Machinery Maersk

Maersk Nautica Machinery Operating Manual
List of Contents: Part 2: Main Engine and Auxiliary Systems 2.4 Sea Water Systems
Issue and Updates 2.4.1 Main Sea Water Service System
Mechanical Symbols and Colour Scheme 2.1 Main Engine 2.4.2 Sea Water General Service System
Introduction 2.4.3 Fresh Water Generator
2.1.1 Main Engine Details
Principal Machinery Particulars Illustrations
2.1.2 WECS-9520 Engine Control System
2.1.3 Main Engine Manoeuvring Control System 2.4.1a Main Sea Water Service System
Part 1: Operational Overview 2.1.4 Main Engine Safety System 2.4.1b Backflushing the Central Coolers
2.1.5 Digital Governor 2.4.2a Sea Water General Service System
1.1 To Bring Vessel into Live Condition Illustrations 2.4.3a Fresh Water Generator System
1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from‘In Port’ Condition 2.1.1a Main Engine
2.1.2a Common Rail Pump 2.5 Fresh Water Cooling Systems
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation 2.1.2b Injection Unit Layout 2.5.1 Main Engine Jacket Fresh Water Cooling System
1.6 To Change from UMS to Manned Operation 2.1.2c Exhaust Valve Control 2.5.2 Central Fresh Water Cooling System
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.1.2d Starting Valve Control
2.1.3a Main Engine Control System Illustrations
1.8 To Secure Main Plant at Finished With Engines
1.9 To Prepare the Main Plant (COPT) for Discharge Operations 2.1.3b Main Engine Manual Control Panel 2.5.1a High Temperature Cooling System
1.10 To Shut Down the Main Plant (COPT) After Discharge Operations 2.1.3c Main Engine Local Control Stand 2.5.2a Central Fresh Water Cooling System
1.11 To Secure Main Plant for Dry Dock
1.12 Engine Room Location Plans 2.2 Boilers and Steam Systems 2.6 Fuel Oil and Diesel Oil Service Systems
1.13 Tank Capacity Tables
2.2.1 General Description 2.6.1 Main Engine Fuel Oil Service System
Illustrations 2.2.2 Boiler Control Systems 2.6.2 Generator Engine Fuel Oil Service System
1.12a Location Plan of Engine Room - Tank Top 2.2.3 High Pressure Steam System 2.6.3 Auxiliary Boiler Fuel Oil Service System
1.12b Location Plan of Engine Room Floor and Turbine Flat 2.2.4 Low Pressure Steam System 2.6.4 Incinerator Fuel Oil System and Sludge System
1.12c Location Plan of Engine Room - 1st and 3rd Deck 2.2.5 Exhaust Gas Boiler
Illustrations
1.12d Location Plan of Engine Room - 2nd Deck Illustrations
1.12e Location Plan of Engine Room - Casing 2.6a Fuel Oil Viscosity - Temperature Graph
2.2.1a Mission D-Type Boiler 2.6.1a Main Engine Fuel Oil System
1.12f Location Plan of Engine Room - Cross Section at Frames 45
2.2.2a Boiler Control Screen Display 2.6.2a Generator Engines Fuel Oil System
and 54
2.2.2b Boiler Local Control Panel 2.6.3a Auxiliary Boiler Fuel Oil System
1.12g Location Plan of Engine Room - Elevation Looking Port
2.2.3a 20 bar and 10 bar Steam System 2.6.4a Incinerator Sludge System
1.13a Tank Capacity Tables (i)
2.2.4a Low Pressure Steam Service System
1.13b Tank Capacity Tables (ii) 2.2.5a Exhaust Gas Boiler
2.7 Fuel Oil and Diesel Oil Transfer Systems
2.3 Condensate and Feed Water Systems 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Separator System
2.3.1 Condensate System
2.3.2 Boiler Feed Water System Illustrations
2.3.3 Water Sampling and Treatment System 2.7.1a Fuel Oil Filling and Transfer System
2.3.4 Distilled Water Transfer and Distribution 2.7.1b Fuel Oil Bunkering Manifold
Illustrations 2.7.2a Heavy Fuel Oil Separator System
2.7.2b Low Sulphur Fuel Oil Conditioning
2.3.1a Condensate System 2.7.2c Diesel Oil Conditioning
2.3.1b Vacuum Condenser Condensate System
2.3.2a Boiler Feed Water System
2.3.4a Distilled Water Transfer and Distribution System
Issue: Final Draft - November 2007 IMO No: 9323948 Front Matter - Page 1 of 7
2.8 Lubricating Oil Systems 2.13 Electrical Systems Illustrations
2 8.1 Main Engine Lubricating Oil System 2.13.1 Electrical Equipment 2.15.1a Inert Gas System in the Engine Room
2.8.2 Turbocharger Lubricating Oil System 2.13.2 Main Switchboard and Generator Operation 2.15.1b Inert Gas System on Deck
2.8.3 Stern Tube Lubricating Oil System 2.13.3 Emergency Switchboard and Generator Operation 2.15.2a Inert Gas Control Panels - Ship’s Control Centre
2.8.4 Lubricating Oil Separating Systems 2.13.4 Electrical Distribution 2.15.2b ECR and Bridge Inert Gas Indication Panels
2.8.5 Lubricating Oil Filling and Transfer System 2.13.5 Shore Power 2.15.2c Inert Gas Capacity Regulator
2.13.6 Main Alternators 2.15.3a Inert Gas Generator Control Panel No.2
Illustrations
2.13.7 Emergency Alternator 2.15.3b Oxygen Analyser
2.8.1a Main Engine Lubricating Oil Service System 2.13.8 Preferential Tripping and Sequential Restarting
2.8.2a Main Engine Turbochargers Lubricating Oil System 2.13.9 Battery Systems
2.8.3a Stern Tube Lubricating Oil System 2.13.10 Cathodic Protection System Part 3: Main Machinery Control
2.8.4a Lubricating Oil Filling, Transfer and Separator System 3.1 Main Machinery Control System
Illustrations
2.8.5a Lubricating Oil Filling and Transfer System
2.13.1a Main Electrical Network 3.1.1 Machinery Control and Alarm System Overview
2.13.2a Generator and Synchronising Panels 3.1.2 Screen Displays
2.9 Bilge System 3.1.3 Alarms Handling
2.13.3a Emergency Switchboard Layout
2.9.1 Engine Room Bilge System and Bilge Oily Water Separator 2.13.4a Main 440V Distribution 3.1.4 Trending and Bar Graphs
2.9.2 Bosun’s Store and Chain Locker Bilge System 2.13.4b Main 220V Distribution 3.1.5 Unmanned to Manned Handover
Illustrations 2.13.4c Main Group Starter Panel Distribution Illustrations

2.13.4d Emergency 440V and 220V Distribution
2.9.1a Engine Room Bilge System 3.1.1a Alarm and Monitoring System
2.13.5a Shore Power
2.9.1b Bilge Separator and Emulsion Breaker System 3.1.1b Operator Control Panel
2.13.6a Main Alternator
2.9.2a Bosun’s Store and Chain Locker Bilge System 3.1.1c Extension Alarm Panels
2.13.7a Emergency Alternator
3.1.2a Screen Display - Main Engine Overview
2.13.8a Preferential Tripping System
3.1.2b Screen Display - Fuel Pump Out Temperature
2.10 Compressed Air Systems 2.13.8b Sequential Restart System
3.1.3a Screen Display - Alarm History
2.13.9a Battery Charger and Discharge Board
2.10.1 Starting Air System 3.1.4a Screen Display - Trending
2.13.10a Impressed Current Cathodic Protection System
2.10.2 General Service Air System 3.2.1a Engine Control Room Arrangement
2.10.3 Control Air System 3.2.2a Engine Control Room Console
2.14 Accommodation Systems
Illustrations
2.14.1 Domestic Fresh Water System 3.2 Engine Control Room Console and Panels
2.10.1a Starting Air System 2.14.2 Domestic Refrigeration System
2.10.2a General Service Air System 3.2.1 Engine Control Room
2.14.3 Accommodation Air Conditioning System
2.10.3a Control Air System 3.2.2 Engine Control Console
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatmen System Illustrations
2.11 Steering Gear 2.14.6 Incinerator and Garbage Disposal 3.2.1a Engine Control Room Arrangement
Illustrations 3.2.2a Engine Control Room Console
Illustrations
2.14.1a Engine Room Hot and Cold Fresh Water System
2.11.1a Steering Gear Hydraulic System 2.14.2a Domestic Refrigeration System 3.3 Communications
2.14.3a Accommodation Air Conditioning System 3.3.1 Sound Powered Telephone System
2.12 Electrical Power Generators 2.14.5a Sewage System 3.3.2 Intrinsically Safe Sound Powered Telephone System
2.14.6a Incinerator 3.3.3 Automatic Telephone System
2.12.1 Main Diesel Generators
2.12.2 Emergency Diesel Generator 3.3.4 Public Address System
2.15 Inert Gas System - Main and Top-Up Generator
Illustrations
2.15.1 System Description
2.12.1a Diesel Generator Local Control Panel
2.15.2 Operation of the Main System
2.12.2a Emergency Diesel Generator Control Panel
2.15.3 Procedure for the Operation of the Inert Gas Top-Up Generator
(TUG)
Part 4: Emergency Systems
4.1 Engine Room Fire Hydrant System

