP light push button is steady lit on all
This function is in charge of the Pressure Control mode activation. The Pressure
the control panels. When the slow ramp is selected, the FAST RAMP light push button
Control mode controls the propulsion power according to the gas tank pressure.
is switched off on all the control panels.
The button is active when the associated remote control panel is active. ALARM
Lamp, colour yellow
STOP : (Propulsion OFF)
Indicates that a failure generating only an alarm (an indication) has occurred.
Pushbutton with cover, colour white.
This button will stop the propulsion system. PLS ACTIVE
The corresponding lamp is illuminated when the propulsion is off. PROPULSION Lamp, colour orange
The Off button is active when the associated remote control panel is active. Indicates the PLS system is active, so there is an insufficient power available
START : (Propulsion ON) on the network. This is not a failure but a status.
Push button with cover, colour green. LIMITS ACTIVE
This button will start the propulsion system. Lamp, colour orange
FAST STOP START OVERRIDE EMERG
The corresponding lamp is illuminated when the propulsion is on. RAMP STOP Indicates a torque or speed limitation applied on the propulsion motor.
The ON button is active when the associated remote control panel is active.
SHUTDOWN
OVERRIDE Lamp, colour red
Push button with cover, colour yellow Indicates that a failure generating a trip of the propulsion has occurred.
This button will override alarms to start propulsion
This button will override faults to prevent propulsion shutdown TRANS. ACK.
It is illuminated when the override function is activated.
PRE_CTRL
A
MODE
AUX OFF AUX ON POWER
MODE
COMBINE This function is used to acknowledge a transfer request from another panel.
This button is active when the associated remote control panel is active. It is flashing when the acknowledgement is requested by another control panel.
EMERGENCY STOP CTRL HERE
Emergency stop push button with cover, colour Red. This function is used for transfer request of control to this panel.
Action: Electrical tripping of the propulsion (main circuit breaker tripping, blocking It is illuminated when the control is active from this panel.
of the pulses of the converter IGBT bridges), it is illuminated when it is activated. It is flashing when the transfer needs to be validated by a transfer acknowledgement
This button is available at any time. from the active remote panel.
ALARM PLS ACTIVE
COMBINE Only on Wheelhouse, Wings and ECR. When it is flashing, the control transfer can be cancelled by pressing the button a second
Key with associated signal lamp. + SILENCE RESET Control mode info LOCAL / ECR / BRIDGE / P WING / S WING
LIMITS ACTIVE SHUT DOWN BUZZER
This function is in charge of the combined mode activation. An illuminated lamp indicates this control station is selected.
The combined mode controls both shaft lines (one lever is master and the other is slave). LOCAL: Propulsion is controlled on local
It can be used only when both shaft lines are propulsion on and ECR: Propulsion is controlled on ECR
when wheelhouse / wings / ECR panels are active. POWER
MODE
COMBINE
FINE
SETTING Spare
Only indication for Local. P WING: Propulsion is controlled on Port wing console
AUX OFF PR. CTRL
LEVER
BRIDGE: Propulsion is controlled on Bridge
Key with associated signal lamp
MODE
CTRL
S WING: Propulsion is controlled on Starboard wing console
TRANS
This function stops all the auxiliaries; it is illuminated when the auxiliaries are off. ACK HERE
PR. CTRL MODE: Pressure control mode is activated
Only indication for bridge and wings panels. P WING BRIDGE S WING LEVER: Propulsion is controlled by Lever
Spare
AUX ON POWER MODE: Power mode selected
Key with associated signal lamp LOCAL ECR
COMBINE: Combined mode selected
This function starts all the auxiliaries; it is illuminated when the auxiliaries are on. FINE SETTING: Fine setting selected
Only indication for bridge and wings panels. DNMM ER TEST A flashing lamp indicates a control transfer is in progress.
SILENCE BUZZER CONTROL

PANEL
FAILURE CONTROL PANEL FAILURE
This function stops the alarm buzzer, illuminated when the buzzer is in operation. Lamp, colour red
This function is available at any time. It indicates the station cannot communicate with the relevant drive controller system.
The station cannot be used anymore.
RESET TEST
Button to check lamps and buzzer.
This function resets alarms and faults
It is illuminated when at least one alarm is active. DIMMER +/-
This function is active at any time in ECR; it is active on bridge or wing station Button to set lighting level of the 2 propulsion panels, the different indicators,
when the relevant remote panel is active. and the speed lever.
+ : & - : Only on Wheelhouse, Wings and ECR
Keys with associated signal lamp.
This function is in charge of the speed fine adjustment.
It can be used only when both shaft lines are propulsion on and when
wheelhouse, wings or ECR panels are active.

Emergency Stop Principle 2.2.2.3 Remote Control Function 2. Lever Mode
Emergency stop push buttons for propulsion system are installed on 1. Changeover System This function is available on every remote control station.
control panel in several locations:
The remote control mode allows the propulsion motors to be operated In lever mode, the lever of the active panel (see chapter Changeover
y Port and Starboard Local console from one of these locations. System to change active panel) is considered as master for the remote
y ECR console control. The signal is then ramped in the PEC and directly applied as the
y Bridge console y Wheelhouse (ARW) speed set point for the ship.
y Port and Starboard wing console y Port & Starboard Wings (PRW & SRW)
y Engine Control Room (ARE) In case of failure of the master remote control I/O rack or of the signal
Emergency stop pushbutton for each propulsion motor is also installed on y Local (PRL & SRL) lever reference input, the speed reference active to control the motor
the cubicle of each 2 units of a converter. remains available in the AMC PLC and is maintained until transferring
Therefore, in case of failure of the whole remote control system, a the control to another valid station.
The emergency stop must be used in case of fire, electrical jeopardy, keypad connected on the converter cubicle allows to run the motor with
personal safety and sometimes for navigation needing to have the shaft the minimum security conditions (only those regarding the drive itself). If the whole station is lost (supply failure or I/O rack fault) a red led
line on free wheel. indicates the failure of the panel.
This is done under the full responsibility of the operator.
CAUTION The lever mode is a default working mode for propulsion system and is
The emergency stop cannot be used to slow down or stop the ship. When the control is requested to be transferred to another station, a the mode selected on system start up. It is selected when no other
buzzer is periodically activated on both the stations until the transfer is particular mode is running (ex: Fine setting, Program Mode).
When an emergency push-button is pressed, the following actions are completed or cancelled.
made on the relevant shaft line: A Lever lamp is available on all remote control panels to indicate the
The push buttons CTRL HERE and TRANS. ACK. on each mode. The levers of one shaft line are connected together by a
y Propulsion motor sequence stopping remote control panel allow to take control and to acknowledge a request synchronising electric shaft to align the slave levers onto the master
y Main circuit breaker tripping coming from another control location. reference.
y Propulsion auxiliaries tripping (except motor bearing lubrication
and jacking pumps, which must be stopped in local if necessary). Both propulsion systems are completely electrically independent, and use NOTE
a separate changeover system to allow an independent transfer. Slave lever means lever of a non-active panel.
The emergency stop push buttons are hardwired to emergency stop relays
located in each control unit CLC. Each control panel is connected to a dedicated remote I/O rack located in When a lever is not aligned (ex: electrical shaft failure) any transfer to
the corresponding console. In case of failure on one among these systems, this levers panel requires a manual alignment before control being really
The continuity of the lines (emergency stop circuit) is permanently the control of the propulsion can be recovered by pressing the CTRL transferred to avoid any speed set point step variation during transfer.
checked. If a failure occurs in one of the emergency circuit or in the REQUEST pushbutton on a healthy panel.
emergency stop relay, the alarm Emergency stop circuit fault is raised. During this time delay, take control buzzer is ringing to inform the
A level of priority between the remote control panels allows the operator operator of the necessity of this manual action. However, if the control
In case of failure of the PEC, the emergency stop circuit is still in to take control. The Priority level is the following (from lowest to has to be transferred to a panel having an higher priority than the current
operation. highest): master, the transfer is done no matter the lever is aligned or not.
Signalling y Bridge or Wings 3. Combine Mode

y ECR
Each pushbutton located on control panel is equipped with two output The aim of this function is to manage the lever reference of both the shaft
contacts. y Local
lines from a single remote control station.
y One is used to trip the circuits breakers of the two propulsion A lamp is available on all remote control panels to indicate the master That means the lever of this remote control station becomes the Master
transformers (in hardware). station. of combine and drives the position of the lever of the other shaft line (the
Slave of combine).
y Second one is used to generate an alarm in the software to
locate which pushbutton has been pressed.

The slave lever is then combined and moves according to the master 4. Fine Speed Setting Mode
lever reference.
This function is available on all the remote control stations except the
This function is available on every remote control panel except the LOCAL control panel.
LOCAL control station.
On each control panel, two push button labelled + / - are available for
- Combine mode can be selected by the operator when these fine speed setting. This function is provided to modify the speed set point
y When the fast ramp is selected, the FAST RAMP light
permanent conditions are matched : with high accuracy.
push button is steady lit on all the control panels.
y Both the propulsions are in lever mode (not in keypad
y When the slow ramp is selected, the FAST RAMP light
mode). Pushing one of these button on the active panel automatically activate
push button is switched off on all the control panels.
y Take control on the same control panel on both the shaft this mode. When active, a lamp Fine setting is displayed on all remote
lines (i.e. wheelhouse, port or starboard wing, ECR). control panels.
NOTE
y There is no change of take control.
The fast ramp can be selected on a control panel, but can be unselect
y Slave lever has to be aligned with the master lever (with a y Pressing + or pushbuttons increase / decrease the actual
from another if the take control has changed.
dead band of +/- 20%). speed set point of 1 rpm.
y Pressing + or pushbuttons for more than 3 seconds
6. Pressure Control Mode
- To select the combine mode, the operator has to push the button increase / decrease the actual speed set point of 3 rpm/s.
COMBINE MODE on the panel having the control taken.
The aim of this function is to optimise the consumption / cost of the
Wheelhouse levers follow the current set point. In case of any electrical
propulsion system when operating in Gas mode.
When the Master of combine lever is moved, the slave of shaft failure (levers no more in accordance with the current set point) on
combine lever follows the master one. wheelhouse remote control panels, the fine setting mode is automatically
The system is able to burn an excess of gas from the tank. Based on the
deselected and lever mode become active.
regulation of the tank top gas pressure, the system adjusts automatically
The same lever reference is sent to each shaft lines PEC.
the propulsion motors power in order to avoid the use of the gas
Transferring the control to other station (transfer request) or moving the
combustion unit (GCU).
NOTE lever of active panel automatically deselects the fine setting mode and
As in normal lever mode and due to the electrical shaft, all the levers brings the speed command back to lever mode.
NOTE
of a shift line are aligned to the master one.
This function is managed separately for each shaft line.
5. Fast Deceleration Ramp Selection
y Signalling on the master shaft line :
The aim of this function is to select, during the first step of deceleration This functions uses the following MODBUS signals between IAS and
- The COMBINE light push button is steady lit on all the
ramp, between a slow and a fast speed ramp. That means there are 2 EPS :
control panels.
- The dedicated LEVER lamp is steady lit on all the values for the first segment of the deceleration ramp.
- Pressure control mode available (digital input IAS -> EPS).
control panels.
- By default the slow deceleration ramp is selected. - Pressure control mode selected (digital output EPS -> IAS).
- Pressure control mode activated (digital input IAS -> EPS).
y Signalling on the slave shaft line :
- The operator can select the fast deceleration ramp by pushing - Pressure control mode power offset (Analog input IAS -> EPS)
- The COMBINE light push button is switched off on all
the control panels. the dedicated push button FAST RAMP on the active remote
control panel. Pressure control mode can be selected by the operator when these
- The dedicated COMBINE lamp is steady lit on all the
This function is available on all the remote control panel. permanent conditions are matched :
control panels.
- The dedicated LEVER lamp is switched off on all the
- The operator can unselect the fast deceleration ramp (and so - Propulsion in power regulation mode.
control panels.
select the slow deceleration ramp) by pushing the dedicated - Pressure control mode available sent from IAS.
push button FAST RAMP on the active remote control panel. - No communication fault with IAS.
- The conditions to exit from the combine mode are either :
y To push the button CTRL Here on the master panel This function is available on all the remote control panel.
The light push button PRESSURE MODE is flashing.
where the mode was set.
y To push the button COMBINE on the slave panel - Signalling on the remote control panel :
To select the pressure control mode, the operator has to push the button
(switch Master / Slave).
PRESSURE MODE on the control panel located in the wheelhouse.
y The loss of a permanent conditions (see above).
The EPS sends to IAS Pressure control mode selected.

The light push button PRESSURE MODE is steady lit. - Drive the propulsion even if the whole Remote Control system The speed regulation is locked when the following conditions are
is out of order (no lever, no panels). fulfilled:
In order the power offset to be applied by EPS, IAS sends Pressure - Read and reset the present fault - Both the shaft lines with lever at 0 rpm position.
control mode activated. Then, the dedicated PRESSURE MODE lamp - Display the converter main measurements - Propeller speed at 0 rpm for a time delay (typically 10 minutes).
on the control panel is steady lit.
Keypad Communication: Consequently, the propeller speed is controlled in the whole speed range
NOTE included at 0 rpm.
If the IAS doesnt send any more Pressure control mode activated, The keypad is connected to the propulsion main controller PEC via a
the power offset is neither applied. serial link RS232. The protocol is Modbus, keypad is master. 2. Speed Reference Processing
The power offset received from IAS is a value [100 to 100] A twisted pair makes the connection between the 9-pin connector of the The speed setpoint used by the regulator is selected among the different
corresponding to a percentage of the rated motor power [5% to 5%]. keypad to a serial port of the CPU module. speed setpoint available (WHL, ECR, Local,) depending on the station
This percentage is modifiable in the EPS system. The calculated power or control mode active.
percentage is added to the power setpoint of the propulsion motor. 9. Converter Deionised Water Pump Test in Local
This speed reference is then ramped according to two modes (gas mode
So if the power setpoint is 70%, an offset of 100 increases the setpoint at It is possible to start / stop the deionised water pump of each converter or fuel mode). Each mode has a 3 segment acceleration ramp and a 3
75%, an offset of 100 decreases the setpoint at 65%. (master and slave) in order to test them. segments deceleration ramp. For the first segment, a dedicated push
button on the control panels allows to switch from a slow to a fast speed
The conditions to exit from the Pressure control mode are either : To do that, dedicated push buttons are available on the LOCAL control deceleration segment.
station :
- Pushing of the PRESSURE MODE button on the panel. A specific deceleration ramp is used for crash stop.
- Loss of one permanent condition (see above). - The button DEIO TST CCU1 manages the pump of the
master converter CCU1. Ramp mode selection
If offset power value reaches a low power offset limit or a high power - The button DEIO TST CCU2 manages the pump of the slave
offset limit since 15 minutes, an alarm is generated to ask to crew converter CCU2. The selection Gas or Fuel is given by PMS (IAS). Each engine can run
member to decrease or to increase speed propulsion by using the lever in in Gas mode or Fuel Mode.
order to keep pressure control mode. The buttons are available only when the auxiliaries are switched off. - Gas mode : at least one engine running in gas mode (Slow
Pushing the button either stats the pump if it is stopped, either stops the ramps)
7. Emergency Telegraph System pumps if it is started. When the pump is running, the dedicated light is - Fuel mode : all engines running on fuel mode
steady lit. Else if it is stopped, the light is switched off.
This function is available on wheelhouse, ECR and Local. Default mode is Gas ramp. It means that Gas ramps are selected
2.2.2.4 Speed Control Function when no communication is received from IAS.
Externally to propulsion remote control system, an independent
emergency telegraph system is provided. The propulsion motor speed setpoint is controlled in the propulsion main Speed Setpoint Slopes
controller (PEC). The PEC carries out the following functions:
8. Keypad Shaft Speed FUEL GAS Crash Stop Slopes
y Speed setpoint processing: generation of a acceleration and 0 ~ 24rpm 15s 30s
The keypad is connected to the propulsion main controller (PEC) via a deceleration slopes. 24 ~ 48rpm 45s 180s
serial link communication. The keypad is mounted on one converter door.
y Speed measurement 48 ~ 77.7rpm 434s 941s
It is designed as a maintenance control tool for service engineers or y Speed control 77.7 ~ 48rpm
724s 724s
trained operators. It allows to run the motor with the minimum security y Torque limitation application (normal segment)
conditions (only those regarding the drive itself) and the operator has to y Generation of the torque setpoint 77.7 ~ 48rpm
217s
check by himself that all conditions are fulfilled to run the equipment (fast segment)
properly. (i.e. start manually the necessary auxiliaries). 48 ~ 24rpm 15s 30s
1. Speed Reference Unlocking
24 ~ 0rpm 15s 30s
The keypad allows the operator to:
The speed regulation is released as soon as the propulsion is started and 77.7 ~ 0rpm 32s
the lever is moved at position different from 0 rpm (included dead band).

Shaft speed max is limited to +77.7rpm (positive speed ahead Sequential Limitation Due to resisting torque on the propeller, the shaft line speed is
direction). reduced down to its trailing speed. The braking sequence is
In astern direction, shaft torque is limited to -60% of the rated torque. Due to faults in auxiliaries, for example transformer, converter or validated as soon as the shaft line speed is within a specific
propulsion motor fans, the torque has to be limited in order to avoid any speed range.
NOTE overheating elements.
Shaft speed at 72.6rpm means 570rpm on motor. d) From now on, speed regulator is back in operation and negative
To do that, some current limitations are provided. When a fault occurs, torque is applied. Negative power (regeneration mode) is
3. Speed Measurement / Motor Frequency Measurement Selection these limitations are put into operation sequentially. dissipated in the braking resistor.
Speed measurement can be acquired directly from a speed sensor or Process Limitation e) When shaft speed inverts, speed and torque are both negative so
calculated from the motor frequency issued from the motor voltage power become positive again (motor mode).
reference and current measurement. Default setting is based on the Both the propeller and shaft line are designed to be able to transmit a
electro-technical measurement. torque (100%) in ahead rotation. In astern rotation, the torque delivered f) And the shaft line speed increases following the speed ramps.
by the propulsion converters is limited at 60% of the rated torque.
4. Torque Limitation
Some speed limitations are applied on each shaft line according to the Breaking Resistors
The torque reference is issued from the speed control loop. This signal is state of the others shaft line, in case of locking device, turning gear
then limited, if necessary, by the torque limitation block. engaged or IAS slowdown. During the braking sequence, the breaking resistor is activated in order to
dissipate the current regenerated from the motor through each propulsion
Selecting of the most important torque limitation from: 2.2.2.5 Reverse Running/ Crash Stop Manoeuvre converter.
- PLS limitation (Propulsion Limitation System) The reverse running (change from ahead propulsion to astern propulsion General Description of Braking Resistors
- Electro-technical limitation or the contrary) or crash stop manoeuvre (ahead rotation and lever at full
- Min/Max frequency limitation astern position) is achieved by the motor electronic control, according to They are 2 breaking resistors into a frame for each propulsion converter.
- Network voltage limitation the following general sequence: At the top of the frame, an integrated air/water heat exchanger is in
- Sequential limitation charge of the dissipation of the heat produced by the resistors.
Motor tor que 1
- Process limitation
Braking Resistors Operation
PLS Limitation
MOTOR POWER > 0 2 There is never any limitation or trip according to the state of braking
The propulsion limitation system is implemented to prevent any blackout resistors in the propulsion mode (i.e. out of braking sequence).
due to an overload on the generators.
Depending on the initial vessel speed and the braking duration, the
Shaft speed
This function applies a torque limitation on the propulsion in case of : MOTOR POWER > 0 4 3 energy dissipated through the braking resistors can be important.
- overload on the active or reactive power of the generators. 5

So the braking resistors are activated in the braking sequence when the
MOTOR POWER < 0
- mains frequency under a threshold indicating an overload of shaft speed is under a threshold depending on the braking capability
6 (number of converter online), which directly impacts the braking
generators.
- mains voltage under a threshold indicating an overload of sequence duration.
generators.
2.2.2.6 Power Regulation Mode
Electro-technical Limitations a) Speed signal elaboration requesting a reverse rotation and/or
crash-stop manoeuvre and ahead rotation. Due to bad sea conditions and course modification during sailing
To take care of the design of the converters, the motor and the reduction constraints (propeller out of water), propeller torque variation occur.
gear, a limitation is provided according to the speed. b) Motor torque decreases down to zero. Thus inducing propulsion motor power variations which may be not
acceptable by the power plant, especially in gas mode.
c) When torque is null the shaft is in free wheeling conditions
(speed regulator is inhibited).

A power control is in charge of correcting the speed reference coming

from the lever in order to verify that the propulsion power variations will
remain within the selected power slope.
Power regulation mode can be selected when the permanent conditions

are fulfilled:
- Open sea (Speed measure > 60% of rated speed which
corresponds approximately to 20% of rated propulsion power)
- No torque limitation
- No crash stop mode
The power mode control is automatically selected when the permanent

conditions are fulfilled and at least one generator is in gas mode (slow
ramp selected).
This mode can also be manually switched on by the operator when the
permanent conditions are fulfilled (but it is not necessary to have one
generator in Gas mode). The operator has to push the dedicated push
button POWER MODE on the active remote control panels (located on
wings, wheelhouse, ECR and LOCAL).
The conditions to exit from the Pressure control mode are either :
- Pushing of the POWER MODE button on the active control
panel.
- Loss of one permanent conditions (see above).
Signalling on the remote control panel and HMI :

When the mode can be selected the lamp corresponding to the push
button POWER MODE of all the remote control panel is flashing.
When this mode is active, the lamp corresponding to the push button
POWER MODE of all the remote control panel is lit.
In addition to the remote panel, a display indicates this operation mode
on the HMI screen and in the event log.
NOTE
Even when the power control is in operation, speed limitation is
achieved in order to avoid over speed of the motor.
Due to power regulation mode principle, the propeller speed is no

more controlled, which may produce relevant variations around the
speed reference.
In case of torque limitation requested by the Propulsion Limitation

System (auxiliary failure / thermal limitation / AOLL / ABOL / over-
speed) the power mode control is replaced respecting a smooth
transition, by a classical speed control.

Illustration 2.2.3a Frequency Converter Panel
Front View
CLC 2 DVF 2 CLC 1 DVF 1

CCU 2 DFE 2 DCC 2 INV 2 DBC 2 PRC CCU 1 DFE 1 DCC 1 INV 1 DBC 1
Left View
CLC 2
CCU 2
Abbreviation Meaning
PRC Process Control
CLC Converter Local Control
Raw Water Circuit DFE Diode Front End
Flange DIN DN50-PN10
Counter Flange DN50-PN10 INV Inverter
Provided.
DCC DC Capacitors
CCU Converter Cooling Unit
DVF DV/DT Filter
DBC DB Chopper

2.2.3 Frequency Converter It normally includes output terminals, but these may also be - Current Controlled Variable Frequency (CCVF)
placed in the optional filter cabinet. - IGBT Pulse Test mode
1. General
G Control: including controller rack, control devises and auxiliary G Commissioning functionalities like power off sequence or check
The propulsion converters are situated in the engine room 3rd deck devices. synchro sequence.
convertor rooms. they provide the variable frequency propulsion motor
supply by regulating the mains electrical supply. G Cooling Unit Normal Mode
The MV7316 Converter is made of two 7308 half-converters, MV 7308 2. Capacities and Ratings The normal mode is the default operating mode adapted for the
Master and MV7308 Slave. process/application it has been designed for. The control is supposed
Maker: CONVERTEAM SAS being commanded by an external remote source (hardwire / informatics).
There are two converters, one for each motor. Each converter consists of No. of sets: 2sets This mode has the following functions:
the following panels: Type: MV7316 / 24 PULSES DFE + DV/DT
Protection Index: IP33 G Start / stop sequences with auxiliaries management (converter,
y Process Control (PRC)
Supply converter: 24 pulse Diode Front End motor etc.)
y Converter Local Control (CLC) Converter input voltage: 4 x 1750V
Supply frequency: 60Hz 5% G Speed regluator adapted to the use in process or application.
y Diode Front End (DFE) Cooling raw water inlet Temp.: 15C to 36C
Raw water flow rate: 2 x 19 m3/h G Vector control with flux and torque control, and speed
y Inverter (INV)
estimation or speed feedback using encoder.
y DC Capacitors (DCC) 3. Operating Mode
y Converter Cooling Unit (CCU) This drive system can run in two different modes and it is changed over
when the drive is stopped.
y dV/dT Filter (DVF)
y DB chopper (DBC) Both local and normal mode can operate the different running modes
(VC, EVC, CCVF, VVVF) but the selection of different mode can only
The drive system consists of the six main items: be done is local mode.
G Rectifier: including the rectifier bridges, the precharge or On the other hand, all commissioning and test modes are only avalilable
precharge & premagnetization circuit (corresponding in local mode and automatically disabled when switching back to normal
transformer is located outside of the panel) according to the type mode.
of front-end unit, and the main input terminals.
Local Mode
AFE configurations do not feature a Rectifier sub-unit, but
instead, they are fitted with an inverter on network side. The local mode is reserved for maintenance and emergency operation of
the drive system. This mode has the following functions:
G DC Link: including the DC capacitor bank, DC voltage
measurement and ground fault detection system. G Local start / stop command and local speed reference setting on
keypad.
G Inverter: including the 3 inverter IGBT stacks and the clamp
capacitors. G Control mode selection:
- Vector Control with encorder feedback (VC) or Encoder
G AC Output: including the output current measurements, DC less Vectro Control (EVC).
link grounding switch and the chopper (optional IGBT stack). - Variable Voltage Variable Frequency (VVVF)

2.2.4 Propulsion Transformers
1. General
There are four propulsion transformers fitted for each propulsion motors.
These are situated in the engine room 3rd deck. Each of the propulsion
motor converter is supplied by a propulsion transformer.
Each transformer is equipped with accessories as follows:
G Four fan motor

G Sensors (RTD probe): 2PT100 in Cold Air
3 per phase per secondary winding
G Leakage detector: 1 per cooler with 1 dry contact
G Air flow detector: 2 per cooler with I dry contact
G Anti-condensation heaters: 900W
The propulsion transformers are equipped with two water heat

exchangers and four fans. The cooling fans are started when the
Auxiliaries On order is received. Fans of each transformers are started at
the same time.
Each transformer is fitted with six standstill heaters to avoid any

condensation when the transformer is switched off. The heaters are 230V,
150W and they are fully automatic in operation, being interlocked with
the transformer circuit breakers.
2. Capacities and Ratings
Maker: TRASFOR SA
Type: TGT 9FS 7M8/G
No. of sets: 4 <Propulsion Transformers>
Rated power: 7830kVA
Primary voltage: 6.6kV
Secondary voltage 1 (no load): 1750V
Secondary voltage 2 (no load): 1755V
Rated frequency: 60Hz
Cooling: AFWF (Forced fan, fresh
water hydro-cooled)
Isolation class: F/F
Degree of protection: IP44
Ambient temperature max.: 45C
Cooling water flow: 2 x 12.2 m3/h
Total weight: 15500kg


Illustration 2.2.5a Propulsion Motor
Motor Fan HV Cables Entry

14 RM120 Modules For Cable 67.5 To 99
Emergency Air Outlet
Water Outlet Flange
HV Terminal Box Water Inlet Flange

Emergency Air Inlet
Emergency Air Inlet
Air Cooler
Water Leakage Detector
Bearing Visual
Thermometer Cold Air Rtds
HP Jacking Unit With Protecting Cover
HP Jacking Unit
Terminal Box
Pulse Generator
Terminal Box
NDE Bearing Insulated

DE Bearing
Non Insulated
Bearing Rtds
Space Heater Space Heater
Access For LV Cabling Cable Tray With Cover Auxiliary Terminal Box
Bearing Water I/O

Flange
X1
X2

2.2.5 Propulsion Motors Both bearing (DE and NDE) of one motor are equipped with a jacking G Fan motor: 13.2kW, 1754 RPM
unit respectively. These pumps are started by the release of the shaft G Jacking Unit, per pump: 13.kW, 1726 RPM
1. General brake and stopped when the shaft brake is re-engaged. G DE oil external pump: 0.3kW, 1720 RPM
The propulsion motor is a salient pole synchronous machine. It is The propulsion motor has two motor fans with one air/water exchangers.
designed for variable speed operation, and is supplied by a frequency The hot air contained in the motor is pulled by the fans through the
converter. There are two propulsion motors fitted, each with a drive input hydrocooler where it exchanges the heat with the vessel fresh water and
to reduction gear box. These are situated in the engine room floor. The the cold air is pushed by the fans through the motor.
output of the gearbox drives the propeller shaft and fixed pitch propeller.
2. Capacities and Rating
The single wound motors are rated for continuous operation and are
powered by a variable frequency and voltage supply from the converters. Maker: Converteam Ltd.
The motors are of a conventional synchronous design. No. of sets: 2
Type: Induction Motor
The stator carries two start connected 3-phase winding system. The rotor Rotor - Squirrel Cage
is of the salient pole type located in two frame-mounted bearings. Motor N3HXC 1000 LL
Standstill anti-condensation heaters are provided within the propulsion Voltage: 3000V
motor. Frequency: 38.2Hz
Rated power: 13600kW
At rated speed (570rpm) the motors are supplied with a voltage of 3000V Rated rotation speed: 570rpm
and a frequency of 38.2Hz E/R temperature: 45C
Number of poles: 8
The rotor is supported in locating bearings. The bearings are of marine Temp. rise / insulation class: F/F <Propulsion Motor>
sleeve type. The bearings have a common oil/water cooler supplied from Enclouse / Protection: IP 44/55
the Aux. central cooling fresh water system Rated current: 1663A
Cooling method: IC8A6W7
According to the motor speed, the motors have different types of bearing
lubrication mode: 3. Accessories
G Lubricated rollers with grease G 2, Shaft encoder: BEI Ideacod,

GBU9_20/3G39/00720/G3R020/U0,
G Self lubricated rollers with oil, by rings and pick-up lubrication With stator antirotating
G 12, Winding RTDs: PT100, 4/phase, 3 wires,
G Self lubricated sleeve bearings with oil, by rings and pick-up Over-voltage protected
lubrication G 2, Bearing RTDs: PT100, 1 per bearing,
Dual, 2x3 wires
G With sleeves bearings with forced lubrication by rings, requiring G 2, Bearing dial thermomter:1 per bearing
an auxiliary unit of lubrication. G 2, Visual oil level indicator:1 per bearing
G 1, Cold air RTDs: PT100, Dual, 2x3 wires
G With sleeves bearings with forced lubrication without rings, G 1, Leakage detector: With 2 electric contacts
requiring an emergency supplied auxiliary unit of lubrication in G 1, Space heater: 2460W, 3x230V
case of electrical power cut. G Jacking unit: Yes (single pump), 1 per bearing
G Jacking screws: Provided
G With lubricated skates by pick-up lubrication or by an auxiliary G Cooler: Removable panel for cooler unit
unit of lubrication. 9732kW, 510 RPM

Illustration 2.3a Reduction Gear General Arrangement
A-A Lub. Oil Unit
A A
Cooling Fresh Of Main Shaft

Cooling Fresh Water Inlet/Outlet Port Side
Water Outlet
FWD Of Main Gear

Of Main Gear
FWD
FWD
For LO Supply
Cooling Fresh
Water Inlet
Supply To Gravity Tank
Of Main Shaft
STBD Side
Turning Device Motor Shaft End
Flex. Coupling
Return From Gravity
Tank Overflow
Mist Separator Outlet

Mist Separator Drain
Return From Gravity

Tank Overflow
Supply To
Gravity Tank
FWD
To Transfer Pump
To Transfer Pump

2.3 Reduction Gearbox Mesh 200 mesh The bearings of the pinion are of adjustable construction to change the
LO Strainer for LO pump suction side (1 set) journal centre of pinions for correcting the tooth meshing contact of the
1. Specifications pinion and the main gear wheel.
Duplex filter with magnetic insert
Type of strainer
(manual)
Main Reduction Gear Main Thrust Bearing
Capacity 35m3/h per each filter
M1H-190/67 type double helical,
Mesh 32 mesh
Type single reduction single-input/ The main thrust bearing is tilting pad type constructed in the gear casing
Tank Capacity at fore side of the lower casing and lubricated by oil led from the main
single-output gear
No. of sets 2 Sump Tank 4.5m3 lubrication oil system.
Maximum continuous output
13,328kW 2. Construction and Function Turning System
rating power
Input shaft revolution (MCR) 610.8rpm
General Arrangement The turning system is installed on the after side of the gear casing. The
Counter clockwise
Ahead direction of port side turning motor is installed on the after side of the turning gear unit, and
(look from aft-side)
The main reduction gear is of double helical, single reduction, and turns main shaft one revolution per about 5~6minutes.
Ahead direction of starboard side Clockwise (look from aft side)
single-input/ single-output gear incorporated with main thrust bearing.
Maximum permissible torque 1,870kNm 3. Preparation before Operation
Permissible shaft over speed 115% of MCR The torque from two main motor is transmitted to the pinion through
Tilting pad type, incorporated with flexible coupling. Preparation before Starting-up LO Pump
Main thrust bearing gear casing at the FWD end of
main gear wheel. Gear Casing a) Confirm the LO level in the sump tank by a level gauge.
Maximum thrust load 1,650kN at 64.7rpm
Epicyclic gear with 5.5kW Reduction gear casing is welded steel construction divided into a lower b) Confirm that all the valves in the LO system are in a proper
AC440V, 1730rpm reversible casing and covers by a horizontal plane. opening or closing condition,
Turning system
motor engage/disengage by
manual starter. At the lower casing, the main thrust bearing is installed at fore side, and NOTE
sump tank for LO system is attached to the bottom of the lower casing. The item b) should be checked before operating especially after the
The inspection holes are provided for teeth inspections. long lay days.
Lubricating System
General Condition
Gears Checking-up after Starting LO Pump
Supply oil pressure at reduction
1 ~1.5bar
gear inlet Reduction gears are of precisely grounded modified in volute shape tooth a) Check the LO temperature. The allowable value of the LO
Supply oil temperature 40~45C profile. Pinions are turned integral with shafts. Main gear wheel consists supply temperature is 15~45C.
LO Pump (2 sets) of forged steel rim, shaft and spokes.
Type of pump Motor driven gear type b) In case of low LO temperature (below 15C), LO should be pre-
Capacity 3
35m /h x 3 bar Flexible Coupling for Input Shaft
heating to avoid that the outlet pressure of the LO pump will
Motor 11kW, 1200rpm rise and the delivery oil amount to the reduction gear will
The flexible coupling permits axial relative movement, expansion and
LO Cooler (1 set) become below the necessary amount.
eccentricities of the motor and the reduction pinion.
Type of cooler Plate Type (SUS)
c) In emergency case that the main motors have to be started in
Cooling Water F.W 36C, 50m3/h Journal Bearings
low oil temperature, the motor output power to be increased
LO Strainer for LO pump delivery side (1 set) gradually, requiring attention to the LO temperature and
All journal bearings are divided in the upper and the lower shells. The
Duplex filter with magnetic insert pressure.
Type of strainer bearing metals are made of white metal cast on back metal.
(manual)
Thermometers for bearings are fitted at each covers or casings.
Capacity 35m3/h per each filter

d) Confirm that the LO pressure in normal at the pump discharge and 5. Safety Devices
the inlet of the reduction gears.
To secure the safety of the reduction gear in operation, necessary number of alarm device, emergency trip device, gravity tank, etc. are installed.
e) Confirm the overflow from the emergency gravity tank.
Setting Values of Alarm and Trip
f) Confirm that the turning device is in disengaged position.
Item Unit Normal Alarm Trip
g) Confirm no oil leakage from the casing and piping.
Over Speed rpm MCR87.5 115%MCR
h) Recheck the LO level in the sump tank. Main Thrust Bearing Position Excessive mm about 0.7 1.10.05 -
LO Pressure Low-Low bar 1~1.5 0.50.05

i) Confirm that the starting of a pump setting as standby pump is
LO Pressure Low bar 1~1.5 0.70.07 -
automatically changed from the other pump setting as main pump
by means of the testing oil pressure. Gear Spray Oil Pressure Low bar - 0.70.07
Filter Differential Pressure High bar - 0.40.07

j) Make sure of tripping and interlocking operation while the gears
are stopped. LO Temperature at Bearing Inlet C 40~45 501 -
Pinion Bearing C 45~70 751 -

k) Confirm that the water valves are open for the LO cooler. Bearing Main Gear Bearing C 45~50 551 -
Temperature
1101
NOTE High
Main Thrust Pad C 45~70 (Auto Slow
The item g) ~ k) should be checked before operating especially after the
Down)
long lay days.
Sump Tank Level High mm 5005
4. Turning Device Operation Sump Tank Level Low mm 505
Turning Gear Engaged O

a) Release the lock pin on the shift handle. Then, the limit switch
supplies trip signals for the main propulsion motor.
Setting Values of Pressure Switches
b) Match the phase of the clutch by means of inching of the turning

device, and then, turn the shift handle to engaged position Item Action Set Value
completely. STBD side standby LO pump Auto Start 0.90.09bar
Standby LO Pump
PORT side standby LO pump Auto Start (at LO pump delivery level)
c) Lock the lock pin on the shift handle.
d) Operate turning device. Main Motor Interlock
Item Cause Set Value
Turning Gear Interlock Turning gear engaged (All Main Motor Trip) Limit Switch ON
LO pressure failure (STBD Main Motor Trip)

LO Pressure Interlock 0.50.05bar
LO pressure failure (PORT Main Motor Trip)


Illustration 2.4a Steering Gear Hydraulic Oil Diagram
Key
Port STBD
Hydraulic Oil Line
XA XA
SG201 SG001
LAL LAL
LS SG205 SG005 LS
XS XS
M M
No.3 S/G To/From To/From No.1 S/G

Hyd. Pump Actuator Actuator Hyd. Pump
Unit (P) Unit (S)
PS Leak/ Leak/ PS
Lub. Oil Lub. Oil
XA XA
SG301 SG101
LAL LAL
LS SG305 SG105 LS
XS XS
M M
No.4 S/G To/From To/From No.2 S/G

Hyd. Pump Actuator Actuator Hyd. Pump
Unit (P) Unit (S)
Hyd. Oil Hyd. Oil

Storage Tank Storage Tank
PS For S/G (P) For S/G (S) PS
(2,000 L) (2,000 L)
Electric Driven Electric Driven

Filling Pump (P) Filling Pump (S)
(80 L/Min) (80 L/Min)

2.4 Steering Gear Electric Motors (Port No.1 and STBD No.2) Idling
1. General Description (Two Steering Gears PORT & STBD) Type: ABB M3AA 250 SMB-2 Fig.1 shows the pump unit when idling. The control valve (3), and the
Rating: 76 kW solenoid valve (1), are kept in centre position by spring load when no
The steering gear on this vessel is composed of one hydraulic rotary vane Voltage: 3 x 440 V AC steering signal is given.
actuator mounted directly on the rudder stock. It is served by two pump Frequency: 60 Hz
units delivering the necessary oil pressure for operating the rudder. Revolution: 3500 rpm Fig. 2
The two pump units may be operated together or separately. Each pump 3. Function of the Pump/Control Unit (1)
unit will provide oil with sufficient pressure to develop the specified
Solenoid - Pilot Valve
rudder torque. The steering gear is normally operated from the steering controls Safety Relief Valve
initiating the pilot valve solenoids.
When cruising at sea, only one pump unit is normally in operation while
the other is acting as a stand-by unit. During manoeuvring of the vessel, For emergency operation, the pilot valves are equipped with push button By-pass Valve
when the shortest possible steering time is required, it is possible to run controls which make it possible to operate the steering gear manually
both pump units simultaneously whereby the rudder rate will be doubled. from the steering gear compartment.
(3)
The pump units are equipped with solenoid valves, which are normally Fig. 1
A, Return Oil
Control Valve
operated by means of signals from the bridge steering controls. From Actuator
B, Working Press
To Actuator
The pump is submerged in the oil tank. The tank is divided into three
chambers. One for each pump unit and one for the integrated storage tank, Solenoid - Pilot Valve 1 2
with one level alarm-switch in each of the pump unit chambers. Safety Relief Valve Pump Pressure Return To Pump
when Steering Begins
From the top of the steering gear leakage oil will run through pipe to the
oil tank. By-pass Valve Beginning of steering (Modulated flow)
2. Specification Steering is carried out by operating the solenoid valve. Fig.2 on the
diagram shows the beginning of the steering process when the left
Rudder Actuator solenoid is operated. The control valve will be pushed to the right side by
Control Valve A, To Actuator the oil pressure in the left chamber.
Type: RV2600-3 B, To Actuator
Rudderstock diameter: 500mm The control valve is now at the beginning of its stroke. Some of the oil
Max. Rudder Angle: 2 x 46.5o flows through the throttling slots to the actuator. Any overflow is by-
Max. Working Pressure: 60.6 bar 1 2 passed at the by-pass valve back to the suction side of the pump. The
Idling Pressure Return To Pump
Relief valve setting: 75.7 bar smaller oil volume being directed gradually to the actuator will give a
Design torque: 2426 kNm soft start.
Manoeuvring time 1/2 pumps: 28/14 seconds, (35-0-30deg.)
Pump Unit
Type: Leistritz
Screw Pump Leistrizs type: L3MF70/112
Revolution: 3500 rpm
Capacity at 3500rpm: 849,91/min
Relief valve setting: 60.6 bar
Max. Temperature System: 70C, FW cooler

Fig. 3 4. Control System Rudder Angle Selection
Current or The control panel includes following function: Rudder angle selection unit is used to change between high and low
Push
rudder angle. This function is normally interfaced to the log for
Solenoid - Pilot Valve
Safety Relief Valve
G Start/ stop/ auto-start for each pump unit (motor control) automatic rudder angle selection. The operator can override the log by
G Rudder angle selection selecting high rudder angle.
G Steering mode selection
Steering Mode Selection
By-pass Valve G Non-follow-up push buttons with override
G Non-follow-up steering lever In command
G Follow-up controller
G By-pass and separating system In command signal and indication from/ to control panel is used to select
Control Valve
A, Return Oil G Dimmer module the desired steering mode.
From Actuator
B, Working Press
To Actuator Fig. 5 Main Control Panel The in command function can be configured in two modes:
1 2 - If the operator activates the in command push button, the

Pressure Return
From Pump To Pump
steering mode will be activated immediately.
- If the in command push button is activated, the system require
START START START START that the order signal is equal to the position of the steering gear
RUN RUN RUN RUN
Steering PUMP A PUMP B PUMP A PUMP B before the actual steering mode is activated. If not, the in
STOP STOP STOP STOP
command light will start flashing to indicate that the operator
After approximately one second, the control valve is moved over to its PUMP A PUMP B PUMP A PUMP B must change the order signal.
end position, see fig.3 the oil-flow from the pump has now free passage
AUTO AUTO AUTO AUTO
from channel (1) into pipe (B) leading to the actuator. The return oil from START
PUMP A
START
PUMP B
START
PUMP A
START
PUMP B
Mode selector switch
the actuator flows through pipe (A), has free passage to channel (2) and
back to the suction side of the pump. Selector switch is used to select the steering modes for control system
OVERRIDE BUZZER OVERRIDE OVERRIDE BUZZER OVERRIDE
with only pump control card.
Emergency Operation PUMP A RELEASE PUMP B PUMP A RELEASE PUMP B
Non-Follow-Up Push Button with Override

RELEASE 0 OVERRIDE RELEASE 0 OVERRIDE
During emergency operations the solenoid valves can be manually
operated by means of manual controls on the solenoid valves. This is often connected with priority. In this case other steering modes
PORT STBD PORT STBD are permanent disconnected when the NFU override steering is activated.
NOTE The override function is indicated with a override light for each pump
Local/Remote-switch, on the starter cabinets, has to be in local and if required an audible alarm. To exit this situation the release switch
position during emergency operations. must be activated.
Fig. 4 This unit also have a override switch for permanent disconnection of all
Start/ Stop/ Auto-Start for each Pump Unit other steering modes. This function can also be used for control system
without priority.
Start/stop push buttons are used to remote control the pump unit. To Non-Follow-Up Steering Lever
Emergency
Manual Controls operate the actuator at least one pump unit has to be started. The desired
pump is started by pressing the button marked start. The green lamp Non-follow-up steering lever for time dependent control of the rudder
Use lever to operate will be lit. stop the pump by pressing the button marked stop, the (the rudder moves as long as the lever is activated).
the manual controls
corresponding red lamp will then lit.
Follow-Up Controller
The follow-up controller consists of a rotation steering handle. This has a

scale for selection of required rudder angle. A precision potentiometer is The supply for the control system is powered from corresponding motor
connected to the steering handle to transfer the order to the control controller. The two systems are therefore both hydraulically and
system. For two rudder system the follow-up function can be supplied for electrically separate and independent. A fault in one system will therefore
independent and/or synchronised steering. not interface the operation on the other unit.
By-pass and Separating System
This unit is used to control steering gear which have a hydraulic system
that can be by-passed and separated. The system can be operated either
from the bridge or the steering gear room.
Dimmer Unit
Each control panel normally have one electronic dimmer unit. All control
lamps except the alarm lamps have the dimming function.
Frequency Controlled Pumps
This system utilizes a reversible hydraulic pump motor together with a

frequency converter for changing the speed and direction of the pump.
The pump gives smooth start and stop of the steering gear and enables a
accurate analog control system.
The power unit consists of a reversible pump unit, flexible coupling and
electric motor flanged to the top of actuator.
The rudder command signals operate the manoeuvring pump and direct
the oil flow from the corresponding pump to the chambers in the actuator.
The rudder will then turn in the direction corresponding to the order
signal. When the selected order is reached, the manoeuvring pump will
stop and the valve will block the position of the rudder.
The actuator is normally supplied with two independent pump units each
driven by an electric motor. The motor controller (frequency converter)
for the electric motor on each pump unit has separate and independent
supply from the switch boards.


Part 3 : Integrated Automation System (IAS)G
3.1 General Principles of the IAS ..................................................... 3 - 4
3.1.1 General ............................................................................ 3 - 4
3.1.2 Alarm Control and Monitoring System ........................... 3 - 4
3.1.3 System Navigation .......................................................... 3 - 4
3.1.4 OS Group/Command Group ............................................ 3 - 5
3.2 Alarm Extension System............................................................. 3 - 6
3.2.1 Alarm Extension System Overview................................. 3 - 6
3.2.2 Functional Description .................................................... 3 - 6
3.2.3 Panel Operation ............................................................... 3 - 7
3.2.4 Dead Man Alarm System ................................................ 3 - 8
Illustration
3.1a IAS Overview ........................................................................... 3 - 2
3.1b IAS Overview ........................................................................... 3 - 3
3.1.3a Navigation Panel Lay-out ...................................................... 3 - 4
3.2.1a Alarm Extension System ........................................................ 3 - 6
3.2.1b Watch Cabin Unit................................................................... 3 - 6
3.2.4a Engine Patrol Man System..................................................... 3 - 8
Part 3
Integrated Automation System (IAS)
IMO No. 9401295 / Final Draft (2010.04.19) Part 3 Integrated Automation System (IAS)
Abbreviations
HT High Temperature UVR Under Voltage Release
Atlas Copco Energas HV High voltage UVT Under Voltage Trip
ASC Anti Surge Control I/O Input / output VCB Vacuum Circuit Breaker
ASV Anti Surge Valve IAS Integrated Automation System VDU Video Display Unit
AVR Automatic Voltage Regulation IGC code International Code for the Construction VFD Variable Frequency Driver
BOG Boil Off Gas and Equipment of Ships carrying Liquefied VV Valve
BV Bureau Veritas Gases in Bulk. WECS Wartsila Engine Control System
CBPC Compressor Boiler Gas Header Pressure IGV I nlet Guide Vane
Control KM Kongsberg Maritime
CCR Cargo Control Room LC Load Calculator
CTS Custody Transfer System LD Low Duty
DFE Dual Fuel Engine LNG Liquefied Natural Gas
DG Diesel generator LO Lubrication oil
DGV Diffuser Guide Vane LR Lloyds Register
DO Diesel Oil LT Low temperature
DP Differential Pressure LV Low Voltage (440V / 220 V systems)
ER Engine room MCC Motor Control Centre
ECR Engine Control Room MCR Maximum Continuous Rate
EGE Exhaust Gas Economizer MDO Marine Diesel Oil
ELA Electric Load Analyses MG Main Generator
EOP Emergency Operator Panel MGE Main Generator Engine
EOT Engine Order Telegraph MGO Marine Gas Oil
ESD Emergency Shutdown NDU Net Distribution Unit
ESDS Emergency Shutdown System NCR Normal Continuous Rate
F&G Fire and Gas OS Operator Station
FDS Functional Design Specification PM Propulsion Motor
FO Fuel oil PMS Power Management System
FS Field Station (Cabinet with controller and/or PP Pump
RIO modules) PV Process Variable
FVPC Forcing Vaporizer Pressure Control RCS Remote Control System
FW Fresh water RCU Remote Controller Unit
GMS Gas Management System RIO Remote Input Output Unit
GCU Gas Combustion Unit RPB Remote Push Button
GVU Gas Valve Unit SG Steering Gear
HD High Duty SP Set Point
HFO Heavy Fuel Oil SW Sea water
HS Hand Switch TG Turbine Generator
IMO No. 9401295 / Final Draft (2010.04.19) 3-1 Part 3 Integrated Automation System (IAS)
Illustration 3.1a IAS Overview
OS 51
Key
A-net
B-net
Nav . Deck, Bridge
C-net
SPBus
Profitbus
Serial Line
CCR
OS 31 OS 32
Laser Printer Alarm Printer
Acc. C Deck
STBD Passageway
31-4 31-3 31-2 31-1
UPS 2 NDU FS - 34 FS - 33 FS - 32 FS - 31 NDU UPS 1
B1/C1 A1
Acc. B Deck
PORT Passageway
33-4 33-3 33-2 33-1
Compressor Room
No.2 LV CSBD RM No.1 LV CSBD RM ECR EER
RIO Modules RIO Modules Ball. & E/R V/V Cargo V/V
Forc. Vap/ High Duty Low Duty
L/D Heater Comp.2 Comp.2
Acc. Upper Deck

LV - HV - HV - LV - Relay I.S I.S
CSBD CSBD CSBD CSBD Panel Barrier Barrier
2 2 1 1 Panel Panel
LNG Vap/ High Duty Low Duty

H/D Heater Comp.1 Comp.1
C B
A
Illustration 3.1b IAS Overview
Key ECR
A-net C B A
B-net OS 42
OS 41
C-net Laser Printer Alarm Printer
SPBus
Profitbus
Serial Line
ECR
TPC to WECS 1 TPC to WECS 3
TPC to WECS 2 TPC to WECS 4

NDU FS - 44 FS - 43 FS - 42 FS - 41 NDU
A2 B2
ER 1.st Floor
No.2 LV MSBD RM No.1 LV MSBD RM

RIO Modules RIO Modules
LV - HV - HV - LV -
MSBD MSBD MSBD MSBD
2 2 1 1
FS - 47
ER 2.nd Floor
FS - 45
FS - 46
ER 3.rd Floor
To Converteam Propulsion Control (PFC)
To Converteam Propulsion Control (AFC)
Part 3 : Integrated Automation System (IAS) y Engine room alarm and monitoring By default, the following users are created:
y Cargo system alarm and monitoring
3.1 General Principles of the IAS User Member of user group
y Alarm / event recording
Guest Guests
3.1.1 General y Alarm extension / patrol man system Operator Users
y Power management system Captain Power Users
The IAS is a distributed monitoring and control system, which due to its y Ballast control system Chief Power Users
flexibility and modular architecture can be extended to cover a wide Administrator Administrators
y Trend function
range of applications and types of vessels.
y Rapport function When starting the operator station the user is Operator by default.
The IAS is built from a full range of hardware and software modules to Password is by default the same as user name. This can be changed by
form optimum solution to any requirement. Normal configuration of the 3.1.2 Alarm Control and Monitoring System members of Administrators, and additional users and user groups can
IAS includes machinery control and monitoring, propulsion/thruster be added.
control and monitoring as well as cargo and ballast control and 1. Alarm & Monitoring
monitoring integrated in the same equipment. All connected equipment 3.1.3 System Navigation
can be controlled from any operator station throughout the vessel. The Alarm and Monitoring system is an integrated function within the
IAS system. All alarms from the different sub-systems, such as cargo The operator panel comprises 28 navigation buttons for quick access to the
All operator stations and field stations are self-contained units and systems, power distribution system, engine room auxiliaries, etc. are most commonly used mimics. The mimic will normally have hotspots for
independent of the other units, i.e. a failure in one station will not cause pooled via the redundant network to form a uniform alarm system for the further navigation to related views or sub-views. Each navigation button has
any other station to break down. All process logic including equipment vessel. an alarm indicator lamp. The lamp will start to blink if an alarm occurs at the
safety and control functions are contained in the respective field station mimic linked to the navigation button or to one of the related views. An
controller. Alarms are indicated on the video display units of the IAS operator acknowledged, but still active alarm will cause a steady light.
stations. They will also activate the buzzer in the IAS keyboard.
Each operator station contains a hard disc with all system configuration Illustration 3.1.3a Navigation Panel Lay-out
and acts as backup for each other during system start-up. System Alarms and events (e.g. pump start / stop, valve open / closed) are logged
configuration / update can be done on-line without need of any additional by the system and can be printed on an alarm/event printer. Such
equipment. System configuration / update can be done on-line without information is also stored in the history station and can be recalled on HOME
MACHINERY BALLAST GCU
STEAM
1 2
PAGE SYSTEM
need of any additional equipment. request.
A sophisticated login / password system protects the system against mal- The alarm system supports three priority levels, which are marked with POWER MGE1 MGE2 MGE3 IGG 3 4
operation. different colours. The alarm priority/colour coding is:
The IAS supports trend facilities and alarm / event recording. Process 1) Low priority alarms GWith yellow colour CARGO
GAS
MANAG.
CTS N2 MGE 5 -
events and alarms are stored on hard discs and can be recalled on request. 2) High priority alarms With red colour
3) Critical priority alarms With magenta colour
Redundant network based on the Ethernet principle is installed as BALLAST
FIRE
& GAS
ESDS
PATROL
MAN
SYSTEM PREV. NEXT
standard. The two nets are installed in different cable paths as far as Low Priority High Priority Critical Priority
possible. Each unit is interfaced to both nets and if a failure on one net is Alarms Alarms Alarms
detected, the system will automatically use the healthy net. Number 1 2 3
Colour Yellow Red Magenta
IAS Main Tasks
Alarms that will Fire alarms and
Normal
lead to shutdown system related
alarms for
y Cargo control system / slowdown of alarms like
Used for cargo and
y Propulsion monitoring equipment network error,
machinery
(Shutdown and IO-device failure
y Gas handling (compressors heaters vaporisers) systems.
shutdown causes) etc.
3.1.4 OS Group/Command Group T - Take-able Control If all operator stations within an OS group are offline, i.e. stopped
The Command Group can be taken directly when this is initiated application or without net communication, the system will report an
The operator stations are defined in operator station groups. For this from an OS Group granted such privilege. alarm specifying that a command group is without command control. The
system, four OS groups will be defined and they will be set up with system will not automatically transfer the command control to a different
command control rights. The OS groups are as follows: A - Acquirable Control OS group. This must be done manually by the operator by simply taking
The Command Group is available for the actual OS Group, but not the control via the command control dialog boxes.
y CCR (OS31, OS32) without acceptance from the OS Group in command.
y ECR (OS41, OS42)

O - Display Command Groups
y Bridge (OS51) The Command Group will be displayed in the command control
y VDU (Only for monitoring purpose) overview dialog box.
Id
To form a sensible way of operating the different systems onboard,
The Command Group will be given an internal identifier just to
command groups are defined for giving the operators access to
separate the different command groups. That is, these identifiers are
different systems where control is defined to be available. A command
only for internal purposes and are not required to understand this
group can be controlled from one OS group exclusively or it can be
system.
shared between several OS groups. A command group can also be
transferred between OS groups. Only the OS group in command are
Shared
granted access to operate equipment and acknowledge alarms that might
The Command Group is available for several OS Groups at the same
occur within a command group. This system will be set up with the
time.
following command groups:
When a command transfer is done, this will be indicated on all operator

0. Common
stations in the Message Manager box.
1. Machinery
2. Cargo
Table showing relations between OS Groups and Command Groups:
3. Navigation
4. Ballast
5. Gas Handling OS GROUPS Bridge CCR ECR
6. N2 Comman Shared
Id D T A O D T A O D T A O
7. Fire d Groups
8. ESD Common 0 True X - - X X - - X X - - X
Machinery 1 False - - - X - - X X X X X
Each OS group are defined with a set of command group rights. The
Cargo 2 False - - - X X X X X - - - X
following defines these rights:
Navigation 3 False X X X X - - - X - - - X
D - Default Control Ballast 4 False X X X X X X X - - - X
The Command Group will by default be given to this OS Group Gas
5 False - - - X X X X X - X X X
when powering on the system. If two operator stations are defined in Handling
an OS Group and one of the operator stations is powered off, the N2 6 False - - - X - X X X X X X X
command control will be decided by the remaining operator station.
Fire 7 Fire - - - X X X X X - X X X
I.e. if the command control is transferred to another location (OS
Group) and the second operator station is powered on again, nothing ESD 8 False - - - X X X X X - - - X
will be done regarding control location of the transferred command
group. D : Default Control,
T :Takeable Control
A : Acquirable Control
O :Display Command Groups
3.2 Alarm Extension System Crews lounge & TV Watch

13 Yes Yes -
room Cabin Extension panel alarm Panel text
3.2.1 Alarm Extension System Overview Watch indicator
14 Yes Coffee bar Yes
Cabin 1 Machinery Critical
The following drawing shows the principles for alarm extension system. Watch 2 Machinery Non Critical
15 Yes Crews mess room Yes
Cabin 3 Cargo Critical
Illustration 3.2.1a Alarm Extension System Watch 4 Cargo Non Critical
16 Yes Officers mess room Yes
Cabin 5 Fire
Duty/Mess/Smoking Watch 6 Dead Man Alarm
16 Yes Yes
room Cabin 7 Repeat Alarm
8 System
The Alarm Extension system will alarm engineers/officers on duty in
case of any monitored parameter exceeds its set value, as monitored by 3.2.2 Functional Description
the alarm & monitoring system. In the IAS system, machinery alarms
will be grouped into eight different groups, as indicated in IO-list from The Alarm Extension system is basically an extension of the Event
yard. In the same way, the cargo alarms will be grouped into six different system for the IAS system and this system has two main functions:
groups. When an alarm occurs, the alarm group will be indicated on the
y Alarm Extension: This is a group alarm status and on-duty
alarm page in the IAS system.
officer indication facility with built-in on-duty acceptance, fault
indication and test facilities.
Illustration 3.2.1b Watch Cabin Unit
y Officer Call: This is an individual and general calling
facility for officers that can be activated from selected vessel
Can Type LCD Managing
WCP Location Alarms
control locations.
Bus WCP Type Group
On
Watch Duty The Alarm Extension system comprises two kinds of panels:
1 Yes Wheelhouse Yes -
Bridge Select
Chief Officer (B) Watch Switch y Watch Bridge Unit (WBU)
2 Yes Yes CCR
dayroom Cabin Tag y Watch Cabin Unit (WCU)
Details
Chief Engineer Watch
3 Yes Yes ECR The WBU and the WCU are units required by the classification society to
dayroom Cabin
2nd Engineer Watch run a vessel with unmanned engine room.
4 Yes Yes ECR
dayroom Cabin
The main functions of the WBU are to indicate engine room alarms on
Watch Lamp Test Sound Off
5 Yes 3rd Engineer dayroom Yes ECR the bridge, to indicate and accept the transfer of machine watch
Cabin
responsibility to and from the bridge.
Junior Officer Watch On the alarm extension panels, only eight alarm indicators are available
6 Yes Yes ECR
dayroom Cabin (indicators on right side of drawing above). The last three indicators are The main functions of the WCU are to indicate alarms with buzzer and
Cargo Control Watch dedicated to repeat alarm, dead man alarm and system alarm. This means light in the cabins and the public quarters of the engineer on duty while
7 Yes Yes
Console Cabin that several machinery alarm groups will be mapped to two alarm in bridge control.
Watch indicator on the extension panel.
8 Yes Admin./ Ships office Yes - The Watch Call system is communicates with the operator stations
Cabin
Cargo alarm groups will be mapped to another two extension panel alarm located in the ECR by a CAN Bus Interface.
Watch
9 Yes Conference room Yes - indicator. Fire alarms will also have a dedicated alarm indicator on
Cabin
extension panels. Two operator stations are required and will work in a master/slave
Gas engineer Watch
10 Yes Yes CCR configuration, i.e. the Watch Call system will be operating with only
dayroom Cabin All extension panels have an LCD display, where a full alarm text will one operator station up running at the time.
Officers lounge & TV Watch appear for each alarm. The figure below shows the different alarm groups,
11 Yes Yes -
room Cabin and routing into extension panel alarm indicators.
Watch
12 Yes Gymnasium Yes -
Cabin
The Watch Call system can be managed from two different managing 3.2.3 Panel Operation If a duty engineer is selected from software panel on VDU, without
groups: transferring the watch responsibility to the bridge (Harbour mode),
Alarm acknowledge during wheelhouse watch mode alarms will be routed to duty engineer panel as well as public panels.
y ECR Manager Repeat alarms and dead man alarms will be activated as normal during
Initially alarm will sound on bridge panel, on duty engineer panel and on
y CCR Manager this condition.
public panels.
From the operator stations in the ECR, the duty officer can be selected 4. Engineer/officer call from ECR/CCR
Pressing the Ack button on a public panel will turn off the sound only
for the ECR and the watch responsibility can be requested to be
on the panel operated. Alarm indicator will continue to flicker until alarm Two types of call functions are supported, Call Duty or Call all.
transferred to and from the bridge.
is acknowledged, and then change to a steady light. Indicator will be
turned off when alarm condition is no longer present. The Call Duty operation will activate buzzer/lamps on the designated
From the operator stations in the CCR the duty officer for the CCR can
duty engineer panel and on public panels. The Call Duty button will
be selected. Selecting/Changing the duty officer must be done when
Pressing the Ack button on the bridge panel will turn off the sound not work unless a duty engineer is selected.
watch responsibility is in the ECR.
only on bridge panel. Alarm indicator will continue to flicker until alarm
is acknowledged, and then change to a steady light. Indicator will be Acknowledging the call on the designated duty engineer panel will
The Alarm Extension panels will be set up to belong to a unit group.
turned off when alarm condition is no longer present. silence all panels.
Three different main unit groups are available:
Pressing the Ack button on the duty engineer panel will turn off the Acknowledging the call on a public panel will silence that specific panel
y Bridge Group
sound on duty panel and public panels (Bridge panel must be silenced only. Indicator lamps will continue to flicker on all panels.
y Officer Group
separately). Alarm indicator will continue to flicker until alarm is
y Public Group The Call all function is more of an emergency operation. Pressing the
acknowledged, and then change to a steady light. Indicator will be turned
Call all button will activate buzzer/lamp on all panels. Acknowledging
off when alarm condition is no longer present.
For the officer group several groups can be defined, i.e. Officer Group1, the call on one engineer/officer panel will silence that specific panel only.
Officer Group2, Officer Group3, and up to Officer Group8. The Operating the Ack function on OS in ECR (for machinery alarms) or Acknowledging the call on a public panel will silence that specific panel
panels belonging to officer groups are defined as duty panels whilst the OS in CCR (for cargo alarms), will silence all panels and give a only.
panels belonging to the public group are defined for installation in public steady alarm indication. Indicators will be turned off when alarm
5. Duty engineer/officer call from wheelhouse
quarters. condition is no longer present.
Operating the Call Duty from the bridge panel will activate
The officer groups will be set up with a Duty Officer Qualification, 2. Alarm acknowledge during ECR/CCR watch mode
buzzer/lamp on the selected duty engineer panel and on public panels.
which defines the type of alarms the panel will subscribe to. Two
Extension panels will only show alarm status. No sound device will be Again, the Call Duty function requires that an engineer/officer actually
different types of Duty Officer Qualification are available:
set off. has been set on duty.
y Machinery
For cabin panels and bridge panel, it is selectable whether alarm status Acknowledge functions are the same as calls initiated from the
y Cargo ECR/CCR.
should be shown or not when no people are on duty. This must be
The alarm groups defined in the system will be set up to belong to either selected from the watch call interface on the operator station.
6. Repeat alarm
machinery or cargo. When an alarm is triggered in the system the Alarm
3. Duty engineer/officer selection
Extension Panel Interface application will read the alarm group, check Repeat alarm will be triggered when an active watch call group alarm has
which group it is belonging to (engine or cargo) and then route the alarm To transfer machinery responsibility to bridge (bridge watch mode), the not been acknowledged from an operator station within a predefined time.
to the correct duty panel(s), to all public panels and the bridge panel if in operator must first select a duty engineer on duty from software panel on This predefined time is normally set to three minutes. Repeat alarm one
bridge watch. VDU. The duty lamp is activated on all panels. Then the Bridge watch will be given at bridge panel, duty engineer/officer panel and at public
button is selected and buzzer/lamp is activated at bridge panel. panels.
Pressing the Bridge watch button on bridge panel will accept the 7. Dead man alarm
watch transfer and a lamp indicator will indicate bridge watch mode. A
When a Dead Man Alarm is activated all officers with machinery
transfer from bridge to ECR must be initiated from ECR; buzzer/lamp is
qualification are called. The public area panels will also call these
activated at bridge panel. Upon acceptance from bridge, watch
officers.
responsibility is transferred to ECR.
3.2.4 Dead Man Alarm System Illustration 3.2.4a Engine Patrol Man System
The dead man alarm system can be activated in three different ways.
1. From one of two start panels located at the ECR console and
accommodation upper deck. In this case, the stop function can
be activated from the start panel or from the VDU software
panel.
2. From one of the reset panels (yard supply), located around the
machinery space.
As above, the stop function can be activated from the start panel
or from the VDU software panel.
3. Automatically when a machinery alarm occurs at extension

panels during bridge watch. In this case, the alarm must be
silenced at operator station before stop can be activated from
start panel or VDU software panel.
Dead man alarm will be set off 15 minutes after activation. A pre-
warning will be activated at 13 minutes. A pre-warning signal is
interfaced to the alarm column which will start flashing the pre-warning
lamps.
See the flowchart below for more details.
If the system is switched off before the pre-warning or dead man alarm is
initiated, the sequence will terminate and switch off the system on lamp.
Part 4 : Machinery System Illustration
4.1 Sea Water Systems ...................................................................... 4 - 2 4.1.1a Cooling Sea Water System ..................................................... 4 - 1
4.1.1 Cooling Sea Water System .............................................. 4 - 2 4.1.2a Fresh Water Generator Sea Water System .............................. 4 - 5
4.1.2 Fresh Water Generator Sea Water System ...................... 4 - 6 4.1.3a Fresh Water Generator............................................................ 4 - 7
4.1.3 Fresh Water Generator .................................................... 4 - 8 4.2.1a Starboard G/E Cooling F.W System (No.1 & No.2 G/E) ....... 4 - 9
4.2 Fresh Water Cooling System .................................................... 4 - 10 4.2.1b Port G/E Cooling F.W System (No.3 & No.4 G/E).............. 4 - 11
4.2.1 Generator Engine Cooling Fresh Water Systems .......... 4 - 10 4.2.2a Aux. Central Cooling F.W System (PORT) .......................... 4 - 15
4.2.2 Auxiliary Central Cooling F.W System ........................ 4 - 16 4.2.2b Aux. Central Cooling F.W System (STBD) ......................... 4 - 17
4.3 Fuel Oil Bunkering and Purifying Systems .............................. 4 - 20 4.3.1a Fuel Oil Bunkering and Transfer System ............................. 4 - 19
4.3.1 Fuel Oil Bunkering and Transfer System ...................... 4 - 20 4.3.2a Fuel Oil Purifying System .................................................... 4 - 27
4.3.2 Fuel Oil Purifying System ............................................. 4 - 28 4.4.1a Main Generator Engines Fuel Oil System (No.1 & No.2) ... 4 - 31
4.4. Fuel Oil Service System .......................................................... 4 - 32 4.4.1b Main Generator Engines Fuel Oil System (No.3 & No.4) ... 4 - 35
4.4.1 Main Generator Engine Fuel Oil System ...................... 4 - 32 4.4.1c MDO to HFO transfer .......................................................... 4 - 37
4.4.2 Main Generator Engine Fuel Gas System ..................... 4 - 40 4.4.1d HFO to MDO transfer .......................................................... 4 - 37
4.4.3 Aux. Boiler Fuel Oil System ......................................... 4 - 44 4.4.2a Main Generator Engine Fuel Gas Systems........................... 4 - 39
4.4.4 Emergency D/G and Incinerator Fuel Oil System ......... 4 - 48 4.4.2b Natural Boil-Off and Forced Boil-Off Gas System.............. 4 - 41
4.5 Lubricating Oil Service System ................................................ 4 - 52 4.4.3a Aux. Boiler Fuel Oil System ................................................ 4 - 43
4.5.1 Lubricating Oil Filling and Transfer System................. 4 - 52 4.4.4a Emergency D/G and Incinerator Fuel Oil Systems .............. 4 - 47
4.5.2 Lubricating Oil Purifying System ................................. 4 - 56 4.5.1a Lubricating Oil Filling and Transfer Systems ...................... 4 - 51
4.5.3 Main Generator Engine Lubricating Oil Systems ......... 4 - 60 4.5.2a Lubricating Oil Purifying System ........................................ 4 - 55
4.5.4 Stern Tube Lubricating Oil System ............................... 4 - 64 4.5.3a No.1 & 2 Main Generator Engine Lubricating Oil Systems 4 - 59
4.6 Engine Room Bilge System ...................................................... 4 - 68 4.5.3b No.3 & 4 Main Generator Engine Lubricating Oil Systems 4 - 61
4.7 Compressed Air system ............................................................ 4 - 72 4.5.4a Stern Tube LO Service System (Stbd) ................................ 4 - 63
4.7.1 Control Air System........................................................ 4 - 72 4.5.4b Stern Tube LO Service System (Port) .................................. 4 - 65
4.7.2 General Service Air System .......................................... 4 - 76 4.6a Engine Room Bilge System .................................................... 4 - 67
4.7.3 Starting Air System ....................................................... 4 - 78 4.7a Compressed Air System .......................................................... 4 - 71
4.8 Gas Combustion Unit System ................................................... 4 - 80 4.7.1a Control Air System ............................................................... 4 - 73
4.8.1 Gas Combustion Unit .................................................... 4 - 80 4.7.2a General Service Air System ................................................. 4 - 75
4.8.2 GCU Operation ............................................................. 4 - 82 4.7.3a Starting Air System .............................................................. 4 - 77
4.9 Aux. Boilers and Steam Systems .............................................. 4 - 88 4.8.1a Gas Combustion Unit System .............................................. 4 - 79
4.9.1 General Description ....................................................... 4 - 88 4.9.1a Aux. Boiler Construction...................................................... 4 - 87
4.9.2 Boiler Operating ............................................................ 4 - 92 4.9.3a Steam Gen. & Feed Water System ....................................... 4 - 95
4.9.3 Aux. Boiler Feed Water System .................................... 4 - 96 4.9.4a Water Sampling and Treatment System................................ 4 - 99
4.9.4 Water Sampling and Treatment System ...................... 4 - 100 4.9.5a Steam Service System (STBD) .......................................... 4 - 101
4.9.5 Steam Service and Condensate Systems ..................... 4 - 102 4.9.5b Steam Service System (PORT) .......................................... 4 - 103
4.10 Accommodation System ....................................................... 4 - 106 4.9.5c Condensate System ............................................................ 4 - 104
4.10.1 Hot and Cold Water Service System ......................... 4 - 106 4.10.1a Hot and Cold Water Service System ................................ 4 - 105
4.10.2 Domestic Refrigeration System................................. 4 - 112 4.10.1b Purifier Control Water & Air Service ............................... 4 - 109
4.10.3 Accommodation Air Conditioning Plant ................... 4 - 116 4.10.2a Domestic Refrigeration System ....................................... 4 - 111
4.10.4 Sanitary Discharge System ........................................ 4 - 122 4.10.3a Accommodation Air Conditioning Plant .......................... 4 - 115
4.11 IAS Mimic Display ............................................................... 4 - 123 4.10.4a Sanitary Discharge System ............................................... 4 - 121

Part 4
Machinery System
IMO No. 9401295 / Final Draft (2010.04.19) Part 4 Machinery System
Illustration 4.1.1a Cooling Sea Water System
CW108 ZI ZI CW107
TI CW073 ZT ZT
H SW18 CW061 SW17 H
No.1 Fresh Water
CW062
Generator (S) PI PI PI
TI
(30 m3/Day) PI CW053 TI TI CW028 CW032 TI
No.2 No.2 No.1

CW052 Main CW027 CW031 Main
Aux.
Cooling Cooling Cooling
Max. Back Pressure To STP & Sewage
PI CW051 FW FW CW026 CW030 FW
: 0.6 bar Holding Tank Cooler Cooler
PI PI Cooler PI PI
CW075
CW106 CW074 (100% (P) Each, (P) Each,
CW050 TI TI CW025 CW029 TI
Load) 100% 100%
Chemical
Dosing Load) Load)
CW136
CW133
CW132
Unit
CW065
CW041
Near Near Scupper Near Scupper
Scupper CW110
TI CW082 ZI
ZT
SW19 H
No.2 Fresh Water
CW063
Generator (P) TI PI PI PI
No.1 No.2 No.1

Aux.
Max. Back Pressure Cooling Cooling Cooling
: 0.6 bar
PI Cooler Cooler
CW084
CW105 CW083 PI Cooler PI PI

(100% (S) Each, (S) Each,
Chemical Load) 100% 100%
Dosing Load) Load)
Unit
CW135
CW131
CW130
CW092
Scupper
Sunken
CWH02 Deck
CW085
CW040
CW037
CW007
CW012
CW015
MGPS CW059
Chlorination
Unit FM DPCL DPCL CW039 CWH01
CW036
CW006
CW011
CW014
SW3 SW1
CW081
CW071
FW Gen. Ejector Pump
(1,055 m3/h x 25 MTH)

