Luna Mærsk Machinery Operating Manual

MACHINERY OPERATING MANUAL 2.2 Boilers and Steam Systems 2.10 Air Systems
2.2.1 General Description 2.10.1 Starting Air System
LIST OF CONTENTS 2.2.2 Boiler Control Systems 2.10.2 General Service Air System
ISSUE AND UPDATES 2.2.3 Sootblowers 2.10.3 Control Air System
MACHINERY SYMBOLS AND COLOUR SCHEME 2.2.4 Steam System
ELECTRICAL AND INSTRUMENTATION SYMBOLS 2.2.5 Exhaust Gas Boiler 2.11 Steering Gear, Thruster Units and Stabilisers
PRINCIPAL MACHINERY PARTICULARS
INTRODUCTION 2.11.1 Steering Gear
2.3 Drains and Feedwater Systems
2.11.2 Bow Thruster
2.3.1 Drains Systems 2.11.3 Stern Thruster
Part 1: Operational Overview 2.3.2 Boilers Feedwater System 2.11.4 Stabilisers
2.3.3 Water Sampling and Treatment System
1.1 To Bring Vessel into Live Condition 2.3.4 Distilled Water Transfer and Distribution System 2.12 Electrical Power Generators
1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 2.12.1 Diesel Generators
2.4 Sea Water Systems
1.4 To Change Main Plant from Manoeuvring to Full Away 2.12.2 Emergency Diesel Generator
1.5 To Prepare for UMS Operation 2.4 1 Main and Auxiliary Sea Water Cooling Systems
1.6 To Change from UMS to Manned Operation 2.4.2 Engine Room Ballast System
2.13 Electrical Systems
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.4.3 Fresh Water Evaporator
1.8 To Secure Main Plant at Finished With Engines 2.4.4 Anti-Heeling System 2.13.1 Electrical Equipment
1.9 To Secure Main Plant for Dry Dock 2.13.2 Main Switchboard and Generator Operation
2.13.3 Electrical Distribution
Illustrations 2.5 Fresh Water Cooling Systems
2.13.4 Shore Power
1a Location Plan of Engine Room - Tank Top and Shaft 2.5.1 High Temperature Fresh Water Cooling System 2.13.5 Main Alternators
Tunnel 2.5.2 Low Temperature Fresh Water Cooling System 2.13.6 Emergency Alternator
1b Location Plan of Engine Room - Deck 7920 2.5.3 Container Fresh Water Cooling System 2.13.7 Preferential Tripping and Sequential Restarting
1c Location Plan of Engine Room - Deck 13046 2.13.8 Uninterruptible Power Supply (UPS) and Battery Systems
1d Location Plan of Engine Room - Decks 17620/21350 2.6 Fuel Oil and Diesel Oil Service Systems 2.13.9 Cathodic Protection System
1e Location Plan of Engine Room - Main Engine Room
Elevation 2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engines Fuel Oil Service System 2.14 Accommodation Systems
1f Location Plan of Engine Room - Shaft Tunnel Elevation
1g Location Plan Section - Main Engine Room Frame 81 2.6.3 Boiler Fuel Oil System 2.14.1 Domestic Fresh Water System
1h Location Plan Section - Main Engine Room Frame 60 2.6.4 Engine Room Waste Oil and Drains System 2.14.2 Domestic Refrigeration System
1i Location Plan Section - Main Engine Room Frame 50 2.14.3 Accommodation Air Conditioning Plant
1j Location Plan of Engine Control Room 2.7 Fuel Oil and Diesel Oil Transfer Systems 2.14.4 Miscellaneous Air Conditioning Units
1k Tank Capacity Tables 2.14.5 Sewage Treatment
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.14.6 Garbage Disposal
1l Tank Capacity Tables
2.7.2 Fuel Oil and Diesel Oil Purifying System
1m Sounding Pipe Positions Illustrations
2.8 Lubricating Oil Systems 2.1.1a Main Engine
Part 2: Main Engine and Auxiliary Systems 2.1.2a Main Engine Bridge Control System
2 8.1 Main Engine Lubricating Oil System 2.1.3a Main Engine Safety System
2.1 Main Engine 2 8.2 Turbocharger Lubricating Oil System 2.1.3b Main Engine Safety System Operating Panel
2.1.1 Main Engine Details 2.8.3 Generator Engines Lubricating Oil System 2.1.4a Digital Governor System
2.1.2 Main Engine Manoeuvring Control 2.8.4 Stern Tube Lubricating Oil System 2.1.4b Digital Governor Panel
2.1.3 Main Engine Safety System 2.8.5 Lubricating Oil Purifying Systems 2.2.1a Auxiliary Boiler
2.1.4 Digital Governor 2.8.6 Lubricating Oil Filling and Transfer System 2.2.1b Auxiliary Boiler Fuel Oil Service System
2.2.2a Boiler Control Panel
2.9 Bilge System 2.2.2b Boiler Operating Sequence
2.9.1 Engine Room Bilge System and Bilge Separator 2.2.4a Steam System inside Engine Room

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 Luna Mærsk Machinery Operating Manual
2.2.4b Steam System outside Engine Room 2.14.1a Domestic Fresh Water System Illustrations
2.2.5a Exhaust Gas Boiler - Type AQ2 2.14.2a Domestic Refrigeration System 4.1a Fire Hydrant System (Engine Room)
2.3.1a Drains System Inside Engine Room 2.14.3a Accommodation Air Conditioning Plant 4.1b Fire Hydrant System (Accommodation and Deck)
2.3.1b Drains System Outside Engine Room 2.14.3b Accommodation Heating Water Circulation System 4.2a CO2 Fire Extinguishing System
2.3.2a Boilers Feedwater System 2.14.5a Sewage Treatment System 4.3a Smoke Detection System
2.3.3a Water Sampling and Treatment System 2.14.6a Garbage Management Plan I 4.4a Quick-Closing Valves
2.3.4a Distilled Water Transfer and Distribution System 2.14.6b Garbage Management Plan II 4.4b Fire Flaps Operation
2.4.1a Main and Auxiliary Sea Water Cooling System 4.5a Fresh Water Spray Extinquishing System
2.4.2a Engine Room Ballast System Part 3: Main Machinery Control 4.6.1a Fire Alarm System - Tank Top Level and Steering Gear
2.4.3a Fresh Water Evaporator 3.1 Main Machinery Control System Compartment
2.4.4a Anti-Heeling System 4.6.1b Fire Alarm System - Deck Level 7920
3.1.1 Machinery Control and Alarm System Overview
2.5.1a High Temperature Fresh Water Cooling System 4.6.1c Fire Alarm System - Deck Level 13046
3.1.2 Operator Stations
2.5.2a Low Temperature Fresh Water Cooling System 4.6.1d Fire Alarm System - Deck Level 17620
3.1.3 Screen Displays
2.5.3a Container Fresh Water Cooling System 4.6.2a Fire Fighting Equipment - Tank Top Level and Steering
3.1.4 Alarms
2.6a Viscosity - Temperature Graph Gear Compartment
3.1.5 Trending
2.6.1a Main Engine Fuel Oil Service System 4.6.2b Fire Fighting Equipment - Deck Level 7920
3.1.6 UMS - Manned Handover
2.6.2a Generator Engines Fuel Oil Service System 4.6.2c Fire Fighting Equipment - Deck Level 13046
2.6.3a Boiler Fuel Oil Service System 3.2 Engine Control Room, Console and Panels 4.6.2d Fire Fighting Equipment - Deck Level 17620
2.6.4a Engine Room Waste Oil and Drains System 4.6.3a Lifesaving Equipment - Tank Top Level and Steering
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System 3.3 Hydraulic Remote Valve Operating System Gear Compartment
2.7.2a Fuel Oil and Diesel Oil Purifying System 4.6.3b Lifesaving Equipment - Deck Level 7920
2.8.1a Main Engine Lubricating Oil System Illustrations 4.6.3c Lifesaving Equipment - Deck Level 13046
2.8.1b Main Engine Camshaft and Exhaust Valves LO System 3.1.1a Machinery Control and Monitoring 4.6.3d Lifesaving Equipment - Deck Level 17620
2.8.1c Main Engine Cylinder Lubricating Oil System 3.1.2a Operator Panel
2.8.1d LO System for Stuffing Box and Drain from Stuffing Box 3.1.3a Screen Displays
Part 5: Emergency Procedures
2.8.2a Main Engine Turbochargers Lubricating Oil System 3.1.3b Picture Hierarchy 5.1 Flooding in the Engine Room - Emergency Bilge Suction
2.8.4a Stern Tube Lubricating Oil System 3.1.5a Trending Displays
2.8.5a Lubricating Oil Purifying System 3.1.6a UMS Safety Alarm System 5.2 Local (Emergency) Operation of Main Engine
2.8.6a Lubricating Oil Filling and Transfer System 3.2a Plan of Engine Control Room
2.9.1a Engine Room Bilge System and Bilge Separator 3.2b Engine Control Room Console 5.3 Emergency Steering
2.9.1b Bilge System for Cargo Holds and Forward Area 3.3a Hydraulic Valve Control System
2.10.1a Starting Air System 5.4 Additional Fire Pump Operation
3.3b Fuel Oil Filling and Transfer Screen Display
2.10.2a General Service Air System 3.3c Cargo Bilge System Screen Display
5.5 Fire in Engine Room
2.10.3a Control Air System 3.3d Ballast System Screen Display
2.11.1a Steering Gear Hydraulic System 5.6 Fire Control Station
2.11.1b Steering Gear Hydraulic Block
2.11.2a Bow and Stern Thruster Control Part 4: Emergency Systems Illustrations
2.11.4a Stabiliser Machinery Unit 4.1 Fire Hydrant System
2.11.4b Stabiliser Hydraulic System 5.6a Fire Control Station
2.11.4c Local Control Unit 4.2 CO2 Flooding System
2.12.2a Emergency Diesel Generator - Schematic Part 6: Communications
2.13.1a Main Electrical Network 4.3 Smoke Detection System 6.1 UMS 2100 System
2.13.2a Generator Power Management Control Module
2.13.3a Main 440V Distribution 4.4 Quick-Closing Valves, Fire Damper System and Emergency Stops 6.2 Sound Powered Telephone System
2.13.3b Main 220V Distribution
2.13.3c 440V/220V Emergency Distribution 4.5 Fresh Water Spray Extinquishing System 6.3 Shipboard Management System
2.13.4a Shore Power
4.6 Safety Equipment Illustrations
2.13.5a Main Alternators
2.13.7a Preferential Tripping and Sequential Restart 4.6.1 Fire Alarm System 6.1a UMS 2100 Operator Panels
2.13.8a Uninterruptible Power Supply and Battery Systems 4.6.2 Fire Fighting Equipment
2.13.9a Cathodic Protection System 4.6.3 Lifesaving Equipment

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 Luna Mærsk Machinery Operating Manual
Issue and Updates This manual was produced by:
Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents February 2002
update control. Controlling documents ensure that: Issue and Updates February 2002
For any new issue or update contact: Machinery Symbols & Colour Scheme February 2002
• Documents conform to a standard Electrical & Instrumentation Symbols February 2002
format; The Technical Director Principal Machinery Particulars February 2002
WMT Technical Office Introduction February 2002
• Amendments are carried out by relevant The Court House
personnel; 15 Glynne Way Text
Hawarden 1.1 February 2002
• Each document or update to a document Deeside, Flintshire 1.2 February 2002
is approved before issue; CH5 3NS, UK
1.3 February 2002
1.4 February 2002
• A history of updates is maintained; E-Mail: manuals@wmtmarine.com
1.5 February 2002
1.6 February 2002
• Updates are issued to all registered holders
1.7 February 2002
of documents;
1.8 February 2002
• Sections are removed from circulation 1.9 February 2002
when obsolete.
Illustrations
Document control is achieved by the use of the footer 1a February 2002
provided on every page and the issue and update table 1b February 2002
below. 1c February 2002
1d February 2002
In the right hand corner of each footer are details of 1e February 2002
the pages section number and title followed by the page 1f February 2002
number of the section. In the left hand corner of each 1g February 2002
footer is the issue number. 1h February 2002
1i February 2002
Details of each section are given in the first column 1j February 2002
of the issue and update control table. The table thus 1k February 2002
forms a matrix into which the dates of issue of the 1l February 2002
original document and any subsequent updated sections 1m February 2002
are located.
Text February 2002
The information and guidance contained herein is
2.1 February 2002
produced for the assistance of certificated officers who,
2.1.1 February 2002
by virtue of such certification, are deemed competent
2.1.2 February 2002
to operate the vessel to which such information and
guidance refers. Any conflict arising between the 2.1.3 February 2002
information and guidance provided herein and the 2.1.4 February 2002
professional judgement of such competent officers 2.2 February 2002
must be immediately resolved by reference to Mærsk 2.2.1 February 2002
Technical Operations Office. 2.2.2 February 2002
2.2.3 February 2002
2.2.4 February 2002

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Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Text Text
2.2.5 February 2002 2.12 February 2002
2.3 February 2002 2.12.1 February 2002
2.3.1 February 2002 2.12.2 February 2002
2.3.2 February 2002 2.13 February 2002
2.3.3 February 2002 2.13.1 February 2002
2.3.4 February 2002 2.13.2 February 2002
2.4 February 2002 2.13.3 February 2002
2.4.1 February 2002 2.13.4 February 2002
2.4.2 February 2002 2.13.5 February 2002
2.4.3 February 2002 2.13.6 February 2002
2.4.4 February 2002 2.13.7 February 2002
2.5 February 2002 2.13.8 February 2002
2.5.1 February 2002 2.13.9 February 2002
2.5.2 February 2002 2.14 February 2002
2.5.3 February 2002 2.14.1 February 2002
2.6 February 2002 2.14.2 February 2002
2.6.1 February 2002 2.14.3 February 2002
2.6.2 February 2002 2.14.4 February 2002
2.6.3 February 2002 2.14.5 February 2002
2.6.4 February 2002 2.14.6 February 2002
2.7 February 2002
2.7.1 February 2002 Illustrations
2.7.2 February 2002 2.1.1a February 2002
2.8 February 2002 2.1.2a February 2002
2.8.1 February 2002 2.1.3a February 2002
2.8.2 February 2002 2.1.3b February 2002
2.8.3 February 2002 2.1.4a February 2002
2.8.4 February 2002 2.1.4b February 2002
2.8.5 February 2002 2.2.1a February 2002
2.8.6 February 2002 2.2.1b February 2002
2.9 February 2002 2.2.2a February 2002
2.9.1 February 2002 September 2002 2.2.2b February 2002
2.10 February 2002 2.2.4a February 2002
2.10.1 February 2002 2.2.4b February 2002
2.10.2 February 2002 2.2.5a February 2002
2.10.3 February 2002 2.3.1a February 2002
2.11 February 2002 2.3.2a February 2002
2.11.1 February 2002 2.3.3a February 2002
2.11.2 February 2002 2.3.4a February 2002
2.11.3 February 2002 2.4.1a February 2002
2.11.4 February 2002 2.4.2a February 2002

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Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4

Illustrations Illustrations
2.4.3a February 2002 2.14.1a February 2002
2.4.4a February 2002 2.14.2a February 2002
2.5.1a February 2002 2.14.3a February 2002
2.5.2a February 2002 2.14.3b February 2002
2.5.3a February 2002 2.14.5a February 2002
2.6a February 2002 2.14.6a February 2002
2.6.1a February 2002 2.14.6b February 2002
2.6.2a February 2002
2.6.3a February 2002 Text
2.6.4a February 2002 3.1 February 2002
2.7.1a February 2002 3.1.1 February 2002
2.7.2a February 2002 3.1.2 February 2002
2.8.1a February 2002 3.1.3 February 2002
2.8.1b February 2002 3.1.4 February 2002
2.8.1c February 2002 3.1.5 February 2002
2.8.1d February 2002 3.1.6 February 2002
2.8.2a February 2002 3.2 February 2002
2.8.4a February 2002 3.3 February 2002
2.8.5a February 2002
2.8.6a February 2002 Illustrations
2.9.1a February 2002 September 2002 3.1.1a February 2002
2.9.1b February 2002 3.1.2a February 2002
2.10.1a February 2002 3.1.3a February 2002
2.10.2a February 2002 3.1.5a February 2002
2.10.3a February 2002 3.1.6a February 2002
2.11.1a February 2002 3.2a February 2002
2.11.1b February 2002 3.2b February 2002
2.11.2a February 2002 3.3a February 2002
2.11.4a February 2002 3.3b February 2002
2.11.4b February 2002 3.3c February 2002
2.13.1a February 2002 3.3d February 2002
2.13.2a February 2002
2.13.3a February 2002 Text
2.13.3b February 2002 4.1 February 2002
2.13.3c February 2002 4.2 February 2002
2.13.4a February 2002 4.3 February 2002
2.13.5a February 2002 4.4 February 2002
2.13.6a February 2002 4.5 February 2002
2.13.7a February 2002 4.6 February 2002
2.13.8a February 2002 4.6.1 February 2002
2.13.9a February 2002 4.6.2 February 2002
4.6.3 February 2002

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Issue 1 Issue 2 Issue 3 Issue 4

Illustrations
4.1a February 2002
4.2a February 2002
4.3a February 2002
4.4a February 2002
4.5a February 2002
4.6.1a February 2002
4.6.1b February 2002
4.6.1c February 2002
4.6.1d February 2002
4.6.2a February 2002
4.6.2b February 2002
4.6.2c February 2002
4.6.2d February 2002
4.6.3a February 2002
4.6.3b February 2002
4.6.3c February 2002
4.6.3d February 2002

Text
5.1 February 2002
5.2 February 2002
5.3 February 2002
5.4 February 2002
5.5 February 2002
5.6 February 2002

Illustrations
5.6a February 2002

Text
6.1 February 2002
6.2 February 2002
6.3 February 2002

Illustrations
6.1a February 2002

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 Luna Mærsk Machinery Systems Operating Manual
Machinery Symbols and Colour Scheme

Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Spool Piece

Screw Down Non-Return Water Separator Discharge/Drain

Flow Control Valve Expansion Bend Pipe
Valve

Normally Open
Domestic Fresh Water P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve N.O or N.C or
Normally Closed
High Temperature Cooling Water
Angle Screw Down Non- Gear or Screw Type Pump Tank Penetration
Solenoid Valve Orifice
Low Temperature Cooling Water Return Valve

Sea Water Air Control

Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Air Horn
Valve
Hydraulic Oil
Swing Check Non-Return Temperature Control Spectacle Flange Not Connected
Mono Screw Pump Crossing Pipe
Lubricating Oil Valve Valve (With Hand Wheel) ( Open, Shut)

3-Way Temperature Control Sounding Head with Connected Crossing Pipe

Saturated Steam Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap

Condensate Sounding Head with Self-

Wax Expansion Temperature T Pipe
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve
Cock (Self-Closing)
Feedwater
3-Way Wax Expansion Filter Regulating Valve
Ball Valve Suction Bellmouth Reciprocating Type Pump With Strainer
Temperature Control Valve
Fire/Deck Water

Hydraulic Operated Valve Non-Return Ball Valve

CO2 2-Way Cock Vent Pipe Cylinder Piston Actuator
(Open/Shut)

Fuel Oil
A Butterfly Valve With Vent Pipe with Drain Trap
3-Way Cock (L-Type) Hose Valve
Air Actuator Flame Screen
Marine Diesel Oil

3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Spark Arrester
Flow Meter
Sludge/Waste Oil

Air Shuttle Valve

Safety / Relief Valve Float Valve Duplex Strainer Liquid Level Gauge

Bilges
Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Manometer

Electrical Signal

Regulating Valve Hose Valve Rose Box Filter

Instrumentation

Self-Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box

Quick-Closing Valve Foam Box

Valve Locked Open Steam Trap Without Strainer FB
(Hydraulic Operated)

Overboard Discharge Water Transducer Steam Trap With Strainer Accumulator

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Electrical and Instrumentation Symbols

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

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 Luna Mærsk Machinery Operating Manual
PRINCIPAL MACHINERY PARTICULARS Exhaust Gas Boiler Main Engine Air Cooler Drain Pump
Maker: Alborg Industries Maker: Grundfos
Type: AQ - 2 Type: CR8 - 50 vertical 5 stage centrifugal
Main Engine
Maker: Samsung - MAN B&W Capacity at 85% MCR: 3,000kg/h at 174°C and 7kg/cm2 Capacity: 14m3/h
Model: 10K90MC Mark VI Pumps
Type: Two stroke, single acting direct reversible, crosshead Main Engine Cleaning System Circulating Pump
type with three constant pressure turbochargers and Main Engine Lubricating Oil Pumps Maker: Grundfos
air coolers and IMO compliant Maker: Desmi
Type: CRN4 - 30 vertical 3 stage centrifugal
Number of cylinders: 10 Type: VDL1 - 3045 submerged vertical single stage
Capacity: 5m3/h
centrifugal
Cylinder bore: 900mm
Capacity: 1,020m3/h
Stroke: 2,550mm
Main Engine Stuffing Box Lubricating Oil Filter Pump
Output (MCR): 62,200 bhp (45,700kW) at 94 rpm Main Engine Fuel Oil Feed Pumps Maker: Allweiler
Direction of rotation: Clockwise looking from aft Maker: Allweiler
Type: BAS 550 G8.3 - W20
Specific FO consumption: 186.7g/kW per hour Type: SNF210 - A46 W12.1 - W1
Capacity: 0.75m3/h x 2kg/cm2
Turbochargers (3): ABB - TPL85 Capacity: 15.68m3/h

Main Engine Camshaft Bypass Filter Lubricating Oil Pump

Main Generator Engines Main Engine Fuel Oil Booster Pumps Capacity: 1.27m3/h x 6.5kg/cm2
Maker: Caterpillar Maker: Allweiler
Type: Mak 9M25 Type: SNF440 - R4 E6.9 - W61 - TOL Stern Tube Bearing Lubricating Oil Circulating Pump
No. of cylinders: 9 Capacity: 25.5m3/h Maker: Allweiler
Bore: 255mm Type: SPF40 - R54 G8.3 - W20
Stroke: 400mm Main Engine Cylinder Lubricating Oil Transfer Pump Capacity: 4.2m3/h x 4kg/cm2
Rating: 2500 kW, 6.6kV AC, 60 Hz, PF 0.8 at 720 rpm Maker: Allweiler
Turbocharger (1): ABB - TPS61D Type: SPF20 - R46 G8.3 - W20 Stern Tube Lubricating Oil Pumps
Capacity: 1.5m3/h Maker: Allweiler
Emergency Generator Engine Type: BAS 150 G8.3 - W20
Maker: Caterpillar Main Engine Lubricating Oil Transfer Pump
Type: 3512 B DITA SCAC Maker: Allweiler Shaft Bearing Lubricating Oil Circulating Pumps
No. of cylinders: 12 Type: V1680 - R46U 18USV - W115 Maker: Allweiler
Bore: 170mm Capacity: 6.1m3/h Type: SPF20 - R38 G8.3 - W20
Stroke: 190mm Capacity: 1.12m3/h x 3.9kg/cm2
Rating: 1,360kW, 450V AC, 60 Hz, pf 0.8 at 1,800 rpm Main Engine Camshaft Lubricating Oil Pump
Maker: Allweiler Main Generator Engines Diesel Oil Service Pump
Type: V16 280 - R46 18USV - W115 Maker: Allweiler
Oil Fired Boiler
Maker: Alborg Industries Capacity: 20m3/h Type: SLF120 - R42 U12.1 - W1
Type: AQ - 10/12 W Capacity: 6.94m3/h
Main Engine Diesel Oil Service Pump
Maximum capacity: 4,000kg/h at 174°C and 7kg/cm2 Maker: Allweiler
Type: SLF120 - R42 U12.1 - W1 - screw
Capacity: 7m3/h

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Main Generator Engines Emergency Diesel Oil Service Pump Main Sea Water Pumps - Central Fresh Water Coolers Reefer Fresh Water Cooling Pumps
Maker: IMO Maker: Desmi Maker: Desmi
Type: ACE 025 N3 NVBP (Air Operated - 1.8m3/h x Type: DSL300 - 320LD-F-P vertical single stage Type: NSL200 - 415A02 vertical single stage centrifugal
6kg/cm2) centrifugal Capacity: 623/520m3/h at 45/7.5mth
Capacity: 2.09m3/h x 6kg/cm2 Capacity: 1228/850m3/h at 20/8.5mth each

Reefer Sea Water Cooling Pumps

Main Generator Engines Lubricating Oil Transfer Pump Fresh Water Cooling Pumps (Low Temperature) Maker: Desmi
Maker: Allweiler Maker: Desmi Type: NSL250 - 330D02 vertical single stage centrifugal
Type: BAS550 68.3 - W20 Type: SL250 - 330/A-G2-K-P vertical single stage Capacity: 771m3/h x 20mth
centrifugal
Capacity: 890/1200m3/h at 12/25mth
Boilers Feedwater Pumps PURIFIERS
Type: Centrifugal Fresh Water Cooling Pumps (High Temperature) Heavy Fuel Oil
Capacity: 14kg/cm2 x 8m3/h Maker: Desmi Maker: Alfa Laval
Motor: 7.5kW Type: SL150 - 330/A-G2-K-P vertical single stage Model: FOPX 614 - self-cleaning
centrifugal
Capacity: 6,500 litres/h
Capacity: 360m3/h at 30mth
Ballast Pumps
Maker: Desmi Heavy Fuel Oil/Diesel Oil
Maker: Alfa Laval
Type: SL 250 - 330/D-G2-K-P vertical single stage Diesel Oil Transfer Pump
centrifugal Maker: Allweiler Model: FOPX 614 - self-cleaning
Capacity: 500m3/h at 25mth Type: SLF80 - R42 U12.1 - W1 Capacity: 6,500 litres/h
Capacity: 5m3/h Lubricating Oil - Main Engine
Fire and General Service Pumps
Maker: Desmi Maker: Alfa Laval
Type: VNCI - 125420 vertical single stage centrifugal Heavy Fuel Oil Transfer Pump Model: LOPX 707 - self-cleaning
Capacity: 300/100m3/h at 82/90mth each Maker: Allweiler Capacity: 13,000 litres/h
Type: SLF660 - R40 U12.1 - W1
Additional Fire Pump Lubricating Oil - Diesel Generator Engines
Capacity: 40.1m3/h Maker: Alfa Laval
Maker: Desmi
Type: NSL 80 - 265/D02 vertical single stage centrifugal Model: LOPX 707 - self-cleaning
Capacity: 72m3/h at 90mth
Fuel Oil Bunker Transfer Pump Capacity: 2,400 litres/h
Maker: Houttuin
Heeling Pump Type: 236.135/092.100.41 - 1B
Maker: Iron Capacity: 200m3/h at 5kg/cm2
Type: QT2 - 250 horizontal reversible two stage propellor
Capacity: 400m3/h at 16mth
Sludge Transfer Pump
Maker: Agrometer
Type: Rotary positive displacement
Capacity: 5m3/h at 5kg/cm2
Sea Water Pump - Fresh Water Generator
Maker: Desmi Fresh Water Hydrophore Pumps
Type: NSL80 - 250D02-K-P vertical single stage Maker: Desmi
centrifugal Type: CR8 - 50 vertical 5 stage centrifugal
Capacity: 70m3/h at 50mth Capacity: 8m3/h at 65mth

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 Luna Mærsk Machinery Operating Manual
AIR COMPRESSORS / DRYERS Stern Tube Cranes
Maker: Kopelco Marine Eng. Co. Ltd
Starting Air Compressors Stores
Maker: Tanabe Type: CX - 950 Maker: Acta
Type: H - 274 (Piston) Serial No.: X - 31719/20/21/22/23/24 Type: Electrically driven monorail
Capacity: 30kg/cm2 x 400m3/h Capacity: 10 tonne
Motor: 90kW Fin Stabilisers
Maker: Sperry
Control/Working Air Compressors Stores/Provision/Bunker/Suez Boat
Type: Foldable, crux size 35. Area 10m3 each Maker: Acta
Maker: Tamrotor
Power: Main unit 37kW, emergency unit 3.7kW Type: Electrically driven
Type: FS 15 8.5 EANA (Screw) Hydraulic pump
Capacity: 8kg/cm2 x 150m3/h working pressure: 103/140kg/cm2 Capacity: 5/2.5 tonne
Motor: 17kW
Thrusters Stores/Bunker/Rescue Boat
Control Air Dryer Maker: Acta
Maker: Hankinson International Maker: Kawasaki
Type: Electrically driven Type: Electrically driven
Type: Refrigerated HD 220 - fresh water cooled
Capacity: 2/1.2 tonne
Capacity: 150Nm3/h
Bow
Lifesaving Equipment
Provisions Refrigerating Compressors Type: KT-157B3
Maker: Copeland
Thrust: 20 tonne Lifeboats
Type: ZR90K3E (Scroll) Maker: Jiang Xinjiang FRP Co. Ltd
Prime mover: 1,370kW
Capacity: 20kW Type: Totally enclosed 38 persons each
Refrigerant: R134A Propellor diameter: 2,200mm, 315rpm Dimensions: 7m
Motor: 22kW - Bukh
Stern Speed.: 6 knots
Accommodation Air Conditioning Plant Compressors
Maker: Sabroe Type: KT-105B1
Rescue boat
Type: SMC - 106C Thrust: 12 tonne Maker: Esberg Vagtskibsselskab A/S
Serial Nos: 115.273 and 115.274 Prime mover: 770kW Type: 6 persons
Refrigerant: R134A Motor: 21kW outboard
Propellor diameter: 1,800mm, 315rpm
Liferafts
Workshop/Control Room Air Conditioning Plant Compressor Maker: RFD Ltd Northern Ireland
Maker: Copeland
Fire Extinguishing System
Maker: Unitor Type: Throw-out and self-inflating
Type: ZR90K3E - TWD
Type: High pressure CO2 Capacity: 4 of 20 persons and 1 of 6 persons
Capacity: 15kW
Spaces: Engine room, holds and emergency generator room
Refrigerant: R134A
Cargo Hold Ventilation Fans
Maker: Witt and Sohn
Steering Gear
Maker: Posgrunn
Type: Electro-hydraulic rotary vane
Model: 650-325/2 IMO

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 Luna Mærsk
INTRODUCTION
General
Although the ship is supplied with shipbuilder’s plans and manufacturer’s
instruction books, there is no single handbook which gives guidance on
operating complete systems as installed on board, as distinct from individual
items of machinery.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
officers with additional information not otherwise available on board. It is
intended to be used in conjunction with the other plans and instruction books
already on board and in no way replaces or supersedes them.
Information pertinent to the operation of the Luna Mærsk has been carefully
collated in relation to the systems of the vessel and is presented in two on board
volumes consisting of DECK OPERATING MANUAL and MACHINERY
OPERATING MANUAL.
The Deck Operating Manual and the Machinery Operating Manual are
designed to complement Marpol 73/78, ISGOTT and Company Regulations.
The vessel is constructed to comply with Marpol 73/78. These regulations
can be found in the Consolidated Edition, 1991 and in the Amendments dated
1992, 1994 and 1995.
Officers should familiarise themselves with the contents of the International
Convention for the Prevention of Pollution from Ships
Particular attention is drawn to Appendix IV of Marpol 73/78, the form
of Ballast Record Book. It is essential that a record of relevant ballast
operations are kept in the Ballast Record Book and duly signed by the
officer in charge.
In many cases the best operating practice can only be learned by experience.
Where the information in this manual is found to be inadequate or incorrect,
details should be sent to the Maersk Technical Operations Office so that
revisions may be made to manuals of other ships of the same class.
Safe Operation
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping
and are detailed in the various manuals available on board. However, records
show that even experienced operators sometimes neglect safety precautions
through over-familiarity and the following basic rules must be remembered
at all times.
Issue: 1
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Machinery Operating Manual
1. Never continue to operate any machine or equipment which appears Part five gives operational emergency procedures for the use of essential
to be potentially unsafe or dangerous and always report such a condition machinery.
immediately.
Part six deals with the ship’s internal communication systems.
2. Make a point of testing all safety equipment and devices regularly. Always
test safety trips before starting any equipment. The valves and fittings identifications used in this manual are the same as
those used by the shipbuilder.
3. Never ignore any unusual or suspicious circumstances, no matter how
trivial. Small symptoms often appear before a major failure occurs.
Illustrations
4. Never underestimate the fire hazard of petroleum products, especially
All illustrations are referred to in the text and are located either in the text
fuel oil vapour.
when sufficiently small or above the text on a separate page, so that both the
text and illustration are accessible when the manual is laid face up.
5. Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily.
When text concerning an illustration covers several pages the illustration is
duplicated above each page of text.
In the design of equipment and machinery, devices are included to ensure
that, as far as possible, in the event of a fault occurring, whether on the part of
the equipment or the operator, the equipment concerned will cease to function Where flows are detailed in an illustration these are shown in colour. A
without danger to personnel or damage to the machine. If these safety devices key of all colours and line styles used in an illustration is provided on the
illustration. Details of colour coding used in the illustrations are given in the
are neglected, the operation of any machine is potentially dangerous.
illustration colour scheme.
Description Symbols given in the manual adhere to international standards and keys to the
symbols used throughout the manual are given on the symbols pages.
The concept of this Machinery Operating Manual is to provide information
to technically competent ship’s officers, unfamiliar to the vessel, in a form The contents of tanks in illustrations are given at 98% capacity.
that is readily comprehensible and thereby aiding their understanding and
knowledge of the specific vessel. Special attention is drawn to emergency
procedures and fire fighting systems. Notices
The manual consists of a number of parts and sections which describe the The following notices occur throughout this manual:
systems and equipment fitted and their method of operation related to a
WARNING
schematic diagram where applicable.
Warnings are given to draw reader’s attention to operations where
DANGER TO LIFE OR LIMB MAY OCCUR.
The first part of the manual details the machinery commissioning procedures
required to bring the vessel into varying states of readiness, from bringing the
CAUTION
vessel to a live condition through to securing plant for dry dock.
Cautions are given to draw reader’s attention to operations where
DAMAGE TO EQUIPMENT MAY OCCUR.
The second part details ship’s systems, providing a technical description,
system capacities and ratings, control and alarm settings and operating
details. (Note: Notes are given to draw reader’s attention to points of interest or to
supply supplementary information.)
Part three provides similar details for the vessels main machinery control
system.
Part four details the emergency fire fighting system incorporated on the
vessel, providing information on their operation and system capacities.
Front Matter - Page 12 of 12
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 PART 1: OPERATIONAL OVERVIEW

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

1.4 To Change Main Plant from Manoeuvring to Full Away

1.5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change Main Plant from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished With Engines

1.9 To Secure Main Plant for Dry Dock

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 Luna Mærsk Machinery Operating Manual
PART 1: OPERATIONAL OVERVIEW
1.1 To Bring Vessel Into Live Condition

Dead Ship Condition

Prepare central sea water cooling system.

2.4.1
Start sea water cooling pump.

Shore Supply Available No Shore Supply Available Disconnect shore supply.

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

Supply main switchboard. 2.13.2 Start emergency generator. 2.12.2

2.13.4
Start up control air system. 2.10.3

Isolate sequential restart system. 2.13.2

Disconnect shore supply.
All ancillary equipment set to manual to avoid 2.13.4
low pressure auto start. 2.13
Supply emergency 440V switchboard. Stop emergency generator and 2.12.2
Supply emergency 220V switchboard. place on standby.
Place emergency generator 2.12.2
on standby.

Prepare low temperature FW cooling system.

Start fresh water circulating pumps. 2.5.2

Reset preference trips. 2.13.7

Start a generator engine LO priming pump. 2.8.3

Synchronise
Start an air compressor and top up air start
reservoirs. 2.10.1 Start engine room and accommodation
2.14.3
ventilation fans. Start air conditioning plant.

Start generator engine DO service pump. 2.6.2

Ensure the CO2 flooding system is ready for use. 4.2

Prepare a generator engine for starting.

2.12.1 Start the hydraulic remote valve operating system. 3.3
Start a diesel generator.

Continues on next page

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 Luna Mærsk Machinery Operating Manual
1.1 To Bring Vessel Into Live Condition
Continued from previous page

Prepare paint store water spray system. 4.5

Pressurise fire hydrant system. 4.1
Start smoke detection system 4.2

Start domestic FW system with the electric heater

2.14.1
in line.
.

Put domestic refrigeration system into operation. 2.14.2

Put general service air system into operation. 2.10.2

Pump bilges to the oily water bilge tank as required. 2.9.1

Put all ancillary equipment on standby.

Restore sequential restart system.
Put remaining diesel generators on standby.

Plant is now in Live Condition

One diesel generator in use,

Other diesel generators on standby.
Emergency generator on standby.
Boiler and steam systems shut down.
SW and LT FW cooling systems in use.
Domestic services in use.

Put fire pumps on standby. 4.1

Start sewage treatment plant. 2.14.5

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 Luna Mærsk Machinery Operating Manual
1.2 To Prepare Main Plant For Operation

Plant is in Live Condition

Start FO purifying system. 2.7.2

One diesel generator in use,

other diesel generators on standby.
Supply steam to main FO heater.
Emergency generator on standby.
Circulate HFO around the HFO system.
Boiler and steam system shutdown. 2.6.1
Circulate FO until the DO has been expelled.
SW and LT FW cooling systems in use.
Start viscosity controller.
Domestic services in use.
Change diesel generator to run on HFO. 2.6.2

Start boiler feedwater pump. Start additional diesel generators for cargo needs. 2.12.1
2.3.2
Set up feedwater make up system. Start container FW cooling system as required. 2.5.3

Prepare and carry out ignition of auxiliary boiler, 2.2.1

using diesel oil. 2.6.3 Start main engine jacket CW pumps. 2.5.1
Supply steam to jacket CW heaters. 2.2.4

Raise steam in the auxiliary boiler. 2.2.1

2.2.5
Supply steam to steam system. 2.2.4
Maintain standby generators in warm condition. 2.5.2

Supply steam to FO tanks and trace heating. 2.2.4

Supply steam to boiler FO heaters. 2.2.4
Start boiler FO pump and circulate fuel. 2.6.3
Plant in In Port Condition

Change auxiliary boiler to operate on FO.
Put auxiliary boiler on automatic operation.
2.6.3 Diesel generators in use as required for cargo.
Other diesel generators on standby.
Emergency generator on standby.
Auxiliary boiler and steam system in use.
Diesel generator running on HFO
2.2.2 Main engine jacket CW system in warm condition.
Main engine circulating with hot HFO.
Container FW cooling system in operation.

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 Luna Mærsk Machinery Operating Manual
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
Supply starting air and control air to the main engine. 2.10
Plant in In Port Condition

Start auxiliary blowers and switch to AUTO. 2.1.1

Diesel generator in use as required by cargo Check that cylinder oil system operates 2.8.1
other diesel generators on standby.
Emergency generator on standby.
Auxiliary boiler and steam system in use. Obtain clearance from the bridge, turn main engine 5.2
Diesel generator running on HFO. over on starting air from local control stand.
Main engine jacket CW system in warm condition.
Main engine circulating with hot FO.
Container FW cooling system in operation.
Close indicator cocks.
From the local control stand start the main engine 5.2
Start LO purifier system. 2.8.5 in the ahead and astern directions.
Close turbocharger drains.

Start main engine LO pump (heat sump if required).

2.8.1 Change control to the engine control room. 2.1.2
Start camshaft LO pump.

Start turbocharger LO pumps. 2.8.2 Change control to bridge control. 2.1.2

Ensure cylinder oil measuring tank is full. Check telegraph, bridge/engine room clocks and
2.8.1 2.1.2
Start Alpha cylinder oil system communications.

Start another diesel generator and run in parallel. 2.12.1 Ensure all standby pumps are on AUTO. 2.13

Prepare deck machinery for use.

Start both steering motors. 2.11.1 .
Carry out steering tests.

Plant in Manoeuvring Condition

Start thruster units and carry out tests. 2.11.2

Diesel generators in use as required by cargo

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

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 Luna Mærsk Machinery Operating Manual
1.4 To Change Main Plant From Manoeuvring To Full Away

Stop thruster units. 2.11

Plant in Manoeuvring Condition

Stop one steering gear motor. 2.11.1

Diesel generators in use as required,
remaining available diesel generators on standby.
Emergency generator on standby.
Auxiliary boiler and steam system in use. Put fin stabilisers into operation if necessary. 2.11.4
Diesel generators running on HFO.
Main engine heated and ready for use on bridge
control.
Put dump steam system into operation. 2.2.4
Main engine circulating with hot FO.
Both steering gears in use. Thruster units in use
deck machinery ready for use.
Vessel manoeuvring on bridge control.
Container FW cooling system in operation. Operate turbocharger cleaning system if required. 2.1.1

Put main engine on automatic run up program. 2.1.2

Shut down generators not required.
Put shutdown generators on standby. 2.12

Shut down main engine jacket heating systems. 2.5.1

Start up FW evaporator system. 2.4.3

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

When bridge notifies engine control room

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

Ensure auxiliary blowers stop automatically. 2.1.2

Stop the auxiliary boiler as the exhaust gas
boiler takes over steam generation.
2.2
Secure the boiler in the wet lay-up condition.
Shut down deck machinery.

Vessel is Full Away on Bridge Control

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 Luna Mærsk Machinery Operating Manual
1.5 To Prepare For UMS Operation

Plant Manned Condition CO2 and water fog systems operational. 4 Electric kettle plugs removed in ECR.

All FO, LO and fresh water tanks/sumps are Workshop welding machine plug is removed.
adequately full. Stopped diesel generators are on standby. 2.12.1

Acetylene and oxygen cylinder and pipeline

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

Main engine on bridge control. 2.1.2

Smoke and fire sensors are operational. All ventilation fans running.

Data logger is programmed to print parameters 3.1

as required.
All piping systems are tight and not temporarily
repaired. All combustible material stored in a safe place. 2.14.6

Control is on the bridge and duty officer is 3.1

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

Duty officer should be aware of location of

All drain tanks are empty. duty engineer.
Engine room and steering gear compartment
weather tight doors and funnel dampers are shut.

Watchkeeper Control switched to duty engineer's

Compressed air receivers are fully charged. 2.10 All operating parameters are within normal range. 3.1 cabin.

FO purifier feed inlets are suitably adjusted. 2.7.2 ECR air conditioning operating correctly. 2.14.4 Engine room not to be unmanned for more
than 8hrs.

Emergency diesel generator is on standby. 2.12.2 Loose items are secured. Plant in UMS Condition

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 Luna Mærsk Machinery Operating Manual
1.6 To Change From UMS To Manned Operation
Plant in UMS Condition

Respond to alarm condition in the accomodation

at the cabin or public room alarm panel.

Notify bridge of manned condition.

Inform bridge why engine room is manned if

outside normal hours.

Switch watchkeeping control to the ECR.

Maintain contact with the bridge to report on safety

when only one person in the engine room.

Examine latest parameter print out.

Hand over to on coming duty engineer and

inform the engineer of any abnormalities.

Discuss any defects with the senior engineer,

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

Plant in Manned Condition

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 Luna Mærsk Machinery Operating Manual
1.7 To Change Main Plant From Full Away To Manoeuvring Condition

Vessel is Full Away on Bridge Control Test fire the auxiliary boiler. 2.2.1

Ensure that the engine room and cargo hold bilges Bridge informs engine control room of EOP.
2.9
and bilge tanks are empty.

Record the following:

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

Prepare the auxiliary boiler and put into operation. 2.2.1

Start another diesel generator and place
2.12.1
in parallel with running generator.
Prepare deck machinery for use.

Supply Steam to main engine jacket CW heaters. 2.5.1 Check bridge/engine room clocks and
2.1.2
communications.

Prepare starting air compressors for use.

2.10.1 Operated turbocharger washing system if required. 2.1.1
Check starting air system drains for water.

If required to manoeuvre on DO begin change Start the thruster units.

2.6.1
over 1 hour before EOP.

Plant in Manoeuvring Condition

30 mins before EOP bridge begins to reduce

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

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 Luna Mærsk Machinery Operating Manual
1.8 To Secure Main Plant at Finished With Engines

Plant in Manoeuvring Condition

Two or more diesel generators in use depending

upon cargo, remaining diesel generators
on standby.
Emergency generator on standby.
Boiler and economiser in use. Maintain main engine jacket CW temperature
2.5.1
Diesel generators running on HFO. for normal port stay.
Both steering gears and thrusters in operation.
Deck machinery ready for use.
Container FW cooling system in operation.
After a minimum of 15 mins stop main LO pumps.
Maintain LO sump temperature with LO purifier, 2.8.1
stop the cylinder lubrication system.

Bridge notifies engine control room of FWE.

Two or more diesel generators to operate

2.12.1
if cargo requires this to support reefer containers.
Switch main engine control over to ECR.
2.1.2

Container FW cooling system operating as required. 2.5.3

Stop auxiliary blowers. 2.1.1

Shut down deck machinery.

Isolate starting air. Plant in In Port Condition

Open indicator cocks.
Open turbo blower drains.
Vent main engine starting air and control air 2.1.1
systems.
Engage turning gear.

Stop steering gear and thruster units. 2.11

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 Luna Mærsk Machinery Operating Manual
1.9 To Secure Main Plant for Dry Dock

Plant in In Port Condition Diesel generator will run on DO from DO pump. 2.6.2 Establish shore power. 2.13.4
Check phase sequence, voltage and frequency.

Shut down diesel generators until only one is Shut down auxiliary boiler.
in use. Allow to cool naturally, drain if required for 2.2.1 Stop diesel generator. 2.12.1
maintenance or put in wet lay-up condition.

Ensure all tanks are at the required levels to give

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

Shut steam off the main engine JCW heaters.

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

Transfer the main engine LO sump to the 2.8.6

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

Shut down LO purifier. 2.8.5

Change domestic water heating to electric. 2.14.1
Restart FW cooling pump and circulate diesel 2.5.2
generator until cool.

Shut down FO purifier. 2.7.2

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

Shut down deck machinery system.

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

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 Illustrations

1a Location Plan of Engine Room - Tank Top and Shaft Tunnel

1b Location Plan of Engine Room - Deck 7920

1c Location Plan of Engine Room - Deck 13046

1d Location Plan of Engine Room - Decks 17620/21350

1e Location Plan of Engine Room - Main Engine Room Elevation

1f Location Plan of Engine Room - Shaft Tunnel Elevation

1g Location Plan Section - Main Engine Room Frame 81

1h Location Plan Section - Main Engine Room Frame 60

1i Location Plan Section - Main Engine Room Frame 50

1j Location Plan of Engine Control Room

1k Tank Capacity Tables

1l Tank Capacity Tables

1m Sounding Pipe Positions

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 Luna Mærsk Machinery Operating Manual
Illustration 1a Location Plan of Engine Room - Tank Top and Shaft Tunnel Sea Water Pump Cargo Hold
for Fresh Water Evaporator Bilge Pump
Main Sea Water
Spare SW Pump
Filter
Daily Service for Central Coolers
Camshaft
LO Tank Boiler Spare SW Pump
LO Tank
Feedwater Pumps for Reefer Cooling
Main Engine
Camshaft
Camshaft Condensate
LO Cooler
LO Pumps Drain Tank
Camshaft LO Heeling Pump
Discharge Filter
Camshaft LO
Bypass Filter
Stern Tube Bearing
Sea Water Pumps
LO Circulation Pump Camshaft LO Pump for Reefer Cooling
Stern Tube Bypass Filter
LO Dosing Pump
Magnet
Stern Thrust Fire/ General
Filter for Camshaft
Stern Tube Bearing Hydraulic Oil Stern Tube LO Service Pump
LO Filter Service Pump Bypass Filter Ballast Stripping
Stern Tube
Forward Seal Ejector
LO Tank
Sea Water Pump for
Central Coolers

Ballast Pump
Main Engine LO Bypass
Main Engine LO LO Pumps Filter for Main Engine
Separator Supply Pump
Ballast Pump

Main Sea Water

Main Engine LO Scavenging Filter
Separator Supply Filter Air Drain Tank
Fuel Oil Bunker/
Fuel Oil Transfer Filter
Drain Tank
Fuel Oil Bunker
Shaft Shaft Transfer Pump
Bearing Bearing
Ballast Stripping
LO Circulation LO Circulation Ejector
Pump Pump Air Cooler
Drain Pump Turbocharger
LO Unit Engine room Diesel Oil
Air Cooler Bilge Pump Transfer Filter
Drain Tank
Auxiliary Sludge Suction Filter
Cleaning System Bilge Pump Sludge Transfer Pump
Circulation Pump
Bilge Water
Chemical
Separator
Tank
LO Filter
Pump for Main Engine Stuffing Box
Main Engine Stuffing Box Diesel Oil
LO Discharge Filter Transfer Pump
LO Transfer Fuel Oil
Pump Transfer Pump
Supply Pump
Fuel Oil Separator
Decanter Supply
Suction Filter for Pump
Supply Pump Separator
Fuel Oil
Transfer Filter

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 Luna Mærsk Machinery Operating Manual
Illustration 1b Location Plan of Engine Room - Deck 7920

Reefer Fresh Water Pump

Spare Main Engine
Fresh Water Coolers for Reefer Cooling Silver Electrode
Bearings
Steriliser Unit
(Reefer Cooling
Water System)
Cylinder LO
Transfer Pump
Fresh Water Heater
for Reefer Cooling System

Sewage Observation Filter Tank for

Treatment Plant Main Fresh Water
Inlet Tank for Steam Drain
High Temperature
Steam Drain
Cooling Pump

Fresh Water
Generator
Silver Fresh Water
Electrode Hydrophore
Steriliser Tank Up Dn
Main Fresh Water
Low Temperature
Fresh Water Neutralising Condensate Cooling Pump
Hydrophore Pump Unit Drain Tank
Dn Dn Main Central
Fresh Fresh Water
Up Cooler
Water
Cooling
Pump
Central
Fresh Water
Fresh Water Cooler
Heater for
Main Engine

LO Cooler for
Main Engine
Dn Dn

Up LO Discharge Filters
Manual Stand by
Up Main Engine
Dn Dn LO
Discharge Filters
Main Engine Spare LO Purifier LO Purifier
Starting Air Starting Air for Main Engine
Thrust Bearing Rack Units Units
Compressor Compressor
Starting Air
Vessel

Oil Water
Separator Leak and
Starting Air Ion Exchange Rainwater Trap
Vessel Filter Fuel Oil
Fuel Oil Purifing Units
Purifier Room
Feed Pump Flow Meter
for Main Engine Flow Meter for Diesel Generator
for Diesel Fuel Oil
Generator Booster Pump Diesel Oil Service Pump
for Main Engine for Diesel Generator
Control/
Air Dryer Fuel Oil Diesel Oil
Filter Venting Tank Fuel Filter
Control/ Diesel Oil Suction Filter
Working Air Vessel Fuel Oil
for Diesel Generator
Feed Pump
Fuel Oil
Fuel Oil for Main Engine
Heater for Viscotherm
Control/ Heater and Pump Main Engine
Working Air for Boiler Fuel Oil Discharge
Diesel Oil
Compressors filter for Main Engine
Suction Filter
for Main Engine

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 Luna Mærsk Machinery Operating Manual
Illustration 1c Location Plan of Engine Room - Deck 13046 Cofferdam Cofferdam Cofferdam

M09 M05

LO Transfer LO Cooling
Pump for Diesel for Diesel
Generator M11 Generator
Diesel Generator
Diesel Generator

Up
LO Cooling
for Diesel
Store LO Cooling
Generator
Room for Diesel
Generator Diesel Generator

Grease Up
Trap Dn

Landing
Spare Cylinder Liner Elevator
Place
Welding Bay
Spare Cylinder Cover Hoist

Piston Cylinder Spare Cylinder Saw

Valves Valves Cylinder Oil
Daily Service Tank Up Grinding
Machine
Aqua Clean Unit

Up Lathe
Drilling
Machine

Dn Air Conditioning
Condensate Cooler/
Man B&W Engine Unit Workshop
Dump Condenser

Sink and
Boiler Water
Up Up
Sample Cooler

Up Up
Starting Air Vessel for Up Up
Main Engine Fuel Injector
Test Rig
Chemical
Chemical Treatment Unit Injection Boiler
Tank Control
LO Cooling
Panel
for Diesel
Starting Air Vessel for Dn Generator
Diesel Generator
Main Engine

Up Oil Fired LO Cooling

Boiler for Diesel
Generator
Power Pack
Decanter Unit and M24 M22 M78 Diesel Generator
Decanter Return Pump
Drum Tank for
Decanter Unit

Void M46 M44

Cofferdam

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 Luna Mærsk Machinery Operating Manual
Illustration 1d Location Plan of Engine Room - Decks 17620/21350

Service Passageway

Vent
Tank
M11 Crane Beam for No.5 Generator Engine Crane Beam

Spare Freon 143A

Dn Cylinder Rack
Vent

Stores Room No.2

Crane Beam Electrical Shore
Connection Box Calorifier
Toilet

Vent Stairway Provisions

Up Cooling Unit
Dn Control Room

Alarms Elevator
Trunk
Air Conditioning Unit Heating Unit
for Accommodation

Cylinder Oil Daily Service Tank LAN PC Monitor

Stern Tube
Gravity Stand Pipe
Air Leak and Measuring Tank For Main Engine
Air Condition Coolers
Deaerating Tank For Main Engine For Accommodation
Dn

Air Conditioning Unit

Main Engine Exhaust Manifold
LO Measuring Tank for Diesel Generator

Up

Vent

Crane Beam

Boiler

Dn
Vent
Crane Beam

Vent

Service Passageway

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 Luna Mærsk Machinery Operating Manual
Illustration 1e Location Plan of Engine Room - Main Engine Room Elevation

Escape Route
Through Stair Trunk Engine Room
Ventilation Fan
Diesel Generator Diesel Generator
Diesel Generator LO Diesel Generator
Measuring Tank
LO Cooler
Upper Deck

Engine
Control
Room Deck 17620

Condensate/
Dump
Condenser
Workshop

Deck 13046

Main Engine
Main Engine
LO Coolers Main Engine Main Engine Main Engine HT FW
LO Discharge
Turbocharger Turbocharger Turbocharger Cooling Reefer FW
Filters
Pumps Evaporator Cooling Pumps
Main Engine
FW Heater

Deck 7920
Reefer FW
Coolers

Tank Top
Fresh Water
Fresh Water
Hydrophore
Hydrophore
Drains Pumps
Tank
Observation
Condensate Tank Sewage
Drains
Treatment
Emergency Tank Drains
Tank
Ballast Escape Filter Tank
Eductor Main SW Scavenge Air Main SW Evaporator Trunking
Suction Drain Anti-Heeling Suction SW
Filter Tank Pump Filter Pump
Looking From Centre Line To Starboard Boiler Looking From Port 6464 To Port 6555
Feedwater
Sea Water Main Engine Sea Water
Pumps
Pumps LO Pumps Pumps

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 Luna Mærsk Machinery Operating Manual
Illustration 1f Location Plan of Engine Room - Shaft Tunnel Elevation

Stern
Thruster
Motor

Stern
Thruster Shaft Bearing Shaft Bearing
Stern Tube Shaft
Forward Seal
Oil Tank

Shaft Bearing Shaft Bearing

LO Circulation Pump LO Circulation Pump

Stern Tube Stern Thruster Stern Tube Bearing

Bearing Stern Tube Bearing
LO Dosing Pump
LO Filter LO Circulation Pumps
and Filter Unit

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 Luna Mærsk Machinery Operating Manual
Illustration 1g Location Plan Section - Main Engine Room Frame 81

Diesel Generator Diesel Generator Diesel Generator

Diesel Generator

Workshop

Deck 13046

Central Fresh Water Coolers

FW Reefer HT FW Cooling FW LT FW Cooling Main Engine LO and FO Purifiers

Cooling Pumps Pumps Generator Pumps LO Coolers
LO Discharge
FO Discharge
FW Heater Filters
Filters
for Reefer
Cooling System

Deck 7920

Heeling
Pump
Sludge
Sludge Transfer Pump
Suction Filter

Main Sea
Water Filter

Bilge Pump
for Cargo Holds
Tank Top
Sea Water Reefer Fire Service Sea Water Central Ballast Pumps FO Bunker Transfer
Cooling Pumps Pumps Cooling Pumps Filter & Pump
Main Sea
Water Filter
Bilge Water
Separator

Frame 81
Looking Forward

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 Luna Mærsk Machinery Operating Manual
Illustration 1h Location Plan Section - Main Engine Room Frame 60

Oil Fired
Boiler

Diesel Generator Cylinder Valve

Deck 13046
Chemical Injection
Tank

Starting Air FO Heater & Pump

Sewage Plant FW Hydrophore Tank Compressor for Boiler

Deck 7920

LO Pump for Bypass Filter

Magnet Filter Camshaft Circulation Pump Cleaning System
LO Pump for Main Engine Camshaft for Main Engine
LO Tank Camshaft Chemical Tank
LO Coolers for Camshaft
LO Discharge Filter Camshaft

Tank Top

Frame 60
Looking Forward

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 Luna Mærsk Machinery Operating Manual
Illustration 1i Location Plan Section - Main Engine Room Frame 50

Stern Tube
Gravity Tank

Oil Fired Boiler

Cylinder
Power Pack
Liner

Deck 13046
Chemical Treatment
Unit Starting Air
Vessel for
Main Engine

Transformer

Deck 7920

Control Working
Air Receiver

Air Cooler
Drain Tank

Tank Top

Frame 50 Looking Forward

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 Luna Mærsk Machinery Operating Manual
Illustration 1j Location Plan of Engine Control Room

LSE7 and DS4 240V AC and 24V DC Door from

Distribution Engine Control Room
Fire Fighting and Safety Notices
Escape Unit

HVSO8 HVSO8
Bus Riser Parking
MSB1 MSB2 MSB3 MSB4 Cubicle
Door to Stairway

MSB5
HVSO7
Cathodic Protection Engine Control Room Generator No.5 6.6kV Electrical Distribution Room HVS11
System Monitor Generator No.1

MSB6

Elevator HVSO8 HVS12

MSB7 Bus Coupler Generator No.2
Main Control Panel
(see diagram 3.2b)

MSB8
Air Conditioning HVSO6 HVS13
Unit Stern Bow
Thruster Thruster
MSB9

VCS2100 Outstation MSB10

HVSO5 HVS14
Basic Basic
MSB11 Transformer No.2 Transformer No.1
Mimic Screen
DMS2100 Main Cabinet Displays
MSB12
HVSO4 HVS15
Fin Stabiliser Reefer Reefer
Control Unit Transformer No.2 and 4 Transformer No.9
MSB13
Lyngsø Panel Computer
HVSO3
HVS16
Reefer
Reefer Transformer
MSB14 Transformer No.6 and 8
Door To No.5 and 7
Engine Room Bookcase for
Machinery Manuals
MSB15
HVSO2 HVS17
Storage Cabinet Reefer Reefer Transformer
Transformer No.10 No.1 and 3
MSB16
Horn Alarm Lamp
Air Conditioning
Unit Emergency Exit
Photocopier and Printer
HVSO1 HVS18
Electrical
Storage Cabinet Generator No.4 Generator No.3
MLS17 Main Diagram
Board

CO2 Alarm

Door to 6.6kV
Electrical Distribution Room

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 Luna Mærsk Machinery Operating Manual

Illustration 1k Tank Capacity Tables

Fuel Oil Tanks Diesel Oil Tanks

Location Capacity Capacity V.C.G. L.C.G. Max. Free Surface Location Capacity Capacity V.C.G. L.C.G. Max. Free Surface
Tank Name (Frame No.) 100% Full 98% Full m m Moment of Inertia Tank Name (Frame No.) 100% Full 98% Full m m Moment of Inertia
m3 m3 m4 m3 m3 m4

FO Side Tank Port R45 198-244 1,976.1 1,936.6 10.75 177.44 1,544 DO Double Bottom Tank Port M43 52-79 122.6 120.2 1.67 54.0 133

FO Side Tank Starboard R44 198-244 1,976.1 1,936.6 10.75 177.44 1,544 DO Service Tank Starboard M44 82-89 98.4 96.5 12.36 67.41 4

FO Side Tank Port R75 162-198 870.0 852.6 10.34 145.47 174 DO Storage Tank Starboard M46 70-81 145.4 142.5 12.57 59.48 7

FO Side Tank Starboard R74 162-198 870.0 852.6 10.34 145.47 174 DO Tank - Emergency Generator M48 81-83 7.8 7.7 23.06 64.44 5

FO Double Bottom Tank Centre R91 87-164 1,040.2 1,019.4 1.06 99.73 2,632 Total 374.3 366.8 9.16 59.88 149

FO Overflow Tank Centre M21 78-87 90.1 88.3 1.34 65.94 205

FO Service Tank Forward Starboard M22 64-69 92.5 90.6 15.02 52.13 13

FO Service Tank Aft Starboard M24 60-64 84.0 82.3 14.71 48.70 11

Total 6,998.9 6,858.9 9.19 153.30 6,296

Lubricating Oil Tanks

Location Capacity Capacity V.C.G. L.C.G. Max. Free Surface

Tank Name (Frame No.) 100% Full 98% Full m m Moment of Inertia
m3 m3 m4

LO Sump Tank M01 53-81 76.7 75.2 1.31 52.78 70

Fresh Water Tanks

LO Storage Tank - Main Engine M03 69-88 133.8 131.1 10.51 62.14 12

Location Capacity Capacity V.C.G. L.C.G. Max. Free Surface LO Cleaning Tank - Main Engine M05 69-88 90.8 89.0 15.19 61.8 12
Tank Name (Frame No.) 100% Full 98% Full m m Moment of Inertia
m3 m3 m4 CO Storage Tank - Lower Port M07 50-68 63.9 62.6 11.29 47.6 9

Potable Water Tank Port 135 32-46 127.0 124.5 12.29 31.11 86 CO Storage Tank - Upper Port M09 53-67 66.8 65.5 15.20 47.11 9

Potable Water Tank Starboard 134 32-46 127.0 124.5 12.29 31.11 86 LO Storage Tank - Diesel Generator M11 50-52 33.8 33.2 15.20 39.88 52

Stern Tube Cooling Water Tank M91 11-22 90.6 88.7 3.68 13.89 32 Total 465.9 456.6 11.03 54.77 162

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 Luna Mærsk Machinery Operating Manual

Illustration 1l Tank Capacity Tables

Water Ballast Tanks Miscellaneous Tanks

Location Capacity Capacity V.C.G. L.C.G. Max. Free Surface Location Capacity Capacity V.C.G. L.C.G. Max. Free Surface
Tank Name Tank Name (Frame No.) 100% Full 98% Full m m Moment of Inertia
(Frame No.) 100% Full 98% Full A.B. Fwd AP Moment of Inertia
m3 m3 m m m4 m3 m3 m4

WB Side Tank Starboard No.22 244-280 1,984.2 1,944.5 9.22 209.92 1,813 Sludge Tank M72 66-89 138.5 135.7 1.71 61.42 366

WB Side Tank Port No.23 244-280 1,983.0 1,943.5 9.23 209.93 1,813 Cargo Bilge Holding Tank M73 79-89 92.2 90.4 1.65 65.89 280

WB DB Side Tank Starboard No.42 198-244 1,381.4 1,353.8 2.65 176.19 3,782 Oily Water Tank M74 52-66 45.5 44.6 1.72 46.86 19

WB DB Side Tank Port No.43 198-244 1,383.4 1,355.7 2.64 176.16 3,782 Clean Bilge Tank M76 44-52 128.5 126.0 1.47 37.63 449

WB DB Side Tank Starboard No.72 162-198 1,368.0 1,340.6 2.13 143.81 9,304 Boiler Sludge Treatment Tank M78 67-69 9.9 9.7 11.8 53.45 5

WB DB Side Tank Port No.73 162-198 1,370.7 1,343.3 2.13 143.80 9,370 Hydraulic Oil Storage -Steering Gear M82 Aft-2 4.0 3.9 16.97 -2.92 0

WB DB Side Tank Starboard No.92 126-162 1,744.3 1,709.4 5.22 115.44 6,113

WB DB Side Tank Port No.93 126-162 1,747.0 1,712.1 5.22 115.43 6,255

WB DB Side Tank Starboard No.112 87-126 797.3 781.4 2.16 82.22 2,294 Operational Sea Water Tanks

WB DB Side Tank Port No.113 87-126 797.7 781.7 2.16 82.23 2,300
Location Capacity V.C.G. L.C.G. Max. Free Surface
Tank Name
Heeling Tanks Starboard No.114 89-126 796.4 780.5 10.40 84.12 178 (Frame No.) 100% Full m m Moment of Inertia
m3 m4
Heeling Tanks Port No.115 89-126 796.4 780.5 10.40 84.12 178
Sea Chest Starboard M96 85-87 6.7 1.34 67.82 1
WB DB Side Tanks Starboard No.132 14-50 1,207.8 1,183.6 13.03 26.10 2,212
Sea Chest Port M97 85-87 14.1 3.92 67.82 18
WB DB Side Tanks Port No.133 14-50 1,207.8 1,183.6 13.03 26.10 2,212
Sea Chest Forward 12 282-283 2.6 1.27 227.7 1
Total 18,565.3 18,181.5 6.43 131.69 51,605
Total 23.4 2.89 85.58 20

Selected Void Spaces

Location Capacity V.C.G. L.C.G. Max. Free Surface

Tank Name
(Frame No.) 100% Full m m Moment of Inertia
m3 m4

Fore Peak (C) 300-Forward 1070.3 12.37 248.19 2225

Bow Thruster Compartment (C) 280-300 1644.4 9.85 232.30 3553

Void Space No. 13-14 (C) 22-44 247.5 1.45 26.85 514

Aft Peak (C) Aft-24 2018.7 14.60 5.00 44732

Void Space - Engine Room M98 (S) 50-70 201.7 13.41 47.64 12

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 Luna Mærsk Machinery Operating Manual
Illustration 1m Sounding Pipe Positions

Sounding Pipe:
1. Fore Void Space
2. Bilge Well (C)
3. Bilge Well (P)
4. Bilge Well (S)
5. FO Storage Tank (P)
6. FO Storage Tank (S
7. Bilge Well (P)
8. Bilge Well (S)
9. Bilge Well (P)
10. Bilge Well (S)
11. Bilge Well (P)
12. Bilge Well (S)
27
11 13. Bilge Well (P)
9 5
14. Bilge Well (S)
13 15. FO Storage Tank (C)
29 25 23 21 19
7 16. Bilge Well (C)
3
17 16 15 18 1 17. Aft Void Space
4 2 18. WB DB Side Tank (C)
8
30 26 24 22 20 19. WB DB Side Tank (P)
14 20. WB DB Side Tank (S)
28
10 6 21. WB DB Side Tank (P)
12
22. WB DB Side Tank (S)
23. WB DB Side Tank (P)
24. WB DB Side Tank (S)
25. WB DB Side Tank (P)
26. WB DB Side Tank (S)
27. WB DB Side Tank (P)
Fin
Stabiliser 28. WB DB Side Tank (S)
Water
Heeling Tank Ballast Tank Fuel Oil Fuel Oil Bow Thruster 29. WB DB Side Tank (P)
Compartment 30. WB DB Side Tank (S)

Water
Ballast Tank Fresh Key
Water Water Water Water
Water
Ballast Tank
Ballast Tank Ballast Tank Ballast Tank Upper Deck
Void
Engine Deck 2
Room Fuel Oil
Steering
Gear Water Water
Water
Fresh Ballast Tank Ballast Tank
Ballast Tank
Water Water
Ballast Tank

Heeling Tank Water Fuel Oil Fuel Oil

Fin Ballast Tank
Stabiliser

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 PART 2: MAIN ENGINE AND AUXILIARY SYSTEMS

2.1 Main Engine

2.1.1 Main Engine Details

2.1.2 Main Engine Manoeuvring Control

2.1.3 Main Engine Safety System

2.1.4 Digital Governor

Illustrations

2.1.1a Main Engine

2.1.2a Main Engine Bridge Control System

2.1.3a Main Engine Safety System

2.1.3b Main Engine Safety System Operating Panel

2.1.4a Digital Governor System

2.1.4b Digital Governor Panel

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 Luna Mærsk Machinery Operating Manual
Illustration 2.1.1a Main Engine
MAN B&W 10K90MC Mk VI

Exhaust

Exhaust Hydraulic Exhaust

Manifold Valve Actuator
Exhaust Valve
Piston Cooling Housing
LO Supply

Cylinder Cover
Turbocharger

Scavenge Port

Camshaft

LO Outlet Sight Glass

From Turbocharger

Scavenge Air Receiver / Auxiliary Blower Unit

Piston Rod

Stuffing Box
Air Cooler

Crosshead Guide Shoe

Jacket H/T Cooling Inlet Crosshead Guide

Fuel Oil

Fresh Water Connecting Rod

Enlarged View of Piston Crown Lubricating Oil

Lubricating Oil
Cooling Arrangement

Main Bearing
Scavenge Air
LO Supply

Combustion Gas

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 Luna Mærsk Machinery Operating Manual
PART 2: MAIN ENGINE AND AUXILIARY SYSTEMS The pistons are cooled by bearing lubricating oil. The thrust bearing and The MAN B&W Alpha electronic cylinder lubrication system is installed and
turning gear are situated at the engine driving end. The camshaft is driven this controls the amount of oil supplied to each cylinder lubricator valve.
by a chain from the crankshaft.
2.1 MAIN ENGINE Cooling Water System
The engine is started by compressed air, which is controlled by a starting The engine is fresh water cooled supplied by jacket cooling water pumps. The
2.1.1 Main Engine Details air distributor. fresh water is led from the cylinder frame of each cylinder to the cylinder
cover and through the exhaust valve up to a main outlet pipe through which it
Maker: Samsung - MAN B&W In case of failure of the pneumatic control system, the engine can be controlled is carried back to the fresh water cooler. The cooling water is also led to the
from an emergency control stand. exhaust turbochargers from the main inlet pipe.
Model: 10K90MC
Engine number: ML-0126 The inlet pipes to the cylinder are provided with a shut-off valve, the outlet
Type: Two stroke, single acting direct reversible, crosshead Lubricating Oil System
pipes with a regulation valve, a pocket for a thermometer and a deaeration
diesel engine with three constant pressure The engine lubrication system, with the exception of the camshaft system, cock. The deaeration tank is fitted to the outlet manifold and a pipe is led from
turbochargers and air coolers the turbocharger system, cylinder and exhaust valve spindle lubrication, is the deaeration tank to the fresh water expansion tank.
Number of cylinders: 10 supplied by one of two pumps, which take suction from the sump tank,
Cylinder bore: 900mm forcing it through the lubricating oil (LO) cooler and filter. The oil is then The cooling water must be treated with an approved cooling water inhibitor to
directed to the engine where it lubricates the main bearings, crankpins and prevent corrosive attack, sludge formation and scale deposits in the system.
Stroke: 2550mm crosshead bearings and acts as a coolant for the pistons. Telescopic pipes
Output (MCR): 62,200bhp (46,000kW) at 94 rpm supply lubricating and cooling oil to the crossheads, crankpins and pistons. A more detailed description of the cooling water system can be found in
Direction of rotation: Clockwise looking from aft The remaining oil goes to the main bearings and thrust bearing. section 2.5.1.
Specific fuel oil
consumption: 127.9gm/bhp per hour at 85% MCR The camshaft has its own lubrication system with pumps, cooler and supply
Fuel Oil System
pipes. The camshaft system is separate from the main lubrication system
Brake mean
in order to avoid contamination of the main lubricating oil charge by fuel The fuel oil is led from the main inlet pipe through branches to the fuel
effective pressure: 18.0kg/cm2
leakage at the fuel injection pumps. The forced camshaft lubrication system injection pump of each cylinder.
Maximum cylinder supplies oil to the camshaft bearings, fuel pump and valve actuator roller
pressure at MCR: 140kg/cm2 guides, and the hydraulically actuated exhaust valves. The lubricating oil is In order to keep a constant pressure at the fuel oil inlet to fuel injection
drawn from the camshaft LO tank by one of the camshaft pumps, the other pumps, regardless of the fuel oil consumption during engine running, a
General Description being on automatic standby, forced through the cooler and filter and then spring loaded overflow valve is fitted between the fuel oil inlet line and
discharged to the camshaft system. Oil drains from the cam boxes back to the return line.
the camshaft system LO tank.
The engine is a single acting, two stroke, direct reversible, crosshead type, The fuel oil is heated to the temperature required to achieve the optimum
constant pressure turbocharged diesel engine. Tie rods bind the bedplate, The turbochargers are provided with their own separate LO system which atomising viscosity. The engine will be run on diesel oil prior to prolonged
columns and cylinder jacket together. Crankcase and cylinder jackets are has separate LO coolers, filters and three LO pumps. Due to the fact that shut down, and after starting up from cold, in order that the high pressure
separated from each other by a partition, which incorporates the sealing turbochargers rotate at high speed it is essential that a full LO supply is lines between the fuel injection pumps and fuel injectors do not become
gland boxes for the piston rods. The cylinders and cylinder heads are fresh maintained at all times in order to avoid risk of bearing failure. clogged with cold fuel oil.
water cooled.
Lubricating oil drains from the stuffing boxes are piped to the stuffing box A more detailed description of the fuel oil system can be found in section
The exhaust gases flow from the cylinders through the hydraulically operated drains tank where they can be processed back to the lubricating oil sump 2.6.1.
exhaust valves into an exhaust gas manifold. The exhaust gas turbochargers by a combination of the lubricating oil purifier and a scavenge box transfer
work on the constant pressure charging principle. pump and filter. Turning Gear and Turning Wheel
The charge air, delivered by the turbochargers, flows through air coolers A more detailed description of the lubricating oil systems can be found in The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The
and water separators into the air receiver. It enters the cylinders through section 2.8.1. turning wheel is driven by a pinion on the terminal shaft of the turning gear,
the scavenge ports when the pistons are nearly at their bottom dead centre which is mounted on the bedplate. The turning gear is driven by an electric
(BDC) positions. At low loads independently driven auxiliary blowers supply motor with built-in gear and chain drive with brake. The turning gear is
additional air to the scavenging air space. Cylinder Lubrication System equipped with a blocking device that prevents the main engine from starting
To reduce liner wear rate each cylinder block is fitted with a load dependent when the turning gear is engaged. Engagement and disengagement of the
lubrication system of the piston and cylinder, which is performed by a separate turning gear is made manually by an axial movement of the pinion.
cylinder lubrication system.

Issue: 1 2.1 Main Engine - Page 2 of 30

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 Luna Mærsk
Starting Air System
The starting air system contains a main starting valve, a non-return valve, a
bursting disc for the branch pipe to each cylinder, a starting air distributor and
a starting valve on each cylinder. The main starting valve is connected with
the manoeuvring system, which controls the start of the engine.
The starting air distributor regulates the supply of pilot control air to the
starting valves so that these supply the engine cylinders with starting air in
the correct firing order. The starting air distributor has one set of starting
cams for ahead and one set for astern running, as well as one control valve
for each cylinder.
The air start valve is opened by pilot control air from the starting air distributor
and is closed by a spring.
A more detailed description of the starting air system can be found in
section 2.10.1.
Fuel Pump and Fuel Oil High Pressure Pipes
The engine is provided with one fuel pump for each cylinder.
The fuel pump consists of a pump housing, a centrally placed pump barrel,
a plunger and a shock absorber. To prevent fuel oil from mixing with the
separate camshaft lubrication system, the pump is provided with a sealing
device arrangement. The pump is activated by the fuel cam and the volume
injected is controlled by turning the plunger by means of a toothed rack
connected to the regulating mechanism.
The fuel pumps incorporate Variable Injection Timing (VIT) for optimised
fuel economy at part load. The VIT principle uses the fuel regulating shaft
position controlling parameter. Adjustment of the pump lead is made by a
threaded connection, operated by a toothed rack.
The fuel oil pump is provided with a puncture valve for each cylinder, which
quickly prevents high pressure from building up during normal stopping and
shut down. Activation of the puncture valve causes the fuel injection line
pressure to drop and immediately fuel injection ceases.
The fuel oil high-pressure pipes are equipped with protective hoses, and are
neither heated nor insulated. Any leakage from the protective hoses is led
to a collecting tank with alarm.
Camshaft and Cams
The camshaft consists of a number of sections. Each individual section
consists of a shaft piece with exhaust cams, fuel cams, coupling parts and
indicator cams.
Issue: 1
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The exhaust cams and fuel cams are of steel, with a hardened roller face,
and are shrunk on to the shaft. They can be adjusted and dismantled
hydraulically.
The cam for the indicator drive can be adjusted mechanically. The coupling
parts are shrunk on to the shaft and can be adjusted and dismantled
hydraulically. The camshaft bearings consist of one lower half shell mounted
in a bearing support which is attached to the roller guide housing by means
of hydraulically tightened studs.
Chain Drive
The camshaft is driven from the crankshaft by a chain drive. The engine is
equipped with a hydraulic chain tightener, and the long free lengths of chain
are supported by guide bars. The cylinder lubricators are driven by a separate
chain from the camshaft.
Governor
The engine is provided with an EGS 2000 electronic governor. The speed
setting of the actuator is determined by an electrical signal from the electronic
governor which is based on the position of the main engine regulating handle.
The actuator shaft is connected to the fuel regulating shaft by means of a
mechanical linkage. The governor is explained in detail in section 2.1.2.
Manoeuvring System
The engine is provided with a pneumatic electric manoeuvring and fuel oil
regulating system. The system transmits orders from the bridge, engine control
room or the local control position at the side of the engine.
The regulating system makes it possible to start, stop and reverse the engine as
well as control the engine speed. The speed control handle on the manoeuvring
console gives a speed setting signal to the governor, dependent on the desired
number of revolutions. Reversing is effected by moving the telegraph handle
from ahead to astern and by moving the speed control handle from stop to
start position. Control air then moves the starting air distributor and, through
an air cylinder, the displaceable roller in the driving mechanism for the fuel
pump, to the astern position.
A more detailed description of the main engine control system can be found
in section 2.1.2.
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Scavenge Air System
The air intake to each turbocharger is direct from the engine room through
the intake silencer of the turbocharger. The air is then led, via the charging air
pipe, air cooler and scavenge air receiver to the scavenge ports of the cylinder
liners. The charging air pipe between the turbocharger and the air cooler is
provided with a compensator and is heat insulated on the outside.
Air Cooler
The charge air coolers (one for each turbocharger) are of the block type
made up of steel plates. The cooler housing is provided with cleaning covers
so that the elements can be cleaned through the covers with the elements
in position. The cooler has an air reversing chamber with a water mist
catcher incorporated to separate the condensation water from the scavenge
air. The separated water is collected in the bottom of the cooler housing
and is removed by a drain.
Exhaust Turbocharger
No. of sets: 3
Type: ABB TPL85
The turbocharger bearing casing and exhaust casing are non-cooled with
the bearings lubricated by means of a separate system with pumps, coolers
and filters. An observation glass is provided on the LO outlet from the
turbocharger in order to check the flow.
A cleaning system is supplied for the turbine and compressor sides of the
turbochargers.
Each turbocharger is equipped with digital and analogue speed indicators
mounted in the engine control room.
Exhaust Gas System
From the exhaust valves the gas is led to the exhaust gas receiver, where the
fluctuating pressure from the individual cylinders is equalised and the total
volume of gas is led to the turbochargers at a constant pressure. After the
turbochargers, the gas is led to the economiser heat recovery system.
Compensators, to allow for thermal expansion, are fitted between the exhaust
valves and the receiver and between the receiver and the turbocharger.
Clamping bands are used for quick assembling and disassembling of the
joints between the exhaust gas receiver and the exhaust valves. The exhaust
gas receiver and exhaust pipes are provided with insulation, covered by
galvanised steel sheeting.
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Auxiliary Blower b) Start the lubricating oil pumps for the engine, turbocharger d) Lift the main starting valve locking plate to the SERVICE
The engine is provided with three electrically-driven blowers to supply and camshaft systems. position. Check the indicator lamp is lit.
additional air for optimum cylinder combustion during starting and when
the engine is running at reduced loads. The discharge side of the blowers c) Ensure the oil pressures are correct. (Note: The locking plate must remain in the upper position during running
is connected to the scavenge air space after the air cooler. Between the and in the lower position during repairs.)
air cooler and the scavenge air receiver, non-return valves are fitted, which d) Ensure that there is adequate oil flow through all of the sight
automatically close when the auxiliary blowers supply the air. glasses. e) Open the indicator valves.

The auxiliary blowers will start operating before the engine is started and will e) Ensure that the cylinder lubricators are filled with the correct f) Turn the slow turning switch to the SLOW TURNING position.
ensure sufficient scavenge air to obtain a safe start. During operation of the type of oil.
engine, the auxiliary blowers will start automatically each time the engine g) Move the regulating handle to the START position.
load is reduced to about 30-40%, and they will continue operating until the f) Operate the cylinder lubricators manually. Check that oil is
load again exceeds approximately 40-50%. supplied by the pump units. h) Check to see if fluid flows out of any of the indicator valves.

The blowers must be started in sequence rather than at the same time due to 1.3 Cooling Water Systems i) Check that the individual air cylinders reverse the displaceable
the high starting current of the motors. The time delay between the starting of rollers for each fuel pump to the outer position.
individual blowers is 10 seconds. a) Preheat to a minimum 20°C or, preferably, to 50°C. j) When the engine has moved one revolution, move the handle
back to the STOP position.
Operating Procedure (Note: The engine must not be started if the jacket cooling water temperature
is below 20°C.) k) Turn the reversing handle to the opposite direction of rotation.
Preparations for Starting b) Start the high temperature central cooling system cooling water l) Move the regulating handle to the START position.
pumps.
1.1 Air Systems m) Check to see if fluid flows out of any of the indicator valves.
c) Ensure the pressures are correct.

a) Drain water, if any, from the starting air system. n) Check that the individual air cylinders reverse the displaceable
1.4 Slow Turning the Engine rollers for each fuel pump to the outer position.
b) Drain water, if any, from the control air system at the This must be carried out to prevent damage caused by fluid in any of the
receivers. o) When the engine has moved one revolution, move the handle
cylinders. Before beginning the slow turning, obtain permission from the
back to the STOP position.
bridge.
c) Pressurise the air systems. Ensure that the pressures are
correct. p) Turn the slow turning switch back to the NORMAL position.
(Note: Always carry out the slow-turning operation at the latest possible
moment before starting and, under all circumstances, within the last
d) Pressurise the air system to the pneumatic exhaust valves. q) Close the indicator valves.
30 minutes.)

(Note: Air pressure must be applied before the camshaft lubricating oil 1.4b Slow Turn with Turning Gear
1.4a Slow Turn with the Special Slow Turning Device
pump is started. This is to prevent the exhaust valves from opening
too far.)
a) Open the indicator valves.
a) Disengage the turning gear.
e) Engage the lifting/rotation check rod mounted on each exhaust
b) Give the REVERSING order by moving the reversing handle
valve and check that the exhaust valves are closed; these should b) Ensure that it is locked in the OUT position.
to the opposite direction of rotation.
be disengaged when lift/rotation is confirmed.
c) Check that the indicator lamp for TURNING GEAR ENGAGED
c) Turn the engine one revolution with the turning gear in the
1.2 Lubricating Oil Systems extinguishes.
direction indicated by the reversing handle.

a) Check the oil levels in the main engine sump, turbocharger and d) Check to see if fluid flows out of any of the indicator valves.
camshaft system tanks.

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 Luna Mærsk Machinery Operating Manual
e) Check that the individual air cylinders reverse the displaceable 1.7 Miscellaneous If the condition of the machinery is uncertain (e.g. after repairs or alterations),
rollers for each fuel pump to the outer position. a) Switch on the electrical equipment in the control console. the ‘feel over sequence’ should always be followed, i.e.:

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

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 Luna Mærsk
• The values read off the instruments compared with those given
in the acceptance records and also taking into account engine
speed and/or engine power, provide an excellent yardstick for
estimating the engine performance. Compare temperatures by
feeling the pipes. The essential readings are the load indicator
position, turbocharger speed, charge air pressure and exhaust
gas temperature before the turbine. A valuable criterion is also
the daily fuel consumption, considering the lower calorific
value.
• Check all shut-off valves in the cooling and lubricating systems
for correct position. The shut-offs for the cooling inlets and
outlets on the engine must always be fully open in service.
They serve only to cut off individual cylinders from the cooling
water circuit during overhauls.
• When abnormally high or low temperatures are detected at a
water outlet, the temperature must be brought to the prescribed
normal value very gradually. Abrupt temperature changes may
cause damage.
• The maximum permissible exhaust temperature at the
turbocharger turbine inlet must not be exceeded.
• Check combustion by observing the colour of the exhaust
gases.
• Maintain the correct charge air temperature after the air cooler
with the normal water flow. In principle, higher charge air
temperature will result in poorer filling of the cylinder, which
in turn will result in a higher fuel consumption and higher
exhaust gas temperatures.
• Check the charge air pressure drop across the air filter and
air cooler. Excessive resistance will lead to a lack of air to
the engine.
• The fuel oil has to be carefully filtered before being used. Open
the drain cocks of all fuel tanks and fuel oil filters regularly
for a short period to drain off any water or sludge, which may
still have collected there. Maintain the correct fuel oil pressure
at the inlet to the fuel injection pumps. Adjust the pressure at
the injection pump inlet with the pressure regulating valve in
the fuel oil return pipe so that the fuel oil circulates within the
system at the normal delivery capacity of the booster pump.
• The heavy fuel oil has to be sufficiently heated to ensure that
its viscosity before inlet to the fuel injection pumps lies within
the prescribed limits.
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• Determine the cylinder lubricating oil consumption. Extended
service experience will determine the optimum cylinder
lubricating oil consumption.
• The cooling water pumps should be run at their normal
operating point, ie the actual delivery head corresponds with
the designed value. If the pressure difference between inlet
and outlet exceeds the desired value, pump overhaul should
be considered.
• The vents at the uppermost points of the cooling water spaces
must be kept closed.
• Check the level in all water and oil tanks, as well as all the
drainage tanks of the leakage piping. Investigate any abnormal
changes.
• Observe the condition of the cooling water. Check for oil
contamination.
• Check the charge air receiver drain manifolds sight glass to see
if any water is draining away and if so, how much.
• Drain the scavenge spaces. To do this, open the drain cock of
the leakage manifold daily and look to see if any liquid flows
out along with the charge air.
• Check the pressure drop across the oil filters. Clean them if
necessary.
• The temperature of the running gear should be checked
by feeling the crankcase doors. Bearings, which have been
overhauled or replaced, must be given special attention for
some time after being put into normal service.
• Listening to the noise of the engine will reveal any
irregularities.
• The power being developed by the cylinders should be checked
regularly and fuel pumps adjusted as necessary in order to
preserve cylinder power balance.
• Purify the lubricating oil. Samples should be taken at regular
intervals.
• Replenish the air cushion in damping vessels of the fuel oil
system.
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• Check the exhaust valves are lifting and rotating. If not, the
offending valve has to be overhauled at the next opportunity.
Fuel Changeover
The engine is equipped with uncooled fuel injection valves with built-in fuel
circulation. This automatic circulation of the preheated fuel through the high
pressure pipes and the fuel valves during engine standstill, allows for constant
operation on heavy fuel. However, changeover to diesel oil can become
necessary if the vessel is expected to have a prolonged inactive period with
cold engine, due to a docking or long stay in port.
A changeover can be performed during engine running or engine standstill
It is very important to carefully follow the change over procedures in order to
prevent fuel pump and injector sticking/scuffing, poor combustion or fouling
of the gas ways
Changeover Precedure from Diesel Oil to Heavy Fuel During Running
a) Ensure that the heavy oil in the service tank is at normal
temperature level.
b) Reduce the engine load to 75% of normal.
c) By means of the thermostatic valve in the steam system, or
by manual control of the viscosity regulator, heat the diesel
oil to a maximum of 60-80°C to maintain the lubricating
ability of the diesel oil. This will minimise the risk of plunger
scuffing and the consequent risk of sticking. This preheating
should be regulated to give a temperature rise of about 2°C
per minute.
Due to the above-mentioned risk of sticking/scuffing of the fuel injection
equipment, the temperature of the heavy fuel oil in the service tank must
not be more than 25°C higher than the heated diesel oil in the system
(60-80°C) at the time of changeover. The diesel oil viscosity should not
drop below 2cSt, as this might cause fuel pump and fuel valve scuffing,
with the risk of sticking.
For some light diesel oils (gas oil), this will limit the upper temperature to
somewhat below 80°C.
d) When 60-80°C is reached, change to heavy oil by turning the
changeover cock. The temperature rise is then continued at
a rate of about 2°C per minute, until reaching the required
viscosity.
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Changeover Procedure from Heavy Fuel to Diesel Oil During Running
a) Preheat the diesel oil in the service tank to about 50°C, if
possible.
b) Close the steam supply to the fuel oil preheater and trace
heating.
c) Reduce the engine load to 75% of MCR load.
d) Change to diesel oil when the temperature of the heavy oil in
the preheater has dropped to about 25°C above the temperature
in the diesel oil service tank, but, not below 75°C.
(Note: If, after the changeover, the temperature at the preheater suddenly
drops considerably, the transition must be moderated by supplying a
little steam to the preheater, which now contains diesel oil.)
Changeover Procedure from Heavy Fuel to Diesel Oil During Standstill
a) Stop the preheating. For temperature levels before changeover,
see ‘Changeover from Heavy Fuel to Diesel Oil During
Running’.
b) Change position of the changeover valve at the fuel tanks, so
that diesel oil is fed to the supply pumps.
c) Start the fuel oil supply pump (if not already running).
d) Change position of the changeover valve at the venting tank, so
that the fuel oil is pumped to the HFO service tank.
e) When the heavy fuel oil has been replaced by diesel oil, turn
the changeover valve at the venting tank back to its normal
position, so that the heavy oil in the venting tank is now mixed
with diesel oil.
f) Stop the fuel oil supply pumps.
Preparations Procedure Prior to Arrival in Port
a) Decide whether the harbour manoeuvres should be carried out
on diesel oil or on heavy fuel oil. Changeover should be carried
out one hour before the first manoeuvres are expected.
b) Start an additional generator engine to ensure a power reserve
for manoeuvring and start the oil fired boiler.
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c) Make a main engine reversing test. This ensures that the
starting valves and reversing mechanism are working.
d) Blow off any condensed water from the starting and control air
systems just before the manoeuvres.
e) Stop the engine by setting the regulating lever to stop.
Operating Procedure, after Arrival in Port and the Finished with Engine
Order has been Acknowledged in the Engine Room
a) Switch over to control room control.
b) Switch off the auxiliary blowers.
c) Test the starting valves for leakage. Obtain turning permission
from the bridge. Check that the turning gear is disengaged as a
leaking valve can cause the crankshaft to rotate.
d) Close the valve to the starting air distributor.
e) Open the indicator valves.
f) Change to emergency control.
g) Activate the START button. This admits starting air, but not
control air, to the starting valves.
h) Check to see if air blows out from any of the indicator valves.
In this event, the starting valve concerned is leaky. Replace or
overhaul any defective starting valves.
i) Lock the main starting valve in its lowest position by means
of the locking plate.
j) Stop the camshaft lubricating oil pump.
k) Close and vent the control air and safety air systems.
l) Wait a minimum of 15 minutes after stopping the engine, then
stop the main engine LO pumps This prevents overheating of
cooled surfaces in the combustion chambers and counteracts the
formation of carbon deposits in piston crowns. The turbocharger
LO pump should be kept running as the turbochargers can
rotate due to natural draught and it is essential that there is a
supply of LO at the bearings.
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m) If the engine was run on heavy fuel oil until stopped, keep
the FO circulating pumps running and the FO preheated. The
temperature may be reduced during the port stay. If the engine
was run on diesel oil, stop the FO pumps.
n) Keep the engine preheated to minimum 50°C, unless the
harbour stay exceeds 5 days. This counteracts the corrosive
attack on the cylinder liners during starting up.
o) Switch off any equipment which does not need to operate
during the engine standstill periods.
Crash Stop Procedure
When the ship’s speed must be reduced quickly, the engine can be started in
the opposite direction of rotation according to the following procedure:
The procedure is valid for ECR control and emergency control from the
engine local control position. Otherwise the procedure is done automatically
by the DMS automatic bridge control system (see section 2.1.2).
a) Acknowledge the telegraph.
b) Give the engine a STOP order.
(Note: The engine will continue to rotate at slowly decreasing speed, because
the velocity of the ship through the water will drive the propeller
and thereby turn the engine.)
c) Check that the limiters in the governor are not cancelled.
d) When the engine speed has fallen to the reversing level give
the REVERSING order.
e) Give the START order.
f) When the start level is reached in the new direction of rotation
(8-12% of MCR speed), give the order to run on fuel.
If the ship’s speed is too high, the start level will not be reached quickly. This
will cause a loss of starting air, in this case:
a) Give the STOP order.
Wait until the speed has fallen further return to instruction d). Keep the
engine speed low during the first few minutes. This is in order to reduce
the hull vibrations that may occur owing to conflict between the wake and
the propeller.
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Fouling and Fires in the Scavenge Air Spaces
The principal cause of fouling is blow-by of combustion products between
piston and cylinder into the scavenge air spaces. The fouling will be greater if
there is incomplete combustion of the fuel injected.
Causes of poor combustion:
The fuel injectors are not working correctly.
The fuel is at too low a temperature.
Poorly adjusted injection pump timing.
Operation with a temporary shortage of air during extreme
variations in engine loading and when the charge air pressure
dependent fuel limiter in the governor is set too high.
Charge air pressure dependent fuel limiter in the governor
set too high.
Overloading.
Insufficient supply of air due to restricted engine room
ventilation.
Fouling of the air intake filters and diffuser on the air side
of the turbocharger.
Fouling of the exhaust gas boiler, the air cooler and of the
scavenge ports.
Causes of blow-by of combustion products:
Worn, sticking or broken piston rings.
Individual cylinder lubricating quills are not working.
Damage to the running surface of the cylinder liners.
If one or more of these operating conditions prevail, residues, mainly
consisting of incompletely burnt fuel and cylinder lubricating oil, will
accumulate at the following points:
Between piston rings and piston ring grooves.
On the piston skirts.
In the scavenge ports.
On the bottom of the cylinder jacket.
Causes of the Fires
The blow-by of hot combustion gases and sparks, which have bypassed the
piston rings between piston and cylinder liner running surface, enter the space
on the piston underside and any residues present can ignite.
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Indications of a Fire
Sounding of the respective temperature alarms.
A considerable rise in the exhaust gas temperatures of the
cylinder concerned and a general rise in charge air temperature.
The turbocharger may start surging.
Fire Fighting Measures
Reduce engine power
Cut out the fuel injection pump of the cylinder concerned
Increase lubrication to the respective cylinder
If a serious fire occurs shut down the engine and operate the fixed fire
extinguishing system. A fire should have died down after 5 to 15 minutes. This
can be verified by checking the exhaust gas temperatures and the temperatures
of the doors to the scavenge space. Afterwards the engine must be stopped
whenever possible and the cause of the fire established.
Checks should include:
Cylinder liner running surface, piston and piston rings, air flaps
in the receiver (to be replaced if necessary), possible leakages,
piston rod gland, fuel injection nozzles.
After a careful check or if necessary, repair, the engine can be
put back on load with cut-in fuel injection pump and automatic
cylinder lubrication.
Should a stoppage of the engine not be feasible and the fire
has died down, the fuel injection pump can again be cut in,
the load increased slowly and the cylinder lubrication brought
back again to the normal output. Avoid running for hours with
considerably increased cylinder lubrication.
Preventive Measures
As can be seen from the causes, good engine maintenance goes a long way to
safeguarding against fires in the scavenge air spaces. The following measures
have a particularly favourable influence:
Use of correctly spraying fuel injectors and keeping the air
and gas passages clean.
Optimum adjustment of the fuel cams and of the fuel injection
pump timing.
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If running continuously at low load, check the cylinder
lubricating oil feed rate and adjust if necessary.
The permanent residue drain from the piston underside must
always be checked to prevent the accumulation of dirt, the
drain cock on the collector main must be opened for a short
time each day.
Prevention of Crankcase Explosions
The oil mist in the crankcase is inflammable over a very narrow range of
mixture. Weaker or richer mixtures do not ignite. There must always be an
extraneous cause to set off ignition, such as hot engine components. Only
under these circumstances and the presence of a critical mixture ratio of oil
mist and air can an explosion occur.
The engine is equipped with an oil mist detector, which constantly monitors
intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds
the density limit.
Measures to be Taken when Oil Mist has Occurred
Do not stand near crankcase doors, relief valves or corridors
near doors to the engine room casing.
Reduce speed to slowdown level, if not already carried out
automatically. Ask the bridge for permission to stop.
When the engine STOP order is received, stop the engine.
Close the fuel oil supply.
Switch off the auxiliary blowers.
Open the stores hatch.
Leave the engine room.
Lock the casing doors and keep away from them.
Prepare the fire fighting equipment.
Do not open the crankcase until at least 20 minutes after
stopping the engine. When opening up, keep clear of possible
spurts of flame. Do not use naked lights and do not smoke.
Stop the lubricating oil pumps. Open all of the lower doors
on one side of the crankcase. Cut off the starting air, and
engage the turning gear.
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Locate the ‘hot spot’. Feel over by hand all the sliding Slowdown Functions Piston cooling oil outlet/cylinder no flow
surfaces (bearings, thrust bearing, piston rods, stuffing boxes,
LO temperature low Piston cooling oil inlet pressure low
crossheads, telescopic pipes, chains, vibration dampers, moment
compensators, etc.). Look for squeezed out bearing metal Piston cooling oil outlet temperature high LO to bearings and thrust bearing pressure low
and discolouration caused by heat (blistered paint, burnt oil, Thrust bearing temperature high
oxidised steel). Keep possible bearing metal found at bottom of Piston cooling oil outlet no flow
oil tray for later analysis. Prevent further hot spots by preferably Piston cooling oil outlet pressure low LO to camshaft inlet temperature high
making a permanent repair. Ensure that the respective sliding LO inlet to camshaft pressure low
LO to main and thrust bearings pressure low
surfaces are in good condition. Take special care to check that
Main bearing temperature high/deviation Turbocharger LO inlet pressure low
the circulating oil supply is in order.
Crankpin bearing temperature high Turbocharger LO inlet temperature high
Start the circulating oil pump and turn the engine by means
Crosshead bearing temperature high Turbocharger LO outlet temperature high
of the turning gear. Check the oil flow from all bearings,
spray pipes and spray nozzles in the crankcase, chaincase and Thrust bearing temperature high Cylinder lubricators no flow
thrust bearing. Check for possible leakages from pistons or Fresh water cooling inlet pressure low
piston rods. LO to camshaft temperature high
Fresh water cooling inlet manifold pressure low Fresh water cooling outlet cylinder temperature high
Start the engine and after running for about 30 minutes stop Fresh water cooling inlet temperature low
Fresh water cooling outlet/cylinder temperature high
and feel over. Check the sliding surfaces which caused the
overheating and look for oil mist. There is a possibility that the Fresh water cooling pressure differential across engine Fresh water cooling pressure differential across engine
oil mist is due to atomisation of the circulating oil, caused by a Fresh water cooling deaeration
Scavenge air receiver temperature high
jet of air/gas, eg by combination of the following:
Scavenge air box fire Control air pressure low

Scavenge air receiver pressure low Safety air pressure low

• Stuffing box leakages (not air tight).
Exhaust gas outlet/cylinder temperature high Air supply to exhaust valve air cylinder pressure low
• Blow-by through a cracked piston crown or piston rod Exhaust gas outlet/cylinder temperature (deviation) Scavenge air receiver temperature high
(with direct connection to crankcase via the cooling oil Scavenge air inlet pressure low
outlet pipe). Oil mist in crankcase
Scavenge air box fire
An oil mist could also develop as a result of heat from a scavenge fire being Alarms Air cooler cooling FW inlet pressure low
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
may have passed through the stuffing box into the crankcase. Lifting gear activated Exhaust gas/cylinder temperature deviation

Leakage from high pressure fuel pipes Exhaust gas after turbocharger high
Shutdown Functions Oil mist in crankcase
Sea water cooling inlet manifold high temperature
Low lubricating oil pressure to main and thrust bearings Sea water cooling inlet manifold pressure low
High thrust bearing temperature Sea water cooling to LO coolers low temperature
Low lubricating oil inlet pressure to camshaft Fuel oil temperature high
Low lubricating oil inlet pressure to turbocharger Fuel oil temperature low
Engine overspeed Fuel oil viscosity high
Fuel oil viscosity low
Fuel oil inlet pressure low
LO inlet temperature high
Piston cooling oil outlet/cylinder temperature high

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2.1.2 MAIN ENGINE MANOEUVRING CONTROL DMS2100i System Overview DMS Panel Functions
Bridge Manoeuvring System (DMS 2100) The DMS2l00i control the functions of the MAN B&W 2-stroke slow-speed The following are available at each control location for the main engine
propulsion engine by means of the DMS2100i Gamma programmable logic
Maker: Lyngsø Marine A/S • Analogue instruments for indication of main engine rpm
controller (PLC) which is located in the DMS control cabinet, together with
Model: DMS 2100i the units for the DPS2100 engine safety system. The main engine safety • Analogue instruments for indication of main engine starting
system is completely independent of the DMS. air pressure.
• Dimmer potentiometer for illumination of the analogue
Introduction The alarm and monitoring part of the machinery components controlled by instruments (bridge only).
the DMS2100i are handled by other Gamma programmable logic controllers
The Diesel Manoeuvring System - DMS2100i is a bridge manoeuvring system (PLCs) in the UCS2100 alarm and control system. • Emergency stop pushbutton with cover.
used for remote control of a ship’s main diesel engine connected to a fixed
• A DMS2100i operator panel with the following functions:
pitch propeller (FPP). The DMS2100i and the UCS2100 alarm and control system are independent
• A four line display with 40 characters on each line
systems, each with its own Gamma PLCs, they are only connected by a
The DMS2100i is operated by means of telegraph levers and standard network to transfer alarms and information to the graphic operator station • Soft keys S1 to S4 for operation of the DMS
DMS2100i panels with built in four line displays. (GOS) and printers (Manoeuvring Order Printer). functions

The DMS2100i is operated as a completely independent stand alone system,
with all information and internal alarms displayed on the DMS operator
panels.
The DMS2100i works as an integrated part of the universal control system
(UCS2100), the systems being interconnected by means of a communication
network, so that alarms, indications and measurement values from the
DMS2100i can also be displayed on the graphical operator station (GOS) and
alarm panels in the alarm and control system.
The DMS2100i can be configured to provide complete control for:
• Main engine start/stop
• Start blocking indications
• Main engine set point
• Main engine shutdown indications from the main engine safety
system
• Main engine slow down system
• Main engine speed measurement and indication
• Control transfer for bridge/ECR/local changeover
• Sub-telegraph with finished with engine (FWE), standby and
sea mode
• Serial interface to the EGS2000 electronic governor
• Alarm announcement and indication
• Six selection keys: ESC, ENT and four Arrow keys
Slowdown signals for the main engine are transferred as hardwired signal
lines for safety reasons. The slowdown inputs to the DMS2100i are defined • Select of DMS control functions of Status, Control
as supervised inputs, which means that malfunction of the signal transmission and Settings
cable can be detected. All hardware component and logic circuitry of the • Control location selection and indication for Bridge
DMS2100i and the UCS2100 alarm and control system is independent which Ctrl., ECR Control and Local Ctrl.
means that it is still possible to control the propulsion machinery even in case
of a total breakdown of the alarm and monitoring system. • Sub-Telegraph selection and indication for Sea Mode,
Standby and FWE (finished with engine) mode
The power supply for the DMS2100i, as well as for the DMS2100i and • Slow Down indication, Slowd. Cancel and Slowd.
UCS2100, are uninterruptable power supply (UPS) protected. There is a Reset operation
separate fuse for the DMS2100i Gamma, the DPS PLC and the remaining
hardware connected to this system. • Shutdown indication, Shutd. Cancel and Shutd. Reset
operation
• Start Block indication and key selecting the start
DMS Panels for Remote Control blocking status list
The DMS is connected with DMS operator panels positioned at all control • Limits Cancel indication and operation key
locations. Each panel has instruments for indicating engine rpm and starting • 100% indication lamp for main engine overload switch
air pressure and a pushbutton for emergency stop. Panels are situated as
follows: • UMS2100 keys for the following alarm functions in the
DMS Gamma computer:
• One in the engine control room (ECR)
• Stop Horn and Alarm Acknowledge keys
• One on the bridge
• Alarm List and Additional List key
• Two panels on the bridge wings, starboard and port
• Display Channel and Adjust Channel keys
• Maintenance and Dimmer keys
• Alarm and Fault indication lamps

Issue: 1 2.1 Main Engine - Page 10 of 30

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 Luna Mærsk Machinery Operating Manual
Illustration 2.1.2a Main Engine Bridge Control System

Port Bridge Bridge Main Console

Starboard Bridge
Wing Wing

Alarm Monitor

Bridge Manoeuvring Engine Control

System Panel Console
To Accommodation
DMS 2100i Interface UMS System
LAMPS LAMPS
TAKE MAIN MAIN TAKE STBD
WING

OVER ENG. ENG. OVER SCALES

TAKE
OVERON
ONSERV.

ON EMGY. EMGY. ON LAMPS

SERV.

SERV. STOP STOP SERV. PORT

WING
ONSERV.

LAMPS SCALES
PORT TAKE STBD
WING
ON
SERV.
OVER
ON
SERV.
WING
ON
SERV.

ALARM
UMS 2100

100% FAULT
BRIDGE MANOEUVERING SYSTEM
Lyngso Marine
Telegraph
ALARM STOP ALARM
LIST HORN ACKN.

ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

LIST CHANNEL CHANNEL S1 S2 S3 S4 NANCE
DIMMER
DOWN DOWN

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

BRIDGE E.C.R. LOCAL SLOWD. SHUTD. BLOCK LIMITS
CTRL. CTRL. CTRL. CANCEL CANCEL START
SELECT
CANCEL
ESC ENT
-

* +
/ 9 Up
Pg

7 STU 7 STU 7 STU 8 VWX 9 YZ

Pause Num 6
Break Lock
8 Enter

Scroll 5 3
Lock Page
7 Pg
Dn
Up Home

SEA STAND SLOWD. CON- SET- Print

Scrn 4 2 .
F.W.E. STATUS SysRq Home Page
Down
Del

MODE BY RESET TROL TINGS F12

Insert End
1
End
F11 0
Delete Ins
F10

F9 +
= }
_ ]
F8 - ~
{ #
) [
F7 Ctrl
0 @
P '
(
F6 9 :
O ;
* ?/
F5 8 L
I >.
&
7 K Gr
F4 U <, Alt
^
6 J
F3 Y M
%
5 H
F2 T N
$
4 G
F1 R B
£
3 F
E V
"
2 D
Esc
!
W C
1 S
Q X
`
` A
Z
| Alt
Caps \
Lock

Ctrl

DMS 2100i Control Unit

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM FAULT

ALARM STOP ALARM

LIST HORN ACKN.

Engine MAINTE-
NANCE
EDIT MENU
S1 S2 S3 S4 DIMMER

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

Safety Panel SLOWD.

ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
ESC ENT

7 STU 8 VWX 9 YZ

SHUTD. SHUTD. SHUTD.