4.2 Fresh Water Mist Fire Extinguishing System
4.3 Quick-Closing Valves, Fire Damper System and Emergency Stops
4.4 CO2 Fire Extinguishing System
4.5 Fire Fighting Equipment
4.6 Deck Foam System
Illustrations
4.1a Fire Hydrant System in Engine Room
4.2a Water Mist Fire Extinguishing System
4.3a Quick-Closing Valve Control System
4.4a CO2 System
4.5a Fire Fighting Equipment - Engine Room 1st, 2nd, 3rd Deck and
Steering Flat
4.5b Fire Fighting Equipment - Engine Room Floor and Turbine Flat
4.6a Deck Foam System
Part 5: Emergency Procedures
5.1 Flooding in the Engine Room - Emergency Bilge Suction

5.2 Local (Emergency) Operation of the Main Engine
5.3 Emergency Steering
5.4 Additional/Emergency Fire Pump
5.5 Fire in the Engine Room
5.6 Emergency Power Failure
Illustrations
5.1a Emergency Bilge System
5.1b Emergency Bilge System
5.4a Additional/Emergency Fire Pump
Issue and Updates This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
• Documents conform to a standard format; For any new issue or update contact:
• Amendments are carried out by relevant personnel; The Technical Director

• Each document or update to a document is approved before WMT Technical Office
issue; Dee House,
Parkway
• A history of updates is maintained; Zone 2, Deeside Industrial Park
• Updates are issued to all registered holders of documents; Deeside, Flintshire
CH5 2NS, UK
• Sections are removed from circulation when obsolete.
E-Mail: manuals@wmtmarine.com
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right-hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left-hand corner
of each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to Maersk Technical Operations Office.
Mechanical Symbols and Colour Scheme
Cargo Group I
Globe Valve Three-Way Cock (L-Type) Water Strainer Handpump
Cargo Group II
Pressure Vacuum
Relief Valve
Angle Globe Valve Three-Way Cock (T-Type) Steam Trap (Float Type) Ejector (Eductor Injector) Cargo Group III
Lubricating Oil
Butterfly Valve Solenoid Valve Pressure Vacuum Steam Trap Mono Pump
Breaker (Disc Type with Valve) Hydraulic Oil
H Hydraulic Operated Valve Solenoid Valve Hopper with Cover Y-Type Strainer Piston Pump Fresh Water
(Open/Shut)
Sea Water
H Hydraulic Operated Valve Breathing Valve Hopper without Cover Flow Meter Fire Hose Box
FM HB
(Intermediate Type)
Ballast Water
Gate Valve Pneumatic Control Valve Scupper Spool Piece FB Foam Box Fire Water
CO2 Line
Hose Valve Pneumatic Pressure Air Vent Pipe Orifice Hand Operated
Reducing Valve
Air
Swing Check Valve Regulating Valve Air Vent Pipe (with Float) Spectacle Flange Hand Operated
High Temperature Water
( Open, Shut) (Locked Close)
Low Temperature Water

Non-Return Valve Quick-Closing Valve Air Vent Pipe (with Float Deck Stand Hand Operated
and Flame Screen) (Locked Open)
Marine Diesel Oil
Screw Down Non-Return P Pneumatic Quick-Closing Observation Glass Tank Penetration Spring
Valve Valve Heavy Fuel Oil
Non-Return Ball Valve Hydraulic Quick-Closing Liquid Level Gauge Overboard Discharge Float Slops
H
Valve
Saturated Steam
Needle Valve Self-Closing Spring Valve Sounding Head Discharge/Drain Weight
with Self-Closing Device Exhaust Steam
3-Way Needle Valve Safety / Relief Valve Sounding Head Suction Bellmouth Not Connected Condensate
with Cap/Filling Cap Crossing Pipe
Feed Water
Needle Valve Storm Valve with Simplex Water Strainer Blind (Blank) Flange Connected Crossing Pipe
Handwheel Bilge / Drain
Diaphragm Operated Wax 2-Way Temperature Flexible Hose Joint T Pipe Electrical Signal
Valve Control Valve
Duplex Water Strainer
Instrumentation
Ball Valve Wax 3-Way Temperature Horn
Control Valve
Inert Gas
3-Way Ball Valve Wax 2-Way Pneumatic Mud Box Centrifugal Pump
Temperature Control Valve Stripping Line
Two-Way Cock 3-Way Rotary Piston Rose Box Gear or Screw Type Pump
Temperature Control Valve
Principal Machinery Particulars to go here
INTRODUCTION Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions covers several pages the illustration is duplicated above each page of text.
instruction books, there is no single document which gives guidance on through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual all times. Where flows are detailed in an illustration these are shown in colour. A
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform key of all colours and line styles used in an illustration is provided on the
and guide competent ship’s staff and trainees in the operation of the systems • Never continue to operate any machine or equipment which
illustration.
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
Details of colour coding used in the illustrations are given in the Mechanical
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices Symbols and Colour Scheme which is detailed on earlier pages in this Front
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment. Matter section.
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. Symbols given in the manual adhere to international standards and keys to the
Orders and in no way replaces or supersedes these publications, all of which symbols used throughout the manual are also given on previous pages in this
take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major Front Matter section.
Information relevant to the operation of this vessel has been carefully collated failure occurs.
in relation to the systems of the vessel and is presented in two on board • Never underestimate the fire hazard of petroleum products, Notices
volumes, a DECK OPERATING MANUAL and MACHINERY OPERATING whether fuel oil or cargo vapour.
MANUAL The following notices occur throughout this manual:
• Never start a machine remotely from the cargo and engine
The vessel is constructed to comply with MARPOL 73/78. These regulations control room without confirming visually that the machine is
able to operate satisfactorily. WARNING
can be found in the Consolidated Edition, 1991 and in the Amendments dated
Warnings are given to draw reader’s attention to operation where
1992, 1994 and 1995.
In the design of equipment, protection devices have been included to ensure DANGER TO LIFE OR LIMB MAY OCCUR.
The information, procedures, specifications and illustrations in this manual that, as far as possible, in the event of a fault occurring, whether on the part of
have been compiled by WMT personnel by reference to shipyard drawings and the equipment or the operator, the equipment concerned will cease to function CAUTION
manufacturer’s publications that were made available to WMT and believed to without danger to personnel or damage to the machine. If any of these safety Cautions are given to draw reader’s attention to operations where
be correct at the time of publication. The systems and procedures have been devices are bypassed, overridden or neglected, then the operation of any DAMAGE TO EQUIPMENT MAY OCCUR.
verified as far as is practicable in conjunction with competent ship’s staff under machinery in this condition is potentially dangerous.
operating conditions. Note: Notes are given to draw reader’s attention to points of interest or to
Description supply supplementary information.
It is impossible to anticipate every circumstance that might involve a potential
hazard, therefore, warnings and cautions used throughout this manual are The concept of this manual is to provide information to technically competent
provided to inform of perceived dangers to ship’s staff or equipment. In many ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible, Safety Notice
cases, the best operating practice can only be learned by experience. thus aiding their understanding and knowledge of the specific vessel. Special
attention is drawn to emergency procedures and fire fighting systems. It has been recorded by International Accident Investigation Commissions
that a disproportionate number of deaths and serious injuries occur on ships
If any information in these manuals is believed to be inaccurate or incomplete,
The manual consists of a number of parts and sections which describe the each year during drills involving lifesaving craft. It is therefore essential that
the officer must use his professional judgement and other information available
systems and equipment fitted and their method of operation related to a all officers and crew make themselves fully conversant with the launching,
on board to proceed. Any such errors or omissions or modifications to the
schematic diagram where applicable. retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
ship’s installations, set points, equipment or approved deviation from published
operating procedures must be reported immediately to the company’s Technical
Operations Office, who should inform WMT so that a revised document may be The valves and fittings identifications and symbols used in this manual are the
issued to this ship and in some cases, others of the same class. same as those used by the shipbuilder.
SECTION 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 Prepare the Main Plant (COPT) for Discharge Operations
1.10 To Shut Down the Main Plant (COPT) After Discharge Operations
1.11 To Secure Main Plant for Dry Dock
1.12 Engine Room Location Plans
1.13 Tank Capacity Tables
Illustrations
1.12a Location Plan of Engine Room - Tank Top
1.12b Location Plan of Engine Room Floor and Turbine Flat
1.12c Location Plan of Engine Room - 1st and 3rd Deck
1.12d Location Plan of Engine Room - 2nd Deck
1.12e Location Plan of Engine Room - Casing
1.12f Location Plan of Engine Room - Cross Section at Frames 45 and 54
1.12g Location Plan of Engine Room - Elevation Looking Port
1.13a Tank Capacity Tables (i)
1.13b Tank Capacity Tables (ii)

1.1 To Bring Vessel Into Live Condition
Dead Ship Condition
Shore power available No shore power available Prepare the main central FW cooling system for
2.5
operation. Start the cooling water pumps.
Establish shore supply. Check the emergency generator
Check phase sequence, voltage 2.13.4 2.7.1
diesel oil tank level is adequate.
and frequency. Start up start/control air system and bring up to
2.10
pressure.
Supply the main switchboard. 2.13.4 Start the emergency generator. 2.13.6
Disconnect shore power supply. 2.13.4