To Bilge IAS
(770 m3/h x 25 MTH)

(72 m3/h x 42 MTH)
(Self-priming Type)
Well
Main CSW Pump

Aux. CSW Pump
PI PI PI PI PI PI PI
No.2
No.1
To Cargo Machinery
No.2
No.1
No.3
No.2
No.1
DPT DPT DPT DPT DPT
CSW Pump
CP CP (150 m3/h x 40 MTH)
CP CP IAS CP CP CP
FM
CW128
CW127
FM
DPCL DPCL
CW125 CW124 CW123 CW122 CW121
CW080 CW077
CW070 CW076
SW5 SW3
DPCL
CW038
CW035
CW005
CW010
CW013
ZLL ZLH SW1 ZLL ZLH
From Em'cy
SW19.4 SW19.3 SW20.4 SW20.3
Bilge Suction
ZS ZS ZS ZS
H
CW004 CW057 CW009 H
CW101 To Jockey Pump To No.2 Ballast Pump CW103

CW096
(CW003) (CW008)
5 mm Dia. (10 m3/h x 100 MTH) (3,400 m3/h x 30 MTH) 5 mm Dia.
SUS316 Element SUS316 Element
W/Neoprene Lining To Fire & G/S Pump To Stand-by Ballast Pump W/Neoprene Lining
(150 m3/h x 100 MTH) (3,400 m3/h x 30 MTH) Key
High Sea To No.1 Water Spray Pump To No.1 Ballast Pump Sea Water Line
Chest (S) (425 m3/h x 100 MTH) (3,400 m3/h x 30 MTH) Low Sea
MGPS Line
To No.2 Water Spray Pump To E/R Bilge Pump Drain Line Chest (P)
(425 m3/h x 100 MTH) (10 m3/h x 4 bar)
IMO No. 9401295 / Final Draft (2010.04.19) 4-1 Part 4 Machinery System
4.1 Sea Water Systems Aux. Cooling SW Pumps a) Ensure that the main sea water crossover pipe suction strainers
Maker: Shinko Ind. Ltd. CW008 and CW003 are clean and that the drain valves are
4.1.1 Cooling Sea Water System No. of sets: 2 closed.
Type: SVS350MS/SVS350M
1. General
Capacity: 1055 m3/h x 2.5 bar b) Ensure that all pressure gauge and instrumentation valves are
The main cooling sea water system has three main cooling sea water Motor: 110kW, 1800rpm open and that the instrumentation is reading correctly.
pumps. These cooling sea water pumps take suction from the high and
low sea chests and supply cooling sea water to the No.1 and No.2 main Main Cooling FW Coolers c) Set the valves as in the following table to supply sea water to
cooling fresh water coolers of each port and starboard sides. Maker: Alfa-Laval Korea Ltd. cooling system.
No. of sets: 4 (Port & Stbd)
The fresh water circulates through these coolers that cool the port and Type: M30-FM, Plate, SW Cooled Valve Description Position
starboard generator engines FW system (Refer to section 4.2.1 Generator Capacity: 12044600kcal/h (port side) CW103 Low Sea Chest (P) Suction Valve Open
Engine Cooling FW Systems). Cooling sea water from the main cooling 13764600kcal/h (starboard side)
CW101 High Sea Chest (S) Suction Valve Closed
fresh water coolers flows overboard via valves CW107 for port and
Low Sea Chest Suction Strainer Outlet
CW110 for starboard. Aux. Cooling FW Coolers CW009 Open
Valve
Maker: Alfa-Laval Korea Ltd.
The auxiliary cooling sea water system has two cooling sea water pumps. High Sea Chest Suction Strainer Outlet
No. of sets: 2 (Port & Stbd) CW004 Closed
These cooling sea water pumps take suction from the high and low sea Valve
Type: MX25-BFM/MX25-MFMS,
chests and supply cooling sea water to No.1 and No.2 auxiliary cooling Plate, SW Cooled
fresh water coolers. The fresh water circulates through these coolers that d) Close the sea chest suction strainer vent valves when sea water
Capacity: 5243820kcal/h (port side)
cool various auxiliary machineries. Cooling sea water from the two discharges from the outlet pipe. Set the valves as in the
1829540kcal/h (starboard side)
auxiliary fresh water coolers flows overboard via a valve CW108. following table.
3. Cooling SW Pumps Control

The fresh water generators sea water system has No.1 and No.2 fresh
water generator sea water ejector pumps. These pumps also take suction The configuration of the Main (Aux.) Cooling SW Pumps is as follows: Valve Description Position
from the high and low sea chests and supply sea water to fresh water CW057 Crossover pipe common valve Open
generators feed and brine ejector lines. The sea water from FWG flows From a mimic panel, operators can start/stop the pumps as well as switch
CW013 No.1 Main CSW Pump Suction Valve Open
overboard via valves CW105 and CW106. to lead, follow, and standby pumps.
CW015 No.1 Main CSW Pump Discharge Valve Open
Pressing the ON button will automatically set all pumps to auto mode CW010 No.2 Main CSW Pump Suction Valve Open
The main & auxiliary cooling sea water pumps and fresh water generator
and the duty pump will be started. Pressing the OFF button will stop
sea water ejector pumps are all vertical, centrifugal pumps driven by CW012 No.2 Main CSW Pump Discharge Valve Open
the running pump and switch all pumps to manual mode. When
electric motor. CW005 No.3 Main CSW Pump Suction Valve Open
switching duty pumps, the standby will start first. When confirmed
running, the duty pump will be stopped and the duty pump standby CW007 No.3 Main CSW Pump Discharge Valve Open
Sea chests, sea water lines and all sea water cooled heat exchangers are
indication will be switched on. No.1 Main Cooling FW Cooler (S) Inlet
protected from fouling hazards by an anti-fouling system. The MGPS CW021 Open
Valve
(Marine Growth Prevention System) prevents fouling of the sea chests
The selected follow pump will be started and stopped based on the No.1 Main Cooling FW Cooler (S)
and throughout the seawater system. CW024 Open
position of the 3-way by-pass valve on the FW cooler. When the valve Outlet Valve
has opened more than 70% the follow pump will start. Starboard Main Cooling Sea Water
2. Capacities and ratings CW110 Open
Overboard Valve
No.1 Main Cooling FW Cooler (P) Inlet
Main Cooling SW Pumps CW029 Open
4. Operating Procedure for the Cooling Sea Water Systems Valve
Maker: Shinko Ind. Ltd. No.1 Main Cooling FW Cooler (P)
CW032 Open
No. of sets: 3 Assume that all valves are closed and that the No.1 main & auxiliary Outlet Valve
Type: SVS300M cooling sea water pumps, Low sea chest (P) and No.1 main cooling fresh Port Main Cooling Sea Water
CW107 Open
Capacity: 770 m3/h x 2.5 bar water coolers (P&S) and No.1 auxiliary fresh water cooler are being used. Overboard Valve
Motor: 75kW, 1800rpm
Illustration 4.1.1a Cooling Sea Water System
CW108 ZI ZI CW107
TI CW073 ZT ZT
H SW18 CW061 SW17 H
No.1 Fresh Water
CW062
TI
No.2 No.2 No.1

Aux.
PI PI Cooler PI PI
CW075
CW106 CW074 (100% (P) Each, (P) Each,
Load) 100% 100%
Chemical
Dosing Load) Load)
CW136
CW133
CW132
Unit
CW065
CW041
Scupper CW110
TI CW082 ZI
ZT
SW19 H
No.2 Fresh Water
CW063
No.1 No.2 No.1

Aux.
: 0.6 bar
PI Cooler Cooler
CW084

Dosing Load) Load)
Unit
CW135
CW131
CW130
CW092
Scupper
Sunken
CWH02 Deck
CW085
CW040
CW037
CW007
CW012
CW015
MGPS CW059
Chlorination
CW036
CW006
CW011
CW014
SW3 SW1
CW081
CW071
(1,055 m3/h x 25 MTH)

IAS
(770 m3/h x 25 MTH)

To Bilge
(72 m3/h x 42 MTH)
(Self-priming Type)
Well
Main CSW Pump

Aux. CSW Pump
No.2
No.1
To Cargo Machinery
No.2
No.1
No.3
No.2
No.1
DPT DPT DPT DPT DPT
CSW Pump
CP CP IAS CP CP CP
FM
CW128
CW127
FM
DPCL DPCL
CW125 CW124 CW123 CW122 CW121
CW080 CW077
CW070 CW076
SW5 SW3
DPCL
CW038
CW035
CW005
CW010
CW013
ZLL ZLH SW1 ZLL ZLH
From Em'cy
SW19.4 SW19.3 SW20.4 SW20.3
Bilge Suction
ZS ZS ZS ZS
H
CW004 CW057 CW009 H

CW096
(CW003) (CW008)
MGPS Line
(425 m3/h x 100 MTH) (10 m3/h x 4 bar)
Auxiliary Cooling Sea Water System e) When the back-flushing is complete, close the back-flushing iv. Turn Start-Stop changeover switch towards START
valves to the cooler and leave isolated until required for use to put rectifier in operational state with pilot lamp
Valve Description Position
again. RUNNING (green), lighting up.
CW035 No.1 Aux. CSW Pump Suction Valve Open v. Check the appropriate operation current amperage. Then,
No.1 Aux. CSW Pump Suction Valve 6. Marine Growth Prevention System turn OUTPUT ADJUST knob of DC output voltage
BG501 Closed
from Emergency Bilge Suction regulator to set the operation current at the specified
General
CW037 No.1 Aux. CSW Pump Discharge Valve Open amperage.
CW038 No.2 Aux. CSW Pump Suction Valve Open This system shall be applied to the sea chests and sea water pipe lines to
CW040 No.2 Aux. CSW Pump Discharge Valve Open protect them against fouling and checking of pipes caused by marine
CW042 No.1 Aux. CFW Cooler Inlet Valve Open growth.
CW045 No.1 Aux. CFW Cooler Outlet Valve Open
Specification
CW050 No.2 Aux. CFW Cooler Inlet Valve Closed
CW053 No.2 Aux. CFW Cooler Outlet Valve Closed Maker: Nippon Corrosion Engineering
CW108 Aux. Cooling SW Overboard Valve Open Type: MGPS TD-2400PK
No. of sets: 1
e) Vent the cooling fresh water coolers and check that sufficient Seawater flow to be treated: Max. 3684 m3/h
water is flowing through the coolers and that the flow is
adequate for the cooling load. Power supply system
Input: AC 440V, 3, 60Hz, 10.35A
f) Click on the selected lead pump ON button on the IAS screen Output: DC 8V, 710A
(In this case the No.1 main and aux. CSW pumps), to set all
pumps to auto mode and the duty pump to starting. Electrolytic Cell
Normal electrolysis current: Max. 710A
5. Back Flushing Seawater flow into electrolytic cell: 20 m3/h
Operation Plan
This procedure assumes that the main cooling sea water system is Operation Procedure
High or Low Sea Chest
operational and that the No.1 main CFW cooler (P) is in use and requires
back-flushing. a) Open fully shipside valve fitted on each sea chest into which
Electrolysed sea water coming out of Electrolytic Cell is to be Pumps Condition (m3/h)
Capacity
injected. Pump Cargo
The No.2 main CFW cooler (P) will need to be brought into use to cool (m3/h) Normal In-Port
Unloading
the central fresh water system before back-flushing the No.1 cooler (P).
b) Check flow setting needle of flow meter on the inlet side of the No.1, 2 & 3 Main
770 1540 770 770
cell to make sure that it is set at the correct set value. CSW Pump
NOTE
No.1 & 2 Aux. CSW
Be careful that the standby pump does not start during valve operation. 1055 1055 1055 1055
c) Operate aux. cooling SW pumps and make sure to keep the sea Pump
a) Slowly open the No.2 main CFW cooler (P) sea water inlet water flow into the cell always at not less than the specified No.1 & 2 Cargo
150 150 150 150
valve CW025, and slowly open the outlet valve CW028. flow rate. Mach. CSW Pump
No.1 & 2 FWG
72 72 - -
b) Open the No.2 main CFW cooler (P) vent valve. Close the valve d) Check the sea water flow rate with flow meter readings and then Ejector Pump
when sea water discharges from the outlet pipe. work on power supply instrument panel as in the following; Total SW Flow (m3/h) 2817 1975 1975
3
SW flow into MGPS cell (m /h) 20 & Over
c) Slowly open the back-flushing inlet valve CW030, and slowly i. Turn OUTPUT ADJUST knob of DC output voltage
open the back-flushing outlet valve CW031 on the No.1 cooler Operating Current (Ampere) 550 400 400
regulator counter-clockwise as far as it can go and set it
(P). at the lowest output position. Injection Chlorine Density at Sea
0.2 0.2 0.2
ii. Turn circuit breaker ON. Chest (ppm)
d) Close the No.1 main CFW cooler (P) inlet and outlet valves iii. Turn on AC input side breaker ON.
CW029 and CW032.
Illustration 4.1.2a Fresh Water Generator Sea Water System
CW108 ZI ZI CW107
TI CW073 ZT ZT
H SW18 CW061 SW17 H
No.1 Fresh Water
CW062
TI
No.2 No.2 No.1

Aux.
PI PI Cooler PI PI
CW075
CW106 CW074 (100% (P) Each, (P) Each,
Load) 100% 100%
Chemical
Dosing Load) Load)
CW136
CW133
CW132
Unit
CW065
CW041
Scupper CW110
TI CW082 ZI
ZT
SW19 H
No.2 Fresh Water
CW063
No.1 No.2 No.1

Aux.
: 0.6 bar
PI Cooler Cooler
CW084

Dosing Load) Load)
Unit
CW135
CW131
CW130
CW092
Scupper
Sunken
CWH02 Deck
CW085
CW040
CW037
CW007
CW012
CW015
MGPS CW059
Chlorination
CW036
CW006
CW011
CW014
SW3 SW1
CW081
CW071
(1,055 m3/h x 25 MTH)

IAS
(770 m3/h x 25 MTH)

To Bilge
(72 m3/h x 42 MTH)
(Self-priming Type)
Well
Main CSW Pump

Aux. CSW Pump
No.2
No.1
To Cargo Machinery
No.2
No.1
No.3
No.2
No.1
DPT DPT DPT DPT DPT
CSW Pump
CP CP IAS CP CP CP
FM
CW128
CW127
FM
DPCL DPCL
CW125 CW124 CW123 CW122 CW121
CW080 CW077
CW070 CW076
SW5 SW3
DPCL
CW038
CW035
CW005
CW010
CW013
ZLL ZLH SW1 ZLL ZLH
From Em'cy
SW19.4 SW19.3 SW20.4 SW20.3
Bilge Suction
ZS ZS ZS ZS
H
CW004 CW057 CW009 H

CW096
(CW003) (CW008)
MGPS Line
(425 m3/h x 100 MTH) (10 m3/h x 4 bar)
4.1.2 Fresh Water Generator Sea Water System No.1 & No.2 FWG SW Ejector Pump
CW085 Closed
Discharge Crossover Valve
1. General CW073 No.1 FWG Sea Water Inlet Valve Open
CW074 No.1 FWG Sea Water Outlet Valve Open
The fresh water generators are supplied with sea water by two sea water
ejector pumps. These take their suction from the sea water crossover CW106 No.1 FWG Sea Water Overboard Valve Open
main.
c) Start the No.1 FWG ejector pump. Confirm that the ejector
Each of the sea water ejector pumps is an electrically driven centrifugal pump is running and that adequate water for the correct
pump that is dedicated to its own fresh water generator. Each has operation of the fresh water generator is flowing.
sufficient capacity to supply 100% of the sea water requirements to one
fresh water generator. 4. Operation Procedure for No.2 FW Generator System
The detailed operating procedures for the FWG have been given in Assume that the sea water crossover main is in use and that the No.2
section in 4.1.3, Fresh Water Generator, of this manual. FWG ejector pump and the No.2 FW generator are being used.
2. Capacities and ratings a) Ensure all pressure gauge and instrumentation valves are open
and that the instrumentation is reading correctly.
FWG SW Ejector Pumps
Maker: Shinko Ind. Ltd. b) Set the valves as in the following table.
No. of sets: 2
Type: SVS125-2M Valve Description Position
Capacity: 72 m3/h x 4.2 bar No.2 FWG SW ejector pump suction
CW080 Open
Motor: 18.5kW, 1800rpm valve
No.2 FWG SW ejector pump discharge
Fresh Water Generator CW081 Open
valve
Maker: Donghwa Entec No.1 & No.2 FWG SW Ejector Pump
No. of sets: 2 CW085 Closed
Type: DF 23/30, Plate, Single Stage CW082 No.2 FWG Sea Water Inlet Valve Open
Capacity: Each 30 m3 / day at Main G/E NCR load
CW083 No.2 FWG Sea Water Outlet Valve Open
SW Temp: 32C
CW105 No.2 FWG sea water overboard valve Open
3. Operating Procedure for the No.1 FW Generator System
c) Start the No.2 FWG ejector pump. Confirm that the ejector
Assume that the sea water crossover main is in use and that the No.1 pump is running and that adequate water for the correct
FWG ejector pump and the No.1 FW generator are being used. operation of the fresh water generator is flowing.
a) Ensure that all pressure gauges and instrumentation valves are

open and that the instrumentation is reading correctly.
b) Set the valves as in the following table.

No.1 FWG SW Ejector Pump Suction
CW070 Open
Valve
No.1 FWG SW Ejector Pump Discharge
CW071 Open
Valve
Illustration 4.1.3a Fresh Water Generator
Key
Sea Water Line
Safety Valve Vacuum Breaker
Fresh Water Line
Condensate Line Jacket Water
Cooler Flow T
Air Line Sight Glass
Jacket W.
Outlet
T Condenser
By-pass
T Evaporator
Jacket W.
Inlet
Jacket W.
Pump
Max.
0.6 bar
Generator
Engine Ejector
Chemical
Dosing Unit
(Please note the counter

Overboard pressure max. 0.6 bar) Sea Water Outlet Fresh Water Max. Back
Pump Salinity Flow Pressure
Sensor Meter 1.8 bar Distilled Water
Outlet
This valve is to be installed near fresh
No.21 Ejector pump is supplied water generator for positive injection of
by shipyard. sea water feed.
Control Salinity Indicator
Panel (Controller)
Min.
0.1 bar 4.8 bar
After ejector you must have minimum
Sea Water 250 mm straight pipe before benging. In case Fresh water outlet pipe line dont go
Filter via Mineralizer, It should be stainless steel,
Sea Water Inlet copper pipe or polyethylene lining to Prevent
Sea
Chest low temperature corrosion of fresh water.
Ejector Pump
4.1.3 Fresh Water Generator Flow rate of jacket water: 75m3/h Avoid the thermal shock to main generator engine. The inlet and
Inlet temperature: 80C outlet valves of jacket water cooling water to be opened and closed
1. General Operating pressure: 4.0bar slowly and progressively. While the obtained vacuum drops to
Pressure drop: 0.4bar around 85%, the boiling temperature now rises. This indicates that
The fresh water generator uses the heat from Main Generator Engines Heat consumption, approx.: 910kW (=782600kcal/h) evaporation has started.
Jacket Cooling Water to produce drinkable water by evaporating sea
water due to the high vacuum, which enables the feed water to evaporate Cooling medium for the condenser e) Open valve for feed water treatment.
at below 45C. Flow rate of sea water: 75m3/h
Inlet temperature: 32C f) When fresh water is present in the inspection glass on the air
The fresh water generator is based on 2 sets of titanium plate heat Operating pressure: 4.0bar suction line, start the distillate pump and open the valve before
exchangers, acting as an evaporator and a condenser respectively. The flow meter.
water ejector enables evaporator chamber vacuum condition by driving Feed water inhibitor dosing unit
sea water pass through water ejector, and sea water supplied by ejector Type: Vacuum operated (flow meter) Regulating the Capacity
pump to be delivered to ejector for taking out the brine and air. Capacity: 2~259ml/hr
Chemical tank capacity: 50litres The procedure amount of fresh water and the amount of engine cooling
The feed water evaporates while entering to the evaporate chamber due water for the evaporator is adjusted by means of the bypass valve till
to the vacuum condition. The water spray and droplets are partly 3. Operating with Jacket Cooling Water correct capacity is obtained.
removed from the vapour by the deflector mounted on top of the
evaporator and partly by a build-in demister. Starting In case of production of fresh water in excess of its rated capacity, we
recommend that you should operate the plant at the prescribed quantity
The separated water droplets fall back into the brine, which is extracted Before operation, please check the following matter; of fresh water or less as production but in excess can involve the risk of
by the ejector pump. The desalted vapour, which passes through the scale formation.
demister, will be sucked into the plate condenser where it will be y Please observe instructions for feed water treatment, see
condensed by means of incoming cold sea water. chemical dosing part Stopping
y Check the rotating direction of distillate pump.
The distilled water will be taken out by integral fresh water pump and y Close in/out valves for jacket cooling water of evaporator. a) Open the bypass valve for engine cooling water slowly.
controlled by salinometer and solenoid valve. If it is of high salt content, y Close vacuum breaker valve.
the solenoid valve recirculation work starts automatically to the shell or y Close feed water inlet valve for evaporator. b) Close the inlet and outlet valves for engine cooling water for the
dumping line against high salt content. y Close the drain valve on the head of water ejector. evaporator progressively.
y Open in/outlet valve for condenser cooling water.
Thermometers are installed for control of sea water to the condenser and c) Close valve for feed water treatment.
engine cooling water to the evaporator. These thermometers permit CAUTION
control of both heating and cooling of these units. Never start the fresh water generators distillate pump under dry condition. d) Stop the distillate pump.
The salinometer is connected to remote alarm so that very high salinity is a) Start the sea water ejector pump. e) After cooling the evaporator side as below 50C, close the feed
registered immediately at the engine control room. water valve.
b) Wait for sufficient vacuum. (about 92%)
2. Capacities and ratings f) Stop the ejector pump.
c) Open the feed water valve and feed sea water into the
Desalinator unit evaporator. Feed water quantity can be seen by the readings of g) Close the sea water valve before the ejector pump and the
Type: DF 23/30 the comp. gauge in front of the feed water orifice. The feed overboard valve after the ejector.
Capacity: 30 m3 / day valve is to be fully opened to prevent scale on the evaporator
Salinity: max. 10 ppm plate. h) Open the vacuum breaker valve.
Distillate Pump, motor 1.5kW: 2.5m3/h x 3 bar
Electric supply: 3 x 440V, 60Hz d) Open the inlet and outlet valves for jacket cooling water of i) Close the valve to fresh water tank.
evaporator.
j) Open the drain valve on the head of water ejector.
Heating medium for the evaporator CAUTION
Illustration 4.2.1a Starboard G/E Cooling F.W System (No.1 & No.2 G/E)
Chemical Filling
Key
HC071
Upper Deck
Fresh Water Line
Drain Line LAL
CF001
No.1 Main G/E CFW Expansion
Tank (1.5 m3, 1st Deck) LS
MC092
MC090
MC091
MC064
MC062
MC023 MC024
MC065
MC066
PI No.1 Main G/E PI No.2 Main G/E MC079
LO Cooler LO Cooler
MC006 MC097 TI MC022 MC098 TI
MC058
PI
M
MC042 MC036
MC041 MC035
MC040 MC034
MC039 MC033
MC038 MC032
MC037 MC031
MC083 MC086
MC082 MC085
MC081 MC084
MC047 MC044
MC048 MC045
MC046 MC043
PI PI
MC005 TI MC021 TI
MC026
MC020
PI
No.1 FW TC
Generator (S) CF3.2
MC049
MC009
Sett.
MC095
75
TICAHL
TT
MC093
MC028
MC099
MC018
TI CF3.1
TIAH TIAH
CF004 MC003 CF005 MC012
MC072
MC074
MC052 MC053
MC050 MC051
TI
TI TI TT TI TI TT
M 4V09 TT M TT
MC071
MC073
TI Sett. TI Sett.
41
L/T Air L/T Air TIAH 41
L/T Air L/T Air TIAH
TIAH Cooler Cooler TIAH Cooler Cooler
TT MC004 Sett.
TT MC013 Sett.
TT TT PI
Main G/E 91 Main G/E 91
Alternator
Alternator
Alternator
Alternator
Bearing
Bearing
MC056 TI
M
M
Scav. Air Scav. Air
Temp. H/T Air H/T Air Deaerator 4V01 Temp. H/T Air H/T Air Deaerator 4V01
Cooler Cooler Cooler Cooler
PI
MC063
MC076
No.1
MC054
TS TS MC057 TI
TT TS TT TS
TT TT
TT TT
MC069
MC027
MC025
MC080
MC017
MC019
Water Water Water Water PI Main
Separator Separator MC008 Separator Separator MC015 Cooling FW
MC212 MC214 PI Cooler (S)
MC088
PIAL PIAL MC067 TI
MC211 MC213
MC029
MC096
PI
MC075
MC077
No.1 Main G/E Jacket

PT PT TI
TIAH TIAH
TT TT PI
CFW Pre-heater
MC030 MC016 MC059 No.2
MC068 TI
PT TIAH PT TIAH
M
TT MC007 TT MC014 TI
PIAL PIAL
TC
Sett. Sett. CF2.2
70 TT 36
TICAHL
L/T Circ. H/T Circ. L/T Circ. H/T Circ. TT
CF2.1
Pump Pump No.1 Main G/E Pump Pump No.2 Main G/E
TI
(12V50DF) (12V50DF)
MC055
MC060
MC002
MC011
MC010
MC070 MC001 MC061
NC
To Bilge Holding Tank

To Clean Drain Tank
4.2 Fresh Water Cooling System Adjustable orifices (MC063, MC076, MC169 and MC178) are fitted in c) Set the valves as in the following tables.
the high temperature cooling water return to each of the engines after the (See illustration 4.2.1a, 4.2.1b)
4.2.1 Generator Engine Cooling Fresh Water Systems three way temperature control valves. These are manually adjusted and
should be set to regulate the flow of water leaving each engine. Once set No.1 Diesel Generator Engine
1. General it should not be necessary to adjust these valves during normal operating
conditions. Valve Description Position
The diesel generator engines each have fresh water cooling systems MC002 LT Circulating Pump Inlet Valve Open
which are divided into High Temperature (HT) and Low Temperature The cooling fresh water expansion tanks provide a positive head to
- LT Circulating Pump Outlet Valve Open
(LT) circuits, but sharing the same water. maintain pressure and allow for thermal expansion of the water as
follows; LT Air Cooler Outlet Valve to 3-Way
MC003 Open
The HT circuit has a HT circulation pump that supplies cooling water to Temperature Control Valve
the main G/E jackets, cylinder head also G/E T/Charger and HT air - No.1 main CFW expansion tank : No.1 & No.2 G/E LO Cooler Cooling F.W Temperature
4V09 Operational
cooler. The LT circuit has a LT circulation pump that supplies cooling - No.2 main CFW expansion tank : No.3 & No.4 G/E Control 3-Way Valve
water to the LT air cooler also alternator and LO cooler. The waste heat MC005 No.1 G/E LO Cooler Inlet Valve Open
of the HT circuit can be used for the fresh water generators and central These tanks are supplied with water from the fresh water hydrophore MC006 No.1 G/E LO Cooler Outlet Valve Open
heating. system through the manual valves HC071 for the No.1 expansion tank
MC032 LT Air Cooler Air Vent Valves to
and HC072 for the No.2 expansion tank. The expansion tanks also supply Set
MC035 Expansion Tank
LT Fresh Water Cooling System make-up water to the main generator cooling fresh water system.
LT Circulating Pump Discharge Valve
MC030 Open
to Alternator
Fresh water is circulated through each of the low temperature systems by From the engine cooling water manifold, branches supply cooling water
LT F.W Supply Valve to 3-Way
a LT circulating pump. During periods of maintenance the water used in to each of the main engine cylinders. Isolating valves are fitted to the MC075 Open
Temperature Control Valve
this system can be drained from the engine into the clean bilge holding inlet and outlet of each cylinder to allow units to be individually isolated
for maintenance purposes. MC025 Alternator Cooling F.W Inlet Valve Open
tank. The low temperature system is controlled by an engine driven
circulating pump and a three way control valve set to regulate the Scav. MC026 Alternator Cooling F.W Outlet Valve Open
Air temperature at 41C. Air separators in the water circulation lines allow for the removal of MC027 Alternator Bearing LO Cooler Inlet
Open
entrapped air in the system. These separators vent to the related system MC069 Valves
HT Fresh Water Cooling System tank. MC028 Alternator Bearing LO Cooler Outlet
Open
MC093 Valves
The main G/E jacket cooling system uses the same water as the LT FW 2. Capacities and Ratings
cooling system and is designed to pass a proportion of the pumps No.2 Diesel Generator Engine
discharge through the jacket water pre-heater. The pre-heater maintains G/E Jacket CFW Pre Heater
the main engine jacket cooling water temperature when the main No. of sets: 1 PORT & 1 STBD Valve Description Position
generator engine is at idle, on low load or when the engine is being Capacity: -
MC011 LT Circulating Pump Inlet Valve Open
warmed through prior to starting. Temperature: 70C
- LT Circulating Pump Outlet Valve Open
Water flows around the cylinder liners and cylinder heads before leaving 3. Operating Procedure LT Air Cooler Outlet Valve to 3-Way
MC012 Open
the engine and passing to a common manifold pipe which supplies the Temperature Control Valve
HT air cooler. The high temperature system is controlled by an engine LT Fresh Water Cooling System LO Cooler Cooling F.W Temperature
4V09 Operational
driven circulating pump and a three way control valve set to regulate the Control 3-Way Valve
temperature of the water leaving the engine at 91C. The LT systems for all four diesel generator engines are the same and the MC021 No.2 G/E LO Cooler Inlet Valve Open
procedure description that follows applies to all of them. MC022 No.2 G/E LO Cooler Outlet Valve Open
The FW generators can be bypassed when the generator engine is on low MC045 LT Air Cooler Air Vent Valves to
load or idle, or when the production of fresh water is not required. A hot a) Ensure that all gauge and instrumentation valves are open and Set
water loop in the fresh water generator heating system allows the that the instruments are operating correctly.
generators to be operated when the main generator engine jacket system MC016 Open
b) Check that electrical power is available at the temperature to Alternator
is on low load. The FW generators extract heat from the circulating
control bypass valves and that the valves are set to operate
jacket cooling water thus reducing the load on the coolers.
automatically.
IMO No. 9401295 / Final Draft (2010.04.19) 4 - 10 Part 4 Machinery System

Illustration 4.2.1b Port G/E Cooling F.W System (No.3 & No.4 G/E)
Chemical Filling
Key
HC072
Upper Deck
Fresh Water Line
Drain Line LAL
CF101
MC192
MC190
MC191
MC164
MC162
MC193 MC124
MC165
MC166
LO Cooler LO Cooler
MC158
PI
M
MC142 MC136
MC141 MC135
MC140 MC134
MC139 MC133
MC138 MC132
MC137 MC131
MC148 MC145
MC147 MC144
MC146 MC143
PI PI
MC105 TI MC121 TI
MC126
MC120
PI No.2 FW TC
Generator (P) CF103.2
MC149
MC109
MC174
Sett.
MC150 MC151
MC195
75
TICAHL
TT
MC200
MC128
MC201
MC118
TI CF103.1
MC173
TIAH TIAH TIAH
CF104 MC103 CF105 MC112
MC172
MC152 MC153
TI
TI TI TT TI TI TT TT MC113
M 4V09 TT M TT TT Sett.
MC171
TI Sett. TI Sett. 91
41
L/T Air
M
TIAH Cooler Cooler TIAH Cooler
H/T Air Deaerator 4V01
TT MC104 Sett. Cooler
TT PI
91
MC178
Main G/E Main G/E
Alternator
Alternator
Alternator
Alternator
Bearing
Bearing
MC156 TI
M
Scav. Air Scav. Air
Temp. H/T Air H/T Air Deaerator 4V01 Temp. TT TS
Cooler Cooler TT
PI
MC169
No.1
MC154
TS MC157 TI
TT TS
TT
TT
MC163
MC127
MC125
MC180
MC117
MC119
Water Water Water PI Main
Separator Separator MC108 Separator Cooling FW
MC217 MC215 PI Cooler (P)
MC188
PIAL PIAL MC167 TI
MC216
MC129
MC115
PI
MC175
MC177

PT PT TI
TIAH TIAH
TT TT PI
CFW Pre-heater
MC130 MC116 MC159 No.2
MC168 TI
PT TIAH PT TIAH
M
PIAL PIAL
TC
Sett. Sett. CF102.2
No.3 70 TT 36
TICAHL
CF102.1
Pump Pump No.4 Main G/E Pump Pump Main G/E
TI
(12V50DF) (9L50DF)
MC155
MC160
MC102
MC111
MC110
MC101 MC161
MC170
NC
From No.1 & 2
To Clean Drain Tank Main G/E

No.2 Diesel Generator Engine No.4 Diesel Generator Engine No.1 Diesel Generator Engine
Valve Description Position Valve Description Position Valve Description Position

LT F.W Supply Valve to 3-Way MC102 LT Circulating Pump Inlet Valve Open MC001 HT Circulating Pump Inlet Valve Open
MC077 Open
Temperature Control Valve - LT Circulating Pump Outlet Valve Open - HT Circulating Pump Outlet Valve Open
MC019 Alternator Cooling F.W Inlet Valve Open
LT Air Cooler Outlet Valve to 3-Way HT Air Cooler Outlet Valve to 3-Way
MC103 Open MC004 Open
MC020 Alternator Cooling F.W Outlet Valve Open Temperature Control Valve Temperature Control Valve
MC017 Alternator Bearing LO Cooler Inlet LO Cooler Cooling F.W Temperature HT System Temperature Control 3-Way
Open 4V09 Operational 4V01 Operational
MC080 Valves Control 3-Way Valve Valve
MC018 Alternator Bearing LO Cooler Outlet MC105 No.1 G/E LO Cooler Inlet Valve Open Outlet Valve from Temperature Control
Open MC072 Open
MC099 Valves MC106 No.1 G/E LO Cooler Outlet Valve Open Valve
No.1 & No.2 G/E LT Circuit Air Vent MC007 Pre-heated Jacket Water Inlet Valve Open
MC064 Set MC132 LT Air Cooler Air Vent Valves to
Valve to Expansion Tank Set MC031 HT Air Cooler Outlet Valves to
MC135 Expansion Tank Set
LT Circulating Pump Discharge Valve to MC034 Expansion Tank
No.3 Diesel Generator Engine MC130 Open Air Vent Outlet Valve to Expansion
Alternator MC053 Set
LT F.W Supply Valve to 3-Way Tank
Valve Description Position MC175 Open
MC111 LT Circulating Pump Inlet Valve Open MC125 Alternator Cooling F.W Inlet Valve Open
No.2 Diesel Generator Engine
- LT Circulating Pump Outlet Valve Open MC126 Alternator Cooling F.W Outlet Valve Open
LT Air Cooler Outlet Valve to 3-Way Valve Description Position
MC112 Open MC125 Alternator Bearing LO Cooler Inlet
Temperature Control Valve Open MC010 HT Circulating Pump Inlet Valve Open
MC163 Valves
LO Cooler Cooling F.W Temperature MC128 Alternator Bearing LO Cooler Outlet - HT Circulating Pump Outlet Valve Open
4V09 Operational Open
Control 3-Way Valve MC200 Valves HT Air Cooler Outlet Valve to 3-Way
MC013 Open
MC121 No.3 G/E LO Cooler Inlet Valve Open Temperature Control Valve
MC122 No.3 G/E LO Cooler Outlet Valve Open d) The LT fresh water cooling system is operational when the HT System Temperature Control 3-Way
valves are set as above. When the engine starts cooling water 4V01 Operational
LT Air Cooler Air Vent Valve to Valve
MC145 Set will be circulated through the low temperature system by the Outlet Valve from Temperature Control
Expansion Tank MC074 Open
engine driven pump. Valve
MC116 Open
to Alternator MC014 Pre-heated Jacket Water Inlet Valve Open
HT Fresh Water Cooling System
LT F.W Supply Valve to 3-Way MC043 HT Air Cooler Outlet Valves to
MC177 Open Set
Temperature Control Valve The HT systems for all four diesel generator engines are the same and the MC084 Expansion Tank
MC119 Alternator Cooling F.W Inlet Valve Open procedure description that follows applies to all of them. Air Vent Outlet Valve to Expansion
MC051 Set
MC120 Alternator Cooling F.W Outlet Valve Open Tank
a) Ensure that all gauge and instrumentation valves are open and No.1 Main G/E Jacket CFW Pre-Heater
MC117 Alternator Bearing LO Cooler Inlet MC054 Open
Open that the instruments are operating correctly. Unit Inlet Valve
MC180 Valves
No.1 Main G/E Jacket CFW Pre-Heater
MC118 Alternator Bearing LO Cooler Outlet MC055 Open
Open b) Check that electrical power is available at the temperature Unit Outlet Valve
MC210 Valves
control bypass valves and that the valves are set to operate
No.3 & No.4 G/E LT Circuit Air Vent automatically.
MC164 Set No.3 Diesel Generator Engine
Valve to Expansion Tank
c) Set the valves as in the following tables.
(See illustration 4.2.1a, 4.2.1b)
MC110 HT Circulating Pump Inlet Valve Open
- HT Circulating Pump Outlet Valve Open
HT Air Cooler Outlet Valve to 3-Way
MC113 Open

Illustration 4.2.1b Port G/E Cooling F.W System (No.3 & No.4 G/E)
Chemical Filling
Key
HC072
Upper Deck
Fresh Water Line
Drain Line LAL
CF101
MC192
MC190
MC191
MC164
MC162
MC193 MC124
MC165
MC166
LO Cooler LO Cooler
MC158
PI
M
MC142 MC136
MC141 MC135
MC140 MC134
MC139 MC133
MC138 MC132
MC137 MC131
MC148 MC145
MC147 MC144
MC146 MC143
PI PI
MC105 TI MC121 TI
MC126
MC120
PI No.2 FW TC
Generator (P) CF103.2
MC149
MC109
MC174
Sett.
MC150 MC151
MC195
75
TICAHL
TT
MC200
MC128
MC201
MC118
TI CF103.1
MC173
TIAH TIAH TIAH
CF104 MC103 CF105 MC112
MC172
MC152 MC153
TI
TI TI TT TI TI TT TT MC113
M 4V09 TT M TT TT Sett.
MC171
TI Sett. TI Sett. 91
41
L/T Air
M
TIAH Cooler Cooler TIAH Cooler
H/T Air Deaerator 4V01
TT MC104 Sett. Cooler
TT PI
91
MC178
Main G/E Main G/E
Alternator
Alternator
Alternator
Alternator
Bearing
Bearing
MC156 TI
M
Scav. Air Scav. Air
Temp. H/T Air H/T Air Deaerator 4V01 Temp. TT TS
Cooler Cooler TT
PI
MC169
No.1
MC154
TS MC157 TI
TT TS
TT
TT
MC163
MC127
MC125
MC180
MC117
MC119
Water Water Water PI Main
Separator Separator MC108 Separator Cooling FW
MC217 MC215 PI Cooler (P)
MC188
PIAL PIAL MC167 TI
MC216
MC129
MC115
PI
MC175
MC177

PT PT TI
TIAH TIAH
TT TT PI
CFW Pre-heater
MC130 MC116 MC159 No.2
MC168 TI
PT TIAH PT TIAH
M
PIAL PIAL
TC
Sett. Sett. CF102.2
No.3 70 TT 36
TICAHL
CF102.1
Pump Pump No.4 Main G/E Pump Pump Main G/E
TI
(12V50DF) (9L50DF)
MC155
MC160
MC102
MC111
MC110
MC101 MC161
MC170
NC
From No.1 & 2
To Clean Drain Tank Main G/E

No.3 Diesel Generator Engine 4. GE Cooling Fresh Water System
Valve Description Position Main Cooling Fresh Water System

HT System Temperature Control 3-Way
4V01 Operational This system is divided in port and starboard, but both sides are in general
Valve
Outlet Valve from Temperature Control identical. Both systems contain G/E jacket pre heater pumps, FW
MC174 Open generator jacket water pumps, Main CFW coolers, LO coolers and
Valve
deaerator. The FW generator is also a part of this system, and recovers
MC114 Pre-Heated Jacket Water Inlet Valve Open
Waste heat from the generators.
HT Air Cooler Outlet Valve to
MC143 Set
Expansion Tank
A PID controller is used to control the three way valve (MC059 and
Air Vent Outlet Valve to Expansion MC159). The set point of (36C) can be adjusted by the operator while
MC151 Set
Tank operating in auto mode. For direct valve control, the controller must be
set to manual mode.
No.4 Diesel Generator Engine
Main G/E Jacket Cooling Fresh Water Temperature Control
MC101 HT Circulating Pump Inlet Valve Open A PID controller is used to control the three way valve (MC058 and
- HT Circulating Pump Outlet Valve Open MC158). The set point of (75C) can be adjusted by the operator while
operating in auto mode. For direct valve control, the controller must be
HT Air Cooler Outlet Valve to 3-way
MC104 Open set to manual mode.
HT System Temperature Control 3-way
4V01 Operational
Valve
Outlet Valve from Temperature Control
MC172 Open
Valve
MC107 Pre-heated Jacket Water Inlet Valve Open
MC131 HT Air Cooler Outlet Valves to
Set
Air Vent Outlet Valve to Expansion
MC153 Set
Tank
MC154 Open
Unit Inlet Valve
MC155 Open
Unit Outlet Valve
d) Supply electrical power to the G/E jacket pre-heater and its

circulating pumps. Switch the pre-heater unit to automatic mode.
The pre-heater will start when the engine is stopped to maintain

the correct cooling water temperature in the system. It will stop
automatically when the engine has been started.
e) Check that the high temperature cooling fresh water system is

operating correctly and that there are no leaks.
f) When the engine HT and LT cooling water system are operating

correctly and the desired temperature is achieved the engine is
ready for starting.

Illustration 4.2.2a Aux. Central Cooling F.W System (PORT)
HC085
PICAL LC018
IAS PT
LC007
LAL
LC105
LC021 LC020
LC023 LC022
LC059 TI
No.2 Aux.
LC189
No.3 S/G Hyd. LS
CFW
LC065 TI Pump Unit LC195
Exp. Tank
LO Cooler (P) (1.5 m3)
Aux. Cooling PI PI Boiler Water Circ. Pump
LC068 TI
LC194
1st Deck (P) (2nd Deck (P), 16,392 A/B)
LC192
FW Pump No.2
No.1
(515 m3/h x 25 MTH) No.4 S/G Hyd. (21,328 A/B) No.1 No.2 No.3 No.4
LC193
3rd Deck (C) LC072 TI Pump Unit
CP CP IGG
(10,792 A/B) LO Cooler (P) Cooling A-deck (P)
1st Deck (P)
LC024
LC025 Unit (30,350 A/B)

S/G Room (P) (21,328 A/B)
(16,392 A/B)
LC151
LC152
LC148
LC150
LC155
LC149
LC153
LC154
1st Deck (P) 1st Deck (P)
Inert Gas (21,328 A/B) (21,328 A/B)
TI Dryer Unit
TC TICAH Sett. LC089 PI PI
TT
No.1 Air Cond. Unit
No.2 Air Cond. Unit

1st Deck (AFT)
No.1 Provision
No.2 Provision
LC104.2 LC104.1 36 TI TI
Ref. Plant
Ref. Plant
E/R & CSBR
E/R & CSBR

(21,328 A/B) TI TI
IG012
IG019
M
LC027 Boiler Water
LC117
LC118
PI Sample
LC033 TI Cooler
No.2 LC169 LC170
Aux.
LC172
LC171
PI Cooling TI TI TI TI TI TI TI TI
LC034 TI FW
Cooler PI PI PI PI
(Each 100%)
3rd Deck (C)
Near
Scupper (10,792 A/B)
LC058
LC096
LC210
LC097
LC064
LC062
LC209
LC012 TI
LC208
Tank Top (P)

PIAL
LC039 TI PT
LC111 (3,200 A/B) LC053 TI
LC015 TI No.2
No.2 Frequency Dump Cond./
TIAH Propulsion Converter
LC038 TI TT LC093 TI Drain Cooler
LC112
Motor (P) LC206 LC026 TI (P)
LC054
LC207 2nd Deck (P)
TI
LC030 No.2 Brake LC094 TI 3rd Deck (P)
PI (16,392 A/B)
LC043 TI TI
Bilge Well LC029 TI Resistor (10,792 A/B) V056 PI
Tank Top (P) (P)
LC032 No.3 LC186 TI
LC042 TI TI
(3,200 A/B) TI LC002 No.2 Main No.2
Propulsion PI
G/E DO
Inter. Shaft LC135 TI LC035 TI No.3 Main G/E
Motor TI V055 Cooler PI
Bearing TI LC001 Propulsion Pilot DO
Bearing (P) LC187 TI
(Port, AFT) LC083 Transformer Cooler
LC136 TI (P) TI
(P) (P)
2nd Deck (P)
Tank Top (P) LC084 TI 3rd Deck (P) (16,392 A/B) 2nd Deck (P)
(3,200 A/B) TI LC007 TI (10,792 A/B)
LC028 PI (16,392 A/B)
Inter. Shaft LC183 TI TI
No.2 LC056
Bearing TI LC004
R/G No.4
(Port, FWD)
LO LC182 TI No.4
TI Main
LC031 Cooler Propulsion PI
TI LC014 G/E DO
(P) LC098 TI Transformer TI LC055 Cooler
Floor (P) (P) Key
S/T LO (P)
(5,550 A/B) Cooler (P) Tank Top (P)
LC104 TI 3rd Deck (P) Fresh Water Line
(3,200 A/B) 2nd Deck (P)
LC011 (10,792 A/B) Drain Line
TI (16,392 A/B)

4.2.2 Auxiliary Central Cooling F.W System The in-use pump of starboard side discharges cooling water into the Capacity: 515 m3/h x 2.5bar (Port side)
pipeline system that provides cooling to the following units: (See 465 m3/h x 2.5bar (Stbd side))
1. General Description Illustration 4.2.2b) Motor: 55Kw, 1800rpm (Port side))
45Kw, 1800prm (Stbd side))
The auxiliary central cooling fresh water system is a closed system that G Intermediate shaft bearings (S) (FWD&AFT)
provides cooling fresh water throughout the port and starboard sides of G S/T LO cooler (S) Aux. Central FW Coolers
engine room. Maker: Alfa-Laval Korea Ltd.
G No.1 R/G LO cooler (S)
No. of sets: 2 (Port & Starboard)
G No.1 Propulsion motor (S)
Each two auxiliary cooling fresh water pumps are situated in the port and Type : MX25-BFM/MX25-MFMS
starboard sides of engine room. During normal operation each one pump G No.1 Propulsion motor bearing cooler (S) Capacity: 5,243,820kcal/h (port)
will be selected as the duty pump and the other pump will be selected as G No.1 S/G hyd. pump unit LO cooler (S) 1,829,540kcal/h (starboard)
standby, for automatic starting in the event of a pump failure or a G No.2 S/G hyd. pump unit LO cooler (S) Flow: 515m3/h /465 m3/h at 36C
pressure drop within the system. G No.1 Brake resistor (S)
G No.1 Frequency converter (S) 3. Procedure for the Operation of the Fresh Water Cooling System
The in-use pumps take suction from the end of the circulating loop, with G No.1 Propulsion transformer (S)
make-up available from the header expansion tanks. Any shortfall in the a) Ensure that the fresh water cooling system is fully charged with
G No.2 Propulsion transformer (S)
system is made good by topping up the expansion tanks from the fresh water and that all air is vented from the system.
G No.1 & No.2 Control air compressors
water service line.
G No.1 & No.2 Service air compressors b) Ensure that each Aux. CFW expansion tank is at the correct level
The cooling system consists of two loops. The in-use pump of port side G No.1 & No.2 N2 Generator compressor and that the top up supply from the fresh water hydrophore system
discharges cooling water into the pipeline system that provides cooling to G No.1 & No.2 Air cond. units for accommodation is available.
the following units: (See Illustration 4.2.2a) G No.1 Main G/E DO cooler (S)
G No.2 Main G/E DO cooler (S) c) Ensure that all the pressure gauges and instrumentation valves are
G Intermediate shaft bearings (P) (FWD&AFT) G No.1 Main G/E pilot DO cooler (S) open and that all instruments and gauges are reading correctly.
G S/T LO cooler (P) G No.1 & No.2 Main air compressors
d) Ensure that there is a control air supply at the three-way
G No.2 R/G LO cooler (P) G Air cond. unit for galley
temperature control valve.
G No.2 Propulsion motor (P)
G No.2 Propulsion motor bearing cooler (P) Sea water is used as the cooling medium for the Aux. central fresh water
e) Set the valves as in the following table:
G No.3 S/G hyd. pump unit LO cooler (P) coolers, and is provided by the auxiliary cooling sea water pumps (Refer
(See Illustration 4.2.2a and 4.2.2b)
G No.4 S/G hyd. pump unit LO cooler (P) to section 4.1.1a).
G Boiler water sample cooler Valve Description Position
The cooling fresh water temperature is maintained at 36C in the system
G No.2 Brake resistor (P) No.1 Aux. C.F.W Expansion Tank
by means of a three way control valve (LC109 for starboard side & LC111 Open
G No.2 Frequency converter (P) LC027 for port side) fitted to the outlet side of the aux. Cooling FW Outlet Valve
G No.3 Propulsion transformer (P) coolers. No.2 Aux. C.F.W Expansion Tank
LC192 Open
G No.4 Propulsion transformer (P) Outlet Valve
G Inert gas dryer unit This allows the fresh water to flow through or bypass the coolers, No.1 Aux Cooling F.W Cooler Inlet
LC040 Open
depending on its temperature. The temperature control valve position is Valve
G IGG cooling unit
adjusted from a transmitter signal fitted to the main line after the No.1 Aux Cooling F.W Cooler Outlet
G Boiler water circulation pump (4 units) LC037 Open
temperature control valve outlet. Valve
G No.3 Main G/E DO cooler (P)
No.2 Aux Cooling F.W Cooler Inlet
G No.4 Main G/E DO cooler (P) LC034 Open
2. Capacities and Ratings Valve
G No.1 & No.2 Air cond. units for E/R & CSBR No.2 Aux Cooling F.W Cooler Outlet
LC033 Open
G Dump cond./drain cooler Aux. Cooling FW Pumps Valve
G No.2 Main G/E pilot DO cooler (S) Maker: Shinko Ind. Ltd No.1 Cooler Outlet Temperature
LC109 Operational
G No.1 Provision ref. plant No. of sets: 2 Control 3-Way Valve
G No.2 Provision ref. plant Type: SVS250M No.2 Cooler Outlet Temperature
LC027 Operational
Control 3-Way Valve

Illustration 4.2.2b Aux. Central Cooling F.W System (STBD)
HC085
PICAL LC003
IAS PT
LC1
LAL
LC5
LC008 LC006
LC009 LC005
No.1 Aux.
LC190
LS
CFW
Exp. Tank LC108
(1.5 m3)
1st Deck (S) 1st Deck (S) 1st Deck (S)
PI PI Aux. Cooling FW Pump LC126 TI (21,328 A/B) (21,328 A/B) (21,328 A/B)
LC131
LC111
No.2 (465 m3/h x 25 MTH)
No.1
No.1
Unit For Accom.
Unit For Accom.

3rd Deck (C)
LC112
No.1 Air Cond.
No.2 Air Cond.

Compressor
Compressor
(10,792 A/B) Control
No.1 N2
No.2 N2
CP CP LC127 TI Air A-deck (P)
Comp.
LC016
LC017 (30,350 A/B)

LC119 TI
TI No.2
TC TICAH Sett. LC090 Control
TT 36 LC120 TI TI TI TI TI
LC4.2 LC4.1 Air
Comp. TI TI TI TI
LC047 TI Upper Deck
LC163
LC162
LC160
LC161
M PI PI (26,750 A/B)
LC109 No.1 S/G Hyd.
PI LC049 TI Pump Unit 1st Deck (S)
Air Cond. Unit

LC037 TI LO Cooler (S) LC105 TI (21,328 A/B)
For Galley
No.1 No.1
Aux. LC052 TI
Service
PI Cooling LC110 TI Air
No.2 S/G Hyd.
LC040 TI FW LC057 TI Comp.
Pump Unit
Cooler
LO Cooler (S)
(Each 100%) LC102 TI TI TI
3rd Deck (C) S/G Room (S)
Near (16,392 A/B) No.2
Scupper (10,792 A/B) Service LC168
LC103 TI Air
LC095
LC080 Comp.
LC205 LC167
LC166
LC201
LC081
LC044
LC045
LC203
LC050 TI
LC202
Tank Top (S)

PIAL
LC046 TI PT
LC011 (3,200 A/B)
LC055 TI No.1
No.1 Frequency
TIAH Propulsion Converter
LC048 TI TT LC085 TI
LC012
Motor (S) LC200 LC067 TI (S)
LC082 No.1 Brake LC086 TI 3rd Deck (S)
PI
LC051 TI TI
Bilge Well LC071 TI Resistor V056 PI
LC144
LC145
LC147
LC146
(10,792 A/B)
Tank Top (S) (S)
LC074 No.1 LC175 TI
LC056 TI TI
(3,200 A/B) TI LC066 No.1 Main No.1 TI TI TI TI
Propulsion PI
G/E DO
Inter. Shaft LC099 TI LC077 TI No.1 Main G/E
Motor TI V055 Cooler PI
Bearing TI LC069 Propulsion Pilot DO
Bearing (S) LC185 TI
(STBD, AFT) LC087 Transformer Cooler
LC100 TI (S) TI S S
(S) (S)
2nd Deck (S) PI PI
Tank Top (S) LC088 TI 3rd Deck (S) (16,392 A/B) 2nd Deck (S) No.1 No.2
(3,200 A/B) TI LC073 TI (10,792 A/B)
LC063 PI (16,392 A/B)
Inter. Shaft LC181 TI TI
No.1 V056
Bearing TI LC075
R/G No.2 Main Air Compressor
(STBD, FWD) No.2
LO LC180 TI
2nd Deck (S)
TI Main
LC070 Cooler Propulsion PI (16,392 A/B)
TI LC076 G/E DO
(S) LC091 TI Transformer TI V055 Cooler
Floor (S) (S) Key
S/T LO (S)
(5,550 A/B) Cooler (S) Tank Top (S)
LC092 TI 3rd Deck (S) Fresh Water Line
(3,200 A/B) 2nd Deck (S)
LC078 (10,792 A/B) Drain Line
TI (16,392 A/B)

No.1 Aux. CFW Pump (S) Suction

LC017 Open
Valve
No.1 Aux. CFW Pump (S) Discharge
LC005 Open
Valve
No.2 Aux. CFW Pump (S) Suction
LC016 Open
Valve
No.2 Aux. CFW Pump (S) Discharge
LC006 Open
Valve
No.1 Aux. CFW Pump (P) Suction
LC025 Open
Valve
No.1 Aux. CFW Pump (P) Discharge
LC022 Open
Valve
No.2 Aux. CFW Pump (P) Suction
LC024 Open
Valve
No.2 Aux. CFW Pump (P) Discharge
LC020 Open
Valve
a) Open the all equipment inlet and outlet valves on the central
cooling system.
b) Select one central cooling FW pump as the duty pump. Start that
pump.
c) If the second pump is available it may be set to AUTO and will act
as the standby pump.
d) Check the all the system for leaks, and that the operating
temperature is in the normal range. Turn on the oil detector for
monitoring of oil content in aux. cooling FW system.

Illustration 4.3.1a Fuel Oil Bunkering and Transfer System
AVH67 AVH77
OFH17 Midship OFH13 AVH65 AVH66 AVH75 AVH76
Accommodation (P)
TI (P)
OFH52 TI OFH22 TI OFH19 OFH14 TI
PI OFH66 PI OFH21 PI 800 PI 800
OFH18 OFH15
OFH58 OFH67 OFH70 OFH97 OFH16 Upper Deck OFH12 Upper Deck
OFH98 OFH99
OFH61
OFH04
OFH03
OFH02
OFH56 OFH80 OFH81 OFH85 OFH64
OFH50
OFH78
OFH01 FWD HFO Trans. Pump ZI ZI
ZT ZT
H
(50 m3/h x 4.0 bar) F02.3 F01.3
Sett.
OFH25
Cargo PI 4.9 bar CP OFH60
OFH26
OFH27
AB AFT Side FWD Side (16 Mesh) LAHH LAHH
Manifold OFH62 LS FWD No.2 LS FWD No.1
OFH59 F055 F052
HFO Tank (C) HFO Tank (C)
(2,181.6 m 3) (1,956.6 m 3)
OFH41 OFH45
OFH71
OFH09
OFH10
OFH11
Accommodation (S)
OF063 No.2 TICAH TICAH

F056.1 F053.1
OFH76 OFH35 OFH42
OFH39 Sett. TI TT TI TT
OFH68 OFH37 800 800 OFH53 OFH79
OFH77 OFH83 OFH86
OFH75 PI 4.9 bar CP OFH55
OFH07 (16 Mesh) OF311 OF312
OFH73 OFH69 OFH74 OFH06 Upper Deck OFH43 OFH08
Upper Deck OFH57
OFH38 OFH40 OFH54 P LT
LIAHL P LT
LIAHL
PI PI PI PI F054 F051
TI TI Midship TI
OFH84
TI (S)
No.1
To be Led Tank AFT Side
Upper Deck
ZI
F06.3 From IGG FO Pump
Return ZI
F05.3 To LDO
OF204
ZT ZI ZI
From LDO Tank Tank For F04.3
OF201
H
LAHH DO Trans. Pump LAHH F03.3

LCAHH For Em'cy G/E ZT Em'cy G/E DOHigh-h
Trans. Pump
OF102
F085
H
F082 High-h Stop ZLH ZLH ZLH ZLH Stop
F092 ZT ZT
H
F040 F041 F042 F044

ZS ZS ZS ZS LCAHH LS LAHH
OF104
HFO Trans. Pump LCAHH IGG LDO LS LCAHH HFO Trans.
F089 F087 LCAHH Pump F062
H
LS High-h Stop F077 Storage DO Storage
OF216
OF144
OF145
OF129
OF143
OF139
F072 High-h Stop
LS HFO Tank (P) Tank (S)
OF140
OF215
Tank (P) DO Service DO LSFO
Service
(108.4 m3) Tank (S)
(P) (297.7 m3)
(620.2 m 3) HFO Sett. Tank (P) LS OF333 OF138 LS Tank HFO Sett. LS
OF307 OF304
HFO TIAH Tank (P) LS
LIAHL (63.7 m3) (535.2
(63.7 mm3)3) LIAHL Tank (S) TIAH HFO
TIAH F078 LT OFL06 OFL09 LT LS HFO Tank (S)
F093 Service (99.7 m3) F081 F084 (99.7 m3) F073 Service (471.6 m 3)
OF219
OF128
TIAH Tank (P) TT TI OFL04 OF150 OF205 OF114 OF115 OF210 OFL11 TI TT Tank (S) TIAH
HFO Transfer Pump
LDO Transfer Pump

TT TI F067 (99.7 m3) (99.7 m3) F065
(3.0 m3/h x 3 bar)

DO Transfer Pump
(40 m3/h x 4 bar)
(40 m3/h x 4 bar)

OF113 OF395 OF306 OF116 TIAH
P P P
OF316
OF301 TT TI OFL03 PI PI PI OFL12 TI TT

LIAHL LIAHL LIAHL F063
LT OF303 LT LT OF308
F091 HFO Trans. F088 F086 HFO Trans.
4.9 bar
4.9 bar
3.9 bar
OF112 LIAHL LIAHL OF117
Sett.
Sett.
Sett.
LT Pump Auto Pump Auto LT TI TT
F076 F071
OF111 OF302 Start/Stop Start/Stop OF309
OF331
OF335
LIAHL DO Trans. LIAHL
LT P OF136 Pump Auto CP CP CP P OF137 LT
P F066 F064
OF310
OF317
OF332
OF336
Start/Stop LIAHL
OF218 OF127 OF214 LT
OF315
OF319
(16 Mesh) (16 Mesh) (16 Mesh) F061
P
OF120
OF217
OF126
OF213
To IG
Gen. FO OF334 OF125
From HFO
Pump Service Tank (S)
From HFO OF212
Service Tank (P) From No.1 & 2
Main G/E FO Drain
From No.3 & 4
Main G/E FO Drain From HFO
OF132
OF135 Settling Tank (S)
From No.4 Main G/E LAH From No.1 Main G/E

Auto Filter Drain F095 Auto Filter Drain
OF134
From No.3 Main G/E LS From No.2 Main G/E
Auto Filter Drain Auto Filter Drain Key
From No.1 & 2
From HFO From No.3 & 4 Main G/E TI Dial
Heavy Fuel Oil Line
Type
Main G/E FO Return Pipe
Settling Tank (P) FO Return Pipe FO Overflow Tank (P) Marine Gas Oil Line
(81.3 m 3) From A/B Air/Oil
Mixing Chamber
Drain Line

4.3 Fuel Oil Bunkering and Purifying Systems All HFO fuel oil tanks are fitted with heating coils. The heating steam is E/R HFO Transfer Pump
being supplied at 7 bar from the heating steam system. Condensate from
4.3.1 Fuel Oil Bunkering and Transfer System the heating coils flows to the dump condenser/drain cooler, and then to Maker: IMO AB
the cascade tank. All fuel oil transfer lines are trace heated by steam at No. of sets: 1
1. General Description 7bar. Model: ACF 080N4 IRBO
Type: Vertical Gear
Heavy Fuel Oil (HFO) Diesel Oil (DO) and Light Diesel Oil (LDO) Capacity: 40 m3/h x 4.0 bar
Motor: 17.3kW, 1760rpm
The HFO for all applications is stored in the No.1 & No.2 FWD HFO There are one DO storage tank and one IGG LDO storage tank fitted.
tanks, engine room HFO tank (S) and low sulphur HFO tank (P). From DO Transfer Pump
E/R HFO storage tanks, the oil is transferred to the heavy fuel oil settling The diesel oil is transferred from DO storage tank to the DO service tank
tank where it is allowed to settle prior to being purified into the heavy (P&S). From the service tanks the diesel oil is supplied to the main Maker: IMO AB
fuel oil service tank. HFO is supplied to the main generator engines and generator engines, the two boilers and the incinerator. No. of sets: 1
auxiliary boilers from the HFO service tank. Model: ACG 070K7 NVBP
The DO & LDO storage tanks are filled from a bunkering line located at Type: Vertical Gear
The HFO storage tanks are filled from a fuel oil bunkering line located at the cargo manifolds and accommodation on the port and starboard. The Capacity: 40 m3/h x 4.0 bar
the cargo manifolds on the port and starboard sides of the ship. There are DO transfer pump is stopped automatically by means of level switches in Motor: 21.3kW, 3530rpm
two heavy fuel oil connections to each manifold at the midship point. the DO service tanks but can also be operated manually if required.
Sampling valves are fitted at each bunker pipe connection point before LDO Transfer Pump
the bunkering manifold valve on each pipe. The DO transfer pump of capacity 40m3/h and regulated pressure of 4.0 Maker: IMO AB
bar is dedicated to the transfer of DO from the DO storage tanks to the No. of sets: 1
Two heavy fuel oil transfer pumps are located in the FWD locker. These DO service tanks. In an emergency it is possible to use the pump Model: ACE 032L3 NVBP
pumps are used to transfer HFO from the No.1 & 2 FWD HFO tanks to dedicated to HFO pumping, and vice versa, provided that blanks are Type: Horizontal Gear
the E/R HFO tank (P) or E/R LS HFO tank (S) at a rate of 50m3/h and at removed. Capacity: 3 m3/h x 3.0 bar
a pressure of 4.0bar. Motor: 1.25kW, 3440rpm
The LDO transfer pump of capacity 3.0m3/h and regulated pressure of
The E/R HFO transfer pump is used to transfer HFO from the HFO tank 3.0 bar is dedicated to the transfer of LDO from the IGG LDO storage Fuel Oil Tanks Compartment Volume 100% (m3)
(P) or LS HFO tank (S) to the HFO settling tanks at a rate of 40m3/h and tanks to the LDO tank for emergency G/E.
at a pressure of 4.0bar. This pump is stopped automatically by means of y No.1 FWD HFO tank 1956.6 m3
level switches on the HFO settling tanks but can also be operated All outlet valves from all heavy fuel oil tanks and the diesel oil storage
y No.2 FWD HFO tank 2181.6 m3
manually if required. tanks are fitted with remote operated quick-closing valves. They are
pneumatically operated from the emergency headquarters and the fire y LS HFO tank (P) 620.2 m3
The HFO settling tanks fuel oil is transferred to the service tank by the control station located on the C Deck port side of the accommodation y HFO tank (S) 471.6 m3
FO purifiers (Refer to section 4.3.2 Fuel Oil Purifying System). block). After being tripped, the valves must be reset locally. y
HFO service tank (P) 99.7 m3
The FO overflow tank is fitted to collect any overflow from the HFO 2. Capacities and Ratings y HFO service tank (S) 99.7 m3
settling tanks (P&S) in the event of overfilling. The Diesel Oil (DO) y HFO settling tank (P) 99.7m3
service tanks (P&S) also overflows to the FO overflow tank. FWD HFO Transfer Pumps y HFO settling tank (S) 99.7 m3
y FO overflow tank (P) 81.3m3
The HFO settling and service tanks can be drained to the overflow tank Maker: IMO AB
but with the capacity of the overflow tank being significantly smaller No. of sets: 2 y DO storage tank (S) 297.7. m3
than both of these tanks, special care needs to be taken not to overfill it. Model: ACF 090K4 NVBO y DO service tank (P) 63.7 m3
Type: Vertical Gear
y DO service tank (S) 63.7 m3
The E/R HFO transfer pump can be used to transfer the contents of the Capacity: 50 m3/h x 4.0 bar
fuel oil in overflow tank to the HFO storage tanks or to the HFO settling Motor: 21.3kW, 1760rpm y IGG LDO storage tank (S) 108.4m3
tank.

AVH67 AVH77
Accommodation (P)
TI (P)
OFH18 OFH15
OFH98 OFH99
OFH61
OFH04
OFH03
OFH02
OFH50
OFH78
ZT ZT
H
(50 m3/h x 4.0 bar) F02.3 F01.3
Sett.
OFH25
OFH26
OFH27
OFH59 F055 F052
(2,181.6 m 3) (1,956.6 m 3)
OFH41 OFH45
OFH71
OFH09
OFH10
OFH11
Accommodation (S)

F056.1 F053.1
OFH76 OFH35 OFH42
OFH68 OFH37 800 800 OFH53 OFH79
OFH77 OFH83 OFH86
Upper Deck OFH57
LIAHL P LT
LIAHL
TI TI Midship TI
OFH84
TI (S)
No.1
Upper Deck
ZI
Return ZI
F05.3 To LDO
OF204
ZT ZI ZI
OF201
H

Trans. Pump
OF102
F085
H
F092 ZT ZT
H
F040 F041 F042 F044

OF104
H
OF216
OF144
OF145
OF129
OF143
OF139
F072 High-h Stop
OF140
OF215
Service
(108.4 m3) Tank (S)
(P) (297.7 m3)
OF307 OF304
LIAHL (63.7 m3) (535.2
OF219
OF128
HFO Transfer Pump
LDO Transfer Pump

TT TI F067 (99.7 m3) (99.7 m3) F065
(3.0 m3/h x 3 bar)

DO Transfer Pump
(40 m3/h x 4 bar)
(40 m3/h x 4 bar)

P P P
OF316

4.9 bar
4.9 bar
3.9 bar
Sett.
Sett.
Sett.
F076 F071
OF331
OF335
P F066 F064
OF310
OF317
OF332
OF336
Start/Stop LIAHL
OF315
OF319
(16 Mesh) (16 Mesh) (16 Mesh) F061
P
OF120
OF217
OF126
OF213
To IG
Gen. FO OF334 OF125
From HFO
From HFO OF212
Main G/E FO Drain
From No.3 & 4
OF132

OF134
From No.1 & 2
Heavy Fuel Oil Line
Type
Mixing Chamber
Drain Line

3. Operation k) All personnel involved should be aware of the contents of the 4. Procedure to Load Bunkers from Shore/Barge
Chief Engineers bunker loading plan.
Preparation and Procedure for Loading and Transfer of Bunkers a) Spill control facilities must be established according to
l) The Chief Engineer is responsible for bunker loading operations, company instructions.
Prior to bunkering, the Chief Engineer should confirm that the assisted at all times by a sufficient number of competent officers
specification of the fuel oil being delivered is the same as that ordered and ratings to ensure that the operation is carried out safely. b) At the bunker connection to be used, remove the blank and
and that the quantity being supplied is also that which was requested. connect the bunkering hose, ensuring that all flange bolts are
m) A watch for signs of leakage should be kept at the manifold utilised. Containers for taking bunker samples must be prepared
and set in place at the drip sampling connection for the
Before and during bunkering, the following steps should be complied during loading.
bunkering connection to be used.
with:
n) All personnel involved should be in radio contact. The radios
c) Ensure that the blanks on the other bunkering connections are
The purpose of this procedure is to ensure that bunkers of the correct being charged and tested prior to the bunkering operation. secure, that the valves are closed and that the drain and
specification and agreed quantity are received on board in a safe and sampling valves are closed. The drip tray must be empty and the
efficient manner. This minimises the risks of spills and pollution. o) The maximum pressure in the bunker line should be agreed drain closed.
between the Chief Engineer and the loading facility.
a) Shore or barge tanks should be checked for water content. d) Open the filling valves on the FWD HFO storage tanks to be
p) Safe means of access to barges/shore shall be used at all times. filled. Fuel oil tank filling valves are remotely operated from the
b) Representative samples of the fuel loaded are to be drawn using q) Scuppers and save-alls, including those around bunker tank IAS graphic screen.
the continuous drip method for the duration of the loading vents, should be effectively plugged.
operation and immediately dispatched for laboratory analysis. Valve Description Position
All samples are to be taken in the presence of a representative of r) Drip trays are provided at bunker hose connections.
OFH78 No.1 FWD HFO Tank Filling Valve Open
the supplier and are to be sealed prior to dispatch. A duplicate
set of samples are to be taken and kept on board for checking in s) Oil spill containment and clean up equipment must be deployed OFH50 No.2 FWD HFO Tank Filling Valve Open
case of any disputes. and ready for use.
t) Loading should start at the agreed minimum loading rate. Only e) Open the valve at the selected bunkering connection at the
bunker manifold or bunkering station. These valves are locally
c) Wherever possible, new bunkers are to be segregated from oils upon confirmation of no leakage and fuel going only into the
actuated.
already held on board until oil analysis results have been nominated tanks, should the loading rate be increased.
received.
u) When topping off, the flow of oil to the tank in question should
d) No internal transferring of bunkers should take place during be reduced by diverting the flow of oil to another tank. In the Port Cargo Manifold Forward Bunkering
OFH02 Open
bunker loading operations, unless permission has been obtained case of the final tank, the loading rate should be reduced to the Valve
from the Chief Engineer. agreed minimum at least 20 minutes before the finishing ullage Port Cargo Manifold Aft Bunkering
OFH04 Open
is reached. Valve
e) The Chief Engineer should also calculate the estimated finishing Stbd Cargo Manifold Forward
OFH11 Open
ullages/dips, prior to the start of loading. v) Prior to bunkering, the operation must be discussed with the Bunkering Valve
bridge team where any matters which are likely to interfere with Stbd Cargo Manifold Aft Bunkering
OFH09 Open
f) Bunker tanks should not exceed 98% full. bunkering must be raised. All shipboard personnel must be Valve
made aware that bunkering is to take place. OFH01 HFO Main Line FWD Side Valve Open
g) Any bunker barges attending the vessel are to be safely moored
alongside before any part of the bunker loading operation begins. CAUTION f) Establish effective communication between the control room,
At least one bunker tank filling valve must be fully open at all times the engine room, the deck filling manifold and the bunkering
h) Level alarms fitted to bunker tanks should be tested prior to any during the bunkering operation. shore station. This communication link must remain established
bunker loading operations. at all times during the bunkering operation.
All relevant information including date, time, quantity of bunkers
i) Verify that all lines are sound, by visual inspection. g) Agree to the filling rates and signalling systems with the barge
received and details of the supplier are to be entered into the Oil Record
or shore station. Agree to the quantity and specification of the
Book on completion of loading.
fuel oil to be supplied.
j) Complete the pre-transfer check list.