ACTIVE CANCEL RESET

Basic Alarm Panel

UMS 2100 BRIDGE MANOEUVERING SYSTEM
Lyngso Marine
UMS 2000 BASIC ALARM PANEL
Lyngso Marine
ALARM 100% FAULT

ALARM FIRE FAULT

ALARM STOP ALARM
LIST HORN ACKN.
ALARM
LIST
STOP
HORN
ALARM
ACKN. Bridge
ADD. DISPLAY ADJUST SLOW SHUT MAINTE-
LIST CHANNEL CHANNEL S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER Manoeuvring 1 ABC 1 ABC 1 ABC
DOWN

2 DEF
DOWN

3 GHI 4 JKL 5 MNO 6 PQR

NANCE

1 ABC
DEAD
1 ABC
WATCH
1 ABC
PRINTER
2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM
ESC ENT System Panel
BRIDGE
CTRL.
E.C.R.
CTRL.
LOCAL
CTRL.
SLOWD.
CANCEL
SHUTD.
CANCEL
BLOCK
START
SELECT
LIMITS
CANCEL
ESC ENT Main Engine
MAN CON- GROUP 1 GROUP 2 GROUP 3 GROUP 4 GROUP 5
TROL 7 STU 7 STU 7 STU 8 VWX 9 YZ

7 STU

ASSIST
7 STU

DUTY
7 STU
MAIN-
8 VWX

ALARM
9

ALARM
YZ

ALARM ALARM ALARM

SEA
MODE
STAND
BY
F.W.E.
SLOWD.
RESET
STATUS
CON-
TROL
SET-
TINGS
Control and Condition
TE-
CALL GROUP 6 GROUP 7 GROUP 8 GROUP 9 GROUP 10
NANCE

Monitors

EGS 2000 Lyngso Marine

EGS LOAD
LIMIT
CANCEL
INDEX
MAX
TEST
ALARM
ACKN. MENU

Panel AUTO
SELECT
SETUP ESC ENT

RPM POWER INDEX ACCESS DATA DIAG

Main
Engine

Issue: 1 2.1 Main Engine - Page 11 of 30

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 Luna Mærsk
The Limits Cancel, RESET and CANCEL keys for Shutdown and Slowdown
keys only work at the DMS panel which is currently in control, however,
the Slowdown Reset can be configured to always have reset from the ECR
panel.
The Stop Horn and alarm Alarm Ackn. keys can be configured to work under
different conditions:
1. Both keys always work in the ECR, e.g. when the Chief
Engineer always wants to be able to acknowledge alarms.
Buzzer and Stop Horn work at any of the bridge panels for all
alarms which are announced on the bridge (configurable), but
the Alarm Ackn. key will not work on the bridge.
2. Both keys work at the current DMS control location, i.e.
working at any of the bridge panels and at the ECR panel.
In connection with the integrated UMS alarm system the function of both
keys follows the UMS watch station.
Safety System for the Main Engine
The DMS2100i works in conjunction with the independent DPS2100 (Diesel
Protection System) Safety System for main engine emergency stop, overspeed
and shutdown protection
In the engine control room the DPS 2100 safety system has its own DPS panel,
which displays the relevant information for each shutdown input channel,
actual main engine rpm, etc.; it is also possible to make adjustments and
cut-outs on the shutdown input channels.
Three keys with LED indication on the DPS panel are used for Shutdown
indication, Shutdown Cancel function and Shutdown Reset function. At the
bridge, the corresponding functions are shown on three keys on the DMS
Panel.
The following functions are included in the DPS 2100 Safety System:
• Shutdown stop output for the main engine
• Cancel VIT output active on stop and astern
• Overspeed stop of the main engine
• Shutdown inputs
• Emergency stop of the main engine
• Alarm outputs to the alarm system
• Tacho output for main engine rpm to instruments
• Cancel and reset inputs from the DMS system, ECR and local
control
• Local/remote and DMS control feedback
Issue: 1
Menu
Main Engine Speed Measurement
The DMS2100i uses a Tacho Adapter Module to interface the tacho pick-ups
(mounted close to the turning wheel on the engine) to one of the CPUs on the
serial interface board used for measurement of the main engine speed.
Telegraph Transmitter and RPM Set point Control
The bridge main operation station is equipped with a telegraph transmitter
with built in set spoint potentiometer; this is located in the bridge centre
console. The bridge telegraph transmitter is connected with the port and
starboard bridge wing control panels. The ECR is equipped with a similar
telegraph receiver. The bridge centre and ECR telegraph levers are equipped
with potentiometers with hardware connection to the DMS system and they
can also be used as the communicating engine telegraph system when running
in manual ECR control.
Electrical Shaft System
The electrical shaft system which interconnects the bridge centre telegraph
with the bridge wing control telegraphs is a synchronising system, in which
non-activated control levers follow the active control lever. For example, when
the bridge centre control is master, the two bridge wing levers automatically
follow the master lever in the bridge centre.
Bridge Centre and Wings Control Transfer
Each telegraph transmitter on the bridge’s electrical shaft system is equipped
with three lamps and one Take Control pushbutton for control transfer. The
pressing of the Take Control pushbutton at any of the linked control stations
in the electrical shaft system selects that control station as master. As the
telegraph levers are already synchronised by the electrical shaft system,
there is no need for further alignments before pressing the Take Control
pushbutton.
The lamps, fitted with a dimmer, indicate which one of the three control
positions has been selected as the master control unit.
Emergency Telegraph System
For back-up communication of telegraph orders from the bridge to the ECR
during ECR control, and/or to the engine side control stand in the engine room
during local control, the system is fitted with a separate emergency telegraph
system, which is completely independent of the DMS2100i bridge control
system and the normal communication telegraph levers.
Next Prev Print Exit
Machinery Operating Manual
By means of a dial indicator and lamps for each telegraph order, the
communication telegraph indicates the requested order. On the bridge the dial
is to the correct position for the new order and the indicator lamp for that
direction and speed will start flashing. In the ECR and at the engine side a bell
will start sounding and at the engine side emergency telegraph the light for the
desired speed and direction position will start flashing.
To accept the new order the dial at the engine remote control station
emergency telegraph must be turned to correspond with the desired engine
speed and direction. The lamp will change to a steady light and the bell
will stop.
DMS2100i Operational Description
Control Changeover
The main engine can be operated directly from the bridge panel, Bridge Ctrl.
or the bridge wing positions, operating in parallel to the bridge centre, using
the telegraph levers, or it can be operated from the ECR panel, ECR Ctrl.
using the telegraph receiver or manual control lever.
When Bridge Ctrl. is selected, the main engine’s speed and direction is
controlled by the position of the bridge telegraph lever. The Gamma PLC,
located in the DMS2l00i main cabinet, converts the bridge telegraph lever set
point into a speed setting signal which is sent to the governor.
The control location can be transferred between ECR and bridge control, or
between bridge and ECR control, on request from either the bridge panel or
the ECR panel; control may be taken by the ECR panel without a request
from the bridge.
The control location making the request does not have to be the current
operating control location.
The control location (bridge or ECR control) requesting the new control
location (ECR or bridge control), must press the DMS panel key as follows:
• Bridge Ctrl. if a change from ECR to bridge control is
requested
• ECR Ctrl. if a change from bridge to ECR control is requested
2.1 Main Engine - Page 12 of 30
 Luna Mærsk
As soon as the request for the control transfer is initiated from the bridge or
ECR, the buzzer in the bridge panel and the ECR panel will sound, and the
LED in the key for the new control location will start flashing, both on the
bridge panel and in the corresponding LED on the ECR panel. The buzzer
sound for control transfer alert is activated, making a repeated noise of two
beeps followed by a 5 second pause. The LED for the present control location
will remain with steady illumination until all conditions for the new control
location are fulfilled, then it will be switched off.
When the control transfer is acknowledged by pressing the flashing key on
the acknowledge location DMS panel:
• Bridge Ctrl. if an ECR to bridge control transfer is
acknowledged
• ECR Ctrl. if a bridge to ECR control transfer is acknowledged
The changeover handle in the ECR console is changed to the new control
position.
The flashing LEDs for the new control location will stop flashing and
change to steady illumination, the LEDs for the previous control location are
extinguished, and the buzzers will stop.
If the bridge and ECR set point levers are not aligned, a changeover display
on the bridge and ECR panel will show the alignment barographs for the two
set points, making it easier to align the set points.
(Note: The changeover display will only be shown if the DMS2100i basic
mode overview display is active. If the basic mode overview display
is not active pressing the ESC key several times will bring up the
outermost display level.)
The LEDs for the new control location will continue flashing until the
changeover request is either cancelled, or the telegraph levers have been
aligned.
If the request for control transfer is not acknowledged at the acknowledge
location, the request key at the request location can be pressed again to cancel
the changeover request. If the control location has not changed (telegraph
levers have not been aligned), the flashing LED is extinguished and the
buzzer is silenced.
Transfer of control does not take place until the telegraph levers are aligned,
acknowledgement is received from the acknowledging location and the
changeover handle in the ECR console is changed to the new control
position.
Issue: 1
Menu
Whether Bridge Ctrl. or ECR. Ctrl. is selected depends on the position of the
changeover handle placed in the ECR console.
(Note: The position of the changeover handle always determines whether
the main engine is controlled from the Bridge Ctrl. or from the ECR
Ctrl. Consequently the engine staff are always able to change the
control position independently of the DMS2100i and the navigators
on the bridge.)
When ECR Ctrl. is selected, the desired rpm is ordered by the bridge through
the telegraph system. After acknowledging the bridge telegraph instruction
the engine staff control the main engine’s speed and direction manually via
the manual control lever. Whether Bridge Ctrl., ECR Ctrl. or the Local Ctrl. is
selected depends on the position of the pneumatic changeover handle, placed
at the local emergency control stand.
(Note: The position of the pneumatic changeover handle determines whether
the main engine is controlled from the DMS2100i bridge control
system or from the local emergency control stand in the engine room.
Consequently the engine staff are always able to change from the
remote control position to local emergency control independently of
the DMS2100i system and the bridge personnel.)
Control Position Changeover by Request from the Bridge
If the bridge requires a change of control position, the key Bridge Ctrl. must
be pressed if a change from ECR control to bridge control is required or, if a
change to engine room control is wanted the ECR Ctrl. must be pressed.
The LED in the new control position key will start flashing both on the bridge
and in the corresponding LED in the ECR panel. The changeover buzzer will
sound (2 short beeps - pause - 2 short beeps etc.). When the ECR personnel
acknowledge the changeover by pressing the flashing key on the ECR panel
and move the changeover handle to the new control position, the flashing LED
will change to steady illumination and the buzzer will stop.
If the telegraph levers are not aligned the ECR Ctrl. LEDs will flash until
the telegraph levers are aligned or the request is cancelled. If the change
of location request is not acknowledged the key can be pressed again to
cancel the request.
Next Prev Print Exit
Machinery Operating Manual
Change from Bridge Control to ECR Control
The indication LEDs for the control location at changeover from bridge
control to ECR control are indicated as follows:
• Bridge Ctrl. LED, i.e. the old control location on the bridge
panel and the ECR panel are illuminated with a steady light
until transfer has taken place.
• ECR Ctrl. LED, i.e. the new control location on the bridge
panel and ECR panel have slow flashing lights, if the telegraph
levers are aligned, until transfer has taken place or the request
is cancelled.
Control Position Changeover by Request from ECR
If the engine staff wish to change the control position without a previous
request from the bridge, then the key Bridge Ctrl. must be pressed if a change
from ECR control to bridge control is desired. If change from bridge control
to ECR control is desired the key ECR Ctrl. must be pressed. In both cases
the changeover handle must also be moved to the new control position. The
LED in the new control position key will start flashing, both on the bridge and
in the corresponding LED in the engine control room panel. The changeover
buzzer will sound (2 short beeps - pause - 2 short beeps etc). When the bridge
acknowledges the change by pressing the flashing key on the bridge panel, the
flashing LED will change to fixed light and the buzzer will stop.
If the telegraph levers are not aligned the Bridge Ctrl. LEDs will remain
flashing until the telegraph levers are aligned or the request is cancelled.
If the request is not acknowledged, the key can be pressed again to cancel
the changeover request.
Change from ECR Control to Bridge Control
The indication LEDs for the control location at changeover from ECR control
to bridge control are indicated as follows:
• ECR Ctrl. LED, i.e., the old control location on the bridge
panel and ECR panel are illuminated with a steady light until
transfer has taken place.
• Bridge Ctrl. LED, i.e., the new control location on the bridge
panel and ECR panel are illuminated with a slow flashing light
if the telegraph levers are aligned until transfer has taken place
or the request is cancelled.
2.1 Main Engine - Page 13 of 30
 Luna Mærsk
Forced Changeover from Bridge Control to ECR Control
A forced changeover from bridge to ECR control occurs when the engineer
turns the changeover handle in the ECR console from bridge to ECR control
without a previous changeover request from the bridge.
The indication LEDs for forced changeover from bridge control to ECR
control are indicated as follows:
• Bridge Ctrl. LED, i.e. the old control location on the bridge
panel and ECR panels are illuminated with a steady light until
transfer has taken place.
• ECR Ctrl. LED, i.e. the new control location on the bridge panel
and ECR panels are illuminated with a flashing light and the
buzzer sounds until the bridge operator has acknowledged the
forced changeover. This is just to tell the bridge operator that the
control is no longer on the bridge, the bridge acknowledgement
has no actual influence on the changeover.
If telegraph levers are not aligned the ECR LEDs flash until the ECR engineer
making the forced changeover has aligned the telegraph levers.
Telegraph Levers Alignment
To be able to transfer the control location between bridge and ECR, the
telegraph levers for the two control locations must be aligned. For this
purpose, if the levers are not aligned, a set point display with barographs and
digital readings of the set point lever positions is automatically displayed on
the control panel displays during the control changeover.
An adjustable dead-band around the exact commands for transfer without
change of rpm, makes it easier to transfer control.
Cable Failure on Telegraph Levers
The set point potentiometers on all telegraph levers are individually supervised
for cable failure, with an alarm for each potentiometer. In the event of cable
failure on one of the set point potentiometers involved in a control transfer, the
demands for alignment of the involved telegraph levers is cancelled.
It is not possible to transfer control to a control position which has cable failure
on the set point potentiometers, or other failures which make it impossible to
control the main engine from that particular control position.
Issue: 1
Menu
Local (Emergency) Control
The LED for Local Ctrl. is switched on when either the pneumatic changeover
handle on the emergency control stand is changed to emergency control or if
the governor is disconnected from the fuel rack; the fuel rack is connected to
the regulating hand-wheel on the emergency control console for speed control
of the engine during emergency control.
The LED indicators on the Bridge Ctrl. or ECR Ctrl. keys are switched off.
From ECR control this changeover is done without any buzzer indication and
confirmation from the operator, but when changed from Bridge Ctrl. to Local
Ctrl. the LED in the bridge panel Local Ctrl. key will start flashing and the
buzzer will sound until acknowledged on the Local Ctrl. key to indicate to the
bridge that Bridge Ctrl. control is no longer operative.
Changing to local control at the local (emergency) control stand means that
the DMS2100i system is unable to manoeuvre the main engine.
Local Remote Control Transfer
To switch back to remote control, the Local Control On feedback must be
deactivated. This will activate the buzzer in the ECR panel and the ECR Ctrl.
key will start to flash on all DMS panels.
To accept remote control the ECR Ctrl. control key at the ECR panel must
be pressed. The buzzer will stop, the ECR Ctrl. key will switch to steady
illumination, the Local Ctrl. key will switch off, and the Remote Control
On lamp is illuminated. It is now possible to operate the main engine from
ECR or bridge control again.
The local/remote control switch on the engine is used to start block the main
engine, when it is in local control. As soon as the main engine is switched
back to remote control, the start blocking of the main engine is removed
and it is possible to start and stop the main engine from ECR or bridge
control panels again.
Local/Remote Control Transfer to Bridge
Control transfer from local to remote is normally acknowledged from the
ECR panel but it is possible to change directly from local to bridge control
if the DMS loses contact with the ECR panel, e.g. due to a power failure
or cable failure to the panel. The DMS always supervises the panels and in
the event of a lost connection to the ECR panel it generates an alarm which
enables control to transfer directly to the bridge.
Next Prev Print Exit
Machinery Operating Manual
Subtelegraph
The subtelegraph is used to give an order to the engine staff. The subtelegraph
is a one way communication system, i.e. the bridge gives an order and the
engine staff acknowledge it by pressing the panel key associated with the
order. The following orders can be signalled:
FWE: Finished with engines. The main engine is stopped, and
cannot be started.
Standby: The main engine is ready or running but engine staff
are needed on standby duty.
Sea Condition: The main engine is running normally and engine staff
are no longer required for main engine operations.
There will always be one of these orders present in the system.
When the bridge needs to change to a new order, the desired panel key on the
bridge panel must be pressed. The LED in the panel key will start flashing,
both on the bridge and the corresponding LED in the engine control room
panel. The changeover buzzer will also sound and the LED indicating the old
order will remain as a steady light.
When the engineer has pressed the flashing panel key the changeover buzzer
will stop, but the LED will continue flashing until all the conditions for
the order have been fulfilled. When the conditions for the order have been
fulfilled, the LED will switch to a fixed light, and the LED indicating the
old order will be extinguished.s
If the order is not acknowledged, the flashing LED in the key can be pressed
again to cancel the change of order.
(Note: Direct change from FWE to Sea Condition is disabled.)
Conditions for Finished With Engine
The following conditions are necessary for FWE:
• Control air pressure off
• Safety air pressure off
• Main start valve blocked.
2.1 Main Engine - Page 14 of 30
 Luna Mærsk Machinery Operating Manual
Conditions for Standby If the main engine is ordered to move in the opposite direction whilst still Reversing
rotating, starting air will not be supplied until the engine’s speed has decreased
The following conditions are necessary for standby: below the reversing level. This may take several minutes depending on the During a normal ahead (or astern) start from standstill, the DMS will activate
ship’s speed, propeller size, loading condition and other ship parameters. the main engine ahead (or astern) reversing valve together with the start
valve when the bridge telegraph handle is moved to an ahead (or astern)
• Control air pressure on
The speed may be set to any speed on the telegraph scale, eg. dead slow, start position.
• Safety air pressure on slow, half and full in both directions, in addition to stop.
• Main start valve not blocked The ahead (or astern) valve will activate the pneumatic cylinders used to
Manual ECR Control reverse the camshaft roller guides and also reverse the starting air distributor.
• Starting air distributor not blocked
When ECR Ctrl. is selected the starting, stopping, reversing and speed control
• Turning gear not engaged. Pneumatic interlocks on the engine ensure that starting air is not supplied
of the main engine is handled from the ECR telegraph handle located in the
to the engine before the starting air distributor is reversed to the correct
engine control room control console.
position.
Conditions for Sea Condition
When the bridge requests a speed change the main engine direction and
All camshaft roller guides will not be completely reversed before the engine
The following conditions are necessary for sea condition: speed is altered by moving the bridge telegraph control handle to the desired
starts turning on starting air so there are no interlocks from the camshaft
position and this will initiate the telegraph alarm. An engineer in the ECR
roller guides to the DMS.
moves the ECR telegraph handle to the same position as that of the bridge
• Control air on telegraph. This performs the necessary speed and direction change and at the
• Safety air on same time acknowledges the telegraph alarm. Slow Turning
• Main start valve not blocked
Slow turning of the main engine is normally used before the engine is started
• Starting air distributor not blocked Start Blocking after a prolonged period of standstill and is done by turning the engine for 1-2
• Turning gear not engaged. revolutions on reduced starting air.
If the engine is not ready for start, i.e. it is start blocked, the Start Block
LED on the panel is illuminated and a <Startblok> indication is displayed
(Note: The conditions for the subtelegraph can be customised from the The engine is automatically slow turned when it has been stopped for more
at line two of the Start/Stop control display, i.e. on the line above the soft
customising tool.) than 30 minutes. by releasing the governor stop and activating the start valve
keys. When the engine is ready for start, the indication change to either
and stop valve as for a normal start. At the same time the slow turning
STOPPED or SLOWD REQ. indicating if the next start will be with or
valve is activated. When the engine has turned a minimum of 1.5 revolutions
Main Engine Start/Stop without slow-turning.
the slow turning valve is released and the start sequence continues as a
normal start sequence.
Start blocking is activated by the following:
Automatic Bridge Control
• Main engine local control on If the slow turning is not completed within the preset time the engine is
When Bridge Ctrl. is selected and the system is not in FWE mode; starting, • Main engine safety system shutdown or emergency stop stopped again by activating the governor stop and deactivating the start valve;
stopping and control of the main engine speed is controlled by the position a ‘Slow turning timeout alarm’ is released giving a start blocking which must
• Start failure (Start air time-out or maximum number of failed be reset by the operator before a new start attempt can be executed.
of the bridge telegraph handle.
start attempts)
Moving the telegraph handle from stop to ahead or astern will cause the • Slow turning failure (time-out) Slow turning can be cancelled from the start/stop menu by means of the
starting sequence to be activated, i.e. starting air will be supplied until the main SLOWTURN CANCEL soft key.
• Main start valve blocked
engine rpm has reached starting level. At this point starting air is removed and
fuel is supplied for approximately 8 seconds at a preset speed setting level. If • Start air distributor blocked
Start/Stop
the rpm is increased in this period the start is considered successful and the • Turning gear engaged
rpm is set to the telegraph set point value (except when limits are set by a The engine is started by releasing the governor stop and activating the start
slowdown, load-program, or other limiting programs.) • Control air pressure low
valve and the ahead direction valve (or the astern valve if reversing), whilst
• Safety air pressure low the stop valve is still activated. When the engine rpm passes the firing speed
If the main engine start attempt failed, a new repeated start will automatically limit the start and stop valve is deactivated and, after the stabilising time has
• Start air pressure low
be executed after a delay of 8 seconds. After three failed start attempts a start expired, the ahead direction valve is deactivated (or astern valve if reversing)
blocking occurs, and the bridge has to move the telegraph handle to the stop • Auxiliary blowers not in auto and the engine is running.
position before a new start can be performed. • Engine running

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 Luna Mærsk
Crash Stop
The preconditions for a crash stop detection is that the telegraph lever set point
must be above 75 rpm ahead for more than 60 seconds when the operator
makes a reverse order to more than 20 rpm astern. The telegraph lever set
point must be below 75 rpm ahead again for more than 15 seconds before
the preconditions for detection of a crash stop is reset again. The crash stop
condition is then maintained until either the astern set point order is moved
below a speed of 10 rpm astern, or the actual rpm comes within 5 rpm of the
astern set point limit of 20 rpm, or a maximum time-out of 300 seconds.
(Note: The speeds and times are adjustable.)
When the operator initiates a crash stop, the DMS will activate the governor
stop and stop valve to stop the engine.
When the propeller speed has dropped below the reversing level of 20-25
rpm, the astern valve will be activated to reverse the engine and, after a
further 5 second delay, the governor stop is released and the start valve
will be activated to brake the ahead turning of the engine and start it up
in the astern direction.
When the engine speed rises above the firing speed in the astern direction, the
start and stop valves are released and the engine starts up on fuel.
After an 8 second stabilising time, the astern valve is deactivated and a further
8 seconds later the cancel limits to the governor is deactivated.
Repeated Start
If the start attempt is unsuccessful a second start attempt is initiated, REP.
START is indicated in the display and a repeated start alarm is released.
When the engine speed drops down below the firing speed the stop valve,
governor stop and governor cancel limits are activated, a Repeated Start Alarm
is released and after a 6-8 second time delay, a new start is initiated releasing
the governor stop and activating the start valve again.
If the engine stops again after the maximum number of start attempts
(normally three), the start sequence is terminated with an alarm for three start
attempts and a start blocking, which must be reset by putting the telegraph
lever to the stop position before any further start attempts can be made.
Main Engine Shutdown
The DPS2100 safety system takes care of the engine shutdown in case of a
shutdown, overspeed or emergency stop alarm by activating the emergency
stop valve directly. All the shutdown inputs are connected directly to the
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DPS, and then sent as group alarms to the DMS, for indication on the
DMS panels.
Two keys on the DPS panel are used for the following functions:
• Shutdown indicating shutdown activated (steady light) and
activates the shutdown status list display
• Shutd. Cancel indicating shutdown prewarning (flashing light)
or activates and indicates if the shutdown is cancelled (steady
light)
At the DMS panels on the bridge and in the ECR, the shutdown information
is shown on similar keys, corresponding to the two keys on the DPS 2100
panel in the ECR.
In case of a shutdown, operators at the bridge and ECR get a shutdown
prewarning alarm before the shutdown is executed by the safety system.
During the prewarning delay for the shutdown, the LED in the Shutd. Cancel
key on the DMS panel will flash. After the prewarning delay time-out, the
LED in the Shutdown key on the DMS panels changes to steady illumination
and the main engine is stopped by the safety system.
To silence the alarm buzzer the Stop Horn key must be activated, and to
acknowledge the alarm the Alarm Ackn. key is pressed. If more alarms
are present, the Alarm Ackn. key is pressed again until all alarms are
acknowledged.
During the prewarning delay the operator is able to cancel/override the
shutdown, by pressing the Shutd. Cancel key; the LED at the key changes
to a steady red light.
If the engine is already stopped, before the Shutd. Cancel key is activated the
shutdown must also be reset before it is possible to start the engine again. To
remove the cancel/override shutdown function, the Shutd. Cancel key must
be activated once more.
When the shutdown memory has been activated, the reason for the shutdown
must be removed and the shutdown reset, before a new start of the engine is
possible. When the reason for the shutdown has been removed, the shutdown
must be reset from the operating control location; in bridge control the bridge
telegraph must be placed in the stop position to reset, in ECR control the
manual control lever must be placed in the stop position to reset, and in local
emergency control the regulating handle must be put to the zero fuel index
position to reset the shutdown.
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The emergency stop function is also a part of the safety system with
independent pushbuttons on the bridge and in the ECR, each wired in parallel
to the safety system.
Activation of one of the pushbuttons will cause an emergency stop of the
engine even if the panel is not in control.
When the engine has been stopped by use of the emergency stop function
restart of the engine is blocked until the emergency stop pushbutton has
been released again and the shutdown memory is reset from the present
control location.
Main Engine Slowdown
The main engine slowdown system is an integrated part of the DMS system.
The slowdown inputs are connected directly to the DMS.
The slowdown information is shown on three keys at the DMS panel, both on
the ECR and on the bridge. It is also possible to see the status information
about each slowdown on the slowdown status display. The slowdown inputs
are treated like an alarm input to the alarm system.
The three keys on the DMS panel are used for the following functions:
• Slow Down key indicates slowdown activated (steady light),
and activates the slowdown status list display
• Slowd.Cancel key indicates slowdown prewarning (flashing
light) and indicates if the slowdown is cancelled,
• Slowd.Reset key activates reset of the slow down memory.
In the event of a slowdown the operator at the bridge and/or ECR receives
a slowdown prewarning alarm, before the slowdown is executed by the
DMS system.
During the prewarning delay for the slowdown, the LED in the Slowd. Cancel
key on the DMS panel will flash. After the prewaming delay time out, the
LED in the Slow Down key on the DMS panel will change to a steady light,
and the main engine rpm set point will be reduced to the slowdown level
by the DMS set point system.
To silence the buzzer the Stop Horn key must be activated, and to acknowledge
the alarm the Alarm Ackn. key pressed.
During the prewarning delay the operator is able to cancel/override the
slowdown by pressing the Slowd. Cancel key.
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 Luna Mærsk
To remove the cancel/override slowdown function, the Slowd. Cancel key
must be activated once more.
When a slowdown has been activated, the reason for the slowdown must be
removed and the system reset before the load on the engine can be increased
to the command level.
When the reason for the slowdown has been removed, the slowdown memory
is reset by pressing the Slowd. Reset key on the DMS panel, or by moving
the set point lever in command down below the limit for slowdown and then
increase again. A slowdown is also reset if the engine is stopped by putting
the telegraph lever in the stop position.
Set Point System
The set point system converts the potentiometer set points from the telegraph
levers mounted on the bridge and in the ECR, to the main engine rpm set
point output for the governor. This conversion is done in accordance with the
speed request curves set up in the DMS system.
Set Point Lever Adjustments
It is possible to adjust the following set point inputs but adjustments are
password protected and must only be made by approved personnel:
1. Telegraph lever RPM set point (bridge)
2. Telegraph lever RPM set point (ECR)
Main Engine RPM Governor Set Point
The main engine rpm is controlled by an electronic governor. The input to
the electronic governor is normally a 4-20 mA current signal corresponding
to the requested rpm range. Adjustment must only be made by approved
personnel.
Slow Down RPM Set Point
When the main engine slowdown is active, the rpm set point is limited to the
adjustable slowdown limit after a certain time delay (adjustable).
RPM Set Point Slope
Acceleration and deceleration slew rates are specified by a fixed setting
adjustable by the customising tool, and specified in shaft rpm/sec.
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Governor Output Scaling
To make it easier for the engineer to readjust the rpm output for the governor,
the DMS allows for rescaling from the DMS panel (password protected),
where it is possible to adjust the rpm set point/mA relationship for the
following five values:
1. Minimum rpm, e.g. 20 - 25%
2. Dead Slow or Slow rpm, e.g. 25 -40%
3. Half Ahead rpm, e.g. 45 - 55%
4. Full Ahead rpm, e.g. 75 - 85%
5. Maximum rpm, e.g. 100 - 105%
Slow Turning
Slow turning of the engine is possible at any time and is initiated by pressing
the SLOW TURNING button on the active control stand operating panel.
If the engine has been stopped for longer than a preset period (adjustable)
a slow turning is initiated by the control system upon the next start. On
the display the message SLOW TURNING REQUESTED is displayed and
the LED on the request button is illuminated when in automatic mode. If
a slow turning has been initiated by pressing the SLOW TURNING button,
the LED in the button flashes.
The DMS monitors slow turning by counting the speed pulses and if the
crankshaft does not achieve the desired full revolution within 30 seconds the
slow turning failure alarm is initiated. Slow turning failure results in a start
interlock. Acknowledging the alarm at the operating panel resets the interlock
and enables a new slow turning or engine start to be activated.
(Note: If slow turning failure occurs the engine must not be started until the
reason for failure has been determined and corrected. In an emergency
situation the start interlock can be cancelled by the cancel limits at
the bridge panel and the engine can be started.)
Automatic Start of the Engine
The engine may be started in automatic mode if the AUTOMATIC BRIDGE
or AUTOMATIC ECR has been selected at the main panel. When the engine
has been prepared for sea and no start interlock is active the engine may be
started via one of the telegraph units in the ECR or on the bridge.
Start interlocks are activated by the following conditions:
• Starting air pressure low
• Turning gear engaged
• Line break of valves
• Loss of automatic power signal
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• Loss of manual power signal
• Loss of sensor power signal
• Actuator blocked
• Electronic governor fault
• Serial interface from the VIT module to governor lost
• Safety system off
• Serial interface to safety system lost
• Slow turning failure
• Plant interlock
A start interlock is alarmed and indicated at the control panels on the bridge
and in the ECR.
A start is carried out by moving the lever of the active telegraph unit from
the STOP position to another position in the ahead or astern direction. If
reversing is required, this is undertaken by the system as explained above.
Auxiliary blowers are preselected by the DMS when the engine is ordered
to start. A further start sequence only proceeds when at least one auxiliary
blower sends an ON signal.
The start sequence energises the start solenoid valve and the start ahead or
astern solenoid valve.
This activates the starting air distributor, repositioning it if necessary.
Air supply to the cylinders is initiated and the engine will begin to turn
on starting air.
When the DMS senses the correct rotational speed (in the desired direction) the
DMS enables fuel admission by de-energising the FUEL ZERO ORDER and
the GOVERNOR STOP signal. The engine then runs on starting air and fuel.
When the ignition speed is exceeded the starting air is shut off by de-energising
the start cut-off valve and the engine runs on fuel only. The start and start
ahead, or start astern valves remain open and any necessary restart is activated
by the start cut-off valve only. At the end of the start settling period, about 6
to 8 seconds when the possible need for a restart has passed, the start and start
ahead, or start astern valves are de-energised, causing the main start valve to
close. Some 3 seconds later the start cut-off valve is de-energised.
The DMS allows for three attempts to start the engine at any start request.
After the start settling period has expired the DMS accelerates the engine
to the telegraph set point by adjusting the fuel supply according to preset
rates. When decelerating the engine, the fuel supply is adjusted according
to similar set rates.
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Failure to Start
If the engine fails to start when the starting sequences is initiated the following
measures are taken.
If no engine speed is sensed within the maximum starting time the start
valve is de-energised and the START FAULT alarm is triggered on the
operating panels.
If the engine turns but does not reach ignition speed or falls below ignition
speed again, the REPEAT START alarm is triggered and two further attempts
at starting are carried out. If these attempts fail the START FAULT alarm
is triggered.
If the engine exceeds the ignition speed but stops within 20 seconds, a further
start attempt takes place. Another attempt may also take place if this fails to
produce the desired speed. If the engine stops unintentionally after this time
the ENGINE STOPPED alarm is triggered.
The START FAULT and ENGINE STOPPED alarms are automatically reset
when the active telegraph lever is moved to the stop position.
Restarting the Engine in the Same Direction
When the active telegraph lever is moved to the stop position the Fuel Zero
order is energised. If the active telegraph lever is moved out of the stop
position to a position in the same direction as the engine is turning and the
engine is still turning above the ignition speed (due to the drag effect of
the water on the propeller), the Fuel Zero order is de-energised and fuel
admission to the engine is allowed.
If the engine has stopped or is turning at a speed below the ignition speed a
normal automatic start is carried out as described above.
Similar conditions apply for deceleration but the rates for deceleration are
different from those for acceleration.
Governor Speed Set Point
The position of the telegraph handle creates the desired value in the form of
a milli-voltage, this signal is processed in the DMS and sent as the speed set
point to the electronic speed governor (EGS 2000) via the serial interface.
The telegraph lever covers the range between stop to full ahead and full
astern. When manoeuvring mode is selected, the speed set point is limited to
manoeuvring full ahead. In addition to the telegraph lever a fine adjustment is
available for the engine speed set value via the pushbutton ORDER ADJUST
in the operating panel on the bridge. With the aid of the order adjust menu
a fine adjustment of ± 3% of the engine speed is possible. It is not possible
to make fine adjustments below the engine minimum speed or above the
rated speed. Fine adjustment is only active in the ahead direction and is
automatically cancelled if the telegraph control lever is moved more than
± 3% out of its momentary position. It is automatically cancelled when the
control lever is set to stop or astern.
There are four different modes of behaviour for increase of the speed set
point relative to the lever travel.
• Linear for ahead and astern range
• Non-linear for ahead and linear for astern
• Non-linear for astern and linear for ahead
• Non-linear for ahead and astern
Subtelegraph Commands
Three keys on the operating panels are provided for additional telegraph
functions, these being:
Finished with engines (FWE)
Standby
Sea mode (run up)
Commands which are given at the bridge panel have to be acknowledged
at the ECR panel. Unintentionally given commands at the bridge operating
panel pushbuttons can be cancelled by pressing the pushbutton again as these
have an on/off function.
The FWE order can only be ordered if the control lever is in the stop position
and the main engine has already stopped.
The condition sea mode will automatically be cancelled when FWE is
ordered.
Sensing of Engine Speed
Engine speed sensing is done by the VIT unit and speed values are transferred
from the VIT to the DMS by means of a serial communication line.
For safe and reliable operation of the engine three speed threshold values
are defined.
The RPM is Above Ignition Speed
This value is important for the start procedure as it defines fuel admission
and the cut off of starting air.
Machinery Operating Manual
Overspeed
This is essential for engine safety and if the engine speed exceeds this value
the engine is stopped immediately.
Bad Weather Speed Limitation
A reduced maximum speed is defined to prevent excessive engine racing in
bad weather because the propeller comes out of the water frequently.
The above values are adjustable.
Main Engine Limitations
To protect the propulsion plant against damage caused by events such as
overload, faulty operating conditions or heavy sea states, the DMS or Engine
Safety System (DPS) automatically activates limitations. The individual
limits are set by the respective parameters and ramp functions control the
acceleration/deceleration program.
Slowdown
The engine safety system (DPS) and /or the alarm and monitoring system
can request an automatic reduction in speed by a signal to the DMS. The
slowdown level is set by means of a parameter and it acts as a limitation
for the speed set point in the ahead and astern directions. Indications on the
bridge and ECR DMS panels show:
A Slowdown is Requested (ECR Panel)
The speed value which is requested from the telegraph (bridge panel).
Bad Weather Condition
Bad weather speed limitation is intended to prevent engine shut down due
to overspeed. If the engine speed reaches approximately 105% of the set
speed three times or more within two minutes, the speed set point value is
automatically limited to a value of approximately 85%.
The condition is indicated on the bridge and ECR operating panels. The
limitation remains active until the telegraph lever is moved to a position
representing a speed value below the speed limit value.
It is possible to suppress the bad weather limitation using the menu item Bad
Weather Monitoring on the control panel.

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 Luna Mærsk Machinery Operating Manual
Manual Limitations 2. The DMS is on automatic ECR control mode but the signal If a fault becomes active it will be sensed by the DMS and this triggers
It is possible to activate a limitation manually at the ECR panel by pressing disappears after initial successful transfer. audible and visual alarms; these are indicated at the operating panels on the
the pushbutton RPM LIMIT and using the cursor keys on the ECR DMS bridge and in the ECR. The audible alarm is only activated at the station
panel to define the desired manual speed limit. The pushbutton is illuminated in control.
Start Sequence
and the text SPEED SET LIMITED is displayed.
To comply with classification society rules, the system freezes the momentary
The automatic start sequence has already been described. A start failure will operating conditions as far as possible.
Engine Supervision trigger an alarm at the DMS panels after:
In a frozen condition the operator has to transfer control to manual mode in the
The DMS carries out supervision of the engine pneumatic system, the fuel 1. The first start attempt without any restart if no speed impulses ECR or at the local station. A reset can only be done in manual mode.
rack and the functioning of the operating control modes; have been sensed.
The above is a description of the features of the engine manoeuvring system.
• Feedback of the control modes 2. The third attempt when the engine was not able to reach For details of the operation of the control system see section 3.1 Control
• The start sequence minimum speed and remained turning on air. System.
• The stop sequence 3. An existing start failure is output to the EMS system. A start
• The reversing sequence failure has to be reset by moving the telegraph lever to the
stop position.
• The unintended engine stop

Other operating data for the engine such as lubricating oil and cooling water
are monitored by the DPS and UMS systems.
Starting Air
An analogue input channel is provided for starting air pressure and loss of air
pressure will produce an alarm condition which will be displayed at the DMS
panel in the ECR and on the bridge. A start interlock will also be activated
when operating in automatic mode from the bridge.
Feedback of the Active Control Mode
The following inputs are provided for control mode feedback:
• Automatic control selected
Unintended Engine Stop
If, after a successful start with the engine operating for at least 20 seconds
after reaching the start settling time, or during normal engine operation, the
engine speed falls below the ignition speed and the engine stops without an
active stop command. The alarm is triggered and the ENGINE STOPPED
signal is displayed at the DMS panel. The alarm is reset by moving the active
telegraph lever to the STOP position.
System Supervision and Fault Indication
The DMS hardware and peripherals are constantly monitored by the DMS
in order to identify any faults which might develop. Supervision is carried
out for:

• Manual ECR selected • The bridge telegraph and ECR telegraph

• Local engine control selected • The speed sensing circuit

• The electronic governor
The selected and activated control mode is indicated
• The auxiliary voltages
• At the local control box
• The solenoid valves
• At the ECR sub panel
• The internal analogue/digital as well as the digital/analogue
• At the displays of the DMS panels converters

An alarm is triggered when: • The memory check

• The computer cycle
1. The DMS is on bridge control mode but the signal disappears
after initial successful transfer.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.1.3a Main Engine Safety System
Port Bridge Starboard Bridge
Wing Bridge Wing

Bridge Main Console

LAMPS SCALES
PORT TAKE STBD
WING OVER WING

EMERGENCY
LAMPS ON ON ON LAMPS
TAKE MAIN SERV. SERV. SERV. MAIN TAKE
OVER ENG. ENG. OVER
ON EMGY. EMGY. ON
SERV. STOP STOP SERV.

STOP

DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine

ALARM FAULT
ENGINE SAFETY SYSTEM
SYSTEM OK
ALARM STOP ALARM
HORN ACKN.
LIST ACTUAL SPEED: 65 RPMt

EDIT MENU

Operating S1 S2 S3 S4 DIMMER

2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

Panel SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
ESC ENT

9 YZ 8Space
VWX
SHUTD. SHUTD.
ACTIVE

EMERGENCY
STOP

Engine Control Room

Engine Room

Local Control Box

EMERGENCY
STOP

S.E.M.
Interface Input/Output
Extension Speed Relay
Module Module
Module

D.Z.M. I.O.M.

Interface to DMS 2100

Electrical Signal

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 Luna Mærsk Machinery Operating Manual
2.1.3 MAIN ENGINE SAFETY SYSTEM The limit values, delay times and consequences of the individual measuring The Operating Panel
points are written in the form of parameters. The parameters are part of the Using the operating panel, the operator is able to communicate with the
Maker: Lyngsø Marine A/S software and stored on the DZM module. In case of exceeding very important DPS. The panel is located in the ECR console. The front panel is divided
Model: DPS 2100 or, at least, dangerous limit values such as high cooling water temperature, into 3 parts:
Type: Electronic low lubricating oil pressure etc, the DPS will activate an audible and a visual
alarm. In such cases the DPS will also send the two following signals to the
No. of sets: 1 bridge manoeuvring system: • The display, located in the upper left part
• Three rows of keys below the display
INTRODUCTION 1. A SLOWDOWN request and a SLOWDOWN alarm and / or
• A group of 2 signal lights and 3 columns of keys at the
2. A SHUTDOWN request and a SHUTDOWN alarm left side
The engine safety system (DPS) is designed to monitor the ship’s main engine
performance and speed, then control the safety functions, such as shutdown
The alarm is activated before the slowdown or shutdown action is carried out The display is able to show on 4 rows, each with 40 segments or characters,
and slowdown, if the engine’s monitored operations exceed defined limits. The
by the DPS in parallel with the DMS. containing information about the engine system operating state. It is possible
safety system provides the following control and monitoring facilities:
to read all nominal and actual values, and other operating data, or the contents
of lists. The request to change the operating state and condition is carried out
Control of: DPS Hardware by using the keys, the requests are shown on the display. Alarms and internal
The hardware configuration of the DPS consists of: faults are shown on the display and, additionally, by signal lights and they
• Emergency stop are audibly signalled via a buzzer.
• Engine shutdown • A group of electronic modules installed in the propulsion
At the left side of the display are 2 signal lights:
• Engine slowdown control cabinet (PCC)

• Signal light ALARM illuminated if a limit value is exceeded

Monitoring of: • The operating panel, located in the ECR
• Signal light FAULT illuminated if an internal hardware or
• Engine speed interface failure exists.
• The illuminated emergency stop pushbuttons, located in each
• Engine overspeed wing console, on the bridge console, on the ECR console and Directly below the signal lights are 3 keys for selecting the alarm list, stop
• Engine shutdown sensors on the local panel in the engine room. horn and alarm acknowledge.
• Engine slowdown sensors
The DPS Electronic Modules Key Functions Description
• RPM detectors
The electronic components basically consist of three electronic modules. They ALARM LIST All active alarms, if acknowledged
• Emergency stop switches are also located inside the PCC. The electronic modules are: or not, are recorded in the alarm list.
• Emergency stop (auto-stop) solenoid valve They are shown on the display after
1. The Interface Extension Module, SEM 402 pressing this key.
This module creates additional connections to the internal
Main Operating Features (DM5) and external (Monitoring System) serial bus system. STOP HORN Audible acknowledge.
In parallel to the bridge manoeuvring system (DMS) the engine safety 2. The Speedrelay Module, DZM 402 ALARM ACKN Visual acknowledge.
system (DPS) is installed. It monitors, controls and protects the propulsion This module is the central module of the DPS and contains
plant absolutely independently from the DMS. It protects the plant against the software for the DPS2100. It is also responsible for speed MAINTENANCE A menu is shown on the display after
inadmissible operating states in such a way that an alarm is not created sensing and overspeed monitoring. pressing this key and it is possible
until one of the limit values is exceeded. All limits are set to a value that
to carry out lamp test and dimmer
poses no danger to the propulsion engine if they are exceeded. The alarms 3. The Input/Output Module, IOM 402 activities.
are visually indicated on the assigned operating panel, and in the ECR, This module has 16 digital inputs and 12 solid state outputs.
audibly by buzzer. The inputs and outputs are designed for line break monitoring. DIMMER Setting of the background light and
the contrast of the displayed text.

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 Luna Mærsk
EDIT, ESC, ENT These three keys are only used for
changing parameters. The ESC key
also is used for leaving menus and
lists.
CURSOR KEYS The four cursor keys are used for
scrolling up and down lists and to
select the digit position of numbers.
MENU After pressing this key,
S1 Suppression
S2 Operating values
S3 Parameter
is shown on the display.
The function must be selected by pressing the relevant key Sl to S3.
SLOWD ACTIVE This key is without function. It is
used only as an indication light in
case of a slowdown.
SLOWD CANCEL Pressing this key activates the
slowdown cancel, i.e. the slowdown
signal will be suppressed as long as
the cancel is active. Further pressing
of the key deactivates this function,
and the slowdown signal becomes
active again.
SLOWD RESET This key has to be pressed, when the
defect causing the slowdown is no
longer active and normal operating
conditions exist again. The engine
speed increases to the desired value
set by a control lever.
SHUTD ACTIVE This key is without function. It is
used only as an indication light in
case of a shutdown.
SHUTD CANCEL Pressing this key activates the
shutdown cancel, i.e. the shutdown
signal will be suppressed as long as
the cancel is active. Further pressing
of the key deactivates this function,
and the shutdown signal becomes
active again.
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Machinery Operating Manual
(Note: A shutdown initiation is reset by means of a signal from the bridge One Turn Counter
control lever, when control is active from the bridge panel, or by a
signal from the manual control lever in the ECR or the handwheel at A one turn signal is necessary for slow turning purposes and for stroke
the local control station. The precondition for shutdown reset is that counting. The signal is set to come on after a complete turn continuously
the fault has been eliminated before the reset signal is activated. The in one direction.
engine can then be restarted.)
Parameter, Suppressions and Operating Values
Emergency Stop (Pushbuttons)
To display and/or change parameters, suppresions and operating values the
For the manual release of an emergency stop of the propulsion engine, MENU key is pressed and this activates the submenu system which requires
several pushbuttons are available. The manually released emergency stop is keys S1, S2 or S3 to be pressed.
hardwired from one contact of each pushbutton to the solenoid. A second
contact is wired to the electronic modules as an input and rerouted to the S1 Opens the list of inputs to the DPS2100 and allows the
solenoid via an output. switching on or off of single inputs
Engine Speed Sensing S2 Operating values are displayed
Measuring Principle
S3 Opens the parameter list recorded in the DZM402 central
module, allowing for parameter display or change
Impulse transmitters sense teeth on the flywheel. Two sensors with a 90°
(electrical) phase shift are necessary for calculation of speed and sense of
rotation. For the frequency range used for slow speed engines the time interval ESC Pressing this key allows the operator to leave the menu or
between impulses is used as the basis for calculation of speed as well as submenu.
direction. Both sensors are used for calculation of speed so that if one sensor
fails no interruption of speed calculation will occur. (Note: When in the menu or submenu the display is shut down if the operator
does not intervene within the 20 second time out period.)
Sensor Supervision
Parameter Changing
As a standard 3-wire proximity sensors are used where monitoring for signal
line wire breakage is difficult. Therefore, the two sensors monitor each other In the parameter list the operator may scroll through the list using the up and
crosswise for missing impulses, additionally a plausibility check monitors down arrow keys, alternatively a numerical value for the parameter may be
for loss of impulses when there should be impulses according to operating keyed in followed by pressing the ENT key. Pressing the ESC key allows an
condition of engine. entered parameter number to be ignored.
Margins for supervision are sufficiently high to prevent alarms during non- Parameters are password protected and cannot be changed except by the
continuous engine shaft movement e.g. before stopping. Sensor failure is password holder. No parameters should be changed without authority. There
alarmed. are three password levels;
Fast Filtering Service Password Only used by commissioning
personnel
The speed signal is represented by the mean value of the engine speed for
one ignition. Therefore, the time sum for 360° per cylinder is used for the Expert Password Used by restricted personnel
calculation of the speed signal.
User Password Used by authorised operators
2.1 Main Engine - Page 22 of 30
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 Luna Mærsk Machinery Operating Manual
Illustration 2.1.3b Main Engine Safety System Operating Panel
Operating Panel

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM STOP ALARM

LIST HORN ACKN.

MAINTE-
NANCE
EDIT MENU S1 S2 S3 S4 DIMMER

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

ESC ENT
7 STU 8 VWX 9 YZ 0 SPACE . +/- #
SHUTD. SHUTD.
ACTIVE CANCEL

Interface To Monitoring
System

Bridge

Operating Panel
DPS 2100 ENGINE SAFETY SYSTEM
Lyngso Marine

ALARM STOP ALARM

LIST HORN ACKN.

MAINTI- EDIT MENU

NANCE S1 S2 S3 S4 DIMMER

ESC ENT

SHUTD. SHUTD.
ACTIVE CANCEL

Engine Control
Room

Engine
Local Control
Box

Extendible With 2 IOM Modules

Serial Interface Serial Relay Input/output Input/output Input/output

Module Module Module Module Module

Interface To DMS 2100

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

2. By entering the desired numerical value for the parameter. To

set the value the 0 key has first to be pressed to open the
parameter value for changing. The desired new parameter value
is entered using the numerical keys.

When the desired value has been keyed in the parameter change process must
be completed by pressing the ENT key to save the new value. By pressing the
ESC key the new value is not accepted.

To leave the parameter adjusting procedure the ESC key is pressed and the
menu is displayed again.

(Note: If the parameter adjustment session is not completed by pressing the

ESC key the session is automatically completed at the expiry of the
time out period. The new parameter value is automatically accepted.
This is also the case if the parameter change is not completed by
pressing the ENT key and the parameter was still open for changing.)

Suppressions

The shutdown and slowdown activities of individual sensors, except for all
emergency stop inputs, may be suppressed. When a shutdown or slowdown is
suppressed the monitoring system remains active and alarm signals will still
appear on the operating panel when a sensor responds to a condition.

To activate suppression the MENU key is pressed to bring up the menu; to

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

Pressing the S1 key opens the suppression list and it is possible to change
suppression states. This can be done at the bridge and ECR panels.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.1.4a Digital Governor System
Bridge Telegraph

Console With Control Unit

GOVE
RNOR
CONTR
BLOCKE OL PANEL

EGS 2000
Power Unit

LAMPS SCALES
PORT TAKE STBD
WING OVER WING
ON ON ON
SERV. SERV. SERV.

Actuator
Junction
Box

Actuator
Remote Control
System
Scavenger Air
Pressure

Safety
System
Tacho
Pickups

Key

Electrical Signal

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

EGS 2000 Lyngso Marine

GOVERNOR CONTROL PANEL

LOAD INDEX ALARM

LIMIT MAX TEST ACKN. MENU
CANCEL

AUTO
SELECT
SETUP ESC ENT

RPM POWER INDEX ACCESS DATA DIAG

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 Luna Mærsk
Functions within EGS 2000
EGS 2000 includes a number of functional blocks which are described
below:
• The actuator control loop
• The tacho system
• The set point selector
• The shaft speed control loop
• The engine limit curves module
• The start/stop system
• Minimum selector
• A failure detection module
The actuator is situated upon the engine, whilst the actuator control loop
is contained in the power unit. The rpm loop is also situated in the EGS
2000 power unit, using the tacho pickups for sensing engine speed. These are
situated on the engine in proximity to the turning gear wheel.
The engine limits curve module is a software module situated within the
Gamma computer. Access to the limit curve characteristics and related
parameters is available from the control unit.
Actuator Control Loop
The actuator control loop consists of a position control loop which in turn
uses fast speed control and current control loops to drive the actuator motor.
A power drive for control of the actuator current and speed, is located on the
inside of the door to the EGS 2000 power unit. Alongside is the Stella Gamma
computer, which contains the position control loop. The actuator control loop
power electronic block requires 3-phase 172V AC which is supplied by the
main 380/440V AC 3-phase supply via a transformer at the right hand side of
the main part of the power unit cabinet.
The actuator of the EGS 2000 comprises a motor, brake, tacho generator,
position transmitter and gearbox. The EGS 2000 actuator motor is a brushless
servomotor which means that no periodical service is required.
The EGS 2000 actuator gear is a high precision epicyclic gear containing
rotating pinions which transmit power to a common, central pinion. The
pinions are supported so that the gear retains a very large part of its surface
in contact during rotation and an extremely small backlash on its output. The
gear requires no periodical lubrication.
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The actuator has a built-in brake included as a safety feature. Such large
mechanical powers are involved in the EGS 2000 actuator that during
servicing of the unit the actuator must be blocked to avoid the possibility
of injury to personnel working on it. The brake requires 24V DC in order
to release it. If this supply fails, or is disconnected, then the brake will be
engaged immediately, blocking the actuator in its present position. This is
the case when the power links in the EGS 2000 power unit are removed
by service personnel, if a mains power failure occurs, or if the EGS 2000
should malfunction.
If the actuator is blocked whilst the engine is running then, although the EGS
2000 will be unable to control the speed of the engine, the engine will neither
stop nor overspeed. In any case, when the actuator brake is engaged and the
actuator blocked, an alarm is given by the EGS 2000. The brake current is
monitored continuously by the EGS 2000 computer.
The tacho generator in the EGS 2000 actuator provides the EGS 2000 power
drive with information regarding the speed at which the actuator motor is
rotating. A position transmitter provides the Gamma computer with details
of the position of the actuator. These two signals allow the precise control
of the actuator, enabling it to move to a desired position with very little
overshoot.
The EGS 2000 power drive combines several inputs and produces the
necessary power for the actuator motor in order to move it. Apart from the
tacho generator and the position transmitter, the power drive also handles
the following signal inputs:
Index Demand: The Index Demand, modified by the MIN selector,
is the reference to which the actuator power drive
sets and maintains the actuator index.
Limit Switches: The MIN and MAX limit switches detect the
extremes of mechanical travel allowed to the
actuator.
If the actuator reaches a limit switch, the actuator power drive will then
stop the actuator and ignore all commands which would otherwise cause the
actuator to continue moving in the same direction. The actuator will only be
able to move in the opposite direction.
Tacho System
Engine speed is measured by a tacho system, using two independent pickups,
Tacho 1 and Tacho 2. The pickups are located close to the turning gear wheel.
Tacho signal processing is carried out by a dedicated input processor on the
S1/O unit of the Gamma computer, and from here the rpm signal for the speed
control of the main engine is passed on to the Gamma CPU unit.
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The tacho selector selects which of the two signals is to be used. This is
done by checking that the two signals are within the valid range. If both
signals are in order, but slightly different, then the tacho selector will choose
the signal which is the highest of the two and use this for the calculation
of the rpm value.
Real time signal processing is used to detect malfunction of a pickup signal
which is automatically disregarded if a fault is detected. In nearly all cases
where a tacho fails, the signal goes to zero. In these cases, the failed tacho will
be disregarded and the other tacho is automatically selected.
The Set Point Selector
The set point selector receives the rpm set point signals from both the bridge
and the ECR continuously. In order to determine which of these signals is to
be considered as the actual order (they may be different from each other), the
set point selector also receives information from the attached remote control
unit which informs it of control location status. The selected set point is
considered as the rpm set point. This is fed to a slope unit which keeps track
of the order and performs various functions within the EGS 2000. If a cable
error on the selected input is detected, or if the manoeuvring system is off-line
whilst in bridge control, the set point selector maintains the set point value
being used prior to the occurrence of the error. The fault will cause an alarm
on the EGS 2000 control unit and will be visible on the EGS control unit. An
EGS alarm is further generated to the ordinary alarm system.
Shaft Speed Control
The optimal controller takes care of filtering the input signals and calculation
of the actuator index demand. The parameters within the optimal controller
vary constantly as a result of engine condition. The result is that the controller
provides four separate modes of operation.
Modes of Operation
The EGS 2000 system has four modes of normal operation.
Auto Select
Auto Select allows the EGS 2000 system computer to automatically select
either the rpm mode or power mode of operation, depending upon prevailing
engine running conditions. The changeover criterion due to the weather
conditions is Seastate 3, i.e. in rough weather POWER mode is selected, and
in calm weather rpm mode is chosen. Index mode is manually selected and
allows the EGS 2000 system to fix the engine fuel rack index as long as rpm
variations stay within predefined limits.
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 Luna Mærsk
RPM Mode
In RPM mode the EGS 2000 will maintain constant shaft speed even in rough
weather with small fluctuations imposed from the weather.
POWER Mode
In Power mode the EGS 2000 will maintain approximately constant shaft
power. This gives optimal engine performance in moderate to rough weather
conditions.
INDEX Mode
In Index mode the EGS 2000 will maintain a fixed fuel index. This mode is
mainly used when measuring engine performance through cylinder pressure
indication. RPM control is automatically retained if rpm becomes too high
or the speed order is altered.
Engine Limits Module
The filtered Ps (scavenge air pressure) signal is transmitted to the scavenge
air limit block. The filtered rpm is transmitted to the engine torque limit block
and the actuator index demand is passed to the MIN selector.
The scavenge air limit function in the EGS 2000 ensures that the correct
amount of fuel is provided for each cylinder in relation to how much scavenge
air is available. This ensures clean burning of the fuel injected. During periods
of acceleration the normal lack of sufficient turbocharger speed in relation to
engine speed makes the fuel to air ratio within each cylinder too rich. This
means that not enough air is available to burn all the fuel injected which
results in poor combustion and the production of smoke containing pollutants.
Restricting the actuator fuel index in accordance with the available scavenge
air alleviates this problem.
The EGS 2000 contains an engine torque limitation function, the purpose of
which is to protect the engine against torque overload.
The values determining the limit curves may be altered by privileged user
access.
The Minimum Selector
The MINIMUM selector limits the actuator index demand (from the optimal
controller) before passing on the final value of the actuator index demand
to the actuator via the actuator power circuits. The actuator index demand
is limited by three signals:
Scavenge air limit
Engine torque limit
Index MAX (The maximum index set by use of this function)
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If the actuator index demand is limited for any of the above reasons, then
the condition will be indicated on the LCD display of the EGS 2000 control
unit.
The index will be limited to zero whenever a STOP or SHUTDOWN signal
is active.
Start/Stop System
The EGS 2000 START/STOP system controls the index during start and
stop of the engine.
When a STOP or SHUTDOWN signal is received, the EGS 2000 immediately
gives an index zero demand to the actuator. When a START request is
received the EGS 2000 causes the actuator to move to a predetermined index
value. This value will be maintained for a length of time unless the actual rpm
exceeds the desired rpm, in which case the index will be controlled by the
optimal controller. When this time expires, the actuator index control will go
on-line if the rpm has not reached the ordered value.
If the EGS 2000 is started up after a mains supply failure, and the engine
is already running at an rpm value above start level rpm, this function is
automatically bypassed. The function is also bypassed if the cancel limits
function is in operation such as during a repeated start situation.
At the control unit or by an external signal from the remote control system
a higher value of start level index can be selected, such as when a first start
attempt was not successful.
Failure Detection Module
The following categories of failure detection exist:
• Cable failure for all analogue input signals
• Pickup errors for the tacho system
• System supervision including remote control system, tacho
system, control unit, actuator power drive system and changeover
system
• Actuator supervision including motor temperature and position
error
• Supervision of the input/output system for the Gamma computer
covering conversion errors and connection errors of input/
output units.
• Power source supervision including internally generated direct
current supply voltages and battery supply
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Machinery Operating Manual
• All types of Gamma computer memory circuits as well as the
CPU function are supervised
• Alarm released for EGS 2000 subject to test
• Alarm for illegal parameter set up in the Gamma computer
• Alarm for VIT option safety limit active
If a cable failure occurs in any monitored connection between the EGS
2000 and the environment to which it is connected, this will be indicated on
the control unit LCD display in the alarm list and an alarm will be given.
Generally, no change will occur in engine operation. Certain special cases
exist, however, where a change is needed for reasons of engine safety.
A circuit exists within the EGS 2000 which monitors the operation of the
Gamma computer for computer hardware failure. If an error is detected,
then the actuator will immediately be blocked, an EGS malfunction alarm
given and all program execution terminated. If an error is detected during the
start-up procedure, the EGS 2000 will not start, the actuator will be blocked
and an EGS malfunction alarm will be given.
Additional DGS 200 Features
Variable Injection Timing (VIT)
The VIT (Variable Injection Timing) system is developed to fulfil the
requirement of keeping the maximum pressure pmax constant in the high load
range in order to save fuel.
This is achieved by a mechanism which automatically adjusts the timing of
fuel injection, such that the maximum pressure pmax is kept constant as the
engine load is reduced from 100% down to a certain pre-specified part load,
known as the breakpoint.
The electronic control by the EGS 2000 is only active during remote control
when running in the ahead direction. During manoeuvring, astern running
and emergency control, the control is taken over by a pneumatic system
at the engine.
There is no cable supervision for the analogue output signal operating the
variable injection timing. A failure message at the control unit causes an
external EGS alarm, when illegal parameters are entered for the V1T system
from the external debugger. The alarm text is VIT SETUP ERROR.
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 Luna Mærsk
In the event of manual cancellation of the VIT control, running astern, being
in a STOP or SHUTDOWN situation, having a general BLOCKED situation
for the actuator or a cable failure to the scavenging air pressure signal, the
output signal for the I/P-converter is set to the minimum value.
In the event of a system failure within the EGS 2000 causing the 80186
CPU to go into a HALT situation, the output to the I/p-converter will drop
to 0 mA .
Readjustments of the VIT System During Service
Due to variations in fuel quality and wear to the fuel pumps it may be
necessary to adjust the maximum pressure Pmax, when the ship is in service.
Before the adjustment is carried out indicator diagrams must be taken covering
running conditions in the area above the breakpoint.
It will then be possible to adjust Pmax by changing the value of Poffset by the
same amount as Pmax is to be adjusted.
The new adjustments are checked by taking new indicator diagrams.
Cancellation of the VIT Function
It is possible to cancel the function of the VIT system by setting the injection
timing to zero (late injection, low maximum pressure in cylinder). This is
done from the keyboard of the control unit.
Lubricating Oil Dosing (LOD)
The LOD system offers a binary signal which can be used for activation of
an increased amount of lubricating oil for the cylinders of the main engine
based on significant changes in the actual fuel pump index. This binary signal
is maintained for a certain period of time, after the change in the fuel pump
index has taken place
The criterion for extra lubrication of the cylinders is specified as the minimum
ramp, which, regardless of the sign, just requires the extra lubrication to be
effected, i.e., uploading or downloading the engine by a certain percentage
fuel index during a period of time will trigger the request for extra lubrication
of the cylinders. If a larger change in fuel index takes place or the change
takes place faster than the prescribed time period this will also result in the
request for extra lubrication. Extra lubrication will be active as long as the
LOD level is above 100% and the timeout given by the timer will start the
instant that the LOD level passes below 100%.
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The Load Program
Normal Function of the Load Program
The RPM load programme system ensures that load up and load down of the
engine is carried out over a certain period of time.
The RPM load program limits acceleration during running up of the main
engine. The load program is active in the range from 90 to 100% of the
specified 100% rpm for the engine. Running up from 90 to 100% rpm takes
place in a minimum of 30 minutes and is only active when both the speed
setting command and the actual rpm have reached their limit.
The program is designed so that any increase of rpm within the program will
follow the outlined limitation curve, i.e. the maximum acceleration is 1% of
the specified 100% rpm for each 3 minutes.
The load down functions in a similar manner to the running up situation with
individually adjustable parameters.
The load program is cancellable, i.e. included with the load limit cancel
function of the EGS 2000. If the load down function is included and active,
when the load program is cancelled the resulting speed setting command
follows the control handle’s rpm speed setting command; if this is smaller
than the load program’s low limit, the resulting output of the load program
is the low limit.
Open Automatic Architecture Interface (OAAI)
Bridge Control RPM Set Point via STL-NET Transmission
The option of bridge control rpm set point supplied via the STL-NET is
employed. The speed setting command is supplied with handshaking to ensure
that cable breaks are detected.
Hour and Revolution Counters
The hour and revolution counters as well as their associated trip counters, can
be observed and adjusted from the control unit. These functions comply with
the counter definitions of the Universal Control System UCS 2000 and can
therefore be remotely controlled from the UCS 2000.
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Machinery Operating Manual
Transmission of EGS 2000 Variables
Any point from the EGS 2000 selected from 53 preselected variables may
be selected for publication via the STL-NET. All 53 variables can be read
and a maximum of 20 variables can be copied by the EGS 2000 itself via
the STL-NET.
Overload Protection System (OPS)
The EGS 2000 system incorporates an overload protection system (OPS)
which provides safeguard against overloading the engine during various
operating conditions. A torque input is provided from the torsionmeter fitted
to the propeller shaft.
For the overload protection of the main engine it is possible to limit the torque
of the main engine by reducing the RPMsetp.in command automatically.
Load Control Functions
The overload protection becomes activated when the engine torque is detected
at a higher than the present minimum value of the torque limiters. The
resulting RPMsetp.in RPMsetp.out of the EGS 2000 is reduced by the OPS. When
entering the overload protection mode of operation. the OPS load controller is
initialised so that its output is equal to the normal rpm setpoint. RPMsetp.in.
The Overload Protection becomes deactivated when the resulting rpm set
point RPMsetp.out again becomes higher than the normal rpm set point given by
RPMsetp.in, or there is a stop/shutdown order.
Switching in or out of the OPS option for any reason will result in a continuous
behaviour of the resulting rpm set point command of the governor.
Fuel Index Limiters
The index limiters comprise a high scavenge air limitation for the protection
of the turbocharger, a high rpm limiter and the Index Max in the EGS 2000.
Only the Index Max is adjustable from the Control Unit (CU).
Engine Torque Limiters
The engine is allowed to be operated within the limits of the load diagram (the
normal load area). For shorter periods the engine is allowed to be operated in
the overload area of the load diagram, giving 5 to 10% extra power.
2.1 Main Engine - Page 30 of 30
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 2.2 Boilers and Steam Systems

2.2.1 General Description

2.2.2 Boiler Control Systems

2.2.3 Sootblowers

2.2.4 Steam System

2.2.5 Exhaust Gas Boiler

Illustrations

2.2.1a Auxiliary Boiler

2.2.1b Auxiliary Boiler Fuel Oil Service System

2.2.2a Boiler Control Panel

2.2.2b Boiler Operating Sequence

2.2.4a Steam System inside Engine Room

2.2.4b Steam System outside Engine Room

2.2.5a Exhaust Gas Boiler - Type AQ2

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 Luna Mærsk Machinery Operating Manual
Illustration 2.2.1a Auxiliary Boiler

Burner Regulator
Manhole
FD Fan Unit Unit

Safety Valve

Steam Out
Stay Bar

Emergency
Feed Inlet

Main Feed Inlet

Water Level
Water
Gauge

Sootblower
Lance

Boiler Control
and Sootblowing
Control Panel

Combustion Rotary Cup

Gas Motor

Boiler Burner Front

Issue: 1 2.2 Boilers and Steam Systems - Page 1 of 16

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 Luna Mærsk Machinery Operating Manual
2.2 BOILERS AND STEAM SYSTEMS Operating Procedure Raising Pressure with no Steam Available from the Exhaust
Gas Boiler
2.2.1 GENERAL DESCRIPTION The following steps should be taken before attempting to flash up the boiler:
a) Set up the diesel oil system for the pilot burner and for the main
The steam generating plant consists of one oil fired boiler and one exhaust gas a) All foreign materials are to be removed from internal pressure burner as no steam is available to preheat the HFO.
boiler. In port the steam demand of the plant is served by the oil fired boiler. parts.
At sea, steam demand is met by supplying boiler water to the exhaust gas b) Purge the furnace with the forced draught fan for one minute
boiler. The steam produced by the exhaust gas boiler is normally sufficient to b) Ensure all gas side-heating surfaces are clean and all refractory with vanes fully open.
allow the oil fired boiler to be shut down. is in good condition.
c) Reduce the air pressure at the windbox to between 10 and
c) The furnace bottom and the burner wind box is to be cleaned 20mm water gauge and close the recirculating valve.
Oil Fired Boiler of oil and other debris.
d) Light the pilot burner and adjust air and fuel pressure, to ensure
Maker: Aalborg Industries d) Ensure all personnel are clear. stabilised combustion, using the furnace observation port and
Model: AQ12 smoke indicator.
Type: Vertical cylindrical with horizontal smoke tube bank e) All manhole covers are to be securely tightened.
Evaporation: 4,000kg/h e) When raising the pressure, keep the burner firing for 5 minutes
f) Inspect safety valves and see that gags have been removed and and out of service for 15 minutes repeatedly at the lowest oil
Steam condition: 6kg/cm2 saturated steam easing levers are in good condition. pressure (2.5kg/cm2) for one hour. Again, repeatedly light and
Fuel oil: At cold start MDO, thereafter HFO shut down the burner to raise pressure as recommended by
Fuel oil viscosity: HFO up to 700 cSt at 50°C g) Open root valves for all instruments and controls connected the manufacturer. A guideline would be to aim for 6kg/cm2
Safety valve setting: 6.6kg/cm2 to the boiler. after 1.5 hours firing.
Fuel oil consumption: 298kg/h at 100% evaporation
h) Open the vent valve of the combined steam/water drum. f) When the drum pressure has risen to about 1.5kg/cm2, close
the drum vent valve.
Description i) Open all pressure gauge valves and ensure that all valves on
the pressure gauge piping are open. g) Drain and warm through all steam supply lines to ancillary
equipment before putting the boiler on load.
General Construction j) Check and close all blow-off valves and drain valves.
h) Supply steam to the FO tank. When the tank is of sufficient
The boiler is of the steel welded vertical cylindrical design, with a horizontal k) Fill the boiler until the water level appears 25 to 50mm high in temperature to be pumped by the FO pump, supply steam to the
closely spaced tube bank in the upper section. The tube bank rests in the the gauge glasses. Allow for a swell in the level after firing. FO heater and prepare to change over from DO to FO.
combined steam/water drum which is cylindrical with two flat plates on the
top and bottom. Due to the internal pressure, the flat plates are mutually l) Check the operation of gauge glasses and compare with remote i) Continue circulating FO until the correct temperature/viscosity
connected by vertical solid stays. Steam is generated by the hot gasses flowing reading instruments. is achieved.
vertically up through the tube bank which contains the boiler water. The boiler
is oil fired by a horizontal burner situated in the lower section. (Note: Remote reading instruments may not be accurate until steam is being j) Stop firing the boiler and change over the valves so that HFO is
generated.) supplied to the boiler; it is necessary to change over the boiler
Where necessary, manholes and peepholes are provided for easy access and fuel supply line relief valves so that the HFO valve is operative.
inspection. (The boiler fuel system is described in section 2.6.3).

The combined steam/water drum has a feedwater internal pipe, surface blow k) Start firing the boiler on HFO and ensure that a stable flame
off internal pipe and water sampling pipe. is produced. The procedure for firing on HFO follows this
procedure.
Insulation is provided on the outer surface of the boiler and the outermost
surface is covered with a galvanised steel casing. l) At working pressure, switch to automatic operation.

Issue: 1 2.2 Boilers and Steam Systems - Page 2 of 16

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 Luna Mærsk Machinery Operating Manual
Illustration 2.2.1b Auxiliary Boiler Fuel Oil Service System
To Diesel Oil
Service Pump
Diesel Generator
Diesel Oil to
Main Engine

To Shore Connection
176 65
TT V322003
80 80
V013058 181 V013057
TI 80
Oil Fired Boiler V013059
Diesel Oil Sludge
010
Service Tank M44 Mixing Tank M78
PI
(96.5m3) 80 (9.7m3) L
LI LT
A257011 LS 286 Sludge
25 Transfer
A248 Pump
010 25 102
15 50 V013027 PI
V013009 A257011

Dirty Water from Fuel Oil

Purifying System
50 Fuel Oil Vent
K051030
Sludge from Fuel Oil
Purifying System
From
Fuel Oil 80
A116
Service 038
Tank

65 80 80
V511 A116 A116
551 009 037 036
TI
PI PS PI PI PI
010 051

Oily Water Tank M74 Sludge Tank M72

Diesel Oil Ignition Pump Sludge Grinding Pump
(44.6m3) (135.7m3)

Sludge Start Standby

Fuel Oil
Pump PI PI Double Bottom
LS LT Centre Tank R91
Heavy PI TS (1019.4m3)
Fuel Oil TI TI
Fuel Oil
Service Pumps
Diesel Oil
Fuel Oil/Sludge Heater PI PI
Key

Diesel Oil

Fuel Oil

Sludge

Electrical Signal

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 Luna Mærsk
Raising Pressure with Steam Available from the Exhaust Gas
Boiler
a) Start the forced draught fan, open the inlet vanes and purge
the furnace.
b) Start the HFO burning pump and circulate oil through the
heater and burner manifold. Open the recirculating valve and
discharge the cold heavy oil in the line. Ensure that the fuel
supply relief valves are set for HFO operation.
(Note: At normal sea going conditions, the boiler HFO system tanks and
lines will contain heated HFO.)
Machinery Operating Manual
d) Maintain the water level visible at about 50mm in the gauge Taking the Boiler Out of Service
glass.
When taking a boiler out of service, the wet lay up method is preferable, because it
e) Open the drum vent valve before the boiler reaches atmospheric requires less preparation and the boiler can be quickly returned to service.
pressure.
When the boiler is in the cooling down process following shutdown, inject
f) Change the fuel system to diesel oil and circulate back to into the drum appropriate quantities of boiler chemicals, using the boiler
the tank. chemical injection device. To ensure adequate protection of the boiler, follow
the guidelines given by the chemical supplier. Excessive chemical treament
(Note: If steam is available from the economiser, the boiler FO system may be more detrimental than insufficient treatment.
should remain in use.)
When the pressure is approaching atmospheric pressure, open the steam
g) When the fuel oil has been purged, shut down the fuel system. drum air vent valve.

c) Reduce the air pressure at the windbox to between 10 and After the boiler has been shut down for 4 hours the forced draught fan may When the pressure is off the boiler, supply distilled water until it issues from
20mm water gauge. be used to assist cooling down, but to avoid damage to refractory allow the the vent valve, then close the vent valve.
boiler to cool down naturally if possible.
d) Close the recirculating valve. Put a hydrostatic pressure of 2.5 to 4kg/cm2 on the boiler. Hold this pressure
CAUTION until the boiler has cooled to ambient temperature. Bleed the boiler using the
e) Light the burner and adjust air and fuel pressure to ensure Do not attempt to cool down the boiler by blowing down and then by vent valve to be sure all the air is out. Maintain a hydrostatic pressure of
stabilised combustion, using the furnace observation port and filling with cold water. 1.5 to 3.0kg/cm2 on the boiler.
smoke indicator.
Take a periodic boiler water sample and replenish any spent chemicals.
Shutting Down in an Emergency
When raising the pressure, keep the burner firing for 5 minutes and out of
service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for Before returning the boiler to service, drain the boiler to the normal working
Should the boiler trip when the burner is in use, due to the too low alarm, and
one hour. Again, repeatedly light and shut down the burner to raise pressure as level and return the chemical content concentration to the normal level by
the subsequent trip of the fuel oil supply, shut down the steam stop valve, feed
recommended by the manufacturer. A guideline would be to aim for 6kg/cm2 blowing down.
valve and forced draught fan after purging the furnace.
after 1.5 hours firing.
(Note: Never attempt to fill the boiler with feed water until the boiler has Maintaining Boiler in Warm Condition
f) When the drum pressure has risen to about 1.5 kg/cm2, close cooled sufficiently.)
the drum vent valve.
At sea the oil fired boiler should be maintained in a warm condition by
supplying steam to the heating element in the drum. This is done by closing
g) Drain and warm through all steam supply lines to ancillary Flame Failure the heating coil drain valve and opening the inlet and outlet valves. The
equipment before putting the boiler on load.
boiler pressure should be maintained at 0.5kg/cm2 or above. When the heating
In the event of flame failure, close the oil inlet valve and reduce the air
element is not in use the inlet and outlet valves are closed and the drain
pressure to prevent over cooling the furnace.
Shutting Down left open.
Purge the furnace before relighting the burner. Always use the pilot burner
a) Operate the sootblower before shutting down the boiler for ignition.
whenever possible.
(Note: Never attempt to relight the burner from the hot furnace refractory.)
b) Shut down the burner.

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

while after shutting down, keeping an air pressure of 150mm
water gauge at the burner inlet. Purge the furnace of combustible
gases.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.2.2a Boiler Control Panel

BURNER LOAD WATER LEVEL

1 FLAME FAILURE
2 BURNER MOTOR OVERLOAD
3 LOW OIL PRESSURE ON BURNER
4 LOW ATOMIZING AIR PRESSURE
5 LOW COMBUSTION AIR PRESSURE
6 HIGH OIL TEMPERATURE
7 LOW OIL TEMPERATURE
8 BURNER SWING OUT
9 FIRE IN WINDBOX
10
1 1 POWER FAILURE 1 1 OVERLOAD F.O. SERVICE PUMP 1 1 1 TOO LOW AIR PRESS. SOOT BLOWER 1
2 2 EMERGENCY STOP 2 2 OVERLOAD F.O. SERVICE PUMP 2 2 2 OVERLOAD SOOT BLOWER MOTOR 2
3 3 TOO LOW WATER LEVEL 3 3 OVERLOAD GRINDING PUMP 3 3 SOOT BLOWER SEQUENCE FAILURE 3
4 4 HIGH STEAM PRESSURE 4 4 OVERLOAD IGNITION OIL PUMP 4 4 HIGH TEMPERATURE ON PREHEATER 4
5 5 OVERLOAD COMBUSTION AIR FAN 5 5 OVERLOAD FEED WATER PUMP 1 5 5 LOW LEVEL ON SLUDGE OIL TREATMENT TANK 5
6 6 6 6 OVERLOAD FEED WATER PUMP 2 6 6 AUTO ST,BY FO SERVICE PUMP STARTED 6
7 7 7 7 LOW STEAM PRESSURE 7 7 AUTO ST,BY FW PUMP STARTED 7
8 8 8 8 LOW LOW WATER LEVEL 8 8 8
9 9 9 9 HIGH HIGH WATER LEVEL 9 9 9
10 10 10 10 10 10 10

POWER ON POWER ON POWER ON POWER ON

RESET TEST ALARM RESET TEST ALARM RESET TEST ALARM RESET TEST ALARM

COMBUSTION BURNER WATER CONTENT WATER LEVEL FEED WATER FEED WATER FUEL OIL SERVICE FUEL OIL SERVICE
GRINDING PUMP
AIR FAN MOTOR IN WASTE OIL INDICATOR PUMP 1 PUMP 2 PUMP 1 PUMP 2

FEED WATER FEED WATER FUEL OIL SERVICE FUEL OIL SERVICE
COMBUSTION BURNER MOTOR HEAVY/SLUDGE SAFETY PUMP 1 PUMP 2 PUMP 1 PUMP 2
AIR FAN ON ON OIL OPERATION INTERLOCKS OK

IGNITION OIL PUMP DIESEL OIL OIL VALVES HEATING FEED HEATING FEED FUEL OIL SERVICE FUEL OIL SERVICE GRINDING
AND VALVE ON OPERATION OPEN WATER PUMP 1 WATER PUMP 2 PUMP 1 ON PUMP 2 ON PUMP ON
Instruction
Label
FEED WATER FEED WATER FUEL OIL SERVICE FUEL OIL SERVICE GRINDING
CONTROL SET POINT MANUAL INCREASE PUMP 1 PUMP 2 PUMP 1 PUMP 2 PUMP
VOLTAGE ON BURNER STOP BURNER LOAD

MANUAL DECREASE MANUAL HEATING ON HEATING FEED

LAMP TEST ALARM RESET HEATING FEED SOOT BLOWER SOOT BLOWER LOW AIR PRESSURE
BURNER LOAD OPERATION BURNER WATER PUMP 2
WATER PUMP 1 OPERATION ON MOTOR ON - HOLD SEQUENCE

CONTROL BURNER MANUAL HEATING ON EMERGENCY HEATING FEED HEATING FEED START SELECTOR
VOLTAGE BURNER MODULATION MODE OPERATION BURNER STOP WATER PUMP 1 WATER PUMP 2 SOOT BLOWER
AIR SUPPLY AIR SUPPLY
AUTO MAN VALVE CLOSED VALVE OPEN
O 1 ERGEN

EM

CY
STOP

START SOOT
BLOWER OPERATION

MAIN SWITCH
SUPPLY ON

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 Luna Mærsk
2.2.2 BOILER CONTROL SYSTEMS
Boiler Burner
Maker: Aalborg
Type: Rotary Cup
Model: KB 150-850W
The burner is of the rotary cup type and so does not require any atomising
steam or air supply. Control air is needed for valve actuation and purging and
an electrical supply is required to operate the rotary cup. Combustion air is
supplied by means of an electrically driven forced draught fan. The air supply
is regulated by means of dampers. The forced draught fan is situated on top of
the windbox and it supplies air for the primary fan, which is an integrated part
of the burner. Primary air represents about 10% of the total air supplied, the
remaining 90% being secondary and tertiary air from the forced draught fan.
The secondary air for combustion is supplied to the windbox and is directed
into the flame by means of vanes.
Correct control of the secondary air is essential to efficient combustion
through the turn-down range of the burner. Draught control is performed by
means of a secondary air damper connected to the compound regulator by
a rod linkage. The fuel oil compound regulator is the final control element
which meters out fuel oil and combustion air to the burner.
The rate of fuel flow is controlled in a linear manner by a rotary valve in
the compound regulator. A cam is used to regulate the air damper control
lever to compensate for the non-linear operation of the secondary air control
damper.
Ignition of the burner is by means of a diesel oil igniter inserted through
the windbox and air register. The ignition burner lance and nozzle are
automatically purged with air when the ignition period has ended.
Water Level Control
Feedwater supply to the boiler is handled by a single element control system.
It is designed to maintain the boiler water level and provide an alarm and
safety shut down should the level not stay within set limits. A transmitter is
mounted on the boiler, which sends a signal to the controller, which in turn
regulates the opening of the feedwater control valve.
The feedwater control valve has an electro-pneumatic valve positioner for
automatic operation, with a handwheel for manual operation. The feed
pump(s) operate continuously and the feed control valve regulates the amount
of water directed to the boiler, depending upon the current water level.
The safety system consists of two independent means of shutting off the fuel
supply to the burner if the water level in the boiler falls to an unacceptably
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low level. A separate low level float switch shuts off the fuel supply when the
water level falls to a low value. Limit switches, located on the boiler control
panel, are connected to the differential pressure transmitter which operates
the feedwater controller.
These provide for the following:
Shut off the fuel supply to the burner at low water level
A low water level alarm
A high water level alarm
Stop the feedwater pump at too high a water level
The Boiler Control Panel
The boiler control panel provides operation, control and interlock devices
required for the running of the boiler. This control panel performs the
automatic and manual operation of the boiler and it gives an alarm to warn the
operator if an abnormality occurs during operation.
There are two main sections to the boiler control system, one for the burner
unit and one for the feedwater control. These sections are interlinked and the
feedwater system can cause the fuel burner system to shut down should the
correct water level not be maintained in the boiler. The feedwater regulator
operates continuously and acts to open or close the automatic boiler feedwater
supply valve in response to the level of water in the boiler.
The boiler control system stops the boiler in an emergency mode, by
immediately shutting down the fuel oil supply to the boiler, if such an
abnormality should be too serious to continue running any longer.
Master Boiler Control Panel
This panel contains the system power supply unit, the controller for the burner
control and automatic process control plus various relay units.
The system has alarms and trips which provide for safe operation of the boiler.
The alarms bring an abnormality in operation to the notice of the engineer and
a trip initiates a shutdown. The alarm and control panel is provided with a test
system which enables the lamps to be tested; this should be carried out daily in
order to enable failed indicator lamps to be detected and replaced.
Burner Control System
This system controls the remote, manual and automatic operations of the
burner in the boiler. The unit contains a programmable sequence control,
which operates the furnace purge, pilot burner and the automatic operation
of the burner piston valve.
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Machinery Operating Manual
The burner sequence control unit is designed for control and supervision of
the oil burner in automatic operation. A motor driven cam shaft activates
electric switches which control the burner servo motor, burner motor, ignition
and solenoid valves.The control unit is connected to a photo cell and in
normal operation it controls the flame supervision circuit.
(Note: The burner sequence control unit has no function when the oil burner
is running in manual mode.)
During start-up the control unit operates the oil burner in a prefixed start-up
sequence. In the event of fault during start-up or in normal operation, the fuel
supply is instantaneously interrupted, and the sequence control unit stops the
oil burner. The lock out indication which is placed in the viewing window of
the control unit shows where the fault has occurred in the sequence. The fault
signal lamp and the reset button are located in the window.
Features
The control unit is provided with the following additional safety features:
• Detector and extraneous light test is restarted immediately
following the tolerated afterburn time. This means that open or
not fully closed fuel valves initiate a lockout immediately after
this time has elapsed. The test ends only on completion of the
prepurge time of the next burner start-up.
• The correct functioning of the flame supervision circuit is
automatically checked during each burner start-up sequence.
• The unit permits burner operation with or without post purge.
• The control contacts for fuel release are checked for welding
during the post purge time.
• A built-in unit fuse protects the control contacts against
overload.
• Fan motors with a power consumption of up to 4amps can
be directly connected.
• Separate control outputs for OPEN, CLOSE and MIN (low
flame position) of the air damper actuator.
2.2 Boilers and Steam Systems - Page 6 of 16
 Luna Mærsk Machinery Operating Manual
Illustration 2.2.2b Boiler Operating Sequence
Start Pre-Purge Ignition Establish Burner Flame Automatic Combustion Control Stop Fire Post-Purge Stop

A B C D
Control
Pressure T R
P
Switch
2.5 Seconds
37.5 Seconds

M1
M
FD Fan

M2

5 Seconds

Ignition
Z
Transformer

2.5 Seconds

Fuel Oil
Shut Off BV1
Valve

12.5 Seconds

Load LR
Controller R

12.5 Seconds

M 100%
Air
Damper Min
LK
0

Fuel Oil
Control Valve RV

15 Seconds

Flame
Sensor FS

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 Luna Mærsk
• Supervised air damper control to ensure pre-purge with the
nominal amount of air. Checked positions for CLOSED or MIN
(low flame position) at the start, OPEN at the beginning and
MIN on completion of the pre-purge time. If the actuator does
not drive the air damper in the required position, the burner
start-up sequence will be interrupted.
• Functional test of air pressure monitor at start-up and supervision
of the air pressure from the beginning of the required pre-purge
time until the controlled shutdown.
• Separate control output for an ignition fuel valve which is
closed after the second safety time has elapsed.
• Two control outputs for release of the second output stage or
the burner load control.
• For burners with expanding flame it is possible to increase the
safety time from 2.5 seconds to 5 seconds.
• When load control is enabled, the control outputs for the air
damper actuator are galvanically separated from the control
section of the unit.
• Connection facilities for remote lock-out warning device,
remote reset and remote emergency shutdown.
Mode of Operation
The control programme sends the necessary input signals to the control section
of the control unit and the flame supervision circuit. If the required input
signals are not present, the control unit interrupts the start-up sequence and
initiates a lockout where this is required by the safety regulations.
Operating Procedure
• The START command is given by the pressure switch of the
installation.
• Start-up sequence.
• The burner is in operation, according to the control commands
of the load controller.
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• Controlled shutdown through pressure switch.
• The sequence mechanism runs into start position for post
purge.
(Note: During burner off periods the flame supervision circuit is under
voltage in order to carry out the detector and extraneous light test.)
Prerequisites for Burner Start-Up
• Burner not interlocked in lock-out position.
• Air damper closed.
• The control contacts for the fuel valves CLOSED must be in
the closed position
• The normally closed contact for the air pressure monitor must
be closed
• The contacts of the gas pressure monitor and those of the limit
thermostat or pressure switch must also be closed.
Start-Up Sequence
Start Command by the Pressure Switch
a) The pressure switch closes and the sequence mechanism starts
to run. At the same time the fan motor is started on pre-purge.
b) After a preset time has elapsed the fan motor is activated in
pre-purge and post-purge mode.
c) On completion of a further time interval the control command
to open the air damper is given. During the running time of
the actuator, the sequence mechanism stops. Only after the
air damper has fully opened does the sequence mechanism
continue to run.
d) Pre-purge time with fully opened air damper. During the
pre-purge time the correct functioning of the flame supervision
circuit is tested. The control unit goes into the lock-out position
in case of an incorrect function of the relay.
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e) After completion of the pre-purge time, the control unit drives
the air damper into the low flame position. During the damper
running time the sequence mechanism stops again.
f) Pre-ignition time. The process of ignition is started with air
and fuel being supplied in the correct proportion and the pilot
burner operated.
g) Safety time. This delay period allows for ignition of the main
burner and the photo-cell to detect the flame before the end
of the safety time. The flame must be continuously present
otherwise the control unit initiates a lock-out and interlocks
itself in the lock-out position.
h) Second safety time. On completion of the second safety time
the main burner must have been ignited by the pilot burner.
i) End of start-up programme. After a preset time interval has
elapsed, the load controller is released. This ends the start
up sequence of the control unit. The sequence mechanism
switches off itself, either immediately or after a few idle steps,
ie steps without change of the contact positions, depending
on the times.
Burner Operation
During burner operation the load controller drives the air damper into nominal
load or low flame position, depending on the demand for heat. The release
of the nominal load is carried out by the auxiliary switch in the air damper
actuator.
Controlled Shutdown
a) The fuel valves are closed immediately. At the same time the
sequence mechanism starts again.
b) Post purge time. Shortly after the start of the post purge time
the air damper is driven into the MIN position.
c) The complete closing of the damper starts shortly before the
post purge time has elapsed. This is initiated by a control
signal which also remains under voltage during the following
burner-off period.
d) Permissible after burn time. During this time the flame
supervision circuit may still receive a flame signal without
initiating burner lockout.
End of control program.
2.2 Boilers and Steam Systems - Page 8 of 16
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 Luna Mærsk
e) On completion of the post purge time the detector and
extraneous light test starts again, as soon as the sequence
mechanism has reset the control contacts into the start position.
f) During the burner off period a faulty flame signal of a
few seconds only initiates lockout. Short ignition pulses of
the UV-tube, eg. caused by radiation, do not initiate burner
lock-out.
The boiler is normally operated on HFO with DO being used for the igniter.
It is possible to burn waste oil/sludge oil in the boiler and the boiler control
panel has a facility for changing to waste oil operation.
Procedure for Automatic Burner Operation
The description below assumes that the fuel system is ready for operation
with heated HFO available.
a) Check the fuel and burner system for leaks and ensure that the
boiler is ready for operation.
b) Turn on the main power source to the burner control panel and
check that the fuel supply valves are open.
c) Check all panel lamps by pressing the LAMP TEST button.
d) Check that the water level in the boiler is within acceptable
limits with one feed pump selected as the operating pump and
the other as the standby pump.
e) Select one fuel pump as the operating pump and the other as
the standby pump. When burning waste/sludge oil the grinding
pump would be selected in order to ensure an even temperature
in the sludge mixing tank and an even distribution of water
droplets.
f) Turn the burner switch to the ON position and the heating on
burner switch to the ON position.
g) Turn the boiler modulating mode switch to the AUTO position.
h) Select automatic operation by turning the key operated Burner
Operation mode switch to the AUTO position.
i) Turn the burner ON/OFF switch to the ON position; the burner
will start and stop automatically by a signal from the Start/Stop
pressure switch. The start up sequence and flame supervision
(by means of the auto flame scanner) are controlled by the
Burner Sequence Controller.
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Machinery Operating Manual
When the start up sequence is completed the burner will be modulated e) Press the manual INCREASE pushbutton until the fan air
according to the setting of the Burner Modulation mode switch. There are two damper reaches it maximum position.
burner modulation modes, Auto and Manual.
f) Allow the boiler furnace purge to operate for at least 60
Auto Modulation The Burner Modulation mode switch is in the seconds.
AUTO position and the burner load is controlled
automatically by the load controller. WARNING
It is essential that the boiler furnace be purged correctly in order to
reduce the risk of furnace explosion.
Manual Modulation The Burner Modulation mode switch is in the
MANUAL position and the buner is controlled by the g) After purging the furnace press the manual DECREASE
Manual Increase and Manual Decrease pushbuttons. pushbutton until the fan air damper reaches its minimum
position.
In an emergency, the control system shuts off the fuel supply to the burner
for the boiler protection. h) Check that the boiler fuel oil pressure and temperature are
correct.
An emergency stop button is provided at the boiler control panel to enable the
operator to stop the burner operating should that be necessary. i) Press the IGNITION pushbutton on the manual operation box
and keep it depressed. Check visually that the ignition flame is
The alarm display screens on the boiler control panels provide visual established before continuing.
indication of existing alarm conditions by means of indicator lamps. These
lamps must be tested daily by pressing the test button. j) If there is a good ignition flame, maintain both pushbuttons
depressed for a maximum period of 5 seconds.
The sootblower is also controlled from the burner control panel.
k) Release both pushbuttons, a steady flame should be established.
Emergency (Manual) Operation The burner will remain firing; the oil valve and flame will be
supervised by the manual flame scanner. The burner modulation
The emergency operation (manual override) system allows for firing of the may be selected as AUTO or MANUAL.
boiler, in the event of faults in the automatic sequence control or components
of safety monitoring equipment. l) If no flame is established when the ognition and oil valve
pushbuttons are released the start up sequence must be repeated
Procedure for Changing to the Emergency Operation from step e) above.
m) Burner firing is stopped by turning the Burner Operation mode
a) Turn the burner ON/OFF switch to the OFF position.
switch to the AUTO position.
b) Turn the Burner Modulation mode switch to the MANUAL
CAUTION
position.
In Manual Operation mode the safety interlocks are reduced to:
c) On the boiler front, replace the Auto Flame Scanner with the • Too low water level
Manual Flame Scanner. • High steam pressure
• Burner swing out
d) Turn the key operated burner operation mode switch to the
MANUAL position. The burner servo unit is now moved to • Overload combustion air fan and burner motor
the minimum position, when it reaches that position the burner
rotating cup motor and the combustion air fan motor are started. • Flame failure
With the fan in operation the manual increase and manual
decrease pushbuttons become active. It is essential that the boiler is constantly supervised by a competent
engineer when operating in manual mode.
2.2 Boilers and Steam Systems - Page 9 of 16
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 Luna Mærsk Machinery Operating Manual
2.2.3 SOOTBLOWERS Procedure for the Operation of the Sootblower d) The sootblower air supply valve 50V014008 may be left open
if the sootblower is to operate in automatic mode but if it is to
OIL FIRED BOILER SOOTBLOWER a) The boiler should be at a minimum of 50% of full load. operate in manual mode it may be closed after sootblowing and
must be opened again prior to the next sootblowing operation.
Maker: Diamond Power Speciality Ltd b) Open air isolating supply valve 50V014008.
(Note: The main air pressure must be kept in the 20-30kg/cm2 range to
No. of sets: 1 maintain the nozzle pressure at 12-15kg/cm2. An orifice is fitted in the
Air supply: 20-30kg/cm2 c) Select the Auto Start mode of operation at the mode
selector switch and then press the START SOOTBLOWER air supply line to create a pressure reduction at the nozzle.)
Working pressure: 25kg/cm2 OPERATION pushbutton.
Air consumption: 72nm3/min
Blowing time/sequence: 23 seconds The sequence is automatic and will consist of either one or two operations
of the sootblowers. The sootblower control valve DC032 will be actuated by
Sootblowing of the oil fired auxiliary boiler has to be carried out at regular the control system. The sootblower air supply line drain valve 15V014039
intervals to ensure that the heat transfer surfaces are kept clear of deposits, as should be opened in order to ensure that there is no water in the air supply
these retard heat transfer and can constitute a fire hazard. line to the sootblower.

Sootblowing should be operated daily when the boiler is in use, bearing in

mind the position of the vessel and any local legislation concerning pollution
and clean air. They should be operated when leaving port prior to shutting
down the boiler.

The boiler sootblower operates on compressed air supplied from the main
starting air reservoirs using the same supply pipe as the diesel generator
engines. One of the main starting air reservoir supply valves for the generator
engines, 65A014017 for No.1 reservoir or 65A014016 for No.2 reservoir will
always be open, therefore air will always be available for sootblowing.
Air Supply Control Valve
DC032
The sootblower may be operated automatically or manually. A sootblower
start selector switch on the boiler main control panel allows the operating
mode to be selected. The selector switch has three positions:
• Pos 1 Local/Remote
• Pos 2 Off
• Pos 3 Auto Start

In the Local/Remote position the sootblower may be operated manually as

required but in the AUTO START position the sootblower operates every
8 hours according to a preprogrammed plan. The START SOOTBLOWER
OPERATION pushbutton on the boiler panel must be pressed in order to
operate the sootblower in the manual or automatic mode after the mode
has been selected. Boiler Sootblower

Issue: 1 2.2 Boilers and Steam Systems - Page 10 of 16

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 Luna Mærsk Machinery Operating Manual
Illustration 2.2.4a Steam System Inside Engine Room
To
Starboard Passageway
PA PT and Fuel Oil Side Tanks 25V021003 100V006009
Accommodation PT PC
125V006001 65V006002 Air Conditioning PA PT
25V021005
Heater 15V021022
15V021021 25V021006 Exhaust
Oil Fired Calorifier
Gas
Boiler 25V021007
Boiler
Air Conditioning Room
Heat
25V021004
Exchanger 25V021001 25V021002
For Accommodation
25V021008

To
Dump Condenser/
Drain Cooler
FO 15V054010 15V054007 125V006002 FC015
15V054011 40V021001 15V021004 Overflow
15V054034 No. 1 FO Tank 80V006002 FC029
ME FO Purifier Heater ME Jacket
Auto Discharge FW Heater
Filter 15V021008 FO
15V054033
40V021003 15V021512 Drain
ME FO No. 2 FO
Purifier Heater Tank
Discharge To
15V054032 Bypass Filter 15V021009 Port Passageway 15V054020
65V006007 and Fuel Oil Side Tanks
FO 15V054023
40V021002
15V054031 Suction No. 3 FO ME
Filter 15V021011 Purifier Heater Drain 15V054015
15V021038 LO
Sump 15V021010 Tank
15V054030 FO
Suction 15V054021
Filter 15V054024
15V021035
15V054029 Scavange Air
80V006008 FC005
FO 15V021003 Drain
Duplex 15V021036 15V054014 Tank Reefer Cooling 15V054006
Filter FW Heater
15V054028 80V006006 To Main Engine
15V021037 FO Line
FC008 LO
Stuffing Box 15V021001
No.1 ME
15V021013 LO
15V054027 15V054005 15V054004 15V054013 Filter Tank
FO Heater 25V021009 Cleaning
80V006003 80V006004 Tank
15V054026 80V006007 Sludge
No.2 ME 80V006005 To Main Engine
FO Heater 15V021014 15C542200 Tank Steam Clean Line Key
15V021002
15V054025
Steam
40V021005 ME LO
Boiler Sludge CC009 15V054017
15V021005 15C542001 Purifier Heater Condensate
Treatment Tank 15V021016 15C542400
Bilge Air
25V021013 50V006001 40V021006 FO
DG LO Separator
FO Purifier Heater DB Tank Domestic Fresh Water
25V021011 25C542002 Service (Centre)
15V054018 LT Cooling Water
Tank 40V021004
ME
25V021014 DG LO
Purifier Heater
Chemical HT Cooling Water
15V054016 15V021012
Tank
15V054022 Lubricating Oil
Boiler
FO Heater
15V054019 Port Starboard Fuel Oil
Oily
Water Sea Chest Sea Chest
25V311005 15V021015 15C542300 Instrumentation
FO Tank
25V021012 25C542003 Service Clean Bilge
Tank 15V021040 15V021039 Steam Tracing For FO Lines
Tank

Issue: 1 2.2 Boilers and Steam Systems - Page 11 of 16

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 Luna Mærsk Machinery Operating Manual
2.2.4 STEAM SYSTEM Description Valve FW heater for reefer cooling steam heating inlet valve 80V006008
FW heater for reefer cooling steam heating control valve FC005
GENERAL DESCRIPTION Oil fired boiler outlet line valve 125V006001
LO cleaning tank steam heating inlet valve 25V021009
Accommodation air heater steam supply valve 25V021004
Saturated steam is led from the oil fired boiler or the exhaust gas boiler Main engine steam cleaning steam inlet valve 15V021002
at a normal pressure of 6kg/cm2. The steam line from each boiler goes to Accommodation upper heater control valve FU809
the common 6kg/cm2 steam line from where steam is distributed to users. Accommodation upper heater steam inlet valve 25V021003
The common steam line, near the exhaust gas boiler, has a branch to the FO double bottom centre tank steam supply valve 50V006001
steam dump valve which is pressure controlled and dumps excess steam to Accommodation upper heater control valve bypass valve 25V021005
FO double bottom centre tank steam control valve CC009
the dump condenser. Accommodation lower heater control valve FU807
FO double bottom centre tank steam inlet valve 40V021006
Accommodation lower heater steam inlet valve 25V021006
FO double bottom centre tank steam inlet valve 40V021004
CAUTION Accommodation lower heater control valve bypass valve 25V021007
Water hammer in steam lines can be a problem and can cause damage
Heat exchanger for accommodation control valve inlet valve 25V021002
to the pipe system and even steam line failure resulting in scalding of Main engine LO separator heater steam inlet valve 40V021005
personnel. It is essential that all steam lines be drained of condensate Heat exchanger for accommodation control valve FU821
and that steam be supplied to cold lines gradually with line drain valves Generator engine LO separator heater (1) steam inlet valve 25V021014
Heat exchanger for accommodation control valve outlet valve 25V021001
open. This allows the steam line to warm through and for the condensate Generator engine LO separator heater (2) steam inlet valve 25V021013
to drain. Drain valves are located at a number of places in the steam Heat exchanger for accommodation control valve bypass valve 25V021008
FO purifier heater (1) steam inlet valve 40V021001
system and these must be opened before the steam valve to that section
of line is opened. FO purifier heater (2) steam inlet valve 40V021003
Calorifier steam inlet valve
FO purifier heater (3) steam inlet valve 40V021002
Procedure for Supplying Steam to the Steam System Dump condenser inlet valve
The auxiliary boiler is operating on automatic control and generates saturated
Main engine FO heater steam supply valve 80V006004
steam at a pressure of 6kg/cm2. The description assumes that the entire steam Sludge tank steam heating inlet valve 15V021014
system is shut down and is being warmed through from cold. Main engine FO heater steam control valve FC008
Sludge tank steam heating control valve 15C542002
Main engine FO heater steam control valve outlet valve 80V006003
a) Ensure that the boiler is operating correctly and that the correct LO stuffing box filter tank steam heating inlet valve 15V021013
steam pressure is being generated. Main engine FO heater steam control valve bypass valve 80V006005
Scavenge air drain tank steam heating inlet valve 15V021003
Main engine FO heater (1) steam inlet valve 80V006006
b) Start the sea water cooling system for the central fresh water Main engine LO sump tank steam heating inlet valve 15V021038
coolers and ensure that there is a water flow through the dump Main engine FO heater (2) steam inlet valve 80V006007
FO drain tank steam heating inlet valve 15V021512
condenser/drain cooler tubes.
FO overflow tank steam heating inlet valve 15V021004
Boiler sludge treatment tank steam heating inlet valve 15V021005
c) Open all steam line drain valves and drain the section of Oily water separator steam heating inlet valve 15V021016
steam pipe of condensate as the pipe warms up. Where drain Boiler sludge treatment tank steam heating control valve 15C542001
traps are fitted line drain valves may be left open after the Oily water separator steam heating control valve 15C542400
Forward FO service tank steam heating inlet valve 15V021011
pipe has warmed through, otherwise the drain valve must be Oily water tank steam heating inlet valve 15V021015
closed when the pipe is warm and steam issues from the Forward FO service tank steam heating control valve 25C542002
drain valve. Oily water tank steam heating control valve 15C542300
Aft FO service tank steam heating inlet valve 15V021012
Main engine chemical tank steam heating inlet valve 15V021012
d) Open the steam system valves, shown in the following table, Aft FO service tank steam heating control valve 25C542003
Clean bilge tank steam heating inlet valve 25V311005
as required for use: Boiler FO heater steam heating inlet valve
Main engine fresh water heater steam heating inlet valve 80V006002
Boiler FO heater steam heating control valve
Main engine fresh water heater steam heating control valve FC029
FO duplex filter steam inlet valve 15V021036
Drain tank steam heating inlet valve 15V021010
FO duplex filter steam inlet valve 15V021037
Drain tank steam heating control valve 15C542005
FO suction filter steam inlet valve 15V021011

Issue: 1 2.2 Boilers and Steam Systems - Page 12 of 16

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 Luna Mærsk Machinery Operating Manual
Illustration 2.2.4b Steam System outside Engine Room

UPPER DECK UPPER DECK

15V021024
From PASSAGEWAY
Engine Room 15V021023
Steam System To
40V021017 Condensate
40V021015 40V021018 System
40V021014 CC012 40V021013 50V006003 DC010 40V021016
DECK 16630 DECK 16630

Port Aft Port Forward

FO Side Tank FO Side Tank

ENGINE
ROOM
PORT SIDE

From
Engine Room
Steam System
UPPER DECK

15V021025
PASSAGEWAY

40V021007 To
Condensate
40V021012 40V021018
System
40V021011 CC013 40V021010 50V006002 DC011 40V021009
DECK 16630 DECK 16630

Starboard Aft Starboard Forward

FO Side Tank FO Side Tank

Key
ENGINE STARBOARD SIDE
ROOM
Steam

Condensate

Steam Tracing For FO Lines

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 Luna Mærsk Machinery Operating Manual
FO suction filter steam inlet valve 15V021035 Tracing steam valve for FO lines 15V054033 Steam Dump System
Main engine auto FO discharge filter steam inlet valve 15V021008 Tracing steam valve for FO lines 15V054034
Main engine FO discharge bypass filter steam inlet valve 15V021009 Position Description Valve

Steam outlet line for sea chest port side 15V021040 Steam to port side passageway 65V006007 Open Steam dump valve inlet valve 125V006002

Steam outlet line for sea chest starboard side 15V021039 Steam to starboard side passageway 65V006002 Open Steam dump controlled valve FC015

Steam supply valve to main engine FO line 15V021001 e) When a steam line is warmed through and steam is issuing
Steam Lines Outside Engine Room from the drain, close the drain valve.

Tracing Steam Lines Port aft FO side tank steam supply valve 40V021014 f) Ensure that each steam line’s associated drain valves are open
Tracing steam valve for FO lines 15V054016 Port aft FO side tank steam control valve CC012 and that the drain trap is functioning, see section 2.3.2.

Tracing steam valve for FO lines 15V054017 Port aft FO side tank steam inlet valve (1) 40V021013 (Note: The drain inlet system to the dump condenser and the observation
Tracing steam valve for FO lines 15V054018 Port aft FO side tank steam inlet valve (2) 40V021015 tank must be functioning.)
Tracing steam valve for FO lines 15V054019 Starboard aft FO side tank steam supply valve 40V021011 g) Frequently check the steam system for signs of steam leakage.
Tracing steam valve for FO lines 15V054020 Starboard aft FO side tank steam control valve CC013
Tracing steam valve for FO lines 15V054021 Starboard aft FO side tank steam inlet valve (1) 40V021010
Tracing steam valve for FO lines 15V054022 Starboard aft FO side tank steam inlet valve (2) 40V021012
Tracing steam valve for FO lines 15V054023 Port forward FO side tank steam supply valve 50V006003
Tracing steam valve for FO lines 15V054024 Port forward FO side tank steam control valve DC010
Tracing steam valve for FO lines 15V054013 Port forward FO side tank steam inlet valve (1) 40V021016
Tracing steam valve for FO lines 15V054014 Port forward FO side tank steam inlet valve (2) 40V021017
Tracing steam valve for FO lines 15V054015 Port forward FO side tank steam inlet valve (3) 40V021015
Tracing steam valve for FO lines 15V054007 Starboard forward FO side tank steam supply valve 40V021018
Tracing steam valve for FO lines 15V054006 Starboard forward FO side tank steam control valve DC011
Tracing steam valve for FO lines 15V054005 Starboard forward FO side tank steam inlet valve (1) 40V021009
Tracing steam valve for FO lines 15V054004 Starboard forward FO side tank steam inlet valve (2) 40V021007
Tracing steam valve for FO lines 15V054010 Starboard forward FO side tank steam inlet valve (3) 40V021008
Tracing steam valve for FO lines 15V054011
Tracing steam valve for FO lines 15V054025
Tracing steam valve for FO lines 15V054026
Tracing steam valve for FO lines 15V054027
Tracing steam valve for FO lines 15V054028
Tracing steam valve for FO lines 15V054029
Tracing steam valve for FO lines 15V054030
Tracing steam valve for FO lines 15V054031
Tracing steam valve for FO lines 15V054032

Issue: 1 2.2 Boilers and Steam Systems - Page 14 of 16

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 Luna Mærsk Machinery Operating Manual
Illustration 2.2.5a Exhaust Gas Boiler-Type AQ2

Gas Flow
Steam Outlet

Safety Valve
Connections

Manhole

Manhole

Blowdown
Connection

Issue: 1 2.2 Boilers and Steam Systems - Page 15 of 16

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 Luna Mærsk Machinery Operating Manual
2.2.5 EXHAUST GAS BOILER Set up the valves as in the following table: (The feed pump valves will n) When boiler pressure is at 6kg/cm2 slowly open the second steam
already be set if these pumps are operating to supply the oil fired auxiliary outlet valve 100V006009 and close drain valve 15V021022.
boiler.)
DESCRIPTION
(Note: Remote reading instruments may not be accurate until steam is being
Position Description Valve generated.)
Maker: Aalborg Sunrod
Type: AQ-2 When the load from the main engine has increased to normal, the exhaust gas
Evaporation: 3,000kg/h Open No.1 feed pump suction valve 50V297001 boiler can now generate sufficient steam to supply the vessel’s services. The
Steam condition: 6kg/cm2 saturated steam Open No.1 feed pump discharge valve 40V007001 auxiliary boiler firing is then stopped.
Open No.2 feed pump suction valve 50V297002
The exhaust gas boiler is arranged in the funnel to take the waste heat from
the main engine exhaust gas. It can be operated separately or in connection Open No.2 feed pump discharge valve 40V007002
with the auxiliary boiler. Open Boiler feed inlet valves (2)
Open Control valve inlet 40V007007
It is of all welded construction, consisting of a nest of tubes with vertical
smoke tubes and a steam space with a cone. Open Control valve outlet 40V007008
Open Control valve bypass 49V007003
It is possible to lower the water level or even empty the boiler completely,
provided the gas temperature does not exceed 400°C. Open 1st steam outlet valve
Closed 2nd steam outlet valve 100V006009
Excess steam is normally dumped to the atmospheric condenser.
Open Steam line drain valve 15V021022

Operating Procedures The exhaust gas boiler will be supplied with feed water by the same feed pump
supplying the auxiliary boiler if the automatic feed controller is operating and
The following steps should be taken before attempting to operate the boiler: the feed valves from that controller are open. The exhaust gas boiler can be
filled directly by the feed pump which is not set to supply the auxiliary boiler
a) Ensure all foreign materials have been removed from internal via the feed regulator; this requires the auxiliary feed valves to be opened and
pressure parts. feed pump outlet valve 40V297001 or 40V297002 to be opened.

b) Ensure all gas-sideheating surfaces are clean. If the exhaust gas boiler is already hot when it is being filled (due to main
engine operation) the feed water must be introduced slowly in order to prevent
c) Ensure all personnel are clear. sudden cooling of hot surfaces.

d) Ensure all manhole covers are securely tightened. j) Fill the boiler until water level appears 25 to 50mm high in
the gauge glasses then close the bypass valve. Allow for swell
e) Inspect safety valves and see that gags have been removed and in level after heating. Change the feed supply system from
easing levers are in good condition. direct feed to feed via the regulator valve if the boiler has been
filled on direct feed.
f) Open root valves for all instruments and controls connected
to the boiler. k) Check operation of gauge glasses and compare with remote
reading instruments. Open the drain valve and then the top and
g) Open the vent valve at the boiler top. bottom valve alternately. Escaping air should be heard.

h) Open all pressure gauge valves and check to see that all valves l) Vent air from the boiler.
on the pressure gauge piping are open.
m) Raise steam slowly to avoid local overheating in the boiler.
i) Check and close all blowdown valves and drain valves.

Issue: 1 2.2 Boilers and Steam Systems - Page 16 of 16

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 2.3 Drains and Feedwater Systems

2.3.1 Drains Systems

2.3.2 Boilers Feedwater System

2.3.3 Water Sampling and Treatment System

2.3.4 Distilled Water Transfer and Distribution System

Illustrations

2.3.1a Drains System inside Engine Room

2.3.1b Drains System outside Engine Room

2.3.2a Boilers Feedwater System

2.3.3a Water Sampling and Treatment System

2.3.4a Distilled Water Transfer and Distribution System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.3.1a Drains System inside Engine Room
28
Accommodation
27
Air Conditioning
26 15V021029 PA PT
Heater
25
PT PA 15V021026
24 15V021030 Exhaust
Air Conditioning Room
23 Gas
Boiler
Oil Fired 22 Calorifier
Heat
Boiler 21 Exchanger
For Accommodation
20
15V021027 15V021028
19 CC016 Dump
40V132004
From
Steam
DG LO 40V132003 FC015 125V006002 System
Purifier Heater 7 8 ME Jacket 40V132001
FW Heater

No. 1 FO 3 2
DG LO Purifier Heater FO 40 Dump Condenser/
Purifier Heater Overflow 25V021031 V132002 Drains Cooler
Tank

No. 2 FO 25V021026 T 65V132001

ME LO Purifier Heater FO
Purifier Heater Drain
Tank FO XA ME
DB Tank Salinity XA
14 No. 3 FO (Centre) Observation
Purifier Heater ME Tank
11 TC
ME
Boiler
LO TA TT
Sludge
Sump 25V021025
Treatment
Tank 12 T
No.1 ME
FO Heater
Scavange Air 10
Drain 25V021022 25V021018
Boiler 25V02020 15V02032 Tank
FO Heater 13 25V021024 25V021023
No.2 ME
FO Heater LO
9 Drain Tank
Stuffing Box (0.5m3)
Filter Tank To
25V021021 15V021031 4 Sludge
6 Tank
From 25V002004
FO
Main Engine
Service Sludge To Clean
FO Line Key
Tank FO Tank Bilge Tank
Duplex To
Filter Reefer Cooling Bilge Steam
FW Heater
Condensate
FO ME FO
Service Automatic Bilge 25V021027 Air
Tank Discharge LO
Separator Sea Water
Filter Cleaning
25V021020
Tank
ME FO LT Cooling Water
Discharge Oily
1 Bypass Filter Water HT Cooling Water
Tank
25V021120 Lubricating Oil
From FO 15V021033
Suction
Starboard ME Fuel Oil
Filter
25V021029 Passageway FO Chemical From Port
And FO Side Tanks Tank Instrumentation
Suction Passageway
15V021933 Filter And FO Side Tanks
From FO Lines Steam Tracing
15 16 17 18

Issue: 1 2.3 Drains and Feedwater Systems - Page 1 of 12

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 Luna Mærsk Machinery Operating Manual
2.3 DRAINS AND FEEDWATER SYSTEMS A salinity monitor is located in the condensate outlet line from the dump • Accommodation hot water heater
condenser to the observation tank. The dump condenser is cooled by means of
• Steam tracing
2.3.1 DRAINS SYSTEMS sea water and a tube leak could cause salt contamination of the condensate.
• Air conditioning unit
Oil Contamination
General Description • Oil fired and exhaust gas boiler systems
If oil contamination occurs every effort must be made to avoid pumping oil
Drains from the auxiliary steam services are returned to the drain tank, into the boilers. The scum valve should be opened in order to remove oil from • Waste oil tanks
via the dump condenser/condensate cooler and the observation tank. The the surface of the observation tank. The temperature in the observation tank • Engine room bilge and residue tanks
condensate is then returned to the feedwater system. As there is a possibility should be maintained in order to assist in the oil removal operation. The drains
of contamination from hydrocarbons from oil heating services the drains are from the drain traps on all the steam services should be checked until the • FO and LO sludge tanks
checked in the observation tank before returning to the system defective service is located and this must then be isolated for repair. • Main engine LO tanks

The condensate from the dump condenser/condensate cooler is transferred to After repair the drain line and drain trap from the defective service must be • Main engine LO sump tank
the observation tank, and thence to the drain tank, by means of gravity. The cleaned to remove all traces of oil. The observation tank and the oil content • Separated bilge oil tank
dump condenser also acts to condense excess steam from the steam system in monitor probe must also be cleaned.
• HFO and LO purifier heaters
order to maintain the desired steam system pressure. Condenser water level is
maintained by a weir to the outlet line. The following services return to the observation tank through the drains • Main engine FO heaters
cooler/dump condenser:
• FO overflow tank
A three-way valve at the drain line entry to the condenser allows the dump
condenser to be bypassed and allows the condensate to flow directly to the • Main engine jacket FW heater
• HFO storage, service and settling tanks
observation tank. This arrangement can be used when the dump condenser • Reefer containers CFW heater
is being serviced, or when it is defective. However, the main purpose is • Calorifier
to control the temperature of the water in the observation tank by allowing
hot condensate directly into the observation tank. The valve is temperature
controlled with a temperature set point at the observation tank of 90ºC.
Water flows from the observation tank to the drain tank which is provided Drain Inlet Control Valve CC16
with a steam heating coil in order to heat the boiler feedwater should that
be necessary. 40V132003 125V006002

The level in the drain tank is maintained by a float valve which allows
make up water from the fresh water service line into the drain tank. A 40V132004
manual make-up valve connected to the fresh water evaporator discharge
line is also provided. Steam Dump Valve
40V132002 FC05
The observation tank is fitted with observation windows and hydrocarbon
monitoring equipment. Should any oil be detected an alarm will sound and
steps can be taken to prevent the pumping of oil into the boilers. There
is a large reserve of water in the observation tank and the flow from the
observation tank to the drain tank is from the bottom of the observation
40V132001
chamber via a syphon tube. This reduces the risk of oil carry over to the drain
tank and hence to the feed pump suction. Any floating sediment or oil in any
part of the observation tank can be drained through a scum line to sludge
tank. The observation tank has a low level alarm and a temperature alarm.
The observation tank can be drained to the bilge well.

Water from the drain tank provides the auxiliary boiler and exhaust gas boiler
feed pumps with a positive inlet pressure head to the pump suctions.
65V132001 Dump Condenser

Issue: 1 2.3 Drains and Feedwater Systems - Page 2 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 2.3.1b Drains System outside Engine Room

UPPER DECK UPPER DECK

From
Steam
System 15V021024

To PASSAGEWAY
Engine Room
Drains System

DECK 16630 DECK 16630

Port Aft Port Forward

FO Side Tank FO Side Tank

ENGINE
ROOM
PORT SIDE

To
Engine Room
Drains System UPPER DECK

From
Steam
System 15V021025

PASSAGEWAY

DECK 16630 DECK 16630

Starboard Aft Starboard Forward

FO Side Tank FO Side Tank
Key
ENGINE STARBOARD SIDE
ROOM
Steam

Condensate

From FO Steam Tracing Lines

Issue: 1 2.3 Drains and Feedwater Systems - Page 3 of 12

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 Luna Mærsk Machinery Operating Manual
Procedure for Preparing the Drains System for Operation Main engine fresh water heater drain valve (1) 25V021031 Forward FO service tank drain valve
Main engine fresh water heater drain valve (2) 25V021026 Aft FO service tank drain valve
a) Ensure that pressure gauges and instrumentation valves are
FO double bottom centre tank drain valve (1)
open and that instruments are reading correctly.
FO double bottom centre tank drain valve (2) Fuel Oil Tracing Steam Lines
b) Ensure that cooling sea water is circulating through the dump Main engine FO line drain valve Tracing steam drain valves for FO lines (1) to (28)
condenser.
Fresh water heater for reefer cooler drain valve (1) 25V021027
c) Set up the valves as in the following table. Fresh water heater for reefer cooler drain valve (2) 25V021020 Drain System outside the Engine Room
LO clean tank drain valve FO side tank No.75 port (1)
Position Description Valve
Drain valve from port passageway steam 25V021019 FO side tank No.75 port (2)
Open Dump condenser inlet valve to three-way valve 40V132004
Drain valve from starboard passageway steam 25V021029 FO side tank No.45 port (1)
Operational Three-way bypass valve for dump condenser CC016
FO overflow tank drain valve FO side tank No.45 port (2)
Open Outlet valve from three-way valve 40V132003
FO drain tank drain valve FO side tank No.45 port (3)
Open Outlet valve from three-way valve for
LO sump tank drain valve FO side tank No.74 starboard (1)
dump condenser bypass 40V132001
Scavenge air drain tank drain valve FO side tank No.74 starboard (2)
Closed Direct condensate valve to observation tank 40V132002
LO stuffing box filter tank drain valve FO side tank No.44 starboard (1)
Open Dump condenser outlet valve 65V132001
Sludge tank drain valve FO side tank No.44 starboard (2)
Closed Observation tank drain valve No.1 25V021022
Oily bilge separator drain valve FO side tank No.44 starboard (3)
Closed Observation tank drain valve No.2 25V021024
Oily water tank drain valve
Closed Observation tank drain valve No.3 25V021023
Main engine chemical tank drain valve
Closed Observation tank drain valve No.4 25V021018
FO separator heater (1) drain valve
Closed Observation tank scum valve 25V021025
FO separator heater (2) drain valve
Closed Drain tank drain valve to bilge 25V002004
FO separator heater (3) drain valve
d) The various services can now be put into operation as required, Main engine FO heater (1) drain valve 25V021020
by opening the associated drain trap outlet valve.
Main engine FO heater (2) drain valve 25V021021
Excessive temperature at the drains cooler would indicate a defective drain Main engine FO duplex filter drain valve (1)
trap. Services should be isolated in turn until the defective trap is located.
Main engine FO duplex filter drain valve (2)

System Drains
Exhaust gas boiler simmering coil
Auxiliary boiler simmering coil
Calorifier
Heat exchanger for air conditioning
Accommodation air heater line drain valve
Accommodation air heater drain valve (1)
Accommodation air heater line drain valve
Valve Main engine FO auto discharge filter drain valve
Main engine FO discharge bypass filter drain valve (1)
FO suction filter drain valve (1)
FO suction filter drain valve (2)
15V021028
Generator engine LO separator (1) heater drain valve
15V021027
Generator engine LO separator (2) heater drain valve
15V021030
Main engine LO separator heater drain valve
15V021029
Boiler sludge treatment tank drain valve
15V021026
Boiler FO heater drain valve

Issue: 1 2.3 Drains and Feedwater Systems - Page 4 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 2.3.2a Boilers Feedwater System

H
LC
LI LI LS LA
LI LI LS LS LC
L

Oil
Fired Exhaust
Boiler To Boiler Gas
Water Sample Boiler
To Boiler Cooler
15V451002
Water Sample
Cooler
15V005002 15V451001
40V007005 40V007008

40V007010 40V007003
From From
Observation Fresh Water
Tank AC030 AC031
Hydrophore Fail/Close Fail/Close
System From From
From
Control Air Control Air
Fresh Water
System System
Generator
40V007007
40V007006

Drain Tank 25V310009

(5m3)
25V310013
LI TI
LT LA
L
15
25V002004 V005003 80V111001

To
Bilge
PI PI PS

50V297001 40V007001
No.1

40V297001 Boiler Feedwater Pumps

15V297001 (14kg/cm2 x 8m3/h)

PI PI PS 40V297002 Key

Feedwater/Condensate
50V297002 40V007002
No.2 Fresh Water

40V837001 15V297002 Air

25V002004
Electrical Signal

To Bilge Instrumentation

Issue: 1 2.3 Drains and Feedwater Systems - Page 5 of 12

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 Luna Mærsk Machinery Operating Manual
2.3.2 BOILERS FEEDWATER SYSTEM Position Description Valve Open Main feed valve
Boiler Feedwater System Closed Auxiliary feed valve
Boiler Feedwater Pumps Open Feed pumps drain tank suction valve 80V111001 Open Feed controller steam valve
No. of sets: 2 Open Feed pumps drain tank return valve 15V005003 Open Feed controller water valve
Type: Vertical centrifugal Open No.1 feed pump suction 50V297001 Closed Boiler blow down valve
Capacity: 14kg/cm2 x 8m3/h
Open No.1 feed pump discharge to main feed line 40V007001 Closed Boiler scum valve
Closed No.1 feed pump discharge to auxiliary feed line 40V297001 Closed Ship side blowdown valve 40V837001
INTRODUCTION
Open No.1 feed pump return to drain tank 15V297001 Closed Salinometer (sample) valve
The boilers’ feedwater system is the section of the steam generating plant Open No.2 feed pump suction 50V297002 Closed Boiler drain valve
which circulates feedwater from the drain tank into the oil fired auxiliary
boiler and the exhaust gas boiler via the boiler feedwater pumps and the Open No.2 feed pump discharge to main feed line 40V007002 Closed Feed line valve from Vecom chemical injection
feedwater regulators. Closed No.2 feed pump discharge to auxiliary feed line 40V297002
Open No.2 feed pump return to drain tank 15V297002 Chemical Injection System
The feedwater flow to each boiler is automatically controlled by the feedwater
regulating valve in accordance with the variation in water level in the boiler Closed Vecom chemical treatment valves Closed Feedwater inlet valve 25V007003
to maintain the water level constant.
Closed Chemical injection tank outlet valve 25V007005
Two boiler feed pumps take suction from the drain tank and supply the boilers Oil Fired Boiler
Open Chemical injection tank drain valve 15V007002
at a rate of 14kg/cm2 x 8m3/h. The feed pumps supply the oil fired auxiliary Open Feed controller inlet valve 40V007006
Open Chemical injection tak vent valve 25V007004
boiler and the exhaust gas boiler via main and auxiliary feed lines. The main Operational Feed controller valve AC030
lines to each boiler are fitted with a feedwater control valve which regulates Closed Chemical injection tank filling valve 25V007001
the flow of water to the boiler in order to automatically maintain the correct Open Feed controller outlet valve 40V007005
Closed Chemical injection valve to auxiliary boiler 25V007006
water level. The auxiliary feed lines provide for direct feed supply and manual Open Feed controller bypass valve 40V007010
control of the water level in the boiler is required. Closed Chemical injection valve to exhaust gas boiler 25V007002
Open Main feed valve
A small amount of water is directed back to the drain tank from each feed Closed Auxiliary feed valve For initial start only:
pump outlet before the feed pump discharge valve; the discharge line to the Open Feed controller steam valve
drain tank has a number of orifice plates in order to reduce the water pressure. a) Shut the discharge valve of the selected pump.
This water discharge ensures that there is always a water flow through the Open Feed controller water valve
operating feed pump even when the boiler feed control valve is closed. Closed Boiler blow down valve b) Start the pump and slowly open the discharge valve until the
discharge line reaches working pressure.
Closed Boiler scum valve
Procedure for Preparing the Boiler Feedwater System for c) Check the operation of the feed check valve.
Closed Ship side blowdown valve 40V837001
Operation
Closed Salinometer (sample) valve
d) Fill the boiler to working level.
a) Ensure that the pressure gauge and instrumentation valves Closed Boiler drain valve
are open. e) Switch the remaining pump for the oil fired boiler to standby.The
Closed Feed line valve from Vecom chemical injection
boiler(s) can now be brought into operation.
b) Set up the valves as in the following table:
Exhaust Gas Boiler (Note: When supplying chemical feed treatment to the boiler(s) the treatment
The description assumes that the feedwater pumps are to be set to supply supply valve to the feedwater pipe on the boiler in use must be opened
Open Feed controller inlet valve 40V007007
the oil fired auxiliary boiler, with one pump set as the duty pump and the and the chemical treatment dosing pump started.)
other as the standby pump. The main feed valves are being used via the Operational Feed controller valve AC031
feed regulator. Open Feed controller outlet valve 40V007008
Open Feed controller bypass valve 40V007003

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 Luna Mærsk Machinery Operating Manual
Illustration 2.3.3a Water Sampling and Treatment System

H
LC
LI LI LS LA
L

Exhaust
LI LI LS LS LC Gas
Boiler
15V005001 15V451002
Oil 25V007001
Fired
Boiler 25V007004
25V007003
40V007008

Chemical 40V007003
15V005002 15V451001 Injection Tank

25V007005 AC031
Fail/Close
40V007005 From
Control Air
System
From 40V007010
AC030
Ditilled Water 25V007002 40V007007
Distribution
AC030
System Fail/Close 25V007006
From
Control Air
System To
40V007006
15V732002 Clean
Bilge Tank

Boiler Water
Sample Cooler

To Clean Bilge Tank

From Boiler
Feedwater
Pumps
Key

Feedwater

Fresh Water

Chemical Mix
Chemical Chemical Chemical
Injection Injection Injection Air
Unit Unit Unit
40V837001
QC4 QC3 QC3
Electrical Signal

Instrumentation

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 Luna Mærsk
2.3.3 WATER SAMPLING AND TREATMENT SYSTEM
Introduction
Sampling and treatment of the boiler water is undertaken in order to prevent
corrosion and scale formation in the auxiliary and exhaust gas boilers and to
prevent the degradation of the steam quality. Incorrect or inadequate boiler
water treatment will seriously damage the boilers and frequent testing and
treatment is needed in order to reduce the risk of damage. Even though
distilled water is used for boiler feed, the risk of corrosion is present. The
pH of the water changes in service and oxygen can dissolve in the water
where the feed system is open to the atmosphere. Although maintaining the
feedwater temperature at a relatively high value, above 60°C, will minimise
the amount of dissolved oxygen, the problem is ever present.
Analytical tests and chemical treatment must be undertaken in accordance
with the instructions supplied by the chemical manufacturer. The treatment
must be added in order to maintain the chemical levels within an acceptable
range. Excessive treatment can often result in more severe damage than
insufficient treatment. The results of chemical analysis on the boiler water
are recorded and the effects of the treatment added can be monitored over
a period of time.
Floating solid materials in the boiler can be removed periodically by means
of the scum valve for each boiler, whilst dissolved solids can be reduced
by blowing some of the water out of the boiler and replacing it with fresh
distilled feedwater. This is boiler blowdown and it is accomplished by opening
the boiler blowdown valve for each boiler. The scum and blowdown lines
connect to the same blowdown pipe which connects to an overboard discharge
located below the ship’s waterline.
The auxiliary and exhaust gas boilers are provided with water sampling
connections, the outlet from these being directed to a sample cooler which
is cooled by water from the domestic cold water system; the sample cooler
is located in the workshop. When taking a sample of water from the boiler
the water must be allowed to run from the boiler for a minute in order to
ensure that a truly representative sample is obtained. The sampling valve on
the boiler is located so that it will produce a representative sample, but old
water in the lines and cooler must be removed before the testing sample is
drawn. The boiler water must be tested every day. The instructions supplied
by the water treatment test kit suppliers, must be followed precisely in order
to ensure that the boiler water is correctly treated.
Chemicals to be added directly to the boilers are mixed with water in a
chemical injection unit. From the unit a pump injects the mixture into the
boiler water feed line immediately after the feedwater control valve (treatment
unit OC3); treatment unit OC4 is common to both boilers and supplies
chemicals to the main feedwater line before the feedwater controllers. Both
the auxiliary boiler and the exhaust gas boiler use the same feed tank and
Issue: 1
Menu
are using the same treated feedwater. When shutting down one of the boilers
for a short period of time (such as the exhaust gas boiler when the ship is in
port) it is essential to ensure that the water in the boiler has been correctly
treated. A water test should be carried out as soon as possible after a shutdown
boiler is put back on line.
Procedure for Taking a Sample of Boiler Water
CAUTION
The sampling lines from the boiler are under boiler pressure and the
temperature of the water being drawn from the boiler is high. Care must
be taken when operating the sampling equipment and the cooling water
supply must be confirmed to be flowing before the boiler sample valve is
opened. Valves must be opened slowly.
a) Check that the cooling water is available.
b) Ensure that the fresh water supply system is operational.
c) Open the sample cooler cooling water outlet and inlet valves
and check the flow of fresh cooling water through the sample
cooler.
d) Open the water sample outlet valve on the sample cooler and
slowly open the sampling valve on the boiler from which a
water sample is required and allow boiler water to flow through
the sample cooler. Ensure that water is leaving the sample
cooler outlet and not a mixture of steam and water. If the
temperature of the boiler water leaving the sample cooler is too
high, reduce the flow of boiler water to the sample cooler.
e) After the boiler water has been flowing for one minute, collect
a sample of the boiler water for analysis.
f) Close the boiler sampling valve and then close the sample cooler
cooling water valves and the sample inlet and outlet valves.
g) Analyse the sample of boiler water in accordance with the
instructions of the chemical treatment supplier and record the
information. Add chemical treatment to the boiler feedwater
as required.
Chemical Treatment Supply to the Boiler Feedwater
After analysis of the boiler water a decision must be made as to the amount
and type of chemicals which are to be added to the boiler feedwater, if any.
The chemical treatment supplier’s instructions must be followed precisely as
under-treatment and over-treatment can result in boiler damage.
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Machinery Operating Manual
The chemicals are added to the boiler chemical injection unit and pumped into
the boiler feedwater line. Chemical addition must be done in accordance with
the manufacturer’s instructions. There are varying types of treatment available
and this can affect the method of addition to the systems.
CAUTION
Care must be taken when handling boiler water treatment chemicals.
Protective equipment must be used.
(Note: It is esential that details of water analysis are recorded together with
details of the treatment added. Only with detailed information is it
possible to determine the cause of possible future problems.)
Boiler Blowdown
If the level of boiler water dissolved solids is too high, some of the water must
be removed from the boiler and replaced with distilled water from the feed
tank. The procedure for blowing down the boiler safely must be followed. If
the ship is in port the bridge must be consulted in order to ensure that blowing
down the boiler will not cause danger.
Procedure for Blowing Down the Auxiliary and Exhaust Gas
Boilers
The blowdown procedure must be performed during low load.
a) Check with the bridge that it is safe to blow down the boiler
if the ship is in port.
b) Open the ship’s side blowdown valve 40V837001.
c) Ensure that the boiler is filled to the high water level.
d) Slowly open the boiler scum valve and reduce the water level
to the normal position, then close the scum valve.
e) Refill the boiler to the high water level position and blow down
the boiler using the blowdown valve.
f) After the blowdown of the boiler, close the boiler blowdown
valve and then close the line and ship’s side valves.
g) Test the boiler chemical concentrations and adjust as
necessary.
2.3 Drains and Feedwater Systems - Page 8 of 12
 Luna Mærsk Machinery Operating Manual
Illustration 2.3.4a Distilled Water Transfer and Distribution System To Accommodation
Funnel Casing 25V657042
Starboard Port Upper Deck
40 25V657041
V020008
To Calorifier
PI System To HT FW System Expansion Tank
Katadyn From 25V655018
Silver Ion Reefer Cooling
65 JOWA F150-2 Fresh Water
Steriliser System FW
V020008 Rehardening Evaporator
PI Expansion Tank
Filter/ 25V310018
Neutralising FW Evaporator
Unit (30m3/day) Upper Deck
65V020005 Distillate
Port XA Pump
Fresh Water 25V20008 High Salinity Fresh Water Fresh Water
Tank No.135 25V20009 Dump To Passageway To Passageway
124.5m3 25V020013 50V020014
LT LI Drain To
Bilge Well Engine Room
25V20006 25V310010 25V20007 To 25V657040
PS FW Evaporator Water Sample
8 kg/cm2 15 Chemical Dosage Cooler Engine Room Workshop
50 Start/Stop PS V655007 Tank 25V657039 25V657038
40 V020011 Signals PI
V020005 Engine Room No.5 Diesel Generator Engine Room
PS PS 25V657170 25V657037

Drain To PI PI From Fresh Water Inlet

Bilge Well Paint Store GS Air Main Engine Scav.
System Fire Ext. 40
Water Spray 50 40 40 Boiler Water Drinking V310002
System PI Chemical Fountain
V020012 V020011 V310005
Table
LI Diesel Generator Diesel Generator
Hydrophore 25V657036 25V657034
Fresh Water Tank Diesel Generator Diesel generator
Hydrophore Pumps (1m3)
(8m3/h) 25V657035 25V657033

50 FO Engine Room
BC020 V020002 LO/FW 25 Purifier 25 25V657030
PS V657169 Room V657169 Compressor
051101157 Cooling Room Cooler Room
PI PI 25V657029 25V657032
25
V6555066
Drain To Scupper
40 40
Stern Tube V020012 V310004 25 25
Cooling V655016 V655017
Tank
104m3 25
25 V310009 Sodium Ion
V310008 25 Exchange Filter 40 To Bilge Separator
25 25 V657026 V310012 Monitoring System 15 25 15
V657024 V657025 15
Drain Tank 5m3 V310003 V655008 V657028 V655009
25 Tank Top Level To 15 PPM
Tank Top Level Aft V310013 Bilge Separator Fresh Water
65 25 15
V020007 V020010 V310011 Tank Top Level To
Boiler
Feedwater
Starboard 15 25 25 25 25 25 25 Chemical
Fresh Water V655011 V655027 V655026 V655030 V655025 V655021 V655020 Leakage and
Tank
Tank No.134 Rainwater Tank
Operating
124.5m3 LT LI Water
Tank
Key
LO LO LO
Purifier Purifier Purifier Domestic Fresh Water
50 for Diesel for Diesel for Main FO FO FO/DO
40 V020010
Generator Generator Engine Purifier Purifier Purifier Electrical Signal
V020006
Drain To Air
Bilge Well

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 Luna Mærsk Machinery Operating Manual
2.3.4 DISTILLED WATER TRANSFER AND DISTRIBUTION sterilising produces a level of ilver ions in the water and this is retained so that f) Start the distillate pump. Initial discharge should be to the
SYSTEM water in the tanks maintains its sterilising capability in storage. bilge until the salinometer determines that the quality is good
enough.
Softened water is required for the purifiers and this is obtained by the
Distilled Water Pump
rehardened distilled water through an ion exchange softener as required. g) Open the distillate pump discharge valve.
Maker: Desmi
No. of sets: 1 If water is taken from ashore it should be passed through the silver steriliser h) Switch on the salinometer.
before flowing to the water storage tanks.
Type: Centrifugal
When the salinometer reading is satisfactory the solenoid valve will operate
Model: PWF-2040
automatically to discharge the distilled water produced to fill the distilled
Capacity: 2.1m3/h x 28 mlc Procedure for Operation of the Distilled Water Transfer
water tank.
System
Rehardening Filter/Neutralising Unit (Note: Distilled water does not have to be treated in the steriliser unit but
a) Set the valves as in the following table:
if fresh water is being produced and directed to the fresh water
Maker Jowa AB storage tanks then it must be passed through the steriliser unit. The
No. of sets: 1 Position Description Valve restrictions on the operation of the evaporator for domestic use in
Model: F150-2 Closed FW generator distilled water pump discharge valve coastal waters must be observed.)
Capacity: 2,000 litres/hour Open Neutralising unit inlet valve 25V02009
(Note: The FW tanks may be filled from a shore supply via valve 65V020005
Open Neutralising unit outlet valve 25V02008 which must be open; the valve from the evaporator unit and rehardening
Steriliser Closed Neutralising unit bypass valve 25V02007 filter/neutalising unit, 25V310010 should be closed. When taking a
water supply from a shore station or barge great care is needed to
Maker: Katadyn Open Storage tank supply valve from ensure that the water is fit for human consumption. Tests should be
No. of sets: 1 neutralising unit 25V310010 carried out to ensure that the water is not contaminated. Shore/barge
Type: Silver Ion Closed Storage tank supply valve from filling connections are available on both sides of the ship.)
Model: EKS-4 shore connection 65V020005
Capacity: 0-30m3/day Open Steriliser inlet valve Procedure for Operating the Rehardening Filter
Water Softener Open Steriliser outlet valve The unit removes solid particles and contaminants via the sand filter and
Maker: Vattenknik Closed Steriliser bypass valve 65V02006 CO2. The removal of CO2 adjusts the pH of the distilled water to neutral or
No. of sets: 1 slightly alkaline (7.0 – 8.5) in order to reduce the risk of corrosion. The unit
Open Port FW tank filling valve 65V020008
Type: Sodium Ion Exchange has to be charged with pH adjusting material according to the manufacturer’s
Closed Starboard FW tank filling valve 65V020007 instructions. The pH of the output water from the filter must be checked and
Capacity: 29m3/day
Open Outlet valves from the FW tank in use as follows: when the unit is not correcting within the defined limits, the pH adjusting
material must be replaced.
Port FW tank 50V020011
INTRODUCTION
Starboard FW tank 50V020010 The neutralising unit is automatic in operation and regeneration of the filter
The fresh water generator distilled water pump discharges through a takes place according to the timer setting. A bypass valve allows the unit
Open Direct distillate inlet valve to boiler feedwater to be bypassed if required.
salinometer, a neutralising unit (rehardening filter) and a steriliser. A solenoid
drain tank float regulated valve 25V310013
valve opens when the salinometer detects too high a salinity level, dumping
the distillate until the salinity has returned to normal. Procedure for Recharging the Ion Exchange Softener
b) Start up the FW generator as described in section 2.4.3.
The discharge from the pump leads to the neutralising unit and the steriliser
c) Open the filling valve of the fresh water tank selected for a) Remove the black cover on the softener control on the top
before passing to the filling valves of the fresh water tanks. The rehardening
filling. of the filter.
filter/neutralising unit and steriliser can be bypassed if required. There are
two fresh water tanks, only one of which would normally be in use at any
d) Check that the neutralising unit is correctly charged with b) Ensure that the arrow on the red knob points at SERVICE.
time. Each fresh water tank has a capacity of 127.2m3 and they can be filled
chemical. If not, depress the knob, using a screwdriver and turn it
from a shore connection. Water from the shore connection passes through
counterclockwise to this position.
the steriliser on the way to the fresh water tanks. The silver ion method of
e) Start the steriliser operating.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.3.4a Distilled Water Transfer and Distribution System To Accommodation
Funnel Casing 25V657042
Starboard Port Upper Deck
40 25V657041
V020008
To Calorifier
PI System To HT FW System Expansion Tank
Katadyn From 25V655018
Silver Ion Reefer Cooling
65 JOWA F150-2 Fresh Water
Steriliser System FW
V020008 Rehardening Evaporator
PI Expansion Tank
Filter/ 25V310018
Neutralising FW Evaporator
Unit (30m3/day) Upper Deck
65V020005 Distillate
Port XA Pump
Fresh Water 25V20008 High Salinity Fresh Water Fresh Water
Tank No.135 25V20009 Dump To Passageway To Passageway
124.5m3 25V020013 50V020014
LT LI Drain To
Bilge Well Engine Room
25V20006 25V310010 25V20007 To 25V657040
PS FW Evaporator Water Sample
8 kg/cm2 15 Chemical Dosage Cooler Engine Room Workshop
50 Start/Stop PS V655007 Tank 25V657039 25V657038
40 V020011 Signals PI
V020005 Engine Room No.5 Diesel Generator Engine Room
PS PS 25V657170 25V657037

Drain To PI PI From Fresh Water Inlet

Bilge Well Paint Store GS Air Main Engine Scav.
System Fire Ext. 40
Water Spray 50 40 40 Boiler Water Drinking V310002
System PI Chemical Fountain
V020012 V020011 V310005
Table
LI Diesel Generator Diesel Generator
Hydrophore 25V657036 25V657034
Fresh Water Tank Diesel Generator Diesel generator
Hydrophore Pumps (1m3)
(8m3/h) 25V657035 25V657033

50 FO Engine Room
BC020 V020002 LO/FW 25 Purifier 25 25V657030
PS V657169 Room V657169 Compressor
051101157 Cooling Room Cooler Room
PI PI 25V657029 25V657032
25
V6555066
Drain To Scupper
40 40
Stern Tube V020012 V310004 25 25
Cooling V655016 V655017
Tank
104m3 25
25 V310009 Sodium Ion
V310008 25 Exchange Filter 40 To Bilge Separator
25 25 V657026 V310012 Monitoring System 15 25 15
V657024 V657025 15
Drain Tank 5m3 V310003 V655008 V657028 V655009
25 Tank Top Level To 15 PPM
Tank Top Level Aft V310013 Bilge Separator Fresh Water
65 25 15
V020007 V020010 V310011 Tank Top Level To
Boiler
Feedwater
Starboard 15 25 25 25 25 25 25 Chemical
Fresh Water V655011 V655027 V655026 V655030 V655025 V655021 V655020 Leakage and
Tank
Tank No.134 Rainwater Tank
Operating
124.5m3 LT LI Water
Tank
Key
LO LO LO
Purifier Purifier Purifier Domestic Fresh Water
50 for Diesel for Diesel for Main FO FO FO/DO
40 V020010
Generator Generator Engine Purifier Purifier Purifier Electrical Signal
V020006
Drain To Air
Bilge Well

Issue: 1 2.3 Drains and Feedwater Systems - Page 11 of 12

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 Luna Mærsk Machinery Operating Manual
c) Remove the salt refill cover and add 5 litres of water to the
brine tank.
25V020010
d) Fill the brine tank with salt tablets.
25V655017 Silver Ion
e) Ensure that tha brine controller is set on the correct value as 25V655016 Steriliser Control and
stated in the manufacturer’s technical data. It not, adjust as Monitoring Panel
recommended by the manufacturer’s manual.

f) Slowly open the inlet valve. Water will now flow into the
filter tank.

g) Depress the red knob and turn to START.