Stop the emergency generator and
2.12.6
place on standby.
Isolate the non-essential equipment. Place emergency generator on standby. 2.12.6
All ancillary equipment set to manual to avoid low
pressure auto restart. 2.13.7
Supply the emergency 440V switchboard.
Supply the emergency 220V switchboard.
Reset the preference trips. 2.13
Start the emergency air compressor, open the inlet

2.10.1
valve and AS019V, fill the auxiliary air receiver. Start the SW cooling system. 2.4.2
Start one of the low temperature cooling fresh water Start an inert gas deck seal water pump. 2.4.1
pumps and ensure it is circulating through the 2.5
Pressurise the fire and deck wash main. 2.4.2
coolers and the diesel generators.
Ensure the engine room CO2 system is

4.4
Start the generator engine diesel oil feed pump. 2.6.2 ready for use.
Prepare the main cooling SW system for operation. 2.4.2
Ensure the engine room water mist fire fighting

4.2
system is ready for use.
Prepare a generator engine for starting.
2.12.1
Start the generator engine.
Ensure the engine room fire hydrant system is
4.1
ready for use.
Connect the diesel generator and supply power to

2.13.2
the main 440V and 220V switchboard. Ensure the deck foam system is ready for use. Bridge
4.1.3
Supply power to the emergency 440V and 220V Start engine room and accommodation ventilation
2.13.2
switchboard. fans. Start air conditioning. 2.14
Issue: Final Draft - November 2007 IMO No: 9323948 Section 1 - Page 1 of 21
1.1 To Bring Vessel Into Live Condition
Put the deck service air system into operation. 2.10.2
Put the refrigeration system into operation. 2.14.2
Start the domestic water system with the calorifier 2.14.1

electric heater in line.
Pump bilges to the bilge holding tank as required. 2.9.1
Put all ancillary equipment on standby.

Restore the switchboard sequential restart system.
Put the remaining diesel generators on standby.
Plant is now in Live Condition
One diesel generator in use, the other diesel

generators are on standby.
The emergency generator is on standby.
The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
Put the fire line pressurising pump on the fire main. 4.1
Start the sewage treatment plant. 2.14.5
1.2 To Prepare Main Plant For Operation
Plant is in Live Condition

The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
Prepare and flash-up an auxiliary boiler, using

2.6.3
diesel oil and air atomising.
Supply steam to the main engine FO heater.
Start the main engine FO supply and circulating 2.2.5
pumps. Start the viscosity controller.
Start a boiler feed water pump. 2.3.3 Circulate HFO until the DO has been expelled.
Line up the distilled water make-up system.
Maintain the standby generators in a warm

Supply steam to the 7kg/cm2 steam system. 2.2.5
condition.
Supply steam to the HFO tanks and trace heating, Plant in ‘In Port’ Condition
Supply steam to the boiler fuel oil heaters. 2.2.5
Start a boiler HFO booster pump and circulate fuel.
Change the boiler to operate on HFO and The emergency generator is on standby.
atomising steam. It is essential that all DO is The boiler and steam systems are in use.
expelled before using steam atomising. The diesel generator is running on HFO.
The main engine JCW system is in warm condition.
The main engine is circulating with hot HFO.
Once up to pressure, put the boiler on automatic 2.2
operation. Prepare the other boiler and set it to
automatic operations.
Start the HFO purifier system. 2.7.2
Change the diesel generator over to run on HFO. 2.6.2
Start the main engine jacket CFW pumps and 2.5.1

supply steam to the main engine jacket preheater.
1.3 To Prepare Main Plant for Manoeuvring from 'In Port' Condition
Plant in 'In Port' Condition Preselect the auxiliary blowers and ensure they 2.1.1
have power.
The emergency generator is on standby. Obtain clearance from the bridge and turn the main
2.1
The boiler and steam systems are in use. engine over on starting air.
The diesel generator is running on HFO.
The main engine JCW system is in warm condition.
The main engine is circulating with hot HFO. Close the indicator cocks.
Start the main engine in the ahead and astern
2.1
directions.
Start the LO purifier system. 2.8.3 Close the turbocharger blower drains.
Change control to the engine control room. 2.1

Supply the main engine with start and control air. 2.10
Check the telegraph, bridge/engine room clocks

Start a main engine LO pump and circulate the oil. and communications.
2.8.1
Check that the turbochargers lubricating oil sump Change control to bridge control. 2.1
2.8.1
levels are correct.
Ensure the cylinder oil measuring tank is full. 2.8.1 Ensure all standby pumps are on automatic.
3.1
Start another diesel generator and run in parallel. 2.12.1 Prepare the deck machinery for use.
Bridge
Plant in Manoeuvring Condition

Start the steering gear motors and carry out
2.11
steering gear function tests.
Two diesel generators in use, the remaining diesel
generator is on standby.
Pre-lubricate the cylinders with the manual pre- The emergency generator is on standby.
lubrication device. Obtain clearance from the bridge The boilers and steam system are in use.
2.1.1
and turn the main engine two or three revolutions. The diesel generators are running on HFO.
Take out the turning gear. The main engine is heated and ready for use on
bridge control.
Both steering gear systems are in use.
The deck machinery is ready for use.
1.4 To Change Main Plant From Manoeuvring To Full Away

Shut down the deck machinery. 3.1
Bridge
Two diesel generators in use, the remaining diesel

Two DieselisGenerators
generator in use,
on standby.
Stop one steering gear motor. 2.11
The boilers and steam system are in use.
The diesel generators are running on HFO.
The main engine is heated and ready for use on Ensure the atmospheric condenser dump steam
2.2.4
bridge control. system is operational.
Both steering gear systems are in use.
The deck machinery is ready for use. Operate the turbocharger blower cleaning system
2.1.1
The vessel is manoeuvring on bridge control. and boiler sootblowers if required.
Set the power management system to automatic.

Shut down the extra diesel generators and put 2.13
Ensure that the main engine automatic run-up them on standby.
2.1.2
program is active.
Start up the FW generator system. 2.5.1

Do not fill fresh water tanks while in coastal waters.
Shut down the main engine jacket heating systems. 2.2.5
Ensure that automatic transfer of HFO is 2.7.1

operational and purify HFO as required.
Check the exhaust gas boiler is ready for service. 2.2.3
2.2.3
When the run-up program completes, check the

2.1.2
main engine pressures and temperatures.
When the bridge notifies the engine control room

of full away, record the following:
Time. Reduce the bilge water holding tank level through 2.10
Main engine revolution counter. the OWS if the vessel is not in a restricted area.
HFO and DO tank levels.
FO counters.
Fresh water tank levels.
Ensure the boiler stops as the exhaust gas boiler
takes over steam generation. Secure the standby
2.2.1
boiler and supply heating to maintain pressure
above 2.0 kg/cm2 or put in the wet lay-up condition.
Ensure the auxiliary blowers stop automatically. 2.1.2
Vessel is Full Away on Bridge Control
1.5 To Prepare For UMS Operation
Plant in 'Manned' Condition

All standby pumps and machinery systems
2.13.7
are on auto start, the sequential restart system is
operational.
Ensure all FO, LO and fresh water tanks/sumps Acetylene and oxygen cylinder valves are closed
are adequately full. and flexible pipes disconnected.
All ventilation fans are running.
Ensure the bilges are dry and the high level 2.9.1
alarms are operational. All combustible material is stored in a safe place. Main engine on bridge control. 2.1.2
All strainers and filters of running and standby

Ensure smoke and fire sensors are operational. machinery are in a clean condition. Alarm printer is programmed to print parameters 3.1
as required.
All piping systems are tight and not temporarily The engine room and steering gear compartment
repaired. doors are shut.
Control is on the bridge and duty officers are
3.1
informed of commencement time of UMS.
All alarms and safety cut-outs are operational. 3.1

All operating parameters are within normal range. 3.1
Duty officer made aware of identity and location of
the duty engineer.
All drain tanks are empty.
ECR air conditioning unit is operating correctly. 2.14.4
Compressed air receivers are fully charged. 2.10 Watch-keeper control switched to the duty 3.1
engineer's cabin.
All loose items are secured.

Purifier feed inlets are suitably adjusted. 2.7.2
Engine room not to be unmanned for more than
8 hours. The UMS period must not exceed 8 hours.
2.12.2 Electric appliance plugs are removed in the ECR.
Emergency diesel generator is on standby.
Available diesel generators are on standby. 2.12.1

Workshop welding machine plug is removed.
Plant in 'UMS' Condition
1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Notify the bridge of manned condition.
Inform the bridge why the engine room is manned

if outside normal hours.
Switch watch-keeping control to the ECR.
Examine the latest parameter printout.
Hand over to the oncoming duty engineer and

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

who will decide if they warrant inclusion in the
work list. The duty engineer should be aware of
all maintenance work being carried out, and
informed of any changes that occur during the
day.
Plant in 'Manned' Condition
1.7 To Change Main Plant From Full Away To Manoeuvring Condition
Vessel is Full Away on Bridge Control

Prepare and test auxiliary boiler for use. 2.2.3
2.2.3
Ensure that the engine room bilges and bilge

2.9.1
holding tank are empty.
Bridge informs the engine control room of EOP.
Prepare the sewage treatment system for port

2.14.5
operation. Record the following:
Time.
Main engine revolution counter.
HFO and DO tank levels.
Shut down the fresh water evaporator plant. 2.4.4
HFO and DO counters.
Fresh water tank levels.
Start a second diesel generator and place in Prepare the standby boiler for operation. 2.2
parallel on the switchboard. 2.12.1
Prepare the deck machinery for use. 3.1

Bridge
The main starting air compressors are on auto.