AVH67 AVH77
Accommodation (P)
TI (P)
OFH18 OFH15
OFH98 OFH99
OFH61
OFH04
OFH03
OFH02
OFH50
OFH78
ZT ZT
H
(50 m3/h x 4.0 bar) F02.3 F01.3
Sett.
OFH25
OFH26
OFH27
OFH59 F055 F052
(2,181.6 m 3) (1,956.6 m 3)
OFH41 OFH45
OFH71
OFH09
OFH10
OFH11
Accommodation (S)

F056.1 F053.1
OFH76 OFH35 OFH42
OFH68 OFH37 800 800 OFH53 OFH79
OFH77 OFH83 OFH86
Upper Deck OFH57
LIAHL P LT
LIAHL
TI TI Midship TI
OFH84
TI (S)
No.1
Upper Deck
ZI
Return ZI
F05.3 To LDO
OF204
ZT ZI ZI
OF201
H

Trans. Pump
OF102
F085
H
F092 ZT ZT
H
F040 F041 F042 F044

OF104
H
OF216
OF144
OF145
OF129
OF143
OF139
F072 High-h Stop
OF140
OF215
Service
(108.4 m3) Tank (S)
(P) (297.7 m3)
OF307 OF304
LIAHL (63.7 m3) (535.2
OF219
OF128
HFO Transfer Pump
LDO Transfer Pump

TT TI F067 (99.7 m3) (99.7 m3) F065
(3.0 m3/h x 3 bar)

DO Transfer Pump
(40 m3/h x 4 bar)
(40 m3/h x 4 bar)

P P P
OF316

4.9 bar
4.9 bar
3.9 bar
Sett.
Sett.
Sett.
F076 F071
OF331
OF335
P F066 F064
OF310
OF317
OF332
OF336
Start/Stop LIAHL
OF315
OF319
(16 Mesh) (16 Mesh) (16 Mesh) F061
P
OF120
OF217
OF126
OF213
To IG
Gen. FO OF334 OF125
From HFO
From HFO OF212
Main G/E FO Drain
From No.3 & 4
OF132

OF134
From No.1 & 2
Heavy Fuel Oil Line
Type
Mixing Chamber
Drain Line

h) Signal to the shore station or barge to commence bunkering fuel c) Ensure that the blanks on the other bunkering connections are l) Ensure that the sample containers are properly sealed and have
oil at a slow rate. secure, that the valves are closed and that the drain and them dispatched for analysis.
sampling valves are closed. The drip tray must be empty and the
i) Check the ship to shore connection, pipeline and the drain closed. m) Drain the bunker lines using the pump or air blowing system as
passageway for any leaks. Then increase the bunkering rate to required.
the agreed maximum. d) Open the filling valve(s) on the DO or LDO storage tanks to be
filled. Fuel oil tank filling valves are remotely operated from the n) When the lines are completely drained, close all of the bunker
j) Commence taking the bunker sample at the sampling cock at the IAS graphic screen. station and tank filling valves.
deck manifold.
Valve Description Position o) Disconnect the bunkering hose and replace the blank at the
k) As the level in the first bunkering tank approaches 95% (or the bunker station connection.
OF201 DO Storage Tank (P) Open
desired quantity), open another tank filling valve in order to top
up the first tank slowly. When the tank reaches the desired level OF204 LDO Storage Tank (S) Open p) Check the tank levels and agree the quantity supplied.
close the filling valve at the IAS graphic screen.
e) Open the valve at the selected bunkering connection at the NOTE
l) Fill the remaining tank in the same way. For the final storage bunker manifold or bunkering station. These valves are locally
All relevant information is to be entered in the OIL RECORD BOOK
tank the filling rate must be reduced by slowing the pumping actuated.
on completion of the loading or transfer of bunkers.
operation and this must be signalled to the shore station or barge
and confirmed. Valve Description Position
6. Operating Procedure for Transferring HFO from FWD HFO
Port Cargo Manifold DO/LDO
m) When the final tank is full, the shore station or barge must be OFH03 Open Tanks to the E/R HFO Tanks
Bunkering Valve
signalled to stop pumping.
Stbd Cargo Manifold DO/ LDO The procedure below describes using the No.1 FWD HFO transfer pump
OFH10 Open
Bunkering Valve to transfer from the No.1 FWD HFO tank to the E/R HFO tank (S).
n) Drain the bunker lines using the pump or air blowing system as
required. Port Accom. Manifold DO/LDO
OFH61 Open
Bunkering Valve a) Check the quantity of HFO in the HFO storage tank to which it
e) When the lines are completely drained, close all of the bunker Stbd Accom. Manifold DO/ LDO is intended to transfer HFO and note the temperature; if the
OFH71 Open
station and tank filling valves. Bunkering Valve temperature is too low for effective pumping, steam heating
must be applied.
o) Disconnect the bunkering hose and replace the blank at the f) Establish effective communication between the control room,
bunker station connection. the engine room, the deck filling manifold and the bunkering b) Check that the forward HFO transfer pump suction filters are
shore station. This communication link must remain established clean for the pumps to be used.
p) Check the tank levels and agree the quantity supplied. at all times during the bunkering operation.
c) Set the valves as in the following table;
NOTE g) Agree to the filling rates and signalling systems with the barge
All relevant information is to be entered in the OIL RECORD BOOK or shore station. Agree to the quantity and specification of the
on completion of the loading or transfer of bunkers. fuel oil to be supplied.
OFH79 No.1 FWD HFO Tank Suction Valve Open
5. Operating Procedure for the Loading of DO or LDO from a Shore h) Signal to the shore station or barge to commence bunkering fuel OFH53 No.2 FWD HFO Tank Suction Valve Closed
oil at a slow rate. No.1 FWD HFO Transfer Pump
Station or Barge OFH54 Open
Suction Valve
i) Check the ship to shore connection, pipeline and the No.1 FWD HFO Transfer Pump
a) Spill control facilities must be established according to
passageway for any leaks. Then increase the bunkering rate to OFH57 Open
company instructions. Discharge Valve
the agreed maximum.
FWD HFO Transfer Pumps Discharge
b) At the bunker connection to be used, remove the blank and OFH63 Closed
Bypass Valve
j) Commence taking the bunker sample at the sampling cock at the
connect the bunkering hose, ensuring that all flange bolts are OFH78 No.1 FWD HFO Tank Filling Valve Closed
deck manifold.
utilised.
OFH50 No.2 FWD HFO Tank Filling Valve Closed
k) When the desired quantity of fuel oil has been filled, the shore Deck HFO Transfer Line Isolating
Containers for taking bunker samples must be prepared and set
station or barge must be signalled to stop pumping. OFH01 Open
in place at the drip sampling connection for the bunkering Valve
connection to be used. OF104 E/R HFO Tank (S) Filling Valve Open

AVH67 AVH77
Accommodation (P)
TI (P)
OFH18 OFH15
OFH98 OFH99
OFH61
OFH04
OFH03
OFH02
OFH50
OFH78
ZT ZT
H
(50 m3/h x 4.0 bar) F02.3 F01.3
Sett.
OFH25
OFH26
OFH27
OFH59 F055 F052
(2,181.6 m 3) (1,956.6 m 3)
OFH41 OFH45
OFH71
OFH09
OFH10
OFH11
Accommodation (S)

F056.1 F053.1
OFH76 OFH35 OFH42
OFH68 OFH37 800 800 OFH53 OFH79
OFH77 OFH83 OFH86
Upper Deck OFH57
LIAHL P LT
LIAHL
TI TI Midship TI
OFH84
TI (S)
No.1
Upper Deck
ZI
Return ZI
F05.3 To LDO
OF204
ZT ZI ZI
OF201
H

Trans. Pump
OF102
F085
H
F092 ZT ZT
H
F040 F041 F042 F044

OF104
H
OF216
OF144
OF145
OF129
OF143
OF139
F072 High-h Stop
OF140
OF215
Service
(108.4 m3) Tank (S)
(P) (297.7 m3)
OF307 OF304
LIAHL (63.7 m3) (535.2
OF219
OF128
HFO Transfer Pump
LDO Transfer Pump

TT TI F067 (99.7 m3) (99.7 m3) F065
(3.0 m3/h x 3 bar)

DO Transfer Pump
(40 m3/h x 4 bar)
(40 m3/h x 4 bar)

P P P
OF316

4.9 bar
4.9 bar
3.9 bar
Sett.
Sett.
Sett.
F076 F071
OF331
OF335
P F066 F064
OF310
OF317
OF332
OF336
Start/Stop LIAHL
OF315
OF319
(16 Mesh) (16 Mesh) (16 Mesh) F061
P
OF120
OF217
OF126
OF213
To IG
Gen. FO OF334 OF125
From HFO
From HFO OF212
Main G/E FO Drain
From No.3 & 4
OF132

OF134
From No.1 & 2
Heavy Fuel Oil Line
Type
Mixing Chamber
Drain Line

d) Start the No.1 FWD HFO transfer pump and transfer the f) When the desired quantity of fuel oil has been transferred stop e) When the desired quantity of fuel oil has been transferred stop
required amount of fuel from the No.1 FWD HFO tank to the the transfer pump and record the transfer in the OIL RECORD the transfer pump and record the transfer in the OIL RECORD
E/R HFO tank (S). BOOK. BOOK..
e) After the fuel has been transferred stop the pump and record the NOTE 9. Fuel Oil Tanks Level and Temperature Alarms List
transfer in the OIL RECORD BOOK. The HFO settling tanks are fitted with level switch for automatic
starting and stopping of the HFO transfer pump when it is selected for Level Alarm (%) Temperature
7. Operating Procedure for Transferring HFO from E/R HFO Tanks automatic operation (Level 55% for starting and level 85% for Tank
Low High H-H High (C)
to the HFO Settling Tanks stopping).
NO.1 FWD HFO TANK 30 90 95 55
The procedure below describes to transfer from the HFO tank (S) to the 8. Operating Procedure for Transferring Fuel Oil from the FO NO.2 FWD HFO TANK 30 90 95 55
HFO settling tank (S). Overflow Tank to the HFO Settling Tank using the HFO Transfer LS HFO TANK (P) 30 90 95 55
Pump
a) Check the quantity of HFO in the HFO tanks to which it is HFO TANK (S) 30 90 95 55
intended to transfer HFO and note the temperature; if the Fuel oil may be transferred from the FO overflow tank to the HFO DO STOR. TANK (P) 30 90 95 -
temperature is too low for effective pumping, steam heating
settling tank (S) using the E/R HFO transfer pump. IGG LDO STOR. TANK (S) 30 90 95 -
must be applied.
HFO SETT. TANK (P) 30 85 88 90
a) Check the quantity of FO in the FO overflow tank to which it is
b) Check that the E/R HFO transfer pump suction filters are clean HFO SERV. TANK (P) 50 90 - 110
intended to transfer FO and note the temperature; if the
for the pump to be used. temperature is too low for effective pumping, steam heating HFO SETT. TANK (S) 30 85 88 90
must be applied. HFO. SERV. TANK (S) 50 90 - 110
DO SERV. TANK (P) 50 90 93 -
b) Check that the HFO transfer pump suction filters are clean for
Valve Description Position the pumps to be used. DO SERV. TANK (S) 50 90 93 -
OF120 HFO Tank (S) Suction Valve Open FO OVERFLOW TANK (P) - 30 - -
E/R HFO Transfer Pump Suction
OF135 Open
Valve from Starboard HFO Tanks
E/R HFO Transfer Pump Suction
OF134 Closed No.1 HFO Transfer Pump Suction
Valve from FO Overflow Tank OF135 Closed
E/R HFO Transfer Pumps Suction Valve from Starboard HFO Tanks
OF125 Closed No.1 HFO Transfer Pump Suction
Crossover Valve OF134 Open
E/R HFO Transfer Pump Suction Valve from FO Overflow Tank
OF126 Open HFO Transfer Pumps Suction
Valve OF125 Close
E/R HFO Transfer Pump Discharge Crossover Valve
OF128 Open No.1 HFO Transfer Pump Suction
Valve OF126 Open
E/R HFO Transfer Pump Discharge Valve
OF139 Open No.1 HFO Transfer Pump Discharge
Line Valve to HFO Settling Tank (S) OF128 Open
E/R HFO Transfer Pump Discharge Valve
OF143 Closed No.1 HFO Transfer Pump Discharge
Line Valve to Bunker/Transfer Line OF139 Open
E/R HFO Transfer Pumps Discharge Line Valve to HFO Settling Tank (S)
OF138 Closed No.1 HFO Transfer Pump Discharge
Crossover Valve OF143 Closed
Line Valve to Bunker/Transfer Line
d) At the IAS mimic ensure that the HFO transfer pump is selected HFO Transfer Pumps Discharge
OF138 Closed
for AUTO REMOTE operation. Crossover Valve
e) Start E/R HFO transfer pump and transfer HFO from the HFO d) Start the No.1 HFO transfer pump and transfer the required
tank (S) to the HFO settling tank (S). amount of FO from the FO overflow tank to the HFO settling
tank (S).

Illustration 4.3.2a Fuel Oil Purifying System

OP512
OP510
HFO Purifier Heater

(5.0 m3/h x 60/98)
DO Service DO Service DO Storage HFO Service HFO Settling HFO Service HFO Settling
Sett. 3.5 bar Sett. 3.5 bar Sett. 3.5 bar
OP321
OP311
OP301
Tank (P) Tank (S) Tank (P) Tank (P) Tank (P) Tank (S) Tank (S)
(63.7 m3) (63.7 m3) (297.7 m3) (99.7 m3) (99.7 m3) (99.7 m3) (99.7 m3)
TI TI TI OP027 OP026 OP022 OP003 OP004 OP001 OP002
OP340
NC
No.3 No.2 No.1
P P P P P P P
TIC TIC TIC

OP109
OP108
OP107
TAHL TI TAHL TI TAHL TI
OP109 OP108 OP107
OP603 OP601
OP604 OP602
TT TT TT
TO
WO
Tank
F
F
S S S To FO
Overflow Tank
OP112
OP111
OP110
OP322 OP347
OP312 OP346
OP302 OP345
HFO Purifier Feed Pump
OP357 OP356
OP323
OP313
OP303
(5.0 m3/h x 2.5 bar)
Sett.
PI 3.4 bar CP OP007
(32 Mesh)
OP101 OP005
OP006
OP025 OP327
No.1
PT PI PT PI PT PI Sett.
OP325
OP324
OP315
OP314
OP305
OP304
OP102
PI 3.4 bar CP OP010
NC
(32 Mesh)
OP103 OP008
FI FI FI
OP009
No.2
XA XA XA
OP009 XS OP005 XS OP001 XS Sett. OP011
OP104
No.3 No.2 No.1 PI 3.4 bar CP OP014
NC
TIAHL HFO TIAHL HFO TIAHL HFO (32 Mesh)
OP011 OP007 OP003 OP105 OP012
Purifier Purifier Purifier
(5,000 L/H) (5,000 L/H) (5,000 L/H)
OP013
No.3
OP622
OP621
OP620
ZS ZS ZS OP065 ZLH
ZS
OP021
Key
Heavy Fuel Oil Line
Sludge Tank (S) Diesel Oil Line
(24.2 m3) Drain Line

4.3.2 Fuel Oil Purifying System Capacity: 5.0 m3 x 2.5 bar No.1 Purifying System (Starboard HFO Tanks)
1. General Valve Description Position
HFO Purifier Heaters HFO Settling Tank(S) Quick-Closing
The HFO and DO purification systems are identical and comprise a Maker: Donghwa Entec OP002 Open
Valve
centrifugal separator with its own dedicated supply pump and heater. A No. of sets: 3 No.1 HFO Purifier Feed Pump
common sludge tank is provided to collect waste from the separating Type: U-Tube OP005 Suction Valve from Port HFO Settling Closed
system. Capacity: 5.0 m3/h x60/98C Tank
No.1 HFO Purifier Feed Pump
There are three centrifugal self-cleaning HFO separators fitted on board OP006 Suction Valve from Stbd HFO Open
and No.3 HFO purifier also can use DO separator. The HFO is normally WARNING Settling Tank
supplied from the HFO settling tanks to the separator pump after passing Care must be taken when operating the purifier system. Hot oil and steam No.1 HFO Purifier Feed Pump
through the filter elements (32mesh/OP007, OP010, OP014). are present and can result in serious injury if leakage occurs. There is a OP101 Open
Discharge Valve
fire risk from the presence of hot oil and all precautions must be taken to
OP107 No.1 HFO Purifier Heater Inlet Valve Open
The DO is normally supplied from the DO storage tank to the No.3 HFO prevent a fire and to deal with one should an outbreak occur. The fire
purifier feed pump after passing through a filter element. No.1 HFO Purifier Heater Outlet
extinguishing system must be checked frequently. OP301 Open
Valve
The purifiers are of the self-cleaning type with the bowls opening No.1 HFO Purifier Flow Regulating
CAUTION OP110 Set
automatically to discharge sludge to the sludge tank directly below the Valve
Centrifuges operate on an automatic sludge discharging system. No.1 HFO Purifier Return Valve To
separator when signalled by the control system. Compressed air from the OP303 Open
However, failure of the system to effectively discharge sludge can cause HFO Settling Tank (S)
instrument air system is used to control the supply of oil to the bowl and
overload and subsequent breakdown of the bowl arrangement which No.1 HFO Purifier Return Valve To
automatic discharge facilities. Distilled water is supplied for bowl sealing OP302 Closed
rotates at high speed. After manual cleaning, care is needed to ensure that HFO Settling Tank (P)
and flushing purposes.
the bowl is assembled correctly, as incorrect assembly can result in No.1 HFO Purifier Inlet Temperature
disintegration at high rotational speed. All operating and maintenance - Operational
Centrifugal separation is improved when the difference in relative Control 3-Way Valve
precautions stipulated by the manufacturer in the maintenance manual
density between the fuel, water and solids in the fuel are as great as 3-Way Valve Outlet Valve to Settling
must be observed. OP345 Open
possible. In addition the difference in relative densities can be increased Tanks
if the temperature of the fuel being treated is increased. The temperature No.1 HFO Purifier Discharge Valve
3. Preparation for the Heavy Fuel Oil Purifying System OP304 Open
of the fuel flowing to the separators can be adjusted by means of the To Starboard HFO Service Tank
thermostat control on the heater control unit. No.1 HFO Purifier Discharge Valve
The following procedure assumes that the No.1 purifying system will be OP305 Close
To Port HFO Service Tank
operating on the starboard HFO settling and service tank and that the
No.2 purifying system will be operating on the port HFO settling and
No.2 Purifying System (Port HFO Tanks)
service tank.
Heavy Fuel Oil Purifiers
Maker: Westfalia Valve Description Position
a) Ensure that the HFO settling and service tanks contain HFO in
No. of sets: 3 sufficient quantity to enable the separator to function correctly. HFO Settling Tank(P) Quick-Closing
Model: OSD 35-0136-067 OP004 Open
Valve
Capacity: 5000 litres/hour b) Check and record the level of fuel oil in HFO settling and No.2 HFO Purifier Feed Pump
Bowl revolution: 8200rpm service tanks. OP008 Suction Valve from Port HFO Settling Open
Viscosity: 600 cSt/50C Tank
Separating temp.: 98C c) All valves in the separator system are to be initially closed. No.2 HFO Purifier Feed Pump
Motor: 3600rpm, 17.5kW, 440V OP009 Suction Valve from Stbd HFO Closed
d) Ensure that the steam, control air and domestic fresh water are Settling Tank
HFO Purifier Feed Pumps available to the purifier. No.2 HFO Purifier Feed Pump
Maker: IMO AB OP103 Open
Discharge Valve
No. of sets: 3 e) To take suction from the HFO settling tanks and to discharge to
OP108 No.2 HFO Purifier Heater Inlet Valve Open
Model: ACE 032N3 NQBP the HFO service tanks; set the valves as indicated in the table
Type: Horizontal Gear below:

Illustration 4.3.2a Fuel Oil Purifying System

OP512
OP510
HFO Purifier Heater

(5.0 m3/h x 60/98)
DO Service DO Service DO Storage HFO Service HFO Settling HFO Service HFO Settling
Sett. 3.5 bar Sett. 3.5 bar Sett. 3.5 bar
OP321
OP311
OP301
Tank (P) Tank (S) Tank (P) Tank (P) Tank (P) Tank (S) Tank (S)
(63.7 m3) (63.7 m3) (297.7 m3) (99.7 m3) (99.7 m3) (99.7 m3) (99.7 m3)
TI TI TI OP027 OP026 OP022 OP003 OP004 OP001 OP002
OP340
NC
No.3 No.2 No.1
P P P P P P P
TIC TIC TIC

OP109
OP108
OP107
TAHL TI TAHL TI TAHL TI
OP109 OP108 OP107
OP603 OP601
OP604 OP602
TT TT TT
TO
WO
Tank
F
F
S S S To FO
Overflow Tank
OP112
OP111
OP110
OP322 OP347
OP312 OP346
OP302 OP345
HFO Purifier Feed Pump
OP357 OP356
OP323
OP313
OP303
(5.0 m3/h x 2.5 bar)
Sett.
PI 3.4 bar CP OP007
(32 Mesh)
OP101 OP005
OP006
OP025 OP327
No.1
PT PI PT PI PT PI Sett.
OP325
OP324
OP315
OP314
OP305
OP304
OP102
PI 3.4 bar CP OP010
NC
(32 Mesh)
OP103 OP008
FI FI FI
OP009
No.2
XA XA XA
OP009 XS OP005 XS OP001 XS Sett. OP011
OP104
No.3 No.2 No.1 PI 3.4 bar CP OP014
NC
TIAHL HFO TIAHL HFO TIAHL HFO (32 Mesh)
OP011 OP007 OP003 OP105 OP012
Purifier Purifier Purifier
(5,000 L/H) (5,000 L/H) (5,000 L/H)
OP013
No.3
OP622
OP621
OP620
ZS ZS ZS OP065 ZLH
ZS
OP021
Key
Heavy Fuel Oil Line
Sludge Tank (S) Diesel Oil Line
(24.2 m3) Drain Line

No.2 HFO Purifier Heater Outlet No.2 Purifying System (DO Purifying) e) Switch on the motor (Compare the current and starting time
OP311 Open
Valve with the diagram until the bowl rotation reaches the specified
No.2 HFO Purifier Flow Regulating Valve Description Position speed.)
OP111 Set
Valve OP022 DO Storage Tank Quick-Closing Valve Open
No.2 HFO Purifier Return Valve To f) Slowly open the stem supply to the FO heater.
OP313 Closed No.3 HFO Purifier Feed Pump Suction
HFO Settling Tank (S) OP013 Open
Valve from DO Storage Tank
No.2 HFO Purifier Return Valve To g) Start the program.
OP312 Open No.3 HFO Purifier Feed Pump Suction
HFO Settling Tank (P) OP011 Closed
Valve from HFO Settling Tank (P)
No.2 HFO Purifier Inlet Temperature h) The feed valve is opened automatically. After make sure that the
- Operational No.3 HFO Purifier Feed Pump Suction
Control 3-Way Valve OP012 Closed purifier-run enters, regulate the heater inlet pressure regulating
Valve from HFO Settling Tank (S)
3-Way Valve Outlet Valve to Settling valve and clean oil discharge valve.
OP346 Open No.3 HFO Puri. Feed Pump Discharge
Tanks OP105 Open
Valve i) Check the discharges for solids and dirty water, there must be
No.2 HFO Purifier Discharge Valve
OP315 Open OP109 No.3 HFO Purifier Heater Inlet Valve Closed no oil flow.
To Port HFO Service Tank
No.2 HFO Purifier Discharge Valve OP321 No.3 HFO Purifier Heater Outlet Valve Closed
OP314 Closed 6. Stopping the Purifier
To Starboard HFO Service Tank No.3 HFO Purifier Heater By-pass
OP340 Open
Valve
f) Ensure that the sludge tank inlet valves OP620 and OP621, No.3 HFO Purifier Heater Flow In case of automatic operation
OP112 Set a) End the separation program with the button AUTO STOP.
from the separators are open. (These valves are normally left Regulating Valve
open) No.3 HFO Purifier Inlet Temperature
- Operational b) Stop the oil heater.
Control 3-Way Valve
NOTE 3-Way Valve Outlet Valve to DO
OP347 Open c) Closed oil inlet valve and sludge discharge valve
The purifier heater steam valves, air supply valves and water supply Storage Tank
valves must be operated as required. 3-Way Valve Return Line Valve To DO
OP356 Open In case of manual operation
Service Tank
No.3 HFO purifier Discharge Valve to
a) Close the product feed Close the product valve using the
4. Preparation for the Diesel Oil Purifying System
OP025 Open manual override.
DO service tanks
The following procedure assumes that the DO purifying system will be
g) Ensure that the sludge tank inlet valve OP622 from the b) Stop the oil heater.
operating on the DO storage tank and DO service tanks (P & S).
separator is open. (This valve is normally left open).
a) Ensure that the DO storage tank and DO service tanks contain c) Close the light liquid discharge.
diesel oil in sufficient quantity to enable the separator to h) Open the No.3 HFO purifier discharge valves OP512 for DO
function correctly. service tank (S) or OP510 for DO service tank (P). d) Close the feed for operating water, filling and displacement
water.
b) Check and record the level of diesel oil in DO storage and NOTE
service tanks. The purifier air supply valves and water supply valves must be operated e) Closed oil inlet valve and sludge discharge valve
as required.
c) All valves in the separator system are to be initially closed. f) Switch off the motor.
5. Operating Procedure for Purifier
d) Ensure that the steam, control air and domestic fresh water are g) Switch off the product motor.
available to the purifier. a) Open the instrument air supply and the water supply valves to
the purifier. h) Close the stop valve in the suction side of the product pump.
e) Set the valves, as indicated in the table below, to take suction
from the DO storage tank and to discharge to the DO service b) Ensure the separator brake is off and the purifier is free to rotate. NOTE
tanks. The operator can select port or starboard DO service tank
It is essential that the purifier manufacturers instructions regarding the
and DO purifier system that valves are correctly set before c) Ensure the bowl is securely fixed and that the cover is tightened
stopping and dismantling of the purifier, are followed exactly, in order
starting the separator. correctly.
to avoid the risk of damage. Purifier bowls rotate at very high speed
and any imbalance or loose connection can have serious consequences.
d) Check the purifier gear box oil level.

Illustration 4.4.1a Main Generator Engines Fuel Oil System (No.1 & No.2)
OE622
To FO
OE685 XL
Overflow Tank
OE501
Ribbed Tube
OE593
OE592 OE590
CV CV Sett. 3.9 bar OE63.4
103B 103A No.2 Main G/E FO Filter XA Cooler Radiator
(Abs. 34 Micron) B004 V011 V010
V043 V044 B047

ZS
DPAH P V002
XS
5.4 bar
LS LS
V046
Sett. 7.9 bar
Sett.
103B 103A No.2 ZS OE430
PI PS
Main G/E FO IAS DPS PI CP
DO Service HFO Service
PT XL
PI LAL Flowmeter TI V007 OE406 Tank (S) Tank (S) OE002
B002 V003 OE63.3
OE304
OE35 (63.7 m3) (99.7 m3)
V079
V078
LS LS FI
NC
PI LS
108B 108A OE69 XL P P
XL V014 TI TT V013 V005 ZS
OE356 TI ZS OE62.4
OE591
OE73.1 PI CP
FM V001
P
P V050 B014 V008
XL V114 V113 B003 V004 ZS
XL
TI V015 B015
OE615
ZS OE62.3
OE73.2
V006
Sett.
OE618
To FO
OE501
2 bar
V053
V054
Overflow Tank No.2 Main G/E FO Feeder Pump
(5.77 m3/h x 4 bar)
To FO
V025 V027
Overflow Tank
No.2 Main G/E Sett. XA
OE525 DO Cooler TI 15.7 bar XS
PI PS
PI PI From
Sett. IAS
OE229 DPAH VICAHL TICAHL V024 V020 V016 Comp. Air
7.9 bar
F05 OE55
VT
OE34 Main G/E Em'cy DO Pump (S)
TT TT TI V018 (1.68 m3/h x 6 bar)
V036
DPS PT
DPS
PI No.2 Main G/E
129 112 PI PI
PT OE523 FO Heater P
V037 B016 V029 V031 V021 V017 S
125
Sett.
V038 TI 15.7 bar P
OE578 OE579
TE V019 PI PI
CV
NO NO
112 OE228
124 No.2 Main G/E OE102
FO Inlet Filter No.2 Main G/E No.2 Main G/E FO Booster Pump
(Nom. 35 Micron) Viscosity Controller V028 (12.7 m3/h x 4 bar)
PT TE
OE604OE603
OE674OE673
No.2 Main G/E

101 101 (Nom. 400 Micron)
(Wartsila 12V50DF)
OE511
No.1 Main G/E Pilot DO Supply Pump

To Waste Oil Tank No.1 Main G/E No.1 Main G/E (2.0 m3/h x 10.0 bar)
DO Pilot Fine Filter Pilot DO Cooler
(Abs. 34 Micron) PI CP
DPAH PI PI
F05 To DO To HFO
TI TI
Service Service
OE616
No.1 Tank (P) Tank (P)

OE613 DPS PI CP
OE516
OE517
CV CV
103B 103A OE518
XL
OE505
Ribbed Tube Sett. 3.9 bar OE61.4 No.2
LS LS
103B 103A
No.1 Main G/E FO Filter XA Cooler Radiator
(Abs. 34 Micron) B004 V011 V010
V043 V044 B047
To FO ZS OE509
Overflow Tank DPAH P V002
XS
5.4 bar
LS LS
V046
Sett.
No.1 ZS
108B 108A IAS PI PS
Main G/E FO DPS PI CP
PT XL OE410
PI LAL Flowmeter TI V007 B002 V003 OE61.3
OE301
OE35
V079
V078
FI
NC
LS OE68
TI TT XL
XL V014 V013 V005 ZS
OE355 TI ZS OE60.4
OE72.1 PI CP
FM V001
P
P V050 B014 V008
XL V114 V113 B003 V004 ZS
XL
ZS TI V015 B015 OE60.3
OE72.2 OE502
V006
Sett.
2 bar To FO
V053
V054

OE510 (5.77 m3/h x 4 bar)
V025 V027
Sett. No.1 Main G/E Sett. XA
7.9 bar OE209 DO Cooler TI 15.7 bar XS
PI PS
PI PI
DPS PT IAS
129 112 VICAHL TICAHL V024 V020 V016
DPAH
PT OE503
OE574 OE575
VT
F05 F03.1 OE33
To Waste Oil Tank
To FO Overflow Tank
125
NO NO
V036 TT TT TI V018
DPS
PI No.1 Main G/E
TE PI PI
CV
112
FO Heater
124 OE208 V037 B016 V029 V031 V021 V017
Sett.
V038 TI 15.7 bar
PT TE V019
OE602OE601
OE672OE671
No.1 Main G/E

(Wartsila 12V50DF)
101 101 Key
No.1 Main G/E No.1 Main G/E FO Booster Pump
FO Inlet Filter No.1 Main G/E Heavy Fuel Oil Line
Viscosity Controller V028 (12.7 m3/h x 4 bar)
(Nom. 35 Micron) Diesel Oil Line
Drain Line
To Waste Oil Tank

4.4. Fuel Oil Service System Fuel oil drawn from the FO return pipe and the FO feeder pump Model: ACE025N3 NTBP
discharge is discharged by one of two main generator engine FO booster Capacity: 2m3/h x 10.0bar
4.4.1 Main Generator Engine Fuel Oil System pumps. The second pump will be on automatic standby, and will start in Motor: 2.50kW, 3420rpm, 460V x 60Hz
the event of discharge pressure drop or voltage failure of the running
1. General Description pump. 9L50DF Engines (No.3)
Fuel oil is supplied to the main generator engines from the HFO service The FO booster pumps discharge through their main generator engine FO G/E Fuel Oil Feeder Pump
tanks. The HFO service tank can also supply the boilers. The main heaters. Within these, the oil is heated to a temperature corresponding to Maker: IMO AB
generator engines are designed to run on HFO at all times but have the a recommended viscosity (limit before injection pumps : 204 cSt). No. of Sets: 2
facility to switch to diesel oil or fuel gas when needed. Two of three Capacity: 5.77m3/h x 4.0 bar
HFO purifiers will be running at all times, with the throughput balanced The heated FO then passes through a viscorator and flows to the main
Motor: 2.5kW, 3500rpm, 440V x 60Hz
to match the fuel consumption of the main generator engines. generator engine fuel rail on the suction side of the main generator
engine high pressure FO injection pumps.
G/E Fuel Oil Booster Pump
For burning HFO in the main generator engines the fuel will need to be
When operating in gas mode it is essential that a fuel supply is Maker: IMO AB
heated in order to produce the correct viscosity for pumping and fuel
maintained for the pilot injection as this provides the flame for igniting No. of Sets: 2
injection. The viscorator regulates the heating of the fuel to produce the
the gas charge in the cylinder. Valves from the DO service tanks via G/E Capacity: 9.23m3/h x 4.0 bar
correct viscosity. Pipes are trace heated to maintain fuel temperature.
pilot DO supply pumps are always open. This enables diesel oil to be Motor: 3.5kW, 3500rpm, 440V x 60Hz
Outlet valves from the service and settling tank are remote quick-closing supplied to the engine as soon as the FO booster pump stops.
with a collapsible bridge which can be pneumatically operated from the G/E F.O Heater
emergency headquarters and fire control station. After being tripped the The fuel oil pumps cannot be started under the following conditions: Maker: Aura Marine
valves must be reset locally. Each tank is also fitted with a self-closing (During black out, or when all electric motor driven fuel pumps No. of sets: 2
test cock to test for and drain any water present. abnormal.) The operator can however, start the generator engines, by Type: Shell & Tube
operation of the air motor driven G/E emergency DO pump unit. Capacity: Based on steam, 100C -> 150C
All tanks and heaters are supplied with steam at 7.0 bar from the ships
steam supply. Condensate flows to the inspection tank, which is fitted 2. Capacities and Ratings G/E Emergency MDO Pump
with an oil detection unit.
12V50DF Engines (No.1, No.2 and No.4) Main G/E Emcy MDO Pumps (P&S)
The steam supply to the fuel oil heaters is regulated so as to provide HFO
Maker: Wartsila
at up to 150C to the engine. To avoid rapid fouling of the fuel oil G/E Fuel Oil Feeder Pump No. of sets: 2/ Port and Starboard
heaters, temperatures above 150C should be avoided. All HFO Maker: IMO AB Capacity: 1.68m3/h x 6.0bar
pipework is trace heated by small bore steam pipes laid adjacent to the No. of Sets: 2/ Engine Air Driven: 8 bar compressed air
HFO pipe and encased in the same lagging. Capacity: 5.77 m3/h x 4.0 bar
Motor: 2.5kW, 3500rpm, 440V x 60Hz
Heated and filtered HFO is supplied to the main generator engine from
3. Procedure for Preparing the Main Generator Engines Fuel Oil
the HFO service tank by one of two FO feeder pumps. The second pump
G/E Fuel Oil Booster Pump System
will be on automatic standby and will start in the event of discharge
Maker: IMO AB
pressure drop or voltage failure of the running pump. The description assumes that the main G/Es fuel is being taken from port
No. of Sets: 2/ Engine
Capacity: 12.7 m3/h x 4.0 bar and starboard HFO service tanks and the No.1 FO heaters are being used.
The FO feeder pumps discharge FO to the suction side of the FO booster
pumps through automatic back flushing filter and the FO flow meter. The Motor: 4.6kW, 3500rpm, 440V x 60Hz
The fuel service systems for all four engines are identical. Separate fuel
automatic back flushing filter is an automatic self-cleaning unit, with an supply systems are fitted to the diesel generators.
electrically operated cleaning mechanism running at all times. A G/E FO Heater
connection from the FO return pipe is made with the line from the FO Maker: Aura Marin
supply pumps just before the FO booster pump suction. No. of sets: 2/ Engine a) Ensure that the HFO service tanks are maintained at an adequate
Type: Shell & Tube level throughout operation of the HFO purifying system.
A pressure regulating valves (V010) maintain the supply pumps Capacity: Based on steam, 100C -> 150C
discharge pressure by recirculating oil from the pump discharge back to b) Ensure that the suction filters are clean.
the pump suction. G/E Pilot DO Supply Pumps
Maker: IMO AB
No. of sets: 2/ Port & Starboard

Illustration 4.4.1a Main Generator Engines Fuel Oil System (No.1 & No.2)
OE622
To FO
OE685 XL
Overflow Tank
OE501
Ribbed Tube
OE593
OE592 OE590
(Abs. 34 Micron) B004 V011 V010
V043 V044 B047

ZS
DPAH P V002
XS
5.4 bar
LS LS
V046
Sett. 7.9 bar
Sett.
103B 103A No.2 ZS OE430
PI PS
PT XL
PI LAL Flowmeter TI V007 OE406 Tank (S) Tank (S) OE002
B002 V003 OE63.3
OE304
OE35 (63.7 m3) (99.7 m3)
V079
V078
LS LS FI
NC
PI LS
108B 108A OE69 XL P P
OE356 TI ZS OE62.4
OE591
OE73.1 PI CP
FM V001
P
P V050 B014 V008
XL V114 V113 B003 V004 ZS
XL
TI V015 B015
OE615
ZS OE62.3
OE73.2
V006
Sett.
OE618
To FO
OE501
2 bar
V053
V054
(5.77 m3/h x 4 bar)
To FO
V025 V027
Overflow Tank
PI PS
PI PI From
Sett. IAS
7.9 bar
F05 OE55
VT
OE34 Main G/E Em'cy DO Pump (S)
TT TT TI V018 (1.68 m3/h x 6 bar)
V036
DPS PT
DPS
PI No.2 Main G/E
129 112 PI PI
V037 B016 V029 V031 V021 V017 S
125
Sett.
V038 TI 15.7 bar P
OE578 OE579
TE V019 PI PI
CV
NO NO
112 OE228
124 No.2 Main G/E OE102
PT TE
OE604OE603
OE674OE673
No.2 Main G/E

101 101 (Nom. 400 Micron)
(Wartsila 12V50DF)
OE511

DPAH PI PI
F05 To DO To HFO
TI TI
Service Service
OE616
No.1 Tank (P) Tank (P)

OE613 DPS PI CP
OE516
OE517
CV CV
103B 103A OE518
XL
OE505
LS LS
103B 103A
(Abs. 34 Micron) B004 V011 V010
V043 V044 B047
To FO ZS OE509
XS
5.4 bar
LS LS
V046
Sett.
No.1 ZS
108B 108A IAS PI PS
PT XL OE410
OE301
OE35
V079
V078
FI
NC
LS OE68
TI TT XL
XL V014 V013 V005 ZS
OE355 TI ZS OE60.4
OE72.1 PI CP
FM V001
P
P V050 B014 V008
XL V114 V113 B003 V004 ZS
XL
ZS TI V015 B015 OE60.3
OE72.2 OE502
V006
Sett.
2 bar To FO
V053
V054

OE510 (5.77 m3/h x 4 bar)
V025 V027
Sett. No.1 Main G/E Sett. XA
7.9 bar OE209 DO Cooler TI 15.7 bar XS
PI PS
PI PI
DPS PT IAS
DPAH
PT OE503
OE574 OE575
VT
F05 F03.1 OE33
To Waste Oil Tank
To FO Overflow Tank
125
NO NO
V036 TT TT TI V018
DPS
PI No.1 Main G/E
TE PI PI
CV
112
FO Heater
124 OE208 V037 B016 V029 V031 V021 V017
Sett.
V038 TI 15.7 bar
PT TE V019
OE602OE601
OE672OE671
No.1 Main G/E

(Wartsila 12V50DF)
101 101 Key
Drain Line
To Waste Oil Tank

V036 No.1 Viscosity Controller Inlet Valve Open No. 1 FO Booster Pump Discharge
c) One G/E FO feeder pump and one G/E FO booster pump will be V020 Open
Valve
running for each main generator engine. Heating steam will be V037 No.1 Viscosity Controller Outlet Valve Open
No.1 Viscosity Controller Bypass V017 No.2 FO Booster Pump Suction Valve Open
supplied to the FO heaters and tracing lines. Fuel oil viscosity V038 Closed
Valve No.2 FO Booster Pump Discharge
will be controlled by the viscorator. V021 Open
No.1 Main G/E FO Inlet Filter Valve
d) Set the engine fuel service system valves as in the following - Open
Inlet/Outlet Valves V024 No.1 FO Heater Inlet Valve Open
table: OE208 No.1 G/E FO Inlet Valve Open V025 No.1 FO Heater Outlet Valve Open
No.1 Main Generator Engine (Starboard) OE209 No.1 G/E FO Return Valve Open V036 No.2 Viscosity Controller Inlet Valve Open
No.1 G/E FO Return Line Valve to Locked V037 No.2 Viscosity Controller Outlet Valve Open
OE301
Valve Description Position HFO Service Tank Closed No.2 Viscosity Controller Bypass
No.1 G/E FO Return Line 3-Way V038 Closed
HFO Service Tank (S) Quick Closing OE355 Open Valve
OE002 Open Valve to Return Pipe or DO Cooler
Suction Valves No.2 Main G/E FO Inlet Filter
No.1 G/E FO Return Line 3-Way Set - Open
Fuel Select Valve Inlet Valve from V050 Inlet/Outlet Valves
OE502 Open Valve Bypass
HFO System OE228 No.2 G/E FO Inlet Valve Open
Fuel Select Valve Inlet Valve from DO OE229 No.2 G/E FO Return Valve Open
OE410 Closed No.2 Main Generator Engine (Starboard)
System
No.2 G/E FO Return Line Valve to Locked
Set OE304
V001 Fuel Select Valve HFO Service Tank Closed
HFO Valve Description Position
No.2 G/E FO Return Line 3-Way
Set HFO Service Tank (S) Quick Closing OE356 Open
FO Feeder Pumps Discharge Return OE002 Open Valve to Return Pipe or DO Cooler
V002 Pump Suction Valves
Select Valve No.2 G/E FO Return Line 3-Way Set
Suction Fuel Select Valve Inlet Valve from V050
OE501 Open Valve Bypass
V003 No.1 FO Feeder Pump Suction Valve Open HFO System
No.1 FO Feeder Pump Discharge Fuel Select Valve Inlet Valve from DO
V007 Open OE430 Closed No.3 Main Generator Engine (Port)
Valve System
Set
V004 No.2 FO Feeder Pump Suction Valve Open V001 Fuel Select Valve Valve Description Position
HFO
No.2 FO Feeder Pump Discharge HFO Service Tank (P) Quick Closing
V008 Open Set OE004 Open
Valve FO Feeder Pumps Discharge Return Suction Valves
V002 Pump
FO Feeder Pumps Discharge Select Valve Fuel Select Valve Inlet Valve from
V011 Open Suction OE504 Open
Pressure Regulating Valve Inlet Valve HFO System
V003 No.1 FO Feeder Pump Suction Valve Open
FO Feeder Pumps Discharge Fuel Select Valve Inlet Valve from DO
V010 Set No.1 FO Feeder Pump Discharge OE470 Closed
Pressure Regulating Valve V007 Open System
Valve
- No.1 G/E FO Filter Inlet/Outlet Valves Open Set
V004 No.2 FO Feeder Pump Suction Valve Open V001 Fuel Select Valve
V013 Flow Meter Inlet Valve Open HFO
No.2 FO Feeder Pump Discharge Set
V014 Flow Meter Outlet Valve Open V008 Open FO Feeder Pumps Discharge Return
Valve V002 Pump
Return Pipe Auto Vent Valve Inlet FO Feeder Pumps Discharge Select Valve
V043 Open V011 Open Suction
Valve Pressure Regulating Valve Inlet Valve V003 No.1 FO Feeder Pump Suction Valve Open
V016 No.1 FO Booster Pump Suction Valve Open FO Feeder Pumps Discharge
V010 Set No.1 FO Feeder Pump Discharge
No. 1 FO Booster Pump Discharge Pressure Regulating Valve V007 Open
V020 Open Valve
Valve - No.2 G/E FO Filter Inlet/Outlet Valves Open
V017 No.2 FO Booster Pump Suction Valve Open V013 Flow Meter Inlet Valve Open No.2 FO Feeder Pump Discharge
No.2 FO Booster Pump Discharge V008 Open
V021 Open V014 Flow Meter Outlet Valve Open Valve
Valve
Return Pipe Auto Vent Valve Inlet FO Feeder Pumps Discharge
V024 No.1 FO Heater Inlet Valve Open V043 Open V011 Open
Valve Pressure Regulating Valve Inlet Valve
V025 No.1 FO Heater Outlet Valve Open V016 No.1 FO Booster Pump Suction Valve Open

Illustration 4.4.1b Main Generator Engines Fuel Oil System (No.3 & No.4)
OE691
To FO
OE643 XL
Overflow Tank
OE506
Ribbed Tube
OE583
OE582 OE580
(Abs. 34 Micron) B004 V011 V010
V043 V044 B047

ZS
DPAH P V002
XS
5.4 bar
LS LS
V046
Sett. 7.9 bar
Sett.
103B 103A No.4 ZS OE401
PI PS
PT XL
PI LAL Flowmeter TI V007 OE407 Tank (P) Tank (P) OE004
B002 V003 OE67.3
OE305
OE34 (63.7 m3) (99.7 m3)
V079
V078
LS LS FI
NC
PI LS
108B 108A OE71 XL P P
OE358 TI ZS OE66.4
OE581
OE75.1 PI CP
FM V001
P
P V050 B014 V008
XL V114 V113 B003 V004 ZS
XL
TI V015 B015
OE660
ZS OE66.3
OE75.2
V006
Sett.
OE661
To FO
OE501
2 bar
V053
V054
(5.77 m3/h x 4 bar)
To FO
V025 V027
Overflow Tank
PI PS
PI PI From
Sett. IAS
7.9 bar
F05 OE57
VT
OE36 Main G/E Em'cy DO Pump (P)
TT TT TI V018 (1.68 m3/h x 6 bar)
V036
DPS PT
DPS
PI No.4 Main G/E
129 112 PI PI
V037 B016 V029 V031 V021 V017 S
125 OE412
Sett.
V038 TI 15.7 bar P
OE587 OE586
TE V019 PI PI
CV
NO NO
112 OE248
124 No.4 Main G/E
PT TE
OE608OE607
OE678OE677
No.4 Main G/E

101 101 (Nom. 400 Micron)
(Wartsila 12V50DF)
OE508

DPAH PI PI
F05 From DO From HFO
TI TI
Service Service
OE641
No.1 Tank (S) Tank (S)

DPS PI CP
OE519
OE520
OE521
CV
103
XL
OE504
LS
103
(Abs. 34 Micron) B004 V011 V010
V043 V044 B047
To FO ZS OE507
XS
5.4 bar
LS
V046
Sett.
No.3 ZS
108 IAS PI PS
PT XL OE470
OE309
OE33
V079
V078
FI
NC
LS OE70
TI TT XL
XL V014 V013 V005 ZS
OE357 TI ZS OE64.4
OE74.5 PI CP
FM V001
P
P V050 B014 V008
XL V114 V113 B003 V004 ZS
XL
ZS TI V015 B015 OE64.3
OE74.2 OE504
V006
Sett.
2 bar To FO
V053
V054

OE535 (5.77 m3/h x 4 bar)
V025 V027
Sett. 7.9 bar OE269 DO Cooler TI 15.7 bar XS
PI PS
PI PI
DPS PT IAS
DPAH
PT OE536
OE585 OE584
VT
F05 OE56 OE35
To Waste Oil Tank
To FO Overflow Tank
125
NO NO
V036 TT TT TI V018
DPS
PI No.3 Main G/E
TE PI PI
CV
112
FO Heater
112 OE268 V037 B016 V029 V031 V021 V017
Sett.
V038 TI 15.7 bar
PT TE V019
OE606OE605
OE676OE675
No.3 Main G/E

(Wartsila 9L50DFDE)
101 101 Key
Drain Line
To Waste Oil Tank

FO Feeder Pumps Discharge No.1 FO Feeder Pump Discharge g) Select the G/E FO booster pump s for AUTO operation then
V010 Set V007 Open
Pressure Regulating Valve Valve select one of the pumps as the duty pump and start that pump.
- No.3 G/E FO Filter Inlet/Outlet Valves Open V004 No.2 FO Feeder Pump Suction Valve Open
h) Check that fuel is circulating through the engine fuel system at
V013 Flow Meter Inlet Valve Open No.2 FO Feeder Pump Discharge
V008 Open the desired pressure.
V014 Flow Meter Outlet Valve Open Valve
FO Feeder Pumps Discharge i) Select the other feeder pump and booster pump as the standby
Return Pipe Auto Vent Valve Inlet V011 Open
V044 Open Pressure Regulating Valve Inlet Valve pump.
Valve
FO Feeder Pumps Discharge
V016 No.1 FO Booster Pump Suction Valve Open V010 Set j) Ensure that the viscorator is operational and has control of the
Pressure Regulating Valve
No. 1 FO Booster Pump Discharge steam supply valves (If necessary).
V020 Open - No.4 G/E FO Filter Inlet/Outlet Valves Open
Valve
V013 Flow Meter Inlet Valve Open k) The engine fuel system is now ready and the engine may be
V017 No.2 FO Booster Pump Suction Valve Open
V014 Flow Meter Outlet Valve Open stated if all other engine systems are operating correctly.
No.2 FO Booster Pump Discharge
V021 Open Return Pipe Auto Vent Valve Inlet
Valve V043 Open Under normal circumstances the system will be primed and operating on
V024 No.1 FO Heater Inlet Valve Open Valve
HFO. A change to DO is only made for emergency reasons or if all of the
V016 No.1 FO Booster Pump Suction Valve Open engines are to be shut down for the fuel system to undergo maintenance.
V025 No.1 FO Heater Outlet Valve Open
No. 1 FO Booster Pump Discharge
V036 No.3 Viscosity Controller Inlet Valve Open V020 Open The fuel system of an individual engine may be flashed through with DO
Valve
V037 No.3 Viscosity Controller Outlet Valve Open V017 No.2 FO Booster Pump Suction Valve Open prior to stopping the engine or after stopping to allow for maintenance.
No.3 Viscosity Controller Bypass No.2 FO Booster Pump Discharge
V038 Closed V021 Open 4. Transfer from MDO to HFO
Valve Valve
No.3 Main G/E FO Inlet Filter Changeover from MDO to HFO is instant, illustration 4.4.1c explains the
- Open V024 No.1 FO Heater Inlet Valve Open
Inlet/Outlet Valves steps.
V025 No.1 FO Heater Outlet Valve Open
OE268 No.3 G/E FO Inlet Valve Open
V036 No.4 Viscosity Controller Inlet Valve Open 5. Transfer from HFO to MDO
OE269 No.3 G/E FO Return Valve Open
No.3 G/E FO Return Line Valve to Locked V037 No.4 Viscosity Controller Outlet Valve Open
OE309
When HFO MDO changeover is initiated, a smooth chnageover is
HFO Service Tank Closed No.4 Viscosity Controller Bypass initiated. This changeover refer to the illustration 4.4.1d .
V038 Closed
No.3 G/E FO Return Line 3-Way Valve
OE357 Open No.4 Main G/E FO Inlet Filter
Valve to Return Pipe or DO Cooler - Open
No.3 G/E FO Return Line 3-Way Set Inlet/Outlet Valves
V050
Valve Bypass OE248 No.4 G/E FO Inlet Valve Open
OE249 No.4 G/E FO Return Valve Open
No.4 Main Generator Engine (Port) No.4 G/E FO Return Line Valve to Locked
OE305
HFO Service Tank Closed
Valve Description Position No.4 G/E FO Return Line 3-Way
OE358 Open
HFO Service Tank (P) Quick Closing Valve to Return Pipe or DO Cooler
OE004 Open
Suction Valves No.4 G/E FO Return Line 3-Way Set
V050
Fuel Select Valve Inlet Valve from Valve Bypass
OE501 Open
HFO System
Fuel Select Valve Inlet Valve from DO e) Ensure that the fuel system for engine is fully primed by
OE401 Closed
System opening the outlet line vent valve then closing the valve again
Set when fuel flows out; this is only required after work has been
V001 Fuel Select Valve
HFO carried out on the fuel system.
Set
FO Feeder Pumps Discharge Return f) Select the G/E FO feeder pumps for AUTO operation then
V002 Pump
Select Valve select one of the pumps as the duty pump and start that pump.
Suction

Illustration 4.4.1c MDO to HFO transfer Illustration 4.4.1d HFO to MDO transfer
Valve V001 in MDO position V001 in HFO position Feedback:

Feedback: - V001 control switch in auto position
- V001 control switch in auto position - V001 in HFO position
- V001 in MDO position - V002 in HFO position
- V001 changeover not active - V050 in bypass position
0 - 1 pulse, start smooth change to MDO
0 - 1 pulse, start changeover - Transfer Sequence not active
- V002 to HFO position
- V050 to bypass position
Smooth transfer to MDO
Feedback:
Heater interlockec
- V002 in HFO position
- V050 in bypass position Feedback:
- Smooth changeover active
Change V001 to HFO position - V001 in MDO position
V001 ready for V002 and V050
Feedback:
- V001 in HFO position
Transfer to HFO completed Delay for turning V002 to MDO position
Adjustable delay elapsed
V002 to MDO position

Feedback:
- V002 in MDO position
V002 ready
Start monitoring viscosity and temperature

Feedback:
- Viscosity below adjustable value
- temperature below adjustable value
Turn V050 to cooler position
Feedback:
- V50 in cooler position
V050 Ready
Smooth Transfer to MDO ready

Heater interlock off
Smooth changeover feedback off


Illustration 4.4.2a Main Generator Engine Fuel Gas Systems
GF503 S ZLL ZLH

From GCU GVU Vent From Control Air System GF428
GF502 ZS ZS
To Vent Master GF427
CG415 GAH
S ZLL ZLH
From Control Air System No.4 Main G/E (12V50DF)
GF426
GD
From N2 Buffer Tank ZS ZS
E/R Casing
GF425 Near Funnel
From Cargo Side Damper CV947
Machinery Part Cargo Part CG405 On Deck SE Above
CV941B Engine
CV911B CV921B CV931B CV951B CV961B
G/E Gas Valve Unit Room SE GAH
No.3 & 4 GF308 GF307 CV911A CV921A CV931A CV941A CV951A CV961A
Extraction Air Fan
GF507 GD
DPICAL DPICAL PT
GF010 GF009 CV947
PIC GAH
GH082 S No.4 Gas Valve Unit GAH
E/P V10
GF423
PT GD PT DPIS PT PT
PI GD
V04 B03
DPT DPT PI PI
V16
V19
GF433
V13
V14
PI PC
PI
S
GFP01
GF052
S
TT TI TT DPS
V05
V01
V03
V06
V12
V17
GF540
V07 GF398 V15 V18

GF541
GF407
GF542
GAH V02 B02 No.4 Gas No.3 Main G/E (9L50DF)
V20
PZ Above
Filter Engine
GF397 (5 UM)
GD DPT GAH
GF408 SE
CV911A CV921A CV931A CV941A CV951A CV961A CV961A CV961A CV961A
IAS
GF306 GF305 GD
PT
GF506 CV947
GF509
From Control Air
System S No.3 Gas Valve Unit GAH
GF422 E/P V10
PT DPIS PT PT
PI
GD
V04 B03
PI PI
V16
V19
GF432
V13
V14
PI PC
PI
S
GFP02
S
TT TI TT DPS
V05
V01
V03
V06
V12
V17
GF530
V07 GF396 V15 V18 No.2 Main G/E (12V50DF)

GF532
GF405
GF531
NC V02 B02 No.3 Gas
V20
PZ
Filter
NO GF395 (5 UM)
DPT
GF406
IAS CV947
From N2 Buffer SE Above
Tank CV911B CV921B CV931B CV941B CV951B CV961B Engine
GF304 GF303
No.1 & 2 SE GAH
CV911A CV921A CV931A CV941A CV951A CV961A
Extraction Air Fan
DPICAL DPICAL
GF505 GD
GF008 GF007 PT
PIC GAH CV947
GH082 S No.2 Gas Valve Unit GAH
E/P V10
GF421
PT GD PT DPIS PT PT
DPT DPT PI GD
V04 B03
PI PI
V16
V19
GF431
V13
V14
PI PC
PI
S
GFP03
GF051
S
TT TI TT DPS
V05
V01
V03
V06
V12
V17
GF520
GAH V07 GF394 V15 V18

GF522
GF403
GF521
V02 B02 No.2 Gas
V20
PZ No.1 Main G/E (12V50DF)
Filter
GF393 (5 UM)
GD DPT
GF404
IAS
GF302 GF301 CV947
SE Above
GF504 CV941B Engine
GF513 CV911B CV921B CV931B CV951B CV961B
SE GAH
From Control Air CV911A CV921A CV931A CV941A CV951A CV961A
System S No.1 Gas Valve Unit GAH
E/P V10 GD
GF420
PT DPIS PT PT PT
From Engine PI GD CV947
V04 B03
PI PI
Key
V16
V19
Room
GF430
V13
V14
PI PC
PI
GFP04
S
TT
S
S
TI TT DPS
V05
V01
V03
V06
V12
V17
Boil-off Gas Line GF510

Nitrogen Line V07 GF392 V15 V18
GF512
GF401
GF511
NC V02 B02 No.1 Gas

V20
Control Air Line PZ
Filter
NO GF391
DPT
(5 UM)
From GF402
Weather Room IAS
From N2 Buffer
Tank

4.4.2 Main Generator Engine Fuel Gas System Engine Room System 2. Operating Modes
1. General Description The gas supplied to the engine passes at first a gas valve unit (GVU). The MDO/HFO
gas valve unit consists of a filter, temperature/pressure sensors, a
Gas Management System pressure regulating valve, safety (shut-off) valves and ventilation valves. MDO/HFO mode means that no engines are using gas mode. In addition
MDO mode will be the result in case of a gas supply trip.
The Gas Management System (GMS), operates to keep the cargo tank The solenoid valves (safety and ventilation valves) on the gas valve unit
pressure within normal operating limits. It also includes automatic safety are controlled by an engine external system. The pressure regulating Fuel Mix NBO
function. These operate in the event that tank pressure exceeds normal valve is controlled by the WECS8000. During engine start & stop, the
operating limits. sequenced control of the safety and ventilation valves is communicated In the basic configuration for the mixed arrangement the NBO will be
between the WECS and the unit control panel. consumed by the engines on fuel gas. The tank pressure controller will
The cargo tank pressure is controlled by calculating the Natural Boil Off give a set point (in steps, the same as the LD demand). This value will be
(NBO) by means of the tank pressure controller. The calculated NBO This communication also includes a valve leakage test, performed prior converted to a kW demand signal based on composition (heating value0
signal is used to calculate the DF engines gas loading. to every engine start. and efficiency. The LD compressor will operate in pressure control de-
coupled from the tank pressure controller.
The LD compressors are controlled to keep the fuel pressure for DFEs The gas supply pressure reference is calculated in the WECS 8000 main
constant. An overpressure valve (return to cargo tank) is installed and control module. This reference is dependent on the engine load. An The feed forward function from the engine load should still apply since
controlled by the GMS to prevent the DF engine fuel supply plant from electrical pressure reference signal is sent out to the pressure regulating the engines are operating in speed droop and a big load change will
high pressure during load reduction. valve. change the load on all the engines (independent of fuel mode).
The forcing vaporiser is used to generate Forced Boil Off (FBO). This The actual gas pressure is measured at the engine and compared to the All remaining engine(s) will operate on fuel oil (MDO or HFO) and
may be used in case Gas Only Mode is required, or in the case operator reference pressure. If the deviation is too high, an alarm will be initiated. consume all load variations in the power system.
wants to obtain more suitable gas loading for the DFEs. If the deviation increases even more, the safety valves on the gas valve
unit will cut the gas supply to the engine immediately. Fuel Mix NBO+FBO
The Gas Combustion Unit (GCU) is used to help control the tank
pressure if for some reason pressure should be above the normal range. The amount of main gas admitted to each cylinder is controlled by the In this configuration the LD compressor will control the FG pressure at
cylinder individual gas valves. These are actuated by the cylinder control constant value while the FV will produce the difference between DFE FG
A final tank pressure control is to open the vent valve to mast. This modules. The amount of gas admitted depends on the gas supply pressure consumption and the NBO.
control is also included within the GMS. and the time the main gas solenoid valve is open (duration).
A set point for the desired DFE loading in a % of the gas mode engines
Over Pressurising Port and starboard sides, each two extraction fans are set up in a duty nominal power can be selected by the operator. If the power demand
standby configuration. When operating an On software button, both decreases to below the minimum load for the engines in MDO (HFO)
To protect the cargo tanks from being over pressurised due to NBO, the fans will be switched to auto mode and the fan selected as duty will mode, the engines in MDO (HFO) mode should be stopped. The load on
gas has to be consumed by the DF engines, burned by the GCU or vented automatically start. Operating the OFF button will stop the running fan the engines in gas mode should also be decreased if this is not sufficient.
to atmosphere. The LD compressors will supply the natural boil off gas and both will be switched to manual mode. While running, duty and
to the DF engines and GCU as fuel gas. This is to keep the vapour header standby can be changed, again by operating a software button. One fan In the event that total power demand is very low and the engines
pressure stable. will then start and when confirmed running the other will stop. At the operating in gas mode is getting near the limit where they will switch to
same time, duty and standby indication will be switched. fuel oil, the engines in MDO(HFO) mode should be stopped (if not
If the DF engines require less fuel gas than what is naturally boiling off, already). If this is not sufficient, then one by one, the engines on gas have
the vapour header pressure will increase. To prevent an increase in During operation, a common differential pressure switch will initiate start to be stopped. In this situation the NBO will be higher than the power
pressure the GCU must be activated to burn the remaining NBO. of the standby fan when the duty fan is not able to keep the demand.
predetermined pressure set at the switch. An alarm is announced and the
Under Pressurising duty fan will be kept running for a predetermined time. The tank pressure will increase and the GCU may have to be operated to
maintain the tank pressure.
To protect the cargo tanks from being under pressurised the DF engines The standby fan will also start due to a trip or failure at the duty fan.
will at certain point be switched to FO mode. Forcing vaporiser will be
started before fuel mode is changed to FO mode.

Illustration 4.4.2b Natural Boil-Off Gas Burning System
(Recycling Line) (300)

Key Cargo Equipment Capacity
CG002
H * 1. Main Cargo Pump : 1,900 m 3/h
(600)
FM Liquid Natural Gas Line
2. Stripping/Spray Pump : 50 m3/h
(400)
H # (400)
(400)
(400)
(400)
(25)
Cargo Compressor Room CG510 Warm Natural Gas Line 3. Fuel Gas Pump : 18 m3/h
H#
CG802
H#
H#
CS811 CS812
CS808 CS809
CS805 CS806
CS802 CS803
CL804
CL807 CL803
H#
CL806 CL802
CL805 CL801
CG801
SP-8 A
(500) CG509 Cold Natural Gas Line 4. High Duty Compressor : 35,000 m 3/h
CG511CG512 H (600)
CG519 FM
Separator Drain Line 5. Low Duty Compressor : 4,500 m 3/h
CL808
A
No.1 High Duty CG514 6. LNG Vaporiser : 4,200 kW
CG520 CG517 Compressor A CS807 CS804 Excess Gas to GCU/Shore
F rom In e r t IG021IG020IG022 CG527
H
Gas
A H CG513 7. Forcing Vaporiser : 1,150 kW
IG023 (600)
CG515CG516
(500) Heater H
Gas System CG518 FM
(600)
(80) (80) 8. Gas Heater : 3,400 kW
CG531
( E / R) CG521
H
(250)
CG534 No.2 High Duty CG502 Symbol Description Symbol Description
(150)
After Cooler
(750)
Compressor A
(600)
/NG Heater CG501
CG636 CG538 CG539 CG523 CG536 CG503 CG504 Butterfly Valve Manual Operating Device
To Gas H # (250)
H * H H (200)
(200) (Typical of Butt Welding End) with Limit Switch
(650)
(100)
(600)
(650)
Com b u sti on
CG407
CG525
CG410
H *
U n i t ( GC U ) CG537 No.1 Low Duty Remote Hydraulic Control

CG506 H
(300)
Butterfly Valve, Flange Type
Strip./Spray Crossover
Vapour Crossover
Liquid Crossover
Liquid Crossover
CG529
CG535
Compressor A
CG505 (Typical of Flange End)
CG507 CG508 H
Remote Hydraulic Control/
CG408 H
CG406
Em'cy Shutdown
H *
CG405 (200) Needle Valve

H # CS506
(150)
A No.2 Low Duty Ball Valve Remote Hydraulic Control/
To G/ E F u el H
CS504 Compressor In-line Throttling (Potentiometer)
Globe Valve
Separator
(600)
Gas System H A CG532 CG540 Mixer

CG415 Forcing
Mist
(200) (300)
( D F E n g i n e) Lift Check Valve A Automatic Pneumatic Control
CS524
H # Vaporiser
In-line
CG533
CS505
(65)
CS527
A
Mixer Swing Check Valve Spool Piece
CG542
(80) (80)
CS525
CS512 CN588 DUO Plate Check Valve
(550)
(100)
Reducer
A
FM
A H CN589
CS520 N2 Screw Down Non-return Valve Spectacle Flange
CS528 A CS529
CS707 CS704
CS521
CS503
Safety Valve for Cargo Tank Conical Type Strainer
CS712 CS711
CS709 CS708
CS706 CS705
CS703 CS702
A
CS526 A
CL708
CL703 CL707
CL702 CL706
CL701 CL705
SP-7 CN683 Drain
CS523
CS501 Manual Operating Device Y-type Strainer
(400)
CG530 Pot
H A
LNG To N2 Sys.
CL311
FM Manual Operating Device FM Flow Meter
FM
CG701
CG702
CL704
Vaporiser For Ins. Sp
CL312 H
CL501 CS502 In-line
#H
#H
#H
#H
#H
with Flag Indicator
CG001
Blind Flange Valve
H*
H A Mixer CG528
(400)
(400)
(400)
(400)
(400)
(25)
CS513 SP-6
(200)
(600)
CG603
CG604
CS003
CL602
CG601
CG602
H *
(200) Gas Header (300) (300)
CS602
(400) (650) Vapour Header (600) (500) (350)
(65)
CS601 CS004 CS002 CS001

CL601
(80) Stripping/Sp ray Header (80) (65) (40) (80)
Liquid Header
CG107
(450) (650) (450) (400)
CL107
(200)
(400)
(200)
(400)
(350)
(40)
(40)
(65)
(40)
(65)
(40)
CS310
CS210
SP-5
(400)
(300)
(200)
(65)
(40)
(40)
CL110
CL410
H *
CL310
H *
H *
H *
CL210
CS415
CS315
CS408 CS308 CS208 CS108

H
CG106
CG105
H *
CS416
CS316
H
CS405
CS305
CS105
CS205
H *
H *
CS213 H *
H *
(450)
(450)
(450)
(450)
CS404 CS304 CS204 CS104
H* H* H* H*
CS414
CS314
(65)
(65)
CS409
CS313
CS109
(40)
(40)
(40)
(40)
CS419 No.4 CS319 No.1
CG102
CG402
CG302
CG202
H* Vent H* No.3 No.2 Vent
(65)
(65)
(200) Mast (200)

Vent Mast (200)
Vent Mast (200) Mast
(80)
(80)
(80)
(80)
FM
H * CS302(65)
(350)
(350)
(400)
(350)
(350)
(400)
(350)
(350)
(400)
(350)
(350)
(400)
H * CL106
H * CL406
H * CL306
H * CL206
H * CS102
H * CS402
H * CS418
H * CS318
H *CS202
(40)
(40)
(40)
(40)
SP-4 SP-3 SP-2 SP-1
CG101
CG401
CG301
CG201
CF401 CF301 CF201 CF101
CL105
CL405
CL305
CL205
CL101
CL102
CL100
CS101
CL401
CL402
CL400
CS401
CS417
CL301
CL302
CL300
CS301
CS317
CS407
CS406
CS307
CS306
CS107
CS106
CL201
CL202
CL200
CS201
CS207
CS206
H *
H *
H *
H *
H *
H *
H *
H *
H *
H *
H *
H *
(25)
(25)
(25)
(25)
(25)
(25)
CF402 CF302 CF202 CF102
Filling Line
Filling Line
Filling Line
Filling Line
Em'cy Pump Column (600)

No.4 Cargo Tank No.3 Cargo Tank
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(65)
(40)
(65)
(40)
(65)
(65)
CL403
CL404
CL303
CL304
CL203
CL204
CL103
CL104
Foot
Valve
(80)
(65)
(80)
(65)
(80)
(80)
No.1 Cargo Pump Strip. FG
Pump Pump
No.2 Cargo Pump

Gas Only (NBO) 3. Operating Procedure
DFE in gas mode supplied by the LD compressor should normally be NBO and FBO Gas Burning Procedures are described in sections 6.4.1
used together with Program Mode and telegraph mode. Because LD and 6.4.2 of the cargo operating manual.
compressor is controlling DFE fuel gas pressure and the electrical load
cannot be transferred to/from FO engines. The only way to control cargo
tank pressure is then to control the PM speed.
Decreasing tank pressure will finally lead to tank protection controller

activation. At this point GMS sends a signal to the PMS to change one of
the engines to MDO mode.
Increasing tank pressure will at certain point lead to GCU start or

opening of vent valve.
Gas Only (NBO+FBO)
In Gas Only all fuel to the DF engines gas often a mix of NBO and FBO.
The NBO is at the start of the journey an estimated value, and the real
NBO will then be calculated by the tank pressure controller.
The FV must supply the remaining between actual DFE Fuel Gas
consumption and tank pressure controller output.
The LD compressor will maintain the DFE Fuel supply pressure.
The Power Management System will operate with normal functions, but
the load sharing and the consumer control will take into consideration the
limitations in load steps and time between each step. The required
number of engines will be maintained by the load dependant start / stop
function.
In cases where the demand is less than the NBO the FV will first be
reduced to minimum capacity. If the demand remains low longer than a
period of time (adjustable timer) the FV will be stopped. On the other
hand if the demand increases the FV will be released and supply the
required demand.
For very low consumption over a longer period the tank pressure will
increase and the GCU has to be started (or venting). The GCU will in this
case be used to control the tank pressure, with an initial setpoint slightly
higher than the normal tank pressure controller. If GCU is started the FV
will be stopped automatically.