The softener will now perform a complete regeneration, which will last
approximately 2 hours. The unit will then automatically return to the
SERVICE position.

h) Supply water to the softener and check the flow.

Fresh Water System Silver Ion Steriliser

Sodium Ion Exchange Water Softener

Issue: 1 2.3 Drains and Feedwater Systems - Page 12 of 12

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 2.4 Sea Water Systems

2.4 1 Main and Auxiliary Sea Water Cooling Systems

2.4.2 Engine Room Ballast System

2.4.3 Fresh Water Evaporator

2.4.4 Anti-Heeling System

Illustrations

2.4 1a Main and Auxiliary Sea Water Cooling System

2.4.2a Engine Room Ballast System

2.4.3a Fresh Water Evaporator

2.4.4a Anti-Heeling System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

From Steam
System 40V037003
FC015 No.2 Central No.1 Central No.2 Reefer No.1 Reefer
125V006002
Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler Fresh Water
TI
Dump Condenser/ Inner Strainer Inner Strainer Evaporator
Inner Strainer Inner Strainer
Drain Cooler (30m3/day)
15
V654020
TI 40
V037006 TI TI
TI 15 TI 15 TI TI
Deck 7920 15 V654018 15 V654017 15 15
15V654022 PT PI
V654019 V654014 V654026 V654024
15 15
150 TI
40 40 V564027 V654023
V220001
V562002 V652001
15 15 15 15
15V654021 V654028 V654025
V654016 V654015 40 40
V562003 V562004 Deck 7920
400 400 400 400
150V211003 V220005 V220009 V220014 V220015
PI

100V223001
100V515002

Key
400 400
400 400
PI PA PT TI TT V220001 V220002 PI PA PT Sea Water
V220012 V220013
Electrical Signal
550
Bilges
V223001 400V220003 400V220004 350V220001 350V220004 100V220001
M.G.P.S.
Control Air
Panel
400V515001 400V515002 350V515004 350V515002 100V515001 Steam
450
V223001 PI Central PI PI Reefer PI PI FW
FW Coolers FW Coolers Evaporator
Start/Stop DPS SW Pumps DPS Start/Stop Start/Stop DPS SW Pumps DPS Start/Stop SW Supply
Hatch Coaming (1090m3/h (960m3/h Pump Hatch Coaming
PI x 4mth) PI PI x 7.8mth) PI PI (70m3/h)

400V220011 Deck 2676 350V220002 350V220003 125V220001

To To To To
No.1 No.2 Set
Starboard Port
Fire & GS Fire & GS 2.2kg/cm2
Ballast Ballast 65
TI Pump Pump 350V211001 Pump Pump V223002
Compressed Air TI
400V220010 25
Connection V323002
40 40
V037005 Sea Water Crossover Pipe V037004 ZS

800 800 Port

800V211002 Sea Inlet
65 Emergency V211001 V272002
40 350 Chest
V223001 Bilge
V325001 ZS V515001
800 40V037001 Suction 40 40
V272001 V037002 V325002
Starboard Sea
Inlet Chest

Issue: 1 2.4 Sea Water Systems - Page 1 of 14

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 Luna Mærsk Machinery Operating Manual
2.4 SEA WATER SYSTEMS The three sets of pumps take sea water suction from the SW crossover main The SW cooling pumps discharge to a common SW pressure manifold which
which connects with the high sea chest on the port side of the ship and the low supplies SW to the two central FW coolers and the dump condenser/drain
2.4.1 MAIN AND AUXILIARY SEA WATER COOLING sea chest on the starboard side. The common sea water suction manifold has cooler. The SW then flows overboard through the ship side overboard valve.
SYSTEMS suction filters at each end, the filters connecting with the port and starboard
sea chests on the sides of the vessel. An anti-fouling system is provided with The SW cooling pumps can be started and stopped locally or from the mimic
electrodes placed in both of the filter units. The anti-fouling control panel diagram in the control room; at the mimic display auto operation may be
SEA WATER PUMPS selected. One of the SW cooling pumps would normally be selected as the
is located near the port sea water suction main at the engine room plate
level. The sea suction valves at each sea chest are remotely operated from standby pump to start if the operating pump could not maintain pressure.
Main Sea Water Cooling Pumps the mimic diagram in the engine control room; they are also provided Pressure switches on the discharge side of the pumps provide the start signal
Maker: Desmi with local manually operated hydraulic actuators. An emergency manual for the standby pump, which would happen if the operational pump failed
No. of sets: 2 hydraulic system for operating the sea suction valves is located near the for any reason.
dump condenser. Overboard discharge valves are also remotely operated via
Type: Vertical single stage centrifugal Other pumps taking suction from the SW crossover main are:
extended spindles to 7920 deck.
Model: DSL300-320L
Two fire and general service pumps (see section 4.1)
Capacity: 1,090m3/h x 4mth
Two ballast pumps (see section 2.4.2)

Reefer Sea Water Cooling Pumps Both sea chests have vent pipes extending to the upper deck level and
Maker: Desmi steam connections.
No. of sets: 2
Type: Vertical single stage centrifugal Procedure for the Operation of the Sea Water Cooling System
Model: NSL250-330
a) Ensure that all suction strainers are clear.
Capacity: 960m3/h x 7.8mth
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly.
Fresh Water Evaporator Sea Water Pump
Maker: Desmi c) Set up the valves as shown in the tables below. In this case the
No. of sets: 1 starboard low suction is in use.
Type: Vertical single stage centrifugal
Model: NSL80-215 Position Description Valve
Capacity: 70m3/h x 50mth Sea Water Suction Main
Open Low (starboard) sea chest suction valve 800V272001
INTRODUCTION
Open Low (starboard) sea chest suction
The main sea water cooling pumps supply cooling sea water to the low Emergency Hydraulic Actuator Unit strainer outlet valve 800V211001
temperature central fresh water coolers. Closed Starboard strainer vent valve 40V037005
for the Sea Water Suction Valves
The two reefer cooling sea water pumps supply sea water to the two container Open Starboard sea chest vent valve 65V223001
fresh water coolers. Open High (port) sea chest suction valve 800V272002

The fresh water evaporator sea water pump operates the vacuum ejector on Open High (port) sea chest suction
the FW evaporator, provides cooling water to cool the vapour produced during The portside main SW cooling pump is provided with a priming unit because strainer outlet valve 800V211002
operation and supplies the FW evaporator with feedwater. The fresh water it has an emergency bilge suction, the valve spindle, which is painted red, Closed Port strainer vent valve 40V037004
evaporator will be covered in more detail in section 2.4.3. extending 460mm above the floor plate level.
Open Port sea chest vent valve 65V223002

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 Luna Mærsk Machinery Operating Manual
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

From Steam
System 40V037003
FC015 No.2 Central No.1 Central No.2 Reefer No.1 Reefer
125V006002
Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler Fresh Water Cooler Fresh Water
TI
Dump Condenser/ Inner Strainer Inner Strainer Evaporator
Inner Strainer Inner Strainer
Drain Cooler (30m3/day)
15
V654020
TI 40
V037006 TI TI
TI 15 TI 15 TI TI
Deck 7920 15 V654018 15 V654017 15 15
15V654022 PT PI
V654019 V654014 V654026 V654024
15 15
150 TI
40 40 V564027 V654023
V220001
V562002 V652001
15 15 15 15
15V654021 V654028 V654025
V654016 V654015 40 40
V562003 V562004 Deck 7920
400 400 400 400
150V211003 V220005 V220009 V220014 V220015
PI

100V223001
100V515002

Key
400 400
400 400
PI PA PT TI TT V220001 V220002 PI PA PT Sea Water
V220012 V220013
Electrical Signal
550
Bilges
V223001 400V220003 400V220004 350V220001 350V220004 100V220001
M.G.P.S.
Control Air
Panel
400V515001 400V515002 350V515004 350V515002 100V515001 Steam
450
V223001 PI Central PI PI Reefer PI PI FW
FW Coolers FW Coolers Evaporator
Start/Stop DPS SW Pumps DPS Start/Stop Start/Stop DPS SW Pumps DPS Start/Stop SW Supply
Hatch Coaming (1090m3/h (960m3/h Pump Hatch Coaming
PI x 4mth) PI PI x 7.8mth) PI PI (70m3/h)

400V220011 Deck 2676 350V220002 350V220003 125V220001

To To To To
No.1 No.2 Set
Starboard Port
Fire & GS Fire & GS 2.2kg/cm2
Ballast Ballast 65
TI Pump Pump 350V211001 Pump Pump V223002
Compressed Air TI
400V220010 25
Connection V323002
40 40
V037005 Sea Water Crossover Pipe V037004 ZS

800 800 Port

800V211002 Sea Inlet
65 Emergency V211001 V272002
40 350 Chest
V223001 Bilge
V325001 ZS V515001
800 40V037001 Suction 40 40
V272001 V037002 V325002
Starboard Sea
Inlet Chest

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 Luna Mærsk Machinery Operating Manual
Main Sea Water Circulation System Fresh Water Evaporator System d) Select the operation pump and the standby pump for the main
and container cooling SW systems and set the switches on the
Open No.1 CSW pump suction valve 400V220010 Open FW evaporator SW pump suction valve 125V220001 control panels for these pumps.
Open No.1 CSW pump outlet valve 400V220004 Open FW evaporator SW pump discharge valve 100V220001
e) Start the selected operational pump and ensure that it is
Open No.2 CSW pump suction valve 400V220011 Open FW evaporator valves as indicated in section 2.4.3
delivering sea water at the correct pressure.
Open No.2 CSW pump outlet valve 400V220003 Open FW evaporator SW outlet line overboard
Closed Emergency direct bilge suction valve 350V211001 discharge valve valve 125V220001 f) When required for FW evaporator operation, start the sea water
pump for the FW evaporator.
Open No.1 central cooling FW cooler inlet valve 400V220002
Open No.1 central cooling FW cooler outlet valve 400V220009
Open No.2 central cooling FW cooler inlet valve 400V220001
Open No.2 central cooling FW cooler outlet valve 400V220008
Open Dump condenser cooling water inlet valve 150V220001 Sea Water System
Anti-Fouling Panel
Open Dump condenser cooling water outlet valve 150V211003 Hydraulic Valve Actuator
Open Main cooling line overboard discharge valve 550V223001 Solenoid Box

Container Cooling Sea Water System

Open No.1 reefer container cooling SW pump
suction valve 350V220003
Open No.1 reefer container cooling SW pump
outlet valve 350V220004
Open No.2 reefer container cooling SW pump
suction valve 350V220002
Open No.2 reefer container cooling SW pump Port Sea Suction Strainer
outlet valve 350V220001
Open No.1 reefer container CFW cooler SW
inlet valve 400V220013
Open No.1 reefer container CFW cooler SW
outlet valve 400V220015
Open No.2 reefer container CFW cooler SW
inlet valve 400V220012
Open No.2 reefer container CFW cooler SW
outlet valve 400V220014
Open Container cooling line sea water Location Of Sea Water Circulating System
overboard discharge valve 450V223001
Anti-Fouling Control Panel

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 Luna Mærsk Machinery Operating Manual
Illustration 2.4.2a Engine Room Ballast System
To/From
Water Ballast
Deck 7920 Deck 7920 Tank 115
(796.5m3)
200V271012
From
Boiler Drain To/From
300V223002 150V211002 300V515005 300V223001 Water Ballast
Tank 113
150V515003 200V271010 (797.5m3)

300V515007 150V515004

25V261008 To/From
Water Ballast
Tanks
Port 300V261005 300V261006 43(1418m3),
Water Ballast 73(1371.7m3)
Side Tank No.133 & 93(1744.1m3)
(1183.6m3) 150V261003
300V261007
250V261006 250V261005

200V271017 300V276004 To/From

300V276003
150V261004 Water Ballast
PI PI Tanks
PT 42(1420m3),
300V515006 PT 300V515008 72(1369m3)
PI & 92(1744.1m3)
PI
No.2 No.1
200V271016 Ballast Pump Ballast Pump
(500m3/h (500m3/h
at 25mth) at 25mth)
PI PI To/From
Starboard
Water Ballast
Water Ballast PT PT Tank 112
Side Tank No.132
200V271013 (797.5m3)
(1183.6m3) PI PI

To/From
250V261007 Water Ballast
250V271004 300V271004 250V271003 300V271003 Tank 114
200V271011 (796.5m3)

Key
Hatch Coaming Hatch Coaming
Sea Water

To To To To To To To
No. 2 Central No. 1 Central Set
No.1 No.2 No.2 Reefer No.1 Reefer Fresh Water
FW Cooler FW Cooler 2.2kg/cm2
Fire & GS Fire & GS FW Cooler FW Cooler Evaporator 65
TI SW Supply SW Supply Pump Pump SW Supply SW Supply SW Supply V223002
Compressed Air Pump Pump Pump Pump Pump TI
25
Connection V323002
40 40
V037005 Sea Water Crossover Pipe V037004 ZS

800 800 Port

800V211002 Sea Inlet
65 V211001 V272002
40 Chest
V223001
V325001 ZS
800 40V037001 40 40
V272001 V037002 V325002
Starboard Sea
Inlet Chest

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 Luna Mærsk Machinery Operating Manual
2.4.2 ENGINE ROOM BALLAST SYSTEM Position Description Valve f) Start the selected ballast pump and fill the desired ballast
tank(s) as required.
Open No.1 ballast pump sea suction valve 250V271003
Ballast Pump Open No.1 ballast pump discharge valve 300V276004 (Note: Ballast water can be run into the tanks by means of gravity without
Maker: Desmi using the pump. Although this is a slower process than using the
Closed No.1 ballast pump suction from ballast system 300V271003
No. of sets: 2 pump it allows for better control.)
Type: Centrifugal Closed No.1 ballast pump discharge overboard 300V261006
Model: SL250-330 Open No.1 ballast pump discharge to ballast main 250V261005
Procedure for Pumping out Ballast Tanks
Capacity: 500m3/h at 25mth Open No.2 ballast pump sea suction valve 250V271004
Open No.2 ballast pump discharge valve 300V276003 Using ballast pumps
Ballast Ejector Closed No.2 ballast pump suction from ballast system 300V271004 a) Ensure that all suction strainers are clear.
Maker: Ellehammer Closed No.2 ballast pump discharge overboard 300V261005
No. of sets: 2 b) Ensure all the pressure gauge and instrumentation valves are
Open No.2 ballast pump discharge to ballast main 250V261006 open and that the instrumentation is reading correctly.
Model: 200-200-250/127-82
Capacity: 150m3/h at 7mwc suction lift Open Port side ballast main cross connection valve 250V261008
c) Set up the valves as required using the table below.
Open Startboard side ballast main cross connection
The ballast pumps can take suction from the sea water suction manifold, and valve 250V261007
(Note: The cross connection valves in the ballast main are opened as required
the ballast water tanks. These pumps can be used for filling the ballast Open Centre ballast main cross connection valve 300V261007 in order to allow either of the two pumps to pump out any of the
tanks and for emptying the ballast tanks. The ballast pumps can also be ballast tanks.)
used for stripping out the ballast tanks via the associated ballast ejector.
The pumps may be started and stopped locally or from the system mimic e) Check the quantity of ballast to be added to the tank(s) and
Position Description Valve
diagram which is accessed from the computer terminals in the ship control open the tank valves as in the following table:
centre or engine control room. Valves may be opened and closed from the Open Port side ballast main cross connection valve 250V261008
system mimic diagram. Description Valve Open Startboard side ballast main cross connection
Forward ballast ring cross connection valve 300V261008 valve 250V261007
Procedure for Setting up the Ballast Pumping System Water ballast tank 23 (port) 200V261012 Open Centre ballast main cross connection valve 300V261007
Water ballast tank 22 (starboard) 200V261013 Open Forward ballast ring cross connection valve 300V261008
Filling ballast tanks using the ballast pumps.
Water ballast tank 43 (port) 200V261011 Closed No.1 ballast pump sea suction valve 250V271003

a) Ensure that the sea suction crossover line is operational with Water ballast tank 42 (starboard) 200V261014 Open No.1 ballast pump discharge valve 300V276004
either the high or low sea suction valve chest open. Water ballast tank 73 (port) 200V261010 Open No.1 ballast pump suction from ballast system 300V271003
Water ballast tank 72 (starboard) 200V261015 Open No.1 ballast pump discharge overboard 300V261006
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly. Water ballast tank 93 (port) 200V261009 Closed No.1 ballast pump discharge to ballast main 250V261005
Water ballast tank 92 (starboard) 200V261016 Closed No.2 ballast pump sea suction valve 250V271004
c) Select No.1 or No.2 ballast pump for operation.
Water ballast tank 113 (port) 200V271010 Open No.2 ballast pump discharge valve 300V276003
d) Open the valves as required using the table below. The Water ballast tank112 (starboard) 200V271013 Open No.2 ballast pump suction from ballast system 300V271004
description assumes that the SW suction main is already
operating with the necessary sea chest SW suction valve open. Water ballast tank (heeling tank) 115 (port) 200V271012 Open No.2 ballast pump discharge overboard 300V261005
Water ballast tank114 (heeling tank) (starboard) 200V271011 Closed No.2 ballast pump discharge to ballast main 250V261007
Water ballast tank 133 (port aft) 200V271017
Water ballast tank132 (starboard aft) 200V271016

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 Luna Mærsk Machinery Operating Manual
Illustration 2.4.2a Engine Room Ballast System
To/From
Water Ballast
Deck 7920 Deck 7920 Tank 115
(796.5m3)
200V271012
From
Boiler Drain To/From
300V223002 150V211002 300V515005 300V223001 Water Ballast
Tank 113
150V515003 200V271010 (797.5m3)

300V515007 150V515004

25V261008 To/From
Water Ballast
Tanks
Port 300V261005 300V261006 43(1418m3),
Water Ballast 73(1371.7m3)
Side Tank No.133 & 93(1744.1m3)
(1183.6m3) 150V261003
300V261007
250V261006 250V261005

200V271017 300V276004 To/From

300V276003
150V261004 Water Ballast
PI PI Tanks
PT 42(1420m3),
300V515006 PT 300V515008 72(1369m3)
PI & 92(1744.1m3)
PI
No.2 No.1
200V271016 Ballast Pump Ballast Pump
(500m3/h (500m3/h
at 25mth) at 25mth)
PI PI To/From
Starboard
Water Ballast
Water Ballast PT PT Tank 112
Side Tank No.132
200V271013 (797.5m3)
(1183.6m3) PI PI

To/From
250V261007 Water Ballast
250V271004 300V271004 250V271003 300V271003 Tank 114
200V271011 (796.5m3)

Key
Hatch Coaming Hatch Coaming
Sea Water

To To To To To To To
No. 2 Central No. 1 Central Set
No.1 No.2 No.2 Reefer No.1 Reefer Fresh Water
FW Cooler FW Cooler 2.2kg/cm2
Fire & GS Fire & GS FW Cooler FW Cooler Evaporator 65
TI SW Supply SW Supply Pump Pump SW Supply SW Supply SW Supply V223002
Compressed Air Pump Pump Pump Pump Pump TI
25
Connection V323002
40 40
V037005 Sea Water Crossover Pipe V037004 ZS

800 800 Port

800V211002 Sea Inlet
65 V211001 V272002
40 Chest
V223001
V325001 ZS
800 40V037001 40 40
V272001 V037002 V325002
Starboard Sea
Inlet Chest

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 Luna Mærsk
d) Start the selected ballast pump and empty the ballast tank Open
concerned. The ballast tank valves are filling and suction valves
and they are as indicated in item e) of the procedure for filling b)
ballast tanks.
(Note: The ballast pumps are used for general pumping of the ballast tanks
and as the suction pipe is at the after end of each tank a slight trim c)
aft will assist in removal of ballast. The ballast ejector is used for
removing the final water at the bottom of the ballast tank.)
Procedure for Stripping Ballast Tanks using the Stripping
Eductor d)
There are two ballast ejectors, one connected to each ballast pump and water
from the associated ballast pump is used to activate the ejector.
Machinery Operating Manual
Forward ballast ring cross connection valve 300V261008
Start the selected ballast pump and ensure that water is being
discharged through the overboard discharge line from the
ejector.
Open the individual ballast tank valves in order to strip the
remaining water from the tanks. The ballast tank suction valves
are as indicated in item e) of the procedure for filling ballast
tanks.
When the tanks have been stripped, check that they are dry,
shut down the ballast pump and shut all valves.

a) Set the valves of the ballast pump to supply water to the ballast 250V271004
ejector as below.

Position Description Valve

Open No.1 ballast pump sea suction valve 250V271003
Open No.1 ballast pump discharge valve 300V276004
Closed No.1 ballast pump suction from ballast system 300V271003
Open No.1 ballast pump discharge overboard 300V261006
Closed No.1 ballast pump discharge to ballast main 250V261005
Open No.1 ballast pump overboard discharge valve 300V223001
Open No.1 ballast ejector suction valve 150V261003 300V276003
Open No.2 ballast pump sea suction valve 250V271004
Open No.2 ballast pump discharge valve 300V276003
Closed No.2 ballast pump suction from ballast system 300V271004
Open No.2 ballast pump discharge overboard 300V261005
Closed No.2 ballast pump discharge to ballast main 250V261006
Open No.2 ballast pump overboard discharge valve 300V223002
Open No.2 ballast ejector suction valve 150V261004

Cross connection ballast main valves may be opened as required to allow Ballast Pumps
either of the ejectors to strip any ballast tank

Open Port side ballast main cross connection valve 250V261008

Open Startboard side ballast main cross connection
valve 250V261007
Open Centre ballast main cross connection valve 300V261007

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 Luna Mærsk Machinery Operating Manual

100V220021
100V220020
Evaporator Control Panel
250V210004
KC002

Fresh Water (Distillate)

Ejector Pump
Pump

Salinometer
Panel

Main
Switch

Start/Stop
Switch
Chemical
Dosing Tank

Distillate
Evaporator Control Panel
Pump

Fresh Water Evaporator

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 Luna Mærsk Machinery Operating Manual
2.4.3 FRESH WATER EVAPORATOR The produced fresh water is extracted by the distillate pump and discharged Distillate Pump
through a salinometer which monitors the salinity of the water. Should the The distillate pump is a single-stage centrifugal pump.
Maker: Alfa Laval salinity rise above a preset value an alarm is sounded and the condensate
Type: JWP - 26 - C100 is dumped to the bilge tank. There is a flow meter at the distillate pump The distillate pump extracts the produced fresh water from the condenser and
discharge. pumps the water to the fresh water tank.
Serial No.: N-8849
Capacity: 30m3/day Distillate from the FW evaporator is discharged through the rehardening
filter/neutralising unit and the silver ion type electric steriliser before passing Salinometer
to the fresh water storage tanks. The salinometer continuously checks the salinity of the produced water. The
Silver Ion Steriliser
alarm set point is adjustable.
Maker: Katadyn
Fresh Water Quality
No. of sets: 1
To continuously check the quality of the produced fresh water, a salinometer Control Panel
Model: EKS-4
is provided together with an electrode unit fitted on the fresh water pump A control panel contains motor starters, running lights and contacts for
Type: Silver Ion
delivery side. remote alarm.
Capacity: 0-30m3/day
If the salinity of the produced fresh water exceeds the chosen maximum
value, the dump valve and alarm are activated to automatically dump the
Rehardening Filter/Neutralsing Unit produced fresh water to the bilge.
Maker Jowa AB
No. of sets: 1
Main Components
Model: F150-2
Capacity: 2,000 litres/hour The fresh water generator consists of the following components:

An evaporator is installed which utilises the heat from the jacket cooling
Evaporator Section:
water system. The evaporator can be operated during long periods at anchor
by using the main engine jacket water heater as a heat source. The evaporator section consists of a plate heat exchanger and is enclosed
in the separator vessel.
The combined brine/air ejector driven by the ejector pump creates a vacuum in
the system in order to lower the evaporation temperature of the feedwater. Separator Vessel

The feedwater is introduced into the evaporator section through a spring The separator separates the brine from the vapour.
operated regulating valve, and is distributed into every second plate channel
via the evaporation channels. Condenser Section
Just like the evaporator section the condenser section consists of a plate heat
The hot water is distributed into the remaining channels, thus transferring its
exchanger enclosed in the separator vessel.
heat to the feedwater in the evaporation channels.

Having reached boiling temperature, which is lower than at atmospheric Combined Brine/Air Ejector
pressure, the feedwater undergoes a partial evaporation and the mixture of
The ejector extracts brine and incondensable gases from the separator vessel.
generated vapour and brine enters the separator vessel. Here the brine is
separated from the vapour and extracted by the combined brine/air ejector.
Sea Water Supply Pump
After passing through a demister the vapour enters every second plate channel The SW supply pump is a single-stage centrifugal pump.
in the condenser section. Silver Ion Steriliser
This pump supplies the condenser with sea water and the brine/air ejector
The sea water supplied by the combined cooling/ejector water pump distributes with jet water, as well as feedwater for evaporation.
itself into the remaining channels, thus absorbing the heat being transferred
from the condensing vapour.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.4.3a Fresh Water Evaporator
Key

Port Starboard Upper Deck Sea Water

Electrical Signal

Fresh Water

HT Cooling Water
Port 65V020008 65V020007
Fresh Water Starboard
Tank No.135 Fresh Water
Tank No.134 LT LI
(124.5m3)
LT LI (124.5m3)
PI TI

PT
50V020011 50V020010

PI TI

100V220020 TI TI
PI
Distillate
40V020006 Pump
Katadyn
Silver Ion TI 250V211004
Steriliser Dump PT PI
JOWA Make Up To
F150-2 Drain Tank To Bilge 100V2200021
Rehardening
Filter/
Neutralising
50V020012 Unit
From
Fresh Water
To System 15V655007
Fresh Water 65V020005
Hydrophore Tank
Chemical
25V20008 25V20009 Dosing
Tank

25V20006 25V20007
Deck 7920

100V220001

PI
100V515001
Fresh Water
Evaporator
Sea Water Pump 100V223001
Supply
(70m3/h)
125V220001
Sea Water Crossover Pipe

Port
Sea Inlet
Chest
Starboard Sea
Inlet Chest

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 Luna Mærsk Machinery Operating Manual
A salinometer (DS-20) control panel is located at the evaporater side with
LCD indicators ranging from 0.5 - 20ppm. The panel also contains a 10ppm
test function and control buttons to set the alarm point.

Operating Procedures

WARNING
Do not operate the plant in polluted water. Fresh water must not be Hydrophore Tank
produced from polluted water, as the produced water will be unsuitable
for human consumption.

Starting and Stopping Procedures

Rehardening Filter/Nuetralising Unit

Starting-Up the Plant with Jacket Fresh Water Heating

a) Open the valves on the suction and discharge side of the 25V020009
ejector/cooling water pump.

b) Open the overboard valve for the combined brine/air ejector. 25V020008

c) Close the air screw (vacuum release valve) on the separator.

25V310010
d) Start the SW supply pump to create a vacuum of a minimum
of 90%.

Pressure at the combined brine/air ejector inlet should be a minimum of

3kg/cm2. Back pressure at the combined brine/air ejector outlet should be
no more than 6kg/cm2.
25V020007
Evaporation
When there is a minimum of 90 % vacuum (after maximum 10 minutes).

e) Open the valve for feedwater treatment. Ensure that the

chemical dosing tank is full.
Rehardening Filter/Neutralising Unit
f) Open the main engine jacket water inlet valve 100V220021
and outlet valve 100V220021.

g) Start the hot jacket cooling water supply to the evaporator

by adjusting the bypass valve 250V211004 to increase the
temperature in steps of 10°C, until the desired jacket water
flow temperature is reached.

The boiling temperature will now rise while the obtained vacuum drops to
approximately 85%, this indicates that evaporation has started.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.4.4a Anti-Heeling System

GOS Screen Display

UCS 2100 Lyngso Marine 18/09/01 14:52:24

File Edit View User Programs Area Diagram Graph Window Help

SCC ECR REL SCC BRG REL Ackn.

Alarms Watch Duty 0 SCC NONE 0 SCC NONE
Man Supp WatchMode Backup 4 ATTENDED NONE 0 ATTENDED NONE Add Lists Alarm List

Harbour Mode Del. Ctrl Main Menu

Heeling System

Aut/rem mode to be selected before start Take Ctl. Start

Stop

Aut/rem
Heeling Associated Indic./Alarm Man
PS tank 115 HL SB tank 114 HL
796 M3 796 M3 Heeling Tank TS Heeling Tank
No.115 Port No.114 Stbd
151
Start Conditions TAH XA
Content of the two tanks < Capacity of one tank
Pump in remote control 46% 47%
Pump/valve without fail PI PI
377.8 Ton 382.0 Ton
Level transmitter without fail LT LT
1.025 LL 1.025 LL
SCC Attended 286 287
PS 4.5° SB 4.5° LI 250V 250V 250V LI
220018 261013 220022

-0.70° Water Ballast Tank Water Ballast Tank

Start/Stop Pumping Water to PS Tank to SB Tank No.113 Port No.112 Starboard
No low level alarm in suction tank .....................................................................
No high level alarm in discharge tank .....................................................................
Start pump at ........................................................................................... -0.30° -0.30°
Stop pump at ...........................................................................................
0.00° 0.00°

Heeling Alarm at -2.00° -2.00°

Stop Auto Heeling at -2.50° -2.50°

Key

Sea Water

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 Luna Mærsk Machinery Operating Manual
2.4.4 ANTI-HEELING SYSTEM Control Function Procedure for Operating the Anti-Heeling System in Manual Mode from
the Local Position in the Engine Room
Control of the anti-heeling system is from a control panel on the bridge, or
Anti-Heeling System
from a control mimic on the GOS in the SCC.
Maker: Stork - Kwant The anti-heeling pump may be started and stopped in either direction by
Procedure for Operating the Anti-Heeling System in Automatic Mode means of the buttons fitted locally at the pump.
Heeling Pump from the Group Operator Station in the Ship’s Control Centre
a) Check the level of water in the port and starboard tanks.
Maker: Iron a) Open the GOS mimic display for the anti-heeling system.
No. of sets: 1 Check that the port and starboard tanks are filled with water to b) Select MAN operation on the control panel.
Type: Horizontal, centrifugal, reversible the correct level, i.e., sufficient ullage remains in one tank to
Model: QT2-250 completely take the contents on the other heeling tank. c) Monitor the list indicator and operate the ON buttons for
movement of water to the port or starboard sides as necessary.
Capacity: 400m3/h Pressing the particular illuminated ON button will move water
b) Ensure that there is electrical power to the anti-heeling system
control panel. to that side of the ship and pressing it again will stop the
The heeling tanks are located on the port and starboard sides of the ship in movement of water.
No.12 hold, just forward of the engine room. The heeling tanks are filled and c) Ensure that the tank isolating valves are open and that the pump
emptied as part of the ballast system (see section 2.4.2). and automatic transfer valve is not in a fail condition.

The heeling system consists of a reversible centrifugal pump located in a pipe d) Press TAKE CTL. to take control to the GOS. Check the pump Local Control Buttons
joining the two heeling tanks. There are isolating valves at the pipe connection start/stop and alarm indication parameters are correct and that
to the two tanks and an automatic valve located in the pipe between the the start angle and valve delay period are set correctly.
pump and the port side heeling tank. The pump and valves are located in the
engine room near the forward bulkhead on the mezzanine deck above the e) Select AUT/REM operation on the control panel followed by
tank top level. The automatic valve opens and closes in response to the START.
control system, opening when the pump operates to move water from one
tank to the other and closing when water has been transferred so that water f) Check that the system is controlling the angle of heel as
cannot flow between tanks by means of gravity. The valve closes gradually required.
in order to prevent water hammer, the closing time must be correctly set
for the size of valve. In AUT/REM mode the sytem will automatically stop should the auto heeling
angle be exceeded.
The maximum allowed level in any tank during heeling operations is 11.0m
and the minimum level 2.5m. Two level transmitters are fitted in each tank When the system is in operation, the pump icon will change from a purple
and are connected to the UCS2100 GOS (group operator station) control outline to green and turn through 90° in the direction that the pump is
system. pumping.

The anti-heeling system enables the vessel to remain in the upright position
during cargo loading and discharge operations, in order to ensure that
Procedure for Operating the Anti-Heeling System in Manual Mode from
containers move freely in the cell guides. The vessel should be in the upright
the Group Operator Station in the Ship’s Control Centre
position, but the loading and discharge of containers can result in a slight list,
port or starboard. Correction of the list is achieved by moving a quantity of
water from the port to the starboard anti-heeling tank, or vice versa. a) Operate the anti-heeling system as in sections a) to c) above.
Heeling Pump
Operation of the pump can be set for automatic mode and is under the control b) Select MAN operation on the control panel.
of the anti-heeling system, or set for manual operation under the command
of the operator. The automatic pumping system operates in response to a In this mode the starting/stopping of the pump and opening/closing of the
sensor which detects any change in the ship from the upright position. The discharge valve is by the action of the operator. The discharge valve is
heel inclinometer detector unit is located on a mounting plate which is fitted interlocked in such a manner that the pump cannot be started until the valve
athwartships on the ship’s centre line. The pump cut-in/out angles of heel and has moved from the closed position.
alarm points are set in the GOS in the ship’s control centre (SCC).

Issue: 1 2.4 Sea Water Systems - Page 14 of 14

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 2.5 Fresh Water Cooling Systems

2.5.1 High Temperature Fresh Water Cooling System

2.5.2 Low Temperature Fresh Water Cooling System

2.5.3 Container Fresh Water Cooling System

Illustrations

2.5.1a High Temperature Fresh Water Cooling System

2.5.2a Low Temperature Fresh Water Cooling System

2.5.3a Container Fresh Water Cooling System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.5.1a High Temperature Fresh Water Cooling System

From Drink and

Wash Water
15 25 System
15 15 V655018
V561003 V657 V711
011 001
25 No.5 LA Air Leakage
25 From LT
V511011 V561202 Diesel Generator Engine LI Measuring Tank
LS (0.05m3) Fresh Water LA
Cooling System
LS
15
V511114 Fresh Water
Dearating Tank To LT Expansion Tank LI
From LT LA
(0.2m3) Fresh Water 1.25m3
Fresh Water
Cooling System LS
25 80 Cooling System
V561436 V511851
15 25 80 25 80 40
V561012 V561 V211 V561 V211 V020
15 15 011 003 204 001 010
V654 V654
25 No.1 129 130 Locked
25
V511003 V561023 Diesel Generator Engine LO Open
25
Discharge Filter V651022
Stuffing Box Fresh Water
To Drain System
15 Filter Tank From Main Engine
V511001 FO Pipe Heating
(1.5m3/h) 25 15
15 V651
From LT V654 V651021 TI
015
Fresh Water 131
TT TC
25 80 Cooling System
V561024 V511006 250
V211
15 003
V561010 15
V654
080
25 No.2
25
V511004 V561025 Diesel Generator Engine
15 200 200
V654 V220 V220
25 TA 081 15 008 007
15 TI V654
V511002 V561
189 TT 083
PA
PI PI
From LT TI TI 100
V220020 High Temperature
Fresh Water
25 80
Fresh Water
Cooling System
V561026 V511009 250 Cooling Pumps
TI V211
PI (360m3/h at 30mth) PI
15 004
V561013
15 PS PS
TI V654
25 No.3 TA 084
25 200 200
V511005 V561030 Diesel Generator Engine V511 V511
TC PA 100
V220021 002 001
TS
15 TT PT 200 200
V511003 Fresh Water V220 V220
TI Generator 006 005
From LT
Fresh Water
25 80
V561031 V511003 Cooling System Key
15
V561014 High Temperature Cooling Water

No.4 250 250 Low Temperature Cooling Water

25 V220009 V211002
25 V561035 100 100
V511006 Diesel Generator Engine
V220 V220 Domestic Fresh Water
019 018
15 40 Air
V511004 V020
036
From LT Main Engine Instrumentation
Fresh Water From Jacket Water
TI
25 80 Cooling System Steam System 80V006002 FC029 Heater Steam
V561036 V511004 Drain To Bilge Well Aft

Issue: 1 2.5 Fresh Water Cooling Systems - Page 1 of 12

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 Luna Mærsk Machinery Operating Manual
2.5 FRESH WATER COOLING SYSTEMS Water entering the main engine jacket HT fresh water cooling pump suction Open Main engine jacket FW heater outlet valve 100V220019
is a mixture of water from the HT system and from the LT central cooling
Throtlled Main engine jacket FW heater bypass valve 250V211002
2.5.1 HIGH TEMPERATURE FRESH WATER COOLING system (the mixture depending upon the opening of the three-way valve).
SYSTEM There is also a connection at the pump suction from the central fresh water Open Main engine jacket FW cooling inlet valve 250V220009
cooling expansion tank, which allows make-up due to losses from the system Open Main engine jacket FW cooling outlet valve 250V211003
and provides for expansion due to temperature change.
Main Fresh Water Cooling Pumps Open Air leakage measuring tank outlet valve to
Maker: Desmi An automatic temperature controller operates the three-way valve which FW expansion tank 15V711001
No. of sets: 2 controls the flow to the LT central cooling system. The steam supply valve for Open FW generator bypass valve 250V211004
the main engine jacket CFW heater is automatically controlled by a temperature
Type: Vertical single stage centrifugal Closed FW generator inlet valve 100V220021
sensor in the CFW inlet line to the main engine, set point is 68°C.
Model: SL150 - 330/A-G2-K-P
Closed FW generator outlet valve 100V220020
Capacity: 360m3/h at 30mth The system can be drained to the water drain system and can be replenished
using the drinking and fresh water system, with water added to the fresh Operational Three-way valve connecting with LT central
cooling water expansion tank. Individual cylinder cooling jacket systems can cooling system KC004
Main Engine Fresh Water Cooling System
be drained to the after bilge well. Open Link suction valve from LT central cooling system FR126V
The main engine high temperature (HT) central cooling system has two cooling
Open Central CFW expansion tank inlet valve from
water pumps rated at 360m3/h with a pressure of 30mth. The pumps supply
cooling water to the main engine jackets, cylinder heads and exhaust valves. Preparation for the Operation of the Jacket Cooling Water air leakage measuring tank (locked open) 80V211003
System Open Central CFW expansion tank outlet valve
The system operates on a closed circuit principle with the pumps discharging to pump suction 80V211001
through the jacket cooling water preheater. A valve bypassing the preheater The description assumes that the system is being started from cold.
Closed Central cooling system FW expansion tank
is throttled to ensure a flow through the preheater at all times. The preheater
a) Ensure that the HT fresh water cooling system is fully charged outlet valve to drain 40V020010
maintains the main engine jacket cooling water temperature when the main
engine is at stopped or on low load. From the preheater the jacket cooling with water and that all air is vented from the system. Ensure that Open No.1 generator engine cooling water
fresh water enters the engine and is distributed to the cylinder units via a the central fresh water cooling expansion tank is at the correct connection valve from HT cooling system 25V561024
cooling water main. Each cylinder unit can be isolated and drained. Jacket level and top up from the fresh water system if necessary.
Open No.1 generator engine outlet valve to
cooling fresh water leaves the engine and each cylinder outward flow is
b) Ensure all the pressure gauge and instrumentation valves are HT cooling system 25V561023
directed to a common outlet main. The engine outlet flows to a deaerating
tank which connects with the central cooling fresh water expansion tank. open and that all instruments and gauges are reading correctly. Open No.1 generator engine cooling water line
From the deaerating tank jacket cooling water flows back to the pump suction valve to FW expansion tank 15V561012
via the FW generator and a suction line which has connections to the low c) Ensure that the FW generator is bypassed, that valve
250V211004 is open and the FW generator inlet valve Open No.2 generator engine cooling water
temperature (LT) central cooling system. connection valve from HT cooling system 25V561026
100V220021 and outlet valve 100V220020 are closed.
The hot water from the jackets is passed through the FW generator, which Open No.2 generator engine outlet valve to
can be bypassed when the main engine is on low load or stopped, or when d) Ensure that all the main engine individual cylinder inlet and HT cooling system 25V561025
the generation of fresh water is not required. The FW generator has a cooling outlet valves are open.
Open No.2 generator engine cooling water line
effect on the jacket water in the HT system. valve to FW expansion tank 15V561010
e) Ensure that all the main engine individual cylinder vent and
The HT fresh water cooling system is linked to the LT central fresh water drain valves are closed. Open No.3 generator engine cooling water
cooling system by means of two pipe connections. One of these allows connection valve from HT cooling system 25V561031
water from the HT system to flow into the LT central cooling system, via f) Set up the valves as shown in the following table:
Open No.3 generator engine outlet valve to
a three-way valve and the other allows water from the LT central cooling HT cooling system 25V561030
system to flow into the HT system. Flow from the HT system into the LT Position Description Valve
system is controlled by the three-way valve which is temperature activated. Open No.1 main engine FW cooling pump suction valve 200V220007 Open No.3 generator engine cooling water line
The temperature at the HT cooling water outlet from the engine is maintained valve to FW expansion tank 15V561013
at 85°C and the three-way valve regulates the flow of water between the HT Open No.1 main engine FW cooling pump discharge valve200V220005
Open No.4 generator engine cooling water
and LT systems in order to maintain that value. Open No.2 main engine FWcooling pump suction valve 200V220008 connection valve from HT cooling system 25V561036
Open No.2 main engine FW cooling pump discharge valve200V220006 Open No.4 generator engine outlet valve to
Open Main engine jacket FW heater inlet valve 100V220018 HT cooling system 25V561035

Issue: 1 2.5 Fresh Water Cooling Systems - Page 2 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 2.5.1a High Temperature Fresh Water Cooling System

From Drink and

Wash Water
15 25 System
15 15 V655018
V561003 V657 V711
011 001
25 No.5 LA Air Leakage
25 From LT
V511011 V561202 Diesel Generator Engine LI Measuring Tank
LS (0.05m3) Fresh Water LA
Cooling System
LS
15
V511114 Fresh Water
Dearating Tank To LT Expansion Tank LI
From LT LA
(0.2m3) Fresh Water 1.25m3
Fresh Water
Cooling System LS
25 80 Cooling System
V561436 V511851
15 25 80 25 80 40
V561012 V561 V211 V561 V211 V020
15 15 011 003 204 001 010
V654 V654
25 No.1 129 130 Locked
25
V511003 V561023 Diesel Generator Engine LO Open
25
Discharge Filter V651022
Stuffing Box Fresh Water
To Drain System
15 Filter Tank From Main Engine
V511001 FO Pipe Heating
(1.5m3/h) 25 15
15 V651
From LT V654 V651021 TI
015
Fresh Water 131
TT TC
25 80 Cooling System
V561024 V511006 250
V211
15 003
V561010 15
V654
080
25 No.2
25
V511004 V561025 Diesel Generator Engine
15 200 200
V654 V220 V220
25 TA 081 15 008 007
15 TI V654
V511002 V561
189 TT 083
PA
PI PI
From LT TI TI 100
V220020 High Temperature
Fresh Water
25 80
Fresh Water
Cooling System
V561026 V511009 250 Cooling Pumps
TI V211
PI (360m3/h at 30mth) PI
15 004
V561013
15 PS PS
TI V654
25 No.3 TA 084
25 200 200
V511005 V561030 Diesel Generator Engine V511 V511
TC PA 100
V220021 002 001
TS
15 TT PT 200 200
V511003 Fresh Water V220 V220
TI Generator 006 005
From LT
Fresh Water
25 80
V561031 V511003 Cooling System Key
15
V561014 High Temperature Cooling Water

No.4 250 250 Low Temperature Cooling Water

25 V220009 V211002
25 V561035 100 100
V511006 Diesel Generator Engine
V220 V220 Domestic Fresh Water
019 018
15 40 Air
V511004 V020
036
From LT Main Engine Instrumentation
Fresh Water From Jacket Water
TI
25 80 Cooling System Steam System 80V006002 FC029 Heater Steam
V561036 V511004 Drain To Bilge Well Aft

Issue: 1 2.5 Fresh Water Cooling Systems - Page 3 of 12

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 Luna Mærsk Machinery Operating Manual
Open No.4 generator engine cooling water line
valve to FW expansion tank 15V561014
Open No.5 generator engine cooling water
connection valve from HT cooling system 25V561436
Open No.5 generator engine outlet valve to
HT cooling system 25V561202
Open No.5 generator engine cooling water line
200V220007 200V220006 Pump Selector Box KC009
valve to FW expansion tank 15V561003

g) Select and start one main FW cooling pump as the duty pump
and set the other as the standby.

h) Vent the system, including all engine cylinders.

i) Supply steam to the preheater via the steam control valve and
ensure that the drain is open.

j) Slowly bring the jacket cooling water temperature up to

operating temperature.
No.2 Pump
k) Test the system for chemical concentration and add chemicals No.1 Pump
as required. The system is connected to the LT central cooling
system and so both systems are tested and treated together.
200V220008
l) When the jacket system is at the correct temperature and the
main engine has been warmed through for the desired period 200V220005
of time, the main engine may be started.

m) When the engine is at full power circulate water through the

FW generator and operate as required. See the description in
section 2.4.3.

High Temperature Cooling Fresh Water Pumps

Issue: 1 2.5 Fresh Water Cooling Systems - Page 4 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 2.5.2a Low Temperature Fresh Water Cooling System
Bearing Shaft Bearing Shaft 25V654039
50
2.3m3/h 2.3m3/h 80 V220 15 15 15 50
Stern Thruster V220 TI 15 TI 009 V654 V654 V654 V220121
15 15
V654 Motor TI TI 012 115 498 174
15 15 V654045 V561039
173 5.7m3/h V654044 V654043
15 15
V654176 V654034 No.5 15 15 65
25 V654 V654 V220
05 15 80V220011 V561013 Diesel Generator Engine 374 138
15 005
V654 V654 15 15 25
076 075 V654175 V654035 V654
25 25 TI 166 TI V561203 LO
15 V561 15 V561 100
80 Cooler
V654030 002 V654033 004 15 15 15 15 V220085
V220
V654 V654 V654064 V654038 To/From 511
40 25 25 066 065 80 80
TI V561001
HT FW V220006 V220006
V561 V561
003 003 40 Cooling System
80 25
V220013 Air Condition Coolers V561
V561009
Provisions and 80V511851
PI 40V561002 For Accommodation 011
Refrigeration Coolers
No.3 Air Start OC007
Compressor
(400m3/h 15 40
V654 V561004 50
x 30 kg/cm2) 052
TI TI 15
15
TI V654 TI V211003
350V220012 350V220009 074 V654
15 15 40 073
V654 V654 V561 15 15 15 Control
053 054 003 V561006 V654 V654
Central 50
PI Air Fresh Water V211004
057 056 Camshaft
Dryer Coolers
No.2 Air Start 1.0m3/h LO Cooler
50
Compressor 15 15 10.0m3/h V220 15 15 15 50
15 40
(400m3/h V654 V561006
V561005 V654 006 V654 V654 V654 V220007
055 TI 475 143 144
x 30 kg/cm2) 051 350 25 TI
TI V220 V654008
15 15 40 010 25 No.1 65V220004
V654 V654 V561 15 15
V654 Diesel Generator Engine
049 050 005 100 15 Turbocharger 350 009 V654 V654
PI V220011 V654 50 145 146
LO V561 V220011
243 300 LO
Cooler 300 001 100
No.1 Air Start V220 FW 80 Cooler
76m3/h V220
001 To/From V220 V220009
Compressor 002 Circulating 004
40
100 15 HT FW 80 80
(400m3/h 15 V220002 V654 PI Pumps V220017 V220010
V654 V561008 PI Cooling
x 30 kg/cm2) 040
171
System 80V511006
15 15 40 PI PI
V561 50
V654 V654 Main Engine V220 15 15 15 50
041 154 007
300 PS 300 PS 005 V654 V654 V654 V220009
Scaveng Air Coolers V511 V511 576 147 148
50 001 002
15 TA
V220 15 15 15 50 V654046 300 300 No.2 65V220010
003 V654 V654 V654 V220 V211 V211 TI TT TC Diesel Generator Engine 15 15
273 168 169 004 002 003
LO V654 V654
15 Cooler 149 150
65 V654047 HT FW
No.3 15 15
V220002 Cooling 80 100
Diesel Generator Engine V654 V654
To/From V220007
LO 779 170 System V220
300 HT FW 003 80
Cooler V211
80
Cooling V220016 V220008
001
80
V220 100 System
V220005 80V511009
To/From 001
HT FW 80 100
Cooling V220005 V220006
15 15 250
System V654 V654 V211
80V511003 Air Condition
079 078 001 40 15 15
V561018 V654 V654 TI Control Room Key
50
V220 070 067 5.2m3/h
15 15 15 50
001 V654 V654 V654 V220010 200 200 40 LT Cooling Water
15 15
172 139 140 V220004 V654 V654 V220003 V561019
048 077 HT Cooling Water
No.4 65 40 15 15 Air Condition
15 15 V220006 TI TI 200 200 TI TI V561017 V654 V654 TI Control Room
Diesel Generator Engine LO V654 V654 V220 V220 071 068 Fresh Water
141 142 5.2m3/h
Cooler Main Engine 002 001 Main Engine 40
LO Cooler 25 25 LO Cooler V561016 Air
80 100 V654 V654
To/From V220 40 15 15 Air Condition
V220023 010 011
HT FW 002 V561015 V654 V654 TI Workshop Instrumentation
Cooling 80V511004 80 100 155 069
V220007 V220003 5.2m3/h
System 40V561014

Issue: 1 2.5 Fresh Water Cooling Systems - Page 5 of 12

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 Luna Mærsk Machinery Operating Manual
2.5.2 LOW TEMPERATURE FRESH WATER COOLING The LT central fresh water cooling system supplies the following: c) Set up valves as shown in the tables below:
SYSTEM
1. No.1 generator engine jacket cooling system, alternator, air Position Description Valve
Low Temperature Cooling Fresh Water Pump cooler and LO cooler (engine driven circulation pumps)
Open FW expansion tank outlet valve 80V211001
Maker: Desmi 2. No.2 generator engine jacket cooling system, alternator, air
cooler and LO cooler (engine driven circulation pumps) Operational Three-way valve to high temperature central
No. of sets: 2
FW cooling system KC004
Type: Vertical centrifugal single stage 3. No.3 generator engine jacket cooling system, alternator, air
cooler and LO cooler (engine driven circulation pumps) Open No.1 LT central FW cooling pump
Model: SL250-330
suction valve 300V220002
Capacity: 1,200m3/h at 12mth 4. No.4 generator engine jacket cooling system, alternator, air
cooler and LO cooler (engine driven circulation pumps) Open No.1 LT central FW cooling pump
discharge valve 300V211002
INTRODUCTION 5. No.5 generator engine jacket cooling system, alternator, air
cooler and LO cooler (engine driven circulation pumps) Open No.2 LT central FW cooling pump
The low temperature central fresh water cooling system works on the closed suction valve 300V220001
6. Aft and forward intermediate shaft bearings
circuit principle. It is linked to the HT fresh water cooling system but it may Open No.2 LT central FW cooling pump
be considered as a closed circuit. The system has the following features: 7. Main engine air coolers
discharge valve 300V211003
8. Main LO cooler and camshaft LO cooler.
Closed System drain valve 50V561002
• Two circulating pumps which supply the services 9. Turbocharger’s LO cooler
Open No.1 LT central FW cooler inlet valve 350V220012
10. Stern thruster motor
• Pressure switches on the pump discharges which start the Open No.1 LT central FW cooler outlet valve 350V220010
standby pump on low pressure. 11. No.1, No.2 and No.3 starting air compressors
Closed No.1 LT central FW cooler drain valve 25V654008
12. Control air dryer
Open No.2 LT central FW cooler inlet valve 350V220009
• Two central coolers, which in turn are cooled by sea water. 13 Accommodation air conditioning units and provision
Open No.2 LT central FW cooler outlet valve 350V220011
refrigeration units.
Closed No.2 LT central FW cooler drain valve 25V654009
• An expansion tank which provides a positive head to the 12. No.1 and No.2 engine control room and workshop air
system, and allows for thermal expansion. This tank can be conditioning unit coolers Operational LT central cooler controller inlet valve OC002
topped up from the domestic fresh water system. The positive
Operational LT central cooler controller outlet valve OC003
head ensures that, in the event of failure at the coolers, fresh The system is permanently vented from the highest point of the system to
water leaks into the sea water system and sea water does not the expansion tank. Open No.1 generator engine cooling water
leak into the fresh water system. This prevents contamination inlet valve 100V220010
of the fresh water system by sea water which could cause Open No.1 generator engine air cooler cooling
Preparation for the Operation of the Low Temperature Fresh
corrosion. water inlet valve 80V220017
Water Cooling System
Water in the LT system circulates through individual systems as required in Open No.1 generator engine alternator cooling
order to maintain the desired temperatures in those systems. The description assumes setting up the system for the first time. In practice the water inlet valve 50V220006
system will normally be operating with at least one generator engine running
and so heated water will be circulating. Generator engine jacket cooling is part Open No.1 generator engine jacket cooling
The circulating pumps receive suction from the system return main lines
of the low temperature cooling system and so heated water will be available water inlet valve 80V220004
and discharge water into the outlet main. Linked control valves, at cooler
inlet and outlets, divert some of the water flow through the LT central to the jacket systems of engines on standby. Excess heat from the operating Open No.1 generator engine alternator cooling
CFW coolers in order to maintain the desired temperature in the LT cooling generator engine(s) and other operating equipment is removed by sea water water outlet valve 50V220007
distribution main. circulating the central coolers.
Open No.1 generator engine jacket water outlet valve 65V220004
a) Replenish the system from the expansion tank, which is filled Open No.1 generator engine cooling water
from the fresh water tanks. connection valve from HT cooling system 25V561024
Open No.1 generator engine outlet valve to
b) Ensure all pressure gauge and instrumentation valves are open
and that instruments and gauges are operating correctly. HT cooling system 25V561023

Issue: 1 2.5 Fresh Water Cooling Systems - Page 6 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 2.5.2a Low Temperature Fresh Water Cooling System
Bearing Shaft Bearing Shaft 25V654039
50
2.3m3/h 2.3m3/h 80 V220 15 15 15 50
Stern Thruster V220 TI 15 TI 009 V654 V654 V654 V220121
15 15
V654 Motor TI TI 012 115 498 174
15 15 V654045 V561039
173 5.7m3/h V654044 V654043
15 15
V654176 V654034 No.5 15 15 65
25 V654 V654 V220
05 15 80V220011 V561013 Diesel Generator Engine 374 138
15 005
V654 V654 15 15 25
076 075 V654175 V654035 V654
25 25 TI 166 TI V561203 LO
15 V561 15 V561 100
80 Cooler
V654030 002 V654033 004 15 15 15 15 V220085
V220
V654 V654 V654064 V654038 To/From 511
40 25 25 066 065 80 80
TI V561001
HT FW V220006 V220006
V561 V561
003 003 40 Cooling System
80 25
V220013 Air Condition Coolers V561
V561009
Provisions and 80V511851
PI 40V561002 For Accommodation 011
Refrigeration Coolers
No.3 Air Start OC007
Compressor
(400m3/h 15 40
V654 V561004 50
x 30 kg/cm2) 052
TI TI 15
15
TI V654 TI V211003
350V220012 350V220009 074 V654
15 15 40 073
V654 V654 V561 15 15 15 Control
053 054 003 V561006 V654 V654
Central 50
PI Air Fresh Water V211004
057 056 Camshaft
Dryer Coolers
No.2 Air Start 1.0m3/h LO Cooler
50
Compressor 15 15 10.0m3/h V220 15 15 15 50
15 40
(400m3/h V654 V561006
V561005 V654 006 V654 V654 V654 V220007
055 TI 475 143 144
x 30 kg/cm2) 051 350 25 TI
TI V220 V654008
15 15 40 010 25 No.1 65V220004
V654 V654 V561 15 15
V654 Diesel Generator Engine
049 050 005 100 15 Turbocharger 350 009 V654 V654
PI V220011 V654 50 145 146
LO V561 V220011
243 300 LO
Cooler 300 001 100
No.1 Air Start V220 FW 80 Cooler
76m3/h V220
001 To/From V220 V220009
Compressor 002 Circulating 004
40
100 15 HT FW 80 80
(400m3/h 15 V220002 V654 PI Pumps V220017 V220010
V654 V561008 PI Cooling
x 30 kg/cm2) 040
171
System 80V511006
15 15 40 PI PI
V561 50
V654 V654 Main Engine V220 15 15 15 50
041 154 007
300 PS 300 PS 005 V654 V654 V654 V220009
Scaveng Air Coolers V511 V511 576 147 148
50 001 002
15 TA
V220 15 15 15 50 V654046 300 300 No.2 65V220010
003 V654 V654 V654 V220 V211 V211 TI TT TC Diesel Generator Engine 15 15
273 168 169 004 002 003
LO V654 V654
15 Cooler 149 150
65 V654047 HT FW
No.3 15 15
V220002 Cooling 80 100
Diesel Generator Engine V654 V654
To/From V220007
LO 779 170 System V220
300 HT FW 003 80
Cooler V211
80
Cooling V220016 V220008
001
80
V220 100 System
V220005 80V511009
To/From 001
HT FW 80 100
Cooling V220005 V220006
15 15 250
System V654 V654 V211
80V511003 Air Condition
079 078 001 40 15 15
V561018 V654 V654 TI Control Room Key
50
V220 070 067 5.2m3/h
15 15 15 50
001 V654 V654 V654 V220010 200 200 40 LT Cooling Water
15 15
172 139 140 V220004 V654 V654 V220003 V561019
048 077 HT Cooling Water
No.4 65 40 15 15 Air Condition
15 15 V220006 TI TI 200 200 TI TI V561017 V654 V654 TI Control Room
Diesel Generator Engine LO V654 V654 V220 V220 071 068 Fresh Water
141 142 5.2m3/h
Cooler Main Engine 002 001 Main Engine 40
LO Cooler 25 25 LO Cooler V561016 Air
80 100 V654 V654
To/From V220 40 15 15 Air Condition
V220023 010 011
HT FW 002 V561015 V654 V654 TI Workshop Instrumentation
Cooling 80V511004 80 100 155 069
V220007 V220003 5.2m3/h
System 40V561014

Issue: 1 2.5 Fresh Water Cooling Systems - Page 7 of 12

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 Luna Mærsk Machinery Operating Manual
Position Description Valve Position Description Valve Position Description Valve
Open No.2 generator engine cooling water Open No.4 generator engine jacket cooling Open Aft main engine air cooler CFW outlet valve
inlet valve 100V220008 water inlet valve 80V220002 Open No.1 main air compressor CFW inlet valve 40V561008
Open No.2 generator engine air cooler cooling Open No.4 generator engine cooling water Open No.1 main air compressor CFW outlet valve 40V561007
water inlet valve 80V220016 connection valve from HT cooling system 25V561036
Open No.2 main air compressor CFW inlet valve 40V561006
Open No.2 generator engine alternator cooling Open No.4 generator engine outlet valve to
water inlet valve 50V220005 HT cooling system 25V561035 Open No.2 main air compressor CFW outlet valve 40V561005

Open No.2 generator engine alternator cooling Open No.5 generator engine cooling water inlet valve 100V220012 Open No.3 main air compressor CFW inlet valve 40V561004
water outlet valve 50V220008 Open No.5 generator engine air cooler cooling Open No.3 main air compressor CFW outlet valve 40V561003
Open No.2 generator engine jacket water outlet valve 65V220003 water inlet valve 80V220006 Open Control air dryer CFW inlet valve 15V561005
Open No.2 generator engine jacket cooling Open No.5 generator engine alternator cooling Open Control air dryer CFW outlet valve 15V561006
water inlet valve 80V220003 water inlet valve 50V220009
Open No.1 main engine LO cooler
Open No.2 generator engine cooling water Open No.5 generator engine alternator cooling cooling FW inlet valve 200V220002
connection valve from HT cooling system 25V561026 water outlet valve 50V220121
Open No.1 main engine LO cooler
Open No.2 generator engine outlet valve to Open No.5 generator engine jacket water outlet valve 65V220005 CFW outlet valve 200V2200024
HT cooling system 25V561025 Open No.5 alternator engine jacket cooling Open No.2 main engine LO cooler
Open No.3 generator engine cooling water water inlet valve 80V220511
cooling FW inlet valve 200V220001
inlet valve 100V220006 Open No.5 generator engine cooling water
Open No.2 main engine LO cooler
Open No.3 generator engine air cooler cooling connection valve from HT cooling system 25V561036
CFW outlet valve 200V2200023
water inlet valve 80V220005 Open No.5 generator engine outlet valve to
Open Turbocharger LO cooler CFW inlet valve 100V220002
Open No.3 generator engine alternator cooling HT cooling system 25V561202
water inlet valve 50V220003 Operational Turbocharger LO cooler CFW control valve GC033
Open No.1 shaft bearing cooling FW inlet valve 25V561003
Open No.3 generator engine alternator cooling Open Turbocharger LO cooler CFW outlet valve 100V220011
Open No.1 shaft bearing cooling FW outlet valve 25V561004
water outlet valve 50V220004 Open No.1 accommodation air conditioning unit
Open No.2 shaft bearing cooling FW inlet valve 25V561205
Open No.3 generator engine jacket water outlet valve 65V220002 CFW inlet valve 80V22011
Open No.2 shaft bearing cooling FW outlet valve 25V561002
Open No.3 generator engine jacket cooling Open No.1 accommodation air conditioning unit
water inlet valve 80V220001 Open Stern thruster motor cooling FW inlet valve 40V561002 CFW outlet valve 80V22012
Open No.3 generator engine cooling water Open Stern thruster motor cooling FW outlet valve 40V561001 Open No.2 accommodation air conditioning unit
connection valve from HT cooling system 25V561031 Open No.1 ECR AC unit cooler CFW inlet valve 40V561019 CFW inlet valve 80V22013
Open No.3 generator engine outlet valve to Open No.1 ECR AC unit cooler CFW outlet valve 40V561018 Open No.2 accommodation air conditioning unit
HT cooling system 25V561030 CFW outlet valve 80V22014
Open No.2 ECR AC unit cooler CFW inlet valve 40V561016
Open No.4 generator engine cooling water inlet valve 100V220003 Open No.1 provision refrigeration unit
Open No.2 ECR AC unit cooler CFW outlet valve 40V561017 CFW inlet valve 25V561013
Open No.4 generator engine air cooler cooling
Open Workshop AC unit cooler CFW inlet valve 40V561014 Open No.1 provision refrigeration unit
water inlet valve 80V220007
Open Workshop AC unit cooler CFW outlet valve 40V561015 CFW outlet valve 25V561010
Open No.4 generator engine alternator cooling
water inlet valve 50V220001 Open Main engine air coolers CFW outlet valve 300V211001 Open No.2 provision refrigeration unit
Open Forward main engine air cooler CFW inlet valve CFW inlet valve 25V561009
Open No.4 generator engine alternator cooling
water outlet valve 50V220004 Open Forward main engine air cooler CFW outlet valve Open No.2 provision refrigeration unit
CFW outlet valve 25V561203
Open No.4 generator engine jacket water outlet valve 65V220010 Open Aft main engine air cooler CFW inlet valve

Issue: 1 2.5 Fresh Water Cooling Systems - Page 8 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 2.5.2a Low Temperature Fresh Water Cooling System
Bearing Shaft Bearing Shaft 25V654039
50
2.3m3/h 2.3m3/h 80 V220 15 15 15 50
Stern Thruster V220 TI 15 TI 009 V654 V654 V654 V220121
15 15
V654 Motor TI TI 012 115 498 174
15 15 V654045 V561039
173 5.7m3/h V654044 V654043
15 15
V654176 V654034 No.5 15 15 65
25 V654 V654 V220
05 15 80V220011 V561013 Diesel Generator Engine 374 138
15 005
V654 V654 15 15 25
076 075 V654175 V654035 V654
25 25 TI 166 TI V561203 LO
15 V561 15 V561 100
80 Cooler
V654030 002 V654033 004 15 15 15 15 V220085
V220
V654 V654 V654064 V654038 To/From 511
40 25 25 066 065 80 80
TI V561001
HT FW V220006 V220006
V561 V561
003 003 40 Cooling System
80 25
V220013 Air Condition Coolers V561
V561009
Provisions and 80V511851
PI 40V561002 For Accommodation 011
Refrigeration Coolers
No.3 Air Start OC007
Compressor
(400m3/h 15 40
V654 V561004 50
x 30 kg/cm2) 052
TI TI 15
15
TI V654 TI V211003
350V220012 350V220009 074 V654
15 15 40 073
V654 V654 V561 15 15 15 Control
053 054 003 V561006 V654 V654
Central 50
PI Air Fresh Water V211004
057 056 Camshaft
Dryer Coolers
No.2 Air Start 1.0m3/h LO Cooler
50
Compressor 15 15 10.0m3/h V220 15 15 15 50
15 40
(400m3/h V654 V561006
V561005 V654 006 V654 V654 V654 V220007
055 TI 475 143 144
x 30 kg/cm2) 051 350 25 TI
TI V220 V654008
15 15 40 010 25 No.1 65V220004
V654 V654 V561 15 15
V654 Diesel Generator Engine
049 050 005 100 15 Turbocharger 350 009 V654 V654
PI V220011 V654 50 145 146
LO V561 V220011
243 300 LO
Cooler 300 001 100
No.1 Air Start V220 FW 80 Cooler
76m3/h V220
001 To/From V220 V220009
Compressor 002 Circulating 004
40
100 15 HT FW 80 80
(400m3/h 15 V220002 V654 PI Pumps V220017 V220010
V654 V561008 PI Cooling
x 30 kg/cm2) 040
171
System 80V511006
15 15 40 PI PI
V561 50
V654 V654 Main Engine V220 15 15 15 50
041 154 007
300 PS 300 PS 005 V654 V654 V654 V220009
Scaveng Air Coolers V511 V511 576 147 148
50 001 002
15 TA
V220 15 15 15 50 V654046 300 300 No.2 65V220010
003 V654 V654 V654 V220 V211 V211 TI TT TC Diesel Generator Engine 15 15
273 168 169 004 002 003
LO V654 V654
15 Cooler 149 150
65 V654047 HT FW
No.3 15 15
V220002 Cooling 80 100
Diesel Generator Engine V654 V654
To/From V220007
LO 779 170 System V220
300 HT FW 003 80
Cooler V211
80
Cooling V220016 V220008
001
80
V220 100 System
V220005 80V511009
To/From 001
HT FW 80 100
Cooling V220005 V220006
15 15 250
System V654 V654 V211
80V511003 Air Condition
079 078 001 40 15 15
V561018 V654 V654 TI Control Room Key
50
V220 070 067 5.2m3/h
15 15 15 50
001 V654 V654 V654 V220010 200 200 40 LT Cooling Water
15 15
172 139 140 V220004 V654 V654 V220003 V561019
048 077 HT Cooling Water
No.4 65 40 15 15 Air Condition
15 15 V220006 TI TI 200 200 TI TI V561017 V654 V654 TI Control Room
Diesel Generator Engine LO V654 V654 V220 V220 071 068 Fresh Water
141 142 5.2m3/h
Cooler Main Engine 002 001 Main Engine 40
LO Cooler 25 25 LO Cooler V561016 Air
80 100 V654 V654
To/From V220 40 15 15 Air Condition
V220023 010 011
HT FW 002 V561015 V654 V654 TI Workshop Instrumentation
Cooling 80V511004 80 100 155 069
V220007 V220003 5.2m3/h
System 40V561014

Issue: 1 2.5 Fresh Water Cooling Systems - Page 9 of 12

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 Luna Mærsk Machinery Operating Manual
Position Description Valve
Open Main engine camshaft LO cooler
CFW inlet valve 50V211003
Operational Main engine camshaft LO cooler
CFW control valve DC007
Open Main engine camshaft LO cooler
CFW outlet valve 50V211004

Operation

a) Start one low temperature fresh water cooling pump.

b) Supply sea water to the central FW cooler, see section 2.4.1.

c) Check the expansion tank level and replenish if necessary.

d) Check the level of chemical treatment and dose as necessary.

e) Circulate the LT central fresh water cooling system and check

that all users are being supplied with CFW at the required
temperature.

f) With machinery systems operating, check that the correct

temperatures are being maintained throughout the system.

Issue: 1 2.5 Fresh Water Cooling Systems - Page 10 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 2.5.3a Container Fresh Water Cooling System
From
Distilled Water
25V310018
Transfer System
LAH
FS
To & From To & From Fresh Water From
Hold No.14 Hold No.13 Starboard
LAL Expansion
FS Tank Passageway

80 40 To Port
Above A Deck
V211002 V020014 Passageway

Upper Deck Passageway

Shaft Tunnel To Clean Bilge Tank From

Hold
400 No.12
V211001 15V654092
To
Hold
No.12

TI

400V220016 LC021
No.2 Reefer 15V654100 15V654096
Fresh Water Cooler

TI From
For Sampling Control Air TC
System
TT
400V220007
Engine Hold 12
Room
MC022 350V211004
TI Katadyn
Silver Ion
Steriliser From
400V220006 Steam
FC005 80V006008 System
No.1 Reefer 400 Heater
Fresh Water Cooler V211002
TI To
25V021027 Dump Condenser/
Drains Cooler

400V220008 25V021020

300V220019 300V220020 300V220021

350V211003
PI No.3 PI No.2 PI No.1
Reefer FW Reefer FW Reefer FW 15V654095
Cooling Pump Cooling Pump Cooling Pump
(623m3/h (623m3/h (623/525m3/h
PI at 4.5kg/cm2) PI at 4.5kg/cm2) PI at 4.5/2kg/cm2)

Key
250V211005 250V211006 250V211007 Fresh Water

Air
100V515001

To Clean Bilge Tank

Issue: 1 2.5 Fresh Water Cooling Systems - Page 11 of 12

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 Luna Mærsk Machinery Operating Manual
2.5.3 CONTAINER FRESH WATER COOLING SYSTEM Procedure for Operating the Reefer Fresh Water Cooling f) Select one of the reefer FW cooling pumps as the duty pump
System and the others as standby pumps. Start the duty pump.
Refrigerated Container (Reefer) Fresh Water Cooling Pumps
a) Check that the reefer fresh water cooling expansion tank is at the g) Check that water is circulating around the reefer FW cooling
Maker: Desmi correct level and top up as necessary. This is achieved by means of system and that the correct temperature is being maintained.
No. of sets: 3 (One twin speed, two single speed motors) the filling valve from the domestic fresh water supply system.
Type: Vertical centrifugal h) Start the steriliser unit and ensure that it is operating correctly
b) Check all instrumentation on the system and ensure that it is by taking water samples and having them analysed.
Model: NSL200 - 415A02
operational and reads correctly.
Capacity: 2 x 623m3/h at 4.5mth i) Open the heater steam supply and drain valves and ensure
1 x 623/525m3/h at 4.5/2mth c) Check all line valves, particularly those outside the engine room that the temperature control valves are operating for the steam
to ensure that all valves which are supposed to be shut are supply and cooler inlet and bypass as required.
Steriliser actually shut.
j) Open the supply and return valves at the reefer containers as
Maker: Katadyn d) Supply sea water to reefer fresh water coolers (section 2.4.1.) required and check their operation.
No. of sets: 1
Model: EK-4 e) Set the system valves as in the following table: k) Check that the reefer cooling fresh water system is being maintained
at the correct temperature and that there are no water leaks.
Type: Silver ion
Position Description Valve
Capacity: 15m3/h fresh water
Open No.1 reefer cooling FW pump suction valve 300V220021
INTRODUCTION Open No.1 reefer cooling FW pump discharge valve 250V211007 350V211003 300V220021
Open No.2 reefer cooling FW pump suction valve 300V220020 300V220019 300V220020
Container fresh water cooling is supplied by a separate fresh water circulation
system which has its own fresh water pumps, coolers, sea water pumps, Open No.2 reefer cooling FW pump discharge valve 250V211006
expansion tank and steriliser unit. The expansion tank is supplied with Open No.3 reefer cooling FW pump suction valve 300V220019
make-up water from the fresh water system. The tank is provided with high
and low level alarms. Open No.3 reefer cooling FW pump discharge valve 250V211005
Open No.1 reefer FW cooling cooler inlet valve 400V220006
The coolers are supplied with sea water by means of container sea water
Open No.1 reefer FW cooling cooler outlet valve 400V220008
cooling pumps (see section 2.4.1). The container fresh water cooling system
operates on demand from the refrigerated container (reefer) system. The Open No.2 reefer FW cooling cooler inlet valve 400V220016
container fresh water cooling preheater maintains a minimum temperature Open No.2 reefer FW cooling cooler outlet valve 400V220007
of 2°C in the circulating water system on return from the reefer containers.
This prevents the water freezing in the pipeline system. The container fresh Operational Cooler bypass control valve MC022
water cooling preheater may be bypassed if required, there is an orifice plate Operational Cooler inlet control valveNC021
in a separate preheater bypass line which ensures that some cooling water
does bypass the heater. Open Reefer FW cooling heater inlet valve 350V211003
Open Reefer FW cooling heater outlet valve 350V211004
Temperature control valves located in the cooler inlet and bypass lines
Closed Reefer FW cooling heater bypass valve 400V211002
regulate the amount of container fresh water cooling passing though the
coolers thereby regulating the temperature of the water being supplied to Open Steriliser inlet valve 15V654095
the reefer containers.
Open Steriliser outlet valve 15V654096
The silver ion steriliser, located between the container cooling water supply Open Return FW cooling line valve 400V211001
and return lines, operates automatically to maintain the water in a sterile Open Reefer FW cooling expansion tank outlet valve 80V211002
condition. Reefer Fresh Water Cooling Pumps
Closed Reefer FW cooling expansion tank drain valve 40V020014

Issue: 1 2.5 Fresh Water Cooling Systems - Page 12 of 12

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 2.6 Fuel Oil and Diesel Oil Service Systems

2.6.1 Main Engine Fuel Oil Service System

2.6.2 Generator Engines Fuel Oil Service System

2.6.3 Boiler Fuel Oil System

2.6.4 Engine Room Waste Oil and Drains System

Illustrations

2.6a Viscosity - Temperature Graph

2.6.1a Main Engine Fuel Oil Service System

2.6.2a Generator Engines Fuel Oil Service System

2.6.3a Boiler Fuel Oil Service System

2.6.4a Engine Room Waste Oil and Drains System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6a Viscosity - Temperature Graph
Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Bu
nk
10,000 er 10,000 10,000
Fu
el
Oi
l
5,000 5,000 5,000

2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes Viscosity - Temperature
1,000 1,000 Relationships 1,000

Typical Marine Fuels

500 500 500

100 100 100

Kinematic Viscosity - Centistokes

Kinematic Viscosity - Centistokes

50 50 50

Boiler Atomisation Viscosity

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

15 15 Diesel Injection Viscosity 15

usually between
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
sO -3
80
il
IF
-1
80
IF
-1
00
IF
- 60
5 5 5

IF
- 30
4 4 4

-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature °C

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 1 of 19

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.1a Main Engine Fuel Oil Service System

To Fuel Oil 125 125

25 A013002 A013001
Drain Tank M151001
25
V013013
Fuel Oil
to Diesel Generators LS LS LS

Fuel Oil TT TT
Return from
Fuel Oil
Diesel Generators Diesel Oil LS Fuel Oil LS Fuel Oil LS
Venting Tank
Service Tank Service Tank Service Tank
(96.5m3) LT Aft LT Forward LT
TI M44 (82.5m3) (90.6m3)
125
S042002 M24 M22
125 PI
V013
005
To 100 100 100
Oil A256002 A257009 A257007
XA VI Fired Boiler
125 VA Fuel Oil To LIS LIS
V013029 Heater Diesel Generator
VR VT VC
DO
Service Pumps 4 kg/cm2 100V511002 100
125 S042002
V013026 125
TI V013024
PS 65 PS
C901001
100 125 25 PI PI PI PI
V013016 Flushing
TI PI V013012 PT PA TT
V013017
TI
25
PI TI V013031 100 125 65 100 Fuel Oil
125 125 V303004 V013022 Fuel Oil V303011 V117004
V013 V013 100 Discharge Suction Filter for
015 016 V013020 PS Main Engine
Filter
Fuel Oil Booster Fuel Oil Supply
Pumps PDS Pumps
PI
100
V013019 125 125
PS V013010 V013025 PS Fuel
TI TI PI PI
25 Oil To
V013010 PI PI 125 PI PI Boiler
TI V013009
Fuel Oil
Main Engine Heater 125 100 125 65 100
V013027 V303005 V013023 V303010 V117003

25
V013012

80
V113001

From
Diesel Generator Sludge Tank M72
System (135.7m3)
Key
From Fuel Oil
Control Air
System Marine Diesel Oil

Steam

Air

Drain

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 2 of 19

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 Luna Mærsk Machinery Operating Manual
2.6 FUEL OIL AND DIESEL OIL SERVICE SYSTEMS INTRODUCTION test cock drain any test liquid to the fuel oil drain tank. All tanks and
heaters are supplied with steam at 6kg/cm2 from the ship’s steam supply,
2.6.1 MAIN ENGINE FUEL OIL SERVICE SYSTEM The engines, main and diesel genereator engines are intended to burn HFO at with condensate flowing to the dump condenser/drains cooler and then the
all times. Such fuel normally has a viscosity of up to 700cSt at 50°C and this observation tank, which is located with the feed filter tank and is fitted with
is too high for effective atomisation and combustion. A viscosity at the fuel an oil detection unit.
Fuel Oil Feed Pump injectors of between 13 and 17cSt is needed for effective engine operation and
Maker: Allweiler so the fuel must be heated before it is delivered to the fuel injection pumps. The steam supply to both HFO supply heaters is controlled by a viscosity
The temperature to which it is heated depends upon the initial viscosity of the controller. All fuel oil pipe work is trace heated by small bore steam pipes laid
Model: SNF210-A46 W12.1-W1
fuel. A viscosity-temperature chart is provided so that the heating temperature adjacent to the fuel oil pipe and encased in the same lagging.
No. of sets: 2 can be determined for any fuel of known viscosity. The viscosity controller
Type: Screw monitors viscosity directly and adjusts the heating accordingly so there should Heated and filtered fuel oil is supplied to the main engine from one of the
Capacity: 15.7m3/h at 4.5kg/cm2 be no need for the engineer to intervene. However, knowing what the heating fuel oil service tanks and it is possible to run the main engine on DO should
temperature should be allows the engineer to check the functioning of the that be necessary. A three-way HFO to DO changeover valve is located before
viscosity controller and enables manual intervention, should the viscosity the low pressure fuel oil feed pumps and this three-way valve has suction
Fuel Booster Pump controller malfunction. connections to the HFO service tanks and the DO service tank. Heavy fuel oil
Maker: Allweiler from the operating HFO service tank is supplied to one of two low pressure
Heavy fuel oil is stored on board in five HFO storage tanks. Fuel oil is fuel oil feed pumps. The second pump will be on automatic standby and will
Model: SNF440-R4 E6.9-W61-TOL transferred from the four FO side storage tanks to the FO storage double start in the event of discharge pressure drop or voltage failure of the running
No. of sets: 2 bottom tank by means of gravity and from there it is purified and discharged pump. A suction filter is located immediately before the low pressure FO feed
Type: Screw to the two HFO service tanks. A FO transfer pump is available to transfer pumps. A fuel flow meter is located at the outlet from the low pressure FO
Capacity: 25.9m3/h at 10kg/cm2 FO between the storage tanks (if necessary) in order to maintain the trim feed pumps and there is also a recirculation line which returns fuel to the
and stability of the vessel. pump suction. Each pump has a relief valve which also returns oil to the
suction side of the pump should there be an obstruction in the outlet line. The
Diesel Oil Service Pump (Electrically powered) There are three centrifugal separators which are used to purify HFO and low pressure FO pumps discharge at a pressure of 3.5kg/cm2 and the relief
fill the HFO service tanks. Each separator has its own supply pump but valve back to the suction side of the pumps is set at 4kg/cm2.
Maker: Allweiler cross connection valves allow pumps to be used with any separator. No.3
Model: SFF120-R42 U12.1-W1 centrifugal separator may also be used for diesel oil and it is generally set The low pressure FO feed pumps discharge through the main engine FO
No. of sets: 1 up for diesel oil operation. supply meter to the FO booster pump suction. There is also a connection to the
Type: Screw FO booster pump suction line from the FO venting tank. This tank receives
One of the HFO purifiers will be running at all times, with the throughput return FO from the main and generator engines and FO drains from the main
Capacity: 7.0m3/h at 7kg/cm2
balanced to match the fuel consumption of the main engine. In an emergency engine. A three-way valve connects the return FO line to the FO venting tank
the main engine can be changed over to diesel oil operation. The five diesel with a third connection to the FO service tanks. This three-way valve allows
Diesel Oil Service Pump (Pneumatically powered) generator engines normally operate on HFO, the supply being taken from the FO to be displaced from the fuel system and replaced with diesel oil.
main engine fuel supply line after the high pressure booster pump and heater.
Maker: IMO Flow meters in the diesel generator engine fuel supply and return lines enable Heavy fuel oil is drawn from the FO venting tank and the FO feed pump
Model: ACE 025 N3 NVBP the fuel consumption of the diesel generator engines to be determined. A flow discharge by one of two main engine high pressure FO booster pumps. The
No. of sets: 1 meter in the main HFO line after the low pressure feed pumps enables the second pump will be on automatic standby and will start in the event of
Type: Screw total engine HFO consumption to be calculated. discharge pressure drop or voltage failure of the running pump. The fuel oil
booster pumps discharge through one of a pair of main engine fuel oil heaters
Capacity: 2.15m3/h at 6kg/cm2 The boiler HFO supply is taken from the service tanks and supplied to the where the oil is heated to a temperature corresponding to a viscosity of 12cSt
burner unit via the boiler burner FO service pumps and a heater. The boiler using steam at a pressure of 6kg/cm2. A viscosity controller is located in the
may also burn waste sludge oil from the sludge tank. The boiler pilot burner fuel line after the heaters and is used to regulate the steam supply to the
Fuel Oil Heater
operates on diesel oil. heaters in order to maintain the correct fuel viscosity. The viscosity measuring
Maker: Aalborg Industries device can be bypassed if necessary.
No. of sets: 2 Outlet valves from all fuel tanks are of the remote quick-closing type with a
Type: Shell and tube collapsible bridge which can be operated from the fire control station. After
being tripped from the fire control station the valves must be reset locally.
Model: Mx30T16L
Each tank is also fitted with a self-closing test cock to test for the presence
of water and to drain any water present. Tundishes under the self-closing

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 3 of 19

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.1a Main Engine Fuel Oil Service System

To Fuel Oil 125 125

25 A013002 A013001
Drain Tank M151001
25
V013013
Fuel Oil
to Diesel Generators LS LS LS

Fuel Oil TT TT
Return from
Fuel Oil
Diesel Generators Diesel Oil LS Fuel Oil LS Fuel Oil LS
Venting Tank
Service Tank Service Tank Service Tank
(96.5m3) LT Aft LT Forward LT
TI M44 (82.5m3) (90.6m3)
125
S042002 M24 M22
125 PI
V013
005
To 100 100 100
Oil A256002 A257009 A257007
XA VI Fired Boiler
125 VA Fuel Oil To LIS LIS
V013029 Heater Diesel Generator
VR VT VC
DO
Service Pumps 4 kg/cm2 100V511002 100
125 S042002
V013026 125
TI V013024
PS 65 PS
C901001
100 125 25 PI PI PI PI
V013016 Flushing
TI PI V013012 PT PA TT
V013017
TI
25
PI TI V013031 100 125 65 100 Fuel Oil
125 125 V303004 V013022 Fuel Oil V303011 V117004
V013 V013 100 Discharge Suction Filter for
015 016 V013020 PS Main Engine
Filter
Fuel Oil Booster Fuel Oil Supply
Pumps PDS Pumps
PI
100
V013019 125 125
PS V013010 V013025 PS Fuel
TI TI PI PI
25 Oil To
V013010 PI PI 125 PI PI Boiler
TI V013009
Fuel Oil
Main Engine Heater 125 100 125 65 100
V013027 V303005 V013023 V303010 V117003

25
V013012

80
V113001

From
Diesel Generator Sludge Tank M72
System (135.7m3)
Key
From Fuel Oil
Control Air
System Marine Diesel Oil

Steam

Air

Drain

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 4 of 19

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 Luna Mærsk Machinery Operating Manual
The heated FO then passes through final filter to the main engine fuel rail and a) Put the HFO purifier in use, filling the service tanks from the Open No.2 FO booster pump outlet valve 100V303004
from there flows into the suction side of the main engine high pressure storage tank, refer to section 2.7.2. Ensure that the DO tank has
Open No.1 FO heater inlet valve 125V013026
fuel oil injection pumps. A relief or dumper valve regulates the pressure at sufficient fuel for operating the main engine.
the main engine rail, diverting excess oil to the HFO outlet line from the Open No.1 FO heater outlet valve 100V013020
engine and hence to the FO venting tank. A bypass valve, which is manually b) Ensure that the filters are clean. Open No.2 FO heater inlet valve 125V013027
controlled allows the main engine fuel system to be bypassed and is used
when warming through the system The high pressure FO injection lines on c) Ensure that the HFO tank is heated to the desired temperature Open No.2 FO heater outlet valve 100V013019
the engine, between the fuel injection pumps and the injectors, are sheathed and that trace heating steam is available at the HFO lines. Open Viscosity transducer inlet valve 125V013016
and any leakage from the annular spaces formed by the sheathing is led to
Open Viscosity transducer outlet valve 125V013017
the FO overflow/drains tank. d) Ensure that all instrumentation valves are open and that all
instruments and gauges are reading correctly. Closed Viscosity transducer bypass valve 125V013015
The generator engines HFO supply is taken from the main HFO system after
Open Main engine fuel inlet valve 100V013012
the viscosity monitoring device and the FO return line from the generator e) Set up the valves as in the following table:
engines joins the main HFO return system between the main engine outlet Open Main engine fuel outlet valve 125V013005
and the FO venting tank. (Note: It is assumed that the forward HFO service tank M22 is to be used Closed Main engine fuel bypass valve 125V013029
and overflow oil will pass to this tank.)
CAUTION Open FO return line valve to the forward
Care must always be exercised when dealing with fuel oil and the Position Description Valve FO service tank 125A013001
overheating of HFO and DO in the service tanks and the fuel system Closed FO return line valve to the aft
must be avoided. Open Forward HFO service tank M22
quick-closing suction valve 100A257007 FO service tank 125A013002

Closed Aft HFO service tank M24 f) Check that there is sufficient HFO in the forward HFO service
Procedure for Preparing the Main Engine Fuel Oil Service
quick-closing suction valve 100A257009 tank and that the fuel in the tank has been heated to the correct
System for Operation
Open DO service tank quick-closing temperature.
It should be remembered that the main engine and the generator engines suction valve 100A256002
normally operate on HFO at all times and they use the same HFO system. A g) Start the duty low pressure FO feed pump and the duty high
Open DO line non-return valve valve 100V511002 pressure FO booster pump.
change to DO can be made for reasons given below and either the entire fuel
system or the generator engine fuel system is changed to DO operation for Open HFO/DO three-way supply valve to engine 100S042002
normal use. It is possible to change just one generator engine to DO operation h) Start and run the main engine on DO and ensure that it operates
Open No.1 FO feed pump suction valve 100V117003
and this would be done prior to shutting down for major maintenance. Two correctly. When the time has come to change over to HFO
generator engine DO service pumps are provided to flush DO through a Open No.1 FO feed pump discharge valve 65V303010 operation and the engine is operating steadily at below 75%
generator engines fuel system; there are separate HFO and DO supply and Open No.2 FO feed pump suction valve 100V117004 MCR, proceed as follows.
reurn lines for all generator engines. One of the generator engine DO service
Open No.2 FO feed pump discharge valve 65V303011 i) Open the trace steam valves to the engine HFO lines and the
pumps is electrically driven and the other is pneumatically powered; the
pneumatically powered pump provides for a DO supply to the generator Operational FO feed pump relief valve 65C901001 drain valves from those lines.
engines in the event of an electrical blackout. Open Flow meter inlet valve 125V013025 j) Check that the trace heating lines are warm and that the HFO in
The following procedure illustrates starting from cold, with the entire fuel Open Flow meter outlet valve 125V013010 the operational service tank is up to temperature.
system charged with DO and in a shut down condition. This will only occur Closed Flow meter bypass valve 125V013009
during drydocking when shore power is used and the generator engines would k) Move the fuel supply three-way valve so that suction is taken
be operating on DO and would need to be changed to HFO operation. The Open FO venting tank outlet valve 125V013024 from the HFO service tanks. Heated HFO will be drawn from the
engine is to start on DO and be changed over to HFO operation when running. Open FO venting tank valve to drain tank 25V013013 forward FO service tank and will flow through the system. It will be
Changing to HFO operation should take place when the engine is operating mixed with returning DO flowing back to the venting tank and the
Open Venting tank overflow valve 25M151001 viscosity controller will monitor the mixture and adjust the steam
below 75% of MCR and this should be maintained until the fuel temperature
has stabilised at the correct value. Open FO venting tank three-way return oil line valve 125S042002 supply to the heater in order to obtain the correct viscosity.
Open No.1 FO booster pump inlet valve 125V013023 l) Monitor the engine operation for any abnormal conditions. The
(Note: The engine is designed to run and manoeuvre on HFO and the change
to DO operation should only be made if the fuel system is to be Open No.1 FO booster pump outlet valve 100V303005 engine conditions will fluctuate slightly during the transition
flushed through for maintenance work, or when the plant is to be phase from DO to HFO operation and exhaust temperatures
Open No.1 FO booster pump inlet valve 125V013022
switched off for prolonged periods or for environmental reasons.) and speed will vary slightly.

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 5 of 19

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.1a Main Engine Fuel Oil Service System

To Fuel Oil 125 125

25 A013002 A013001
Drain Tank M151001
25
V013013
Fuel Oil
to Diesel Generators LS LS LS

Fuel Oil TT TT
Return from
Fuel Oil
Diesel Generators Diesel Oil LS Fuel Oil LS Fuel Oil LS
Venting Tank
Service Tank Service Tank Service Tank
(96.5m3) LT Aft LT Forward LT
TI M44 (82.5m3) (90.6m3)
125
S042002 M24 M22
125 PI
V013
005
To 100 100 100
Oil A256002 A257009 A257007
XA VI Fired Boiler
125 VA Fuel Oil To LIS LIS
V013029 Heater Diesel Generator
VR VT VC
DO
Service Pumps 4 kg/cm2 100V511002 100
125 S042002
V013026 125
TI V013024
PS 65 PS
C901001
100 125 25 PI PI PI PI
V013016 Flushing
TI PI V013012 PT PA TT
V013017
TI
25
PI TI V013031 100 125 65 100 Fuel Oil
125 125 V303004 V013022 Fuel Oil V303011 V117004
V013 V013 100 Discharge Suction Filter for
015 016 V013020 PS Main Engine
Filter
Fuel Oil Booster Fuel Oil Supply
Pumps PDS Pumps
PI
100
V013019 125 125
PS V013010 V013025 PS Fuel
TI TI PI PI
25 Oil To
V013010 PI PI 125 PI PI Boiler
TI V013009
Fuel Oil
Main Engine Heater 125 100 125 65 100
V013027 V303005 V013023 V303010 V117003

25
V013012

80
V113001

From
Diesel Generator Sludge Tank M72
System (135.7m3)
Key
From Fuel Oil
Control Air
System Marine Diesel Oil

Steam

Air

Drain

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 6 of 19

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 Luna Mærsk
m) Gradually all DO in the return line and venting tank will
be used and the engine will be operating on HFO with the
viscosity controller maintaining the correct fuel viscosity.
n) When the engine is running under stable conditions on HFO,
the load may be increased above 75% MCR to the desired
value.
o) The outlet valve 100A256002 from the DO service tank should
be left open as DO is supplied to the boiler ignition burner.
p) The main engine is now operating on HFO.
CAUTION
Trace heating should not be applied to sections of pipeline isolated by
any closed valves on the FO side as damage could occur due to the
expansion of the contents.
As the main engine and the generator engines take fuel from the same heater
and booster module, changing from HFO to DO or vice versa will cause both
engine systems to operate on the same fuel. The main engine and generator
engines are designed to run on HFO at all times. However, changeover to DO
can become necessary if, for instance, the engine in question is expected to
have a prolonged inactive period due to major repairs of the fuel oil system
etc, or a drydocking resulting in a prolonged stoppage of the main engine.
Additionally, environmental legislation may require the use of low sulphur
fuels. If there is a need to change the main and generator engines to DO
for environmental or other reasons, the entire fuel system may be charged
with DO as explained below.
Procedure for Changing the Entire Fuel System to Diesel Oil
Operation from Heavy Fuel Oil Operation whilst the Engine
is Running
A changeover can be performed at any time during engine running but
is more usually carried out just prior to arrival in port. To protect the
injection equipment against rapid temperature changes, which may cause
sticking/scuffing of the fuel valves and of the fuel pump plungers and suction
valves, the changeover is carried out as follows (manually):
This procedure puts the entire fuel system on DO operation and so the
generator engines will also be operating on DO.
a) Check that there is sufficient DO in the DO service tank and
fill the tank via the purifier system if necessary.
b) Reduce the engine load to 50% of MCR load.
Issue: 1
Menu
c) Open the sludge cock on the DO service tank in order to
remove any water from the tank.
d) Open the DO service tank quick-closing valve 100A256002.
(This valve will normally be left open to supply DO to the
boiler burner ignition system.)
e) Shut off the steam supply to the FO heaters and the trace
heating lines.
f) When the temperature of the HFO in the FO heater has dropped
to about 25ºC above the temperature in the DO service tank,
but not below 75ºC, operate the changeover three-way valve
100S042002 in order to shut off HFO and supply DO to the
engine.
g) Close the operating HFO service tank quick-closing valve,
either valve 100A257007 for the forward tank, or valve
100A257009 for the after tank.
h) Diesel oil is now fed to the low pressure FO feed pumps
and as the HFO is gradually used by the engine DO will fill
the fuel lines.
(Note: If, after the changeover, the temperature at the heater suddenly drops
considerably, the transition must be moderated by supplying a small
amount of steam to the heater, which now contains diesel oil.)
(Note: The generator engines will be changed to DO operation at the same
time as the main engine and the operation of the generator engines
must also be monitored during this changeover period.)
Procedure for Changing the Entire Fuel System from Heavy
Fuel Oil Supply to Diesel Oil Supply during Standstill
Ideally the change to DO should be undertaken whilst the main engine is
running but under some circumstances it may be necessary to flush the fuel
system with DO whilst the engine is stopped. It should be remembered that
the main engine is normally manoeuvred on HFO and HFO will remain in the
fuel system whilst the engine is stopped under normal circumstance. Heavy
fuel oil is recirculated from the engine fuel manifold outlet back to the FO
venting tank from where the high pressure FO booster pump takes suction.
When changing from HFO to DO during engine standstill, the HFO in the fuel
lines must be replaced by DO and the HFO is forced back to the operating
HFO service tank as it is replaced by DO.
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Machinery Operating Manual
The procedure described below assumes that the fuel system is still circulated
with hot HFO.
a) Shut off the steam supply to the FO heaters.
b) Shut off the trace heating steam.
c) Sludge the DO tank to remove any water.
Regarding temperature levels before changeover, see ‘Changeover from
Heavy Fuel to Diesel Oil during Running’.
d) Open the DO service tank quick-closing outlet valve
100A256002. (This valve will normally be left open to supply
DO to the boiler burner ignition system.)
e) Operate the changeover three-way valve 100S042002 to supply
DO to the fuel system and shut off HFO.
f) Close the operating HFO service tank quick-closing outlet
valve, either valve 100A257007 for the forward tank, or valve
100A257009 for the after tank.
g) Check that the return valve from the engine fuel outlet manifold
to the operating HFO service tank, either valve 125A0130071
for the forward tank, or valve 125A013002 for the after tank, is
open so that HFO is pumped to the operating HFO service tank.
Ensure that there is sufficient ullage in the HFO service tank to
accommodate the oil displaced from the fuel system. Operate
the return line three-way valve 125S042002 so that oil flows to
the FO service tank and not the FO venting tank.
h) The low pressure FO feed pump and high FO booster pump
will pump DO into the fuel system and displace HFO.
i) When the HFO is replaced by DO, close the return valve from
the engine fuel return manifold to the operating HFO service
tank, either valve 125A0130071 for the forward tank, or valve
125A013002 for the after tank and operate the three-way valve
125S042002 so that return oil flows to the FO venting tank.
j) When the system is filled with DO stop the viscosity
controller.
k) When convenient the low pressure FO and high pressure FO
booster pumps may be stopped.
2.6 Fuel Oil and Diesel Oil Service Systems - Page 7 of 19
 Luna Mærsk Machinery Operating Manual
Illustration 2.6.2a Generator Engines Fuel Oil Service System

To Fuel Oil 125 125

Fuel Oil 25 A013002 A013001
40 50 50 40 50 from Drain Tank M151001
V295 V298 V006 V295 V298 25
009 715 007 010 011 Main Engine V013013
Drain from Fuel Oil LS LS LS
Main Engine Venting Tank
40 TT TT
Diesel Generator No.5 Fuel Oil V006001
LS LA 125 125 from Fuel Oil Fuel Oil
V013 S042002 Diesel Oil LS LS LS
Diesel Oil Service Tank Service Tank
005 Service Tank
PI Purifiers Aft Forward
(96.5m3) LT LT LT
TI (82.5m3) (90.6m3)
M44
M24 M22
Pneumatic Motor

50 PI PT PI PI
40 50 40 50
V295 V298 V008 V295 V298
002 001 006 007 004 100 100 100
80 15
V013006 V051 50 65 A256002 A257009 A257007
034 V295012 V006001
Diesel Oil Service Pumps
80 80
Diesel Generator No.1 V013008 V013009 DC014 LIS LIS
LS LA PI PI

100V511002 100
50 65 To Oil 4 Bar S042002
V295001 Electric Motor V006012 Fired Boiler

80 80 65
C901001 PI
V013011 V013010 VI VA 25 Locked Open To Diesel Generator
40 50 50 40 50 V295001
V008 Pressure Holding Diesel Oil
V295 V298 V295 V298 VR VT VC
001 003 005 006 002 80 HFO System Service Pump
V013007 PI
125 125
V013029 TI Fuel Oil V013024 TI
Heater PS PS
125
Diesel Generator No.2 V013026
LS LA 125 25 PI PI PI PI
100 V013017 TI V013016 Flushing
V013 PT PA TT
012 25
PI TI V013031 100 125 65 100
V303004 V013022 Fuel Oil V303011 V117004
PI 100 Discharge
125 125 V013020
V013 V013 PS Filter
TI 015 016 Fuel Oil Booster Fuel Oil Feed
Pumps PDS Pumps for Main Engine
40 50 50 40 50 PI
V295 V298 V008 V295 V298
005 008 004 004 001 125 125
100 V013010 V013025
V013019 TI PS PS

Fuel Oil 25 TI PI PI 125 PI PI

to Main Engine V013010 V013009
Diesel Generator No.3
LS LA Fuel Oil Fuel
100 125 65 100
Heater V303005 V013023 Oil To
125 V303010 V117003
V013027 Boiler
25
V013012

Key
40 50 50 40 50
V295 V298 V008 V295 V298 Fuel Oil
003 007 003 008 005 Air Pressure
4 Bar
80 Marine Diesel Oil
V113001
Steam
Diesel Generator No.4
LS LA Sludge Tank M72
(135m3) Electrical Signal

Air

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 8 of 19

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 Luna Mærsk Machinery Operating Manual
2.6.2 GENERATOR ENGINES FUEL OIL SERVICE SYSTEM Open Generator engine fuel supply flow meter Open Return fuel flow meter inlet valve 80V013011
outlet valve 80V013008 Open Return fuel flow meter outlet valve 80V013010
INTRODUCTION Closed Generator engine fuel supply flow meter Closed Return fuel flow meter bypass valve 80V013007
bypass valve 80V013006
The five generator engines are designed to run on HFO at all times but they
may operate on DO should that become necessary. Fuel lines are flushed with e) The generator engines will operate on HFO which comes from
DO when the engine is shut down for prolonged periods. Open No.1 generator engine HFO upply valve 50V298004 the main fuel system, the viscosity being regulated by the
Throttled No.1 generator cross connection valve 50V008006 viscosity controller and the heaters raising the temperature.
HFO is supplied to the generator engine from the main fuel supply line after
the viscosity transducer of the HFO booster module. Fuel supply lines to the Open No.1 generator engine HFO outlet valve 80V298001 (Note: When a generator engine is shut down, hot HFO will be circulated
auxiliary engines are fitted with trace steam heating. A flow regulating valve Closed No.1 generator engine DO supply valve 40V295007 through the fuel system by the high pressure FO booster pump and
is located in the supply line to the generator engines and this is adjusted to the fuel system will remain ready for an engine restart.)
Closed No.1 generator engine DO outlet valve 40V295002
give a flow rate of 8.1m3/h when all generator engines and the main engine
are running. Fuel oil flowing from the main FO line passes through a flow If any work is to be carried out on the fuel system of the generator engine the
meter to the generator engine supply manifold and then to the individual fuel system may be flushed through with DO.
Open No.2 generator engine HFO upply valve 50V298002
generator engines via supply valves. Immediately before the individual engine
supply valve there is a cross connection valve to the return fuel line and Throttled No.2 generator cross connection valve 50V008005
Procedure for Flushing an Generator Engine Fuel System
in the cross connection line there is an orifice. The cross connection valve Open No.2 generator engine HFO outlet valve 80V298003 with Diesel Oil when the Engine is Stopped
should be adjusted to ensure the correct fuel supply pressure to the generator
engine. Closed No.2 generator engine DO supply valve 40V295006
a) Ensure that the engine is shut down and the starting system
Closed No.2 generator engine DO outlet valve 40V295001 is disabled.
The generator engine return fuel line takes return FO back to the FO venting
tank via a flow meter. b) Ensure that there is sufficient DO in the DO service tank.
Open No.3 generator engine HFO upply valve 50V298001
There are supply and return connections to the generator engines from the DO c) For the generator engine concerned set the valves as follows:
Throttled No.3 generator cross connection valve 50V008004
service pumps for flushing and operation in an emergency on DO.
Open No.3 generator engine HFO outlet valve 80V298008
The high pressure fuel injection lines on the engine are sheathed and any Position Description Valve
Closed No.3 generator engine DO supply valve 40V295004
leakage from the annular spaces formed by the sheathing is led to the fuel Closed No.1 generator engine HFO upply valve 50V298004
oil overflow tank. Closed No.3 generator engine DO outlet valve 40V295005
Open No.1 generator engine HFO outlet valve 80V298001
Open No.1 generator engine DO supply valve 40V295007
Procedure for the Operation of the Generator Engine Fuel Open No.4 generator engine HFO upply valve 50V298005
Oil Service System Closed No.1 generator engine DO outlet valve 40V295002
Throttled No.4 generator cross connection valve 50V008003
a) Operate the HFO system for the main engine as above. Open No.4 generator engine HFO outlet valve 80V298007
Closed No.2 generator engine HFO upply valve 50V298002
Closed No.4 generator engine DO supply valve 40V295008
b) Ensure that all instrumentation valves are open and check that Open No.2 generator engine HFO outlet valve 80V298003
all instrumentation is reading correctly. Closed No.4 generator engine DO outlet valve 40V295003
Open No.2 generator engine DO supply valve 40V295006
c) Ensure the filters are clean. Closed No.2 generator engine DO outlet valve 40V295001
Open No.5 generator engine HFO upply valve 50V298011
d) Set the valves as in the following table. Throttled No.5 generator cross connection valve 50V006004
Closed No.3 generator engine HFO upply valve 50V298001
Open No.5 generator engine HFO outlet valve 80V298715
Position Description Valve Open No.3 generator engine HFO outlet valve 80V298008
Closed No.5 generator engine DO supply valve 40V295010
Operational Generator engine fuel supply pressure/flow Open No.3 generator engine DO supply valve 40V295004
regulating valve 50C014001 Closed No.5 generator engine DO outlet valve 40V295009
Closed No.3 generator engine DO outlet valve 40V295005
Open Generator engine fuel supply flow meter
inlet valve 80V013009

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 9 of 19

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.2a Generator Engines Fuel Oil Service System

To Fuel Oil 125 125

Fuel Oil 25 A013002 A013001
40 50 50 40 50 from Drain Tank M151001
V295 V298 V006 V295 V298 25
009 715 007 010 011 Main Engine V013013
Drain from Fuel Oil LS LS LS
Main Engine Venting Tank
40 TT TT
Diesel Generator No.5 Fuel Oil V006001
LS LA 125 125 from Fuel Oil Fuel Oil
V013 S042002 Diesel Oil LS LS LS
Diesel Oil Service Tank Service Tank
005 Service Tank
PI Purifiers Aft Forward
(96.5m3) LT LT LT
TI (82.5m3) (90.6m3)
M44
M24 M22
Pneumatic Motor

50 PI PT PI PI
40 50 40 50
V295 V298 V008 V295 V298
002 001 006 007 004 100 100 100
80 15
V013006 V051 50 65 A256002 A257009 A257007
034 V295012 V006001
Diesel Oil Service Pumps
80 80
Diesel Generator No.1 V013008 V013009 DC014 LIS LIS
LS LA PI PI

100V511002 100
50 65 To Oil 4 Bar S042002
V295001 Electric Motor V006012 Fired Boiler

80 80 65
C901001 PI
V013011 V013010 VI VA 25 Locked Open To Diesel Generator
40 50 50 40 50 V295001
V008 Pressure Holding Diesel Oil
V295 V298 V295 V298 VR VT VC
001 003 005 006 002 80 HFO System Service Pump
V013007 PI
125 125
V013029 TI Fuel Oil V013024 TI
Heater PS PS
125
Diesel Generator No.2 V013026
LS LA 125 25 PI PI PI PI
100 V013017 TI V013016 Flushing
V013 PT PA TT
012 25
PI TI V013031 100 125 65 100
V303004 V013022 Fuel Oil V303011 V117004
PI 100 Discharge
125 125 V013020
V013 V013 PS Filter
TI 015 016 Fuel Oil Booster Fuel Oil Feed
Pumps PDS Pumps for Main Engine
40 50 50 40 50 PI
V295 V298 V008 V295 V298
005 008 004 004 001 125 125
100 V013010 V013025
V013019 TI PS PS

Fuel Oil 25 TI PI PI 125 PI PI

to Main Engine V013010 V013009
Diesel Generator No.3
LS LA Fuel Oil Fuel
100 125 65 100
Heater V303005 V013023 Oil To
125 V303010 V117003
V013027 Boiler
25
V013012

Key
40 50 50 40 50
V295 V298 V008 V295 V298 Fuel Oil
003 007 003 008 005 Air Pressure
4 Bar
80 Marine Diesel Oil
V113001
Steam
Diesel Generator No.4
LS LA Sludge Tank M72
(135m3) Electrical Signal

Air

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 10 of 19

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 Luna Mærsk Machinery Operating Manual
Closed No.4 generator engine HFO upply valve 50V298005 Procedure for Flushing the Generator Engine Fuel System Open No.5 generator engine HFO upply valve 50V298011
Open No.4 generator engine HFO outlet valve 80V298007 with Heated Heavy Fuel Oil for Starting Throttled No.5 generator cross connection valve 50V006004
Open No.4 generator engine DO supply valve 40V295008 a) Ensure that heated HFO is circulating in the main fuel system. Open No.5 generator engine HFO outlet valve 80V298715
Closed No.4 generator engine DO outlet valve 40V295003 Closed No.5 generator engine DO supply valve 40V295010
b) Ensure that the generator engine concerned is disabled and
Closed No.5 generator engine DO outlet valve 40V295009
cannot be started accidentally.
Closed No.5 generator engine HFO upply valve 50V298011
c) For the generator engine concerned set the valves as follows: d) Heated HFO will circulate through the generator engine fuel
Open No.5 generator engine HFO outlet valve 80V298715 oil system and displace the DO in the system. This DO will
Open No.5 generator engine DO supply valve 40V295010 flow to the FO venting tank and will mix with the HFO already
Generator Engine in the system. The viscosity controller will regulate the heater
Closed No.5 generator engine DO outlet valve 40V295009 to avoid the fuel overheating.
Position Description Valve
d) Open the DO service tank outlet quick-closing valve Open No.1 generator engine HFO upply valve 50V298004 (Note: Although the system described above allows DO to flow into the
100A256002. HFO circulation system, the amount is very small compared with the
Throttled No.1 generator cross connection valve 50V008006
quantity of HFO circulating and is soon removed by the operating
e) Open the DO service pump suction valve. For the pneumatically Open No.1 generator engine HFO outlet valve 80V298001 main engine and the other operating generator engines.)
operated pump this is valve 65V006001 and for the electrically Closed No.1 generator engine DO supply valve 40V295007
driven pump valve 65V006012.
Closed No.1 generator engine DO outlet valve 40V295002
Air Supply Valve
f) Open the DO service pump discharge valve. For the
AC034
pneumatically operated pump this is valve 50V295012, and for Pneumatic Electric Electric Pump
the electrically drive pump valve 50V295001. Under normal Open No.2 generator engine HFO upply valve 50V298002 Pump Start/Stop Box
Pump
circumstances the electrically driven DO service pump would Throttled No.2 generator cross connection valve 50V008005 65V006012
65V006001 50V295001
be used, but if there is an electrical blackout the pneumatically
Open No.2 generator engine HFO outlet valve 80V298003
driven pump is used.
Closed No.2 generator engine DO supply valve 40V295006
g) Shut off tracing steam to the fuel system of the generator
Closed No.2 generator engine DO outlet valve 40V295001
engine concerned.

h) Start the selected DO service pump and supply DO to the fuel Open No.3 generator engine HFO upply valve 50V298001
system of the generator engine concerned. HFO will be forced
out of the system and replaced by DO. The HFO will flow Throttled No.3 generator cross connection valve 50V008004
back to the FO venting tank. Open No.3 generator engine HFO outlet valve 80V298008
Closed No.3 generator engine DO supply valve 40V295004
i) When the HFO has been replaced by DO open the DO outlet
valve for the generator engine concerned and close the HFO Closed No.3 generator engine DO outlet valve 40V295005
outlet valve.

j) When the fuel system of the generator engine concerned is Open No.4 generator engine HFO upply valve 50V298005
charged with DO stop the DO service pump. Throttled No.4 generator cross connection valve 50V008003

The generator engine fuel oil system is now charged with DO. Open No.4 generator engine HFO outlet valve 80V298007 25V295001 50V295012
Closed No.4 generator engine DO supply valve 40V295008
k) The engine may be run on DO if the DO service pump is
Closed No.4 generator engine DO outlet valve 40V295003
kept operating in order to supply DO to the generator engine
concerned. Diesel Oil Service Pumps
Before starting the engine the fuel system may be refilled with heated HFO.

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems - Page 11 of 19

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.3a Boiler Fuel Oil Service System
To Diesel Oil
Service Pump
Diesel Generator
Diesel Oil to
Main Engine

To Shore Connection
176 65
TT V322003
80 80
V013058 181 V013057
TI 80
Oil Fired Boiler V013059
Diesel Oil Sludge
010
Service Tank M44 Mixing Tank M78
PI
(96.5m3) 80 (9.7m3) L
LI LT
A257011 LS 286 Sludge
25 Transfer
A248 Pump
010 25 102
15 50 V013027 PI
V013009 A257010

25V013027

Dirty Water from Fuel Oil

Purifying System
50 Fuel Oil Vent
K051030
Sludge from Fuel Oil
Purifying System
From
Fuel Oil 80
A116
Service 038
Tank
(High Suction) (Low Suction)
65 80 80
V511 A116 A116
551 009 037 036
TI
PI PS PI PI PI
010 051

Oily Water Tank M74 Sludge Tank M72

Diesel Oil Ignition Pump Sludge Grinding Pump
(44.6m3) (135.7m3)

Sludge Start Standby

Fuel Oil
Pump PI PI Double Bottom
LS LT Centre Tank R91
Heavy PI TS (1019.4m3)
Fuel Oil TI TI
Fuel Oil
Service Pumps
Diesel Oil
Fuel Oil/Sludge Heater PI PI
Key

Diesel Oil

Fuel Oil

Sludge

Electrical Signal

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 Luna Mærsk Machinery Operating Manual
2.6.3 BOILER FUEL OIL SYSTEM always flow through the pump even if the pump is started with a discharge Position Description Valve
valve closed.
Open Forward HFO tank quick-closing suction valve 100A257007
Fuel Oil Service Pump
The burner inlet pressure sensing point activates the pump changeover in the Closed Aft HFO tank quick-closing suction valve 100A257009
No. of sets: 2 event of low pressure indicating FO burner pump failure. Open Three-way FO supply valve, set for taking
Type: Screw fuel from the HFO service tanks 50K051030
The boiler is able to burn sludge from the sludge mixing tank as described in
section 2.6.4. A three-way valve allows for changeover between HFO supply
Fuel Oil Heater and sludge supply. A three-way valve allows selection of DO via the HFO
Boiler Fuel Oil System Valves
No. of sets: 1 supply line for emergency operation on DO .
Open Three-way valve connecting to DO tank; set for
Type: Brazed plate Recirculation is always back to the pump suction and not to one of the supply
taking fuel from DO system
tanks, thus there are no return line valves to change when changing between
HFO, DO and sludge. Open No.1 FO service pump suction valve
Diesel Oil Ignition Pump
Open No.1 FO service pump discharge valve
No. of sets: 1 The boiler has a DO pilot burner pump which takes suction from the DO
service tank, via the pump suction filter, and supplies DO to the pilot Open No.2 FO service pump suction valve
burner. The pilot burner supply solenoid valve is controlled by the automatic Open No.2 FO service pump discharge valve
INTRODUCTION combustion control system.
Open FO heater inlet valve
Fuel oil for the boiler is taken from the two HFO service tanks or the sludge The boiler burner is of the rotary cup type and so no atomising steam or Open FO heater outlet valve
mixing tank and DO for the pilot burner is taken from the DO service tank. air is required.
Diesel oil can also be supplied to the boiler from the DO service tank for Open FO heater bypass valve
starting from cold. Open HFO pressure regulating valve inlet valve
Procedure for the Operation of the Boiler Fuel Oil Service
Diesel oil is used in the pilot burner which provides ignition for the fuel oil System from Cold Operational HFO pressure regulating valve
supplied through the main burner. Open HFO pressure regulating valve outlet valve
a) Check the levels of oil in the HFO service tanks and the DO
Heavy fuel oil, sludge or DO is supplied to the boiler by means of two FO service tank and replenish as necessary. Closed DO pressure regulating valve inlet valve
service pumps. One pump will be operating and the other on standby and set Operational DO pressure regulating valve
to operate automatically should the duty pump fail. Heavy fuel oil is heated b) Check that all of the filters are clean.
before being supplied to the boiler burner and this is achieved at the boiler Closed DO pressure regulating valve outlet valve
FO/sludge heater located after the FO service pumps. c) Ensure that all instrumentation valves are open and that the Closed Sludge pressure regulating valve inlet valve
instruments are reading correctly.
Operational Sludge pressure regulating valve
The heater can be bypassed if necessary when burning DO. All fuel oil pipe
work is trace heated by small bore steam pipes laid adjacent to the fuel oil d) Ensure that the control system is functioning and that there is Closed Sludge pressure regulating valve outlet valve
pipe and encased in the same insulation. power at the combustion control system and the HFO heater.
Open DO ignition pump filter inlet valve
The FO burner pumps take suction from the HFO service tanks, the DO e) Heavy fuel oil can be taken from the forward (M22) or the aft Open DO ignition pump suction valve
service tank, or the boiler sludge mixing tank, via a suction filter. Pressure (M24) HFO service tank. The description below assumes that Operational Pilot burner inlet solenoid valve (ACC system)
control relief valves are located after the heater and maintain pressure in the the forward (M22) HFO service tank is used.
fuel supply line at the correct value; there are separate pressure control relief Operational Main burner primary inlet solenoid valve (ACC system)
valves for HFO, DO and sludge and the correct valve should be operational for f) Set up the valves as in the following table: Operational Main burner secondary inlet solenoidvalve (ACC system)
the oil being burned. Each pressure relief valve is isolated by means of inlet (Valves without numbers are part of the boiler fuel oil supply
and outlet valves and only the inlet and outlet valves for the particular relief unit which is fitted in the ship as a complete item).
valve being used must be open. Any oil released by the relief valve flows
back to the pump suction. Recirculating oil from the boiler also discharges
back to the pump suction. Each boiler FO service pump has a relief valve
which allows for circulation of oil back to the suction thus enabling oil to

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.3a Boiler Fuel Oil Service System
To Diesel Oil
Service Pump
Diesel Generator
Diesel Oil to
Main Engine

To Shore Connection
176 65
TT V322003
80 80
V013058 181 V013057
TI 80
Oil Fired Boiler V013059
Diesel Oil Sludge
010
Service Tank M44 Mixing Tank M78
PI
(96.5m3) 80 (9.7m3) L
LI LT
A257011 LS 286 Sludge
25 Transfer
A248 Pump
010 25 102
15 50 V013027 PI
V013009 A257010

25V013027

Dirty Water from Fuel Oil

Purifying System
50 Fuel Oil Vent
K051030
Sludge from Fuel Oil
Purifying System
From
Fuel Oil 80
A116
Service 038
Tank
(High Suction) (Low Suction)
65 80 80
V511 A116 A116
551 009 037 036
TI
PI PS PI PI PI
010 051

Oily Water Tank M74 Sludge Tank M72

Diesel Oil Ignition Pump Sludge Grinding Pump
(44.6m3) (135.7m3)

Sludge Start Standby

Fuel Oil
Pump PI PI Double Bottom
LS LT Centre Tank R91
Heavy PI TS (1019.4m3)
Fuel Oil TI TI
Fuel Oil
Service Pumps
Diesel Oil
Fuel Oil/Sludge Heater PI PI
Key

Diesel Oil

Fuel Oil

Sludge

Electrical Signal

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 Luna Mærsk Machinery Operating Manual
g) Supply electrical power to the boiler burner unit control system The boiler is designed to operate and remain on standby using HFO. Change
and ensure that the rotary cup is turning. over to DO is only necessary when maintenance is required and for long
periods of shut down, such as refit.
h) Start one boiler FO burner pump. Three-way Valve
(Note: Changeover to HFO can take place while still firing the boiler. from DO Tank and
i) Ensure that the heater unit is vented of air. However, this could lead to unstable flame conditions due to incorrect Heater Inlet Line
Heater Outlet Line Sludge Mixing Tank
temperature settings at the heater.)
j) Start the diesel oil ignition pump and flash up the boiler pilot
burner using the electrical ignition. Changing from HFO operation to DO operation is the reverse of the above
procedure. Trace heating should be shut off when firing is stopped on HFO
k) Start the combustion control system so that the main burner and the valves are changed from HFO supply to DO supply. The heater must
starts. also be switched off at this point.

l) Raise steam at the rate recommended by the boiler

manufacturer.

m) When steam is available supply heating steam to the HFO Sludge

settling tanks and raise the temperature of the HFO in the Grinding DO Ignition Boiler FO Pump
DO Supply Heater
tank. Pump Pump Selector Panel
Relief Valve Bypass
n) When the temperature of the HFO in the settling tank reaches Valve
approximately 75°C, supply trace heating steam to the boiler
fuel lines and open the drains from the trace heating steam
lines. Heater
Outlet
CAUTION Valve
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the FO side as damage, such as blown flange joints, could
occur due the expansion of the contents.