2.10.1 Check the bridge/engine room clocks and
Check the starting air system drains for water.
communications.
Operate the turbocharger washing system 2.1.1

If required to manoeuvre on DO begin the if required.
2.6.1
changeover 1 hour before the end of passage.
30 mins before the end of passage, the bridge

2.1.1 Two diesel generators are in use, the remaining
begins to reduce speed.
diesel generator is on standby.
The boiler is in use.
Start the second steering motor. Both steering gears are in use.
2.11
Carry out steering gear tests. The deck machinery is ready for use.
1.8 To Secure Main Plant At Finished With Engines
Two diesel generators are in use, the remaining

After a minimum of 20 minutes, stop the main LO
diesel generator is on standby.
pump if necessary, otherwise keep a pump 2.8.1
running. Maintain the LO sump temperature with
A boiler and the waste heat boiler are in use.
the LO purifier.
Both steering gears are in use.
The deck machinery is ready for use.
If the main engine was manoeuvred on DO, stop the
2.6.1
HFO pumps.
Bridge notifies the engine control room of FWE.
Two diesel generators will remain in use if cargo or 2.13

Switch over to ECR control. 2.1.2 ballast pumps are required.
Stop the auxiliary blowers, if not already stopped. 2.1.1

Prepare the plant for cargo operations if required. 2.2.4
Isolate the starting air system and open the

indicator cocks. Open the turbocharger blower Prepare the plant for IGS operations if required. 2.15
drains. Vent the main engine starting air systems. 2.1.1
Engage the turning gear.
3.1
Shut down the deck machinery.
Bridge
Stop the steering gear. 2.11

Plant in 'In Port' Condition
Maintain the JCW temperature for normal port stay. 2.5.1
1.9 To Prepare the Main Plant (COPT) for Discharge Operations
Check all the turbine lubricating oil sumps for water using the sump drain Open the vacuum condenser condensate pump suction and discharge
valve and drain as necessary. Top-up the oils to slightly above the valves, balance line valves and the condenser recirculation and level
working level. control valves.
Check and replenish the governor oil levels. Start one condensate pump and ensure that the condenser hotwell level
remains normal.
Open the cargo oil pump turbine condenser inlet and outlet SW valves.
Check that the sea water overboard valve is fully open. Open the air ejector pump suction and discharge valves for the vacuum
Set the duty sea water pump suction and discharge valves discharging condenser. Gradually bring the air ejector into service and check that the
to the vacuum condenser. vacuum in the vacuum condenser increases.
Open the air ejector condenser inlet and outlet cooling FW valves.
Vent any air from the condensers. Full vacuum will not be achieved until gland steam is supplied to the
turbines.
Open all the cargo oil pump lubricating oil cooler inlet and outlet FW
valves. Cooling water is supplied from the low temperature cooling fresh Open all the turbine drain valves, steam chest drain valves, individual
water system. steam line drain valves, low point steam trap valves and drain separator
steam trap drain valves. Slowly and carefully open the cargo oil pump
main steam stop warming through valve. Warm and drain the steam lines
and turbines, closing in the drains as necessary. Check that drain traps
are working properly. Reset any trips.
Start the local cargo oil pump turbine pre-lubricating oil pumps. Check the
oil levels in the lubricating oil sumps. Check that oil pressure reaches the
priming pressure of 0.3kg/cm2
Warm through and supply gland steam to the turbine gland systems,
Ensure that the trip cylinders move out and that the trip latch is in setting the pressure at 0.4-0.5 bar. Slowly open the turbine main stop
a position to engage. valve until the turbine starts to turn. Leave turning for 15 minutes to
warm, closing in the drains as the unit heats up.
After 15 minutes check with CCR that the pump speed control is on
minimum, then slowly open the main stop valve fully. The speed should
level at around 700 rpm. Check the auxiliary LO pump has stopped and
Open the cargo oil pump turbine exhaust valves, if not already open. readjust the gland steam. Close all the drains.
If inert gas is required prior to the starting of the cargo pumps open the
inlet and outlet valves to the main steam dump valve and set the boiler to
High Firing mode with Inert Gas on. Check the CCR has control of the
turbines.
1.10 To Shut Down the Main Plant (COPT) After Discharge Operations
Change the boilers to Low - Firing mode.
Ensure that all the lubricating oil priming pumps are running.
Close all the turbine trip valves, close the cargo oil pump turbine main
steam stop valve and close all the gland steam valves.
Open all the turbine, line and steam chest drains.
If the vacuum condenser is not required for any other service shut down
the air ejector.
Stop the condensate pump. Leave operational in case the condenser

hotwell level rises due to condensation.
Leave the sea water cooling operating for at least two hours.
When the system has cooled down, close the lubricating oil cooler water
supply valves. This may take several hours.
Leave the lubricating pumps running to reduce corrosion in the turbine

gearing.
Shut down the fresh water cooling to the air ejector condenser and sea
water cooling to the vacuum condenser.
1.11 To Secure Main Plant For Dry Dock
Plant in ‘In Port’ Condition
Check the diesel generator is operating on DO. 2.6.2 Establish shore power.
2.13
Check the phase sequence, voltage and frequency.
Shut down the diesel generators until only one is
in use.
Shut down the auxiliary boilers.
Allow them to cool naturally, drain if required for 2.2.1 Stop the diesel generator. 2.12.1
Ensure all tanks are at the required levels to give maintenance OR put in the wet lay-up condition.
the vessel the necessary trim, draught and stability
for entering dry dock. Isolate the emergency generator then connect the
shore supply to the main switchboard.
Shut down the feed pumps and condensate system. 2.13.4
2.3 Establish lighting and ventilation and any other
Shut steam off the JFW heaters. Allow the JCW Isolate the distilled water tanks. essential services.
2.5.1
pumps to run until the main engine has cooled down.
Circulate the boiler FO system with DO.

2.6.3 Shut down the SW and FW cooling systems. 2.4 & 2.5
Transfer the main engine LO sump to the Shut down the boiler FO pumps.
2.8.3
LO settling tank via the purifier.
Shut down the stern tube LO system. 2.8.2 Shut down the control, service and start air systems. 2.10
Shut down the LO purifier. 2.8.3
Change the domestic water heating to electric. 2.14.1

Restart the FW cooling pump and circulate the
Shut down the HFO purifier. 2.7.2 2.5.2
diesel generator until it is cool.
Shut down the air conditioning and refrigeration
2.5.2
The main engine should have been manoeuvred plants until the shore power supply is established.
.
Secure the engine room local fire fighting 4.4
on DO, if not, change over to DO and circulate FO
back to HFO tank, until the line has been 2.6.1
and CO2 systems as required.
flushed with DO. Stop the main engine FO pumps Shut down the fire pumps.
4.1
and viscosity controller. Pressurise the fire main from the shore supply.
The dry dock can now be emptied.
Bridge
Shut down the deck machinery system. Electrically isolate equipment as required. 2.13
3.1
Plant Secured for Dry Dock
1.12 ENGINE ROOM LOCATION PLANS
Illustration 1.12a Location Plan of Engine Room - Tank Top
Fuel Oil Overflow Tank
Sludge Tank High Sea

Chest
Bilge Hat
Bilge Well
Bilge Well
Echo Sounder Space

Bilge Holding Tank Main Lubricating Oil Sump Tank
Oily Bilge Tank

(Clean)
Sewage Holding
Tank
Bilge Well
Main Engine Charge

Air Cooler Drain
Oily Bilge Tank
Tank
(Dirty)
Low Sea Chest
Illustration 1.12b Location Plan of Engine Room Floor and Turbine Flat
Turbine Flat
No.2 Bilge, Fire, No.1 Bilge, Fire,
Ballast and Ballast and General Auxiliary Boiler Feed
General Service Service Pump Main Engine Water Pumps
Pump
Engine Room Floor Crosshead Lubricating
Heavy Fuel Oil Pumps
Oil Transfer Pump
Marine Diesel
Oil Transfer Pump
Sludge
Pump
Lubricating Oil Purifier No.2
Supply Pumps High Fuel Oil No.1
Bunker Tank High Fuel Oil
Generator Engine Lubricating (Port) Bunker Tank
Oil Purifier Supply Pump (Port)
Main Engine
Sludge Oil Trap
Lubricating Oil
Transfer Pump Inert Gas Deck
UP
Seal Sea Water
Vacuum Unit
Stern Tube Lubricating Oil Pumps
for Condenser
Sump Tank No.1
DN UP DN
No.1 Cargo Oil Pump
Stern Tube Lubricating Turbine
Oil Pump Unit Condensate
No.2 No.2
Water Pump
Scrubber
UP Cooling Sea Cargo Oil
Stern Tube Lubricating Oil Cargo Oil Pump
Water Pump Pump Turbines
Tank Unit Turbine Condenser
No.3
Escape Trunk Main Cargo Oil
Pump Turbines
Main Engine
Fresh Water
Generator
Ejector Pump Ballast Pump
UP UP No.1 Turbine
UP
Stern Tube Forward Drain Separator
Seal Tank
Ballast Pump No.2
Electric Motor
Central Fresh
Water Coolers
No.1
High Fuel Oil No.2
Oily Water Separators Bunker Tank High Fuel Oil
with Pump (Starboard) Bunker Tank
(Starboard)
Oily Bilge
Pump
Pump Unit for
Main Engine
Turbocharger Central Cooling Fresh
Main Engine Jacket Water Pumps
Feed Water
Drain Tank and Pump
Illustration 1.12c Location Plan of Engine Room - 1st and 3rd Deck
No.1 Main Lubricating Main Engine and Generator