Illustration 4.4.2c Forced Boil-Off Gas Burning System
(Recycling Line) (300)

Key Cargo Equipment Capacity
CG002
H * 1. Main Cargo Pump : 1,900 m 3/h
(600)
FM Liquid Natural Gas Line
2. Stripping/Spray Pump : 50 m3/h
(400)
H # (400)
(400)
(400)
(400)
(25)
Cargo Compressor Room CG510 Warm Natural Gas Line 3. Fuel Gas Pump : 18 m3/h
CS811 CS812
CS808 CS809
H#
CG802
CS805 CS806
CS802 CS803
H#
H#
H#
CL804
CL807 CL803
CL806 CL802
CL805 CL801
CG801
SP-8 A
(500) CG509 When Load Change Line 4. High Duty Compressor : 35,000 m 3/h
CG511CG512 H (600)
CG519 FM
Cold Natural Gas Line 5. Low Duty Compressor : 4,500 m 3/h
CL808
A
No.1 High Duty CG514 6. LNG Vaporiser : 4,200 kW
CG520 CG517 Compressor A CS807 CS804 Separator Drain Line
From In ert IG021IG020IG022 CG527
H
Gas
A H CG513 7. Forcing Vaporiser : 1,150 kW
IG023 (600)
CG515CG516
(500) Heater H
Gas System CG518 FM
(600)
(80) (80) 8. Gas Heater : 3,400 kW
CG531
( E/ R) CG521
H
(250)
CG534 No.2 High Duty CG502 Symbol Description Symbol Description
(150)
After Cooler Compressor
(750)
(600)
/NG Heater A
CG636 CG538 CG539 CG523 CG536 CG503 CG504 CG501 Butterfly Valve Manual Operating Device
To Ga s H # (250)
H * H (200)
H (200)
C om b u sti on (Typical of Butt Welding End) with Limit Switch
(650)
(100)
(600)
(650)
CG407
CG525
CG410
H *
Un it ( GC U) CG537 No.1 Low Duty Remote Hydraulic Control

CG506 H
(300)
Butterfly Valve, Flange Type
Strip./Spray Crossover
Vapour Crossover
Liquid Crossover
Liquid Crossover
CG529
CG535
Compressor A
CG505 (Typical of Flange End)
CG507 CG508 H
Remote Hydraulic Control/
CG408 H
CG406
Em'cy Shutdown
H *
CG405 (200) Needle Valve

H # CS506
(150)
A No.2 Low Duty Ball Valve Remote Hydraulic Control/
To G/ E F u el H
CS504 Compressor In-line Throttling (Potentiometer)
Globe Valve
Separator
(600)
Ga s System H A CG532 CG540 Mixer

CG415 Forcing
Mist
(200) (300)
( D F E n g in e) Lift Check Valve A Automatic Pneumatic Control
CS524
H # Vaporiser
In-line
CG533
CS505
(65)
CS527
A
Mixer Swing Check Valve Spool Piece
CG542
(80) (80)
CS525
CS512 CN588 DUO Plate Check Valve
(550)
(100)
Reducer
A
FM
A H CN589
CS520 N2 Screw Down Non-return Valve Spectacle Flange
CS528 A CS529
CS707 CS704
CS521
CS503
Safety Valve for Cargo Tank Conical Type Strainer
CS712 CS711
CS709 CS708
CS706 CS705
CS703 CS702
A
CS526 A
CL708
CL703 CL707
CL702 CL706
CL701 CL705
SP-7 CN683 Drain
CS523
CS501 Manual Operating Device Y-type Strainer
(400)
CG530 Pot
H A
LNG To N2 Sys.
CL311
FM Manual Operating Device FM Flow Meter
FM
CG702
CG701
CL704
Vaporiser
CL312 H
CL501 CS502 In-line For Ins. Sp
#H
#H
#H
#H
#H
with Flag Indicator
CG001
Blind Flange Valve
H*
H A Mixer
CG528
(400)
(400)
(400)
(400)
(400)
(25)
CS513 SP-6
(200)
(600)
CG603
CG604
CS003
CL602
CG601
CG602
H *
(200) Gas Header (300) (300)
CS602
(400) (650) Vapour Header (600) (500) (350)
(65)
CS601 CS004 CS002 CS001

CL601
(80) Stripping/Sp ray Header (80) (65) (40) (80)
Liquid Header
CG107
(450) (650) (450) (400)
CL107
(200)
(400)
(200)
(400)
(350)
(40)
(40)
(65)
(40)
(65)
(40)
CS310
CS210
SP-5
(400)
(300)
(200)
(65)
(40)
(40)
CL110
CL410
H *
CL310
H *
H *
H *
CL210
CS415
CS315
CS408 CS308 CS208 CS108

H
CG106
CG105
H *
CS416
CS316
H
CS405
CS305
CS105
CS205
H *
H *
CS213 H *
H *
(450)
(450)
(450)
(450)
CS404 CS304 CS204 CS104
H* H* H* H*
CS414
CS314
(65)
(65)
CS409
CS313
CS109
(40)
(40)
(40)
(40)
CS419 No.4 CS319 No.1
CG102
CG402
CG302
CG202
H* Vent H* No.3 No.2 Vent
(65)
(65)
(200) Mast (200)

Vent Mast (200)
Vent Mast (200) Mast
(80)
(80)
(80)
(80)
FM
H * CS302(65)
(350)
(350)
(400)
(350)
(350)
(400)
(350)
(350)
(400)
(350)
(350)
(400)
H * CL106
H * CL406
H * CL306
H * CL206
H * CS102
H * CS402
H * CS418
H * CS318
H *CS202
(40)
(40)
(40)
(40)
SP-4 SP-3 SP-2 SP-1
CG101
CG401
CG301
CG201
CF401 CF301 CF201 CF101
CL105
CL405
CL305
CL205
CL101
CL102
CL100
CS101
CL401
CL402
CL400
CS401
CS417
CL301
CL302
CL300
CS301
CS317
CS407
CS406
CS307
CS306
CS107
CS106
CL201
CL202
CL200
CS201
CS207
CS206
H *
H *
H *
H *
H *
H *
H *
H *
H *
H *
H *
H *
(25)
(25)
(25)
(25)
(25)
(25)
CF402 CF302 CF202 CF102
Filling Line
Filling Line
Filling Line
Filling Line

(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(400)
(65)
(40)
(65)
(40)
(65)
(65)
CL403
CL404
CL303
CL304
CL203
CL204
CL103
CL104
Foot
Valve
(80)
(65)
(80)
(65)
(80)
(80)
No.1 Cargo Pump Strip. FG
Pump Pump
No.2 Cargo Pump


Illustration 4.4.3a Aux. Boiler Fuel Oil System
Key
Heavy Fuel Oil Line
No.1 Aux. Boiler No.2 Aux. Boiler Diesel Oil Line
(6,000 kg/h x 7 bar) (6,000 kg/h x 7 bar) Drain Line
(1st Deck, AFT) (1st Deck, AFT)
DO Service DO Service HFO Service HFO Service
Burner Unit Burner Unit OB201 OB202 Tank (P) Tank (S)
Tank (P) Tank (S)
(63.7 m3) (63.7 m3) (99.7 m3) (99.7 m3)
P P
OB001 OB002
OB111
OB110
P P
Oil Pre-
Oil Pre-
heater
heater
ZS ZS
PI PI
PS PS
TI TI OB306
OB126
OB105
OB106
OB107
OB108
OB125
OB130
OB124
Air/Oil Mixing
Chamber
OB103
OB127
XA
XS AB151
OB128
OB101
To FO OB004
PT A/B FO Supply Pump Overflow Tank
(2.2 m3/h x 5.0 bar)
OB102
FI
PI Sett. 4.9 bar PI AB161
TT
ZS
FM IAS
Flowmeter ZS
No.2
Sett. 4.9 bar PI OB003
A/B FO Supply Unit No.1

(Purifier Room)

4.4.3 Aux. Boiler Fuel Oil System 3. Operating Procedure for Aux. Boiler DO Supply System Set
G111.2 Return Line Select Valve Mixing
1. General The following procedure illustrates starting from a cold start with the Chamber
system charged with DO and in a shut down condition. Return Line Valve to HFO Service
OB110 Closed
HFO is supplied to the aux. boilers directly from the HFO service tanks. Tank (P)
Diesel Oil (DO) can be supplied to the boilers from the DO service tanks a) Ensure that the auxiliary boiler control system is operational and Return Line Valve to HFO Service
that all of the boiler systems are ready so that the boiler may be OB111 Closed
for starting from cold. Tank (S)
operated. Mixing Chamber Auto Vent Valve
Fuel oil from the HFO service tanks is supplied to one of two boiler FO OB126 Open
Inlet Valve
pumps via filters and flow meter. The second pump will be on automatic b) Ensure that the filters are clean and all instrumentation valves
Mixing Chamber Outlet Valve to
standby and will start in the event of a discharge pressure drop or a are open. OB127 Open
Supply Pumps Suction Line
voltage failure of the running pump.
c) Supply control air to the boiler burner unit and the pressure
All HFO pipe-work is trace heated by small bore steam pipes laid e) Start one of the boiler FO supply pumps as the duty pump and
control valves.
adjacent to the HFO pipe and encased in the same insulation. start that pump at the boiler burner control panel.
d) Set the valves as in the following table:
The aux. boiler FO supply pumps discharge through each boiler oil pre- f) Check that DO is being supplied to the burner unit as required
heater where the fuel oil is heated to the required temperature. The fuel and that the correct pressure is being maintained.
oil pressure is controlled by a pressure control valve.
HFO Service Tank(P) Outlet Quick- g) The boiler burner DO supply system is now operational and the
OB001 Closed
When the boilers are in a standby condition, a quick closing on the return Closing Valve boiler may be started if all other systems are operating
line automatically opens to circulated fuel back to the HFO service tanks HFO Service Tank(S) Outlet Quick- satisfactorily.
OB002 Closed
or return to the supply pump suction side via mixing chamber. Closing Valve
OB003 Line Valve rom HFO Service Tanks Closed 4. Procedure to Start Up the Boiler Fuel Oil Service System and
2. Capacities and Ratings Change-over to Heavy Fuel Oil
DO Service Tank(P) Outlet Quick-
OB201 Open
Closing Valve
Aux. Boilers a) Start one boiler FO supply pump.
DO Service Tank(S) Outlet Quick-
OB202 Open
Closing Valve
Maker: Aalborg b) Flash up the boiler on DO.
Model: Mission OS OB004 Line Valve from DO Service Tanks Open
No. of set: 2 Set When steam is available:
- Fuel Oil Select 3-Way Valve
Capacity: 6000kg/h MDO
Pressure: 7.0bar saturated steam - Flowmeter Inlet Valve Open c) Open the steam heating supply to the HFO service tank.
- Flowmeter Outlet Valve Open
Aux. Boiler F.O Supply Pump d) Open the steam supply for trace heating to the FO service
- Flowmeter Bypass Valve Closed system pipelines.
No.1 Aux. Boiler FO Supply Pump
Maker: AALBORG - Open
Suction/Discharge CAUTION
Model: DS3/1800.32, Screw Pump
No.2 Aux. Boiler FO Supply Pump Trace heating should not be applied to sections of pipeline isolated by
No. of sets: 2 - Open
Capacity: 2.2 m3/h x 5.0 bar Suction/Discharge closed valves on the FO side. Damage, such as ruptured flange joints,
Motor: 1.32kW, 3325rpm OB102 System Pressure Control Valve could occur due to the expansion of the contents.
Open
OB103 Inlet/Outlet Valves
System Pressure Control Valve When sufficient steam pressure is available, ensure that the HFO service
OB101 Closed
Bypass Valve tanks temperature is raised for easy pumping.
G100 System Pressure Control Valve Operational
OB105 No.1 Aux. Boiler Burner Inlet Valve Open e) Stop firing the boiler.
OB106 No.1 Aux. Boiler Burner Outlet Valve Open

OB107 No.2 Aux. Boiler Burner Inlet Valve Open
OB108 No.2 Aux. Boiler Burner Outlet Valve Open

Illustration 4.4.3a Aux. Boiler Fuel Oil System
Key
Heavy Fuel Oil Line
No.1 Aux. Boiler No.2 Aux. Boiler Diesel Oil Line
(6,000 kg/h x 7 bar) (6,000 kg/h x 7 bar) Drain Line
(1st Deck, AFT) (1st Deck, AFT)
DO Service DO Service HFO Service HFO Service
Burner Unit Burner Unit OB201 OB202 Tank (P) Tank (S)
Tank (P) Tank (S)
(63.7 m3) (63.7 m3) (99.7 m3) (99.7 m3)
P P
OB001 OB002
OB111
OB110
P P
Oil Pre-
Oil Pre-
heater
heater
ZS ZS
PI PI
PS PS
TI TI OB306
OB126
OB105
OB106
OB107
OB108
OB125
OB130
OB124
Air/Oil Mixing
Chamber
OB103
OB127
XA
XS AB151
OB128
OB101
To FO OB004
PT A/B FO Supply Pump Overflow Tank
(2.2 m3/h x 5.0 bar)
OB102
FI
PI Sett. 4.9 bar PI AB161
TT
ZS
FM IAS
Flowmeter ZS
No.2
Sett. 4.9 bar PI OB003
A/B FO Supply Unit No.1

(Purifier Room)

f) Set the valves as in the following table:

HFO Service Tank(P) Outlet Quick-
OB001 Open
Closing Valve
HFO Service Tank(S) Outlet Quick-
OB002 Open
Closing Valve
OB003 Line Valve from HFO Service Tanks Open
DO Service Tank(P) Outlet Quick-Closing
OB201 Closed
Valve
DO Service Tank(S) Outlet Quick-Closing
OB202 Closed
Valve
OB004 Line Valve from DO Service Tanks Closed
Set
G111.2 Return Line Select Valve
Bypass
Return Line Valve to HFO Service Tank
OB110 Open
(P)
Return Line Valve to HFO Service Tank
OB111 Open
(S)
g) Resume firing the boiler.
h) Check that heated HFO is circulating through the system and the
boiler is firing normally.
i) After the boiler is firing on HFO, put the other FO pump on

automatic start.

Illustration 4.4.4a Emergency D/G and Incinerator Fuel Oil Systems
XA To Funnel Top
Key
IN1.02
Marine Diesel Oil &
OI203
Waste Oil Line
XS
Steam Line
Incinerator Drain Separator Fresh Water Line
OI219 OI202 (735,000 kcl/h) Service Air Line
OI327
(Upper Deck (S)) Drain Line
NO
(32 Mesh)
PT
S
DO Service PI
PI
LAH LAH
Tank (S)
IN2 IN4
S
(44.7 m3)
S
OI201 LS LS OIH10 OIH11
P
Waste Oil Waste Oil Drain Plug Upper Deck
2nd Deck (S) Service Tank Settling Tank
OI318
OI125
OI126
Near Oil LAH LAH
Scupper IN3 For IncineratorLS For Incinerator IN5
OI320
OI321
(2.0 m3) (2.0 m3)
Sett.
CP 3.9 bar PI From Steam LS LS
LS
OI059
TI TI
Service System
OI058
OI343 OI344
No.2
OI112
OI145
Sett.
CP PI
P
3.9 bar [Em'cy D/G Room] OI330
(A-deck) OI335
No.1
Incinerator DO Supply Pump C-deck
(300 L/H x 3.0 bar) To Bilge
(2nd Deck, Purifier Room) Holding Tank
From LDO
OI341
OI342
OI006 Transfer Pump
Sludge De-watering Unit
XA (500 Liters/h) LCL LAH
IN6.1 IN6
OI057 LDO Trans.
MI313 OI007 Pump Stop
LS LCH
LS
LA060 IN10
From Dial
XS E
Control Air Type FCL Sett. LAL LS DO Tank (P)
FS CP PI OI052
OI322
IN9
OI324
4.9 bar
IN7.6 (12.4 m3)
S31
S33
Control TI Sludge
OI350
OI021
OI051
Panel Tank (S) OI004 OI223
OI013 OI009 OI005 Wire
(24.2 m3)
(24 Mesh)
HC089 SDWU Sludge Pump
From FW
T Feed P/P (5 m3/h x 4 bar)
S
Heater For SDWU With Cap
Hyd. Unit
Em'cy G/E
S6 OI014
T
LAH LCL
OI011 OI012 IN8 IN8.1
From FW
OI008
S7
LAH
T
LS LS Hyd. Unit
IN011
Dial Dial To IGG LDO
Type Type Storage Tank (P)
TI Dewatered Waste Oil TI
Sludge Tank (S) Tank (S)
To Bilge Water (24.6 m3) (34.6 m3) From E/R
Holding Tank Bilge Pump

4.4.4 Emergency D/G and Incinerator Fuel Oil System 4. Incinerator System Drain valves (sample points) are mounted on the tank to check the sludge
level in the tank. A level transmitter on the tank provides PLC to
1. Emergency D/G Fuel Oil System The incinerator burner is supplied with diesel oil from the DO service generate a animated tank level readout on operator panel (display on
tank (s) by the Incinerator DO supply pumps. DO is used in the incinerator control panel).
The emergency generator engine uses Light Diesel Oil (LDO) as its incinerator to burn garbage and to assist in the burning of waste oil by
operating fuel oil. This system has a separate LDO tank. This tank is raising the furnace to a high temperature. A circulating pump is mounted on the tank. The pump transports the
filled from the IGG LDO storage tank by the LDO transfer pump. waste oil to the incinerator and a return line to the tank is provided. In
Incinerator this way, a good mixing of the sludge and water is maintained.
The LDO is bunkered to the IGG LDO storage tank via a line running Maker: Teamtec A/S
from the midship manifold and accommodation side. Model: GS 500C A low level switch on the tank will stop the incinerator, the circulating
Capacity: 730kcal/h (850kW) pump and heating when the level has reached the minimum. An
The emergency generator engine LDO tank supplies the diesel engine by Corresponding to: 95 l/h IMO sludge oil (20% water content) indicating light for heating is placed on the junction box on the tank.
direct suction from the tank through a quick closing valve (OI223). Solid waste max. 135kg/charge
Temperature: Max. 1200C, Working 850~1150C CAUTION
2. Capacities and Ratings (Combustion chamber) Do not transfer waste oil to the service tank during sludge burning.
Max. 375C, Working 250~350C (Flue gas)
IGG LDO storage tank (P) 108.4m3 15C above ambient temperature (Surface) 5. Operating Procedure
Emcy G/E DO Tank: 12.4 m3
Waste Oil Settling Tank with Heater
LDO Transfer Pump
Maker: IMO AB The waste oil settling tank (volume: 2.0m3) is meant to function as a
No. of sets: 1 daily tank to heat, separate and drain water from the sludge. A sludge
Model: ACE 032L3 NVBP pump can be used to fill the tank, and be connected to the "high level"
Type: Horizontal Gear switch, which stops the pump when the tank is full.
Capacity: 3 m3/h x 3.0 bar
Motor: 1.25kW, 3440rpm A heater, controlled by a thermostat, will keep the sludge temperature
around the set point (60 to 90C). (With temperatures above 60C,
3. Operating Procedure for Transferring LDO to the Emergency regulations require the tank to be insulated or guarded with metal screen).
Harbour G/E LDO Tank
Drain valves (sample points) are mounted on the tank to check the sludge
a) Check the IGG LDO storage tank for water through the spring- level in the tank. The lowest one is meant for use for draining off water.
loaded self-closing valve. Open the remotely operated quick- A level transmitter on the tank provides data for the PLC to generate a
closing valve (OF205). tank level readout on the operator panel (The display on incinerator
control panel). <Incinerator Operator Panel>
b) Open the LDO transfer pump suction and discharge valves
(OF213 and OF215) and vent off any air in the suction strainer. A filling pump is mounted on the tank. The pump transports the sludge to Operator panel consist of 240x64 pixels graphic and text LCD display
the waste oil service tank. A low level switch on the tank will stop the and a 26key keyboard. The panel is directly connected to PLC.
c) Set the transfer pump relief/bypass valve to approx. half open filling pump and heating when the level has reached the minimum. An
and start the transfer pump. indicating light for heating is placed on the junction box on the tank. The function of the panel is:
G Selecting of burner mode, setting of all variables as temperature
d) When the pump is operating satisfactorily, adjust the relief valve Waste Oil Service Tank with Heater
and time etc.
to the correct discharge pressure.
G Display running condition, temperature, pressure, oil
The waster oil service tank (volume: 2.0m3) is meant to function as a
consumption, timer etc.
e) Ensure that the LDO tank gauge glass valve is open. Monitor daily service tank for sludge to the incinerator. A heater, controlled by a
them as the level rises. When the required level is reached, stop thermostat, will keep the sludge temperature around the set point (60 to
Running LED
the transfer pump. 90C). (With temperatures above 60C, regulations require the tank to be
insulated or guarded with metal screen).
1. LED for showing running status.
2. Text labels for explanation of LED.

Illustration 4.4.4a Emergency D/G and Incinerator Fuel Oil Systems
XA To Funnel Top
Key
IN1.02
Marine Diesel Oil &
OI203
Waste Oil Line
XS
Steam Line
Incinerator Drain Separator Fresh Water Line
OI219 OI202 (735,000 kcl/h) Service Air Line
OI327
(Upper Deck (S)) Drain Line
NO
(32 Mesh)
PT
S
DO Service PI
PI
LAH LAH
Tank (S)
IN2 IN4
S
(44.7 m3)
S
OI201 LS LS OIH10 OIH11
P
Waste Oil Waste Oil Drain Plug Upper Deck
2nd Deck (S) Service Tank Settling Tank
OI318
OI125
OI126
Near Oil LAH LAH
Scupper IN3 For IncineratorLS For Incinerator IN5
OI320
OI321
(2.0 m3) (2.0 m3)
Sett.
CP 3.9 bar PI From Steam LS LS
LS
OI059
TI TI
Service System
OI058
OI343 OI344
No.2
OI112
OI145
Sett.
CP PI
P
3.9 bar [Em'cy D/G Room] OI330
(A-deck) OI335
No.1
Incinerator DO Supply Pump C-deck
(300 L/H x 3.0 bar) To Bilge
(2nd Deck, Purifier Room) Holding Tank
From LDO
OI341
OI342
OI006 Transfer Pump
Sludge De-watering Unit
XA (500 Liters/h) LCL LAH
IN6.1 IN6
OI057 LDO Trans.
MI313 OI007 Pump Stop
LS LCH
LS
LA060 IN10
From Dial
XS E
Control Air Type FCL Sett. LAL LS DO Tank (P)
FS CP PI OI052
OI322
IN9
OI324
4.9 bar
IN7.6 (12.4 m3)
S31
S33
Control TI Sludge
OI350
OI021
OI051
Panel Tank (S) OI004 OI223
OI013 OI009 OI005 Wire
(24.2 m3)
(24 Mesh)
HC089 SDWU Sludge Pump
From FW
T Feed P/P (5 m3/h x 4 bar)
S
Heater For SDWU With Cap
Hyd. Unit
Em'cy G/E
S6 OI014
T
LAH LCL
OI011 OI012 IN8 IN8.1
From FW
OI008
S7
LAH
T
LS LS Hyd. Unit
IN011
Dial Dial To IGG LDO
Type Type Storage Tank (P)
TI Dewatered Waste Oil TI
Sludge Tank (S) Tank (S)
To Bilge Water (24.6 m3) (34.6 m3) From E/R
Holding Tank Bilge Pump

Display NOTE f) Push the "START" key and choose "SLUDGE" from the menu.
The solid waste program start up sequence assumes there is a batch The flue gas fan will start and will automatically control the
3. Display is a 240x 64 pixels graphic and text LCD display with load. If the incinerator is to be heated up without a batch load, pressure in the chamber. If there are conditions that are not yet
background lit. choose the sludge program. met, required for starting the incinerator, the operator panel will
display a message explaining the conditions.
Keyboard c) Push the key START and choose SOLID WASTE from the
menu. The flue gas fan will start and automatically control the g) The manual regulating valve for air / steam atomising located at
4. Text labels for explanation of function keys. pressure in the chamber. the sludge equipment drip tray should be from to 1 turn open.
5. LED for showing status of function keys. The pressure should be shown in the upper half of the green
6. Function keys: Selecting various burner modes. If there are conditions which are not met required for starting area (3.3bar) when the sludge burner/nozzle is clean. If pressure
7. Numeral key (0-9): For entering numeric values. the incinerator, the operator panel will display a message rises, do NOT adjust the valve. Instead, check and clean the
8. LIST: Key is used to bring up the alarm list. explaining the condition. sludge burner.
9. PREV: Key is used to return to the previous block. (menu)
10. ACK: Key is used to acknowledge and alarm in the alarm list d) When the key STOP is pushed, the burner will stop, and the h) When the low level in sludge tank is reached, or the "STOP"
11. Arrow Keys: Key is used to move the cursor within a menu or cooling down sequence starts. key is pushed, the burner will stop, and the cooling down
dialog. sequence starts.
12. Main: Key is used to jump to main menu. e) When the temperature in the combustion chamber has decreased
13. Enter: Key is used to confirm setting made and go to the next to 170C, the flue gas fan will stop and the door locks will i) When the temperature in the combustion chamber has decreased
line/ level. energized. to 170C the flue gas fan will stop and the door locks will
14. Clear: Key is used to delete the character to the left of the cursor. energized.
Sludge
Solid Waste Sludge
Prior to Start a) Fill up the sludge tank and activate the heater. This is done by
pressing the heater symbol on the operator panel. Choose Start a) Settling should be in accordance to the routine described in the
a) The main switch on the control panel is switched to "ON" Heater. The heater symbol will change colour to indicate that sludge program.
position. The operator panel is energised and the process picture the heater is on and that the temperature is controlled locally by
will be shown in the display. the thermostat. b) Follow the solid waste procedure, but choose the Solid Waste
Sludge program instead of the Solid Waste program.
Slagging b) Drain off any water from the settling tank. (The sludge should
be allowed to settle overnight before water is drained off)
a) Check that there are no flames in the incinerator.
c) Start the filling pump by pressing the pump symbol and choose
b) Push the SLAG key. The flue gas fan will run at a fixed speed Start pump. The symbol will change colour to green to
when the temperature is below 170C. indicate that the pump is running. The pump will stop
automatically if the service tank level is high or the settling tank
c) Open the ash door and remove ashes and slag. Partially burned level is low.
cans, can remain, as they will burn out eventually.
d) Start the service tank circulation pump by pressing the pump
NOTE symbol and choose Start pump. The symbol will change
Combustion air inlet openings at floor level must be cleaned. colour to green to indicate that the pump is running. Check that
This is important for free airflow to the combustion chamber. the sludge pressure on the pressure indicator is in the range of
0.2bar, adjust if necessary, using the bypass valve.
Solid Waste
e) Check that the atomising -air /-steam supply pressure is in the
a) Close the doors. range of 6 - 8 bar. If steam is used, the condensate must be
drained off by use of the valve located at the sludge equipment
b) Fill the combustion chamber half full with waste. drip tray.

Illustration 4.5.1a Lubricating Oil Filling and Transfer Systems
LFH02 LFH01
Bunker Station (P) Reduction Gear Bunker Station (S)
Located On Side LFH03 LFH04 Located On Side
Of Accommodation Main G/E Sys. Oil & Stern Tube Sys. Oil Of Accommodation
Upper Deck LF008 LF007 Upper Deck

NC LIAH
NC
LT
LF018
LF017
LF013
LF014
LF1
LF194
LF009
Main G/E LO Main G/E LO Main G/E LO Main G/E LO
Storage Tank (P) Settling Tank (P) Settling Tank (S) Storage Tank (S)
R/G LO
(82.6 m3) (41.3 m3) (41.3 m3) (82.6 m3)
LFL02 LFL03 LFL13 LFL14 LIAHL
Storage Tank (S)
TI TI LF5 (20.6 m3)
LF191 LF102 LF103 LF193 LF112 LF113 LF192 LFL16
LIAHL
LF6 LT LT
LIAH
LF2
From Main From Main LT TI
LF115
G/E LO G/E LO
LF028
LF029
LF020
LF022
Purifier Purifier
NC
NC
P
LF024
LF032 LF031
NC
NC NC
LF131
LF035
LF034
LF033
LF057 LF044
From Main G/E LF158 From Main G/E
LO Purifier LO Purifier
LF051 BF LF046
NC
LF157
LF155
LF054 LF052
PI PI
To Waste
LF059 Oil Tank LO Transfer Pump LF053
No.2
No.1
To Main G/E (5 m3/h x 4.0 bar) To Main G/E
No.4 Main LO Purifier LO Purifier No.2 Main
G/E LO CP CP G/E LO
Sump Tk (P) To Main G/E To Main G/E Sump Tk (P)
(26.9 m3) LO Purifier LF063 LF062 LO Purifier (26.9 m3)
(32 Mesh) (32 Mesh)
LF154
LF152
LF068 LF064
LO Purifier BF LO Purifier
LF083 NC LF070
LF073
LF076
LF122
LF072
LF125
LF081
LF078
LF075
LF085 LF082
LF086 LF084
To Main G/E To Main G/E
G/E LO G/E LO
Sump Tk (P) Sump Tk (P)
LF120
LF121
LF002
LF045
LF123
LF124
LF003
LF058
(23.7 m3) (26.9 m3)
Key
S/T LO R/G LO S/T LO R/G LO
Lubricating Oil Line
Sump Tk (P) Sump Tk (P) Sump Tk (S) Sump Tk (S)
Drain Line (4.7 m3) (4.5 m3) (4.7 m3) (4.5 m3)

4.5 Lubricating Oil Service System The LO transfer pumps have a capacity of 5 m3/h and are used to transfer b) Agree with the supplier as to the amount and specification of
LO from one part of the ship to another. Their duties include batch LO to be supplied.
4.5.1 Lubricating Oil Filling and Transfer System transfer of LO from the main generator engine sumps to the LO settling
tanks prior to batch purification. c) Remove blank and open the filling valve to the required filling
1. General line on the port or starboard side as appropriate.
The pumps can take suction from:
Lubricating oil is stored in the following main storage tanks, located d) Connect the filling hose. A sampling valve is fitted at the LO
throughout the engine room. - Stern Tube LO Sump Tank (P) filling connection and a sample may be taken at this valve if
- R/G LO Sump Tank (P) required.
Tank Volume 100% (m3) - Stern Tube LO Sump Tank (S)
- R/G LO Sump Tank (S) e) Open the filling valve on the first tank into which LO is to be
- Main G/E LO Settling Tank (P) 41.3 m3 - G/E LO Sump Tanks filled.
- Main G/E LO Storage Tank (P) 82.6 m3 - L.O Sett. Tanks (P & S)
- Main G/E LO Settling. Tank (S) 41.3 m3 Valve Description
- Main G/E LO Storage Tank (S) 72.2 m3 The pumps discharge to:
LF018 G/E LO Storage Tank (P) Filling Valve
- R/G LO Storage Tank (S) 20.6 m3
LF014 G/E LO Storage Tank (S) Filling Valve
- No.1 Main G/E LO sump Tank 26.9 m3 - Main G/E LO settling Tank (P)
- No.2 Main G/E LO sump Tank 26.8 m3 - Main G/E LO settling Tank (S)
- No.3 Main G/E LO sump Tank 23.7 m3 - - Waste Oil Tank f) Check that the hose and connector are secure and signal the
- No.4 Main G/E LO sump Tank 26.9 m3 - The upper deck connection supplier to start pumping LO.
- S/T LO Sump Tank (P) 4.7 m3
- S/T LO Sump Tank (S) 4.7 m3 CAUTION g) Ensure that LO is being correctly transferred.
- R/G LO Sump Tanks (P) 4.5 m3 The setting of all valves must be checked prior to starting operations so
- R/G LO Sump Tanks (S) 4.5 m3 that oil will only be pumped or purified from the intended source to the h) When the required quantity of oil has been loaded the filling
intended destination. All oil transfers must be recorded in the engine valve on another tank may be opened or pumping stopped. If
All storage tanks are filled from connections on the port and starboard room log. another tank is to be filled the filling valve on the other tank
accommodation sides of the upper deck. There are two filling lines one may be opened before the filling valve on the previous tank is
for reduction gear LO storage tank and the other for main G/E LO 2. Capacities and Ratings closed.
storage tanks. Also the main G/E LO settling tanks can be filled from the
same connections if required. Lubricating Oil Transfer Pump i) When the final tank is approaching the full level, signal for
Maker: IMO AB pumping to stop. Allow the pipe to drain and then close all
Lubricating oil is run down from the main G/E LO storage tanks to the No. of sets: 2 valves.
main generator engines sump tank and from the R/G LO storage tank to Model: ACE 032N3 NVBP
the reduction gear of main propulsion system. Type: Horizontal Gear j) Remove the filling hose and refit the blank.
The main G/E LO settling tank outlets are fitted with remote quick- Motor: 2.5kW, 3420rpm k) Record the levels in all LO tanks and the amount of oil filled in
closing valve. These can be pneumatically operated from the fire control the OIL RECORD BOOK.
and emergency headquarters. After being tripped the valves must be reset 3. Operating Procedure for Filling Lubricating Oil
locally. Reduction Gear LO Filling from a Shore Station or Barge
The preparation and operating procedures for filling lubricating oil
Other lubricating oil tanks which are used for intermittent use such as should be followed as described in section 4.3.1. The precautions to be There are one reduction gearbox LO storage tank (S). This tank is filled
storage tanks are not equipped with quick-closing valves. These valves observed when filling LO are the same as for bunkering fuel. from the filling connections on the port or starboard side of the ship.
are assumed to be closed immediately after each use.
Main Generator Engine LO Storage Tanks Filling from a Shore a) Check that there are sufficient capacity in the above storage
The used G/E LO is transferred to the G/E LO settling tanks or waste oil Station or Barge tank to accommodate the LO ordered.
tank by LO transfer pump. Heating coils are fitted to the LO settling
tanks. a) Check that there are sufficient capacity in the port and starboard b) Agree with the supplier on the amount and specification of LO
LO storage tanks to accommodate the LO ordered. to be supplied.

Illustration 4.5.1a Lubricating Oil Filling and Transfer Systems
LFH02 LFH01
Bunker Station (P) Reduction Gear Bunker Station (S)
Located On Side LFH03 LFH04 Located On Side
Of Accommodation Main G/E Sys. Oil & Stern Tube Sys. Oil Of Accommodation
Upper Deck LF008 LF007 Upper Deck

NC LIAH
NC
LT
LF018
LF017
LF013
LF014
LF1
LF194
LF009
Main G/E LO Main G/E LO Main G/E LO Main G/E LO
Storage Tank (P) Settling Tank (P) Settling Tank (S) Storage Tank (S)
R/G LO
(82.6 m3) (41.3 m3) (41.3 m3) (82.6 m3)
LFL02 LFL03 LFL13 LFL14 LIAHL
Storage Tank (S)
TI TI LF5 (20.6 m3)
LF191 LF102 LF103 LF193 LF112 LF113 LF192 LFL16
LIAHL
LF6 LT LT
LIAH
LF2
From Main From Main LT TI
LF115
G/E LO G/E LO
LF028
LF029
LF020
LF022
Purifier Purifier
NC
NC
P
LF024
LF032 LF031
NC
NC NC
LF131
LF035
LF034
LF033
LF057 LF044
LO Purifier LO Purifier
LF051 BF LF046
NC
LF157
LF155
LF054 LF052
PI PI
To Waste
LF059 Oil Tank LO Transfer Pump LF053
No.2
No.1
To Main G/E (5 m3/h x 4.0 bar) To Main G/E
G/E LO CP CP G/E LO
Sump Tk (P) To Main G/E To Main G/E Sump Tk (P)
(26.9 m3) LO Purifier LF063 LF062 LO Purifier (26.9 m3)
(32 Mesh) (32 Mesh)
LF154
LF152
LF068 LF064
LO Purifier BF LO Purifier
LF083 NC LF070
LF073
LF076
LF122
LF072
LF125
LF081
LF078
LF075
LF085 LF082
LF086 LF084
To Main G/E To Main G/E
G/E LO G/E LO
Sump Tk (P) Sump Tk (P)
LF120
LF121
LF002
LF045
LF123
LF124
LF003
LF058
(23.7 m3) (26.9 m3)
Key
S/T LO R/G LO S/T LO R/G LO
Sump Tk (P) Sump Tk (P) Sump Tk (S) Sump Tk (S)
Drain Line (4.7 m3) (4.5 m3) (4.7 m3) (4.5 m3)

c) Remove blank and open the filling valve to the required filling b) Determine how much oil is required to replenish the selected
line on the port or starboard side as appropriate. generator engine LO sump tank and check that there is
sufficient LO in the generator engine LO storage tank to be used.
d) Connect the filling hose. A sampling valve is fitted at the LO
filling connection and a sample may be taken at this valve if c) Open the LO storage tank(S) outlet valve (LF022) to be used.
required
d) Set the generator engine LO sump tank filling valves as in the
e) Open the filling valve on the first tank into which LO is to be following table.
filled.
Valve Description LF070 No.1 G/E LO Sump Tank Filling Valve Open
LF009 R/G LO Storage Tank (S) Filling Valve LF046 No.2 G/E LO Sump Tank Filling Valve Open
f) Check that the hose and connector are secure and signal the e) When the selected generator engine sump has been replenished
supplier to start pumping LO. to the correct level close the sump filling valves and the LO
storage tank(S) outlet valve.
g) When the tank is approaching the full level signal for pumping
to stop. Allow the pipe to drain and then close all valves. Then f) Open the LO storage tank (P) outlet valve (LF028) to be used.
remove the supply hose and refit the blank.
g) Set the generator engine LO sump tank filling valves as in the
l) Record the levels in all LO tanks and the amount of oil filled in following table.
the OIL RECORD BOOK.
4. Operating Procedure for Gravity Transfer of LO from the Storage
Tank to the G/E LO Sump Tank. LF083 No.3 G/E LO sump tank filling valve Open
LF051 No.4 G/E LO sump tank filling valve Open
The transfer procedure is by gravity and in the description which follows
it is assumed that the LO storage tank(S) is supplying the No.1 and No.2 h) When the selected generator engine sump has been replenished
generator engine whilst the LO storage tank (P) supplies the No.3 and to the correct level close the sump filling valves and the LO
No.4 generator. storage tank (P) outlet valve.
a) Set the valves as in the following table. i) Record the LO transfer in the OIL RECORD BOOK.

Line Valve Between LO Storage Tank Locked
LF032
(P) and LO Settling Tank (P) Closed
Line Valve Between LO Storage Tank Locked
LF031
(S) and LO Settling Tank (S) Closed
LF028 LO Storage Tank (P) Outlet Valve Closed
LF022 LO Storage Tank (S) Outlet Valve Closed
LF070 No.1 G/E LO Sump Tank Filling Valve Closed

Sett.
LP530 3.4 bar
PI
CP
From S/T LO
Sump Tank (P) LP559 LP541 LP545
LP520
From No.4 Main G/E
LO Sump Tank (P) (32 Mesh)
No.4
Key
Sett.
LP504
3.4 bar
PI
LP516
CP
LP501
From G/E LO
LP546
Drain Line
Settling Tank (P) LP558 LP542

LP521
From No.3 Main G/E (32 Mesh)
LO Sump Tank (P) No.3
Sett.
3.4 bar
PI
CP
LP506
LP511
LP502
From No.2 Main G/E LP557 LP543 LP547
LO Sump Tank (S)
LP517
From G/E LO (32 Mesh)
Settling Tank (S) No.2
Sett.
TI
3.4 bar
PI
CP
LP524
LP503
IMO No. 9401295 / Final Draft (2010.04.19)

LP508
LP531
LO Sump Tank (S)
LP532 (32 Mesh)
Sett.
From S/T LO
LP533
3.5 bar
No.1
Sump Tank (S)
Illustration 4.5.2a Lubricating Oil Purifying System
Main G/E LO Purifier Feed Pump LP641

Hopper
No.4
(3.4 m3/h x 2.5 bar)

with Cover
BARCELONA KNUTSEN
XA
TIAH
LP015
LP013
TT
TI
TIC
LP020
TAHL
S F
XS
ZS
LP841
FI
LP642
TI
LO
No.4
LP525
Purifier
(3.4 m 3/h)
Main G/E
PI PT
Sett.
LP534
3.5 bar
LP741
LP631
Hopper
No.3
with Cover
XA
TIAH
LP011
LP009
TI
TT
TIC
LP019
TAHL
S F
XS
ZS
LP831
FI
LP632
TI
LO
No.3
LP526
4 - 57
Purifier
(3.4 m 3/h)
Main G/E
PI PT
Sett.
(3.4 m3/h x 60/95)
LP535
3.5 bar
Main G/E LO Purifier Heater
LP731
LP621
Hopper
No.2
with Cover
(24.2 m3)
XA
TIAH
LP007
LP005
TI
TT
TIC
Sludge Tank (S)

LP018
TAHL
S F
XS
ZS
Machinery Operating Manual
LP821
FI
LP622
TI
LO
No.2
LP527
Purifier
(3.4 m 3/h)
Main G/E
PI PT
Sett.
LP536
3.5 bar
LP721
LP611
Hopper
No.1
To
with Cover
Tank
XA
TIAH
LP003
LP001
TI
TT
TIC
LP017
TAHL
Waste Oil
S F
XS
ZS
LP750
To S/T LO
LP811
FI
Sump Tank (P)

LP612
LP722
To No.4 Main G/E
LO
No.1
LO Sump Tank (P)

Purifier
(3.4 m 3/h)
Main G/E
PI PT
LP726
LP727
To Main G/E LO
Settling Tank (P)
LP723
To No.3 Main G/E
LO Sump Tank (P)
LP711
LP729
LP724
To No.2 Main G/E
LO Sump Tank (S)
Work
Bench
LP732
To Main G/E LO
Settling Tank (S)
LP725
LP733
To No.1 Main G/E

LO Sump Tank (S)
LP751
To S/T LO
Sump Tank (S)
Part 4 Machinery System
4.5.2 Lubricating Oil Purifying System 2. Capacities and Ratings For No.1 G/E LO Purifying System
1. General Main G/E Lubricating Oil Purifiers No.1 G/E LO Sump Tank Suction
Maker: Westfalia LP531 Open
Valve
CAUTION No. of sets: 4 Suction Valve from S/T LO Sump
Care must be taken when operating the purifier system. Hot oil and Model: OSD18-0196-067 LP532 Closed
Tank(S)
steam are present and can result in serious injury if leakage occurs. Type: Self-cleaning, total & partial discharge No.1 & No.2 LO Feed Pump Suction
Capacity: 3400 litres/hour LP508 Closed
Crossover Valve
There is a fire risk from the presence of hot oil and all precautions Motor: 8.6kW, 3600rpm
No.1 & No.2 LO Feed Pump
must be taken to prevent a fire and to deal with one should an outbreak LP503 Closed
occur. The extinguishing system must be checked frequently. Main G/E Lubricating Oil Purifier Feed Pump
No.1 LO Purifier Feed Pump Suction
Maker: IMO AB LP556 Open
Centrifuges operate on an automatic sludge discharging system but Valve
No. of sets: 4
failure of the system to effectively discharge sludge can cause overload No.1 LO Purifier Feed Pump
Model: ACE 032L3 NVBP LP548 Open
and subsequent breakdown of the bowl arrangement which rotates at Discharge Valve
Type: Horizontal Gear
very high speed. After manual cleaning, care is needed to ensure that LP527 No.1 LO Purifier Heater Inlet Valve Open
Capacity: 3.4 m3/h x 2.5 bar
the bowl is assembled correctly. Incorrect assembly can result in LP536 No.1 LO Purifier Flow Control Valve Set
disintegration at high rotational speed.
LP611 No.1 LO Purifier Heater Outlet Valve Open
All operating and maintenance precautions stipulated by the Main G/E Lubricating Oil Purifier Heaters No.1 LO Purifier LO Inlet
Maker: Donghwa Entec - Operational
manufacturer in the maintenance manual must be observed. Temperature Control Valve
No. of sets: 1
LP612 No.1 LO Purifier Inlet Return Valve Open
There are four centrifugal self-cleaning LO purifiers used for the main Type: U-Tube
Capacity: 3.4 m3/h x 60/95C LP711 No.1 LO Purifier Discharge Valve Open
generator engine duties. The main generator engine LO purifiers can be
No.1 & No.2 LO Purifier Discharge
used for batch or for continuous purification of the main generator LP733 Closed
3. Preparation for the Lubricating Oil Purifying System Crossover Valve
engines LO.
No.1 LO Purifier Discharge Line
LP751 Closed
The following procedure assumes that the four LO purifier feed pumps Valve to S/T LO Sump Tank (S)
The generator engine LO sumps may be purified while the engines are
are operating in conjunction with the No.1 to No. 4 LO purifier heaters No.1 LO Purifier Discharge Line
stopped or running. The generator LO purifier will normally be in use on LP725 Open
and the No.1 to No.4 purifiers. Valve to No.1 G/E LO Sump Tank
the sump of a generator engine. However, while it is running, if the
engine is at a standstill, care should be taken to monitor the LO
temperature. Since there is at this time, a limited quantity of oil in each For separating main generator engine LO from an engine LO sump tank For No.2 G/E LO Purifying System
sump, the purifying heater and process can cause the oil temperature to back to the same engine sump tank the separator normally operates Valve Description Position
rise quickly. continuously on that generator engine sump when the engine is running. No.2 G/E LO Sump Tank Suction
LP511 Open
Valve
The LO purifiers are supplied by LO purifier feed pump through the use a) Check and record the level of lube oil in all LO tanks. Main G/E LO Settling Tank (S)
LP517 Closed
of steam heaters. Control air is supplied to the purifiers to control the Suction Valve
supply of oil to the bowl and the automatic discharge facility. Domestic b) All valves in the separator system are to be initially closed. No.1 & No.2 LO Feed Pump Suction
LP508 Closed
fresh water is supplied for sealing and flushing purposes. Crossover Valve
c) Ensure that the steam, control air and domestic fresh water are No.2 & No.3 LO Feed Pump Suction
available to the purifier. LP506 Closed
The purifiers take suction via the LO purifier feed pumps and can Crossover Valve
discharge to the following systems: No.1 & No.2 LO Feed Pump
d) To take suction from each engine sump tank, and to then LP503 Closed
- No.1, 2 Main G/E LO Sump Tank (S) discharge to the same sump tank. Set the valves as indicated in No.2 & No.3 LO Feed Pump
the table below. LP502 Closed
- No.3, 4 Main G/E LO Sump Tank (P) Discharge Crossover Valve
- Stern tube LO Sump Tank (P) No.2 LO Purifier Feed Pump Suction
- Stern tube LO Sump Tank (S) LP557 Open
Valve
- Main G/E LO settling. Tank (P) No.2 LO Purifier Feed Pump
- Main G/E LO settling. Tank (S) LP547 Open
Discharge Valve

Sett.
LP530 3.4 bar
PI
CP
From S/T LO
Sump Tank (P) LP559 LP541 LP545
LP520
From No.4 Main G/E
LO Sump Tank (P) (32 Mesh)
No.4
Key
Sett.
LP504
3.4 bar
PI
LP516
CP
LP501
From G/E LO
LP546
Drain Line
Settling Tank (P) LP558 LP542

LP521
From No.3 Main G/E (32 Mesh)
LO Sump Tank (P) No.3
Sett.
3.4 bar
PI
CP
LP506
LP511
LP502
LO Sump Tank (S)
LP517
From G/E LO (32 Mesh)
Settling Tank (S) No.2
Sett.
TI
3.4 bar
PI
CP
LP524
LP503
IMO No. 9401295 / Final Draft (2010.04.19)

LP508
LP531
LO Sump Tank (S)
LP532 (32 Mesh)
Sett.
From S/T LO
LP533
3.5 bar
No.1
Sump Tank (S)
Illustration 4.5.2a Lubricating Oil Purifying System
Main G/E LO Purifier Feed Pump LP641

Hopper
No.4
(3.4 m3/h x 2.5 bar)

with Cover
BARCELONA KNUTSEN
XA
TIAH
LP015
LP013
TT
TI
TIC
LP020
TAHL
S F
XS
ZS
LP841
FI
LP642
TI
LO
No.4
LP525
Purifier
(3.4 m 3/h)
Main G/E
PI PT
Sett.
LP534
3.5 bar
LP741
LP631
Hopper
No.3
with Cover
XA
TIAH
LP011
LP009
TI
TT
TIC
LP019
TAHL
S F
XS
ZS
LP831
FI
LP632
TI
LO
No.3
LP526
4 - 59
Purifier
(3.4 m 3/h)
Main G/E
PI PT
Sett.
(3.4 m3/h x 60/95)
LP535
3.5 bar
Main G/E LO Purifier Heater
LP731
LP621
Hopper
No.2
with Cover
(24.2 m3)
XA
TIAH
LP007
LP005
TI
TT
TIC
Sludge Tank (S)

LP018
TAHL
S F
XS
ZS
Machinery Operating Manual
LP821
FI
LP622
TI
LO
No.2
LP527
Purifier
(3.4 m 3/h)
Main G/E
PI PT
Sett.
LP536
3.5 bar
LP721
LP611
Hopper
No.1
To
with Cover
Tank
XA
TIAH
LP003
LP001
TI
TT
TIC
LP017
TAHL
Waste Oil
S F
XS
ZS
LP750
To S/T LO
LP811
FI
Sump Tank (P)

LP612
LP722
To No.4 Main G/E
LO
No.1
LO Sump Tank (P)

Purifier
(3.4 m 3/h)
Main G/E
PI PT
LP726
LP727
To Main G/E LO
Settling Tank (P)
LP723
To No.3 Main G/E
LO Sump Tank (P)
LP711
LP729
LP724
To No.2 Main G/E
LO Sump Tank (S)
Work
Bench
LP732
To Main G/E LO
Settling Tank (S)
LP725
LP733
To No.1 Main G/E

LO Sump Tank (S)
LP751
To S/T LO
Sump Tank (S)
Part 4 Machinery System
LP526 No.2 LO Purifier Heater Inlet Valve Open No.3 LO Purifier Discharge Line e) Switch on the motor (Compare the current and starting time
LP723 Open
Valve To No.3 G/E LO Sump Tank with the diagram until the bowl rotation reaches the specified
LP535 No.2 LO Purifier Flow Control Valve Set
No.3 LO Purifier Discharge Line speed.)
LP621 No.2 LO Purifier Heater Outlet Valve Open LP727 Closed
Valve To Main G/E LO Sett. TK (P)
No.2 LO Purifier LO Inlet f) Slowly open the stem supply to the LO heater.
- Operational
Temperature Control Valve For No.4 G/E LO Purifying System
g) Start the program.
LP622 No.2 LO Purifier Inlet Return Valve Open Valve Description Position
LP721 No.2 LO Purifier Discharge Valve Open No.4 G/E LO Sump Tank Suction h) The feed valve is opened automatically. After make sure that the
LP520 Open purifier-run enters, regulate the heater inlet pressure regulating
No.1 & No.2 LO Purifier Discharge Valve
LP733 Closed valve and clean oil discharge valve.
Crossover Valve Suction Valve from S/T LO Sump
LP530 Closed
No.2 & No.3 LO Purifier Discharge Tank (P)
LP729 Closed i) Check the discharges for solids and dirty water, there must be
Crossover Valve No.3 & No.4 LO Feed Pump Suction
LP504 Closed no oil flow.
No.2 LO Purifier Discharge Line Crossover Valve
LP724 Open
Valve To No.2 G/E LO Sump Tank No.3 & No.4 LO Feed Pump 5. Stopping the Purifier
LP501 Closed
No.2 LO Purifier Discharge Line Discharge Crossover Valve
LP732 Closed In case of automatic operation
Valve To Main G/E LO Sett. TK (S) No.4 LO Purifier Feed Pump Suction
LP559 Open
Valve
a) End the separation program with the button AUTO STOP.
For No.3 G/E LO Purifying System No.4 LO Purifier Feed Pump
LP545 Open
Valve Description Position Discharge Valve b) Stop the oil heater.
No.3 G/E LO Sump Tank Suction LP524 No.4 LO Purifier Heater Inlet Valve Open
LP521 Open c) Closed oil inlet valve and sludge discharge valve
Valve LP533 No.4 LO Purifier Flow Control Valve Set
Main G/E LO Settling Tank (P)
LP516 Closed LP641 No.4 LO Purifier Heater Outlet Valve Open In case of manual operation
Suction Valve
No.4 LO Purifier LO Inlet
No.3 & No.4 LO Feed Pump Suction - Operational a) Close the product feed Close the product valve using the
LP504 Closed Temperature Control Valve
Crossover Valve manual override.
No.2 & No.3 LO Feed Pump Suction
LP506 Closed b) Stop the oil heater.
Crossover Valve LP741 No.4 LO Purifier Discharge Valve Open
No.3 & No.4 LO Feed Pump No.3 & No.4 LO Purifier Discharge
LP501 Closed LP726 Closed c) Close the light liquid discharge.
Discharge Crossover Valve Crossover Valve
No.2 & No.3 LO Feed Pump No.4 LO Purifier Discharge Line d) Close the feed for operating water, filling and displacement
LP502 Closed LP722 Open
Discharge Crossover Valve Valve To No.4 G/E LO Sump Tank water.
No.3 LO Purifier Feed Pump Suction No.4 LO Purifier Discharge Line
LP558 Open LP750 Closed e) Closed oil inlet valve and sludge discharge valve
Valve Valve To S/T LO Sump Tank (P)
No.3 LO Purifier Feed Pump
LP546 Open f) Switch off the motor.
Discharge Valve NOTE
LP525 No.3 LO Purifier Heater Inlet Valve Open The LO purifier heater steam valves, air supply valves and water g) Switch off the product motor.
supply valves must be operated as required.
LP534 No.3 LO Purifier Flow Control Valve Set
h) Close the stop valve in the suction side of the product pump.
LP631 No.3 LO Purifier Heater Outlet Valve Open 4. Operating Procedure for Purifier
No.3 LO Purifier LO Inlet NOTE
- Operational a) Open the instrument air supply and the water supply valves to
Temperature Control Valve It is essential that the purifier manufacturers instructions regarding the
the purifier. stopping and dismantling of the purifier, are followed exactly, in order
to avoid the risk of damage. Purifier bowls rotate at very high speed
LP731 No.3 LO Purifier Discharge Valve Open b) Ensure the separator brake is off and the purifier is free to rotate.
and any imbalance or loose connection can have serious consequences.
LP726 Closed c) Ensure the bowl is securely fixed and that the cover is tightened
Crossover Valve
correctly.
LP729 Closed
Crossover Valve d) Check the purifier gear box oil level.

Illustration 4.5.3a No.1 & 2 Main Generator Engine Lubricating Oil Systems
To Air Vent To Air Vent

System System Key 4 : (Running-in Filter) To be removed
Lubricating Oil Line after commissioning.
Nitrogen Line 5 : Turbine
Drain Line 6 : Compressor
No.2 Main G/E No.1 Main G/E

LO Safety Filter LM033 LO Safety Filter LM009
(Abs. 37 Micron) (Abs. 37 Micron)
DPAH DPAH DPAH DPAH
No.2 Main G/E PAL PIAL No.1 Main G/E PAL PIAL
(12V50DF) DPS DPS (12V50DF) DPS DPS
LM132 LM031 LM109 LM007

N2 Filling PS PT PT N2 Filling PS PT PT
Connection Connection
For Crankcase TT For Crankcase TT
Inerting XA XB Inerting XA XB
LM091 TT LO S LM090 TT LO S
Damper Damper
TT 4 TT 4
TT 4 LO Auto Filter TT 4 LO Auto Filter
Sampling Sett. Sampling Sett.
TT 4
(Abs. 304 Micron) 63 TT 4
(Abs. 30 Micron) 63
TT TT
4 4 4 4
TT 4 TT 4
PI PI
Crank Case Crank Case
Pressure TT 4 TI LM030 Pressure TT 4 TI LM005
PIAH ZA ZB PIAH ZA ZB
TT 4 No.2 TT 4 No.1
Main C Main C
PT PT PT PT
2V01
2V01
4 PI A 4 PI A
PT TT
G/E PT TT
G/E
M
TI LM029 TI LM004
LO B LO B
Y Cooler Y Cooler
To Main G/E GVU (P)
To Main G/E GVU (S)

From N2 Buffer Tank
To No.3 & 4 Main G/E
6 5 5 6 6 5 5 6
PI PI
ODAH ODAH TT TT ODAH ODAH TT TT
LM037
LM013
LM024 LM014
OD OD OD OD
No.2 Main G/E LO Pump No.1 Main G/E LO Pump

LM012
LM036 (170 m3/h x 5.0 bar) CP (170 m3/h x 5.0 bar)
CP No.2 Main G/E No.1 Main G/E
(32 Mesh)
Pre. LO Pump Pre. LO Pump
(32 Mesh)
LM011
LM022
(65 m3/h x 2.0 bar) (65 m3/h x 2.0 bar)

LM023 Sett. LM015 Sett.
CP 2.9 bar PI CP 2.9 bar PI
NC
LM504
LM502
LM503
LM501
NC LM026 LM025 LM002 LM001
(32 Mesh) (32 Mesh)
LIAHL LIAHL
LM021
LM010
LT LT
LM2 LM1
LM315
LM316
LO Sump Tank (S) LO Sump Tank (S)
(26.8 m3) (26.9 m3)

4.5.3 Main Generator Engine Lubricating Oil Systems Insolubles % m/m in n-pentane max. 2.0 (HFO/MDO) Main G/E LO Safety Filter
max. 1.0 (Gas) Maker: Boll & Kirch
1. General Flash point, PMCC C min. 170 Type: Duplex Filter (Abs. 37microns)
Flash point, COC C min. 190 No. of sets: 4
Each main diesel generator engine has its own lubricating oil sump tank Capacity: 246 m3/h (12V50DF), 156m3/h (9L50DF)
and circulation system that is used for the lubrication of the pistons, 2. Capacities and Ratings
bearings, etc. 3. Procedure for the Main Diesel Generator Engine LO System
Main Lub. oil Pump for 12V50DF
The lubricating oil also conducts heat transfer and is cleaning inside the Type: Engine Driven All generator engine LO systems are same in layout and function but the
engine. Various auxiliary devices e.g., filters and coolers, keeps the oil No. of sets: 3 No.3 generator engines have smaller capacity lubricating oil priming and
condition. All the lubricating points of the engine and the turbocharger Capacity: 170 m3/h engine driven LO pump and LO cooler. (See Illustration 4.5.3a and
are connected to the forced-feed oil circulation system. Pressure: 5.0 bar 4.5.3b)
An engine driven lubricating oil pump and an electrically driven pre- Main Lub. oil Pump for 9L50DF a) Ensure that the LO sump tank level is adequate and that the LO
lubricating oil pump are provided on each engine. These pumps take Type: Engine Driven purifying system is operational as described in section 4.5.2.
their suction from the main engine lubricating oil sump and discharge oil No. of sets: 1
to the engine via the main generator LO coolers and an automatic back- Capacity: 130 m3/h b) Check that the engine fresh water cooling system and the
flushing filter. Pressure: 5.0 bar associated sea water cooling system are operational. Check that
cooling water is flowing through the LO coolers.
The pre-lubricating oil pump is used for filling of the engine oil system Pre-lubricating Pump for 12V50DF
and for getting some pressure before starting. It also provides additional Type: Electric motor driven c) Check that the filters are cleaned and open all valves to
capacity to the direct driven lubricating pump at low engine speed. No. of sets: 3 instrumentation and check that these are operating correctly.
Capacity: 65m3/h
A temperature control 3-way valve is provided to allow the lubricating Pressure: 2.0 bar d) Set the valves as indicated in the table below.
oil leaving the LO cooler to be maintained at a temperature of 63C.
from the cooler, the LO passes through an automatic back-flushing filter Pre-lubricating Pump for 9L50DF For No.1 G/E LO System
and duplex type filter before being delivered to the engine. Type: Electric motor driven
No. of sets: 1 Valve Description Position
Oil drained from the automatic back-flushing filter flows to the simplex Capacity: 65m3/h No.1 G/E Pre. LO Pump Discharge
oil strainer from where it can be purified and put back into the main Pressure: 2.0 bar LM001 Open
Valve
engine oil sump tank. The automatic back-flushing filter is fitted with a Priming Valve To Engine Driven LO
bypass manual valve and it is used when the main filter cannot be used. Main G/E LO Coolers LM015 Open
Pump
Maker: Alfa-Laval Engine Driven LO Pump Discharge
When estimating the condition of used lubricating oil, the following Type: Plate, M15-MFM8 LM014 Open
Valve
properties along with the corrective limit values must be noted. If the No. of sets: 4 LM004 No.1 G/E LO Cooler Inlet Valve Open
limits are exceeded, measures must be taken. Compare also with the Capacity: L.O 170m3/h, 78.7->63.0C
guidance values for fresh lubricating oil of the brand used. F.W 270m3/h, 41.5->45.7C LM005 No.1 G/E LO Cooler Outlet Valve Open
No.1 G/E LO Cooler Temperature
2V01 Operational
Property Unit Limit Main G/E LO Auto Filter Control Valve
Viscosity cSt at 40C max. 25% decrease Maker: Boll & Kirch LM007 No.1 G/E LO Auto Filter Inlet Valve Open
max. 45% increase Type: 12V50DF-Abs. 34microns, LM109 No.1 G/E LO Auto Filter Outlet Valve Open
Viscosity cSt at 100C max. 20% decrease 9L50DF-Abs. 30microns No.1 G/E LO Auto Filter Bypass
max. 25% increase No. of sets: 4 LM009 Closed
Valve
Water % V/V max. 0.30 Capacity: 280 m3/h (12V50DF), 179m3/h (9L50DF) No.1 G/E LO Safety Filter Inlet/ Outlet
Base Number mg KOH/g min. 20 (HFO) - Open
Valves
max. 50% depletion
(Gas/MOD)

Illustration 4.5.3b No.3 & 4 Main Generator Engine Lubricating Oil Systems
To Air Vent To Air Vent

System System Key 4 : (Running-in Filter) To be removed
Lubricating Oil Line after commissioning.
Nitrogen Line 5 : Turbine
Drain Line 6 : Compressor

LO Safety Filter LM082 LO Safety Filter LM063
(Abs. 37 Micron) (Abs. 37 Micron)
DPAH DPAH DPAH DPAH
No.4 Main G/E PAL PIAL No.3 Main G/E PAL PIAL
(12V50DF) DPS DPS (9L50DF) DPS DPS
LM181 LM080 LM162 LM061

N2 Filling PS PT PT N2 Filling PS PT PT
Connection Connection
For Crankcase TT For Crankcase TT
Inerting XA XB Inerting X
LM093 TT LO S LM092 TT S
Damper
TT 4 TT 4
TT 4 LO Auto Filter TT 4 LO Auto Filter
Sampling Sett. Sampling Sett.
TT 4
(Abs. 304 Micron) 63 TT 4
(Abs. 30 Micron) 63
TT TT
4 4 4
TT 4 TT 4
PI PI
Crank Case Crank Case
Pressure TT 4 TI LM079 Pressure TT 4 TI LM060
PIAH ZA ZB PIAH Z
TT 4 No.4 TT 4 No.3
Main C Main C
PT PT PT
2V01
2V01
4 PI A 4 PI A
PT TT
G/E PT TT
G/E
M
TI LM078 TI LM059
LO B LO B
Y Cooler Y Cooler
From N2 Buffer Tank

6 5 5 6 5 6
PI PI
ODAH ODAH TT TT ODAH ODAH TT
LM087
LM067
LM077 LM057
OD OD OD OD
No.4 Main G/E LO Pump No.3 Main G/E LO Pump

LM066
LM086 (170 m3/h x 5.0 bar) CP (130 m3/h x 5.0 bar)
(32 Mesh)
Pre. LO Pump Pre. LO Pump
(32 Mesh)
LM055
LM075
(65 m3/h x 2.0 bar) (65 m3/h x 2.0 bar)

LM076 Sett. LM058 Sett.
CP 2.9 bar PI CP 2.9 bar PI
NC
LM508
LM506
LM507
LM505
NC LM072 LM071 LM052 LM051
(32 Mesh) (32 Mesh)
LIAHL LIAHL
LM074
LM054
LT LT
LM4 LM3
LM318
LM317
LO Sump Tank (P) LO Sump Tank (P)
(26.9 m3) (23.7 m3)

For No.2 G/E LO System For No.4 G/E LO System
Valve Description Position Valve Description Position

No.2 G/E Pre. LO Pump Discharge No.4 G/E Pre. LO Pump Discharge
LM025 Open LM071 Open
Valve Valve
Priming Valve To Engine Driven LO Priming Valve To Engine Driven LO
Pump Pump
Engine Driven LO Pump Discharge Engine Driven LO Pump Discharge
Valve Valve
LM029 No.2 G/E LO Cooler Inlet Valve Open LM078 No.4 G/E LO Cooler Inlet Valve Open
LM030 No.2 G/E LO Cooler Outlet Valve Open LM079 No.4 G/E LO Cooler Outlet Valve Open
No.2 G/E LO Cooler Temperature No.4 G/E LO Cooler Temperature
2V01 Operational 2V01 Operational
Control Valve Control Valve
LM031 No.2 G/E LO Auto Filter Inlet Valve Open LM080 No.4 G/E LO Auto Filter Inlet Valve Open
LM132 No.2 G/E LO Auto Filter Outlet Valve Open LM081 No.4 G/E LO Auto Filter Outlet Valve Open
No.2 G/E LO Auto Filter Bypass No.4 G/E LO Auto Filter Bypass
LM033 Closed LM082 Closed
Valve Valve
No.2 G/E LO Safety Filter Inlet/ Outlet No.4 G/E LO Safety Filter Inlet/ Outlet
- Open - Open
Valves Valves
For No.3 G/E LO System e) If necessary, open the heating steam supply and condensate
drain valve.
No.3 G/E Pre. LO Pump Discharge f) Select the lubricating oil priming pump for automatic operation.
LM051 Open When the engine is selected for standby mode the lubricating oil
Valve
Priming Valve To Engine Driven LO priming pump should start automatically and operate while the
LM058 Open pump is in standby mode.
Pump
Engine Driven LO Pump Discharge
LM057 Open g) Check that the lubricating oil priming pump starts and circulates
Valve
LO and check the pressure at the engine and filters.
LM059 No.3 G/E LO Cooler Inlet Valve Open
LM060 No.3 G/E LO Cooler Outlet Valve Open h) Close the steam supply valve when the circulating LO
No.3 G/E LO Cooler Temperature temperature reaches about 45C.
2V01 Operational
Control Valve
LM061 No.3 G/E LO Auto Filter Inlet Valve Open i) When the engines is started, check that the engine driven pump
LM162 No.3 G/E LO Auto Filter Outlet Valve Open operates and supplies oil at full pressure and that the lubricating
oil priming pump is stopped. Check all system pressures and
No.3 G/E LO Auto Filter Bypass
LM063 Closed temperature and check the engine system for any leakage.
Valve
No.3 G/E LO Safety Filter Inlet/ Outlet
- Open
Valves

Illustration 4.5.4a Stern Tube LO Service System (Stbd)
LAH LAL Upper Deck 1st Deck

ST11 ST12
LS
Max. Point
FWD S/T
Seal Tank
300~600 mm
(15 L)
Stern Tube LO LAL
LS003
LS
ST20
Gravity Tank (S)
LS201 LS001
(0.1 m3)
From Control
NC NC
Load Water Line Air System
PI
Ballast Water Line
LS005
LAH LAL
Air Space ST14 ST13
1.0 m
Pneumatic
LS008 Panel Filling LS
Cap
TIAH TIAH
12.4 m
LS053
ST9 ST8
LS030
TT TI TT TI
8.3 m
NO
For Sampling
Near Scupper AFT S/T
4.8 m
Seal Tank
TI
(30 L)
LS131
LS004
2.16 m
3.8 m
NC LS032 Intermediate Intermediate
LS015
Shaft Bearing Shaft Bearing
(AFT) (FWD)
#0 #1 #2 #3 #4 #5
Shaft Center Line
PCL
TT TT ST1 S/T LO Pump
(3.0 m3/h x 2.5 bar)
TIAH TIAH
S For Pump
ST16 ST15 Change Over PT PI CP
From
4.6 m
LS060
LS006 LS019 Main G/E
LO Purifier
LS200
LS018
LS017
LS010 LS007
LS011 NC
No.2
NC
LIAHL
PI CP ST10
LS009
TI TI
LT
Base Line S/T LO Cooler

No.1
To Bilgbe Well
Stern Tube LO
Key LS051 Sump Tank (S)
To Main G/E LO (4.7 m3)
Purifier Feed Pump
Control Air Line
Drain Line
To Waste Oil Tank

4.5.4 Stern Tube Lubricating Oil System Chamber (III), between sealing rings #2 and #3, is filled with oil. The 2. Capacities and Ratings
respective oil tank is connected to the chamber by a pipe line. The oil
1. General pressure in this chamber is determined by the level at which the oil tank Stern Tube Seals
is mounted. Maker: BV Industries Gmbh
The Sterntube Sealing System consists of an aft seal and a forward seal. Type: Forward - SC2 Z,
It must be always viewed as an overall system together with the sterntube An automatic control system gives the signal to blow the chamber (II) to Aft - SC2 S1
and the corresponding tanks. the inboard side out at preset intervals.
Stern Tube L.O Pump
The aft seal is located at the aft end of the sterntube, installed between Consequently, defined pressure conditions exist in all chambers. Maker: IMO AB.
sterntube boss and propeller hub and is operating in the seawater. The No of sets: 4 (Port :2, Stbd :2)
forward seal is located at the bow side of the sterntube in the engine Forward Simplex Compact Seal: SC2 Z Model: ACE 032L3 NVBP
room. It is fixed at the forward sterntube boss and on the propeller shaft Capacity: 3.0m3/h at 2.5bar
by a clamp ring. Motor: 2.5kW at 3420 rpm
2 22 3 4 1 6
Aft Simplex-Compact Seal: SC2 S1/2 Stern Tube L.O Cooler
Maker: DongHwa Entec
87 1 5 75 24 74 3 2 Type: Horizontal, Tubular, FW Cooled
No of sets: 2 (Port :1, Stbd :1)
Capacity: 10.3m3/h, 46.6-45C
3. Preparing the Lubrication System for Operation
a) Fill the sterntube with oil and check that the gravity tank for oil
filling. (If required)
X b) Open the shut off valve in the pipe between the gravity tank and
#0 I #1 II #2 III #3 V1 V2
the sterntube, if any.
The aft seal consists essentially of: the stationary part, the casing with The forward seal consists essentially of the stationary part, the casing c) Check that the aft seal tank oil level is full.
four sealing rings #0 (31), #1 (56), #2 (6) and #3 (91), the rotating part, with sealing rings (V1, V2), the rotating part, and the liner (1) together
and the liner (1) with pertaining zinc anodes (87). with the split clamp ring (6). d) Open the shut off valve (Z3) in the pipe between the aft seal
tank and the oil chamber (III) of aft seal.
The casing itself consists of individual rings which are bolted together
The casing itself consists of individual rings (2), (3) and (4), which are
(2), (3), (74), (75), (5), between which the four sealing rings (31), (56), e) Open the shut off valve (Z5) in the oil vent pipe.
bolted together. The two sealing rings are shaped similar to those of the
(6), (91) are housed.
aft seal, and they are housed between the casing rings (2), (3) and (4).
f) Open the shut off valve (ZD) and check for oil overflow from
They are arranged in a way that sealing rings #0 (31), #1 (56) and #2 (6) chamber (III), then close shut off valve (ZD).
Contrary to the aft seal the two sealing rings (V1, V2) seal only against
are facing against seawater and sealing ring #3 (91) facing against the
oil, i.e., one ring against the sterntube oil, and the other against the oil in
sterntube. The sealing ring #0 (31) serves mainly as a dirt deflector, CAUTION
the space between the sealing rings.
while sealing rings #1 (56) and #2 (6) are sealing against sea water. The It is extremely important that oil chamber (III) is completely filled
sealing ring #3 (91) seals against the sterntube pressure. with oil, otherwise the airspace sealing rings may fail.
When the shaft is rotating a circulator (22) located between the sealing
rings (V1, V2) ensures that oil is circulated through the respective seal
With a rotating shaft, the circulator (24) ensures a circulation of the g) Check that the forward seal tank oil level is full.
header tank.
surrounding water in chamber I of the S.C.-seal in order to cool the
sealing rings #0 and #1. h) Open the S/T LO cooler inlet/outlet valves and S/T LO pumps
suction/discharge valves. Select the S/T LO pumps for AUTO
The air-filled chamber II is arranged between sealing rings #1 and #2. It operation then select one of the pumps as the duty pump and
is connected to the air supply system and the drainage system inside the start that pump.
ship by separate pipes.

Illustration 4.5.4b Stern Tube LO Service System (Port)
LAH LAL Upper Deck 1st Deck

ST111 ST112
LS
Max. Point
FWD S/T
Seal Tank
300~600 mm
(15 L)
Stern Tube LO LAL
LS103
LS
ST120
LS205 Gravity Tank (P)
LS101
(0.1 m3)
From Control
NC NC
Load Water Line Air System
PI
Ballast Water Line
LS105
LAH LAL
Air Space ST114 ST113
1.0 m
Pneumatic
LS108 Panel Filling LS
Cap
TIAH TIAH
12.4 m
LS153
ST109 ST108
LS130
TT TI TT TI
8.3 m
NO
For Sampling
Near Scupper AFT S/T
4.8 m
Seal Tank
TI
(30 L)
LS131
LS104
2.16 m
3.8 m
NC LS132 Intermediate Intermediate
LS115
Shaft Bearing Shaft Bearing
(AFT) (FWD)
#0 #1 #2 #3 #4 #5
Shaft Center Line
PCL
TT TT ST101 S/T LO Pump
(3.0 m3/h x 2.5 bar)
TIAH TIAH
S For Pump
ST116 ST115 Change Over PT PI CP
From
4.6 m
LS160
LS106 LS119 Main G/E
LO Purifier
LS203
LS118
LS117
LS012 LS107
LS013 NC
No.2
NC
LIAHL
PI CP ST110
LS109
TI TI
LT
Base Line S/T LO Cooler

No.1
To Bilgbe Well
Stern Tube LO
Key LS151 Sump Tank (P)
To Main G/E LO (4.7 m3)
Purifier Feed Pump
Control Air Line
Drain Line
To Waste Oil Tank

4. Preparing the Air System for Operation Chamber (II) is pressurized by the Airspace Panel to a lower pressure For this operation set the valves as follows:
than water pressure. The oil filled chamber (III) has a lower pressure than
CAUTION the air chamber (II). The sterntube pressure is higher than the water y (Z1), (Z2), (Z4) closed (Airspace piping),
The airspace system is not ready for operation when switched ON pressure.
y (Z3), (Z5) open (ZD) closed (valves in oil and vent pipe for
until the Start Up procedure has been completed.
chamber III)
The sealing rings #0, #1 and #2 are facing to the sea water, while sealing
a) Establish compressed air supply and open the main valve for the ring #3 is facing to the sterntube. Emergency Operation if Ring #1 is damaged
air supply.
The forward seal rings (V1) and (V2) are facing towards the sterntube,
b) Check the pressure and adjust the air inlet regulator on the while the chamber X is pressurized to a low pressure to reduce the ring
pneumatic panel to minimum 4bar when necessary. loads and to lubricate the sealing rings.
c) Set the main switch at the control panel to ON. For this operation set the valves as follows:
y (Z1) closed (at Airspace Panel),
d) Drain the float switch chamber for the float switch by short
y (Z2), (Z4) open (Airspace piping),
opening valve (Z1).
y (Z3), (Z5) open (ZD) Closed (valves in oil and vent pipe for
e) Check the airspace operating and drain pressures and adjust chamber III)
them if necessary.
Operation when the Airspace System is Switched OFF
f) Open hand operated valve (Z2) and (Z4) in the air and drain
pipe.
5. Operation of the Seals
Normal Operation
If the sealing ring #1 is damaged, the air chamber (II) is filled with water
and the airspace system must be switched OFF. Therefore
y Close the valves (Z2) and (Z4) in the drain and air supply line,
y Drain the level switch at airspace panel valve (Z1), afterwards
switch OFF the airspace panel,
For this operation set the valves as follows:
y (Z1), (Z2), (Z4) closed (Airspace piping),

In the event of a failure at the airspace panel, it might be necessary to y (Z3), (Z5) open (ZD) closed (valves in oil and vent pipe for
switch it OFF; chamber III)
y Close the valves (Z2) and (Z4) in the drain and air supply line.
y Switch OFF the airspace panel.
After some time the air chamber (II) will be filled with water and oil.
Chamber (I) has the same pressure as the surrounding see water.