When sufficient steam pressure is available:

o) Stop firing the boiler.

p) Change over the three-way valve in the burner unit so that Heater
the FO service pump suction is taken from the HFO line and
not the DO supply.

q) Start one of the FO burner pumps and ensure that the other
is set to standby. Boiler Fuel System Boiler Fuel System
(Sludge Grinding Pump and DO Ignition Pump) (Heater)
r) Recommence firing the boiler. Carefully monitor the fuel
temperature at the fuel heater outlet.

s) When all DO has been expelled from the lines and only HFO
is being supplied to the boiler burner, start the FO heater and
set to automatic control.

t) Monitor the boiler system closely until a stable operation

exists.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.4a Engine Room Waste Oil and Drains System

Oil Mist
Box
Diesel Generators
Cylinder LO Measuring
Tank Emergency
Oil Daily
Diesel Generator
Service
Tank
Deck 17620

40V
511
009

Oil Fired
LO LO LO LO Cylinder Oil Cylinder Oil Boiler LO LO
Hydraulic
Cooler Cooler Cooler Tank Tank Tank Cooler Cooler Fuel Oil Fuel Oil Diesel Oil Diesel Oil
Diesel Generator Diesel Generator Diesel Generator Oil Diesel Generator Diesel Generator
M11 M09 M05 Service Service Storage Service
No.5 No.1 No.2 Power No.3 No.4 Tank M24 Tank M22 Tank M46 Tank M44
Deck Pack
Well Aft Forward Starboard Starboard
13046 (82.3m3) (90.6m3) (142.5m3) (96.5m3)

Cofferdam
Main Engine Main Engine and
Main Engine LO Generator Engine HFO Main Engine FO
FO Boiler FO
Cooler LO Purifiers Purifiers Heaters
Cylinder Oil CO LO Leak Heater and Pump FO Suction Pump Main Engine FO
Main Engine LO Tank M07 Booster Pump DO Service
Discharge Transfer Pump Tank M03 and Filter FO Pump and Filter
Filters Discharge
NOx Unit Filter

Deck
7920

Turbocharger FO Transfer FO Purifier FO/DO Transfer

LO
Stuffing LO Unit Main Engine LO Pump LO Transfer Sludge Transfer Pump To Sludge Pump and Feed Pump Pump
Purifier Feed Mixing Tank
Box and Bypass Filter Pump Filter and Filter and Filter
Pump and PI PI
Camshaft Filter Oily Filter
LO Tank Water
Main Engine Separator
Tank Bed Plate 80
Top V013059

80V 80V
511008 511002 80
80V 80 80V
511 A116 A116036 511003 Key
001 037

Sludge Tank From FO Sludge/Waste Oil

(74.7m3) Double Bottom
Tank Fuel Oil

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 Luna Mærsk Machinery Operating Manual
2.6.4 ENGINE ROOM WASTE OIL AND DRAINS SYSTEM As the excess oil from the burner flows back to the service pump suction it is Procedure for Burning Sludge/Waste Oil in the Boiler
not necessary to open any return valve to the sludge mixing tank.
Sludge Transfer Pump a) Ensure that all valves are closed.

Maker: Agrometer b) Ensure that the boiler is operating correctly on HFO or DO.
Sludge Line HFO Line Relief Valve DO Line
No. of sets: 1
Type: Rotary positive displacement c) Open supply steam to the heating coils of the sludge tank and
supply steam tracing to the waste oil lines.
Capacity: 5m3/h at 5kg/cm2
d) Set the valves as follows:
Sludge Grinding Pump
Position Description Valve
No. of sets: 1
Type: Part of the boiler fuel unit Open Sludge tank low suction valve 80A116036
Closed Sludge tank high suction valve 80A116037
INTRODUCTION Closed FO double bottom centre tank suction valve 80A116038
Open Sludge transfer pump discharge valve 80V013059
The burning of waste oil and sludge is carried out in the boiler using the
boiler combustion system. Waste oil and sludge for burning in the boiler is Open Boiler sludge mixing tank filling valve 80V013057
taken from the sludge tank. Closed Sludge transfer pump discharge valve to shore 65V322003
Sludge from the purifiers is directed into the sludge tank as is waste oil from
e) Start the sludge transfer pump and pump sludge from the
the oily water separator.
sludge tank to the boiler sludge mixing tank.
The sludge transfer pump is used for pumping sludge and oil from the sludge
tank to the boiler sludge mixing tank. The sludge transfer pump can also take f) Open the steam heating and drain valves on the boiler sludge
suction from the FO double bottom centre tank and so, if necessary, HFO mixing tank.
from this tank can be pumped to the sludge mixing tank in order to produce a
more combustible HFO/sludge mix for burning in the boiler.
Boiler Burner Supply Line Relief Valves g) When the contents of the boiler sludge mixing tank have
settled, drain the water from the tank by means of the self-
The contents of the boiler sludge mixing tank are allowed to settle, with closing valve 25A248010.
steam heating applied to promote more effective separation of water from the
oil/sludge. The drain valve is opened in order to drain water from the tank. h) After water has been drained, open the outlet valve to the
A sludge grinding pump forms part of the boiler burner unit and this takes A collector tank located after the waste oil recirculation pump is fitted with sludge grinding pump 80A257011 and the return valve to the
oil/sludge from the tank and circulates it back to the tank. a water content monitor boiler sludge mixing tank 80V013057. Ensure that the sludge
grinding pump inlet and outlet valves are open.
The sludge grinding pump acts as an homogeniser and is used to ensure If sludge cannot be burned for any reason it can be transferred ashore by
mixing of the various types of oil in the tank and to promote a more means of the sludge transfer pump and the shore connection line. i) Start the sludge grinding pump and circulate the contents of the
even temperature; it also distributes any remaining water throughout the boiler sludge mixing tank.
sludge/oil charge.
j) The burner may be operated on sludge when the boiler sludge
When burning oil/sludge from the boiler sludge mixing tank, the three-way mixing tank temperature reaches the correct value for burning,
valve 50K051030 is operated so that the boiler FO service pumps take suction to give a viscosity at the burner of about 20cSt at 50°C.
from the boiler sludge mixing tank rather than the FO service tanks. The
operating boiler FO service pump then forces the sludge through the heater k) Operate the three-way valve 50K051030 and open the sludge
and on to the boiler burner unit. It is important when changing over to the mixing tank outlet vlave 50A257011 to put the boiler burner
burning of sludge that the boiler burner supply line relief valve is changed. on sludge burning; at the same time the relief valves in the
This ensures that the sludge relief valve is connected to the line and the valves burner supply line should be changed over so that the sludge
to the HFO relief valve and DO relief valves are closed. relief valve is operative.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.6.4a Engine Room Waste Oil and Drains System

Oil Mist
Box
Diesel Generators
Cylinder LO Measuring
Tank Emergency
Oil Daily
Diesel Generator
Service
Tank
Deck 17620

40V
511
009

Oil Fired
LO LO LO LO Cylinder Oil Cylinder Oil Boiler LO LO
Hydraulic
Cooler Cooler Cooler Tank Tank Tank Cooler Cooler Fuel Oil Fuel Oil Diesel Oil Diesel Oil
Diesel Generator Diesel Generator Diesel Generator Oil Diesel Generator Diesel Generator
M11 M09 M05 Service Service Storage Service
No.5 No.1 No.2 Power No.3 No.4 Tank M24 Tank M22 Tank M46 Tank M44
Deck Pack
Well Aft Forward Starboard Starboard
13046 (82.3m3) (90.6m3) (142.5m3) (96.5m3)

Cofferdam
Main Engine Main Engine and
Main Engine LO Generator Engine HFO Main Engine FO
FO Boiler FO
Cooler LO Purifiers Purifiers Heaters
Cylinder Oil CO LO Leak Heater and Pump FO Suction Pump Main Engine FO
Main Engine LO Tank M07 Booster Pump DO Service
Discharge Transfer Pump Tank M03 and Filter FO Pump and Filter
Filters Discharge
NOx Unit Filter

Deck
7920

Turbocharger FO Transfer FO Purifier FO/DO Transfer

LO
Stuffing LO Unit Main Engine LO Pump LO Transfer Sludge Transfer Pump To Sludge Pump and Feed Pump Pump
Purifier Feed Mixing Tank
Box and Bypass Filter Pump Filter and Filter and Filter
Pump and PI PI
Camshaft Filter Oily Filter
LO Tank Water
Main Engine Separator
Tank Bed Plate 80
Top V013059

80V 80V
511008 511002 80
80V 80 80V
511 A116 A116036 511003 Key
001 037

Sludge Tank From FO Sludge/Waste Oil

(74.7m3) Double Bottom
Tank Fuel Oil

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 Luna Mærsk Machinery Operating Manual
l) Check that the boiler flame is correct and that the sludge is Tank Vents
burning correctly.
Any tank containing oil or other volatile substance (such as gas generated
m) When the boiler sludge mixing tank reaches the low level by sewage decomposition) must be vented to a safe position. This prevents
switch the burning of sludge must cease. The boiler burner overpressure in the tank which could result in damage and reduces the risk
may be turned over to the burning of HFO by changing the of an explosion. Explosive gases must be liberated to atmosphere though an
three-way valve 50K051030. The burner supply line relief element which will prevent the blowback of flame should the gases or vapours
valves must be changed so that the HFO relief valve is ignite after release. These elements should be checked at intervals to ensure
operative. that they are correctly in position and are not damaged. Any damage must be
reported and the element changed immediately.
FUEL OIL DRAIN SYSTEM
All lines connecting tanks to the release vent or the vent/oil mist box must be
clear without obstruction to flow.
Fuel oil drains from a number of locations to the sludge tank or to the waste
oil tank; the waste oil tank can drain to the sludge tank. Tank drains are from
The oil mist box located in the funnel has vent line connections from the main
the sludge cocks which are opened in order to check for the presence of water
engine crankcase and from the generator engine crankcases.
in the fuel before it is used in the engines or sent to the purifiers. Drain
oil from filters is also discharged to the waste oil or overflow tank together Individual gooseneck vents are fitted to the LO storage and settling tanks.
with leakage FO from the main engine and the generator engines. Oil from
tanks and filters collects in tundishes and is discharged to the sludge tank via
pipelines, non-return valves being fitted in the pipelines at entry to the sludge
tank. These non-return valves should be open at all times. The sludge tank is
vented at the oil mist box in the funnel.

Sludge Tank Entry Valves

Locations Served Valve
Fuel transfer pump and supply pump units at engine room
plate level on starboard side 40V511003
LO transfer and separator pumps, oily water separator and
associated pumps at engine room plate level on port side 80V511002
Self-closing valve from waste oil tank 40V743001
Main engine bedplate, LO cooler and filter unit platform 80V511008

Separator room, FO booster unit, FO and DO tank drains,

generator engine room drains, power pack and boiler drains.
The LO separator sludge tank 80V511001
Main engine fuel oil discharge filter drain 80V113001
No.1 FO separator sludge entry 200V113004
No.2 FO separator sludge entry 200V113005
No.3 FO/DO separator sludge entry 200V113006

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2.7 Fuel Oil and Diesel Oil Transfer Systems

2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System

2.7.2 Fuel Oil and Diesel Oil Purifying System

Illustrations

2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

2.7.2a Fuel Oil and Diesel Oil Purifying System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

Key
300 100 Starboard 300 100
V212037 V006010 Port V212039 V006006
Bunker Station Fuel Oil Bunker Station
65 65 Bunker
Bunker Station Marine Diesel Oil Station
V005007 V005008

A - Deck Passageway Passageway A - Deck

Fuel Oil Fuel Oil

Service Tank Service Tank Diesel Oil
Aft M24 Forward M22 Storage Tank M46
(82.5m3) 150 (90.6m3) 150 65 (142.5m3)
A257001 A257002 A256001 100 100
LS
V249001 V515003

LT

300
V212038 PI PI PS
100 To DO
V212041 Purifing System
65 65 65 65 65
V211006 V211005 V211014 V303006 V303005
PI 100C662001 Diesel Oil Transfer Pump
400 ZS 150 400
V261010 Set Pressure V408007 V261009 PI PI PT PS
7 bar

Fuel Oil PI 150 150 125 150

Bunker/ V212017 V212018 V212009 V303010
Transfer Pump
Fuel Oil Transfer Pump
200m3/h

300V212040 150 400V249002

V261013

300V212042 150V261012

400V249001

250V261041

150C662005
Set Pressure
7 bar 250V261042 250V261044
ZS 250 250 250 250 250
65 V261038 V261039 V261040 V261043 V261045
A116006 100 150 150
V249002 V212016 V261011

Diesel Oil Fuel Oil Fuel Oil Port Fuel Oil Starboard Fuel Oil Port Fuel Oil Starboard Fuel Oil
Double Bottom Overflow Tank M21 Double Bottom Storage Tank Storage Tank Storage Tank Storage Tank
Storage Tank M43 (88.3m3) Centre Tank R91 R75 R74 R45 R44
(120.2m3) (1019.4m3) (852.6m3) (852.6m3) (1936.6m3) (1936.6m3)

LT LS LT TT LS LS TI LT TT TT LS LT TT LS LT TT LS LT TT LS LT

Aft Fuel Oil Storage Tanks Forward Fuel Oil Storage Tanks

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 Luna Mærsk Machinery Operating Manual
2.7 FUEL OIL AND DIESEL OIL TRANSFER The bunkering line is fitted with a relief valve 150C662005, set at 7kg/cm2, FO overflow tank 90.1 83.9
SYSTEMS with the discharge flowing into the FO overflow tank which is fitted with
Forward HFO service tank (M22) 66.2 64.2
level switches.
Aft HFO service tank (M24) 63.8 59.4
2.7.1 FUEL OIL AND DIESEL OIL BUNKERING AND
The FO bunker transfer pump can be used for transferring FO between Total HFO capacity on board 6,956.1 6,478.9
TRANSFER SYSTEM
side storage tanks on the port and starboard side if required. The valve
250V261044 in the cross fuel main is used to isolate the port and starboard
Fuel Oil Bunker Transfer Pump sides of the fuel main, thus allowing for suction from tanks on one side of the Precautions to be Observed Prior to and During the Loading
Maker: Houttuin ship and delivery to tanks on the other side for trim purposes. The pump is also of Bunkers
No. of sets: 1 used for transferring FO from the centre double bottom storage tank.
Maersk company bunkering procedures must be observed at all times and all
Type: Screw 236.135/092.100.41 - 1B The HFO transfer pump is used for transferring FO from the FO overflow personnel involved in the bunkering procedure, whether planning or actual
Capacity: 200m3/h tank and the centre double bottom bunker tank to the side bunker tanks. It operation of bunkering, must be fully aware of the contents of the document
may also be used for transferring FO from the FO service tanks to the side Oil Transfer procedures - Bunkering. It is essential that all personnel involved
Heavy Fuel Oil Transfer Pump bunker tanks if necessary. in the bunkering procedure know who is in charge of the bunkering operation.
The following licensed officers are designated as persons in charge:
Maker: Allweiler Fuel oil is transferred from the centre double bottom storage tank to the
Chief Officer
No. of sets: 1 service tanks by the FO purifiers.
Type: Screw SLF 660-R40 U12.1-W1 Chief Engineer
All outlet valves from FO service tanks are remotely operated (pneumatic)
Capacity: 40.1m3/h at 5kg/cm2 First Engineer
quick-closing valves with a collapsible bridge which can be operated from the
ship control centre. After being tripped, the valves must be reset locally. • All engineers and other personnel involved in the bunkering
Diesel Oil Transfer Pump process should know exactly what role they are to play and
Each service tank is fitted with a self-closing test cock to test for the presence what their duties are to be. Personnel involved should know
Maker: Allweiler of water and to drain any water present. Tundishes under the self-closing the location of all valves and gauges and be able to operate
No. of sets: 1 test cock drain any liquid to the separated bilge oil tank. Bunker and service the valves both remotely and locally if required. A bunker
Type: Screw SLF80-R42 U12.1-W1 tanks are provided with remote level and temperature indication in the control plan should be drawn up prior to bunkering and all personnel
Capacity: 5.23m3/h at 3kg/cm2 room. The tanks also have an overfill alarm. The HFO service tanks overflow involved in bunkering must be fully aware of the contents of
to the FO storage double bottom tank. the plan and understand the entire operational procedure.
FUEL OIL SYSTEM All HFO tanks are fitted with heating coils, the heating steam being supplied • Shore or barge tanks, whichever form is being used, should be
at 6kg/cm2 from the main steam system. Condensate from the heating coils checked for water content.
flows to the dump condenser and then to an inspection tank before entering
Introduction the feedwater tank. All FO transfer lines are trace heated by steam also • Representative samples are to be drawn using the continuous
at 6kg/cm2. drip method for the duration of the loading operation and
Heavy fuel oil, for the main engine, auxiliary engines and boiler, is stored in
five FO tanks located forward of the engine room. These bunker tanks are dispatched for analysis. Samples should be taken at the bunker
filled from the bunker lines at the port and starboard bunker stations located Heavy Fuel Oil Tanks supply manifold inlet to the ship system.
on the upper deck. There is one HFO connection to the fuel oil filling main
on the starboard side of the ship and one on the port side. The bunker stations • As far as possible new bunkers should be segregated from
Compartment Capacities (SG 0.980)
also have connections to the DO storage tank filling line. existing bunkers on board. If bunkers being received are to
Volume 100% (m3) Weight 98% (Tons) be loaded into the same tanks as existing bunkers on board,
The centre FO double bottom tank acts both as a storage tank when taking HFO double bottom storage tank 1,040.2 968.4 great care must be taken to avoid problems of incompatibility.
bunkers and as the tank from which FO is taken for purifying. Fuel oil is If there is any doubt about the compatibility between the new
transferred from the four side FO bunker tanks to the centre FO double HFO tank aft port (75) 870.4 810.4 and existing bunkers the new bunkers should not be loaded on
bottom tank, from where it is purified into the FO service tanks. Fuel oil HFO tank aft starboard (74) 870.4 810.4 top of existing bunkers.
is supplied to the main engine, auxiliary engines and the boiler from the
HFO tank forward port (45) 1,977.5 1,841.1 • No internal transferring of bunkers should take place during
fuel oil service tanks.
HFO tank forward starboard (44) 1,977.5 1,841.1 bunker loading operations, unless permission has been obtained
from the Chief Engineer.
Total in Bunker Tanks 6,736 6,271.4

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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

Key
300 100 Starboard 300 100
V212037 V006010 Port V212039 V006006
Bunker Station Fuel Oil Bunker Station
65 65 Bunker
Bunker Station Marine Diesel Oil Station
V005007 V005008

A - Deck Passageway Passageway A - Deck

Fuel Oil Fuel Oil

Service Tank Service Tank Diesel Oil
Aft M24 Forward M22 Storage Tank M46
(82.5m3) 150 (90.6m3) 150 65 (142.5m3)
A257001 A257002 A256001 100 100
LS
V249001 V515003

LT

300
V212038 PI PI PS
100 To DO
V212041 Purifing System
65 65 65 65 65
V211006 V211005 V211014 V303006 V303005
PI 100C662001 Diesel Oil Transfer Pump
400 ZS 150 400
V261010 Set Pressure V408007 V261009 PI PI PT PS
7 bar

Fuel Oil PI 150 150 125 150

Bunker/ V212017 V212018 V212009 V303010
Transfer Pump
Fuel Oil Transfer Pump
200m3/h

300V212040 150 400V249002

V261013

300V212042 150V261012

400V249001

250V261041

150C662005
Set Pressure
7 bar 250V261042 250V261044
ZS 250 250 250 250 250
65 V261038 V261039 V261040 V261043 V261045
A116006 100 150 150
V249002 V212016 V261011

Diesel Oil Fuel Oil Fuel Oil Port Fuel Oil Starboard Fuel Oil Port Fuel Oil Starboard Fuel Oil
Double Bottom Overflow Tank M21 Double Bottom Storage Tank Storage Tank Storage Tank Storage Tank
Storage Tank M43 (88.3m3) Centre Tank R91 R75 R74 R45 R44
(120.2m3) (1019.4m3) (852.6m3) (852.6m3) (1936.6m3) (1936.6m3)

LT LS LT TT LS LS TI LT TT TT LS LT TT LS LT TT LS LT TT LS LT

Aft Fuel Oil Storage Tanks Forward Fuel Oil Storage Tanks

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 3 of 16

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 Luna Mærsk
• The are are emergency stop buttons for the FO and bunker
transfer pumps on the port and starboard sides of the boat
deck.
• The Chief Engineer should calculate the estimated finishing
ullages/dips, prior to the starting of loading.
• Bunker tanks should not exceed 95% full; high level alarms
are fitted at the 95% full level for all tanks except the FO
double bottom tank.
• Any bunker barges attending the vessel are to be safely moored
alongside before any part of the bunker loading operation
begins.
• Level alarms fitted to bunker tanks should be tested prior to
any bunker loading operations.
• The soundness of all lines should be verified by visual
inspection.
• The pre-bunkering checklist should be completed.
• The Chief Engineer, other designated licensed officer as
indicated above, is responsible for bunker loading operations,
assisted at all times by a sufficient number of officers and
ratings to ensure that the operation is carried out safely.
• A watch must be kept at the manifold during loading.
• All personnel involved in the bunkering operation must be
in radio contact.
• The maximum pressure in the bunker line to the storage tanks
should be below 7kg/cm2, at which point the line relief valve
will discharge to the FO overflow tank.
• Safe means of access to barges/shore shall be used at all times.
• Scuppers and save-alls, including those around bunker tank
vents, should be effectively plugged.
• Drip trays are to be provided at bunker hose connections and
means of containing any oil spills must be in place.
• The bunkering operation is carried out from the ship control
centre and is a remote controlled operation with valves being
opened and closed from the fuel bunkering and transfer mimic
diagram on the GOS station.
Issue: 1
Menu
Machinery Operating Manual
• The initial loading rate must be agreed with the barge or shore Line Valves
station and bunkering commenced at an agreed signal. Only
upon confirmation of no leakage and fuel going into only the Port line supply/suction valve 400V249002
nominated tank, should the loading rate be increased to the Starboard line supply/suction valve 400V249001
agreed maximum.
Port forward tank line supply/suction valve 250V261041
• When the tank being filled reaches 90% full, the filling rate Starboard forward tank line supply/suction valve 250V261042
should be reduced by diverting some of the flow to another Centre manifold isolating valve 250V261044
bunker tank; if the final tank is being filled the pumping rate
must be reduced. Filling of the tank must be stopped when
(Note: It is essential that the tank valve is open for any particular tank
the tank reaches 95% full. When topping off the final tank the
together with the line valves connecting that tank to the bunker supply
filling rate must be reduced at the barge or shore station and
manifold. Failure to open all valves will prevent the tank from being
not by throttling the filling valve.
filled and will result in overpressure in the bunker line.)
CAUTION
d) Open the valve at the selected bunkering station, 300V212039
At least one bunker tank filling valve must be fully open at all times
for the port bunker station or 300V212037 for the starboard
during the bunkering operation.
bunker station.
All relevant information regarding the bunkering operation is to be entered in
e) Establish effective communication between the control room,
the Oil Record Book. Information required to be entered includes date, time,
the engine room, the deck filling manifold and the bunkering
quantity transferred, tanks used and individuals involved.
shore station using walkie-talkie sets or VHF.
The fuel transfer lines and valves should be pressure tested once each year and
f) Agree filling rates and signalling systems with the barge or
details of the tested inserted in the engine room log book.
shore station. Agree the quantity and specification of the fuel
Procedure for the Loading of Fuel Oil Bunkers from a Shore oil to be supplied.
Station or Barge
g) Signal to the shore station to commence bunkering FO at a
a) At the bunker connection to be used, remove the blank and slow rate.
connect the bunkering hose. Check the joint and fit a new one
if there are any signs of damage. h) Check the ship to shore connection and pipeline for leaks.
b) Ensure that the blanks on the other bunkering connections are i) Check that FO is flowing into the required FO storage tank(s),
secure and that all valves are closed, including the drain and and not to any other tank.
sampling valves. The drip tray must be empty and drain closed.
j) Increase the bunkering rate to the agreed maximum.
c) Open the filling valve(s) on the FO storage tanks to be filled.
The filling valves are also the suction valves when pumping k) Commence taking the bunker sample at the cock at the deck
HFO from the storage tank. manifold.
Description Valve l) As the level in the first storage tank approaches 90%, close in
the filling valve to top up the tank slowly, then close the filling
Tank Filling and Suction Valves valve completely when the required level is reached.
Port aft HFO side storage tank (75) 250V261039
m) Fill the remaining tanks in the same way. For the final storage
Starboard aft HFO side storage tank (74) 250V261040 tank the filling rate must be reduced by slowing the pumping
Port forward HFO side storage tank (45) 250V261043 operation and this must be signalled to the barge or shore
station.
Starboard forward HFO side storage tank (44) 250V261045
Centre double bottom FO storage tank 250V261038
2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 4 of 16
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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

Key
300 100 Starboard 300 100
V212037 V006010 Port V212039 V006006
Bunker Station Fuel Oil Bunker Station
65 65 Bunker
Bunker Station Marine Diesel Oil Station
V005007 V005008

A - Deck Passageway Passageway A - Deck

Fuel Oil Fuel Oil

Service Tank Service Tank Diesel Oil
Aft M24 Forward M22 Storage Tank M46
(82.5m3) 150 (90.6m3) 150 65 (142.5m3)
A257001 A257002 A256001 100 100
LS
V249001 V515003

LT

300
V212038 PI PI PS
100 To DO
V212041 Purifing System
65 65 65 65 65
V211006 V211005 V211014 V303006 V303005
PI 100C662001 Diesel Oil Transfer Pump
400 ZS 150 400
V261010 Set Pressure V408007 V261009 PI PI PT PS
7 bar

Fuel Oil PI 150 150 125 150

Bunker/ V212017 V212018 V212009 V303010
Transfer Pump
Fuel Oil Transfer Pump
200m3/h

300V212040 150 400V249002

V261013

300V212042 150V261012

400V249001

250V261041

150C662005
Set Pressure
7 bar 250V261042 250V261044
ZS 250 250 250 250 250
65 V261038 V261039 V261040 V261043 V261045
A116006 100 150 150
V249002 V212016 V261011

Diesel Oil Fuel Oil Fuel Oil Port Fuel Oil Starboard Fuel Oil Port Fuel Oil Starboard Fuel Oil
Double Bottom Overflow Tank M21 Double Bottom Storage Tank Storage Tank Storage Tank Storage Tank
Storage Tank M43 (88.3m3) Centre Tank R91 R75 R74 R45 R44
(120.2m3) (1019.4m3) (852.6m3) (852.6m3) (1936.6m3) (1936.6m3)

LT LS LT TT LS LS TI LT TT TT LS LT TT LS LT TT LS LT TT LS LT

Aft Fuel Oil Storage Tanks Forward Fuel Oil Storage Tanks

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 Luna Mærsk Machinery Operating Manual
n) When the final tank is full, the barge or shore station must be d) Open the line valves between the side storage tank and the Description Valve
signalled to stop pumping. centre double bottom storage tank as required.
Port forward HFO side storage tank (45) 250V261043
Line Valves
o) Ensure that the sample containers are properly sealed and have Port aft HFO side storage tank (75) 250V261039
them despatched for analysis. Port forward tank line supply/suction valve 250V261041
(Note: Valves 250V261041 and 250V261044 must also be open if FO is to
Starboard forward tank line supply/suction valve 250V261042
p) Open the bunker line vent valve and allow the hose to drain be taken from the forward port tank line.)
back to the supplier. Centre manifold isolating valve 250V261044
d) Open the filling valves for the tank to which HFO is to be
q) Close all bunker station and tank filling valves. e) Check that FO is being correctly transferred, i.e. that it is being transferred.
transferred from the required storage tank to the centre FO
r) Disconnect the hose and replace the blank at the bunker station double bottom tank. Starboard forward HFO side storage tank (44) 250V261045
connection.
Starboard aft HFO side storage tank (74) 250V261040
f) Close the valves when the required amount of oil has been
s) Check tank levels and agree quantity supplied then, if satisfied, transferred.
sign the bunker receipt. (Note: Before FO is to be pumped the forward starboard tank line valve
250V261042 must also be opened.)
Procedure for Transferring Fuel Oil from the Side Fuel Oil Storage Procedure for Transferring Heavy Fuel Oil from Port to Starboard
Tanks to the Centre Double Bottom Fuel Oil Storage Tank Storage Tanks Using the Fuel Oil Bunker/Transfer Pump e) Check the quantity of FO to be transferred and check that the
receiving tank has sufficient capacity.
(Note: The same precautions apply to the transfer of bunkers as to the a) Select the FO transfer pump or the FO bunker transfer pump
loading of bunkers.) to be used. f) Start the FO bunker transfer pump and stop when the desired
quantity of FO has been transferred.
The side FO storage tanks are located above the FO double bottom storage b) Set up the pump valves as in the following table:
tank and FO may be transferred by means of gravity. g) Close the tank and line valves as necessary.
Position Description Valve
a) Check the quantity of HFO in the side tank from which FO is
to be transferred and note the temperature. Steam heating must Open FO bunker/transfer pump suction valve Procedure for Transferring Oil from the Fuel Oil Overflow
be applied if the temperature is too low for effective transfer. from port FO line 300V212040 Tank to the Heavy Fuel Oil Storage Tanks
Be prepared to change over tanks if the quantity of HFO is Closed FO bunker/transfer pump suction valve
less than the quantity to be transferred. Check the quantity of from starboard FO line 300V212042 a) Set up the FO transfer pump valves as below:
HFO in the centre FO double bottom tank and determine how
much oil is to be transferred. Open FO bunker/transfer pump discharge valve 300V212041
Position Description Valve
Open FO bunker/transfer pump discharge valve
Open FO transfer pump suction valve 150V212018
b) Open the suction valve from the side storage tank from to bunker supply line 300V212038
which FO is to be transferred. The quick-closing valve should Open FO transfer pump line suction valve 150V212017
Open Starboard bunker line valve 400V261010
normally be left open on all tanks. Closed FO transfer pump service tank suction valve 150V408007
Closed Port bunker line valve 400V261009
Open FO transfer pump discharge valve 150V212009
Description Valve Open Starboard bunker line second valve 400V249001
Open FO transfer pump outlet line valve 150V303010
Tank Suction Valves Closed Port bunker line second valve 400V249002

Port aft HFO side storage tank (75) 250V261039 Closed Bunker main cross connection valve 250V261044 b) Check the amount of fuel to be transferred and ensure that the
selected tank has sufficient capacity.
Starboard aft HFO side storage tank (74) 250V261040
c) Open the tank valves for the tank from which HFO is to be
Port forward HFO side storage tank (45) 250V261043 pumped. c) Set the FO transfer pump to operate manually.
Starboard forward HFO side storage tank (44) 250V261045
d) Open the suction valve 150V212016 from the FO overflow
tank.
c) Open the filling valve 250V261038 for the centre double
bottom FO storage tank.

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 6 of 16

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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

Key
300 100 Starboard 300 100
V212037 V006010 Port V212039 V006006
Bunker Station Fuel Oil Bunker Station
65 65 Bunker
Bunker Station Marine Diesel Oil Station
V005007 V005008

A - Deck Passageway Passageway A - Deck

Fuel Oil Fuel Oil

Service Tank Service Tank Diesel Oil
Aft M24 Forward M22 Storage Tank M46
(82.5m3) 150 (90.6m3) 150 65 (142.5m3)
A257001 A257002 A256001 100 100
LS
V249001 V515003

LT

300
V212038 PI PI PS
100 To DO
V212041 Purifing System
65 65 65 65 65
V211006 V211005 V211014 V303006 V303005
PI 100C662001 Diesel Oil Transfer Pump
400 ZS 150 400
V261010 Set Pressure V408007 V261009 PI PI PT PS
7 bar

Fuel Oil PI 150 150 125 150

Bunker/ V212017 V212018 V212009 V303010
Transfer Pump
Fuel Oil Transfer Pump
200m3/h

300V212040 150 400V249002

V261013

300V212042 150V261012

400V249001

250V261041

150C662005
Set Pressure
7 bar 250V261042 250V261044
ZS 250 250 250 250 250
65 V261038 V261039 V261040 V261043 V261045
A116006 100 150 150
V249002 V212016 V261011

Diesel Oil Fuel Oil Fuel Oil Port Fuel Oil Starboard Fuel Oil Port Fuel Oil Starboard Fuel Oil
Double Bottom Overflow Tank M21 Double Bottom Storage Tank Storage Tank Storage Tank Storage Tank
Storage Tank M43 (88.3m3) Centre Tank R91 R75 R74 R45 R44
(120.2m3) (1019.4m3) (852.6m3) (852.6m3) (1936.6m3) (1936.6m3)

LT LS LT TT LS LS TI LT TT TT LS LT TT LS LT TT LS LT TT LS LT

Aft Fuel Oil Storage Tanks Forward Fuel Oil Storage Tanks

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 Luna Mærsk Machinery Operating Manual
e) Check that the line suction valves 150V261013, 150V2610112 the vessel and it may also be used to transfer DO ashore via the bunker d) Open the necessary valves as in the following table:
and 150V261011 from the centre and side FO storage tanks connections. If necessary the DO transfer pump may be used to supply the
are closed. FO/DO purifier. Description Valve

f) Check that the bunker supply station valves 300V212039 and It is possible to use the FO transfer pump for DO service, and vice versa: for DO storage tank (M46) filling valve 100V249001
300V212037 are closed and that blanks are fitted to the bunker this purpose a suction interconnection bend must be fitted. DO storage double bottom tank (M43) filling valve 100V249002
connection pipes.
The DO service tank overflows to the DO settling tank, which in turn Starboard side bunker station valve 100V006006
g) Open either the bunker line valve 400V261009 for the port overflows to the FO overflow tank. Port side bunker station valve 100V006010
bunker line or 400V261010 for the starboard bunker line. Then Diesel Oil System Tanks
open either the secondary line valves 400V249002 for the port e) When all pipes and connections are checked, signal the shore
bunker line or 400V249001 for the starboard bunker line. Compartment Capacities (SG 0.85) station or bunker barge to commence pumping at the agreed
Volume 100% (m3) Weight 95% (Tons) low rate.
h) Open the required tank filling valve(s) as in the following
table: DO storage tank (M46) 145.5 117.5 f) When it is confirmed that there are no leaks, signal to increase
DO storage double bottom tank (M43) 123.4 99.7 the delivery rate to the agreed maximum.
Description Valve
DO service tank (M44) 98.5 79.6
g) Begin taking a sample of the delivered DO.
Port aft HFO side storage tank (No.75) 250V261039
Emergency generator DO tank (M48) 2.3 1.8
Starboard aft HFO side storage tank (No.74) 250V261040 h) As the level in the first storage tank approaches 90%, close in
Total Capacity for DO on board: 369.7 298.6
Port forward HFO side storage tank (No.45) 250V261043 the filling valve to top up the tank slowly, then close the filling
valve completely when the required level is reached.
Starboard forward HFO side storage tank (No.44) 250V261045 The outlet valves from the DO service tank is a remote operated quick-closing
valve with a collapsible bridge which can be pneumatically operated from the
i) Fill the other tank in the same way. For the final storage
ship control centre. After being tripped from the ship control centre the
i) Open the port forward line valve 250V261041 if transferring tank the filling rate must be reduced by slowing the pumping
valve must be reset locally. The tank is also fitted with a self-closing test
to the centre double bottom FO storage tank and 250V261044 operation and this must be signalled to the barge or shore
cock to test for the presence of water and to drain any water present. A
if transferring to the port forward FO storage tank (45). If station.
tundish under the self-closing test cock drains any liquid to the waste oil
using the starboard filling line open valve 250V261042 and
tank. All tanks are provided with temperature indication, plus remote level
250V261044 when transferring the starboard forward FO tank. j) When the second DO storage tank is 90% full signal the shore
indication in the control room. The storage tanks also have an overfill alarm
station or barge to reduce the delivery rate and when the tank
set at 95 % capacity.
j) Start the FO transfer pump and pump the desired quantity of is 95% full signal to stop pumping.
FO from the overflow tank to the selected FO storage tank.
Procedure for Loading Diesel Oil From a Shore Station or k) Open the vent and allow the bunker hose to drain.
DIESEL OIL SYSTEM a Barge
l) Disconnect the hose and refit the blank.
Diesel oil for all purposes on board the ship is stored in the DO storage The precautions and organisation for loading DO should followed, as
tank (M46) and the DO storage tank double bottom (M43). Diesel oil is described for HFO. m) Collect the DO sample and have it sent for analysis.
transferred from the storage tanks to the DO service tank using the No.3
purifier feed pump and the FO/DO purifier. Diesel oil can be supplied to the a) The bunker line blank is removed and the bunkering hose n) Check the quantity of DO delivered to the storage tanks, agree
main engine, generator engines and boiler, but under normal circumstances connected at the bunker connection to be used. The joint should the delivery quantity with the supplier and sign the receipt.
only the boiler pilot burner will be burning DO. The emergency generator be inspected and replaced if it shows signs of damage.
uses DO from its own service tank.
b) A drip tray is arranged beneath the bunker pipe connection and
The storage tanks are filled from a DO bunkering lines located at the fuel equipment organised to deal with any oil spill.
bunker connections located on the port and starboard side of the ship at upper
deck level. The bunkering line is fitted with a relief valve set at 7kg/cm2, c) Ensure that the blanks on the other bunkering connections are
which discharges into the FO overflow tank. The DO transfer pump is located secure and that the valves are closed. Ensure that the drain and
in the engine room at floor plate level. It is used to transfer from one sampling valves are closed.
DO storage tank to the other DO storage tank in order to adjust trim of

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 8 of 16

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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

Key
300 100 Starboard 300 100
V212037 V006010 Port V212039 V006006
Bunker Station Fuel Oil Bunker Station
65 65 Bunker
Bunker Station Marine Diesel Oil Station
V005007 V005008

A - Deck Passageway Passageway A - Deck

Fuel Oil Fuel Oil

Service Tank Service Tank Diesel Oil
Aft M24 Forward M22 Storage Tank M46
(82.5m3) 150 (90.6m3) 150 65 (142.5m3)
A257001 A257002 A256001 100 100
LS
V249001 V515003

LT

300
V212038 PI PI PS
100 To DO
V212041 Purifing System
65 65 65 65 65
V211006 V211005 V211014 V303006 V303005
PI 100C662001 Diesel Oil Transfer Pump
400 ZS 150 400
V261010 Set Pressure V408007 V261009 PI PI PT PS
7 bar

Fuel Oil PI 150 150 125 150

Bunker/ V212017 V212018 V212009 V303010
Transfer Pump
Fuel Oil Transfer Pump
200m3/h

300V212040 150 400V249002

V261013

300V212042 150V261012

400V249001

250V261041

150C662005
Set Pressure
7 bar 250V261042 250V261044
ZS 250 250 250 250 250
65 V261038 V261039 V261040 V261043 V261045
A116006 100 150 150
V249002 V212016 V261011

Diesel Oil Fuel Oil Fuel Oil Port Fuel Oil Starboard Fuel Oil Port Fuel Oil Starboard Fuel Oil
Double Bottom Overflow Tank M21 Double Bottom Storage Tank Storage Tank Storage Tank Storage Tank
Storage Tank M43 (88.3m3) Centre Tank R91 R75 R74 R45 R44
(120.2m3) (1019.4m3) (852.6m3) (852.6m3) (1936.6m3) (1936.6m3)

LT LS LT TT LS LS TI LT TT TT LS LT TT LS LT TT LS LT TT LS LT

Aft Fuel Oil Storage Tanks Forward Fuel Oil Storage Tanks

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 9 of 16

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 Luna Mærsk Machinery Operating Manual
Procedure for the Transfer Ashore of Diesel Oil using the c) Open the line valves and tank valves as mentioned above. Procedure for the Transfer of Diesel Oil between Diesel Oil
Diesel Oil Transfer Pump Storage Tanks using the Diesel Oil Transfer Pump
d) The FO transfer pump can be started and the desired quantity
The precautions and organisation for loading DO should followed, as of DO pumped ashore via the bunker line. a) Open the DO storage tank valve for the tank from which DO
described for HFO. is to be pumped. In this case valve 65A256001 for the DO
CAUTION storage tank (M46) or valve 65A116006 for the DO storage
a) Open the DO storage tank valve for the selected tank. In this Ensure that all FO is flushed out of the FO transfer pump prior to using tank double bottom (M43).
case valve 65A256001 for the DO storage tank (M46) or valve it on DO. This can be achieved by opening the DO suction and pumping
65A116006 for the DO storage double bottom tank (M43). for a few moments with a discharge to the FO tanks open. Before starting b) Open the DO transfer pump line suction valve 65V211006 and
the pump to transfer DO, make absolutely sure that all discharges to the the DO transfer pump suction valve 65V211005.
b) Open the DO transfer pump line suction valve 65V211006 and FO system are securely closed.
the DO transfer pump suction valve 65V211005. c) Open the DO transfer pump discharge valve 65V211014 and
(Note: The small quantity of DO in the HFO transfer pump will not cause
line discharge valve 65V303006.
c) Open the DO transfer pump discharge valve 65V211014 and any problem when the pump is set for the transfer of HFO.)
line discharge valve 65V303006. d) Check that the discharge valve 65V303005 to the DO separator
system is closed.
d) Check that the discharge valve to the DO separator system
65V303005 is closed. e) Ensure that the bunker station valves, 100V006010 for the port
bunker station 100V006006 for the starboard bunker station,
e) Remove the blank at the appropriate bunker connection and are closed and that blanks are fitted.
connect the shore pipe.
f) Open the filling valve of the DO storage tank to which DO is
f) Ensure that the shore station or barge can receive the DO. being pumped: DO storage tank (M46) valve 100V249001 or
DO storage double bottom tank (M43) valve 100V249002.
g) Open the selected bunker station valve, 100V006010 for the
port bunker station, 100V006006 for the starboard bunker g) Check that the DO storage tank can accommodate the amount
station. of DO to be transferred.

h) Set up appropriate signalling systems as mentioned in the h) Start the DO transfer pump and check that DO is being
section on taking HFO bunkers. transferred as required.

i) Start the DO transfer pump. i) When the desired quantity of DO has been transferred stop the
DO transfer pump and close all valves.
j) Stop the pump when the desired quantity of DO has been
pumped ashore or to the barge.

k) Close all tank, line and pump valves.

FO Transfer Pump and DO Transfer Pump

Procedure for the Transfer of Diesel Oil using the Fuel Oil Emergency Stop Buttons on Boat Deck
Transfer Pump
The FO transfer pump can be used to pump DO ashore as explained in the
section above. In order to do this the following has to be completed:

a) Insert the suction and discharge crossover bends between the

DO and FO transfer pumps.

b) Open the FO transfer pump suction valve 150V212018 and the

pump discharge valve 125V212009.

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 10 of 16

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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
100V013017
50K041031 25V296002
100 To DO Tank
V013018 50V013049 Emergency Generator
Inter linked
50K041002 50V013048

50 50
Purifier Room LA LS LS LA K041003 V296001

LT
Heater Heater Heater 100 100 50
V013016 Fuel Oil V013021 Fuel Oil V013005 Diesel Oil Diesel Oil
Service Tank Service Tank Service Tank Storage Tank
Aft M24 Fwd M22 M44 M46
100 100
(82.5m3) (90.6m3) (96.5m3) (142.5m3)
V013015 V013022

FO FO DO/FO
Purifier Purifier Purifier
80 80 50 50
A257003 A257002 A256002 A256001

From DO Transfer Pump Drain from

Main Engine
80 80 80V013013
V013014 V013012
80
V013016 80V013061
80
V013015 80V013060
Locked Open
80 80
PI V013062 PI PI V114002 40V114002
25
Supply Supply Supply V013029
Pump Pump Pump LA LT To
Overflow
PI PI PI Fuel Oil Test
Tank
From TI Drain Tank Cock
80A116011 Sludge
80A116017 80A116013
Treatment 50
A116002
80K042001
50
80 80 80 A116004
A116018 80 A116015 80 A116016
A116012 A116014
80
Low
A116010
Suction
High 125 125 80 100 50 50
200 200 200 Suction V114004 V114003 V114004 V013014 A116001 V296002
V113004 V113005 V113006 Key

Diesel Oil Fuel Oil

Oily Bilge LT Fuel Oil Storage Tank R91 Double Bottom
Water Tank M74 Sludge Tank M72 (1019.4m3) Storage Tank M46 Marine Diesel Oil
(44.6m3) (135.7m3) (142.5m3)
TI

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 Luna Mærsk Machinery Operating Manual
2.7.2 FUEL OIL AND DIESEL OIL PURIFYING SYSTEM During normal operation with oil having a low water content, sludging of a) Check the level of oil in the centre double bottom storage tank
the bowl takes place at preset intervals. When the maximum time between and ensure that the tank filling system is operating.
Fuel Oil Purifiers sludging has elapsed displacement water is added to the bowl, this water
eliminates the risk of oil loss during the sludge discharge. The interface b) Check and record the level of oil in all fuel tanks.
Maker: Alfa Laval between the oil and water moves towards the disc stack and the ALCAP sensor
No. of sets: 3 detects the increase in water and the sludge operation is initiated. c) All valves in the purifier system are to be initially closed.
Model: FOPX614 module type
When processing HFO with a high water content, the operation of the sludge d) Clean the purifier feed pump strainers.
Type: Centrifugal, partial discharge, non-gravity disc, self-
cycle before the minimum preset sludge time is reached will activate an alarm
cleaning
after two consecutive rapid process cycles. This may indicate a fault in the e) Set the valves, as indicated in the table below, to take suction
Capacity: 6,500 litres/h bowl flushing water system or in the steam heater. Water in the fuel passing from the HFO centre double bottom storage tank and discharge
to the service tank can cause engine operating problems, particularly for the to the HFO service tanks. It is assumed that No.1 HFO service
diesel generator engines. As fuel oil is drawn from the double bottom storage tank is being filled.
Oil Heaters: Bloksma V16-2 tank rather than a settling tank in which water may settle out from the oil, the
potential separation load on the purifier is increased; for fuels containing high Position Description Valve
levels of water frequent sludge cycling may occur.
INTRODUCTION Open HFO double bottom storage tank
The separators may be set to operate as purifiers and it is essential that the high suction valve 125V114004
There are three centrifugal self-cleaning HFO purifiers fitted; two are correct gravity disc is used for the oil being purified. Water discharge from Closed HFO double bottom storage tank
dedicated to HFO and the third to DO, but this can be used for HFO if the separator is collected in the dirty water tank. low suction valve 125V114003
necessary. They are used to draw FO from the FO centre double bottom
storage tank and direct the purified FO to the FO service tanks. Normally one The oil flow rate through the purifier is regulated by the delivery from the Open Line return valve to HFO
unit is in use, with the second being cleaned or ready to use. Each purifier supply pump. The supply pump has a constant output and so the delivery rate double bottom storage tank 100V013018
has a supply pump, fitted with a duplex filter, which forces the HFO through to the purifier is controlled by slightly opening the return valve to the double Open Purifier outlet valve to FO service tanks 100V013017
the steam heater. The purifiers, supply pumps and heaters are located in the bottom storage tank. In this way some of the oil leaving the supply pump
purifier room. Instrument air is supplied to the purifiers to control the supply Open Forward FO service tank filling valve 100V013021
flows to the double bottom storage tank and not to the purifier. Care is needed
of oil to the bowl and the automatic discharge facility. Softened domestic in regulating the valve, and hence the flow rate to the purifier, in order to Open Forward FO service tank overflow valve 100V013022
fresh water is supplied for sealing and flushing purposes. ensure that the service tank is filled in the desired time.
Closed Aft FO service tank filling valve 100V013016
Each of the two HFO purifiers dedicated to HFO has a crossover valve which CAUTION Open Aft FO service tank overflow valve 100V013015
allows either feed pump to supply either purifier. The steam heaters maintain a Care must be taken when operating the purifier system. Hot oil and steam
temperature of 98ºC and from the heater the HFO flows into the purifier. After Open FO storage tank double bottom inlet valve
are present and can result in serious injury if leakage occurs. There is a from service tank overflow 100V013014
purification, the oil is discharged to one of the HFO service tanks. fire risk from the presence of hot oil and all precautions must be taken
to prevent a fire and to deal with one should an outbreak occur. The Open FO storage tank double bottom inlet valve
The systems can be set up so that either purifier can circulate oil, taking extinguishing system must be checked frequently. Centrifuges operate from supply pump outlet 100V114004
suction from the centre double bottom storage tank and discharge to either on an automatic sludging system but failure of the system to effectively
service tank. Set No.3 FO/DO purifier three-way return
discharge sludge can cause overload and subsequent breakdown of the line valve (set for DO storage tank) 50K041002
The ALCAP System bowl arrangement which rotates at high speed. After manual cleaning,
care is needed to ensure that the bowl is assembled correctly, as incorrect Open No.3 FO/DO purifier return valve
The FOPX separator operates as a clarifier, cleaned oil leaving the separator assembly can result in disintegration at high rotational speed. All to DO storage tank 50V013048
through the oil outlet whilst water and sludge accumulate at the outside of operating and maintenance precautions stipulated by the manufacturer Set No.3 FO/DO purifier three-way line valve
the separator bowl. The control unit supervises the operation of the entire in the maintenance manual must be observed. (set for filling DO service tank) 50K041031
separation system, monitoring the separator output, controlling the unit and
Open No.3 FO/DO purifier line valve
activating alarms as necessary. The ALCAP control system discharges sludge Procedure for Purifying Heavy Fuel Oil in the Centrifugal to DO service tank 50V013049
and water from the bowl at preset intervals or when needed. When water
Separator System
accumulation in the bowl approaches the disc stack, traces of water escape
with the discharge oil. This small increase in water is detected by the ALCAP The procedure described is for one purifier operation, with a single purifier (Note: Three-way valves 50K041002 and 50K041031 are interlocked so that
system monitor located in the oil outlet. The control system responds by dealing with the HFO and the other unit being cleaned or awaiting operation. they operate together.)
initiating a water discharge or bowl sludge operation.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
100V013017
50K041031 25V296002
100 To DO Tank
V013018 50V013049 Emergency Generator
Inter linked
50K041002 50V013048

50 50
Purifier Room LA LS LS LA K041003 V296001

LT
Heater Heater Heater 100 100 50
V013016 Fuel Oil V013021 Fuel Oil V013005 Diesel Oil Diesel Oil
Service Tank Service Tank Service Tank Storage Tank
Aft M24 Fwd M22 M44 M46
100 100
(82.5m3) (90.6m3) (96.5m3) (142.5m3)
V013015 V013022

FO FO DO/FO
Purifier Purifier Purifier
80 80 50 50
A257003 A257002 A256002 A256001

From DO Transfer Pump Drain from

Main Engine
80 80 80V013013
V013014 V013012
80
V013016 80V013061
80
V013015 80V013060
Locked Open
80 80
PI V013062 PI PI V114002 40V114002
25
Supply Supply Supply V013029
Pump Pump Pump LA LT To
Overflow
PI PI PI Fuel Oil Test
Tank
From TI Drain Tank Cock
80A116011 Sludge
80A116017 80A116013
Treatment 50
A116002
80K042001
50
80 80 80 A116004
A116018 80 A116015 80 A116016
A116012 A116014
80
Low
A116010
Suction
High 125 125 80 100 50 50
200 200 200 Suction V114004 V114003 V114004 V013014 A116001 V296002
V113004 V113005 V113006 Key

Diesel Oil Fuel Oil

Oily Bilge LT Fuel Oil Storage Tank R91 Double Bottom
Water Tank M74 Sludge Tank M72 (1019.4m3) Storage Tank M46 Marine Diesel Oil
(44.6m3) (135.7m3) (142.5m3)
TI

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 Luna Mærsk Machinery Operating Manual
No.1 Purifier No.2 Purifier p) Open the fresh water supply to purifiers (see section 2.14.1). e) Stop the supply pump.
Position Description Valve Valve
q) Switch on the control panel of the purifier to be used. f) Shut off the water and control air supplies to the purifier.
Open Purifier feed pump
suction valve 80A116011 80A116017 r) Start up the purifier. g) Shut all valves to the purifier concerned.
Open Purifier feed pump
discharge valve 80V013014 80V013015 s) Check for the correct direction of rotation and vibration during
Purifying Fuel Oil from the Fuel Oil Drain Tank
the speed increase period.
Throttled Purifier feed pump FO The FO purifiers may be used for purifying oil from the FO drain tank. This
storage return valve 80V013062 80V013060 t) When the purifier is up to speed (checking the ammeter reading is accomplished by opening the outlet valve 80V114002 from the FO drain
Closed Purifier feed pump has fallen to a steady value will indicate that the purifier tank and the inlet valve to the purifier FO supply pump (80A116018 for No.1
has reached operational speed) press the control panel START purifier supply pump or 80A116015 for No.2 purifier supply pump). The
crossover valve 80V013012 80V013013
button for automatic control of the unit. The water valve should other system valves are set as above, with the purified oil from the FO drain
Closed Heater bypass valve (inlet) open for approximately 5 seconds in order to close the bowl, tank being directed to the selected FO service tank.
Closed Heater bypass valve (outlet) check that this has happened.
Open Purifier inlet valve Purifying Fuel Oil from the Fuel Oil Service Tanks
The heater outlet recirculating control valve will change position and allow
Open Purifier outlet valve oil to flow to the purifier. Purified HFO will flow from the purifier to the The FO purifiers may be used for purifying oil from the FO service tanks.
selected HFO service tank. This is accomplished by opening the outlet valve from the FO service tank
Operational Three-way recirculation valve (80A257002 for the forward FO service tank or 80A257003 for the aft FO
Open Sludge tank inlet valve 200V113004 200V113005 The flow of HFO to the purifier can be regulated by supply pump outlet return service tank) and the inlet valve to the purifier FO supply pump (80A116010
valve to the HFO double bottom storage tank; these are valves 80V013060 for No.1 purifier supply pump or 80A116012 for No.2 purifier supply pump).
and 80V013062 depending upon which purifier supply pump is being used. It The other system valves are set as above with the purified oil from the FO
f) Check that the ALCAP system is operational and that the is usual to regulate the flow to match the engine consumption. drain tank being directed to the selected FO service tank.
control unit is working.
u) Check the purifier is operating correctly with adequate
g) Ensure that control air is available for operating the three-way throughput and that there is no vibration.
Diesel Oil Purifier System
valve.
Diesel oil is purified in the same way as HFO but there is only one purifier
v) Ensure there is no abnormal discharge from the water outlet
h) Ensure the bowl is assembled correctly and that the purifier dedicated to DO. This purifier has the same specification as the HFO purifiers
or sludge discharge.
cover is secure. and can be used for HFO; the purifier supply pump has the same specification
as the HFO purifier supply pumps as given above. Even though DO is
The purifier will operate on a timer, discharging sludge at preset intervals.
i) Ensure the purifier brake is off and the purifier is free to rotate. being purified the oil is heated prior to entering the purifier as the increased
temperature assists in the separation process if the oil is initially cold; DO in
j) Check the purifier gearbox oil level. Procedure to Stop the Purifier the storage tank can become too cold for effective separation. The DO storage
tank is not fitted with heating coils.
k) Supply trace heating steam by opening the necessary steam a) Shut off steam to the heater, allowing the unit to continue to
and drain valves. operate for a short period. The DO is drawn from the DO storage tanks by the purifier supply pump
and passed through the heater before entering the purifier. Purified oil is then
l) Start the purifier supply pump. Oil will bypass the purifier, b) Press the program STOP button on the control panel. discharged to the DO service tank.
returning to the double bottom storage tank through the
The purifier will commence the shutdown sequence by shutting off the HFO The purifier used for DO can also be used for HFO and there are valves in the
three-way control valve.
feed and instigating a bowl desludge procedure. If the desludge procedure is suction and discharge lines which need to be correctly set in order to allow for
not undertaken, the bowl must be manually cleaned before the next start-up use as a DO purifier. The purifier supply pump has a three-way suction valve
m) Slowly open the steam supply to the heater.
procedure. which allows for change between DO and FO suction.
n) Set the steam temperature control valve to required set point.
c) On completion of the sequence press the motor STOP button.
o) Heavy fuel oil will now circulate through the heater, returning
d) Apply the brake during the run down period.
to the HFO double bottom storage tank.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System
100V013017
50K041031 25V296002
100 To DO Tank
V013018 50V013049 Emergency Generator
Inter linked
50K041002 50V013048

50 50
Purifier Room LA LS LS LA K041003 V296001

LT
Heater Heater Heater 100 100 50
V013016 Fuel Oil V013021 Fuel Oil V013005 Diesel Oil Diesel Oil
Service Tank Service Tank Service Tank Storage Tank
Aft M24 Fwd M22 M44 M46
100 100
(82.5m3) (90.6m3) (96.5m3) (142.5m3)
V013015 V013022

FO FO DO/FO
Purifier Purifier Purifier
80 80 50 50
A257003 A257002 A256002 A256001

From DO Transfer Pump Drain from

Main Engine
80 80 80V013013
V013014 V013012
80
V013016 80V013061
80
V013015 80V013060
Locked Open
80 80
PI V013062 PI PI V114002 40V114002
25
Supply Supply Supply V013029
Pump Pump Pump LA LT To
Overflow
PI PI PI Fuel Oil Test
Tank
From TI Drain Tank Cock
80A116011 Sludge
80A116017 80A116013
Treatment 50
A116002
80K042001
50
80 80 80 A116004
A116018 80 A116015 80 A116016
A116012 A116014
80
Low
A116010
Suction
High 125 125 80 100 50 50
200 200 200 Suction V114004 V114003 V114004 V013014 A116001 V296002
V113004 V113005 V113006 Key

Diesel Oil Fuel Oil

Oily Bilge LT Fuel Oil Storage Tank R91 Double Bottom
Water Tank M74 Sludge Tank M72 (1019.4m3) Storage Tank M46 Marine Diesel Oil
(44.6m3) (135.7m3) (142.5m3)
TI

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 Luna Mærsk Machinery Operating Manual
Procedure for Operating the Diesel Oil Purifier (Note: Three-way valves 50K041002 and 50K041031 are interlocked so that The recirculating control valve will change position and allow oil to flow
they operate together.) to the purifier. Purified DO will flow from the purifier to the selected DO
The procedure described assumes that DO is taken from the selected DO service tank.
storage tank and discharged to the DO service tank. Open Filling valve on DO service tank 50V013005
r) Check the purifier is operating correctly with adequate
a) Check and record the level of oil in the DO storage and Set Three-way return line valve to DO storage tanks 50K041003 throughput.
service tanks. Open Inlet valve to DO storage tank 50V296001
s) Ensure there is no abnormal discharge from the water outlet
b) All valves in the purifier system are to be initially closed. Open Inlet valve to DO storage double bottom tank 50V296002
or sludge discharge.

c) Set the valves, as indicated in the table below, to take suction d) Open the air supply to the purifier three-way valves.
from the DO storage tank and discharge to the DO service Procedure to Stop the Purifier
tank. e) Ensure the purifier brake is off and the purifier is free to rotate. a) Shut off steam to the heater, if it has been supplied, allowing
the unit to continue to operate for a short period.
Position Description Valve f) Ensure the bowl has been assembled correctly and that the
Open DO storage tank (M46) quick-closing cover is secure. b) Press the program STOP button on the control panel.
suction valve 50A256001
g) Check the purifier gearbox oil level. The purifier will commence the shutdown sequence as explained above for
Closed DO storage double bottom tank (M43) the HFO purifier.
quick-closing suction valve 50A116001 h) Check the strainers are clean.
Open Purifier supply pump suction valve from c) On completion of the sequence press the motor STOP button.
DO storage tanks 50A116004 i) Switch on the power to the purifier control panel and ensure
that the ALCAP control system is operational. d) Apply the brake during the run down period.
Closed Purifer supply pump suction from
DO service tank 50A116002 j) Start the purifier feed pump. Oil will bypass the purifier, e) Stop the feed pump.
Set Purifier supply pump three-way suction returning to the storage tank through the three-way control
valve (set for DO suction) 80K042001 valve. f) Shut off the water and control air supplies to the purifier.
Open DO purifier supply pump discharge valve k) Slowly open the steam supply to the heater if heating is required. g) Shut all valves to the purifier.
to purifier 80V013016 Check the oil specification as heating is only required to bring
Closed DO purifier supply pump discharge valve the oil to a viscosity of between 4 and 20cSt at 50°C.
to FO storage tank 80V013061
Procedure for Filling the Emergency Generator Engine Fuel
l) Set the steam temperature control valve to required set point, if Tank
Closed DO purifier supply pump cross connection
necessary. It is essential that the DO is not overheated.
valve 80V013013 This procedure is the same as for filling the DO service tank using the
Closed DO heater inlet bypass valve m) Diesel oil will now circulate through the heater, returning to FO/DO purifier as explained above, but the discharge valve to the emergency
the feed pump suction. generator engine fuel tank must be open and the discharge valve to the DO
Closed DO heater outlet bypass valve service tank 50V013049 must be closed. The emergency generator fuel oil
Operational DO purifier three-way control valve n) Open the fresh water supply to purifier. tank overflows to the DO service tank.
Set DO purifier three-way return
line valve (set for DO storage tank) 50K041002 o) Open the flushing and operating water supplies to the purifier.

Open DO purifier return valve to DO storage tanks 50V013048 p) Start up the purifier.
Set DO purifier three-way line valve
(set for filling DO service tank) 50K041031 q) When the purifier is up to speed, press the control panel START
button for automatic control of the unit.
Open DO purifier line valve to DO service tank 50V013049

Issue: 1 2.7 Fuel Oil and Diesel Oil Transfer Systems - Page 16 of 16

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 2.8 Lubricating Oil Systems

2 8.1 Main Engine Lubricating Oil System

2 8.2 Turbocharger Lubricating Oil System

2 8.3 Generator Engines Lubricating Oil System

2.8.4 Stern Tube Lubricating Oil System

2.8.5 Lubricating Oil Purifying Systems

2.8.6 Lubricating Oil Filling and Transfer System

Illustrations

2 8.1a Main Engine Lubricating Oil System

2.8.1b Main Engine Camshaft and Exhaust Valves Lubricating Oil System

2.8.1c Main Engine Cylinder Lubricating Oil System

2.8.1d Lubricating Oil System for Stuffing Box and Drain from Stuffing Box

2 8.2a Main Engine Turbochargers Lubricating Oil System

2.8.4a Stern Tube Lubricating Oil System

2.8.5a Lubricating Oil Purifying System

2.8.6a Lubricating Oil Filling and Transfer System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.1a Main Engine Lubricating Oil System Filling Filling
Port Starboard

40 A Deck
V120011 300 300 300
V220003 V220005 V220004 From
To Main Engine LO
80
Diesel Generators A010001 Purifier
DPA DPA DPA LO Storage Tank 40 65 80
Auto Auto Manual V120096 V010005 V010004
TC TI Main Engine
DPI Filter DPI Filter DPI Filter LT
80 LO Cleaning
TT From LO V010008 Tank M05
Separator (89m3)
40 TI TI
V120094 Fresh Fresh 80
Water Water V010003 80A256003
300 300 300 200
V220006 V220008 V220007 Cooling 200 200 200 Cooling
V220004 V220015 V220018 V220003
Main Main
TI Engine Engine To LO
40 LO Cooler LO Cooler Separator
V120092 15
Test V051026
TI TI
Fresh Fresh
Water Water
200 200 200 200
Cooling V220012 Cooling
V220002 V220017 V220001
80
V010001
LT
Main Engine
LO Storage
Tank M03
MAIN ENGINE (131.1m3)
Test and
Drain Valve 25
V051001
PT PS Shutdown
450 Test and 40 450 80
To Pistons Cooling V211007 Drain Valve V120067 V211006 A256002

80
V010010
80
Air Vent V010011 25
15 V020023
PT LS Shutdown 450 450
V310234 V511001 V511002
To Bearings LO Daily
25
K041001 Services Tank LI
20 20
LT PI V051001 V051002 PI LT (20 litres)
15
V310006
15
V654091
15 Main Engine 15
V051024 LO Pumps V051012
(1020m3/h) DPI
To LO
Purifier Key
15 15
V051017 V051028 Lubricating Oil
LO Filter
Electrical Signal
TI 15
Main Engine Instrumentation
LO Sump Tank M01 V051029
(75.5 m3) LT Steam

Condensate

Issue: 1 2.8 Lubricating Oil Systems - Page 1 of 33

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 Luna Mærsk Machinery Operating Manual
2.8 LUBRICATING OIL SYSTEMS INTRODUCTION Camshaft and Exhaust Valve Lubrication System
In order to prevent the circulating oil in the engine crankcase from becoming
2.8.1 MAIN ENGINE LUBRICATING OIL SYSTEM The main engine has three separate lubricating oil systems:
contaminated by fuel oil a separate camshaft system is fitted. Fuel pumps
Main lubricating oil system are provided with seals which should prevent fuel leaking past a fuel pump
Main Lubricating Oil Pump Camshaft and exhaust valves plunger from contaminating the associated cam box but failure of the seal
could allow heavy fuel oil to leak into the cam box. If the camshaft system
Maker: Nijhuis Cylinder oil system was part of the main lubrication system, the large lubricating oil charge in
No. of sets: 2 the crankcase would become contaminated with the resultant risk of bearing
Type: Centrifugal The main lubricating oil system supplies lubricating oil to the main bearings, damage due to corrosion caused by the sulphur in the fuel oil, an increase in
crankpin bearings, crosshead bearings, the chain drive, the thrust bearing and lubricating oil viscosity and a reduction in flash point.
Model: VDL1-3045
the piston cooling spaces.
Capacity: 1,020m3/h at 5kg/cm2
In order to avoid such problems a separate system is employed for lubricating
Lubricating oil supply for main bearing, thrust bearing and chain drive is via the camshaft bearings, roller guides and hydraulically operated exhaust valves.
direct pipes but for piston cooling, crosshead bearings and crankpin bearings The camshaft lubricating oil tank has a capacity of 1.5m3 and is charged with
Camshaft Lubricating Oil Pump
the oil is supplied by means of a telescopic pipe to each crosshead. At the the same oil as used in the main lubrication system.
Maker: Allweiler crosshead oil is distributed between piston cooling and bearing lubrication,
No. of sets: 2 oil for piston cooling flowing upwards through a bore in the piston rod Two camshaft lubrication pumps are fitted, one being set as the duty pump
Type: Screw and for crankpin bearing lubricating oil flows downwards through a bore and the other as the standby pump to cut in automatically if the operating
in the connecting rod. pump should be unable to maintain the desired system pressure. Oil is
Model: V16 280-R46 18USV-W115
directed from the camshaft LO pump to the engine inlet via a cooler and
Capacity: 20m3/h at 7.5kg/cm2 The main lubricating oil system is supplied by one of two main pumps, an automatic self-cleaning filter with manual bypass. Returns from the cam
which take suction from the main engine lubricating oil sump tank and supply boxes to the camshaft lubricating oil tank is via a magnetic filter; the filter
the engine with lubricating oil under pressure. The pumps have remote start may be bypassed if required.
Camshaft Lubricating Bypass Filter Pump and stop capability with one of them being selected as the duty pump and
No. of sets: 1 the other as the standby. The standby pump operates automatically if the The camshaft lubricating oil tank is provided with a bypass filter pump
Type: Screw supply pressure from the duty pump falls below a predetermined value for any and this pump is operated to circulate the contents of the tank through a
reason; a pressure switch is fitted at the outlet from each pump. filter and back to the tank. The camshaft lubricating oil may be purified
Capacity: 2.27m3/h at 6.5kg/cm2
in the LO separator system or drained to the sludge tank if excessively
Pressurised lubricating oil is forced by the pump through the lubricating contaminated by fuel oil.
oil coolers. A temperature controlled bypass valve allows a portion of the
Cylinder Lubricating Oil Transfer Pump
lubricating flow to bypass the coolers should the temperature of the oil be
Maker: Allweiler such that cooling is not necessary; the normal LO temperature at inlet to the Cylinder Lubrication System
No. of sets: 1 engine should be 45°C. The bypass valve is controlled using the oil inlet
Type: Screw temperature to the engine as the controlling parameter. Two sets of automatic The cylinder lubrication system is completely separate from the main
filters are fitted in the lubricating oil supply line after the coolers. At exit lubrication system.
Model: SPF20-R46 G8.3-W20
from the filters, the LO pipe branches. One branch is the main flow to the
Capacity: 1.5m3/h at 3.5kg/cm2 engine main bearings, vibration damper and chain drive, and the other to the High alkaline cylinder lubricating oil is supplied to the main engine cylinders
crosshead for piston cooling and lubrication of the crankpin and crosshead on a once through basis in order to lubricate the piston rings to reduce wear
Stuffing Box Lubricating Oil Filter Pump bearings. The automatic filters have an outlet line to the engine sump. In and counteract the acidity of the products of combustion. Cylinder oil is stored
addition to the automatic lubricating oil filters a manual filter is fitted for use in two cylinder oil storage tanks, M07 of 64m3 capacity and MO9 of 66.8m3
Maker: Allweiler when one of the automatic filters is being serviced. The oil falls to the engine capacity. These storage tanks are filled from the lubricating oil bunkering
No. of sets: 1 sump tank from the bearings and the piston cooling spaces. stations located on the port and starboard sides of the vessel. Cylinder
Type: Screw lubricating oil is pumped from the cylinder oil storage tanks to the cylinder
Model: BAS 550 G8.3-W20 No.1 main lubricating oil pump may be used to pump oil from the engine oil daily service tank using the cylinder LO transfer pump. A hand pump is
sump tank to the main engine LO settling tank from where it may be returned provided as back-up for the electrically driven cylinder oil transfer pump.
Capacity: 0.75m3/h at 2kg/cm2 to the main engine sump via the lubricating oil separator system. The sump
may be replenished from the main engine LO storage tank or directly from the Oil flows to the cylinder oil pump station of the Alpha cylinder lubricator
LO filling connections on the port and starboard sides of the ship. system from the cylinder lubricating oil daily service tank.

Issue: 1 2.8 Lubricating Oil Systems - Page 2 of 33

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.1a Main Engine Lubricating Oil System Filling Filling
Port Starboard

40 A Deck
V120011 300 300 300
V220003 V220005 V220004 From
To Main Engine LO
80
Diesel Generators A010001 Purifier
DPA DPA DPA LO Storage Tank 40 65 80
Auto Auto Manual V120096 V010005 V010004
TC TI Main Engine
DPI Filter DPI Filter DPI Filter LT
80 LO Cleaning
TT From LO V010008 Tank M05
Separator (89m3)
40 TI TI
V120094 Fresh Fresh 80
Water Water V010003 80A256003
300 300 300 200
V220006 V220008 V220007 Cooling 200 200 200 Cooling
V220004 V220015 V220018 V220003
Main Main
TI Engine Engine To LO
40 LO Cooler LO Cooler Separator
V120092 15
Test V051026
TI TI
Fresh Fresh
Water Water
200 200 200 200
Cooling V220012 Cooling
V220002 V220017 V220001
80
V010001
LT
Main Engine
LO Storage
Tank M03
MAIN ENGINE (131.1m3)
Test and
Drain Valve 25
V051001
PT PS Shutdown
450 Test and 40 450 80
To Pistons Cooling V211007 Drain Valve V120067 V211006 A256002

80
V010010
80
Air Vent V010011 25
15 V020023
PT LS Shutdown 450 450
V310234 V511001 V511002
To Bearings LO Daily
25
K041001 Services Tank LI
20 20
LT PI V051001 V051002 PI LT (20 litres)
15
V310006
15
V654091
15 Main Engine 15
V051024 LO Pumps V051012
(1020m3/h) DPI
To LO
Purifier Key
15 15
V051017 V051028 Lubricating Oil
LO Filter
Electrical Signal
TI 15
Main Engine Instrumentation
LO Sump Tank M01 V051029
(75.5 m3) LT Steam

Condensate

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 Luna Mærsk Machinery Operating Manual
The Alpha lubricator system controls the amount of cylinder lubricant injected d) Set up valves as in the following table: (Note: It is assumed that all engine lubricating valves are left open.)
at each cylinder lubricator quill. The master control unit controls cylinder oil
injection by activating a solenoid valve fitted at each lubricator. A feed back Position Description Valve e) Select one LO pump as the duty pump and the other as the
signal from each lubricator indicates that lubricating oil injection has actually standby pump. Operate the pump control to start the duty
Open No.1 LO pump discharge valve to LO pump.
taken place and this is visually indicated by light emitting diodes (LEDs) on the
terminal boxes for each cylinder. The timing of cylinder oil injection is based engine system 450V211006
upon two signals from the angle encoders, a top dead centre (TDC) marker for Closed No.1 LO pump discharge valve to f) Keep the LO system circulating and allow the temperature
No.1 cylinder and a crankshaft position trigger. The Alpha lubrication system is LO settling tank 80V001011 of the system to gradually increase to normal operating
designed to inject cylinder oil into the ring pack during the upwards movement temperature.
Closed No.1 LO pump discharge valve to
of the piston. The amount of cylinder oil injected per injection is constant
LO recirculation line 15V310006 g) Check the outlet flows from the individual units. Check that
but the total amount injected can be controlled by varying the frequency of
injection. The injection frequency is based upon signals from the engine load Closed No.1 LO pump vent valve 20V051002 temperatures are similar and that all pressure gauges are
transmitter and is normally proportional to the cylinder mean effective pressure reading correctly.
Open No.2 LO pump discharge valve to
(MEP). Load and RPM modes can be selected at the control panel and this engine system 450V211007
allows for different cylinder lubricating oil injection frequency. h) When temperatures are stable the LO system is ready and
Closed No.2 LO pump vent valve 20V051001 the engine may be started provided that other systems are
The cylinder oil feed rate is based upon MCR with the basic rate being set Closed No.1 LO pump discharge valve to operating correctly.
to 100% MCR. At the Human Machine Interface (HMI) panel, adjustment LO recirculation line 15V310006
of the cylinder oil feed rate is possible between 40% and 360% in order to
meet specific needs such as the running in of new piston rings and cylinder Closed LO supply line drain valve (locked) 40V120067
300V220003 300V220004 Manual Filter
liner. Cylinder lubricating oil is supplied to a common rail pipe at a pressure Open Priming line suction filter inlet valve 15V051028 300V220005
of 45kg/cm2 by one of the lubrication pumps at the pump station. Individual
cylinder lubricators are supplied by this common rail pipe via their solenoid Open Priming line suction filter outlet valve 15V051027
valves which control the timing of injection of the cylinder oil Closed Priming line suction filter bypass valve 15V051029
Open No.1 LO pump priming valve 15V051012
It is essential that the cylinder lubrication injection equipment is operating
correctly and no unauthorised person should change or adjust the system in Open No.2 LO pump priming valve 15V051024
any way. Defective operation of cylinder lubrication can result in excessive Operational LO cooler bypass controlled valve ZC006
cylinder liner and piston ring wear.
Open No.1 LO cooler inlet valve 200V220018

Turbocharger Lubrication System Open No.1 LO cooler outlet valve 200V220012

Open No.2 LO cooler inlet valve 200V220015
The main engine turbochargers have a separate lubrication system which is
Open No.2 LO cooler outlet valve 200V220017
covered in section 2.8.2.
Open Inlet valve to No.1 auto filter 300V220003
Procedure for Operating the Main Engine Lubricating Oil Open Outlet valve from No.1 auto filter 300V220006
System Open Inlet valve to No.2 auto filter 300V220005
Open Outlet valve from No.2 auto filter 300V220008
It is assumed that the engine is stopped but is being prepared for starting.
Open Inlet valve to manual filter 300V220004
a) Check the level of oil in the main engine sump and replenish
Open Outlet valve from manual filter 300V220007
if necessary.
Closed Engine LO supply manifold svent valve 40V120092
b) Ensure that the low temperature central cooling system is Open Sight glass flow check valve 40V120094
operating and that fresh water is circulating through the LO
coolers (see section 2.5.2). Open Priming line valve 15V310234
Closed Filter inlet manifold vent valve 40V120011 Main Engine Lubricating Oil Filters
c) Ensure all pressure gauge and instrumentation valves are open
and that instruments are reading correctly.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.1b Main Engine Camshaft and Exhaust Valves Lubricating Oil System
Key
PA
PT Lubricating Oil
PS TI PI TT TA
LT Cooling Water

15V051007
To and from
LO Test LT FW Cooling
Tank System
Vent

Main Engine

50V211004 50V211003

PI
Located Close to Tank Unit From LO
125115003 Separator
LO
125115005 15V654074
Camshaft
Filter Return
Magnet 125115004
PDS PDS
80V300003 80V300002
50V115001
TI
PS PS

PI PI 50V1
To LO Separator 15V051006 15V654073 50V115002
LO TT TI 15003
Camshaft Lubricating Bypass Filter Camshaft PI
LO Main Engine LO Main Engine Cooler TC
Camshaft Camshaft
Pump Pump
50V020034 PI For Flushing

PI
40V115001
LO Camshaft LI
Bypass Filter Camshaft Lubricating Oil Tank
Pump (1.5m3)
PI LS LA

65V020009
For Flushing
40V020015
50V020035 50V020036

From Oil Drain To Sludge Tank

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 Luna Mærsk Machinery Operating Manual
Procedure for Operating the Camshaft Lubricating Oil h) When the camshaft LO system is operating in a stable condition
System the engine may be started provided that other systems are
operating correctly.
a) Check the level of oil in the camshaft LO tank and replenish
if necessary.

b) Ensure that the low temperature central cooling system is

operating and that fresh water is circulating through the
camshaft LO cooler (see section 2.5.2).
Cooler
c) Ensure all pressure gauge and instrumentation valves are open 80V300003
and that instruments are reading correctly. 80V300002
50V115001
125V511005
d) Set up valves as in the following table:
Cooling Water
Control Valve
Position Description Valve DC007
Open No.1 camshaft LO pump discharge valve to
engine camshaft system 80V300002
Open No.2 camshaft LO pump discharge valve to
engine camshaft system 80V300003
Open Inlet valve to camshaft LO cooler 50V115001 125V511004 50V115002

Open Outlet valve from camshaft LO cooler 50V115002

Closed Camshaft supply line drain valve 40V115001 Filter Unit
125V511003
Open Linked three-way valves for the auto/manual filter
unit; set to auto
Closed LO test valve at inlet to engine 15V051007
Bypass Filter
Open Inlet valve to magnetic filter on return line 125V115003
Return Magnetic
Open Outlet valve from magnetic filter on return line 125V115004
Filter
Open Inlet valve to magnetic filter on return line 125V115003
Closed Magnetic filter bypass valve 125V115005
Open Bypass filter pump suction valve 65V020009
Camshaft Lubricating Oil System
Open Bypass filter pump discharge valve 65V020034

e) Select one camshaft LO pump as the duty pump and the other
as the standby pump. Operate the pump control to start the
duty LO pump.

f) Start the camshaft bypass filter LO pump.

g) Check that LO is being supplied to all of the engine cam

boxes.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.1c Main Engine Cylinder Lubricating Oil System
40V020015 25V310017 25V310016 Filling (PS) Filling (SB)

25V020017 25V020018

65V010001

LS
Stop LI LT Cylinder Oil Storage Tank M09
Cylinder (65.5m3)
LI
Oil Daily
Service
Tank
(2.0m3) 40A256005
LS LA

25A248002 40A256006
Main Engine Cylinder Lubricating Oil
Transfer Pumps 65V010002
LI LT
Cylinder Oil Storage Tank M07
Oil (62.6m3)
Drain

TI 40A256007

TS Tracing
Cut Off
Cylinder LO
PI Transfer Pump
25A248003

Cylinder Oil 25V310017 40V020015

Test

Hand Pump

25V310016 25V020016 Key

Main Engine
Lubricating Oil

Steam Tracing
Oil
Drain Electrical Signal

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 Luna Mærsk
Cylinder Lubricating Oil System
The cylinder lubricating system uses different oil from that employed for the
main system and it is important that the oils are kept separate.
The quantity of cylinder oil injected at the individual injection points is
controlled by the Alpha cylinder lubrication control system. Adjustments
to the control system must only be made by authorised personnel and the
manufacturer’s instruction manual must be consulted in order to ensure that
the cylinder lubrication system functions correctly.
Machinery Operating Manual
(Note: The cylinder oil transfer pump is fitted with a relief valve which An orange indicator lamp indicates that BCU is in control.
sends released oil flowing back to the pump suction.)
(Note: It is possible to transfer cylinder LO from the storage tanks to the Start-Up of the Alpha Lubricator System (Engine not Running)
measuring tank by a hand pump should the main transfer pump fail.
The procedure is as above except that the hand pump valves are open a) To fill the pump station with cylinder oil open the valve for the
and the electrically driven shifting pump valves are closed.) cylinder oil supply line 40A256006.
b) Switch ON the main switches on the pump station starter
The Alpha Cylinder Lubrication System panels.

The Alpha cylinder lubrication system is a self-contained unit comprising c) Turn the switch to select LOCAL and manually start pump
The cylinder lubrication system can be considered as two separate parts,
pressure pumps, control and monitoring systems, lubricators and associated No.1 and subsequently pump No.2. Check that both pumps
that for supplying cylinder LO to the cylinder oil daily service tank, and
pipe work. It is started manually in order to check that the system is can run simultaneously.
the lubricator injection pumps and cylinder lubricators. Cylinder oil falls
functioning correctly but will operate automatically when the engine is started
by means of gravity from the daily service tank to the cylinder lubricator
and is running. d) Check that the pressure differential indicator on the pump
pump station.
station filter is green.
Procedure for Filling the Cylinder Lubricating Oil Measuring The pump station starter panels are fitted with the following switches and
Tank indicators. e) Check that the oil pressure builds up to 45 - 50 bar. If this is
not the case, adjust the pressure control valve on top of the
The description assumes that oil is being taken from the MO7 cylinder oil A two-position switch controls the pump activity as follows: pump station to achieve this required range.
storage tank.
Remote: Automatic control of pumps f) Check that the pressure remains within the set pressure range
a) Check that there is cylinder lubricating oil in the storage tank with two pumps running.
to be used. Local: Manual start of the pump by pressing the green
pushbutton g) Press the PRELUB button on the HMI (Human Machine
b) Check the amount of oil in the cylinder oil measuring tank. Interface) panel, and check that all lubricators are operating
• A two-position main switch which activates the power supply. correctly by watching the LEDs (feedback signals) on the
c) Set the valves as in the following table: intermediate boxes for each lubricator.
• A white indicator lamp which indicates if a pump is running.
Position Description Valve (Note: Following overhaul of the system, check visually from the scavenge
• A green indicator lamp which indicates if power from the fuse air receiver that all non-return valves are injecting cylinder oil into the
Open MO7 cylinder oil storage tank quick-closing panels is switched ON. cylinder liners. Wear eye protection during this check.)
suction valve 40A256007
Closed MO9 cylinder oil storage tank quick-closing The Human Machine Interface (HMI) panel is fitted in one of the pump h) Stop the pumps manually and switch to REMOTE on the
suction valve 40A256005 control panels together with a three-position computer control switch and starter panels. The Alpha Lubricator System is now ready for
an indicator lamp. normal operation.
Open Cylinder LO transfer pump suction valve 40V020015
Open Cylinder LO transfer pump discharge valve 25V310017 The three-position computer control switch enables selection of the
following: Procedure for Operation of the Alpha Lubricator System
Closed Cylinder LO hand pump suction valve 25V020016
Closed Cylinder LO hand pump discharge valve 25V310016 Auto-mode: The Back-Up Control Unit (BCU) takes over automatically, a) Upon starting of the engine’s auxiliary blowers, the Alpha
if the Master Control Unit (MCU) fails. If the BCU has Lubricator System is programmed to carry out automatic
taken over the control, this mode can be cleared by manually prelubrication. The pump station will automatically stop if the
d) Start the cylinder oil transfer pump and transfer the desired engine is not started within a preset time.
switching to MCU mode.
quantity of oil to the cylinder oil measuring tank. The pump
has an automatic stop when the level in the tank reaches the b) Check that a pump on the pump station automatically starts up
Master Control Unit (MCU) mode: the MCU is in control.
set point. when the engine is started, and that the cylinder oil pressure
Back-up Control Unit (BCU) mode: the BCU is in control. builds up to 45 - 50kg/cm2.

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 Luna Mærsk Machinery Operating Manual

Oil Supply Line from

Control Panels
Cylinder Oil Daily
Service Tank

Pump

No.1 Pump Panel No.2 Pump Panel

and the Human Machine Interface Panel

Lubricator
with AUTO/MCU/BCU Selector Oil Tank

Alpha Cylinder Lubrication

Pumps and Control Panel

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 Luna Mærsk Machinery Operating Manual
c) Check that all the green LEDs are flashing on the intermediate g) Press ENTER. This will complete the adjustment mode and
boxes for each lubricator. return to display mode.

d) Check that no alarm is detected in the control room and on

the HMI panel.

e) During normal operation of the engine carry out the following

checks:

Daily
Check that all lubricating points are supplying oil by:
• Inspecting that all LEDs for feedback indication on the
intermediate boxes are flashing
• Feeling the pressure shocks from injection of the lubricators Oil Pipes to
on each lubricator pipe. If in doubt, dismantle the pipe at the Cylinder Valves
cylinder liner to observe the oil flow.
Intermediate Box
• Inspect the local oil temperature gauge on the pump station. with LED Indicators Lubricator
Normal service value should be in the range 40 to 50°C.
• Inspect the local oil pressure gauge on the pump station.
Normal service value in the range 45 to 50 kg/cm2.
• Check for oil leakages in the system.

Procedure for Adjustment of the Cylinder Oil Feed Rate

Accumulator
On the HMI panel it is possible to adjust the feed rate (frequency of injections) Distribution Block
for each individual cylinder.

a) Press SETUP and ENTER simultaneously; this will activate the Solenoid Valve
adjustment mode and display a cylinder number.

b) Press ( ) or ( ). The number will change to the next or

previous cylinder number.

c) Press SETUP: The current cylinder oil feed rate will be

Alpha Cylinder Lubricator
displayed in percent.

d) Press ( ) or ( ). The oil feed rate can be changed to the desired

value between 40 and 360%. (100% = basic setting).

e) Press ENTER: The value for the specific cylinder is stored

in the computer memory and the main display will return to
a cylinder number.

f) To adjust the remaining cylinders, press ( ) or ( ) to change

the cylinder number. Repeat the store sequence.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.1d Lubricating Oil System for Stuffing Box and Drain from Stuffing Box

Drain from Stuffing

Boxes for Piston Rods
AG
Air
Vent

Drain from Scavenging

Air Chambers
Main Engine AV

LO Discharge Filter
From Main Engine Stuffing Box
Main Engine
PI

To Main Engine
LO Purifier

LO Test 40K042003
65V115004

PI
Set at 3kg/cm2 LO Filter Pump From Main Engine
Main Engine LO Purifier
15C711001
Stuffing Box
40K042004 40V12
40V120032
0033
25K042002

LA LS
Drain From Main Engine
Tank for Drain Cowl
Scavenging Stuffing Box Drain Tank
LI LI
Air Chamber
Steam Part Collecting Part
(4.3m3) (1.3m3)
LS LA
To Main Engine TI
LI LO Sump Pump Stop
LS
at Low Level

LI

50V120040

Key
Sludge Tank M72
(135.7m3) Lubricating Oil

Steam Tracing

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 Luna Mærsk Machinery Operating Manual
Lubrication System for the Stuffing Box and Drain from the b) Set the three-way discharge valve (40K042004) from the
Stuffing Box purifier to the stuffing box drain tank so that the return oil flows
to the collecting side of the tank or the filter side.
The piston rod gland or stuffing box provides a seal for the piston rod as it
passes through the separating plate between the crankcase and the scavenge
air space. The stuffing box has two sets of segmented rings which are in
contact with the piston rod; the upper set of rings prevent oily deposits in the
scavenge space from entering the crankcase and the lower set of rings scrape
crankcase oil from the piston rod. At the middle of the stuffing box the oil Stuffing Box LO Pump 40V120032
which is scraped off the piston rod is mainly crankcase oil but does contain Discharge Filter
some cylinder oil and other contaminants from the scavenge space. The oil
can be used in the crankcase if thoroughly cleaned and the stuffing box drain
system is used to reclaim the oil.

Oil from the stuffing box drains flows to the collecting part of the stuffing box
drain tank. A baffle separates the collecting part of the tank from the filter part
and oil in the collecting part can be purified and returned to the collecting part
or the filter part of the tank. Flow to and from the main engine LO separator
is via three-way suction and return valves which connect with the collecting
and filter parts of the tank. If the level in the collecting part of the drain tank 40K042004
rises too high oil will overflow to the filter part of the drain tank. The stuffing
box LO filter pump takes suction from the filter part of the drain tank and
40V120033
forces the oil through a filter, a three-way valve allowing return of the oil to
the drain tank or to the crankcase.
40K042003

Procedure for Operating the Stuffing Box Lubricating Oil

Filter Pump

a) Supply steam heating to the stuffing box drain tank filter

section in order to raise the temperature to the desired value.

b) Set the three-way filter discharge valve 25K042002 for discharge Stuffing Box Drain Filter and Pump
back to the filter side of the drain tank or to the crankcase.

c) Check that the filter is clean and fit for service.

d) Start the stuffing box LO filter pump; the tank is fitted with a
level switch for automatic stopping of the pump.

Procedure for Setting the Stuffing Box Drain Tank Valves for
Purifying the Oil in the Drain Tank

a) Open the separator suction valve 40V120033 from the collecting

part of the tank or the suction valve 40V120032 from the filter
part of the tank and set the three-way suction valve 40K042003
to the selected suction valve.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.2a Main Engine Turbochargers Lubricating Oil System
Vent to Funnel Top

No.3 No.2 No.1

Turbocharger TI Turbocharger TI Turbocharger TI

PI PI PI Cooling Water
Inlet and Outlet
PS PS PS
PA PA PA

100
V220002

100 100
GC033 V220011

TI TI TI

TT TA TT TA TT TA

Main Engine

Filling/Flushing
Connection

PT TA TI

TI
PI PI
5 Bar

Emptying Set at
Connection LS PS PS PS
5 kg/cm2
DP DP DP

M M M
LI

LO Tank
Key
(3.2m3) TI
Lubricating Oil

Low Temperature Cooling Water

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 Luna Mærsk Machinery Operating Manual
2.8.2 TURBOCHARGER LUBRICATING OIL SYSTEM A turbocharger lubricating oil tank bypass filter pump is fitted and this pump (Note: The turbocharger lubricating oil must be tested frequently in order to
operates constantly drawing oil from the drain tank, passing the oil through determine whether or not it is fit for further service. Samples should
Turbocharger Lubricating Oil Pump a filter and returning the oil to the drain tank. The pump outlet has a valve be taken from the circulating oil and not directly from the tank.)
which allows for emptying of the turbocharger drain tank.
Maker: Mannesmann Rexroth
No. of sets: 3 The lubricating oil temperature at supply to the turbocharger is 45°C and
Type: Gear at outlet from the turbocharger bearings 65°C. The design supply presure to
the turbochargers is 5kg/cm2.
Model: PGH5-2X
Pump Selector
Capacity: 20m3/h
Box Bypass
Procedure for Operating the Turbocharger Lubricating Oil
Filter
Turbocharger Lubricating Oil Drain Tank Bypass Filter Pump
System Cooler
Pump
Pump
Maker: Mannesmann Rexroth Filter
a) Ensure that the turbocharger lubricating oil tank is filled to the Motor
No. of sets: 1 correct level and replenish if necessary.
Type: Gear
b) Ensure that valves to all instruments are open and that the
Model: PGF2-2X
instruments are reading correctly.
Capacity: 1.1m3/h
INTRODUCTION c) Check that the low temperature central cooling system is
operating and that cooling water is circulating through the
The three turbochargers have their own bearing lubrication system which is turbocharger lubricating oil cooler.
totally independent of the main lubrication system for the engine. Oil drains
from the turbocharger bearings to a drain tank (capacity 3.2m3) and it is from d) Open the discharge valves from the three turbocharger
this tank that the pumps take suction. All pumps discharge through discharge lubricating oil pumps and check that the suction filters are
filters to a common line which supplies the turbochargers via a cooler. The clean.
common outlet line from the turbocharger lubricating oil pumps is fitted with
a pressure relief valve, set at 5kg/cm2, and this relief valve discharges back e) Ensure that the turbocharger lubricating oil three-way valves
to the turbocharger lubricating oil drain tank. The turbocharger lubricating oil are set for supplying oil to the turbochargers
cooler is circulated with fresh water from the low temperature central cooling
system (see section 2.5.2). f) Open the discharge valve from the turbocharger lubricating
oil tank bypass filter lubricating oil pump and check that the
From the cooler outlet the turbocharger lubricating oil flows to the inlet filter is clean.
manifold supplying the three turbochargers. A three-way valve at the supply Turbocharger Lubricating Oil System
inlet to each of the turbochargers allows oil to be directed to the turbocharger g) Start the turbocharger lubricating oil tank bypass filter
bearing assembly or to bypass; lubricating oil bypass is used if the bearing is lubricating oil pump and check that oil is flowing back to the
being inspected or overhaul of the turbocharger is taking place. Under normal turbocharger lubricating oil tank.
circumstances a lubricating oil supply is maintained to the turbochargers in
order to ensure that they are always available for service and to prevent h) Start the selected operational turbocharger lubricating oil pump
damage. A lubricating oil supply must be maintained when the engine is and check that oil is flowing to the three turbochargers and
stopped as natural draught through the turbocharger will cause the rotor to returning from the turbocharger bearings.
turn and so a lubricating oil supply must be maintained. When at sea one
turbocharger lubricating oil pump would normally be sufficient for operational i) Select a second turbocharger lubricating oil pump as the
duty with a second pump selected as the standby pump to cut in automatically standby pump.
should the operating pump be unable to maintain the desired pressure. All
pumps are fitted with pressure switches at the outlet. j) The turbocharger lubricating oil system is now operational and
the turbochargers may be operated.
The turbocharger lubricating oil drain tank and the individual turbocharger
bearing areas are connected by means of piping to an air vent.

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 Luna Mærsk Machinery Operating Manual
2.8.3 GENERATOR ENGINES LUBRICATING OIL SYSTEM

INTRODUCTION

Each generator engine has its own engine driven lubricating oil circulation
pump and an electrically driven prelubrication pump which ensures that all
running surfaces are effectively lubricated before the engine is started. After
the engine has started and the engine driven lubrication pump is supplying
oil at the correct pressure, the prelubrication pump is stopped. Both pumps Lubricating Oil
take suction from the engine sump. Three-way Valve
Filter
The oil supply from both pumps passes through a filter and a cooler before
flowing to the engine system. The flow of oil through the cooler is regulated
by means of a three-way valve which allows some or all of the circulating
lubricating oil to bypass the cooler in order to maintain the correct LO
temperature. The three-way valve is controlled by the temperature of the
LO flowing to the engine.

Engine main bearings, crankpin bearings, top end bearings, camshaft system, Cooler
Cooling Water
valve rocker units and the turbobocharger bearings are lubricated from the Regulating Valve
system. A flow of cooling oil is also directed to the piston and the cylinders
are lubricated by oil from the crankcase. The entire lubrication system is part
of the engine construction and there are no valves which need to be operated
within the engine lubrication system.

The lubricating oil in each of the generator engine sumps must be maintained
at the correct level and the sumps are replenished with oil taken from the
generator engine LO measuring tank; this tank is filled from the generator
engine LO storage tank by means of the generator engine LO transfer
pump. The generator engine LO measuring tank has a level switch which
automatically stops the generator engine LO transfer pump when the tank
is full.

The sump of any generator engine may be purified on a continuous basis;

this is described in section 2.8.5.

Generator Engine Lubricating Oil Cooler

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.4a Stern Tube Lubricating Oil System

Gravity Stand Pipe

(Located at after end of
engine room deck 17620 level)

100
V020001
LS Locked
5.725m 238 Open

Locked 100V
120006
Open
Maximum Load Draught

Set at 1.4 kg/cm2

40V714001
006 051
PI PS
DPA
15V020005
DPS
9.500m 40V310011 40V020001
004
PI
Lubricating Oil
Circulation Pumps
40V310067
15V0510111
Test
Valve 40V310012 006
40V020034
PI PS
052 From
Lubricating Oil
Stern Tube Purifier
15 50V020033
V020006 To
Lubricating Oil
Purifier
006
PI Dosing
176 177
TT TT 15 40V120003 Lubricating Oil Tank
H H V020007 Dosing
TA TA Test Pump
Locked
Valve
Closed

15V310005
40V310006
Water Separator
Locked
Open
25V020034 Lubricating Oil
Bypass Filter Unit

25A248015

Key Stern Tube

25V657175
Lubricating Oil
Lubricating Oil To LI Sump Tank 239
LS
Sludge (0.9m3) L
Electrical Signal Tank To Sludge
Tank
Air

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 Luna Mærsk Machinery Operating Manual
2.8.4 STERN TUBE LUBRICATING OIL SYSTEM Fresh water in a tank through which the stern tube passes, provides for stern
40V020001 40V020034 tube cooling and no separate LO cooling system is required.
Stern Tube Seals
Seals are provided at the outer and inner ends of the stern tube, these being
Maker: Kobelco Marine Engineering Co. Ltd designed to prevent the entry of water into the stern tube area and prevent
Type: Lip seals oil leaking out to sea or into the machinery space at the forward end of
Model: CX-950 (forward and aft) the stern tube.

The aft seal consists of three parts, the three rubber lip sealing rings, the metal
Stern Tube Bearing Lubricating Oil Circulating Pump 40V310011 housing holding the sealing rings and a liner which rotates with the propeller
Maker: Allweiler shaft. The aftermost sealing ring is No.1 seal ring and this faces outwards,
as does No.2 seal. No.3 seal ring faces inwards. An oil supply, from the LO
No. of sets: 2 dosing pump, flows to the space between the two after stern tube seals, No.2
Type: Screw seal ring and No.3 seal ring.
Model: SPF40-R54 G8.3-W20 40V310012
Capacity: 4.21m3/h at 4kg/cm2 The dosing pump takes suction from the dosing tank and output from the
dosing pump can be adjusted in order to give the necessary oil supply to
the seal area; this ensures that the space between the two sealing rings is
Stern Tube Lubricating Oil Sump Tank Filter Pump maintained fully charged with oil.
Maker: Allweiler
The forward seal is provided with an oil supply from the forward stern tube
No. of sets: 2 seal oil tank. The supply is by means of gravity and the return of oil from
Type: Screw the seal area is back to the same tank via a separate pipe. The forward stern
Model: BAS150 G8.3-W20 40V310067 tube seal oil tank is replenished manually. The tank is fitted with a low level
alarm and a high level alarm.

Stern Tube Dosing Pump
Maker: Milton Roy
No. of sets: 1
Model: Roy A-29 F1H46SX
Capacity: 3.12 litres/hour at 4.6kg/cm2
The stern tube provides a bearing support for the shaft and this is oil
lubricated. The stern tube is sealed at both ends using lip type seals. The
stern tube bearing lubricating system is independent of other systems. There
are three lubricating systems for the stern tube, one for the bearing unit,
one for the after seal and one for the forward seal. They all use the same
lubricating oil.
There are two stern tube LO pumps, one operating and the other on standby
and these draw oil, via a suction filter, from the stern tube LO sump tank
and pump it to the stern tube and the stern tube LO gravity stand pipe which
maintains the system pressure due to the pressure head caused by the location
of the gravity stand pipe; the gravity stand pipe overflows to the stern tube
LO sump tank. The height of the gravity stand pipe is such that the oil head
is greater than the sea water head at normal full load conditions, thus water
ingress to the bearing from the sea is avoided.
The stern tube LO drain tank is equipped with a low level alarm. The stern
tube is monitored by a high temperature alarm.
Procedure for the Operation of the Stern Tube Bearing
Lubricating Oil System
a) Ensure that all instrumentation valves are open and that
instrumentation is reading correctly.
Stern Tube Lubricating Oil Pumps
b) Ensure that there is sufficient oil in the stern tube LO sump
tank and replenish the tank if necessary.
c) Ensure that there is sufficient oil in the dosing tank and
The gravity standpipe is provided with a level switch which activates an alarm replenish the tank if necessary.
when the level falls below the desired level. The stern tube LO circulation
pumps ensure circulation of oil within the stern tube bearing, oil flowing from d) Set valves as in the following table:
the bearing back to the stern tube LO sump tank via the gravity stand pipe.
This arrangement ensures constant circulation of oil through the stern tube
bearing system. The pump outlet line is fitted with a relief valve set at 1.4
kg/cm2; the relief valve returns oil to the pump suction line. The stern tube LO
sump tank is replenished from the LO storage system. Oil in the sump tank is
constantly filtered by means of the LO bypass filter unit.

Issue: 1 2.8 Lubricating Oil Systems - Page 17 of 33

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.4a Stern Tube Lubricating Oil System

Gravity Stand Pipe

(Located at after end of
engine room deck 17620 level)

100
V020001
LS Locked
5.725m 238 Open

Locked 100V
120006
Open
Maximum Load Draught

Set at 1.4 kg/cm2

40V714001
006 051
PI PS
DPA
15V020005
DPS
9.500m 40V310011 40V020001
004
PI
Lubricating Oil
Circulation Pumps
40V310067
15V0510111
Test
Valve 40V310012 006
40V020034
PI PS
052 From
Lubricating Oil
Stern Tube Purifier
15 50V020033
V020006 To
Lubricating Oil
Purifier
006
PI Dosing
176 177
TT TT 15 40V120003 Lubricating Oil Tank
H H V020007 Dosing
TA TA Test Pump
Locked
Valve
Closed

15V310005
40V310006
Water Separator
Locked
Open
25V020034 Lubricating Oil
Bypass Filter Unit

25A248015

Key Stern Tube

25V657175
Lubricating Oil
Lubricating Oil To LI Sump Tank 239
LS
Sludge (0.9m3) L
Electrical Signal Tank To Sludge
Tank
Air

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 Luna Mærsk Machinery Operating Manual
Position Description Valve Position Description Valve Intermediate Shaft Bearing
Open Stern tube LO sump tank outlet valve Open Dosing pump outlet valve 15V310005
(locked open) 40V310006 The intermediate shaft bearings are lubricated from an integral sump and
Open Dosing pump line inlet valve to stern tube 15V020005
throw ring, the oil level should be checked daily and topped up as required.
Open No.1 LO circulation pump suction valve 40V020001 Closed Dosing tank supply valve 15V020006 The bearing casing is fresh water cooled from the low temperature cooling
Open No.1 LO circulation pump discharge valve 40V310011 Operational LO dosing pump relief valve back to seal oil tank fresh water circulating system.
Open No.2 LO circulation pump suction valve 40V020034
Open No.2 LO circulation pump discharge valve 40V310012 c) Clean the dosing pump suction strainer.

Open Circulation pump line outlet valve 40V310067 Lubricating Oil Lubricating Oil
d) Start the LO dosing pump. Supply Pipe
Pump Cooling Water
Closed Line flow test valve 15V051011
e) Adjust the dosing pump to give the correct flow of oil. Pipe
Open (locked) Inlet valve to gravity stand pipe 100V120006
Open (locked) Gravity stand pipe overflow valve 100V020001
Procedure for Operating the Forward Stern Tube Seal Oil System
Closed Stern tube bearing drain valve (locked closed) 40V120003
Closed Stern tube bearing test valve 15V020007 a) Check the level of oil in the forward stern tube seal oil tank
and replenish if necessary.
Closed Stern tube LO sump tank replenishment valve 50V020033
b) The system will operate automatically when the shaft turns.
e) Select one of the stern tube LO circulating pumps as the
duty pump and the other as the standby pump. Start the duty Procedure for Preparing the Stern Tube System for Inspection
pump.
a) Switch off the alarm and control panels.
f) Ensure that the duty stern tube LO circulating pump maintains
the level in the stern tube LO gravity stand pipe. b) Stop the LO pumps and allow oil to settle in the system.

g) Check the stern tube LO sump tank bypass filter and clean as c) Open the drain valve 40V120003 and allow the system oil to
necessary; start the bypass filter pump. drain back to the stern tube LO sump tank.

h) Check the LO drain tank for water at regular intervals. Stern Tube Lubrication and Seal Checks During Engine Operation

i) Take a sample for analysis from the circulating LO system • Check the pressure gauge readings daily
at regular intervals.
• Check the stern tube LO temperature daily
• Check the forward seal LO temperature or casing temperature
Procedure for Operating the After Stern Tube Seal Oil System daily
a) Check the level of oil in the after stern tube seal oil dosing tank • Check the oil level in the forward seal oil tank daily
and replenish as necessary. • Check for any discolouration of the LO or for the presence
of water daily
b) Set the valves as in the following table:
• Check the operation of LO filters and clean as required
monthly

Intermediate Shaft Bearing

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.5a Lubricating Oil Purifying System

Main Engine Purifier Diesel Generator Purifiers

Heater TT TA Heater TT TA Heater TT TA

FI TI FI TI FI TI
40
V511001

PI
PA PS PS PA PI PS PS PI PI PS PS PI

Main Engine Main Diesel Diesel

Stuffing Box Engine Generator Generator
Drain Tank LO Purifier LO Purifier LO Purifier
PI PI

From
Main Engine
LO Pumps LA
PI PI
LS

50 TI
V511001
LA LS Purifier Sludge Tank Purifier Sludge Tank

Main Engine
Camshaft
LO Sump Tank
50
V120220 40 40 40 50
To V020018 V1200093 V020027 V120733
PI PI Engine Room
Sludge Tank To 50V120056
Main Engine LT
Engine Room
40 No.5
V020007 LO Cleaing Sludge Tank
Tank M05 TI Diesel Generator
(89m3) Sump Tank
50 40 Inter 50V120050 Inter
V511002 V120078 80A256003 locked linked
40 DC028 No.3
V120077 DC035
LO System for Diesel Generator 50V120055
65
V115005 Main Engine Sump Tank
Stern Tube 50V120018
LO Sump Tank 50 80V115002
V120023
65 No.1
V115003 Main Engine
50 Diesel Generator
Oil Pan 50V120012
V120048 Sump Tank
From LO 80 50V120013
Transfer Pump V115001
50
V310009 No.4
Key 80 Diesel Generator 50V120015
V310001
Sump Tank 50V120017
Lubricating Oil Inter
80 Main Engine linked
V310002 LO Sump Tank M01 DC027 No.2
Electrical Signal 50
(75.2m3) Diesel Generator
V120127 50V120011 Diesel Generator Sump Tank
Instrumentation 50
V120047 No.3,4 on Starboard
50
V120126 Diesel Generator
To LO From LO
Transfer Pump Storage Tank 50V120016 No.1,2,5 on Port

Issue: 1 2.8 Lubricating Oil Systems - Page 20 of 33

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 Luna Mærsk Machinery Operating Manual
2.8.5 LUBRICATING OIL PURIFYING SYSTEMS Closed LO pump line valve to deck 80V010008 Open Main engine LO purifier outlet valve
Closed LO settling tank quick-closing outlet valve to Open Main engine LO purifier outlet valve to
Main Engine Lubricating Oil Purifying System purifier 80A256003 discharge manifold 40V020007
Closed Discharge manifold supply to
d) Start the No.1 main engine LO pump and pump oil from the LO main engine LO settling tank 65V115005
Lubricating Oil Purifier main engine sump to the main engine LO settling tank.
Maker: Alfa Laval Open Discharge manifold supply to
(Note: The spectacle blank at the inlet to the LO settling tank must be main engine LO sump tank 65V115003
No. of sets: 1
correctly positioned for filling the tank.) Closed Discharge manifold supply to
Model: Alcap/LOPX714
Capacity: 13,000 litres/hour main engine camshaft LO sump tank 50V120023
Purifier Heater: CBM 26-60
Procedure for Operating the Main Engine Lubricating Oil Closed Discharge manifold supply to
Purifying System main engine stuffing box drain tank 40V120007

Purifying main engine LO from the main engine LO sump tank back to Closed Discharge manifold supply to
INTRODUCTION
the main engine sump stern tube LO sump tank 50V120048
There is one centrifugal self-cleaning LO purifier dedicated to the main engine
and this can purify LO from the main engine sump or the main engine LO a) Check and record the level of oil in all LO tanks.
f) Ensure the purifier brake is off and the purifier is free to rotate.
settling tank. The purifier can be used for batch purification or for continuous
purification. Cleaned oil from the purifier can be discharged to the main b) All valves in the purifier system should be initially closed.
g) Ensure that the purifier bowl is assembled correctly and that
engine LO sump or to the main engine LO settling tank. the cover is fitted.
c) Open the control air valves and fresh water supply valve to
The lubricating oil purifier is supplied with oil by a LO feed pump which the purifier.
h) Check the purifier gearbox oil level.
passes the LO through a steam heater before it enters the purifier.
d) Ensure that there is electrical power at the purifier control box.
i) Check that the LO purifier feed pump suction strainer is clean.
Instrument air is supplied to the purifiers to control the supply of oil to the
bowl. Domestic fresh water is supplied for sealing and flushing purposes. e) Set the valves, as shown in the following table.
j) Start the purifier feed pump. Oil will bypass the purifier by
means of the three-way valve. It will be drawn from the engine
Position Description Valve sump and flow back to the sump.
Procedure for Transferring Main Engine Lubricating Oil to Closed Suction from main engine LO settling tank 80V115001
the Settling Tank from the Main Engine Sump k) Slowly open the steam supply to the LO purifier heater.
Open Suction rom the main engine LO sump tank 80V310002
Oil is pumped from the main engine sump to the main engine LO settling Closed Suction from the main engine oil pan 80V310001 l) Set the steam temperature control valve to the required
tank by means of No.1 main engine LO pump. The line to the settling temperature. Take care to avoid overheating the oil.
Closed Suction from main engine LO storage tank 50V120047
tank is much smaller than the main lubricating oil line and the flow rate
to the settling tank must be controlled by allowing oil to circulate in the Closed Suction from stern tube LO tank 50V120126 m) Lubricating oil will now be circulating through the heater back
main engine system. Closed Suction from main engine camshaft LO sump tank 50V120127 to the main engine sump.

a) Ensure that there is sufficient capacity in the LO settling tank. Closed Suction from main engine stuffing box drain tank 40V120078 n) Start the purifier.
Open Main engine LO purifier feed pump
b) Ensure that all instruments and gauges are reading correctly. suction valve from suction main 80V115002 o) When the purifier has run up to speed, press the separator
control START button. Open the purifier clean oil outlet
c) Set the valves as in the following table: Open Main engine LO purifier feed pump discharge 50V120220 valve. The purifier will then operate automatically to purify
Open Main engine LO purifier heater inlet valve the LO. The purifier operates on the same ALCAP control
Position Description Valve as described in the section on FO purification. The bowl is
Open Main engine LO purifier heater outlet valve
sludged automatically on a predetermined time basis or when
Open No.1 LO pump discharge to the LO settling tank 80V010011 Operational Main engine LO purifier recirculation 3-way valve water is detected in the oil discharge.
Open No.1 LO pump discharge to the engine system 450V211006 Open Main engine LO purifier 3-way valve return valve
Open LO settling tank inlet valve 80A010001

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.5a Lubricating Oil Purifying System

Main Engine Purifier Diesel Generator Purifiers

Heater TT TA Heater TT TA Heater TT TA

FI TI FI TI FI TI
40
V511001

PI
PA PS PS PA PI PS PS PI PI PS PS PI

Main Engine Main Diesel Diesel

Stuffing Box Engine Generator Generator
Drain Tank LO Purifier LO Purifier LO Purifier
PI PI

From
Main Engine
LO Pumps LA
PI PI
LS

50 TI
V511001
LA LS Purifier Sludge Tank Purifier Sludge Tank

Main Engine
Camshaft
LO Sump Tank
50
V120220 40 40 40 50
To V020018 V1200093 V020027 V120733
PI PI Engine Room
Sludge Tank To 50V120056
Main Engine LT
Engine Room
40 No.5
V020007 LO Cleaing Sludge Tank
Tank M05 TI Diesel Generator
(89m3) Sump Tank
50 40 Inter 50V120050 Inter
V511002 V120078 80A256003 locked linked
40 DC028 No.3
V120077 DC035
LO System for Diesel Generator 50V120055
65
V115005 Main Engine Sump Tank
Stern Tube 50V120018
LO Sump Tank 50 80V115002
V120023
65 No.1
V115003 Main Engine
50 Diesel Generator
Oil Pan 50V120012
V120048 Sump Tank
From LO 80 50V120013
Transfer Pump V115001
50
V310009 No.4
Key 80 Diesel Generator 50V120015
V310001
Sump Tank 50V120017
Lubricating Oil Inter
80 Main Engine linked
V310002 LO Sump Tank M01 DC027 No.2
Electrical Signal 50
(75.2m3) Diesel Generator
V120127 50V120011 Diesel Generator Sump Tank
Instrumentation 50
V120047 No.3,4 on Starboard
50
V120126 Diesel Generator
To LO From LO
Transfer Pump Storage Tank 50V120016 No.1,2,5 on Port

Issue: 1 2.8 Lubricating Oil Systems - Page 22 of 33

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 Luna Mærsk Machinery Operating Manual
The purifier will run through the start-up sequence, including a sludge from the tank. The quick-closing discharge valve from the main engine Procedure for Purifying Lubricating Oil from the Stern Tube
discharge, before going on line. LO settling tank 80A256003 may then be opened and the purifier system Lubricating Oil Tank and Returning it to the Stern Tube
operated as above.
p) Check that the purifier is operating correctly and that there is
Lubricating Oil Sump Tank
adequate throughput. Main engine LO may be purified from the LO settling tank back to the settling The procedure for purifying LO from the stern tube LO sump tank and
tank rather than back to the main engine sump tank; in this case the return returning it to the stern tube LO sump tank is the same as that above for
q) Ensure that there is no abnormal discharge from the water valve to the main engine sump tank 65V115003 must be closed and the return purifying from the main engine sump tank back to the sump tank, except
outlet or sludge discharge. valve to the settling tank 65V115005 must be open. for the setting of line valves.
r) Check that LO is being drawn from the sump and being
Procedure for Purifying Lubricating Oil from the Camshaft The suction main suction valve from the stern tube LO sump tank 50V120126
returned to the sump.
must be open and the suction main non-return suction valve from the main
Lubricating Oil Sump Tank and Returning it to the Camshaft
engine LO sump tank 80V310002 must be closed. The return valve to the
To Stop the Purifier Lubricating Oil Sump Tank main engine sump 65V115003 must be closed and the return valve to the stern
tube LO sump tank 50V12048 must be open.
The procedure for purifying LO from the camshaft LO sump tank and
a) Press the AUTO STOP button on the control panel. returning it to the camshaft LO sump tank is the same as that above for
purifying from the main engine sump tank back to the sump tank, except
The purifier will commence the shutdown sequence and then stop. for the setting of line valves.

b) Apply the brake during the run down period. The suction main suction valve from the camshaft LO sump tank 50V120127
must be open and the suction main non-return suction valve from the main
c) Shut off the steam supply to heater. engine LO sump tank 80V310002 must be closed. The return valve to the
main engine sump 65V115003 must be closed and the return valve to the
d) Stop the feed pump. camshaft LO sump tank 50V120023 must be open.

e) Shut off the water supplies.

f) Shut all valves.
g) When the purifier has stopped it may be dismantled for
cleaning.
Procedure for Purifying Lubricating Oil from the Main
Engine Lubricating Oil Settling Tank and Returning it to the
Main Engine Sump
The procedure for purifying LO from the main engine LO settling tank and
returning it to the main engine sump is the same as that above for purifying
from the main engine sump tank back to the sump tank, except for the
setting of line valves.
The suction main suction valve from the main engine LO settling tank
80V115001 must be open and the suction main non-return suction valve from
the main engine LO sump tank 80V310002 must be closed.
Lubricating oil from the main engine sump must be pumped to the LO settling
tank as described above and allowed to settle there for at least 12 hours
with steam heating applied. After settling the self-closing drain valve on
the main engine LO settling tank must be opened in order to drain water
Procedure for Purifying Lubricating Oil from the Main
Engine Stuffing Box Drain Tank and Returning it to the Main
Engine Stuffing Box Drain Tank
The procedure for purifying LO from the main engine stuffing box drain tank
and returning it to the main engine stuffing box drain tank is the same as that
above for purifying from the main engine sump tank back to the sump tank,
except for the setting of line valves.
The suction main suction valve from the main engine stuffing box drain tank
40V120078 must be open and the suction main non-return suction valve from
the main engine LO sump tank 80V310002 must be closed. The return valve
to the main engine sump 65V115003 must be closed and the return valve to
the main engine stuffing box drain tank 40V120077 must be open.
The stuffing box drain tank has two compartments and oil can be taken from
and returned to either of these compartments as required. The suction valve
from the collecting part 40V120033 or from the filter part 40V120032 must
be open and the three-way suction valve 40K042003 set for the part from
which suction is to be taken. The return flow to the collecting or filter parts of
the tank is via the three-way return valve 40K042004.

Issue: 1 2.8 Lubricating Oil Systems - Page 23 of 33

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.5a Lubricating Oil Purifying System

Main Engine Purifier Diesel Generator Purifiers

Heater TT TA Heater TT TA Heater TT TA

FI TI FI TI FI TI
40
V511001

PI
PA PS PS PA PI PS PS PI PI PS PS PI

Main Engine Main Diesel Diesel

Stuffing Box Engine Generator Generator
Drain Tank LO Purifier LO Purifier LO Purifier
PI PI

From
Main Engine
LO Pumps LA
PI PI
LS

50 TI
V511001
LA LS Purifier Sludge Tank Purifier Sludge Tank

Main Engine
Camshaft
LO Sump Tank
50
V120220 40 40 40 50
To V020018 V1200093 V020027 V120733
PI PI Engine Room
Sludge Tank To 50V120056
Main Engine LT
Engine Room
40 No.5
V020007 LO Cleaing Sludge Tank
Tank M05 TI Diesel Generator
(89m3) Sump Tank
50 40 Inter 50V120050 Inter
V511002 V120078 80A256003 locked linked
40 DC028 No.3
V120077 DC035
LO System for Diesel Generator 50V120055
65
V115005 Main Engine Sump Tank
Stern Tube 50V120018
LO Sump Tank 50 80V115002
V120023
65 No.1
V115003 Main Engine
50 Diesel Generator
Oil Pan 50V120012
V120048 Sump Tank
From LO 80 50V120013
Transfer Pump V115001
50
V310009 No.4
Key 80 Diesel Generator 50V120015
V310001
Sump Tank 50V120017
Lubricating Oil Inter
80 Main Engine linked
V310002 LO Sump Tank M01 DC027 No.2
Electrical Signal 50
(75.2m3) Diesel Generator
V120127 50V120011 Diesel Generator Sump Tank
Instrumentation 50
V120047 No.3,4 on Starboard
50
V120126 Diesel Generator
To LO From LO
Transfer Pump Storage Tank 50V120016 No.1,2,5 on Port

Issue: 1 2.8 Lubricating Oil Systems - Page 24 of 33

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 Luna Mærsk Machinery Operating Manual
GENERATOR ENGINE LUBRICATING OIL PURIFYING SYSTEM e) Ensure that there is electrical power at the purifier control box. Tank and Sump Valves

f) Set the valves, as shown in the following table: Position Description Valve
Lubricating Oil Purifier
Open No.1 generator engine sump outlet valve 50V120018
Maker: Alfa Laval
Open No.2 generator engine sump outlet valve 50V120017
No. of sets: 2
Model: Alcap/LOPX707 Open No.3 generator engine sump outlet valve 50V120050
Capacity: 2,400 litres/hour Open No.4 generator engine sump outlet valve 50V120013
Purifier Heater: CBM 26-40 Open No.5 generator engine sump outlet valve 50V120056
Open No.1 generator engine sump inlet valve 50V120015
Introduction Open No.2 generator engine sump inlet valve 50V120016

The generator engine LO purifiers operate on the same principle as the main Open No.3 generator engine sump inlet valve 50V120012
engine LO purifier and the HFO purifiers. They are of the non-gravity disc Open No.4 generator engine sump inlet valve 50V120011
type and have ALCAP control for sludging. The two generator engine LO
Open No.5 generator engine sump inlet valve 50V120055
purifiers have their own pumps which operate when the purifier is running.
The pumps are bolted on to the purifier frame. No.1 generator engine LO
purifier is arranged to take suction from No.1, No.2 and No.5 generator engine Lubricating Oil Purifier
sumps, and No.2 generator engine LO purifier is arranged to take suction
from No.3 and No. 4 generator engine sump tanks. Position Description Valve
No.1 Purifier No.2 Purifier
Lubricating oil from the generator engine sump tank flows from the sump
tank to the suction side of the relevant purifier feed pump, via a suction filter. Open Purifier feed pump suction 50V120733 40V120093
The feed pump circulates the LO through the heater and then supplies it to Open Heater outlet valve
the purifier. From the purifier the cleaned oil returns to the generator engine
Open Three-way valve inlet valve
sump tank. A system of interlocked three-way valves ensures that oil from a
particular generator engine sump tank actually returns to that generator engine Operational Three-way control valve
sump tank after passing through the purifier. Open Sump recirculation valve
from three-way valve
Sludge from the generator engine LO purifiers flows to the diesel generator
sludge tank. Open Purifier outlet valve
Open Purifier discharge to the sumps 40V020027 40V020018
Under normal circumstances a purifier will operate continuously when the
generator engine is running, taking LO from the engine sump tank and
g) Select the generator engine sump to be purified.
returning it to the same sump tank.
(Note: Interlocked three-way valves at the generator engine sump suction
Procedure for Purifying Generator Engine Lubricating Oil and return lines allow an engine sump to be selected for each of the
from a Generator Engine Lubricating Oil Overflow Tank and purifiers. No.1 purifier serves No.1, No.2 and No.5 generator engines
Returning it to a Generator Engine Sump Interlocked Three-way Valve DC035 whilst No.2 purifier serves No.3 and No.4 generator engines. There
are two sets of interlocked three-way valves for No.1 purifier and a
for Purifing Generator Engine Lubricating Oil single set of three-way valves for No.2 purifier.)
a) Check and record the level of oil in all LO sumps.

b) All valves in the purifier system should be initially closed. h) Ensure the purifier brake is off and the purifier is free to rotate.

c) Open the control air valves to the purifier three-way valve. i) Ensure that the purifier bowl is assembled correctly and that
the cover is fitted.
d) Ensure that there is a fresh water supply available to the
purifier to be used. j) Check the purifier gearbox oil level.