Oil Cooler Engine Heavy Fuel Engine Room Side Water
Oil Supply Unit Ballast Tank (Port)
No.2 Main
Lubricating
Oil Cooler 1st Deck
No.1 Feed Water Filter Tank
No.2 Heavy Fuel with Inspection
3rd Deck
Heavy Fuel Oil Bunker Chamber
No.3 Oil Bunker Tank
Heavy Fuel Tank (Port)
Oil Bunker (Port) Lubricating Oil
Tank
Purifier Unit
(Port)
Marine Diesel LSFO LSFO HFO FO
No. 1 Lubricating Oil Service Tank Service Settling Service Settling
Service Tank Tank Tank Tank Tank
Heavy Fuel Oil
No. 2 Lubricating Oil Separator Unit
Service Tank No.1 Marine Diesel
Oil Storage Tank
Main Engine Lubricating Electric
No.2 Marine Cleaning Bench
Oil Backflushing Filter Workshop
Diesel Oil
Store Room
Storage Tank
Generator Lubricating
UP DN UP
Oil Measurement Tank
UP
UP
No.1 Generator Engine Welding Bay
Pump Room
No.2 Generator Engine UP Access
Engine Room Workshop
No.3 Generator Engine
No.2 No.1
Sewage Treatment Unit
Auxiliary Air Reservoir Fuel Valve
Test Room
Main Air Compressors
Emergency Air Compressor
Control Air Compressors Main Engine Jacket

Fresh Water Preheater
No.2 Heavy No.1 Heavy

Fuel Oil Fuel Oil
Bunker Tank Bunker Tank
(Starboard) (Starboard)
Main Engine
Jacket Fresh
Water Coolers Main Engine
Engine Room Side Water
Jacket Fresh
Ballast Tank (Starboard)
Water Pumps
Fresh Water
Generator
Illustration 1.12d Location Plan of Engine Room - 2nd Deck
Pneumatic Control
Generator Engine Box for Sea Chest / Engine Room Side Water
Lubricating Oil Overboard Valve Ballast Tank
Main Engine Storage Tank
Lubricating Oil
Main Engine Storage Tank
Lubricating Oil
Settling Tank
Atmosphereic
Condenser
No.3 Heavy No.2 Heavy Fuel Oil No.1 Heavy

Fuel Oil Bunker Bunker Tank (Port) Fuel Oil
Tank (Port) Bunker Tank
(Port)
Pipe Duct
Void Space
Waste Oil
Service Tank No.2 No.1 Engine Control
Cylinder Cylinder Room
Oil Oil Generator Engine Lubricating
Storage Storage Oil Settling Tank
Incinerator Tank Tank Turbine
Auxiliary Boiler Oil Storage Tank
Dosing Equipment UP DN UP
Elevator
No.1 Auxiliary DN UP
Boiler Motor for Pump Room Fan
UP
Public Toilet
UP
Emergency Trunk Escape UP
Motors for Vacuum Pumps
Piston
UP
No.2 Auxiliary Boiler DN Main Motor for Pump Room Fan

Engine
Auxiliary Boiler Dosing Equipment Spare and
Boiler Water Sampling Area and Sink Tools UP Fresh Water
Expansion Tank (Upper)
Fresh Water Steriliser
Mineraliser No.1 No.2
Fresh Water
Control Air
Hydrophore Unit
Dryer
Control Air
Pipe Duct
Reservoir
No.1 Heavy
Fuel Oil
Bunker Tank
Calorifier No.2 Heavy (Starboard)
Fuel Oil
Exhaust Gas Bunker Tank
Boiler (Starboard)
Exhaust Gas
Boiler Dosing
Equipment Air Conditioning
Plant
Provisions Cooling Fresh Water Engine Room Side Water
Refrigeration Pump of Packaged Ballast Tank (Starboard)
Air Conditioning Main Air
Plant Unit
for Galley Reservoirs
Illustration 1.12e Location Plan of Engine Room - Casing
‘C’ Deck Plan
Upper Deck Plan ‘A’ Deck Plan ‘B’ Deck Plan
Inert Gas Fans
DN
UP
Hatch DN
No.2 No.1
DN
Scrubber Scubber Unit
Unit
Boiler Fans
UP UP DN
Engine Room
DN Entrance Diesel Oil Tank for
Inert Gas Generator
Inert Gas Generator
Illustration 1.12f Location Plan of Engine Room - Cross Section at Frames 45 and 54
Frame 45 Frame 54
Upper Deck
Upper Deck
Engine Control
Fuel Oil Engine Control Room
Settling Room
Tank
2nd Deck
2nd Deck
Electric
Workshop Store
Room
Purifier Room
Purifier Room
3rd Deck
3rd Deck
Pump Room Top

Pump Room Top
Tank Top
Illustration 1.12g Location Plan of Engine Room - Elevation Looking Port
Elevator
Scrubber Unit
D Deck
C Deck
B Deck
Boiler Fan
A Deck
Distilled Water Tank
(Starboard)
Upper Deck
Pipe Duct
Fresh
Water Tank
(Port and
Starboard) No.1 Auxiliary
Steering Gear Room No.1 Heavy
Boiler Engine Control Room
Fuel Oil Tank
Top
(Port)
Pipe Duct
Public Toilet
2nd Deck
No.1 Marine Diesel Oil
Aft Peak Escape Trunk Storage Tank
Tank (Starboard)
Marine Diesel Oil Service Tank

Purifier Room Fuel Oil Purifier Sludge
Tank
3rd Deck
Lubricating Oil
Purifier Sludge Tank
Cargo Oil Pump
Turbine
Turbine Deck
No.1 Main Lubricating
Oil Pump Cargo Oil Pump
Pump Room Turbine Condenser
Main Cargo Oil
Pump Turbine Cooling
Sea Water Pump
Engine Room Tank Top
Bilge Holding Main Lubricating Oil Sump Tank
Bilge
Tank
Well Void
Stern Tube Cooling
Tank Low Sea Chest
1.13 TANK CAPACITY TABLES
1.13.a Tank Capacity Tables (i)
CARGO OIL TANKS WATER BALLAST TANKS