Illustration 4.6a Engine Room Bilge System
Reduction No.1 Frequency No.2 Frequency

Gear Space Recess For Converter Room Converter Room
BW (P) Waste Oil Tank (P) Void Shaft Flange (P)
S/T CW (34.6 m 3) BW (P)
AFT BW
BW (P)
Tank (P) Mid.
(106.7 m 3) BG007 BG012 BG083 BG084
BG005
BG035
LS LS
BG082
BG011
BG013
BG085
LS BG006 LAH
BG068 BG067
LAH LS
BM16 BM17
LAH
LAH
BM12 BG008 BM14
BG001 To FWD BW (S) To FWD BW (P)
BG004
BG062
To Shore
AP Tank Connection BG064
BG079
LAH BG120 Bilge Water Separator
BM26
(5 m3/h, 5 ppm)
LS Water Supply BG121
Pump Room
For High
Air Distri.
FM
Exp. Foam BG122
Unit
BG023
BG091
BG025 Bilge Pump
LS FW
Disch. Pump
(240 m3/h x 4.5 bar)
LAH Tank
Flocculation
BM27 (P) BG051
Filter
Filter
Filter
BG205 BG207
PI CP
(10 m3/h x 4 bar)

ETS No.2
Unit
From FW PI
E/R Bilge Pump

OCM BG069
Steering Gear Hyd. Unit
Oil Descaler
Room
BG057
From 7 bar
CP
System
BG061
BG058 BG053
BG206 BG202
PI CP
To Cond. (24 Mesh) No.1
Bilge Feed System
From Pump
Local Control Air
BG064
Fire
BG073
Fight' FW
BG054
BG055
BG056
LAH Steering
Sys. BM28 Gear Tank
Pump LS Room (S) BG096 BG053
Unit (24 Mesh)
BG099
BG070
BG125
From Cooling SW System
BG098
Clean Drain Pump

BG126
(10 m3/h x 4 bar)
AP Tank
From Exh. Gas
Pipe Drain
BG029 From Cascade
BG059 BG060
Tank
BG093
From Incin. BG041 BG089 BG501

BG028
BG042
BG088
LAH BG030 WO Tank Drain
460
LAH
BG092
BM11 LAH LAH From Sludge Floor BM13 BG072

LAH BG039 BG076 BG081 LAH
BG032
BG040
BG075
BG080
BM21 BM21
Dewatering
BG031
LS To No.1
BG015
BG016
BG018
BG034
BG038
BG036 BM15 BM18 LS

LS LS LS
Unit Aux. Cooling
LS LS
S/T CW SW Pump
Tank (S) BW (S) BW BW (S)
AFT Clean Drain Mid.
(106.7 m 3) Recess For Recess BW (S)
Water Tank Bilge Holding Tank TI
Shaft Flange AFT (S) Em'cy
Reduction
(238.0 m 3) (129.6 m 3) Void (S) Bilge Suc.
Gear Space Key
Steam Line
BG095
BG094
BG033
BG090
BG097
From G/E Air Coolers Fresh Water Line

From G/E Jacket Sea Water Line
Water Drain From IGG Overboard
Drain Line
From Fan Coil Unit From Sewage Coll. Tank

4.6 Engine Room Bilge System The forward starboard bilge well can be pumped out by direct suction 3. Sludge De-watering Unit
through the No.1 bilge pump. (Refer to illustration 4.4.4a and 4.6a.)
1. General Description
CAUTION The sludge, mainly consisting of water, oil, emulsions, and solids will be
The engine room bilge pumps can take suction from the following areas: The overboard discharge using No.1 and No.2 bilge pumps is only to pumped into the SDwU separation tank. During the filling sequence a
be used for discharging bilges under emergency conditions. small amount of compressed air will be led into the system. When the
tank is full, the sludge will, for a short period of time, over flow.
y Engine room bilge wells
The aft bilge wells collect drains from the save-alls in the steering gear
y Shaft flange recess spaces The separation sequence now starts. The lighter parts will be lifted
rooms, FW tanks drain and stern tube cooling water tanks. These can be
y Void spaces (floatation) to the top of the SDwU- tank, while the heavier parts will
emptied into the well through spring loaded valves. The aft bilge wells
settle to the bottom. When the discharge sequence starts, the heavier parts,
y Reduction gear spaces have high level alarm fitted.
which have settled to the bottom, will be drained to the sludge tank. After
a certain period of time the complete tank content will be discharged.
The bilge water separator feed pump can takes suction from the bilge
NOTE
holding tank. Normally it pumps the oily water through the oily water I.e. The complete drainage/discharge flow and sequences are controlled
Normally, the bilge wells would be pumped either by the E/R bilge
separator unit to discharge overboard through the oil content meter. and operated by an electric driven pump and an Oil/water Monitor. When
pump to the bilge holding tank or by the bilge feed pump through oily
water separator to overboard. the latter senses water the water will be led to the Bilge Water Holding
The E/R bilge pump can takes suction from the bilge main and bilge Tank and when sensing Sludge/Oil this will be led to the waste oil tank.
holding tank. The pump can transfer the bilge water to the bilge holding
The bilge tanks are as follows:
tank or to shore facilities. When the level in the SDwU will reach the Low Level Switch, the
remaining tank content will be drained to the waste oil tank.
y Bilge holding tank (129.6 m3) 2. Capacities and Ratings
3
y Waste oil tank (34.6 m ) 4. Bilge Water Separator
y Clean bilge tank (238.0 m ) 3 Bilge Pumps
Maker: Shinko Ind. The purpose of the separator is to separate the oil from the bilge water so
No. of sets: 2 that the oil residues in the treated water do not exceed 15ppm before
The bilge holding tank is pumped out using the BW separator feed pump being discharged into the sea.
Type: GVD200MS
and transferred through the bilge water separator unit, before passing
Capacity: 240m3/h x 4.5 bar
overboard. A limit switch is fitted on the bilge holding tank for the auto The maximum flow capacity should not be exceeded as excess flow will
Motor: 45kW, 1800rpm
stop of the BW separator feed pump as the level drops. prevent effective separation. The bilge pump suction strainer should be
E/R Bilge Pump kept clean in order to avoid large solid particles from entering the
The waste oil tank is filled with drains and/or oily residues from the oily separator as these will have a detrimental effect on separation.
Maker: Shinko Ind. Ltd
water separator, as well as any oily water which may be directed from the
No. of sets: 1
incinerator waste oil settling tank. 5. Operating Procedures
Type: VPS10
This tank is normally emptied by the sludge pump. It can be transferred NOTE
to shore installations through the deck shore connection, or to the Unless the safety of the vessel and/or personnel are at risk, water
incinerator waste oil tank for use in the incinerator. A limit switch is Sludge De-watering Unit which may contain oil must not be pumped directly overboard.
fitted to the tank for high level alarm at the incinerator waste oil service International pollution regulations must be adhered to at all times.
tank high level. Maker: Marinfloc AB
Type: SDwU-500 Whenever bilges or other oily water contents spaces have been pumped
There are Eight main bilge wells in the engine room as follows: Capacity: Max. 500litres/hour or transferred, a suitable entry must be made in the Oil Record Book,
y Forward bilge well (P & S) Pump capacity: 2m3/h, max. lift 90mwg indicating times, amount transferred, and amount now in the receiving
tanks. These are to be signed by the Captain.
y Reduction Gear Space bilge well (P & S)
Bilge Water Separator
y Mid bilge well (P & S) Maker: Marinfloc AB Procedure for Pumping Bilges to the Bilge Holding Tank using the
y Aft bilge well (P & S) Type: CD 5.0 E/R Bilge Pump
The engine room bilge wells are fitted with high level alarms, and all of Capacity: 5.0 m3/h x 15ppm
the bilge wells are can be pumped out by the No.1 & No.2 bilge pumps. Pumpcapacity: 5.0 m3/h , 6~9bar a) Clean all suction strainers. Ensure that there is sufficient space
in the bilge holding tank to receive the bilges.


S/T CW (34.6 m 3) BW (P)
AFT BW
BW (P)
Tank (P) Mid.
(106.7 m 3) BG007 BG012 BG083 BG084
BG005
BG035
LS LS
BG082
BG011
BG013
BG085
LS BG006 LAH
BG068 BG067
LAH LS
BM16 BM17
LAH
LAH
BM12 BG008 BM14
BG004
BG062
To Shore
BG079
BM26
(5 m3/h, 5 ppm)
Pump Room
For High
Air Distri.
FM
Exp. Foam BG122
Unit
BG023
BG091
BG025 Bilge Pump
LS FW
Disch. Pump
(240 m3/h x 4.5 bar)
LAH Tank
Flocculation
BM27 (P) BG051
Filter
Filter
Filter
BG205 BG207
PI CP
(10 m3/h x 4 bar)

ETS No.2
Unit
From FW PI
E/R Bilge Pump

OCM BG069
Oil Descaler
Room
BG057
From 7 bar
CP
System
BG061
BG058 BG053
BG206 BG202
PI CP
Bilge Feed System
From Pump
Local Control Air
BG064
Fire
BG073
Fight' FW
BG054
BG055
BG056
LAH Steering
Sys. BM28 Gear Tank
Unit (24 Mesh)
BG099
BG070
BG125
BG098
Clean Drain Pump

BG126
(10 m3/h x 4 bar)
AP Tank
From Exh. Gas
Pipe Drain
BG029 From Cascade
BG059 BG060
Tank
BG093

BG028
BG042
BG088
460
LAH
BG092

BG032
BG040
BG075
BG080
BM21 BM21
Dewatering
BG031
LS To No.1
BG015
BG016
BG018
BG034
BG038
BG036 BM15 BM18 LS

LS LS LS
Unit Aux. Cooling
LS LS
S/T CW SW Pump
Reduction
Gear Space Key
Steam Line
BG095
BG094
BG033
BG090
BG097

Drain Line

b) Check that all instrumentation is working correctly. e) Change suction valves to pump other bilge wells or
compartments as required.
c) The valve settings assume suction from the port aft bilge well. If
other bilge spaces are to be pumped the appropriate valves must f) Following manual pumping of bilge wells or compartments to
be opened. Set the pump valves as in the following table: the bilge primary tank, close all bilge well and compartment
suction valves.
E/R Bilge Pump Suction Valve from Procedure for Pumping the Bilge Compartments or the Bilge
BG056 Closed Holding Tank to the Shore Connection using the Engine Room Bilge
CSW System
E/R Bilge Pump Suction Valve form E/R Pump
BG055 Open
Bilge Main
E/R Bilge Pump Suction Valve from
This procedure is the same as for pumping any bilge well or
BG054 Closed compartment connected to the bilge suction main to the bilge primary
Bilge Holding Tanks
tank except that the discharge valves on the engine room bilge pump are
E/R Bilge Pump Discharge Valve to
BG091 Closed arranged differently. Company regulations regarding shore discharge
Shore Connection
must be followed at all times.
BG023 Open
Bilge Holding Tanks
a) Set the pump valves as in the following table.
Bilge Suction Valve from AFT (P) Bilge
BG006 Open
Well
Bilge Suction Valve from B.W for Valve Description Position
BG012 Closed E/R Bilge Pump Suction Valve from
Reduction Gear Space (P) BG056 Closed
Bilge Suction Valve from Recess for CSW System
BG083 Closed E/R Bilge Pump Suction Valve form E/R
Shaft Flange (P) BG055
Bilge Suction Valve from MID Bilge Well Bilge Main OR
BG085 Closed Open
(P) E/R Bilge Pump Suction Valve from
BG054
Bilge Holding Tank
BG007 Bilge Suction Valve from VOID (P) Closed
Bilge Suction Valve from FWD (P) Bilge BG091 Open
BG068 Closed Shore Connection
Well
Bilge Suction Valve from FWD (S) Bilge BG023 Closed
BG060 Closed Bilge Holding Tanks
Well
Bilge Suction Valve from Recess AFT
BG081 Closed b) Remove the blank from the shore connection pipe and attach the
(S)
shore discharge pipe.
Bilge Suction Valve from MID Bilge well
BG089 Closed
(S)
c) Agree to a pumping arrangement with the shore authorities.
Bilge Suction Valve from Recess for
BG076 Closed
Shaft Flange (S)
d) Start the engine room bilge pump and pump out the selected
BG039 Bilge Suction Valve from VOID (S) Closed bilge compartments using the valves as indicated in previous
Bilge Suction Valve from B.W for procedure (Pumping bilges to the bilge holding tank.)
BG041 Closed
Reduction Gear Space (S)
Bilge Suction Valve from AFT (S) Bilge e) Stop the bilge pump when the compartments to be pumped are
BG032 Open
Well dry. Close all valves and return the blank to the closed position.
Record the discharge in the OIL RECORD BOOK.
d) Start the engine room bilge pump locally and check that the
correct compartment is being pumped. Operate the pump until
the bilge well is empty. Use the sea water suction valve
(BG056) to supply the pump limited priming water as necessary.

Illustration 4.7a Compressed Air System
Key To Safe Area TA091 TA090 Em'cy G/E Room

(A-deck)
Compressed Air Line
Upper Deck
Drain Line TA089 Sett.
33 bar
Em'cy G/E
No.4 Main G/E (P)
To Safe Area TA071
(12V50DF) TA070 S
PT
TA024 Upper Deck Em'cy Air Reservoir
S TA025 TA073 PI
08 (0.5 m3/h x 30 bar)
S TA009 TA023 TA095 TA097
TA031
PT
NO PIAL TA096
CA31
No.3 Main G/E (P) Em'cy Air Compressor
TA008 TA007 (22 m3/h x 30 bar) TA098
(9L50DF)
Sett. Sett.
PT
TA011 Main Air 33 bar 33 bar
S TA026 Reservoir
08 TA006 TA005
TA119
(3.0 m 3/h x 30 bar) Service Air Dryer Control Air Dryer
TA013 2nd Deck (S) (350 m3/h) (350 m3/h)
S
TA033 TA034 (Regenerative Type) (Regenerative Type)
PI PI
No.2 No.1 1st Deck (S) 1st Deck (S)
TA113
TA004 TA003
No.2 Main G/E (S) PT PT
Sett. Sett.
(12V50DF) 8.8 bar 8.8 bar
PIAL PIAL Filter Filter
PT
CA3 CA2 TA108 TA203 (0.01 Micron) (0.01 Micron)
TA014
TA015
TA305
TA301
S
08 Service Air Control Air
Reservoir Reservoir
TA330
TA331
TA332
TA335
S TA016 TA022 (5.0 m 3/h x 8 bar) TA102 (7.5 m 3/h x 8 bar) TA202
1st Deck (S) 1st Deck (S)
TA307
TA303
S S S S S S
NO
To Service TA101 PI TA201 PI
Sett.
8.8 bar Air System PT PT
No.1 Main G/E (S) (Air Horn)
(12V50DF) TA075
PI PICAL PICAL T-A T-B T-A No.2 T-B T-A No.1 T-B
PT CA11 CA14
TA311
TA315
TA017 With TA072 TA074 TA076
S TA018 With With
08 Lead-follow Lead-follow Lead-follow
TA337
TA339
TA340
TA343
Function Function Function
TA228
TA219
TA019 TA021 TA030 TA073 PI PI PI
NO
NO
S PICAHL
PT
TA313
TA317
CA4 TA041 TA043 TA045 PI PI PI
NO
TA309
PI PI PI
TA042
TA318
PT PT PT
TA110 PIAL PIAL PIAL

CA050 CA046 CA043
To Em'cy Line Filter
To Scupper Main Air Compressor DO Pump NC (0.01 Micron)
TA001
TA002
(120 m3/h x 30 bar) Line Filter

(0.01 Micron)
TA124
2nd Deck (S)
TA112
NC
TS TS
TA210
TA211
TA212
TA213
PS TS PS TS
TA222
PS PS
NO
TA221
TA223
TA224
Em'cy No.2 No.1
NO
NO
NO
Source
S
No.2 No.1 No.2 No.1

TA362
TA361
To Service
Service Air Compressor Control Air Compressor Air System To Control To Q/C To Control
Directly (350 m3/h x 8 bar) (350 m3/h x 8 bar) Air Line Air Air Line
Bilge Well 1st Deck (S) 1st Deck (S) (Cargo Sys.) Reservoir (Mach. Sys.)

4.7 Compressed Air system The in-use compressor will cut in with the reservoir pressure at 6 bar and Control Air Reservoir
stop when the bottle pressure is raised to 8bar. Should the reservoir Maker: Kangrim
4.7.1 Control Air System pressure continue to fall to 5.5 bar, the second compressor will start and No. of sets: 1
assist in pumping up the reservoir. Type: AR2705HV
1. General Description Capacity: 7.5 m3 x 8.0 bar
If, for any reason, the air pressure in the reservoir should fall 5.5 bar
The control and instrument air system provide clean dried air at 8.0bar below the No.2 compressors cut-in pressure, emergency cross over Control Air Dryer
pressure. This is used to operate control valves (both pneumatic and valves (TA110 and TA119) from the service air system can be opened. Maker: Kyung Nam Dryer
electro-pneumatic) and dampers throughout the vessel. These allow air to flow from the service air system to the control air No. of sets: 2
system. Dryer Type: Desiccant (Heatless type)
Two electrically driven compressors supply air to the control air reservoir Capacity: 360m3/h
from here the air flows to the air dryer through the filters. The reservoir is fitted with a relief valve set at 8.8bar. After the reservoir, Operating cycle: Drying 5minutes, Regeneration 4minutes
the air passes through a cartridge type pre-filter, which is a cartridge type Re-pressurizing 1minute
Air Compressors filter, to remove any entrained oil droplets. Dew point: -40C at 8bar
Running at fully loaded Control Air Compressor Auto Starting & Stop 3. Operating Procedures
When the compressor runs loaded, the intake valve is open, and the Lead compressor Follow Compressor a) Ensure that the control air compressors are ready for use, that
compressor produces pressurised air. As the compressor has started, and Start 6 bar 5.5 bar the sump oil level is satisfactory, cooling water to the inter-
the motor is switched from star to delta, the intake control valve is Stop 8 bar 7 bar coolers is in use and the discharge valves from the compressor
energised. This opens up a connection between the units intake and the are open.
rear side of the intake valve piston. The under pressure affecting the Desiccant Type Air Dryer
intake valve plate and piston, slightly opens the intake valve, and the b) Open the inlet valve TA201 to the control air reservoir, closing
compressor starts producing pressurised air. the drain valve. Ensure that the valves to the auto drain
There are two units provided, to work in automatic mode, where one unit
TA315/TA317 are open and the by-pass valve TA343 is closed.
is operating and drying the air passing through it and the second is
When the pressure in the receiver increases, the increasing pressure at the having its desiccant regenerated.
front side of the piston opens the valve completely, and the compressor c) Check that all valves and lines to the pressure switches for
starting and stopping the compressor are open.
runs at full capacity. The control air passes into the unit and over a desiccant bed, where the
moisture in the air is drawn out by the desiccant. The dry air then flows d) Start the compressor and check that the air pressure and lub-oil
Unloaded running out to the control system, leaving the moisture in the desiccant. When the pressure are satisfactory.
desiccant has become saturated, the units will automatically change over,
When the compressor is running unloaded, the intake valve is closed and allowing the standby unit to become the dryer. The first unit will now e) Switch the compressor to auto control, and allow the reservoir
the compressor produces no pressurised air. At the same time, to have its desiccant heated and air circulated over it. to reach its full pressure. Check that the compressor stops.
minimise power consumption, the receiver is emptied.
The moisture created is separated out in a cyclone type separator, where f) Open the reservoir discharge valve TA202.
When the output pressure reaches the specified maximum value, the the moisture droplets will fall and are drained off, and the dry air allowed
solenoid valve opens the connection between the rear and front side of purging the unit. At the end of the regeneration cycle, the desiccant bed g) Open the inlet and outlet valves to the dryers, ensuring that all
the intake valve piston, whereby the spring of the intake valve closes the will again be in a satisfactory condition to dry the moisture of the drain valves are closed.
intake valve plate. incoming control air supply, repeating the process as necessary.
h) Start up the dryers in conjunction with the manufacturers
At the same time, the solenoid valve opens the blow out of the receiver, 2. Capacities and Ratings operating instructions.
and the receiver is emptied. The same valve is used for leading a part of
the blow out air back to the intake side of the compressor. This Control Air Compressor i) Once the dryers are in operation, maintain checks on the line
arrangement cuts down the otherwise strong noise from unloading. pressure and dew point in the system.
Maker: Tamrotor Marine Compressor AS
No. of sets: 2
Start-stop automatics j) When operations permit, check and test all cut-ins and alarms.
Type: TMC40 SA-9, Water Cooled
Capacity: 350m3/h x 8.0 bar
The compressors can be started locally; they are normally on remote k) Open the control air supply system valves (See illustration
4.7.1a) and close each manifold drain valve.
control, one unit on auto start, the other on standby.

Illustration 4.7.1a Control Air System
Control System
S S
To Boiler Feed
Water Control
Key NS
Compressed P P
LA092 No.4 Main G/E LO
700
TIC
To GCU
Air Line Purifier Heater
LA047
Valve
No.2 Exh. Gas
T
S
Drain Line PIC No.4 Exh. Gas Temp. Control Valve
Vent Fan Unit Valve Oil Mist Detector
Vent Fan Unit Valve SL037
LA091 S
S S No.3 Main G/E LO (21B)
TIC Purifier Heater
SG054 T S Gas Venting
Excess Steam P P Temp. Control Valve Valve (21A)
PT
Dump Valve SL034 S Waste
No.1 Exh. Gas No.3 Exh. Gas LA090 LA046 Gate Valve
No.2 Main G/E LO
Vent Fan Unit Valve Vent Fan Unit Valve TIC H
Purifier Heater
LA002
LA050
LA051
LA052
LA053
T
Temp. Control Valve

SL036 No.4 Main G/E (P)
LA089 No.1 Main G/E LO (12V50DF)
No.3 G/E FO Supply Unit (P) No.4 G/E FO Supply Unit (P) TIC Purifier Heater
T
FO Supply FO Supply Temp. Control Valve NS
To No.3 & 4 Main

700
G/E T/C Cleaning
Sounding System
HFO/DO Pump HFO/DO Pump
To Cascade Tank
SL035
To Fresh Water
Inlet By-pass Inlet By-pass
Dry Air System

To Inert Gas/
V001 V002 V001 V002
Level Control
LA045 S
LA087
To Remote
Valve Unit
No.3 HFO Oil Mist Detector
Hyd. Unit
V051
V051
TIC Purifier Heater
V051 V051 T
Valve
Temp. Control Valve
SL014 S Gas Venting
V051 V051
LA086 No.2 HFO PT
Valve
TIC Purifier Heater S Waste
V051 V051 T
LA044
Temp. Control Valve Gate Valve
H
V050 V050 SL013
V051
V051
G/E FO Outlet G/E FO Outlet LA085 No.1 HFO
LA037
LA036
LA061
LA056
From C/over Valve C/over Valve TIC Purifier Heater No.3 Main G/E (P)
LA005 T
Compressed Temp. Control Valve (9L50DF)

Air System SL012
No.1 G/E FO Supply Unit (S) No.2 G/E FO Supply Unit (S) NS
FO Supply FO Supply 700
To No.1 & 2 Main

G/E T/C Cleaning
HFO/DO Pump HFO/DO Pump
Inlet By-pass Inlet By-pass No.1 No.2 No.3 No.1 Main No.2 Main No.3 Main No.4 Main LA043 S
V001 V002 V001 V002 HFO HFO HFO G/E LO G/E LO G/E LO G/E LO Oil Mist Detector
Valve Unit
Valve Unit
Purifier Purifier Purifier Purifier Purifier Purifier Purifier S
V051
V051
To Gas
(21B)
V051 V051 S Gas Venting
S
Valve (21A)
V051 V051 PT
S Waste
LA042 Gate Valve
V051 V051
H
V050 V050
V051
V051
G/E FO Outlet G/E FO Outlet LA003 No.2 Main G/E (S)
LA001
LA008
LA009
LA010
LA011
LA012
C/over Valve C/over Valve (12V50DF)
LA006
NS
Main G/E Jacket Main G/E Jacket No.3 Main G/E No.4 Main G/E No.1 Main G/E No.2 Main G/E 700
To Bilge Water
Space Panel
CFW Preheater (P) CFW Preheater (S) LO Auto Filter (P) LO Auto Filter (P) LO Auto Filter (S) LO Auto Filter (S)
De-watering
Steam Shut-off V/V Steam Shut-off V/V LA041 S

To Sludge
Separator
Oil Mist Detector

To Air
V05
V05
S
Unit
(21B)
S
S Gas Venting
Valve (21A)
PT
S Waste
LA040 Gate Valve
LA021
LA022
LA025
LA026
H
LA055
LA058
LA038
LA039
LA033
LA059
LA007
No.1 Main G/E (S)
(12V50DF)


Illustration 4.7.2a General Service Air System
To CO2 Bottle/ To Casing

Key
From Service To Em'cy High Exp. To Paint/ C-deck
Air Dryer G/E Room Foam Room Lamp Store (CA514 & Service Air Line
(CA207 V/V) (CA202 V/V) (CA208 V/V) CA515 V/V) Drain Line
TA133
TA132
TA131
TA159
TA177
Power Pack
Incinerator
Near Hyd.
Near GCU
B-deck
Casing
A-deck
Casing
Near
From Compressed
Air System
TA145
To Deck
NC Service (S)
Radar Mast Horn
TA138
TA139
TA168
TA167
TA160
To Deck
Service (P)
TA150
TA165
TA137
In Engineer's
In Fuel Valve
TAA95
Workshop
Generator
Near Aux.
TA169
Test Area
Near ECR
Near N2
TA183
Boiler
Accumulator Freq. Conv.
Near Engineer's
NO Room (S)
TAA92 NO
TA163
Near IG
Blower
TAA78
Store
NO TA192
Cargo Compressor Room
TA196
TA162
Freq. Conv.
(CO2 Alarm) Room (P) 1st Deck (S)
NO To No.1
1st Deck (P) To Local Pressure
TAA96 TA190
MSBD To No.2 W/B Fire Increase Unit
NO Room (S) Pump Unit For T/C
TA164
TA161
TA172
Cargo Elec. Motor Room NO To S/G Room Pressure
TAA94
(CO2 Alarm) (CA359 & Increase Unit
NO TA193 CA361 V/V) For T/C
MSBD
Near Fan Coil Unit

TA142
For SWBD RM (S)
Near Main Air

Cargo Compressor Room
In Purifier
(Cargo ESDS Alarm) TAA97 NO Room (P)
Compressor
Room
NO TA181
Accom. D-deck Top Out FWD
Near IGG
TAA93 Em'cy G/E
(Cargo ESDS Alarm) Room
NO NO
TA149
Cargo Elec. Motor Room 2nd Deck (S)
(Cargo ESDS Alarm)
TA153
TA170
2nd Deck (P)
TA174
TA173
TA189
TA191
Generator (S)
Supply Unit
Near FW
Near FW
Near Boiler Feed
Change Air Cooler
Near Main G/E

Generator (P)
608A 608B 608A 608B
Near Main G/E

Water Pump
Near FW
HT HT HT HT
Cleaning Equip. for LT LT LT LT
Charge Air Cooler 3rd Deck (S)
607A 607B 607A 607B
10m Hose
PI
3rd Deck (P)
No.2 Main G/E No.1 Main G/E To
TA176
TA178
TA179
(12V50DF) (12V50DF) Accumulator
Charge Air
Cooler
Tank
TA185
TA186
TA187
AFT Side (P)

608
CSW Pump
Near Main
Near High
Sea Chest
608A
Water Separator
608B 608A 608A 608B
AFT Side (P)
10m Hose
Near Bilge
Sea Chest
Near Low
HT HT HT
2nd Deck (AFT)
LT LT LT
607A 607A 607B

Floor (S)
No.3 Main G/E No.4 Main G/E Floor (P)

TA182
(9L50DF) (12V50DF) To Deck Service
Air System (Cargo System)

4.7.2 General Service Air System 2. Capacities and Ratings g) As the compressor starts, check the operation of the magnetic
unloader that the unit drains to the bilge in order to exclude any
The General Service (GS) air compressors configuration is used for Service Air Compressor moisture already in the compressor, before pumping to the
control air compressors (refer to section 4.7.1a). Maker: Tamrotor Marine Compressor AS reservoir.
No. of sets: 2
h) When the operation of the compressor is satisfactory, open the
The GS air system provides service air at 8.0 bar from the service air Type: TMC40 SA-9, Water Cooled
reservoir outlet and open the valves on the air main as required.
reservoir to the following auxiliaries and locations; Capacity: 350m3/h x 8.0 bar
k) Open the inlet and outlet valves to the dryers, ensuring that all
y Casing B-Deck (TA133) Service Air Reservoir drain valves are closed.
y Emergency G/E Room Maker: Kangrim
y CO2 bottle/ High Expansion Foam Room No. of sets: 1 l) Start up the dryers in conjunction with the manufacturers
y Paint/Lamp Store Type: AR2207HV operating instructions.
y Near GCU (TA132) Capacity: 5.0 m3 x 8.0 bar
y Casing A-Deck (TA131) i) When the system is operating satisfactorily, place the second
y Near Incinerator (TA159) Service Air Dryer compressor on stand-by mode and, when operating procedures
y Near Hyd. Power Pack (TA177) Maker: Kyung Nam Dryer allow, check that all alarms and changeovers operate
y Casing C-Deck No. of sets: 1 satisfactorily.
y Near N2 Generator (TA138) Dryer Type: Desiccant (Heatless type)
y Near Aux. Boiler (TA139) Capacity: 360m3/h
y Near ECR (TA160) Operating cycle: Drying 5minutes, Regeneration 4minutes
y Fuel Valve Test Area (TA168) Re-pressurizing 1minute
y Deck Service (P) (TA162) Dew point: -40C at 8bar
y Near Engineers Store (TA165)
y Near I.G Blower (TA137) 3. Operating Procedures
y Steering Gear Room (TA149)
y Near I.G.G (TA142) To Distribute General Service Air
y No.2 Pressure Increase Unit for T/C
y Local Water Base Fire Pump Unit a) Check the G/S compressors to be used. Ensure that the oil sump
y No.1 Pressure Increase Unit for T/C level is correct. Have the fresh water cooling system valves
y Near No.2 F.W Generator (TA174) open and check the flow through the inter and after cooler units.
y Near Boiler Feed Water Pump (TA173)
y Near Main G/E (TA191) b) Open the discharge valves TA211/ TA210 from the compressors
and the inlet valve to the service air reservoir TA101.
y Near Main G/E charge Air Cooler (TA189)
y Aft Side (P) (TA185)
c) Line up the drain valves from the reservoir for the auto drain
y Near Low Sea Chest (TA186)
valves in use TA311/TA313 and close the bypass valve TA340.
y Near Bilge Water Separator (TA187)
y Engineers Work Shop (TA167) d) Ensure that all valves are open to the pressure switches for cut-
y Deck Service (S) (TA163) in and cut-out of the compressor.
y Purifier Room (TA164)
y Near Fan Coil Unit for SWBD Room (S) (TA161) e) Start the compressor in manual mode and raise the pressure in
y Near Main Air Compressor (TA172) the reservoir. Inspect the pressure of the compressor on the local
y Near No.1 FW Generator (S) (TA153) gauges and when all is satisfactory, change to auto mode.
y Near F.W Supply Unit (TA170)
y Aft Side (S) (TA176) f) Ensure that the compressor stops when the reservoir pressure
y Near High Sea Chest (TA178) reaches approximately 8bar, and restarts when the pressure
y Near Main CSW Pump (TA179) drops to approximately 6bar.

Illustration 4.7.3a Starting Air System
Key To Safe Area TA091 TA090 Em'cy G/E Room

(A-deck)
Compressed Air Line
Upper Deck
Drain Line TA089 Sett.
33 bar
Em'cy G/E
No.4 Main G/E (P)
To Safe Area TA071
(12V50DF) TA070 S
PT
TA024 Upper Deck Em'cy Air Reservoir
S TA025 TA073 PI
08 (0.5 m3/h x 30 bar)
S TA009 TA023 TA095 TA097
TA031
PT
NO PIAL TA096
CA31
No.3 Main G/E (P) Em'cy Air Compressor
TA008 TA007 (22 m3/h x 30 bar) TA098
(9L50DF)
Sett. Sett.
PT
TA011 Main Air 33 bar 33 bar
S TA026 Reservoir
08 TA006 TA005
TA119
(3.0 m 3/h x 30 bar) Service Air Dryer Control Air Dryer
TA013 2nd Deck (S) (350 m3/h) (350 m3/h)
S
TA033 TA034 (Regenerative Type) (Regenerative Type)
PI PI
No.2 No.1 1st Deck (S) 1st Deck (S)
TA113
TA004 TA003
No.2 Main G/E (S) PT PT
Sett. Sett.
(12V50DF) 8.8 bar 8.8 bar
PIAL PIAL Filter Filter
PT
CA3 CA2 TA108 TA203 (0.01 Micron) (0.01 Micron)
TA014
TA015
TA305
TA301
S
08 Service Air Control Air
Reservoir Reservoir
TA330
TA331
TA332
TA335
S TA016 TA022 (5.0 m 3/h x 8 bar) TA102 (7.5 m 3/h x 8 bar) TA202
1st Deck (S) 1st Deck (S)
TA307
TA303
S S S S S S
NO
To Service TA101 PI TA201 PI
Sett.
8.8 bar Air System PT PT
No.1 Main G/E (S) (Air Horn)
(12V50DF) TA075
PI PICAL PICAL T-A T-B T-A No.2 T-B T-A No.1 T-B
PT CA11 CA14
TA311
TA315
TA017 With TA072 TA074 TA076
S TA018 With With
08 Lead-follow Lead-follow Lead-follow
TA337
TA339
TA340
TA343
Function Function Function
TA228
TA219
TA019 TA021 TA030 TA073 PI PI PI
NO
NO
S PICAHL
PT
TA313
TA317
CA4 TA041 TA043 TA045 PI PI PI
NO
TA309
PI PI PI
TA042
TA318
PT PT PT
TA110 PIAL PIAL PIAL

CA050 CA046 CA043
To Em'cy Line Filter
To Scupper Main Air Compressor DO Pump NC (0.01 Micron)
TA001
TA002
(120 m3/h x 30 bar) Line Filter

(0.01 Micron)
TA124
2nd Deck (S)
TA112
NC
TS TS
TA210
TA211
TA212
TA213
PS TS PS TS
TA222
PS PS
NO
TA221
TA223
TA224
Em'cy No.2 No.1
NO
NO
NO
Source
S
No.2 No.1 No.2 No.1

TA362
TA361
To Service
Service Air Compressor Control Air Compressor Air System To Control To Q/C To Control
Directly (350 m3/h x 8 bar) (350 m3/h x 8 bar) Air Line Air Air Line
Bilge Well 1st Deck (S) 1st Deck (S) (Cargo Sys.) Reservoir (Mach. Sys.)

4.7.3 Starting Air System Emergency Air Compressor c) Line up the drain valves from the reservoir for the auto drain
valve to be in use.
1. General Description The emergency diesel generator starting air compressor is driven by a 4-
stroke diesel engine. The engine is started manually by rotating it with a d) Ensure that all valves are open to the pressure switches for the
The diesel generator engines and the emergency diesel generator engine starting handle. The cylinder decompression levers are unloaded to allow cut-in and cut-out of the compressor.
have air-starting systems and both units are provided with air at 30 bar. the manual turning of the engine and, as speed is built up, are returned to
their correct position. At this point, the fuel is injected into the cylinders e) Start the compressor in manual mode and commence to raise the
pressure in the reservoir. Inspect the pressures of the compressor
The generator engine starting air compressors for the system are two and the engine should commence running.
local gauges and, when all is satisfactory, change to auto mode.
electrically driven reciprocating units. These supply air to the diesel
generator air start reservoir and to the emergency air reservoir. 2. Capacities and Ratings
f) Ensure that the compressor stops when the reservoir pressure
Starting Air Compressor reaches approximately 30 bar, and restarts when the pressure
An emergency D/G starting air compressor driven by a diesel engine can drops to approximately 20 bar.
also supply the emergency generator air reservoir. This is used if for any Maker: Sperre
reason the generator engine starting air compressors are not operable, e.g. No. of sets: 2
g) As the compressor starts, check the operation of the magnetic
no electrical supply. Type: HV2/200, Water cooled
unloader. Ensure that the unit drains to the bilge in order to
Capacity: 120 m3/h exclude any moisture already in the compressor, before
At each start of the compressor, the auto drain will open for a short Work Pressure: 30 bar pumping to the reservoir.
period to allow any accumulated moisture in the unit to be discharged to
the bilge before allowing compressed air into the reservoir. Emergency Air Compressor h) When the operation of the compressor is satisfactory, open the
Maker: Sperre reservoir outlet valves (TA005 and TA006) to the diesel
Both air reservoirs are fitted with relief valves set to lift at approximately No. of sets: 1 generator engines air start system.
33 bar. Type: HL2/77, Air cooled
Capacity: 22 m3/h NOTE
D/G Starting Air Compressors Work Pressure: 30 bar At the lowest point along the line from the reservoir to the
generator engine, a double shut off valve is fitted. Periodic
opening of these valves will ensure that no moisture stays in
The generator engine starting air compressors are identical machines, of Starting Air Reservoir
this line and will be unable to enter the engine air start system.
the reciprocating type and arranged to run in auto start and stop Maker: Kangrim
configuration. Each unit has LP and HP stages through which the air is No. of sets: 2 i) Open the emergency generator air start reservoir inlet valve
compressed. The fresh water cooling system circulates through inter and Type: AR1805EV (TA070). Check that the reservoir auto drain unit is lined up and
after coolers on the compressor to maintain a low unit temperature. An Capacity: 3.0 m3 x 30.0 bar the bypass drains valve is closed.
individual unit driven pump provides lubrication.
Emergency Air Reservoir j) Open the air line valve (TA089) to enable the emergency
At each start of the compressor, the auto drain will open for a short Maker: Kangrim generator air reservoir to be pressurised. As the working
period to allow any accumulated moisture in the unit to be discharged to No. of sets: 1 pressure is the same as for the generator engine starting
the bilge before allowing the compressed air into the reservoir. Type: AR0803EV reservoir, the compressor start/stop pressure switches on the
Capacity: 0.5 m3 x 30.0 bar generator engine starting reservoir will prevent the emergency
Although the compressors can be started locally, they are normally on reservoir from becoming over pressurised.
remote control, one unit on auto start, the other on stand-by. The in-use 3. Operating Procedures
k) Periodically open the generator engine starting reservoir manual
compressor will cut in with the reservoir pressure at approximately 20
Diesel Generator Engines Air Starting System drain valves and the generator engine starting reservoir. This is
bar and stop when the pressure is raised to approximately 30 bar. Should
to check that all moisture is drained from them and to ensure the
the reservoir pressure continue to fall to approximately 19 bar, the second auto drain valve is operating correctly.
a) Check the starting air compressors to be used. Ensure that the
compressor will start and assist in pumping up the reservoir. oil sump level is correct. Check that the fresh water cooling
system valves are open and that there is a flow through the inter l) When the system is operating satisfactorily, place the second
D/G Starting Air Compressor Auto Starting & Stop and after coolers. compressor on stand-by mode and when operating procedures
allow, check that all alarms and changeovers operate
Lead compressor Follow Compressor b) Open the discharge valves (TA001 and TA002) from the satisfactorily.
Start 20 bar 19 bar compressor and open the inlet valves (TA003 and TA004) to the
Stop 30 bar 25 bar starting air reservoirs.

Illustration 4.8.1a Gas Combustion Unit System
Extraction AirFan
(30 Air Changes/Hour) Key
Boil-off Gas Line
Control Air Line
Nitrogen Line
No.2
No.1
DPICAL
DPS DPS
DPICAL Drain Line TT
311
TT
313
GF012 GF011
TT TT
310 312
S S
From Control Air
GAH GAH
GD GD
Mach. Part
UV
UV
Burner
Burner
Cargo Comp. Room
Gas Valve Unit Room

GAH
GD
PI PSL PSL HVR 312 LVR 324 PT PSL HVR 316 LVR 323 PT PSL
300 301 302 326 321 327 322
HVR 301
HVR 305
HVR 311
To Vent Mast
From Control STR 300 Deck
Air HVR 300
GAH
GD
PIC GCU
GH081
EVR 313
ZLL ZLH
PT PT PI PSH PSH
EVR 303
EVR 306
EVR 304
EVR 322
EVR 315
PI
AVG 313
PT
303 329 306 305 305 GCU
ZS ZS
AVG 306
HVG 310
HVG 317
HVG 319
HVG 307
HVG 326
CG021
GC636
CG008
TT
H GC007 STG 303
HVG 302
GC005
GC006
Master AVG 303 AVG 304 AVG 322 CVG 314 CVG 320
GC102
Gas Valve
CKN 302
DPT
GC101
Instrument IAS AVG 315 CVG 318

EVG 309
PI
Air System 307
CKR 308
CKR 307
CKR 306
CKR 305
HVG 323
CVG 321
STN 301 RON 310
From N2 Buffer Tank HVN 308 AVN 309

(Purge Gas)
Blower 1 Blower 2 Blower 3 Blower 4
TT TT TT
308 TT
315 317 319
TT TT TT
308 TT
316 318 320
TT TT TT TT
323 324 325 326
Upper Deck

4.8 Gas Combustion Unit System GVT characteristic: gas flow rate 3. Combustion and Dilution Fans
4.8.1 Gas Combustion Unit The air flowrate is 585000kg/h. This airflow is constant whatever amount
of gas is burnt. The total air flowrate is calculated so as to obtain a
1. General maximum exhaust gas temperature below 525C in the worst working
conditions.
Heat transfer to the liquid cargo from the insulation spaces and the cargo
tanks will cause the liquid to boil and vapour to be formed. This is terms Each fan is 33% capacity. During GCU operation the 3 fans are running
of the cargo tank boil-off and it must be removed in order to maintain simultaneously.
equilibrium within the cargo tanks at the designed operating pressure. y Fan speed: 1248 rpm
y Fan capacity: 195 000 kg/h
The volume of boil-off gas is also increased on passage due to the energy
dissipated by the agitation of the cargo caused by the motion of the y Design power of the fan motor : 145 kW under 440V, 60Hz
vessel.
4. Control Cabinet
The natural boil-off gas from the LNG tanks is sent to the engines of the
ship. All the BOG not used by the engines is sent to the Gas Combustion Actual BOG Composition is 85% Methane and 15% Nitrogen.
Unit (GCU) in order to control the pressure level in the tanks. The system controls the operation of the GCU and manages all the
alarms and safeties. It is based on a sequencing unit (specially designed
Pressure (barg) 0.1 0.15 0.9 1.5 3.5 6.5
After start-up, the GCU load is controlled by the IAS in order to maintain for burner management), and a PLC. (Power supply: 230V, 60Hz)
Pure CH4 Flow (kg/h) 569 850 1825 2601 5210 5210
an acceptable pressure level in the LNG tanks. Actual BOG Flow
700 1050 2245 3200 6410 6410 Fig. 1 Control Cabinet
(kg/h)
The GCU is composed of: Minimum Actual
641 641 641 641 641 641 Power
Alarms and
y 1 gas valve train BOG Flow (kg/h)
safeties
Max. Start up Actual Outlet
y 4 combustion and dilution fans 1050 2245 2245 2245 2245 temperature
BOG Flow (kg/h) +
y 1 control cabinet Combustion
Min. Start up Actual
700 700 700 700 700 GCU status
and dilution
y 2 power cabinets BOG Flow (kg/h) air pressure
and
y 2 combustion systems, each including one combustion chamber commands
and one burner NOTE
Emergency
y Accessories All the GVT valves can be operated manually by forcing the opening of shutdown Control
the solenoid command valves on the gas valve train. The manual gas valves
2. Capacities and Ratings isolation valve HVG302 should only be closed during commissioning Valves status command
and maintenance operations.

The GCU system must be supplied with:
Gas mixture of CH4 and N2 (max 70% of N2), between 0C CAUTION 5. Power Cabinets
and +80C Before use of GVT, check visually that all sensors manifolds
Combustion and dilution air between -10C and +45C (HVG307/310/317/319/326, HVR301/305/311, and HVN323) are in Each power cabinet contains the starter for two fans. Push buttons in
normal position (blue handles open, red handles closed) and all manual front of the cabinets can be used to start and stop the fans locally.
Gas Valve Train (GVT) valves (HVR300, HVG302, HVN308) are opened.
y Power supply: 440V 60Hz (3 phases) 310kW (152kW for each

Utilities: CVG314/318 are automatically controlled by the IAS in remote mode, or
fan + 6kW for internal equipments)
Instrument air pressure: 8barg 1barg manually by operator in local mode (by using "+" and "-" push-buttons
y Nominal current: 231 A for each fan motor (starting current 6.8 x
Instrument air consumption: 20Nm3/h on control cabinet).
In = 1570.8 A).
Nitrogen pressure: 5bar 2barg
y 3 Pt100 sensors per motor for temperature monitoring (1 for
Nitrogen consumption: Around 2Nm3 during 20s after each Selection of CVG314 or CVG318 is made by IAS in remote mode, or by
local indicator, 1 for fan shutdown and IAS monitoring, and 1
stop of the GCU operator in local mode (by using push-buttons on control cabinet).
spare)

y Each fan motor is automatically fed with very low voltage (12 V 6. Combustion chambers Pressure Transmitter and Switch (PT 326/327 & PSL 321/322)
DC) by the power cabinet when fan is stopped.
y Motor : Insulation class F, temperature rise class B The combustion chamber stands inside the exhaust stack. Its four This transmitter measures the pressure inside the combustion chamber
supports are screwed on exhaust stack equipments. All the parts are in (total pressure). As the pressure is related to the air flowrate, if one or
Fig. 2 Power Cabinets Right Door stainless steel. two fan(s) fail(s), the pressure will drop and this condition will be
detected by the PT and PSL.
Right door y Inner wall temperature: less than 500C
Running y Supports temperature: less than 150C
hour meter
Two thermocouples K type shall be fixed on each stack for exhaust
Ammeter gases temperature measurement.
Motor
After GCU stop, the 3 fans being still running, the temperature of the
windings combustion chamber is less than 10C above the ambient temperature
temperature within 30mn.
Motor In case of black out (fans are stopped), it is not required to have cooling
start / stop air in the chamber. The chamber is cooled down by natural radiation and
convection. In this case, the cooling time depends on the ambient air
Alarms,
Local/remote
temperature.
7. Burners and igniters
The burner is fixed on a diaphragm.

Cabinet 1 : Fan #3 Fan #1
Cabinet 2 : Fan #4 Fan #2 y Maximum capacity per burner: 2600 kg/h with 100% CH4
y Maximum heat capacity: 70 MW
y Turn down ratio: 1 to 10
Fig.3 Power Cabinets Left Door
This burner belongs to induct burner family, meaning it does not
Left door
required any air / gas ratio control device. The correct amount of oxygen
required for the combustion is taken from the air introduced in the
combustion chamber around the burner and through the diaphragm.
Two intermittent electrical spark igniters are also fixed on the diaphragm,
Power supply next to the burner. One is sufficient to ignite the burner.
Each igniters is powered by an electrical transformer. The power

consumption of each igniters is 75W (7.5 kV x 10 mA)
Main switch
8. Accessories
Flame Detection System (per combustion chamber)
This system is composed of a UV cell and a flame relay. The UV cell is

Lamps test , fixed on a support on the exhaust stack so as to detect the flame in all
Reset possible working conditions. It should always be supplied with
instrument air (including when GCU is stopped) for cooling down and to
Emergency avoid dust. The flame relay is implemented in the control cabinet.
shutdown

4.8.2 GCU Operation The general power supplies on control cabinet and power Automatic action
cabinets are ON The concerned fan is stopped and the spare fan is automatically started
1. GCU Starting Procedure All safeties displayed on cabinets front door are OK by the control cabinet.
The mode switch on control cabinet is on "Local" position
Before starting check that all the manual valves must be opened. Action to be done
The gas valve train is ready for start
If this alarm occurs, the operator shall check the status of the fan and
There are 2 possible ways to run the combustion unit: When the power is established on control cabinet, there is an automatic motor, and correct the faulty condition before reseting the power cabinet
Remote operation: the GCU is driven exclusively by the IAS check of safety shut off valve position: the main gas valves AVG303/304 and restarting the fan.
Local operation: the GCU is driven exclusively locally with should be proven closed by their limit switch closed. The main vent
push-buttons in front of the cabinet valve AVG306 should be proven opened by its limit switch opened. Gas valve Train Alarms
For both modes: Any discrepancy in safety valve position will prevent the GCU to start. Gas high pressure switch: item PSH304
The operator starts the sequence by pressing the push button "Start This alarm reports an excess of fuel gas, which can lead to an overrun of
Information about GCU status is displayed on the front door
burner" on local GCU control cabinet and the sequence. the maximum GCU capacity.
through lamps and indicators
All safeties are operational Remote Operation Action to be done
The safeties must be reset locally by a push button on the If this alarm occurs, the IAS or the operator shall reduce the gas flowrate
cabinet front door. Only alarms can be reset from the IAS. The GCU can be started from the IAS in remote operation. For this mode until the exhaust gas temperature decreases under the alarm set point.
to be operational, the operator must switch the GCU in "Remote"
NOTE position on the front of the control cabinet. Instrument air low pressure switch: item PSL301
It is not possible to switch from remote to local and from local to This alarm reports a lack of instrument air pressure, which means that the
remote while GCU is running. To be successful, the following points should be validated: pressure is below its minimum value.
The general power supply on the control cabinet and on each
CAUTION power cabinets are ON Action to be done
Before use of GVT, check visually that all sensors manifolds All GCU safeties are OK If this alarm occurs, the operator shall control the instrument air pressure
(HVG307/310/317/319/326, HVR301/305/311, and HVN323) are in The mode switch is on "Remote" position supplied to the GVT. If the instrument air pressure is normal on the ship,
normal position (blue handles open, red handles closed) and all manual The gas valve train is ready for start check the air filter at the GVT inlet.
valves (HVR300, HVG302, HVN308) are opened.
2. Alarms Combustion Chamber Alarms
Air Purging
The purpose of the alarms is to draw the attention on possible Combustion air pressure low: items PT326 and PT327
Prior to any ignition, a volume of combustion air equal to 4 times the irregularities or dysfunction. They dont stop the GCU. This alarm reports a lack of combustion and dilution air. It indicates the
volume of the combustion chamber and the exhaust stack must be failure of one of the 3 fans.
introduced in the installation. This ensures that the combustion chamber The alarms can be reset in local (push button on the front of the cabinet)
and the exhaust stack do not contain any unburned gas when the burner or in remote by the IAS, after correction of the cause of the alarm. Automatic action
will be started. The spare fan is automatically started by the control cabinet.
If an alarm occurs, the operator shall investigate to understand and
In the case of the GCU, considering the time required for the fans to meet correct the problem. Action to be done
their nominal rate and the small volume of the combustion chamber and If this alarm occurs, the operator shall control the condition of the fans
the flues line, the correct purging will be obtained 30s after at least 2 fans Power Cabinets Alarms (broken belts).
are running. This delay is internally checked by the GCU control system.
Fan alarm Outlet temperature high: items TT310 and TT312
Local Operation This alarm reports a dysfunction of a fan (including over-current, high This alarm reports an abnormal rise of the exhaust gas temperature for
temperature of windings and loss of power supply). It this alarm occurs, one burner (overrun of the maximum GCU capacity).
For this mode to be operational, the operator must switch the GCU in the concerned fan is automatically stopped by the power cabinet and
Local position on the front of the control cabinet. cannot be started again before a local reset on the power cabinet. This Action to be done
alarm is sent directly to the IAS and not to the control cabinet. If this alarm occurs, the IAS or the operator shall reduce the gas flowrate
Prior pushing the "Start burner" button, the operator visually ensures that: until the exhaust gas temperature decreases under the alarm set point.

Automatic action Combustion Chamber Safeties 5. GCU Starting Sequence
If this alarm occurs, the control cabinet will reduce the gas flow rate of
this burner until the exhaust gas temperature decreases under the alarm Flame-out detection During ignition time, the GCU gas flow will be automatically raised
set point. This safety is due to the loss of the flame signal of the flame detection from 0% up to approximately 15% of maximum flow rate to ensure
system while the GCU is running in gas mode or during ignition. This progressive start conditions.
3. Safeties safety can be reset from IAS.
Refer to Table.1 GCU starting sequence in Gas mode and Table.2 GCU
All the safeties below will stop the GCU and do not allow any start up Flame on before ignition starting sequence in Gas Freeing mode.
before the correction of the problem and a local reset. Except for flame- This safety is due to the presence of the flame signal of the flame
out detection, it is not possible to reset safeties remotely from IAS. detection system while the GCU is stopped. 6. GCU shut down procedure
Ship Safeties Air pressure low low: items PSL321 and PSL322 Voluntary Stop from Gas Mode
This safety occurs if the air flow rate drops below the minimum
Ship general safety conditions. It confirms the loss of at least 2 of the 3 fans. A voluntary stop of the GCU can be performed in 2 ways:
This safety is sent by the IAS. Depending on the IAS logic, it can include - In local mode from the control cabinet by pressing "STOP
the gas detection safety and/or gas valve room venting feedback, and/or Outlet temperature high high: items TT311 and TT313 BURNER" push button.
other conditions that shall prevent GCU to start. This is an interlock This failure occurs if the exhaust gas temperature exceeds the maximum - Or in remote mode automatically from IAS by opening "Select
feature, meaning there is no memory function for this input ("reset" is not allowed value (overrun of the maximum GCU capacity). stop mode" contact.
needed).
4. Operating modes Any of these actions will lead to the following sequence:
Emergency shut-down
This safety includes the emergency shut-down signals from the IAS/ESD Normal Gas Mode a) Start of electric igniters.
system, and a push-button on local control panel. b) Progressive closing of BOG control valve on a ramp.
In the normal gas mode the amount of nitrogen or inert gas must remain c) After 15 seconds, closing of main gas valves (AVG303&304),
Power Cabinets Safeties between 0 to 50% (in mass). All the alarms and safeties are controlled and opening of main vent valve (AVG306).
and operating. d) Stop of electric igniters.
Emergency shut-down one push-button is available on the front door of e) Start of automatic nitrogen purge sequence of burner pipe work:
each power cabinet. Gas Freeing Mode opening of AVN309, AVG315/322, CVG314/318, CVG320/321.
(During this purge time (20s), the signal "GCU Ready to start"
Gas valve Train Safeties This mode can be used during the phase of tank filling or tank purging will be OFF, indicating that it is not possible to start the GCU
(nitrogen gas is injected into the LNG tank and gas line in order to purge immediately.)
Gas high high pressure switch: item PSH305 them of LNG). The GCU has shown a great ability to burn gas mixture f) GCU sends "GCU Stop mode" to IAS
This failure indicates an excess of gas flowrate (above the maximum with high nitrogen content. However, above a certain amount of nitrogen,
capacity of the GCU). the mixture is not flammable and the flame cannot be stabilized. So as to Voluntary Stop from Gas Freeing Mode
ensure to burn any mixture, the GCU will operate as per a particular
mode during this period. A voluntary stop of the GCU can be performed from IAS by opening
Valve position abnormal safety
"GCU Gas Freeing mode start". This will lead to the following sequence:
During normal operation the 2 vent valves (AVG306/313) and the
The starting sequence (and the conditions to start) will be the same as for
nitrogen valve (AVN309) must be closed. In stop mode the shut-off a) Progressive closing of BOG control valve on a ramp.
the normal mode but the ignition transformers will be kept in operation
valves must be closed and the main vent valve (AVG306) must remain b) After 15 seconds, closing of main gas valves (AVG303&304),
to provide a constant ignition source. During this period, flame detection
open. These positions are automatically checked by the GCU control and opening of main vent valve (AVG306).
will be by-passed and the loss of flame will not lead to GCU shut down.
system. c) Stop of electric igniters.
This mode is available in remote only.
d) Start of automatic nitrogen purge sequence of burner pipe work:
Instrument air low low pressure: item PSL302 CAUTION opening of AVN309, AVG315/322, CVG314/318, CVG320&321
This safety is due to an air pressure too low to command the valves. During this mode the flame detection is by-passed. Thus, this mode (During this purge time (20s), the signal "GCU Ready to start"
must be used only for tanks filling or tanks purging. Moreover, the gas will be OFF, indicating that it is not possible to start the GCU
flow rate must be monitored so as not to exceed 50% of the maximum immediately.)
flow of the GCU (2600 kg/h of 100% CH4). e) GCU sends "GCU Stop mode" to IAS

Table.1 GCU starting sequence in Gas mode Table.2 GCU starting sequence in Gas Freeing mode
Step Action Condition Consequence Step Action Condition Consequence
1 In local mode : press All safeties validated and reset Closing of main vent valve (AVG306) 1 From IAS only : close None "Gas mode" sequencer is powered off.
"START BURNER " Main vent valve (AVG306) opened "Allow Gas Freeing
push-button on control Main vent valve 2 (AVG313) closed If no fans are running : 3 fans are automatically mode" contact
cabinet Main gas valves (AVG303/304) closed started by GCU control system (one fan every 2 From IAS only : close All safeties validated and reset If no fans are running : 3fans are automatically
or Nitrogen valve (AVN309) closed 15 seconds) "Select gas freeing Main vent valve (AVG306) opened started by GCU control system (one fan every
In remote mode : IAS "Select stop mode" signal closed mode start" contact Main vent valve 2 (AVG313) closed 15 seconds)
must close and release Main gas valves (AVG303&304) closed
"Select running mode" No fan running Nitrogen valve (AVN309) closed
contact (pulse) If the fans have been previously started "Select stop mode" signal closed
from the IAS or locally (by pressing 3 Step 2 + fans started Same conditions as previous step Ignition transformers are powered on
"START" on power cabinets), the since more than 30s + air pressure switches (PSL321/322) Closing of main vent valve(AVG306)
sequence instantly jumps to step 2. (purge time) validated Opening of main gas valves(AVG303&304)
2 Step 1 + fans started Same conditions as previous step + air Ignition transformers are powered on Opening AVG322 and progressive opening of
since more than 30s pressure switches (PSL321/322) Opening of main gas valves(AVG303&304) the gas control valve (CVG314)from 0% to
(purge time) validated Opening AVG322 and progressive opening of approximately15% of the maximum capacity
the gas control valve (CVG314)from 0% to (ramp)
approx. 15% of the maximum capacity (ramp) or
or Opening AVG315 and progressive opening of
Opening AVG315 and progressive opening of the gas control valve (CVG318)from 0% to
the gas control valve (CVG318)from 0% to approximately15% of the maximum capacity
approx. 15% of the maximum capacity (ramp) (ramp)
3 Step 2 + 15s Same conditions as previous step Ignition transformers are powered off 4 Step 3 + 15s All safeties validated (except UV cell) Burner is running in "Gas Freeing mode" (GCU
4 After power off of All safeties validated + Flame detection Burner is running in normal gas mode (GCU sends "Gas Freeing mode" signal to IAS). The
igniters validated (UV cell) sends "Running mode" signal to IAS). The flowrate can be increased up to 50% of the
flowrate can be increased up to the maximum GCU capacity, at will.
allowed value, at will.
NOTE
NOTE After a STOP due to a safety, the GCU control system is going back to step 1. This means the GCU will start
After a STOP due to a safety, the GCU control system is going back to step 1. This means the GCU will start only 30 seconds after resetting the safety (combustion chamber purge time), if "Allow gas freeing mode" and
only 30 seconds after resetting the safety, if a "Select running mode" command is sent by IAS or the "START "Select gas freeing mode" command are sent by IAS.
BURNER" button is pushed on local panel.

Shut Down caused by Safety Shut down caused by "Control power fail":
Emergency stop: a) The white light "Power supply 220VAC OK" or "Power supply
24VDC OK" is OFF as long as the faulty condition is present.
a) The light of "Emergency stop" is ON. b) No ramp is performed on control valve (CVG314/318) : burner is
b) No ramp is performed on control valve (CVG314/318): burner is shut off immediately
shut off immediately. c) The operator must correct the problem. GCU will be ready to
c) The fans are automatically stopped. start as soon as safety is disappeared (no reset required). (As long
d) The operator must correct the problem and make a local reset on as the safety is active, the signal "GCU Ready to start" sent to
the GCU control cabinet before restarting the GCU. IAS will be OFF, indicating that it is not possible to start the
e) "ESD feedback" signal is sent from GCU to IAS/ESD system GCU immediately.)
Shut down caused by gas, combustion air, instrument air and outlet 7. Black out
temperature safeties:
After a ship black out, no particular sequence is requested to restart the
a) The light of the safety is ON and the corresponding signal is sent GCU. Although, attention must be paid to combustion chamber
to IAS. temperature as specified in this manual 4.8.1.6. Combustion chambers
b) No ramp is performed on control valve (CVG314/318). The
burner is shut off immediately.
c) The operator must correct the problem and make a local reset on
the GCU control cabinet before restarting the GCU. (As long as
the safety has not been reset, the signal "GCU Ready to start"
sent to IAS will be OFF, indicating that it is not possible to start
the GCU immediately.)
Shut down caused by flame failure:
a) The light "Flame failure" is ON and the corresponding signal is

sent to IAS.
burner is shut off immediately.
c) The operator must correct the problem and make a reset from
IAS or on the GCU control cabinet before restarting the GCU.
(As long as the safety has not been reset, the signal "GCU Ready
to start" sent to IAS will be OFF, indicating that it is not possible
to start the GCU immediately.)
Shut down caused by "General ship safety" (interlock from IAS):
a) The light "General ship safety" is ON as long as the faulty

condition is present.
burner is shut off immediately
c) The operator must correct the problem. GCU will be ready to
start as soon as safety is disappeared. (As long as the safety is
active, the signal "GCU Ready to start" sent to IAS will be OFF,
indicating that it is not possible to start the GCU immediately.)


Illustration 4.9.1a Aux. Boiler Construction
Air Escape Valve Scum Valve

Feed Water Valve
Feed Water Valve

Main Steam Valve
Gauge Board Valve Safety Valve
Safety Valve
Water Level Meas. Electrode
Water Level Gauge
Heating Coil Inlet Valve
Heating Coil Outlet Valve
Local Control Panel Sample Valve
Furnance Drain Valve Burner Unit
Blow Down Valve
Handhole
Handhole

4.9 Aux. Boilers and Steam Systems 2. General The boiler mountings such as safety valve, steam outlet valve and water
level electrode are mainly mounted on top of the boiler body in order to
4.9.1 General Description The steam generating plant consists of two auxiliary boilers and two allow a simple connection to the piping system on board the ship.
exhaust gas economizers. Steam is required at sea for fuel heating and
1. Technical Data general steam service purposes Heat transfer and water circulation
- Maker: AALBORG Industries At sea, steam demand is met to feeding water to the exhaust gas Oil ignition and combustion take place in the furnace. The produced heat
- No. of sets: 2 economizer using the boiler water circ. pumps. The auxiliary boiler will is transferred mainly by radiation from the flame to the furnace shell.
- Model: MISSION OS be on automatic standby and will start in the event of a steam pressure Leaving the furnace the flue gases flow through the vertical uptakes
drop. where heat is transferred mainly by convection to the pin-tube elements.
Water / Steam Process Data
The economizer is arranged on the upper deck level to recover waste heat On the water side the heat is transferred by evaporation of the saturated
Steam output 6000 kg/h
from the main generator engine exhaust gas. An auxiliary boiler may be water adjacent to the furnace shell or tube wall where steam bubbles are
Working pressure 7 bar formed. As the steam bubbles have a much lower specific density than
required at sea when steam demand exceeds the production of steam by
Max. allowable working pressure 9 bar the water, they will rise rapidly to the steam space where water and
the economizer. Reduced power operation of the main generator engine,
Working temperature 170 C such as during manoeuvring or slow steaming on passage, may also steam are separated.
Feed water operation Modulating result in insufficient waste heat needed to generate the required steam.
Feed water temperature, layout 60C The natural circulation in the pin-tube elements occurs because the
3. General Construction density of water is higher than the density of steam. The density of the
Combustion Process Data
water outside the pin-tube elements is higher than the steam/water
Min. calorific value of diesel oil 42200 kJ/kg
The MISSION OS is a vertical oil-fired auxiliary marine boiler. It is mixture inside the pin tube elements.
Max. viscosity of diesel oil 12 cSt at 15C
insulated and assembled as a unit with the boiler mountings mounted on
Density of diesel oil 900 kg/m3 The difference in the static pressure at the lower connection to the pin
the boiler body.
Min. calorific value of fuel oil 40200 kJ/kg tube creates the driving force for the circulation. The steam/water
Max. viscosity of fuel oil 600cSt at 50C The boiler mountings are mainly mounted on top of the boiler body in mixture is discharged into the steam space where the heavier water
Density of fuel oil 991 kg/m3 at 15C order to allow a simple connection to the piping systems on board the particles separate from the steam and flow back into the water.
Fuel oil temperature before pre-heater 60 C ship.

The boiler is designed so that approximately half of the steam is
Fuel oil temperature at burner inlet 140C generated in the pin-tube elements and the rest by radiation in the furnace,
The control system supplied with the MISSION OS boiler unit
Air excess No. at 100% load 1.2
provides fully automatic operation of the boiler and burner.
Flue gas temperature (clean boiler) 442 C Steam space
Air consumption at 100% load 7438 kg/h Boiler Pressure Part
Flue gas flow (approx.) 7899 kg/h The steam space in the oil-fired boiler is designed to absorb the shrink
The pressure part of the MISSION OS boiler is designed as a vertical and swell volumes. However, it is advisable to avoid sudden and large
Data for burner
cylindrical boiler with a shell surrounding a cylindrical furnace, and a load variations as this might create instability in the steam system, and
Pressure atomize,
Burner type convective section consisting of pin tube elements. cause level alarms.
modulating
Model KBO-R50M
The pin tube elements consist of an outer tube enclosing the pin tube. It is very important to note that : A boiler plant consisting of one or
Capacity (min. / max.) on diesel oil 153 / 441 kg/h more exhaust gas boiler using the steam space in the MISSION OS
The pin tube is a plain seamless steel tube provided with an inlet pipe at
Capacity (min. / max.) on fuel oil 153 / 461 kg/h boiler is not designed for simultaneous operation in its basic design. In
the bottom and an outlet pipe at the top. A large number of pins are
Data for water level operation (Normal water level : 0 mm) welded around the outside of the tube creating an extended heating some cases the volume of the steam space should be enlarged.
Too high water level alarm +180mm surface. This extended heating surface transfers heat from the flue gas to
High water level warning +150mm the steam/water mixture in the pin tube. Gauge Board
Low water level alarm -180mm
The furnace floor consists of a steel plate protected from radiation of heat The function of the gauge board is to control the burner and to give alarm
Too low water level alarm & burner off -225mm
by refractory. The furnace bottom is provided with a socket for the and shut down for low and high steam pressure.
draining of washing water.
- A pressure gauge is fitted for analogous reading of the actual steam
pressure in the boiler.

One or two blow-down valves are mounted at the bottom of the boiler The burner housing is mounted on the boiler front with a hinged flange
- A pressure switch "high steam pressure" gives shut down and cut-off body. Depending on the boiler size two valves are provided in each that can be turned either to left or right. In case of burner swing out
the burner when the steam pressure rises above the pre-adjusted set group, one shut-off valve and one shut-off/non-return valve. The shut-off during operation a micro switch stops the burner.
point. The pressure switch locks the burner in stop mode. Operation function is for security and the non-return function prevents steam/water
of the burner is only possible when the steam pressure falls below the from flowing into an empty boiler by mistake. The electrical fan motor is fitted on the side of the housing and is directly
differential set point of the pressure switch and the shut down connected to the fan wheel. A pressure switch monitors and secures
function is reset. Air valve against too low combustion air pressure. The oil pump is a gear-wheel
The air/ventilation valve located on top of the boiler is a shut-off valve. It pump with a separate pressure regulating valve providing an operating
- A pressure transmitter connected directly on the boiler converts the is normally closed except when the boiler is being filled or completely pressure up to 30 bar. In case of too low oil pressure after the pump a
actual steam pressure of the boiler into corresponding electric signals. drained. The end of the drain pipe from the air valve must be visible in pressure switch shuts down the burner.
The signals are used to give alarms for low/high steam pressure and order to determine when water or steam is coming out.
shut down/burner cut-off for high steam pressure. The signals also A combustion head and diffuser disc are placed in front of the nozzle
control start/stop and modulation set point of the burner. Furthermore, Scum valve with the purpose of mixing air and oil mist into a suitable mixture.
the pressure transmitter can be used for remote steam pressure The scum valve is mounted at the top of the boiler body. In the event of
indication. scum in the boiler, the scum can be blown off from the water surface by The oil is supplied through a ring line system and connections to the
opening this valve. Two valves are provided, one shut-off valve and one burner unit are made of flexible hoses. Before the fuel oil reaches the oil
Mountings shut-off/non-return valve. pump it passes a filter and a gas/air separator.
The following is a brief description of the most important items of the Sample valve Heavy fuel oil is heated in the pre-heater. The oil atomising temperature
boiler mountings. The components mentioned in this section refer to the A sample valve is installed enabling connection to a sample cooler for is controlled by an electronic regulator which has to be set so that the
general arrangement drawing of the boiler. taking test samples to perform boiler water analyses. viscosity of the heavy fuel oil at the nozzle is between 7.5~10 cSt.
Safety valves Inspection hole Heating cartridges are placed in the oil pump, solenoid valve, and nozzle
Two safety valves are fitted to the pressure vessel of the boiler. They are A small inspection hole is provided in the furnace wall to enable head in order keep a sufficiently high temperature close to the nozzle.
installed for security reasons, and designed to prevent the boiler pressure inspection of the burner flame. A proportion of the air supply is bled off
from rising above the design value. The safety valves must be supplied from the burner fan to cool the window of the inspection hole, and The burner operation is handled by the control system. Electric signals
with waste steam pipes and either expansion devices, or bellows. prevent soot deposits. corresponding to the pressure gauge board signals are processed in the
control system. Start/Stop signals as well as load regulation impulses are
Main steam valve Manhole then send to the servo Motor which drives the oil regulator and air
The main steam valve is a shut off/swing check valve. When closed, it A manhole at the boiler top allows inside inspection of the pressure dampers. In the event of fault conditions the oil supply is always
isolates the boiler from the main steam line. When open, it prevents vessel. Access to the furnace is gained by swinging out or removing the immediately interrupted.
steam from flowing backwards into the boiler. burner unit.
The oil regulator regulates the oil flow through the nozzle by increasing
Feed water valve / feed water valve Hand holes or decreasing the flow resistance. This causes that more or less oil to be
Two groups of feed water valves are provided in the boiler. Each group Four hand holes are distributed regularly around the circumference of the pressed through the nozzle as the supply pressure from the oil pump is
comprises a shut-off valve and a non-return valve. The shut-off valve in boiler and at the bottom of the shell. These hand-holes enable inspection constant. The air dampers are connected via separate cam discs. The
the ordinary group must be open when the boiler is in operation. The of the bottom part of the boiler between the furnace and boiler shell. cams have adjustable spring bands which are moved by means of
shut-off valves should be closed when the boiler is not in use. adjustable socket screws. This provides for the regulation of the air
Drain for furnace quantity in proportion to the oil quantity fired. The setting of the spring
Water level gauges The furnace bottom is provided with a furnace drain valve for draining of band is determined by flue gas measurements in various load positions.
Two local water level gauges are connected to the front of the boiler, the washing water.
each gauge being provided with two shut-off valves and a drain valve. When the burner starts, and the ignition sequence step is reached, and the
The shut-off valves, fitted at the top and bottom of the sight glass, have a 4. Burner oil flame is ignited by means of the two ignition electrodes which are
quick-closing mechanism to be used in case of broken glass. The pipes connected to a high voltage ignition transformer. The electrodes are
from the drain cocks on the water level gauge must lead to an open drain, The burner is a pressure jet burner of the monoblock type designed for mounted just above the oil nozzle.
visible for inspection. modulating operation. It is capable of burning Diesel Oil (DO) at a
viscosity of min. 4 cSt. at 5 C, or Heavy Fuel Oil (HFO) at a viscosity of
Blow-down valve / blow-down valve max. 380/700 cSt. at 50 C.

Flame failure during start-up and normal operation is detected by photo b) Add feed water until the solution is visible in the water gauges q) Inspect the boiler and remove any remaining deposits and
cells mounted on the burner unit and coupled to the control system. above lower water level. foreign substances.
Should there be a loss of flame, the flame failure equipment will
automatically shut down the burner. c) Close the feed water valve (with the pump stopped). r) Finally, new gaskets are to be fitted in all hand- and manholes
before refilling the boiler with water to the upper edge of the
5. Water Level Control System CAUTION Low water level.
Never fill feed water into the boiler if the temperature difference
The water level control is a modulating system at this type of boiler. The between the boiler and the feed water exceeds 50C. The boiler is now ready to be put into service.
system is illustrated. The system consists of one independent safety
device electrode for too low water level shut down and burner stop. For d) Raise steam pressure slowly to working pressure, and keep the NOTE
measuring and control of the water level, one capacitance level electrode pressure for approx. 3-4 hours with closed main steam valve. During the first two weeks in operation we recommend carrying out
is provided. It is used to give water level alarms/shut-downs and for frequently skimming and bottom blow down to remove any impurities
control of the regulating feed water valve. e) Scum until water level is between Normal water level and entering the boiler from the pipe system.
High water level.
The water level control system consists of a level electrode and a level 7. Cleaning pin- tube elements
switch. By this procedure grease and other impurities are removed from the
internal surfaces of the boiler. In order to keep the heat transfer area sufficiently clean, the boiler has
The level electrode is mounted in an electrode stand on top of the boiler, been designed with a high flue-gas velocity through the pin-tube
and the level switch is placed inside the control system. Depending on f) Start skimming by opening the scum valve, and lower the water elements. Therefore fouling should be minimized, under normal
the rules of the classification society, the boiler can be provided with one level to lower edge of Normal water level mark. circumstances, with correct combustion.
or two sets of safety devices. The function of the safety device is to
continuously supervise the water level in the boiler and subsequently g) Close the scum valve. After a certain time in operation, soot deposits will accumulated inside
give a shut down and cut out of the burner if the water level is too low. the boiler. The quantity of soot and the time for their forming depends on
h) Refill the boiler with feed water and start skimming again at factors such as oil quality, boiler load, and burner adjustment. It is
The combination of a level electrode and a level switch provides a fail- intervals of 30 minutes for a period of two hours. impossible to specify exact time intervals in which the boiler should be
safe protection against a first fault, i.e. the system will still continue to soot cleaned. However some general guidelines are given below.
provide the safety function even after a first fault. i) Stop the boiling out procedure by switching off the burner.
There are three (3) methods to check if soot cleaning is necessary:
The self-monitoring design ensures an interruption of the burner circuit j) Let the boiler water rest for about five minutes.
in case of a failure of the electrode, supply cables, level switch, or in the - Inside inspection
power supply. k) Carry out a final skimming. - Check of the flue gas temperature. The boiler should be cleaned if
the flue gas temperature is approximately 20C above the temperature
6. Boiling Out l) Blow off the boiler water by opening the blow down valves. for a clean boiler.
- Check of pressure loss. The boiler should be cleaned if the pressure
Before putting the boiler into operation for the first time, it should be m) Remember to open the air escape valve. This is to avoid a loss is approximately 20 mm WC above the pressure loss for a clean
boiled out to remove all protecting remedies and impurities on the boiler vacuum in the boiler when the boiler pressure decreases to boiler.
waterside. The boiling out procedure is recommended to be carried out as approx. depressurised/atmospheric pressure.
described below: It is recommended to keep a consecutive record of the flue gas
n) Open the manhole and let the boiler cool down to approx. temperature and the pressure loss related to different boiler loads for a
CAUTION 100C. clean boiler. These original data should be used for comparison, and it is
Extreme care should be taken while handling the chemicals. The recommended to plot the measurements in a chart like the one shown in
person handling the chemicals/solution should be properly dressed / o) The boiler is to be flushed with clean water on the boiler illustrator. In this way it is possible to monitor the fouling condition of
protected. waterside when the temperature has decreased. The flushing the pin-tubes and determine when they need to be cleaned.
should remove any remaining impurities.
a) Fill the boiler with a solution consisting of 4-5 kg p) Dismantle the bottom blow down valves, for cleaning and
trisodiumphosphate Na3PO4 per 1000 kg water. The chemicals inspection. Deposits and foreign substances will usually be
can be added through the manhole. accumulated in these valves and cause leaking if not cleaned.