Issue: 1 2.8 Lubricating Oil Systems - Page 25 of 33

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.5a Lubricating Oil Purifying System

Main Engine Purifier Diesel Generator Purifiers

Heater TT TA Heater TT TA Heater TT TA

FI TI FI TI FI TI
40
V511001

PI
PA PS PS PA PI PS PS PI PI PS PS PI

Main Engine Main Diesel Diesel

Stuffing Box Engine Generator Generator
Drain Tank LO Purifier LO Purifier LO Purifier
PI PI

From
Main Engine
LO Pumps LA
PI PI
LS

50 TI
V511001
LA LS Purifier Sludge Tank Purifier Sludge Tank

Main Engine
Camshaft
LO Sump Tank
50
V120220 40 40 40 50
To V020018 V1200093 V020027 V120733
PI PI Engine Room
Sludge Tank To 50V120056
Main Engine LT
Engine Room
40 No.5
V020007 LO Cleaing Sludge Tank
Tank M05 TI Diesel Generator
(89m3) Sump Tank
50 40 Inter 50V120050 Inter
V511002 V120078 80A256003 locked linked
40 DC028 No.3
V120077 DC035
LO System for Diesel Generator 50V120055
65
V115005 Main Engine Sump Tank
Stern Tube 50V120018
LO Sump Tank 50 80V115002
V120023
65 No.1
V115003 Main Engine
50 Diesel Generator
Oil Pan 50V120012
V120048 Sump Tank
From LO 80 50V120013
Transfer Pump V115001
50
V310009 No.4
Key 80 Diesel Generator 50V120015
V310001
Sump Tank 50V120017
Lubricating Oil Inter
80 Main Engine linked
V310002 LO Sump Tank M01 DC027 No.2
Electrical Signal 50
(75.2m3) Diesel Generator
V120127 50V120011 Diesel Generator Sump Tank
Instrumentation 50
V120047 No.3,4 on Starboard
50
V120126 Diesel Generator
To LO From LO
Transfer Pump Storage Tank 50V120016 No.1,2,5 on Port

Issue: 1 2.8 Lubricating Oil Systems - Page 26 of 33

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 Luna Mærsk Machinery Operating Manual
k) Check that the LO purifier feed pump suction strainer is clean. To Stop the Purifier
l) Start the purifier. Oil will bypass the purifier by means of a) Press the AUTO STOP button on the control panel.
a three-way valve. It will be drawn from the appropriate
generator engine sump tank and flow back to the designated The purifier will commence the shut down sequence and then stop.
engine sump tank.
b) Apply the brake during the run down period.
m) Slowly open the steam supply to the purifier LO heater.
c) Shut off the steam supply to heater.
n) Set the steam temperature control valve to the required
temperature; take care to avoid overheating the oil. d) Shut off the water supplies.

o) Lubricating oil will now be circulating through the heater back e) Shut all valves.
to the generator engine sump tank.
f) When the purifier has stopped it may be dismantled for
p) Open the purifier outlet valve. cleaning.

q) When the purifier has run up to speed, press the separator control
START button. The purifier will then operate automatically
to purify the LO. The purifier operates on the same ALCAP
control as described in the section on HFO purification. The
bowl is sludged automatically on a predetermined time basis or
when water is detected in the oil discharge.

The purifier will run through the start up sequence, including a sludge
discharge, before going on line.

r) Check that the purifier is operating correctly and that there is

adequate throughput.

s) Ensure that there is no abnormal discharge from the sludge

discharge.

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

engine sump tank and being returned to the same sump tank.

Issue: 1 2.8 Lubricating Oil Systems - Page 27 of 33

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.6a Lubricating Oil Filling and Transfer System Filling Filling
Port Starboard
No.5 Diesel Generator
LO Sump Tank
40 40 A Deck
V511001 V120095
From
80 Main Engine
A010001 LO Purifier
40 65 80
No.1 Diesel Generator V120096 V010005 V010004
Main Engine LT
LO Sump Tank TI
80 LO Cleaing
40 V010008 Tank M05
Main Engine V120047 Diesel Generator (89m3)
Stuffing Box LO Storage
Drain Tank Diesel Generator Tank M11 80
LO Measuring V010003 80A256003
LI LT (33.2m3)
No.2 Diesel Generator Tank
LO Sump Tank (0.3m3) From
Main Engine
40 LO Pumps
V120049 40
V120058 40
PI PI V761001
50
V511001 No.3 Diesel Generator
Main Engine LO Sump Tank 40 40 40
Camshaft K041001 V120057 V120059 80
40 V010001
LO Sump Tank LO Transfer Pump
V120044 LT
for Diesel Generators Main Engine
LO Storage
Tank M03
No.4 Diesel Generator (131.1m3)
From
LO Sump Tank
Main Engine
LO Purifier
40 LO System for
V120039 Main Engine
40 Main Engine 80
V020007 A256002
Oil Pan

50 80
V511002 40 V010010
Stern Tube V120078 25
40 V020023
LO Sump Tank V120077
65 To Main Engine
V115005 LO Purifier
50 LO Daily
V120023 Main Engine 25
65 K041001 Services Tank LI
V115003 LO Sump Tank M01 (20 litres)
50 (75.2m3)
V120048 15
80 V654091
V115001
50
V310009
80
V310001
50 50
V310007 V120127 80
V310002 Key
50
PI PI V120126 50 Lubricating Oil
Sludge V120047
Tank M72 Electrical Signal
(135.7m3) 50 50
V310006 V120053
Main Engine
LO Transfer Pump
(6.1m3/h)

Issue: 1 2.8 Lubricating Oil Systems - Page 28 of 33

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 Luna Mærsk Machinery Operating Manual
2.8.6 LUBRICATING OIL FILLING AND TRANSFER SYSTEM Procedure for Transferring Main Engine Lubricating Oil by d) When the desired level of oil is achieved in the camshaft LO
Gravity sump tank, stop the LO transfer pump, close all valves and
Lubricating oil is stored in the following main storage tanks, located in record the LO transfer operation.
the engine room. All valves should be in the closed position.
Procedure for Transferring Cylinder Oil from the Storage
Tank Volume 98% (m3) Outlet Valve a) Open the following valves depending on the service selected. tank to the Daily Service Tank
LO storage tank M03 134 80A256002
Description Valve Cylinder oil is pumped from the cylinder oil storage tanks to the cylinder oil
LO cleaning tank M05 89.0 80A256003 daily service tank. Gravity feed takes the cylinder oil from the daily service
Main engine LO storage tank quick-closing outlet valve 80A256002
Main engine sump M01 75.2 tank to the lubricator pump boxes.
Line valve to main engine sump 80V010010
Cylinder oil storage tank M09 65.5 40A256005
Line valve to daily service tank for hand lubrication 25V020023 a) Ensure that all valves are intially closed.
Cylinder oil storage tank M07 62.6 40A256007
Three-way valve to LO daily service tank, set to tank filling 25K041001
Cylinder oil daily service tank 2.0 40A256006 b) Open the cylinder oil transfer pump suction valve 40V020015
and discharge valve 25V310017.
Turbocharger LO tank 3.2 b) When the desired quantity of lubricating oil has been transferred
Camshaft LO tank 1.5 close all valves and record the quantity of oil transferred.
c) Open the quick closing outlet valve from the selected cylinder
Stuffing box LO drain tank 2.6 LO storage tank: MO7 tank valve 40A256007 or MO9 tank
Procedure for Transferring Main Engine Lubricating Oil by valve 40A256005.
Generator engine LO storage tank M11 33.2 40V761001
Pump to the Main Engine Camshaft Lubricating Oil Sump
Generator engine LO measuring tank 0.3 40V120058 d) Check and record the level in the cylinder LO measuring and
Tank
storage tanks.
LO daily service tank 0.2 15V654091
a) Check the level of oil in the maine engine camshaft LO sump
Stern tube LO sump tank 0.9 e) Start the cylinder LO transfer pump and transfer oil from the
tank and assess the quantity which has to be transferred.
selected cylinder LO storage tank to the cylinder LO measuring
All outlet valves from LO storage and settling tanks are remote quick-closing tank; the measuring tank is fitted with a level switch which will
b) Set the valves as in the following table:
valves with a collapsible bridge, which can be operated from the ship control stop the pump when the tank is full.
centre. After being tripped the valves must be reset locally. Each tank is also
Position Description Valve f) Record the quantity of LO transferred and close all valves.
fitted with a self-closing test cock to test for the presence of water and to
drain any water present. Tundishes under the self-closing test cock drain any Open Main engine LO storage tank quick closing
test liquid to the waste oil tank. outlet valve 80A256002 (Note: In the event of failure of the cylinder LO transfer pump the hand
pump can be used to transfer cylinder LO from the storage tanks to
Open Main engine LO storage tank line valve 80V010010
Lubricating oil is moved from these tanks to the main engine sump, the main the measuring tank. The transfer pump suction and discharge valves
engine cylinder lubrication system and the generator diesel engine sumps. Open Main engine LO storage tank inlet valve must be closed and the hand pump suction valve 25V020016 and
Main engine sump LO can be pumped or purified to the LO settling tank to LO transfer pump suction manifold 50V120047 discharge valve 25V310016 must be open. The hand pump is operated
before being purified back to the sump. Heating coils are fitted to the main to transfer the desired quantity of oil.)
Open Main engine LO transfer pump suction valve 50V120053
engine lubricating oil storage and settling tanks. All storage tanks are filled
from connections on both sides of the ship at the upper deck level; the main Open Main engine LO transfer pump discharge valve 50V310006
and generator LO tanks use the same connection line and the cylinder LO
Procedure for Transfering Generator Engine Lubricating Oil
Open Main engine LO transfer pump inlet valve
storage tanks a separate line in order to prevent contamination. to discharge manifold 50V310009 Filling the generator engine LO measuring tank.
Lubricating oil is transferred from the storage to the operating or sump tanks Open Discharge manifold outlet valve to main
by means of gravity except for the generator engine LO which is pumped engine camshaft LO sump tank 50V120023 a) All valves should be intiially closed.
from the storage tank to the measuring tank and then run down by gravity
from the measuring tank to the sump tanks. The stern tube LO sump tank is b) Check how much oil is in the generator engine LO measuring
c) Start the main engine LO transfer pump and transfer the desired
filled by means of the main engine LO transfer pump, as is the main engine tank and how much is to be transferred.
quantity of LO to the camshaft LO sump tank.
camshaft LO sump tank.
c) Open the generator engine LO transfer pump suction valve
40V1200059 and the discharge valve 40V120057.

Issue: 1 2.8 Lubricating Oil Systems - Page 29 of 33

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.6a Lubricating Oil Filling and Transfer System Filling Filling
Port Starboard
No.5 Diesel Generator
LO Sump Tank
40 40 A Deck
V511001 V120095
From
80 Main Engine
A010001 LO Purifier
40 65 80
No.1 Diesel Generator V120096 V010005 V010004
Main Engine LT
LO Sump Tank TI
80 LO Cleaing
40 V010008 Tank M05
Main Engine V120047 Diesel Generator (89m3)
Stuffing Box LO Storage
Drain Tank Diesel Generator Tank M11 80
LO Measuring V010003 80A256003
LI LT (33.2m3)
No.2 Diesel Generator Tank
LO Sump Tank (0.3m3) From
Main Engine
40 LO Pumps
V120049 40
V120058 40
PI PI V761001
50
V511001 No.3 Diesel Generator
Main Engine LO Sump Tank 40 40 40
Camshaft K041001 V120057 V120059 80
40 V010001
LO Sump Tank LO Transfer Pump
V120044 LT
for Diesel Generators Main Engine
LO Storage
Tank M03
No.4 Diesel Generator (131.1m3)
From
LO Sump Tank
Main Engine
LO Purifier
40 LO System for
V120039 Main Engine
40 Main Engine 80
V020007 A256002
Oil Pan

50 80
V511002 40 V010010
Stern Tube V120078 25
40 V020023
LO Sump Tank V120077
65 To Main Engine
V115005 LO Purifier
50 LO Daily
V120023 Main Engine 25
65 K041001 Services Tank LI
V115003 LO Sump Tank M01 (20 litres)
50 (75.2m3)
V120048 15
80 V654091
V115001
50
V310009
80
V310001
50 50
V310007 V120127 80
V310002 Key
50
PI PI V120126 50 Lubricating Oil
Sludge V120047
Tank M72 Electrical Signal
(135.7m3) 50 50
V310006 V120053
Main Engine
LO Transfer Pump
(6.1m3/h)

Issue: 1 2.8 Lubricating Oil Systems - Page 30 of 33

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 Luna Mærsk Machinery Operating Manual
d) Set the three-way valve 40K041001 to filling of the generator Procedure for Transferring Main Engine Lubricating Oil by Procedure for the Transfer of Lubricating Oil to the Sludge
engine LO measuring tank. Pump to the Stern Tube Lubricating Oil Sump Tank Tank
e) Open the generator engine LO measuring tank filling/run down a) Check the level of oil in the stern tube LO sump tank and The main engine LO transfer pump may be used for transferring LO from
valve 40V120058. assess the quantity which has to be transferred. sump tanks or the settling tank to the sludge tank.

f) Open the generator engine LO storage tank quick-closing valve b) Set the valves as in the following table: a) Open the main engine LO transfer pump suction valve
40V761001. 50V120053, discharge valve 50V310006 and the sludge tank
Position Description Valve inlet valve 50V310007.
g) Start the generator engine LO transfer pump; the generator
engine LO measuring tank is fitted with a level switch which Open Main engine LO storage tank quick-closing b) Open the suction valves from the desired tank from which
shuts off the transfer pump. outlet valve 80A256002 LO is to be taken:
Open Main engine LO storage tank line valve 80V010010
h) Start the generator engine LO transfer pump and check that oil is
being transferred from the storage tank to the measuring tank. Open Main engine LO storage tank inlet valve Description Valve
to LO transfer pump suction manifold 50V120047
Main engine LO sump manifold suction valve 80V310002
i) When the generator engine LO transfer pump stops close all Open Main engine LO transfer pump suction valve 50V120053
valves. Main engine oil pan manifold suction valve 80V310001
Open Main engine LO transfer pump discharge valve 50V310006
Settling tank manifold suction valve 80V115001
Open Main engine LO transfer pump inlet valve
Procedure for Transferring from Generator Engine Lubricating Settling tank quick-closing suction valve 80A256003
to discharge manifold 50V310009
Oil Measuring Tank to Generator Engine Sumps Stern tube LO sump tank manifold suction valve 50V120126
Open Discharge manifold outlet valve to main
engine camshaft LO sump tank 50V120048 Main engine camshaft LO sump tank manifold suction valve 50V120127
a) All valves are initially closed.
Main engine stuffing box drain tank manifold suction valve 40V120078
b) Open the required generator engine sump filling valve: c) Start the main engine LO transfer pump and transfer the desired
Main engine stuffing box drain tank collecting part valve 40V120033
quantity of LO to the camshaft LO sump tank.
No.1 generator engine sump filling valve 40V120047 Main engine stuffing box drain tank filter part valve 40V120032
No.2 generator engine sump filling valve 40V120049 d) When the desired level of oil is achieved in the stern tube LO
sump tank, stop the LO transfer pump, close all valves and
No.3 generator engine sump filling valve 40V120044 c) Start the main engine LO transfer pump and pump the contents
record the LO transfer operation.
No.4 generator engine sump filling valve 40V120039 of the selected tank to the sludge tank.

No.5 generator engine sump filling valve 40V120095
c) Set the generator engine LO line three-way valve 40K041001
to the sump filling position.
d) Note the level of oil in the generator engine LO measuring
tank.
e) Open the generator engine LO measuring tank filling/run down
valve 40V120058.
f) When the desired amount of oil has been transferred to the selected
generator engine sump, close the generator engine LO measuring
tank filling/run down valve and all other system valves.
The Daily Service Hand Lubrication System
Lubricating oil for hand lubrication of engine room equipment is stored in the
daily service tank. This tank is replenished from the main LO storage tank
by opening the main LO storage tank quick-closing outlet valve 80A256002
and the line valve to the daily service tank 25V020023 and setting the hand
lubrication daily service tank filling/run down three-way valve 25K041001
to the filling position.
d) When the oil has been transferred, stop the pump, close all
valves and record details of the oil transfer.
Draining Waste Oil from the Scavenge Space to the Sludge
Tank
Waste cylinder oil and carbon deposits are scraped off the cylinder liners by
the piston rings and this builds up in the scavenge space. Such oily deposits
must be removed. Drains from the scavenge space air chambers lead, via valve
65V115004, to the scavenge air chamber drain tank. This tank is fitted with a
heating coil, a level indicator and a level alarm. The contents of the drain tank
may be drained to the sludge tank via valve 50V120040.

g) Record the quantity of oil transferred. Sludge from the sludge tank is normally burned in the auxiliary boiler, see
section 2.6.3.

Issue: 1 2.8 Lubricating Oil Systems - Page 31 of 33

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 Luna Mærsk Machinery Operating Manual
Illustration 2.8.6a Lubricating Oil Filling and Transfer System Filling Filling
Port Starboard
No.5 Diesel Generator
LO Sump Tank
40 40 A Deck
V511001 V120095
From
80 Main Engine
A010001 LO Purifier
40 65 80
No.1 Diesel Generator V120096 V010005 V010004
Main Engine LT
LO Sump Tank TI
80 LO Cleaing
40 V010008 Tank M05
Main Engine V120047 Diesel Generator (89m3)
Stuffing Box LO Storage
Drain Tank Diesel Generator Tank M11 80
LO Measuring V010003 80A256003
LI LT (33.2m3)
No.2 Diesel Generator Tank
LO Sump Tank (0.3m3) From
Main Engine
40 LO Pumps
V120049 40
V120058 40
PI PI V761001
50
V511001 No.3 Diesel Generator
Main Engine LO Sump Tank 40 40 40
Camshaft K041001 V120057 V120059 80
40 V010001
LO Sump Tank LO Transfer Pump
V120044 LT
for Diesel Generators Main Engine
LO Storage
Tank M03
No.4 Diesel Generator (131.1m3)
From
LO Sump Tank
Main Engine
LO Purifier
40 LO System for
V120039 Main Engine
40 Main Engine 80
V020007 A256002
Oil Pan

50 80
V511002 40 V010010
Stern Tube V120078 25
40 V020023
LO Sump Tank V120077
65 To Main Engine
V115005 LO Purifier
50 LO Daily
V120023 Main Engine 25
65 K041001 Services Tank LI
V115003 LO Sump Tank M01 (20 litres)
50 (75.2m3)
V120048 15
80 V654091
V115001
50
V310009
80
V310001
50 50
V310007 V120127 80
V310002 Key
50
PI PI V120126 50 Lubricating Oil
Sludge V120047
Tank M72 Electrical Signal
(135.7m3) 50 50
V310006 V120053
Main Engine
LO Transfer Pump
(6.1m3/h)

Issue: 1 2.8 Lubricating Oil Systems - Page 32 of 33

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 Luna Mærsk Machinery Operating Manual
Procedure for Loading Lubricating Oil i) Check and record the levels in all LO tanks and record the
amount of oil loaded.
The preparation and operation procedures for loading should be followed as
described in section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer
System. The precautions to be observed when loading LO are the same as
for loading fuel. Main LO and cylinder LO have filling line connections
on the port and starboard sides of the ship. The main and generator engine
LO systems use the same filling connection. The main and generator LO
settling tanks are fitted with vent lines which pass to the vent header at
funnel level.
65V115003
50V120048 Start and Stop
Main engine LO may be directed to the main engine LO storage tank, the main Buttons
50V120023
engine LO settling tank or directly to the main engine sump tank. 40V120077 65V115005
LO Separator
a) Check that there is sufficient capacity in the tank to accommodate Supply Pump
the LO ordered.

b) Agree with the supplier the amount of LO to be supplied.

80V115002
c) Remove the line blank to the required filling line.

d) Connect the loading hose and open the appropriate tank valve.
Main Engine LO
Description Valve Transfer Pump
Main engine LO storage tank filling valve 80V010004
40V120078
Main engine LO line valve to storage tank 80V010003
Main engine LO storage tank filling valve 80V010001
Main engine LO settling tank line valve 80V010008 50V120126

Main engine settling tank filling valve 80A010001

80V310002
Main engine sump direct filling valve 80V010010
Generator engine LO storage tank filling valve 40V120096 50V120127

M07 cylinder oil storage tank filling valve 65V010002 80V310001 80V310001
M09 cylinder oil storage tank filling valve 65V010001
80V115001
e) Proceed with the loading operation. 50V310006

f) Ensure that oil is being correctly transferred.

Main Engine Lubricating Oil Transfer Pump
g) When the required quantity of oil has been loaded, signal
for the pumping to stop. Allow the pipe to drain and then
close all valves.

h) Remove the supply pipe and refit the blank.

Issue: 1 2.8 Lubricating Oil Systems - Page 33 of 33

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 2.9 Bilge System

2.9.1 Engine Room Bilge System and Bilge Separator

Illustrations

2.9.1a Engine Room Bilge System and Bilge Separator

2.9.1b Bilge System for Cargo Holds and Forward Area

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 Luna Mærsk Machinery Operating Manual
Illustration 2.9.1a Engine Room Bilge System and Bilge Separator
Starboard Port
65 65
V322001 Upper Deck V322002

XA Passageway Passageway
EC001
Test ME
Valve Bilge From LO Cylinder Oil LO
Set Press. 65
0.3 bar 15 V511001 Separator Sludge Storage Storage Cleaning
V654 Tank Tank Tank
15 179 Pump DO DO
V654003 65 Void Space
V002001 65 Storage Storage
Upper PI V511008 Tank Tank
Deck Cylinder Oil
Bilge LO
Storage
Separator
Tank LS LA Storage LS LA LS LA LS LA
Pump Tank
PI
PI
65
V323001 Water
Key Supply 7920 Deck
From 65 65 65 65
Fresh Water V292016 V292018 V292034 V292003
Sea Water
System
Bilge Water

Fresh Water Bilge System Main Bilge

250 Cargo Hold Aft Line for Hold
Sludge/Waste Oil
V323001
To Fire 125 125
Electrical Signal Emergency Hydrant Service V324 V324
Bilge Suction System 002 001
Steam Tracing From No.1
Central Cooling 125 125 125
Mooring Deck Sea Water V212 V212 V292
Pump 002 001 003
250 250 Bilge
Steering Gear Compartment A132001 A132002 Well
Sea
Fire and Deck PI 65
V292002 No.2 PI No.1 PI Cargo PI Chest
50 Wash System 65
V323001 V292005 65
Fire and Fire and Hold
V292022 GS Pump GS Pump Bilge
PI (300/100m3/h) (300/100m3/h) Pump
PI PI PI PT
65 PI 150
V292023 V292
Engine Room FS 002
250 250
Bilge Pump V212 V212
25V561001 002 001
PI
To Sludge 250 250 125
BW V297 V297 V292
Rudder 65 Pump 001 003 006
V511010
Trunk LA LS 125V211001
65 100
V741001 V292
Void 002 250
From 125V211002 V207
65
50 LA LS V292008 Drinking and 001
V517001 Wash Water
System
Stern Tube 250
Cooling 65 V292
150 65 65 65 001
Water 80 A112 65 V292 65 65 A112 150
V292005 004 V292 V292010 V292004 65 V292
Tank M91 V292014 A112 001 009 001
V292012 125 Sea 001
(88.7m3) 002 V292
65 004
Chest
80 80A112002 65 65 50
V292015 A112 A112 65 A112 V310 65
006 003 A112007 005 008 V292011
LS LA Cofferdam LS LA LS LA
BW Stern BW
Thruster Clean Cofferdam
Bilge
LS LA LS LA LS LA Water Bilge LT LA LT LI LT LI Cargo Bilge Holding
Well
Tank M76 Tank M73 (90.4m3)
Void (126.0m3) Oily Water Bilge Tank M74 (44.6m3) Sludge Tank M72 (135.7m3)

Issue: 2 2.9 Bilge System - Page 1 of 10

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 Luna Mærsk Machinery Operating Manual
2.9 BILGE SYSTEM INTRODUCTION The self-priming fire and GS pumps can take suction from:
Cargo hold bilge water tank
2.9.1 ENGINE ROOM BILGE SYSTEM AND BILGE The engine room bilge pump can take suction from:
Bilge suction main
SEPARATOR Engine room bilge wells
After void space
Direct bilge suction pipe
Engine Room Bilge Pump Sea water suction main
Cargo bilge holding tank
Maker: Agrometer A/S
Stern tube cooling water tank The self-priming fire and GS pumps can discharge to:
No. of sets: 1
Clean water bilge tank Overboard
Type: Rotary positive displacement
Model: AGM 190/2 Oily water bilge tank The fire line
Capacity: 25m3/h at 4kg/cm2 Main engine pit Ballast main
Stabiliser room bilges Bilge and ballast stripping edjectors
Cargo Hold Bilge Pump Bow thruster room bilge
No.1 central cooling SW pump is provided with an emergency bilge suction,
Maker: Agrometer A/S Forward and after void spaces via valve 350V211001 operating 460mm above the lower platform.
No. of sets: 1
Apart from the direct bilge suction and the oily water tank suction all of the CAUTION
Type: Rotary positive displacement
bilge pump suctions are connected to the bilge main. The overboard discharge is not to be used for discharging bilges unless
Model: AGM 380/4 under emergency conditions.
Capacity: 90m3/h at 4kg/cm2 The engine room bilge pump discharges to:
Clean water bilge tank The Oily Bilge Water Separator
Fire and General Service Pump Oily water bilge tank
The bilge separator operates automatically and discharges water overboard and
Maker: Nijhuis Cargo bilge holding tank separated oil to the sludge tank. The bilge water is drawn into the separator
No. of sets: 2 Directly overboard (spectacle blank turned to the open position). from the clean water bilge tank by means of the system pump which is
Type: Vertical centrifugal self-priming Only to be used under emergency discharge conditions. located on the outlet from the separator in order to prevent the formation of a
Model: VNC1-125420 mechanical emulsion by pump agitation.
Shore connections on the port and starboard side, upper deck
Capacity: 300/100m3/h at 82/90mth The fluid enters the separator near the bottom of the solids/sludge collecting
The engine room bilge pump can be set to stop automatically or can be chamber and the larger oil droplets separate from the water very quickly due
stopped either locally or from the shore connection stations. to the differences in specific gravities. The fluid flow is upwards to the second
Bilge Ejector
stage and passes through a coalescer where the smaller oil droplets coalesce
Maker: Ellehammer The cargo hold bilge pump can take suction from: on the surface of the matrix. The coalescer has a large effective surface
No. of sets: 1 Cargo hold bilge water tank area to enhance the coalescing effect. The coalesced oil droplets eventually
become large enough to break away from the surface and join the other large
Model: 25-50-50F/23-8.5 Bilge suction main oil droplets in flowing upwards. The water, containing very small droplets
Suction lift: 7.0m wc of oil, flows out of the separating coalescer and the oil flows to the top
After void space
Discharge head: 10m wc of the chamber.
Stern tube cooling tank
Capacity: 150m3/h
When a probe, located at the top of the separator, senses oil the signal is sent
The cargo hold bilge pump can discharge to: to stop the pump and open the clean water inlet valve. Pressurised fresh water
Bilge Separator Cargo bilge holding tank from the FW system enters the bottom of the separator and displaces the
Maker: BV Industrietchnik GmbH. accumulated oil, this is then discharged through the oil discharge line to the
Directly overboard. Only to be used under emergency discharge sludge tank. When most of the oil has been displaced, the oil sensing probe
No. of sets: 1 conditions. is again immersed in water and it activates the control system to resume its
Model: TCS 5 HD separating operation.
Capacity: 5 tons/h

Issue: 2 2.9 Bilge System - Page 2 of 10

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 Luna Mærsk Machinery Operating Manual
Illustration 2.9.1a Engine Room Bilge System and Bilge Separator
Starboard Port
65 65
V322001 Upper Deck V322002

XA Passageway Passageway
EC001
Test ME
Valve Bilge From LO Cylinder Oil LO
Set Press. 65
0.3 bar 15 V511001 Separator Sludge Storage Storage Cleaning
V654 Tank Tank Tank
15 179 Pump DO DO
V654003 65 Void Space
V002001 65 Storage Storage
Upper PI V511008 Tank Tank
Deck Cylinder Oil
Bilge LO
Storage
Separator
Tank LS LA Storage LS LA LS LA LS LA
Pump Tank
PI
PI
65
V323001 Water
Key Supply 7920 Deck
From 65 65 65 65
Fresh Water V292016 V292018 V292034 V292003
Sea Water
System
Bilge Water

Fresh Water Bilge System Main Bilge

250 Cargo Hold Aft Line for Hold
Sludge/Waste Oil
V323001
To Fire 125 125
Electrical Signal Emergency Hydrant Service V324 V324
Bilge Suction System 002 001
Steam Tracing From No.1
Central Cooling 125 125 125
Mooring Deck Sea Water V212 V212 V292
Pump 002 001 003
250 250 Bilge
Steering Gear Compartment A132001 A132002 Well
Sea
Fire and Deck PI 65
V292002 No.2 PI No.1 PI Cargo PI Chest
50 Wash System 65
V323001 V292005 65
Fire and Fire and Hold
V292022 GS Pump GS Pump Bilge
PI (300/100m3/h) (300/100m3/h) Pump
PI PI PI PT
65 PI 150
V292023 V292
Engine Room FS 002
250 250
Bilge Pump V212 V212
25V561001 002 001
PI
To Sludge 250 250 125
BW V297 V297 V292
Rudder 65 Pump 001 003 006
V511010
Trunk LA LS 125V211001
65 100
V741001 V292
Void 002 250
From 125V211002 V207
65
50 LA LS V292008 Drinking and 001
V517001 Wash Water
System
Stern Tube 250
Cooling 65 V292
150 65 65 65 001
Water 80 A112 65 V292 65 65 A112 150
V292005 004 V292 V292010 V292004 65 V292
Tank M91 V292014 A112 001 009 001
V292012 125 Sea 001
(88.7m3) 002 V292
65 004
Chest
80 80A112002 65 65 50
V292015 A112 A112 65 A112 V310 65
006 003 A112007 005 008 V292011
LS LA Cofferdam LS LA LS LA
BW Stern BW
Thruster Clean Cofferdam
Bilge
LS LA LS LA LS LA Water Bilge LT LA LT LI LT LI Cargo Bilge Holding
Well
Tank M76 Tank M73 (90.4m3)
Void (126.0m3) Oily Water Bilge Tank M74 (44.6m3) Sludge Tank M72 (135.7m3)

Issue: 2 2.9 Bilge System - Page 3 of 10

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 Luna Mærsk Machinery Operating Manual
The separator works automatically at all times and will operate as long as d) Set the valves as in the following table: Pumping Bilges to the Oily Water Tank
there is water in the clean water bilge tank. Heating may be applied in order to
improve separation but the heater will only operate when the separator is filled. This assumes that the reclaimed oil will be discharged to the sludge tank. Engine room bilge wells, the fore and after void spaces, the main engine pit
The separator is fitted with sampling valves which allow an oil sample to be and other spaces may be pumped to the oily water tank using the bilge pump.
drawn and enable the oil/water interface level to be determined. Position Description Valve The engine room bilge pump is then used to transfer the bilge water from the
oily bilge tank to the clean water bilge tank prior to the operation of the oily
The oil content discharge (OCD) monitor (type OMD-11), located after the Operational FW control valve to separator
water separator. The bilge pump may also pump these spaces to the cargo hold
separator discharge pump, samples the bilge water as it passes out of the Open FW flushing inlet valve to separator bilge tank or the shore connections.
separator. Should the oil content exceed 15ppm, the three-way valve changes
Closed Separator drain valve
the output flow from the overboard discharge to discharge to the clean water
bilge tank. An audible alarm sounds to warn the operator of the situation. The Open Separator oily water inlet valve Procedure for Pumping the Clean Water Bilge Tank Overboard
three-way valve may be manually bypassed if required. Using the Engine Room Bilge Pump (Emergency Discharge
Open Separator discharge valve from pump 65V511001
Conditions Only)
CAUTION Operational Three-way control valve for discharge EC001
The oily water separator is designed to separate oil from water, not Closed Three-way valve bypass valve 65V002001 a) Clean all suction strainers.
water from oil. Therefore if the bilge supply to the separator contains
excessive amounts of oil it will render the equipment useless and result Open Separator overboard discharge valve 65V323001 b) Check that all instrumentation is working correctly.
in unnecessary maintenance.
e) Check that there is power to the separator control panel. c) Set the pump valves as in the following table:
The separator is fitted with an oil monitoring probe and when an oil level is
sensed the control system opens the oil discharge valve which allows oil to be f) Ensure that all valves which are not required to be set for The valve settings assume suction from the clean water bilge tank. If other
discharged to the sludge tank. As the water level in the unit rises with discharge operation are closed. bilge spaces are to be pumped the appropriate valves must be opened.
of the oil the probe senses that the oil level has changed and the control system
closes the oil discharge valve. The maximum flow capacity should not be g) Move the control panel power switch to the ON position. This
exceeded as excess flow will prevent effective separation. The bilge pump Position Description Valve
operates the automatic filling cycle and the separator is charged
suction strainers should be kept clean in order to avoid large solid particles with fresh water; the heater is also activated. Closed Bilge pump suction from oily water tank 65A112005
entering the separator as these will have a detrimental effect on separation.
Open Bilge pump suction from clean water bilge tank 65A112004
h) Move the operation switch to the RUN position and the pump
A discharge line from the engine room bilge pump connects with the discharge Closed Bilge pump suction from the bilge main 100V292002
will start operating. The pump will not start until the separator
line from the oily water separator just before the oil content discharge monitor is filled with water. This feature provides a safeguard against Open Spectacle blank from the engine room bilge pump
and this allows the direct overboard discharge from the engine room bilge running the pump dry in the event of the clean water bilge tank discharge to the overboard discharge line
pump to be monitored for the presence of oil. If the oil content exceeds 15ppm becoming empty.
the OCD monitor activates the three-way valve and directs the engine room Operational Three-way valve linked to 15ppm OCD monitor EC001
bilge pump discharge to the clean water bilge tank. The spectacle blank on i) The separator will run automatically, discharging oil to the Closed Three-way valve bypass valve 65V002001
the bilge pump discharge line must first be turned into the open position to sludge tank when the oil sensing probe detects an oil level and
carry out this procedure. In normal bilge pumping operations this spectacle Open Overboard discharge valve 65V323001
monitoring the oil content of the discharge water.
blank must be in the closed position. The engine room bilge pump cannot be Closed Engine room bilge pump discharge to deck 65V292005
used for pumping overboard at the same time that the oily water separator is j) Stop the separator when the desired level is reached in the
operating. Closed Engine room bilge pump discharge valve to
engine room clean water bilge tank. This is done by moving the cargo bilge tank 65V292002
operating switch to the OFF position.
Procedure for Pumping the Clean Water Bilge Tank through
k) Shut down the separator by placing the power switch in the d) If a bilge well or another compartment is to be pumped out,
the Oily Bilge Separator the appropriate pump suction valves must be opened. In the
OFF position.
case of the bilge main, the appropriate bilge main suction valve
a) Check that the strainers are clean.
The clean exit water will be discharged overboard. Oil contamination of 15ppm and bilge well valve must be open. The cargo hold bilges may
or over will automatically be discharged to the clean water bilge tank until the be pumped via the bilge main and in this case the line valve
b) Open the clean water bilge tank suction valve 65A112006 for
water is clean enough to discharge overboard. Any oil collected at the top of the to the cargo hold bilge system must be open together with the
the oily water separator.
bilge separator will be discharged to the sludge tank. particular hold bilge suction valve i.e., stabiliser room bilge
suction valve, bow thruster bilge suction valve or forward void
c) Open the FW supply valve 15V310003 from the FW system to
space suction valve.
the oily bilge separator.

Issue: 2 2.9 Bilge System - Page 4 of 10

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 Luna Mærsk Machinery Operating Manual
Illustration 2.9.1a Engine Room Bilge System and Bilge Separator
Starboard Port
65 65
V322001 Upper Deck V322002

XA Passageway Passageway
EC001
Test ME
Valve Bilge From LO Cylinder Oil LO
Set Press. 65
0.3 bar 15 V511001 Separator Sludge Storage Storage Cleaning
V654 Tank Tank Tank
15 179 Pump DO DO
V654003 65 Void Space
V002001 65 Storage Storage
Upper PI V511008 Tank Tank
Deck Cylinder Oil
Bilge LO
Storage
Separator
Tank LS LA Storage LS LA LS LA LS LA
Pump Tank
PI
PI
65
V323001 Water
Key Supply 7920 Deck
From 65 65 65 65
Fresh Water V292016 V292018 V292034 V292003
Sea Water
System
Bilge Water

Fresh Water Bilge System Main Bilge

250 Cargo Hold Aft Line for Hold
Sludge/Waste Oil
V323001
To Fire 125 125
Electrical Signal Emergency Hydrant Service V324 V324
Bilge Suction System 002 001
Steam Tracing From No.1
Central Cooling 125 125 125
Mooring Deck Sea Water V212 V212 V292
Pump 002 001 003
250 250 Bilge
Steering Gear Compartment A132001 A132002 Well
Sea
Fire and Deck PI 65
V292002 No.2 PI No.1 PI Cargo PI Chest
50 Wash System 65
V323001 V292005 65
Fire and Fire and Hold
V292022 GS Pump GS Pump Bilge
PI (300/100m3/h) (300/100m3/h) Pump
PI PI PI PT
65 PI 150
V292023 V292
Engine Room FS 002
250 250
Bilge Pump V212 V212
25V561001 002 001
PI
To Sludge 250 250 125
BW V297 V297 V292
Rudder 65 Pump 001 003 006
V511010
Trunk LA LS 125V211001
65 100
V741001 V292
Void 002 250
From 125V211002 V207
65
50 LA LS V292008 Drinking and 001
V517001 Wash Water
System
Stern Tube 250
Cooling 65 V292
150 65 65 65 001
Water 80 A112 65 V292 65 65 A112 150
V292005 004 V292 V292010 V292004 65 V292
Tank M91 V292014 A112 001 009 001
V292012 125 Sea 001
(88.7m3) 002 V292
65 004
Chest
80 80A112002 65 65 50
V292015 A112 A112 65 A112 V310 65
006 003 A112007 005 008 V292011
LS LA Cofferdam LS LA LS LA
BW Stern BW
Thruster Clean Cofferdam
Bilge
LS LA LS LA LS LA Water Bilge LT LA LT LI LT LI Cargo Bilge Holding
Well
Tank M76 Tank M73 (90.4m3)
Void (126.0m3) Oily Water Bilge Tank M74 (44.6m3) Sludge Tank M72 (135.7m3)

Issue: 2 2.9 Bilge System - Page 5 of 10

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 Luna Mærsk Machinery Operating Manual
Bilge Main Suction Valves Closed Hold 11-12 centre bilge well suction valve 125A172012 Closed Spectacle blank from the engine room bilge pump
Closed Port fin stabiliser room bilge suction valve 65V292019 discharge to the overboard discharge line
Closed Direct engine room bilge (starboard aft) suction 65V292010
Closed Starboard fin stabiliser room bilge suction valve 65V292020 Operational Three-way valve linked to 15ppm OCD monitor EC001
Closed Direct engine room bilge (port aft) suction 65V292009
Closed Hold 9-10 port bilge well suction valve 125A172008 Closed Three-way valve bypass valve 65V002001
Closed Direct engine room bilge (starboard forward)
suction valve 65V292011 Closed Hold 9-10 starboard bilge well suction valve 125A172015 Closed Overboard discharge valve 65V323001
Closed Direct engine room bilge (port forward) Closed Hold 9-10 centre bilge well suction valve 125A172011 Open Bilge pump discharge valve to deck 65V292005
suction valve 65V292012 Open Port bilge shore connection valve 65V322002
Closed Hold 7-8 port bilge well suction valve 125A172009
Closed Aft oily water tank suction valve 65A112007 Closed Starboard bilge shore connection valve 65V322001
Closed Hold 7-8 starboard bilge well suction valve 125A172014
Closed Suction valve for cofferdam M98 65V292003 Closed Bilge pump discharge valve to cargo bilge tank 65V292002
Closed Hold 7-8 centre bilge well suction valve 125A172010
Closed Suction valve for cofferdam
Closed Hold 4-5-6 port bilge well suction valve 125A172029
between tanks M44 and M46 65V292034 In the arrangement above it is assumed that the bilges will be discharged
Closed Hold 4-5-6 starboard bilge well suction valve 125A172005 ashore via the port shore connection.
Closed Suction valve for cofferdam
forward of tanks M03 and M05 65V292016 Closed Hold 4-5-6 centre bilge well suction valve 125A172013
b) Start the engine room bilge pump and pump out the selected
Closed Suction valve for cofferdam Closed Hold 2-3 aft bilge well suction valve 125A172002 bilge compartments using the valves as indicated in part d) of
forward of tanks M07 and M09 65V292018 Closed Hold 2-3 forward bilge well suction valve 65A172001 the previous procedure for pumping the clean water bilge tank
overboard.
Closed Engine pit (aft) suction valve 65V292001 Closed Bow thruster compartment bilge suction valve 100V352001
Closed Engine pit (forward) suction valve 65V292004 Closed Forward void space suction valve 65V352001 c) Stop the bilge pump when the compartments to be pumped
Closed Staircase hat box suction valve 50V310008 are dry, close all valves and return the spectacle blank to the
closed position.
Closed Cargo hold bilge tank suction valve 65A112001 e) Check the valve settings for the bilge pump discharge and for
Closed Port forward bilge well suction valve 150V292002 the desired tank suction.
Procedure for Pumping Bilges using the the Fire and GS
Closed Starboard forward bilge well suction valve 150V292001 f) Start the bilge pump and check that the correct chamber is Pumps (Emergency Discharge Conditions Only)
being emptied and that the bilge water is flowing to the oily
water tank. These pumps may be used for pumping the cargo hold bilges and other bilges
Aft Bilge System Linked to the Bilge Main connected to the bilge main. These pumps also supply SW to the fire and deck
g) When the chamber is empty, stop the bilge pump or select wash system thus they can operate the after bilge ejector which is used to
Closed Aft bilge well suction valve 150V292005 pump out the rudder trunk. The fire and GS pumps are used to pump the bilges
another bilge for emptying.
Closed Shaft tunnel bilge suction valve 80A112002 directly overboard and so they are not the main means by which the bilges will
be pumped out. Unlike the overboard discharge from the engine room bilge
Closed Void space suction valve 65V292008 Procedure for Pumping the Bilge Compartments to the Shore pump there is no 15ppm monitor located in the discharge line.
Closed Stern tube bilge well suction valve 80V292015 Connection using the Engine Room Bilge Pump
Closed Stern tube cooling water tank suction valve 80V292014 a) Check that the bilge strainers are clear.
The procedure is the same as for pumping the clean water bilge tank overboard
except that the suction and discharge valves on the engine room bilge pump b) Determine which pump is to be used for pumping the bilges.
are arranged differently.
Hold Bilge System Linked to the Bilge Main
c) Set the bilge pump discharge valves as in the following table:
Closed Line valve to hold bilge system 250V207001 a) The bilge pump valves should be arranged as follows:

Closed Hold 13-14 forward bilge well suction valve 125V352001 CAUTION
Position Description Valve
The overboard discharge is not to be used for discharging bilges unless
Closed Hold 13-14 aft bilge well suction valve 125V352002 Closed Bilge pump suction valve from oily water tank 65A112005 under emergency conditions.
Closed Hold 11-12 port bilge well suction valve 125A172003 Closed Bilge pump suction valve from clean bilge tank 65A112004
Closed Hold 11-12 starboard bilge well suction valve 125A172004 Open Bilge pump suction from the bilge main 100V292002

Issue: 2 2.9 Bilge System - Page 6 of 10

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 Luna Mærsk Machinery Operating Manual
Illustration 2.9.1b Bilge System for Cargo Holds and Forward Area Upper Deck

Fin 65
252 LS LA Passageway V292019
Stabiliser
LA LS LA LS 257
125 125
254 A172008 A172009
125
LA A172029
LS LA LS 259
Cargo Hold Engine Room LS Cargo Hold 245 Cargo Hold Cargo Hold Cargo Hold
No.13-14 No.11-12 LA No.9-10 LS No.7-8 No.4-5-6 Cargo Hold
248 242
125
A172003 LS LA Cargo Hold No.1
LA
Echo Sounder 256
No.2-3

125 125
A172010 A172013
LA
125 125
V352 V352 LA LS LA LS LA LS LS
002 001 125 125
247 244 241 239
A172012 A172011

LA LS LA LS
150 65
238 A172002 A172001

LS LS
251 250
LA LA
125 LA
A172004
LA LS LA LS
LS 243
125 240 125
LS A172005 LA LS 260
LA 246 A172014
249
125
A172015 LA LS 258
LA LS
Fin
255 65
LS LA Passageway Stabiliser
253 V292020

7920 Deck From Bilge Engine Room

System Aft
To Bilge
Separator To Cargo Bilge
LA 40V020016 (Port) Deck Store
Holding Tank 40V020017 (Stbd)
250 M73 From Fire and
Deck Wash System LS 40V515001 (Port)
A323001 241
(Port and Stbd) 40V515002 (Stbd)
125 125 125
V324 V324 V292 125
002 001 Bilge Main 003 V292 Chain LA
004 Locker
125 125 40 LS
V212 V212 V324002
To 002 250 001 250 PI 238
Fire Hydrant A132001 A132002
Service System Cargo
Fire and PI Fire and PI Bilge 40 Test Valve
GS Pump GS Pump Pump V324001
Bow Thrust
(300/100m3/h (300/100m3/h PI PT Room
at 82/90mth) PI at 82/90mth) PI FS
150V515001(Port)
250 250 150V515002(Stbd)
V212 V212 65 Void
002 125 001 125 125
V292 V352001 150V223001(Port)
V211 V211 150V223002(Stbd)
250 002 250 001 006 Key
V297 V297
001 003 Sea Water
Sea Sea 100
250V207001 V352001
Chest Chest Bilge Water

LA LS LA LS
237 236

Issue: 2 2.9 Bilge System - Page 7 of 10

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 Luna Mærsk Machinery Operating Manual
Position Description Valve Aft Bilge System Linked to Bilge Main WARNING
Before any bilges are pumped directly overboard, it must be ensured that
Open No.1 fire and GS pump discharge valve to Closed Aft bilge well suction valve 150V292005 no local or international anti-pollution regulations will be contravened
the overboard discharge line 250A132002
Closed Shaft tunnel bilge suction valve 80A112002 except where safety of the ship or personnel is involved.
Open No.2 fire and GS pump discharge valve to
Closed Void space suction valve 65V292008
the overboard discharge line 250A132001
Closed Stern tube bilge well suction valve 80V292015 Pumping Bilges using the the Cargo Bilge Pump
Open Overboard discharge valve 250V323001
Closed Stern tube cooling water tank suction valve 80V292014 This pump is intended primarily for pumping the cargo hold bilges but it
Open No.1 fire and GS pump suction valve
from bilge main 250V212001 may also be used for pumping bilges connected to the bilge main. The pump
discharges to the cargo bilge holding tank. Additionally, it can discharge
Open No.1 fire and GS pump non-return Hold Bilge System Linked to Bilge Main directly overboard but this option should only be considered under emergency
suction valve from bilge main 250V297003 conditions.
Closed Line valve to hold bilge system 250V207001
Open No.2 fire and GS pump suction valve
from bilge main 250V212002 Closed Hold 13-14 forward bilge well suction valve 125V352001 Procedure for Pumping Bilges to the Cargo Bilge Holding Tank via the
Open No.2 fire and GS pump non-return Closed Hold 13-14 aft bilge well suction valve 125V352002 Cargo Bilge Pump
suction valve from bilge main 250V297001 Closed Hold 11-12 port bilge well suction valve 125A172003
a) Check that the bilge strainers are clear.
Closed Hold 11-12 starboard bilge well suction valve 125A172004
d) Open the bilge suction valves, as required, in the following
table: Closed Hold 11-12 centre bilge well suction valve 125A172012 b) Set the cargo bilge pump suction and discharge valves as in
the following table:
Closed Port fin stabiliser room bilge suction valve 65V292019
Bilge Main Suction Valves Closed Starboard fin stabiliser room bilge suction valve 65V292020
Position Description Valve
Closed Direct engine room bilge (starboard aft) suction 65V292010 Closed Hold 9-10 port bilge well suction valve 125A172008
Open Cargo bilge pump suction valve 125V292006
Closed Direct engine room bilge (port aft) suction 65V292009 Closed Hold 9-10 starboard bilge well suction valve 125A172015
Closed Cargo bilge pump discharge valve to
Closed Direct engine room bilge (starboard forward) Closed Hold 9-10 centre bilge well suction valve 125A172011 the overboard discharge line 125V292003
suction 65V292011
Closed Hold 7-8 port bilge well suction valve 125A172009 Closed Overboard discharge valve 250V323001
Closed Direct engine room bilge (port forward) suction 65V292012
Closed Hold 7-8 starboard bilge well suction valve 125A172014 Open Cargo bilge pump discharge valve to
Closed Aft oily water tank suction valve 65A112007
Closed Hold 7-8 centre bilge well suction valve 125A172010 the cargo bilge holding tank 125V292004
Closed Suction valve for cofferdam M98 65V292003
Closed Hold 4-5-6 port bilge well suction valve 125A172029
Closed Suction from cofferdam c) Set the bilge suction valves as in the following table:
Closed Hold 4-5-6 starboard bilge well suction valve 125A172005
between tanks M44 and M46 65V292034
Closed Hold 4-5-6 centre bilge well suction valve 125A172013 Hold Bilge System
Closed Suction valve for cofferdam
forward of tanks M03 and M05 65V292016 Closed Hold 2-3 aft bilge well suction valve 125A172002 Closed Hold 13-14 forward bilge well suction valve 125V352001
Closed Suction valve for cofferdam Closed Hold 2-3 forward bilge well suction valve 65A172001 Closed Hold 13-14 aft bilge well suction valve 125V352002
forward of tanks M07 and M09 65V292018 Closed Bow thruster compartment bilge suction valve 100V352001 Closed Hold 11-12 port bilge well suction valve 125A172003
Closed Engine pit (aft) suction valve 65V292001 Closed Forward void space suction valve 65V352001 Closed Hold 11-12 starboard bilge well suction valve 125A172004
Closed Engine pit (forward) suction valve 65V292004
Closed Hold 11-12 centre bilge well suction valve 125A172012
Closed Staircase hat box suction valve 50V310008 e) Start the selected fire and GS pump and pump the contents of
Closed Port fin stabiliser room bilge suction valve 65V292019
Closed Cargo hold bilge tank suction valve 65A112001 the selected bilge overboard.
Closed Starboard fin stabiliser room bilge suction valve 65V292020
Closed Port forward bilge well suction valve 150V292002
Closed Hold 9-10 port bilge well suction valve 125A172008
Closed Starboard forward bilge well suction valve 150V292001
Closed Hold 9-10 starboard bilge well suction valve 125A172015
Closed Hold 9-10 centre bilge well suction valve 125A172011

Issue: 2 2.9 Bilge System - Page 8 of 10

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 Luna Mærsk Machinery Operating Manual
Illustration 2.9.1b Bilge System for Cargo Holds and Forward Area Upper Deck

Fin 65
252 LS LA Passageway V292019
Stabiliser
LA LS LA LS 257
125 125
254 A172008 A172009
125
LA A172029
LS LA LS 259
Cargo Hold Engine Room LS Cargo Hold 245 Cargo Hold Cargo Hold Cargo Hold
No.13-14 No.11-12 LA No.9-10 LS No.7-8 No.4-5-6 Cargo Hold
248 242
125
A172003 LS LA Cargo Hold No.1
LA
Echo Sounder 256
No.2-3

125 125
A172010 A172013
LA
125 125
V352 V352 LA LS LA LS LA LS LS
002 001 125 125
247 244 241 239
A172012 A172011

LA LS LA LS
150 65
238 A172002 A172001

LS LS
251 250
LA LA
125 LA
A172004
LA LS LA LS
LS 243
125 240 125
LS A172005 LA LS 260
LA 246 A172014
249
125
A172015 LA LS 258
LA LS
Fin
255 65
LS LA Passageway Stabiliser
253 V292020

7920 Deck From Bilge Engine Room

System Aft
To Bilge
Separator To Cargo Bilge
LA 40V020016 (Port) Deck Store
Holding Tank 40V020017 (Stbd)
250 M73 From Fire and
Deck Wash System LS 40V515001 (Port)
A323001 241
(Port and Stbd) 40V515002 (Stbd)
125 125 125
V324 V324 V292 125
002 001 Bilge Main 003 V292 Chain LA
004 Locker
125 125 40 LS
V212 V212 V324002
To 002 250 001 250 PI 238
Fire Hydrant A132001 A132002
Service System Cargo
Fire and PI Fire and PI Bilge 40 Test Valve
GS Pump GS Pump Pump V324001
Bow Thrust
(300/100m3/h (300/100m3/h PI PT Room
at 82/90mth) PI at 82/90mth) PI FS
150V515001(Port)
250 250 150V515002(Stbd)
V212 V212 65 Void
002 125 001 125 125
V292 V352001 150V223001(Port)
V211 V211 150V223002(Stbd)
250 002 250 001 006 Key
V297 V297
001 003 Sea Water
Sea Sea 100
250V207001 V352001
Chest Chest Bilge Water

LA LS LA LS
237 236

Issue: 2 2.9 Bilge System - Page 9 of 10

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 Luna Mærsk Machinery Operating Manual
Closed Hold 7-8 port bilge well suction valve 125A172009 Aft Bilge System Linked to Bilge Main b) Open the overboard discharge valves 150V223001 and
150V223002 from the chain locker. These valves are provided
Closed Hold 7-8 starboard bilge well suction valve 125A172014 Closed Aft bilge well suction valve 150V292005 with extended handles and are operated from the upper deck.
Closed Hold 7-8 centre bilge well suction valve 125A172010 Closed Shaft tunnel bilge suction valve 80A112002
Closed Hold 4-5-6 port bilge well suction valve 125A172029 c) To drain the upper deck wells below the focsle valves
Closed Void space suction valve 65V292008
40V020016 and 40V020017 must be opened. These lines have
Closed Hold 4-5-6 starboard bilge well suction valve 125A172005 Closed Stern tube bilge well suction valve 80V292015 non-return valves fitted.
Closed Hold 4-5-6 centre bilge well suction valve 125A172013 Closed Stern tube cooling water tank suction valve 80V292014
Closed Hold 2-3 aft bilge well suction valve 125A172002 In Port or Coastal Waters
Closed Hold 2-3 forward bilge well suction valve 65A172001 Any bilges which require pumping, when in port, should only be pumped to
Procedure for Pumping Out the Rudder Trunk Using the the bilge holding tank using the engine room bilge pump. The contents of the
Closed Bow thruster compartment bilge suction valve 100V352001 Bilge Ejector bilge holding tank can then be processed when the vessel is in open water.
Closed Forward void space suction valve 65V352001 The ejector operates using sea water which is provided by the fire and GS
pumps with sea water taken from the fire and deck wash system. At Sea
Bilge Main Suction Valves The engine room bilges and the contents of the bilge tank should only be
a) Set the fire and GS pump to provide sea water to the ejector;
Open Bilge main line valve 250V207001 the arrangement presumes that the sea water main is connected pumped overboard through the oily water separator system. Any oil will
to the sea via one of the sea chests as described in section 2.4.1. then be separated out and discharged to the separated bilge oil tank and
Closed Direct engine room bilge (starboard aft) the clean water will be discharged overboard if it is clean enough. If it is
suction valve 65V292010 All other pump valves should be closed.
contaminated with oil, it will be diverted automatically back to the bilge
Closed Direct engine room bilge (port aft) b) The rudder trunk suction valve should be open at all times; holding tank.
suction valve 65V292009 this is a non-return valve.
Closed Direct engine room bilge (starboard forward) The Sludge Pump
c) Open the ejector overboard discharge valve 50V323001.
suction valve 65V292011 The sludge pump is used for pumping sludge and waste oil from the sludge
Closed Direct engine room bilge (port forward) tank for burning in the boiler or to shore via the dedicated line on deck. This
d) Open the sea water supply valve to the ejector from the fire
operation is covered in section 2.6.3.
suction valve 65V292012 and deck wash main, 25V561001. This valve is normally kept
Closed Aft oily water tank suction valve 65A112007 closed.
Emergency Bilge Suction
Closed Suction valve for cofferdam M98 65V292003 e) When the rudder trunk space is empty close the sea water
Closed Suction valve for cofferdam supply valve to the ejector. The emergency bilge suction is provided to deal with serious flooding of
between tanks M44 and M46 65V292034 the machinery spaces. Under such circumstances when the situation threatens
the safety of the vessel, it is permissible to use this means to pump the
Closed Suction valve for cofferdam Procedure for Draining Water from the Chain Locker and bilge water directly overboard. The emergency bilge suction valve is part of
forward of tanks M03 and M05 65V292016 Upper Deck Spaces below the Focsle the ship’s safety equipment and must be maintained operable with at least
Closed Suction valve for cofferdam weekly testing and greasing.
The chain lockers are arranged above the normal fully loaded water line and
forward of tanks M07 and M09 65V292018
so the spaces can be drained directly to the sea. The chain lockers are flushed
Closed Engine pit (aft) suction valve 65V292001 with sea water from the fire and deck wash line.
Closed Engine pit (forward) suction valve 65V292004
Deck drains on the port and starboard sides of the upper deck below the
Closed Star case hat box suction valve 50V310008 focsle are also drained directly overboard using the same overboard discharge
Closed Cargo hold bilge tank suction valve 65A112001 valves as the chain locker drains. There are non-return valves in the overboard
discharge lines from the chain lockers.
Closed Port forward bilge well suction valve 150V292002
Closed Starboard forward bilge well suction valve 150V292001 a) Flush the chain lockers with sea water as required from
the fire and deck wash system using valves 40V324001 and
40V324002.

Issue: 2 2.9 Bilge System - Page 10 of 10

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 2.10 Air Systems

2.10.1 Starting Air System

2.10.2 General Service Air System

2.10.3 Control Air System

Illustrations

2.10.1a Starting Air System

2.10.2a General Service Air System

2.10.3a Control Air System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.10.1a Starting Air System
To Funnel To Safe
Air Tyfon Area Main Engine
Locked
Open
Fire Shutdown Oil Fired
Boiler
15V014042
No. 1 Sootblower
Diesel Generator Engine CC036 40V304005 CO2
15V014041
Locked
Open
PI

DC032
15V014039
Fire Shutdown CO2

50V014008
No. 2
Diesel Generator Engine CC023 40V304001 NC To PT Bridge Control
Control/GS
15V014045 Air System
PT Alarm System

Fire Shutdown Fusible Plug Fusible Plug

No. 3
Diesel Generator Engine CC024 40V304002
PA
L
65A014017 PI PS PS PS PT PI 65A014016
25A014007 25A014008
No.1 Starting No.2 Starting
Air Reservoir Air Reservoir
40A014002 15A014038 15V014037 15V014036 15V014035 40A014001
Locked (12.5 m3) (12.5 m3)
Fire Shutdown Open
65A014011 65A014015
No. 4 15V014046
Diesel Generator Engine CC025 40V304003
200A014013 200A014012
CO2

15A014001 15A014002

Fire Shutdown

No. 5 50V014014
Diesel Generator Engine CC026 40V304004 Oil/Water
Separator
50V014013

50V014012
052701005 052701005 052701005
15V014053
H H H
LP HP LP HP LP HP
Generator Engine Diesel TS TI TS TI TS TI
Oil Emergency Pump Key
PI PI No.1 Air Start PI PI No.2 Air Start PI PI No.3 Air Start PI
Compressed Air
Compressor Compressor Compressor
Air (400m3/h (400m3/h (400m3/h
Motor LT Cooling Water
AC034 15V014141 x 30 kg/cm2) x 30 kg/cm2) x 30 kg/cm2)

40V561008 XA Fail 40V561006 XA Fail 40V561004 Instrumentation

To
Bilge To To To
LO LO LO Fire Alarm
40V561007 PI PS Drain 40V561005 PI PS Drain 40V561003 PI PS Drain XA Fail
Sump Sump Sump
L Receiver L Receiver L Receiver

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 Luna Mærsk Machinery Operating Manual
2.10 AIR SYSTEMS The control air and general service air systems can be supplied from the Open No.1 reservoir outlet valve to engine
starting air system through reducing valves. A crossover valve can be used room alarm horns 40A014002
2.10.1 STARTING AIR SYSTEM to allow one reducing valve to supply both systems should that be necessary
Open No.2 reservoir outlet valve to engine
for any reason.
room alarm horns 40A014001
Main Air Compressors
Open No.1 reservoir pressure switch valve 15A014038
Maker: Tanabe Procedure for Filling the Starting Air Reservoirs and Supplying
the Main and Generator Engines with Starting Air Open No.1 reservoir pressure switch line valve 15V014037
No. of sets: 3
Open No.2 reservoir pressure switch valve 15A014035
Type: Two stage reciprocating, fresh water cooled a) Ensure that all pressure gauge and instrumentation valves are
Model: H-274 open and that gauges and instruments are reading correctly. Open No.2 reservoir pressure switch line valve 15V014036
Capacity: 400m3/h at a pressure of 30kg/cm2 Open Main engine air inlet water separator drain valve CA026V
b) Check the oil level in the compressors.
Open No.1 air reservoir drain valve air trap inlet valve 15A014001
INTRODUCTION c) Check the compressor sumps for water. Open No.2 air reservoir drain valve air trap inlet valve 15A014002

The starting air system is supplied by three starting air compressors which Open No.1 generator engine starting air master valve 40V304005
d) Set up valves as in the following table:
provide air to the two starting air reservoirs. The compressed air is used to Operational No.1 generator engine fire shut down valve CC036
start the main engine and the five generator engines. It is also directed to the Assuming that all three compressors are operational and filling both starting
air horn, engine room alarm horns, the general service air system, the control Open No.2 generator engine starting air master valve 40V304001
air reservoirs.
air system and the generator engine diesel oil emergency pump, via pressure Operational No.2 generator engine fire shut down valve CC023
reducing valves. Air from the starting air reservoirs is supplied to the oil fired
Position Description Valve Open No.3 generator engine starting air master valve 40V304002
boiler for sootblowing purposes.
Open No.1 compressor discharge valve Operational No.3 generator engine fire shut down valve CC024
The two starting air reservoirs are supplied through an oil/water separator Open No.2 compressor discharge valve Open No.4 generator engine starting air master valve 40V304003
situated on the discharge from each of the compressors. The compressors
are each fitted with two safety valves, one after the first stage compression Open No.3 compressor discharge valve Operational No.4 generator engine fire shut down valve CC025
and the other after the second stage compression. The cylinder block cooling Open No.1 compressor inlet valve to Open No.5 generator engine starting air master valve 40V304004
water jacket is provided with a safety plate which blows out if the cooling oil/water separator 50V014014
water system is subjected to excessive pressure. Cooling water is supplied by Operational No.5 generator engine fire shut down valve CC026
the low temperature central FW cooling system. A pressure switch connected Open No.2 compressor inlet valve to Open (Locked) Engine room alarm horn inlet valves 15V014042
to the automatic control system stops the compressor should the LO pressure oil/water separator 50V014013
15V014043
fall below a predetermined value. The bearings are lubricated by a gear pump Open No.3 compressor inlet valve to
fitted at the end of the crankshaft. A high temperature sensor is located at oil/water separator 50V014012 15V014046
the compressor outlet and this will trip the compressor if the temperature Open Oil fired boiler sootblower air supply valve 50V014008
exceeds a predetermined limit. Open Oil/water separator drain outlet valve 15V014053
Open No.1 air reservoir inlet valve 65A014011 Operational Oil fired boiler sootblower air control valve DC032
Each compressor has an automatic unloader arrangement which operates Open Oil fired boiler sootblower air line drain valve 15V014039
when the compressor starts and stops. This allows the compressor to start and Open No.2 air reservoir inlet valve 65A014015
stop off load, thus reducing the loading on the electric drive motor and the Open No.1 reservoir outlet valve to generator engines 65A014017 Open Generator engine emergency DO supply pump
compressor running gear. The compressors are started and stopped by pressure air supply valve to reducing valve 15V014141
Closed No.2 reservoir outlet valve to generator engines 65A014016
switches situated on the inlet line to the starting air reservoirs. Operational Generator engine diesel oil emergency pump
Open No.1 reservoir outlet valve to the main engine 200A014013 control valve AC034
Starting air is supplied to the main and generator engines through separate Closed No.2 reservoir outlet valve to the main engine 200A014012
lines from the reservoirs. Closed Inlet valve to GS air system reducing valve 15V014045
Open Main engine starting air supply valve Open No.1 compressor cooling water inlet valve 40V561008
Switches at the local starter panel enable the compressors to be manually Closed Main engine starting air line drain valve 15V014041
started and stopped. When in remote operation, they can be automatically Open No.1 compressor cooling water outlet valve 40V561007
operated from the control room. Each compressor has a pressure switch Open No.1 reservoir outlet valve to the air horn 25A014007 Open No.2 compressor cooling water inlet valve 40V561006
connected to the control system which allows for auto start/stop and manual Closed No.2 reservoir outlet valve to the air horn 25A014008
start/auto stop. Open No.2 compressor cooling water outlet valve 40V561005

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 Luna Mærsk Machinery Operating Manual
Illustration 2.10.1a Starting Air System
To Funnel To Safe
Air Tyfon Area Main Engine
Locked
Open
Fire Shutdown Oil Fired
Boiler
15V014042
No. 1 Sootblower
Diesel Generator Engine CC036 40V304005 CO2
15V014041
Locked
Open
PI

DC032
15V014039
Fire Shutdown CO2

50V014008
No. 2
Diesel Generator Engine CC023 40V304001 NC To PT Bridge Control
Control/GS
15V014045 Air System
PT Alarm System

Fire Shutdown Fusible Plug Fusible Plug

No. 3
Diesel Generator Engine CC024 40V304002
PA
L
65A014017 PI PS PS PS PT PI 65A014016
25A014007 25A014008
No.1 Starting No.2 Starting
Air Reservoir Air Reservoir
40A014002 15A014038 15V014037 15V014036 15V014035 40A014001
Locked (12.5 m3) (12.5 m3)
Fire Shutdown Open
65A014011 65A014015
No. 4 15V014046
Diesel Generator Engine CC025 40V304003
200A014013 200A014012
CO2

15A014001 15A014002

Fire Shutdown

No. 5 50V014014
Diesel Generator Engine CC026 40V304004 Oil/Water
Separator
50V014013

50V014012
052701005 052701005 052701005
15V014053
H H H
LP HP LP HP LP HP
Generator Engine Diesel TS TI TS TI TS TI
Oil Emergency Pump Key
PI PI No.1 Air Start PI PI No.2 Air Start PI PI No.3 Air Start PI
Compressed Air
Compressor Compressor Compressor
Air (400m3/h (400m3/h (400m3/h
Motor LT Cooling Water
AC034 15V014141 x 30 kg/cm2) x 30 kg/cm2) x 30 kg/cm2)

40V561008 XA Fail 40V561006 XA Fail 40V561004 Instrumentation

To
Bilge To To To
LO LO LO Fire Alarm
40V561007 PI PS Drain 40V561005 PI PS Drain 40V561003 PI PS Drain XA Fail
Sump Sump Sump
L Receiver L Receiver L Receiver

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 Luna Mærsk Machinery Operating Manual
Open No.3 compressor cooling water inlet valve 40V561004
Open No.3 compressor cooling water outlet valve 40V561003

e) Check that the starting air compressors are receiving water

from the low temperature central cooling system and that the
circulation is correct.

f) Check that all automatic drain traps are operational and that the
unloader gear is functioning. Compressor Cooling
Water Outlet Valve
g) Check that the starting air reservoir automatic drains and the 052701005 40V561003
compressor automatic drains are functioning correctly.
150V014014
h) Set one air compressor to auto and the others to standby. The
duty compressor will start and stop as required, controlled
by pressure switches connected to the air reservoirs. The
second compressor will operate if the air pressure falls below
a predetermined value and will function if the duty air 150V014014
compressor fails or is unable to maintain the reservoir pressure
due to excessive air demand. The third compressor can be set
to operate manually should the duty and standby compressors
fail to maintain pressure.
150V014013
i) Drain any liquid from the reservoirs and oil/water separator.
Oil/Water
The duty compressor will operate and supply air to the reservoirs. Under
Separator
normal operating conditions only one reservoir would be in use at any time
but under certain circumstances both might be opened to ensure that adequate
air at the correct pressure is available to meet demand. The duty engineer
needs to assess the rate at which compressed air is being used (e.g. during 150V014053
manoeuvring there may be excessive demand due to frequent stops and starts)
and the rate at which the reservoirs are being replenished.

The air reservoir and line valves for the pressure switches controlling the air
compressors must be open for the air reservoir which is being filled. Starting Air Compressor (No.3)
and the Oil/Water Separator

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 Luna Mærsk Machinery Operating Manual
Illustration 2.10.2a General Service Air System

Casing Key
Accommodation
Compressed Air

E Deck 25V657164 Electrical Signal

GS Air
To Instrumentation
25V657022
Accommodation 25V657023 Upper Deck 21350

To GS Air To GS Air
System System
on Deck (Port) on Deck (Starboard) Deck 17620
DG Room (Port)
50V310208 50V310010 Stores Room Fuel Valve Testing
No.5 Diesel (Starboard) DG Room Equipment
Boiler 25V020123 25V657151
Cleaning Air To Room Generator (Starboard)
Main Engine 25V657173 25V6570152 Workshop 15V020009
25V657161
Turbocharger 25V020813 25V657148
25V657158 25V657159 Deck 13046
Reefer
FW Hydrophore 25V6570153 Cooling
Tank 25V657149 Room
25V657040 Engine Room (Port) Workshop

PA 25V657134
L
PI PS PS PT

DC017

Set at
50V020049
8.8 kg/cm2
To
Control Air
Control/GS 25V657165 25V657930 25V657166
40V020019 System
Air Reservoir 40V511006
25C662003
(0.2 m3) LO Cooling Room
Purifier Room
25V020033 NC 25V020030 25V020029 25V020123
To
Bilge
PI TS After Cooler PI TS After Cooler
25V657821
25V020031 25V511010 PI
Compressor Room
25C716003

15A20003
To 25V657220
Bilge
Deck 7920
Compressor Room
To XA TI XA TI
Bilge Sea
Chest
From No.2 No.1 25V657172
Start Air Control/GS Control/GS 25V654020
System Air Air Priming Unit Cargo Bilge Pump
Compressor Compressor
To To
Bilge LO Bilge LO Priming Unit SW Pump 25V657132
TI LS TI LS
Sump Sump
25V654157 Sea Chest

Priming Unit Fire/GS Pump

25V654970
Tank Top (Starboard Aft) Tank Top (Port)
25V657155
25V657167 25V657526 Priming Unit Fire/GS Pump
25V657627 25V657156
Tank Top (Port Aft) 25V654158
Shaft Tunnel Tank Top (Starboard Aft)
Tank Top 2676

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 Luna Mærsk Machinery Operating Manual
2.10.2 GENERAL SERVICE AIR SYSTEM • Diesel generator rooms Open Purifier room supply valve 25V657930
• Workshop Open Compressor room supply valve 25V657821
Control and General Service Air Compressor • Reefer cooling room Open Compressor room supply valve 25V657220
Maker: Tamrotor • LO cooling room Open Workshop supply valve 25V657148
No. of sets: 2
• Priming units for bilge pump, SW pumps, fire and GS pumps, Open Reefer cooling room supply valve 25V657149
Type: Screw, air cooled
Model: FS 15-8.5 EANA • Sea chests Open Diesel generator room (port) supply valve 25V657151
Capacity: 150m3/h at a pressure of 8kg/cm2 • Tank top outlets Open Diesel generator room (port) supply valve 25V020123
Open Diesel generator room (starboard) supply valve 25V657158
INTRODUCTION Procedure for Preparing the General Service Air System for Open Diesel generator room (starboard) supply valve 25V657159
Operation
The general service air system is supplied by air from the control and general Open Stores room (starboard) supply valve 25V657152
service air reservoir. The control and general service air reservoir can be a) Ensure that all instrumentation valves are open and that the Open Engine room (port) supply valve 25V657153
replenished from the main air system or by the two control and general instrumentation is reading correctly.
Open Supply valve to deck (starboard)
service air compressors. These are screw air cooled compressors with a free
GS air system 50V310010
air delivery of 150m3/h at a pressure of 8kg/cm2. The control and general b) Check the oil level in the compressors. Check the cooler units
service air compressors are provided in package form which contains the in the compressors and check that they are programmed to Open Supply valve to deck (port)
electric drive motor, the compressor, cooler and the compressor system operate as required. GS air system 50V310208
support services.
Open No.5 diesel generator GS air supply valve 25V657173
c) Set the compressor valves for operation ensuring that the drains
The control and general service air compressors discharge air to the control are operational. Open Hydrophore tank GS air supply valve 25V657040
and general service air reservoir. The compressors are controlled by the Open Boiler room GS air supply valve 25V657161
pressure in the reservoir, loading and unloading as required. The compressors d) Set up valves as shown in the table below:
may be programmed for operation at the control panel; features such as Open GS air supply valve for turbocharger cleaning 25V020813
starting and stopping pressures can be programmed together with timed start This description assumes that air is being supplied by the working air Open Casing GS air outlet valves 25V657023
and stop should that be required. compressors and not from the main starting air reservoirs.
25V657022
The general service system can be supplied from the starting air system, Position Description Valve 25V657164
through a reducing valve as explained in section 2.10.1.
Closed Supply valve from start air line reducing valve 25V020030 Open Sea chest GS air supply valve 25V657132
The service air system supplies the following services: Closed Control/GS air compressor filling valve from
• Deck services starting air line reducing valve 25V020031 Open Cargo bilge pump priming unit air valve 25V654020
• Engine room services Open No.1 control/GS air compressor outlet valve 25V020123 Open Sea water pump priming unit air valve 25V654157
• Accommodation service Open No.2 control/GS air compressor outlet valve 25V020029 Open Fire and GS pump priming unit air valve 25V654970
• Fuel valve testing table Open Control/GS air reservoir filling valve 25V020033 Open Fire and GS pump priming unit air valve 25V654158
• Exhaust valve grinding machine Open Working/control air reservoir drain valve 15A20003 Open Tank top port GS air valve 25V657156
• FW hydrophore tank Open Working/control air reservoir outlet valve Open Tank top starboard aft GS air valve 25V657526
to the general service air system 50V02004
• Purifier room Open Tank top starboard aft GS air valve 25V657627
Operational General service air system supply
• Emergency generator room Open Tank top port aft GS air valve 25V657155
controlled valve DC017
• Turbocharger cleaning unit Open Shaft tunnel GS air valve 25V657167
Open Fuel valve testing equipment valve 15V02009
• Boiler room
Open LO cooling room supply valve 25V657166
• Stores room
Open Purifier room supply valve 25V657165

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 Luna Mærsk Machinery Operating Manual
Illustration 2.10.2a General Service Air System

Casing Key
Accommodation
Compressed Air

E Deck 25V657164 Electrical Signal

GS Air
To Instrumentation
25V657022
Accommodation 25V657023 Upper Deck 21350

To GS Air To GS Air
System System
on Deck (Port) on Deck (Starboard) Deck 17620
DG Room (Port)
50V310208 50V310010 Stores Room Fuel Valve Testing
No.5 Diesel (Starboard) DG Room Equipment
Boiler 25V020123 25V657151
Cleaning Air To Room Generator (Starboard)
Main Engine 25V657173 25V6570152 Workshop 15V020009
25V657161
Turbocharger 25V020813 25V657148
25V657158 25V657159 Deck 13046
Reefer
FW Hydrophore 25V6570153 Cooling
Tank 25V657149 Room
25V657040 Engine Room (Port) Workshop

PA 25V657134
L
PI PS PS PT

DC017

Set at
50V020049
8.8 kg/cm2
To
Control Air
Control/GS 25V657165 25V657930 25V657166
40V020019 System
Air Reservoir 40V511006
25C662003
(0.2 m3) LO Cooling Room
Purifier Room
25V020033 NC 25V020030 25V020029 25V020123
To
Bilge
PI TS After Cooler PI TS After Cooler
25V657821
25V020031 25V511010 PI
Compressor Room
25C716003

15A20003
To 25V657220
Bilge
Deck 7920
Compressor Room
To XA TI XA TI
Bilge Sea
Chest
From No.2 No.1 25V657172
Start Air Control/GS Control/GS 25V654020
System Air Air Priming Unit Cargo Bilge Pump
Compressor Compressor
To To
Bilge LO Bilge LO Priming Unit SW Pump 25V657132
TI LS TI LS
Sump Sump
25V654157 Sea Chest

Priming Unit Fire/GS Pump

25V654970
Tank Top (Starboard Aft) Tank Top (Port)
25V657155
25V657167 25V657526 Priming Unit Fire/GS Pump
25V657627 25V657156
Tank Top (Port Aft) 25V654158
Shaft Tunnel Tank Top (Starboard Aft)
Tank Top 2676

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 Luna Mærsk Machinery Operating Manual
General service air valves in the accommodation

Position Description Valve

Reducing Valve
Open Aft of accommodation on port side deck 25V659008
Open Aft of accommodation on starboard side deck 25V659007 DC017
50V020049
Open Aft of accommodation on port side deck 25V659011
Open Aft of accommodation on port side deck 25V659012 From Main Air Reservoir
Open Aft of accommodation on starboard side deck 25V659010 15V014045
Open Aft of accommodation on starboard side deck 25V659009
Open CO2 room air outlet 25V657142
Open Emergency generator room air supply 25V657141
Open Air conditioning room air supply 25V657140
Open Deck store air supply 25V657143
Open Paint store air supply 25V657886

e) Start the control and general service air compressor, one of

which will be the duty compressor and the other the standby
compressor.
25V020030
f) Check the system drain traps are operational.

g) Check that the compressors start and stop automatically

supplying air as required.
25V020019
h) Ensure that remote user outlets are receiving air. Air valves
to user locations should be opened periodically to blow them
through in order to remove condensate and prevent seizure.

25V020033

Control and General Service Air Reservoir

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 Luna Mærsk Machinery Operating Manual
Illustration 2.10.3a Control Air System Set at 8.8 kg/cm2

Casing
PA PS PI To
Bilge
Compressed Air
To Fire Flaps
Fire Flaps
25V310019 Air Reservoir
(1.1 m3)

15A02004

Upper Deck 21350

To Port Side To Starboard Side

Passageway Passageway
Control Air System Control Air System
Deck 17620

15V310007 15V310008
Manifold Manifold

To To
Bilge 25V020617 Bilge
25V020716 By Reefer Coolers
In Purifier Room

Deck 13046

To Behind LT FW Coolers
PA Main Engine
L Control System 25V020818 15V020010 To
PI PS PS PT
25V020033 Bilge
Sealing Air for Manifolds
Main Engine Exhaust Valves
To
GS Air
Set at To
50V020049 DC017 System
8.8 kg/cm2 25V020920 Bilge

Control/GS In Starboard
25V020032 25V020415
Air Reservoir 40V020019 40V511006 Generator Room
25C662003
(0.2 m3)

25V020033 NC 25V020030 25V020029 25V020123

To Near Air In Port
Bilge Manifolds
Compressors Generator Room
PI TS After Cooler PI TS After Cooler
40V020032
25V020031 25V511010 PI

25C716003
40V020026
15A20003
To To To
Bilge Bilge Bilge
To XA TI XA TI
Bilge Deck 7920
Control
From No.2 No.2 Air Dryer
Start Air Control/GS Control/GS Key
System Air Air 40V020024
Compressor Compressor Compressed Air
To To
Bilge LO Bilge LO Electrical Signal
TI LS TI LS
Sump Sump To
Bilge Instrumentation

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 Luna Mærsk Machinery Operating Manual
2.10.3 CONTROL AIR SYSTEM c) Ensure that there is air in the control and general service (Note: The valve arrangement given above indicates that control air is being
air reservoir at the desired pressure and that the working air supplied by the working air compressors and is being taken from the
Control Air Dryer compressors are operating, as in section 2.10.2, or the control working/control air reservoir. If this system is inoperative for any
and general service air reservoir is being replenished by the reason air can be taken from the main starting air system.)
Maker: Hankinson International main starting air system via the reducing valve. See section
No. of sets: 1 2.10.1. g) Check the operation of the control air system periodically and
Type: R-134A refrigerant with air-cooled condenser ensure that the dryer is working effectively.
d) Set up valves as shown in the following table:

INTRODUCTION Position Description Valve

The control air system is supplied from the control and service air reservoir. Open Control and general service air reservoir
This reservoir may be replenished by control and service air compressors or outlet valve to control air system 40V020019
from the main starting air system via a reducing valve; the pressure in the Open Air dryer inlet valve 40V020024
control air system is 8 bar.
Open Air dryer outlet valve 40V020026
The arrangement for operating the working air compressors to replenish Closed Bypass valve for air dryer 40V020032
the working and control air reservoir has been described in section 2.10.2
previously. Open Outlet valve to main engine control system 25V020818
Open Outlet valve to main engine exhaust valve
The control air is processed through a refrigerated control air dryer and sealing air supply 15V020010
associated filters before supplying the control air services.
Open Air supply to fire flaps air reservoir 25V310019
The control systems are supplied via outlets from six control air manifolds; Open Fire flaps air reservoir drain valve 15A02004
each manifold has a drain valve and a number of outlet valves supplying
Open Supply valve to port side passageway
individual requirements. In addition to these control air manifolds, control
control air system 15V310007
air is supplied to the main engine control system, the main engine exhaust
valves as sealing air and control air systems in the port and starboard Open Supply valve to starboard side passageway
passageways. control air system 15V310008
Open Control air manifold supply valve 25V020032
(Note: It is essential that the control air is dried before entering the control
system as any moisture in the control air can cause problems at Open Control air manifold supply valve 25V020415
actuators or other parts of the control system which could lead to Open Control air manifold supply valve 25V020920
failure. The air dryer is fitted with a bypass valve which is locked
closed. Only in the event of failure of the control air dryer should the Open Control air manifold supply valve 25V020033
dryer bypass valve be opened.) Open Control air manifold supply valve 25V020617
Open Control air manifold supply valve 25V020716
Procedure for Preparing the Control Air System for
Operation
(Note: Although valves are shown as open this is their normal operating
a) Ensure that all instrumentation valves are open and that the condition and they will be closed if the service is not being used.)
instrumentation is functioning correctly. Control Air Manifold
e) Check that the control air dryer drain is operating and draining
water from the dryer, this is normally done automatically but it
b) Check that there is electrical power at the control air dryer. Start
is important to ensure that the valve operates effectively.
the dryer operating and ensure that the dryer is functioning
correctly.
f) Start the control air system operating and check that control air
is available at all outlets as required.

Issue: 1 2.10 Air Systems - Page 10 of 10

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 2.11 Steering Gear, Thruster Units and Stabilisers

2.11.1 Steering Gear

2.11.2 Bow Thruster

2.11.3 Stern Thruster

2.11.4 Stabilisers

Illustrations

2.11.1a Steering Gear Hydraulic System

2.11.1b Steering Gear Hydraulic Block

2.11.2a Bow and Stern Thruster Control

2.11.4a Stabiliser Machinery Unit

2.11.4b Stabiliser Hydraulic System

2.11.4c Local Control Unit

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 Luna Mærsk Machinery Operating Manual
Illustration 2.11.1a Steering Gear Hydraulic System

Filling

Storage
Expansion Tank Tank M82
(3.9m3)
Drain
Key
Hydraulic Oil

Return Line
Pump

Cross Connection Cross Connection

Valve Block CC3 Fwd Valve Block CC4

a1
b2

b1 a2

Bypass/Safety Bypass/Safety
Valve Block BP2 Valve Block BP1

G2 H2 G1 H1

Cross Connection Cross Connection

Valve Block CC1 Valve Block CC2

Port pump Starboard pump Starboard pump

a No.1 b a No.3 b a No.2 b

Connection Hydraulic Block (See Illustration 2.11.1b)

Issue: 1 2.11 Steering Gear, Thruster Units and Stabilisers - Page 1 of 16

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 Luna Mærsk
2.11 STEERING GEAR, THRUSTER UNITS AND
STABILISERS
2.11.1 STEERING GEAR
Maker: Posgrunn
No. of sets: 1
Type: Electro-hydraulic rotary vane
Model: 650-325/2 IMO
INTRODUCTION
The steering gear system consists of actuator, power units, electro/hydraulic
control system and associated electrical components.
The actuator has a vaned rotor and the hydraulic force is transferred to the
rudder stock/rudder by means of a frictional connection between the rotor
hub and rudder stock taper.
The actuator/rotor housing is divided into two sets of pressure and return
chambers. Internal oil distribution is arranged by means of channels in the
cover which direct the oil to the pressure chambers and away from their
respective return chambers. Oil flow channels are opened and blocked by
means of control valves. The chamber dividing walls also act as mechanical
stoppers for rotor movement and rudder angle limitations.
There are two vanes on the rotor which have two radial, bronze bearings, upper
and lower, and one vertical bronze bearing rudder carrier. These bearings are
lubricated by the hydraulic oil from the pressure chambers.
The housing is divided into two cylinders by means of two stoppers which
are bolted into the housing.
Sealing between pressure chambers is by means of spring loaded cast iron
sealing bars. Seals between the actuator and rudder stock are arranged as
gland seals. A header/expansion tank is arranged on top of the actuator, this
acting as an oil reservoir tank for the system oil. The system is provided with
three motor and pump units which consist of electric motor, hydraulic pump,
oil reservoir and filters. The temperature of the oil in the tanks for these pumps
is controlled by means of an air cooled radiator. Heaters are also provided in
order to maintain temperature should local conditions become cold.
Rudder control is arranged by electric solenoid valves and hydraulic spool
valves, directly mounted on the actuator housings.
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General
The steering gear is designed to meet a requirement of double separation
when in operation. It is possible to separate (set in bypass) one rotor vane and
operate the steering gear with the other vane. It is also possible to separate
(set in bypass) one stopper and operate the steering gear by means of the other
stopper only. This effectively gives a single cylinder operation with pressure
oil on one side of a vane and vent oil on the other vane. The separation
of one vane is a fully automatic function, with activation being brought
about by failure of the oil distribution system. Separation of one stopper
can also be done manually. A separation of one stopper always requires a
manual action by changing the manual switch in the wheelhouse panel to
the STOPPERS position.
Pressure Containing Parts of the Actuator
The housing and stoppers are cast in nodular iron. The cover is fabricated
from rolled plate and is bolted to the housing and the stoppers. The cover
and bottom of the housing are also kept together with stay bolts through each
stopper. The cover plate is of rectangular form in order to allow for boring
of the oil distribution lines.
Torque Transmitting Parts
The torque transmission from the rotor to the rudder stock is made by a
friction connection. The taper of the cone is 1 in 15. The connection is
calculated to transfer twice the design torque equated to the relief valve
setting. The material in the rotor is nodular cast iron.
The adjustment of height of actuator/rudder is made by using steel chocks or
chockfast under the housing flange.
Bearings
There are two radial bearings and one rudder carrier bearing in the steering
gear actuator. Wear at the upper radial bearing and the rudder carrier can
be determined by measuring the clearance at the top of the actuator, with a
micrometer/feeler and the expansion tank dismantled. The clearance in the
lower radial bearing can be determined by using a hydraulic jack to move
the rudder stock against a dial gauge located in four places. All bearings are
made of ordinary bearing bronze.
Seals
In order to seal between the high and low pressure sides in the pressure
chambers, double sets of cast iron, spring loaded sealing bars are used, both
on the rotor vanes and the stoppers. Between the pressure chambers and
actuator expansion tank sealing is provided by means of a spring loaded
cast iron sealing ring.
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Machinery Operating Manual
In addition to springs, the pressure in the main system is led, via non-return
valves/nozzles, to the rear of the sealing ring, which improves the seal
capability.
The lower part of the rotor, and the top of the lower radial bearings acts as a
seal against the bottom of the housing, but allows a small amount of oil to pass
for lubrication of the radial bearing and rudder carrier bearing.
This leak oil will pass through a ring chamber and back to the expansion tank
on top of the actuator. Between this ring chamber and the rudder stock, an
adjustable packing gland with box packing is installed.
Oil Distribution
Internal oil distribution in the actuator is arranged through channels in the
cover. Cross connection valves are mounted on the cover. These valves are
open when the gear is operated as a normal actuator, i.e. pressure on both
vanes. If it is necessary to separate parts of the actuator, cross connection
valves will be shut and the remaining part of the actuator will be operated
by one power unit.
There are three oil tank and pump units, the pump units being the double
type with separate suction and discharge pipes to each pump in the pair.
The discharge lines from the individual pumps in each pair provide a single
pressure oil outlet from each pump unit. The centre tank and pump unit
supplies both vane units in the actuator and can be used to drive the steering
gear alone. The other tanks and associated pump units supply only half of
the actuator vane unit each. They can be used together to drive the complete
actuator or individually to drive half of the actuator. They can also be used
individually in conjunction with the centre pump unit.
Control System
The system is based on automatic/manual functions to provide for continuity
of operation if a failure occurs due to an oil leakage from the steering
gear. The automatic functions can be overridden manually. The automatic
system is operated by level switches on the expansion tank. In the event
of failure of one part of the hydraulic system, the control system operates
to isolate the section in which failure has occurred. Steering capability is
maintained at a reduced ship operating speed of two thirds maximum with
50% of the rudder torque.
The tank has three compartments. One of them is common for the complete
actuator (both cylinders) and contains two level switches. The highest low
level switch only gives an alarm but the lower low level switch gives an alarm
and also closes the cross connection valves, CC1 and CC3 or CC2 and CC4
as shown on the steering gear system drawing. The low low level switch starts
another pump unit if it is not already running.
2.11 Steering Gear, Thruster Units and Stabilisers - Page 2 of 16
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 Luna Mærsk Machinery Operating Manual

Illustration 2.11.1b Steering Gear Hydraulic Block

A To Rudder Actuator B A To Rudder Actuator B Key A To Rudder Actuator B

Hydraulic Oil

Return Line

From
Storage
95 bar 95 bar
Tank

95 bar
To/From
Expansion
Tank

Power Pack Boundary

M M M

M M M
M M M

M
°C

°C °C
°C °C °C 5 bar

Connection
Hydraulic
Block

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 Luna Mærsk Machinery Operating Manual
The two other oil compartments are each served by their own pump unit and
each oil compartment contains one low level switch. These switches stop the
respective pump unit and also open a relief/bypass valve which bypasses the
vane. If for any reason separation over one stopper is required, the manual
switch in the wheelhouse must be set in the STOPPERS position.

The steering gear is equipped with two directional valve blocks located on
the actuator cover, and each valve block controls the oil flow from the power
unit to which they are connected.
Feedback Linkage
Separation of Actuators Expansion Tank System

Actuators may be separated automatically or manually. Automatic separation

is based upon oil leakage but manual separation can be carried out by
activation of the manual separation switch. This is used if the rudder does
not respond to an order and there is no oil leakage alarm. For oil leakage the
Directional Pilot Valve
manual separation switch is moved to position 1 which gives separation of Cross Connection Valve
LL
vanes. Position 2 gives separation of stoppers. With manual separation only CC2
one pump should be running when the switch is set and if two pumps are
running then one must be stopped before the switch is set.

Rudder Stock Locking Device

Cross Connection Valve
When the rudder stock locking device is activated it is not possible to start the
CC1
steering gear power unit as the main pumps are interlocked. Indication lamps
are activated in the wheelhouse panel and the oil separation panel. Operation Directional Pilot Valve
of the locking device may be done from the wheelhouse or the steering gear NN
compartment by pushing the rudder stock LOCK switch. The lock may be
released at the wheelhouse or in the steering gear compartment by pushing
the rudder stock RELEASE button.

Steering Gear

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 Luna Mærsk Machinery Operating Manual

Redfon MEL Unit Telephone

Solenoid Control Pushbutton Solenoid Control

for Emergency Operation Pushbutton for
NFU-Tiller
Emergency Operation
(Emergency)

Emergency Switch

Directional Pilot Valve

Steering Compartment Local Control Station

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 Luna Mærsk Machinery Operating Manual
OPERATION In the event of oil leakage: h) Check the operating pressures and the oil temperature.

The steering gear is remotely controlled by the auto pilot control or by
hand steering from the wheelhouse. Emergency control is carried out by
the operation of the pushbuttons on the steering gear solenoid valves if the
electrical control system has failed or by means of the local NFU tiller unit
if the steering gear control system still operates but the control transmission
from the bridge has failed.
All orders from the bridge to the steering compartment are transmitted
electrically. The electrical signals activate solenoid valves to direct pressure
and vent oil to and from the hydraulic cylinders formed by the vanes,
casing and stoppers. Steering gear feedback transmitters supply the actual
position signal for the systems, allowing the bridge actuator to know the
actual position of the rudder at all times. The rudder angle is limited to
35° port or starboard.
Under normal circumstances the two vanes will be in use, with oil supplied
by any one or two of the pump units. When manoeuvring in confined waters,
it is compulsory that two pump units are running in order to achieve the IMO
recommended rudder movement of 35° one side to 30° the other side in 28
seconds (with one pump in 56 seconds).
Three pumps are fitted but the system must only operate with a maximum
of two pumps running, the third pump acts as a standby pump. Normally
at sea the steering gear can operate with one pump running. The steering
gear may be started and stopped from the bridge or from the steering gear
room. Start and stop is activated by means of a switch and a step relay; the
step relay may also be manually operated. The pump unit(s) not operating
are set to standby mode.
In the event of pump failure the control system will operate to start the other
pump(s) so that the complete actuator can function. In the event of oil leakage,
the control system will operate to isolate a section of the actuator (a vane) so
that the actuator operates with one valve only. The closing of the appropriate
valves prevents further oil leakage.
OIL LEAKAGE
In the event of oil leakage the level oil tank(s) will fall and actuate the
level switches.
• Level switch LV5 is the low level switch in the common tank
• Level switch LV4 is the low-low level switch in the common
tank
• Level switch LV3 is the low level switch in pump tank 3
• Level switch LV2 is the low level switch in pump tank 2
• Level switch LV1 is the low level switch in pump tank 1
LV5: An alarm is actuated
LV5 + LV4: The steering gear is automatically separated, the CC blocks
are activated and the standby pump starts
LV5+LV4+
LV1 or LV2
or LV3 Autostop of pump which has the leak with vane separation
Operational Procedure to Start the Steering Gear
Oil Filling
a) Oil must be supplied to the expansion tank via the filler cap;
there is a filter at the filler cap and this must be in place to
ensure that no solid matter enters the system.
b) Oil is also supplied directly to the actuator through the
ventilation holes in the cover. All ventilation holes must be
opened during this procedure.
c) When oil has been supplied so that no low level alarm is present
and the expansion tank level is showing 25% full, the system is
charged and the steering gear is ready for testing.
The system valves are assumed set for normal operation.
a) Check the level and condition of the oil in the tanks and refill
with the correct grade as required.
b) Operate the starter and check that the pump motor is turning
in the correct direction. This only needs to be done at initial
start-up or after any work has been carried out on the electrical
system.
c) Check that the mechanical indicator arms move freely.
d) Ensure the rudder is in the mid position.
e) Start the selected electro-hydraulic pump unit. The starting and
stopping of pumps can be undertaken from the bridge.
f) Carry out predeparture tests.
g) Check for any abnormal noises. Check for any leakages and
rectify if necessary.
Emergency Steering
This is covered in section 5.3. The emergency procedure used depends upon
the nature of the failure. If the bridge steering unit or transmission system
has failed but the steering gear is still fully functional local steering may take
place by means of the local NFU tiller unit. In order to allow this unit to
function the locked emergency switch must be changed over to STEERING
GEAR ROOM mode from BRIDGE mode.
If the steering control system has failed the hydraulic system must be operated
manually and this involves the local control of the pump directional pilot
valves, LL, MM and NN. Instructions must be transmitted to the steering gear
room from the bridge by telephone. As the pump directional pilot valves are
controlled individually by hand it is not possible to ensure that control of two
pumps would take place at exactly the same time and only one pump unit must
be operating when in emergency control from the steering gear room. In order
to operate the emergency steering system, the REMOTE/LOCAL switch must
be in the LOCAL position and the starting and stopping of pumps takes place
in the steering compartment.
System Checks
Daily Checks
• Check oil level in the expansion tank and refill as necessary, the
level should not exceed 75% at normal working temperature.
• Check the system pipe work and valves for leakage.
• Note the temperature of the oil in the hydraulic system.
• Visually check the components such as indicators and linkage
arms.
• Check gauges for any abnormal readings.
• Check for abnormal noise when the rudder is moving.
Monthly Checks
• Check tightness of all coupling bolts and pipe connections.
• Check settings of limit switches.
• Carry out a function test on the entire alarm system (see the
manufacturer’s operating manual).
• Check that the rudder indicator is functioning correctly.

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 Luna Mærsk Machinery Operating Manual

Suction Filter Suction Pipe

Delivery Pipe

Electric Motor

Pump

Electric
Motor

Drive Shaft

Hydraulic Control
Pipes

Thruster Duct

Thruster Hydraulic Oil Service Pump

Bow Thruster Unit

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 Luna Mærsk
2.11.2 BOW THRUSTER
Maker: Kawasaki Heavy Industries
No. of sets: 1 into rotary movement of the blades by the sliding block mechanism. The vent
Type: Kawasaki KT-157B3
Power: 1,370kW
INTRODUCTION
The purpose of the thruster units is to turn the ship when operating at slow
speeds or when not under way, to keep the ship in position in a cross wind
and to move the ship towards or away from a mooring position as required.
The thrust is produced by rotation of a propeller unit which is housed in a
transverse cylindrical ducting; the propeller unit being rotated by means of a
vertical electric motor via bevel gears. The propeller blade pitch is controllable
in order to obtain the desired magnitude and direction of thrust.
The thruster comprises of a number of separate sections:
• The electric motor unit with drive shaft and bevel gearing
driving the propeller unit hub
• The propeller unit with blades mounted in the hub
• The hydraulic unit which changes the pitch of the propeller
blades
• The control system which regulates the blade pitch in accordance
with demand from the bridge.
At speeds greater than 5 knots there is a risk of drawing air into the thruster,
particularly when operating at shallow draught, and that will degrade the
performance and can cause cavitation damage. The drawing in of air can be
detected by hunting of the main motor ammeter and should be avoided.
Side Thruster Unit
Power is transmitted from the electric motor through the flexible coupling,
input shaft and bevel gears to the propeller shaft, rotating the propeller in
a constant direction.
The propeller part consists of four propeller blades, a propeller hub with
a hydraulic servomotor and the sliding block mechanism. The propeller
blades are connected to blade carriers by blade bolts and this assures easy
exchange of blades in the thruster tunnel. The gear case, which carries the
propeller parts, is connected to the thruster tube by bolts and this assures easy
overhauling of all parts inside the tube.
Issue: 1
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Pressurised oil from the solenoid valve is fed to the hydraulic servomotor
through the pipes in the propeller shaft, resulting in the reciprocating
movement of the servomotor piston. This movement of the piston is converted
side of the servomotor piston drains, via the solenoid valve, to the oil bath
in the thruster body. From this pressurised oil bath, oil returns to the header
tank. The main actuator power pack pump takes oil from the header tank and
supplies it to the thruster unit via the solenoid control valves. The hydraulic
power pack unit provides oil under pressure and this is used to change the
pitch of the thruster unit blades.
A shaft sealing mechanism is attached to the gear case in order to prevent
leakage of oil out of the system.
The bow thruster proper takes 350 litres of oil and the gravity tank 80 litres.
A hand pump is provided for draining the thruster unit.
The hydraulic system is the same as that for thew stern thruster and is shown
in illustration 2.11.3a.
Lubricating Device
The bevel gear and all the bearings inside the gear case are lubricated by
the bath lubricating method.
The lubrication oil in the gear case is slightly pressurised by the connection
with the gravity tank which is provided above the water surface to prevent sea
water from leaking into the oil system.
Operating Limits
The thruster units must operate within specific limits of draught and speed.
The draught of the ship at the thruster must exceed 4.1m and the ship must
not be operating above 5 knots. If the limit in either case is exceeded there
is a risk of air being drawn into the thuster unit and this can result in blade
cavitation or vibration. The drawing in of air is marked by a change in load on
the thruster and by hunting of the main motor ammeter.
The main motor must only be started when the blades are in the neutral
zone (zero pitch) or in the allowable zone (blade pitch of ±3°). The system
is interlocked to prevent the main motor from starting if the blade pitch is
outside the set limits. Interlock switches also prevent the main motor from
starting if the cooling fan has stopped, if the power pack gravity tank level is
low or if the control oil pressure is low.
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Machinery Operating Manual
Procedure for Operating the Thruster Units
Manipulation of the switches and thruster components is normally only
undertaken from the bridge either at the wheelhouse control stand or the
control stands on the bridge wings. The main switch at the motor control
panel should be set at REMOTE in order to allow for this.
Starting
a) Switch the control power source ON and confirm this by means
of the indicator lamp.
b) Switch on the main power source and confirm this by means
of the main source lamp.
c) Move the operation switch to STANDBY and the hydraulic
RUNNING lamp will illuminate.
d) Check that the pitch of the blades is zero and if it is not, zero
the blade angle by means of the control dial.
e) Start the main motor by pressing the RUN button; the main
motor will only start if the interlocks mentioned above have
been removed.
f) When the main motor is running the blade pitch may be
changed by means of the control dial and the angle of the
blades is indicated on the load indicator.
(Note: The main motor will only start if the power management system
assesses that there is sufficient power available, if not, starting is
delayed until another generator is started and supplying power.)
Stopping
a) Zero the blade handle by means of the control dial.
b) Press the operation mode STANDBY button.
c) Press the operation mode OFF button.
d) Press the operation mode STOP button.
e) The thruster is now out of operation but the main power panel
is still active and this needs to be shut down if any work is to
be undertaken on the thruster unit.
The bow thruster drive motor, hydraulic servo pump and gravity tank are
located in the bow thruster compartment forward.
2.11 Steering Gear, Thruster Units and Stabilisers - Page 8 of 16
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 Luna Mærsk Machinery Operating Manual
Illustration 2.11.2a Bow and Stern Thruster Control
Continuous Port Starboard
Mode Changever Non - Follow Bridge Wing Wheelhouse Bridge Wing
Switch Control Switch
Load
Indicator Non -
Follow Follow
Up Up Port Stbd Overload
Control Protection
Position Variable Setting
Selection
MSB Breaker
Stern Thruster Stern Thruster
Feeder Motor 770kW
HVS - 06

Control Mode
Changeover
MSB Breaker
3 Phase Amplifier
Bow Thruster
Feeder 6,600V 60Hz +
-
HVS - 1301 Overload
Protection
Cancel
Port
Amplifier Maximum
Limit Load
Signal
THRUSTER STAR DELTA
STARTER PANEL
Hydraulic Power Pack
Current/
Signal
Isolator Converter
Zero Starboard
Pitch Amplifier Maximum
Start Limit Motor
Interlock Current
Sensing

Motor Heater
Bow
Thruster Motor Blade Position Control
Leakage Detector 1,370kW Distribution Block
(Stern Thruster and Solenoids
Only)
Pitch Signal
Blade Angle
Transmitter

Port Max. Stbd Max.

Zero Pitch
Pitch Pitch
Detector
Detector Detector

Earthing Switch

THRUSTER UNIT

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 Luna Mærsk
2.11.3 STERN THRUSTER
Maker: Kawasaki Heavy Industries
No. of sets: 1 into rotary movement of the blades by the sliding block mechanism. The vent
Type: Kawasaki KT-105B1
Power: 770kW
INTRODUCTION
The purpose of the thruster units is to turn the ship when operating at slow
speeds or when not under way, to keep the ship in position in a cross wind
and to move the ship towards or away from a mooring position as required.
The thrust is produced by rotation of a propeller unit which is housed in a
transverse cylindrical ducting; the propeller unit being rotated by means of a
vertical electric motor via bevel gears. The propeller blade pitch is controllable
in order to obtain the desired magnitude and direction of thrust.
The thruster comprises of a number of separate sections:
• The electric motor unit with drive shaft and bevel gearing
driving the propeller unit hub
• The propeller unit with blades mounted in the hub
• The hydraulic unit which changes the pitch of the propeller
blades
• The control system which regulates the blade pitch in accordance
with demand from the bridge.
At speeds greater than 5 knots there is a risk of drawing air into the thruster,
particularly when operating at shallow draught, and that will degrade the
performance and can cause cavitation damage. The drawing in of air can be
detected by hunting of the main motor ammeter and should be avoided.
The electric motor is provided with water cooling, the water being circulated
as part of the low temperature fresh water circulation system.
Side Thruster Unit
Power is transmitted from the electric motor through the flexible coupling,
input shaft and bevel gears to the propeller shaft, rotating the propeller in
a constant direction.
The propeller part consists of four propeller blades, a propeller hub with
a hydraulic servomotor and the sliding block mechanism. The propeller
blades are connected to blade carriers by blade bolts and this assures easy
exchange of blades in the thruster tunnel. The gear case, which carries the
propeller parts, is connected to the thruster tube by bolts and this assures easy
overhauling of all parts inside the tube.
Issue: 1
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Machinery Operating Manual
Pressurised oil from the solenoid valve is fed to the hydraulic servomotor Starting
through the pipes in the propeller shaft, resulting in the reciprocating a) Switch the control power source ON and confirm this by means
movement of the servomotor piston. This movement of the piston is converted of the indicator lamp.
side of the servomotor piston drains, via the solenoid valve, to the oil bath b) Ensure that the LT fresh cooling water system is operating and
in the thruster body. From this pressurised oil bath, oil returns to the header that the motor cooling water inlet valve 40V561002 and outlet
tank. The main actuator power pack pump takes oil from the header tank and valve 40V561001 are open.
supplies it to the thruster unit via the solenoid control valves. The hydraulic
power pack unit provides oil under pressure and this is used to change the c) Switch on the main power source and confirm this by means
pitch of the thruster unit blades. of the main source lamp.
A shaft sealing mechanism is attached to the gear case in order to prevent
d) Move the operation switch to STANDBY and the hydraulic
leakage of oil out of the system.
RUNNING lamp will illuminate.
The thruster proper takes 220 litres of oil and the gravity tank 50 litres. A
e) Check that the pitch of the blades is zero and if it is not, zero
hand pump is provided for draining the thruster unit.
the blade angle by means of the control dial.
Lubricating Device f) Start the main motor by pressing the RUN button; the main
The bevel gear and all the bearings inside the gear case are lubricated by motor will only start if the interlocks mentioned above have
the bath lubricating method. been removed.
g) When the main motor is running the blade pitch may be
The lubrication oil in the gear case is slightly pressurised by the connection
with the gravity tank which is provided above the water surface to prevent sea changed by means of the control dial and the angle of the
water from leaking into the oil system. blades is indicated on the load indicator.
(Note: The main motor will only start if the power management system
Operating Limits assesses that there is sufficient power available, if not, starting is
delayed until another generator is started and supplying power.)
The thruster units must operate within specific limits of draught and speed.
The draught of the ship at the thruster must exceed 4.1m and the ship must
Stopping
not be operating above 5 knots. If the limit in either case is exceeded there
is a risk of air being drawn into the thuster unit and this can result in blade a) Zero the blade handle by means of the control dial.
cavitation or vibration. The drawing in of air is marked by a change in load on
the thruster and by hunting of the main motor ammeter. b) Press the operation mode STANDBY button.
The main motor must only be started when the blades are in the neutral c) Press the operation mode OFF button.
zone (zero pitch) or in the allowable zone (blade pitch of ±3°). The system
is interlocked to prevent the main motor from starting if the blade pitch is d) Press the operation mode STOP button.
outside the set limits. Interlock switches also prevent the main motor from
starting if the cooling fan has stopped, if the power pack gravity tank level is e) The thruster is now out of operation but the main power panel
low or if the control oil pressure is low. is still active and this needs to be shut down if any work is to
be undertaken on the thruster unit.
Procedure for Operating the Thruster Units The stern thruster drive motor and gravity tank are located in the stern thruster
compartment situated in engine room immediately forward of the stern tube
Manipulation of the switches and thruster components is normally only and on the deck above the floor plates. The hydraulic servo pump is located
undertaken from the bridge either at the wheelhouse control stand or the on the port side of the propeller shaft, immediately in front of the stern
control stands on the bridge wings. The main switch at the motor control tube at floor plate level.
panel should be set at REMOTE in order to allow for this.
2.11 Steering Gear, Thruster Units and Stabilisers - Page 10 of 16
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 Luna Mærsk Machinery Operating Manual
Illustration 2.11.4a Stabiliser Machinery Unit

Bridge Control Panel

Main Control Unit

Lubricating
Oil Header
Lubricating Oil Tank
Header Tank
TYPICAL GYROFIN Pump Motor
STABILISER MACHINERY INSTALLATION Starter
UNIT Tilting Cylinder
Local
Control Unit
Pump Motor Starter
Rigging Cylinder Fin Angle Indicator

Hydraulic Power Unit

Stabiliser Fin Box
& Machinery Unit
Rigging Lever

Local Control Unit Stabiliser & Fin

EQUIPMENT
CONFIGURATION
Ship's Speed Bridge Control
Panel (BCP)
Local Control
Unit (LCU Port) Local Control
Unit (LCU STBD)

RS-422
Port Fin Data Power

Power Power

RS-422 Data RS-422 Data

Lift Feedback Main Lift Feedback

Hull Insert Plate Angle Feedback Control Angle Feedback
Movable Trailing Servo Motor Drive Unit (MCU) Servo Motor Drive
Edge Flap Stroke Feedback Stroke Feedback
Pump Start Pump Start
Status Inputs Status Inputs
Rig Out Rig Out
Ship's Power
Machinery and HPO (Port) Machinery and HPO (STBD)

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 Luna Mærsk
2.11.4 STABILISERS
Make: Litton Marine Systems
Type: Electro-hydraulic folding fin
Max. Angle: ± 25º
INTRODUCTION
Stabilisers are active underwater fins designed to reduce the rolling of the
ship. Rolling is caused by the effect of sea action on the hull during an
ocean passage. This is especially noticeable when the frequency of the waves
approach the natural frequency of the ship. Active roll reduction is achieved by
tilting the extended fin during a roll. The effect of the ship’s forward motion
on the fin surface produces a lifting moment acting against the roll.
The vessel is fitted with two retractable tilting fin units, located port and
starboard adjacent to No. 11 hold. These are tilted by hydraulic units powered
by electro-hydraulic pumps. When the fins are not in use they are housed
within fin boxes located in the hull, custom designed to form part of the
hull and structure of the ship, thus reducing drag on the hull. A hydraulic
ram mechanism allows the fin to be rigged in and out (housed and extended)
by folding the fin 90º.
DESCRIPTION
The fins are of symmetrical hydrofoil design, with a rotating shaft mounted in
two bearings in the fin shaft housing. The fin shaft housing is also mounted
in two bearings that allow the fin to rotate in and out of the fin box. The steel
casing supports the fin bearing structure and provides the required housing,
linking the fin to the hull.
A hydraulic tilting cylinder is coupled to the fin shaft to allow tilting of the
fin. When the piston rises, the trailing edge of the fin also rises. The tilting
shaft is provided with lip seals to prevent the ingress of sea water into the
machinery and also the loss of oil into the sea.
A rigging cylinder moves a sliding block that rotates the rigging lever via
a mechanical linkage. This linkage is arranged so that the fin is locked in
position when fully rigged out. A latch is used to lock the sliding block in
place when the fin is fully rigged in.
The stabilisers are controlled to ensure that they operate without cavitation,
thus avoiding erosion problems.
A gravity tank is situated above the ship’s waterline to provide lubricating oil
to the machinery. The header tank is divided into two sections. One section
provides LO for the fin mechanism and the other section for the rigging
bearings. The pressure generated by the positive head of oil prevents the
ingress of sea water into the housing in the event of seal failure.
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Hydraulic Power Unit
The electro-hydraulic power unit is located on top of the fin housing box.
Each unit consists of a variable delivery piston pump, a tandem vane pump
for control pressure and oil cooler.
A second vane pump for fin rigging pump and pump replenishment is driven
by the same electrical motor.
The variable delivery pump is a servo-controlled axial piston type which
feeds the oil under pressure to the tilting circuit. The pump also feeds both
chambers of the tilting cylinder, dependent on the position of the internal
swash plate.
An emergency electrically driven pump is provided with manual controls.
This pump can rig the fin in or out in the event of the failure of the main
hydraulic unit.
The emergency circuit is provided with a safety valve and three manual
distributors, which enables the fin to be reset to the zero angle position, rig
the fin in or out and to enable the fin to lock.
Stabiliser System Operation
The system provides automatic control of the fin extension and stowage
(rigging) via LCD touch screens. This can be controlled from three positions
as follows:
• Bridge control panel: Start-up and shutdown operation for
entire system.
• Main control panel: Start-up and shutdown operation for
the entire system and individual fin control for maintenance
purposes.
• Local control panels: Individual fin control for maintenance
purposes.
The control system also provides for fin stowage using emergency power.
This can be done automatically upon connection of power to the emergency
motor starter, or controlled from the local control panels.
When the fins are out, they extend beyond the beam of the ship and are
angled downwards, with the tip near the keel line. As a result the fins can
create a navigational hazard if extended when the vessel is operating in
shallow or confined water.
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Machinery Operating Manual
The system provides the following features to reduce the risk of damage
to the fins:
• Key locked power control.
• Power ON interlocks that can prevent operation of the
stabilisers concurring with the thrusters.
• Alarm indicators that appear on the bridge control panel if
the ability to stow the stabilisers is impaired.
• Power OFF and fin NOT IN alarm contacts can activate an
alarm if the key switch is turned off while the fin is out.
• An alarm that sounds when the ship’s speed drops below
a preset level.
• The control system can be configured to automatically rig
in the fin when the ship’s speed drops below a preset
level.
Operational Procedure for Rigging Out the Fins and Commence
Stabilising from the Bridge Control Panel
The engine room should confirm that:
• There are no obstructions to the moving parts of the stabilising
machinery
• Coolng water is flowing through the hydraulic power unit
coolers
• All local power isolation switches are turned on to the controls
and pumps
• The switches on both local control units are set as follows:
• Power switch - ON
• Control switch - NORMAL
• Fin control switch - AUTO
• Feedback switch - LIFT
a) Turn the power key switch on the bridge control panel to ON.
(Note: If either LOCAL CTRL indicator is on, that fin cannot be controlled
from the bridge.)
b) The bridge and main control panels energise and display
INITIALISING. The POWER indicator lights on each local
control panel.
2.11 Steering Gear, Thruster Units and Stabilisers - Page 12 of 16
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 Luna Mærsk Machinery Operating Manual
Illustration 2.11.4b Stabiliser Hydraulic System Key
Hydraulic Oil
Lock
Rigging Cylinder Rigging Lock Tilting Cylinder Return Line
Fin Out
Reefer CW
Unlock
Fin In Red Port Valves

Green Starboard Valves

PI

PI

25V561059
25V561061
A B
Oil
P T Cooler
25V561060
25V561062

P T

A B Rotary
Servo
PI
Pump Prime
Connection

M
37kW
3.7kW M TI
TI

Heater
TIAH TIAL Hydraulic Oil Tank

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 Luna Mærsk
After the initialising is complete, the following indicators will be active:
• FIN IN will be on for both fins.
• The LIFT ORDER and % LIFT meters will be ar zero.
• The FIN ANGLE meters will be at 5 - 7°, due to the fins
resting on the bottom of the fin box.
• The ROLL DISTURBANCE meter will indicate the roll
motion of the ship.
• The AUTO GAIN indicator will be lit and the gain
displayed.
• AUTO speed indicator will be lit and the ship’s speed
displayed.
• The NORM indicator will be bright.
c) Press and hold the SEQUENCE START button for approximately
3 seconds then release. The following occurs:
• The PUMP ON indicator will light when the hydraulic oil
pump has started and the hydraulic oil pressure has reached
the working level.
• The FIN ANGLE indicator will move to 0°.
• The FIN IN indicators will be replaced by a flashing
RIGGING OUT indication as the fins move from IN to
OUT.
• When both fins are fully OUT, the STANDBY indicator
will light, indicating that the system is ready to begin
stabilisation.
d) Verify that the speed displayed on the bridge control panel
matches the actual speed of the ship. If the speed log is in use,
press the AUTO button beside the SPEED indicator. If not see
section 2.3.4 in the system instruction book.
e) Press the STABILISE button. The following occurs:
• The ship’s rolling motion will be reduced.
• The STABILISE indicator will be lit.
• The LIFT ORDER, % LIFT, and ANGLE meters will
become active.
• The GAIN display will indicate the value of sensitivity gain
selected by the automatic gain control.
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Machinery Operating Manual
Operational Procedure for Rigging In the Fins and Turning f) Press ENTER. The HYD START button will be bright if the
Off the Stabiliser from the Bridge HPU motor is running.
a) At the bridge control panel, press the STANDBY button. The g) Press RIG OUT. The confirmation box appears.
STABILISE indicator light will go out, the lift order and fin
angle indicators will go to 0° and the STANDBY indicator will h) Press ENTER. The RIG IN button will go dim. The RIG OUT
go out. button will flash as the fin moves out and will be bright when
the fin is OUT.
b) Press the SEQUENCE STOP button. The STANDBY indicator
will go out and the FIN OUT indicators will be replaced by a i) Press AUTO. The confirmation box appears.
flashing RIGGING IN indication, as the fins move from OUT
to IN. The FIN IN indicators will light when the fins are IN j) Press ENTER. The port fin will return to automatic control and
and the rigging lock is closed. After the FIN IN indication begin to stabilise the ship.
is given, the system will turn OFF the electric motor driving
the hydraulic oil pump of each fin. The PUMP ON indication k) Press MAIN. The display will return to the main screen.
will disappear.
Operational Procedure to Rig In a Fin Using Screen 3 on the
c) Turn the POWER key switch off. The panel displays will
go blank. Main Control Panel (In This Case the Port)
Initially the port fin is OUT and stabilising.
(Note: In the event that the stabiliser power is switched off with the fin not
housed, the stabiliser control system will trigger the ship’s general
a) Press the NEXT button on the main screen. The display will
alarm via the FIN NOT IN alarm relay.)
go to screen 2.
The fin control can be transferred from the bridge to the main control panel,
b) Press the NEXT button on the screen 2. The display will go
even when the fins are in operation, by switching the main control panel
to screen 3.
selector switch to the LOCAL position.
c) Press the LOCAL CTRL button under the heading PORT FIN.
Operational Procedure to Rig Out a Fin Using Screen 3 on the The confirmation box appears.
Main Control Panel (In This Case the Port)
d) Press ENTER. The HYD START and RIG OUT buttons will
Initially the bridge panel key switch is ON, the port fin is IN and the be bright.
port hydraulic oil power unit is OFF. The system is stabilising with the
starboard fin only. e) Press RIG IN. The confirmation box appears.
a) Press the NEXT button on the main screen. The display will f) Press ENTER. The RIG OUT button will go dim. The RIG
go to screen 2. IN button will flash as the fin moves in and will be bright
when the fin is IN.
b) Press the NEXT button on the screen 2. The display will go
to screen 3. g) Press HYD STOP. The confirmation box appears.
c) Press the LOCAL CTRL button under the heading PORT FIN. h) Press ENTER. The HYD STOP light will brighten when the
The confirmation box appears. HPU pump motor stops.
d) Press ENTER. The HYD STOP and RIG IN buttons will be i) Press MAIN. The display will return to the main screen.
bright.
e) Press HYD START. The confirmation box appears.
2.11 Steering Gear, Thruster Units and Stabilisers - Page 14 of 16
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 Luna Mærsk Machinery Operating Manual
Illustration 2.11.4c Local Control Unit

6
1
5 DETAGYROFIN STABILISER 7
LOCAL CONTROL UNIT
4 8

GYROFIN STABILISER LCU

LOCAL CONTROL UNIT 3 POWER FAULT
RIG LOCK
OPEN
RIG LOCK
CLOSE
LOCAL ANGLE
EXT
STROKE 9
2

FIN
IN
FIN
OUT
PUMP
ON
PUMP
OFF
E. TILT
UP
KeyE.DOWN
TILT LAMP
TEST

10 11 12 13 14 15 16

DETAIL

LOCAL CONTROL FIN CONTROL FEEDBACK

NORMAL TEST AUTO LOCAL LIFT ANGLE
RS-232

17
18 19 20
DC POWER OUTPUT TEST INPUT ANALOG MON.1 ANALOG MON.2
+ 15v 0V - 15v + - + - + -
29 21
+/- 15v MAX

28 22

27 23

28 24

Key
1. Power Switch 17. RS-232 Test Port
2. Emergency Stop Switch 18. Local Control Switch
3. Power Indicator 19. Fin Control Switch
4. LCU Fault Indicator 20. Feedback Switch
5. Rig Lock Open Indicator 21. Analogue Mon. 2 - Test Jack
6. Rig Lock Close Indicator 22. Analogue Mon. 2 + Test Jack
7. Local Indicator 23. Analogue Mon. 1 - Test Jack
8. Angle Indicator 24. Analogue Mon. 1 - Test Jack
9. EXT Stroke Indicator 25. Test Input - Test Jack
10. Fin in Button/Indicator 26. Test Input - Test Jack
11. Fin Out Button/Indicator 27. DC Power Output - 15V
12. Pump On Button/Indicator Test Jack
13. Pump Off Button/Indicator 28. DC Power Output 0V
14. E. Tilt Up Button Test Jack
15. E. Tilt Down Button 29. DC Power Output + 15V
16. Lamp Test Button Test Jack

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 Luna Mærsk Machinery Operating Manual
Operational Procedure to For Starting and Rigging Out a Fin Operational Procedure to For Starting and Rigging In a Fin Stabiliser Emergency Operation
from a Local Panel from a Local Panel
In the event of a failure of the main hydraulic circuit or the electronic
This procedure is normally used only for maintenance. This procedure is normally used only for maintenance. However, if there is circuitry, the fins can be rigged in using the emergency controls in the local
a malfunction in the automatic control circuits, it is possible to stow the fin control panel.
Initially the control system is powered up by the bridge control panel key using the local control panel.
switch, the fin is IN, the hydraulic oil pumps are OFF, electric power is Procedure to Rig In a Fin using the Emergency Circuit
supplied to the motor starter of the fin to be rigged out. Initially the control system is powered up by the bridge control panel key
switch, the fin is OUT and under AUTO control, the hydraulic oil pumps Initially the fin is OUT, the main power is OFF, the fin has fallen to the tail
The following indicators on the local control panel should be lit: are ON, electric power is supplied to the motor starter of the fin to be down position and the emergency power is available at the motor starter, as
rigged out. indicated by a white light on the emergency side of the starter panel..
• POWER
The following indicators on the local control panel should be lit: a) Open the front panel access door on the local control panel.
• RIG LOCK CLOSE
• FIN IN • POWER b) Set the FIN CONTROL switch to LOCAL.
• PUMP OFF • RIG LOCK OPEN c) Press the PUMP ON button. The following occurs:
a) Press the NEXT button on the main screen. The display will • FIN OUT • The emergency pump motor will start.
go to screen 2. • PUMP ON • The PUMP ON indicator on the local control panel will
come ON.
b) Press the NEXT button on the screen 2. The display will go a) Ensure that the local control switch is in the NORMAL
to screen 3. position.
d) Press the FIN IN button. The following occurs:
c) Press the LOCAL CTRL button under the heading PORT (or b) Set the FIN CONTROL switch to the LOCAL position. The • The fin will tilt up to 0°.
STARBOARD) FIN. The confirmation box appears. following occurs: • The FIN IN indicator flashes as the fin moves from OUT
• The FIN ANGLE indicator will move to 0°. to IN.
d) Press ENTER. The HYD START and RIG OUT buttons will
be bright. • The LOCAL indicator on the local control panel will come • The FIN IN indicator lights steadily when the fin is IN and
ON. the rig lock is closed.
e) Press RIG IN. The confirmation box appears. • The LOCAL CTRL indicator will appear on the displays of • The RIG LOCK CLOSE indicator will also be lit.
the bridge control panel and the main control panel.
f) Press ENTER. The RIG OUT button will go dim. The RIG The fin is now safely rigged in.
IN button will flash as the fin moves in and will be bright
when the fin is IN. c) Press FIN IN. The following occurs:
• The fin will begin to rig IN.
g) Press HYD STOP. The confirmation box appears.
• The FIN OUT indicator will flash as the fin moves in.
h) Press ENTER. The HYD STOP light will brighten when the • When the fin is fully IN the rig lock closes.
HPU pump motor stops.
• The rig lock closed indicator will come ON.
i) Press MAIN. The display will return to the main screen. • The FIN OUT indicator will go OFF.
• The FIN IN indicator will come ON.

d) Press pump OFF. The following occurs:

• The pump will turn OFF.
• The fin will settle, with the trailing edge down in the
fin box.