Compartment Volume Centres of Volume at 98% Compartment Volume Centres of Volume at 98%
VNET 98%VNET LCG TCG VCG TY Max Frame VNET 100%VNET LCG TCG VCG TY Max Frame
3
(m ) 3
(m ) (m) (m) (m) (m4)
3
(m ) 3
(m ) (m) (m) (m) (m4)
No.1 COT (C) 23680.9 23207.3 277.19 0.00 17.37 21161 280 - 334 No.1 WBT (S) 8212.8 8212.8 281.04 18.01 12.22 51495 280 - 334
No.1 COT (S) 18465.3 18096.0 278.93 14.96 17.57 16444 280 - 334 No.1 WBT (P) 8212.8 8212.8 281.04 -18.01 12.22 51495 280 - 334
No.1 COT (P) 18465.3 18096.0 278.93 -14.96 17.57 16444 280 - 334 No.2 WBT (S) 9599.8 9599.8 230.26 21.31 9.60 99938 226 - 280
No.2 COT (C) 32699.5 32045.5 230.50 0.00 17.34 45658 226 - 280 No.2 WBT (P) 9599.8 9599.8 230.26 -21.31 9.60 99938 226 - 280
No.2 COT (S) 20350.9 19943.9 230.50 18.12 17.36 12842 226 - 280 No.3 WBT (S) 9723.8 9723.8 179.74 21.39 9.52 103165 172 - 226
No.2 COT (P) 20350.9 19943.9 230.50 -18.12 17.36 12842 226 - 280 No.3 WBT (P) 9723.8 9723.8 179.74 -21.39 9.52 103165 172 - 226
No.3 COT (C) 32699.5 32045.5 179.74 0.00 17.34 45658 172 - 226 No.4 WBT (S) 9466.3 9466.3 129.41 21.24 9.73 96754 118 - 172
No.3 COT (S) 20350.9 19943.9 179.74 18.12 17.36 12842 172 - 226 No.4 WBT (P) 9466.3 9466.3 129.41 -21.24 9.73 96754 118 - 172
No.3 COT (P) 20350.9 19943.9 179.74 -18.12 17.36 12842 172 - 226 No.5 WBT (S) 8178.4 8178.4 79.23 19.74 11.26 41440 62 - 118
No.4 COT (C) 32699.5 32045.5 128.98 0.00 17.34 45658 118 - 172 No.5 WBT (P) 8178.4 8178.4 79.23 -19.74 11.26 41440 62 - 118
No.4 COT (S) 20350.9 19943.9 128.98 18.12 17.36 12842 118 - 172 Engine Room SW BT (S) 2268.7 2268.7 34.39 19.91 21.33 2044 16 - 62
No.4 COT (P) 20350.9 19943.9 128.98 -18.12 17.36 12842 118 - 172 Engine Room SW BT (P) 2292.3 2292.3 34.56 -19.93 21.27 2042 16 - 62
No.5 COT (C) 32183.4 31539.8 78.59 -0.03 17.40 45334 64 - 118 Fore Peak Tank 3372.7 3372.7 313.05 0.00 8.33 12592 334 - Fore
No.5 COT (S) 14222.7 13938.2 84.73 17.79 18.52 9958 76 - 118 Aft Peak Tank 2092.7 2092.7 6.41 -0.02 20.15 26133 -8 - 17
No.5 COT (P) 14222.7 13938.2 84.73 -17.79 18.52 9958 76 - 118 TOTAL 100388.7 100398.7 174.52 -0.01 11.01
Slop Tank (S) 3678.0 3604.5 58.17 17.38 20.75 3190 62 - 76
Slop Tank (P) 3678.0 3604.5 58.17 -17.38 20.75 3190 62 - 76 Heavy Fuel OIL TANKS
TOTAL 348800.2 341824.2 177.21 0.00 17.54 Compartment Volume Centres of Volume at 98%
VNET 98%VNET LCG TCG VCG TY Max Frame
Deck Dump Tank (S) 12.0 109.8 55.96 8.5 20.96 61 64-70 3
(m ) 3
(m ) (m) (m) (m) (m4)
DIESEL OIL TANKS No.1 HFO Tank (S) 1438.8 1410.0 49.88 14.32 21.69 2348 57 - 64
Compartment Volume Centres of Volume at 98% No.1 HFO Tank (P) 1162.8 1139.6 49.91 -15.59 21.91 2173 57 - 64
VNET 98%VNET LCG TCG VCG TY Max Frame No.2 HFO Tank (S) 2769.8 2714.4 36.28 17.42 24.63 1566 21 - 57
3
(m ) 3
(m ) (m) (m) (m) (m4) No.2 HFO Tank (P) 1185.7 1161.9 41.87 -19.07 23.46 318 42 - 57
No.3 HFO Tank (P) 1090.2 1068.4 27.76 -16.60 25.91 383 21 - 42
No.1 MDO Storage Tank 85.3 83.5 50.40 -10.20 18.41 2 57 - 64
HFO Service Tank (P) 131.7 129.1 42.50 -15.30 24.61 11 49 - 53
No.2 MDO Storage Tank 127.9 125.3 50.40 -8.08 18.41 8 57 - 64
HFO Settling Tank (P) 131.7 129.1 45.90 -15.30 24.61 11 53 - 57
MDO Service Tank 91.3 89.5 49.60 -12.33 18.41 6 57 - 62
LS HFO Service Tank (P) 131.7 129.1 36.55 -15.30 24.61 11 42 - 46
TOTAL 304.5 298.4 50.16 -9.95 18.41
LS HFO Settling Tank (P) 98.8 96.8 39.53 -15.30 24.61 8 46 - 49
TOTAL 8141.2 7978.4 40.60 0.31 23.72
1.13b Tank Capacity Tables (ii)
Lubricating OIL TANKS Miscellaneous TANKS

Compartment Volume Centres of Volume at 98% Compartment Volume Centres of Volume at 98%
VNET 98%VNET LCG TCG VCG TY Max Frame VNET 98%VNET LCG TCG VCG TY Max Frame
3
(m ) 3
(m ) (m) (m) (m) (m4)
3
(m ) 3
(m ) (m) (m) (m) (m4)
Main Engine LO Sump 78.5 76.9 29.71 0.00 2.33 44 27 - 46 Fuel Oil Overflow Tank 51.2 50.2 38.55 -3.29 2.89 99 41 - 50
Tank Oily Bilge Tank (Clean) 29.2 28.6 40.80 2.13 2.73 22 47 - 51
No.1 Cylinder Oil Storage 103.5 101.4 22.95 -10.20 25.94 38 26 - 30 Oily Bilge Tank (Dirty) 28.3 27.7 35.40 4.12 3.08 23 38 - 47
Tank
Sludge Tank 13.1 12.9 31.55 -3.94 3.29 10 34 - 41
No.2 Cylinder Oil Storage 103.5 101.4 19.55 -10.20 25.94 38 22 - 26
Bilge Holding Tank 43.2 42.4 18.75 0.00 2.90 74 19 - 26
Tank
Main Engine Air Cooler 6.2 6.1 29.95 3.80 3.37 3 34 - 38
Main Engine LO Storage 77.5 76.0 28.47 -10.20 25.94 28 33 - 36
Condensate Water Drain
Tank
Tank
Main Engine LO Settling 77.5 76.0 25.93 -10.20 25.94 28 30 - 33
Sewage Holding Tank 53.5 52.4 29.91 4.33 2.53 34 27 - 43
Tank
FO Separator Sludge Tank 11.3 11.1 44.05 -11.25 14.44 11 50 - 56
Generator Engine LO 4.3 4.2 30.17 -8.07 25.94 0 36 - 37
Settling Tank LO Separator Sludge Tank 10.8 10.6 38.5 -11.25 14.44 10 44 - 49
Generator Engine LO 12.9 12.7 30.17 -11.48 25.94 1 36 - 37 TOTAL 246.8 241.9 32.78 -0.14 3.89
Storage Tank
Turbine Oil Tank 8.6 8.5 30.17 -9.35 25.94 0 36 - 37
TOTAL 466.5 457.1 25.13 -8.48 22.02 Machinery Spaces
Compartment Volume Centres of Volume at 98%
VNET LCG TCG VCG Frame
Fresh Water TANKS 3
(m ) (m) (m) (m)
Compartment Volume Centres of Volume at 98% Engine Room 21495.6 21495.6 31.34 0.15 19.98 16 - 57
VNET LCG TCG VCG TY Max Frame Pump Room 3598.0 3598.0 49.22 0.00 13.38 51 - 64
3
(m ) (m) (m) (m) (m4) Steering Gear Room 3916.3 3916.3 3.54 -0.39 27.69 -8 -16
Fresh Water Tank (S) 202.9 202.9 11.25 12.92 27.51 106 12 - 16 TOTAL 29009.9 29009.9 29.81 0.06 20.20
Fresh Water Tank (P) 202.9 202.9 11.25 -12.92 27.51 106 12 - 16
Distilled Water Tank (S) 121.4 121.4 7.63 12.20 27.57 48 8 - 11
Stern Tube Cooling Water 108.5 108.5 11.83 0.00 6.63 38 9 - 17
Tank
Total 635.6 635.6 10.66 2.33 23.96
SECTION 2: Main Engine and Auxiliary Systems
2.1 Main Engine
2.1.1 Main Engine Details
2.1.2 WECS-9520 Engine Control
2.1.3 Main Engine Manoeuvring Control
2.1.4 Main Engine Safety System
2.1.5 Digital Governor
Illustrations
2.1.1a Main Engine
2.1.2a Common Rail Pump
2.1.2b Injection Unit Layout
2.1.2c Exhaust Valve Control
2.1.2d Starting Valve Control
2.1.3a Main Engine Manoeuvring System