Fig 1 : Check scheme for flue gas measurements d) If loose particles or soot are found on the furnace floor remove l) Ensure that all the washing water is drained away and that any
them. loosened deposits are removed from the furnace floor by visual
inspection of the furnaces inside.
e) Open the furnace drain valve and check that the pipe is not
blocked. If the drain pipe at the furnace bottom is provided with m) Mount the inspection hatches on the smoke outlet box and
a plug this must also be removed. secure them.
kU~j
v j
v U f) Unlock and remove the inspection hatches of the smoke outlet n) Swing the burner back into position and dry out the boiler by
box located on top of the boiler. starting the burner fan in manual operation for approximately 15
minutes. It is essential that the boiler is dried out immediately
g) Start water washing using a hand water lance inserted through after water washing. This is because soot formations produced
kU the inspection hatch of the smoke outlet box and direct the jet of by an oil burner contain sulphur compounds. Any residual soot
water directly at each of the vertical uptakes. At first, the water and water will therefore react chemically to form a highly
supply should only be slightly opened, just enough to allow a corrosive sulphuric acid.
small amount of water to ensure that the drain is working
W XW YW ZW [W \W ]W ^W _W `W XWW
properly. o) Check that the furnace drain pipe has not become blocked and
sL close the drain valve. If the drain pipe at the furnace bottom is
WARNING provided with a plug it will be necessary to swing out the burner
When the pin-tube elements are water washed, there is a risk of again to insert the plug.
generating steam. It is therefore very important that all personnel are
Water washing procedure
outside of the smoke outlet box, in order to avoid being burned by CAUTION
steam. The refractory in the furnace must be slowly heated up in order to
The most effective way of soot cleaning is water washing, as most
allow the water absorbed by the refractory evaporate slowly.
deposits consist mainly of non-soluble particles held together by a water
soluble bonding material. Water washing will have the following h) When it has been ensured that the washing water is running
benefits: freely down through the drain system, increase the water flow p) Within the first hour; start the burner at minimum load for one
and flush carefully over each tube for 20-30 seconds. The water minute. Then stop it and wait for three minutes before restarting
- Dissolve the bonding material. flow should be approximately 50 l/min at a water pressure it again.
- Washes the loosened insoluble deposits away. between 4-6 bar.
q) Within the second hour; start the burner at minimum load for
Water washing must be carried out when the oil burner is stopped and the NOTE two minutes. Then stop it and wait for two minutes before
boiler gas has been cooled down. However, the boiler should be warm Care should be taken not to let water be in contact with the burner restarting it again.
enough for the water to evaporate so that the pin-tube elements and throat refractory.
furnace will not remain moist after washing. r) Within the third hour; start the burner at minimum load for two
i) It is important to check that the drain and soot collecting system minutes. Then stop it and wait one minute before restarting it
Both fresh and sea water can be used. However, if sea water is used, the are working properly during the whole water washing procedure. again.
boiler must be thoroughly washed afterwards with fresh water in order to
remove all salt deposits. Where deposits are highly corrosive or bonded, j) When the water washing has begun, it must be completed until s) Finally start the burner at minimum load and let it operate at
a soaking spray with a 10% soda ash solution is advisable before the pin-tube elements are thoroughly washed and all deposits that load for the next two hours.
washing. are removed. This is due to the fact that some types of coatings
harden and accordingly get very difficult to loosen when they t) The boiler can now be brought back into normal service. During
a) Ensure that the oil burner is stopped and remains stopped. have been saturated and then dry out. normal operation check that the flue gas temperature is now
within the correct limits.
b) Wait a minimum of time allowing the boiler to cool (below k) When the water washing has been completed, the pin-tube
100j) elements and furnace floor must be cleaned with alkaline water
because the washing water is very corrosive.
c) Unlock the burner unit and swing it out of the furnace.

4.9.2 Boiler Operating 2. Start and Pressure Rise 3. Boiler Stop
1. Start-Up The following work procedures must be followed during start-up of the Normal boiler shut-down
boiler:
When the boiler is started, the lighting-up rate of the boiler must not be If necessary, the boiler can be shut down at any load without special
accelerated too quickly, as this could cause an unnecessary overstrain of a) Check that the gauge board valve and pressure gauge valves are preparations.
the boiler material by quick and uneven temperature rises. It might be opened.
necessary to perform a number of start/stop sequences to reduce the time NOTE
of the lighting-up rate. b) Check that the air valve is open if the boiler pressure is below 1.0 When the boiler is stopped, temperature and pressure drops should be
bar. avoided as they might expose mountings, pipe lines, and the boiler plant
CAUTION to inadmissible temperature gradients.
At the commissioning start-up of the boiler and after any repair work c) Start the burner on manual control and on low load. Check that
of the refractory, it is very important to further reduce the time of the the water level does not rise too high while the pressure is rising. a) When minimum load is obtained, stop the burner.
lighting-up rate. This is because the new refractory still contains a
small amount of water. When heated the water vaporizes and expands d) Drain via the blow down valves if the water level is too high. b) Keep the water level at normal level until the boiler stop
which may cause fissures and cracks in the refractory. The burner must producing steam.
therefore only be operated at minimum load and in intervals of e) If the air valve was opened close it when only steam blows out. A
1~2minutes for the first hours. Between each operation interval the pressure reading should be indicated on the boiler pressure gauge c) Stop the feed water pump and close the feed water valves.
burner should remain stopped for approximately 8~10 minutes. before the air valve is closed.
d) Close the main steam valve.
Before start-up of the boiler plant, some general work and check f) Tighten all covers such as manholes, hand holes, inspection doors,
procedures must be considered. etc. while the pressure is rising. If required, check all flange joints Emergency shut down
on the plant.
a) Check that the main steam valve, bypass valve, circulation valves (if
The boiler must be taken out of service immediately if:
provided), scum valve, and blow-down valves are all closed. g) Change to automatic control of the burner when the boiler
pressure is 0.5 bar lower than the working pressure of the boiler. - Parts of the heating surface have been glowing or the boiler shows
b) Open the feed water valves and the air valve. Fill the boiler with
recognizable deformations. The supervising authorities must be
feed water to approximately 50mm below normal water level. The h) Open the by-pass valve slowly to heat-up and pressurise the steam informed, and the boiler must not be used until approval from these
water level rises due to expansion when the boiler is heated. If the system. If the boiler is not provided with a by-pass valve, the authorities is available
temperature difference between the boiler and feed water exceeds main steam valve should be used to heat-up and pressurise the
approximately 50j, the boiler must be filled very slowly. steam system. - A substantial loss of water is noted
NOTE i) Open the main steam valve and close the by-pass valve. - The feed water system is unable to provide the necessary amount of
When filling a pressure-less boiler, the shut-off valve after the feed feed water, e.g. due to failure of parts
water pump must be throttled. Otherwise the pump motor will be j) Open the valves to the steam consumers carefully in order to
overloaded. avoid water chocks. - The safety valve cannot function
c) Check the water level in the water level gauge. Check frequently k) When the boiler is in normal operation, check that the water level - Sudden cracks or damage are noted in the refractory, and if steam or
during the complete start-up. The water level gauges should be control system and the gauge board functions are fully operational. moisture is coming out of the refractory
blown down several times to ensure a correct indication.
NOTE - Oil in the feed water is detected
d) Check that the water level control system is connected and After 3~4 weeks in operation, mud and deposits in the piping system
operational. may have accumulated in the boiler water. This may cause level - Too high salinity level is detected
variations which disturb the steam generation, and it is therefore
e) Check the oil system and start the fuel oil supply pump. Pre-heat the recommended to blow down the boiler. It should then be inspected,
fuel oil if the burner should operate on heavy fuel oil. cleaned, and refilled with boiler water.
f) Check the burner and the safety functions according to any separate
instruction.

If an emergency shutdown must be carried out, the fuel supply should be Wet Preservation The VCI is a water soluble chemical which partly evaporates and
stopped. The main steam valve should be closed gradually, and the boiler protects both the water and steam spaces of the boiler. It should be able
must be cooled. The safety valves must not be operated. Parallel working While dry preservation is a question of draining off water to avoid to eliminate the need for complete drainage and/or application of
boilers should be disconnected at once corrosion, the principle of wet preservation is to prevent oxygen from nitrogen, and may in particular be interesting when a forced circulation
entering the boiler. type exhaust gas boiler is installed in the steam system. The boiler must
4. Preservation of the Boiler This method can be used for a short period of lay-up (1-3 months). be effectively sealed from the atmosphere to maintain the corrosion
protection.
If the boiler is to be shut down for a period of 1-30 days, it should be top a) The boiler is filled with treated boiler water and hydrazine is added
filled to prevent corrosion. Before top filling, it should be cleaned from until an excess of 100-200 ppm is obtained. The VCI is offered by various chemical companies and must be used in
soot deposits. accordance with their recommendations.
b) The water should be circulated continuously or at least once per
If the boiler is to be shut down for more than one month, different week to avoid corrosion from any penetration of oxygen, and it is
methods to prevent corrosion can be applied: necessary to check the hydrazine concentration and add the
- Dry preservation. necessary amount to have an excess of 100-200 ppm. Other
- Wet preservation. oxygen binding agents can also be used.
- Nitrogen preservation.
- VCI preservation. The pH-value should be 9.5-10.5.
The work procedures related to each of these preservation methods are NOTE
described in the following: If there is any risk of the temperature falling back below 0C, this
method should not be used to avoid frost damages.
Dry Preservation
As this preservation method involves applying hydrazine to the water
When this method is applied the boiler should be totally emptied off inside the boiler, the boiler must be completely drained and refilled with
water and dried out. fresh water before taken into service again.
a) Empty the water/steam contents inside the boiler by means of the Nitrogen Preservation
bottom blow down at a boiler pressure of 3-5 bar. Open the boiler
when it is depressurised and drain off any remaining water. The boiler should be drained, dried and sealed.
b) Manhole doors and hand hole covers should be opened when the a) Make a connection point to the bottom of the boiler and open the
boiler is still hot. If there is water left in the bottom of the boiler it air escape valve on top of the boiler.
must be removed, e.g., by using a vacuum cleaner.
b) Connect cylinders with nitrogen to the bottom connection point via
c) If the boiler is cold, drying of the boiler can be done by either a reduction valve and purge the boiler until there is no oxygen left.
circulating dried air from a fan or by placing bags of silicagel
inside the boiler. c) Close the air escape valve.
d) Before the manhole doors and hand hole covers are closed, place a d) Leave a cylinder with nitrogen connected to the boiler via a
tray with burning charcoal to remove oxygen. As soon as the tray reduction valve and keep an overpressure of approximately 0.2bar
with charcoal is in position, close the manhole doors and hand hole inside the boiler.
covers using new gaskets.
VCI Preservation
e) Alternatively, a small steam phase inhibitor can be added to the
boiler after cooling and careful draining. Afterwards the boiler An alternative to the above mentioned preservation methods may be the
should be closed completely. use of a so-called Volatile Corrosion Inhibitor (VCI).


Illustration 4.9.3a Steam Gen. & Feed Water System
To Funnel Top To Funnel Top To Funnel Top To Funnel Top
To/From
SG267
SG268
7.0 bar Steam
Gauge Board
Gauge Board
PI PI Service
PT
SG262
SG261
C31
C31
C432
C432
C431 C431
Gauge Board
Gauge Board
Sett. Sett. DPS PS PI PT DPS PS PI PT
12.5 bar 12.5 bar
SG265
SG263
C331
C331
C431
C431
C331
C331
C431
C431
C1 C301 C1 C301 PICAHL
SM7
C10
C10
SG266
SG264
PC
C2 C14 C2 C14
SM8
11 11 C1 C301 C1 C301
(2.0 T/H x 7 bar)
(2.0 T/H x 7 bar)
C10
C11
C12
C10
C11
C12
C15
C15
No.2 E.G.E.
No.1 E.G.E.
LIAHL LIAHL
LI LI
C55 C55 SM28 SM28
V4 V3 ECC V4 V3 ECC
Sett. C21 Sett. C21
SG271
SG118 9 bar SG112 9 bar
LT LT
V304V303 V304V303
C53 C53 C6 C5 C6 C5
C17 C18 C17 C18
C9 C9
SG054
C308 C307 C7 C8 C308 C307 C7 C8
SG277 SG276 SG275

From 6.9 bar From 6.9 bar
SG117
SG111
Steam Service Steam Service
SG273
SG274
C26 C26
C24 C24
F
SG116
SG110
C25 No.2 C307C308 C25 No.1 C307C308
Aux. Boiler Aux. Boiler
(6.0 T/H x (6.0 T/H x
SG284 SG283
SG282 SG281
C19 7 bar) C7 C8 C19 7 bar) C7 C8
(1st Deck (P)) (1st Deck (P))
Near
Scupper Near
P/P Auto. P/P Auto. Scupper
Stand-by SG223 Stand-by SG219 To Dump To Cond.
Start Start
SG221 SG217 To Funnel Condenser/ System
DPICL DPICL From To Condensate To Condensate
DPT DPS Top Drain Cooler
SM2 SM1 System System
SG220 SG216 Control
Air
SG222 SG218
SG303 SG304
From Dump
Condenser/
XS XS Drain Cooler
SG101
SG102
SG103
SG104
From Cargo
Comp. Room From From Hot &
Control Cold Water
SG541
SIAH Air System SG108 SG107
SG208
SG212
SG207
SG211
SG206
SG210
SG205
SG209
SM20 PCL
PS PS
SM13
SD SG106 PCL SG542
SM11
SG105
PI PI PI PI SG501 XS
ODAH
OD
Boiler
No.4
No.3
No.2
No.1
SM25
LCAHL LC PI PI
Water
S
SM21 SM24
SG502 Sample
No.1
No.2
PI PI PI PI SG508 SG506
F
Cooler
SG503
(M25)
SG204
SG203
SG202
SG201
LT SG038 SG509 CP CP
SGLG1
Cascade Tank With
SG002
Observation Tank SG003
Key
TI (6.0 m3) 40%:Open
Boiler Water Circulating Pump SG001 No.2 No.1 Near
(2nd Deck (P))
50%:Close
Chemical Dosing
Steam Line
(20 m3/h x 35 MTH) To Waste Scupper
(2nd Deck (P)) Oil Tank SG504 Aux. Boiler Feed Water Pump Unit (M23) Condensate Line
(16 m3/h x 140 MTH) Fresh Water Line
To Bilge Located on 1st deck AFT side.
Holding Tank Drain Line

4.9.3 Aux. Boiler Feed Water System Feed water is normally supplied through feed water regulator but it can When possible, the boiler should be shut down for examination of the
also be supplied through a separate auxiliary line which can be used in an steam and water spaces.
1. General emergency.
After repair, flush the drain line of the defective service and clean the
The aux. boiler feed water system is the part of the steam generating Boiler water chemical treatment is administered by injecting chemicals, drain trap. Clean the dump condenser/drain cooler, the salinometer,
plant that circulates feed water from the cascade tank into the boiler via from the dosing unit, directly to the auxiliary boiler steam drum using a observation tank and the oil content monitor probe and check that the
the aux. boiler feed water pumps. chemical dosing unit. monitoring and alarm systems function correctly.
The amount of water fed to the boiler is automatically controlled by the Cascade Tank 2. Capacities and Ratings
feed water regulating valve, in accordance with the variation in water
level in the steam drum and aux. boiler steam pressure. The condition of the feed water is continuously indicated to a salinometer, Boiler Feed Water Pumps
situated in the supply line from the cascade tank to the feed water pumps. Maker: Shinko Ind. Ltd.
Two boiler feed pumps take suction from the cascade tank and each is This activates an alarm if high salinity is detected in the water. No. of sets: 2
capable of supplying the boilers at a rate of 16m3/h against a pressure of Type: Horizontal, Centrifugal
14.0 bar. These pumps are normally operated with one pump in operation Exhaust steam from the economizer steam dump line and other steam Model: SHQ50MH
and the other on standby. The standby pump will cut in on the failure of a drains systems is condensed in the dump condenser/drain cooler which is Capacity: 16 m3/h x 14.0 bar
running unit. cooled by water from the central cooling FW system. Motor: 22kW, 3555rpm
The boiler water circ. pumps are designed to supply the economizers The condensate and drain then flow to the cascade tank via an Boiler Water Circ. Pumps
need during normal sea going conditions when the boilers have been shut observation tank. Condensate flowing through the observation tank is Maker: Shinko Ind. Ltd.
down and only the exhaust gas economizers are on line supplying at sea monitored for oil contamination by means of the oil detection system and No. of sets: 4
steam demand. Two of four boiler water circulating pumps take suction if any contamination is detected an alarm sounds allowing the Type: Horizontal, Centrifugal
from the aux boiler water drum and each can supply the duty contaminated returns in the observation tank to be manually diverted to Model: BT40-5
economizers at a rate of 20.0 m3/h against a pressure of 3.5bar. the bilge primary tank. Any floating sediment in observation tank can be Capacity: 20 m3/h x 3.5 bar
drained through a scum line to the waste oil tank. Motor: 5.5kW, 3525rpm
The amount of water fed to the economizers is automatically controlled
by the feed water regulating valves also, in accordance with the variation Water from the cascade tank provides the feed water pumps with a 3. Preparation Procedure for the Boiler Feed Water System
in water level in the economizers and steam pressure by economizer positive inlet pressure head at the pump suctions. The outlet temperature
control panels. from the dump condenser/drain cooler is designed to be maintained at a) Ensure that the boilers and the exhaust gas economiser to be
80C. used are ready for operation and the cascade tank is full and that
When only the economizer is producing steam, one of the boiler water the auxiliary boiler feed water make up is available.
circ. pumps is operating and the other is on standby. There is direct Oil Contamination
connection from the boiler water circ. pumps to the economizer as the b) Check that all of the valves to the system instruments and
feed water is supplied to the auxiliary boilers. As the water rises through If oil contamination occurs, divert the returns to the bilge holding tank by gauges are open and that the instrumentation and gauge are
the economizer and receives energy from the exhaust gases it is opening the observation tank drain valve (SG503). The observation tank functioning correctly.
converted into a mixture of saturated steam and water. Then the water is scum valve (SG502) must be opened to remove oil from the observation
separated out in steam space. As the economizer is using other water is tank. c) Ensure that the auxiliary boiler feed water pumps are switched
used in the main steam generating plant, there is need to supply a over to remote operation. At the IAS, select one pump for duty
separate chemical treatment inlet. Check the drain on the drain traps of all the steam services until the and switch the other to standby
defective service is located, then isolate for repair. If any oil is noticed in
Should steam demand fall for any reason, the feed water regulator valve the observation tank it should be assumed that some oil could also have d) Set the valves as in the following table.
will automatically reduce the amount of water fed to the boiler but the entered the boiler and economizer, and steps should be taken to scum this
feed pumps will continue to operate normally. Each boiler feed pump oil from the boiler and economizer. Valve Description Position
and boiler water circ. pump is therefore designed to return a small Cascade Tank Outlet Valve to Feed
amount of its discharge back to the cascade tank to prevent the pumps A water test should be carried out to monitor any effect the oil SG001 Open
Water Pumps
from overheating in this eventuality. contamination might have had. The boiler feed treatment should also be
adjusted in line with any change in boiler water condition.

Illustration 4.9.3a Steam Gen. & Feed Water System
To/From
SG267
SG268
7.0 bar Steam
Gauge Board
Gauge Board
PI PI Service
PT
SG262
SG261
C31
C31
C432
C432
C431 C431
Gauge Board
Gauge Board
12.5 bar 12.5 bar
SG265
SG263
C331
C331
C431
C431
C331
C331
C431
C431
SM7
C10
C10
SG266
SG264
PC
C2 C14 C2 C14
SM8
11 11 C1 C301 C1 C301
(2.0 T/H x 7 bar)
(2.0 T/H x 7 bar)
C10
C11
C12
C10
C11
C12
C15
C15
No.2 E.G.E.
No.1 E.G.E.
LIAHL LIAHL
LI LI
C55 C55 SM28 SM28
V4 V3 ECC V4 V3 ECC
Sett. C21 Sett. C21
SG271
LT LT
V304V303 V304V303
C53 C53 C6 C5 C6 C5
C17 C18 C17 C18
C9 C9
SG054
C308 C307 C7 C8 C308 C307 C7 C8
SG277 SG276 SG275

SG117
SG111
SG273
SG274
C26 C26
C24 C24
F
SG116
SG110
C25 No.2 C307C308 C25 No.1 C307C308
(6.0 T/H x (6.0 T/H x
SG284 SG283
SG282 SG281
C19 7 bar) C7 C8 C19 7 bar) C7 C8
Near
Scupper Near
Start Start
SG220 SG216 Control
Air
SG222 SG218
SG303 SG304
From Dump
Condenser/
XS XS Drain Cooler
SG101
SG102
SG103
SG104
From Cargo
Control Cold Water
SG541
SG208
SG212
SG207
SG211
SG206
SG210
SG205
SG209
SM20 PCL
PS PS
SM13
SD SG106 PCL SG542
SM11
SG105
ODAH
OD
Boiler
No.4
No.3
No.2
No.1
SM25
LCAHL LC PI PI
Water
S
SM21 SM24
SG502 Sample
No.1
No.2
F
Cooler
SG503
(M25)
SG204
SG203
SG202
SG201
SGLG1
Cascade Tank With
SG002
SG003
Observation Tank Key
TI (6.0 m3) 40%:Open
(2nd Deck (P))
50%:Close
Chemical Dosing
Steam Line

SG002 No.1 Feed Water Pump Suction Valve Open b) Ensure that the economisers to be used are ready for operation d) Start the selected boiler water circulation pump to each
and that all of the valves to instruments and gauges are open. economiser. An orifice is fitted on each feed water circulation
No.1 Feed Water Pump Discharge
SG101 Open inlet line before economiser. This will prevent a sudden loss in
Valve to Main Feed Line
c) Set the valves as in the following table. boiler steam pressure and water level.
No.1 Feed Water Pump Discharge
SG102 Closed
Valve to Auxiliary Feed Line e) Open each economiser air vent valve to ensure there is no air in
No.1 Feed Water Pump Return Valve the system and close when satisfied.
SG105 Open C7,C8
to Cascade Tank
C307, Economisers Drain Valves Closed
SG003 No.2 Feed Water Pump Suction Valve Open The aux. boilers firing will be stopped when the economisers can
C308
No.2 Feed Water Pump Discharge generate sufficient steam to supply the vessels demands.
SG103 Open C53 Economisers Circulating Inlet Valves Open
Valve to Main Feed Line
No.2 Feed Water Pump Discharge C55 Economisers Circulating Outlet Valves Open
SG104 Closed No.1 Auxiliary Boiler Outlet Valve to
Valve to Auxiliary Feed Line
No.2 Feed Water Pump Return Valve C19 Boiler Water Circulating Pumps Open
SG106 Open Suction
to Cascade Tank
No.1 Aux. Boiler Feed Water Flow No.1 Auxiliary Boiler Inlet Valve from
SG110 Open C21 Open
Control Valve Inlet Valve. Economisers Circulating Water
No.1 Aux. Boiler Feed Water Flow No.2 Auxiliary Boiler Outlet Valve to
SG111 Open C19 Boiler Water Circulating Pumps Closed
Control Valve Outlet Valve
No.1 Aux. Boiler Feed Water Flow Suction
W1 Operational No.2 Auxiliary Boiler Inlet Valve from
Control Valve C21 Closed
V3,V4 No.1 Aux. Boiler Water Filling Valves Open Economisers Circulating Water
No.2 Aux. Boiler Feed Water Flow SG201 No.1 Circulating Pump Suction Valve Open
SG116 Open No.1 Circulating Pump Discharge
Control Valve Inlet Valve. SG205 Open
No.2 Aux. Boiler Feed Water Flow Valve
SG117 Open No.1 Circulating Pump Return Valve to
Control Valve Outlet Valve SG209 Open
No.2 Aux. Boiler Feed Water Flow Cascade Tank
W1 Operational
Control Valve SG202 No.2 Circulating Pump Suction Valve Open
V3,V4 No.2 Aux. Boiler Water Filling Valves Open No.2 Circulating Pump Discharge
SG206 Open
Valve
e) The aux. boiler feed water system is now ready for operation No.2 Circulating Pump Return Valve to
SG210 Open
and the feed water pumps will automatically fill the boilers to Cascade Tank
the correct level and maintain this level provided that the water SG203 No.3 Circulating Pump Suction Valve Open
level control system is functioning correctly.
No.3 Circulating Pump Discharge
SG207 Open
Valve
4. Preparation Procedure for the Economiser Water Circulation
No.3 Circulating Pump Return Valve to
System SG211 Open
Cascade Tank
Assume that the exhaust gas economisers are operated with their SG204 No.4 Circulating Pump Suction Valve Open
generator engines and No.1 auxiliary boiler system selected as master to No.4 Circulating Pump Discharge
SG208 Open
be used for two exhaust gas economisers, No.2 auxiliary boiler selected Valve
as slave will be burned without circulation water through exhaust gas No.4 Circulating Pump Return Valve to
SG212 Open
economiser, that is , circulation inlet/outlet valves to be closed. Cascade Tank
No.1 Exhaust Gas Economiser
- Open
a) Confirm that the exhaust gas economisers are full fill of water to Circulation Isolating Valve
their correct operating levels and that the auxiliary boiler feed No.2 Exhaust Gas Economiser
- Open
water pumps are selected for remote operation. Circulation Isolating Valve
Illustration 4.9.4a Water Sampling and Treatment System
To/From
SG267
SG268
7.0 bar Steam
Gauge Board
Gauge Board
PI PI Service
PT
SG262
SG261
C31
C31
C432
C432
C431 C431
Gauge Board
Gauge Board
12.5 bar 12.5 bar
SG265
SG263
C331
C331
C431
C431
C331
C331
C431
C431
SM7
C10
C10
SG266
SG264
PC
C2 C14 C2 C14
SM8
11 11 C1 C301 C1 C301
(2.0 T/H x 7 bar)
(2.0 T/H x 7 bar)
C10
C11
C12
C10
C11
C12
C15
C15
No.2 E.G.E.
No.1 E.G.E.
LIAHL LIAHL
LI LI
C55 C55 SM28 SM28
V4 V3 ECC V4 V3 ECC
Sett. C21 Sett. C21
SG271
LT LT
V304V303 V304V303
C53 C53 C6 C5 C6 C5
C17 C18 C17 C18
C9 C9
SG054
C308 C307 C7 C8 C308 C307 C7 C8
SG277 SG276 SG275

SG117
SG111
SG273
SG274
C26 C26
C24 C24
F
SG116
SG110
C25 No.2 C307C308 C25 No.1 C307C308
(6.0 T/H x (6.0 T/H x
SG284 SG283
SG282 SG281
C19 7 bar) C7 C8 C19 7 bar) C7 C8
Near
Scupper Near
Start Start
SG220 SG216 Control
Air
SG222 SG218
SG303 SG304
From Dump
Condenser/
XS XS Drain Cooler
SG101
SG102
SG103
SG104
From Cargo
Control Cold Water
SG541
SG208
SG212
SG207
SG211
SG206
SG210
SG205
SG209
SM20 PCL
PS PS
SM13
SD SG106 PCL SG542
SM11
SG105
ODAH
OD
Boiler
No.4
No.3
No.2
No.1
SM25
LCAHL LC PI PI
Water
S
SM21 SM24
SG502 Sample
No.1
No.2
F
Cooler
SG503
(M25)
SG204
SG203
SG202
SG201
SGLG1
Cascade Tank With
SG002
SG003
Observation Tank Key
TI (6.0 m3) 40%:Open
(2nd Deck (P))
50%:Close
Chemical Dosing
Steam Line
4.9.4 Water Sampling and Treatment System

A chemical dosing unit is provided that injects chemicals into the boiler c) Place the chemicals in the tank and fill the unit with water
1. General feed line and economiser feed line using a metering pump which takes supplied from the fresh water hydrophore unit. Use the agitator
suction from the self-contained chemical tank. inside the tank to ensure the chemicals are well mixed with the
Chemical analysis and treatment of feed water is undertaken to prevent water.
corrosion and scale formation in the boilers and economiser and so avoid The tank is charged with the correct quantity of chemicals on a daily
degradation of the steam quality. Inadequate or incorrect treatment can basis with the amount used depending on the results on the daily boiler d) Slowly open the chemical injection valve on the boiler that is to
result in severe damage to the steam generation plant and constant water test and according to the manufacturers instructions. receive the chemicals.
monitoring is necessary to give early indication of possible
contamination of the feed water. 2. Operating Procedures e) Open the pump suction and discharge valves and start the
injection pump. Once running, adjust the stroke of the pump as
Chemical treatment and analytic tests must be undertaken in accordance Sampling necessary to allow the chemicals to enter the boiler over a
with the detailed instructions given by the chemical supplier and the period of time.
water characteristics maintained within the ranges specified. Test results a) Check that the cooling water inlet/outlet valves from the central
are to be recorded in a form that enables trends, and the effect of cooling fresh water system to the boiler water sample cooler are f) When chemical injection has been completed, switch off the
treatment, to be monitored. open and that water is flowing through the cooler. pump and close all the valves. Drain the tank of dosing unit for
any remaining solution.
Requirements for feed and boiler water b) Open the water sampling valve C9 on the boilers.
Unit Feed water Boiler water

c) Open the sampling valve (SG541 for No.1 boiler, SG542 for
Clear and No.2 boiler) and allow water to flow though the cooler before
Appearance - Clear and free of mud
free of mud collecting the sample to ensure the sample taken is actually
ppm water from the boiler and not water from the sampling line.
Hardness 0~5 -
CaCO3
Chloride content ppm Cl- <15 <100 d) After the sample has been collected, close the sampling valve.
ppm
P alkalinity 100 ~ 150
CaCO3 CAUTION
ppm Boiler water samples are taken from the boiler water drum and are
Total(T) alkalinity < 2xP alkalinity
CaCO3 therefore at a high pressure and temperature. Great care must therefore
PH value at 25C - 8.5~9.5 10.5 ~ 11.5 be taken whenever valves to the sample cooler are opened. All valves
must be opened very slowly.
Hydrazine excess ppm N2H4 0.1 ~ 0.2
Phosphate excess ppm PO4 20 ~ 50
e) Record the results of the boiler water analysis and interpret the
Specific density at 3 results to give the necessary information regarding the chemical
Kg/cm <1.003
20C treatment to be used. Record details of the chemical treatment to
Conductivity at be added to the boiler water.
PS/cm <2000
25C
Oil content NIL NIL NOTE
Always ensure that the analysis and treatment relate to the chemicals
The dissolved solids in the boiler water are controlled by use of scum currently being used on the ship.
lines in the steam drum and/or blow down valves in the water drum,
through which these impurities are discharged overboard. These systems Dosing Procedure
are an integral part of the boiler water treatment.
a) With all valves on the unit closed, open the drain valve and
The boiler is provided with a sampling connection which directs water to ensure the tank is empty of any water or previous chemicals.
a sample cooler which is cooled by water from the aux. central cooling After which close the drain valve.
FW system. A representative sample of the boiler water is taken, cooled
and analyzed using the test kit provided. b) Ensure power is available to the chemical dosing unit.
Illustration 4.9.5a Steam Service System (STBD)
To No.1 To No.2
Engineer's
To Steam To Steam To No.1 To No.2
Deck (S)
Workshop
Key
Service ine To Service ine Aux. Aux. IGG Main G/E AHU AHU
WO Service WO Settling Steam Line
(Port Side) Incinerator (Cargo Side) Boiler Boiler Dryer LO Settling
Tank for Tank for
1st
Condensate Line
(S)
Incinerator Incinerator Tank (S)
SL092
Drain Line
SL075
SL064
SL045
SL050
SL089
S
S
SL042
SL047
SL090 SL091
SL043
SL048
High Sea
Chest (S)
SL115
SL118
SL363 SL362
SL016
Steam Steam
SL365 SL364
SL015 Tracing Tracing
From A/B &
EGE
SL082
SL088
Hot Water
V05 V04
Calorifier
TC FO Heater TC FO Heater
V088 V088 Main G/E Jacket
OE46 SL112
No.1 Main G/E No.1 Main G/E CFW Preheater (S)
FO Heater FO Heater
V090 V090
V087
V087
SL093
V086
V086
M
M
B023
B023
FO Supply Unit (S) FO Supply Unit (S)
V082
No.1 Main G/E V082 No.2 Main G/E SL391

V085
V085
SL398
FO Inlet Filter FO Inlet Filter Steam Tracing
Steam SL397
V183 V183 SL392
No.1 Main G/E No.2 Main G/E Tracing
Steam
V081 FO Supply Unit (S) V081 FO Supply Unit (S) SL393
Tracing
Steam Tracing Steam Tracing
SL394
SL235
SL241
SL353
Steam Tracing
SL098
SL108
SL120
SL175
A/B FO
SL073
Supply Unit
SL100
SL107
SL123
TC TIC
SM30 Sett. 95 LP17 SL330
Sett. 85
Sett. 60
Sett. 45
TIC TT
SL054
SL096
SL101
SL104
SL110
SL117
SL124
SL027
SL060
TC TIC SL031 T
SL329
SM26 Sett. 98 OP17 No.1 Main G/E
TIC TT LO Purifier Heater Steam
SL035
SL099
SL109
SL119
SL001 Purifier SL328
SL010 T Tracing
No.1 HFO TC TIC Room (S)
Purifier Heater SM31 Sett. 95 LP18 SL327
SL012 Sludge
TIC TT
SL026 Tank (S)
TC TIC SL030 T
SM27 Sett. 98 OP18 No.2 Main G/E

TIC TT LO Purifier Heater
SL126
SL002 SL036 SL385
SL009 T
No.2 HFO TC TIC
Purifier Heater SM32 Sett. 95 LP19 SL383
SL013 TIC TT
TC TIC SL025
SL029 T
No.3 Main G/E SL384
SL074
SL078
SL079
SM28 Sett. 98 OP19

TIC TT LO Purifier Heater
SL003 SL034 Steam
Near High SL081
SL008 T SL386
No.3 HFO Tracing
(AFT-S)
Floor
TC TIC
Purifier Heater
SL014 SM33 Sett. 95 LP20
Sea Chest SL387
TIC TT
Dewatered (S)
SL028 Sludge Waste Oil
SL032 T
No.4 Main G/E Tank Tank SL388
HFO Service HFO Settling E/R HFO Tank (S)
LO Purifier Heater
SL037 Tank (S) Tank (S)
4.9.5 Steam Service and Condensate Systems y Sea Chest for High Exp. Foam SW Supply Pump 7 bar Steam System
y 2nd Deck (P)
1. General Valve Description Position
y 3rd Deck (P)
SG261 No.1 Aux. Boiler Steam Service Valve Open
The steam system is provided main steam line by passing through a main y 2nd Deck (C)
steam valve SG261 and SG262 branches PORT side and STBD side. SG262 No.2 Aux. Boiler Steam Service Valve Open
y Cascade Tank
SG054 Steam Control Valve To Dump Steam Operational
y HFO Deep Tanks (P)
The 7.0 bar steam system provides all the necessary steam to provide
heating and general purpose services throughout the vessel which are y Cargo Comp. Room & Elec. Motor Room During normal sea going duties, the steam consumption of the vessel
listed as follows: y Near Low Sea Chest (P) should be met by the exhaust gas economizer which is designed to
y Near Emergency Sea Chest produce saturated steam at 7.0 bar.
(See Illustration 4.9.5a, 4.9.5 b and 4.9.5c)
y Floor (AFT-S)
The quantity and quality produced should be adequate but in the event of
y Floor (P) low engine load or cold external temperatures, it may be necessary to
y To Incinerator
y HFO Service Tank (P) operate one of the auxiliary boilers to supplement the current supply.
y Waste Oil Service / Settling Tanks
y HFO Settling Tank (P)
y No.1 and No.2 Aux. Boilers
y LS HFO Tank (P) CAUTION
y Engineers Workshop (S) Whenever warming through steam lines great care must be taken to
y Steam Tracing Lines
y IGG Dryer avoid damage due to water hammer. It is essential that the drain valve is
y Main G/E LO Settling Tank (S) open and the drain trap working so that all condensate is drained from
Steam supplied for heating purposes to a heating element or trace heating the system.
y G/E LO Settling Tank (P) line gives up its maximum energy when it condenses back to water. The
y 1st Deck (S), (P) aim of any heating system of this type is to ensure that only condensed All lines, even heating lines, must be warmed through before the steam
y No.1 and No.2 Air Handling Units steam, or condensate, returns to the atmospheric condenser which, inlet valve is opened fully. For lines without separate warming through
therefore, acts as a drain cooler. valves the steam inlet valve must be cracked open initially until the line
y No.1, No.2, No.3 and No.4 Main G/E FO Supply Units
is warmed through and is up to operating temperature.
y Main G/E Jacket CFW Pre-heater (S), (P) All drains outlets from heating lines are fitted with a drain trap which
y No.1, No.2, No.3 and No.4 Main G/E FO Inlet Filters only lets water pass and therefore keeps the steam vapour in the heating
line until it has condensed.
y No.1, No.2 and No.3 HFO Purifier Heaters
y No.1, No.2, No.3 and No.4 Main G/E LO Purifier Heaters Condensate from the steam services is returned to the cascade tank,
y Sludge Tank (S) through a sea water cooled drains cooler called the dump cond./drain
y Purifier Room (S) cooler and an observation tank. As there is a possibility of contamination
from leaking heating coils inside fuel oil tanks or various system heat
y FO Overflow Tank (P)
exchangers, the condensate drains are segregated and checked in the
y Bilge Holding Tank (P) observation tank before they are allowed to return to the system in the
y Dewatered Sludge Tank cascade tank.
y Waste Oil Tank (S)
2. Operation
y Near High Sea Chest (S)
y High Sea Chest (S) Preparation for the Operation of the 7.0 bar Steam System
y Hot Water Calorifier
All low pressure steam services should be shut down when not required.
y HFO Service Tank (S)
y HFO Settling Tank (S) The following preparation of valves should be carried out prior to
y E/R HFO Tank (S) warming through the 7.0 bar steam system. Line drain valves to the bilge
should be open when the system is shut down and closed before warming
y Low Sea Chest (P)
through.
Illustration 4.9.5b Steam Service System (PORT)
Key 1st To Deck Service (S)
SLV18
Sett. To Deck Service (P) (To Cargo Comp. Room
80 G/E LO Deck (P)
Steam Line SL241 (HFO Deep Tanks (P)) & Elec. Motor Room)
SL237 SL238 Settling
SL250
Condensate Line Tank (P)
Drain Line Upper Deck
SL232
SL239
SL245
From Steam
Service Line
Cascade
(STBD Side)
Tank Steam
Tracing
SL332
SL128 SL095
Steam Inj. Nozzle (SLT18) SL246
SL097
SL103
SL333
SL127 SL106 SL132
To Condensate
No.2 Main G/E
TC FO Heater SL339 System
V088 SL368 Steam SL131
No.2 Main G/E OE49 To Condensate
Tracing
TC FO Heater No.1 Main G/E System From Steam Service
V088 FO Heater SL369
OE48 Line (STBD Side)
V090
No.1 Main G/E V087
FO Heater SL370
V090 V05 V04
From Steam Service
V087
V086 SL371 Main G/E Jacket

Line (STBD Side)
M
No.4 Main G/E CFW Preheater (P)

Steam Tracing
V086
B023
FO Supply Unit (P) SL372
SL359
M
V082
To Steam Dump
SL251
B023
SL373 Valve
V085
Steam
V082
Tracing
SL249
V183 SL374
V085
No.3 Main G/E No.4 Main G/E Steam SL358 SL356

FO Supply Unit (P) V081 FO Supply Unit (P) SL375 Tracing Steam
Steam Tracing SL357
Tracing
SL376
SL366
SL377 SL351 SL354 SL355
Steam Steam Steam
SL367 Tracing Tracing
Tracing SL378 Steam
SL352
Tracing
SL102
V183
V081
SL257
SL264
SL271
SL244
SL243
No.3 Main G/E
SL259
SL263
SL274
SL146
FO Supply Unit (P)
Steam Tracing
Sett. 85
Sett. 60
Sett. 45
SL256
SL260
SL262
SL266
SL269
SL275
SL231
SL252
SL255
SL216
M
No.3 Main G/E To Bilge
M
FO Inlet Filter Water
SL258
SL265
SL268
2nd 3rd 2nd
Near Em'cy Deck (P) Deck (P) Deck (C) Separator
Sea Chest Bilge Water Heater For
No.4 Main G/E Prehater SDWU
FO Inlet Filter
SL197
SL195
SL343
SL209 SL253
SL342
SL208
SL254
SL344
SL227
SL240
Steam
SL220
SL233
SL341 Tracing
Near Low FO Floor Bilge SL340

Low Sea Sea Chest For Sea Chest (P) Overflow (P) Holding
Chest (P) High Exp. Foam Tank Tank HFO Service HFO Settling L/S HFO Tank (P)
SW Supply Pump Tank (P) Tank (P)
Illustration 4.9.5c Condensate System
Key From Glycol From No.1 From No.2 From FWD From From
Water Heater Main G/E Aux. Boiler Aux. Boiler Main G/E Waste Oil Waste Oil HFO Tanks No.2 AHU No.1 AHU
Condensate Line IGG
LO Settling LO Settling Service Tank Settling Tank
Fresh Water Line Dryer
Tank (P) Tank (S) For Incin. For Incin.
Drain Line From Steam
CD144
CD124
Steam Service System
CD145
CD125
CD163
Tracing Steam Tracing
CD129
CD130
To Cascade Tank CD255
Air Vent CD250 Steam Steam
CD251
CD252
CD231
CD232
CD233
CD256
Tracing Tracing
CD132
CD133
From Dump Steam
No.2 Main G/E FO Supply Unit (S) No.1 Main G/E FO Supply Unit (S)
From Steam Gen. &
Feed Water System
No.3 Main G/E FO Supply Unit (P) B024 V089 B024 V089
CD195

V089 B024 FO Heater FO Heater
No.1 Main G/E
FO Heater CD174 CD050 B025 V091 B025 V091
Dump Cond./ No.3 HFO No.1 HFO No.2 Main G/E No.2 Main G/E
V091 B025 Purifier Heater Purifier Heater CD065 FO Heater FO Heater
Drain Cooler
No.2 Main G/E CD173 CD049 CD221
FO Heater CD054 B026 V092 B026 V092
CD196
No.2 HFO CD222 No.2 Main G/E No.1 Main

CD197 V092 B026 Purifier Heater FO Supply G/E FO
No.3 Main G/E Unit (S) Supply Unit (S)
CD053 CD223
Hot Water
Calorifier
Steam Tracing
FO Supply Steam Tracing Steam Tracing
Unit (P) CD224
Steam Tracing CD058 CD257 CD258 CD268
Purifier Room Steam
No.1 Main G/E LO CD225 Tracing Steam
CD247 CD259 CD269
Purifier Heater Tracing
CD032 CD226
CD248
Steam No.3 Main G/E LO CD057
Tracing CD062 No.2 Main CD212 CD213 No.1 Main CD214 CD215
Purifier Heater
To Cascade No.2 Main G/E LO CD227 G/E FO G/E FO
CD031 Purifier Heater
Tank CD182 Inlet Filter Inlet Filter CD131
CD210 CD211 No.3 Main No.4 Main G/E LO CD061
G/E FO Purifier Heater
Inlet Filter CD181
CD165
Steam Tracing
CD021 CD261
Steam
CD262 Tracing
CD241
CD242
CD243
CD244
CD091
CD263
CD264
CD265
CD217 CD216
No.4 Main Steam

V092 B026 G/E FO Tracing
Steam Tracing Supply Unit (P)
Steam Tracing
Steam Tracing
Steam Tracing
V091 B025
CD146 CD147
CD166 CD167
CD266
CD267
CD234
CD235
CD236
CD093 CD092 No.2 Main G/E CD098
CD228
CD229
CD230
CD034
FO Heater
V089 B024
Steam Main G/E Jacket No.4 Main No.1 Main G/E Steam CD097 HFO
HFO CD033 Tracing
Tracing CFW Preheater (P) G/E FO FO Heater A/B FO Supply Unit Service
Service
Inlet Filter Main G/E Jacket Tank (S)
Tank (P)
CFW Preheater (S)
No.4 Main G/E FO Supply Unit (P)
Sludge
CD272
CD271
CD237
CD238
CD038 Tank (S) CD102

CD206
HFO CD037 CD207 CD101 HFO

Settling CD201 Settling
Steam Tracing
Tank (P) CD218 Steam Tank (S)
CD107 CD202
Tracing
CD209 CD219
Steam CD203
CD156
CD106 CD104 Tracing CD119

CD160
CD079
CD077
CD220
CD109
CD108
CD155
CD159
CD078
CD076
CD105 CD118 CD116
CD088
LS HFO
Tank (P) CD117
CD085 CD087 Dewatered FO Bilge E/R HFO
Waste Oil Sludge From Overflow Holding From Tank (S)
Tank Bilge Water Heating For
Tank Preheater SDWU Bilge Water Tank Tank Steam Service
CD086 Seperator System
Illustration 4.10.1a Hot and Cold Water Service System
Key Accommodation To FW System (FW512) HC057

Accommodation
HCH01 Fresh Water Line Upper Deck B-deck
Hot Fresh Water Line HC022 HC019 Swimming Pool
Control Air Line Shower
Sunken Deck
Drain Line HC018
LIAHL
RS
HC060
HC1
HC132
HC138
HCL01 Fresh Water HC028
HC141
HC054
HC085
Tank (P) Em'cy D/G Room
HC001
(200.1 m 3) PI PI
HC050
Filter (5.0 m 3/h)

Hot Water
No.2
No.1
1.5 m3
WD236
UV Sterilizer
HC002
HC157
HC007
A-deck Service No.1 No.2
Rehardening
Circ. Pump PI TI
(5.0 m3/h) Aux. CFW Aux. CFW
HC148 PI PI (2 m3/h x Steam Exp. Tank Exp. Tank
Hot Water A-deck
5 MTH)
Calorifier
HC131
HC137
To Garbage
HC127
Elec. (10 to 70S Engine Casing Life Boat HC125
HC147 HC128 HC140 AFT Plate Form Body Life Boat Store
Heater 2 m3/h) For EGE HC081
(20 kW) Cleaning To Chemical
HC146 HC067
HC101
To Fire & Cleaning Shower
To FW System
G/S Pumps HC049 Upp. Dk
To Water (FW509)
For Fire Near EGE HC027
HC102
HC021
Supply Pump System To FW System
For High Exp. Scupper HC029 (C-only, FW327)
Foam To First-aid To FW System Upper Deck HC020
Fire Hose Reel (S/G/R, FW328) On Deck
(Fire & Deck HC045 FW Service (P)
HC003 Wash System) On Deck
HC072 HC073
HC071 HC059
Near Aux. Boilers FW Service (S)
S/T CW
HC066
Tank (P) HCS01 From Control PS PS On : 5.9 bar
HC047 HC052 HC056 HC063
Air System Off : 6.9 bar FS
(106.7 m3)
Sett. 8.8 bar HC046
In Engineer's
Near Air
Near IG
Near Prov.
Blower
Ref. Plant
Cond. Unit
Workshop
XS
HC004 HC065
No.2 Main No.1 Main 1st Deck (S)
S/T CW HC010 HC012 PI Service
HCS02 PI Near Near G/E CFW G/E CFW
Tank (S) Tub Tub Sink W/C ECR ECR Exp. Tank Exp. Tank
(106.7 m3) WB 1st Deck
Domestic Purifier Engineer's
Fresh Water HC123 Room Workshop ECR E/R Toilet Drinking Water For Puri. Sealing/
Hyd. Tank PI Fountain HC053 HC062 HC008 HC064 Operation Water
(2.0 m3) Booster Pump
(Near ECR/Engineer's
HC024
HC069
For FW Hose Reel Near IGG

NC
Workshop)
HC026 (3.0 m3/h x 20 MTH)
Near SWBD
Domestic FW
Room (P)
Near SWBD
Near
Room (S)
Purifier
Room
Hyd. Pump Rinsing Water
(8 m3/h x 80 MTH) To FW System For IGG
No.2 FW Generator (P)
HC014
HC016
SIAH
(30 m3/Day) HC12 To Cascade Tank 2nd Deck
HC011
Salinity
Indicator HC042 HC044 HC048 HC055 From Control Air System
To Fire &
HC034
HC013 HC150 HC090 HC091

G/S Pumps PI
From HC088
S
For Fire FM SD Service
Near Main G/E
Near Main G/E

Main G/Es
Main G/Es
LO Coolers (S)
FR15 For STBD

LO Coolers (P)
FR15 For Port
FWE01
System Air Sys. No.3 Main No.4 Main
S Chem. PI
G/E G/E
HC084
HC086
Dosing
Unit
HC079 (9L50DF) HC087 (12V50DF)
S
Scupper
WD235
HC005
HC156
HC009
3rd Deck No.2 Pressure Increase Unit

No.1 FW Generator (S) SIAH For T/C
HCL02
(30 m3/Day) HC11
From Control Air System
HC043
Floor (C)
Floor (S)
Floor (P)
HC080
Fresh Water Salinity HC096 HC097 HC098
Indicator
From S
HC023
Tank (S) HC151 PI

Service
LIAHL (200.1 m 3) Air Sys. No.1 Main No.2 Main
RS Sunken Deck PI
HC2 FM SD G/E G/E
HC092
HC094
HCH15 S HC039 HC093 (12V50DF) HC095 (12V50DF)
Chem.
S
Pump
De-watering
To BW
Separator
Unit
To Sludge
To Sludge
Dosing
Unit
HC051
HC058
Scupper
No.1 Pressure Increase Unit
For T/C
4.10 Accommodation System y Wash basin in workshop etc. Hot Water Circulation Pump
y Cascade Tank
4.10.1 Hot and Cold Water Service System Maker: Shinko Ind.
y Rinsing Water for IGG
No. of sets: 2
1. General Description y Purifier Sealing / Operation Water Type: HJ40-2MH
y Chemical Shower Capacity: 2 m3/h x 0.5 bar
Each F.W Generator distillate pump discharges through a salinometer Motor: 0.4kW, 1700rpm
y Aux. CFW Exp. Tank
and a flow meter. The flow meter is provided before a solenoid valve.
The return valve is open when the salinometer detects too high a salinity y Main G/E CFW Exp. Tanks Hot Water Calorifier
level, diverting the distillate pump output back to the F.W. Generator. y T/C Cleaning Valve Units
y B.W. Separator Maker: Samkun Century
The discharge from the F.W. Generators flows to the fresh water tank (P, No. of sets: 1
y Sludge De-watering Unit /Sludge Pump
S) capacity of 200.1m3 which are situated on the port and starboard sides Type: Steam/Electric heated
of the steering gear room. Both fresh water tanks have level indicating y Fire G/S Pump / Fist-aid Fire Hose Reel (Fire & Deck Wash Tank Capacity: 1.5 m3
equipment with high and low alarms. System) Temperature: 10-70C
y Garbage Store Electric Heater: 20kW x 2sets for Emergency Use
On the common outlet line from the both fresh water tanks are supply
water to domestic fresh water system for the ship and technical water in 3. Operating Procedure for Fresh Water Filling from FWGs
the engine room via F.W hyd. pumps and a pressurised Domestic F.W
hyd. tank. The procedure that follows assumes that the No.1 fresh water generator
Domestic Fresh Water Hyd. Pump
is operating and supplying distillate to the system and that both fresh
The fresh water hydrophore system supplies hot and cold fresh water to water tanks are being filled from No.1 fresh water generator.
Maker: Shinko Ind.
the accommodation spaces and machinery spaces. The fresh water is
No. of sets: 2
treated in a rehardening filter and an UV sterilizer for supply to the a) Set the valves as in the following table:
Type: SVQ50M
galley and the drinking water fountains.
Capacity: 8 m3/h x 8bar
Motor: 7.5kW, 3530rpm Valve Description Position
The calorifier is a thermostatically controlled vertical storage and heating Fresh Water Tank (P) Filling Valve
vessel of capacity which utilizes steam or electricity to provide the heat. HC157 Open
F.W Hydrophore Tank from FWGs
The electric heater is reserved for use when the steam plant is shut down Fresh Water Tank (S) Filling Valve
or during refit. Fresh water is heated to 70C and is then circulated HC156 Open
Maker: Samkun Century from FWGs
around the ship by one of two hot water circulating pumps.
No. of sets: 1 HC151 No.1 FWG FW Discharge Valve Open
Type: DT-2000
By continuously circulating the hot water, valuable water is saved by not
Capacity: 2 m3/h b) With the FWG producing distillate and the valves set as above
having to run as much water off in order to get hot water at the outlet.
distilled water will flow to the water tanks.
Both the steam and electrical supplies are thermostatically controlled.
F.W Re-hardening Filter
c) When the desired quantity of fresh water has been filled, the
The fresh water service system supplies the following:
Maker: Samkun Century No.1 FWG can be shutdown.
No. of sets: 1
y Accommodation cold water services and hot water services with Type: REH-5000, Dolomite
calorifier Capacity: 5 m3/h
y Deck Service
F.W UV Steriliser
y Sanitary System
y Engine Room Service Maker: Samkun Century
y Drinking Water Fountains No. of sets: 1
y FWG Chemical Dosing Units Type: JSA-5000, Ultra Violet
Capacity: 5 m3/h
y High Exp. Foam SW Supply Pump
Illustration 4.10.1a Hot and Cold Water Service System
Key Accommodation To FW System (FW512) HC057

Accommodation
HCH01 Fresh Water Line Upper Deck B-deck
Hot Fresh Water Line HC022 HC019 Swimming Pool
Control Air Line Shower
Sunken Deck
Drain Line HC018
LIAHL
RS
HC060
HC1
HC132
HC138
HCL01 Fresh Water HC028
HC141
HC054
HC085
Tank (P) Em'cy D/G Room
HC001
(200.1 m 3) PI PI
HC050
Filter (5.0 m 3/h)

Hot Water
No.2
No.1
1.5 m3
WD236
UV Sterilizer
HC002
HC157
HC007
A-deck Service No.1 No.2
Rehardening
Circ. Pump PI TI
(5.0 m3/h) Aux. CFW Aux. CFW
HC148 PI PI (2 m3/h x Steam Exp. Tank Exp. Tank
Hot Water A-deck
5 MTH)
Calorifier
HC131
HC137
To Garbage
HC127
Elec. (10 to 70S Engine Casing Life Boat HC125
HC147 HC128 HC140 AFT Plate Form Body Life Boat Store
Heater 2 m3/h) For EGE HC081
(20 kW) Cleaning To Chemical
HC146 HC067
HC101
To Fire & Cleaning Shower
To FW System
G/S Pumps HC049 Upp. Dk
To Water (FW509)
For Fire Near EGE HC027
HC102
HC021
Supply Pump System To FW System
For High Exp. Scupper HC029 (C-only, FW327)
Foam To First-aid To FW System Upper Deck HC020
Fire Hose Reel (S/G/R, FW328) On Deck
(Fire & Deck HC045 FW Service (P)
HC003 Wash System) On Deck
HC072 HC073
HC071 HC059
Near Aux. Boilers FW Service (S)
S/T CW
HC066
Tank (P) HCS01 From Control PS PS On : 5.9 bar
HC047 HC052 HC056 HC063
Air System Off : 6.9 bar FS
(106.7 m3)
Sett. 8.8 bar HC046
In Engineer's
Near Air
Near IG
Near Prov.
Blower
Ref. Plant
Cond. Unit
Workshop
XS
HC004 HC065
No.2 Main No.1 Main 1st Deck (S)
S/T CW HC010 HC012 PI Service
HCS02 PI Near Near G/E CFW G/E CFW
Tank (S) Tub Tub Sink W/C ECR ECR Exp. Tank Exp. Tank
(106.7 m3) WB 1st Deck
Domestic Purifier Engineer's
Fresh Water HC123 Room Workshop ECR E/R Toilet Drinking Water For Puri. Sealing/
Hyd. Tank PI Fountain HC053 HC062 HC008 HC064 Operation Water
(2.0 m3) Booster Pump
(Near ECR/Engineer's
HC024
HC069
For FW Hose Reel Near IGG

NC
Workshop)
HC026 (3.0 m3/h x 20 MTH)
Near SWBD
Domestic FW
Room (P)
Near SWBD
Near
Room (S)
Purifier
Room
Hyd. Pump Rinsing Water
(8 m3/h x 80 MTH) To FW System For IGG
No.2 FW Generator (P)
HC014
HC016
SIAH
(30 m3/Day) HC12 To Cascade Tank 2nd Deck
HC011
Salinity
Indicator HC042 HC044 HC048 HC055 From Control Air System
To Fire &
HC034
HC013 HC150 HC090 HC091

G/S Pumps PI
From HC088
S
For Fire FM SD Service
Near Main G/E
Near Main G/E

Main G/Es
Main G/Es
LO Coolers (S)
FR15 For STBD

LO Coolers (P)
FR15 For Port
FWE01
System Air Sys. No.3 Main No.4 Main
S Chem. PI
G/E G/E
HC084
HC086
Dosing
Unit
HC079 (9L50DF) HC087 (12V50DF)
S
Scupper
WD235
HC005
HC156
HC009
3rd Deck No.2 Pressure Increase Unit

No.1 FW Generator (S) SIAH For T/C
HCL02
(30 m3/Day) HC11
From Control Air System
HC043
Floor (C)
Floor (S)
Floor (P)
HC080
Fresh Water Salinity HC096 HC097 HC098
Indicator
From S
HC023
Tank (S) HC151 PI

Service
LIAHL (200.1 m 3) Air Sys. No.1 Main No.2 Main
RS Sunken Deck PI
HC2 FM SD G/E G/E
HC092
HC094
HCH15 S HC039 HC093 (12V50DF) HC095 (12V50DF)
Chem.
S
Pump
De-watering
To BW
Separator
Unit
To Sludge
To Sludge
Dosing
Unit
HC051
HC058
Scupper
No.1 Pressure Increase Unit
For T/C
4. Operating Procedure for Fresh Water Service System 5. Operating Procedure for Hot Water Service System
The procedure that follows assumes that the starboard fresh water tank The system supplies hot water to the accommodation system, the
and No.1 FW hyd. pump are being used to supply fresh water to the washbasin in the purifier room, the washbasin in the workshop, the
system. washbasin in the E/R toilet and the washbasin in the upper deck casing.
a) Set the valves as in the following table: a) Operate the FW system as above and set the hot water system
valves as follows;
HC009 FW Tank (S) Outlet Valve Open Valve Description Position
HC011 Domestic FW Hyd. Unit Inlet Valve Open Calorifier Supply Valve from Cold
HC128 Open
Water System
HC123
Domestic FW Hyd. Unit Outlet Valves Closed HC140 Calorifier Inlet Valve Open
HC026
Domestic FW Hyd. Unit Return Valve Locked HC141 Calorifier Outlet Valve Open
HC024
to FW Tanks Filling Line Closed No.1 Hot Water Circulating Pump
HC138 Open
HC014 No.1 FW Hyd. Pump Suction Valve Open Suction Valve
- No.1 FW Hyd. Pump Discharge Valve Open No.1 Hot Water Circulating Pump
HC137 Open
Discharge Valve
HC016 No.2 FW Hyd. Pump Suction Valve Open
No.2 Hot Water Circulating Pump
- No.2 FW Hyd. Pump Discharge Valve Open HC132 Open
Suction Valve
No.2 Hot Water Circulating Pump
b) Start the No.1 fresh water hyd. pump locally. HC131 Open
Discharge Valve
c) Fill the FW hydrophore tank to about 75% b) After opening the hot water system supply valve HC128 from
the cold water system, allow the system to fill from the
d) Stop the pump. hydrophore tank.
e) Crack open the air supply valve to the tank until the operating c) Ensure that the hot water circulating pumps are primed.
pressure is reached.
d) Start one of the hot water circulating pumps at the local starter
f) Close the air supply valve. panel.
g) Repeat step b) ~ e) until the tank is at operating pressure, with e) Open the steam supply or switch on the electrical supply to the
the water level at about 75% calorifier, and set the system temperature.
h) At the local control panel set both FW pumps to remote and at f) Check that the system is circulating correctly and that the
the IAS screen start the No.1 pump. No.1 pump will start and temperature is maintained.
operate in duty mode with the No.2 pump on standby.
i) Open the rehardening filter inlet and outlet valves.
j) Open the UV steriliser inlet/ outlet valves. Supply power to the

steriliser control panel and check that the system is ready.
k) Open the hydrophore tank outlet valves HC123 and HC026

slowly, until the system is pressurised.
j) Open the fresh water service valves, if the service was not being
used the valve would be closed.
Illustration 4.10.1b Purifier Control Water & Air Service
Key
Fresh Water Line
HC006
From Hot & Cold
Water System
No.4 No.3 No.2 No.1

Main G/E Main G/E Main G/E Main G/E No.3 No.2 No.1
LO LO LO LO HFO HFO HFO
Purifier Purifier Purifier Purifier Purifier Purifier Purifier
Illustration 4.10.2a Domestic Refrigeration System
Meat Room Deep Freeze Room Vegetable Room Dairy Room Lobby HFS-1 HFS-1
-25 -25 +1 +3 +3
(30.4 m 3) (15.1 m 3) (35.3 m 3) (10.5 m 3) (15.5 m 3)
HFS-6-SS HFS-4-SS HFS-2 HFS-1 HFS-1
NRV28S
NRV28S
KVP15
KVP15
KVP15
KVP15
KVP15
TES2- TES2- TS2- TS2- TS2- TS2- TS2-
1.2(03) 0.6(02) 0.45(01) 0.21(00) 0.21(00) 0.45(01) 0.45(01)
EVR6 EVR6 EVR6 EVR6 EVR6 EVR6 EVR6

RBV10S RBV10S RBV10S RBV10S RBV10S RBV10S RBV10S
Accommodation Area
(In Cold Chamber)
Engine Room Area
Fan Switchboard
HE 8.0
KP 15 KP 15
P P
Compressor Switchboard
Refrigerating Refrigerating
P P
MP 55 MP 55
Safety Vent
SS-3072 SS-3072
Condenser Condenser
Key
Fresh Water Line
Refrigerant Gas Line
To/From Central Liquid Charge
Refrigerant Liquid Line
Fresh Water Cooling Valve Drain Line
4.10.2 Domestic Refrigeration System The air coolers accept the refrigerant as it expands into a super-cooled 2. Capacities and Ratings
vapour, under the control of the expansion valves. This vapour is then
1. General returned to the compressor through the non-return valves. When all the Condensing Unit
solenoid valves on the air coolers are closed by the room thermostats, the Maker: Hi Air Korea
Cooling for the meat room, deep freeze room, vegetable room, dairy low pressure switches on the compressor inlet will stop the compressors Refrigerant: R404A
room, lobby and dry provision room are provided by a direct expansion running. No. of sets: 2 sets/ship
R-404A refrigeration system. To comply with modern environmental Type: MCU5/271026V
restrictions, the maximum annual leakage of this gas into the atmosphere A back pressure controlled constant pressure valve is included in the
should be restricted to 10% of the total system charge. vegetable and dairy lobby rooms to prevent these rooms dropping too far Compressors
below the normal set point, which would damage the provisions, should Model: BFO 5
To verify this and to monitor the number of times the system has to be the inlet solenoid valve fail to close properly. No. of sets: 1 set/unit
recharged, a record has to be made in the refrigerant recharge log. A No. of cylinders: 4
regular system of leak detection to minimize gas leaks is to be Any leaks of refrigerant gas from the system will result in the system Compressor speed: 1244rpm
implemented to ensure leaks are detected at an early stage. becoming undercharged. The symptoms of this will be low compressor Motor: 13.0kW, 1760rpm
suction and discharge pressures with the system eventually becoming
The plant is automatic and consists of two compressors, two condensers ineffective. Bubbles will also become visible in the sight glass Condenser
and an evaporator coil in each of the seven frozen and cold rooms. downstream of the receiver. Model: CRNC 271026
During operation one compressor will control all the rooms while the No. of sets: 1 set/unit
other serves as standby, but left on manual start up, with all its valves A side effect of low refrigerant gas charge is apparent low lubricating oil Type: Horizontal shell and tube
closed until required. level in the sump. A low charge level will result in excess oil being Cooling water: Fresh water, 9.8m3/h
entrapped in the circulating refrigerant, thus the level in the sump will Water temperature: 36/37.5C (In/Out)
Air in the frozen and cold rooms is circulated through the evaporator drop.
coils by electrically driven fans. Air Coolers
When the system is charged to full capacity the excess oil will be Meat room: 1 set (HFS-6-SS)
The meat room and deep freeze room evaporators are equipped with separated out and returned to the sump. During operation the level as Deep freeze room: 1 set (HFS-4-SS)
timer controlled electric defrosting elements. The frequency of defrosting shown in the condenser level gauge will drop. If the system does become Vegetable room: 1 set (HFS-2)
is chosen by means of a defrosting relay built into the starter panel. undercharged the whole system should be checked for leakage. Dairy room: 1 set (HFS-1)
Lobby room: 1 set (HFS-1)
The plant is not constructed for continuous parallel operation, and the oil Additional refrigerant can be added through the charging valve after first Dry prov. Store 2 sets (HFS-1)
level in both compressors is to be controlled periodically. venting the connection between the refrigerant bottle and the charging
connection. 3. Operating Procedures
When on compressor is in operation, the standby compressor must be
blocked up from the system. The condenser liquid valve and the The added refrigerant is dried before entering the system. Any trace of To Start the Refrigeration Plant
compressor stop valve are to be blocked up. If the valve in the liquid line moisture in the refrigerant system will lead to problems with the
is not blocked up, the cooling medium of the plant will accumulate in the thermostatic expansion valve icing up and subsequent blockage. a) All system valves, except the compressor suction valve should
spare condenser (lowest pressure), and the plant stops working due to be opened and fully back seated to prevent gas leakage through
lack of cooling medium in the pipe system. Adjusting Pressures for Compressors the valve gland.
High pressure Cut Out 19.5 bar
The compressors are protected by high pressure, low pressure and low b) The crankcase heater on the compressor to be used should be
KP5 Cut In Manual reset
lubricating oil pressure cut-out switches. Each unit is also fitted with a switched on at least 6 hours prior to starting the compressor.
Low pressure Cut Out 0.4 bar
crankcase heater.
KP1 Cut In 1.4 bar
c) Check that the oil level within the sump is correct by viewing
A thermostat in each room enables a temperature regulating device to Oil pressure control Cut Out 0.4 bar
through the inspection glass.
operate the solenoid valves independently, so as to reduce the number of MP 55 Cut In Manual reset
starts and the running time of the compressor. Time delay 60 sec d) Start up the ancillary equipment and pumps.
e) Open the valves for the cooling water supply to the refrigeration
units and check there is sufficient flow through the condensers.
Illustration 4.10.2a Domestic Refrigeration System
Meat Room Deep Freeze Room Vegetable Room Dairy Room Lobby HFS-1 HFS-1
-25 -25 +1 +3 +3
(30.4 m 3) (15.1 m 3) (35.3 m 3) (10.5 m 3) (15.5 m 3)
HFS-6-SS HFS-4-SS HFS-2 HFS-1 HFS-1
NRV28S
NRV28S
KVP15
KVP15
KVP15
KVP15
KVP15
TES2- TES2- TS2- TS2- TS2- TS2- TS2-
1.2(03) 0.6(02) 0.45(01) 0.21(00) 0.21(00) 0.45(01) 0.45(01)
EVR6 EVR6 EVR6 EVR6 EVR6 EVR6 EVR6

Accommodation Area
(In Cold Chamber)
Engine Room Area
Fan Switchboard
HE 8.0
KP 15 KP 15
P P
Compressor Switchboard
Refrigerating Refrigerating
P P
MP 55 MP 55
Safety Vent
SS-3072 SS-3072
Condenser Condenser
Key
Fresh Water Line
To/From Central Liquid Charge
Fresh Water Cooling Valve Drain Line
f) Open the refrigerant supply and return valves on the evaporators d) When the suction pressure is slightly above atmospheric, stop
in each cold room. the compressor. Shut the suction and discharge valves and shut
the oil return valve.
g) Switch on the killing ozone generators in the rooms where fitted
from the engine room starter panel. e) Shut off the cooling water supply to the condenser.
h) Check the settings for the automatic cut-outs on the compressor. f) Shut the gas inlet valve to the condenser so trapping all of the
refrigerant in the condenser and receiver.
i) Open the compressor suction valve one turn and start the
compressor. The compressors can be run on automatic modes. g) Isolate the electrical supply.
This can be switched to manual by pressing the Start Switch
button on the controller so the light goes on. 4. Defrosting
j) The stop/reset switch can be stopped all system. For re-start, The air coolers in the freezing rooms are fitted with an electrical
press start switch. Also, this switch shall clear alarm condition defrosting system. The evaporator and drip trays are provided with
under all input normal condition. electric heating elements. The frequency of defrosting is chosen by
means of a defrosting relay built into the switchboard.
k) Continue opening the suction valve slowly taking care not to
allow liquid into the compressor. If the oil in the crankcase The defrosting procedure is as follows:
foams or knocking noises are heard from the compressor,
indicating that droplets of liquid are being fed in with the a) The compressor stops and all solenoid valves in the system close
suction gas, throttle the suction valve immediately.
b) The fans in the freezing rooms stop working, but the fans in the
l) Increase the capacity gradually from the switchboard, allowing chilled rooms continue the circulation of the hot rooms air over
the compressor to adjust to the new conditions before switching the coolers and in this way they keep the cooling surfaces free or
to the next stage. ice.
c) The electric heating elements in the freezing room coolers are

m) Check that the oil return pipe from the oil separator is warm.
connected.
Whilst running
d) As long as the coolers are covered with ice, the melting takes
nearly all of the heat supplied, and the temperature of the cooler
- Check the refrigerant pressure and temperature readings and the refrigerant is constantly kept near zero. When the ice gas
- Check the oil level and oil pressure melted, the refrigerant temperature rises in the freezing rooms.
- Check for leakages When the temperature reaches the set point (approx. +10C) of
- Check the settings of the automatic cut outs. the defrosting temperature sensor, the heating elements are
switched off.
Shutting Down the Refrigeration Plant
e) The compressor starts.
a) Shut off the liquid outlet valve from the receiver and pump
down the refrigerant in the evaporators to the condenser and f) When the coil surface temperature has gone the freezing point,
receiver. the fans in the freezing room start.
b) If necessary reduce the compressor low pressure cut-out setting The system is now back on the refrigerating cycled again.
during evacuation.
If the defrosting is not completed at the expiration of the predetermined
c) Allow the temperature in the evaporators to rise, and then repeat defrosting period, the defrosting will be broken off by the timer, and a
the evacuation process. new defrosting cycle will be started on the following preset time for
defrosting.
Illustration 4.10.3a Accommodation Air Conditioning Plant
No.1 A.H.U No.2 A.H.U
J/B RBV76 RBV76 J/B
RBV76 RBV76
EVR32 M M EVR32
TS PS PS TS
MVL661. MVL661.
SCV50 20-2.5 20-2.5 SCV50
TS PS PS TS
FIL40 EVR32 M M EVR32 FIL40
(408.9 kW) (408.9 kW)
MVL661. MVL661.
20-2.5 20-2.5
Accom. Area
EnginVZ Ze Room
No.1 Unit No.2 Unit

SS-3072 SS-3072
Condenser Junction Box Junction Box Condenser

EVR10
EVR10
MF-100
MF-100
TES5 TES5
SCV65
SCV65
SCV65
SCV65
HPT LPT LPT HPT
(02) (02)
LT LT
MF-84 MF-84
HT HT
OPT OPT
Oil. P. Oil. P.
Receiver Receiver
OT OT
LUC LUC
SCV50 SCV50
DCR19217 SCV50 From/To Central From/To Central

SCV50 Cooling System Cooling System SCV50 DCR19217 SCV50
Liquid Charge Valve Liquid Charge Valve
4.10.3 Accommodation Air Conditioning Plant Each compressor/condensing unit has 60% of the total capacity A side effect of low refrigerant gas charge is apparent low oil level in the
requirement and under normal conditions only one compressor will be in sump. A low charge level will result in excess oil being entrapped in the
1. General use, supplying refrigerant to one of the air handling units. The air circulating refrigerant gas, causing the level in the sump to drop. When
handling units have the facility to cross connect and be supplied by either the system is charged to full capacity, this excess oil will be separated
The air conditioning system is designed to cool air if required, provide compressor/condenser unit. out and returned to the sump.
heating to the air when needed, remove excess moisture from the air if
necessary and humidify the air to the correct level for comfort. The compressor takes suction from the returning superheated gas from If the system does become undercharged, the whole system pipework
the evaporators inside the air handling units. After compressing and should be checked for leakage. For the vessel to comply with modern
A comfortable atmosphere is a combination of temperature and humidity raising the pressure of the gas to 17 bar, it leaves as a superheated gas environmental restrictions, the maximum annual leakage of refrigerant
and both must be controlled. The cooling effect on the air as it passes which is then passed through oil separators and on to the condenser gas into the atmosphere should be restricted to 10% of the total system
over the evaporator coil removes moisture and a level of humidity is where it is cooled by the auxiliary fresh water cooling system into a charge. To verify this and to monitor the number of times the system has
important for comfort so it is necessary to humidify the air again by liquid. The liquid then passes to a receiver which has a liquid level sight to be recharged, a record should be made in the refrigerant recharge log.
spraying steam into the circulating air flow. glass. A regular system of leak detection to minimize gas leaks should be
implemented to ensure leaks are detected at an early stage.
Air is supplied to the accommodation by two air handling units. Each air The liquid R404A then flows, via filter dryer units, back to the expansion
handling unit consists of a belt driven centrifugal fan drawing air through valves of the evaporators inside the air handling unit being used. The When required additional gas, it can be added through the charging line,
the following sections: expansion valve is regulated by the operating parameters put in to the after first venting the connection between the gas bottle and the charging
control panel with PLC (Programmable logic controller) by the duty connection. Care must be taken to ensure that no moisture or dirt is
- Mixing chamber for fresh and re-circulated air engineer. Once expanded through the evaporator and converted back to a drawn into the system when charging and so a filter and dryer are fitted
- Filter superheated gas, it then returns back to the compressor to repeat the cycle. in the charging line.
- Heating coil (steam)
- Air cooler for evaporative refrigerant (cooling) Depending on climatic conditions the air handling unit can supply air that Any trace of moisture in the refrigerant may lead to problems with icing
- Steam humidifier nozzles has been heated by the heat exchanger or cooled by the evaporator. of the thermostatic expansion valve and subsequent blockage.
CAUTION Only one function can be active at a time. When the outside temperature 2. Capacities and Ratings
It is essential that no water should be lying in the air conditioning is higher than the required set point, the regulating valve to the heaters
system as this can become a breeding ground for legionella bacteria will be closed and the cooling regulation system will operate. When the Accommodation Air Conditioning Plant
which can have serious, or even fatal, consequences. The drain should outside temperature is lower than the set point, the steam regulation will
be kept clear and areas where water can lie should be sterilized at commence by opening the regulating valve on the heaters and the Condensing Unit
frequent intervals. electronic MVL expansion valves in the refrigerant lines will be closed. Maker: Hi Air Korea
A temperature sensor in the supply air line regulates the cooling and Refrigerant: R404A
Air is forced into the distribution trunking which supplies the heating so the set point is active for both functions. No. of sets: 2 sets/ship
accommodation block. It may be drawn into the system either from Type: MCU116/412702 D
outside or from the accommodation via recirculation trunking. The inlet Should the fan inside the air handling unit be stopped or trip, the valves
to the air handling unit has two contra-rotating damper blades for mixing to both the cooling and heating units will automatically go to the closed Compressors
the recirculated air with the fresh air from outside so evening out the condition. Only when the fans operation has been reinstated will the Model: SMC116
temperature difference between the warm and cold air. valves operate normally. No of sets: 1 set/unit
No. of cylinders: 16
The ratio of recirculated to fresh air can be adjusted and a connecting rod The compressors are protected by high and low gas pressure cut-out Compressor speed: 1182 rpm
is provided to interconnect the two dampers so making adjustment easier. switches, over current relays and low lubricating oil pressure trips. The Motor: 192.0kW, 1182 rpm
shutdowns must be reset before the equipment can be run and in the case
The inlet filters are of the pleated synthetic type and are disposable and of the over current relay, this must be done locally at the machine. Condensers
flame resistant. Heating is provided by a finned heat exchanger supplied No of sets: 1 set/unit
by steam from the 7 bar service steam system. Any leakage of refrigerant gas from the cooling system will result in the Model: CONC 412702
system becoming undercharged. The symptoms of undercharge are low Type: Horizontal shell and tube
Cooling is provided by a direct expansion R-404A system. The plant is suction and discharge pressures on the compressors and the system Cooling water: 153.5m3/h
automatic and consists of two compressor/condenser units supplying temperatures slowly rising. Water temperature: 36/40.7C (In/Out)
each evaporator contained within the accommodation air handling unit.
Illustration 4.10.3b Air Conditioning Plant for E/R CSBR
(2 sets x 50%) (2 sets x 50%) (2 sets x 50%) (2 sets x 50%)

No.2 Cargo SWBD Room Engineers Workshop No.2 Cargo SWBD Room No.1 Cargo SWBD Room E/R Store E.C.R No.2 Cargo SWBD Room
17.6 Kw 52.3 Kw 17.6 Kw 17.6 Kw 12.0 Kw 35.3 Kw 17.6 Kw

S
S
Safety Vent
Upper Deck
Compressor Switchboard SS-3072 SS-3072

J/B No.1 Unit No.2 Unit J/B
Condenser Condenser
EVR10
EVR10
K P 15 K P 15
P P P P P P P P
TES5 TES5
(02) (02)
SCV65
SCV65
SCV65
SCV65
K P 98 K P 98
T T
Receiver P
MP 55
P
MP 55
Receiver
HSV40 1 x 2 Cyl. 1 x 2 Cyl. HSV40
DCR19213 HSV40 To/From Central 2 x 2 Cyl. 2 x 2 Cyl. To/From Central

HSV40 Cooling System Cooling System HSV40 DCR19213 HSV40
3 x 2 Cyl. 3 x 2 Cyl.
Liquid Charge Valve Liquid Charge Valve
30.3 Kw 39.8 Kw 40.3 Kw 40.3 Kw 39.8 Kw 30.3 Kw
Key
S
S
Fresh Water Line
Drain Line No.1 Freq. Convert Room No.1 Main SWBD Room No.2 Main SWBD Room No.2 Main SWBD Room No.1 Main SWBD Room No.2 Freq. Convert Room
(2 sets x 50%) (2 sets x 50%) (2 sets x 50%) (2 sets x 50%)
Air Handling Unit Fan Fan Coil Unit for ECR 3. Procedure for the Operation of the Air Conditioning System
Type: DHC-560 Model: HIF-10DS
No. of sets: 1 set/ unit No. of sets: 1 Unit To Start the Ventilation System
Air volume: 22668m3/h Cooling capacity: 35.43kW
y Check that the air filters are clean.
RPM: 2080rpm Air flow: 5345m3/h
y Set the air dampers to the outside position.
y Start the supply fans.
Fan Coil Unit for Main Switchboard Room
Air Handling Unit Air Cooler Model: HIF-15DS
To Start the Air Conditioning Compressor
Type: HKA-08 No. of sets: 2 Units/Each switch board room
No. of sets: 1 set/ unit Cooling capacity: 41.8kW (No.1 MSBD Room) a) All stop-valves in the refrigerant line should be opened (except for
Air volume: 22668m3/h 44.1kW (No.2 MSBD Room) the main valve in the liquid line) and fully back seated to prevent
Capacity: 351654kcal/h (408.9kW) Air flow: 7484m3/h(No.1), 7888 m3/h(No.2) the pressure in the valve reaching the valve gland.
Air Handling Unit Heater Fan Coil Unit for Frequency Converter Room b) Open the compressor discharge valve.
Type: HKA-08 Model: HIF-10DS
c) If the crankcase heater on the compressor to be used, it should be
No. of sets: 1 set/ unit No. of sets: 2 Units
switched on three hours prior to starting the compressor.
Capacity: 343656kca/h (399.6kW) Cooling capacity: 30.5kW
Steam condition: 7 bar, 704kg/h Air flow: 5375m3/h d) Check the oil level and the settings of the compressor safety
devices.
Air handling Unit Humidifier Fan Coil Unit for Cargo Switchboard Room
No. of sets: 1 set/ unit Model: HIF-8GS e) Open the valves for the condenser cooling water. Check there is
Fresh water condition: Min. 1.0bar, 313kg/h No. of sets: 2 Units/ Each switch board room sufficient flow.
Cooling capacity: 40.8kW
Engine Room/ CSBD Air Conditioning Plant Air flow: 7300m3/h f) Start up the ancillaries, cooling water pumps etc.
g) Set the capacity regulator to minimum capacity.