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 2.12 Electrical Power Generators

2.12.1 Diesel Generators

2.12.2 Emergency Diesel Generator

Illustrations

2.12.2a Emergency Diesel Generator - Schematic

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 Luna Mærsk
2.12 ELECTRICAL POWER GENERATORS
2.12.1 DIESEL GENERATORS
Maker: MAK
Type: MAK9M25
No. of sets: 5 The air supply system to the generator engines also supplies the emergency
No. of cylinders: 9 stop devices and the crankcase oil mist detector. Closing the main air shut-off
Bore: 255mm
Stroke: 400mm
Rating: 2,610kW at 720 rpm
INTRODUCTION
Five identical diesel generators, operating in the medium speed range, drive
totally enclosed synchronous alternators which supply electrical power for
the ship. The alternators are of the closed air circulation type with water
cooled brushless exciters.
The engines are nine cylinder, turbocharged, unidirectional, four stroke, trunk
piston, in line engines and are normally powered by HFO. They can also
be supplied with DO, which is used for flushing through, prior to shutting
down for maintenance.
The number of diesel generators required to operate depends upon power
demand and upon operating circumstances of the ship. When carrying reefer
containers the electrical load is high. When manoeuvring additional electrical
power is required because of the use of the thruster units and to provide
additional electrical power reserve as protection against the sudden loss of
a diesel generator. The electrical power available from the diesel generator
should always be in excess of the actual load by about 25%.
Starting Air System
The engine is started by means of air starting valves located in each cylinder
cover. Starting air is supplied to these valves from the main starting air
reservoirs and the valves are actuated by means of pilot air which is directed
to the cylinder starting air valves by the cylinder fuel injection pumps. The
pilot air supply is controlled by means of a piston in the fuel injection pump.
When starting a fuel limiter is engaged via the engine governor. Starting can
be activated remotely or via the starting box located at the engine. When
starting the main air supply valve is opened and air flows to the cylinder
valves and as pilot air to the piston valves on the fuel pumps. Any fuel pump
which is correctly positioned allows pilot air to pass to its cylinder valve
which then opens and allows high pressure air into the cylinder. The piston
will move downwards and the cranskhaft will begin to rotate.
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When the revolutions exceed about 140 rpm, if conditions are normal, fuel
ignition will have taken place and the starting valve is closed thus shutting off
main starting air to the engine.
During starting, movement of the fuel-regulating shaft is limited in order to
prevent excessive fuel being supplied to the cylinders.
valve to the generator engine will also shut off the air supply to these devices
and so the master starting air valve to the engine must not be closed when
the engine is running.
Turbocharger System
The engine is fitted with an exhaust gas driven ABB turbocharger. Two radial
plain bearings, located between the impeller and blade disc, support the rotor
and these bearings are lubricated from the engine main lubrication system.
The axial thrust bearing is located between the two radial plain bearings. The
turbocharger draws air from the engine room via a suction filter and passes
it through a charge air cooler, before supplying the individual cylinders. The
charge air cooler is of the finned tube type with two stage cooling, water
flowing through the tubes and air flowing on the outside of the tubes. Water
from the low temperature central cooling system passes through the first stage
cooler tubes and water from the high temperature jacket cooling system passes
through the second stage tubes.
Cooling Water System
All cooling water requirements for the generator engines are provided by
water from the high temperature and low temperature central cooling fresh
water systems.
The cooling circuit consists of high and low temperature systems. Water in
the low temperature circuit is forced by the low temperature circulating pump
through the first stage charge air cooler and then through the LO cooler the
before leaving the engine. A separate supply line from the low temperature
central cooling system is directed to the alternator for cooling purposes.
The cylinder jackets and cylinder covers are cooled at a higher temperature
using a closed system which is connected to the fresh water expansion tank.
Each engine has a water circulating pump which circulates water through the
engine jacket system and the second stage charge air cooler. The majority of
the flow from the jacket cooling water circulating pump of the engine which
is operating, passes through the jacket cooling system of that engine while a
portion flows to a common outlet pipe. By means of a system of non-return
valves, hot water in this pipe can circulate through the jacket water system
of generator engine(s) not running thus keeping them warm and ready to
start. The cooling water inlet flow to the engine(s) not operating is through
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Machinery Operating Manual
the generator engine outlet line and the outlet from that generator engine is
through the circulating pump suction and hence into the cooling water suction
pipeline. The circulating pump of the generator engine(s) which is operating
takes suction from this line and so the generator engine high temperature
cooling system is effectively a closed system. The connections to the main
system are via the vent line to the fresh water cooling expansion tank and
at the circulating pump suctions from the low temperature cooling system
to make-up any loss.
A three-way controlled valve on the high temperature cooling water outlet
line from the second stage charge air cooler can direct cooling water back to
the circulating pump suction or to the low temperature central cooling system.
This valve operates to maintain the correct temperature in the jacket cooling
system by directing water to the low temperature system should the generator
engine jacket water temperature become too high. Make-up is from the low
temperature cooling water system.
The cooling water flowing in the high and low temperature cooling systems
is the same as in the main cooling system and the water is treated to inhibit
corrosion.
Fuel System
The generator engines normally operate on HFO and even when the engine is
shut down its fuel system will be charged with HFO.
The engine fuel supply rail is supplied by DO or FO from the ship’s main fuel
supply system (see section 2.6.2). Flow meters in the supply line and return
line enable the fuel consumption of the generator engines to be determined;
the fuel oil booster pump supplies excess fuel to the generator engines in
order to ensure that sufficient fuel is always available.
The high pressure fuel injection pumps take suction from the fuel supply
rail. The injection pumps deliver the fuel oil under high pressure through the
double wall injection pipes to the injection valves. Each pump is operated
by means of a cam on the camshaft located immediately below the pump.
The injection equipment and distribution supply pipes are housed in a fully
enclosed compartment, thus minimising heat loss from the preheated fuel.
This also reduces surface temperature and the risk of fire caused by fuel
leakage.
With the engine stopped, fuel will circulate along the fuel supply rail and back
to the fuel oil venting tank. The engine supply rail will thus be kept hot and
ready for use when it is being operated on heavy fuel oil.
2.12 Electrical Power Generators - Page 1 of 6
 Luna Mærsk Machinery Operating Manual
Excess fuel not needed by the injection pumps is passed through the overflow • Governor drive n) Check that all fuel pumps can be pressed by hand to full index
pipe and delivered into the manifold, which returns it to the system. This and return to ‘0’ when the hand is removed.
• Rocker arms
principle ensures that:
• There is always an adequately large amount of pressurised fuel Procedure to Prepare a Diesel Generator for Starting o) Check that the spring loaded pull rod operates correctly and
that there is no sign of sticking.
available to the fuel injection pumps.
a) Set up the fuel oil service system as described in section 2.6.2.
• The heated fuel can be circulated for warming up the piping p) Check that the stop cylinder for the regulating shaft operates
system and the injection pumps prior to engine starting. b) Set up the high and low temperature central cooling water correctly when shutting down normally and at overspeed and
• The necessary fuel oil temperature can be maintained throughout system as in sections 2.5.1 and 2.5.2. shut down. Testing is done by simulating these situations.
the fuel system.
c) Check the level of oil in the sump and top up as necessary q) Switch the engine to AUTOMATIC operation.
The return flow line has a pressure valve set at 0.05kg/cm2. with the correct grade of oil. Lubricating oil from the sump of
the running generator engine is normally purified continuously.
(See section 2.8.) Procedure to Start a Diesel Alternator Engine Locally
Waste and leak oil from the fuel pump and injector compartments is led
to a fuel leakage alarm unit. This consists of a tank with a float unit. The a) From the local operating panel in the gauge board ensure that
fuel supply to the engine passes through this tank in order to maintain its d) Prime the fuel oil system and ensure that heated HFO is
available at all points of the fuel system. the selector switch is in position 1, the ENGINE position.
temperature and ensure that the leakage oil viscosity is low enough for the
oil to flow out through the drain from the tank. In the event of an abnormal b) Put the emergency operating lever into the OPERATION
leak, all of the leak oil cannot flow through the small drain orifice and the e) Switch the generator engine prelubricating oil pump to
AUTOMATIC operation and check that the lubricating oil position at the operating stand or the control linkage.
float will rise initiating an alarm.
pressure builds up.
c) Check that the prelubrication pump is operating and leave
Lubricating Oil System f) Check the LO pressure before and after the filters. operating for at least 5 minutes before starting.

The lubricating system is based upon a wet sump arrangement. All moving g) Check the governor oil level and ensure that all governor and d)
parts of the engine are lubricated from the forced lubricating system by the fuel system linkages are free to move and are not locked.
engine driven gear type pump. The pistons are also supplied by oil as a
cooling medium. A prelubrication pump is also fitted to supply oil to the h) Check the engine systems for leakage. e)
bearings and other running gear before the engine starts, this reduces wear
on the engine in the period between the engine starting and the engine driven i) Turn the engine at least 1 complete revolution using the turning
pump building up lubricating oil pressure. The prelubrication pump will be gear with the cylinder indicator cocks open, or purge the f)
running continuously while the engine is on automatic standby. cylinders by inducing a start procedure.
g)
The engine driven pump and the electrically driven prelubrication pump both j) Close the cylinder indicator cocks.
take suction from the engine sump, and discharge through a cooler and duplex
filter to the engine oil supply rail. A control valve on the pump discharge, k) Ensure that the jacket cooling water spaces are at the correct h)
which relieves any excess pressure back to the sump, controls the pressure. temperature, about 60ºC and that the vent valve to the expansion
The temperature is controlled by a three-way temperature control valve, which tank is open.
regulates how much oil passes through the cooler.
If any part of the engine has been drained for overhaul or maintenance, check i)
The cooler is a shell and tube type cooler, with the oil circulating through the shell the level in the central fresh water cooling expansion tank and refill with
and water from the central FW cooling system circulating through the tubes. distilled water if necessary.
Set the revolution speed to Nominal Setting by means of the
revolution speed head at the governor.
Manually start the engine by pressing the MASTER SOLENOID
button.
Check the LO and FO pressure and temperature.
Connect the alternator to the switchboard when the electrical
system has been checked.
Ensure that the thermostatically operated valves on the cooling
water systems operate correctly as the cooling water temperature
increases.
Ensure that the engine temperatures and pressures remain
within normal limits as the load is applied to the engine and
the engine heats up.

The main items supplied with lubricating oil are: l) Disengage the turning gear and lock in the OUT position. j) Check the exhaust gas temperatures for any deviation from
• Turbocharger normal.
If maintenance work has been carried out on the engine, start the engine locally
• Main, bottom end bearings, top end bearings and piston cooling k) Check the exhaust gas for smoke.
as described below prior to switching the engine to automatic operation.
spaces
• Camshaft drive m) Check that all fuel pump indices are at index ‘0’, when the l) Keep the charge air pressure and temperature under
regulating shaft is in the stop position. observation.
• Camshaft

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 Luna Mærsk Machinery Operating Manual
Procedure to Stop a Diesel Generator Engine c) Set the revolution speed to the minimum position at the f) Set the engine for operation if it is to be a standby engine (set
revolution head on the governor. the selector at position 2 the REMOTE position).
a) Before stopping, run the engine at reduced load or idle speed
for 5 minutes for cooling down purposes. d) Stop the engine by manual operation of the starter magnetic (Note: Under normal circumstances the generator engines are set to automatic
valve. operation (position 2 the REMOTE position) and their operation is
b) Turn the selector switch at the local control panel to position controlled by the power management system.)
0, the REPAIR position. e) When the engine has stopped, check it over for any signs of
leakage or other defects.

Cooling Water
Inlet Valve
80V220001
Local Control Panel

Cooling Water
Outlet Valve
25V561031

Cooling Water
Outlet Valve
65V220002

Cooling Water
Outlet Valve
80V220005

Generator Fire Starting Air

Cooling Water
Shutdown Valve
Outlet Valve
65V220002
100V220005

Starting Air
Inlet Valve
40V304002

Generator Engine No.3

(looking from the free end)

Generator Local Panel

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 Luna Mærsk Machinery Operating Manual
Illustration 2.12.2a Emergency Diesel Generator - Schematic

Vacuum Breaker
Pressure Cap 0.5 bar

TI Expansion Tank
for Emergency
TS Generator Diesel Oil
Service Tank LS LA
for Emergency
Generator 236 L

(2.3m3)

Jacket Cooling

25A256003
Inter Cooling
Key 25
A006
002
Marine Diesel Oil

Drain
25 25
296 006
005 004
Drain From From
To Sludge Diesel Oil Diesel Oil
Tank Service Purifier
Tank

From To
Emergency Emergency
Generator Generator

Emergency Diesel Generator

Local Panel

Engine

Maker: Caterpillar

Type: 3512 B DITA SCAC

Alternator

Maker: Caterpillar

Type: GK931C

Capacity: 1,360kW, 2,230A, 1,750kVA

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 Luna Mærsk Machinery Operating Manual
2.12.2 EMERGENCY DIESEL GENERATOR kept under adequate pressure at all times to start the engine. Weekly running g) Turn the switch to NORMAL operation.
of the emergency generator will ensure that the hydraulic accumulator is kept
Engine under pressure. The level of oil in the oil reservoir must be checked and the The emergency diesel generator is now ready for starting and it will start
Maker: Caterpillar reservoir replenished if necessary. automatically and supply power should there be an interruption of power
Type: 4 stroke, turbocharged 12 cylinder diesel engine from the main electrical supply.
When running the engine a check should be made that the accumulator is
Model: 3512 B DITA SCAC being charged to its full pressure and frequent checks should be made to
Cylinder bore: 170mm ensure that the pressure is being maintained between regular running of
Procedure to Manually Start the Emergency Diesel Engine
Piston stroke: 190mm the engine. using the Electric Starter
Output: 1,360kW at 1,800 rpm a) Ensure that the engine is switched to DEADSHIP START
The engine can be manually started locally using either the electric or
hydraulic starter motor, but when switched to automatic operation, only the control and check that there is voltage present at the engine
INTRODUCTION electric starter motor is utilised. control panel.

The emergency diesel generator is a self-contained diesel engine located in The engine should be started at least once per week and run up to full b) Check the level of oil in the engine sump and top up as
a room on the upper deck at the after part of the accommodation block. load monthly. necessary with the correct grade of oil.
The emergency diesel generator set will start automatically on power failure
from the main diesel generators and couple to the emergency switchboard to Whenever the engine has been started, the diesel fuel oil tank must be c) Check the level of water in the radiator and top up as necessary
maintain an electrical supply to essential services. checked and refilled if the level has dropped to or below the 24 hour with clean distilled water.
operation level.
The generator set will also be used to get the ship under power from dead ship d) Check the level of DO in the emergency generator DO service
condition. It will enable power to be supplied to essential services selectively The hydraulic accumulator pressure must be checked and if there is a tank and top up as required.
without the need for external services such as starting air, fuel oil supply reduction in pressure without an accompanying oil leakage, this will indicate
and cooling water. a loss of nitrogen which is used in the accumulator. The manufacturer’s e) Press the EM DIESEL START pushbutton on the local panel.
manual must be consulted for the correct operation of replenishing the
The engine is an in-line 12 cylinder, turbocharged engine with a self-contained nitrogen bladder. f) The engine will turn over using the electric starter motor and
cooling water system. The cooling water is radiator cooled, and circulated by will operate on fuel when it reaches firing speed..
an engine driven pump. A thermostat maintains a water outlet temperature of
82°C to 93°C. Air is drawn across the radiator by an engine driven fan. Procedure to Prepare the Emergency Diesel Engine for g) Check that the engine is firing smoothly.
Automatic Starting
The cooling water is circulated by an engine driven pump, which also h) Check the engine oil pressure, cooling water pressure and rpm.
supplies cooling water to the lubricating oil cooler. An electric heater is The engine cooling water and generator heaters must always be switched on in Investigate any abnormalities.
fitted to keep the cooling water at 40°C to 50°C when the engine is on order to ensure that the engine is always available for starting.
automatic standby. i) Check that the cooling water heater switches off as the engine
a) Ensure that the engine is switched to DEADSHIP START. heats up, and that the thermostat operates to allow cooling
The engine running gear is force lubricated, an engine driven gear pump water to flow to the radiator as the engine heats further.
drawing oil from the integral sump and pumping it through the cooler and then b) Check the level of oil in the engine sump and top up as
through a filter before supplying it to the lubricating oil rail. necessary with the correct grade of oil. j) If required, load the engine, otherwise allow it to run idle or
stop it. The engine is stopped by pressing the EM DIESEL
The engine is normally started by means of an electric starter powered c) Check the level of water in the radiator and top up as necessary STOP pushbutton on the local panel.
by batteries which are kept under constant charge from the main electrical with clean distilled water.
supply system. k) When the engine has stopped, check that the heater switches
d) Check the level of diesel oil in the emergency generator diesel on, turn the switch to REMOTE operation, and then restore the
The engine can also be started by means of an hydraulic starter, hydraulic oil service tank and top up as required. engine to automatic standby.
power being generated by an engine driven pump. An accumulator is charged
by means of this pump, hydraulic pressure drives an hydraulic motor on the e) Switch the cooling water heater ON. It is normally on when the
flywheel when the stored energy is released. This system can be utilised engine is stopped.
when starting the engine from the dead ship condition. A hand pump is also
provided for pumping up the hydraulic accumulator should the pressure be f) Open the fuel oil supply to the diesel engine. It is normally
too low to start the engine. Under normal circumstances the accumulator is open when the engine is stopped.

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 Luna Mærsk Machinery Operating Manual
Procedure to Manually Start the Emergency Diesel Engine o) If required, load the engine, otherwise allow it to run idle
using the Hydraulic Starter or stop it by pressing the EM DIESEL STOP button at the
local panel..
a) Switch the engine to DEADSHIP START control.
p) When the engine has stopped, switch the heater on, turn the
b) Check the level of oil in the engine sump and top up as switch to NORMAL operation. Restore the engine to automatic
necessary with the correct grade of oil. standby condition.

c) Check the level of water in the radiator and top up as necessary Procedure for Stopping the Engine after Running on Load
with clean distilled water.
a) Shed load from the engine.
d) Check the level of diesel fuel oil in the emergency generator
diesel oil service tank and top up as required. b) Allow engine to idle for 5 minutes before shutting down to
allow the cooling water and lubricating oil to carry away
e) Switch the cooling water heater on. It is normally on when heat from the combustion chambers, bearings, shafts etc. It
engine is stopped. is particularly important for the turbocharger where a sudden
stop can lead to a 40°C rise, which could damage the bearings
f) Open the fuel oil supply to the diesel engine. It is normally and seals.
open when the engine is stopped.
c) Long periods of idling will result in poor combustion and build
g) Check that the hydraulic accumulator is pressurised to the up of carbon deposits.
correct pressure; if the pressure is not adequate for starting the
hand pump must be operated. d) Press the EM DIESEL STOP button at the local panel.

h) If necessary, operate the hydraulic hand pump to charge the e) When the engine has stopped, switch the heater on, turn the
hydraulic accumulator to an approximate pressure of 200 bar. The switch to NORMAL operation. Restore the engine to automatic
space above the accumulator piston is charged with nitrogen. standby condition.

i) Check that there is voltage at present at the engine control

panel.

j) Open the valve at the hydraulic accumulator.

k) Activate the hydraulic starting valve by pressing the START

button at the hydraulic starter unit and release it when the
engine fires.

l) Check that the engine is firing smoothly.

m) Check the engine oil pressure, cooling water pressure and rpm.

n) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling
water to flow to the radiator as the engine heats further. Check
that the engine driven pump is pressurising the hydraulic
accumulator.

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 Section 2.13 Electrical Systems

2.13.1 Electrical Equipment

2.13.2 Main Switchboard and Generator Operation

2.13.3 Electrical Distribution

2.13.4 Shore Power

2.13.5 Main Alternators

2.13.6 Emergency Alternator

2.13.7 Preferential Tripping and Sequential Restarting

2.13.8 Uninterruptible Power Supply (UPS) and Battery Systems

2.13.9 Cathodic Protection System

Illustrations
2.13.1a Main Electrical Network

2.13.2a Generator Power Management Control Module

2.13.3a Main 440V Distribution

2.13.3b Main 220V Distribution

2.13.3c 440/220V Emergency Distribution

2.13.4a Shore Power

2.13.5a Main Alternators

2.13.7a Preferential Tripping and Sequential Restart

2.13.8a Uninterruptible Power Supply and Battery Systems

2.13.9a Cathodic Protection System

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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.1a Main Electrical Network No.5 D.G. No.4 D.G. No.3 D.G. No.2 D.G. No.1 D.G.
2,500kW 2,500kW 2,500kW 2,500kW 2,500kW

G G G G G

MAIN 6.6kV SWITCHBOARD

Bus-Tie
Circuit Breaker

Basic Basic
Transformer Transformer
No.2 M M No.1
Reefer 6,600/440V 6,600/440V Reefer
T/F T/F T/F T/F T/F Transformers 2,500kVA Stern Thruster Bow Thruster 2,500kVA T/F T/F T/F T/F T/F Transformers
No.10 No.8 No.6 No.4 No.2 6,600/440V Motor Motor No.9 No.7 No.5 No.3 No.1 6,600/440V
2,500kVA 770kW 1,370kW 2,500kVA

MAIN 440V SWITCHBOARD

PS PS PS PS PS PS PS PS PS PS PS PS
120 118 112 110 104 102 440V AC 60Hz Busbar 119 117 111 109 103 101
240 471 tt 456 692 506 400 404 421 421 576 432
kW kW kW kW kW kW kW kW kW kW kW

PS PS PS PS PS PS PS PS
116 114 108 106 115 113 107 105
480 432 432 416 Main/Emergency 589 429 429 397
kW kW kW kW Switchboard kW kW kW kW
Main 440V Bus Tie Line Main 440V
Reefer Supply Reefer Supply
Consumer Consumer
Key Distribution Boards Distribution Boards
Section No.2 Section No.1
(1,181kW) (842kW)

Transformer

Disconnecting Link
440V AC 60Hz Busbar

Circuit Breaker Draw Out Type 3-Pol

HRC Fuse EMERGENCY 440V SWITCHBOARD

G Generator
Emergency Emergency 440V
Generator G Consumers
M Motor (77kW)
1,360kW

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 Luna Mærsk Machinery Operating Manual
2.13 ELECTRICAL SYSTEMS Two 440/220V transformer feeder panels Switchboards
Two 440V consumer section feeder panels The switchboards are of dead front box frame construction without a bottom
2.13.1 ELECTRICAL EQUIPMENT plate and have hinged front panels that can be opened without disturbing
The emergency switchboard consists of: the meters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and
Generating Plant tiers are segregated so that a fault in one cubicle cannot spread to another.
The emergency generator panel
A synchronising panel is supplied on the main high voltage switchboard and
The electrical power generating plant consists of the following: The emergency group starter panel also on the ECR control console. The 6.6kV generator circuit breakers are
The main/emergency switchboard interconnector panel of the SF6 gas filled type.
Diesel Generators
The 440V consumer section feeder panel The main switchboard generator panels are equipped with an ammeter and
No. of sets: 5
The 220V consumer section feeder panel voltmeter to measure the output of the generator. The main switchboard
Rating: 6,600 volt, 3ph, 60 Hz, 2,500kW, 312A, 3,571VA synchronising panel is equipped with dual frequency meters, voltmeters
The main 440V switchboard feeds the emergency switchboard, which is and wattmeters for comparing the output of the generator to the busbar. A
Emergency Diesel Generator situated in the emergency switchboard room. The main switchboard 220V synchroscope and synchronising lamps are provided for parallel operation.
section is fed from the 440V switchboard via two 2,500 kVA transformers.
No. of sets: 1 The 440V and 220V circuits supplied from the 440V switchboard feeder panels
Rating: 450 volt, 3ph, 60 Hz, 1,360kW The emergency generator will start automatically in the event of a blackout are protected by a moulded case circuit breaker with inverse time overcurrent
and feed the emergency switchboard. trip, instantaneous magnetic trip and short circuit current interruption
features.
Only one diesel generator is usually required for normal sea going conditions.
A Power Management System (PMS) controls the starting, stopping, connection
At least two generators are required when manoeuvring. When reefer
and load sharing of the generators. Power Management System (PMS)
containers are being carried the amount of generators required will be subject
to the total reefer load. Maker/type: ABB Synpol ‘D’
Group starter and distribution boards are provided in suitable positions to
supply the various power, heating, lighting, communication and navigation
The emergency generator has sufficient capacity to supply the auxiliaries
equipment throughout the vessel. The main generators are each fitted with an ABB Synpol ‘D’ engine and
required to start a main diesel generator in the event of total power failure.
power management module. These modules are connected to each other via a
All five main generators can operate in parallel, but not with the emergency
Except for the thruster motors, the large motors and group starter panels are 2-wire CAN-bus and also to the Lyngso central integrated monitoring system
generator.
supplied from the main 440V switchboard directly. Power for other smaller via a serial data bus.
power consuming devices are supplied from the 440V switchboard through
Power Distribution System group starter or distribution panels. This system has various functions to ensure the continuous supply of the ship’s
From illustration 2.13.1a, it can be seen that the network consists of two main electrical systems. The system automatically controls the diesel generators
switchboards and the emergency switchboard. The main switchboard operates Each distribution circuit is protected against overcurrent and short circuit for efficient operation.
at 6,600 volts and consists of: current by a moulded case circuit breaker. These are fitted on the switchboard
or panel board with inverse time overcurrent and instantaneous short circuit The generator modules/PMS have the following facilities:
Five generator panels trip units enclosed within the casing. The three steering gear motors are • Short circuit, overcurrent, overload and reverse power tripping
The synchronising panel each fed from an independent circuit, two motors being fed from the main protection for the generators and network via operation of the
switchboard and the other from the emergency switchboard. A general circuit breaker, circuit breaker undervoltage trip or network
The bus tie panel service 24V battery charging switchboard supplies the cargo and wheelhouse preferential trips.
Two 6,600/440V transformer feeder panels consoles, along with other essential low voltage services.
• Power, voltage, frequency and current measurement (local and
Six reefer transformer feeder panels remote) of the generators and main bus/network.
Each supply system is provided with a device for continuously monitoring
Two thruster motor feeder panels the insulation level to earth, giving an audible and visual indication of an • Earth monitoring.
abnormally low insulation level.
The main 440V switchboard consists of: • Control of the number of running generators in accordance
A shore connection panel is provided at the engine casing on the upper with the ship’s power demand.
Two transformer incomer panels
deck to supply power to the main 440V switchboard in the event of dry • Automatic blackout restart and connection of generators.
An emergency board interconnector panel docking etc.
• Adjustment and storage of operational values, settings and
A shore supply section alarms via panel display and keypads.

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 Luna Mærsk Machinery Operating Manual

Illustration 2.13.2a Generator Power Management Control Module

@
SYNPOL D
CURRENT POWER

VOLTAGE FREQUENCY
V A kW
kV kA MW

POWER FACTOR

ALARM

TRIPPED
IMMEDIATE START
Pressing The Keys 7 8 9 *
'SHIFT 1' and 'START' 0
STU VWX YZ &
Activates an Immediate ON/OFF
Generator Start and START START PROG. YES/NO DISPLAY SHIFT
MAN. 4 5 6 BLANK
Circuit Breaker Closure PERCENT EVENT SYNCHRON GRAPH
1 .
IMMEDIATE
JKL MNO PQR /

STOP START START 1 2 3 +

AUTOM. SHIFT
ACKNOWL.
POWER
CLEAR
2 ABC DEF GHI
IMMEDIATE STOP IMMEDIATE LIGHT 1-2 MANAGE
MENT
-

Pressing The Keys

'SHIFT 1' and 'STOP'
Activates an Immediate
Generator Stop and
Circuit Breaker Trip

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 Luna Mærsk
• The blocking of large motors until the number of running
generators is sufficient to supply the motor start current and
ship’s power demand. In this case, the standby generator is
started and synchronised automatically.
• Frequency, automatic frequency control ensures the supply
frequency remains at 60Hz independent of load.
Motors
The 440V motors are in general of the squirrel cage induction type with a
standard frame designed for AC 440V three phase 60Hz. The exceptions are
the motors for domestic service and small capacity motors of 0.4kW or less.
Where continuously rated motors are used, the overload setting ensures the
motor trips at 100% of its full load current. The motors in the engine room
are of the totally enclosed fan cooled type. Standby motors will start when
no voltage is detected on the in-service motor or when the process pressure
is low. See section 2.13.7.
440 Volt Starters
The starters are generally constructed in group control panels and power
distribution panels. Large motor starters are arranged in group starter panels
located at the ends of the main 440V switchboard, with duplicated equipment
starters split between each of the main switchboard group starter panels.
Interlocked door isolators are provided for all starters. For group starter
boards, this switch is the moulded case circuit breaker which functions as both
disconnecting means and overcurrent protection of the motor circuit.
Sequential Restarting
See section 2.13.7
Essential service motors, which were in service before the blackout, are
started automatically on recovery of the main bus voltage. These motors are
classified into groups (consistent with voltage dip and overcurrent) to the
generator and will start according to the predetermined restarting sequence.
Motors that were selected for duty before the blackout are automatically
returned to duty after the blackout. Similarly, motors selected for standby are
automatically returned to standby.
Preference Tripping
See section 2.13.7
Non-essential loads are interrupted automatically, in case of overcurrent of any
one of the main diesel generators, to prevent the ship’s power failure.
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2.13.2 MAIN SWITCHBOARD AND GENERATOR OPERATION
CAUTION
All circuit breakers are protected by arc detection relay trips. Cameras
with flash equipment must NOT be used in the engine control room.
Procedure for the Operation of Generators - PMS in Manual
Mode
Generator Starting and Stopping
The generators can be remotely started at the main switchboard as follows:
a) Switch the generator ENGINE/REMOTE switch at the generator
local control panel at the engine to REMOTE. The READY
lamp will be illuminated at the ECR control panel.
b) Switch the generator MAN/AUTO control mode switch at the
main control panel in the ECR to MANUAL.
c) Start the generator using the START button at the Synpol D
panel. The generator starts. Observe the running lamp and
voltmeter.
d) To stop the engine, operate the engine STOP button.
The generators can be remotely started at the engine control room console
as follows:
a) Switch the generator ENGINE/REMOTE switch at the generator
local control panel at the engine to REMOTE. The READY
lamp will be illuminated at the ECR control panel.
b) Switch the generator MAN/AUTO control mode switch at the
main control panel in the ECR to MANUAL.
c) Start the generator using the START button at the main control
panel. Observe the running lamp and voltmeter.
d) To stop the engine, operate the engine STOP pushbutton.
Single Generator Running Procedure - onto a Dead Bus
a) Start the engine as before. When voltage is established, the
running lamp will be illuminated.
b) At the rated speed, the voltage will rise to 6,600V, as indicated
by the voltmeter.
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c) At the main control panel in the ECR, adjust the frequency
to 60Hz by means of the governor RAISE/LOWER switch
on the panel.
d) Press the generator circuit breaker (CB) CB CLOSED
pushbutton. The CB closes and the generator supplies the main
switchboard.
Single Generator Stopping Procedure
a) In order to stop the generator in operation, first reduce its load
by stopping the auxiliary machinery.
b) When the load is as low as possible, press the CB OPEN
pushbutton. The CB opens and the generator can now be
stopped.
c) Stop the generator using the STOP pushbutton on the control
panel.
Avoid opening the circuit breaker when the generator is on load, as it will
cause an instantaneous rise in the engine speed and possible overspeed trip.
Parallel Running Procedure
a) Start the second generator by following the same procedure as
for starting the first generator.
b) After confirmation of the voltage of the second generator, align
the frequency with that of the running generator, using the
governor control switch.
c) Once the voltage and frequency of both generators are identical,
switch over the synchroscope to the incoming generator and
check the synchronous state by means of the synchroscope.
The moving illuminated LED will revolve in accordance with
the frequency difference.
d) Check the direction of rotation. If it is revolving in the FAST
direction, turn the governor switch of the second generator to
the LOWER direction. If it is revolving in the SLOW direction,
then turn the governor switch to the RAISE direction.
e) Adjust the speed until the illuminated LED moves to the 12
o’clock position, showing the state of synchronisation.
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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.2a Generator Power Management Control Module

@
SYNPOL D
CURRENT POWER

VOLTAGE FREQUENCY
V A kW
kV kA MW

POWER FACTOR

ALARM

TRIPPED
IMMEDIATE START
Pressing The Keys 7 8 9 *
'SHIFT 1' and 'START' 0
STU VWX YZ &
Activates an Immediate ON/OFF
Generator Start and START START PROG. YES/NO DISPLAY SHIFT
MAN. 4 5 6 BLANK
Circuit Breaker Closure PERCENT EVENT SYNCHRON GRAPH
1 .
IMMEDIATE
JKL MNO PQR /

STOP START START 1 2 3 +

AUTOM. SHIFT
ACKNOWL.
POWER
CLEAR
2 ABC DEF GHI
IMMEDIATE STOP IMMEDIATE LIGHT 1-2 MANAGE
MENT
-

Pressing The Keys

'SHIFT 1' and 'STOP'
Activates an Immediate
Generator Stop and
Circuit Breaker Trip

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 Luna Mærsk
f) The ACB should be closed when the illuminated LED of the
synchroscope turns in the FAST direction and is closing slowly
on the synchronisation point (at 12 o’clock). If closed while
turning in the SLOW direction, this may cause operation of the
reverse power relay. If the frequency difference between the two
generators in parallel operation exceeds 3Hz, the synchroscope
will not revolve. With this in mind, operate the governor
RAISE/LOWER switch to decrease this difference. Observe the
bus/incoming generator frequency meter for reference.
g) Press the CB CLOSED switch. The CB closes and the two
generators are now running in parallel.
Load Sharing
a) Having achieved parallel operation, load sharing is achieved
by increasing the input from the incoming engine. This is
increased by means of the governor control switch. This speeds
up the incoming generator, causing the first generator to lose
load and gain speed, thus causing the frequency to rise. To
prevent this, the governor switch of the first generator must be
turned in the LOWER direction. This action also causes the
load to be transferred to the incoming generator. Ensure the
frequency remains constant during this operation.
b) Equalise the load of both generators.
Synchronising Using the Synchronising LEDs
If the synchroscope fails, only the synchronising LED meter can detect the
synchronising condition.
When the order of illumination of the synchronising LEDs is clockwise, the
frequency of the generator is higher then that of the bus. Turn the generator
governor motor switch in the decelerating LOWER direction.
When the order in which the LEDs illuminate is counter clockwise, the
frequency of the generator is lower then that of the bus. Turn the governor
motor switch in the accelerating RAISE direction. When the top LED has
gone off and the two bottom LEDs are the same intensity, synchronisation
(phase matching) is achieved. Slightly in advance of this position, close the
ACB for the incoming generator in order to attain synchronism when the
main contacts of the ACB close.
Asymmetric Load
If a generator is running in the asymmetric mode (by operation of the ASYM.
LOAD switch at the main switchboard), it operates at 90% of its capacity
(adjustable via parameters). If more than one generator is running in the
asymmetric mode, one will be the main generator, this will alternate according
to a predetermined time (2 hours - adjustable via SVC parameters).
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Normally, when two or more generators are operating in parallel, the
symmetric mode is selected for both, ie, no running generator is switched
to asymmetric load.
(Note: Symmetric and asymmetric operating generators will operate differently
according to the setting of the other generators currently connected
to the network. See the manufacturer’s manuals for further in-depth
information.)
Generator Space Heaters
A space heater is provided in each generator to prevent condensation forming
on the windings. The space heater switch is located on the individual generator
panel and should always be in the ON position. The heater is interlocked
with the ACB, which switches the heater off when closed and switches it
on when opened.
Automatic Operation of the Main Switchboard and Generators
The automatic starting, stopping, connection, synchronising and loading of
the main generators is controlled by the Lyngso/Synpol Power Management
System (PMS). The PMS system has two operating modes: Manual and
Automatic. These are selected at the control mode switch at the control panel.
When manual control is selected, the PMS has no control of a generating
set. A generator can be operated locally, at the main switchboard and at the
ECR console. The diesel generator local control is selected by means of the
LOCAL/REMOTE switch at the generator engine. This switch must be set
to the REMOTE position to enable either manual starting/stopping from the
main switchboard or automatic starting/stopping from the PMS.
To fulfil the requirements for UMS operation, the PMS and automation system
control the following features:
• Automatic blackout start of the standby generator
• Automatic synchronising
• Automatic frequency control
• Automatic load sharing
• Sequential restart of essential consumers
• Automatic generator start and connection in response to a
heavy consumer start request
• Automatic generator start/shutdown in response to high/low
load conditions
Selection of a standby generator`s priority is made at the GOS generator
mimic display. Using the pointing device the generator is selected and a
menu appears on the display. This menu allows the generator to be started
and stopped from the screen by selecting that particular option. The priority
assigned to that generator may also be changed if required. At the menu
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a list of alarms may be selected, a graph of certain parameters drawn or
assymetric operation selected
A generator may be started and stopped from the generator panel on the
engine room console. The MAN/AUTO switch allows manual or automatic
starting or stopping to be selected and the starting or stopping in manual
mode may be carried out at the console. It is also possible to start and stop a
generator engine locally as explained in section 2.12.1.
Procedure for the Automatic Operation of Generators and the
Main Switchboard
It is assumed the ship is in normal voyage/in port conditions i.e., at least one
generator on load and the following conditions are satisfied:
• The PMS is in automatic mode, the generator(s) are switched
to AUTO at the MAN/AUTO selection switch.
• The priority order of the standby generators is selected at
the GOS they are switched to REMOTE operation. The
REMOTE/READY lamp of each generator is illuminated at the
main control panel in the ECR.
• The standby generators are ready to start and all engine
conditions are normal.
In the case of the standby generator not starting, synchronising or connecting,
an alarm is raised and the lowest numbered generator which is available for
starting will then be started, run up and connected. The first standby generator
fault must be reset at the Synpol D panel before another attempt is made to
start, synchronise or close the CB for this generator.
Generator Starting
A start is requested by the PMS because of load or by an operator pressing the
DG START button on the main control panel in the ECR.
The PMS will initiate the following sequence:
a) Generator engine start.
b) Speed >300 rpm, voltage build-up detected.
c) The generator’s speed is stabilised at the rated speed by automatic
operation of the governor; automatic synchronisation occurs.
d) The generator CB closes.
e) Automatic load sharing on.
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 Luna Mærsk Machinery Operating Manual
Automatic Parallel Running Activated by Heavy Load 4. Automatic Parallel Run Cancellation by Light Load Bus abnormality limits:
• Low voltage: 5,280V for 2 seconds (80%)
If the generator in use registers a high load of 2,250 kW (90% of the If the total load on the main switchboard is less than 1,750kW (70% of the
rated power), for 15 seconds, the standby generator will go through the load for one generator) for ten minutes, when running two generators, or less • High voltage: 7,260V for 1 second (110%)
following sequence: than 3,500kW for ten minutes when running on three generators, and so on, • Low frequency: 57Hz for 5 seconds (95%)
the following sequence takes place:
a) Generator engine starts. • High frequency: 63Hz for 5 seconds (105%)
a) The generator to be released shifts load to the other
b) Speed >300rpm, voltage build-up detected. generator(s). If a bus abnormality is detected when a single generator is running, the
standby generator will go through the following sequence:
c) The generator’s speed is stabilised at the rated speed by b) The CB opens on the generator to be released.
automatic operation of the governor, automatic synchronisation a) The engine starts, bus abnormal alarm raised.
occurs. c) The engine stops on the generator released.
b) Speed >300 rpm, voltage build up detected.
d) The generator ACB closes. (Note: The load percentages and activation times are adjustable via parameters
on the Synpol unit. High load levels of 85%, 90% and 95% and c) The CB opens on the abnormal generator.
e) Automatic load sharing on. timings of 10, 15 and 20 seconds are available.)
d) Blackout.
If the first standby generator fails to start, fails to synchronise within 60 Automatic Bus Connection due to Main Switchboard Trip Condition
seconds or the CB fails to close, the second standby generator will start, if e) The CB closes on the standby generator.
available, and follow the above sequence. If, due to a trip condition, the bus voltage has become zero by the opening
of the CB of the generator in use, the first standby generator will go through If the first standby generator fails to start, fails to synchronise within 60
(Note: The load percentages and activation times are adjustable via parameters the following sequence: seconds or the CB fails to close, the second standby generator will start, if
on the Synpol unit. High load levels of 85%, 90% and 95% and available, and follow the above sequence.
timings of 10, 15 and 20 seconds are available.) a) The generator engine starts.
If the PMS detects that the bus abnormality has cleared during standby generator
Automatic Parallel Run Activated by Heavy Consumer Request b) Speed >300 rpm, voltage build up detected. preparation, i.e. the bus voltage/frequency has stabilised, the standby generator
will be synchronised and paralleled to supplement the original generator.
If a start request is received from a heavy consumer (e.g. a large motor), the c) The CB closes.
start is blocked until sufficient power is available. The standby generator will Automatic Parallel Running due to Overload
then go through the following sequence: The first standby generator will resupply the main switchboard within 45
seconds of the original generator tripping. If the first standby generator fails If the load on a running generator exceeds 2,750kW (110%) for a period
a) Generator engine starts. to start, fails to synchronise within 60 seconds or the CB fails to close, exceeding 5 seconds, the standby generator will go through the following
the second standby generator will start, if available, and follow the above sequence:
b) Speed >300 rpm, voltage build-up detected. sequence.
a) The generator engine starts.
c) The generator’s speed is stabilised at the rated speed by 6. Automatic Changeover by Bus Abnormality
automatic operation of the governor, automatic synchronisation b) Speed >300 rpm, voltage build-up detected.
occurs. The normal voltage and frequency levels at the main switchboard bus are:
c) The generator’s speed is stabilised at the rated speed by
d) The generator CB closes. • Voltage: 6,600V automatic operation of the governor, automatic synchronisation
• Frequency: 60Hz occurs.
e) Automatic load sharing on.
Under certain fault conditions the voltage and frequency may rise or lower d) The CB closes.
f) The heavy consumer is released for starting. according to the fault. These fluctuating levels are undesirable for the
operation of the ship’s plant. e) Automatic load sharing on.

There are bus abnormality limits for main bus voltage and frequency deviation At 100% load for 10 seconds, the preference trips will also be released.
and these are as follows:

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 Luna Mærsk
Generator Protection Equipment
The generator is protected from the abnormal conditions described below
by means of the reverse power trip, short circuit trip, undervoltage trip and
overcurrent trips.
Abnormality Due to Undervoltage
If the voltage of a generator decreases to between 35% and 70% of the rated
value, the undervoltage tripping device contained in the CB (circuit breaker)
will operate to trip the breaker. If a short circuit fault occurs, the generator
voltage will reduce and may cause the undervoltage tripping device (UVT) to
operate. With this in mind, a time delay device (of about 0.5 seconds) has been
fitted to the undervoltage device to prevent the CB from tripping immediately,
allowing the defective system circuit breaker to operate first.
Abnormality Due to Overcurrent (Preference Tripping)
If the current on a running generator exceeds 100% of the rated current
(312A) for a period of 10 seconds, the PMS will initiate the release of the
preferential tripping, thereby providing protection against the overcurrent
which would otherwise trip the ACB.
Abnormality Due to Overcurrent (Long Time Delay Trip)
If the current on a running generator exceeds 312A (100%) for a period of 70
seconds, the overcurrent stage 1 relay will operate to trip the CB.
If the current on a running generator exceeds 450A (144%) for a period of 15
seconds, the overcurrent stage 2 relay will operate to trip the CB.
If the current on a running generator exceeds 650A (208%) for a period of 2.2
seconds, the overcurrent stage 3 relay will operate to trip the CB.
Abnormality Due to or Short Circuit
If the generator current exceeds 850A, the CB will be tripped after 1.3 seconds
by the short time delay trip.
Abnormality Due to Reverse Power
If there are abnormalities in the output of an engine during parallel operation,
it may cause the generator to function as a motor, due to the power it receives
from the other generator(s) through the common busbar. The effective reverse
power will then flow through the connected circuit. If this reverse power
reaches a level of 5% (125 kW), the reverse power relay is triggered and will
trip the ACB after a time delay of 5 seconds.
Issue: 1
Menu
Generator Abnormality Due to Current Differential
If the current between phases on a running generator exceeds 18% of the
maximum rated current (57A) for 100 milliseconds, the current differential
relay will operate to trip the generator CB.
Emergency Generator Abnormality Due to Overcurrent
If the current on the running emergency generator exceeds 110% of the
maximum rated current (342A) for 40 seconds the overcurrent relay will
operate to trip the generator ACB.
Emergency Generator Abnormality Due to Overcurrent (Short Time
Delay) or Short Circuit
If the generator current exceeds 300% of maximum rated current (936A) the
ACB will be tripped almost instantaneously (about 400msec) by the short time
delay trip fitted to the ACB. If the current exceeds 1200% of maximum rated
current (3,744A) the ACB will trip instantaneously (zero time delay).
The emergency generator ACB is also fitted with an undervoltage device
identical in operation to the main generators.
Blackout Emergency Feedback Mode
In an extreme emergency, the emergency generator can backfeed the main
440V switchboard. The procedure is as follows:
a) At the main switchboard, set the transformer feeder CB 1 and 2
MAN/AUTO switches to the MANUAL position.
b) Open the transformer feeder CBs No.1 and 2 and the shore
supply CB.
c) Ensure that the tie-line CB is closed and that the safety breakers
are closed.
d) At the emergency switchboard, start the emergency generator
and connect to the emergency switchboard (see section 2.13.6
for instructions).
e) Turn the BLOCK/NORMAL/MANUAL/TEST switch to the
MANUAL position.
f) Turn the NORMAL/FEEDBACK switch to the FEEDBACK
position. Check that the READY TO FEEDBACK lamp is
illuminated.
Next Prev Print
Machinery Operating Manual
g) Manually close the NORMAL SUPPLY CB and check that the
FEEDBACK MODE lamp is illuminated.
When normal supplies are ready to be resumed, ie, the 6,600V switchboard is
re-energised, the procedure is as follows:
a) At the emergency switchboard, set the NORMAL/FEEDBACK
switch to the NORMAL position. The tie-line CB opens.
b) At the main switchboard, check that the transformer feeder
voltmeter indicates that 440V is available at the switchboard.
c) Set the feeder CB MAN/AUTO switch to the AUTO position.
The CB will close automatically and energise the main
switchboard.
d) At the emergency switchboard, follow the ‘Restoration of
Normal Supply after a Blackout’ procedure (see section 2.13.6
for instructions).
Note: There is a safety circuit breaker situated between the tie-line breaker
and the main switchboard and if the emergency generator is to be used
to supply the main switchboard in emergency feedback mode a check
must be made to ensure that this breaker is closed.)
Tripping of Circuit Breakers Due to an Arc
When an arc appears the arc detecting relay trips the circuit breakers on the
faulty half of the busbar. After the relay has tripped it is possible to see
which busbar has tripped because of the red light on the panel front and the
detecting relay. After an arc fault it is necessary to inspect and repair the
switchgear, should a repair be required. Before normal operation can resume
after a trip due to an arc detection it is necessary to reset on HVS09 and then
reset each non-faulty cubicle.
The arc detector consists of two silicon solar cells, each cell containing a
locking diode in series in order to prevent current generated by illumination
from leaking through other unilluminated cells connected in parallel.
The detectors must not be touched as fingerprints will harm the sensitivity.
2.13 Electrical Systems - Page 8 of 23
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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.3a Main 440V Distribution From Main 6.6kV From Main 6.6kV
HVS14 Switchboard HVS05 Switchboard
via 6.6kV/440V via 6.6kV/440V
Basic Transformer No.1 Basic Transformer No.2
MAIN 440V SWITCHBOARD
440V Service MSB02 440V Motor MSB04 MSB05 Feeder Shore Supply MSB08 Tie Line Buscoupler Feeder MSB13 440V Motor MSB15 MSB16 440V Service
Section No.1 Section No.1 Section Section Section Section Section Section No.2 Section No.2
(MSB01-02) (MSB03-04) No.1 No.2 (MSB13-14) (MSB15-16)
MSB07

MSB06 MSB09 MSB10 MSB11 MSB12

Safety Breaker
(Interlinked with
Emergency Generator Line Breaker)
PS10 - Water Pumps
Engine Room Tie - Line To 37kW - Main Pump Fin Stabiliser (Starboard)
Tank Tops (P) Emergency Switchboard
ESB06 FW Generator & SW Pump
PS8 - Ventilation
Upper Deck PS1 - Ventilation Upper Deck Air Condition Room
Deck Store MLS17.31 90kW - Starting Air Compressor No.3
PS12 - Starter Switchboard
MLS17.32 PS3 Galley A-Deck Dry Provisions
Engine Room
Tank Top (S) PS2 - Laundry Upper Deck Deckstore
MLS17.33

65kW - Heeling Pump Spare

440/220V 75kVA
Spare Main Light 4.8kW - Power Pack Rem. Opr. Valves Pump No.2
Switchboard
125kW - General Service Pump No.1 Transformers Spare

9.0kW - LO Main Engine Camshaft

86kW - Steering Gear Pump No.3 (Starboard)
Pump No.1
90kW - Main Engine Auxiliary Blower No.3

98/33kW - SW Central Cooler Pump No. 1 PS11 - Water Pumps Engine Room 17.5kW - Control/Working Air Compressor No.2
Tank Top (Starboard)
88kW - FW Cooling LT Pump No.1 PS6 - Aft Deck Machinery 90kW - Starting Air Compressor No.2
Switchboard,
230kW - Main Engine LO Pump No.1 Steering Gear Room PS9 - Vent Switchboard Upper Deck 12.65kW - LO Pump No.3 Turbocharger
Air Conditioning Room
86kW - Steering Gear Pump No. 1 (P) 52kW - ACC Air Condition Compressor No.2
PS5 - Deck Machinery Forward Store
PS14 - Separators Engine Room Separator Room 55kW - FW Cooling HT Pump No.2
90kW - Main Engine Auxiliary Blower No.2

17.5kW - Control/Working Air Compressor No.1 Spare

13.2kW - Main Engine Fuel Oil Booster Pump No.2
90kW - Starting Air Compressor No.1 6.6kW - Main Engine Fuel Oil Feed Pump No.2 98/33kW - SW Central Cooler Pump No.2
12.65kW - LO Pump No.2 Turbocharger 125kW - General Service Pump No.2 88kW - FW Cooling LT Pump No.2
52kW - ACC Air Condition Compressor No.1 PS4 - Shore Connection Box Casing-Upper Deck 9.0kW - LO Main Engine Camshaft Pump No.2 230.kW - Main Engine LO Pump No.2
55kW - FW Cooling HT Pump No.1
Spare

37kW - Main Pump Fin Stabiliser

Key
90kW - Main Engine Auxiliary Blower No.1

PS7 - Workshop Machinery ER-Workshop Transformer

Oil Fired Boiler

12.65kW - LO Pump No.1 Turbocharger Disconnecting Link

PS17 - Ladder Switchboard Upper Deck-Deck Store

Circuit Breaker Draw Out Type 3-Pol
Main Engine Governor System

Provisions Refrigerating Compressors

HRC Fuse
Spare

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 Luna Mærsk Machinery Operating Manual
2.13.3 ELECTRICAL DISTRIBUTION

Electrical distribution arrangements are shown in illustrations 2.13.1a, 2.13.3a,

and 2.13.3b, whilst the emergency 440/220V distribution is shown in
illustration 2.13.3c.

Reefers requirements are covered by individual supply boards which are fed
by 6,600/440V transformers, there being ten reefer distribution boards each
with its own transformer. Bow and stern thrusters are fed directly from the
6.6kV switchboard.

The main 440V switchboard is supplied by two basic 6,600/440V

transformers.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.3b Main 220V Distribution

MAIN LIGHT SWITCHBOARD 220V

MLS 17.31

MLS 17.32

MLS 17.33
LS2 - Light Switchboard F Deck LS10 - Light Switchboard Engine Room, Cooler Room (P) LS20 - Light Switchboard Steering Gear Room Generator Heater HVS

LS1A - Light Switchboard Normal Bridge LS13 - Misc. Equipment Engine Room, Engine Room Cooler (S) LS19 - PC-Lan A Deck Spare

LS4 - Light Switchboard B/C Deck LS12 - Misc. Equipment Engine Room, Engine Room Cooler (P) LS23 - FSCP Spare

440/220V Single Phase 75 kVA Transformers

LS3 - Light Switchboard D/E Deck LS15 - Light Switchboard Hold/Hatch 5-8 Passageway (P) LS21 - Engine Control Room ECRCC

440V Single Phase From MSB08.01

LS7 - Light Switchboard Galley A Deck Galley LS14 - Light Switchboard Hold/Hatch 1-4 Passageway (P) Battery Charger 24V DC Section

440V Single Phase From MSB08.01

LS5 - Light Switchboard Upper/A Deck LS17 - Light Switchboard Hold/Hatch 13-14 Passageway (P) Radio Station 220V Supply No.1 440V Single Phase From MSB08.01

LS11 - Light Switchboard Engine Room Cooler Room (S) LS16 - Light Switchboard Hold/Hatch 9-12 Passageway (P) Provisions Refrigerating Compressor

Key

Transformer

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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.3c 440/220V Emergency Distribution
Emergency G Tie - Line
Generator MSB09 From Main 440V
1,250kW Switchboard
Breaker
(Interlinked with
Emergency Switchboard
Tie Line Safety
Breaker) EMERGENCY SWITCHBOARD
ESB01 ESB02 ESB03 ESB04
ELS Transformer 220V
Section Section

ESB05 ESB06 ELS07 ELS08

ELS08.1

PS15 - Diesel Generator 220V From

10.3kW - Emergency Generator Room Supply Fan No.2 LS1B - Navigation Switchboard on Bridge GMDSS/
No.1 and 2 Engine Room MLS17.19
Radio Station
Generator Room (P) 14.5/3.7kW - Emergency Generator Room Supply Fan No.1 LSE2 - Emergency Light in Accommodation
C Deck Cable Trunk RS1 220V
Spare 48/9.5kW - Engine Room Supply Fan No.1
Distribution
6.3kW - Lifeboat Davit (S) 43kW - Additional Fire Pump LSE1 - Emergency Light Switchboard on Bridge
PS16 - Diesel Generator
LSE4 - Emergency Light in Battery Charger Battery Charger
No.1 and 2 Engine Room
PS7 - Workshop Machinery Engine Room Workshop Forward Hold No.7 Passageway (S) No.1 24V No.1 24V
Generator Room (S)
Spare LSE3 - Emergency Light in Engine Room
9KVA - Tyfon Electric Whistle
in Foremast 24V Battery 24V Battery
86kW - Steering Gear Pump No.2 LSE6 - Passageway (S)
Battery Room Battery Room
6.3kW - Lifeboat Davit (P) LSE5 - Emergency Light in Hold No.8-12 +- -- +- --

3.7kW - Fin Stabiliser LS21 - Engine Control Room ECRCC 24V 100 Ah 24V 100 Ah
Emergency Pump (S)
LSE7 - Engine Control Room
RDS1 RDS2
0.25kW - CO2 Room Exhaust Fan Steering Gear Failure Control System Radio Room Radio Room
24V 24V
3.7kW - Fin Stabiliser LS23 - FSCP Distribution Distribution
Emergency Pump (P)
ESB03.01 Emergency Diesel Generator
Starting Battery Charger No.1
See Illustration 2.13.8a
ELS08.13 Emergency 24V
To Charge/Discharge Switchboard
Windlass Brake Lifters Distribution
Emergency Generator and
Spare
Emergency Switchboard Heater
440/220V 25kVA
Engine Room Lift
220V Section
Emergency Diesel Generator
Cargo Hold Smoke Detection Transformers
Starting Battery Charger No.2

Stores/Bunker/Man Overboard Boat Crane

3.5kW - Breathing Air Compressor

Key
3kW - FW Hydrophore Pump No.1 ELS EM Transformer

42.5kW - Radiator Fan Emergency Generator

4.8kW - Power Pack Remote operated Valves Transformer
Pump No.1 Spare
Emergency Diesel Generator
Jacket Water Heater No.2 HRC Fuse

Emergency Diesel Generator +- -- Battery

Jacket Water Heater No.1

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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.4a Shore Power
From Main 6.6kV
Switchboard From Main 6.6kV
HVS14 HVS05
via 6.6kV/440V Switchboard
Basis Transformer No.1 via 6.6kV/440V
Basis Transformer No.2

Interlocking
MSB06 MSB11

MAIN 440V SWITCHBOARD

440V Service MSB02 440V Motor MSB04 MSB05 Feeder Shore Supply Tie Line Buscoupler Feeder MSB13 440V Motor MSB15 MSB16 440V Service
Section No.1 Section No.1 Section Section Section Section Section Section No.2 Section No.2
(MSB01-02) (MSB03-04) No.1 No.2 (MSB13-14) (MSB15-16)
MSB07 MSB08
MSB06 MSB09 MSB10 MSB11 MSB12

MSB07.01 MSB09

Emergency Switchboard
ESB06

MLS17.31

MLS17.32

MLS17.33

440/220V 75kVA
Main Light
Switchboard
Transformers

KiloWatt
Hour Meter MSB07.01

WHM
Correct Phase
Sequence
Monitor Ammeter PS4 Shore
Connection Box
P A

L
Key
Shore 440V 800A 60Hz
Power
Transformer Available
Shore Power
Connection Box
Located at Engine Casing
Disconnecting Link
Upper Deck Level
Behind Refrigeration Compressors
Circuit Breaker Draw Out Type 3-Pol

HRC Fuse

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 Luna Mærsk Machinery Operating Manual
2.13.4 SHORE POWER Procedure for the Operation of Shore Power Reception Procedure for Transfer from Shore Supply to Main Diesel Generator
a) Isolate the emergency generator to ensure it does not start. a) Isolate the emergency generator to ensure that it does not start.
A shore connection box is located at the engine casing on the upper deck
to accept power cables during refits. The shore connection box connects,
b) When it is intended to receive power from the shore, confirm b) Isolate all non-essential services. Ensure the sequential restart
via a breaker, to the main 440V switchboard. The maximum current is 800
the SHORE ALIVE indicator lamp is illuminated. system is still isolated. Reduce load at the main 440V
amps. When the main 440V switchboard is powered from the shore, the
switchboard to the absolute minimum. Ensure the PMS is still
emergency switchboard can then be supplied as normal through the emergency
c) Isolate all non-essential services, including the sequential set to manual to ensure that no main generators start when
switchboard tie breaker.
restart system. Reduce load at the main 440V switchboard to the vessel blacks out.
the absolute minimum. Set the PMS to manual to ensure that no
The monitoring instruments and lamps for the shore supply are located on
main generators start when the vessel blacks out. c) Run up the selected main generator on local control.
the shore supply section of the main 440V switchboard, panel MSB07. A
phase sequence monitoring system is also fitted on this panel. The sequence
d) Check the shore supply voltage, the voltage should be 440V. d) At the main switchboard, set the synchronising selection switch
should be checked before connecting shore power to the main switchboard. If
to the incoming generator.
the phase sequence is correct, the Correct indicator lamp will be illuminated.
e) Check the phase sequence by pressing the PHASE SEQUENCE
If the sequence is found to be incorrect, the Wrong indicator lamp will
TEST pushbutton. The Correct lamp should illuminate on the e) Ensure the generator voltage is approximately 6,600V and the
illuminate. In this case the shore supply must be isolated and two supply
phase sequence indicator. frequency is approximately 60Hz.
phases changed over. The supply should then be reinstated and the phase
sequence checked again.
f) Open the incomer circuit breakers, MSB06 and MSB11. The f) Close the generator circuit breaker. Close the selected
vessel blacks out. MSB06 and MSB11 are interlocked. 6.6kV/440V basis load transformer (No.1 or No.2) supply
A shore power available lamp and a circuit breaker closed lamp are fitted
circuit breaker.
to the shore power panel.
g) Close the breaker for shore power at the shore connection box.
Check that there is power at the shore connection box. g) At the main 440V switchboard, open the shore supply breaker
A kilowatt/hour meter is also provided at the panel to record the power
MSB07, the vessel blacks out.
consumed by the vessel when on shore supply.
h) Close the shore supply breaker MSB07 and then the emergency
switchboard tie breaker MSB09 at the main switchboard. The h) Close the relevant incomer circuit breaker, MSB06 or MSB11.
The shore power breaker is rated for 440V AC, 3ph, 60Hz, 800A.
shore supply now feeds the main 440V switchboard. and The main 440V switchboard is supplied via the high voltage
the emergency switchboard. Check that the switchboard is switchboard.
Interlocking is provided between the 440V switchboard’s main incoming
correctly powered.
supply circuit breakers (the feeds from the main high-voltage switchboard
i) Change the PMS mode to automatic, if required.
HVS05 and HVS14), the emergency generator ACB when used in main
i) Proceed to supply essential services such as fire detection,
swithboard feedback mode and the shore supply breaker.
lighting etc. Disconnect and stop any main diesel generators at j) At the main 440V switchboard, close the emergency switchboard
the main HV switchboard. tie breaker MSB09. Main switchboard supply is now available
The shore supply breaker cannot be closed if any incoming supply breaker
at the emergency switchboard.
(HVS05/MSB07 or HVS14/MSB11) is closed or the emergency switchboard
j) If no maintenance is scheduled for the emergency generator,
tie breaker is closed and the emergency system is in the feedback mode
it may left on auto standby. The emergency generator will k) At the emergency switchboard, close the main switchboard
supplying the main 440V switchboard. Conversely, none of the incoming
then feed emergency lighting etc in the case of failure of the tie breaker, the emergency switchboard is now back to its
supply breakers or the emergency switchboard tie breaker (in feedback mode)
shore supply. normal supply.
can be closed if the shore supply breaker is closed. This arrangement prevents
the shore supply being paralleled with any other supply.
k) The shore supply should be closely monitored to ensure the l) Ensure the emergency generator is returned to normal automatic
800A current limit is not exceeded. start.

m) Supply emergency and main consumers as required.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.5a Main Alternators Main Switchboard

Main Switchboard Reference/Power Line

Local/Manual
Rotor Diodes Exciter Rotor
Control
Winding
Main Switchboard Generator Panel

Measuring and Auto Synchronising Generator

A.C.B. Control
Protection Unit Unit A.C.B.
No Volt,
Overload,
High/low
Load Signals @

Alternator Rotor Electrical Diagram

SYNPOL D
CURRENT POWER

VOLTAGE FREQUENCY
V A Kw
kV kA MW

Other POWER FACTOR

Generators
ALARM

TRIPPED

Synpol 'D'
Governor Generator/Power Engine Stop/Start
Control Management Control
Module Alternator AVR
Reference/Supply
Main Switchboard Circuit Breaker Panel Lines

Governor
Current
Sensing Engine
Stop/Start
Alternator AVR
Control
Excitation Supply

Excitation
Stator
Current

Exciter
Stator
Rotating
Diodes

Manual Generator Control Panel

Exciter
Rotor

Rotor

Caterpillar MAK 9 M25 Diesel Engine

Alternator Sectional Diagram

Issue: 1 2.13 Electrical Systems - Page 15 of 23

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 Luna Mærsk Machinery Operating Manual
2.13.5 MAIN ALTERNATORS When reefer containers are being carried the number of generators required
will be subject to the total reefer load required.
Maker: Caterpillar
Type: AMG 630 XXL10 In any of the above cases where two generators are on load, one generator
has enough capacity to supply the total load after the operation of the
Capacity/rating: 6,600 V, 3ph, 60 Hz, 2,500 kW, 312A, 3,571 kVA
preference trips.

General Description Emergency Cooling

Five main diesel generators are provided. Each alternator is rated at 2,500kW The alternator is equipped with emergency opening facilities which may be
at 6,600V AC, 3ph, 60Hz. They are of the totally enclosed, self-excited, operated in the case of failure of the cooling system.
brushless type. The load voltage is kept constant by the automatic voltage
regulator (AVR), which controls the excitation current to the exciter. Output If the cooling system fails the alternator may be run on reduced load with
power from the stator is fed into a current/voltage compound transformer and the emergency ventilation in place. The alternator then runs with natural
the thyristor regulated output of this is fed through the exciter stator windings. ventilation by opening doors at each end of the alternator to allow for air
The magnetic field in the exciter stator induces AC into the exciter rotor, flow. The temperatures of the windings must be closely monitored during
which is rectified by the rotating three phase bridge connected rectifier set running in this condition.
and passed to the main rotor DC windings. In this way the excitation levels
are boosted for heavy loads and reduced for light loads. This provides a
constant output voltage independent of load levels. Initial voltage build-up is
via residual magnetism in the rotor.

Generator cooling is provided by passing air over an integral fresh water

cooler, using a closed circuit air supply. The cooler is fitted with double-
walled tubes to reduce the chances of leakage. The space between the tubes
drains to a float chamber where a float switch will activate an alarm when
a water level is detected. Water is supplied from the low temperature fresh
water cooling system.

Space heaters are fitted, which are energised when the generator circuit
breakers are open and which protect against internal condensation during shut
down periods. An embedded sensor monitors the stator temperature in each
phase. The two main bearings also have temperature sensors.

The electrical power system, fed by the generators, is designed with

discrimination on the distribution system, so that the generator breaker is the
last to open if any abnormalities occur.

One diesel generator provides electrical power under normal conditions at sea
and in harbour, with the remaining four generators on standby.

The priority order of the standby generator is selected using the GOS mimic
panel..

At least two generators will be required to operate in parallel when:

• Entering/leaving harbour
• Manoeuvring

Issue: 1 2.13 Electrical Systems - Page 16 of 23

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 Luna Mærsk
2.13.6 EMERGENCY ALTERNATOR
Maker: Caterpillar
Type: GK931C
Output capacity: 440V, 3ph, 60 Hz, 1,360kW, 2,230A, 1,750kVA
General Description
A self-contained emergency diesel generator, rated at 1,360kW, is fitted in
the emergency switchboard room for use in an emergency or in refit. The
generator is the self-excited, brushless type and can be set for manual or
automatic operation. Auto will be normally selected, with the manual setting
being used for testing the generator.
The emergency switchboard is normally supplied from the main 440V
switchboard. When auto is selected, the emergency generator is started
automatically by detecting no-voltage on the emergency switchboard bus bar.
The emergency generator air circuit breaker (ACB) will connect automatically
to the emergency switchboard after confirming the continuation of no-voltage.
The emergency generator is designed to restore power to the emergency
switchboard within 30 seconds. The bus tie breaker on the emergency
switchboard, which feeds from the main 440V switchboard, is opened
automatically when no-voltage is detected on the main switchboard. The
generator is fitted with space heaters to prevent condensation when the generator
is stationary or idling. The heater is interlocked with the generator ACB.
The generator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition.
Emergency Generator Start and ACB Closure onto Dead Bus
a) The emergency generator interlocks are normal.
b) At the emergency generator control panel selector switch select
NORMAL and then select MAN.START.
c) At the emergency switchboard panel press START.
d) Emergency generator speed >700 rpm. Voltage is established.
The emergency generator RUNNING lamp is illuminated.
e) Press the MAN CLOSE EG CIRC BR pushbutton on the
emergency switchboard. The ACB closes.
The emergency generator now feeds the emergency switchboard.
Machinery Operating Manual
Emergency Generator Auto Start and Auto ACB Closure onto Dead Bus Generator Test
The generator ACB will not close in this situation. The procedure to test the
a) The emergency generator is set to AUTO and the emergency
emergency generator engine is as follows:
generator interlocks are normal.
a) The operator turns the BLOCK/NORMAL/MANUAL/TEST
b) The main switchboard bus tie breaker opens due to a no volt
switch to the TEST position. The emergency generator starts.
situation (main switchboard blackout).
The emergency generator RUNNING lamp is illuminated.
c) The emergency switchboard bus voltage drops to zero, the
b) Check the generator voltage and frequency.
emergency generator receives a start command.
c) When the test is complete, the operator turns the BLOCK/
d) When the emergency generator speed >700 rpm, voltage is
NORMAL/MANUAL/TEST switch to the MANUAL position.
established and the emergency generator RUNNING lamp is
illuminated.
d) Stop the emergency generator manually by pressing the STOP
pushbutton.
e) If the main switchboard has recovered power at this time, the
emergency generator will remain at idle.
e) When the emergency generator has stopped, turn the BLOCK/
NORMAL/MANUAL/TEST switch to the NORMAL position.
f) If the main switchboard and emergency switchboard bus
voltage is still zero, the emergency generator ACB closes.
Generator and ACB Test
The emergency generator now feeds the emergency switchboard. The generator ACB will close, but without disruption of the supply to the
emergency consumers, in this test. The procedure is as follows:
Main Switchboard Power Restoration
a) The emergency generator NORMAL/FEEDBACK switch is
The following is the procedure to manually change the emergency switchboard set to the NORMAL position. The NORMAL/TEST isolator
back to normal supply after the restoration of mains power following a switch is set to the TEST position.
blackout or similar situation.
b) Turn the BLOCK/NORMAL/MANUAL/TEST switch to the
a) The emergency switchboard is supplied by the emergency
TEST position. The emergency generator will start and the
generator.
emergency generator ACB will close.
b) The main switchboard recovers mains power. The emergency
c) Check the generator voltage and frequency.
switchboard tie breaker is closed at the main switchboard.
d) When the test is complete, the operator turns the BLOCK/
c) The operator turns the BLOCK/NORMAL/MANUAL/TEST
NORMAL/MANUAL/TEST switch to the MANUAL position.
switch to the MANUAL position. The emergency generator
ACB is tripped by pressing the MAN OPEN pushbutton. The
e) Manually open the emergency generator circuit breaker and
emergency generator EG CIR BR OPEN lamp is illuminated.
manually stop the emergency generator by pressing the STOP
pushbutton.
d) Close the main switchboard bus tie breaker. The tie-line ACB
ON lamp is iluminated.
f) When the emergency generator has stopped, turn the BLOCK/
NORMAL/MANUAL/TEST switch to the NORMAL position.
e) The emergency switchboard is now supplied from the main
switchboard.
g) Reset the NORMAL/TEST isolator switch is set to the
NORMAL position.
f) Shut down the emergency generator and leave in the automatic
mode. Turn the BLOCK/NORMAL/MANUAL/TEST switch
h) Ensure the emergency generator is left in the auto-start condition.
to the NORMAL position.

Issue: 1 2.13 Electrical Systems - Page 17 of 23

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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.7a Preferential Tripping and Sequential Restart
Main 440V Switchboard Sequential Starting
Sequence Stage Time Setting (Sec) Load Description

Accommodation and Engine Room Lighting

Communication and Navigation Equipment
86kW Steering Gear Motor
4.2kW Steering Gear Cooling Pump
2.5kW Steering Gear Cooling Fan
9kW Main Engine Camshaft Lubricating Oil Pump
1.3kW Stern Tube Lubricating Oil Dosing Pump
1 0 1.3kW Stern Tube Bearing Lubricating Oil Circulating Pump
0.66kW Shaft Bearing Lubricating Oil Pumps
12.65kW Main Engine Turbocharger Lubricating Oil Pumps
First Stage
Reefer Transformer 10. PS118 PS120 230kW Main Engine Lubricating Oil Pump
Preference Trips
2 5 7.5kW Boiler Feedwater Pump

1 Reefer Transformer 09. PS117 PS119 17.5

55kW
Control/Working Air Compressor

Main Engine Fresh Water Cooling HT Pump

3 15
90kW Main Engine Auxiliary Blower No.1

4 25 90kW Main Engine Auxiliary Blower No.2

Second Stage
Reefer Transformer 04. PS106 PS108 5 35 88kW Reefer Cooling Sea Water Pump
Preference Trips
5 45 90kW Main Engine Auxiliary Blower No.3
2 Reefer Transformer 03. PS105 PS107
5 55 105kW Central Cooling Sea Water Pump

5 65 90kW Starting Air Compressor

5 75 98kW Main Engine Fresh Water Cooling LT Pump

Third Stage
Preference Trips Reefer Transformer 06. PS110 PS112 Main 440V Switchboard Standby Sequential Starting
Sequence Stage Time Setting (Sec) Load Description
3 Reefer Transformer 05. PS109 PS111
6.6kW Main Engine Fuel Oil Feed Pump No.2
13.2kW Main Engine Fuel Oil Booster Pump No.2
1 10
9kW Main Engine Camshaft Lubricating Oil Pump
8.6kW Main Engine Turbocharger Lubricating Oil Pump
Fourth Stage
Reefer Transformer 08. PS114 PS116 230kW Main Engine Lubricating Oil Pump
Preference Trips 2 15 7.5kW Boiler Feedwater Pump
17.5 Control/Working Air Compressor
4 Reefer Transformer 07. PS113 PS115
3 25 90kW Main Engine Fresh Water Cooling HT Pump

4 45 90kW Reefer Cooling Sea Water Pump

5 65 88kW Central Cooling Sea Water Pump

Fifth Stage
Reefer Transformer 02. PS102 PS104
Preference Trips 5 75 90kW Starting Air Compressor
Fourth Stage
5
Preference Trips
15 Seconds
Reefer Transformer 01. PS101 PS103
5 85 105kW Main Engine Fresh Water Cooling LT Pump

Emergency Switchboard Standby Sequential Starting

Sequence Stage Time Setting (Sec) Load Description

13.2kW Main Engine Fuel Oil Feed Pump No.1

6.6kW Main Engine Fuel Oil Booster Pump No.1
1 0
3kW Fresh Water Hydrophore Pump No.1
14.5kW Engine Room Supply Fan No.1
10.3kW Engine Room Supply Fan No.2
42.5kW Emergency Generator Radiator Cooling fan
90kW Steering Gear Centre Main Pump
4.2kW Steering Gear Centre Cooling Pump
2.5kW Steering Gear Centre Cooling Fan
1.9kW Steering Gear Centre Filter Pump

Issue: 1 2.13 Electrical Systems - Page 18 of 23

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 Luna Mærsk Machinery Operating Manual
2.13.7 PREFERENTIAL TRIPPING AND SEQUENTIAL The Synpol has a three-step disconnection of non-essential power consumers in Sequential Restart
RESTARTING the case of overcurrent, overload and underfrequency. The overcurrent limit value
and delay setting may be set differently during all three steps. The overload and When normal power is restored after a blackout, all essential service
underfrequency each have only one limit value setting which is connected to the machinery in service before the blackout will be started automatically when
Preferential Tripping preferential trip No.1 and may be connected to step 2 or step 3. the main switchboard has regained power. Motors that were selected for duty
before the blackout will be automatically returned to duty when power is
The power management system matches the generator capacity to the power
Two outputs with different limit value and delay settings are used for preferential trip restored. Similarly, motors selected for standby will automatically return to
requirements of the vessel. However, should an overcurrent occur for any No.1 and then delayed additionally in steps of 5 seconds by external time relays. standby. If the machinery designated for duty does not restore normal system
main generator, non-essential services will be tripped, these are the reefer
conditions, such as pressure, within a preset time, the standby motor will
transformers.
Description Setting cut in automatically. If power is only restored to the emergency switchboard,
motors whose supply is from the emergency switchboard will start irrespective
If the current on a running generator exceeds 100% of the rated current Preferential trip step 1 (current Amps) 100%, 30 sec
of any previous selection.
(312A) for a period of 70 seconds, the PMS will initiate the release of the (steps 2, 3, 4 and 5 after 5 seconds per step)
preferential tripping, thereby providing protection against the overcurrent
Preferential trip step 1 (current Amps) 105%, 5 sec After the first main generator is connected to the 6,600V busbar the
which would otherwise trip the ACB.
(steps 2, 3, 4 and 5 after 5 seconds per step) transformer outlets automatically switch in sequentially in two steps with a
Preferential trip step 1 (at high power kW) 110%, 2 sec delay of 5 seconds between them.
The main generator protection settings are:
Preferential trip step 1 (at underfrequency Hz) 57Hz, 5 sec Step 1
Overcurrent trip step 1 312A (100%), 70 seconds
HVS 02 Reefer transformer No.10
Overcurrent trip step 2 450A (144%), 15 seconds When normal conditions resume, the breakers must be manually reset. HVS 03 Reefer transformer No.6 and 8
Overcurrent trip step 3 650A (208%), 2 seconds
HVS 16 Reefer transformer No.5 and 7
Short circuit trip 850A (272%), 1.3 seconds
HVS 17 Reefer transformer No.1 and 3
Reverse power trip 125kW (5%), 5 seconds
Step 2
Differential protection 18%, 100 ms
HVS 04 Reefer transformer No.2 and 4
HVS 05 Basic transformer No.2
The preferential trips are released in five stages as per the illustration 2.13.7a.
The following arangements apply: HVS 14 Basic transformer No.1
HVS 03 Reefer transformer No.9
Preferential Trip Stage Reefer Transformer
No.1 No.10 PS118 and PS120 The 440V loads are restored sequentially as indicated in 2.13.7a.

No.9 PS117 and PS119

No.2 No.4 PS106 and PS108
No.3 PS105 and PS107
No.3 No.6 PS110 and PS112
No.5 PS109 and PS111
No.4 No.8 PS114 and PS116
No.7 PS113 and PS115
No.5 No.2 PS102 and PS104
No.1 PS101 and PS103

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 Luna Mærsk Machinery Operating Manual
Illustration 2.13.8a Uninterruptible Power Supply and Battery Systems

220V From Emergency Generator Starter Motor Section

Emergency
Switchboard Main Monitoring System
ELS08.13 Low Insulation Alarm
43kW - Emergency Generator
Starter Motor
Earth Test

24V EMERGENCY SWITCHBOARD

Earth

--

--
Battery Charger Lamps 24V 24V
No.1 24V 100 A
235 Ah 235 Ah

+-

+-
1 2
1

Battery Charger 1 Charger No.1

No.2 24V 100 A 2 Charger No.2

DS1 - WHCP 24V DC Distribution Board

Changeover Switch on Bridge

1: Emergency Supply DS2 - ECRCC

2: Main and Emergency
Supply DS3 - FSCP
Battery Charger 3: Main Supply Rectifier/Diode Rectifier/Diode
DS4 - ECR
No.3 24V 100 A Circuitry Circuitry
Supply Emergency Diesel Generator
Control System Emergency Switchboard
Charger No.1 Charger No.2
Water Spray in Paint Store 24V 25 A 24V 25 A

Engine Room Lift

3
Inverter for GOS in SCC

Battery Charger Emergency Light in

No.4 24V 100 A Emergency Generator Room
From From
Call Bell in Accommodation MLS08.14 MLS18.15

Spare
200 A 24V Battery
Emergency Diesel Control Voltage
+- --
Spare
400 Ah
Key
220V From
Main Light
Switchboard Rectifier/Diode
MLS17.20

HRC Fuse

+- -- Battery

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 Luna Mærsk Machinery Operating Manual
2.13.8 UNINTERRUPTIBLE POWER SUPPLY (UPS) AND The board contains the following equipment: If the battery has been subjected to a period of duty due to power failure,
BATTERY SYSTEMS the battery charger is automatically transferred to an equalising charge on
• Voltmeters for rectifier and bus voltage monitoring
restoration of the power supply and this rapidly charges the battery. As soon
Most of the emergency power requirements are supplied by the emergency • Ammeters for charger, bus and battery monitoring as the battery becomes fully charged, it reverts to a floating charge. The
24V system. • Earth leakage monitoring indication lamps and switches charge performed after the recovery from a power interruption is controlled
by the control system, which protects the battery and charging circuits from
The radio/GMDSS equipment is backed up by a separate battery/UPS system. • Protected outputs via miniature circuit breakers (MCBs) excess current.
• Charging source power indicator lamps
A separate 24V battery and charger system is provided for the emergency Emergency Generator Starting Batteries
• Charger failure indicator lamps
generator starting arrangements. The controls for this system are mounted on
a dedicated section of the emergency 24V switchboard. • Battery test facility The emergency generator starting section of the 24V emergency switchboard
houses the ammeters and voltmeters and control equipment for the emergency
• Charger selection/parallel switch generator starting batteries and chargers. There are two systems with a manual
The 24V emergency system consists of a battery distribution board backed up
by a separate 24V battery. This provides a smooth changeover to a constant changeover switch.
The charger is fitted with a battery voltage monitoring facility which will
power source upon loss of the ship’s main or emergency power. raise an alarm if the battery voltage moves above or below a preset level The switchboard is also fitted with a battery test facility which will test the
or the battery current rises above a preset level. The unit is also fitted with batteries for correct condition and an alarm is raised is this is incorrect.
This 24V battery, located in the battery room on the main deck, is normally on charger failure, overcurrent, input mains failure and earth leakage alarms.
a floating charge with the rectifier supplying the load. These alarms will raise a common output alarm which will raise an alarm on The section is also fitted with battery and charger failure alarms which will
the main alarm and monitoring system. raise an alarm via the main alarm and monitoring system in the event of
24V Batteries any abnormal conditions.
Battery: Lead-acid sealed When an earth is present on an outgoing circuit, the earth leakage alarm will
sound. Operation of the earth test pushbutton will cause one earth lamp to
Capacity: 24V 400Ah glow bright and the other earth lamp to dim. Careful isolation of the outgoing Maintenance
Voltage (nominal): 24V (total) circuits (mindful of essential consumers), will locate the faulty circuit, the The 24V emergency board is designed for continuous operation and is
Voltage (max): 26.4V lamps returning to equal brilliance and the alarm clearing once the faulty practically maintenance free. However, the unit should be kept clean and dry
Voltage (min): 21.8V circuit is isolated. and a visual inspection of connection integrity, cable condition etc, made
Number of cells: 6 once a year. At this time the charging voltages should be checked using a
The switchboard is also fitted with a battery test facility which will test high quality digital voltmeter.
the back-up battery for correct condition and this will raise an alarm if
24V Emergency Board Battery Charger incorrect. The emergency generator duty battery set should be changed over once a
Manufacturer: ABB month.
Voltage (supply): 220V AC Operating Procedure
All the ship’s batteries should be kept clean and dry. The battery poles and
Voltage (floating): 26V DC The battery charger is a fully automatic charging device which automatically connections must be kept covered with acid free vaseline. The cell voltages
Voltage (equalising): 26.2V DC charges the 24V storage battery. The charger OFF/AUTO switches should should be checked and logged once a month and the connection terminals
therefore be left in the AUTO position. checked for tightness once a year.
Voltage (output): 18 - 29V DC
Rated current: 40A DC The charger has a facility to adjust the charging voltage. This, however, should
Rating: Continuous not be altered once the charger has been commissioned.
Max. charging current: 45A DC
While the storage batteries are fully charged, they are subjected to a floating
The battery charger has one 220V supply from the emergency switchboard charge. In this condition, the charger supplies the 24V system with power. A
220V section, ELS08.13 and another supply from the main light switchboard, constant voltage is applied to the battery, regardless of any load, power or
MLS17.20. temperature variation and the charging current varies according to charged
state thus maintaining the battery in a fully charged condition.

During a failure of the main and emergency power supplies, the battery
will take over.

Issue: 1 2.13 Electrical Systems - Page 21 of 23

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 Luna Mærsk Machinery Operating Manual

Illustration 2.13.9a Cathodic Protection System

Forward
Rectifier
Unit
Monitoring
Unit
A 7

Engine Room

Anodes Reference Electrodes

Reference Electrode Aft Anodes Anodes Located Between Located Between
Located Between Rectifier Located Between Located Between Frames 281 and 282 Frames 309 and 310
Frames 51 and 52 Unit Frames 80 and 81 Frames 147 and 148 Port and Starboard Port and Starboard 0 250

Port and Starboard Port and Starboard Port and Starboard mV

Equipment Location

Central Alarm System

Shaft Millivolt
Monitoring Brushes
Jotun ICCP Controller/Power Unit Reference Cell Anode Anode Monitoring Panel Reference Cell Anode (Insulated From
Located at Deck 7920 on the Port Side Fwd Earth/Mounting)

Shaft Earthing
Brushes

JB JB JB JB JB

440V AC Supply
From Main Central
Switchboard Alarm System
Copper Slip Ring Propeller Shaft

440V AC Supply
From Main
Switchboard

JB JB JB JB JB

Automatic
Rectifier
Unit

Reference Cell Anode Anode Reference Cell Anode Propeller Shaft Earthing
System Wiring and Monitoring Assembly

Issue: 1 2.13 Electrical Systems - Page 22 of 23

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 Luna Mærsk
2.13.9 CATHODIC PROTECTION SYSTEM
Maker : Jotun
Type: Impressed Current
Power supply: AC 440V, 60 Hz,
The vessel is provided with an Impressed Current Cathodic Protection
(ICCP) system. This method of corrosion protection automatically controls
electrochemical corrosion of the ship’s hull structure below the waterline.
Cathodic protection can be compared to a simple battery cell, consisting of
two plates in an electrolyte. One of the battery plates in the electrolyte will
waste away through the action of the flow of electrical current, if the two
battery electrodes are connected electrically. When two metals are immersed
in sea water, which acts as the electrolyte, one of the metals acts as the anode
and will waste away. Which metal, in any pair, acts as the anode depends upon
their relative positions in the electrochemical series but steel will act as an
anode to copper, brass or bronze. The strength of the electric current generated
in the corrosion cell, and hence the rate at which wastage takes place depends
upon the metals involved and the strength of the electrolyte.
If a third electrode is added to the cell and current is forced to flow,
the third electrode acts as the cathode and the old anode will act as the
new cathode. This is how an impressed current cathodic protection system
functions. When a vessel is fitted with ICCP, the hull steel is maintained at
an electrical potential more negative that the surrounding sea water. For this
reason, loading and discharging terminals normally comply with the ISGOTT
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which
states, referring to IMO recommendations for the safe transport, handling
and storage of dangerous substances in port areas, that ship shore bonding
cables should be discouraged. High currents that can occur in earthing cables
and metallic connections are avoided. These are due to potential differences
between ship and terminal structure particularly due to the residual potential
difference that can exist for up to 24 hours after the shipboard ICCP has
been switched off. These terminals usually utilise insulating flanges on hose
connections to electrically isolate the ship and terminal structure. During
preparations for berthing at terminals where such insulation is not employed,
or where earth connections are mandatory by local regulation, or when bunker
barges come alongside, the ICCP should be switched off at least 24 hours
in advance.
Fresh Water Operation
When the vessel enters a river estuary, the fresh or brackish water may limit
the spread of current from the anodes, due to the higher resistance of the
water. Normally, the voltage output increases to compensate for this and
would be accompanied by very low current levels and the reference electrode
potentials may indicate under protection. However, in this system, the output
is adjusted automatically and the system returns the hull to the optimum
protection level when the vessel returns to sea water.
Issue: 1
Menu
Principle of Operation
Protection is achieved by passing low voltage DC current between the hull
metal and anodes, insulated from the hull, but in contact with the sea water.
The electrical potential of the hull is maintained more negative than the
anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control
is necessary over the flow of impressed current, which will vary with the
ship’s speed, salinity and temperature of the sea water and the condition of
the hull paint work. If the potential of the hull is made too negative with
respect to the anode, then damage to the paint film can occur electrolytically
or through the evolution of hydrogen gas between hull steel and paint. The
system on this vessel controls the impressed electrical current automatically
to ensure optimum protection. Current is fed through titanium anodes situated
port and starboard on the ship. The titanium prevents the anodes themselves
from corroding and the surfaces are streamlined into the hull. Fixed zinc
reference electrodes port and starboard are used to compare the potential
of the hull with that normally found between unprotected steel and zinc
electrodes. Sufficient current is impressed via the anodes to reduce this to a
level of between 150 and 250mV.
Operation
Once the unit is switched on, the unit’s transformer rectifier converts the
ship’s 440V AC supply to a low voltage finely controlled DC current, the
positive is connected to the anodes and the negative is connected to the
ship’s hull. The system is completely automatic in normal use. In the normal
operating mode the display will show the following readings:
• Anode current and voltage
• Reference cell No.1 mV reading
• Reference cell No.2 mV reading
• Setpoint mV AVE (average value)
The system should be regularly monitored and the readings taken once a
day. Note that the monitoring unit has a changeover switch to enable the
display of the forward or aft system rectifier readings. Alarm and operation
set points can be altered in the EDIT mode. However, this requires the input
of a password, see the manufacturer’s manual for further information. The
unit can also be operated in the MANUAL mode, where the manual reference
level can be adjusted and the correct operation of the system monitored as the
outputs change according to the new settings.
Electrical Installation
The system consists of a monitoring panel and two rectifier units. The rectifier
units, one forward and one aft, are wired to port and starboard reference
electrodes and port and starboard anodes (the aft system having four anodes).
The monitoring unit is also equipped with facilities to raise an external alarm
to give warning of any system abnormalities, via the main alarm system.
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Machinery Operating Manual
Propeller and Rudder Stock Earthing
To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped
to the shaft and is earthed to the hull via brushes. A second set of brushes,
insulated from earth, monitors the shaft mV potential and this signal is fed
to a millivolt meter. To ensure efficient bonding, the slip ring should be
cleaned on a regular basis. The shaft potential value should ideally remain
below 75mV.
The rudder stock is also earthed for protection via a 70mm2 flexible earth
cable between the deckhead and rudder stock to minimise any electrolytic
potential across the bearings and bushes.
Routine Checks
Record the output current and all voltages on a daily basis.
Check the reference electrode voltage on a daily basis.
Check and clean the propeller shaft slip ring and brushes every week.
Inspect the rudder stock earth strap every month.
Return completed log sheets to the manufacturer for scrutiny every month.
Inspect and clean the control unit cooling fans and grills every three months.
The anodes and reference cells must be externally inspected every dry dock
period. The anodes are fitted with an insulating shield cover to prevent
excessive local over-protection and the condition of this shield must be closely
inspected at this time.
Detailed instructions are available in the manufacturer's manual.
Sacrificial Anodes
The areas of the hull shielded from the hull face, such as thruster tunnels,
rudder and sea water intakes, receive only limited protection from the ICCP
system. These areas are therefore fitted with separate sacrificial anodes.
Several sacrificial zinc anodes are provided within the water ballast tanks
including the fore peak tank.
2.13 Electrical Systems - Page 23 of 23
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 2.14 Accommodation Systems

2.14.1 Domestic Fresh Water System

2.14.2 Domestic Refrigeration System

2.14.3 Accommodation Air Conditioning Plant

2.14.4 Miscellaneous Air Conditioning Units

2.14.5 Sewage Treatment

2.14.6 Garbage Disposal

Illustrations

2.14.1a Domestic Fresh Water System

2.14.2a Domestic Refrigeration System

2.14.3a Accommodation Air Conditioning Plant

2.14.3b Accommodation Heating Water Circulation System

2.14.5a Sewage Treatment System

2.14.6a Garbage Management Plan I

2.14.6b Garbage Management Plan II

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.1a Domestic Fresh Water System To Accommodation
Funnel Casing 25V657042
Starboard Port Upper Deck
40 25V657041
V020008
To Calorifier
PI System To HT FW System Expansion Tank
Katadyn From 25V655018
Silver Ion Reefer Cooling
65 JOWA F150-2 Fresh Water
Steriliser System FW
V020008 Rehardening Evaporator
PI Expansion Tank
Filter/ 25V310018
Neutralising FW Evaporator
Unit (30m3/day) Upper Deck
65V020005 Distillate
Port XA Pump
Fresh Water 25V20008 High Salinity Fresh Water Fresh Water
Tank 135 25V20009 Dump To Passageway To Passageway
(124.5m3) 25V020013 50V020014
LT LI Drain To
Bilge Well Engine Room
25V20006 25V310010 25V20007 To 25V657040
PS FW Evaporator Water Sample
2 Chemical Dosage Engine Room Workshop
8 kg/cm 15 Cooler
50 Start/Stop PS V655007 Tank 25V657039 25V657038
40 V020011 Signals PI
V020005 Engine Room No.5 Diesel Generator Engine Room
PS PS 25V657170 25V657037

Drain To PI PI From Fresh Water Inlet

Bilge Well Paint Store GS Air Main Engine Scav.
System Fire Ext. 40
Water Spray 50 40 40 Boiler Water Drinking V310002
System PI Chemical Fountain
V020012 V020011 V310005
Table
LI Diesel Generator Diesel Generator
Hydrophore 25V657036 25V657034
Fresh Water Tank Diesel Generator Diesel generator
Hydrophore Pumps (1m3)
(8m3/h) 25V657035 25V657033

50 FO Engine Room
BC020 V020002 LO/FW 25 Purifier 25 25V657030
PS V657169 Room V657169 Compressor
05V1101157 Cooling Room Cooler Room
PI PI 25V657029 25V657032
25
V6555066
Drain To Scupper
40 40
Stern Tube V020012 V310004 25 25
Cooling V655016 V655017
Tank M91
(88.7m3) 25
25 V310009 Sodium Ion
V310008 25 Exchange Filter 40 To Bilge Separator
25 25 V657026 V310012 Monitoring System 15 25 15
V657024 V657025 15
Drain Tank 5m3 V310003 V655008 V657028 V655009
25 Tank Top Level To 15 PPM
Tank Top Level Aft V310013 Bilge Separator Fresh Water
65 25 15
V020007 V020010 V310011 Tank Top Level To
Boiler
Feedwater
Starboard 15 25 25 25 25 25 25 Chemical
Fresh Water V655011 V655027 V655026 V655030 V655025 V655021 V655020 Leakage and
Tank
Tank 134 Rainwater Tank
Operating
(124.5m3) LT LI Water
Tank
Key
LO LO LO
Purifier Purifier Purifier Domestic Fresh Water
50 for Diesel for Diesel for Main FO FO FO/DO
40 V020010
Generator Generator Engine Purifier Purifier Purifier Electrical Signal
V020006
Drain To Air
Bilge Well

Issue: 1 2.14 Accommodation Systems - Page 1 of 24

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 Luna Mærsk Machinery Operating Manual
2.14 ACCOMMODATION SYSTEMS the water distribution system to soften the domestic water which is supplied Domestic Hot Water System
as technical water to the centrifugal separators (see section 2.3.4). As the
generation and transfer of the distilled water has already been covered in This system supplies the hot water to the accommodation for domestic
2.14.1 DOMESTIC FRESH WATER SYSTEM
section 2.3.4 it will not be described again. The following description will purposes.
deal with domestic fresh water use, the water being drawn from one of the
Domestic Fresh Water Pumps two fresh water storage tanks. Water is circulated continuously by the hot water circulating pump, the water
Maker: Grundfoss being passed through a calorifier, which can be either steam or electrically
Normally one domestic FW tank is in use, with the second being filled or heated to raise the water to the correct temperature. Top up to the system
No. of sets: 2
ready for use. is from the hydrophore tank. The pump can be bypassed if necessary for
Model: CR8-50 maintenance.
Capacity: 8m3/h at 65 mth From the fresh water generator the water is delivered directly to the fresh
water tank via the rehardening filter and silver electrode sterilising unit in
Hot Water Circulating Pump which the water is dosed with minute levels of silver ions. From there it Engine Room Services
Maker: Grundfoss passes to the domestic FW tanks. As the water passes between two electrodes
This system supplies water to engine room services as below:
No. of sets: 1 in the sterilising unit, through which a small current is passed, the ions are
released and sterilise the water. Sterilisation by this method ensures that the • Central fresh water cooling expansion tank
Model: UP20-62N 150
water is maintained in a good condition, even when stored in the tanks for a • Container fresh water cooling expansion tank
Steriliser period of time. The silver electrodes should be inspected and changed when
all the silver coating has depleted. The dosing of the water is automatic and is • Fresh water generator chemical tank
Maker: Katadyn Products Inc. set depending on the flow of the water. • Boiler water sample cooler
No. of sets: 1
Type: EKS-4; Silver Ion There are two fresh water hydrophore pumps which take suction from the • Sewage treatment plant
Capacity: 0 - 3m3/h fresh water tanks. These pumps deliver fresh water to the FW hydrophore • Turbocharger air cooler cleaning
tank which is maintained under pressure by air from the general service air
Rehardening Filter/Neutralising Unit system. The pressure in the tank controls the starting and stopping of the • Oily water separator

Maker: Jowa AB domestic FW pumps. As the water is used, the tank pressure drops allowing • Purifiers (via a softener ion exchange filter)
one of the pumps to start automatically and refill the tank. As the pressure
No. of sets: 1 • Generator engine compartments
in the system increases to a predetermined value the pump will automatically
Type: F150-2; pH adjusting and mineralising stop. One pump is normally in use, with the second pump shut down or • Main engine scavenge fire extinguishing
Capacity: 1.5/2.0m3/h ready for use. • Emergency generator room
Calorifier From the hydrophore tank the water flows into three systems: • General engine room services and water outlet connections
Maker: OSO Hotwater, Norway • Drinking water system and accommodation services
No. of sets: 1 (Note: Boiler feedwater make-up to the feedwater drain tank is taken directly
• Domestic hot water system
Type: 17RDE-1000 - steam heated with 30kW electric from the outlet from the evaporator but there is an auxiliary make-up
heater as required • Engine room services line from the hydrophore tank outlet.)
Capacity: 1,000 litres/h Drinking Water System
This system covers the water supply to drinking fountains and accommodation
INTRODUCTION uses in cabins and the galley.

Part of the domestic fresh water system has been covered in section 2.3.4, that
deals with with the transfer of distilled water. Water for domestic purposes
is made on board by means of the evaporator. This distilled water is treated
in an silver electrode steriliser and in a rehardening filter/neutralising unit
before being pumped to the fresh water storage tanks. The silver steriliser
destroys bacteria and leaves a residue of silver ions in the stored water thus
providing for effective sterilisation whilst the water is stored in the tanks.
The neutralising unit removes carbonic acid gas from the water to produce a
neutral or slightly alkaline condition. An ion exchange filter is incorporated in

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.1a Domestic Fresh Water System To Accommodation
Funnel Casing 25V657042
Starboard Port Upper Deck
40 25V657041
V020008
To Calorifier
PI System To HT FW System Expansion Tank
Katadyn From 25V655018
Silver Ion Reefer Cooling
65 JOWA F150-2 Fresh Water
Steriliser System FW
V020008 Rehardening Evaporator
PI Expansion Tank
Filter/ 25V310018
Neutralising FW Evaporator
Unit (30m3/day) Upper Deck
65V020005 Distillate
Port XA Pump
Fresh Water 25V20008 High Salinity Fresh Water Fresh Water
Tank 135 25V20009 Dump To Passageway To Passageway
(124.5m3) 25V020013 50V020014
LT LI Drain To
Bilge Well Engine Room
25V20006 25V310010 25V20007 To 25V657040
PS FW Evaporator Water Sample
2 Chemical Dosage Engine Room Workshop
8 kg/cm 15 Cooler
50 Start/Stop PS V655007 Tank 25V657039 25V657038
40 V020011 Signals PI
V020005 Engine Room No.5 Diesel Generator Engine Room
PS PS 25V657170 25V657037

Drain To PI PI From Fresh Water Inlet

Bilge Well Paint Store GS Air Main Engine Scav.
System Fire Ext. 40
Water Spray 50 40 40 Boiler Water Drinking V310002
System PI Chemical Fountain
V020012 V020011 V310005
Table
LI Diesel Generator Diesel Generator
Hydrophore 25V657036 25V657034
Fresh Water Tank Diesel Generator Diesel generator
Hydrophore Pumps (1m3)
(8m3/h) 25V657035 25V657033

50 FO Engine Room
BC020 V020002 LO/FW 25 Purifier 25 25V657030
PS V657169 Room V657169 Compressor
05V1101157 Cooling Room Cooler Room
PI PI 25V657029 25V657032
25
V6555066
Drain To Scupper
40 40
Stern Tube V020012 V310004 25 25
Cooling V655016 V655017
Tank M91
(88.7m3) 25
25 V310009 Sodium Ion
V310008 25 Exchange Filter 40 To Bilge Separator
25 25 V657026 V310012 Monitoring System 15 25 15
V657024 V657025 15
Drain Tank 5m3 V310003 V655008 V657028 V655009
25 Tank Top Level To 15 PPM
Tank Top Level Aft V310013 Bilge Separator Fresh Water
65 25 15
V020007 V020010 V310011 Tank Top Level To
Boiler
Feedwater
Starboard 15 25 25 25 25 25 25 Chemical
Fresh Water V655011 V655027 V655026 V655030 V655025 V655021 V655020 Leakage and
Tank
Tank 134 Rainwater Tank
Operating
(124.5m3) LT LI Water
Tank
Key
LO LO LO
Purifier Purifier Purifier Domestic Fresh Water
50 for Diesel for Diesel for Main FO FO FO/DO
40 V020010
Generator Generator Engine Purifier Purifier Purifier Electrical Signal
V020006
Drain To Air
Bilge Well

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 Luna Mærsk Machinery Operating Manual
Procedure for Operating the Domestic Water System to the Open Ion exchange unit outlet valve 25V655016 Closed Water outlet valve at generator engine 25V657034
Hydrophore Tank Closed Ion exchange unit bypass valve 25V020010 Closed Water outlet valve at generator engine 25V657035

Port domestic FW tank and No.1 FW pump in use. Open LO purifier operating water tank inlet valve 15V655011 Closed Water outlet valve at generator engine 25V657036
Open LO purifier operating water tank outlet valve Closed Water outlet valve at generator engine 25V657170
a) Check that there is sufficient water in the domestic FW tank to
Open No.1 generator engine LO purifier inlet valve 25V655027 Closed Water outlet valve in workshop 25V657038
meet the immediate demand.
Open No.2 generator engine LO purifier inlet valve 25V655026 Closed Water outlet valve to funnel casing 25V657041
b) Vent the hydrophore tank and, using the No.1 FW pump, fill Open Main engine LO purifier inlet valve 25V655030 Closed Water outlet valve to funnel casing 25V657042
it until the water level gauge glass is ¾ full; stop the pump.
This requires the port FW tank outlet valve 50V020011 to be Open No.1 FO/DO purifier inlet valve 25V655025 Closed Filling valve for heating system 15V657045
open together with the FW pump supply valve 50V020012, Open No.2 FO/DO purifier inlet valve 25V655021
the No.1 FW pump suction valve 40V020011 and discharge Water is automatically supplied to all outlet points from the hydrophore tank
valve 40V310005. Open the air supply valve and pressurise Open No.3 FO/DO purifier inlet valve 25V655020
and when the supply valve to a particular outlet point is opened water is
the hydrophore tank to the general service air supply pressure. Closed Stern tube cooling water tank inlet valve 25V310008 immediately available.
The hydrophore tank inlet valve 50A020002 must be open as
Open Paint store water spray inlet valve 25V655066
must the gauge valves.
Open Oily water separator inlet valve 15V310011
c) The hydrophore tank is now operational and FW can be Open Bilge separator monitoring system inlet valve 15V310003
supplied to the various users.
Closed Central cooling system expansion tank
(Note: The starboard FW tank outlet valve 50V020010 must be closed as this inlet valve 25V655018
tank will be filling from the evaporator. No.2 FW pump suction valve Closed Reefer cooling system expansion tank
40V020012 and discharge valve 40V310004 will be open in order to inlet valve 25V310018
allow that pump to operate should No.1 pump fail.)
Closed Main engine scavenge fire extinguishing
d) Put the No.1 domestic FW pump in automatic mode at the inlet valve 40V310002
control panel and allow it to cut in and out as required in order Closed Chemical tank inlet valve 15V655009
to maintain pressure in the system and level in the tank.
Closed Drain valve to leakage and rainwater tank 15V655008
Closed Water supply to FW generator chemical tank 15V655007
Procedure for Operating the Cold Water System
Closed Water outlet valve at tank top level forward 25V657028
Operate the domestic FW system as in parts a) to d) above and then set valves
Closed Water outlet valve at tank top level aft 25V657025
as in the following table. Valves for systems shown as closed will be opened
when that system is operating or the unit requires refilling. Water supply Closed Water outlet valve at tank top level aft 2 25V657024
valves are not normally kept open unless shown as such. Closed Water outlet valve at tank top centre 25V657026

Position Description Valve Closed Water outlet valve to LO/FW cooler room 25V657169

Open Engine room cold water fountain inlet valve Closed Water outlet valve to FO separator room 25V657031

Open Engine room wash basin cold water supply valve Closed Water outlet valve to compressor room 25V657032

Open Engine room WC water inlet valve Closed Water outlet valve to cooler room 25V657029
Outlet Valve 50V020012
Closed Water outlet valve to engine room 25V657030 Hydrophore Pump
Open FW supply to port passageway 50V020013
No.1
Open FW supply to starboard passageway 50V020014 Closed Water outlet valve to engine room 25V657039

Open Accommodation line valve 40V020008 Closed Water outlet valve to engine room 25V657037
Hydrophore Tank
Open Purifier water supply valve 25V310012 Closed Water outlet valve to engine room 25V657040

Open Ion exchange unit inlet valve 25V655017 Closed Water outlet valve at generator engine 25V657035

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 Luna Mærsk Machinery Operating Manual

Illustration 2.14.1a Domestic Fresh Water System To Accommodation

Funnel Casing 25V657042
Starboard Port Upper Deck
40 25V657041
V020008
To Calorifier
PI System To HT FW System Expansion Tank
Katadyn From 25V655018
Silver Ion Reefer Cooling
65 JOWA F150-2 Fresh Water
Steriliser System FW
V020008 Rehardening Evaporator
PI Expansion Tank
Filter/ 25V310018
Neutralising FW Evaporator
Unit (30m3/day) Upper Deck
65V020005 Distillate
Port XA Pump
Fresh Water 25V20008 High Salinity Fresh Water Fresh Water
Tank 135 25V20009 Dump To Passageway To Passageway
(124.5m3) 25V020013 50V020014
LT LI Drain To
Bilge Well Engine Room
25V20006 25V310010 25V20007 To 25V657040
PS FW Evaporator Water Sample
8 kg/cm2 15 Chemical Dosage Cooler Engine Room Workshop
50 Start/Stop PS V655007 Tank 25V657039 25V657038
40 V020011 Signals PI
V020005 Engine Room No.5 Diesel Generator Engine Room
PS PS 25V657170 25V657037

Drain To PI PI From Fresh Water Inlet

Bilge Well Paint Store GS Air Main Engine Scav.
System Fire Ext. 40
Water Spray 50 40 40 Boiler Water Drinking V310002
System PI Chemical Fountain
V020012 V020011 V310005
Table
LI Diesel Generator Diesel Generator
Hydrophore 25V657036 25V657034
Fresh Water Tank Diesel Generator Diesel generator
Hydrophore Pumps (1m3)
(8m3/h) 25V657035 25V657033

50 FO Engine Room
BC020 V020002 LO/FW 25 Purifier 25 25V657030
PS V657169 Room V657169 Compressor
05V1101157 Cooling Room Cooler Room
PI PI 25V657029 25V657032
25
V6555066
Drain To Scupper
40 40
Stern Tube V020012 V310004 25 25
Cooling V655016 V655017
Tank M91
(88.7m3) 25
25 V310009 Sodium Ion
V310008 25 Exchange Filter 40 To Bilge Separator
25 25 V657026 V310012 Monitoring System 15 25 15
V657024 V657025 15
Drain Tank 5m3 V310003 V655008 V657028 V655009
25 Tank Top Level To 15 PPM
Tank Top Level Aft V310013 Bilge Separator Fresh Water
65 25 15
V020007 V020010 V310011 Tank Top Level To
Boiler
Feedwater
Starboard 15 25 25 25 25 25 25 Chemical
Fresh Water V655011 V655027 V655026 V655030 V655025 V655021 V655020 Leakage and
Tank
Tank 134 Rainwater Tank
Operating
(124.5m3) LT LI Water
Tank
Key
LO LO LO
Purifier Purifier Purifier Domestic Fresh Water
50 for Diesel for Diesel for Main FO FO FO/DO
40 V020010
Generator Generator Engine Purifier Purifier Purifier Electrical Signal
V020006
Drain To Air
Bilge Well

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 Luna Mærsk Machinery Operating Manual
Procedure for Operating the Hot Water System Procedure for Filling the Stern Tube Cooling Water Tank
with Fresh Water
Operate the FW system as in parts a) to d) above and set the hot water Hot Water Circulation
Water Outlet Valve
system valves as follows: Pump The tank is filled from either of the FW tanks using the hydrophore system.

Position Description Valve a) Check the level of water in the stern tube cooling water tank
and assess the quantity of water needing to be transferred.
Open Calorifier supply from cold water system
Open Calorifier outlet valve b) Check the amount of FW in the FW tank to be used and ensure
Open HW circulating pump inlet valve that it is sufficient for the purpose.

Open HW circulating pump outlet valve c) Ensure that the hydrophore system is operating as described
Closed HW circulating pump bypass valve above.
Open Hot water supply valve to accommodation 40V655001 d) Open the filling valve 25V310008 to the stern tube cooling
Open Hot water return valve from accommodation 25V655019 water tank.
Open Hot water supply valve to engine room sink
(Note: The stern tube cooling water tank may be emptied by means of the
bilge pump. See section 2.9.1.)
a) After opening the hot water system supply valve from the cold
water system, allow the system to fill from the hydrophore
tank.

b) Ensure that the hot water circulating pump is primed. Control Panel

c) Start the hot water circulating pump.

d) Open the steam supply or switch on the electrical supply to the

calorifier, and set the system temperature.
Condensate Drain Valve
e) Check that the system is circulating correctly and that the
temperature is maintained.

Steam Supply Valve

Calorifier

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.2a Domestic Refrigeration System

Vegetable Room Evaporator Meat and Fish Room Evaporator

Key

Oil
MV1 MV2
Refrigerant Gas

Refrigerant Liquid

Fresh Water Cooling

Instrumentation

TI Temperature Indicator

Shut Off Shut Off

Valve Valve Thermostatic Expansion Valve

Oil Separator

DPS Dual Pressure Switch

LP/HP LP/HP Discharge

LP DPS HP LP DPS HP Thermostat
T T

Compressor Compressor

15 15
V654 V654 25
039 25 038 V561009
V561013
Economiser Condenser Economiser Condenser
25 25
V561010 V561203
Cooling Water Cooling Water
To and From the Central To and From the Central
Fresh Water System Fresh Water System
Low Temperature Low Temperature

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 Luna Mærsk Machinery Operating Manual
2.14.2 DOMESTIC REFRIGERATION SYSTEM circulating from the central cooling FW system. In the condenser the gas is
condensed to become a liquid.
Maker: Copeland
Type: Direct expansion, air cooled: R134a The liquid refrigerant is returned through a dryer unit and filter to the cold
room evaporators.
Compressor
The compressors are protected by high pressure, low pressure, low lubricating
Maker: Copeland
oil pressure and condenser cooling water failure cut out switches.
No. of sets: 2 25V561010
Model: ZF18K4E The ZF compressors have additional cooling provided by the economiser Compressor Unit
Condenser 25V561203
Type: Scroll which allows a small amount of refrigerant into the middle of the compression
Drive motor: 3.41kW process. The refrigerant is allowed into the middle of the compressing scolls
by means of a capillary tube. The cooling effect of this refrigerant improves
efficiency.
Condenser
Maker: Bitzer International A thermostat in each room enables a temperature regulating device to operate
the solenoid valves independently so as to reduce the number of starts and
Model: K202H
running time of the compressor.
Type: Water cooled shell and tube
No. of sets: 2 The evaporators accept the refrigerant, as a supercooled vapour, from their
expansion valves. The opening of the expansion valve is controlled by the
INTRODUCTION temperature in the particular chamber serviced by the evaporator. This vapour
is heated as it passes through the evaporator and the hot vapour is then
The plant is situated at A deck level and is accessed from the engine room.
returned to the compressor through the non-return valves.
The refrigeration plant is automatic in operation and consists of two scroll
type compressors, two condensers and an evaporator coil in each of the The solenoid valves at the air coolers (evaporator units) are opened and closed
cooling and refrigerating rooms. by the room thermostats allowing refrigerant gas to flow to the evaporator
when open. With the solenoid valves closed no gas flows to the evaporators
Cooling for the cooling and refrigerating rooms is provided by a direct and so no gas flows back to the compressor suction and the low pressure
expansion R134a system. Liquid R134a gas is passed to the evaporator coils switch will stop the operating compressor.
for the rooms and the expansion valve regulates the amount of gas flowing
to the evaporator in accordance with the current room temperature; if the Any leaks of refrigerant gas from the system will result in the system
temperature has risen more gas passes to the evaporator. The gas expands becoming undercharged. The symptoms of the system undercharge will be
through the expansion valve and extracts heat from the evaporator over which low suction and discharge pressures with the system eventually becoming
air from the room is passed. Air in the cold rooms is circulated through ineffective. Bubbles will appear in the liquid gas flow sight glass.
the evaporator coils by electrically driven fans. The supply of refrigerant
to the expansion valve is regulated by means of a solenoid valve in the When required, additional refrigerant can be added through the charging
supply line. line, after first venting the connection between the refrigerant bottle and
the charging connection in order to prevent air in the connection pipe from
The refrigerating room evaporator is equipped with a timer controlled electric entering the system. Refrigeration Plant
defrosting element. The frequency of defrosting is chosen by means of a timed
defrosting relay built into the starter panel. The added refrigerant is dried before entering the system. Any trace of
moisture in the refrigerant system will lead to problems with the thermostatic
Under normal conditions one compressor/condenser unit is in operation, with expansion valve icing up and subsequent blockage.
the other ready for manual start up, with all valves shut until required. 25V561013
25V561009

During pull-down operation, two condensing units may be used with full
opening of refrigerant line valves to ensure rapid achievement of the desired
temperature. The compressor draws R134a vapour from the cold room cooling
coils and pumps it under pressure to the condenser which is cooled by water

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 Luna Mærsk Machinery Operating Manual

Illustration 2.14.2a Domestic Refrigeration System

Vegetable Room Evaporator Meat and Fish Room Evaporator

Key

Oil
MV1 MV2
Refrigerant Gas

Refrigerant Liquid

Fresh Water Cooling

Instrumentation

TI Temperature Indicator

Shut Off Shut Off

Valve Valve Thermostatic Expansion Valve

Oil Separator

DPS Dual Pressure Switch

LP/HP LP/HP Discharge

LP DPS HP LP DPS HP Thermostat
T T

Compressor Compressor

15 15
V654 V654 25
039 25 038 V561009
V561013
Economiser Condenser Economiser Condenser
25 25
V561010 V561203
Cooling Water Cooling Water
To and From the Central To and From the Central
Fresh Water System Fresh Water System
Low Temperature Low Temperature

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 Luna Mærsk
Operating Procedures
To Start the Refrigeration Plant
a) All stop valves, except the compressor suction valve in the
refrigerant line should be opened and fully back seated to
prevent the pressure in the valve reaching the valve gland.
b) Check that the compressor oil level is correct.
c) Check the quantity of refrigerant charge. With the system shut
down, gas should be pumped to the condenser and the quantity
of gas can be observed in the sight glass.
d) Start the central cooling water pump if it is not already
operating. Open the condenser cooling water inlet and outlet
valves and supply cooling water to the condenser.
e) Purge air completely from the cooling water system by opening
the air purger on top of the condenser or the air purging
valve on the pipeline. Check the compressor’s smoothness by
manually turning it over.
f) Start the compressor on automatic operation.
g) Adjust the suction stop valve gradually until fully open.
The compressor will operate but will stop automatically due to the low
pressure cut-out as no gas is flowing in the system.
Checklist During Operation
• Check the inlet and outlet pressure gauges.
• Check the compressor oil level.
• Check the system for gas leakages.
Issue: 1
Menu
Procedure for Putting the Cooler Rooms into Operation
a) Open the refrigerant supply to one cooler room.
b) Open the refrigerant gas return valves from the cooler rooms.
c) The thermostatic expansion valves will regulate the flow of
gas to the evaporators. The system will operate automatically
with the compressor stopping due to the low pressure cut-out
when the return gas flow has reduced because the expansion
valves are closed or the temperature controlled solenoid valve
has closed.
Procedure for Defrosting the Refrigerating Room Evaporator
The evaporator in the refirgerating room is fitted with electrical defrosting
equipment, i.e. the evaporator and drip tray are provided with electric heating
elements. The frequency of defrosting is chosen by means of a defrosting
relay built into the starter panel. The defrosting sequence is automatic and
as follows:
a) The compressor stops and all the solenoid valves in the system
close.
b) The fan in the refrigerating room stops working but the fan
in the cooling room continues the circulation of the warm
air over the coolers, in this way keeping the cooling surfaces
free from ice.
c) The electric heating elements in the refrigerating room are
switch on.
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 and the refrigerant is constantly kept near zero.
When the ice has melted, the refrigerant temperature rises in
the refrigerating room. When the temperature reaches the set
point (approximately +10°C) of the defrosting thermostat, the
heating elements are switched off.
e) The compressor restarts.
f) When the coil surface temperature has gone below the freezing
point, the fan in the refrigerating room starts.
The system is now back on the refrigerating cycle again. If the defrosting
is not completed at the expiration of the defrosting period, a new defrosting
cycle will commence.
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Machinery Operating Manual
System Running Checks to be Carried Out at Regular
Intervals
• Check the lubricating oil level in the crankcase.
• Check the moisture indicators on the gas flow system.
• Check the suction and discharge pressure and temperature, any
unusual variations should be investigated.
• Check all the room temperatures and evaporation coils for any
sign of frosting.
• Check for leaks if the level of gas in the system appears to
have fallen.
Procedure for Stopping the Plant for a Short Period
a) Close the liquid supply line valve to the evaporator for 5
minutes before stopping the plant.
b) When the compressor stops on the low pressure cut-out, press
STOP on the control panel.
c) When the compressor has stopped, close the suction and
discharge stop valves.
Procedure for Stopping the Plant for a Long Period
a) Close the main stop valve after the condenser. Evacuate the
evaporators.
b) Allow the temperature to rise in the evaporators, repeat after
evacuation.
c) When the suction pressure is slightly over atmospheric, stop
the compressor and close the suction and discharge stop valves.
The liquid refrigerant gas will be stored in the condenser.
d) Stop the condenser cooling water, shut the valves and drain the
water space of the condensers.
e) Switch off the main and control circuit electrical supplies.
f) Examine the system for leaks by using a gas leak tester.
g) Balance the pressure in the evaporators at 0.07 to 0.15kg/cm2
gauge maximum. This can be obtained by opening the liquid
line valves back to the condenser from the liquid receiver.
2.14 Accommodation Systems - Page 10 of 24
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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.3a Accommodation Air Conditioning Plant

Recirculating Air

Key Exhaust Air Supply

T Air
Filter

Refrigerant Gas TH TH T
T
Refrigerant Liquid
Supply
Fresh Water Cooling Air Handling Air
Fresh Air Unit T
Filter
Instrumentation

PI Pressure Indicator

Thermostatic Expansion Pre- Re- Rotating

Valve Heater Heater 'Econovent'

SVA80

SVA32

Condensing Unit Supply Limit Condensing Unit Supply Limit

Oil Low and High High Oil Low and High High
Pressure Pressure Switch Temperature Pressure Pressure Switch Temperature
Cut-out P Cut-out Cut-out P Cut-out
PI PI PI PI
MP 55 P T KP 98 KP 98 P T KP 98

HP HP

LP LP
Oil P Oil P
Compressor Compressor

Vent Vent

Open To Open To
15 Release Air 15 Release Air
V654 TI V654 TI
043 066
To and From 80 CondenserCondenser To and From 80 Condenser
Low Temperature V220012 Low Temperature V220014 Condenser
Central Central
Fresh Water System 15 Fresh Water System 15
80 V654 80 V654
V220011 045 V220013 064

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 Luna Mærsk Machinery Operating Manual
2.14.3 ACCOMMODATION AIR CONDITIONING PLANT The air is forced into the distribution trunking which supplies the Air is circulated through ducting to outlets in the cabins and public rooms.
accommodation. Air may be drawn into the system either from outside or from The air flow through the outlets can be controlled at the individual outlets.
Compressors the accommodation via the recirculation trunking. With heating or cooling Reheating of the air at the outlets is available from circulating hot water. A
coils in use, the unit is designed to operate on 71% fresh air supply. The valve at the outlet allows hot water to circulate around a heating coil over
Maker: Sabroe ratio of circulation air may be varied manually using the damper in the inlet which the air flows before discharge through the cabin outlet. The reheat
No. of sets: 2 trunking. The inlet filters are of the washable mat type and preheating of the water comes from a separate accommodation heating water system. Two water
Model: SMC 106S air is provided by coils supplied with steam from the ship’s steam system. The circulation pumps are fitted, one working as the duty pump and the other set
humidifier nozzles are supplied with steam from the same system. as the standby pump. These pumps circulate water through a heater which is
Type: Direct coupled 6 cylinder reciprocating
heated by steam and the water is then circulated through the accommodation
Cooling capacity: 187kW Cooling is provided by a direct expansion R134a system. The plant is automatic spaces with branches to individual air outlets. A valve at each air outlet vent
Motor: 45kW and consists of two compressor/condenser units supplying the evaporators allows for individual control of reheat.
contained in the accommodation air handling unit. The expansion valves for
the coils are fed with liquid refrigerant from the air conditioning compressor,
Condensers
the refrigerant having been compressed in the compressor then cooled in the
Model: CRKC 411910 condenser where it is condensed to a liquid. The liquid R134a is then fed,
via dryer units, to the evaporator coils where it expands under the control of Condenser
No. of sets : 2
Type: Horizontal shell and fin tube type the expansion valves, before being returned to the compressor as a gas. In the 80V220014
80V220012
evaporator coils it extracts heat from the air passing over the coils. Compressor

Air Handling Unit The compressor is fitted with an internal oil pressure activated unloading
mechanism which affords automatic starting and variable capacity control of
Maker: Novenco Hi-Press
100%, 67% and 33% of full capacity by unloading groups of cylinders. This
No. of sets: 1 variable capacity control allows the compressor to remain running even when
Type: Single pipe reheat the load is relatively light and thus avoids the need for frequent stopping
Cooling capacity: 256kW and starting. The compressor is protected by high and low pressure cut-out
Heating capacity: 32.12kW (preheating) switches, a low lubricating oil pressure trip, a cooling water pressure trip and
a high pressure and oil supply pressure differential trip. A crankcase heater
and cooler are also fitted.
INTRODUCTION
Any leakage of refrigerant gas from the system will result in the system
The air is supplied to the accommodation by an air handling unit (AHU) becoming undercharged. The symptoms of system undercharge will be low
located in the air conditioning unit room situated in the accommodation block suction and discharge pressure and the system will eventually become
on the starboard side of the upper deck. The units consists of an electrically ineffective. A side effect of low refrigerant gas charge is apparent low oil
driven fan drawing air through the following sections from inlet to outlet: level in the sump. A low charge level will result in excess oil being entrapped
• One air filter in the circulating refrigerant gas, causing the level in the sump to drop. When
the system is charged to full capacity, this excess oil will be separated out and
• One steam preheating unit returned to the sump. During operation, the level as shown in the condenser 80V020011
• One enthalpy exchanger of the rotating composite type level gauge will drop.
80V020013
• One steam reheating unit If the system does become undercharged, the whole system pipe work should
• A supply ventilator be checked for leakage as the only reason for an undercharge condition after
operating previously with a full charge is that refrigerant is leaking from the Air Conditioning Compressor Units
• Two air cooler evaporator coils system. When required, additional gas can be added through the charging
• One return air filter line, after first venting the connection between the gas bottle and the charging
connection. The added refrigerant is dried before entering the system. Any
• One exhaust ventilator
trace of moisture in the refrigerant will lead to problems with the thermostatic
expansion valve icing up and subsequent blockage.
Humidification of the air is arranged with automatic control and this is fitted
at the outlet part of the AHU.
Cooling water for the condenser is supplied from the low temperature central
fresh water cooling system.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.3a Accommodation Air Conditioning Plant

Recirculating Air

Key Exhaust Air Supply

T Air
Filter

Refrigerant Gas TH TH T
T
Refrigerant Liquid
Supply
Fresh Water Cooling Air Handling Air
Fresh Air Unit T
Filter
Instrumentation

PI Pressure Indicator

Thermostatic Expansion Pre- Re- Rotating

Valve Heater Heater 'Econovent'

SVA80

SVA32

Condensing Unit Supply Limit Condensing Unit Supply Limit

Oil Low and High High Oil Low and High High
Pressure Pressure Switch Temperature Pressure Pressure Switch Temperature
Cut-out P Cut-out Cut-out P Cut-out
PI PI PI PI
MP 55 P T KP 98 KP 98 P T KP 98

HP HP

LP LP
Oil P Oil P
Compressor Compressor

Vent Vent

Open To Open To
15 Release Air 15 Release Air
V654 TI V654 TI
043 066
To and From 80 CondenserCondenser To and From 80 Condenser
Low Temperature V220012 Low Temperature V220014 Condenser
Central Central
Fresh Water System 15 Fresh Water System 15
80 V654 80 V654
V220011 045 V220013 064

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 Luna Mærsk
Procedure for Operating the Air Conditioning System
The air conditioning system is designed to run with the one compressor
at a time meeting the full air conditioning load of the accommodation.
Capacity control is automatic, but for borderline temperatures capacity can
be controlled manually.
Starting the Ventilation System
a) Check that the air filters are clean.
b) Set the air dampers to the outside position.
c) Start the AHU supply fan, exhaust fan and enthalpy exchanger.
d) Check that air is flowing to all parts of the accommodation.
Starting the Air Conditioning Compressor
a) All stop valves, except the compressor suction, in the refrigerant
line should be opened and fully back seated to prevent the
pressure in the valve reaching the valve gland.
b) The crankcase heater on the compressor to be used should be
switched on a least 3 hours prior to starting the compressor.
c) Check that the crankcase oil level is correct.
d) Check the quantity of refrigerant charge.
e) Start the cooling water supply for the condenser cooling. The
cooling water comes from the engine room low temperature
central cooling FW system and will probably already be
running. Ensure that the supply and return valves to the air
conditioning condensers are open, 80V220011 and 80V220012
for No.1 air conditioning unit and 80V220013 and 80V220014
for No.2 air conditioning unit. Supply cooling water to the
condenser. Check that the supply of water from the central
cooling system is correct.
f) Purge air completely from the cooling water cycle by opening
the air purger on top of the condenser or the air purging valve
on the pipeline. Check the compressor smoothness by manually
turning it over.
g) Check the compressor drive coupling.
h) Start the compressor and confirm the correct direction of
rotation.
Issue: 1
Menu
i) Adjust the suction stop valve gradually until it is fully open,
when the compressor starts making a knocking noise close the
valve immediately. When the noise stops open the valve again.
Repeat this operation until the noises completely disappear.
Compressor Running Checks
• Check the inlet and outlet pressure gauges.
• Check the oil level and oil pressure. Check the crankcase for
foaming.
• Check for gas leakages using the appropriate equipment.
• The lubricating oil pressure should be checked at least daily.
• The oil level in the crankcase should be checked daily.
• The suction and discharge pressure should be checked twice
per day.
• The temperature of oil, suction and discharge should be
checked twice per day. A twice daily check on motor bearing
temperature should also be kept.
• A check should be kept on shaft seal oil leakage.
Procedure for Stopping the Compressor for Short Periods
a) Close the condenser liquid outlet valve and the outlet from
the filter.
b) Allow the compressor to pump out the system to the condenser
so that the low level pressure cut-out operates.
c) Isolate the compressor motor.
d) Close the compressor suction valve.
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the
condenser.
g) Switch on the crankcase heater.
Next Prev Print
Machinery Operating Manual
Procedure for Shutting Down the Compressor for a Prolonged
Period
If the cooling system is to be shut down for a prolonged period, it is
essential to pump down the system and isolate the refrigerant gas charge in
the condenser. 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 condenser and the outlet
from the filter.
b) Run the compressor until the low pressure cut-out operates. The
refrigerant gas will be condensed in the condenser and it will
remain there as the condenser outlet valve is closed.
c) After a period of time the suction pressure may rise, in which
case the compressor should be allowed to pump down again,
until the suction pressure remains low and the compressor does
not start again automatically.
d) Shut the compressor suction and discharge valves.
e) Close the cooling water inlet and outlet valves and drain the
condenser of water.
f) The compressor discharge valve should be marked closed and
the compressor motor isolated, in order to prevent possible
damage.
Procedure for Operating the Air Conditioning System
The air conditioning system will cool the air if required, will provide heating
to the air if needed, will remove excess moisture from the air if necessary
and will humidify the air to the correct level for comfort. A comfortable
atmosphere is a combination of temperature and humidity and both must be
controlled. Higher temperatures are more tolerable if the air is dryer. The
cooling effect on the air as it passes over the evaporator coil removes moisture
and a level of humidity is important for comfort so it is necessary to humidify
the air again by spraying steam into the circulating air flow. The humidity is
detected by a sensor and the steam is introduced automatically.
a) Check that the air circulation fans are operating correctly and
that the desired amount of air recirculation is being achieved
by adjusting the damper controls.
b) Check that the air conditioning compressor system is functioning
correctly if cooling of the air is required.
2.14 Accommodation Systems - Page 14 of 24
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 Luna Mærsk Machinery Operating Manual

Illustration 2.14.3b Accommodation Heating Water Circulation System

Expansion Tank
(located in funnel)

Key

Fresh Water

Fresh Water

Air

Saturated Steam

To Accommodation
Pump Starter
Pump Panel
From Accommodation Pump

25V021002

Drain 25V021008
Heater Outlet Valve
Makeup from
15V021027 25V021001 Hot Fresh Heater
Water
System Make-up Water Heater Bypass
Connection Valve

Heater Inlet Valve

Heater

Steam Control Valve

Steam Inlet Valve

Smedegard Accommodation Hot Water Heating Circulation System

Circulating
Pumps
Heater Type
Bypass IP44CLF
Valve

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 Luna Mærsk Machinery Operating Manual
c) Open the steam supply valve 25V021004 to the air conditioning Heater Open Accommodation hot water heater steam
unit from the steam system. Maker: Alpha Laval regulating valve outlet valve 25V021001
No. of sets: 1 Open Accommodation hot water heater steam
d) Check that the humidifying steam supply valve is open.
Type: Steam heated plate type regulating valve bypass valve 25V021008
e) If the air needs heating, check that the steam heating inlet and Model: CBM 26-40 Operational Accommodation hot water heater steam
outlet valves are open. Steam supply to the preheat and reheat regulating valve FU821
sections of the AHU is regulated by temperature control valves The temperature in individual cabins and public rooms may be regulated by Open Accommodation hot water heater drain valve 15V021027
FU809 and FU807 with further steam inlet valves to the AHU, means of local heating, known as reheating, applied to the air before it leaves
25V021003 and 25V021006. The steam regulating valves the cabin or public room vent. Hot water is circulated through pipes with
may be bypassed using valves 25V021005 and 25V021007 d) Select one accommodation hot water pump as the duty pump
branch pipes going to heat exchange units at each air outlet vent; the flow of and start that pump.
respectively if manual control is needed. The drain valves from water to the individual heat exchangers, and hence the temperature of the air
the AHU, 15V021029 and 15V021026, must be open. leaving the vent, may be regulated by adjusting the water flow valve at each e) Check that water circulation is positive through the entire
vent. The valve may be closed to give no reheating of the air or it may be system and that the heater is operating correctly to maintain the
f) Set the temperature control to give the desired temperature. opened to allow for controlled reheat.
The expansion valve to the evaporator will operate to allow gas desired water temperature.
to the evaporator coil in order to reduce the air temperature. If The hot circulating reheat water comes from a dedicated accommodation
heating is required the steam supply valve will operate to allow f) Operate the cabin and public room heater controls to maintain
hot water system which has two pumps and a heat exchanger supplied with the desired space temperature through air reheating.
steam into the heat exchange units. heating steam. The system has an expansion/header tank located in the funnel
casing with make-up coming from the fresh water hydrophore system. (Note: If the system has been shut down for any reason all accommodation
g) Set the humidity level desired. The steam valve will operate
as required to inject steam into the air flow. The humidity reheat valves should be opened in order to ensure that water is
level is measured for the recirculation air entering the air Procedure for Operating the Air Conditioning Reheat System circulating through the individual reheaters. Every month individual
conditioning unit. reheat valves should be opened for a short while to provide a
a) Check that the header/expansion tank is full and replenish with circulation through the heater units and to avoid problems related to
h) Ensure that the drains from the evaporator unit are working water from the fresh water hydrophore system as required. stagnant water in the reheat units.)
satisfactorily and that no water is lying in the drain tray.
b) Open the instrumentation valves and check that all instruments
CAUTION are functioning.
It is essential that no water should be lying in the air conditioning
system as this can become a breeding ground for legionella bacteria c) Set the valves as in the following table:
which can have serious, or even fatal, consequences. The drain should
be kept clear and areas where water can lie should be sterilised at Position Description Valve
frequent intervals. Open No.1 accommodation hot water pump inlet valve
Open No.1 accommodation hot water pump outlet valve
Accommodation Spaces Reheat Open No.2 accommodation hot water pump inlet valve
Open No.2 accommodation hot water pump outlet valve
Accommodation Hot Water Circulating Pump Open Accommodation hot water expansion tank
Maker: Smedegard outlet valve
No. of sets: 2 Open Accommodation hot water heater inlet valve
Type: Glandless circulator pumps Open Accommodation hot water heater outlet valve
Model: EV 5-95-2
Closed Accommodation hot water heater bypass valve
Open Accommodation hot water heater steam
regulating valve inlet valve 25V021002

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 Luna Mærsk Machinery Operating Manual
2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS Operation of the Unit Coolers

Package Air Conditioning Units Prior to operating the unit the cooling water inlet and outlet valves from the
Manufacturer: Dansk Boligstal AS low temperature central cooling system must be opened.
Type: Motor driven, marine package type Workshop Air Conditioning Unit
unit
Cooling fresh water inlet valve 40V561014
Refrigerant: R134a
Cooling fresh water outlet valve 40V561015
Compressor: Copeland ZR90K3E-TWD
Capacity: 20kW cooling Engine Control Room No.1 Air Conditioning Unit
Unit Cooler: Friga-Bohn LUC350E Cooling fresh water inlet valve 40V561019
heat exchanger Cooling fresh water outlet valve 40V561018

DESCRIPTION
Package air conditioning units are fitted in locations where the temperatures
are likely to vary due to local conditions as against the accommodation’s
more stable conditions. The engine control room contains sensitive electronic
equipment and is, therefore, fitted with two units each capable of handling
50% of the cooling requirement. The workshop is also fitted with a similar air
conditoning unit which handles 100% of the requirement.
The cooling system is regulated automatically by the thermostat sensing
the intake air temperature. Automatic regulation is effected by an R134a
high/low pressure switch.
The compressor is of the hermetically sealed scroll type, where the compressor
and motor are encased in a single casing.
The condenser is a water cooled shell and finned tube type, the cooling
water coming from the low temperature central cooling system (see section
2.5.2).
The pressurised refrigerant is led into the steel body of the condenser and
transfers its heat into the water passing through the cooling tubes.
The evaporator is of the multi-pass cross finned tube type consisting of
aluminium fins attached to copper tubes. Air is blown over the evaporator and
its temperature is reduced as it imparts heat to the evaporator. As the surface
temperature of the evaporator will normally be lower than the dew point
temperature of the air, part of the moisture in the air is condensed, lowering
the absolute humidity and thereby achieving dehumidification.
Engine Control Room No.2 Air Conditioning Unit
Cooling fresh water inlet valve 40V561016
Cooling fresh water outlet valve 40V561017
The desired temperature can be selected at the control panel on the front
of the air conditioning unit. The set temperature may be raised or lowered
by means of the raise and lower arrow pushbuttons; the set temperature is
displayed on the digital screen.
The air conditioning unit will operate when the main switch is set to start
(position 1) from the stop position (position 0). The speed of the fan motor
may be changed by means of the speed dial which is calibrated from 0%
to 100%.
A green compressor indicator lamp is illuminated when the air conditioning
unit is running and a red fault indicator lamp is illuminated when there is a
fault with the air conditioning unit.
An hours meter is also incorporated in the display.
The unit is equipped with protection devices against high and low refrigerant
pressure and high compressor current. A fusible plug is located at the
condenser to protect against abnormal temperature rise should cooling fail.
Maintenance of the unit under normal operation should be limited to a
monthly check for refrigerant loss and cleaning of the air filter. A more
intensive inspection should be carried out every year which should include a
check of the fan belt tension and condition.