Illustration 2.1.1a Main Engine
Doosan- Sulzer
7RT-Flex84T-D
Issue: Final Draft - November 2007 IMO No: 9323948 Section 2.1.1 - Page 1 of 11
2.1 Main Engine The engine is a single acting, two-stroke, reversible, diesel engine of crosshead Crosshead Bearing Oil System
design with exhaust gas turbocharging and uniflow scavenging. Tie rods bind
Two crosshead LO pumps, one working and one on standby, take suction from
2.1.1 Main Engine Details the bedplate, columns and cylinder jacket together. Crankcase and cylinder
the main LO supply to the engine and boost the pressure of the crosshead
jackets are separated from each other by a partition, which incorporates the
supply. The bottom end bearings are also supplied with LO from the associated
Manufacturer: Doosan-Sulzer sealing gland boxes for the piston rods. The cylinder liners and cylinder heads
crosshead, oil flowing down a bore in the connecting rod. The lubrication of
are fresh water cooled.
Doosan Heavy Industries, Korea crossheads and connecting rod bottom end bearings is made through articulated
Model: 7RT-Flex84T-D lever pipes.
The exhaust gases flow from the cylinders through the hydraulically operated
Type: Electronically controlled two-stroke, single-acting exhaust valves into the exhaust gas manifold. The exhaust gas turbochargers
direct reversible, crosshead diesel engine with two work on the constant pressure charging principle. Turbocharger Lubrication System
constant pressure turbochargers and air coolers
The turbochargers are supplied with lubricating oil from the turbocharger
Number of cylinders: 7 The charge air delivered by each turbocharger flows through an air cooler LO system. There are two turbocharger LO pumps, one operating and one on
Cylinder bore: 840mm and water separator into the common air receiver. Air enters the cylinders automatic standby. These pumps supply oil to the turbocharger bearings from
through the scavenge ports, via valve groups, when the pistons are nearly at the turbocharger LO service tank through a cooler and duplex oil filter.
Stroke: 3150mm
their bottom dead centre (BDC) positions. At low loads two electrically-driven
Output (CMCR): 40,005bhp (29,400kW) at 76 rpm auxiliary blowers supply additional air to the scavenging air space.
Direction of rotation: Clockwise looking from aft Cylinder Lubrication System
Fuel consumption: 124.0gm/bhp/h at 40,005bhp (76 rpm) The pistons are cooled by bearing lubricating oil, supplied to the crossheads Cylinder lubricating oil is supplied to each cylinder liner at points around the
Barred speed (critical): 34 to 41 rpm by means of articulated lever pipes. The thrust bearing and turning gear liner circumference, there being an upper row and lower row of lubricator
are situated at the engine driving end. The fuel and servo oil pumps for the quills. Lubricating oil from the cylinder lubricator pumps is distributed to
Maximum speed: 77.0 rpm
common rail fuel system and exhaust valve actuation are driven by gear wheels the separate rows of quills; the cylinder lubricator unit also acts to lubricate
Max speed 1 cylinder from the crankshaft. the exhaust valve spindle of the associated cylinder. The quills are fitted
cut-out: 61.0 rpm with accumulators which maintain oil pressure and control the injection of
The engine is started by compressed air, which is controlled by the electronic lubricating oil into the cylinder. Should the accumulator fail, the oil delivery
Turbocharger starting air system. In case of failure of the engine remote control system (from will no longer be controlled by the pressure within the associated engine
Manufacturer: Mitsubishi Heavy Industries Ltd., Japan the bridge or the engine room telegraph) the engine can be controlled from a cylinder but is controlled by the delivery stroke of the lubricator pump.
No. of sets: 2 local (emergency) control stand located at the forward end of the engine at
middle platform level. There is an ECR back-up control system which is linked A single electric motor drives all cylinder lubrication pump modules, there
Type: MET71SE11
with the local (emergency) control system. being two pump elements or plungers for each cylinder, one for the upper
quills and one for the lower quills. Oil is supplied by the pump plunger to a
General Description Lubricating Oil System (see Section 2.8.1, Main Engine Lubricating Oil progressive distributor block and the distributor block supplies the oil to the
System) associated lubricator quills. The oil supply from pump/distributor recharges
The Sulzer RT-Flex engine is essentially a standard long stroke Sulzer RTA the lubricator quill’s accumulator. The lubricator quill releases a quantity of
The engine lubrication system, with the exception of turbocharger and cylinder oil into the cylinder depending upon the cylinder pressure. When the pressure
low-speed two-stroke marine diesel engine except that, instead of the usual
lubrication, is supplied by one of two main pumps, which take suction from the at the quill injection point falls below the accumulator pressure oil flows into
camshaft and its gear drive, fuel injection pumps, exhaust valve actuator
sump tank and supply the main bearings. One of two crosshead pumps takes the cylinder through the quill. When the cylinder pressure rises above the
pumps, reversing servomotors, and all their related mechanical control gear, the
suction from the main pump discharge, after the automatic backflush filter and accumulator pressure the non-return valve in the quill closes and stops the flow
engine is equipped with a common-rail system for fuel injection and exhaust
supplies oil at increased pressure to the crosshead bearings and to the servo oil of oil to the cylinder. For each cylinder a piston distributor, with two outlets, is
valve actuation and full electronic (computer) control of engine functions. Two
pumps. The turbochargers have a separate lubrication system. fitted after the lower level distribution block and this allows part of the oil for
control oil pumps are provided near the engine local control stand and one of
these must always be operational in order to ensure that the common rail fuel one quill to be directed to lubricate the exhaust valve spindle.
and exhaust valve operation systems can function; both are operated at start- Main Bearing Oil System
up. Cylinder lubricating oil differs from the oil used for crankcase lubrication as
The engine main bearings and thrust block are supplied with lubricating oil by
it needs to neutralise the acid products of combustion, maintain an oil film at
the duty main lubricating oil circulation pump; there are two pumps, located
The engine is monitored and controlled by a WECS (Wärtsilä Engine Control conditions of high temperature and pressure, and keep the liner surface clean
at the aft end of the engine, one working and one on standby. The oil is cooled
System) - 9520 unit. This is a modular electronic system with separate at all times. It is essential that the correct cylinder lubricating oil is used for the
before supply to the engine. Oil from the main bearing system is also supplied,
microprocessor flex control modules (FCM-20) for each cylinder; overall type of fuel being burned. When the engine is operating for extended periods
via articulated lever pipes, to cool the working piston crowns. Main bearing
control and supervision is by means of separate, duplicated microprocessor on LSHFO advice should be requested from the engine manufacturer and the
and crosshead oil systems are interconnected, as the crosshead pumps take
control units. The cylinder microprocessor control modules are mounted on lubricating oil supplier.
suction from the main bearing LO supply line to the engine.
the front of the engine.
Lubricator pumps must be checked to ensure that they are operating correctly. The fuel supply pumps are driven by a camshaft via three lobed cams. The mixing/degassing tank is located at the FO booster pump suction and it also
The cylinder lubricator pump unit is located at the aft end of the engine at the three-lobed cams and the speed of the camshaft means that each pump makes takes a FO feed from the low pressure FO feeder pump which draws HFO
turbocharger level. Normal cylinder lubrication is load dependent and this is several strokes during a crankshaft revolution. There are four fuel supply pumps from the duty HFO service tank. From the FO booster pumps the HFO flows
controlled by the engine control system. The amount of cylinder lubricating and the output of the pumps is such that three pumps have the capacity to meet through the steam heaters and then to the supply manifold for the high pressure
oil going to each cylinder can be individually controlled. A manual lubrication full load needs of the engine; with only two pumps operational the engine load common rail supply pumps.
pushbutton is fitted to the pump unit and this allows for manual operation must be reduced below maximum. The common rail volume is such that the
during maintenance or when the control system is shut off. Cylinder lubrication fuel pressure remains constant throughout operation of the engine. The main engine is designed to operate on HFO during manoeuvring. All pipes
is normally automatically controlled via the engine control system. are provided with trace heating and are insulated. For reasons of safety, all
There are three fuel injectors fitted in each cylinder cover and high pressure high-pressure pipes are encased by a metallic hose. Any leakage is contained
Emergency cylinder lubrication is available and this is started at the cylinder fuel oil is supplied to these from the common rail. Each cylinder has its own and led to an alarmed fuel oil leakage tank. The engine may be operated on
lubrication starter panel. Under emergency lubrication load control of the injection control unit which controls the fuel supply to the injectors from the MDO if necessary.
cylinder lubrication is no longer available and the feed rate is set to 100% of common fuel rail. Each injection control unit has three rail valves and three
the normal lubrication output. The emergency cylinder lubrication should be injection control valves, one of each for each injector. The rail valve is an Starting Air System (see Section 2.10.1, Starting Air System)
switched on for a short period at least once each month in order to check that electrically operated spool valve which can be moved to each end of its casing
it is operational. When the cylinder lubrication pump is running in emergency by electrical signals from the WECS-9520. The spool valve acts as an open or The starting air system of the RT-Flex engine is similar to that of a standard
(manual) mode it must be stopped immediately the main engine is stopped in closed valve and when in the open position it directs control oil to the injection RTA engine except for the control of the cylinder starting air valves which is
order to prevent the risk of an explosion. control valve. The injection control valve opens and allows high pressure fuel incorporated in the WECS-9520 rather than a starting air distributor. Starting
from the common rail to pass to the fuel injector thus beginning fuel injection air is supplied to the engine starting air manifold from the starting air reservoirs
Cooling Water System (see Section 2.5.1, Main Engine Jacket Fresh Water at that injector. When the WECS-9520 signals the spool valve to close, the via the starting air shut-off valve. Individual cylinders are supplied with starting
Cooling System) injection control valve is closed and hence fuel injection stops. Control oil is air via branch pipes which have flame arresters.
supplied by the servo and control oil manifold at a pressure of 200 bar. The rail
The main engine jacket cooling water must be treated with an approved valves are bi-stable solenoid valves with a fast actuation time; the valve is not The cylinder starting valve is operated by pilot air and the pilot air valve is
cooling water inhibitor to prevent corrosive attack, sludge formation and scale energised for more than 4ms at any time. controlled electrically by the cylinder control module. The starting pilot air
deposits in the system. The main engine jacket cooling water system is classed valve is opened and closed directly by the flex control module (FCM-20) once
as the high temperature system and this is completely independent of the low The WECS-9520 controls the fuel injection system via the flex control modules every revolution at defined crank angles during the starting period. When the
temperature central cooling system except for the fact that the HT cooling (FCM-20) fitted at each cylinder. These not only regulate the start and end of engine has started the starting system is shut down.