Air Conditioning Plant Fan Coil Unit for Engineer Workshop
Maker: Hi Air Model: HIF-15GDS h) Open the compressor suction valve slightly. This will prevent
Refrigerant: R404A No. of sets: 1 Unit excessive pressure reduction in the compressor on start up, which
No. of units: 2 units / ship Cooling capacity: 51.7kW could cause oil foaming in the crankcase.
Type: MCU108S/322302V Air flow: 7800m3/h
i) Start the compressor.
Compressors Package Type Air Conditioner for Galley
j) Continue opening the suction valve slowly until fully back-seated,
Model: SMC108S
taking care not to allow liquid into the compressor, and keeping
Type: Rotary screw Air Conditioner
the suction pressure above the cut out point.
No. of sets: 1 set/ unit Model: HIF-10WDE
Compressor speed: 1335rpm No. of sets: 1 Unit k) Open the main valve in the liquid line.
Motor: 108 kW at 1780 rpm Heating capacity: 30kW (3 steps)
Cooling capacity: 30000kcal/h Compressor Running Checks
3
Condensers Air flow: 2130m /h
Model: CONC322302 y The Lubricating oil pressure should be checked at least daily.
Type: Horizontal shell and tube Compressor y The oil level in the crankcase should be checked daily.
No. of sets: 1 set/ unit Model: MTZ125HU y The suction and discharge pressure should be checked regularly.
Cooling Water Flow: 90.5m3/h Type: One stage hermetic type y The temperature of oil, suction and discharge should be checked
Water temperature: 36/40.7C (In/Out) Power: 11.72kW regularly.
y A regular check on the motor bearing temperatures should also be
Adjusting Pressures High Pressure Low Pressure kept.
Galley Air Cut Out 24bar 2.5bar y Check on any undue leakage at the shaft seal.
Conditioner, Cut In Manual reset 3.5bar
To Stop the Compressor for Short Periods Adding Oil to the Compressor
a) Reduce the capacity regulator to the minimum setting. Oil can be added to the compressor while running by using an oil pump
connected to the oil charging connection or by using the following procedure.
b) Close the receiver liquid outlet valve.
c) Allow the compressor to pump down the system so that the low- a) Throttle the suction valve until the suction pressure is slightly
level pressure cut-out operates. below atmospheric. It will be necessary to reduce the setting of
the low pressure cut out.
d) Close the filter outlet valve.
b) Connect a pipe to the oil charging valve, fill the pipe with oil
e) Isolate the compressor motor.
and insert the free end into a receptacle containing refrigerator
f) Close the compressor suction valve. oil.
g) Close the compressor discharge valve. c) Open the charging valve carefully, allowing atmospheric
pressure to force the oil into the crankcase and avoiding ingress
h) Close the inlet and outlet valves on the cooling water to the of air.
condenser.
d) Reset the low pressure trip.
i) Switch on the crankcase heater.
To Shut Down the Compressor for a Prolonged Period
If the cooling system is to be shut down for a prolonged period, it is

advisable to pump down the system and isolate the refrigerant gas charge
in the receiver.
Leaving the system with full refrigerant pressure in the lines increases
the tendency to lose charge through the shaft seal.
a) Shut the liquid outlet valve on the receiver.
b) Run the compressor until the low pressure cut-out operates.
c) After a period of time the suction pressure may rise as the

evaporators warm up, in which case the compressor should be
allowed to pump down again, until the suction pressure remains
low. It may be necessary to reduce the setting of the low pressure
cut out.
d) Shut the inlet to the receiver (outlet from condenser).
e) Shut the compressor suction and discharge valves.
f) Close the inlet and outlet valves on the cooling water to the
condenser.
g) The compressor discharge valve should be marked closed and the

compressor motor isolated, to prevent possible damage.
Illustration 4.10.4a Sanitary Discharge System
Flow Sheet
11
15
8
10
7
17 16
5
2 4
1
3
13 13
Gravity Type
14
12 6
1 No.1 Aeration Tank 3 Clarification Tank 5 Sewage Inlet 7 Air Blower 9 Chemical Tank 11 Vent Pipe 13 Air Distributor 15 Over Flow Pipe
2 No.2 Aeration Tank 4 Disinfection Tank 6 Discharge Pump 8 Dosage Pump 10 Control Panel 12 Discharge Pipe 14 Flushing Inlet 16 Grey Water Inlet
17 Hospital Grey Water Inlet
4.10.4 Sanitary Discharge System The settling of suspended solids is achieved in the third chamber, the Discharge Pump
setting tank, having a special design to meet the requirements for a high No. of sets: 2
1. General Description Type: GHS-3-22
degree of cleaning.
Capacity: 0.25 m3/min x 2.0 bar
Motor: 2.2 kW x 3437 rpm
The vessel is fitted with a Jonghap JMC BIO AEROB-17 biological type The clarified water flows to a collection tank into which chlorine
sewage treatment plant, designed to process sewage for approximately 40 proportional to the tank volume is dosed for disinfection of the discharge Air Blower
persons. The system meets the type approval of the US Coast Guard and water. No. of sets: 2
IMO authorities. Type: Rotary Vane
A waste water discharge pump operates controlled by means of level Capacity: 20 m3/h x 360 mbar
Motor: 0.9 kW x 3440 rpm
The plant is designed according to a three chamber system for fully indicator (Upper Level : Pump gets into service, Lower Level : Pump
biological operation, based on an aerobic process. pumps gets out of service) Dosage Pump
No. of sets: 1
This process avoids the build up of dangerous methane as may occur in The clarified waste water is discharge by this pump to the ships owned Type: AX1-51
non-aerobic processes. pipe system for overboard discharge. Capacity: max. 50ml/min
Motor: 25W x 3400 rpm
The sewage treatment plant comprises the following: The discharged clarified and disinfected waste water is allowed to have
3. Operation
the maximum values as shown in the following to meet the requirements
y Activated sludge chambers (2 set) of the U.S Coastguard and IMO:
The operation of the sewage plant is fully automatic, with water control
y Clarification chamber (1set) analysis carried out manually.
Coliform count : Less than 250 per 100 ml
y Clarified water/disinfection tank (1set) B.O.D : Less than 50 mg/litre
The following are operated automatically:
y Clarified water and sludge discharge pump (1set) Suspended solids : Less than 50 mg/litre
y Metering pump for disinfectant dosage (1set) - Air Blower: By means of timer control
Due to the aerobic biological process biodegradable compounds of
y Air blower (1set) - Water level control and chlorine dosage at the Clarified water tank:
sewage are the feed for special micro-organism which will populate and
- By means of level indicator (min-max switch)
y Air distribution pipe systems (2 set) form a sludge comprised of these micro-organisms. - Discharge pump: By means of the above level switches
y Air lift pump (2 set)
To achieve the growth of these micro-organisms, a lot of organic matter - The vent pipes of all of the three chambers are connected and are led to
y Electrical control panel (1set) the main component of sewage - is required to form new micro- the stack in one pipe only
organisms. Thus a large quantity of sewage sludge is converted into a
All of the waste water appearing on board of a vessel toilets, shower small quantity of sludge formed by the micro-organisms. Recommended routine calculation
etc. are led to the plant by one inlet only which means that black and
gray water can enter the plant without previous separation as well as it is Within a certain period of time, there will be a build-up of suspended Chlorine excess : By means of a special chlorine analyser set to
possible to feed the plant with black water only. solids from the micro-organisms which will increase to a pre-determined achieve satisfactory chlorine content for
figure of 400 mg/litre. As a result of this increased sludge content, the disinfection.
The waste water enters the sewage plant on top of the first aeration clarification purity of the waste water discharge will decrease. In this
chamber and is aerated by means of an air distribution device. The air Suspended solids: By means of a sedimentation cylinder which
situation, which will normally occur after approximately 4 months, a
indicates the content of suspended solids to avoid
distribution device delivers the required oxygen for the required aerobic portion of the sludge will have to be discharged by means of the a higher than recommended figure.
treatment process. The required air is produced by an air blower located discharge pump.
on the top of the clarification chamber of the plant. NOTE
2. Capacities and Ratings For operating and maintenance procedures please refer to the
To achieve an aerobic process satisfactory for treatment of the waste manufacturers manual.
water, the pre-treated waste from the 1st aeration chamber is led by Sewage Treatment Plant
Capacity: 40 persons / day(black water)
means of an overflow pipe passing a rack to the second aeration chamber.
Total volume: 1688m3
Flow rate: 3150 liter/day
Due to the presence of oxygen in all stages of the process no non-aerobic Service weight: 3000kg
process can occur and thus the formation of dangerous methane gas is
avoided.
4.11 IAS Mimic Display
1. Home Page
2. Gas Combustion Unit
3. Machinery system Overview
4. Black Out Restart
5. El. Motor Overview
6. Fans
7. Compressed Air
8. Steam & Feed Water
9. Hot & Cold Water Service System
10. FW Central Cooling System STBD
11. MGE FW Cooling STBD
12. Main Seawater Cooling
13. Incinerator FO Service
14. HFO Filling & Transfer
15. HFO Auto Transfer
16. MGE FO System STBD
17. Aux. Boiler FO System
18. HFO Purifiers
19. MGE Fuel Gas Service System
20. Hydraulic Power Unit
21. DO Filling & Transfer
22. LO Filling & Transfer
23. LO Stern Tube STBD
24. LO Reduction Gear STBD
25. MGE LO System
26. LO Purifiers
27. Steering Gear
28. Bilge System
29. Fire and Bilge Pumping System
30. Nitrogen Generator
31. Power Management
32. MGE 1, 2, 4
33. MGE 1, 2, 3, 4 Generator
34. MGE 1, 2 ,4 Charge Air & Exhaust
35. MGE 3
36. MGE 3 Charge Air & Exhaust
37. Gas Detection Engine Area
38. Personnel Alarm System
Part 5 : Electric Equipment
5.1 Electrical Power Distribution ..................................................... 5 - 2
5.1.1 Distribution and Loading................................................. 5 - 2
5.1.2 Power Management System (PMS)................................. 5 - 4
5.1.3 Main Diesel Generator .................................................. 5 - 10
5.1.4 Emergency Diesel Generator ......................................... 5 - 11
5.1.5 Shore Power .................................................................. 5 - 12
5.1.6 Battery Charger & Distribution ..................................... 5 - 14
5.1.7 Uninterruptible Power Supplies .................................... 5 - 15
Illustration
5.1.1a Distribution and Loading ....................................................... 5 - 1
5.1.3a Main Diesel Generator ........................................................... 5 - 9
5.1.6a DC24V Battery Charger and Distribution............................ 5 - 13
Part 5
Electrical Equipment
IMO No. 9401295 / Final Draft (2010.04.19) Part 5 Electrical Equipment
Illustration 5.1.1a Distribution and Loading
MG4 11000 kW MG3 8250 kW MG2 11000 kW MG1 11000 kW
D4 D3 D2 D1
PORT STBD
N.C. N.C.
HM2-6600V Main SWBD HM1-6600V Main SWBD
HM2HM1 HM1HM2
HM2LM2 HM2HC2 HM1HC1 HM1LM1
BP2 BP3 F/C 2 F/C 1 BP1
400kW 400 kW 400kW

PM2 PM1 HMTR1
HMTR2
HC2HM2 HC2HC1 HC1HC2 HC1HM1
0-13600 kW N.O. N.O. 0-13600 kW
HC2 6600V CARGO SWBD HC1 6600V CARGO SWBD
HC2LC2 HC1LC1
HCTR2 HCTR1
CP4P CP3P CP2P CP1P HD2 LD2 LD1 HD1 CP4S CP3S CP2S CP1S
650kW 650kW 650kW 650kW 1020kW 570kW 570kW 1020kW 650kW 650kW 650kW 650kW
LC2HC2 LC1HC1
N.O. N.O.
LC2, CARGO SWBD 440VAC LC1, CARGO SWBD 440VAC
LC2LC1 LC1LC2
LM2HM2 LM1HM1
N.O. N.O.
LM2, MAIN SWBD 440VAC LM1, MAIN SWBD 440VAC
LM2LM1 LM1LM2
LM2ESB Emcy
LM1ESB Gen 850kW
ESBLM2 ESBLM1 E
ESB, EMERGENCY SWBD 440V
IMO No. 9401295 / Final Draft (2010.04.19) 5-1 Part 5 Electrical Equipment
Part 5 : Electric Equipment High Voltage (6.6kV) Switchboards The Port cargo 6.6kV switchboard (HC2) consists of 12 panels:
G -: No.2 I/O Panel
5.1 Electrical Power Distribution The Starboard main 6.6kV switchboard (HM1) consists of 10 panels: G HC2HC1: No.2 Bus tie panel
G -: No.1 I/O Panel G HC2HM2: No.2 Incoming panel
5.1.1 Distribution and Loading G HM1HM2: No.1 Bus tie panel G HC2LC2: No.2 HV Cargo transformer panel
G HM1PT2: No.2 Propulsion transformer panel G HC2CP4P: No.4 C/TK PORT cargo panel
The electric power plant consists of four diesel generators. G HM1PT1: No.1 Propulsion transformer panel G HC2CP3P: No.3 C/TK PORT cargo panel
G D2: No.2 Main generator panel G HC2CP2P: No.2 C/TK PORT cargo panel
12V50DF G SYNCHRO1: Synchro panel G HC2CP1P: No.1 C/TK PORT cargo panel
No. of sets: 3 sets G D1: No.1 Main generator panel G HC2LD2-1: No.1 LD Compressor (high) panel
Volt: 6.6kV
G HM1HC1: No.1 H/V cargo switchboard feeder panel G HC2LD2-2: No.1 LD Compressor (low) panel
Frequency: 60Hz
G HM1LM1: No.1 Main transformer panel G HC2HD2: No.1 HD Compressor (1) panel
Rated power: 11000kW
G HM1BP1: No.1 Ballast pump panel G -: No.1 HD Compressor (2) panel
9L50DF
The Port main 6.6kV switchboard (HM2) consists of 11 panels: Low Voltage (440V) Switchboards
No. of sets: 1set
G -: No.2 I/O Panel
Volt: 6.6kV
G HM2HM1: No.2 Bus tie panel The Starboard main 440V switchboard (LM1) consists of 10 panels:
Frequency: 60Hz
Rated power; 8250kW G HM2PT3: No.3 Propulsion transformer panel G Panel 1. No.1 bus tie panel
G HM2PT4: No.4 Propulsion transformer panel G Panel 2. No.1 Incoming panel
There are two diesel generator on starboard MSB and two generators on G D3: No.3 Main generator panel G Panel 3, 4, 5. No.1 AC440V feeder panels
port MSB. Bus-tie breakers can connect the two switchboards, on e G SYNCHRO2: Synchro panel G Panel 6. No.1 AC220V feeder panel
breaker on each side. All the breakers (except for prop. TR breaker) on G D4: No.4 Main generator panel - No.1 LV Main Transformer
the high voltage switchboard are possible to operate from the IAS. G HM2HC2: No.2 HV cargo switchboard feeder panel - LD-1 (ACC. D DK C/Duct trunk)
G HM2LM2: No.2 Main transformer panel - LD-3 (ACC. UPP Air Cond. RM)
Ring connections for the switchboard using cargo or low voltage G HM2BP2: Standby Ballast pump panel - LD-5 (E/R 3rd PORT)
switchboard is allowed for a short predefined period during configuration G HM2BP3: No.2 Ballast pump panel - LPD-1 (E/R 2nd STBD)
changes. Since there is only one synchronizer on the main bus-tie - LPD-3 (Galley 220V D/B)
(HM1HM2 and HM2HM1), the ring connection is allowed as long as the The Starboard cargo 6.6kV switchboard (HC1) consists of 12 panels: - Engine control console (AC 220V D/B)
main bus-tie is closed. If the ring connection is active for more than a G -: No.1 I/O Panel - Cargo control console (AC 220V D/B)
predefined period (15 seconds), an alarm will be announced. The single - CP for Nav. light (W/H Nav./chart console)
G HC1HC2: No.1 Bus tie panel
line diagram for the main power distribution is shown illustration 5.1.1a. - CP for W.B local fire fighting (FCS)
G HC1HM1: No.1 Incoming panel
- PCB unit for signal light column B system (E/R workshop)
G HC1LC1: No.1 HV Cargo transformer panel
The main network consists of two main 6.6kV switchboards, two cargo - No.1 Frequency converter (PRC) UPS for STBD EPS
G HC1CP4S: No.4 C/TK STBD cargo panel
6.6kV switchboards, two main 440V switchboards, two cargo 440V system (5kVA)
switchboards and the emergency switchboard. - HM1 (I/O panel) (for heater source)
- HC1 (I/O panel) (for heater source)
G HC1CP1S: No.1 C/TK STBD cargo panel - No.1 Frequency converter (FC1) (for heater & fan source)
The switchboard tie lines provide both redundancy and supply continuity
G HC1LD1-1: No.1 LD Compressor (high) panel - PA system (A) main unit (NER)
in the event of any system failures. This means the port side consumers
G HC1LD1-2: No.1 LD Compressor (low) panel - Mach. Talk-back main unit (ECR)
can be fed from the starboard side generator(s) and vice versa.
G HC1HD1: No.1 HD Compressor (1) panel G Panel 7, 8, 9, 10. No.1 Group starter panels
G -: No.1 HD Compressor (2) panel - No.1 Main CSW pump
- No.1 Aux. CSW pump
- STBD No.1 Aux. CFW pump
- Aux. Boiler No.1 W. Circ. pump
- Aux. Boiler No.3 W. Circ. pump - No.2 Main CSW pump - No.1 Side pass. Exh. fan
- Aux. Boiler No.1 feed water pump - No.3 Main CSW pump - Pipe duct Ext. fan
- PORT No.1 Aux. CFW pump - No.2 Aux. CSW pump - No.1 Hyd. pump ballast & E/R valve
- E/R HFO transfer pump - STBD No.2 Aux. CFW pump - No.1 Hyd. pump cargo valve
- No.1 LO transfer pump - Aux. Boiler No.2 W. Circ. pump - GCU No.1 power cabinet
- No.1 FWD HFO transfer pump - Aux. Boiler No.4 W. Circ. pump
- MGE No.1 LO purifier - Aux. Boiler No.2 feed water pump The No.2 Cargo 440V switchboard consist of each 4 panels:
- MGE No.1 LO Puri. feed pump - PORT No.2 Aux. CFW pump G Panel 1. No.2 Bus-tie and Incoming panel
- MGE No.3 LO purifier - LDO transfer pump G Panel 2. No.2 cargo 440V feeder panels:
- MGE No.3 LO Puri. feed pump - DO transfer pump - No.2 L/D Comp. Aux. LO pump
- STBD No.1 S/T LO pump - No.2 FWD HFO transfer pump - No.2 H/D Comp. Aux. LO pump
- PORT No.1 S/T LO pump - No.2 LO transfer pump - No.2 Vacuum pump
- No.1 main air compressor, Cooling water pump - MGE No.2 LO purifier - No.2 Cargo comp. room Exh. fan
- Purifier room Exh. fan - MGE No.2 LO Puri. feed pump G Panel 3. No.2 cargo 440V feeder panels:
- No.1 E/R Sup. / Exh. fan - MGE No.4 LO purifier - No.2 Glycol W. Circ. pump
- No.3 E/R Sup. fan - MGE No.4 LO Puri. feed pump - No.2 Elec. motor room Sup. fan
- MGE (S) No.1 gas valve room Exh. fan - STBD No.2 S/T LO pump - No.4 C/TK stripping/spray pump
- GCU No.1 gas valve room exh. fan - PORT No.2 S/T LO pump - No.4 C/TK fuel gas pump
- No.1 Cargo Mach. CSW pump - No.2 main air compressor, Cooling water pump - No.2 Hyd. pump ballast & E/R valve
- No.1 Cargo Mach. CFW pump - No.4 E/R Sup. fan - GCU No.2 power cabinet
- No.1 Bilge pump - MGE (S) No.2 gas valve room Exh. fan G Panel 4. No.2 cargo 440V feeder panels:
- MGE (P) No.3 gas valve room Exh. fan - GCU No.2 gas valve room exh. fan - No.2 C/TK stripping/spray pump
- No.1 Fire & G/S pump - No.2 Cargo Mach. CSW pump - No.2 Side pass. Exh. fan
- No.1 Water spray pump - No.2 Cargo Mach. CFW pump - No.2 Hyd. pump cargp valve
- No.2 Bilge pump
The Port main 440V switchboard (LM2) consists of 10 panels: - MGE (P) No.4 gas valve room Exh. fan The Emergency switchboard consists of 8 panels:
G Panel 1. No.2 bus tie panel - No.2 Fire & G/S pump G Emergency Generator panel
G Paenl 2. No.2 Incoming panel - Jockey pump (AC450V, 3PH, 60Hz, 1062.5kVA)
G Panel 3, 4, 5. No.2 AC440V feeder panels - No.2 Water spray pump G 440V Feeder panel
G Panel 6. No.2 AC220V feeder panel - No.2 E/R Sup./Exh. fan
G 220V Feeder panel
- No.2 LV Main Transformer G No.1 Bus tie panel
- LD-2 (ACC. D DK C/Duct trunk) The No.1 Cargo 440V switchboard consist of 3 panels:
G No.2 Bus tie panel
- LD-4 (E/R 1st PORT) G Panel 1. No.1 Bus-tie and Incoming panel
G Shore connection panel
- LPD-2 (E/R 2nd PORT) G Panel 2. No.1 cargo 440V feeder panels: G Synchro panel
- LPD-4 (No.2 W/H group panel)
- No.1 L/D Comp. Aux. LO pump G Starter panel
- PCB unit for signal light column A system (ECC)
- No.1 H/D Comp. Aux. LO pump
- Wheel House Nav. console
- No.1 C/TK stripping/spray pump
- Fire Det. Central panel (No.1 W/H group panel)
- No.1 Vacuum pump
- CP for H.E foam
G Panel 3. No.1 cargo 440V feeder panels:
- HM2 (I/O panel) (for heater source)
- No.1 Glycol W. Circ. pump
- HC2 (I/O panel) (for heater source)
- No.3 C/TK stripping/spray pump
- No.1 Frequency converter (FC2) (for heater & fan source)
- No.3 C/TK fuel gas pump
- PA system (B) main unit (EER)
- No.1 Elec. motor room Sup. fan
- GCU control cabinet
- No.1 Cargo comp. room Exh. fan
G Panel 7, 8, 9, 10. No.2 Group starter panels
5.1.2 Power Management System (PMS) y Generator breaker in local control In case of disconnect blocking signal is active, the generator breaker
y Connect interlock criteria (refer section for Generator Breaker will be prevented from opening. Disconnect blocking can be caused by
The power management system (PMS) performs the following main Connect Blocking) the following conditions:
control function.
y Internal blocking criteria (e.g. not reset after synchronising
timeout) y Generator breaker in local control
y Generator Control & Monitoring
y Disconnect interlock criteria (refer section for Generator
y Load Dependent Start
IAS direct close is activated in case of: Breaker Disconnect Blocking)
y Blackout Re-start
y Load Sharing/ Net Frequency Control y Internal blocking criteria (e.g. not reset after downloading
y Start Blocking of Heavy Consumers y Bus bar voltage < 10% of nominal power ( E.g. 660.0V) and timeout)
y Preferential Trip on Low Frequency y Blackout detection signal is on ( DI )
If the diesel engine safety system is activated the generator breaker will
y If there is a total blackout, MSB 1 and MSB 2, the first standby
1. Generator Breaker Control be disconnected regardless of external- /internal disconnect blocking or
Diesel Generator will be connect.
generator load.
Breaker Connection
Synchronizing time out alarm is given if breaker is not closed within 90 Opening of the generator breaker is possible when:
When the engine is started and generator voltage is established, the seconds (2 seconds during blackout).
generator can be connected to the switchboard. Upon a CONNECT y Generator load <10% of generator nominal load &
command, to alive bus, from the operator station, the PMS will activate Breaker Disconnection
y No interlock active.
the synchronizing unit which is located in each generator panel.
A DISCONNECT command given by the operator will cause an
The synchronizing unit will perform engine speed adjustment and volt / automatic load reduction of the generator, provided that the generator Two types of load reduction can be defined for the diesel generators:
frequency / phase check before closing the circuit breaker. In the event load sharing mode is either SYMMETRIC or ASYMMETRIC. When
that closing of generator breaker to dead bus is required, the generator load is less than 10 % the PMS will give a signal to the y Ramp down (%/sec.) and disconnect when the generator load
synchronizing unit will be bypassed. The close signal from PMS to HV switchboard to open the generator circuit breaker. <10% of generator nominal load. The ramp setting is set to
switchboard is given for connection to dead bus. 2%/sec. (percentage of nominal load).
If the stop of the generator is caused by an automatic stop request (lo ad
ON
Blackout detection units in the HV switchboard shall interlock this signal dependent stop) generator downloading and breaker opening will be
if not blackout. performed automatically, without operator intervention. y Reduce the load as fast as possible and disconnect when the
generator load <10% of generator nominal load.
Generator Breaker Connect can be initiated as a result of the following The meaning by Generator in standby mode, is when the generator is OFF
conditions: selected to automatically start or stop based on Load dependent start/ Disconnection failure alarm is given in case circuit breaker opened
stop etc. feedback is not confirmed within reduce load timeout timer.
y Connect request from operator station
Generator Breaker Disconnect can be initiated as a result of the following Interlock of Generator Breaker Operation
y Load dependent start (if the generator is in standby mode) conditions:
y Start attempt on heavy consumer (if the generator is in standby
The generator breaker is blocked for closing from PMS in the event that
mode) y Disconnect request from operator station any of the following conditions are present:
y Bus bar blackout (if the generator is in standby mode) y Load dependent stop (if the generator is in standby mode)
y Alarm start of any connected generator activated (if the y Safety system of the connected generator activated (if the y Generator Earth Switch Status
generator is in standby mode) generator is in standby mode) y Generator Tripped by Protection
y Generator Tripped & Blocked
In case of connect blocking signal is active, the generator breaker will
be prevented from closing. Connect blocking can be caused by the
following conditions:
2. Bus Tie Breaker Operation 4. Circuit Breaker Interlocking F Interlock with short circuit at HM1
The HV bus tie breakers will be operated in Master/Slave pairs according Ring connection is not allowed in the PMS, except for a short period 5. Load Dependent Start/ Stop
the table below. This means that giving a close/open command to the while recovering back to normal at mode, and only when
master breaker, the slave breaker will also be closed/opened. In the IAS, HM1HM2/HM2HM1 is closed. This is the background for the blocking The Power Management System will always ensure that the correct
slave breakers will only be monitored for status and alarms, and criterias listed in the table below. numbers of generators are connected, in accordance with the actual
operation will not be possible. electric power demand.
Case Condition
No. Master Slave Remark Running with feeding from MG1/MG2 and MG3/MG4 with To enable the load dependent start / stop system, the functions Load
A
Master/Slave logic in HV SWBD. This HM1HM2/HM2HM1 open dependent start and Load dependent stop must be switched on. Further,
1 HM1HM2 HM2HM1
is only bustie pair with synchronizer Running with feeding from MG1/MG2 and some or all generator must be set to standby operation.
A1-1
2 HM1HC1 HC1HM1 Master/Slave logic in HV SWBD HM1HM2/HM2HM1 closed
3 HM2HC2 HC2HM2 Master/Slave logic in HV SWBD Running with feeding from MG1/MG2 and MG3/MG4 with If more than one generator has been selected as standby 1 the IAS will
A1-2
4 HC1HC2 HC2HC1 Master/Slave logic in HV SWBD HM1HM2/HM2HM1 open use the internally DG number as the number one standby generator.
5 LM1LM2 LM2LM1 Individually operated Running with feeding from MG1/MG2 with
6 LC1LC2 LC2LC! Individually operated A2-1 HM1HM2/HM2HM1 closed and HC1HC2/HC2HC1 close The load dependent start / stop function is based on the percentage load
and HC feed from HM1 (kW) of the connected generators. For starting, two sets of values with
It is only possible to synchronize port and starboard side through Running with feeding from MG1/MG2 and MG3/MG4 with different time delays are defined.
A2-2
HM1HM2 and HM2HM1 since this is the only pair with a synchronizer. HM1HM2/HM2HM1 open and HC1HC2/HC2HC1 closed
Running with feeding from MG1/MG2 ,
Other feeders and incomers can be operated individually. A3-1 HM1HM2/HM2HM1 and HC1HC2/HC2HC1 closed and A load dependent stop is initiated if the load (kW) of the remaining
HC1 feed through HC2 generators after stop will be less than the specified value.
No. Master Slave Remark Running with feeding from MG1/MG2 HM1HM2/HM2HM1
1 HM1LM1 LM1HM1 Individually operated A3-2 open, HC1HC2/HC2HC1 closed and HC1 feed through The table below shows the initial parameters for the load dependent start
2 HM2LM2 LM2HM2 Individually operated HC2 / stop function:
3 HC1LC1 LC1HC1 Individually operated Running with feeding from MG1/MG2, HM1HM2/HM2HM1
4 HC2LC2 LC2HC2 Individually operated A4 closed, HC1HC2/HC2HC1 open and LM1LM2/LM2LM1 Number Start Delay Start Delay Stop Delay
open. of MG Limit 1 Time Limit 2 Time 2 Limit Time
Only ESBLM1 is operated from the
5 LM1ESB ESBLM1 IAS. ESBLM1 is interlocked when Running with feeding from MG1/MG2, HM1HM2/HM2HM1 1 82% 30s 88% 10s
LM1ESB is opened. B1 closed, HC1HC2/HC2HC1 open, LM1LM2/LM2LM1 2 84% 30s 90% 10s 65% 15min
Only ESBLM2 is operated from the closed and LM2 feed through LM1. 3 86% 30s 90% 2s 70% 15min
6 LM2ESB ESBLM2 IAS. ESBLM2 is interlocked when Running with feeding from MG1/MG2, HM1HM2/HM2HM1
4 - - - - 70% 15min
LM2ESB is opened. B2 closed, HC1HC2/HC2HC1 open, LM1LM2/LM2LM1
closed and LM1 feed through LM2.
The authorized personnel (password protection) can adjust the
3. Interlock of Transformer Breaker Automatic operation in case of ESBD no voltage or
parameters. In manoeuvring mode, auto stops is not active.
manual operation in case of main power recovery.
C
Primary transformer breaker shall always be closed before the secondary E, ESBLM1, LM2ESB, LM2LM1, LM1ESB, LM1LM2
6. Start Blocking of Heavy Consumers
breaker. Interlock for secondary breaker, check on closed position for closed
primary breaker, are implemented. When primary transformer breaker is Low voltage SWBD feed from emergency generator and
D1 To prevent overload of the power generation plant, the PMS contains
open, the secondary breaker will automatically be opened. no voltage on high voltage switchboards.
start blocking of the following consumers. The heavy consumer start
Power change from ESBD to HMTR1 with short time block function can be switched on / off from operator station.
D2
parallel.
Power change from ESBD to HMTR2 with short time
D3
parallel.
E Interlock with short circuit at LM1
Starboard side 7. Power Limitation of Propulsion Drives
No of
Service Blocking Time- Instrument
No generators
Description limit out Tag
required
HD
1 1000kW 1 120sec HD001
Compressor 1
Port side
No of
Service Blocking Time- Instrument
No generators
Description limit out Tag
required
HD
1 1000kW 1 120sec HD101
Compressor 2
Fig. Maximum Load Step
If selected off, the consumers will be started without checking the
available power. On mimic displays and switchboard starter panel, heavy 8. Blackout Restart
consumers will at all times have an indication by a blue lamp, the
required heavy consumer can be started directly by one time start action HV Switchboard Reconnection
Fig. Maximum Propulsion Loading
from IAS or switchboard.
Due to the limitation of the loading capacity of the DF engines, the PMS 1) Blackout due to short circuit
will limit the load increase of the propulsion drives. A Power Limit
If sufficient power is not available (blue lamp is on), and the consumer is If the blackout is caused by a short circuit, a standby start signal
signal will be sent to the propulsion drives (one signal for each drive).
started from IAS, a power request goes to the PMS that will bring a will be sent to the main generators. The generator breaker on the
standby generator on line. Meanwhile, the consumer goes out of start switchboard that detected the short circuit and the main bus tie
PMS will calculate the power limit based on number of running engines,
mode and will have to be started again. If a start is made from the (HM1HM2 and HM2HM1) will be blocked for connection.
engine load (individual and total) and engine fuel mode. Also the status
switchboard while power is not available, the switchboard will hold the
of the bus tie breaker will be taken into account.
start request signal until the power available signal is active, then the 2) Blackout due to other reasons
consumer will start.
During normal operation the propulsion drives will not be limited. In
case there is a sudden load increase (e.g. in the event of a generator trip) When dead bus is detected at HM1, the IAS will start MG1
Upon a start request from the IAS or switchboard, the PMS will check and/or MG2 (depends on the standby selection) and give
the power limit signal will be reduced immediately.
whether the available power is sufficient to allow starting of the electric connect order to circuit breaker. The circuit breaker detects a
motor. If not, a standby generator start request is given. If sufficient dead bus and connects directly bypassing the synchronizing unit.
The propulsion drives are capable to reduce load in a very short time.
capacity is not reached within a predefined time, a Power request time
Due to this, overload of the remaining engines will be avoided.
out alarm is announced. When the capacity of the power plant is When dead bus is detected at HM2, the IAS will start MG3
sufficient the consumer shall not be started automatically. A second start and/or MG4 (depends on the standby selection) and give
Such types of load increase cannot be foreseen and due to the response
command shall be given. connect order to circuit breaker. The circuit breaker detects a
time of the PMS, drives and the engine itself, the engines running on gas
may be tripped to diesel in such an event. dead bus and connects directly bypassing the synchronizing unit.
However, if a heavy consumer is started from the IAS as part of a start In case a total blackout, the standby selected MG will start and
sequence while power is insufficient, a generator will be started as part of connect to bus.
the sequence and no restart is necessary.
The system will prevent starting of more than one heavy consumer at the
time.
Synchronizing timeout alarm will be given if synchronizing 7 MGE FO Feeder Pump 0 sec very similar to fixed load, but the load set point is read from terminal
time exceeds the Sync timeout timer. During normal 8 MGE FO Booster Pump 0 sec TrackSetp. The TrackSetp will then come from Gas Management System,
conditions, the timeout is 90seconds, during a dead bus 9 MGE Pilot DO Supply Pump 0 sec and vary according to the pressure in cargo tanks. The MGE cannot be
condition the timeout is 2 seconds. 10 R/G LO Pump 0 sec selected as standby in track mode. The operator will not be able to select
11 S/T LO Pump 0 sec any other load sharing options in track mode.
Circuit Breaker Reconnection 12 MG Jack Up Pump (D-END) 5 sec
13 MG Jack Up Pump ( N-END) 5 sec However it is a software button for each engine, which can disable the
All circuit breakers to transformers and motors are equipped with under 14 MG External Oil Pump (D-END) 5 sec track node. Then the operator will be able to select any of the load
voltage relays. The PMS will reconnect the breakers after one MG has 15 Main CSW Pump 10 sec sharing options.
16 Aux. CSW Pump 10 sec
started. This requires that none of the breakers are blocked for any reason.
17 Aux. CFW Pump 10 sec
Symmetric Load Sharing
18 Aux. Boiler Feed W Pump 20 sec
Basis for all reconnection is to connect the same breakers that was
19 Aux. Boiler W Circ. Pump 20 sec
connected prior to black out. In this mode, the load of the generators running in parallel will be equal.
20 E/R Fans 30 sec
A small dead band, 1% of rated power, is foreseen.
21 Foam/CO2 RM Exh. Fan 30 sec
Reconnect
No Master Slave Sequence 22 Elec. Motor RM Supply Fan 50 sec
time delay Asymmetric Load Sharing
23 Glycol W. Circ. Pump 50 sec
1 HM1HM2 HM2HM1 0.3 Sec. 1
24 Battery RM Exh. Fan 70 sec
2 HM1LM1 NA 0.7 Sec. 2
The intention of the asymmetric load sharing function is to burn off
25 Cargo Comp. RM Exh. Fan 70 sec
3
carbon accumulated during engine low load operation.
HC1HC2 HC2HC1 1.1 Sec. 3 26 Cargo Mach. CSW Pump 90 sec
4 HM2LM2 NA 1.5 Sec. 4 27 Cargo Mach. CFW Pump 90 sec
In asymmetric load sharing one generator will be loaded to 80% (master)
5 HC1LC1 NA 1.9 Sec. 5
while the other generators (slaves) will share the remaining load. The
6 HC2LC2 NA 1.9 Sec. 5 10. Load Sharing
generators will be selected as main for four hours before it automatically
7 LM1LM2 NA 4.0 Sec. 6
changes over to the next generator.
8 LM2LM1 NA 4.0 Sec. 6 The PMS supports a number of load sharing options:
9 LC2HC2 NA 4.1 Sec. 7
If the remaining load on the slave generator drops below 30%, the load
10 LC1HC1 NA 4.1 Sec. 7 - Symmetric load sharing
on the master generator will be reduced. If the load on the slave
11 HM1HC1 HC1HM1 5.0 Sec. 8 - Asymmetric load sharing
generators exceeds 80%, load will be shared symmetrically between all
12 LM1HM1 NA 5.0 Sec. 8 - Fixed load
generators.
13 HM2HC2 HC2HM2 5.0 Sec. 8 - Manual load sharing
14 LM2HM2 NA 5.0 Sec. 8 - External load setting
Fixed Load
15 LC2LC2 LC2LC1 6.0 Sec 9
In Fuel Gas (FG) mode, the generators running in FG mode have a For maintenance purposes it is sometimes required to run a generator
9. Consumer Restart limitation on load variation. A load curve will be applied by the engine with steady load. This can be achieved by selecting the generator to fixed
supplier. The other engines running in Fuel Oil (FO) mode will then take load sharing. The set value is selected by the operator and maintained by
In the case of a blackout on the switchboards, the pumps will be restarted rapid load variations. the PMS. Fixed load mode cant be selected when the generator is in
when the blackout is recovered. The initial pump situation will be standby mode.
restored. The load sharing mode can be selected individually for each generator.
Load sharing is based on active power (kW) measurements. Manual Load Sharing
No Consumer Time Delay
1 Steering Gear 0 sec For load sharing and net frequency control, speed increases / decrease When a diesel generator is selected to manual load sharing, the operator
2 Lightings 0 sec signals (pulses) are sent to the speed governor. Speed droop is always can give speed increase / decrease signals to the speed governor directly
3 Navigation & Comm. Equipment 0 sec applied (about 4%). from the operator station. In this mode, the PMS performs no active load
4 Control and Instrumnets 0 sec sharing of the generator. Manual load sharing cant be selected when the
5 Gas V/V Unit RM Ext. Fan for GCU 0 sec In Mix mode, a generator which is in FG mode or is changed to FG mode generator is in standby mode.
6 Gas V/V Unit RM Ext. Fan for G/E 0 sec will automatically be set to Track mode. This is a load sharing mode
8. Load Sharing Modes / Fuel Modes MW
Total Load
Based on the fuel mode of the running engines, the PMS will adapt these
modes to enable the correct load sharing mode.
Diesel Mode
G1: Diesel Mode
In Diesel Mode all engines are running on diesel oil or heavy fuel oil.
The engines are normally load shared symmetrical but can be set to fixed G2: Gas Mode
or asymmetrical by the operator. G3: Gas Mode
Mixed Mode
t
In mixed mode at least one engine is running on fuel gas, while the G1 running in diesel mode. G2 and G3 running in gas mode, tank
others are running on fuel oil (diesel or HFO). pressure control.
The engines running on gas will be load shared to maintain the tank Gas Only Mode
pressure. The tank pressure controller will give a set-point to the engines
running on gas. If the tank pressure is higher than the set-point the load In Gas Only Mode all engines are running on gas except from MGE 3
of the engines running on gas will be increased and if the tank pressure is which is a HFO/DO only engine. The load sharing is normally
lower than the set-point the load will be reduced. symmetrical, but the operator can select any load sharing mode. The LD
compressor and the Forcing Vaporizer will supply gas to meet the
The remaining engines running on diesel or HFO will adapt all dynamic dynamic load changes in Telegraph mode.
load changes including the variations caused by the tank pressure. In case
there are more than one engine running on gas the load corresponding to
the natural boil off (NBO) will be load shared symmetrical between these
engines. No other load sharing modes are available in Mixed mode for
the gas engines.
In case an engine is running on low load (less than 15 %) for more than 3
minutes, one by one engine will automatically switch to diesel mode.
In ballast condition the NBO will be too low to maintain one engine
running on gas continuously. The asymmetric mode shall be applied to
mixed mode. The Mixed mode should be selected when the tank pressure
has increased to the high limit and then run on gas until the tank pressure
goes below the low limit.
Illustration 5.1.3a Main Diesel Generator
Hydro Cooler
Water Leakage Detector
Resistors Plate
DE Fan
Exciter Stator
DE Bearing EMZLK 28-250sp

Exciter Rotor
Rotating Rectifier
Permanent Magnet Generator Stator
Permanent Magnet Generator Rotor
NDE Bearing EMZLQ 22-250
5.1.3 Main Diesel Generator Excitation y The bearings are filled with oil to a correct level.
y The cooling system is functioning.
1. General Field excitation is provided by a standard brushless in board mounted y The generator enclosure has been purged and is pressurized if
excitation system which consists of rotating transformer and diodes. The applicable.
Four main diesel generators are fitted. They are all of the totally enclosed, stator windings are globally impregnated. y No maintenance is ongoing.
cylindrical rotor, separately excited, brushless type fitted with an integral y Personnel and equipment associated with the machine are ready
air to fresh water cooler. 2. Capacities and Ratings to start up the machine.
Generator cooling is provided by passing air over the integral fresh water Diesel Generators DG1, DG2 and DG4 Starting
cooler, using a closed circuit air supply. The cooling temperature can be
monitored via the PMS system. Maker: CONVERTEAM a) Switch the space heaters off if not operated by switchgear.
No. of sets: 3
The alternator is equipped with emergency opening facilities which may Type: M4HXD 253 - 71 b) Start to rotate the generator by diesel engine.
be operated in the case of failure of the cooling system. Output: 12222kVA
Overload: 10% overload for one hour in twelve hours c) Maintain rated speed.
Stator continuous running
Voltage: 6600V d) Switch the generator excitation on.
The stator is composed of a stack of low loss magnetic sheets press-fitted Current: 1069A
and held by retaining plates. This stack of sheets is divided into packets Frequency: 60Hz e) Maintain rated voltage.
separated by spacers which form cooling channels. Speed: 514rpm
Overspeed: 617rpm f) Check synchronizing parameters.
The winding of high conductivity copper is divided into elementary Bearings: Sleeve bearing, self-lubricated
conductors of small enough dimensions to reduce stray losses in the slots with jacking pumps g) Synchronize the generator to the grid.
to negligible proportions. The insulation is made up of class F materials Total mess: 42000kg
using the Vacuum Pressure Impregnation (VPI) process using a NOTE
solventless epoxide resin. This process ensures that the mechanical and Diesel generator DG3 Operation of the generator at reduced speed under 75% of rated speed
dielectric characteristics of the windings can withstand the most rigorous should be avoided.
operating conditions in complete safety. The lamination and its windings Maker: CONVERTEAM
are fitted in a rigid frame. No. of sets: 1 Shutdown
Type: M4HXD 253 - 58
Rotor and Shaft Output: 9167kVA The shut-down of the generator depends on the application, but main
Overload: 10% overload for one hour in twelve hours guidelines are:
The shaft is made of heavy duty cast-iron. The turbine is directly continuous running
mounted on shaft end. Voltage: 6600V a) Reduce the output of the generator to zero.
Current: 802A
The rotor rim is shrinked and welded to the shaft discs. The shrink fitting Frequency: 60Hz b) Open the main breaker.
is calculated in order to hold even at the runaway speed so that the rim is Speed: 514rpm
always centered. Overspeed: 617rpm c) Switch the generator excitation off.
Bearings: Sleeve bearing, self-lubricated
Bearing with jacking pumps d) Stop the diesel engine.
Total mess: 38000kg
The generator is provided with two journal bearings Marine type. The e) Switch the space heaters on if not automatically done by
bearing are self lubricated with oil rings and internal oil-water cooler in 3. Operation switchgear.
the oil bath or force lubricated.
Always before starting up the generator ensure that:
IMO No. 9401295 / Final Draft (2010.04.19) 5 - 10 Part 5 Electrical Equipment

5.1.4 Emergency Diesel Generator Generator Emergency Generator:

Maker Newage
1. General Description The generator gives an output of 850kW (1062kVA) at 450 volt 3 phase Type: PM734B1
60Hz at 1,800 rev/min. The generator is a brushless type self-excitation, Rating 850 kW (1062.5kVA)
The Emergency Diesel generator is rated for 850kW at 450V, 60Hz for self-regulation system with automatic voltage regulator maintaining a Voltage 3x450V
use in emergency or dry-dock conditions. The generator feeds the constant output. Current: 1363.2A
emergency switchboard and, through tie-breakers, the main switchboard.
The unit will start automatically should the main running unit fail, or it A space heater coil is fitted to the generator enclosure to prevent 3. Operating Procedures
can be started manually either from the emergency switchboard or engine condensation while the unit is idle.
starter panel. Procedure to Prepare the Emergency Diesel Engine for Automatic
The generator is coupled to the emergency switchboard via a circuit Starting
Under normal operating conditions, the emergency switchboard is fed breaker, which is closed automatically by the engine starting sequence or
from the main switchboard through a tie-breaker, with the emergency manually at the emergency switchboard. Manual control of voltage is a) On the emergency generator control panel set the mode control
generator engine operation switch in the auto condition at the starter provided together with voltage, current and frequency meters at the to MANUAL in order that the generator will not start during the
panel. Under these conditions, a loss of voltage in the bus bars will be emergency switchboard. inspection stage.
sensed thus, starting the emergency generator automatically and feeding
electric power to the emergency switchboard. The Emergency Generator starter panel in the emergency generator room b) Check the lube oil sump level and top up as required.
has two positions: AUTO and MANUAL with START and STOP push-
Engine buttons. c) Check the level of diesel oil in the emergency generator engine
MDO service tank and top up as required. Open the fuel oil
The engine is a V-12 turbocharged diesel engine, running at 1,800 When a no-volt signal is received at the emergency switchboard, this supply to the diesel engine. It is normally open when the engine
rev/min. The engine has an air start motor and a manual hand hydraulic initiates the engine start sequence. On receipt of the signal, the lube oil is stopped.
system. heater and generator heater are switched off, the air start solenoid
operates and air is admitted to the starter motor. d) At the emergency generator control panel turn the power source
Crankshaft, camshaft and bearings etc. are lubricated by a forced switch to the ON position, the engine start is switched to AUTO
lubrication system from an engine driven gear pump. The pump draws oil The generator ACB on the emergency switchboard will be closed control and the cooling water and LO trip switch is in the
from the sump pan and, after passing through a cooler and a filter, a automatically when the engine is running at the correct speed and voltage. NORMAL position.
pressure regulating valve maintains the line pressure. Heating elements
are fitted to the sump to provide preheating of the lub-oil and heating In the MANUAL position, the generator can be started and run manually. e) Ensure that the cooling water heaters are on. They are normally
elements are also fitted to the cooling water jacket. These are normally Starting may be by manually operating the air start solenoid valve and, on when the engine is stopped.
left on. when the generator is running, the circuit breaker can be manually closed
on the switchboard. Interlocks prevent the closure of the circuit breaker f) The IAS LV SWBD state graphic screen and the emergency
An engine-mounted radiator with v-belt driven fan cools the jacket water, when the emergency switchboard is being fed from the main switchboard switchboard will indicate the status of the emergency generator
and an engine driven pump circulates the water through the jacket spaces. through the ACBs ESBLM1 and ESBLM2. showing that it is ready to start and in auto-standby.
Fuel is supplied from the 12.4m3 emergency D/G diesel oil tank located 2. Capacities and Ratings The emergency diesel generator is now ready for starting and it will start
in the emergency generator room, gravity fed to the fuel injection pump. automatically and supply power to the emergency switchboard should
Emergency Generator Engine: STX there be an interruption of power from the main electrical supply.
Air for starting is supplied from a separate air reservoir, which is topped Model KTA38DMGE
up by the engine-driven emergency diesel generator starting air Combustion system Direct injection
compressor or generator engine starting air compressors. Start air is Aspiration turbocharger & after cooler
supplied to the starter motor after initiating the operation of a solenoid Bore / stroke 159 / 159 mm
valve in the line. Firing order 1R-6L-5R-2L-3R-4L-6R-1L-2R-
5L-4R-3L

5.1.5 Shore Power g) Close No.1 440V MSB or No.2 440V MSB feed breakers
(LM1ESB or LM2ESB) with Emcy SWBD feed breakers
(ESBLM1 or ESBLM2).
1. Shore Connections
h) The 440V MSBs bus is fed by the shore power.
A shore connection facility shall be provided at the emergency
switchboards such that it can supply either or both 440V switchboards
simultaneously.
One (1) set of shore connection box (AC440V, 3Ph, 60HZ, 1200A) is
provided which is permanently wired to the shore supply air circuit
breaker on the emergency switchboard. The operating load is decided by
ship owner within the capacity provided.
The Shore connection box is provided with the following devices.
One (1) Air Circuit Breaker

One (1) Watthour meter (CT:1600/5A, PT:460/115V, 60Hz)
One (1) Phase sequence indicator meter
One (1) Phase sequence test switch
One (1) Shore alive lamp
One (1) Shore ACB closed lamp
One (1) Shore ACB open lamp
A phase sequence indicator is provided on the shore connection box. The

sequence should be checked by pressing the phase sequence test
pushbutton before closing the ACB to connect shore power to the
emergency switchboard. If the sequence is found incorrect (Red lamp
instead of Green lamp), change over two phases.
2. Operating Procedure
Shore power supply to the emergency switchboard and 440V main

switch board.
a) Check shore power available, ensure that phase sequence is correct.
b) Check that LV incoming ACBs are open (All).
c) Check that E/G ACB is open.
d) Close shore power ACB; the ESBs bus is fed from shore power.
e) Make sure that low voltage release load + ESB will not exceed
the capacity of shore source.
f) Select feed-back switch board (No.1 440V main switchboard /

No.2 440V main switchboard).

Illustration 5.1.6a DC24V Battery Charger and Distribution
Charger 1 One Line Symbols

BATTERY CHARGER & DISCHARGER No.2 AC440V Feeder Panel
2 Battery Charger Position Run Led Ind.
A V
Charger
MCCB
Emergency AC440V Feeder Panel 3 Over, Under Voltage Ind.
1
AC440V,3 RECTIFIER1
A V A V BATTERY (Alarm Point Over : 29.5V, Under : 23.0V)
50/60Hz MTR
MCCB FUSE L1
MAIN
RECTIFIER2 AVR Discharger Panel 4 Low Insulation Ind.
EMCY LOAD IAS (ECR Cabinet 3)
BATT.1 MCCB - Abnormal Alarm 5 Boosting Charge Timer : 0~99 Min. Adjustable
F1
BATT. 2 MCCB BATTERY1 - Insulation (Low Alarm) 6 Floating Charging Mode Ind. Led
MAIN MAIN MTR RECTIFIER1
2 BATTERY2
RECTIFIER2 AVR LOAD BWAMS 7 Floating Charging Mode Push Button

(W/H Surv. Console)
EMCY F2 8 Boosting Charging Mode Ind. Led
OVER VOLTAGE EARTH
4 Battery 1, 2 Lead-Acid
3
(LOW INSULATION)
9 Boosting Charging Mode Push Button
UNDER VOLTAGE (600AH-10HR Disch. Rate)
10 Floating Charging Voltage Adjustable Volume
No.2 W/H Group Panel (26.5V)
BOOSTING TIME
CHARGE MODE 11 Boosting Charging Voltage Adjustable Volume
EER (28.5V)
5
12 Rectifier / Battery 1, 2 / Load Voltage Meter
min.
Engine Control Console
6 8 13 Rectifier / Battery 1, 2 / Load Ammeter
(DC 24V DB)
14 Lamp Test For MMIC Board
9 Cargo Control Console
7 15 Rectifier Voltage Mode Push Button
(DC 24V DB)
FLOATING CHARGE BOOSTING CHARGE
W/H Surv. Console 16 Rectifier Voltage Mode Ind. Led
10 11 (DC 24V DB) 17 Battery1, 2 Voltage Mode Push Button
- + - +
VOLTAGE ADJUSTABLE
CP For Elevator 18 Battery1, 2 Voltage Mode Ind. Led
14
VOLT METER AMPERE METER 19 Load Voltage Mode Push Button
20 Load Voltage Mode Ind. Led
12 13
21 Rectifier Current Mode Push Button
20 V A 22
LAMP TEST
22 Rectifier Current Mode Ind. Led
16 26
23 Battery1, 2 Current Mode Push Button
18 24
RECT. BATT.1 LOAD RECT. BATT. LOAD 24 Battery1, 2 Current Mode Ind. Led
15 25
25 Load Current Mode Push Button
17 23
19
EARTH INSULATE RESISTANCE MONITOR EARTH
0.02
EARTH ALARM
0.03 21 26 Load Current Mode Ind. Led
1.5 .3 .1 .05 .03 .01 .005 0M
0.01 0.04 27 DC Low Insulation Meter Graph Bar
P(+) N(-) 0.008 0.05
28 (Led Volume)
27 0.006 0.1
29 TEST 0.004 0.2 28 DC Low Insulation Alarm Point Setting Volume

0.002 0.3
M
29 DC Low Insulation Alarm Lamp & Test P/B

5.1.6 Battery Charger & Distribution 2. Battery No.1/2 LV main transformer
1. Battery Charging Discharging Board General Maker: KOC Electric Co., Ltd
Capacity: 180 kVA (4 sets x 1PH 60kVA), 3PH
General The MSB batteries incorporate a unique design that effectively controls No. of sets: 2 sets
generation of gases by recombination in normal usage but when the Voltage Prime./Second.: 445V / 225V
The main 24VDC and 110VDC system is supplied by the DC24V and batteries are in an unstable state, it is necessary to vent generated gas
DC110V battery charger & distribution board. through the safety valve. Emcy transformer
The DC110V system is intended for No.1, 2 HV main SWBD and No.1, The MSB series batteries are designed not to require any addition of Maker: KOC Electric Co., Ltd
2 cargo SWBD. water nor normal maintenance care and can be subjected to protracted Capacity: 90 kVA (4 sets x 1PH 30kVA), 3PH
storage without loss of efficiency and appreciable deterioration. No. of sets: 1 sets
In normal operation the battery charger/distribution board can be fed Voltage Prime./Second.: 445V / 225V
either from the emergency AC 440V feeder panel or the No.1 AC 440V Capacities and ratings
feeder panel. Fcle Transformer
Maker: Global & Yuasa Battery Co., Ltd
In the event of power failure, the 24V and 110V system is supplied by Type: MSB200 / MSB600 Maker: KOC Electric Co., Ltd
two banks of batteries automatically. Capacity: 200AH at 10 hr rate (AH, 1.8V/cell) / Capacity: 30 kVA (4 sets x 1PH 10kVA), 3PH
600 AH at 10 hr rate (AH, 1.8V/cell) No. of sets: 1 set
When the AC source is first switched to the charging/discharging board, Nominal voltage: 1V / 2V Voltage Prime./Second.: 445V / 225V
or reconnected after a source failure, battery charging is switched to
equalising mode, reverting to floating charging after equalising charging. AC 440V Galley / Laundry Transformer
3. Transformer
An operator can select the equalising charging method with the push Maker: KOC Electric Co., Ltd
button switch. The equalising charging reverts automatically to floating The cast rasin and dry type marine transformers are designed and Capacity: 225 kVA (3 sets x 1PH 75kVA), 3PH
charging after an equalising charging period. manufactured to comply with classification standard specifications in No. of sets: 1 set
order to endure the worst sea conditions during long voyages, vibration Voltage Prime./Second.: 440V / 440V
If the bus voltage is higher than floating voltage when the equalising etc.
charging is turned on, the voltage-dropper which reduces feeder voltage AC 220V Galley / Laundry Transformer
is turned on and then when the equalising charging is finished the The enclosure of the transformer is constructed of mild steel, designed to
voltage-dropper is automatically turned off. allow the complete transformer to sufficiently cool down the heat Maker: KOC Electric Co., Ltd
generated by transformer losses. Capacity: 60 kVA (3 sets x 1PH 20kVA), 3PH
Capacities and Ratings No. of sets: 1 set
No.1/2 HV main transformer Voltage Prime./Second.: 220V / 220V
Maker: HHI Co., LTD.
Rating: Continuity Maker: KOC Electric Co., Ltd
No. of sets: 1 set Capacity: 3500 kVA, 3PH
Cooling system: Self cooling No. of sets: 2 sets
Input: Phase - 3Ph Voltage Prime./Second.: 6600V / 450V
Voltage - AC440V
Frequency - 60Hz G5% No.1/2 HV cargo transformer
Out put: Voltage (24V/110V) - floating voltage 26.5V / 121V
- equalising voltage 28.5V / 123V Maker: KOC Electric Co., Ltd
Current (24V/110V) - 100A / 40A Capacity: 1000 kVA, 3PH
No. of sets: 2 sets
Voltage Prime./Second.: 6600V / 450V

5.1.7 Uninterruptible Power Supplies If the UPS system becomes overloaded, the UPS switches to Bypass 2) Output is overloaded (more than 120%)
mode. The UPS automatically returns to Normal mode when the error
1. Understanding Operation condition is cleared and system operation is restored to fall within 3) UPS internal temperature exceeds the safe operation range.
specified limits.
The UPS functions automatically to supply AC electrical power to the 4) UPS internal failure
critical load. The UPS always operates in one of three modes. If the UPS suffers an internal failure, it switches automatically to By-pass
mode and remains in that mode until the failure is corrected and the UPS 5) Off switch is depressed for more than 3 seconds in the front panel.
y In Normal mode the critical load is supported by the inverter, is put back into service.
which derives its power from rectified utility AC power. In this NOTE
mode, the rectifier also provides charging current for the battery. 3. Battery Mode Operation The critical load is not protected while the UPS is in Bypass mode.
y In battery mode, the battery cabinet provides DC power, which

The UPS transfers to Battery mode automatically if a utility power Figure 3 shows the path of electrical power through the UPS system
maintains inverter operation. The battery supports the critical
outage occurs, or if the utility power does not conform to specified when the UPS is operating in Bypass mode.
load.
parameters. In battery mode, the battery provides emergency DC power,
y In Bypass mode, the critical load is directly supported by the which the inverter converts to AC power. When the UPS switches to Bypass In
utility. Battery mode, its alarm indications depend on the cause and on the
Rectifier Inverter
The UPS continually monitors itself and the incoming utility power, and battery charge state. The length of time the system can operate in battery
mode depends on loading and the battery supply capacity. Input
~ = Load
automatically switches between these modes as required, with no
= ~
operator intervention. The sophisticated detection and switching logic
inside the UPS ensures that operating mode changes are automatic and Figure 2 shows the path of electrical power through the UPS system Battery
transparent to the critical load. when it is operating in Battery mode.
Figure 3 Bypass Mode
Bypass In
2. Normal Mode Operation
Rectifier Inverter 5. Capacities and Ratings
In Normal mode, utility AC power is supplied to the rectifier and the
Input
~ = Load
rectifier supplies DC power to the inverter, which then supplies the = 10KVA
~
regulated AC power to the critical load. The rectifier also provides
charging power to the battery. Battery Maker : Hyun Jin Co., Ltd
The message Normal appears in the status area of the panel. Electric power : AC source : AC 440V, 3, 60 Hz
Figure 2 Battery Mode (input) DC source : DC 240V
Figure 1 shows the path of electrical power through the UPS system (Battery, ES65AH, DC12Vx16each)
when the UPS is operating in normal mode. When the discharging battery voltage reaches the lower limit of UPS Electric power(output)_ : AC 220V
operation capability, UPS will shut down. Capacity : AC220V, UPS 10kVA, 30 minute
Bypass In
Rectifier Inverter
If incoming power returns to within specified parameters, the UPS 30KVA
automatically returns to Normal mode, and alarm indications clear.
Input
~ ~ Load
= = Maker : Hyun Jin Co., Ltd
4. Bypass Mode Operation Electric power : AC source : AC 440V, 3, 60 Hz
Battery (input) DC source : DC 240V
The UPS automatically switches to Bypass mode when it is in the (Battery, ES200AH, DC12Vx20each)
Figure 1 Normal Mode
following conditions. In this mode, the utility AC power is supplied Electric power(output)_ : AC 220V
directly to the critical loads through the Bypass circuit. Capacity : AC220V, UPS 30kVA, 30 minute
If the utility AC power is interrupted or out of specification, the UPS
automatically switches to battery mode to support the critical load with
1) Initial Start-up
no interruption. When utility power returns the Normal mode is
reinstated.