The air conditioner is also equipped with circulating fans, filter and strainer. More detailed information is available in the manufacturer’s handbook for
this equipment.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.5a Sewage Treatment System
Drain from Dry and Refrigerated Gray Waste Water from Black Waste Water from From Garbage Disposal
IMO Connection Provision Room Sinks and Showers WCs and Urinals Potato Peeler and
Galley Sinks
Gray Water
50 50 from
V035003 V035004 Infirmary Upper Deck

80
V120007
Drain from
Swimming Pool
and Casing 80 80
80 V120009 V120006
125 100 V120010 Engine Room Toilet
V120004 V120004 80
100 V120008
25 V120003
V511002 125
V120003
50
V120003

125V515001
Drain
Sewage Treatment Plant
to Bilge Well
1m
50 Minimum
V120004

Air Blower

Aeration/ LS
Activation I
Compartment Activation II LA H
Compartment Settling
80 Tank
Start
A267
002 LS
Storm Valves Overflow
125 to Bilge Well
A267 Stop
002 Sterilisation
Tank LS
Test
Valve

15
V654114
Key
Discharge Pumps
Bilge/Sewage

PI 50 50 Electrical Signal
V310004 V310003
Compressed Air

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 Luna Mærsk Machinery Operating Manual
2.14.5 SEWAGE TREATMENT Activation II Compartment Procedure for Operating the Sewage Treatment Plant
The aerobic bacterial action continues in the activation II compartment where
Sewage Treatment Plant a) The black and grey water lines must be directed to the sewage
more oxygen is supplied in order to agitate the sewage and promote increased
treatment plant and the following valves must be set:
No. of sets: 1 bacterial action. A screen at the outlet from the aeration compartment prevents
the passage of inorganic solids to this compartment.
Maker: Aquamar (UK) Ltd Position Description Valve
Model: Bio Aqua Aerob 45/90 BG Open Grey water line from sinks and showers, etc
Settling Compartment
Type: Biological oxidation and discharge to sewage treatment plant 125V120003
The mixed fluid passes, by means of an air lift, into this compartment and
Capacity: 34 persons
settles out. The water passes into the treatment and discharge compartment, Closed Grey water line from sinks and showers, etc
Discharge pumps: Herborner 5.5HK50-2-130 (two off) whilst the remaining sludge, which contains the active bacteria, returns to to overboard discharge 125V120004
Air blowers: Orpus V12YR the aeration/activation I compartment, by means of an air ejector, for further Open Black water line from sinks and showers, etc
Dosing pump: Aldos M205-1.6 processing. A surface skimmer in the compartment removes floating sludge
to sewage treatment plant 100V120003
and debris from the surface and returns it to the activation compartment.
Closed Black water line from sinks and showers, etc
INTRODUCTION to overboard discharge 100V120004
Chlorination Compartment
Sewage from the accommodation spaces flows through pipes, under the effect Open Garbage disposal, potato peeler and galley
Water from the clarification section is mixed with disinfection chemical
of the flushing water and gravity, to the sewage treatment plant located in (sodium hypochloride) and is sterilised. A dosing pump, located at the front of sink line to sewage treatment plant 80V120010
the machinery space. the unit, transfers the required dose of chemical to the compartment in order Closed Garbage disposal, potato peeler and galley
to sterilise the effluent prior to discharge. The compartment has float operated sink line to overboard discharge 80V120008
The sewage treatment plant is a biological unit which works on the aerobic switches which activate the discharge pump when the high level is reached
activated sludge principle. The plant will treat black and grey water and is Open Galley line grease trap inlet valve 80V120006
and stop the pump when the compartment is nearly empty. The dosing pump
fully automatic in operation. is activated when the discharge pump stops and so the necessary quantity Open Galley line grease trap outlet valve 80V120009
of sterilising chemical is added to the final discharge compartment before Closed Galley line grease trap bypass valve 80V120007
This sewage treatment plant consists of a tank with four main compartments: the effluent flows into it.
• Aeration/Activation I compartment Closed Galley line grease trap drain valve 50V120003
CAUTION
• Activation II compartment Discharge overboard should not take place within 12 nautical miles of (Note: The grease trap is located in the port generator room.)
• Settling compartment the coast.
• Sterilisation and discharge compartment b) The sewage treatment unit should be initially filled with water
The sewage treatment plant works automatically once it is set but periodic and activated sludge added if it has been emptied for any reason
attention is required and the unit must be monitored for correct operation. or when commissioning the plant for the first time. This will
Aeration/Activation I Compartment not be required when the unit has been operating previously but
The sewage in this compartment is from the lavatory pans, urinals and hospital Discharge from scuppers, sinks, showers and WCs can be directed to the the description is included for completeness.
in the accommodation spaces. The incoming effluent material mixes with the sewage treatment plant or it can be directed overboard. Black water from WC
activated sludge already present in this compartment. Air is supplied by means pans can be discharged directly overboard should that be necessary. Discharge c) Open the discharge pump suction valves 50V310003 and
of a blower and distributed though the tank by aerators. The gases produced from the potato peeler and galley sinks can also be discharged to the sewage 50V310004, and the line discharge valves to the overboard
during the bacterial action which takes place are vented to atmosphere. treatment plant if necessary. discharge 50V120004.
Oxygen is essential for the aerobic activity, the organisms require oxygen
(Note: Rules governing the discharge of raw sewage must be complied with d) Ensure that the sewage plant overboard discharge valve
for digesting the raw sewage and it also assists in mixing the incoming
at all times and the discharge of raw sewage overboard must only be 125A267002 is open and the discharge valves to the IMO
sewage with the water, sewage sludge and bacteria already present in the
contemplated should the sewage plant be unserviceable. The bacterial connections 50V035003 and 50V035004, for discharge to a
compartment.
action requires a regular supply of raw sewage and the discharge of shore line, are closed.
raw sewage overboard can impair effective bacterial action.)
e) Check that the compartment emptying valves, except for that
from the final discharge compartment, are closed.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.5a Sewage Treatment System
Drain from Dry and Refrigerated Gray Waste Water from Black Waste Water from From Garbage Disposal
IMO Connection Provision Room Sinks and Showers WCs and Urinals Potato Peeler and
Galley Sinks
Gray Water
50 50 from
V035003 V035004 Infirmary Upper Deck

80
V120007
Drain from
Swimming Pool
and Casing 80 80
80 V120009 V120006
125 100 V120010 Engine Room Toilet
V120004 V120004 80
100 V120008
25 V120003
V511002 125
V120003
50
V120003

125V515001
Drain
Sewage Treatment Plant
to Bilge Well
1m
50 Minimum
V120004

Air Blower

Aeration/ LS
Activation I
Compartment Activation II LA H
Compartment Settling
80 Tank
Start
A267
002 LS
Storm Valves Overflow
125 to Bilge Well
A267 Stop
002 Sterilisation
Tank LS
Test
Valve

15
V654114
Key
Discharge Pumps
Bilge/Sewage

PI 50 50 Electrical Signal
V310004 V310003
Compressed Air

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 Luna Mærsk Machinery Operating Manual
f) Open the return sludge valve. Daily Checks Scuppers

g) Check that there is sufficient dosing chemical in the chemical
tank and that the dosing pump rate is set for 20%.
(Note: There should be no need to adjust the dosing rate of the pump under
normal circumstances but if adjustment is needed the manufacturer’s
literature must be consulted with respect to adjustment of the
pump stroke. The amount of sterilising chemical added to the final
discharge tank must be carefully controlled in order to ensure correct
sterilisation; too much chemical results in pollution of the sea and
destruction of marine organisms. Some local state authorities do not
allow the discharge of sodium hypochloride.)
h) Turn the main switch to the ON position.
Check that the sludge is being returned to the activation chamber from the Scuppers are discharged overboard via an overboard discharge valve. This
settling chamber, and that the discharge pump and blower are working. valve, 80A267002 must be open at all times to allow water to drain.
Monthly Checks
Check that air flows are correct and that compartment vents are clear.
Check the sludge content by filling a 1 litre IMHOFF glass container, or
similar, with water from the activation compartment I. Allow the sediment to
settle. A sludge content of 300ml to 900ml is satisfactory. A sludge content
in excess of 900ml requires the sludge to be discharge to the sea or to a
shore facility.

i) Turn the key switch to the AUTO position. Check the chlorine content of the effluent being discharged using the test kit
provided. The chlorine content should not exceed 2 ppm.
j) Check that the blower and the discharge pump have the correct
rotation.

k) Check that ample air is being supplied and that sludge is being
returned to the activation chambers from the settling chamber.
This can be checked by looking at the transparent hose in
the return line.

l) The sewage treatment plant is now operating.

m) The blower will run for 15 minutes and stop for 15 minutes. Dosing Pump
The blower timer must not be reset without consultation with
Control Panel
the manufacturer.

n) The discharge pump will only operate when the final discharge Discharge Valve
chamber is full.

CAUTION
Compartments may only be pumped to sea in waters where such Discharge Pump
discharge is permitted and permission from the bridge must be obtained
before the discharge takes place.
Sterilisation Compartment Compartment
Outlet Valve Drain Valve

Pump Suction
Valve

Discharge Valve Sewage Treatment Plant

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.6a Garbage Management Plan I

Garbage Management Plan For Maersk

Ship Operational Garbage Cabin Garbage and Public Room Galley and Messroom Garbage

Deck Engine Room Officers Crew Galley Stores Galley and Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Steward Chief Steward

Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief Steward will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land. 12 miles

Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 04-08 AB Work shop Motorman Cabin Steward Cabin Occupant
Radio room 04-08 AB ECR Motorman Cleaning gear Steward Cleaning gear
Location of Processing of Food Waste Location of
Ships C.C. 04-08 AB Engine Store Motorman Lkr on A&C-Dk Steward Locker on upp. Dk Steward Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry 04-08 AB ER Decks Motorman Conf. room Steward Crew smoking Steward
Deck stores 04-08 AB Off. smoking room Inside Store Steward using chafe cutter or disposer Inside galley Steward
room Steward Suez room Steward and will be disposed to the Officers mess Steward
Infirmary Gymnasium Steward sea. The Chief Steward is Crew Mess Steward
responsible for the operation
of the DISPOSER located in
the galley.

To Sea

Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED : On Port Side LOCATED : On Port Side
Upper Deck (Capacity 12m3). Upper Deck (Capacity 12m3).
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning to the garbage room
as per designated duties for storage. as per designated duties for storage.

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 Luna Mærsk Machinery Operating Manual
Illustration 2.14.6b Garbage Management Plan II

Storing Garbage In Garbage Room (Located On Port Side Upper Deck)

For shore disposal For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1.Plastic 1.Paint
Examples Examples outside special area
2.Burnable dunnage 2.Chemicals
3.Paper, rags, etc 1.Floating dunnage Paper, rags, glass, metal, Examples
3.Oil soaked material
4.Oily rags 2.Lining bottles, crockery and similar 1.Food waste
5.Solid oily waste 3.Packing materials refuse.
6.Waste oil

Disposal To Shore Facility Sea Disposal Disposal To Shore Facility

1.Under the supervision of the C/O. 1.Under the supervision of the C/O. 1.Under the supervision of the C/O.
2.All disposals to be recorded in the 2.Obtained permission from Bridge. 2.All disposals to be recorded in the
garbage log. 3.All disposals to be recorded in the garbage log.
garbage log.
By the 04-08 able seaman By the 04-08 able seaman By the 04-08 able seaman

To land ashore To Sea To land ashore

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 Luna Mærsk Machinery Operating Manual
2.14.6 GARBAGE DISPOSAL Garbage Disposal Procedures

SUMMARY OF REGULATIONS Food Waste

Food waste production for approximately 50 people is given as 15 to 25kg per
Annex V of Marpol 73/78, the regulations for the Prevention of Pollution
day or 75 to 125 litres per day without compacting.
by Garbage from Ships, controls the way in which waste material is treated
on board ships.
The daily food waste produced is collected in bags in the galley and
transported by hand to the waste management room on the upper deck
Although it is permissible to discharge a wide variety of garbage at sea,
port side.
preference should be given to disposal utilising shore facilities where
available. A summary of the garbage disposal regulations are given next.
Dry Waste
The special areas are as follows:
Dry waste production for approximately 50 people is given as approximately
• The Mediterranean Sea 30kg per day or 1000 to 1500 litres per day, without compacting.
• The Baltic Sea
The volume can be reduced by a factor of 5 by shredding or compacting
• The Black Sea the waste.
• The Red Sea
Dry waste from the accommodation is collected in the waste management
• The Persian Gulf room and compacted.
• The North West European Waters
Dry waste from the engine room is taken directly to the garbage room.
• The Gulf of Aden
• The Antartic Other Waste
• The Wider Caribbean Area
Cans that have contained oils or chemicals must be stored in the garbage
room before discharge ashore.
Garbage Outside Special Areas
Disposal of plastics, including plastic ropes and garbage bags, are prohibited. The Maersk company Garbage Management Plan procedures must be
complied with at all times. This plan designated individuals who are
Floating dunnage, lining and packaging are allowed over 25 miles offshore. responsible for:

Paper, rags, glass, bottles, crockery and other similar materials are allowed Garbage management procedures.
over 12 miles offshore.
Disposal of garbage.
All other garbage including paper, rags etc. are allowed over 3 miles offshore. The collection of garbage.
The processing of garbage.
Food waste can be disposed of in all areas over 12 miles offshore.
The storing of garbage.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to Marpol There are proceudres for the collection, disposal, processing and storage of
73/78 is complied with, waste is treated under the following cases: garbage and these must be complied with.
• Food waste
• Combustible dry waste, plastic and others
• Non-combustible dry waste
• Other waste, including oily rags and cans and chemical cans.

Issue: 1 2.14 Accommodation Systems - Page 24 of 24

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 PART 3: MAIN MACHINERY CONTROL

3.1 Main Machinery Control System

3.1.1 Machinery Control and Alarm System Overview

3.1.2 Operator Stations

3.1.3 Screen Displays

3.1.4 Alarms

3.1.5 Trending

3.1.6 UMS - Manned Handover

Illustrations

3.1.1a Machinery Control and Monitoring

3.1.2a Operator Panel

3.1.3a Screen Displays

3.1.3b Picture Hierarchy

3.1.5a Trending Displays

3.1.6a UMS Safety Alarm System

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 Luna Mærsk Machinery Operating Manual
Illustration 3.1.1a Machinery Control and Monitoring

Port Bridge Bridge Main Console

Starboard Bridge
Wing Wing

Alarm Monitor

Bridge Manoeuvring Engine Control

System Panel Console
To Accommodation
DMS 2100 Interface UMS System
LAMPS LAMPS
TAKE MAIN MAIN TAKE STBD
WING

OVER ENG. ENG. OVER SCALES

TAKE
OVERON
ONSERV.

ON EMGY. EMGY. ON LAMPS

SERV.

SERV. STOP STOP SERV. PORT

WING
ONSERV.

LAMPS SCALES
PORT TAKE STBD
WING
ON
SERV.
OVER
ON
SERV.
WING
ON
SERV.

ALARM
UMS 2100

100% FAULT
BRIDGE MANOEUVERING SYSTEM
Lyngso Marine
Telegraph
ALARM STOP ALARM
LIST HORN ACKN.

ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

LIST CHANNEL CHANNEL S1 S2 S3 S4 NANCE
DIMMER
DOWN DOWN

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

BRIDGE E.C.R. LOCAL SLOWD. SHUTD. BLOCK LIMITS
CTRL. CTRL. CTRL. CANCEL CANCEL START
SELECT
CANCEL
ESC ENT
-

* +
/ 9 Up
Pg

7 STU 7 STU 7 STU 8 VWX 9 YZ

Pause Num 6
Break Lock
8 Enter

Scroll 5 3
Lock Page
7 Pg
Dn
Up Home

SEA STAND SLOWD. CON- SET- Print

Scrn 4 2 .
F.W.E. STATUS SysRq Home Page
Down
Del

MODE BY RESET TROL TINGS F12

Insert End
1
End
F11 0
Delete Ins
F10

F9 +
= }
_ ]
F8 - ~
{ #
) [
F7 Ctrl
0 @
P '
(
F6 9 :
O ;
* ?/
F5 8 L
I >.
&
7 K Gr
F4 U <, Alt
^
6 J
F3 Y M
%
5 H
F2 T N
$
4 G
F1 R B
£
3 F
E V
"
2 D
Esc
!
W C
1 S
Q X
`
` A
Z
| Alt
Caps \
Lock

Ctrl

DMS 2100 Control Unit

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM FAULT

ALARM STOP ALARM

LIST HORN ACKN.

Engine MAINTE-
NANCE
EDIT MENU
S1 S2 S3 S4 DIMMER

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

Safety Panel SLOWD.

ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
ESC ENT

7 STU 8 VWX 9 YZ

SHUTD. SHUTD. SHUTD.

ACTIVE CANCEL RESET

Basic Alarm Panel

UMS 2100 BRIDGE MANOEUVERING SYSTEM
Lyngso Marine
UMS 2000 BASIC ALARM PANEL
Lyngso Marine
ALARM 100% FAULT

ALARM FIRE FAULT

ALARM STOP ALARM
LIST HORN ACKN.
ALARM
LIST
STOP
HORN
ALARM
ACKN. Bridge
ADD. DISPLAY ADJUST SLOW SHUT MAINTE-
LIST CHANNEL CHANNEL S1 S2 S3 S4 DIMMER
ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER Manoeuvring 1 ABC 1 ABC 1 ABC
DOWN

2 DEF
DOWN

3 GHI 4 JKL 5 MNO 6 PQR

NANCE

1 ABC
DEAD
1 ABC
WATCH
1 ABC
PRINTER
2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM
ESC ENT System Panel
BRIDGE
CTRL.
E.C.R.
CTRL.
LOCAL
CTRL.
SLOWD.
CANCEL
SHUTD.
CANCEL
BLOCK
START
SELECT
LIMITS
CANCEL
ESC ENT Main Engine
MAN CON- GROUP 1 GROUP 2 GROUP 3 GROUP 4 GROUP 5
TROL 7 STU 7 STU 7 STU 8 VWX 9 YZ

7 STU

ASSIST
7 STU

DUTY
7 STU
MAIN-
8 VWX

ALARM
9

ALARM
YZ

ALARM ALARM ALARM

SEA
MODE
STAND
BY
F.W.E.
SLOWD.
RESET
STATUS
CON-
TROL
SET-
TINGS
Control and Condition
TE-
CALL GROUP 6 GROUP 7 GROUP 8 GROUP 9 GROUP 10
NANCE

Monitors

EGS 2000 Lyngso Marine

BLOCKED
EGS LOAD
LIMIT
CANCEL
INDEX
MAX
TEST
ALARM
ACKN. MENU

Panel AUTO
SELECT
SETUP ESC ENT

RPM POWER INDEX ACCESS DATA DIAG

Main
Engine

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 Luna Mærsk Machinery Operating Manual
PART 3: MAIN MACHINERY CONTROL Information from the UCS 2100 is displayed on graphics diagrams at the In the alarm list on the GOS it is possible to obtain a common overview of all
GOS. The GOS display is divided into three parts: a menu bar, a header, and present machinery alarms, manual, or automatic cut-outs and system failures
a selectable diagram, e.g. a control and overview picture or an alarm list. The in the control system. Alarm acknowledgement can be carried out directly
3.1 MAIN MACHINERY CONTROL SYSTEM
menu bar and the header with status information is always visible. from the ACKNOWLEDGE function key on the GOS keyboard at the alarm
watch station. Before acknowledgement the alarm horn must be silenced. This
3.1.1 MACHINERY CONTROL AND ALARM SYSTEM
The header constantly displays the most essential information from the alarms is done from the STOP HORN function key on the GOS keyboard.
OVERVIEW
system such as:
Maker: Lyngsø Marine A/S • Oldest unacknowledged alarm Operation from the Graphic Operator Station
• The number of present and unacknowledged alarms From the GOS the operator can control single machinery components or
Main System Components groups of machinery components.
• Number of present cut-outs
UCS 2100 Universal Alarm and Control System
• The actual watch station, duty officer and back-up officer Interactive operation is by means of a trackball, which is used as pointing
PMS 2100 Power Management System
• The time and date device for the arrow on the screen, and a pushbutton to activate the desired
UMS 2100 Alarm and Monitoring System function.
DPS 2100 Main Engine Remote Safety System The lower part of the GOS screen displays a graphic mimic diagram which
DMS 2100 Bridge Manoeuvring System deals with the control and monitoring information. Operation of a Machinery Component
EGS 2000 Electronic Governor System
To operate a controlled machinery component, the operator must activate the
Picture Hierarchy on the Graphic Operator Station symbol of the corresponding standard function block, followed by selecting
The main engine remote control and safety system and the bridge manoeuvring The control pictures of the UCS 2100 are placed in a picture hierarchy. The of the desired command.
system are described in section 2.1 which deals with main engine control alarm and control overview picture presents labels to all control pictures. Any
and manoeuvring. The engine safety system operates in conjunction with the of the control pictures can be selected by pointing at the square located to Alarm Handling from the Graphic Operator Station
universal alarm and control system system. the left of the picture text string and pressing the activation pushbutton. The
Alarm acknowledgements may be carried out from the location of the alarm
square flashes in case of an unacknowledged alarm on the control picture thus
watch station.
System Overview giving the operator a fast and safe overview of the actual situation.
The alarm horn is silenced by pressing the STOP HORN function key on
The alarm and control overview picture can be selected by pressing a function
The UCS 2100 Alarm and Control System the GOS keyboard. The oldest unacknowledged alarm is always displayed in
key on the keyboard or from the area/diagram pull-down menu on the
the header. Acknowledgement of this unacknowledged alarm can be made by
command bar in the upper edge of the screen.
Main Features of the UCS 2100 Alarm and Control System pressing the ACKNOWLEDGE function key on the GOS keyboard.
• A modular system assembled by using basic hardware and All control pictures are available from the picture label on the alarm and
Acknowledgement of any alarm can also be made from the corresponding
software modules control overview picture or from the area/diagram pull-down menu on the
control picture where the alarm indication is displayed. The cursor arrow is
command bar in the upper edge of the screen.
• A system that offers a comprehensive overview of alarm, moved to the flashing red symbol and the trackball’s activate pushbutton is
control and monitoring information pressed. A pop-up menu displays the alarm identifier and the ACKNOWLEDGE
Switching between related pictures can be done by pointing at an icon in the
• A system that includes a complete range of standard control command which is activated by pressing the trackball pushbutton.
standard bar above the Mimic.
applications
From the alarm list acknowledge can be performed by pointing at the
• An Open Automation Architecture (OAA) system that allows Integrated Alarm System unacknowledged alarm(s) marked with red text with the trackball and
any type of external equipment to be interfaced activating the pushbutton.
Alarms related to the controlled machinery components can be displayed
• Redundant Network on the corresponding screen display pictures with clear indication of the
• Full Local Operator possibility in a distributed system. alarm state, the unacknowledged state and the cut-out state. A steady red Data Collection and Data Logging
square indicates an acknowledged alarm, a flashing red square indicates
Analogue and binary parameters may be logged on the GOS hard disk
Operator control is from the graphic operator station (GOS) which is a an unacknowledged alarm and a light blue square indicates a cut-out. By
for later data analysis. All condition changes of parameters and values,
personal computer (PC) operating the Stella Windows graphic environment to pointing at the square and pressing the trackball’s activation pushbutton, it
defined to be logged, are stored for a period covering the previous 24
handle the man machinery interface (MMI). Control assignments within the is possible to read the actual state, as for example an unacknowledged low
hours (maximum 96 hours). Compressed one-minute mean-values (optional
UCS 2100 are handled by Gamma micro computers, these dealing with signal alarm and alarm limits.
mininimum, maxaximum, total, actual value or number of events) are stored
aquisition, alarm and automatic control functions. for a period of 30 days.

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 Luna Mærsk
The GOS offers the following facilities for data analysis; trend display, data
export, and time-related reports can be generated.
Reports Facilities
The facilities of the GOS include the following standard reports:
• Daily reports
• Monthly reports
• Yearly reports
The reports are based on the compressed data from the log. To generate a
daily report, the compressed one minute data is compressed further to obtain
values for each hour.
Reports can be made as detailed reports or as overview (compressed) reports.
Detailed reports show both the 60 values for each hour and the totals for
each day. The overview report shows the total values for the day only. The
hour values from the daily reports are then used for generation of the monthly
report, and the values from the monthly report are used for the yearly report.
Reports can be printed out automatically at a specified time or on request
from the operator.
Other reports may be user configured.
Data may also be exported in DIF file format, compatible with a number of
standard PC applications for further analysis or reporting.
Trend Display
One to five graphs for supervised parameters can be displayed in the same
trend display with individual colour and measuring scale. The individual
colour is used to separate the ID number, the measuring scale, the trend curve
and the digit value for each measurement. A zoom function is available by
selecting the new area by means of the trackball.
Trend displays that are used most frequently can be accessed directly from
the command menu named Graph. The operator has access to all stored
measurements from the stored log on the GOS hard disk. Trend curves,
showing values for the previous 24 hours (maximum 96 hours) or part of
that period, are based upon the continuous logged data. A trend display for
a period exceeding the last 24 hours (maximum 96 hours) is based upon
compressed values.
Parameters, which are not pre-defined for logging, may be displayed during
on-line data collection, initiated on the request of the operator.
Trend curves can be printed as screen dumps, or they can be saved as a file
on the PC hard disk for subsequent printing or analysis. The data used for
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Machinery Operating Manual
the trend displays are accessible on the GOS and can be printed in tabulated • Alarm / Log printer
form on a printer.
• STELLA net
• RTN2100 - Panel net
Event Log
Main events such as running feedback signals from motors and engines can be The Outstation handles the functions of the alarm detection, and additionally
automatically logged on the alarm and event log printer, giving the engineer one of the outstations can control the alarm panels (basic alarm panels and
a complete machinery log. accommodation alarm panels). It can also be supplied with a Local Operator
Panel (LOP) which provides the operator with alarm information directly on
All events, such as commands and feedback changes, may also be logged on the front of the Outstation.
the GOS hard disk. The log is accessible on the GOS and may be printed on a
printer, either on request as a report or continuously. The Basic Alarm Panel (BAP) is installed on the bridge and in the engine
control room. The BAP provides the operator with all necessary facilities
The commands are only included in the log on the specific GOS from which for use of the alarm system including alarm acknowledge, duty engineer
the command is actually activated. selection, control of printer etc.
The Accommodation Alarm Panel (AAP) is installed in the cabins of the duty
Printers and Screen Dumps
engineers and in the public rooms. The AAP is used for alarm signalling and
One Graphics Printer in colour or black and white for: duty call to engineers in the accommodation areas.
• Hard copy of the total screen including all windows
The Extended Alarm Display (EAD) is used together with the BAP to extend
• Hard copy of the active window of the screen the amount of information to be displayed simultaneously. The EAD is an
• Hard copy of trend curves integrated part of the Graphics Operator Station GOS).
One Text Printer in black and white for: The Log Printer is used for printing the different logs and reports.
• Daily reports
The STELLA net interconnects the outstations and is mainly used for
• Monthly reports interchange of information between the outstations and the graphic operator
stations in a UCS 2100 configuration including control.
• Yearly reports
• Trend values in tabulating form The RTN 2100 panel net connects the outstations and the alarm panels.
• Status print-outs for a picture/system (System documentation)
The Alarm System for Unattended Machinery Space
• Event log
The system provides for monitoring of sensors and alarms at a central panel in
The Alarms and Main Events are printed on the text printer directly connected the ECR and at alarm panels that allow remote alarm indication at the bridge,
to a Gamma micro computer, which is related to the UMS 2100 alarm at the engineers’ cabins and in the public rooms. A printer that logs all the
handling function of the system. alarms and events is also connected to the system.
As the system is selected for unmanned machinery space an alarm will cause
UMS 2100 Main Components
an audible alarm in the cabin of the engineer who has been selected on duty, as
well as in the public rooms enabling the duty engineer to move freely between
The UMS 2100 system is formed by a number of standard hardware
any of these locations and still be sure to receive the alarm. To acknowledge
components as follows:
the alarm, the duty engineer must go to the engine control room.
• Outstation with optional Local Operator Panel (LOP)
• Basic Alarm Panel (BAP) The extended alarm display (EAD) allows for the presentation of more
information, giving the operator an improved overview of the system.
• Accommodation Alarm Panel (AAP)
• Extended Alarm Display (EAD)
3.1 Main Machinery Control System - Page 3 of 30
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 Luna Mærsk
General Introduction to the UMS2100 System
The purpose of an alarm and monitoring system is to collect the information
concerning the safety on board the ship and to monitor the alarm situations.
After discovering an alarm situation the system must announce this to the duty
personnel, i.e. the following main tasks must be done:
• Acquisition of supervision data, i.e. sensor values
• Detection of alarm states, i.e. illegal values or states
• Announcement of detected alarms
• Supervision of engineer response
• Logging of alarms and events
The alarm system gathers raw data by the use of its input channels which are
connected to the various sensors.
The collected data is passed on to the monitoring channels which interpret the
data and convert it into information.
A monitoring channel is a piece of software which is able to:
• Read an input
• Translate the input value/state into understandable information
and compare the value/state in order to preset the alarm
limits/states
• Announce an alarm
When the UMS 2100 detects an alarm it is announced both by a visual signal
and an audible signal and on the various types of text displays.
In response to the alarm announcement the engineer must stop the buzzer/horn
and acknowledge the alarm to confirm that he is aware of what has happened.
If the engineer does not respond to the alarm announcement within an preset
time (adjustable), the UMS 2100 system will announce the alarm in all
possible locations to make sure that the alarm is noticed.
An alarm has four states:
• Normal
• Present but not acknowledged
• Normal and not acknowledged
• Present and acknowledged
The alarm announcement refers to the announcement of a new alarm, i.e.
an alarm which has changed from being not present to being present but
not acknowledged.
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An alarm announcement includes the use of both the buzzer and the alarm
LED on the alarm panels where it is to be announced and in addition external
horns and lamps are used.
The alarms are always announced in at least one location (the watch station),
and must always be acknowledged from there within a preset time otherwise
an alarm will be triggered to call other engineers.
The watch station is the centre of the alarm system, and it is from here that
the alarms must be acknowledged. Except for the use of the manual cut-outs
the alarm announcement cannot be suppressed on the watch station regardless
of any of the UMS 2100 functional modes.
Other locations at which an alarm is announced depends on whether or not the
watch station is attended or if a duty engineer has been selected.
Alarm Groups
An alarm will be presented to the engineer only as an alarm in general and
also by an alarm group LED which will enable the engineer to determine the
nature of the alarm quickly, e.g. if it comes from the main engine, pumps,
power plant, fire, etc.
The UMS 2100 system can handle up to 100 alarm groups and each individual
alarm may be assigned a maximum of four of these groups at a time.
While the alarm LED is active at those panels where alarms are directed the
alarm group LEDs are never suspended. These will always display the status
of the group to which they are assigned.
The alarm groups feature the following states:
• No alarms and no unacknowledged alarms in group
• Alarm in group. Includes “signal validity failure” (sensor
failure)
• Machinery alarm in group. Excludes “signal validity failure”
• Unacknowledged alarms in group
The basic alarm panel (BAP) and the accommodation alarm panel (AAP)
contain 6 LEDs for indication of up to 6 of the 100 alarm groups independently
and individually assigned for display of the following information:
• No alarm in group: LED off
• Alarm(s) in group, all alarms acknowledged: LED on
• Unacknowledged alarm(s) in group: LED flashing
In addition the alarm groups can be displayed on the Extended Alarm
Display(s).
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Machinery Operating Manual
The Bridge and Accommodation Alarm System
In addition to the individual alarm announcements and the group alarms, the
UMS 2100 features the facility of advising duty engineers at the occurrence
of new alarms making it possible to operate the vessel with unmanned
machinery space. The advising of the duty engineers takes place through
the accommodation alarm panels (AAPs) which are located in the cabins
of the duty engineers/public rooms and on the basic alarm panel(s) located
on the bridge.
A total number of 20 operator panels can be connected to the system.
Duty Engineer Watch System
At the appearence of a new alarm the UMS 2100 features selective, automatic
call (duty call) in the accommodation area.
Selective means that it is possible to select one engineer as duty engineer and
that this officer will be able to move freely around the ship’s accommodation
area.
When a duty engineer is selected the accommodation alarm panels of the
public rooms also give an alert, as the alarms occur. In response to a duty
call the duty engineer must perform the same actions as for a normal alarm
announcement; first silence the horn/buzzer and then acknowledge the alarm
at the watch station.
The duty selection itself must also be acknowledged, but this is simply done
from the cabin of the engineer on duty. If the duty call has been acknowledged
from the cabin of the duty engineer the horn/buzzers in the accommodation
area and on the bridge will be silenced, but the horn in the engine room and
the alarms must still be acknowledged from the watch station.
The horn/buzzer can be stopped locally in the public rooms, but this will not
be interpreted as an acknowledgement of the duty call.
In case the alarms have not been acknowledged within a predetermined time
(typically 5 minutes) an ALL ENGINEERS CALL will be announced on all of
the panels. If the buzzers and horns are activated due to an ALL ENGINEERS
CALL these can be silenced by the acknowledgement of all of the alarms
from the watch-station only.
Any of the AAPs located in the cabins of the duty officers can be made
to function in the same way as the panels in the public rooms. This means
that a cabin panel which is not selected on duty, can be selected to give
alert as the alarms occur.
3.1 Main Machinery Control System - Page 4 of 30
 Luna Mærsk
Selection of Duty Engineer/Back-Up Engineer
One engineer can be selected as duty engineer at a time. When selected
on duty he is called in his cabin immediately when an alarm occurs in
the alarm system.
The selection of a duty engineer and/or a back-up engineer is done from
a predefined basic alarm panel (often the watch station). When selecting a
duty engineer the accommodation alarm panel in the engineer’s cabin will
give a steady sound which must be silenced/acknowledged on the panel.
Alternatively, the UMS 2100 system can be customised in a way that the
duty engineer selection can be acknowledged from the panel from where
the selection was initiated.
(The UMS system is covered in more detail in section 6.1)
DPS 2100 MAIN ENGINE REMOTE SAFETY SYSTEM
The engine safety system (DPS 2100) is installed in parallel with the bridge
manoeuvring system (DMS 2100) but is designed to monitor and protect the
propulsion plant independently of the DMS. The DPS 2100 protects the plant
against inadmissible operating states and an alarm is not created until one of
the limit values is exceeded. All limits are set to values which are below those
at which the engine might be endangered. The alarms are visually indicated on
the assigned operating panel and audibly by means of a buzzer.
In the engine control room there is an operating panel and there is also
a display panel on the bridge. The electronic box and local control unit
are situated in the engine room with an input/output module in the Chief
Engineer’s office. A speed relay (DMZ) module is connected to the above
modules and a serial interface module allows data transfer from the DMS
system and monitoring systems.
Limit values and delay times, and the consequences of individual measuring
points, are written in terms of parameters, the values of which can be
set to suit the requirements of the engine. The settings for the engine are
recorded in the internal parameter list of the program and are stored in the
DMZ module.
(Note: Parameter changes must only be made by authorised personnel.)
If very important or dangerous limit values such as high cooling water
temperature, low LO pressure etc., are exceeded, the DPS will not only
activate an audible alarm it will also activate a visual alarm. In such cases the
engine safety system (DPS) will send two signals to the bridge manoeuvring
system.
A SLOWDOWN request including a SLOWDOWN alarm
and I or
A SHUTDOWN request including a SHUTDOWN alarm
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The alarm is always activated before the real action with respect to the engine
is carried out by the DPS in parallel by the DMS.
The system hardware configuration consists of:
1. A group of electronic modules installed in the propulsion
control cabinet (PCC).
2. The operating panel, located in the ECR.
3. The illuminated EMERGENCY STOP pushbuttons, located in
each wing console, in the bridge console, in the ECR console
and in the local panel in the engine room.
The System Electronic Modules
The electronic components basically consists of three electronic modules.
They are also located inside the propulsion control cabinet (PCC) and are:
1. The Interface Extension Module, SEM 402.
This module creates additional connections to the internal
(DMS) and external (Monitoring System) serial bus system.
2. The Speed Relay Module, DZM 402
This module is the central module of the DPS and contains
the software for the DPS 2100. It is also responsible for speed
sensing and overspeed monitoring.
3. The Input I Output Module, IOM 402
This module has 16 digital inputs and 12 solid state outputs.
The inputs and outputs are designed for line break monitoring.
The Operator Panel
This facility is provided for the operator to communicate with the system by
means of pushbuttons and messages on the display (see section 3.1.2).
Stop by Shutdown Criteria
For all shutdown criteria required by the engine’s manufacturer, single inputs
are provided by the DPS 2100.
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Machinery Operating Manual
Emergency Stop
For the manual release of an emergency stop of the propulsion engine,
several pushbuttons are available as described above. The manually released
emergency stop is hardwired from one contact of each pushbutton to the
emergency stop solenoid. A second contact is wired to the DPS 2100 as
individual digital input. Pressing the emergency stop button leads to an
immediate stop of the engine.
Engine Speed Sensing
The teeth on the flywheel are sensed by 2 impulse transmitters.. Two sensors
with a 90° (electrical) phase shift are necessary for the calculation of speed
and sense of rotation. For the frequency range used for slow speed engines the
time interval between impulses is used as the basis for calculation of speed as
well as direction. Both sensors are used for calculation of speed so that in case
one sensor fails no interruption of speed calculation will occur.
Sensor Supervision
A standard three-wire proximity sensor is used because monitoring for signal
line wire breakage is difficult. The two sensors monitor each other crosswise
for missing impulses, additionally a plausibility check is made for loss of
impulses when there should be impulses according to the operating condition
of the engine. Supervision margins are incorporated to prevent an alarm
during non-continuous engine shaft movement e.g. before stopping. Sensor
failure is alarmed.
Fast Filtering
The speed signal is represented by the mean value of the engine speed for one
revolution. Therefore, the time sum for 360°/ number of cylinder is used for
the calculation of the speed signal.
One Turn Counter
A one-turn signal is necessary for slow turning purposes and for stroke
counting. The signal will come on after a complete turn continuously made
in one direction.
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DPS System Functions and Indications
The DPS 2100 provides the functions
• Slowdown
• Shutdown
• Slowdown with subsequent Shutdown
The input channels on the central module DZM 402 for the speed measurement,
via the pick-ups, are fixed. Also the output channels for speed indication and
emergency stop on overspeed are fixed. The remaining input channels on
the IOM 402 modules are freely configurable for slowdown and shutdown
via parameter settings.
On occurrence of a slowdown or a shutdown criterion, the particular function
becomes active, taking the parameter setting for the input channel into
account.
Visual and audible signals are put out in case the engine safety system (DPS)
responds. Operation and indication are maded via the operating panel in the
ECR and via illuminated pushbuttons and LED displays in the engine room. The
visual alarms as well as system conditions are simultaneously displayed at all
places of indication (bridge, ECR, engine room). The audible alarms are given
only at the place of indication from which the ship is currently being operated
(eg operation from the bridge). This also applies to the acknowledgement of
alarm signals as well as to control functions Cancel and Reset.
Automatic Slowdown
The automatic slowdown serves to reduce the load on the main engine by
decreasing the engine speed. This can be effected either automatically by
signal transmission to the automatic propulsion control or else the operator is
requested by the alarm to intervene. All control elements and displays for the
slowdown are arranged on the bridge and in the ECR.
Slowdown
If a slowdown criterion occurs, first of all a pre-alarm is activated. The delay
time for the pre-alarm can be adjusted via the parameter settings If the alarm
is activated, an audible and visual alarm is given at the ECR panel. With
the pre-alarm activation, the delay time (eg 10 seconds set via the parameter
settings) for the slowdown intervention starts to count down.
On the display, SLOWDOWN IN 10s appears in the first line and the reason
for the initiation appears in the second line. Indication SLOWDOWN IN
l0s means that the slowdown will be active in 10 seconds. The countdown
to 0 is shown on the display and the LED ALARM starts flashing on the
operating panel, whilst the LED in the key panel alarm list changes into
a red steady light.
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The horn signal is reset on the operating panel by activating the key for
audible acknowledgement. Visual acknowledgement is only possible in the
alarm list display. Acknowledging the alarm visually changes into current the
LED ALARM brightness steady light.
After expiry of the slowdown delay time, the slowdown order is transmitted
to the DMS. The slowdown is visually indicated on the bridge panel and
on the ECR panel.
On the display, SLOWDOWN IN 0s changes to SLOWDOWN ACTIVE and
the LED in the button SLOWD. ACTIVE is illuminated.
If the slowdown criterion disappears during the countdown of the delay time,
the slowdown will not be carried out. The alarm line and the delay counter are
replaced in the display by the indication ALARM to indicate that there is still
an unacknowledged alarm. Also the LED ALARM keeps on flashing and the
LED in the key alarm list remains on red steady light.
Function Slowdown Cancel
In case of emergency, e.g. ship before engine, a slowdown process can be
suppressed by activating the function key SLOWD. CANCEL. By means of
this control function the slowdown process is cancelled or not even started.
The function is indicated on the right side of the first line of the display.
Additionally, the LED in the key SLOWD. CANCEL is illuminated as a
steady light.
If a slowdown criterion occurs while slowdown cancel is selected, the
indication on the operating panel is the same as described above except that
the LED in the SLOWD. ACTIVE key remains dark.
If a slowdown criterion is active, when the SLOWD. CANCEL key is
activated, indication slowdown active in the first line of the display on the
ECR panel changes to SLOWDOWN IN 0s and the indication SLOWDOWN
OVERR. ECR appears in the first line upper right. The slowdown is cancelled
and the engine accelerates to the speed set by the control lever.
Function Slowdown Reset
A slowdown initiation can be reset from the ECR panel by means of the
function key SLOWD. RESET or by moving the active telegraph lever to
a value below the slowdown speed limit. Precondition for this is that the
fault has been eliminated. If the slowdown criterion is no longer active, the
indication of the cause for the slowdown is removed from the display. The
indication SLOWDOWN ACTIVE remains in the first line of the display
and the LED in the key SLOWD. RESET appears in flashing yellow to
announce that the slowdown may be reset. If the reset was successfully
carried out after pressing the key, the slowdown signal is removed and the
indication SLOWDOWN ACTIVE on the display on the operating panels
is extinguished.
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Machinery Operating Manual
After the reset the engine is independently set again to the value required by
the control lever, via the automatic propulsion control, if the reset was done
using the function key SLOWDOWN RESET. Otherwise the engine remains
at the speed ordered by the telegraph setting.
Automatic Shutdown
In case of an automatic shutdown the propulsion system is immediately
stopped. The signal acts directly on the shutdown system of the main engine.
All control elements and indications for the automatic shutdown are arranged
on the bridge, in the ECR and in the engine room.
Shutdown
If a shutdown criterion occurs, first of all a pre-alarm is activated. The delay
time for the pre-alarm can be adjusted via the parameter settings. If the
pre-alarm is activated, an audible and visual alarm is given on the ECR panel
and in the engine room. With the pre-alarm activation, the delay time (eg 8
seconds, set via the parameter setting) for the shutdown intervention starts to
count down. On the display SHUTDOWN IN 8s appears in the third line and
the cause for the initiation appears in the fourth line.
Indication SHUTDOWN IN 8s means that the shutdown will be active in 8
seconds. The countdown to 0 is shown in the display. In addition the LED
ALARM flashes with full brightness on the operating panel and the LED in
key panel ALARM LIST changes into red steady light.
The horn signal is reset on the operating panel by activating the key for
audible acknowledgement. Visual acknowledgement is possible only in the
alarm list by activating the key for visual acknowledgement. In doing so, the
LED ALARM changes into a steady light.
After expiry of the shutdown delay time the shutdown process is started
and is visually indicated on the bridge panel, on the ECR panel and in the
engine room. On the display, SHUTDOWN IN 0s changes to SHUTDOWN
ACTIVE.
In addition, the LED in the key SHUTD.ACTIVE is illuminated and
the SHUTDOWN indicating LED in the engine room is illuminated. The
restart of the engine is then possible only after elimination of the reason
for the emergency shutdown and resetting by means of function RESET
SHUTDOWN of the engine safety system DPS.
If the shutdown criterion disappears during countdown of the delay time, the
shutdown will not be carried out. The alarm line and the delay counter are
replaced in the display by the indication ALARM to indicate, that there is still
an unacknowledged alarm. In addition, the ALARM LED continues flashing
and the LED in the key ALARM LIST remains on a red steady light.
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Function Shutdown Cancel
In case of emergency a shutdown process can be suppressed in the same way
as a slowdown process by means of the function key SHUTD. CANCEL. By
means of this the control function for the shutdown process is not started. If
the engine has already been stopped then a RESET SHUTDOWN is necessary
after the cancel shutdown.
For certain cancellable shutdown criteria it is possible to make the function
‘Cancel Shutdown’ ineffective for this shutdown criterion; this is done via an
adjustment of the parameter settings.
The function is indicated on the right side of the third line of the display.
Additionally the LED in the key SHUTD. CANCEL is illuminated by a
steady light.
If a shutdown criterion occurs while SHUTDOWN CANCEL is selected, the
indication on the operating panel is the same as described above except that
the LED in the SHUTD. ACTIVE key, remains dark.
Function Reset Shutdown
A shutdown initiation can be reset from the ECR operating panel by means
of the engine control lever. A precondition for the reset is that the fault has
been eliminated. If the shutdown criterion is no longer active, reason for the
shutdown is removed. The indication SHUTDOWN ACTIVE remains in the
third line of the display.
If the reset was successfully carried out, then the shutdown signal is reset
and the indications of shutdown active on the display of the operating panels
and the LED display in the engine room are extinguished. Following the reset
the main engine can be restarted.
Manual Emergency Stop
In addition to the automatic shutdown there are emergency stop pushbuttons
for manual shutdown on the bridge, in the ECR and in the engine room.
In order to avoid any unintended activation the pushbuttons are equipped
with cover plates.
The classification societies require an independent shutdown initiation. For
that reason the emergency stop pushbutton contains two independent switches.
One stop signal acts directly on the stop valve and the other stop signal goes
into the safety system. The emergency stop is indicated on the operating panel
in plain text. In addition an alarm is given and the ALARM LED flashes with
full brightness, the LED in key panel ALARM LIST changes into a red steady
light. The LED in the SHUTD. ACTIVE key is illuminated.
When the emergency stop is removed the shutdown has to be reset as
described before.
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Automatic Slowdown and Shutdown
The safety system is able to initiate a slowdown process with a subsequent
shutdown in case of a sensor response. Automatic slowdown with subsequent
automatic shutdown can be individually released for each sensor input via
the parameter settings. The delay times for the initiation of the slowdown
signal and of the shutdown signal respectively can also be set via the
parameters settings.
The functional sequences here are identical to those of the automatic
slowdown and shutdown with the difference that here the functional sequences
can take place one after another.
Alarm Indication and Acknowledgement
The alarms are divided into the two groups
• Engine faults, leading to slowdown and shutdown and
• System faults, caused by line breaks, module failure etc
All alarms are indicated audibly and visually.
Audible Alarms
A common alarm at the place from which the ship is operated
• On the bridge
• In the ECR
• In the engine room
Visual Alarms
As a common alarm
• On the bridge by means of the red ALARM LED on the DMS
operating panel
• In the ECR by means of the red ALARM LED on the operating
panel
• In the engine room by means of the red ALARM LED
• Via potential free contact to the monitoring system
As a single alarm
• On the bridge by means of the DMS display andIor the alarm
list
• In the ECR by means of the display and/or the alarm list
• Via interface to the monitoring system
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Machinery Operating Manual
Common Alarm Indication on the Operating Panel
Every alarm coming up, except an operating panel failure, is indicated via the
red ALARM LED. With the first alarm the LED starts flashing to indicate
a new, unacknowledged, alarm. If the alarm is acknowledged the ALARM
LED turns to a steady light, if the alarm is still present. If a new alarm
occurs, the LED starts flashing.
In addition to the ALARM LED the LED in the key ALARM LIST illuminates
to indicate that an alarm is recorded in the alarm list. For slowdown and
shutdown alarms, also the LEDs SLOWD. ACTIVE and SHUTD.ACTIVE
light up, when the respective intervention takes place.
A failure, affecting the operating panel itself, is indicated by means of the red
FAULT LED on the operating panel. The following failures are possible:
• Operating panel bus disturbed
• Failure in the central module DZM 402, eg Watchdog
• Internal failure of the operating panel
When the central module DZM 402 is functioning correctly, the operating
panel failure will be transferred to the monitoring system via any free contact
and/or serial interface.
Single Alarm Indication and Acknowledgement on the Operating Panel
All alarms are recorded as visual alarms in the alarm list. The engine faults
leading to slowdown and shutdown are additionally indicated directly on the
display. Visual alarms are always given on the operating panel ECR. The
audible alarm is indicated on the operating panel of the selected control stand,
ie automatic ECR only.
By activating the key for audible acknowledgement the audible alarm is noted
by the operator and the activation of the horn is reset.
By activating the key ALARM LIST the alarm list will be displayed. In the
alarm list all alarms with the current state are listed. The following alarm
states are possible:
• Alarm active non-acknowledged - flashing light
• Alarm active acknowledged - steady light
• Alarm gone acknowledged - alarm signal extinguishes
• Alarm gone non-acknowledged - flashing light
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By activating the cursor keys to scroll up or scroll down, the alarm signals can The display is able to show on 4 rows, with 40 segments (characters) each, ESC
be displayed one after another, until START OF LIST is displayed in line two, information about the operating state. It is possible to read all nominal and
ENT
or END OF LIST is displayed in line four. If there is only one alarm in the actual values and other operating data or the contents of lists. The request to
list, the scroll function is ineffective. The selected alarm, shown in the display, change the operating state and condition is carried out by using the keys and MENU After pressing this key,
can be acknowledged by pressing the key for visual acknowledgement. The in parallel shown on the display. Alarms and internal faults are shown on the S1 Suppression
visual acknowledgement of an alarm can only be made on the operating display and additionally by signal lights, audibly signalled via a buzzer.
panel of the selected control stand. If the alarm has been acknowledged, S2 Operating values
then the next unacknowledged alarm is automatically displayed and can also At the left side of the display are 2 signal lights: S3 Parameter
be acknowledged.
• Signal light ALARM is illuminated if a limit value is exceeded is shown on the display.
To leave the alarm list the ESC key must be pressed. Following this • Signal light FAULT is illuminated if an internal hardware or The function must be selected
instruction, the indication shown on the display before the alarm list was interface failure occurs by pressing the relevant key
called appears again. Sl to S3.
Directly below the signal lights there are 3 keys for selecting the:
SLOWD ACTIVE This key is without function.
If critical operating states occur during the indication of the alarm list then • Alarm list It is used only as an indication
the list immediately disappears and corresponding critical operating states
• Stop horn light in case of slowdown.
are shown on the display.
• Alarm acknowledge SLOWD CANCEL Pressing this key activates the
(Note: If the operator does not intervene further, the system display is slowdown cancel, slowdown
automatically shown after the display time out.) signal will be suppressed, as
Description of the Function Keys long as the cancel is active.
Key Description Further pressing of the key
Speed Indication
deactivates this function and
In addition to the speed indication at the operating panel the system provides ALARM LIST All active alarms if the slowdown signal becomes
two ± 10V analogue outputs for external speed indication via instruments. acknowledged or not are active again.
recorded in the alarm list.
The first output is switched to three connection points on terminals. If the They will be shown on the
DZM 402 fails, the speed indication is switched over to the indication signal display after pressing this SLOWD RESET This key has to be pressed
coming from the DMS as an input. This redundancy arrangement guarantees key. when no slowdown criterion
a high availability of the speed indication at all relevant places. The second STOP HORN Audible acknowledge. is active anymore and normal
output is also led to terminals, directly as voltage output (± 10V) and, operating conditions
converted to current output (4-20 mA). ALARM ACKN Visual acknowledge. are reached again. The engine
MAINTENANCE A menu is shown on the speed increases to the desired
In addition to the above described speed indication, the speed is indicated display after pressing this key value set by the control lever.
directly via a 4 digit display at the DZM 402. Negative values indicate It is possible to carry out lamp
astern running. test and dimmer activities.
SHUTD ACTIVE This key is without function.
Operator Stations DIMMER Setting of the background It is used only as an indication
The main operator station is located in the ECR and consists of an operator light and the contrast of the light in case of shutdown.
panel by means of which the operator can communicate with the system and displayed text.
SHUTD CANCEL Pressing this key activates the
the system can communicate with the operator. shutdown cancel, shutdown
The Operating Panel CURSOR KEYS The four cursor keys are used signal will be suppressed, as
for scrolling up and down the long as the cancel is active.
Using the operating panel, the operator is able to communicate with the
lists and to select the digit Further pressing of the key
DPS. The panel is located in the ECR console. The front panel is divided
position of numbers. deactivates this function and
into 3 parts:
the shutdown signal becomes
• The display, located in the upper left part EDIT These three keys are only used active again.
for changing parameters. The
• Three rows of keys below the display ESC button also is used for
• A group of 2 signal lights and 3 columns of keys at the leaving menus and lists.
left side

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VARIABLE FUEL INJECTION TIMING
The engine is equipped for variable fuel injection timing (VIT) and the VIT
system is a sub-system of the electronic governor system.
The EGS2000 VIT sub-system is accessed and operated from its operating
panel.
Normal Function of the VIT Option
The VIT (Variable Injection Timing) system, is developed to fulfil the
requirement of keeping the maximum pressure pmax constant in the high load
range in order to save fuel.
This is achieved by a mechanism which automatically adjusts the timing of
fuel injection, such that the maximum pressure pmax is kept constant as the
engine load is reduced from 100% down to a certain pre-specified part-load,
known as the breakpoint.
The electronic control by the EGS 2000 is only active during remote control
ahead. During manoeuvres astern and emergency control, the control is taken
over by a pneumatic system at the diesel engine.
Technical Description of the V1T Option
The EGS 2000 controls the VIT fuel pump index while the diesel engine
is running ahead in bridge control or ECR control modes of operation. The
astern signal is supplied from the safety system - VIT Cancel signal.
The VIT Option During Power-up of the EGS 2000
During power up situations, reset CPU or power up, the V1T system is
deactivated (0 mA Output) until the hardware tests of the EGS 2000 are
finished. During power failure of the +24V DC supply, or reset CPU, the
analogue output is kept at 0 mA.
After power-up the V1T system is initialised and commences normal running
condition according to the actual values of fuel pump index, shaft speed and
scavenging air pressure.
Functional Failure of the Variable Injection Timing System
There is no cable supervision for the analogue output signal causing the
variable injection timing. A failure message at the control unit causes an
external EGS alarm, when illegal parameters are entered for the V1T system
from the external debugger. The alarm text is VIT SETUP ERROR. Along
with the alarm, the entered parameter is limited by the EGS 2000 to comply
with the acceptable ranges.
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In the event of manual cancellation of the VIT control, running astern, being
in a STOP or SHUTDOWN situation, having a general BLOCKED situation
for the actuator, or a cable failure to the scavenging air pressure signal, the
output signal for the I/P-converter is set to the minimum value, i.e. 4 mA
current output and indication of V1T control cancelled is present at the LCD
display of the control unit.
In the event of a system failure within the EGS 2000 causing the 80186 CPU
to go into a HALT situation, the output to the I/p-converter will drop to 0 mA.
This will also happen in the event of a missing +24V DC supply voltage or
cable failure for the analogue output as well as during a total dropout of the
+24V DC supply for the power unit of the EGS 2000.
Readjustments of the VIT Option During Service
Under normal circumstances the VIT system functions automatically without
intervention and will function with the parameters as intitially set. Due to
variations in fuel quality and wear to the fuel pumps it may be necessary
to adjust the operating cylinder maximum pressure pmax when the ship is
in service.
Before the adjustment is done, indicator diagrams must be taken covering
running conditions in the area above the breakpoint (the operating load
area).
It will then be possible to adjust pmax by changing the value of poffset by the
same value as pmax is to be adjusted.
Adjustments are made at the EGS 2000 control panel with access to the setting
display being via a password and operation of the setting keys similar to the
arrangment for cancelling the VIT function as described below.
The new adjustments must be checked by the taking of further indicator
diagrams.
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Machinery Operating Manual
Cancellation of the VIT Function
It is possible to cancel the function of the VIT control by setting the injection
timing to zero (late injection, low maximum pressure in cylinder). This is
done from the keyboard of the control unit. The user password must first be
entered in order to access the system.
Cancellation of the VIT function is done by setting the output for the I/P
converter to minimum, i.e. 4 mA output
Procedure for Cancelling the VIT Function
a) The user’s password is entered and this gives access to the
set-up picture.
b) Using the up and down arrow keys the display is changed until
VIT OPTION appears in the display.
c) Select VIP OPTION and press the ENT key.
d) Select VIT INDEX ON and press the DATA key.
e) Using the up and down arrow keys change the display until
the VIT manual cancel OLD VALUE CANCEL appears in
the display.
f) Select VIT manual cancel OLD VALUE CANCEL and press
the ENT key.
g) After 1 second the display changes to indicate VIT INDEX
CANCEL.
When the VIT is cancelled an EGS 2000 alarm is released.
The manual cancel remains effective until manual setting of VIT ON takes
place. This is achieved in a similar manner to the VIT cancel.
Lubricating Oil Dosing (LOD)
The LOD system offers a binary signal, which can be used for activation of
an increased amount of lubricating oil for the cylinders of the main engine
based on significant changes in the actual fuel pump index. This binary signal
is maintained for a predetermined period of time after the change in fuel
pump index has taken place.
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The criterion for extra lubrication of the cylinders is specified as the minimum
ramp which, regardless of the sign, just requires the extra lubrication to be
made, ie uploading or downloading the engine by a predetermined percent
fuel index during a period of time: this will just trigger the request for extra
lubrication of the cylinders. If a larger change in fuel index takes place or the
change takes place faster than the predetermined period of time, this will also
result in the request for extra lubrication
The trigger signal for the relay output can be monitored as the LOD level %
in the MEASUREMENT list at the control unit of the EGS 2000. When this
LOD level increases above 100%, for instance during a start order, the request
for extra lubrication will be triggered. Extra lubrication will be active as long
as the LOD level is above 100% and the timeout given by the timer will start
the instant that the LOD level passes below 100%.
LOD During Power up of the EGS 2000
During power up situations, reset CPU or power up, the LOD system is
deactivated until the hardware tests of the EGS 2000 are finished. During
power failure of the +24V DC supply or reset CPU, the function of the LOD
system is deactivated and the relay output is in the open contact condition.
Afterwards the LOD system is initialised to request extra lubrication for
the full length of the time of the LOD system, i.e. the contact is closed
for the relay output.
Functional Failure of the Lubricating Oil Dosing (LOD) System
In the event of illegally adjusted parameters in the LOD system an EGS 2000
a1arm will be released. The alarm text is LOD SETUP ERROR covering
illegal adjustments of parameters in the LOD system from the external
STELLA LINK debugger.
If extra lubrication oil is not activated as expected, the green LED at the
DO-CB’s output channel must be checked to ensure that it is ON. If the
green LED is ON the +24V DC fuse at the DO-CB’s output channel must
be checked.
Test Facilities for the LOD Option
For testing purposes the LOD system relay can be forcibly selected (after the
USER PASSWORD has been entered) - to be ON or OFF, but the system will
return to AUTO once the user adjustments DIAG-picture is vacated.
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Test via the DIAG-key:
ON The relay output is directly activated to give a closed contact
signal
OFF The relay output is directly activated to give an open contact
signal
AUTO The normal mode of operation of the LOD system
The normal operation of the LOD system continues, while the relay output
is tested
Technical Specification for the LOD Option
Relay output for actuating the solenoid valve:
Output +24V DC, max 1 A fused (1 A)
A diode (1N4007 or equivalent) must be mounted at the coil of the solenoid
valve.
There is no supervision of the output signal.
Installation of the LOD Option
A green LED on the DO-CB module will be illuminated when the output
signal to the solenoid is activated. This LED monitors the current through
the coil of the internal relay. There is no supervision of the +24V DC output
for the solenoid valve.
The Load Program
The RPM load program assures that load up of the engine at high load levels is
done over a certain time. A similar load down program also operates.
The RPM load program for this engine and fixed pitch propeller installation
limits acceleration during running up of the engine. The load program is
active in the range from 90 to 100% of the specified 100% rpm for the engine.
Running up from 90 - 100% rpm is done in minimum of 30 minutes. Running
up is only active when both the speed setting command and the actual rpm
have reached the limit. The program is so designed that any increase of rpm
within the program will follow the outlined limitation curve, i.e. the maximum
acceleration is 1% of the specified 100% rpm for each 3 minutes. The load
program limit decreases from 100 to 90% rpm in 5 minutes after a delay of 1
minute as the set point is reduced, so that the running up is again limited by
the load program in the point, it has reached.
The load down functions are as described for the running up situation.
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Machinery Operating Manual
The load program can be selected only to be active when in bridge control or
alternatively when in ECR control mode of operation.
The load program is reset if the RPM speed setting command or the RPM
comes below the reset level of the load program:
• If there is a Slowdown order or the RPM speed setting
command is below the reset level of the load program, then
the resulting RPM speed setting alters the slope module and
will follow the speed setting command immediately. After a
time delay the load program output will be positioned to the
lower limit of the load program (the time delay is adjustable
during commissioning).
• If the RPM of the main engine remains below the reset level
of the load program during the time delay mentioned above
then the load program output will be positioned to the lower
limit of the load program.
The load program is cancellable, i.e. included with the load limit cancel
function of the EGS 2000. If the load down function is included and active
when the load program is cancelled, then the resulting speed setting command
follows the handle’s RPM speed setting command and, if this is smaller
than the load program’s lower limit, the resulting output of the load program
is the lower limit.
The Load Program During Power Up of the EGS 2000
During power up situations, reset CPU or power up, the fuel pump index is
fixed until the hardware tests of the EGS 2000 are finished.
Thereafter the load program system is initialised to start the normal running
condition with the present output level of the load program set to the lower
limit of the active range for the load program.
Readjustments of the Load Program Option during Service
No adjustments are possible to the load program when the ship is in service.
Cancellation of the Load Program
The load program is cancelled, together with the scavenging air and engine
torque limitation curves, when the load limit cancel function is activated either
from the control unit or from the bridge control system.
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Illustration 3.1.2a Operator Panel

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM STOP ALARM

LIST HORN ACKN.

MAINTE- EDIT MENU

NANCE S1 S2 S3 S4 DIMMER

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

ESC ENT

7 STU 8 VWX 9 YZ 0 SPACE +/-#

SHUTD. SHUTD.
ACTIVE CANCEL

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 Luna Mærsk Machinery Operating Manual
3.1.2 OPERATOR STATIONS Pressing any EMERGENCY STOP pushbutton leads to an immediate stop of The cursor keys are used to scroll up and down the alarm list. The alarm
the engine. The emergency stop is recorded in the DPS 2100 and indicated indications can be displayed one after another, until START OF LIST is
At the operator stations the operator panel is fitted. This has function keys displayed in line two, or END OF LIST is displayed in line four. These
with LED check back indicators. The keys are as follows: • On the display of the operating panel in general are the limits of the alarm list. If there is only one alarm in the list, the
scroll function is ineffective. If the alarm list is empty, the message NO
• Alarm acknowledgement keys • In the alarm list ALARMS is displayed. To leave the alarm list the ESC button must be
• 1 ALARM LIST key pressed. Following this instruction, the indication previously shown on the
In addition, SHUTDOWN ACTIVE is displayed on the display screen and the display appears again.
• 1 stop horn key LEDs ALARM and the LED in the button SHUTD. ACTIVE are illuminated.
• 1 DIMMER key If critical operating states occur during the presence of the alarm list on the
As the emergency stop pushbuttons are mechanically built as switches, the display, then the list immediately disappears and the corresponding critical
• 1 MAINTENANCE key stop order remains active until the pushbutton(s) used for emergency stop are operating states are shown on the display.
• 1 EDIT key pressed again to switch them off. When the emergency stop is switched off,
the shutdown has to be reset. (Note: If the operator does not intervene further, the system display is
• 1MENU key
automatically shown after expiry of the time out period. As default
• 1 ESC key the time out period is 10 minutes.)
Operating and Indication Panel
• 1 ENTER key
• 4 cursor control keys The operating panel provides a number of keys which allow communication Visual Alarm Acknowledge
with the DPS 2100. The keys are directly functional or used to select menus For visual acknowledgement of an alarm, the alarm list has to be selected. An
• 12 alphanumeric/function keys and lists. unacknowledged alarm is indicated by the flashing state indication in front of
• 4 ‘S’ keys the alarm text. The alarm is visually acknowledged by pressing the ALARM
Audible Acknowledge ACK. This provides visual acknowledgement of the alarm
The panel has a display with 4 lines having 40 characters each. The display Any alarm coming up leads to an audible signal at the control/indicator panel
and the keys are equipped with a background illumination which can be If the alarm state was alarm active non-acknowledged, the state display turns
from which the ship is being operated. This also applies to the acknowledgement
dimmed. to ALARM ACTIVE ACKNOWLEDGED with a steady state light indication
of this signal. Pressing the button STOP HORN, acknowledges the audible
in front of the alarm text. Where more unacknowledged alarms are present, the
alarm and switches off the buzzer.
display automatically switches to the next unacknowledged alarm. Otherwise
Operating Facilities the display remains in the actual position.
Selecting the Alarm List
The DPS 2100 provides the following operating facilities If the alarm state was ALARM GONE NON-ACKNOWLEDGED, this alarm
Any alarm is recorded in the alarm list. For the visual acknowledgement of
the alarm the alarm list must firstly be selected. This is done by pressing the indication is cancelled and the next alarm is displayed.
Illuminated EMERGENCY STOP pushbuttons, which are located
key ALARM LIST, the alarm list is selected and displayed. Every alarm is
• In the wing consoles shown with the current state. Slowdown Cancel
• On the bridge console To cancel the slowdown criteria, press SLOWD CANCEL. When slowdown
The following alarm states are possible:
• On the ECR console cancel is active, the slowdown signals are suppressed, as long as the cancel is
Alarm active non-acknowledged: Alarm symbol light flashing active. To remove the slowdown cancel, the key has to be pressed again.
• On the local panel in the engine room
Alarm active acknowledged: Alarm symbol light steady
• On the operating panel located in the ECR Slowdown Reset
Alarm gone acknowledged: Alarm symbol light
extinguished To reset a slowdowns that has been active before, press SLOWD RESET. This
Emergency Stop resets the slowdown condition. After this action, the engine speed increases to
Alarm gone non-acknowledged: Alarm symbol light flashing
The emergency stop pushbuttons are wired in parallel with one contact each the desired value set by the control lever.
directly to the emergency stop solenoid. A second contact of each pushbutton If there are unacknowledged alarms, the first one is shown on the display
is wired to the DPS 2100 as an individual digital input. A collective output and can be visually acknowledged. If this is done, the display moves to
is wired to the emergency stop solenoid. The emergency stop buttons are the next unacknowledged alarm and so on until all unacknowledged alarms
provided with covers to prevent accidental actuation. are acknowledged.

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 Luna Mærsk Machinery Operating Manual
Illustration 3.1.2a Operator Panel

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM STOP ALARM

LIST HORN ACKN.

MAINTE- EDIT MENU

NANCE S1 S2 S3 S4 DIMMER

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

ESC ENT

7 STU 8 VWX 9 YZ 0 SPACE +/-#

SHUTD. SHUTD.
ACTIVE CANCEL

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 Luna Mærsk
Shutdown Cancel
The cancel of shutdown criteria is activated by pressing SHUTDOWN
CANCEL. This cancels the shutdown command.
When shutdown cancel is active, the shutdown signals will be suppressed,
as long as the cancel is active. To remove the shutdown cancel, the key
has to be pressed again.
Maintenance
To handle operating panel settings, press MAINTENANCE, this activates the
maintenance mode and a menu is displayed on the operating panel display.
The maintenance menu indicates the function of the keys S1 to S3. The
particular functions are described as follows:
S1 Sets the basic brightness of the LEDs in all keys of the panel.
There are 15 steps available. The actual level is indicated in
the display. With every key stroke the brightness changes to
the next step in circle, ie 0, 1, 2, 3 ... 15 and back to 0, where
0 is the lowest and 15 the highest brightness.
S2 Sets the basic brightness of the display background light.
There are 15 steps available. The actual level is indicated in
the display. With every key stroke the brightness changes to
the next step in circle, ie 0, 1, 2, 3 ... 15 and back to 0, where
0 is the lowest and 15 the highest brightness.
S3 On pressing key S3 a lamp test takes place. All LEDs in
the keys of the panel are illuminated in full brightness,
the display is filled with plain indicators and the buzzer is
activated. The lamp test is cancelled automatically after 5
seconds.
To leave the maintenance menu the ESC button must be pressed. Following
this instruction, the information shown on the display before appears again.
(Note: If the operator does not intervene further, the system display is
automatically shown after the display time out.)
Dimmer/Contrast
To set the brightness of all LEDs in the keys of the operating panel of the
display’s background light, press DIMMER, this activates the dimmer/contrast
system.
Following pressing of this key a menu is displayed.
Issue: 1
Menu
Pressing the DIMMER key step by step sets the brightness of the LEDs in all
keys of the panel and the display backlight taking the basic level into account.
With every key stroke the brightness changes to the next step in circle by
adding 5 to the actual level, until the maximum level is reached. This is
indicated at the display. The next key stroke leads to lower brightness.
(Note: If the basic level is set to 15, the lowest level is equal to maximum
level. In this case dimming is not possible.)
To leave the Dimmer/Contrast menu the ESC button must be pressed.
Following this instruction, the maintenance menu appears again.
To leave the maintenance menu the ESC button must be pressed. Following
this instruction, the information shown on the display before the ESC key
was first pressed appears again.
(Note: If the operator does not intervene further, the system display is
automatically shown after display time out.)
Parameter, Suppressions and Operating Values
To display and/or change parameters, suppressions and operating values, first
the following key must be pressed
MENU This activates the menu display which has a submenu
showing items which can be selected using with the keys S1
to S3. The particular functions are described as follows:
S1 Pressing S1 opens a list of inputs to the DPS 2100, and
allows the switching of single inputs on and off.
S2 After pressing S2 actual operating values are displayed.
S3 Pressing S3 opens the parameter list, recorded in the central
module DZM 402, allowing for parameter display and/or
parameter changes.
To leave the menu or the submenus the ESC button must be pressed.
Following this instruction, the information shown on the display before the
ESC key was first pressed appears again.
(Note: If the operator does not intervene further, the system display is
automatically shown after display time out.)
Next Prev Print
Machinery Operating Manual
Procedures for Making Operating Panel Value Adjustments
Parameter, Suppressions and Operating Values
To display and/or change parameters, suppressions and operating values the
following key must be pressed
MENU The menu key brings up the menu display which indicates a
submenu, selectable with the keys S1 to S3.
S1 Pressing S1 opens a list of inputs to the DPS 2100, and
allows the switching on and off of single inputs.
S2 After pressing S2 actual operating values are displayed.
S3 Pressing S3 opens the parameter list, recorded in the central
module DZM 402, for parameter display and/or parameter
changes.
Procedure for Parameter Display and Value Changing
In the parameter table all variable values are listed. The values can be set
within fixed margins to adapt the program to the engine. The settings for the
engine are recorded in the internal parameter list in the parameter table. The
parameter table is, therefore, ship related.
(Note: Parameter changes must only be made by authorised personnel.)
Parameter Display
After pressing the S3 key the parameter list is opened for parameter display
and the possibility to change parameter values.
To leave the menu or the submenu the ESC button must be pressed. Following
this instruction, the information shown on the display previously appears
again.
(Note: If the operator does not intervene further, the system display is
automatically shown after display time out.)
In the parameter list there are two ways to display any parameter:
1. By activating the up or down cursor keys the parameter
numbers are increased/decreased one by one with every key
stroke.
3.1 Main Machinery Control System - Page 14 of 30
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 Luna Mærsk Machinery Operating Manual
Illustration 3.1.2a Operator Panel

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM STOP ALARM

LIST HORN ACKN.

MAINTE- EDIT MENU

NANCE S1 S2 S3 S4 DIMMER

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

ESC ENT

7 STU 8 VWX 9 YZ 0 SPACE +/-#

SHUTD. SHUTD.
ACTIVE CANCEL

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 Luna Mærsk
2. By numerical setting of a parameter number. To set the number,
first the ‘0’ key has to be pressed, to open the number for
changing. The actual parameter number is replaced by the
cursor. Afterwards the desired number (maximum 3 digits)
has to be set by using the alphanumerical keys 0-9. When
the desired parameter number has been input, this must be
completed by pressing the ENT key. If an invalid parameter
number is entered (eg the parameter number entered is greater
than maximum parameter number), the first parameter number
in the list is selected. By pressing the ESC key the parameter
number entered is not accepted and the parameter shown before
remains on the display.
(Note: The parameters for the expert password (No.4) and the user password
(No.5) are hidden, ie they are not displayed, either in scrolling mode
or in direct selection mode. The display automatically shows the next
higher eg No. 6 or the next lower eg No.3 parameter number.)
To display and/or change the hidden parameters, first the release parameters
CHANGE EXP. PASSWORD (No.2) for the EXPERT PASSWORD or
CHANGE USER PASSWORD (No.3) for the USER PASSWORD has to
be set.
Procedure for Changing the Parameter Values
Entering Passwords
The adjustment of parameters is blocked for unauthorised persons. Three
password levels in this system are provided:
Service Password
For changing critical parameter values, eg the parameters for engine speed,
the operator must know the service password. The service password should be
known by commissioning personnel only. The service password also releases
the parameters where the user password or the expert password has to be
known. The service password cannot be changed.
Expert Password
If the expert password is known, the operator can change critical parameter
values, eg the parameter values of slowdown and shutdown. The expert
password also releases the parameters where the user password has to be
known. The expert password can be changed by setting parameter number 4
to a value between 0000 and 9999. To do this, the expert password or the
service password has to be known.
Issue: 1
Menu
User Password
If the user password is known, the operator can change non-critical parameter
values. The user password can be changed by setting parameter number 5 to
a value between 0000 and 9999. To do this, the user password, the expert
password or the service password has to be known.
To release a selected parameter for value setting, press EDIT. The Edit key
is pressed and if the adjustment of parameters is not released, the operator is
asked to enter a password by means of the display as follows.
• Service Password: < >
• Expert Password: < >
• User Password: < >
The actual display request depends on the level of the selected parameter. On
each request the correct password or the password of a higher level has to be
entered. To complete the password input, the ENT key must be pressed.
If the entered password was:
• Correct, the previous selected parameter is displayed again and
may be opened for value changing by pressing EDIT again.
• Incorrect, then ILLEGAL PASSWORD is displayed, the wrong
password is deleted and the mode remains in the password
request, in order to enter the correct password.
If the password input is completed by activating the ESC key, the password
request is cancelled and the previous selected parameter is displayed again.
(Note: The passwords always consist of four digits which means that leading
zeros have to be entered, eg 0035.)
The input password releases parameter setting for a preset time, set in
parameter No.6. With every action during the parameter adjustment session,
the time is set to this value.
If no intervention takes place or the parameter adjust is left, the time is
counted down. After expiry of the time the release to change parameter values
is cancelled. The next attempt to change parameters results in a password
request on the level for the particular parameter.
If the password for a low level parameter is set, and a parameter on a higher
level is selected to change, the password for the higher level is requested.
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Machinery Operating Manual
Procedure for Changing Parameter Values
As the program uses the RAM value, a change of a parameter has an
immediate effect on the function it controls. Changes, therefore, should only
be made when the engine is stopped. If the engine is running changes should
be made step by step with small changes on each step.
To open a selected parameter for value setting, press EDIT. The EDIT key
brings up the request for a password on the display if the adjustment parameter
has not already been released.
After input of the correct password the selected parameter is displayed again.
To open the parameter for value changing, the EDIT key has to be activated
again. Following this, in the display the cursor is indicated below the least
significant digit of the parameter value.
There are two possible ways to change the parameter value:
1 By activating the up or down cursor keys the selected digit
is increased/decreased one by one with every key stroke.
At a decade overflow/underflow the next higher digit is
increased/decreased by one, eg 07, 08, 09, 10, 11... 10, 09,
08...To select the digit to be changed within the value display,
the left and right cursor keys are used to shift the cursor to
the desired digit.
2 By numerical setting of parameter value. To set the value, first the
0 key has to be pressed, to open the value for changing. The actual
parameter value is replaced by the cursor. Afterwards the desired
value has to be set by using the alphanumerical keys (0-9).
A parameter value can only be set within fixed margins. The upper and lower
limit are recorded in the program and documented in the parameter list. If
the value is set to more than UPPER LIMIT, the parameter value is set to
upper limit, if the value is set to less than LOWER LIMIT, the parameter
value is set to lower limit.
When the desired parameter value has been input, this must be completed by
pressing the key ENT to save the new value. By pressing the ESC key the
new parameter value entered is not accepted. The old value remains and the
display changes to OLD VALUE.
As the old parameter value (EEPROM) and the new parameter value (RAM)
are displayed continuously during the parameter adjustment session, the
operator is always informed about the old parameter setting and the changes
made.
To leave the parameter adjusted, the ESC key has to be pressed. Following this,
the menu is displayed again. All changed parameters are now recorded in the
EEPROM in order to keep them even if the power supply is switched off.
3.1 Main Machinery Control System - Page 16 of 30
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 Luna Mærsk Machinery Operating Manual
Illustration 3.1.2a Operator Panel

DPS 2100 ENGINE SAFETY SYSTEM

Lyngso Marine

ALARM STOP ALARM

LIST HORN ACKN.

MAINTE- EDIT MENU

NANCE S1 S2 S3 S4 DIMMER

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

ESC ENT

7 STU 8 VWX 9 YZ 0 SPACE +/-#

SHUTD. SHUTD.
ACTIVE CANCEL

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 Luna Mærsk
(Note: If the parameter adjustment session is not completed by pressing the
ESC key, the session is automatically completed after expiry of the
timeout, set by parameter No.6. In this case the menu is displayed
and the changed parameters are written to the EEPROM. This is also
valid, if a parameter change was not completed by activating the ENT
key, and the parameter was still opened for changing.)
Suppressions
The operator has the possibility to suppress shutdown/slowdown activation of
individual sensor inputs with the aid of this control function; this is true for
all except the emergency stop inputs. For a suppressed shutdown/slowdown
activation the monitoring remains active, an alarm signal will appear on the
operating panel when the sensor responds. For the suppression first of all the
menu is to be selected by activating the MENU key:
MENU The menu is displayed and to leave the menu the ESC key
must be activated or it will be left automatically after a time
delay period (20 seconds).
From the menu, pressing the S1 key opens the suppression list allowing the
user to change the suppression state. This can be done at the bridge panel and
the ECR panel simultaneously.
To leave the menu or the submenus the ESC button must be pressed.
Following this instruction, the indication shown on the display before appears
again.
(Note: If the operator does not intervene further, the system display is
automatically shown after display time out period.)
By activating the up and down cursor keys the sensor inputs can be displayed
one after another. The display of sensor inputs are increased/decreased with
every key stroke.
When the desired sensor input appears in line two the operator can suppress
the shutdown or slowdown activation by pressing S1, or re-enable by pressing
S2. After pressing S1 or S2 the state SUPPRESSED or ENABLED is stored
in the EEPROM. Every suppression made by activating S1 increases the
suppression counter by one, every re-enable made by activating S2 decreases
the suppression counter by one. The suppression state for an input is indicated
at the end of the input channel text in line two.
Issue: 1
Menu
Procedure for Changing Operating Values
To change the operating values the menu screen must be selected by pressing
the MENU key.
To leave the menu the ESC key must be activated or it will be left
automatically after a time delay period (20 seconds).
After pressing the key S2 the operating value list is opened. Up to now
there is only the operating value MAX OVERSPEED. It indicates the last
maximum overspeed shutdown value. This speed indication can be reset to
0.0 by activating the function key S1.
To leave the menu or the submenus the ESC button must be pressed.
Following this instruction, the information shown on the display previously
appears again.
(Note: If the operator does not intervene further, the system display is
automatically shown after display time out.)
Variable Injection Timing System
The VIT system is part of the EGS 2000 governor system and operates
whenever the engine function in the ahead position. The operation of the VIT
system is described in section 3.1.1.
Cylinder Lubricating Oil Dosing
Cylinder lubricating oil dosing is a function of engine load and operating of
the LOD system is covered in section 3.1.1.
Engine Load Program
The load program operates automatically during load increas and decrease
in the upper engine load ranges. Changes to the load program are covered
in section 3.1.1.
The Graphic Operator Station (GOS)
The Graphic Operator Station (GOS) is the operator interface for control and
supervision of the machinery components and the GOS is also the interface
for alarm handling in the UCS 2100 system.
The GOS is based on a Windows environment, allowing the screen to be
divided into several areas (windows), the composition of the visible windows
being decided by the operator.
Next Prev Print
Machinery Operating Manual
In addition to the main windows, the system makes use of dialogue-boxes
which are used for both presenting information to the user as well as enabling
the user to control the system.
Although a keyboard is provided almost any function can be carried out by
using the trackball alone.
The GOS Components
The GOS is a personal computer (PC) built into the console, the parts being
the computer, the screen, the keyboard and the pointing device.
The screen operates in graphic mode at all times and any mix of graphic and
text information can be presented simultaneously.
The keyboard is a standard PC keyboard. In addition to the letter and number
keys the keyboard is also equipped with 12 function keys, some of which are
used for dedicated purposes in connection with the GOS operation.
The pointing device which is used to move the pointing arrow around the
screen is a trackball.
General GOS Layout
The display is divided into two main parts: A header window and a working
area window. The header window is always present and displays the Header
Diagram for the actual operator station.
The working area window displays selectable diagrams which are used to
control and supervise the machinery components, e.g. alarm lists or mimic
diagrams. When the GOS is powered up the working area window will
display the main menu diagram from which is used to gain access to the other
diagrams and lists in the system.
In addition to the two main windows there is a caption bar in the top of
the screen displaying the date and time and a menu bar from where various
functions of the GOS can be controlled.
Caption: In the caption the date and time is displayed, date and time
can be displayed as UTC time or as local time. Additionally it
is possible to indicate the type of time, UTC, LT (local time)
or actual time zone.
Menu Bar: In the menu bar various drop down menus can be activated.
These menus are used to operate some of the functions of
the GOS.
Header Window: The header window contains the header diagram.
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 Luna Mærsk
The header diagram displays important information from the alarm system
related to the GOS, such as number of alarms, number of unacknowledged
alarms, watch location and duty officer and most important the oldest
unacknowledged alarm.
The header diagram also includes short cuts (selection buttons) to some often
used functions e.g. the Main Menu Diagram, the Alarm List, Stop Horn
and Acknowledge.
Working Area: The working area can contain many different lists or
diagrams, the most important is listed below:
Lists: Alarm List
Alarm Group
Failure Lists (sensor fail, device fail)
Suppression Lists (cut out, simulated)
Diagrams:
Mimic Diagram
Function Block Diagram
Graph Diagram
Bargraph Diagram
Operating the GOS
A diagram on the screen consists of a static background drawing with some
dynamic objects to indicate alarms, measurements and states for machinery
components. Some of these dynamic objects are also active areas from which
an action can be carried out, this action can be to open another diagram,
to acknowledge an alarm or to send a command to a machinery component
for example.
On the screen is a pointing device, shown as an arrow, this pointing arrow
is from now on called the cursor. The cursor can be moved around the
screen with the trackball.
The cursor is used for pointing out active areas in the screen diagrams.
The cursor (tip of the arrowhead) must be placed inside the active area in
order to open a new diagram or select an object to give commands to a
machinery component. The active area is indicated by a frame when the
cursor is inside the area.
The trackball is used to move the cursor around the screen and an area
is selected by pressing one of the trackball buttons. If the active area is
an ‘open a new diagram’ area, the matching diagram will be opened by
a left click.
Issue: 1
Menu
If the active area is a machinery component object, a left click will open the
command menu for this machinery component, and a command can be sent
by a new left click on the desired command text.
If the active area is indicating an alarm a right click will open alarm menu, and
if it is unacknowledged a left click on the acknowledge text will acknowledge
the alarm, or a left click on the text DISPLAY CHANNEL will open a
dialogue with detailed information of this alarm.
Description of Lists and Diagrams in the GOS
Header Diagram
The header diagram contains important information for the alarm system/
systems to which this GOS has access. The UCS2 100 system can have from
1 to 4 alarm systems, e.g. one for machinery alarms and one for cargo alarms.
Each GOS can have access to one or more of these alarm systems.
Besides alarm system information the header also includes shortcuts to some
of the most used diagrams. The shortcuts are shown as Windows buttons, a
left click on the button will open the matching diagram.
The header also includes a button for STOP HORN, a red symbol indicates
that the horn is active, a left click on the button will silence the horn.
The header also includes a button for ACKNOWLEDGE, a red symbol
indicates that an unacknowledged alarm exists. A left click on the button
will acknowledge the oldest unacknowledged alarm, the alarm text for this
alarm is also shown in the bottom line of the header. It is only possible to
acknowledge alarms which are visible.
The horn and acknowledge buttons will only function and indicate an active
state if the GOS is the actual watch station for the alarm system of the
new alarm.
Main Menu Diagram
The Main Menu is the overview diagram at the top of the diagram hierarchy,
from this diagram there is connection to all other mimic diagrams in the
system. It is possible to open mimic diagrams and alarm groups directly
from the main menu diagram or to open other overview diagrams for smaller
parts of the system.
Each alarm group, mimic diagram and sub-overview diagram is indicated by
an active area in the Main Menu diagram. To open the matching diagram a
left click is made on the square or on the text of the active area. If there is
an unacknowledged alarm in the matching diagram the square will flash red,
and if there is acknowledged alarms and no unacknowledged alarms in the
matching diagram the square will turn to steady red.
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Machinery Operating Manual
Alarm List
An alarm list is a list of all standing alarms, both acknowledged and
unacknowledged, in the alarm system. The UCS 2100 system can include
from 1 to 4 alarm systems (e.g. machinery alarms and bridge alarms), each
alarm system has its own alarm list.
One alarm occupies one line in the alarm list. The alarms are sorted by
starting time, so the oldest alarm is at the top and the newest alarm is at the
bottom of the list. If the alarm is more than 24 hours old the starting time is
exchanged with the starting date.
The alarm list can display all alarms defined in the alarm system. Normally up
to 20 alarm lines can be shown on the screen, if the actual number of alarms is
greater than this it is indicated in the bottom of the list. The rest of the alarms
can be seen by scrolling in the alarm list using the PAGE UP and PAGE
DOWN keys or by making a left click on one of the scroll buttons.
The colour of the text in the alarm list is normally green, except for the
STATE text. The colour of the ‘State’ text is controlled by the priority of the
alarm, for priority 1 the colour is red, for priority 2 the colour is magenta
and for priority 3 the colour is yellow. The STATE text is flashing as long
as the alarm is unacknowledged.
A right click on an alarm line will bring up a small menu with two texts,
DISPLAY CHANNEL and ACKNOWLEDGE.
The ACKNOWLEDGE text is disabled (not possible to select, shown in grey)
if the alarm is acknowledged, if the horn is not silenced or if this GOS does
not have the right to acknowledge the alarm. If the ACKNOWLEDGE text is
enabled (possible to use, shown in black) the alarm can be acknowledged by
making a left click on the ACKNOWLEDGE text.
A left click on the DISPLAY CHANNEL text will open the display channel
diagram for this alarm channel. The display channel diagram shows detailed
information for the alarm channel set up, such as alarm delay, alarm limits,
connection terminals, cut out and simulation status; some aspects of the
set up can also be changed from the display channel diagram e.g. delays
and limits.
Different States of an Alarm
1. New Unacknowledged Alarm
A new unacknowledged alarm is indicated with the time the
alarm started. The alarm can be acknowledged by left clicking
on the button showing three exclamation marks; this will also
acknowledge all other unacknowledged alarms visible in the
current page of the alarm list. Note that alarms cannot be
acknowledged whilst the horn is sounding.
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2. New Unacknowledged Alarm, Selected Type:
A new unacknowledged alarm which has been selected by a left
click somewhere on the alarm identification line is indicated by a
Message:
blue background colour. A selected alarm can be acknowledged
by left clicking on the button showing one exclamation mark;
this will only affect the selected alarm. Note that alarms cannot
be acknowledged whilst the horn is sounding. Priority:
3. Unacknowledged Alarm that has Turned Normal Again
An unacknowledged alarm that has turned normal again is
indicated by removal of the start time and the State text
is changed to NORM but still flashing. The alarm can be
acknowledged by left clicking on either of the exclamation
mark buttons. Note that alarms cannot be acknowledged whilst
the horn is sounding.
4. Standing Alarm
The alarm line marked D is a standing acknowledged alarm,
the State text is steady red, and the starting time of the alarm Value:
is indicated.
5. Standing Alarm, Older than 24 Hours
A standing acknowledged alarm, the State text is steady red,
and the starting time is indicated as a date. If needed the time Delay on/off:
can be found in the Event Log.
6. Alarm that has Turned Normal Again
An acknowledged alarm that has turned normal again is
indicated by grey text, the State text NORM and no starting
time indication. This line is not removed automatically as
this could cause confusion when the other lines are moving
while it is being looked it. The line will be removed when
left clicking on the bottom, if another page is selected or if
the alarm is closed.
M.cut:
Alarm Groups
Each alarm channel can be included in 0 to 4 alarm groups. The alarm groups
in which this alarm is included is indicated in the Alarm Group field.
If a left button click is made to the right of the name of the alarm group, the
matching alarm group diagram is opened.
Channel Parameters
Limit: Binary alarm channels have only one limit. Analogue
alarm channels have from 1 to 3 limits. If more than
one limit is active at the same time, the message
text for the highest number will be displayed in
the alarm list.
Issue: 1
Menu
Machinery Operating Manual
Binary / low limit / high limit. Channel Calculation
Displayed in the channel calculation field are the signals which are used to
calculate the state of the alarm channel.
Displays the message text that is defined for this
limit, defined during commissioning.
For analogue channels 1 - 3 input signals can be used; a main signal, one
signal that is added to the main signal and one signal that is subtracted
Priority of the alarm channel, 1 - 3 for alarms and 4
from the main signal.
for event. Priority is used to select the colour of the
state text and indication in mimic diagrams, priority
For binary channels 1 or 2 signals can be used, the calculated signal is a logical
1 is red, priority 2 is magenta, priority 3 is yellow
operation between the two signals, AND, OR, XOR and XNOR can be used.
and priority 4 white. The priority is also used to
select which alarm to include in the alarm list if
Each signal is specified in one line with the following information:
‘Only priority 1 alarms’ or ‘Only priority 1 + 2
alarms’ are selected in the additional list dialogue.
Alarms with priority 4 are not shown in the alarm Signal: Indicates how this signal shall be used in the
list, but can be included in an alarm group and calculation, Main, Add, Subtract analogue channels,
shown on a mimic diagram. and Main, NOT, AND, OR, XOR or XNOR for
binary channels.
Limit value for analogue channels, not used for
Type: Indicates the type of signal, the following types are
binary channels. The adjust dialogue can be opened
available sensor input, another monitoring channel,
by a left button click at the end of the line.
constant, serial input, SLS point and an alarm group.
ID/Name: The ID and name for the signal.
Delay on is the time from which the limit is exceeded
(analogue) or the input is activated (binary) until
the alarm is announced by horn and displayed in Mod. ID: ID for input module of the Gamma PLC only for
the alarm list. sensor inputs.
Delay off is the time from which the limit is
no longer exceeded (analogue) or the input is Terminal: Connection terminals on the input module of the
suppressed (binary) until the alarm removed from Gamma PLC, only for sensor inputs.
the alarm list.
The adjust dialogue can be opened by a left button Range: Sensor range.
click at the end of the line.
Channel Time
Manual cut-out indicates an ON if the alarm is
suppressed by a manual cut-out. This feature can be Channel time is the time for latest change of state for this alarm channel. The
uses if there is a sensor fail or the machinery system following state changes will set the time: alarm occurs, alarm turns normal,
is under repair to avoid false alarms. cut out activated and channel set in simulation.
Manual cut-out can be switched on and off from the Simulation
adjust dialogue, this can be opened by a left button All alarm channels can be set in simulation mode, in this mode there is no
click at the end of the line. connection to input signals for the alarm channel, but the input value can be
set manually. A left button click will open the simulation dialogue.
Normally cut-out for all limits of the alarm channel
is done from limit 1, and the on/off text is only
displayed for limit 1. But in some cases there can be
separated cut-out for each limit which is indicated
by an on/off text in each limit.
3.1 Main Machinery Control System - Page 20 of 30
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 Luna Mærsk
Data Log
The UCS2100 system is able to print a log of the actual values for selected
alarm channels, this function is called the Data Log. The selection of each
alarm channel can be changed in the Data Log selection dialogue, which can
be opened by a left button click.
There is one data log for each alarm system.
Printing of the data log can only be started from the basic alarm panel by
pressing the key Printer Control, soft key MORE and soft key DATALOG.
Standard Function Block Diagrams
A standard function block diagram is a diagram divided in 12 rectangles,
each rectangle representing one standard function block which matches one
machinery component.
Dynamic information from a machinery component (pump, valve etc.) is
displayed as a standard function block. A standard function block consists of
one or more dynamic objects. A dynamic object indicates the state or value
of the machinery component either by a graphic symbol called an icon, by
a text or by a numeric value.
Mimic Diagrams
A mimic diagram shows a part of the machinery system with a static background
drawing and dynamic objects representing the machinery components and
measurements of the system. Mimic diagrams are use to give a better
overview for a part of the machinery system e.g. fuel oil bunkering. This
is achieved by placing the machinery component object on a background
drawing (e.g. a pipeline diagram) showing the interaction between the various
components.
The dynamic objects are normally standard function blocks but also customised
objects can exist. On mimic diagrams normally only the icon for digital objects
and the value for analogue objects are shown. This is because indication of the
names and state texts will make the diagram crowded and harder to overview,
and the function of the object can be seen from the diagram. The identifier for
the objects can be shown by a click on the object.
Issue: 1
Menu
Procedures for Using the Graphic Operator Station
Open Alarm List
The alarm list can be opened in any of the following ways:
• Click with the left trackball button with the cursor pointer on
the screen ALARM LIST button in the header.
• Press the F2 function key at the keyboard.
• Click with the left trackball button with the cursor pointer
located on the text diagram in the menu bar; this will open
a drop down list of diagrams, select ALARM LIST with the
cursor and click with the left key.
Open Lists for Cut Out, Simulation, Sensor Fail or Device Fail
These lists can be opened using the dialogue box ‘Additional Lists’, Additional
Lists can be opened in any of the following ways:
• Click with the left trackball button with the pointer cursor on
the ADDITIONAL LIST button ADD LISTS in the header.
• Press the F5 function key at the keyboard.
• Click with the left trackball button with the cursor pointer on
the text diagram in the menu bar, this will open a drop down
list of diagrams, select ADD LIST with the cursor and click
with the left key.
Open Alarm Group Diagram
Most important alarm groups are listed in the main menu diagram and these
can be opened by a click of the left trackball button in the matching active
area. Both the text and the square is of the alarm group are active.
If the desired alarm group is not shown in the main menu a list of all alarm
groups in the system can be opened in one of two ways
• Click with the left trackball button on the text DIAGRAM in
the menu bar, this will open a drop down list of diagrams;
select ALARM GROUP with the cursor and click with the left
trackball button
• Press the F4 function key at the keyboard. Select the desired
alarm group by a left click on the text and make a left click on
the OK button.
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Machinery Operating Manual
Stop Horn
When the horn is sounding it can be stopped in one of the following ways:
• Press the Fl1 function key at the keyboard.
• Click with the left trackball button with the pointer cursor on
the STOP HORN button in the header.
• The horn can also be silenced by a press on the STOP HORN
key on the basic alarm panel.
Acknowledge Oldest Unacknowledged Alarm
The oldest unacknowledged alarm is always displayed in the header (lowest
line if it is a multiple alarm system header). It can be acknowledged in one
of the following ways:
• Press the F12 function key at the keyboard.
• Click with the left trackball button with the pointer cursor on
the ACKNOWLEDGE button in the header.
Acknowledge Alarms
Unacknowledged alarm in lists are indicated by flashing ‘State’ text. These
alarms can be acknowledged in one of the the following ways:
• Make a right click somewhere in the alarm line, this will
open a small pop up menu, from this menu the alarm can be
acknowledged by a left click on the ACKNOWLEDGE text.
• Select the alarm line by a left trackball button click, the
background will change to blue. When the alarm is selected it
can be acknowledged by a left click on the button.
(Note: Alarms can only be acknowledged when the horn is silenced and the
GOS is watch station for the actual alarm system.)
Unacknowledged alarms in mimic diagrams are indicated by a flashing icon
background. These alarms can be acknowledged in the following way:
• Make a right trackball button click on the icon. This will
open a small pop up menu, from this menu the alarm can
be acknowledged by a left trackball button click on the
ACKNOWLEDGE text.
(Note: Alarms can only be acknowledged when the horn is silenced and the
GOS is watch station for the actual alarm system.)
Unacknowledged alarms in display channel diagrams are indicated by flashing
‘State’ text. These alarms can be acknowledged by a left trackball button click
on the single exclamation mark button.
3.1 Main Machinery Control System - Page 21 of 30
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 Luna Mærsk Machinery Operating Manual
Open Mimic Diagrams
In the main menu are active areas referencing all mimic diagrams in the
GOS, either directly or through a sub diagram. An alarm on an object in a
diagram will bleed through to the active area in the superior diagram in the
diagram hierarchy. In this way all alarms on mimic diagrams are shown in
the main menu diagram.

To open a diagram from the main menu or any other diagram, left click the
trackball on the matching active area. e.g. Fuel Oil System.

The diagram can also be opened by selecting it by the name;

• Click with the left trackball button on the text Edit in the menu
bar, this will open a drop down list. Select OPEN BY NAME
with the cursor and click with the left trackball button. This will
open the Open by Name dialogue. Make sure that Diagrams
is selected in the Types field, then a list of all diagrams can
be obtained by a click on the button with the cursor pointer in
the Name line. Select the desired diagram by a left click of the
trackball button with the cursor pointer on the name in this list;
make a left click on the OK button.

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 Luna Mærsk Machinery Operating Manual
Illustration 3.1.3a Screen Displays

UCS 2100 Lyngso Marine 18/09/01 14:52:24 UCS 2100 Lyngso Marine 18/09/01 14:52:24
File Edit View User Programs Area Diagram Graph Window Help File Area Diagram Graph Event View Window Help

MACH. ALM SYS SCC ECR REL Ackn. MACH. ALM SYS SCC ECR REL Ackn.
Alarms Watch Duty 3 ECR 1ST ENGINEER 1 ECR 1ST ENGINEER Alarms Watch Duty 4 ECR 3RD ENGINEER 0 SCC NONE
Add Lists Alarm List Add Lists Alarm List
Man Supp WatchMode Backup 7 UNATTENDED NONE 4 UNATTENDED NONE Man Supp WatchMode Backup 5 UNATTENDED NONE 4 UNATTENDED NONE
Del. Ctrl Main Menu Del. Ctrl Main Menu
Harbour Mode
Main Engine Overview Event Log - 2001-09-18 04:11:23

SIDEVIEW ID Description State Message Value Unit UTC

Fuel 2750C 2690C Exhaust Gas 2760C DG095 DG2 FO COLLECTING TK LEVEL NORM NORMAL (M-) 04:11:23E
Receiver Blow Bypass
DG102 DG3 FUEL OIL LEAKAGE ALM ALARM (M1) 04:24:58B
140.00C LO T/C
NA016 AUTO PILOT 1 OFF COURSE ALM ALARM (B1) 04:25:43B
8.3 bar 3.0 bar NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B-) 04:26:06E
ME Camsh. LO
12.67 cSt 47.20C DG102 DG3 FUEL OIL LEAKAGE NORM NORMAL (M-) 04:26:16E
FO 3.3 bar DG102 DG3 FUEL OIL LEAKAGE ALM ALARM (M1) 04:28:21B
DO 53.30C 51.00C 50.60C 46.30C NA016 AUTO PILOT 1 OFF COURSE ALM ALARM (B1) 04:28:44B
Scavenge Air Receiver NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B-) 04:28:57E
NA016 AUTO PILOT 1 OFF COURSE ALM ALARM (B1) 04:30:06B
1.3 bar
NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B-) 04:30:42E
ME Camsh. LO DG102 DG3 FUEL OIL LEAKAGE NORM NORMAL (M-) 04:36:43E
44.80C BO003 EXHAUST GAS BOILER FAIL ALM ALARM (M1) 04:50:05E
2.8 bar BO003 EXHAUST GAS BOILER FAIL NORM NORMAL (M-) 04:52:50E
PCO Out NA016 AUTO PILOT 1 OFF COURSE ALM ALARM (B1) 04:56:48B
50.60C 50.80C 51.00C 50.80C 50.80C 50.00C 50.00C 49.80C 49.80C 49.70C ME PCO
1613 Hours No Flow NA016 AUTO PILOT 1 OFF COURSE NORM NORMAL (B1) 04:56:55E
3.1 bar
FS002 FO SEPARATOR NO.2 ALM ALARM (M1) 06:21;41B
FS002 FO SEPARATOR NO.2 NORM NORMAL (M-) 06:23:49E
TOPVIEW FO Lifting Gear Scavenge Air Temperature FO Pumps Leak. ON Duty MACH. ALM SYS 3RD ENGINEER 06:26:07
84.4rpm AH 46.50C 45.90C 45.40C 47.60C 46.50C 44.60C 44.90C 47.50C 44.40C 44.00C ON Duty SCC ECR REL 3RD ENGINEER 06:26:07
50.20C NA009 AUTO PILOT 1 ALM ALARM (B1) 06:55:05B
NA035 AUTO PILOT 2 ALM ALARM (B1) 06:55:05B
47.50C 6.9 bar MS011 ME CAMSHAFT LO SYS STBY PUMP ALM ALARM (M1) 06:59:33B
AS
3100C 3060C 3160C 3030C 3050C 3250C 3410C 3370C 3110C 3140C ME1_SHDA ME: SHUTDOWN ACTIVE ALM ALARM (M1) 06:59:47B
H.T.
-60C -100C 00C -130C -110C 9 0C 250C 210C -50C -20C DEV.
ME1_SHDP ME SHUTDOWN PREWARNING ALM ALARM (M1) 06:59:47B
Exhaust GasTemperature

Oil Mist Detect AFT Oil Mist Detect FWD

Main Engine Overview Alarm Event Log

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 Luna Mærsk Machinery Operating Manual
3.1.3 SCREEN DISPLAYS
Illustration 3.1.3b Picture Hierarchy
The screen displays at the Graphic Operator Stations (GOS) operate in a
standard Windows environment. The GOS screens divided into two parts, a
header window and a selectable working area window, which will be a control
overview or an alarm list. The menu bar and header with status information
are always present. For enhanced safety the header constantly displays the
most essential information from the alarm system, independent of the actual UCS 2100 Lyngso Marine 18/09/01 14:52:24
control assignment, such as: File Edit View User Programs Area Diagram Graph Window Help

MACH. ALM SYS SCC ECR REL Ackn.

• Oldest unacknowledged alarm Alarms Watch Duty 3 ECR 1ST ENGINEER 1 ECR 1ST ENGINEER
Add Lists Alarm List
• Number of present and unacknowledged alarms Man Supp WatchMode Backup 7 UNATTENDED NONE 4 UNATTENDED NONE
Del. Ctrl Main Menu
• Number of present cut-outs (inhibited alarm channels)
Main Menu
• Actual watch station, duty officer and back-up officer
• Date and time Alarm Groups Control Mimics Standard Control Diagrams
AC Accommodation/Ships Service DMS Malfunction Startblocking Thermonitor
Below the header, pictures with symbolic representation of the control objects BC Bilge in Cargo Main Engine Systems
enable remote control of the controlled machinery components and group of BE Bilge in Engine Room Main Engine Overview
Motor Starters
machinery components. Control is easily carried out by using the point-out BO Boilers ME bearing temperature in 0C
BS Ballast System
and pop-up menus. The alarm information is clearly indicated by means
CA Compressed Air System Diesel Oil Filling System Motor Starters for Pumps
of a graphic alarm symbol placed close to the symbol for the machinery CS Cargo Systems Fuel Oil Filling/Transfer System Motor Starters for Ventilation
component. DH Deck Hydraulic Systems
EX Main Engine Exhaust Gas Ballast System Tank Gauging
FD FO/DO Service System Cargo Bilge
Picture Hierarchy on the Graphic Operator Stations FI Fire and Fire Fight. Equip. Cargo Hold Ventilation FW Service System
FS FO/DO Separator System Power Pack for Valves Bilge in Engine Room/ Boilers
The alarm and control pictures of the UCS 2100 control system are placed FT FO/DO Filling and Transfer Ballast System
in a picture hierarchy. The alarm and control overview picture presents labels HT Fresh Water HT System Heeling System Heeling System
to all of the control pictures. Any of the pictures can be selected by pointing LS Lub. Oil Separator System Fuel Oil Service, Filling and Transfer
at the picture label, using the trackball to move the cursor pointer, and then LT Fresh Water LT System DG1 Diesel Generators ME Lub.Oil
ML Main Engine Lub. Oil System DG2 Diesel Generators
left clicking the trackball. Throttle Valves
MR ME Remote Control DG3 Diesel Generators
MS ME Lub. Oil Supply System DG4 Diesel Generators
A square located to the left of the picture label flashes in case of an NA Navigation Alarms DG5 Diesel Generators Throttle Valves
unacknowledged alarm on the system depicted by the picture. This feature SC Scavenge Air System Emergency Diesel Generator
gives the operator a fast and safe overview of the actual situation. SG Steering Gear Controllers
SS Steam System and Condensate System SY System Alarms
The alarm and control overview picture can be selected by pressing a function ST Stern Tube and Shaft System System Errors Controllers
key on the keyboard or by the area/diagram pull down menu on the command SW Sea Water System DiskState
TF Thrusters and Fins Logbook
bar in the upper edge of the screen.

All of the alarm and control pictures are available from the picture label on
the alarm and control overview picture or from the area/diagram pull down
menu on the command bar in the upper edge of the screen.

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3.1.4 ALARMS State Appearance Description Failure Lists
NORM Steady green The alarm channel in normal Device Fail List List of all channels with device fail (hardware fail in
The alarm list is a display of all standing alarms both acknowledged and
state i.e. no alarms and no failures. the Gamma PLC or power fail to the Gamma PLC).
unacknowledged. The system can include from 1 to 4 systems (bridge alarms,
machinery alarms, etc), each alarm system has its own alarm list. ALM Flashing red Unacknowledged alarm, priority 1.
Sensor Fail List List of all channels with sensor fail (input from
ALM Steady red Acknowledged standing alarm, priority 1.
Each alarm occupies one line in the alarm list and up to 20 alarms can be sensor is outside the defined range).
displayed on the screen. If there are over 20 alarms the actual number is ALM Flashing magenta Unacknowledged alarm, priority 2.
shown in the bottom right of the display. Use of the PAGE UP and PAGE ALM Steady magenta Acknowledged standing alarm, priority 2.
DOWN keys allows for scrolling through the alarm list. Alarm List, Only High Priority Alarms
ALM Flashing yellow Unacknowledged alarm, priority 3. Alarm List Priority I: Alarm list only including alarms with priority 1.
The colour of the alarm text is normally green with the alarm ‘state’ text in ALM Steady yellow Acknowledged standing alarm, priority 3.
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3).
A right click on the alarm brings up a small menu with two texts: DISPLAY FAIL Flashing red Unacknowledged alarm for sensor fail. Alarm List Priority 1+2: Alarm list only including alarms with priority 1 or 2.
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE FAIL Steady red Acknowledged sensor fail,
allows the alarm to be acknowledged or if not possible the text is shown outside normal range. Additional lists have the same layout as the alarm list and alarm group lists
in grey (already acknowledged or horn not silenced etc). Left clicking on and the operation of the list is the same, i.e. it is possible to acknowledge
NORM/CA Steady blue Alarm channel with standing alarm alarms and open the Display Channel diagram.
DISPLAY CHANNEL opens the display for the particular system the alarm
originates from. Detailed alarm information such as delays and limits etc where the alarm is suppressed by a Cut Out.
is also shown. ? Steady white Some of the UCS2 100 Display Channel Diagram
hardware for this channel is not
Trend Displays The Display Channel diagram shows detailed information of an alarm channel,
All state texts can be extended with a ‘S’ in the beginning, e.g. ‘S NORM’ and it is also possible to adjust some parameters for the alarm channel, these
One to five graphs for supervised parameters can be displayed in the same or ‘S ALM’. This ‘S’ indicates that the alarm channel is in simulation mode. adjustments are protected by password level 1.
trend display with individual colour and measuring scale. The individual In simulation mode the displayed value is manually keyed in and has no
colour is used to separate the ID number, the measuring scale, the trend curve, connection to the input from the sensor. The display channel diagrams are divided in smaller areas matching the
and the digit valve for each measurement. See Section 3.1.5 various functions that are available.
Additional Lists The various functions in the Display Channel diagram are described below:
Alarm Groups
Additional lists is a set of lists for alarm channels in a certain state, there is
one set of additional lists for each alarm system. The top line is the same line as displayed in the alarm group/alarm list for
An Alarm Group list is a list of all alarms included in this group, independent
this alarm. This line includes ID for the alarm channel, description, alarm
of the alarm state. The UCS 2100 system can have up to 100 alarm groups.
Additional lists include the following lists: state, message text, value (only for analogue channels) and start time for
the alarm (if active).
The layout of the list and the alarm lines are the same as for the alarm list, but
the list is sorted alphabetically after the ID. Suppression Lists

Alarms in an alarm group can have more states than in the alarm list, because
Simulated Channels List of all channels that are in simulation mode.
some of the states of the alarm channel are moved to separate lists e.g. cut out
list or lists of simulated channels.
Automatic Suppressed List of all channels that are suppressed by automatic
The possible states (state texts) for an alarm channel in a Alarm Group cut out.
are listed below:
Manual Suppressed List of all channels that are manually suppressed
(manual cut out).

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 Luna Mærsk Machinery Operating Manual
Configuration Includes
Type: Analogue / binary
Alarm System: The name of the alarm system to which alarm
channel belongs.
Outstation: The name of the outstation where the Gamma PLC
is located.
Address: The address (unit number) for the Gamma PLC on
the Stella Network.