Part 6: Emergency ProceduresG
6.1 Flooding in the Engine Room ..................................................... 6 - 1
6.2 Main Generator Engine Emergency Procedures ......................... 6 - 3
6.3 Fire in the Engine Room ............................................................. 6 - 4
Illustration
6.1a Engine Room Bilge System ...................................................... 6 - 1
6.1a Floodable time, control position and method for valve operation
.......................................................................................................... 6 - 2
Part 6
Emergency Procedure
IMO No. 9401295 / Final Draft (2010.04.19) Part 6 Emergency Procedure

S/T CW (34.6 m3) BW (P)
AFT BW
BW (P)
Mid.
Tank (P)
(106.7 m 3) BG007 BG012 BG083 BG084
BG005
BG035
LS LS
BG082
BG011
BG013
BG085
LS BG006 LAH
BG068 BG067
LAH LS
BM16 BM17
LAH
LAH
BM12 BG008 BM14
BG004
BG062
To Shore
BG079
BM26
(5 m3/h, 5 ppm)
Pump Room
For High
Air Distri.
FM
Exp. Foam BG122
Unit
BG023
BG091
BG025 Bilge Pump
LS FW
Disch. Pump
(240 m3/h x 4.5 bar)
LAH Tank
Flocculation
BM27 (P) BG051
Filter
Filter
Filter
BG205 BG207
PI CP
(10 m3/h x 4 bar)

ETS No.2
Unit
From FW PI
E/R Bilge Pump

OCM BG069
Oil Descaler
Room
BG057
From 7 bar
CP
System
BG061
BG058 BG053
BG206 BG202
PI CP
Bilge Feed System
From Pump
Local Control Air
BG064
Fire
BG073
Fight' FW
BG054
BG055
BG056
LAH Steering
Sys. BM28 Gear Tank
Unit (24 Mesh)
BG099
BG070
BG125
BG098
BG126 Clean Drain Pump

(10 m3/h x 4 bar)
AP Tank
From Exh. Gas
Pipe Drain
BG029 From Cascade
BG059 BG060
Tank
BG093

BG028
BG042
BG088
460
LAH
BG092

BG032
BG040
BG075
BG080
BM21 BM21
Dewatering
BG031
LS To No.1
BG015
BG016
BG018
BG034
BG038
BG036
BM15 BM18 LS
LS LS LS
Unit Aux. Cooling
LS LS
S/T CW SW Pump
Reduction
Gear Space Key
Steam Line
BG095
BG094
BG033
BG090
BG097

Drain Line
IMO No. 9401295 / Final Draft (2010.04.19) 6-1 Part 6 Emergency Procedure
Part 6: Emergency Procedures No.2Bilge Fire and General Service Pump
6.1 Flooding in the Engine Room Capacity: 240m3/h x 4.5bar

Can take suction from the bilge main through valve BG069.
1. General
Engine Room Bilge Pump
Flooding in the engine room can occur due to a defect in the hull
structure caused by grounding, berthing or collision damage or due to a Capacity: 10m3/h x 4.0bar
defect in the engine rooms sea water pipeline system. Takes suction from the bilge main through valve BG055 and the bilge holding tank through valve BG054.
The following steps can prevent or alleviate flooding problems: Maintain

pipelines externally, tighten slack supports and replace broken U bolts on Illustration 6.1b Floodable time, control position and method for valve operation
pipe brackets to minimize fretting in way of supports. Each month check
for signs of corrosion, particularly on pipes which are not obviously Procedure
visible during daily inspections. Is E/R bilge pump running ?
LEVEL STILL RISING LEVEL NOT RISING

Operate all ships side valves regularly, so they can be operated easily
Start bilge pump, taking Find and isolate the source of
when required in an emergency. Valves such as fire pump suction valves, suction from the direct bilge ingress of water.
Restrict the rate of entry by any
which are normally left open, should be closed at regular intervals to YES NO suction (stbd fwd) & discharging
directly overboard. means available, such as
prevent a build up of marine growth. Ensure that remote valve actuation Is E/R bilge pump pumping ? Start E/R bilge pump, taking suction shoring, bandaging, caulking,
if the source of water cannot be
from its bilge main and any of the associated
systems function correctly. Check valve packing and ensure there is no bilge wells, and ensure that it is pumping. isolated by valves.
If it does not pump immediately, investigate
excessive leakage. in particular that no additional suction valves are
open.
LEVEL STILL RISING
Before opening sea water filters for cleaning, make sure the shut-off Advise bridge.
LEVEL NOT RISING
valves are shut tight by opening the vent in the filter box cover. In any NO YES Stop the main motor and secure
Find and isolate the source of
it against the ingress of water.
case break the cover joint before removing all cover bolts. The same Isolate equipment from the main ingress of water.
Check reason why E/R bilge switchboard before the equipment Restrict the rate of entry by any
applies when opening coolers and pipelines anywhere in the system. If a pump is not pumping. is flooded. means available, such as shoring,
Check the position of all valves, Before the sea water pumps are bandaging, caulking, if the source
valve is not fully closed there will be appreciable leakage and because particularly that extra suction flooded, it will be necessary to shut of water cannot be isolated by
valves are not open. valves.
the bolts/nuts are still in place it is possible to retighten the cover. down the boilers, stop the diesel
generators, and start the
LEVEL NOT RISING
LEVEL STILL RISING emergency diesel generator.
Secure the boilers against the
Personnel should be familiar with the position of bilge suctions and the Find and isolate the source ingress of water. Secure the main
of ingress of water. Feed pumps, diesel generators
pumps that can be utilized for bilge pumping duties. They should also be Restrict the rate of entry by against the ingress of water.
The inflow of water is exceeding any means available, such as
familiar with the position of main sea suction and overboard discharge the capacity of the reciprocating shoring, bandaging, caulking,
bilge pump.
valves and know which main suction is currently in use. if the source of water cannot
be isolated by valves.
Summon assistance using

The emergency bilge suction valve should be operated on a regular basis. the engineer's call bell.
Double bottom sounding pipe cocks and caps should be secured after use. Advise Bridge for further action.
2. Pumps Available for Bilge Pumping Duties
No.1 Bilge Pump
Capacity: 240m3/h x 4.5bar
Takes suction from the bilge main through valve BG061 but also has its
own direct bilge suction through valve BG073 from the starboard
forward bilge well.
6.2 Main Generator Engine Emergency Procedures 3. Operation with Defective Cams e) Set the injection pump fuel rack to zero position and lock it
using the limiter tool.
1. Operation with Defective Air Cooler (s) If the camshaft piece with damaged cams cannot be removed and
replaced by a new one, the engine can be kept running by the following Run the engine with reduced load to prevent the exhaust temperatures
If the water tubes of an air cooler are defective, the cooling water may measures: from exceeding their respective normal full load temperatures. If the
enter the cylinders. If water or water mist flows out of the drain pipe at turbocharger(s) surges, reduce load further to avoid continuous surging.
the bottom of the cooler housing, check whether it is raw water or Injection pump cams:
condensate. If condensate, reduce cooling. Operation with removed piston and connecting rod, from one or more
Slight damage: cylinders, should be performed only in absolute emergency conditions
If raw water, stop the engine as soon as possible and fit a spare cooler. In Set the injection pump control rack to zero position and lock it by when there are no other means of proceeding under own power.
case of no available spare cooler, the following procedure can be carried using the limiter tool.
out as an emergency solution: 5. Torsional Vibrations and Other Vibrations
Bad damage:
a) Dismantle the cooler for repair and blank off the opening in the Remove the fuel injection pump. When running the engine with one cylinder, or more, out of operation,
charge air cooler housing. Shut off the water supply and the the balance of the engine is disturbed and severe, or even dangerous,
return pipes. Repair the cooler, e.g. by plugging the leaking When operating with a shut-off injection pump over a long period, the vibrations may occur.
tubes. valve push rods of the inlet and outlet valves are to be removed, and the
indicator valve on the respective cylinder is to be opened once an hour to The vibration conditions are, in practice, dependant on the type of the
b) If there is not time enough to remove the defective cooler to allow any accumulated oil to escape. installation. As a general advice, when there are cylinders out of order:
repair it, then only shut off the water supply and the return pipes.
With one cylinder out of operation, reduce load to prevent exhaust a) Reduce load as much as possible.
c) Operating with a partially plugged, shut-down or removed air temperature of the remaining cylinders from exceeding normal full load
cooler. temperatures. b) Keep the speed in a favourable range (completely depending on
the type of installation).
The engine output must be limited and normal full load exhaust Valve cams:
temperatures must not be exceeded. The turbocharger may surge before If one or several pistons are removed, lowest possible speed should be
the admissible exhaust temperatures are reached. In such a case, engine Shut off the fuel injection to the cylinder concerned. Remove the valve used.
load must be reduced further to avoid continuous surging. push rods and cam followers of the cylinder. Replace the tubes covering
the push rods.
2. Operation with Defective Turbocharger(s)
Run the engine with reduced load to prevent the exhaust temperatures
A defective turbocharger is to be treated in accordance with the service from exceeding their respective normal full load temperatures.
instructions given in the turbocharger instruction book (blocking of rotor,
blanking of turbocharger etc.) 4. Operation with Removed Piston and Connecting Rod
If one of the turbochargers on a V-engine is defective and must be In case of such damage on piston, connecting rod or big end bearing that
blocked, the other charger has to be blocked too. The air connection cannot be repaired, the following can be done to allow emergency
between the turbocharger and the air cooler housing should be removed operation:
and the engine will operate as a naturally aspirated engine.
a) Remove the piston, the connecting rod and the big end bearing.
Available load from the engine with blocked turbocharger(s) is about
20 % of full load. The engine output must, however, be limited so that b) Cover the lubricating oil bore in the crank pin with a suitable
the normal full load exhaust temperatures are not exceeded. hose clip, and secure it.
NOTE c) Fit the cylinder head without mounting the valve push rods.
Both turbochargers on a V-engine must be blocked or blanked in case
of one charger is defective and blocked d) Prevent starting air entry to the cylinder head by removing the
pilot air pipe.
6.3 Fire in the Engine Room k) Organize the crew for fire fighting duties. d) Start the emergency generator and put on load.
Should a fire occur in the engine room: l) Inform the local fire brigade even if the fire appears to be under e) Trip the quick-closing valves and the engine room auxiliary
control. machinery from the fire control centre.
CAUTION
Under no circumstances should anybody attempt to tackle an engine m) If personnel are missing, consider the possibility of searching in f) Count all personnel and ensure that none are in the engine room.
room fire alone. It is essential that the fire alarm be raised as soon as the fire area.
an outbreak of fire is detected. g) Close all fire flaps and funnel doors.
n) Close all accessible openings and hatches to prevent the fire
1. General spreading. h) Close all doors to the inert gas plant and the engine room.
a) Immediately sound the fire alarm and muster the crew. o) Prepare to disconnect the cargo hoses, if required. i) Start the emergency fire pump and pressurize the fire main.
b) If personnel are missing, consider the possibility of searching in p) Prepare to vacate the berth, if required, and inform the j) Operate the pressurized water spray system if the fire is in the
the fire area. authorities immediately if there might be problems in vacating purifier room or the hot foam system if it is in the engine room
the berth. generally.
c) Determine the location of the fire, what is burning, the direction
of spread and the possibility of controlling the fire q) If there is a danger of the release of poisonous gases or of All personnel must be evacuated from the space into which foam is to be
explosion, consider part or total ship abandonment. Ship injected before the foam is injected.
d) If there is the least doubt whether the fire can be controlled by drawings, cargo plans etc. should be taken ashore. A crew check
ships crew, warn of the situation on the distress frequencies. is to be carried out. 3. Engine Room Fire Prevention
e) If the fire fighting capacity is limited, give priority to fire r) Consider using the fixed fire extinguishing systems, depending The best way of dealing with an engine room fire is to prevent one. Oil
limitation until the situation is clarified. on the extent of the fire. The local pressurized water system spills must be cleaned up as soon as they occur and oily waste or rags
applies to the main engine, generator rooms, boilers and purifier must not be left lying around. Any leakage from oil pipes must be
f) If substances which are on fire, or close to a fire, may emit room only but the hot foam system covers more extensively the rectified as soon as possible.
poisonous gases or explode, direct the crew to a safe position engine room.
before actions are organized. Rags, oily waste and similar combustible material must not be stored in
s) On the arrival of the fire brigade, inform the Chief Fire Officer the engine room and plastic containers must not be used for storing such
g) Establish the vessels position and update the communication of: material or used as drip trays.
centre. - Any personnel missing
- Assumed location of fire Lagging must be correctly fitted to exhaust manifolds and the dripping of
h) If any person is seriously injured, request assistance from the - What is assumed to be burning oil onto hot manifolds, even when lagged, must be prevented. Fire
nearest rescue centre. - Any conditions that may constitute a hazard detection equipment must be checked frequently and fire extinguishing
appliances must be in an operable state at all times.
In Port t) Assist the Chief Fire Officer with information and orientation,
by means of drawings and plans.
CAUTION
Fire plans are housed in red cylindrical containers at the port and If the fixed fire extinguishing system is to be used, take the following
starboard accommodation entrances on the upper deck. These are action:
positioned to assist outside parties to deal with a fire on board and
should under no circumstances be removed. 2. Battening Down of the Engine Room
i) Activate the emergency shutdown system in agreement with the a) Stop the main engines and shut down the boilers.
terminal duty personnel.
b) Sound the evacuation alarm.
j) Conduct a crew check.
c) Stop all the ventilation fans.
Part 7: Fire Fighting System
7.1 Fire and Deck Wash System ........................................................ 7 - 2
7.2 Water Spray System .....................................................................7 - 6
7.3 Dry Powder System ................................................................... 7 - 10
7.4 CO2 System ............................................................................... 7 - 14
7.5 Fire Detection System................................................................ 7 - 16
7.6 E/R Local Water Based Fire Fighting System ........................... 7 - 20
7.7 Quick Closing Valve System ..................................................... 7 - 24
7.8 Emergency Escape from E/R ..................................................... 7 - 25
Illustration
7.1a Fire and Deck Wash System (1/2) .............................................. 7 - 1
7.1b Fire and Deck Wash System (2/2) .............................................7 - 3
7.2a Water Spray System ...................................................................7 - 5
7.2b Water Spray Nozzle ...................................................................7 - 7
7.3a Dry Powder System Hose Station ..............................................7 - 9
7.3b Dry Powder Schematic Arrangement ...................................... 7 - 11
7.4a CO2 System ............................................................................. 7 - 13
7.5a Fire Detection System .............................................................. 7 - 15
7.5a Fire Detection System .............................................................. 7 - 17
7.6a E/R Local Water Based Fire Fighting System ......................... 7 - 19
7.6b System Activation Flow Chart ................................................. 7 - 21
7.7a Quick-Closing Valve System ................................................... 7 - 23
7.8a Emergency Escape Route from Engine Room ......................... 7 - 25
Part 7
Fire Fighting System
IMO No. 9401295 / Final Draft (2010.04.19) Part 7 Fire Fighting System
Illustration 7.1a Fire and Deck Wash System (1/2)
A-deck B-deck
(50A) (50A)
WD516
WD514
Nav.-DK
(50A)
(50A)
(50A) (50A)
Outside Engine (50A) (50A)
UP 80A
Casing
WD522
WD521
UP 80A UP 40A
(P) (P) D-DK
WD201 WD232 WD517 (50A)
UP 40A
WD531
(50A) WD524 WD523 (50A)
##
(50A)
C-DK
(WDC02-JABBX-40A)
(WDC03-JABBX-40A)
WD532
##
WD202 (50A)
UP 40A
(50A)
WD526 WD525 (50A) UP 40A
Trunk Deck
(80A)
(80A)
(80A)
(80A)
UP 80A
B-DK
(50A)
UP 80A
(50A) (50A) (50A)
WD518
(50A)
WD515
(80A)
WD528 WD527
WD513
(125A)
(WD079-JABBX-80A)
Swimming (P)
Pool WD357 A-DK
Life Boat (S)
(100A)
WD379
WD203 WD530 WD529
(80A)
(125A)
WD205
WD370
(100A) (125A)
WD371
C-deck D-deck
WD356
WD355 WD354 WD353 WD352
(100A)
WD
WD511
206 (P) (S)
(WDC01-JABBX-40A)
WD508
(50A)
WD360
(50A)
S.L.W.L.
(50A)
(WD906-JABBX-150A) UP 65A
UP 65A
WD209 WD208 WD207 WD254 UP 25A
HC065
(50A)
(50A) D.L.W.L. From Domestic
WD533
1st Deck WD231
(50A)
##
(50A) From (WD901-JABBX-80A) F.W. Hydrophore
WD534
WD212 WD211 WD210 Unit
Comp.
##
(50A)
(50A) (50A)
WD253 Air
WD240
WD362
UP 25A
2nd Deck
(WD051-JABBX-80A)
WD243 WD239 S.P. : 11 bar.G UP 65A

UP 65A
WD215 WD214 (50A)
WD213
(25A)
(50A)
(50A)
(50A)
(50A)
WD252
(WD006-JABBX-50A)
3rd Deck Accumulator WD510 WD507
(50A)
Tank
WD217 WD216
WD218 (2.0 m3)
Steering Gear Room (50A)
(50A) (50A)
W
WD242 D2
(50A) (125A)
Cofferdam
38
Floor WD241
(40A)
(50A) To Bilge Well
To Soot Eductor
A.P. Tank WD220 Nav. Deck
To Bilge Ejector For (WD009-JABBX-80A)
Pipe Duct/Cofferdams WD237
WD224 WD223 WD222 (150A) To Water Spray
WD247 Main For Rinsing WD502
WD221
(150A) (150A) (50A)
(250A) (250A)
HC008
No.2 Fire No.1 Fire
Jockey
WD246 & G/S & G/S
Pump Engine Room PI
Pump Pump
WD230 WD229
(150A) (150A)
WD244
WD228
- The ## marked hydrant valves shall be

F.W. F.W. WD234
Tank(S) Tank(P) installed inside accommodation. (50A)
Key
(WD903-JABAX-200A)
WD501
WD235
WD236
(WD001-JABAX-50A)
Sea Water Line
Pipe Duct
(150A)
Spool Piece Fresh Water Line
Steering Gear Room S.W. Main in E/R
Air Line
IMO No. 9401295 / Final Draft (2010.04.19) 7-1 Part 7 Fire Fighting System
Part 7: Fire Fighting System y Swimming pool The hydrant outlet valves should be operated at frequent intervals to
The deck fire main has a main isolating valve WD353 before the port, ensure that they will open satisfactorily should it be necessary in the
7.1 Fire and Deck Wash System starboard and ring main isolating valves. The ring main is fitted with a event of an emergency.
further four section isolator valves on each side at regular intervals along
1. Specification the deck to allow any part of the system to be supplied from either side of The emergency fire pump can be started locally also from the bridge,
the ship. Fire Control Room (FCR) and CCR.
Fire and G.S Pump
Maker: Shinko Ind. Ltd.
The main fire system is supplied from the engine room, by the No.1 Fire Under normal operating conditions the fire main will be under pressure
Type: Vertical, Centrifugal
Model: RVP160-2M and GS pump and the No.2 Fire and GS pump in a duty stand-by in terminal, supplying the manifold water curtain and with hoses run out
No. of sets: 2 configuration. as a fire precaution.
Rated out-put: 150m3/h x 100m
Motor: 75kW, 1800rpm, AC440V
The main fire system is kept pressurized by the Jockey pump in normal
Jockey Pump condition.
Type: Vertical, Centrifugal The No. 1 Fire and GS pump and No.2 Fire and GS pump can be started
Model: SHQ50M manually, from the local or the IAS.
Number of sets: 1
Rated out-put: 10 m3/h x100m
Under normal operation conditions the main fire system will be under
pressure during port time, supplying the manifold water curtain and with
Emergency Fire Pump hoses run out as a fire precaution.
Type: Vertical, Centrifugal There are two main line pressure transmitters installed for monitoring
Model: RVP160-2MS and control of the fire pumps.
No of sets: 1
Rated out-put: 72 m3/h x100m
Motor: 55kW, 1800rpm, AC440V The IAS receives main fire line pressure for controlling the Jockey pump,
No. 1 and No. 2 Fire and GS pump to keep pressure at all times. The
2. General Jockey pump cut in pressure is set to 5bar and cut out pressure is set to
7bar in the IAS.
The fire main system is supplied from the engine room by the two Fire
and G/S Pumps. They are electric motor driven vertical centrifugal The duty pump cut in pressure is set to 4bar and 3bar for the stand-by
pumps, with a delivery capacity of 150 m3/h at 100MTH. pump.
The emergency fire pump is located in the forward pump room. This The on duty/off duty pumps can only be manually stopped if those are
pump is an electric motor driven vertical centrifugal pump with its own not required from W/H, fire station, local or IAS.
direct sea suction. The pump rate is 72 m3/h x 100 MTH. IAS has selection function for the on duty/off duty No. 1 Fire and GS
pump and the No.2 Fire and GS pump.
The fire and deck wash system can supply sea water to the following:
The fire main is pressurised at between 10 and 10.5 bar by means of a
y The fire hydrants in the engine room
sea water accumulator tank which is maintained under pressure by means
y The fire hydrants on deck of the fire line pressure pump. The sea water jockey pump is rated at
y The fire hydrants in the accommodation block 10m3/h and cannot support washing down decks etc.
y The cargo manifold sea water curtain system

The sea water accumulator unit operates in the same way as the fresh
y The side passageway bilge, bosuns store bilge, pipe duct and water hydrophore units, with air pressure providing the loading in the
cofferdam bilge educators accumulator tank.
y To the anchor washing water
y To the soot eductor
Illustration 7.1b Fire and Deck Wash System (2/2)
Located E/R Interval Max. 40 m

Casing Outside
Life Boat
WD355
WD351
(40A) To Bilge Ejector for (80A) (40A) To Bilge Ejector for To Bilge Ejector for
WD356
(40A)
WD359
(50A) Passage Way WD341 WD333 Passage Way Passage Way
WD370
WD340
WD348 WD368 WD335 WD327
WD349
WD331
WD325
(80A)
(80A)
WD371 WD369
HI010
UP 100A
PI
WD339 WD329 WD321
From
(WD035-JABBX-100A)
(125A)
WD32 C/L
E/R 3
Foam System WD350 WD343 WD37
To High Expansion
3 Boss & Plug
(PT 3/8)
(80A)
Mooring Deck WD357 WD319 WD314 WD312 WD310 WD308 WD304

Interval
Accommodation
Max. 30 m WD302
WD360 WD306 WD381 WD303
(WD093-JABBX-100A)
(50A)
WD305
WD344
Interval Max. 40 m WD382 Fixed Pipe WD301
(WD037-JABBX-80A)
Garbage WD307
Store WD318 WD315 WD313 WD311 WD309
2
WD518 WD32 (80A)
WD342 WD338 WD328 WD374

WD380
Swimming (100A) C/L

Pool WD320
WD324
WD346
WD330
WD347
WD337
WD358
(80A)
(80A)
(50A)
UP 100A
WD345 WD367 WD334 WD326
WD352
To Bilge Ejector for WD336 WD332 To Bilge Ejector for To Bilge Ejector for
(40A) Passage Way (80A) (40A) Passage Way (40A) Passage Way
- The ** marked valves

(WD324/325/330/331/346/349)
Detail (100A)
To be posted warning notice as follow. Key
FW313(S) FW312(S) Sea Water Line
FW317(P) FW316(P) Trunk Deck This valve to be kept closed at all times
From From after using bilge eductor. Fresh Water Line
Fresh Water Fresh Water
(80A)
(80A)
(100A)
Steam Blowing
WD303 For Hawse Pipe
WD304
(50A)
CU-NI 90/10 80A Pipe
Upper Deck
(WD093-JABBX-100A)
Interval 300 mm
(65A)
10 mm x 74 Holes
(50A)
ABT. 22.6 m WD002
(50A)
WD008
For Cargo Compressor Room (WD316) Bosun Store
(WD501-JABBX-125A)
For Electric Motor Room (WD361)
(50A) Cargo Machinery (50A) (50A)

Room
No.1 Cargo Tank WD372
Cofferdam
No.2 FWD No.1 FWD
WD004
(50A) Fire Main (ND100) Fire Main (ND100) (50A)
H.F.O. Tank H.F.O. Tank
Liquid Em'cy
Trunk Deck Space Dome Trunk Deck Space Fire
Pump
FWD Pump
WD410
Room
WD412
(150A)
S/C FWD Void

Pipe Duct
Typical Section View
Illustration 7.2a Water Spray System
8 Spray Nozzles
OJN901 : Manifold AFT
OJN901 OJN902 OJN902 : Manifold FWD
Cargo Manifold (P) OJN903 :
OJN903 OJN904 CL804, CS812, CL803, CS807
CG801, CS811, CS808
OJN905 OJN906 OJN907 OJN908 OJN904 :
CL801, CL802, CS806, CS803
CS805, CS802
WW061 OJN905 : CL808
OJN906 : CL807, CS807
WW035 WW030 OJN907 : CL806, CS804
OJN908 : CL805 WW013
WW023 WW025 4 Spray Nozzles WW027 WW031 WW039 WW041 WW043 WW045 WW047
WW069 WW065 OJN551 : WW064 WW063 WW059 WW060 WW058 WW057 WW056
CS601, CL601
CL602
OJN 552 :
OJN501
CS406, CS407
OJN552 Gas Dome OJN651
5 Spray Nozzles
OJN803
OJN502 OJN601 : OJN601 OJN701 OJN801
CL310, CL301 OJN751 OJN851
OJN551 OJN602 OJN702 OJN802
CL302, CL300 2 Spray Nozzles
Engine No.4 CL305, CL306 No.3 3 Spray Nozzles
No.2 5 Spray Nozzles OJN751 : No.1
OJN503
Liquid CS301, CS302 Liquid Liquid CS206, CS207 Liquid
Room Dome CTS, Feed Through Dome
OJN651 :
CS306, CS307 Dome
OJN701 :
CL210, CL201 Gas Dome Dome
Em'cy Pump
No.4 Gas Dome No.3 OJN652 CL202, CL200 No.2 No.1
Pump Well
OJN652 : CS003 CL205, CL206
Gas Dome Float Level Gauge Gas Dome CS201, CS202 Gas Dome 5 Spray Nozzles Gas Dome
CS310, CS309, CS313 OJN801 :
CTS, Feed Through 2 Spray Nozzles
CS312, CS004 CS001
Em'cy Pump
ECP Conn. 1/2 CL110, CL101 OJN851 :
Pump Well
OJN602 : CS004 CL102, CL100 CS106, CS107
Float Level Gauge
CL105, CL106 Gas Dome
8 Spray Nozzles ECP Conn. 1/2
CS210, CS209 CS101, CS102
OJN501 : CTS, Feed Through
CS213, CS212
CL401, CL402, CL400 Em'cy Pump
OJN702 : CS002
CTS, Feed Through Pump Well
Em'cy Pump Electric Cargo Machinery 8 Spray Nozzles
Float Level Gauge
Pump Well
Float Level Gauge
Motor Room Room WW028
ECP Conn. 1/2
OJN951 : Manifold AFT OJN802 : CL107
CL405, CL406 OJN952 : Manifold FWD OJN803 :
CS401, CS402 OJN953 : WW037 CG106, CG107
ECP Conn. 1/2 CL704, CS712, CL703, CS707
OJN502 : CG405 CG701, CS711, CS708 WW062
OJN503 : CL410 OJN954 :
CL702, CS706, CL701
CS703, CS705, CS702 OJN955 OJN956 OJN957 OJN958
OJN955 : CL708
OJN953 OJN954
OJN956 : CL707, CS707
OJN957 : CS704, CL706 Cargo Manifold (S)
OJN958 : CL705 OJN951 OJN952
W/H-Top Key
Sea Water Line
Elev. View
)
(65A
Nav. Deck
A)
0
D-deck
(10
(WW0061-JEPBX-80A)
(125A)
(WW0062-JEPBX-80A)
C-deck
B-deck Motor Room Cargo Compressor Room

The area protected by rundown
of higher spray nozzles.
A-deck
W/H-Top
Engine Room (65A) (65A)
25 Spray Nozzles
Group 1 for cargo manifold area (P&S) service Nav. Deck

(150A)
(80A)
(200A) Group 2 for liquid/gas dome & valves service
26 Spray Nozzles
(200A) Group 3 for accomm. & cargo mach. room & (50A)
D-Deck
life boat area service
WW001
WW002
WW003
100 Spray Nozzles

H
(65A) (50A)
32 Spray Nozzles
No.4 Cargo Tank
(350A)
WW203 C-Deck
WW067 WW066
S.W. Cross Main in E/R
WW201 WW071 WW090

From Fire S ) WW019 WW016
P&
(100A)
WW007 (125A)
(250A)
Main ( Motor Room

ank
B-Deck
(300A)
No.2 Water WW011

Spray Pump
WW005 .B .T ay
Si
d ay
Si
de
.4 W W Trunk Deck Space e W Pa
Pa
ge
Trunk Deck Space
WW004
WW006 No sa
ge ss
ag s sa
ss
ag
s e
Pa e
W Pa W
de ay de ay
No.1 Water Si Si
Spray Pump
Front View Sect. View
Looking AFT Looking FWD
7.2 Water Spray System Each main group is subdivided into smaller sections, with a flow The water spray system can be flushed with fresh water by the No.2 Fire
regulating and section isolating valve fitted. The accommodation front is and G.S pump via WD237 (Refer to illustration 8.1a).
1. Specification covered by three (3) such subsections, beginning at deck level C, right
through to the navigation/bridge deck. The decks below C deck will have 3. Operating Procedure
Water Spray Pump sufficient flow passing over them so that they do not need to be covered
Maker: Shinko Ind. Ltd. by a fixed rail. It is assumed that the sea water main suction valves at the sea chest are
Type: Vertical, centrifugal, electric motor open to provide sea water main:
driven The nozzle arrangement is as shown below;
Model: RVP250M 1) All intermediate isolating valves along the water spray system
Number of sets: 2 Number of Nozzles and Capacity on the deck must be open.
Rated out-put: 425m3/h x 100m
Motor output & speed: 185kW, 1800rpm, AV440V Group 1 2) Set up the group valves as shown in the table below:
Cargo Manifold
No.2 Fire and G.S Pump Each 8 nozzles at total flow 1372.0 l/min
(Port & Starboard) Valve Description Position
Type: Vertical, Centrifugal Supply to group 1 water spray
Group 2 WW001 Open
Model: RVP160-2M system
No. of sets: 1 No.1 Liquid Dome 6 nozzles at total flow 981.5 l/min Supply to group 2 water spray
Rated out-put: 150m3/h x 100m WW002 Open
No.2 Liquid Dome 5 nozzles at total flow 831.0 l/min system
Supply to group 3 water spray
No.3 Liquid Dome 5 nozzles at total flow 830.6 l/min WW003 Open
system
2. General No.4 Liquid Dome 8 nozzles at total flow 882.4 l/min
No.1 Gas Dome 2 nozzles at total flow 276.0 l/min 3) Start selected water spray pump either from the IAS screen or
The accommodation block front, cargo machinery room, cargo tank
liquid and vapour domes and manifold areas are protected by water spray No.2 Gas Dome 2 nozzles at total flow 276.0 l/min from the emergency panel and supply water to the water spray
from the effects of fire, gas leakage, or liquid spill. No.3 Gas Dome 3 nozzles at total flow 306.0 l/min system. The water spray pumps must be selected as remote at the
local selector switch in order to allow them to be started from
No.4 Gas Dome 4 nozzles at total flow 552.0 l/min
There are two (2) 425m3/h x 100MTH water spray pumps, mounted on the IAS screen.
the bottom platform in the engine room, delivering to three (3) spray rails
Group 3
across the accommodation block front, cargo machinery room sides and
deck domes/manifolds. SATCOM Deck 1 nozzles at total flow 50.1 l/min
NAV. BRI. Deck
24 nozzles at total flow 482.4
They are grouped into three sections as follows; (Front Under/ Front Port/
l/min
Front Stbd Side)
Group 1 Cargo manifold port and starboard area service. D-Deck
28 nozzles at total flow 579.6
Group 2 Cargo liquid dome, gas dome and valves service. (Front Under/ Front Port/
l/min
Front Stbd Side)
Accommodation (Front wall and side wall up to 3m to
Group 3 C-Deck
AFT except D deck), cargo machinery room. 28 nozzles at total flow 672.0
(Front Under/ Front Port/
l/min
Front Stbd Side)
Each group main spray rail has a remotely operated hydraulic isolating 22 nozzles at total flow 430.4
valve operated from the fire control room, CCR and manually at local Cargo Machinery Room
l/min
side. The spray pumps can be started locally and from the wheelhouse, FWD
CCR and the fire control room. 32 nozzles at total flow 430.4
Cargo Machinery Room
l/min
AFT
Cargo Machinery Room 22 nozzles at total flow 626 l/min

Port
Illustration 7.2b Water Spray Nozzle
"FF" Type Fogjet Spray Nozzle "HH-W" Type Fulljet Spray Nozzle
A A
S.S.CO. FULLJET
B B
Capacity (L/Min) Spray Angle (DEG) Dimensions

Capacity (L/Min) Dimensions
Part No Connection Size Capacity Size Material Part No Connection Size Capacity Size Material
1 bar 2 bar 3 bar 5 bar 7 bar 10 bar A(mm) B(mm) 1 bar 2 bar 3 bar 4 bar 5 bar 6 bar 0.3 bar 0.7 bar 6.0 bar A(mm) B(mm)
WS1200 003 03 01 NPT 3/4 4.8 10.9 15.5 18.9 24 29 35 WS1200 004 03 01 NPT 1/4 14W 6.2 8.5 10.1 11.5 12.7 13.7 114 120 103 23.0 14.0
WS1200 003 03 02 NPT 3/4 9 21 29 36 46 54 65 WS1200 004 03 02 17 W 7.6 10.3 12.3 13.9 15.4 16.7 114 120 103
25.4 40
WS1200 003 03 03 NPT 3/4 12 27 39 47 61 72 86 WS1200 004 03 03 20 W 8.9 12.1 14.5 16.5 18.1 19.6 114 120 104
30.0 17.0
WS1200 003 03 04 NPT 3/4 18 41 58 71 92 109 130 WS1200 004 03 04 24 W 10.7 14.5 17.3 19.7 22 24 114 120 104
Bronze NPT 3/8
WS1200 003 03 05 NPT 1 25 57 81 99 127 151 180
WS1200 004 03 05 27 W 12 16.3 19.5 24 24 26 114 120 106
29.5 42
WS1200 003 03 06 NPT 1 35 80 113 138 178 210 252
WS1200 004 03 06 30 W 13.4 18.1 22 25 27 29 114 120 1108
Bronze
WS1200 003 03 07 NPT 1-1/4 50 114 161 197 255 300 360
31 53 WS1200 004 03 07 35 W 15.6 21 25 29 32 34 114 120 108
WS1200 003 03 08 NPT 1-1/4 70 160 225 275 355 420 500
WS1200 004 03 08 40 W 17.8 24 29 33 36 39 114 120 108 35.0 21.0
NPT 1/2
"HHSJ" Type Spiraljet Spray Nozzle WS1200 004 03 09 45 W 20 27 33 37 41 44 114 120 110
WS1200 004 03 10 50 W 22.2 30 36 41 45 49 114 120 112
WS1200 004 03 11 NPT 3/4 6W 31 42 51 58 64.0. 69 114 120 112 40.5 27.0
WS1200 004 03 12 NPT 1 11 W 57 78 93 106 116 126 117 120 117 53.0 33.0
"K" Type Floodjet Spray Nozzle
A B
Capacity (L/Min) Spray Angle Dimensions
Connection Capacity (Deg)
Part No Size Material
Size 0.7 bar 1 bar 1.5 bar 2 bar 3 bar 7 bar 0.7 bar A(mm)
WS1200 021 02 21 NPT 1/4 07 2.6 3.1 3.9 4.4 5.5 8.4 150
WS1200 021 02 22 13 4.9 5.9 7.3 8.3 10.3 15.7 150 47.6
WS1200 021 02 23 20 7.6 9.1 11.2 12.9 15.8 24.0 150
WS1200 021 02 24 NPT 3/8 30 11.4 13.6 16.7 19.2 24.0 36.0 150
WS1200 021 02 25 40 15.1 18.0 22.0 31.1 32.0 48.0 150 Bronze
47.6
WS1200 021 02 26 53 20.0 23.9 30.0 33.8 42.0 64.0 150
Capacity (L/Min) Spray Angle(DEG) Dimensions
Part No Conne ction Size Capa city Size Material
WS1200 021 02 27 82 31.0 37.1 46.0 52.5 65.0 99.0 150 0.7 bar 1.0 bar 1.5 bar 2.0 bar 3.0 bar 4.0 bar 0.5 bar 1.5 bar 4.0 bar A(mm) B(mm)
WS1200 021 02 28 NPT 1/2 120 45.0 53.8 67.0 76.1 95.0 145.0 150
63.5 WS1200 005 03 01 24 9.2 10.9 13.4 15.5 18.9 22.0 115 131 144
WS1200 021 02 29 164 62.0 74.1 92.0 104.8 129.0 198.0 150 NPT 1/4 14.3 34.0 Bronze
WS1200 005 03 02 27 10.3 12.3 15.1 17.4 21.0 25.0 119 135 148
WS1200 021 02 30 NPT 3/4 210 80.0 95.6 117.0 135.2 166.0 255.0 150 69.9
Illustration 7.3a Dry Powder System Hose Station
196,780 mm
51,180 mm 53,200 mm 53,200 mm 39,200 mm
Monitor
No.1 Dry
No.6
Powder
Station
No.2 Dry
No.6
Powder
Station Deck
10 9 8 7 Store 3 2 1
6 5 4
Hand Hose
Station
7.3 Dry Powder System 2. Calculation 3. Operating Procedure
1. General Description Dimensions of cargo area To Operate Monitor
The dry powder fire fighting system is supplied by Unitor and consists of
The maximum breadth and the maximum length of the cargo deck area, a) Open ball valve (1) at monitor. (Shall be open during loading
2 separate dry powder tank units;
and also cargo tanks dimensions where applicable. and unloading)
y No.1 Tank in the port dry powder station has a monitor directed 1) Breadth of the cargo tanks area B: 45.8 m b) Open the release cabinet door (2).
at the manifold port, and 5 hose cabinets.
2) Length of the cargo tanks area L: 196.78 m c) Open screw down valve (3).
y No.2 Tank in the starboard dry powder station (inside the deck
3) Cargo tank deck area A: 9012.5 m2 d) Pull valve handle (4) or (5).
store) has a monitor directed at the manifold starboard, and 5
hose cabinets.
Number of Hose Stations Required e) The system is now activated.
Two dry powder units are situated on the main deck, port and starboard. Any part of the above deck exposed cargo area should be covered with at f) If dry powder is not discharged. Go to the dry chemical powder
Each unit contains a (2000kg) dry powder storage tank, nine (9) nitrogen least two hose stations, each charging 3.5kg dry chemical powder/sec. room. Open the valves (16) and (17), then discharge dry powder
expellant cylinders of 50 litres each, a single dry powder monitor and Hose length : 33m
of the interconnected other dry powder tank.
four or five hose stations. 1) Theoretical distance P1:23.8 m
To Operate Dry Powder Hose Station
Operation of the system can be carried out from a cabinet in the CCR, 2) Number of hose station N: 10 sets
emergency headquarters room and locally. Activation of the nitrogen
a) Open the cabinet door (6).
pilot cylinders in the cabinets allows the high pressure gas to flow into 3) Distance between hose stations P: 21.864m
the main valve (before the monitor) actuator, thereby causing the valve to
open. The nitrogen is then ported to the release mechanism for the bank b) Take out the full length of hose (7).
Required amount of dry chemical power
of nitrogen expulsion cylinders.
c) Open screw down valve (10).
1) Dry chemical powder units operation time T: 45sec.
The nine (9) high pressure nitrogen cylinders are then released and gas
flows into the main dry powder tank through an injection pipe. When the d) Pull valve handle (8).
2) No. of monitors required M: 2
tank pressure has reached sufficient pressure, a pressure release valve
operates, thereby allowing the residual nitrogen in the expellant pipe e) Operate powder pistol nozzle when hose is pressurised (9).
3) Powder unit No.1:
work to open the main outlet from the tank. Operation of the manual
No. of hose stations connection : 5sets
valve, at the monitor and hose station will then allow the dry powder to f) If dry powder is not discharged. Go to the dry chemical powder
D1a = 45s x 3.5kg/s x 5 = 787.5kg
be used as required. room. Open the valves (16) and (17), then discharge dry powder
D1b = 45s x 20kg/s x 1 = 900.0kg
of the interconnected other dry powder tank.
After the system has been used it is necessary to ensure that the expellant
Net amount of dry chemical powder, unit No.1 : 1687.5kg
pipe work and, more importantly, the main valves are blown clear of any
Nearest standard dry chemical powder unit size: 2150L
remaining dry powder.
4) Powder unit No.2:

No. of hose stations connection : 5sets
D2a = 45s x 3.5kg/s x 5 = 787.0kg
D2b = 45s x 20kg/s x 1 = 900.0kg
Net amount of dry chemical powder, unit No.2 : 1687.5kg

Nearest standard dry chemical powder unit size: 2150L
5) Total DCP: 3375kg
IMO No. 9401295 / Final Draft (2010.04.19) 7 - 10 Part 7 Fire Fighting System
Illustration 7.3b Dry Powder Schematic Arrangement
(10)
(6)
No.10 Hose Station No.8 Hose Station No.6 Hose Station No.4 Hose Station No.1 Hose Station No.9 Hose Station No.7 Hose Station No.5 Hose Station No.3 Hose StationA No.2 Hose Station
(7) Release Station Release Station
for Port Monitor for STBD Monitor
(3)
Main Main
(8) (9) (5)
(PS) (SB)
(1)
(2)
Cargo Control Station
8 SUS316Tube
8 SUS316Tube
8 SUS316Tube
8 SUS316Tube
8 SUS316Tube
8 SUS316Tube
8 SUS316Tube
8 SUS316Tube
8 SUS316Tube
Remote Operation
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
Instruction
DN 40
Release Station
for Main Monitors
DN 65
DN 65
(P & S Side)
(3) (4)
(2)
(5)
8 SUS316Tube
Emer. Headquarter
Operation
Remote Instruction
Release Station
for Main Monitors
(P & S Side)
8 SUS316Tube
Operation Operation
Instruction Instruction
(11) (11)
N.C N.C
(12)
DN 65
DN 65
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
DN 40
(17) (17)
(13) (13)
2,000 kg 1,500 kg
9 - Nitrogen Cylinders DN 65 N.C N.C DN 65 9 - Nitrogen Cylinders
(14)
(14)
(16) (16)
(15) Dry Powder Room Dry Powder Room (15)
No.1 D.C.P Tank Unit (PS) (SB) No.2 D.C.P Tank Unit
Manual Operating (Emergency) Fig. 1 Dry Powder System Monitor Release Cabinet Fig.3 Deck Dry Powder Hose Cabinet
a) Take a manual release handle (11).
b) Open the top valve for nitrogen cylinders (12).
c) Open the relevant selector valve at the distribution manifold, by

hand (13).
d) Open the main discharge valve by hand (14).
e) Operate a dry powder monitor or hose nozzle for fire fighting.
After Use of the System
a) Close valve handle in the release station or hose station.
b) Take a manual release handle (11).
c) Close the top valve for nitrogen cylinders (12).
d) Wait until dissipate remaining N2 gas in dry powder tank.
e) Close the main discharge valve by hand (14). Fig. 2 Dry Powder System Monitor
f) Connect air connection to ships air line until the clean air
comes out (15).
g) Return valves to normal position.
h) Recharge N2 cylinder.
i) Refill dry chemical agents to dry powder tank.
Illustration 7.4a CO2 System
To Open Air Symbol Description

[CO2/High Exp. Foam Room] [Fire Control Station]
Cap FWD. Cargo Elec. EG Eng. Main Valve (Normal Open)
Pump RM Com. RM Motor RM Room Con. RM SWBD(P) M M FWD. Cargo
Pump RM Com. RM Valve (Normal Close)
P
Discharge CO2 Cylinder
M M
P P P P P P P P (Pneumatic & Manual Controlled)
M M
Release Control Cabinet
A B C D E F G H I J K L
TD TD TD TD TD
P P P P P Main Converter Converter Paint Chemical/Oil& a b c d M M
12 Bottles 12 Bottles 5 Bottles 7 Bottles SWBD(S) Room (P) Room (S) Store Grease Store Control Cylinder Cabinet
Elec. EG Eng. Main Main
N n 14 L l 12 D d 4 18 r R F f 6 Motor RM Room Con. RM SWBD(P) SWBD(S) Control Valve Cabinet
P
Main Valve
M N O P Q R S T U V S
Solenoid Valve
P P P P P P PG PS
Hose Connection Valve (Globe)
e f g h i j k l m n
TD
P
Time Delay (Pneumatic)
TD TD TD TD TD TD Converter Converter Paint Chemical/Oil&
P
P P P P P P Room (P) Room (S) Store Grease Store Instruction Chart
1 Bottle 1 Bottle 5 Bottles 4 Bottles Caution Plate
A a 1 C c 3 E e 5 G g 7 I i 9 K k 11 Warning notice
V v 22 T t 20 B b 2 16 p P H h 8 10 j J
A Air Horn
Required Q'ty of Cylinder
* Total : 47 Bottles - Main Switchboard Room (S) : 12 Bottles o p q r s t u v E Electric Horn
P
P
- FWD. Pump Room : 26 Bottles - Frequency Converter Room (P) : 7 Bottles
- Cargo Compressor Room : 36 Bottles - Frequency Converter Room (S) : 7 Bottles Flex. Hose W/ Adaptor
- Electric Motor Room : 16 Bottles - Paint Store : 2 Bottles
- EG Room : 7 Bottles - Chemical/Oil & Grease Store : 1 Bottle
- Engine Control Room : 9 Bottles M m 13 O o 15 Q q 17 S s 19 U u 21 Check Valve (Yard Supply)
- Main Switchboard Room (P) : 12 Bottles
Relay Box
Check Valve (Pilot Line)
Check Valve (Discharge Line)

FWD. Pump FWD. Pump Cargo Cargo Comp. Electric Electric Motor Main Switch. Main Switch Main Switch. Main Switch Frequency Fre. Converter
Room Roon Entrance Comp. Room Room Entrance Motor Room Room Entrance (P) Room RM(P) Entrance (S) Room RM(S) Entrance Converter(P) RM RM(P) Entrance Pilot End Plug
Pilot Vent Bleed
M M M M M M M M M M M M PG
Pressure Gauge with Stop Valve
PS
Pressure Switch with Stop Valve
1 3 5 11 13 15
A 2 A 4 A 6 E 12 E 14 E 16 Pressure Relief Valve
(2 EA) (2 EA) (2 EA) (2 EA) (1 EA) (2 EA)
CO2 Discharge Nozzle
S
7 kg/cm2 S
7 kg/cm2 S
7 kg/cm2
Air Supply Air Supply Air Supply
Trolly
Frequency Fre. Converter Engine Engine Control EMCY D/G EMCY D/G Paint Store Paint Store Chemical/Oil Chemical/Oil
Converter(S) RM RM(S) Entrance Control Room Room Entrance Room Room Entrance Entrance & Grease Store & Grease Beam Scale
Store Entrance
M M M M M M M M M M Cap Cap Storage Box
Spare Parts
17 9 7 19 21 Ultrasonic Le vel Indicator

E 18 E 10 E 8 E 20 E 22
(1 EA) (1 EA) (1 EA) (1 EA) (1 EA) Key Box
7.4 CO2 System Flooding the protected areas is achieved by the operation of the ball 13) If the pilot system fails to operate, the main valve can be opened
valves from their respective cabinets in the fire control room or in the manually from the CO2 room and the cylinders released by hand.
Type: High Pressure CO2 room and the release of the pilot CO2 cylinders (release cabinets in
Capacity: 47 cylinders each containing 45 kg the fire control room and in the CO2 room). 14) Do not re-enter the protected compartment for at least 24 hours
Maker: NK Co., Ltd. and ensure that all reasonable precautions have been taken, such
Upon opening the supply cabinet door, the CO2 alarm is activated and the as maintaining boundary inspections, noting cooling down rates
ventilation fans stop when the main valves are opened. The pilot gas is and/or any hot spots which may have been found. After this
1. CO2 Flooding System directed by the operation of the respective main valve (having first period, an assessment party donning breathing apparatus can
operated the time delay switch down stream of the HP cylinders) and the enter the space quickly through a door which is then shut behind
main valve for the selected area. them. Check that the fire is extinguished and that all surfaces
The CO2 flooding system is consists of 47 cylinders, each containing
45kg, and high pressure cylinders. These are contained in the CO2 room, have cooled prior to ventilating the engine room. Premature
situated on the engine room casing upper deck. CAUTION opening could cause re-ignition if oxygen contacts hot
Release of CO2 into any space must only be considered when all other combustible material.
The CO2 system covers the following areas: options have failed and then only on the direct instructions of the Master.
15) Do not enter the engine room without breathing apparatus until
Min. CO2 Qty 2. In the Event of Fire in a Protected Compartment
Gross Mixing the engine room has been thoroughly ventilated and the
Required
Name of Space Volume Ratio atmosphere proved safe.
In 45kg 1) Shut off fuel supply, if any.
(m) (%) In kg
Cyl.
Over pressure of the main line is prevented by a safety valve, which will
Cargo
2011 45% 1615.98 36 2) Ensure that all persons have evacuated the protected room and vent the gas to atmosphere.
compressor room
Electric motor have been accounted for.
1005 40% 717.86 16 Fig.1 CO2 System Control Cylinder Cabinet
room
Engine control 3) Close and check that all doors, hatches and other openings are
545 40% 389.29 9
room closed.
Main switchboard
700 40% 500 12
room (port) 4) Go to the master control cabinet located in the CO2 room or fire
Main switchboard control room.
700 40% 500 12
room (stbd)
Emergency
431 40% 307.86 7 5) Break the key box glass and take the key.
generator room
Frequency
Converter 397 40% 283.57 7 6) Open the release cabinet for protected compartment (Alarm will
room(P) sound).
Frequency
Converter 397 40% 283.57 7 7) Pull down the two (2) handles.
room(S)
Forward pump
room 1588 40% 1134.29 26 8) Open the supply cabinet.
Paint stores 90 40% 64.29 2
9) Open the screw down valve on the pilot cylinder.
Chemical / oil &
grease store 48 40% 34.29 1
10) Check pilot pressure is above 30bar. If not, open another pilot
Total supplied
CO2 - - - 47 cylinder valve.
11) The main valve will be opened. At the same time ventilation fan
will stop.
12) After a time delay of 30 seconds the cylinders will release.
Illustration 7.5a Fire Detection System
CENTRAL UNIT IN FIRE CONTROL STATION

WHEELHOUSE GOUP PANEL CAT.5 AUTROSAFE
AUTROSAFE
BV-320M INFORMATION PANEL
FLUSH CONSOLE MOUNTED FOR WALL MOUNTING
ALARM 19: 23
ALARM INFORMASJONSPANEL
CAT.5
AUTROSAFE AU T R O S AF E
SelfVer ify SelfVerify
Fault Fault
Function Disabled
Mute Panel Function Disabled
Mute Panel
Function Delayed
Function Delayed
More Events Silence Alarms Next Window
Fire Brig. Signalled More Events
Test
Power Reset Lamp Test
Power
Testing
Fire Brig. Disabled
1 2 3 AutroLON
Fire Brig. Fault 4 5 6
System Fault
7 8 9
2X1.5mm^2
Al arms Di sabled
Al arms Fault C 0
DC 24V
1.5M
2 PCS MAX, 50 Ohm CABLE RESISTANSCE EACH LOOP

(25 Ohm CORE)
MOUNTING
PLATES
UE-474
2X1.5mm^2
DETECTOR
LOOP No. 01
IAS SYSTEM
BATTERY
4X0.5mm^2 w/screen 2X4mm^2 2X1.5mm^2
IN CABINET
MODBUS INTERFACE DETECTOR
A-LINE UEA-15
LOOP No. 07
4X0.5mm^2 w/screen
MOBUS INTERFACE
B-LINE
2X0.5mm^2 INHIBIT SIGNAL FROM PUBLIC SPEAKER
SYSTEM FAILURE GEN. EMCY ALARM INPUT (NOT IN USE)
2X0.5mm^2
POWER CHANGE OVER ALARM
2X0.5mm^2 4X0.5mm^2
COMMON FIRE ALARM COMMON FIRE ALARM FOR PUBLIC SPEAKER
2X0.5mm^2 E/R FIRE ALARM FOR COLUMN LIGHT
2X0.5mm^2 E/R FIRE ALARM FOR SPARE (2EA)
2X(2X0.5mm^2) ACCOM. FIRE ALARM FOR SPARE (2EA)
4mm^2 2X(2X0.5mm^2) TEST FOR ALARM DEVICE (ACCOM & E/R)

SHIP's SUPPLY
SHIP'S 2X(2X0.5mm^2)
HULL
8X(2X0.5mm^2) FAN TRIP FOR ACCOM.(3EA)
FAN TRIP FOR E/R (5EA)
10A 2X2.5mm^2
220 VAC
MAIN SUPPLY
FIRE DAMPER FOR WHEELHOUSE
10A 14X1.5mm^2)
220 VAC 2X2.5mm^2 FIRE DAMPER FOR UPP. DECK
EMCY SUPPLY FIRE DAMPER ACCOM. STAIRWAY
16X1.0mm^2 RELEASE L.F.F.S
FAN STOP E/R FIRE (5EA)
4X(2X2.0mm^2)
MAGNETIC DOOR HOLDER
4X(2X2.0mm^2)
7.5 Fire Detection System Fig. 1 Operator Panel Fig. 2 Operator Panel Upper Section
Maker: Autronica Fire and Security AS

Model: BS-320M
1. System Units
1) Fire Alarm Control Panel

BS 320 is a complete fire alarm control panel with full operating
capabilities. The panel serves as an operating panel for one or
several defined operation zones. All alarm handling and system
features can be controlled and monitored from the panel.
2) Operator Panel
The Operator Panel serves as an operating panel for one or
1) Upper Section (See Fig. 2)
several defined operation zones. All alarm handling and system
features can be controlled and monitored from this panel.
a) Alarm: The red alarm indicator shows that one or more
detection zones within the operating zone of the Operator
3) Controller
Panel are in the fire alarm state.
The Controller serves as a connection unit for Loop Driver
Modules, I/O modules and power supply.
y Blinking red light:
In the event of a fire alarm. The Fire Alarm Devices
4) Repeater Panel
(FAD) is still in active state.
The panel allows you to operate alarms related to the relevant
y Steady red light:
operation zone.
All FADs activated by the fire alarm condition have been
deactivated by operating the Silence Alarms button. The
5) Information Panel 2. Operator Panel
control and indicating equipment still remain in the fire
The panel serves as an indication device only. It provides
alarm condition.
information related to the defined operation zones. Each operator panel is assigned to one Operation Zone. Relative to its
own zone, an operator panel is local, while it is remote to operation zones
b) Fault: The yellow Fault Warning indicator shows the presence
6) Battery Cabinet which are not encompassed by the local zone. All events and actions
of a fault within the operation zone of the operator panel.
The Battery Cabinet provides charging voltage for 24VDC occurring in a particular operation zone must be handled from a local
batteries. operator panel.
y Blinking red light:
Unaccepted fault warnings exist.
The operator panel displays information on events occurring in all
y Steady light
operation zones. However, the type of events and the level of details of
All fault warnings are accepted.
the given information depend on which operation zone the information is
related to. Local panels will list all detection zones in fire alarm state.
c) Function Disabled: Steady yellow light when one or more of
Remote operator panels will list remote alarms only, and function as
the following components within the operation zone of the
indication only devices.
operator panel are in the disabled state.
The operator panel consists of two main sections. The upper section and
y Function delayed.
the lower section which is the Operator Part.
y Individual points.
y Detection zones.
y Alarm zones.
y Fire Alarm Devices, Fire Alarm Routing Equipment, Fire
Protection Equipment and Fault Warning Routing
Equipment.
Illustration 7.5a Fire Detection System
CENTRAL UNIT IN FIRE CONTROL STATION

WHEELHOUSE GOUP PANEL CAT.5 AUTROSAFE
AUTROSAFE
BV-320M INFORMATION PANEL
FLUSH CONSOLE MOUNTED FOR WALL MOUNTING
ALARM 19: 23
ALARM INFORMASJONSPANEL
CAT.5
AUTROSAFE AU T R O S AF E
SelfVer ify SelfVerify
Fault Fault
Function Disabled
Mute Panel Function Disabled
Mute Panel
Function Delayed
Function Delayed
More Events Silence Alarms Next Window
Fire Brig. Signalled More Events
Test
Power Reset Lamp Test
Power
Testing
Fire Brig. Disabled
1 2 3 AutroLON
Fire Brig. Fault 4 5 6
System Fault
7 8 9
2X1.5mm^2
Al arms Di sabled
Al arms Fault C 0
DC 24V
1.5M
2 PCS MAX, 50 Ohm CABLE RESISTANSCE EACH LOOP

(25 Ohm CORE)
MOUNTING
PLATES
UE-474
2X1.5mm^2
DETECTOR
LOOP No. 01
IAS SYSTEM
BATTERY
4X0.5mm^2 w/screen 2X4mm^2 2X1.5mm^2
IN CABINET
MODBUS INTERFACE DETECTOR
A-LINE UEA-15
LOOP No. 07
4X0.5mm^2 w/screen
MOBUS INTERFACE
B-LINE
2X0.5mm^2 INHIBIT SIGNAL FROM PUBLIC SPEAKER
SYSTEM FAILURE GEN. EMCY ALARM INPUT (NOT IN USE)
2X0.5mm^2
POWER CHANGE OVER ALARM
2X0.5mm^2 4X0.5mm^2
COMMON FIRE ALARM COMMON FIRE ALARM FOR PUBLIC SPEAKER
2X0.5mm^2 E/R FIRE ALARM FOR COLUMN LIGHT
2X0.5mm^2 E/R FIRE ALARM FOR SPARE (2EA)
2X(2X0.5mm^2) ACCOM. FIRE ALARM FOR SPARE (2EA)
4mm^2 2X(2X0.5mm^2) TEST FOR ALARM DEVICE (ACCOM & E/R)

SHIP's SUPPLY
SHIP'S 2X(2X0.5mm^2)
HULL
8X(2X0.5mm^2) FAN TRIP FOR ACCOM.(3EA)
FAN TRIP FOR E/R (5EA)
10A 2X2.5mm^2
220 VAC
MAIN SUPPLY
FIRE DAMPER FOR WHEELHOUSE
10A 14X1.5mm^2)
220 VAC 2X2.5mm^2 FIRE DAMPER FOR UPP. DECK
EMCY SUPPLY FIRE DAMPER ACCOM. STAIRWAY
16X1.0mm^2 RELEASE L.F.F.S
FAN STOP E/R FIRE (5EA)
4X(2X2.0mm^2)
MAGNETIC DOOR HOLDER
4X(2X2.0mm^2)
d) Function Delayed: Steady yellow light indicates that c) Fire Brigade Fault: Yellow light when a fault is detected on
Immediate Output Actioning has been disabled (manual Fire Alarm Routing Equipment (FARE). The Fault indicator
operation in Manu Mode), i.e. a delay period is active for Fire will also have a yellow light. Blinking (not accepted) / Steady
Alarm Devices (FAD) or Fire Alarm Routing Equipment (accepted).
(FARE). Configurable.
d) System Fault: Steady yellow light when a system fault within
e) Fire Brigade Signalled: Steady red light when the message is the operating zone of the operator panel is present.
sent to the Fire Brigade.
e) Alarms Disabled: Steady yellow light when one or more Fire
f) Power: Steady green light when power is ON. Alarm Devices are disabled. The Function Disabled indicator
also has a steady yellow light.
g) More Events: In the event of more than one alarm. The red
More Events indicator shows that several detection zones f) Alarms Fault: Yellow light when a fault is detected on one or
within an operating zone are in the fire alarm state. more Fire Alarm Devices (FAD). The Fault indicator will also
have a yellow light. Blinking (not accepted) / Steady
y Blinking red light: (accepted).
In the event of a fire alarm. The Fire Alarm Devices
(FAD) are still in active state.
y Steady red light:
The Silence Alarms button has been pressed. All Fire
Alarm Devices activated by the fire alarm are no longer
active. The control and indicating equipment still remain
in the fire alarm condition.
Fig. 3 Operator Panel Lower Section
2) Lower Section (See Fig. 3)
a) Testing: Steady yellow light when one or more detection zones

within the operation zone of the operator panel have been
manually set to the test state.
b) Fire Brigade Disabled: Steady yellow light when the signal to

Fire Alarm Routing Equipment (FARE) has been disabled. The
Function Disabled indicator also has a steady yellow light.
Illustration 7.6a E/R Local Water Based Fire Fighting System
Key Pump Unit (Steering Gear Room)

Fresh Water Line M
Compressed Air Line
Drain Line NC NO
No.3 & 4 Main G/E (P)

LL Nozzle : 25 EA
WD236 Fresh Water

M
Tank (P)
HC007 (200.1 m3) NC
FL102 NO
No.1 & 2 Main G/E (S)

LL Nozzle : 25 EA
PI PI PS
NO
NO
NC
NC
Pump M
(25 m3/h x 87 MTH)
NC NO No.1 & 2 Aux. Boiler
Burner Area
TA197
LL Nozzle : 2 EA
Bilge Well M
Incinerator Area
NC NO ELL Nozzle : 1 EA
WD235 Fresh Water
Tank (S)
HC009 (200.1 m3) M
FL101
FO Purifier Area
NC NO
From Compressed LL Nozzle : 3 EA
Air System
M
IGG Burner
NC NO LL Nozzle : 1 EA
M
To Domestic FW Hyd. Unit NC
(Hot & Cold Water Service System) NO GCU Area
LL Nozzle : 8 EA
To Fire & G/S Pump
7.6 E/R Local Water Based Fire Fighting System The system is maintained in a constant state of readiness and the pump is 4. Onboard Test Method
permanently connected to one of the fresh water tanks.
1. General Operation Test (pump running test and verification of the discharge
CAUTION pressure)
The system comprises a fire detection part and a fire fighting part. The During periods of engine room maintenance it is important to ensure
fire detection is provided by the fire detection system and the fire that the spray heads are never painted as this will impair their a) All section valves are in the closed position, water supply valve
fighting part is provided by a single multistage water pump. performance. is in open position.
b) Open the pump drain ball valve.
The X-MIST fire fighting system provides a high pressure water mist 2. Capacities and Ratings c) Turn the select switch to manual in pump starter panel.
spray to specific areas of the machinery space and is additional to and d) Push the start button from PUMP STARTER PANEL.
independent of other engine room fire fighting systems. Maker: Tanktech Co. Ltd e) Check pump running and pressure at the pressure gauge.
Model: X-Mist f) Push the stop button from PUMP STARTER PANEL.
The equipment consists of a high pressure multistage pump which takes Pump type: Multistage vertical centrifugal g) Drain out remaining water in the pump unit.
suction from the starboard fresh water tank through a gate valve which is Pump model: MXV50-1606-60
locked open. The mist pump unit is located in the steering gear room. Capacity: 25m3/h at 87m, 11kW Automatic Release Test (without flooding)
The principle of the water mist system is that the very fine droplets of 3. Operating Procedure a) Close the water supply valve.
water tend to exclude oxygen from the atmosphere in the vicinity of the b) Disconnect the motor power cable.
fire thereby starving the burning material of oxygen. When the fine water The X-mist system will provide detectors as composed of minimum two c) Open the air ball valve.
droplets come into contact with the flames they rapidly evaporate detectors in each protected area. When perceive a fire via one detector in d) Actuate one of the two detectors at relevant area.
because of their large surface area for small mass and this produces a any protected area, pre-warning alarm will start. Activation of the other e) Check for alarm of MAIN CONTROL PANEL and REPEAT
rapid cooling effect on the fire. detector in the same protected area, it will automatically result in release PANEL.
of the X-mist system by opening the section valve and start pump. f) Actuate the second detector.
The steam produced by the evaporation acts to further reduce the space g) Check the visual and audible alarm in the protected space and at
available for oxygen. Because the water is in mist form the system is also If the solenoid valve of section valve is not open, it can be opened by a manned station.
useful for oil fires. Water at high pressure is injected into the protected using override. h) Check the air release of nozzle at relevant area.
space through special nozzles which break down the water stream into i) Push the stop button from MAIN CONTROL PANEL or
very fine mist like particles. The manual release push button is provided on local control panel at each LOCAL CONTROL PANEL.
section and on main control panel at fire control station. When the j) Repeat the test for other section.
The positioning and distance of the spray heads from the protected manual release push button is pressed, the fire alarm as well as the
equipment is critical to ensure complete protection is provided. system will be activated in the designated area. Manual Release Test (without flooding)
The pump supplies seven outlet lines fitted with sprinkler nozzles which a) Ensure that the fresh water tank has sufficient water for a) Close the water supply valve.
serve various areas of the machinery space. Each outlet has its own operating the local fire fighting system. b) Open the air ball valve.
supply valve remotely operated from the control panel. c) Push the start button from MAIN CONTROL PANEL or
b) Ensure that power is available to the fire fighting control panel. LOCAL CONTROL PANEL.
The areas protected by the system are as listed below: d) Check for alarm of above panels and check the visual and
c) Ensure that the high pressure pump starting panel has power audible alarms in the protected space and at a manned station.
Area Nozzle Total Flow available and is switched to AUTO. e) Push the stop button from MAIN CONTROL PANEL or
No.1, 2 MGE 25 sets 375 litres/min LOCAL CONTROL PANEL
No.3, 4 MGE 25 sets 375 litres/min d) Ensure that all of the manual valves at the pump unit are open f) Repeat the test for other section.
Aux. Boiler 2 sets 30 litres/min except the air supply valve, test valves and drain valve.
HFO Purifiers 3 sets 45 litres/min Treatment after Test
Incinerator 1 set 33 litres/min e) In this condition the system will operate automatically with the
IGG 1 set 15 litres/min appropriate machinery valve releasing water to the spray heads Drain out remaining water from all piping and make sure piping, wiring,
GCU 8 sets 264 litres/min for that protected space. equipment are installed properly.
Illustration 7.6b System Activation Flow Chart
Automatic Operation Manual Operation
Monitoring Condition Monitoring Condition

: No Fire Detection : No Fire Detection
Fire Detection System
Fire Detector 1 Detetion Any Protected Area

Fire Detection

Fire Control Station or
Warning Alarm for Relevant Near Protected Area Engine Control Room
Local Control Panel Main Control Panel

Press the Start Button Press the Start Button
Fire Detector 2 Detection
Main Control Panel

Lamp-On for Relevant Area
And Buzzer-on Main Control Panel
Lamp-On for Relevant Area
And Buzzer-on
If Applicable
Alarm Device Pump Start Pannel Alarm Monitoring System Repeat Panel (Fire Monitor)
Mist Discharge Alarm Pump/Motor Start Mist Discharge Alarm Lamp-on for Relevant Area If Applicable
And Buzzer-on
Alarm Device Pump Start Pannel Alarm Monitoring System Repeat Panel (Fire Monitor)
If Applicable
Mist Discharge Alarm Pump/Motor Start Mist Discharge Alarm Lamp-on for Relevant Area
Section V/V In The Pump Unit Light Signal Column
And Buzzer-on
Solenoid Valve Open Mist Discharge Alarm
If Applicable
Section V/V In The Pump Unit Light Signal Column
Solenoid Valve Open Mist Discharge Alarm

Abnormal Check The Pressure normal
In Pump Discharge Side
Under Design Pressure Over Design Pressure
(7 bar) (7 bar)
Abnormal Check The Pressure normal
In Pump Discharge Side
Under Design Pressure Over Design Pressure
The lamp of Pressure Low Start Fire Fighting
is lighted with buzzer at (7 bar) (7 bar)
main control panel
(Within 20 min.)
The lamp of Pressure Low Start Fire Fighting
Confirm Fire Extinguishment is lighted with buzzer at
The abnormal alarm
is activated at alarm main control panel
monitoring system (Within 20 min.)
Pressure system reset button Confirm Fire Extinguishment

of alarm control panel The abnormal alarm
The operator should be is activated at alarm
check the system monitoring system
Pressure system stop button

Pressure system stop button
of alarm control panel
of alarm control panel The operator should be
check the system
Return to monitoring
Return to monitoring
condition of the system
condition of the system
Illustration 7.7a Quick-Closing Valve System
Location : Fire Control Room

In Accommodation Space
Main G/E
DO Service DO Storage HFO Settling HFO Service
LO Settling
Control Box For Quick Closing Valve Tank (S) Tank (S) Tank (S) Tank (S)
Tank (S)
(Air Reservoir Capacity : 350 L) (63.7 m3) (29.7 m3) (99.7 m3) (99.7 m3)
(41.3 m3)
Sett. 8.8 bar
OE406
OP026
OP022
OP002
OE002
OP001
LF020
P
P
PIAL
CA1
PT PI
Group I
For Main G/E
Group II
NO
For Other Equipment Main G/E
DO Service HFO Settling HFO Service
LO Settling
Tank (P) Tank (P) Tank (P)
Tank (P)
Group III (63.7 m3) (99.7 m3) (99.7 m3)
(41.3 m3)
OE407
OP027
OP004
OE004
OP003
LF029
P
P
To FWD
To Control Air System HFO Tank
For Closing Damper (OFH53 &
OFH79 QCV)
QCA05
Waste Oil Waste Oil HFO HFO R/G LO

NO
DO Storage DO Service HFO

Service Tank Settling Tank Settling Service Gravity
[Fire Control Room] Tank (S) Tank (S) Tank (S)
For Incinerator For Incinerator Tank (S) Tank (S) Tank (S)
(29.7 m3) (63.7 m3) (471.6 m3)
(2.0 m3) (2.0 m3) (99.7 m3) (99.7 m3) (2.1 m3)
OB202
[Air Cond. Room]
OB002
OF210
OF137
OF120
OI201
LR001
OI145
OI112
P
P
P
NP
QCA06 To Control Air System
For Accom. Shut-off
Damper
DO HFO HFO LS HFO R/G LO

From Compressed IGG LDO
Service Settling Service Tank (P) Gravity
Air System Storage Tank (P)
Tank (P) Tank (P) Tank (P) (620.2 m3) Tank (P)
(108.4 m3)
(63.7 m3) (99.7 m3) (99.7 m3) (2.1 m3)
Key
OF150
OF205
OB001
OB201
OF136
OF111
LR011
Heavy Fuel Oil Line
P
P
P
P
Diesel Oil Line

LDO Tank (P)
For Em'cy G/E Lubricating Oil Line
Wire Operating (12.4 m3) Air Line
From Outside of OI223
Em'cy G/E Room
Drain Line
7.7 Quick Closing Valve System To reset the valve, carry out the following procedures: OB201 DO Service Tank (P)
OF136 HFO Settling Tank (P)
1. General a) Ventilate the air supply.
OB001 HFO Service Tank (P)
Oil from the tanks flow through outlet valves and can potentially feed b) Turn the valve hand-wheel in the closing direction in order to OF111 LS HFO Tank (P)
fires. To avoid potential risk, these valves are equipped with reset the bridge mechanism.
LR011 R/G LO Gravity Tank (P)
pneumatically operated quick closing type valve. These valves are
c) Open the valve in the normal ways.
operated from the fire control station which is located in the Group ppp For No.1 & 2 FWD HFO Tanks
accommodation space.
The valves are reset by venting the air supply and operating the valve OFH79 No.1 FWD HFO Tank
hand-wheel in a closed direction to reset the bridge mechanism and then OFH53 No.2 FWD HFO Tank
The valves are supplied with compressed air at 7bar from a 350 litre
opening the valve in the normal way.
bottle located in the fire control station. The bottle is fitted with an alarm
to warn of low pressure and is fed directly from the engine room control
The emergency generator gas oil tank quick-closing valve is operated by 2. Fire Dampers
air main.
a directly connected wire from outside the emergency generator room.
Fire dampers operate to close ventilation openings in the event of a fire.
Fig.1 Quick Closing Valve Unit
CAUTION The dampers are kept open against a closing force (gravity acting on a
Some tanks such as lubricating oil tanks do not have quick-closing counterweight) by means of air pressure acting on the damper cylinder
valves fitted. This is because they are normally closed and only opened piston.
for short periods of time when required. It is therefore important to
When air pressure is vented the damper or dampers will close. The fire
ensure that these valves are always closed when not in use.
damper pipe work is supplied directly from the working air system main
pipe and air pressure is constantly applied to the system.
Group For Main G/E
OP026, OE406 DO Service Tank (S) Activation of the three-way control valve at the fire control station
control panel will vent the damper air line and cause all fire dampers to
OP027, OE407 DO Service Tank (P)
close. Operation of individual local damper valves will vent each
OP022 DO Storage Tank (S) individual damper as required and allow that damper to close.
LF020 GE LO Settling Tank (S)
3. Procedure for Operating Fire Dampers
LF029 GE LO Settling Tank (P)
OP002 HFO Settling Tank (S) a) The main fire damper three-way valve, located at the emergency
OP004 HFO Settling Tank (P) shut-off cabinet in the fire control station, must be turned to the
OE002, OP001 HFO Service Tank (S) VENT position to actuate all the fire dampers. The dampers will
close under the action of their counterweights when air is vented
OE004, OP003 HFO Service Tank (P)
from their cylinders.
Group pp For Auxiliary Equipment b) Returning the three-way cock to the OPEN position will direct
OF210 DO Storage Tank (S) compressed air in to the cylinder positions and open the
OI145 Waste Oil Serv. TK for Incinerator dampers. If dampers for individual locations require closing, the
three-way cock positioned in a safe place near the fire damper
A non-return valve is fitted in to the air bottle inlet line but this is locked OI112 Waste Oil Sett. TK for Incinerator
must be turned to the VENT position. The damper can be
open during normal operation to ensure a full charge of air is always OB202, OI201 DO Service Tank (S) opened again by turning the three-way cock to the OPEN
available. The oil tanks are grouped into two systems, with one three-
OF137 HFO Settling Tank (S) position.
way cock operating each system. In normal operation, the supply lines to
each of the tank outlet valve are vented into the atmosphere. OB002 HFO Service Tank (S)
OF120 HFO Tank (S)
However, when the cock is turned, compressed air is directed to the LR001 R/G LO Gravity Tank (S)
pistons which cause each of the valve bridge to collapse and therefore
OB201 DO Service Tank (P)
causing the valve to close.
7.8 Emergency Escape from E/R Illustration 7.8a Emergency Escape Route from Engine Room
1. Introduction
An emergency trunk is fitted at the centre of the engine room to allow

personnel to escape in the event of a life threatening situation. The
emergency trunk leads to the aft of accommodation block on upper deck.
There is Emergency Escape Breathing Devices (EEBD) situated on all

levels of the engine room, which can be used to protect personnel during
the escape from the engine room.
Proceed aft to the A class fire door leading into the emergency trunk and
climb the vertical ladder to the upper deck.
2. Emergency Escape Breathing Device (EEBD)
Equipment comprises of a respiratory mask and small air cylinder which

supplies 10 minutes of air to allow escape to fresh air.
There are EEBDs located the following locations in E/R:
y E/R Floor : 1ea

y E/R 3rd : 1ea
y E/R 2nd : 1ea
y E/R 1st : 3ea
O.
O.
(S )
Fig.1 EEBD in Engine Room L. )
L.
TK
L .O
K
E S
)
G/ K (
E
.T K
(S
V.T
TT.
G/
N R .T
TK
R /G
I
OR
MA T O
IN
(P & . S E R
T.
(P & O . S E
(S )
(S )
S
MA
ET
ST
S)
S)
S
S)
.
(S E R V
TK
.O
R .T K
&
.
H .F
(P
H.F
TK . O . S
K
)
S/G RM .T
.O
W
F.
S TO
H .F
S)
COFFERDAM
(P &
D .O .
FOA M MA IN
A.P.TK S .W. G/E
ENGINE ROOM B. TK
W.
P/R M G V U R M
E/ R
)
P &S
K( S.C.L.
.T
W
C. K (S
)
(C )
S/
T ET
DG B IL GE HOLD. T
K (PT)K (S ) W TK
L U OIL OVE RFL O
D.
S TE F .O.
S/ T L.O.SUMP.TK(S) WA S E/
S

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BARCELONA KNUTSEN Machinery Operating Manual

IMO No. 9401295 / Final Draft (2010.04.19) 1 Index

Part 7: Fire Fighting System

IMO No. 9401295 / Final Draft (2010.04.19) 2 Index

STANDARD SYMBOL STANDARD SYMBOL

B'FLY WAFER TYPE SPECTACLE FLANGE

H REM . HYD. B ' FLY W AFER PISTON W ITH

MAG NETIC 2-W AY (STR./ANG ) W ATER SEAL G ATE

LEVEL GAUGE W ITH VALVE

NEEDLE STR. STRAINER SIM PLEX CAPILLARY TUBE

Electrical Symbol List

STARTER (DIRECT ON LINE) TRANSFORMER OVERCURRENT RELAY BL BELL CP COMPOUND GAUGE

PUSHBUTTON SWITCH TS TEMPERATURE SWITCH

M WT JOINT BOX INDICATOR LAMP PUSHBUTTON VCT VACUUM TRANSMITTER

EARTH WT WATER TRANSDUCER D-D RELAY COIL LOCALLY MOUNTED

XXX REMOTELY MOUNTED

IMO No. 9401295 / Final Draft (2010.04.19) 4 Electric symbol List

Abbreviations / Definitions CTS CUSTODY TRANSFER SYSTEM I/O INPUT/OUTPUT

IMO No. 9401295 / Final Draft (2010.04.19) 5 Abbreviations

RPM REVOLUTIONS PER MINUTE

IMO No. 9401295 / Final Draft (2010.04.19) 6 Abbreviations

TRUNK SPACE TRUNK SPACE TRUNK SPACE TRUNK SPACE

IN R . T NO.2 CARGO TANK NO.1 CARGO TANK

DRY POWDER STATION

DAVIT S.W.L 10T

K"6"H? D"8" K"6"H?

Cargo Tanks Fresh Water Tanks S.G.=1.000

Capacities Centre of Gravity Location Capacities Centre of Gravity Max.

Total 173650.1 170177.1

Heavy Fuel Oil Tanks S.G.=0.980

Total 57859.4 59305.9

Diesel Oil Tanks S.G.=0.850 Miscellaneous Tanks

Capacities Centre of Gravity Max. Capacities Centre of Gravity Max.

NO.1 G/E L.O.SUMP.TK(S) 19-34 26.9 26.9 20.599 10.192 22

Total 258.0 277.5

1.3 Maker List

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

No. EQUIPMENT Q'ty SPECIFICATION MAKER / SUPPLIER MODEL CONTACT

TYPE : HIGH PRESSURE FAX)+82-51-204-2215

1.4 Lubrication Oil Chart

MAIN GENERATOR ENGINE 3 TURNING DEVICE EPONA Z 460 70 L 16000HRS

MAIN GENERATOR ENGINE 1 TURNING DEVICE EPONA Z 460 70 L 16000HRS

8 BALLAST PUMP 3 PUMP COUPLING SIDE BEARING CERAN WR 2 100 G 3000HRS

HFO TRANSFER PUMP

12 BILGE PUMP 2 PUMP COUPLING SIDE BEARING CERAN WR 2 20 G

CONTROL AND SERVICE AIR

RESCUE BOAT MERLIN 6.5 1 GREASE CUP SHAFT CERAN WR 2 0.5 KG

BOSUN STORE DAVIT 1 WIRE ROPE CERAN AD PLUS 2.5 KG

INJURED PERSON DAVIT 1 WIRE ROPE CERAN AD PLUS 2 KG

COMP/MOTOR ROOM DAVIT 1 WIRE ROPE CERAN AD PLUS 5.5 KG

ACCOMMODATION LADDER 2 WIRE ROPE CERAN AD PLUS 1L OCCASIONALLY

HFO TR. Pump No.2

No.2 MGPS Chlorination

No.1 Main G/E LO Sump Tank (Above) DN No.1 Bilge Pump

No.3 G/E Pilot

No.4 Main G/E

E.Exit STBD Aux. Port Aux.

No.1 G/E No.2

K"6"H? D"8" K"6"H?