The channel parameters are also shown here and may include:

Limit: Binary has 1 limit, analogue

may have 3 for an alarm:
and 4 for an event

Type: Binary/low limit/high limit

Message: Message text

Priority: Alarm channel priority

Value: Limit value for analogue

channels

Delay on/off: Delay times/adjustment etc

M.cut: Manual cut out on/off,

adjustment etc

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Illustration 3.1.5a Trending Displays

UCS 2100 Lyngso Marine 18/09/01 14:52:24 UCS 2100 Lyngso Marine 18/09/01 14:52:24
File Edit View User Programs Area Diagram Graph Window Help File Edit View User Programs Area Diagram Graph Window Help

Alarms 6 Watch ECR UNATTENDED Ackn. MACH. ALM SYS SCC ECR REL Ackn.
Man Supress 6 Duty. 1ST ENGINEER Alarms Watch Duty 6 ECR 1ST ENGINEER 0 ECR 1ST ENGINEER
Add Lists Alarm List Add Lists Alarm List
Unack'ed Alarms 0 Backup NONE Man Supp WatchMode Backup 5 UNATTENDED NONE 4 UNATTENDED NONE
Oldest Unack. Alarm Del. Ctrl Main Menu Del. Ctrl Main Menu

C:\stw2100\Provision plant.USR Operator choice of graphs

4.1 AC002 COLD PROVISION COOLING ROOM (-30.0 : -20.5 AC003 COLD PROVISION FREEZING ROOM (-30.0 -20.00C) 79 FD023_P FO SERV. TK FWD (M22) (0-100%)
20.0 20.0 100

15.0 15.0 90

10.0 10.0 80

5.0 5.0 70

0.0 0.0 60

-5.0 -5.0 50

-10.0 -10.0 40

-15.0 -15.0 30

-20.0 -20.0 20

-25.0 -25.0 10

-30.0 -30.0 0
05:11 09:11 13:11 17:11 21:11 01:11 05:11 08:05 08:15 08:25 08:35 08:45 08:55 09:05
20/09/01 20/09/01 20/09/01 20/09/01 20/09/01 21/09/01 21/09/01 22/09/01 22/09/01 22/09/01 22/09/01 22/09/01 22/09/01 22/09/01

FO Service Tanks FO Filling FO Storage Tanks

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3.1.5 TRENDING
The UCS 2100 system can display one to five graphs for parameters under
analysis in the same trend display with individual colours and measuring
scales. The individual colour is used to separate the ID number, the measuring
scale, the trend curve and the value for each measurement.
Trend displays that are used often can be accessed directly from the command
menu named GRAPH. Trend curves showing values for the previous 24 hours
(maximum 4 days) or part of that period, are based upon the continuously
logged data. A Trend display for a period exceeding the last 24 hours
(maximum 4 days) is based upon the compressed values.
Parameters, which are not predefined for logging, may be displayed during
on line data collection, initiated on the request of the operator. There is
also a zoom function available, selected by pointing out the area required
using the trackball.
Trend curves can be saved as a file on the PC hard disk or printed as screen
dumps for subsequent printing or analysis. The data used for the trend displays
are accessible on the Graphic Operator Stations (GOS) and can be printed
in tabulated form on a printer.
The SHOW GRAPH function is used for setting up a graph-diagram. The
graph pictures can be particularly helpful in identifying and analysing the
operating disruptions. Additionally, it can be helpful by providing a visual
evaluation of changes of the process values, just as the graphs are an important
tool in connection with the documentation of the vessel’s operation. In the
individual configuration, a number of graph windows can be configured,
each one displaying graphs of up to 5 variables of predetermined element
values.
Start Time and Window Period for Graphs
After opening a graph window, the operator will be asked to key in a start
time and a window period. This will occur if the graph window is not defined
to start with fixed time specifications.
The system always suggests the current time as the start time unless it has
been defined to start a number of hours before. If the operator does not
want to change this, the time can be accepted by using the RETURN key.
The start time is the time when the desired graph is to be started, while
the window period is the length of the time of which the axis is to be
displayed in the graph field. The length can also be changed by the operator
before the activation.
A start time which goes back in time for up to 90 days can be determined. This
requires that the relevant data is still accessible on the hard disk. When the
start time and period length, which are to be displayed, have been keyed in the
RETURN key must be activated. Hereafter, the Graphic Operator Stations will
retrieve and work up data in order to draw the desired graph on the screen. As
the new values accrue to the system the graph will be updated.
Error Messages in Connection with Graph Generation
If, within the selected time period, there has been a period in which data
has not been collected, or in which data has later been deleted, an error
message appears on the screen, e.g. ‘Open error on file TEST.L13’. This just
means that the drawn graph is not complete since data cannot be found for
the entire period. The message means that data for a whole hour is missing.
If data for less than a whole hour is missing it will be shown in the graph
by horizontal lines.
Machinery Operating Manual
If the element name in a graph window is double-clicked, the area is filled out
under the curve with full colour or with a raster pattern. If normal display is
desired again, double-clicking the name will cause the curve to be displayed
as a line. Even though the area is filled out, the curve can still be turned
off by clicking the name.
The display with a filled area under the curve is particularly useful when
having to present analogue alarm channels with high alarm limit, low alarm
limit as well as the current value in the same curve picture. The alarm
areas can be displayed as ‘belts’ and the elements current value as a line
between these two belts.
Regardless of the selection of the graph form, the zoom and pan functions
are the same.
Graph Data in Table Format
It is possible to get a complete list of all of the values which are used for
the graph drawing. This is achieved by a double-click on the ruler symbol,
whereafter a window, containing the recorded values in table form, is opened.
The values are presented in table form together with date and time for
their recording.
The table is displayed for each element variable on the graph window. The
table is framed with a line which has the same colour as the column on
the graph window.
The up and down buttons located at the bottom of the window, are used to
scroll up and down in the table (i.e. backwards and forwards in time).

If the operator selects one or more elements, the graph diagram will
automatically include these. (More than one element can be selected by
keeping the SHIFT key pressed when selecting the elements). Regardless
of how it is opened, a graph window has a fixed position and size on
the screen.
The fixed definition graph can be selected from the menu Graphs (by clicking
on the required graph name). The Graphs menu can contain up to 19 graph
displays.
If no elements are selected when the operator activates the SHOW GRAPH
function, a box will appear showing a list of all elements in the system.
From the list up to five elements can be selected which are displayed
simultaneously in the graph-diagram.
Changing the Presentation of a Graph Display
During monitoring the display of the graphs can be changed in a number of
different ways. The display of one or more of the (up to five) graphs can be
removed from the graph window. This is done by clicking the element name
in the upper part of the window. The name will now be displayed with a weak
type, and the accompanying graph is ‘closed’.
The graph can be retrieved by clicking the element name again, or for all
by clicking at a field placed just to the right for all the graph names. Being
able to de-activate one or more graph displays can, for example, be helpful
in situations where two graphs completely or partially cover one another, or
in situations where one of several graphs is desired to be examined more
closely or even printed separately.

Issue: 1 3.1 Main Machinery Control System - Page 28 of 30

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 Luna Mærsk Machinery Operating Manual
Illustration 3.1.6a UMS Safety Alarm System
Bridge Control Console
Port Wing Stb'd Wing
Alarm Bell Alarm Bell
UCS613 UCS614

EAD UCS430
EAD UMS 2100 BASIC ALARM PANEL Lyngso Marine

ALARM FIRE FAULT

ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP Bridge
220Vac ADD. DISPLAY ADJUST
LIST CHAN- CHAN- S1 S2 S3 S4 DIMMER

220V AC
NEL NEL

UCS450 DEAD
MAN
WATCH
1 ABC
PRINTER
CON-
TROL
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

7 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY TE-
CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE

EAD Box

Engine Control Centre EAD Box

24Vdc

24V DC 24V DC

Accommodation Area

1st Engineer
Buzzer
Chief Engineer UCS612
EAD UCS420 Buzzer
Engineers' Alley
Buzzer UCS611 24V DC
UCS421
220V AC UCS610 24V DC

EAD Box Officers' Smoke 24V DC UMS 2100

ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL Lyngso Marine

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

ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS122
Dining Saloon ALARM STOP
HORN
ALARM
ACKN.
AAP 07
1 ABC 2 DEF
ALARM ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO 6 PQR
ALARM ESC ENT

UCS123
LIST GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

24V DC Chief Engineer's Office 24V DC UMS 2100

ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
ASSIST
CALL
S1 DUTY S2
7 STU
MAIN- S3
TE-
NANCE
8 VWX
ALARMS4
GROUP6
ALARM
GROUP7
9 YZ
ALARM
Ospace

DIMMER
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10

Duty Mess ALARM

LIST
STOP
HORN
ALARM
ACKN.
AAP 06
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

24V DC UMS 2100 ACCOMMODATION ALARM PANEL

ADD. DISPLAY
Lyngso Marine
7 STU 8 VWX 9 YZ Ospace +/-
ASSIST S1

UCS117
LIST CHAN- DUTY
S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE

Gymnasium ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 05
1 ABC
ALARM
2 DEF 3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO 6 PQR
ALARM ESC ENT

UCS116
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

24V DC UMS 2100 ACCOMMODATION ALARM PANEL

ADD. DISPLAY
Lyngso Marine
7 STU 8 VWX 9 YZ Ospace +/-

Ship Control ASSIST S1 S2 MAIN- S3 ALARMS4 DIMMER

UCS115
LIST CHAN- ALARM ALARM ALARM ALARM
DUTY TE-
ALARM FIRE FAULT NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE

Centre ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 04
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL

GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

UCS114
24V DC ALARM FIRE FAULT
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN- S3
TE-
NANCE
8 VWX
ALARMS4
GROUP6
9 YZ
ALARM
GROUP7
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP9
ALARM
+/-

GROUP10

UCS113
ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL

GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

UMS 2100 ACCOMMODATION ALARM PANEL

ADD. DISPLAY
Lyngso Marine
7 STU 8 VWX 9 YZ Ospace +/-
UCS112
ASSIST S1

UCS111
LIST CHAN- DUTY
S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE

ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT

UCS110
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine 7 STU 8 VWX 9 YZ Ospace +/-
ADD. DISPLAY
S1 S2 S3 S4

UCS109
CHAN- ASSIST MAIN- ALARM ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM FIRE FAULT

AAP 01
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ALARM ALARM ALARM ALARM ALARM ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

UCS108
ALARM STOP ALARM
LIST HORN ACKN.

7 STU 8 VWX 9 YZ Ospace +/-

UCS107
ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DISPLAY DUTY TE-
ADD. CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
LIST CHAN- S1 S2 S3 S4 NANCE DIMMER
NEL

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

ALARM
GROUP1
ALARM
GROUP2
ALARM
GROUP3
ALARM
GROUP4
ALARM
GROUP5
ESC ENT
UCS106
ASSIST
CALL
DUTY
7 STU
MAIN-
TE-
NANCE
8 VWX
ALARM
GROUP6
9 YZ
ALARM
GROUP7
Ospace
ALARM
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10 UCS105
UCS104

EAD
24V DC
UCS 01
UCS 02 220Vac
UCS 40 UMS 2100 BASIC ALARM PANEL Lyngso Marine

UCS 41 ALARM FIRE FAULT

UCS 42 ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
UCS 43 ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER

UCS 44 DEAD
MAN
WATCH
1 ABC
PRINTER
CON-
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

UCS 45
TROL

7 STU 8 VWX 9 YZ Ospace +/-

MAIN-

UCS 46
ASSIST ALARM ALARM ALARM ALARM ALARM
DUTY TE-
CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE

24V DC UCS 47 EAD Box

UCS 48
UPS UCS 51
UCS 81
UCS 82 Engine Control Room
UCS 83 EAD Console
UCS 84
UCS 85 Engine
Control Room 220V AC
EAD Box

UCS 410
220V AC UCS 411
UCS 700

24V DC

Alarm Gamma Outstation No 2

UMS 2100 BASIC ALARM PANEL Lyngso Marine

ALARM FIRE FAULT

ALARM STOP ALARM

LOP GAMMA 2
LIST HORN ACKN.

ADD. DISPLAY ADJUST

S1 S2 S3 S4 DIMMER
LIST CHAN- CHAN-

NEL NEL

Gamma Outstation No 1
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
DEAD PRINTER ALARM ALARM ALARM ALARM ALARM
WATCH ESC ENT
MAN CON- GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL

7 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE

UMS 2100 BASIC ALARM PANEL Lyngso Marine

ALARM FIRE FAULT

Rotating Light ALARM

LIST

ADD.

LIST
STOP

HORN

DISPLAY

CHAN-

NEL
ALARM

ACKN.

ADJUST

CHAN-

NEL
LOP GAMMA 1
S1 S2 S3 S4 DIMMER

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

DEAD PRINTER ALARM ALARM ALARM ALARM ALARM
WATCH ESC ENT
MAN CON- GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL

7 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE

Horn

Stop Horn

Issue: 1 3.1 Main Machinery Control System - Page 29 of 30

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 Luna Mærsk Machinery Operating Manual
3.1.6 UMS - MANNED HANDOVER h) The first engineer delegates the work list and discusses relevant
safety practices.
The following procedures are carried out when changing over to manned
operation: i) The duty engineer should be aware of all the maintenance
being carried out and should be informed of any changes to
the day’s schedule.
Due to Alarm Initiation
a) When summoned by the extension alarm system, the duty j) The duty engineer can then proceed with his normal tour of
engineer proceeds to the ECR. inspection.

b) Inform the bridge of manned condition and the alarm cause.

c) Switch watch keeping control to the ECR.

d) Rectify the alarm condition. If necessary call for assistance.

Normal Handover
a) The duty engineer proceeds to the ECR.

b) Inform the bridge of manned condition.

c) Switch watch keeping control to the ECR.

d) Examine the data logger printouts generated during the UMS

period.

e) Undertake the watch routine taking actions as necessary to

maintain the engine room machinery in a safe and efficient
working condition. Ensure that all ship safety systems are
functioning and if any monitored system is not functioning the
back-up system must be operated.

f) Hand over to the oncoming duty engineer, discussing any

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

g) Inform the first engineer of any plant defects. He will then

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

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 3.2 Engine Control Room, Console and Panels

Illustrations

3.2a Plan of Engine Control Room

3.2b Engine Control Room Console

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 Luna Mærsk Machinery Operating Manual
Illustration 3.2a Plan of Engine Control Room

LSE7 and DS4 240V AC and 24V DC Door from

Distribution Engine Control Room
Fire Fighting and Safety Notices
Escape Unit

HVSO8 HVSO8
Bus Riser Parking
MSB1 MSB2 MSB3 MSB4 Cubicle
Door to Stairway

MSB5
HVSO7
Cathodic Protection Engine Control Room Generator No.5 6.6kV Electrical Distribution Room HVS11
System Monitor Generator No.1

MSB6

Elevator HVSO8 HVS12

MSB7 Bus Coupler Generator No.2
Main Control Panel
(see diagram 3.2b)

MSB8
Air Conditioning HVSO6 HVS13
Unit Stern Bow
Thruster Thruster
MSB9

VCS2100 Outstation MSB10

HVSO5 HVS14
Basic Basic
MSB11 Transformer No.2 Transformer No.1
Mimic Screen
DMS2100 Main Cabinet Displays
MSB12
HVSO4 HVS15
Fin Stabiliser Reefer Reefer
Control Unit Transformer No.2 and 4 Transformer No.9
MSB13
Lyngsø Panel Computer
HVSO3
HVS16
Reefer
Reefer Transformer
MSB14 Transformer No.6 and 8
Door To No.5 and 7
Engine Room Bookcase for
Machinery Manuals
MSB15
HVSO2 HVS17
Storage Cabinet Reefer Reefer Transformer
Transformer No.10 No.1 and 3
MSB16
Horn Alarm Lamp
Air Conditioning
Unit Emergency Exit
Photocopier and Printer
HVSO1 HVS18
Electrical
Storage Cabinet Generator No.4 Generator No.3
MLS17 Main Diagram
Board

CO2 Alarm

Door to 6.6kV
Electrical Distribution Room

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 Luna Mærsk Machinery Operating Manual
3.2 ENGINE CONTROL ROOM, CONSOLE AND PANELS • Generator operating panels
• Thruster motor and reefer trips
The engine control room is situated on amidships at the forward end of the
engine room at deck 17620 level. The engine control room contains all the • Engine room ventilation switches
necessary equipment and controls to permit the centralised supervision of • Boiler switches
machinery operations. Automatic and remote control systems are provided
to allow the machinery spaces to run unattended at sea and in port during • Telephone and Redifon MEL telephone
cargo operations. Attached to the main control room is the electrical room
which contains the main panels for the generator engines, basic transformers
and reefer and transformers Graphic Operator Station (GOS)
There are three graphic operator stations (GOS) together with associated
The Main Engine Control Room Contains the Following: keyboards and pointing devices. The GOS displays indicate alarms, mimic
displays, generator conditions, trending and other operating conditions for the
• Main engine control and operating console main engine and auxiliary machinery as explained in section 3.1.2.
• Main switchboard A separate PC is located on the control room desk and it used for general
• Computer workstations service work, being linked to the ship’s computer network.
• Main engine remote control system cabinet An alarm printer is located in the control room and this is used for printing
• UCS2100 Outstation alarms as they occur and and alarm lists as required. The log may also be
printed on demand.
• Cathodic protection system monitoring panel
• Instruction books cabinet and shelves
• Air conditioning units The Main Switchboard Contains:

• Inputs from the two 6.6kV/440V transformers

The Main Control and Operating Console Contains:
• Main 440V and 220V power distribution panels
• Telegraph
• Group starter panels
• Engine manoeuvring system
• Main engine local panel The Main Switchboard Contains:
• DMS2100i panel • Five diesel generator input and power management panels
• UMS2100 panel • Two basic 6.6kV/440V transformer panels
• DPS2100 panel • Six reefer transformer panels
• EGS2100 panel • Bow thruster panel
• Maihak panel • Stern thruster panel
• Alarm panel • Bus coupler
• Main engine fuel pump index and speed gauges • Bus riser
• Starting air pressure • Parking cubicle
• Turbocharger speed displays
• MBP-809 panel
• Steering gear panel
• Generator instruments
• Synchroscope

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 Luna Mærsk Machinery Operating Manual
Illustration 3.2b Engine Control Room Console UMS2100
Main Engine
Steering Gear Panel Fuel Pump Index DPS2100
Alarm Panel Revolution
Counter Turbocharger Speed
Generator 1 Generator 2 Generator 3 KV Generator 4 Generator 5 MBP-809 Electrical Power Main Engine Starting Air Maihak Unit
Earth Test Indicators DMS2100i
Synchroscope Meter Remote Panel Indicator Lamps RPM Pressure
Switch

0 2 5 0

Power
Factor

Power 0 2 5 0
Lyngso Marine

(kW)

Current 0 0 0 0 2 5 0
Alarm Panel
(A) 0 0 0 0 2 5 0

Lyngso Marine

Lyngso Marine

Ammeter

Governor

ER Ventilation Boiler Unit

Switches Switches

Lyngso Marine

DG1 DG2 DG3 DG4 DG5

Lyngso Marine

Reefer Trips Thruster Motors Reefer Trips Telephone Main Engine Siren Stop PA Telegraph
1, 3, 5, 7 and 9 Bow Stern 2, 4, 6, 8 and 10 Local Panel Engine Manoeuvring EGS2000 Redifon MEL
Button Volume
Bridge Stand Telephone
Changeover Switch

Issue: 1 3.2 Engine Control Room, Console and Panels - Page 3 of 3

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 3.3 Hydraulic Remote Valve Operating System

Illustrations

3.3a Hydraulic Valve Control System

3.3b Fuel Oil Filling and Transfer Screen Display

3.3c Cargo Bilge System Screen Display

3.3d Ballast System Screen Display

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 Luna Mærsk Machinery Operating Manual
Illustration 3.3a Hydraulic Valve Control System

Key

Hydraulic Oil Solenoid Valve Unit

Port Engineer`s Passageway

F G

No.14 Hold No.13 Hold No.12 Hold No.11 Hold No.10 Hold No.9 Hold No.8 Hold No.7 Hold No.6 Hold No.5 Hold No.4 Hold No.3 Hold No.2 Hold No.1 Hold
Engine Room
E

P T
A H

Hydraulic K
Power Pack L M O P Q
D

N
B C

J Starboard Engineer`s Passageway I

Solenoid Valve Block A Solenoid Valve Block D Solenoid Valve Block E Solenoid Valve Block F Solenoid Valve Block J Solenoid Valve Block M Solenoid Valve Block O
After Engine Room Engine Room Lower Plate Engine Room Lower Plate Port Engineers Passageway Starboard Engineers Passageway No.8 Hold No.6 Hold
Near Air Compressors Level Forward Starboard Side Level Forward Port Side
250V271006 250V271007 125A172011 125A172005
125V352001 150V261004 100V249002 250V271005 125A172014 125A172010
125V352002 150V261011 150V261003 200V261015 125A172029
200V271016 150V261012 200V271010 250V261038 200V261011
200V271017 150V261013 200V271012 Solenoid Valve Block K 250V261040 200V261014
Solenoid Valve Block G
200V271011 250V261005 No.12 Hold 250V261042 300V261008
Port Engineers Passageway
200V271013 250V261008 250V261044
Solenoid Valve Block B 250V261006 250V261013 125A172003 250V261045
500V271001
Generator Room (starboard) 250V271007 250V271003 125A172004 Solenoid Valve Block Q
250V271004 300V261006 No.1 Hold
300V261005 300V261007 Solenoid Valve Block N
100V249001
300V271004 300V271003 Solenoid Valve Block H No.8 Hold
065A172001
300V276003 300V271004 Bow Thruster Room Solenoid Valve Block L
400V249001 400V249002 No.10 Hold 125A172009
Solenoid Valve Block C 065352001 200V261010
Near Dump Condenser 400V261010 400V261009 Solenoid Valve Block P
100V352001 125A172008 250V261039 No.3 Hold
125A172012 250V261041
800V272001 250V261043
125A172015 125A172013
800V272002
Solenoid Valve Block I 200V261009 150A172002
Starboard Engineers Passageway 200V261016 200V261012
200V261013
500V271002

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 Luna Mærsk Machinery Operating Manual
3.3 HYDRAULIC REMOTE VALVE OPERATING SYSTEM power pack fail or should there be a general power failure; for these valves there Solenoid valve panels, located in the engine room, house the solenoid
is also an emergency system with its hand pump located forward, at the upper valves which actuate the hydraulic valve positioners. The manifolds in the
Hydraulic Remote Operating Valve System engine platform level near the steam dump condenser. Those valves without solenoid valve panels are designed so that individual solenoid valves may be
individual hand units can be opened or closed by means of the portable hand dismantled and replaced without shutting down the system. There is provision
pumps which are provided. The portable pumps are attached to the emergency at each panel for connection of a hand pump.
Maker: Danfoss System Hydraulik A/S. connections at the solenoid manifold associated with the valve. Some solenoid
System Pressure: 135 kg/cm2 manifolds are mounted individually in convenient positions whilst others are
Mimic displays allow for opening or closing of valves in the particular
located in manifold boxes, also conveniently situated near the valves in order to
systems, selecting the valve and then the open option if the valve is closed or
reduce the amount of high pressure piping required. The manifold is pressurised
INTRODUCTION close option if the valve is open.
by the hand pump and operation of the individual solenoids allows the valve
to be closed or opened locally. Each valve also has an extension pinion with Hydraulically Actuated Valves
A number of valves throughout the machinery spaces and ship are remotely a square end; a key may be attached to this pinion extension and the valve
operated by hydraulic means from the ship’s control centre and engine control opened manually. Ballast System in Engine Room
room. Valves are fitted with hydraulic actuator units allowing the valves to be
opened and closed from the control centre via a mimic panel. The valves have Valve Type Valve Numbers
The power pack unit has an oil reservoir, charged with nitrogen, and two electric
valve positioners fitted so that the position of the valve, open or closed, can be motor driven gear pumps which maintain oil pressure. The oil reservoir has
seen locally and indicated on the mimic panel. The system also has pressure and DN 150mm World Valve 150V261003, 150V261004
sufficient capacity to allow compensation for leakage from the system for about
temperature compensating blocks so that variations in pressure and temperature Butterfly valve
five minutes. The pumps are operated by means of pressure switches. One
which are not produced by the controller are not allowed to activate the system. Type: WVTB-ISO PN 10
pump is set as the operating pump and the other as the standby pump. If the
The Graphic Operator Station (GOS) mimic display allows valves to be selected pressure falls to a predetermined value the operating pump cuts in to restore
for opening and closing and also indicates a valve’s current position. DN 200mm World Valve 200V271010, 200V271011
hydraulic pressure; it cuts out when the pressure has been restored. If the duty
Butterfly valve 200V271012, 200V271013
pump cannot maintain pressure, the standby pump cuts in and will cut out when
The hydraulic power pack unit operates a number of valve systems as Type: WVTB-ISO-LT PN1O
the duty pump cut-in pressure has been achieved. Switches at the power pack
follows: control panel allow the pumps to be selected as No.1 duty and No.2 standby or
DN 250mm World Valve 250V261005, 250V261006
Bilge system for cargo holds vice versa. The pumps should be changed over each week in order to ensure that
Butterfly valve 250V261 007, 250V261008
both power pack pumps achieve approximately equal running hours.
Bilge system for forward part of the ship Type: WVTB-ISO PN 10
Ballast system in the engine room The hydraulic power pack operating unit has a main switch with OFF, LOCAL
DN 250mm World Valve 250V271003, 250V271004
and REMOTE positions and two switches, one for each pump motor starter,
Ballast system outside the engine room Butterfly valve
which provide ON and OFF positions. Each pump has a switch which allows
Sea water system for central coolers Type: WVTB-ISO-LT PN 10
for selection of the pump as STANDBY, OFF and RUN; indicator lights
DO transfer system show which facility is selected. A load indicator, running hours meter and an
DN 300mm World Valve 300V261005, 300V261006
emergency stop button are provided for each pump. Each pump can operate
FO transfer and filling system Butterfly valve
the three largest valves in the system simultaneously. The power pack unit is
Type: WVTB-ISO PN 10
Ventilation for passageway in operation continuously so that hydraulic power for actuating the valves is
always available. The pumps only operate when there is a pressure reduction
DN 300mm World Valve 300V261007
caused by actuation of a valve.
The separate systems each have their own GOS mimic displays. There is a Butterfly valve
central hydraulic power pack which provides hydraulic power for operating Type: WVTB-ISO PN 10
the valves. Apart from spring loaded quick closing valves for fire protection Pump cut-in: 135 bar
with fuel oil, the system ensures that valves retain their set positions in the Pump cut-out: 160 bar DN 300mm World Valve 300V271003, 300V271004
event of hydraulic power failure. Butterfly valve
Bypass valve open: 165 bar Type: WVTB-ISO-LT PN 10
The opening or closing of a valve is initiated by selecting the open or close Bypass valve close: 140 bar
option on the mimic display after the valve has been selected: a valve may only DN 300mm World Valve 300V276003, 300V276004
Low pressure alarm: 130 bar
be fully open or fully closed, there are no intermediate positions. Selecting open Butterfly valve
or close operates a solenoid valve which directs oil from the power pack to the High pressure alarm: 180 bar Type: WVTB-ISO PN 10
valve actuator and returns vent oil from the actuator in order to move the valve
Low oil level alarm: 50% tank level
in the desired direction. The main sea suction valves are provided with hand
operated pumps to allow the valves to be closed or opened should the hydraulic Low level alarm: 25% tank level

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 Luna Mærsk Machinery Operating Manual

Motor Starter Box Accumulator Hand Pump Quick

Pipe Connection Solenoid Valve

Hydraulic Valve Pump Unit with Oil Tank

Stop
Pump Motor Valves
Bypass Filter

Extension
Spindle with
Square End

Sea Water Suction Hydraulic Valve

and Local Hand Pump

Manifold
Level Switches Isolating Valves

Hydraulic System
Main Pipes
Oil Tank

Hydraulic Valve Power Pack Hydraulic Valve Manifold Box

Issue: 1 3.3 Hydraulic Remote Valve Operating System - Page 3 of 8

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 Luna Mærsk
Ballast System Outside Engine Room
Valve Type
DN 200mm World Valve
Butterfly valve
Type: WVTB-ISO PN 10
DN 200mm World Valve
Butterfly valve
Type: WVTB-ISO-LT PN 10
DN 300mm World Valve
Butterfly valve
Type: WVTB-ISO PN 10
Heeling System
Valve Type
DN 250mm World Valve
Butterfly valve
Type: WVTB-lSO PN 10
Diesel Oil Transfer System
Valve Type
DN 100mm World Valve
Butterfly valve
Type: WVTB-ISOLEX PN 10
Fuel Oil Transfer/Filling System
Valve Type
DN 150mm World Valve
Butterfly valve
Type: WVTB-ISO PN 10
DN 250mm World Valve
Butterfly valve
Type: WVTB-ISO PN 10
DN 250mm World Valve
Butterfly valve
Type: WVTB-ISO PN 10
Issue: 1
DN 150mm World Valve
Valve Numbers Butterfly valve
Type: WVTB-ISO PN 10
200V261009, 200V261010
200V261011, 200V261012 DN 400mm World Valve
Butterfly valve
200V261013, 200V261014
200V261015, 200V261016 Type: WVTB-ISO PN 10
DN 400mm World Valve
200V271016, 200 V271017
Butterfly valve
Type: WVTB-ISOLEX PN 10
300V261008 Sea Water Sea Chest Suction Valves
Valve Type
DN 800mm World Valve
Butterfly valve
Valve Numbers Type: WVTB-ISO-LT PN 10
250V261 013 Ventilation System
Valve Type
ON 250mm World Valve
Butterfly valve
Valve Numbers Type: WVTB-ISO-LT PN1O
100V249001, 100V249002 DN 500mm World Valve
Butterfly valve
Type: WVTB-ISO-LT PN 10
Cargo Holds Bilge System
Valve Type
Valve Numbers
DN 65mm ARI Globe NR valve
150V261011
Type: 12.307R, PN 10
DN 125mm ARI Globe NR valve
Type: 12.307R, PN 10
250V261038, 250V261039
250V261040, 250V261043
250V261045
250V261041, 250V261042
250V261044
DN 125mm ARI Globe NR valve
Type:12.306R, PN 10
Menu Next
150V261012, 150V261013
400V261009, 400261010
400V249001, 400249002
Valve Numbers
8O0V272001, 800V272002
Valve Numbers
250V271005, 250V271006
250V271007, 250V271008
500V271001, 500V271002
Valve Numbers
065A172001
125A172003, 125A172004
125A172005, 125A172008
125A172009, 125A172010
125A17201 1, 125A172012
125A172013, 125A172014
125A172015, 125A172029
125V352001, 125V352002
Prev Print Exit
Machinery Operating Manual
DN 150 mm ARI Globe NR valve 150A1 72002
Type:12.306R, PN 10
Forward Bilge System
Valve Type Valve Numbers
DN 65mm ARI GlobeNR valve 065V352001
Type:12.306R, PN 10
DN 100mm ARI Globe NR valve 100V352001
Type:12.306R, PN 10
Valve Locations
Heeling System
Heeling system connecting pipe valve 250V261013
Ballast System in Engine Room
No.1 ballast ejector line valve 150V261003
No.2 ballast ejector line valve 150V261004
Ballast valve port WB DB tank (113) 200V271010
Ballast valve port WB tank (115) 200V271011
Ballast valve starboard WB tank (114) 200V271012
Ballast valve starboard WB DB tank (112) 200V271013
No.1 ballast pump discharge to ballast main 250V261005
No.2 ballast pump discharge to ballast main 250V261006
No.2 ballast pump ballast main crossover valve 250V261007
No.1 ballast pump ballast main crossover valve 250V261008
No.1 ballast pump sea suction valve 250V271003
No.2 ballast pump sea suction valve 250V271004
No.2 ballast pump discharge valve to ejector 300V261005
No.1 ballast pump discharge valve to ejector 300V261006
Ballast main centre isolating valve 300V261007
No.1 ballast pump ballast suction valve 300V271003
No.2 ballast pump ballast suction valve 300V271004
No.2 ballast pump discharge valve 300V276003
No.1 ballast pump discharge valve 300V276004
Ballast System Outside Engine Room
Ballast valve port WB tank (93) 200V261009
Ballast valve port WB DB tank (73) 200V261010
Ballast valve port WB DB tank (43) 200V261011
Ballast valve port WB DB tank (23) 200V261012
3.3 Hydraulic Remote Valve Operating System - Page 4 of 8
 Luna Mærsk Machinery Operating Manual
Illustration 3.3b Fuel Oil Filling and Transfer Screen Display

UCS 2100 Lyngso Marine 18/09/01 14:52:24

File Edit View User Programs Area Diagram Graph Window Help

MACH. ALM SYS SCC ECR REL Ackn.

Alarms Watch Duty 4 ECR 3RD ENGINEER 0SCC NONE
Add Lists Alarm List
Man Supp WatchMode Backup 6 UNATTENDED NONE 4 ATTENDED NONE
Harbour Mode Del. Ctrl Main Menu

Fuel Oil Filling/Transfer System

Flow Switch FO Overflow Tank FO Storage Tanks

FO Filling
in Overflow 21 75 98% 45 98%
Lines 75%
Decanter Unit 90 M3 878 M3 1976 M3
24.90C 30.10C 49.20C
7% 90% 88%
5.7 Ton 780.9 Ton 1714.0 Ton
0.980 25% 0.990 0.987

FO Storage Tanks DB
91
0.0 bar 1040 M3
24.90C
Remote 89%
905.5 Ton
0.980

M24 98% M24 98% 74 98% 44 98%

84 M3 92 M3 Local 570 M3 1976 M3
66.30C 98.20C 44.90C 50.00C
70% 75% 91% 89%
58.0 Ton 68.5 Ton 781.5 Ton 1729.6 Ton
0.980 0.960 0.990 0.987
FO Filling
FO Service Tanks FO Storage Tanks

Issue: 1 3.3 Hydraulic Remote Valve Operating System - Page 5 of 8

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 Luna Mærsk Machinery Operating Manual
Ballast valve starboard WB DB tank (22) 200V261013 Hold 7-8 starboard bilge suction valve 125A172014 h) Select the desired system mimic display on the GOS the mimic
Ballast valve starboard WB DB tank (42) 200V261014 Hold 9-10 starboard bilge suction valve 125A172015 panels in order to open or close the selected valves when
Ballast valve starboard WB DB tank (72) 200V261015 Hold 4-5-6 port bilge suction valve 125A172029 setting the pipeline system.
Ballast valve starboard WB tank (93) 200V261016 Hold 13-14 forward bilge suction valve 125V352001
Ballast valve aft starboard WB tank (132) 200V271016 Hold 13-14 aft bilge suction valve 125V352002 i) When the chosen pipeline system is set, start the selected
Ballast valve aft port WB tank valve (133) 200V271017 Hold 2-3 centre bilge suction valve 150A172002 pump for that system and check that the system is pumping
Port and starboard ballast mains crossover valve 300V261008 as intended.
Forward Bilge System
Diesel Oil Transfer System System Checks
Void space suction valve 065V352001
DO storage tank (M46) filling valve 100V249001 Bow thrusters room bilge suction valve 100V352001
• Check the lamps in the system daily.
DO storage tank (M43) filling valve 100V249002
• Check the oil level in the power pack tank each week.
Ventilation System
Fuel Oil Transfer/Filling System • Check for system leaks if the power pack tank level falls.
250V271005
FO double bottom storage tank suction valve 150V261011 250V271006
Each week change over the pumps so that the running hours are approximately
FO centre DB tank line crossover valve 150V261012 250V271007
equal for each pump.
FO centre DB tank line valve 150V261013 250V271008
FO bunkering port line filling valve 400V261009 500V271001
Every three months take samples of oil from the system for analysis.
FO bunkering starboard line filling valve 400V261010 500V271002
FO bunkering starboard line second filling valve 400V249001
FO bunkering port line second filling valve 400V249002
FO DB storage tank filling valve from side tanks 250V261038 * Procedure for Operating the Remote Closing Valve System Fuel Oil Tank Hydraulic
Fuel Oil Tank Hydraulic
FO tank port side aft (75) tank valve 250V261039 * Valve 250V261039
Valve 250V261043
FO tank starboard side aft (74) tank valve 250V261040 * a) Ensure that the oil system is fully charged and that there are
FO tank port side forward (44) tank valve 250V261043 * no leaks evident.
FO tank starboard side forward (44) tank valve 250V261045 *
b) Turn the power switch to the REMOTE position and ensure
Port forward FO tank line valve 250V261041 * that the power light illuminates.
Starboard forward FO tank line valve 250V261042 *
Port and starboard FO side tank crossover valve 250V261044 * c) Turn the main switches for the motor starters to the 1 (ON)
position.
* These valves are located at the after end of bay 28, hold 8.
Sea Water System for Central Coolers d) Turn the pump switches to the STANDBY, OFF or RUN
positions; RUN selects the pump as the duty pump and it will
Starboard sea chest suction valve 800V272001 operate in response to the pressure switch; STANDBY selects
Port sea chest suction valve 800V272002 the pump as the standby pump to operate when the duty pump
fails or is unable to maintain the system pressure.
Cargo Holds Bilge System
e) Check that the appropriate STANDBY or PUMP RUNNING
Hold 1 bilge suction valve 65A172001
lamps illuminate for No.1 and No.2 pumps.
Hold 11-12 aft port bilge suction valve 125A172003
Hold 11-12 aft starboard bilge suction valve 125A172004
f) Check the pressure rise on the pressure gauge and check that
Hold 4-5-6 starboard bilge suction valve 125A172005
the pump cuts out at the pressure of 160 bar.
Hold 9-10 port bilge suction valve 125A172008
Hold 7-8 port bilge suction valve 125A172009 Hydraulic Fuel System Valves
g) The system is now ready for operation. Located in Hold 8
Hold 7-8 centre forward bilge suction valve 125A172010
Hold 9-10 centre forward bilge suction valve 125A172011
Hold 11-12 centre forward bilge suction valve 125A172012
Hold 4-5-6 centre forward bilge suction valve 125A172013

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 Luna Mærsk Machinery Operating Manual
Illustration 3.3c Cargo Bilge System Screen Display

UCS 2100 Lyngso Marine 18/09/01 14:52:24

File Edit View User Programs Area Diagram Graph Window Help

MACH. ALM SYS SCC ECR REL Ackn.

Alarms Watch Duty 3 ECR 3RD ENGINEER 1 ECR 1ST ENGINEER
Add Lists Alarm List
Man Supp WatchMode Backup 7 UNATTENDED NONE 4 UNATTENDED NONE
Harbour Mode Del. Ctrl Main Menu

Cargo Bilge
12-11
14-13 ECR FIN 10-9 8-7 6-5-4 3-2 1

FIN
FIN

Wells and Tanks

Remote
in Engine Room
0.1 bar Bosun Store Room
Start Condition Cargo Bilge
Chain
-0.1 bar 120.0 sec Holding Tank M73
Lock.
92M3
Bilge emty
-0.3 bar 10.0 sec 19% Thruster
16.6 Ton Room
1.000

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 Luna Mærsk Machinery Operating Manual
Illustration 3.3d Ballast System Screen Display

UCS 2100 Lyngso Marine 18/09/01 14:52:24

File Edit View User Programs Area Diagram Graph Window Help

SCC ECR REL SCC BRG REL Ackn.

Alarms Watch Duty 0 SCC NONE 0 SCC NONE
Man Supp WatchMode Backup 4 ATTENDED NONE 0 ATTENDED NONE Add Lists Alarm List

Harbour Mode Del. Ctrl Main Menu

Ballast System
Overboard Sea
14-13 -1.0 bar 12-11 10-9 8-7 6-5-4 3-2

133 Heeling tk 93 73 43 23
1207 M3 45% 1747 M3 1371 M3 1383 M3 1983 M3
367.7 Ton
100% 87 amps
1.025

3%
24% 3.6 bar Remote 0.6 bar 28.2 Ton 0% 0% 68% 0%
295.0 Ton 1.025 0 Ton 0 Ton 955.6 Ton 0 Ton
1.025 113 1.025 1.025 1.025 1.025

132 112 92 72 42 22
1207 M3 62% 1744 M3 1368 M3 1381 M3 1984 M3
505.1 Ton
0.5 bar Remote 0.5 bar
1.025

50%
0% 0% 0 amps 404.3 Ton 8% 0% 3% 0%
0 Ton 1.025 145.6 Ton 0 Ton 39.6 Ton 0 Ton
1.025 0.8 bar Heeling tk 1.025 1.025 1.025 1.025

Overboard Sea

Issue: 1 3.3 Hydraulic Remote Valve Operating System - Page 8 of 8

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Part 4: Emergency Systems Illustrations

4.1 Fire Hydrant System 4.1a Fire Hydrant System (Engine Room)

4.2 CO2 Flooding System 4.1b Fire Hydrant System (Accommodation and Deck)

4.3 Smoke Detection System 4.2a CO2 Fire Extinguishing System

4.4 Quick-Closing Valves, Fire Damper System 4.3a Smoke Detection System
and Emergency Stops
4.4a Quick-Closing Valves
4.5 Fresh Water Spray Extinguishing System
4.4b Fire Flaps Operation
4.6 Safety Equipment
4.5a Fresh Water Spray Extinguishing System
4.6.1 Fire Alarm System
4.6.1a Fire Alarm System - Tank Top Level and Steering Gear Compartment
4.6.2 Fire Fighting Equipment
4.6.1b Fire Alarm System - Deck Level 7920
4.6.3 Lifesaving Equipment
4.6.1c Fire Alarm System - Deck Level 13046

4.6.1d Fire Alarm System - Deck Level 17620

4.6.2a Fire Fighting Equipment - Tank Top Level and Steering Gear Compartment

4.6.2b Fire Fighting Equipment - Deck Level 7920

4.6.2c Fire Fighting Equipment - Deck Level 13046

4.6.2d Fire Fighting Equipment - Deck Level 17620

4.6.3a Lifesaving Equipment - Tank Top Level and Steering Gear Compartment

4.6.3b Lifesaving Equipment - Deck Level 7920

4.6.3c Lifesaving Equipment - Deck Level 13046

4.6.3d Lifesaving Equipment - Deck Level 17620

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 Luna Mærsk Machinery Operating Manual
Illustration 4.1a Fire Hydrant System (Engine Room) Key

65A Fire Water

HB
239058
D - Deck Sea Water

65A Bilges
HB
239056
A - Deck

65A HB
239057 Upper Deck

HB 65A Control
048116 Room
Deck 17620
Boiler Room To Deck Wash
Workshop and
125V Accommodation System
HB 65A HB 65A Stores Room 022007
65A HB
048116 239048
239037
Deck 13046

Reefer Cooing
Compressor
LO Cooing 65A Room
Room HB 65A 048115 65A
Room HB
048119 HB 048113
Deck 7920
65A 65A
Deck 7920 239049 239050 65A
HB HB HB 239052
65A
239054 PT
PI
HB Tank Top ????? Shaft Tunnel
076 076

From the
Cargo Bilge
250V Pump
323001
250V 250V
132001 132002

125V 125V
324002 324001
M.G.P.S.
Control
Panel

No.2 Fire and 125V 125V No.1 Fire and

GS Pump 212002 2120001 GS Pump
300/100m3/h 300/100m3/h
Hatch Coaming PI PI Hatch Coaming
TS TS
151 152
PI PI
To To
125V 250V 125V 250V Set
Starboard Port
211002 212002 211001 212001 2.2kg/cm2
Ballast Ballast 65
Pump Pump 250V 250V V223002
Compressed Air TI
250V 297001 297003 25
Connection 292001 V323002
40 40
V037005 V037004 ZS

800 800 Port

800V211002 Sea Water Crossover Pipe
65 V211001 V272002 Sea Inlet
40 Chest
V223001
V325001 ZS
800 40V037001 Bilge Main
40 40
V272001 Direct Bilge Suction Suction
V037002 V325002
Starboard Sea
Inlet Chest

Issue: 1 4.1 Fire Hydrant System - Page 1 of 4

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 Luna Mærsk Machinery Operating Manual
PART 4: EMERGENCY SYSTEMS The emergency fire pump is located in the forward thruster room and takes d) Start the selected fire and GS pump (No.1 or No.2) and supply
suction from the sea via the forward sea chest. There is a suction strainer water to the fire main. At this point only the engine room fire
4.1 FIRE HYDRANT SYSTEM located just before the pump. The suction isolating valve is operated via an hydrant system is being supplied.
extended spindle which is located in No.1 cargo hold at the lower level.
The pump discharges into the port and starboard main fire lines, with the e) Open the deck fire main supply valve 125V022007. The valve
INTRODUCTION isolating valves located in the respective port or starboard engineers allyway. is located in No.12 hatch at the upper most level at the starboard
The pump can be started locally, or remotely from the bridge and fire outboard side, with the extended spindle rising to a position
The fire hydrant and deck wash system can supply sea water to:
control station. outboard of No.12 hold starboard supply fan housing.
• The fire hydrants in the engine room
f) Open the forward port fire main valve 125V022010, the aft
• The fire hydrants on deck Preparation for the Operation of the Fire Hydrant System port fire main valve 125V022008, the forward starboard fire
• The fire hydrants in the accommodation block main valve 125V022003 and the aft starboard fire main valve
a) All intermediate isolating valves along the fire main on the
• Hawse pipes 125V022004. All these valves are operated from extended
main deck must be open.
spindles on deck.
• Forward bilge ejector
b) All hydrant outlet valves and drains must be closed.
g) Open the accommodation isolation valves, 125V022009 port
The following pumps can supply the fire and deck wash system: side and 125V022001 starboard side.
c) Set up the valves as shown in the table below:
Fire and General Service Pump It is assumed that the SW suction valves at the SW valve chest(s) are open to h) Open the desired hydrant valves on the fire main after
Maker: Nijhuis provide SW suction (see section 2.4.1). connecting the fire hose.
No. of sets: 2 The deck fire hydrant valves are located as follows:
Type: Vertical, centrifugal with self-priming unit No.1 Fire and General Service Pump
Model: VNC1-125420 Position Description Valve Location Hydrant Valve
Capacity: 300/100m3/h at 82/90 mth Port Starboard
Open (locked) Sea water suction valve 125V211001
Closed Recirculation line suction valve 250V212001 Upper Deck
Emergency Fire Pump Mooring deck aft 65A239036 65A239035
Closed Discharge valve to overboard discharge 250A132002
Maker: Desmi No.14 cargo hatch 65A239016 65A239014
Open Pump discharge valve 125V212001
No. of sets: 1
Open (locked) Discharge valve to fire main 125V324001 No.13 cargo hatch 65A239032 65A239031
Type: Vertical centrifugal
Closed Bilge suction isolator 250V297003 Accommodation area 65A048132 65A048131
Model: NSL80-265
Capacity: 72m3/h at 90 mth 65A048044 65A048137

No.2 Fire and General Service Pump No.11 cargo hatch 65A239020 65A239013
The fire and GS pumps are normally kept ready on the fire main because, in
No.9 cargo hatch 65A239021 65A239012
addition to the emergency fire pump, these pumps can also be started from Position Description Valve
the bridge and the fire control station. The fire and GS pump suction valves No.7 cargo hatch 65A239022 65A239011
Open (locked) Sea water suction valve 125V211002
from the sea suction main and the discharge valves to the fire main outlet are No.5 cargo hatch 65A239009 65A239010
locked open. These pumps may also be used for bilge pumping duties. In the Closed Recirculation line suction valve 250V212002
event that they are used for pumping bilges, then it is very important that No.3 cargo hatch 65A239033 65A239007
Closed Discharge valve to overboard discharge 250A132001
the discharge to the fire main is closed and the discharge to overboard is No.1 cargo hatch 65A239030 65A239029
opened. When the pumps are returned to fire main duty it is imperative that Open Pump discharge valve 125V212002
the pump bilge suctions are securely closed, in order that no bilge water and Mooring deck forward 65A239005 65A239416
Open (locked) Discharge valve to fire main 125V324002
possible oil entrapment can be sent into the fire main and possibly onto a fire.
Additionally there is the potential of the pump losing suction if a bilge well is Closed Bilge suction isolator 250V297001
Steering gear room 65A048043
left open and subsequently becomes empty.

Issue: 1 4.1 Fire Hydrant System - Page 2 of 4

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 Luna Mærsk Machinery Operating Manual
Illustration 4.1b Fire Hydrant System (Accommodation and Deck)
65A 65A
HB 239017 239034 HB
Navigation / Bridge Deck

65A 65V
239059 HB HB 048138
F - Deck
65V
048136 65V
HB HB 048042
E - Deck

65V 65V
048135 HB 048128
HB
To Swimming D - Deck
Pool 65V
65V
048129
HB 048134 HB
C - Deck
65V
HB 048133 65V
HB 048130
B - Deck
Port Side HB 65A 65A HB Starboard Side
239018 239019
A - Deck

65V
048044 65V Key
65V 048137 65V
048132
HB
048131 Fire Water
HB HB HB
Upper - Deck

Deck Penetration

HB HB 65A 125V HB 65A HB 65A HB 65A HB 65A

65A 239032 022009 239020 239021 239022 239009 65V
HB
239036 239033

25V
022001 125V 125V
HB 022008 022010
25V
65V
022006 HB
125V 239030
022007 65V
239005
Cargo Hold Cargo Hold
No.14 No.13 Cargo HB
Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Hold Cargo Hold Cargo Hold Cargo Hold Hawse Pipe
No.12 No.11 No.10 No.9 No.8 No.7 No.6 No.5 No.4 No.3 Wash
100A 50V
Supply To
324017 22004
Steering Gear
Compartment Cargo Hold Cargo Hold
No.2 No.1
65A HB
Supply From 239416
Engine Room
HB
100A 50V
324416 22003
65A
239035
HB
HB HB 65A 65A
HB HB HB HB 239007 239029
65A 65A 65A 65A 65A
239031 239013 239012 239011 239010
65A
239014
25V
125V 125V 022005
022004 022003
Extended Spindle
125V Operation in No.1 Hold
022001
Emergency Fire Pump
Bottom Level
125V 72m3/h
223001 Located in the Forward
Thruster Compartment

Issue: 1 4.1 Fire Hydrant System - Page 3 of 4

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 Luna Mærsk Machinery Operating Manual
Location Hydrant Valve
Port Starboard
Accommodation Block
A deck 65A239018 65A239019
B deck 65V048133 65V048130
C deck 65V048134 65V048129
D deck 65V048135 65V048128
E deck 65V048136 65V048042
F deck 65A239059 65V048138
Navigation bridge deck 65A239017 65A239034

Engine Room Fire Hydrants

Shaft tunnel 65A239052
Tank top 65A239050
65A239049
65A239054
Reefer cooling room 65V048113
LO cooling room 65V048115
Compressor room 65V048119
Deck level 13046 stores room 65A239037
Deck level 13046 workshop 65A239048
Deck level 13046 boiler room 65V048116
Deck level 17620 control room 65A239055
Engine casing Upper deck 65A239057
Engine casing A deck 65A239056
Engine casing D deck 65A239058

Emergency Fire Pump

If the emergency fire pump is to be used this can be started and stopped
remotely from the wheelhouse and fire station. Suction and discharge valves
from this pump are locked open so the pump can be started and can supply
water to the fire main immediately. The suction valve 125V223001 is located
before the suction strainer. The non-return discharge valves 00V324416 and
100V324017 are located in the branch lines to the port and starboard fire
mains in their respective engineers alleyway. The emergency fire pump sea
chest vent valve 50V027002 must be kept open. There is a weed blow
connection fitted to the sea water chest.

Issue: 1 4.1 Fire Hydrant System - Page 4 of 4

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 Luna Mærsk Machinery Operating Manual
Illustration 4.2a CO2 Fire Extinguishing System
To Fire Alarm
Relay Box
Outlet To
Free Air
CO2 Room
Fire Control Station

Pilot Fans For Smoke

Control Valves
Cylinders Detection System
Located on B Deck

1 2 I II III IV 1 2
Main
Valve

Engine Room & Cargo Holds Emergency

Control Room Generator Room
Control Valves
Fan Control
I II III IV
Unit
Main
Valve
Smoke Detection
Panel
Control Valves Cargo Holds
Viewing Area
1 2
1 2
Time Delay Time Delay
Engine Room Emergency
/ ECR Set at Generator
Pilot Control Valves 130kg/cm2 Room Outlet To
Cylinders Control Valves Emergency Free Air
ER / ECR Generator Room Shore
Connect/
Three-Way Valves
Compressed
Located In Fire Station Air Connections
On 'A' Deck Connected To
CO2 Cylinders For
Release

Main CO2 Bottle Racks

Emergency Generator Room

Cargo Hold No.1

CO2 CO2
CO2
Cargo Hold No.4
Cargo Hold No.13 Cargo Hold No.11 Cargo Hold No.9 Cargo Hold No.7
Engine Room / Engine Control Room
CO2 CO2 CO2 CO2

Cargo Hold No.2 Key

CO2 CO2
Cargo Hold No.5 CO2
CO2

Cargo Hold No.14 Cargo Hold No.12 Cargo Hold No.10 Cargo Hold No.8 Electrical Signal
CO2 CO2 CO2 CO2 Cargo Hold No.6 Cargo Hold No.3
CO2 CO2 Air

Issue: 1 4.2 CO2 Flooding System - Page 1 of 6

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 Luna Mærsk Machinery Operating Manual
4.2 CO2 FLOODING SYSTEM Central Bank CO2 System Control Box Positions
Maker: Unitor, Denmark The central bank CO2 system consists of 309 cylinders each containing 45kg Discharge of the CO2 is manually accomplished from a control box. There
Type: High pressure of CO2 which are located in the CO2 room. are control boxes connected to the central bank system. These are located
as follows:
Capacity: 309 cylinders each containing 45kg
These cylinders are connected to discharge nozzles within the protected spaces
Spaces protected: Engine room, engine control room, cargo holds via cylinder manifolds and distribution pipe work. The distribution pipes in In the Fire Control Station
the hold spaces are also used as detection pipes for the smoke detection
system and operation of three-way valves is required to change from the • Master control box for emergency generator room CO2 release
INTRODUCTION
normal smoke detection mode to CO2 release mode. The smoke detector • Master control box for engine room CO2 release
Dependent upon the application, CO2 is normally employed at levels of three-way valves are located in the fire control station which is situated
on A deck. A pressure gauge and pressure switch are fitted to the main • Master control box for cargo holds CO2 release
between 35% and 50% by volume to produce an oxygen deficiency and thus
extinguish a fire. This level of oxygen reduction is also capable of causing CO2 manifold.
asphyxiation. Fixed systems are therefore designed to include safeguards In the CO2 Cylinder Room
which prevent the automatic release of the CO2 whilst the protected area The system is designed to discharge the required number of cylinders into
is occupied. The users of portable extinguishers should ensure that there is each space protected as follows: • Master control box for emergency generator room CO2 release
sufficient air to breathe normally. CO2 is not generally regarded as having a • Master control box for engine room CO2 release
high intrinsic toxicity and is not normally considered to produce decomposite CO2 Requirements
• Master control box for cargo holds CO2 release
products in a fire situation. The amount of CO2 required to be carried on board the vessel depends
upon upon the volume of the largest protected compartment. The largest From the fire control station the CO2 cylinders are released remotely but in
CO2 cylinders are fitted with safety devices to relieve excess pressure caused
hold is 19,978m3 and at a concentration of 30% by volume of CO2 that the CO2 room they can be released remotely and manually.
by high temperatures. To avoid these operating, it is recommended that
would require 10,703kg of CO2, or 238 cylinders each containing 45kg. The
cylinders are located in areas where the ambient temperature will not exceed
engine room, including the control room, has a volume of 13,880m3 and for a
46°C. Cylinders must not be stored in direct sunlight.
CO2 concentration of 40% would require 13,880kg of CO2, or 309 cylinders
Alarms
each containing 45kg.
CO2 may cause low temperature burns when in contact with the skin. In such Various alarms are connected to this system to give warning of CO2 discharge,
cases the affected area should be thoroughly irrigated with clean water and they are installed as follows:
The vessel carries 309 cylinders of CO2 (each containing 45kg) to provide
afterwards dressed by a trained person. • Engine room including the engine control room
protection for engine room, emergency generator room and holds. If the
WARNING release of CO2 is authorised, all 309 cylinders are released into the engine • Emergency generator room
DANGER OF ASPHYXIATION room; two are released into the emergency generator room if that system is
activated. For cargo hold CO2 release, the number of cylinders used depends • Cargo holds
WARNING upon the hold and whether it is full or empty; this is covered below in the
operation of the cargo hold system. They are initiated via a heavy duty relay from switches mounted on the control
Re-entry to a CO2 flooded area should not be made until the area has box doors, on control valves and on main CO2 release valves.
been thoroughly ventilated.
Pilot CO2 cylinders are used for activating the release of the main CO2
cylinders. Two pilot cylinders are located in the CO2 room and two in the fire Cargo Hold System
System Description control station; one cylinder at each location is a standby cylinder.
Discharge of CO2 to the cargo holds is via a diverter three-way valve block
Areas Protected Pressure Operated Distribution Valves to any cargo hold.
The central bank CO2 system is installed in a designated room on U deck Diverter valves are used where the CO2 system is combined with a smoke
starboard side and protects the following areas: A pressure operated distribution (POD) valve is installed into the CO2
discharge pipe work between the CO2 manifold and the discharge nozzles to sampling system protecting the cargo spaces and CO2 gas is required to be
• Engine room including the engine control room direct the CO2 gas into the space where the fire is located. The following sizes redirected down the smoke sampling lines to the cargo space affected.
• Emergency generator room are used for each space and are located in the CO2 room:
• Cargo holds No.1 to 14 6 inch for engine room CO2 discharge
1 inch for emergency generator room discharge
1 inch for cargo hold discharge

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 Luna Mærsk Machinery Operating Manual
Illustration 4.2a CO2 Fire Extinguishing System
To Fire Alarm
Relay Box
Outlet To
Free Air
CO2 Room
Fire Control Station

Pilot Fans For Smoke

Control Valves
Cylinders Detection System
Located on B Deck

1 2 I II III IV 1 2
Main
Valve

Engine Room & Cargo Holds Emergency

Control Room Generator Room
Control Valves
Fan Control
I II III IV
Unit
Main
Valve
Smoke Detection
Panel
Control Valves Cargo Holds
Viewing Area
1 2
1 2
Time Delay Time Delay
Engine Room Emergency
/ ECR Set at Generator
Pilot Control Valves 130kg/cm2 Room Outlet To
Cylinders Control Valves Emergency Free Air
ER / ECR Generator Room Shore
Connect/
Three-Way Valves
Compressed
Located In Fire Station Air Connections
On 'A' Deck Connected To
CO2 Cylinders For
Release

Main CO2 Bottle Racks

Emergency Generator Room

Cargo Hold No.1

CO2 CO2
CO2
Cargo Hold No.4
Cargo Hold No.13 Cargo Hold No.11 Cargo Hold No.9 Cargo Hold No.7
Engine Room / Engine Control Room
CO2 CO2 CO2 CO2

Cargo Hold No.2 Key

CO2 CO2
Cargo Hold No.5 CO2
CO2

Cargo Hold No.14 Cargo Hold No.12 Cargo Hold No.10 Cargo Hold No.8 Electrical Signal
CO2 CO2 CO2 CO2 Cargo Hold No.6 Cargo Hold No.3
CO2 CO2 Air

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 Luna Mærsk
Control Box
The system is operated by a supply of CO2 separate from the main fire
extinguishing CO2. It is stored in a small pilot cylinder installed within the
control boxes at the fire control station and in the CO2 room. The pilot
cylinder is connected to the main pilot system pipe work via two isolation
valves installed within the control box.
One isolation valve (No.1) is connected via small bore pilot gas pipe work to
the cylinder bank to open the required number of cylinders, the other valve
(No.2) is connected via a separate pilot gas line to open the relevant POD
valve. Valve No.2 is linked so that it cannot be operated until No.1 valve
is opened. The isolation valves are positioned so that the control box door
cannot be closed with the valves in the open position. It is also arranged that
the control box door will operate a switch when it is in the open position, to
initiate audible and visual alarms.
A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
pressure.
Operating Instructions
Engine Room System
a) On discovering a fire, shut down machinery, fuel supplies
and ventilation systems. Close all door ventilators and other
openings, having first ensured that ALL personnel have been
evacuated and accounted for.
b) Go to the extinguishing system control box in the fire control
station.
c) Open the engine room control box door. This will cause the
alarms to sound in the engine room.
d) Open operation valve No.1, followed by operation valve No.2
by pulling valve the handles down.
e) Release one pilot CO2 cylinder by opening its hand wheel
valve.
f) Pilot CO2 gas from line valve No.1 will release the main
cylinder bank. Pilot CO2 gas from line valve No.2 is directed
to the the timer valve device. After approximately 60 seconds
the timer cylinder will open and release its charge and act on
the engine room POD valve. CO2 will now be discharged from
the engine room nozzles.
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Machinery Operating Manual
g) When the pilot pressure gauge within the control box is zero, f) Pilot CO2 gas from line valve No.1 will release the designated
close the pilot isolation valve. cylinders from the main cylinder bank. Pilot CO2 gas from
line valve No.2 is directed to the the timer valve device.
(Note: Allow time for structural cooling before opening the engine room, at After approximately 60 seconds the timer cylinder will open
least 24 hours prior to ventilating the CO2 gas.) and release its charge and act on the emergency generator
POD valve. CO2 will now be discharged from the emergency
WARNING generator room nozzles.
Do not enter a CO2 flooded space without using breathing apparatus due
to possible asphyxiation. g) When the pilot pressure gauge within the control box is zero,
close both pilot isolation valves.
In the unlikely event of the servo pilot gas failure from the fire control
station: (Note: Allow time for structural cooling before opening the emergency
generator room and ventilating the CO2 gas.)
a) Proceed to the engine room release box in the CO2 room. Open
the box, the alarms will sound in the engine room. WARNING
Do not enter a CO2 flooded space without using breathing apparatus due
b) Carry out the prodeures d) to g) as previously described. to possible asphyxiation.
c) If this system also fails, remove the four manual operation hand In the unlikely event of pilot gas initiation failure from the fire control
levers from the bulkhead near to the POD valves and open all station:
the cylinders in the main gang.
a) Proceed to the emergency generator room manual release box
d) With all the main gang cylinders open, remove the extension in the CO2 room. Open the box, alarms will sound in the engine
lever from the bulkhead and fit to the engine room POD valve. room and emergency generator room.
Move the POD valve into the open position. CO2 will now be
discharged into the engine room. b) Carry out the prodeures d) to g) as previously described.
c) If this system also fails, remove two of the manual operation
Emergency Generator Room System
hand levers from the bulkhead near to the POD valves and open
the two designated cylinders in the main gang.
a) Upon discovering a fire, shut down emergency generator
fuel supplies and ventilating systems; close door ventilators d) With these two cylinders open, move the emergency generator
and other openings having ensured ALL personnel have been room POD valve into the open position. CO2 will now be
evacuated. discharged into the emergency generator room.
b) Go to the extinguishing system control box in the fire control
station.
c) Open the emergency generator room control box door, this will
cause the alarms to sound in the engine control room and the
emergency generator room.
d) Open operation valve No.1, followed by operation valve No.2
by pulling valve the handles down.
e) Release one pilot CO2 cylinder by opening its hand wheel
valve.
4.2 CO2 Flooding System - Page 4 of 6
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 Luna Mærsk Machinery Operating Manual
Illustration 4.2a CO2 Fire Extinguishing System
To Fire Alarm
Relay Box
Outlet To
Free Air
CO2 Room
Fire Control Station

Pilot Fans For Smoke

Control Valves
Cylinders Detection System
Located on B Deck

1 2 I II III IV 1 2
Main
Valve

Engine Room & Cargo Holds Emergency

Control Room Generator Room
Control Valves
Fan Control
I II III IV
Unit
Main
Valve
Smoke Detection
Panel
Control Valves Cargo Holds
Viewing Area
1 2
1 2
Time Delay Time Delay
Engine Room Emergency
/ ECR Set at Generator
Pilot Control Valves 130kg/cm2 Room Outlet To
Cylinders Control Valves Emergency Free Air
ER / ECR Generator Room Shore
Connect/
Three-Way Valves
Compressed
Located In Fire Station Air Connections
On 'A' Deck Connected To
CO2 Cylinders For
Release

Main CO2 Bottle Racks

Emergency Generator Room

Cargo Hold No.1

CO2 CO2
CO2
Cargo Hold No.4
Cargo Hold No.13 Cargo Hold No.11 Cargo Hold No.9 Cargo Hold No.7
Engine Room / Engine Control Room
CO2 CO2 CO2 CO2

Cargo Hold No.2 Key

CO2 CO2
Cargo Hold No.5 CO2
CO2

Cargo Hold No.14 Cargo Hold No.12 Cargo Hold No.10 Cargo Hold No.8 Electrical Signal
CO2 CO2 CO2 CO2 Cargo Hold No.6 Cargo Hold No.3
CO2 CO2 Air

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 Luna Mærsk
Hold System
The hold system has two different CO2 release arrangements and the one used
depends upon whether the hold is empty or is filled with containers. There are
four block numbers and these relate to the number of CO2 cylinders which
will be released when the valves are actuated.
The cargo hold smoke detection system will initiate the fire alarm system and
from the sampling tubes it will be possible to determine which hold is on fire.
a) Before operating the extinguishing system, ensure that ALL
personnel are clear of the cargo space and accounted for. Stop
any ventilation units leading air into the compartment, seal all
openings including hatch covers, ventilators, ports, sounding
pipes etc., connected with the compartment.
b) Go to the cargo hold system smoke detector three-way release
valves in the fire control station.
c) Open the three-way valve for the cargo hold on fire by moving
the lever so that CO2 can pass into the hold.
d) At the release manifold in the fire station, open the release box
door; this will cause the alarms to sound in the cargo holds.
e) Release one pilot CO2 by opening the pilot cylinder valve.
f) Open the release control valve(s) for the correct quantity of
cylinders to be released depending upon the hold and whether
it is filled or empty, see the table below.
Machinery Operating Manual
g) Open the valve marked CONTROL VALVE MAIN CARGO Galley Exhaust CO2 System
HOLDS. Pilot gas will now open the cargo hold POD valve The galley exhaust trunking is protected by a CO2 injection system which is
and direct CO2 to the cargo holds via the three-way valve. used to extinguish any fire which may occur. A single 5.5kg CO2 cylinder
is used and this is manually released as required. In the event of a fire in
(Note: During above procedure and until arriving in port, keep all openings the galley exhaust trunking the extractor fan is stopped and the fire dampers
sealed and hatch covers wet and keep directional va1ves open. Do closed. The CO2 cylinder is manually released by turning the hand wheel
not open the hatches or other openings of the compartment until about 1.5 turns; CO2 is released into the space formed between the two fire
arrival in port.) dampers in the trunking. The fire dampers are located between the galley
exhaust hood and the extractor fan.
In the unlikely event of pilot gas initiation failure from the fire control
station:
a) Carry out the same procedure as previously described apart
from d), where the release door opened is in the CO2 room.
b) In the event that this pilot system has also failed to operate,
but with the three-way valve still ported to direct CO2 into the
cargo hold, remove the four manual operation hand levers from
the bulkhead near to the POD valves and open the required
amount of cylinders in the main gang.
c) With all the required cylinders open, open the cargo hold POD
valve by hand.
Manual Operation
For operation of the manual release lever on top of each CO2 cylinder
procced as follows:
a) Using the extension handles, pull over the lever as far as
possible and leave it in that position.

Block No. Cylinders of CO2 b) Repeat this for each cylinder until the specified number have
been discharged.
I 23
II 45 All cylinders can be individually manually discharged into any of the protected
cargo spaces as and when they are required.
III 77
IV 93

Holds Filled Holds Empty

Hold Nos. Release Block No. Release Block No.
1, 2 or 3 I IV
4, 5 or 6 III II+III+IV
7 or 8 III I+II+III+IV
9 or 10 III I+II+III+IV
11 or 12 III I+II+III+IV
13 or 14 II I+IV

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 Luna Mærsk Machinery Operating Manual
Illustration 4.3a Smoke Detection System

Sampling Unit
in the Fire Station
Light Box

Inspection Tubes
with Flow Indicators
Air from Cargo Holds Drawn into the
Smoke Detection Panel for Analysis
Clear Plastic Sampling Tubing
from Each Hold

CO2 In

Three-Way Valves

No.
14
No.
13
FAULT OPERATION TEST

FANS OFF POWER FAN OFF FLOW No.

12
SILENCE
ALARM No.
11
CO2 In
FANS 1 FANS 1 ON FAN 1 No.
10
FAN
FUNCTIONAL RESET SWITCH No.
9

FANS 2 FANS 2 ON FAN 2 No.

No.
6 8

No. No.
5 7
LIGHT
DIMMER
No. CO2 In
4
From No.
Cargo Holds 3
No.
2

No.
1
Valve Moved into the
Smoke Detection Panel CO2 Injection Position

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 Luna Mærsk
4.3 SMOKE DETECTION SYSTEM
Maker: Semco Maritime/Unitor
Model: 9010
INTRODUCTION
The smoke detection system is applied to the cargo holds and is used in
conjunction with the CO2 fire extinguishing system. Hold sampling pipes are
also used for directing the CO2 into the holds as required. This changeover
is achieved by means of three-way valves. Because of this arrangement of
three-way valves, the smoke detection panel is located in the ship’s control
centre on A deck.
The smoke detection panel has detection lines from the holds, each detection
line being connected to a separate detector box which has a visual detector
inside and an airflow detector on top of the box. The smoke detectors are self
controlled with respect to internal dust residue and their sensitivity is kept
constant up to a certain level of turbidity; above this a fault is indicated at
the LCD display. The smoke detection panel has connections for main and
emergency power supplies and it also deals with fault alarms and common fire
alarms; it uses the same fire alarm system as the rest of the ship.
Should the panel detect the presence of smoke an alarm is sounded in the
ship’s control centre, in the wheelhouse and in the engine control room.
The twin suction blower units are housed inside a container placed on B deck
starboard side below the stairway leading to C deck. The two electrically
driven fans continually draw samples of air from the holds and discharge
to atmosphere.
WARNING
The discharge from the fans may contain toxic and intoxicating vapours.
The three-way valve group for interconnection with the CO2 system, is
located below the smoke detection panel. In the hold space the sampling/CO2
discharge pipes are routed where they will be unlikely to suffer impact
damage. Sampling pipes are self-draining with drains located at the lowest
positions.
System Components
Fan Control Unit
The fan control unit is the central unit of the whole control system. From here
the system is operated, routine tests are conducted and the electronic operation
takes place.The fan control unit supervises the system and ensures that it is
functioning correctly; the unit activates an alarm if there is a fault.
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Detection Unit
The unit consists of two chambers, the observation chamber and the detection
chamber.
The Observation Chamber
At the lower part of the observation chamber the admission suction pipes
from cargo holds are located. The pipes open into the observation unit, using a
transparent pipe, where the smoke from the individual cargo hold can be seen
before it is mixed with air from other cargo holds. There is one observation
unit for each suction pipe. There is one lamp for each observation unit so
that the smoke can be observed even under bad light conditions. The lamp
is lit by pressing the button at the side of the unit. The observation unit is
also equipped with a plastic ball indicating if the airflow in the individual
pipe is correct.
The Detection Chamber
The detection chamber is a closed chamber located on top of the observation
chamber. In the detection chamber are placed two smoke detectors which
detect smoke in the test air flow. The detectors are connected to the vessel’s
fire alarm system, and fire is recorded within this system. In addition to the
smoke detectors, the detection unit is equipped with a vacuum sensor, which
reports a fault alarm if the vacuum in the suction system is insufficient.
Fire Alarm System
The smoke detectors are connected to the ship’s fire alarm system.
Repeater Panel
The smoke detector unit is connected to a repeater panel, located in the
wheelhouse, from where all functions of the 9010 unit (except for test) can
be conducted.
Operation
Operation of the smoke detector is limited to reaction on alarms from the
unit or the fire alarm system, routine testing, cleaning in case of soiling and
temporary stops of the fan at loading and unloading.
Normal Operation
The fan control unit contains a number of buttons and lamps plus an audible
alarm. The control panel is divided into three areas:
• Fault area for reporting faults
• Operation area reporting normal operating conditions
• Test area which is used in connection with testing
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Machinery Operating Manual
The Fault Area
The lamps in this area are yellow and are lit in case of a fault or abnormal
operating conditions. During normal operation none of these lamps are
illuminated.
The buttons in the fault area are used for silence and reset at and after
a fault.
In the event of the electric motor protection system switching off a fan, the
other fan is started automatically. If there is insufficient vacuum in the system
the other fan is started automatically.
Both fans can be stopped manually.
If the power supply voltage for the unit is insufficient, or if there is power
failure, the fault lamps are not illuminated but the fault signal relay reports
the fault.
The fault ALARM lamp is illuminated (yellow) when the unit detects a fault.
The fault alarm lamp is switched off by operating the SILENCE button. The
fault bell is normally connected and is activated and deactivated together
with the fault alarm lamp.
The FUNCTIONAL fault lamp is illuminated (yellow) when the unit detects
a fault. The lamp’s task is primarily that of reminding the operator that
there is a fault in the unit. The FUNCTIONAL fault lamp is switched off
by first activating the SILENCE button and then the RESET button. The
functional fault lamp cannot be switched off until the reason for the fault
is eliminated.
The SILENCE button turns off the audible alarm.
The RESET button switches off the funtional alarm lamp. The RESET button
has no effect unless the SILENCE button has been operated.
The FANS OFF lamp is illuminated (yellow) if both fans are stopped by
activating the FANS OFF button. At cargo loading and discharge both fans
should be turned off in order to avoid dust and dirt being sucked into the
detection chamber from the cargo holds.
4.3 Smoke Detection System - Page 2 of 4
 Luna Mærsk Machinery Operating Manual
Illustration 4.3a Smoke Detection System

Sampling Unit
in the Fire Station
Light Box

Inspection Tubes
with Flow Indicators
Air from Cargo Holds Drawn into the
Smoke Detection Panel for Analysis
Clear Plastic Sampling Tubing
from Each Hold

CO2 In

Three-Way Valves

No.
14
No.
13
FAULT OPERATION TEST

FANS OFF POWER FAN OFF FLOW No.

12
SILENCE
ALARM No.
11
CO2 In
FANS 1 FANS 1 ON FAN 1 No.
10
FAN
FUNCTIONAL RESET SWITCH No.
9

FANS 2 FANS 2 ON FAN 2 No.

No.
6 8

No. No.
5 7
LIGHT
DIMMER
No. CO2 In
4
From No.
Cargo Holds 3
No.
2

No.
1
Valve Moved into the
Smoke Detection Panel CO2 Injection Position

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 Luna Mærsk
The Operation Area
The lamps in this area are green as they report normal working conditions
for fans and power supply. The buttons in the operation area are used for
start, stop and interchanging of the fans. During normal working conditions
the light in the POWER lamp is illuminated as well as in one of the FAN ON
lamps. This area also contains a light-dimming button.
The POWER lamp is illuminated (green) when the power supply for the
unit is correct. The power lamp must always be illuminated when the unit
is operating.
• The FAN 1 ON lamp is illuminated (green) when fan No.1
is running.
• The FAN 2 ON lamp is illuminated (green) when fan No.2
is running.
The FANS OFF button stops the operating fan. The other fan is not started
and a fault is reported by the unit. The fans must only be stopped if smoke
detection from the cargo holds is not required e.g. during refit. The fans are
restarted by pressing the FANS OFF button again.
The FAN SWITCH button interchanges between the two fans. When the button
is activated, the working fan stops and the other fan starts automatically.
The light dimmer control can dim (by turning anticlockwise) or amplify
(by turning clockwise) the light in the power lamp as well as in the fan
No.1 and fan No.2 lamp. The fault lamps are not influenced by the light
dimmer control.
Fan 2 Test Button Maintenance
This button simulates a fault on fan motor No.2. Providing that fan No.2 Each Week
is running, this fan will stop and fan No.1 will automatically start. The
unit now gives a fault alarm, the fault alarm and functional fault lamps are
both illuminated.
Fire
In event of fire the smoke will be detected by detectors which activate the fire
alarm system, from where the alarm is initiated. When the fire alarm sounds,
it is essential that everybody reacts quickly and correctly.
Check if the alarm comes from the detectors which indicates that there is
smoke in a cargo hold. Every Month
At the observation units it can be seen from which cargo hold the smoke is
coming. If light conditions are poor, the lamps over the observation units can
be illuminated by using the button on the right hand side of the unit. The
smoke detector is very sensitive and visible smoke may not be immediately
evident. When the hold from which smoke is being produced is confirmed,
the three-way valve has to be turned and the CO2 fire extinguishing system
activated (see section 4.2).
Procedure for Operating the Smoke Detection System
The smoke detection system should not be operated during painting in the
hold spaces as the solvents released by the paint can pollute the smoke
detector.
Machinery Operating Manual
• Check the display on the smoke detection panel or repeater
panel for any fault indication
• Check the buzzer, control lamps and LCD of the repeater panel
by pressing the ACCEPT button
• Check window and transparent sample pipes of the observation
chamber for soiling
• Check the fan unit by means of the switchover to the standby
switch
• Check the air flow indicators by closing the three-way valves
temporarily; this also checks the operation of the three-way
valves
• Clean the observation chamber window and pipes if required
• Blow through the pipe work with compressed air (close the
valves to the smoke detectors before doing this)
• Check the smoke detectors as follows:
1. Open the detection unit and blow smoke into the outlet
bore of one detection box.
2. The fire alarm should sound.
3. Repeat for other detector boxes.

The Test Area a) Ensure that all parts of the system are connected and that all
three-way valves are set for air sampling.
The buttons in this area are hidden when the door is closed and are only visible
when the door is open. Tests should be performed regularly.
b) Ensure power is available. Power supply is from the emergency
switchboard, breaker ESB01.03.
The Flow Test Button
When the button is activated, fault on the sensor is simulated for vacuum c) Ensure that there are no faults and if there are, acknowledge
in the suction system. The working fan stops and the other fan starts them and correct them.
automatically. The unit gives a fault alarm and fault alarm and functional
fault lamps are illuminated. d) Switch on the air sampling fans and check the fan aggregate for
functioning by means of the menu on the control panel display.

Fan 1 Test Button e) Upon switching on, the green lamp will be illuminated and
This button simulates a fault on fan motor No.1. Providing that fan No.1 panel display will indicate FAN 1 ON (or whatever fan unit
is running, this fan will stop and fan No.2 will automatically start. The is running).
unit now gives a fault alarm, the fault alarm and functional fault lamps are
both illuminated. f) Perform a lamp and buzzer test to ensure that these are
working.

g) The smoke detector system is now operating.

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 Luna Mærsk Machinery Operating Manual
Illustration 4.4a Quick-Closing Valves
Fire Control Centre
Emergency Generator Room

Engine Room Release

Stations

M48 Emergency Generator

Diesel Oil
FILL OIL
TO TOP OF GLASS

Service Tank
25A256003

Main Engine Cylinder LO

Daily Service Tank
FILL OIL
TO TOP OF GLASS

40A256006

100A256002
M44 Diesel Oil
M05 Main Engine Service Tank
LO Settling Tank
50A256002
80A256003

Key
50A256001
M46 Diesel Oil Hydraulic Oil
M09 Cylinder Oil Storage Tank
Storage Tank
65A256001
40A256005

50A257010
M78 Boiler Sludge
M11 Diesel Generator Mixing Tank
LO Storage Tank
80A257011
40A761001

M03 Main Engine

LO Storage Tank

80A256002
100A257007 100A257009

M22 Fuel Oil M24 Fuel Oil

80A257002 Service Tank 80A257003 Service Tank
M07 Cylinder Oil
(Forward) (Aft)
Storage Tank

40A256007
150A257002 150A257001

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 Luna Mærsk Machinery Operating Manual
4.4 QUICK-CLOSING VALVES, FIRE DAMPER SYSTEM Oil Tank Quick-Closing Valves Engine Room Ventilation Dampers
AND EMERGENCY STOPS
WARNING Fire flaps are fitted as follows:
INTRODUCTION Some tanks, such as some LO storage tanks, are not equipped with • Engine room at B deck for air discharge 5 units
quick-closing valves. These valves are assumed to remain in the closed
position when not in use. • Separator room exhaust system 1 unit
All the outlet valves from the fuel oil and lubricating oil tanks, from which
oil could flow to feed a fire, are equipped with hydraulically operated quick- • Engine room air supply upper deck port 3 units
closing valves, which are controlled from the ship’s fire station, located in Main Engine System • Engine room air supply upper deck stbd 3 units
the ship control centre.
Lever Tank Valve • No.5 generator room air supply 2 units
The quick-closing valves are closed by pulling on a handle which operates a 1 Main engine cylinder LO daily service tank 40A256006
piston in a hydraulic cylinder, the hydraulic force generated being transmitted
Main engine LO settling tank (M05) 80A256003 Emergency Stops
to the colloapsing mechanism of the associated valve or valves. After a valve
has been tripped by means of the quick-closing device it must be reset. This 2 Cylinder oil storage tank (M09) 40A256005 Emergency stops are provided in the fire station for a number of pumps,
is done by turning the handwheel to close the valve and then turning the
Generator engine LO storage tank (M11) 40A761001 ventilation systems and valves. These are available in order to stop the pumps
handwheel in the opposite direction to reopen the valve; a check must be made
and fans and to close valves in an emergency, they must not be confused with
to ensure that lever and spring are correctly repositioned. 3 Main engine LO storage tank (M03) 80A256002
the remote stops which are available for stopping some pumps when carrying
Cylinder oil storage tank (M07) 40A256007 out normal ship duties. For example, emergency stop buttons are provided at
Fire flaps are fitted for air discharge from the engine room on B deck (near the
4 FO service tank forward (M22) 80A257002 the bunker stations for stopping the DO and FO transfer pumps when using
exhaust gas boiler), in the separator room exhaust system, at the air inlet to the
these pumps to pump oil ashore.
engine room on the upper deck port and starboard and at the air inlet to No.5 FO service tank forward (M22) 150A257002
diesel generator room at the upper deck on the port side.
5 FO service tank forward (M22) 100A257007 The emergency stops are located under a cover in order to prevent accidental
operation of the stop button.
Fire flaps are closed by means of counterweights or, as in the case of the FO service tank aft (M24) 100A257009
large fire flaps fitted at the exhaust gas boiler level, by the weight of the fire
6 FO service tank aft (M24) 150A257001 Emergency Stop System
flap alone. Each fire flap is fitted to the pneumatic cylinder mechanism which
keeps the damper open as air is normally supplied to the pneumatic cylinder FO service tank aft (M24) 80A257003
Button Pump or Fan
from the air vessel on C deck: this air vessel is maintained under pressure 7 Boiler sludge mixing tank (M78) 80A257011
from the control and working air system. When the pneumatic pressure in GR1 Accommodation ventilation
the cylinder is vented the weight of the fire flap, or the effect of the counter Boiler sludge mixing tank (M78) 50A257010
GR2 Engine room ventilation
weight, causes the fire flap to close. 8 DO storage tank (M46) 65A256001
GR3 Cargo hold and reefer ventilation
Flaps are closed by venting the air cylinder thus allowing gravity to act on DO storage tank (M46) 50A256001
GR4 Separators
the flap or counterweight and close the flap. All flaps may be closed locally 9 DO service tank (M44) 50A256002
by operation of a three-way valve to vent the pneumatic cylinder. If this GR5 Oil fired boiler
DO service tank (M44) 100A256002
three-way valve is used to close the fire flap it may be opened again by GR6 Oil pumps
turning the three-way valve back to the open position. 10 Emergency generator DO service tank (M48) 25A256003
GR7 Main engine auxiliary blowers
Fire flaps may be closed remotely from the fire station or from a panel located GR8 Generators No.1 and 2
at the port side of the funnel on the bridge deck. There are two buttons in Each quick-closing valve lever will trip one or more valves on the associated
tank or tanks. GR9 Generators No.3 and 4
each of these two remote station control boxes, one button closes all flaps but
one, whilst the other button closes the remaining fire flap, No.4 pneumatic GR10 Generator No.5
cylinder for engine room air inlet on the upper deck port side. Flaps are (Note: Operation of the quick-closing valve system should be tested at
intervals to ensure that the valves function correctly. Operation of the GR11 FO valves in hold No.8
reopened again by pressing the green OPEN button located at the operating
board inside the funnel at C deck level. quick-closing valves is essential to the safety of the vessel. Testing of
the quick-closing valves should be carried out when the closing of the
The main sea suction valves are operated remotely by the hydraulic valve valves will not impede the operation of the vessel. Damper operation
opening system via the mimic display on the GOS. These valves may also may be tested locally and as a group when convenient; damper link
be closed manually by means of the hand operated pump unit located at the mechanisms should be lubricated.)
engine upper platform level near the dump condenser.

Issue: 1 4.4 Quick-Closing Valves, Fire Damper System and Emergency Stops - Page 2 of 4

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 Luna Mærsk Machinery Operating Manual
Illustration 4.4b Fire Flaps Operation
Air Cylinders For Fire Flaps, Air Discharge From Engine Room (B - Deck)
Key

Air
Air Flap No.1 Air Flap No.2 Air Flap No.3 Air Flap No.4 Air Flap No.5 Air Flap No.12
Cylinder Cylinder Cylinder Cylinder Cylinder Cylinder
Note:-
Shown valve positions are for
closed fire flaps.
Local Local Local Local Local Local
Operated Operated Operated Operated Operated Operated

Air Cylinders For Fire Flaps, Air Inlet In Engine Room (Upper Deck Ps)

Fan No.1 Fan No.2 Fan No.3

Cylinder No.9 Cylinder No.10 Cylinder No.11
Operating Board Operating
On Bridge Deck Board On
(Port Aft) Deck 9
Air Air Air
Cylinder Cylinder Cylinder

Local Local Local

Operated Operated Operated

Local Local Local Closed Closed Open

Operated Operated Operated Located on C - Deck

Fan No.6 Fan No.5 Fan No.4 Fan No.7 Fan No.8
Cylinder No.6 Cylinder No.7 Cylinder No.8 Cylinder No.7 Cylinder No.8

Air Air Air Air Air

Cylinder Cylinder Cylinder Cylinder Cylinder Air Vessel
on C - Deck

Local Local Local Local Local

Operated Operated Operated Operated Operated

Closed Closed

Operating Board In
Local Local Local Local Local Deck Control Room
Operated Operated Operated Operated Operated
From Control/Work
Air System
Air Cylinders For Fire Air Cylinders For Fire
Flaps, Air Inlet In Engine Room Flaps, Air Inlet Diesel Generator
(Upper Deck Port) No.5 (Upper Deck Port)

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 Luna Mærsk Machinery Operating Manual

Flap Open Button

Actuating Handle

Flap Local
Operating
Valve

Quick-Closing Valve

Quick-Closing Valve Actuator

Fire Flap Open Button
and Local Operating Valves for B Deck Flaps

Actuating Oil
Actuating Oil Sight Glass
Filler Plug

Issue: 1 4.4 Quick-Closing Valves, Fire Damper System and Emergency Stops - Page 4 of 4

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 Luna Mærsk Machinery Operating Manual
Illustration 4.5a Fresh Water Spray Extinguishing System

65
V020008

Port
Freshwater
Tank 135
(124.5m3)
LT LI From FW Generator
40 286 and Shore Side Filling
055
V020005 PS
051 8 kg/cm2
50 Start/Stop PS
V020011 Signals PI 010
053
PS 052
PS
Paint Store
Drain To Water Spray PI PI From
Bilge Well System GS Air
System
50 40 40 PI
V020012 V020011 V310005

LI
Hydrophore
Fresh Water Tank
Hydrophore Pumps (1m3)
(8m3/h)

50
BC020 V020002
PS 054
051101157
Shaft Tunnel PI PI
Area
25V
6555066 Drain To Scupper
40 40
Stern Tube V020012 V310004
Cooling
Tank M91 To Engine Room
(88.7m3) and Accommodation System
25
V310008
25 25
V657024 V657025

Tank Top Level Aft.

65
V020007

Starboard
Freshwater
Tank 134
(124.5m3) LT LI
287

50
40 V020010
V020006 Key
Drain To
Domestic Fresh Water
Bilge Well
Electrical Signal
Air

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 Luna Mærsk Machinery Operating Manual
4.5 FRESH WATER SPRAY EXTINGUISHING SYSTEM

INTRODUCTION

This system applies to the paint store only.

High pressure water forced through atomiser heads will break down into very
fine droplets. These droplets have a very effective extinguishing effect on
fires, even oil fires. The fine droplets remain suspended in the air and so
do not disturb the oil surface nor do they settle to form a water layer on which
burning oil could float. Fine water droplets present a large surface area to the
fire and so they exert a cooling effect as the droplets rapidly evaporate. The
large droplet concentration and the evaporation have the effect of reducing
the local oxygen level. The cooling effect and the reduced local oxygen
concentration result in the fire being extinguished.

The water fog fire extinguishing system relies upon the delivery of high
pressure water to the two nozzle heads located in the paint store. The supply
line to the compartment has a solenoid operated isolating valve BC020 located
in the propellor shaft area just aft of the drive shaft for the stern thruster. The
solenoid valve is activated by a control button outside the paint store room
door in the steering gear compartment.

The system uses fresh water in order to reduce the risk of corrosion in the
system. The fresh water is taken from the fresh water hydrophore system,
isolation valve 25V655066 which is locked open, is positioned prior to
solenoid valve BC020.

The nozzle heads and valves should be checked at intervals in order to

detect any leakage.

Procedure for Setting the Water Fog System for Operation

As long as the FW hydrophore system is in operation and manitained at the

correct working pressure no additional procedures are required apart from
ensuring the isolating valve 25V655066 is open.

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 Luna Mærsk Machinery Operating Manual
4.6 SAFETY EQUIPMENT
4.6.1 FIRE ALARM SYSTEM

Steering Gear Room Illustration 4.6.1a Fire Alarm System - Tank Top Level and Steering Gear Compartment

Tank Top

CO2

Up
Paint Store

Key

Pushbutton Red Rotating Lamp for

Siren for CO2 and
For Fire Alarm Fire and General Alarm
General Release

Smoke Detector Siren for CO2 Release

CO2

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 Luna Mærsk Machinery Operating Manual

Illustration 4.6.1b Fire Alarm System - Deck Level 7920

Up Dn

Dn Dn
Up

Dn Dn

Up
Up
Dn Dn

Key

Flame Detector

Smoke Detector

Pushbutton
For Fire Alarm

Siren for CO2 and

General Release

Red Rotating Lamp for

Fire and General Alarm

Issue: 1 4.6 Safety Equipment - Page 2 of 12

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 Luna Mærsk Machinery Operating Manual

Illustration 4.6.1c Fire Alarm System - Deck Level 13046

CO2

Up

Up
Dn

Up

Up

Dn Key

Flame Detector
Up Up

Up Up Smoke Detector
Up Up

Thermo Detector

Dn
Pushbutton
For Fire Alarm
Up
Siren for CO2 and
General Release

Siren for CO2 Release

CO2

Red Rotating Lamp for

Fire and General Alarm

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 Luna Mærsk Machinery Operating Manual
Illustration 4.6.1d Fire Alarm System - Deck Level 17620

Dn

CO2

Up
Dn

Dn

Key
Up

Smoke Detector

Pushbutton
For Fire Alarm

CO2
Siren for CO2 and
General Release
Dn

Siren for CO2 Release

CO2

Red Rotating Lamp for

Fire and General Alarm

Repeat Panel
Fire Alarm System

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 Luna Mærsk Machinery Operating Manual
4.6.2 FIRE FIGHTING EQUIPMENT

Steering Gear Room

Illustration 4.6.2a Fire Fighting Equipment - Tank Top Level and Steering Gear Compartment

CO2

P
12

CO2 P P
5 12 12

Tank Top

P
12

P
Up 12
Paint Store

P
12
W
P
A 12

Key
W
P 12kg Powder Extinguisher Firehose Station Water W. Fire Hydrant With Hose Local Waterspray
12 18m Firehose and Jet-Fog Nozzle Connection System

CO2 5kg CO2 Extinguisher Space Protected by CO2 Fire Pump Ventilator With Vent No.
CO2
A Fire Damper (Automatic)
5

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 Luna Mærsk Machinery Operating Manual
Illustration 4.6.2b Fire Fighting Equipment - Deck Level 7920
CO2

051050509 051050510
CO2 P
5 12

P
12

P
12

Up Dn F

Dn Dn
Up

Dn Dn
P
12
Up
Key
Up
Dn Dn
P 12kg Powder Extinguisher
12

CO2 5kg CO2 Extinguisher

P
12 5
P Firehose Station Water
12 18m Firehose and Jet-Fog Nozzle

F Foam Unit

Space Protected by CO2

CO2 CO2
5
Fire Hydrant With Hose
Connection

Ventilator With Vent No.

P
12

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 Luna Mærsk Machinery Operating Manual
Illustration 4.6.2c Fire Fighting Equipment - Deck Level 13046
051050507 051050508 CO2
P P P
F
12 12 12

CO2
5

CO2
5
Up

P
12

P
12
Up
Dn

Up

Up

Dn

P
12 Up Up P Key
12
Up Up P 12kg Powder Extinguisher
P Up Up
25 12

P 25kg Powder Extinguisher

25

CO2 5kg CO2 Extinguisher

Dn 5

Firehose Station Water

Up 18m Firehose and Jet-fog Nozzle
P CO2
12 5
F Foam Unit

Space Protected by CO2

CO2

Fire Hydrant With Hose

Connection

Ventilator With Vent No.

P P P
F
12 25 12

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 Luna Mærsk Machinery Operating Manual

Illustration 4.6.2d Fire Fighting Equipment - Deck Level 17620

CO2

Dn

P
12

Up
Dn

Fire
Dn
Plan

CO2
5

Up CO2
Key
5

P 12kg Powder Extinguisher

12

CO2 5kg CO2 Extinguisher

5
Firehose Station Water
18m Firehose and Jet-fog Nozzle

Dn Fire Safety Plan

Plan
Space Protected by CO2
CO2

Fire Hydrant With Hose

Connection

Ventilator With Vent No.

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 Luna Mærsk Machinery Operating Manual
4.6.3 LIFESAVING EQUIPMENT

Steering Gear Room

Illustration 4.6.3a Lifesaving Equipment - Tank Top Level and Steering Gear Compartment

Tank Top

Up
Paint Store

Key

Emergency Escape Breathing Device 'A' Class Joiner Bulkhead of Steel Wall

'A' Class Fire Door Self Closing Direction of Escape

Issue: 1 4.6 Safety Equipment - Page 9 of 12

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 Luna Mærsk Machinery Operating Manual
Illustration 4.6.3b Lifesaving Equipment - Deck Level 7920

Up Dn

Dn Dn
Up

Dn Dn

Up
Up
Dn Dn

Key

Emergency Escape Breathing Device

'A' Class Fire Door Self Closing

'A' Class Joiner Bulkhead

of Steel Wall

Direction of Escape

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 Luna Mærsk Machinery Operating Manual
Illustration 4.6.3c Lifesaving Equipment - Deck Level 13046

Up

Up
Dn

Up

Up

Dn

Up Up

Up Up
Up Up

Dn
Key

Up Emergency Escape Breathing Device

'A' Class Fire Door Self Closing

'A' Class Joiner Bulkhead

of Steel Wall

Direction of Escape

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 Luna Mærsk Machinery Operating Manual
Illustration 4.6.3d Lifesaving Equipment - Deck Level 17620

Dn

Up
Dn

FE

2 Sets

Dn

Up

Key

Life Jacket

Emergency Escape Breathing Device

Dn 'A' Class Fire Door Self Closing

'A' Class Joiner Bulkhead

of Steel Wall

Direction of Escape

Firemans Outfitting
FE Locker

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 Part 5: Emergency Procedures

5.1 Flooding in the Engine Room - Emergency

Bilge Suction

5.2 Local (Emergency) Operation of Main Engine

5.3 Emergency Steering

5.4 Additional Fire Pump Operation

5.5 Fire in Engine Room

5.6 Fire Control Station

Illustrations

5.6a Fire Control Station

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 Luna Mærsk
PART 5: EMERGENCY PROCEDURES
5.1 FLOODING IN THE ENGINE ROOM - EMERGENCY
BILGE SUCTION
Flooding in the engine room may occur due to a defect in the hull structure,
possibly due to grounding, berthing or collision damage, or, more likely, due
to a defect in the sea water pipeline system.
Measures to Prevent or Alleviate Flooding
Maintain pipelines externally, tighten slack supports and replace broken ‘U’
bolts on pipe brackets to minimise fretting in way of supports.
Operate all ship’s side valves regularly, so that they can be operated easily
when required. Valves such as fire pump suction valves, which are normally
open, should be closed and reopened regularly to prevent a build up of
marine growth.
Machinery Operating Manual
Oily Water Separator
Takes suction from the oily water tank.
No.1 Central Cooling Sea Water Pump
Takes suction from its own emergency bilge suction, which is operated by an
extended spindle from floor plate level.
The main sea suction valves, high and low suction, are locally operated
hydraulic valves. They can be operated from the upper engine room plate
level. Similarly the main overboard valves from the sea water circulation
system can be operated from the upper engine room plate level.
Bilge Suction Strainers
Bilge suction strainers should be checked and cleaned whenever the opportunity
arises. Frequent checking and cleaning will reduce the risk of a strainer
becoming blocked and difficult to clear due to subsequent flooding.

Before opening sea water filters for cleaning, make sure the shut off valves
are tight by opening the vent in the cover. In any case, break the cover joint
before removing all cover bolts. The same applies when opening coolers and
pipelines anywhere in the system. Care must always be taken when removing
covers or opening any part of the sea water pipe system as valves which are
indicated as being closed may not be fully closed.

Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar
with the position of main sea suction and overboard valves and know which
main suction is currently in use.

The emergency bilge suction valve should be operated on a regular basis.

Double bottom sounding pipe cocks and caps should be secured after use.

Pumps Available for Bilge Pumping Duties

Engine Room Bilge Pump

Can take suction from the bilge main, the oily water tank and from the
engine room bilge.

Fire and General Service Pumps

Can take suction from the bilge main.

Cargo Bilge Pump

Takes suction from the bilge main.

Issue: 1 5.1 Flooding in the Engine Room - Emergency Bilge Suction - Page 1 of 1

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 Luna Mærsk Machinery Operating Manual

Linkage to Linkage to
Governor Servomotor Regulating Shaft Telegraph
Plate Connected to
Plate Connected to
Regulating Shaft
Governor Servomotor

Remote/Emergency
Lever (100)

Telegraph
Handle (105)
(Ahead/Astern
Lever) Safety
Stop

Plate Connected
to Regulating
Linkage to Handwheel
Regulating
Handwheel
Blocking Arm

Regulating Impact
Handwheel Handwheel

Changeover Mechanism

Governor Servo

Manoeuvring Control
Main Engine Local Control Station
Start Button (101)

Regulating Handwheel
Stop Button (102)

Issue: 1 5.2 Local (Emergency) Operation of Main Engine - Page 1 of 2

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 Luna Mærsk
5.2 LOCAL (EMERGENCY) OPERATION OF MAIN ENGINE
Local (Emergency) Control from Engine Side
In the event of breakdown of the remote control system, the normal
pneumatic manoeuvring system, the governor or its electronics, or if direct
fuel pump index-control is required, the engine can be operated from the local
(emergency) control stand on the engine side.
Orders for engine operation must be transmitted to the engineer at the local
control stand by means of the telephone or telegraph indicator if that still
functions.
Procedure for Changeover to Engine Side Control with the
Engine Stopped
a) Check that the telegraph handle (valve 105 of the emergency
control system) is in the required position; that in which the
engine is required to start. Note that reversing to a new direction
is only possible when the STOP valve (102) is activated.
(Note: The numbering is as in the MAN B&W engine operating manual.)
b) At the emergency control stand release the regulating handwheel
by means of the small lever located at the side of the stand.
Turn the regulating handwheel in the anti-clockwise direction
in order to free the impact handwheel.
c) Put the linkage blocking arm in the EMERGENCY position.
d) Turn the regulating handwheel in order to move the plate
connected to it to a position where the impact handwheel is able
to enter the tapered slots in that plate and the plate connected to
the governor servomotor. Quickly turn the impact handwheel in
the anti-clockwise direction in order to disconnect the governor
from the fuel pumps and connect the regulating handwheel
to the fuel pumps.
e) Change the position of the remote/emergency lever (valve 100)
from the REMOTE to the EMERGENCY position. The air
supply is now directed to the valves of the manoeuvring system
for emergency running.
f) The engine is ready for starting from the emergency control
station at the engine side.
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Procedure for Changeover to Engine Side Control with the
Engine Running
a) Reduce the engine load to a maximum 80% of MCR.
b) Check that the position of ahead/astern lever (valve 105)
corresponds to the present engine running direction.
c) Move the regulating handwheel to bring the tapered slots of
the changeover mechanism plates into position opposite each
other.
d) Put the blocking arm into the EMERGENCY position.
e) Quickly, move the impact handwheel to the opposite position.
This disconnects the fuel pumps from the governor and
connects them to the regulating handle on the emergency
control stand.
f) Move the remote/emergency lever (valve 100) to the
EMERGENCY position. This vents valves 166, 168, 170 and
172 of the starting and control system, and leads control air to
the valves in the emergency control stand.
g) If the STOP button (valve 102) is not deactivated the engine
will now receive a STOP order.
h) Press the START button (valve 101) briefly. This air impulse
deactivates the STOP valve (102).
i) The engine is now running with control activated at the
emergency control stand. The engine speed is controlled
directly with the regulating handwheel.
(Note: When the governor is disengaged, the engine is still protected against
overspeed by the electric overspeed trip, ie. the engine is stopped
automatically if the revolutions increase to the overspeed setting. The
overspeed shut down can only be reset by moving the regulating
handwheel to the STOP position. Manoeuvring must therefore be
carried out very carefully, especially when navigating in rough
weather.)
(Note: When operating the engine from the local control stand the engine
monitoring systems are still functioning.)
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Machinery Operating Manual
Procedure for Controlling the Engine from the Emergency
Control Stand
a) To stop the engine the STOP button (valve 102) is pressed at
the emergency control stand.
b) To reverse the direction of engine rotation, the ahead/astern
lever (valve 105) must be moved to the new position. Reversing
the engine is only possible when the STOP valve is activated.
c) When the starting air distributor is in the correct position
for the rotational direction required (this must be checked
visually), the fuel control regulating handwheel is moved to
a suitable position to give fuel injection and a running speed
of about SLOW.
d) To start the engine the START button (valve 101) must be
pressed.
e) When the start level rotational speed is reached (about 8 - 12%
of MCR speed) the START valve is deactivated by releasing the
START button. The engine should then be running on fuel.
f) Control the engine speed by means of the regulating handwheel
which directly regulates the fuel injection pumps.
Engine Control from the Control Room
It is possible to control the engine from the control room should this be
necessary for any reason.
a) Set the fuel control lever in the control room to a position
which matches the current speed of the engine.
b) Set the control room telegraph to the position which matches
the speed and direction of the engine.
c) Turn the BRIDGE/ECR changeover switch to ECR and the
engine room then has control of the engine. The speed may be
increased and reduced as required by means of the manoeuvring
lever in the control room.
5.2 Local (Emergency) Operation of Main Engine - Page 2 of 2
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 Luna Mærsk Machinery Operating Manual

NFU Tiller

Emergency Pushbutton
Emergency Pushbutton
Solenoid Control
Solenoid Control

Directional Pilot Valve

Emergency Switch

NFU Tiller (Emergency)

Issue: 1 5.3 Emergency Steering - Page 1 of 2

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 Luna Mærsk
5.3 EMERGENCY STEERING
General Description
The steering gear is of the rotary vane type with a two vane rotor fitted to
the rudder stock. Hydraulic pressure acting on the vanes causes the rudder to
turn. Three electric motor driven pumps are available to provide the hydraulic
force and if any pump fails the other pumps are arranged to start automatically
so that there is always at least one pump running; when manoeuvring two
pumps are running. The expansion tank located on the top of the steering gear
is fitted with four level switches and the tank is separated into one common
part and one part for each of the power units. Each pump has its own oil
suction tank with associated cooler.
In accordance with IMO regulations the pumps, hydraulic power circuits and
vane cylinders can operate as two isolated systems. Two separate hydraulic
systems are available to allow for operation of the steering gear in the event
of a vane failure or of a stopper failure. The system can be so arranged that
any one of the pumps can operate the system under failure of a stopper or a
vane. This reduces the capacity of the steering gear by 50% and so the speed
at which the rudder can turn is also reduced. The speed of the ship must be
reduced under such conditions in order to maintain manoeuvrability.
The control system operates automatically in the event of a hydraulic system
failure and will operate the valves to isolate the part of the system which
has failed thus allowing one vane to remain operating. If separation over one
stopper is required this has to be done manually on the bridge by moving the
manual switch to the SEP 2. STOPPERS position. Vanes can be separated
manually if required. Vane separation can similarly be achieved by setting
the switch to SEP 1. VANES.
In accordance with IMO regulations, the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from
the emergency switchboard.
In the event of electrical failure the following alarms are activated:
• Overload alarm
• Phase alarm
• Steering control alarm
Failure will produce an automatic start of the power unit selected for standby
operation.
In the event of oil leakage the control system senses in which part of the
system the leakage has occurred and will isolate that section of the hydraulic
system, stopping a pump if necessary. Under such circumstances only half
of the steering gear capacity is then available. Alarms will sound to warn
the engineers that failure has occurred. The system is designed on the basis
Issue: 1
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Machinery Operating Manual
of ‘single failure’ but if all of the oil alarms are activated, one power unit Rudder Locking Arrangement
will still be running.
In the event of serious damage the rudder can be locked by means of the
Hydraulic lock failure will give automatic separation of the steering gear. device fitted below the steering gear actuator. The device is hydraulically
The systems will separate so that each vane unit operates in isolation with actuated by means of a separate pump unit located in the steering gear
its own pump unit. compartment. The locking device exerts a torque of 20% of the steering gear
torque. The main steering gear pumps cannot be operated when the locking
device is activated and the locking device must be deactivated before the
Operation of Steering Gear on Loss of Bridge Control steering gear pumps can be started.
The method of control used for emergency steering depends upon the system
or part of system which has failed. If it is only the bridge unit then the steering
gear can be controlled from the steering compartment using the NFU-Tiller
unit. This is similar to the tiller unit on the bridge but is directly connected
to the steering gear control system in the steering compartment. Rudder
instructions are transmitted from the bridge and are acted upon by turning the
NFU-Tiller wheel. Before this can take place the locked emergency switch
in the steering compartment must be changed to STEERING GEAR ROOM
from BRIDGE. The steering gear retains full functioning and two motor/pump
units can be employed.
If the steering control system has failed the hydraulic system must be operated
manually and this involves the local control of the pump directional pilot
valves, LL, MM and NN. Instructions must be transmitted to the steering gear
room from the bridge by telephone. As the pump directional pilot valves are
controlled individually by hand it is not possible to ensure that control of two
pumps would take place at exactly the same time and only one pump unit must
be operating when in emergency control from the steering gear room. In order
to operate the emergency steering system, the REMOTE/LOCAL switch must
be in the LOCAL position and the starting and stopping of pumps takes place
in the steering compartment.
Each directional pilot valve has a switch unit with a button at each end.
Pressing the button at one end will cause the directional pilot valve to send
pressure oil to the steering gear actuator so that the rudder turns; pressing the
button at the other end changes the direction of oil flow and the direction
of rudder rotation. Release of the button at any point stops the oil flow and
the rudder stops rotating.
When operating under emergency steering only one of the three pumps may
be operated and the associated directional pilot valve (LL, MM or NN) is
used to control the steering gear movement.
It is essential that effective communication is maintained between the bridge
and steering compartment at all times when operating under emergency
steering and all personnel involved must be made fully aware of the need for
communication in both directions between the two places.
5.3 Emergency Steering - Page 2 of 2
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 Luna Mærsk Machinery Operating Manual
5.4 ADDITIONAL FIRE PUMP OPERATION

Additional (Emergency) Fire Pump

Maker: Desmi
Model: NSL80-265
Type: Centrifugal; electric motor driven
Capacity: 72m3/h x 90 mth

The emergency fire pump is located in the bow thruster room. The pump
is fed from the emergency generator 440V feeder panel via an isolation Local Starter Panel
breaker.

Starting and stopping of the pump can take place from four locations;
• Locally at the pump
• From the focsle deck at the top of the well in which the
pump is located, containing an isolation switch and ammeter Suction Strainer
load indicator
• In the fire control station
• The bridge

The emergency fire pump draws from an independent sea water chest located
within the bow thruster room. The emergency fire pump sea suction valve
125V223001 is actuated remotely. The valve is normally locked open. A
non-return valve 100V517003 is fitted in the discharge line before the line
branches to connect with the port and starboard main fire lines via valves
100V324416 and 100V24017; the discharge valves from the pump to the
fire main are locked open.

The pump and suction valves should be operated and lubricated weekly.

The extended spindle for the suction valve is in No.1 cargo hold. The
discharge valves are located in the port and starboard engineer’s passageways Additional Fire Pump
forward.

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

d) If the fire is in an isolated compartment close the doors to the d) If personnel are missing, consider the possibility of searching
compartment and shut off ventilation. in the fire area.

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 Luna Mærsk Machinery Operating Manual
Illustration 5.6a Fire Control Station

Fire & Gen. CO2 System Power

Emerg. Alarm On Light
4

10 9 Fire Man. & Auto

alarm Power
Reset On
fire flaps

1 2 1 2

Mimic 13 Mimic
Panel Panel

Fire Detecting
PA- CONTROLLER Alarm Panel

5 1
PA-Controller 4207

ALL INDOOR FORE AFT FORE

AFT

Dimmer Volume

TALK RESET

Power

11

Block No.s Main 8

I II III IV Valve General service pump 1 & 2
EMERGENCY STOP
Additional fire pump
6 2
Gen service Gen service
Pump 1 Pump 1
Start Stop
14 GR 11
FO VALVES
HOLD NO 8
0
GR 11
FO VALVES
HOLD NO 8
0
GR 11
FO VALVES
HOLD NO 8
0
GR 11
FO VALVES
HOLD NO 8
0
GR 11
FO VALVES
HOLD NO 8
0
GR 11
FO VALVES
HOLD NO 8
0
1 1 1 1 1 1

Gen service Gen service

Pump 2 Pump 2
Start Stop
FILL OIL
TO TOP OF GLASS
FILL OIL
TO TOP OF GLASS GR 11 GR 11 GR 11 GR 11 GR 11
FO VALVES FO VALVES FO VALVES FO VALVES FO VALVES
HOLD NO 8 HOLD NO 8 HOLD NO 8 HOLD NO 8 HOLD NO 8
0 0 0 0 0
1 1 1 1 1

Add Fire Add Fire

Pump Pump
Start Stop

0 POSITION
Pumps ventilators etc
are not stopped

1 POSITION
Pumps ventilators etc
are stopped

12 Fire flaps control DS3 24V Distributor

Board
7 3

Power
FILL OIL
On
TO TOP OF GLASS
FILL OIL
TO TOP OF GLASS

15 15

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 Luna Mærsk Machinery Operating Manual
5.6 FIRE CONTROL STATION Opposite to the entrance to the fire station (in the ship’s control centre) are
four lockers containing safety harnesses, breathing apparatus, protection suits
The fire station is located in the ship’s control centre on the starboard side of and fire fighting equipment.
A deck in the accommodation block.

The equipment panel contains the following:

Block 1

• CO2 system ‘Power On’ lamp.

1 Fire detection system slave panel (Remote panel MBP-809).
2 Start and stop button panel for the general service pumps and
the additional fire pump.
3 24V distribution board ‘Power On’ lamp.

Block 2

4 Fire and general emergency alarm panel containing the fire

manual and auto alarm switch
5 PA controller
6 Emergency group stop switches
7 Pusbuttons for the closing of the fire flaps

Block 3

8 Quick-closing valve actuators

Block 4

• The CO2 release box with release mechanisms for:

9 Engine room
10 Emergency generator room
11 The cargo holds
12 The CO2 release box the CO2 control cylinders

Block 5

13 CO2 operation diagrams

14 The smoke detection system
15 Smoke detection/CO2 cargo hold three-way valves

On the bulkhead opposite to the equipment panel are located the safety
plans for the ship.

Issue: 1 5.6 Fire Control Station - Page 2 of 2

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 Part 6: Communications

6.1 UMS 2100 System

6.2 Sound Powered Telephone System

6.3 Shipboard Management System

Illustrations

6.1a UMS 2100 Operator Panels

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 Luna Mærsk Machinery Operating Manual
Illustration 6.1a UMS 2100 Operator Panels

UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine UMS 2100 LOCAL ALARM PANEL Lyngso Marine

ALARM FAULT ALARM FAULT

ALARM STOP ALARM ALARM STOP ALARM

LIST HORN ACKN. LIST HORN ACKN.

ADD. DISPLAY DISPLAY ADJUST

S1 S2 S3 S4 ADD.
LIST CHAN- DIMMER
LIST CHAN- CHANNEL S1 S2 S3 S4 DIMMER
NEL NEL

1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ME ENGINE ME REM. SCC/ECR BRIDGE ESC ENT DEAD PAGE
SHD ALARMS CRTL.FAIL ALARMS ALARMS MAN
SELECT
UP
ESC ENT

7 STU 8 VWX 9 YZ Ospace +/- # 7 STU 8 VWX 9 YZ 0 SPACE * +/- #

ASSIST MAINTE- ME ME MAN. SCC/BR WATCH ASSIST MAINTE- PAGE
DUTY FIRE STATUS CONTROL SETTINGS
CALL NANCE SLD RED.RPM ALARMS ALARMS CALL NANCE DOWN

UMS 2100 BASIC ALARM PANEL Lyngso Marine

ALARM FAULT

ALARM STOP ALARM

LIST HORN ACKN.

ADD. DISPLAY ADJUST

LIST CHAN- CHANNEL S1 S2 S3 S4 DIMMER
NEL

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

DEAD
MAN
WATCH PRINTER ME ENGINE ME REM. SCC/ECR BRIDGE ESC ENT
CONTROL SHD ALARMS CRTL.FAIL ALARMS ALARMS

7 STU 8 VWX 9 YZ Ospace +/- #

ASSIST MAINTE- ME ME MAN. SCC/BR WATCH
DUTY FIRE
CALL NANCE SLD RED.RPM ALARMS ALARMS

Issue: 1 6.1 UMS 2100 System - Page 1 of 4

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 Luna Mærsk Machinery Operating Manual
PART 6: COMMUNICATIONS Alarms Cut-Out UMS2100 Printer
The printer is controlled from the ECR panel and the bridge panel, however
6.1 UMS 2100 SYSTEM In some cases alarms may need to be disabled, e.g. if the sensor is faulty, only the printing of reports is possible from the bridge.
if work is being carried out that may cause undesired alarms, or when the
Maker: Lyngsø Marine main engine is stopped and an associated alarm will occur becuase the system The following information can be printed:
Type: UMS 2100 is not operating.
• Alarm event log
These can be activated at the ECR station or the local operating panel after • Data log
INTRODUCTION inserting a valid password. • Alarm list
The purpose of an alarm and monitoring system is to collect the information WARNING • Cut-out list
concerning the safety on board the ship and to monitor the alarm situation. An alarm should only be cut out by authorised personnel.
The system carries out the following tasks: Alarm Event Log
Description
• Acquisition of supervision data. i.e. sensor values
This log contains events concerning:
• Detection of alarm states i.e. illegal values or states Bridge and Accommodation Alarm System • Alarms changing from normal to alarm and vice versa
• Announcement of detected alarms The advising of an alarm to the duty engineers takes place through the • Change of state of event channel
• Supervision of engineer response Accommodation Alarm Panels (AAPs) which are located in the cabins of
• Channels entering and leaving cut-out states
the duty engineers and the public rooms, and on the basic alarm panels
• Logging of alarms and events
on the bridge. • System and configuration error messages
After discovering an alarm, the system will announce this to the duty engineer • Entering and leaving of privileged modes
When an alarm occurs, the buzzer on the bridge will sound, and the navigator
and the bridge, thus making it possible to operate the ship with unmanned
can only silence it locally by pressing STOP HORN on the bridge panel. This • Change of duty-engineers and ‘Unmanned Watch Station’
machinery spaces.
will not affect the status of the alarm anywhere else. status.
The alarm is not only presented as an alarm in general but also by an alarm • Change of system date and time.
To select/deselect Unmanned Machinery Spaces a request is raised from the
group. Thus the engineer can determine the nature of the alarm quickly, e.g.
ECR panel to the bridge panel. This may be accepted or rejected by the
from either main engine, pumps, power plant, fire, etc. Data Log
bridge, or withdrawn by the ECR.
In response to the alarm announcement, the engineer must stop the buzzer/horn This is a report on channels showing their current value or status.
Any of the AAPs located in the cabins can be brought to function similar to
and acknowledge the alarm, to confirm that he is aware of what has happened.
the panels in the public rooms. Therefore a cabin panel not selected on duty,
Failure to do this will result in the system announcing the alarm in all possible Alarm List Report
can be selected to give alert as the alarm occurs. This allows a duty engineer
locations, to ensure that the alarm is noticed.
to visit a cabin other than their own. This is a print out of the content of the alarm list, and it contains all the
An alarm has four states: standing and acknowledged alarms in the system at the moment the report
Duty Engineer Watch System was ordered. It runs continually but can be interrupted for reports of other
• Normal types, such as Noon Log reports each day.
When a UMS alarm sounds the duty engineer can acknowledge the alarm
• Normal and not acknowledged
either in his cabin or a public room, depending where the engineer is when
• Present but not acknowledged it occurs. Cut-Out List Report

• Present and acknowledged
The ECR station is the centre of the system, and it is from here that the
alarms must be acknowledged.
(Note: Silencing the buzzer/horn has no significance to the alarm state. The
alarm must be acknowledged in order to avoid the ALL ENGINEERS
CALL.)
This contains all the channels which are in the automatic or manual cut-out
In both cases the action is to first silence the buzzer/horn locally and then list state.
proceed to the ECR panel to silence and acknowledge the alarm at source.
Failure to acknowledge the alarm at the ECR panel within a predetermined
time (typically 5 minutes) will result in an ALL ENGINEERS CALL
announcement on all panels.
A back-up engineer can also be selected if necessary, in case the duty engineer
does not respond to an alarm, or if a dead man alarm is released.

Issue: 1 6.1 UMS 2100 System - Page 2 of 4

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 Luna Mærsk Machinery Operating Manual
Illustration 6.1a UMS 2100 Operator Panels

UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine UMS 2100 LOCAL ALARM PANEL Lyngso Marine

ALARM FAULT ALARM FAULT

ALARM STOP ALARM ALARM STOP ALARM

LIST HORN ACKN. LIST HORN ACKN.

ADD. DISPLAY DISPLAY ADJUST

S1 S2 S3 S4 ADD.
LIST CHAN- DIMMER
LIST CHAN- CHANNEL S1 S2 S3 S4 DIMMER
NEL NEL

1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ME ENGINE ME REM. SCC/ECR BRIDGE ESC ENT DEAD PAGE
SHD ALARMS CRTL.FAIL ALARMS ALARMS MAN
SELECT
UP
ESC ENT

7 STU 8 VWX 9 YZ Ospace +/- # 7 STU 8 VWX 9 YZ 0 SPACE * +/- #

ASSIST MAINTE- ME ME MAN. SCC/BR WATCH ASSIST MAINTE- PAGE
DUTY FIRE STATUS CONTROL SETTINGS
CALL NANCE SLD RED.RPM ALARMS ALARMS CALL NANCE DOWN

UMS 2100 BASIC ALARM PANEL Lyngso Marine

ALARM FAULT

ALARM STOP ALARM

LIST HORN ACKN.

ADD. DISPLAY ADJUST

LIST CHAN- CHANNEL S1 S2 S3 S4 DIMMER
NEL

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

DEAD
MAN
WATCH PRINTER ME ENGINE ME REM. SCC/ECR BRIDGE ESC ENT
CONTROL SHD ALARMS CRTL.FAIL ALARMS ALARMS

7 STU 8 VWX 9 YZ Ospace +/- #

ASSIST MAINTE- ME ME MAN. SCC/BR WATCH
DUTY FIRE
CALL NANCE SLD RED.RPM ALARMS ALARMS

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 Luna Mærsk Machinery Operating Manual
UMS 2100 OPERATOR PANELS Accommodation Alarm Panels (AAP) The panels react in the following way:
• The buzzer flashes
See illustration 6.1a UMS 2100 Operator Panels The panel consists of the following features:
• The alarm LED flashes
There are 3 types of panels available: • A two line LCD display with backlight
• The duty LED flashes
• Local Operator Panels (LOP) • A buzzer
• An alarm LED The duty call is acknowledged in the following ways:
• Basic Alarm Panels (BAP)
• A keyboard • By pressing the STOP HORN in the duty engineer’s cabin
• Accommodation Alarm Panels (AAP)
• Alarm group LEDs • By pressing the STOP HORN on the BAP
The main difference between the LOP and the other 2 panel types, is that the
• Acknowledging the alarm at the LOP
LOP gives the operator access to the channels connected to the LOP only,
not the entire UMS 2100 system. Basic Description of Features
When the duty call has been acknowledged the following occurs:
LCD display: Displays the numerical data
The BAPs and AAPs are normally used at the following locations: • All buzzers which have been started due to the duty call are
Buzzer: Draws the engineer’s attention to any new situation in the UMS2100 stopped
• On the bridge (BAP only)
• The duty LED stops flashing
• In the ECR. The panel is used as a Watch Station (BAP only)
Alarm LED: Used for the indication of unacknowledged alarms
• In the public rooms (AAPs only)
Keyboard soft keys: The functions of these keys are shown on the display
All Engineer’s Call
• In the engineers cabins (AAPs only)
The call is announced on all the panels at the following locations:
During the periods when the engine room is manned, the alarms are announced Cursor and select keys: Used for scrolling in lists and pointing at elements
• The public rooms
and acknowledged from the ECR BAP or the related LOP.
Function keys: Each key enables the operator to access a unique function • On the bridge
When the engine room is unmanned the AAPs enable the system to distribute or mode in the UMS 2100. When one of the keys is pressed an LED on
the key will be illuminated. • In all cabins
the alarm announcement to the duty engineers cabin, the public rooms and
the bridge. • In the ECR
Alarm Group LEDs: These are able to display the status of ten different alarm
groups via the group alarm LEDs. (Note: When an All Engineer’s Call is initiated, the buzzers cannot be
Local Operator Panels (LOP)
stopped locally. All of the buzzers sound until all the alarms have
Duty LED function: This is used for the following purposes: been acknowledged from the ECR watch station BAP.)
The panel consists of the following features:
• Indication that a duty engineer has been selected
• A four line LCD display with backlight
• Indication that a duty call is unacknowledged
• A buzzer
• Indication that a duty selection is in progress
• An alarm LED
• A keyboard Automatic Duty Call Announcement at the Alarm Panels

Basic Alarm Panels (BAP) When a duty engineer has been selected, a duty call is given when a new
alarm appears.
The panel consists of the following features: The call is announced on the panels at the following locations:
• A four line LCD display with backlight • In the duty engineer’s cabin
• A buzzer • The public rooms
• An alarm LED • On the bridge, if ‘Unattended Engine Room’ is selected
• A keyboard
• Alarm group LEDs

Issue: 1 6.1 UMS 2100 System - Page 4 of 4

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 Luna Mærsk Machinery Operating Manual
6.2 SOUND POWERED TELEPHONE SYSTEM

Manufacturer: Redifon MEL Ltd

Type: SPT9010
SPT9011 (with headset)

The sound powered telephone system is designed for safe and clear
communication. The aim of this system is to provide communication
independent of the ship’s power supplies thereby providing emergency
communication. The buzzer and bells are fed from the 24V DC supply.

There are five extension channels which have the following numbers:

1 Wheelhouse
2 Engine Control Room
3 Chief Engineer’s Office
4 Main Engine Local Control Stand
5 Steering Gear Room

Stations within machinery spaces are fitted with headsets to provide

communication within the noisy environment. The headsets are selected by
first lifting the handset from the cradle then plugging in the headset.

To Make a Call

a) Pick up the handset.

b) Set the station selector to the required extension number.

c) Turn the call generator handle until a loud beep is heard at the
user’s own station (approximately 10 turns).

d) Duplex communication is now possible for approximately 15

minutes. Speech time may be extended by winding the call
generator handle again.

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 Luna Mærsk Machinery Operating Manual
6.3 Shipboard Management System

The shipboard management system exists to ensure that the vessel is managed
safely and efficiently.

Meetings are held at regular intervals to ensure all personnel are aware of
the objectives of the system.

Weekly meetings are held to discuss the vessel’s forthcoming operations

schedule, as well as mechanical or fabric maintenance due to be completed.

A safety meeting is held each month, with a minimum of one meeting

every 3 months.

The object of the safety meeting is to discuss safety at sea, prevention

of human injury or loss of life and avoidance of damage to the marine
environment and property.

Issue: 1 6.3 Shipboard Management System - Page 1 of 1

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