water coolers are circulated with water from the LT system. There are two HT injection but also monitor the quantity of fuel injected. The fuel quantity sensor
cooling water circulation pumps, one set as the duty pump and the other as the measures the actual amount of fuel injected and this information is relayed to Cylinder Exhaust Valve
standby pump. HT cooling water is used as the heating source for the fresh the control system. The control system calculates any change in fuel timing
water generator. A jacket cooling water preheater is fitted and this is used to Each cylinder has a single exhaust valve centrally located in the cylinder cover.
required from the engine operating conditions and the actual fuel quantity
maintain the engine temperature when the engine is stopped or running at low The exhaust valve is hydraulically opened; it is closed by air pressure acting
injected. The functioning of the fuel injection system is monitored at each cycle
load; it may also be used for supplementary heating should that be necessary on the air piston, which is located below the hydraulic actuating cylinder.
and changes are made for the next cycle if necessary.
for operation of the fresh water generator. The system is maintained under When hydraulic pressure is applied to the actuating piston in order to open
pressure by the main engine jacket water buffer tank which is pressurised by the exhaust valve, the air trapped below the air piston is compressed. When
Operation of the rail valves is under the control of the WECS-9520, which can
compressed air. The buffer tank, and hence the main engine jacket cooling adjust the timing and quantity of fuel injection to suit operating conditions. the hydraulic opening pressure is removed the air pressure acts on the piston
water system, is replenished from the jacket cooling feed water and drain tank Normally all three cylinder fuel injectors, which are of the hydraulically to close the exhaust valve; this is known as the ‘air spring’. The space above
by means of a jacket water supply pump. actuated type, operate together but as they are independently controlled it is the air piston is vented and make-up air is supplied to the space below the air
possible for them to be programmed to operate separately. In the event of one piston, from the control air system, via a non-return valve, in order to replace
The main engine charge air and the main lubricating oil are cooled by water any leakage from the air spring cylinder.
of the fuel injectors or its actuation system failing, the engine may continue to
circulating in the low temperature cooling fresh water system and this is
operate with the remaining two injectors. At low engine speeds one or two fuel
describe in Section 2.5.2 of this machinery operating manual. The exhaust valve is fitted with a series of vanes on the stem, known as a
injectors may be cut out for each cylinder in order to minimise exhaust smoke.
The remaining operational fuel injector(s) operate at longer injection periods spinner. When the exhaust valve is opened exhaust gas escaping from the
Fuel Oil System (see Section 2.6.1, Main Engine Fuel Oil Service System) with the high fuel pressure maintained by the common rail. With injector(s) cylinder acts on the spinner and causes the valve to rotate. Rotation of the valve
cut out the operating injector(s) are changed over every 20 minutes in order to evens out the temperature of the valve and as the valve is still rotating when
The fuel oil is supplied to a common rail by the fuel supply pumps which are
prevent overheating of the cut out injector(s) and ensure that all injectors have it reseats, this creates a light grinding effect which removes deposits from the
driven from the crankshaft by a gear system. The fuel pumps are arranged in
a V form with two pumps in each bank. The pumps deliver pressurised fuel equal running. valve seat and valve face.
oil to a collector which then supplies the common fuel rail; this fuel rail is
maintained at a pressure of about 1,000 bar at full load (the actual pressure The fuel quantity delivered to the engine by the fuel preparation module is The cylinder flex control module (FCM-20) controls the exhaust valve opening
varies with engine load). All parts of the high pressure fuel system are sheathed considerably greater than is actually required by the engine, the excess fuel and closing. Hydraulic pressure for opening the valve comes from the servo
in order to prevent high pressure fuel from entering the engine room spaces. flows back to the mixing unit of the main fuel preparation unit. The fuel oil common rail. The servo oil common rail is pressurised to a pressure of 200
bar by the servo oil pumps which are driven by the same gear drive system A high air temperature accompanied by an increased air pressure drop across detector head is fitted with indicator LEDs and checks must be made daily
as the fuel common rail pumps. The FCM-20 controls an exhaust rail valve the cooler, together with a reduced temperature difference between the cooling to ensure that these are functioning. If a detector head fails or transmits an
which then activates the exhaust hydraulic control slide valve and this directs water inlet and outlet, is indicative of fouling on the CAC air side. abnormal signal an alarm is activated.
hydraulic oil to and from the exhaust valve actuator unit. The servo oil acts on
the lower face of the free-moving exhaust valve actuator piston; as the piston The CACs must be cleaned according to the engine builder’s instructions
moves upwards, when servo oil pressure is applied, it exerts a hydraulic force and the frequency of cleaning will depend upon operating circumstances. Procedure for Preparing the Engine for Starting After a Short
on the exhaust valve piston and opens the exhaust valve. The turbocharger turbine and impeller must also be cleaned at intervals Shutdown Period
recommended by the engine builder or as operating circumstances dictate.
The hydraulic system connecting the upper face of the exhaust valve actuator Facilities are provided for in-service cleaning of the turbine and impeller and Before starting the engine, the checks and procedures mentioned below must
piston with the exhaust valve piston (the hydraulic pushrod) is filled with the engine builder`s cleaning instructions must be carefully followed in order to be followed. All components that have been overhauled should have been
engine bearing oil and a connection with the bearing circulation system ensures ensure effective cleaning and avoid engine damage. The turbocharger suction correctly re-assembled and fitted and their function checked. All devices,
that the space is always fully charged. This arrangement provides a complete filter must be maintained in a clean condition and the pressure drop across the cleaning rags and tools, which were used, must be removed from the engine; a
separation of servo hydraulic system and valve actuation/bearing lubricating filter differential pressure gauge will indicate when cleaning is required. thorough check must be made to ensure that no items have been left behind.
oil systems and enables the exhaust valves to be serviced without disturbing
the servo oil system. For supplying scavenge air when starting the engine or when running at low CAUTION
loads two electrically-driven auxiliary blowers are provided. These should Up until item o) in the procedure below, the shut-off valves at the starting
Charge Air System be selected for automatic operation and they will start prior to starting the air receivers to the main automatic starting air shut-off valve, must be
Charge air for combustion in the cylinders is provided by two exhaust gas engine or when the operating speed falls below a predetermined value. closed and the automatic starting air shut-off valve venting valve must
driven turbochargers. The turbochargers draw air from the engine room The auxiliary blowers will stop automatically when the engine speed rises be open.
through a filter and deliver it to the scavenge air receiver via a cooler and above a predetermined value and sufficient scavenge air is supplied by the
a water separator. The charge air is cooled by water circulating in the low turbochargers. a) Check the fluid levels of all the tanks in the engine systems
temperature fresh water central cooling system. Immediately after passing over including the leakage drain tanks.
the cooling elements in the scavenge air cooler the air flows through a water Scavenge Air Space Fire Fighting System
separator where water droplets are removed. It is essential that water droplets b) Check that all the shut-offs for the engine cooling water and
are removed from the charge air; any water droplets entering the cylinder with The engine is provided with a fixed water spray fire fighting system for the lubricating oil systems are in the correct position.
the scavenge air can remove the lubricating oil film from the cylinder liner, scavenge air spaces, water being supplied to the individual under piston space
resulting in excessive liner wear. Water entering the cylinder can also combine from the domestic fresh water hydrophore system. c) Open the air supply valves to the shipboard system and to the
with the sulphurous products of combustion and cause cold corrosion in the engine control air system.
cylinder system and uptakes. Oil Mist Detector
d) Prepare the fuel preparation unit; this will normally already
The charge air coolers (CACs) must be monitored closely whilst the engine be operating and circulating heated HFO as the generators are
Manufacturer: Kidde-Graviner, Slough, UK
is operating as the scavenge air temperature has a significant influence on operated on HFO supplied by this unit.
cylinder performance. The charge air temperature must be maintained at 40 No. of sets: 1
to 45°C during normal climatic conditions. In tropical waters the temperature Model: Graviner Mk 6 e) Start up the pumps for cylinder cooling water, bearing LO and
may be allowed to increase by 5°C but it must never be allowed to rise above crosshead LO and set the pressures to their normal values.
50°C. Each unit is fitted with individual detector heads which monitor the crankcase The piston cooling is part of the bearing lubrication system.
of the associated unit continuously. The control unit scans signals from the Ensure that the cylinder lubricator boxes are filled with oil.
High charge air temperature reduces the air density which can result in poor detector heads sequentially and all engine detector heads are scanned every 1.2 The engine cooling water should be preheated to about 60°C
cylinder combustion. A high air inlet temperature produces a high exhaust seconds. The system has an alarm priority so that an alarm condition at any and the lubricating oil should be preheated to about 35°C. The
temperature and there is a maximum allowed exhaust temperature. If the air detector head is responded to as soon as it occurs. turbocharger pump LO should also be started.
inlet temperature is too high then the engine output may have to be reduced
in order to maintain the exhaust temperature within set limits. Too low an air It is essential that the oil mist detector system is maintained in a full and
temperature can cause thermal shock in the cylinder. Note: If the engine has been stopped for only a short period the cooling
effective operating condition and that any alarms are acted upon immediately, and lubrication systems will have remained running and the temperatures in
A high air temperature and an increased temperature difference between as this instrument provides an essential safeguard against a crankcase explosion those systems maintained. Where maintenance work has been carried out on
cooling water inlet and outlet can indicate fouling of the CAC on the water which can have extremely serious consequences. Activation of the oil mist one or more cylinder units, the cooling water and/or the lubrication supply
side. detector initiates an automatic engine slowdown after sixty seconds. may have been cut off to the cylinder units concerned. It is essential that all
cylinder units are brought up to the same operating temperature by allowing
The duty engineer must test the functioning of the mist detector unit at least the cooling water and lubricant to circulate for sufficient time.
twice each day. Testing of the unit takes place at the control panel but each
f) Check to ensure that all system vents are functioning and that t) Open the control air supply shut-off cocks. The pressure gauges Procedure for Operating the Main Engine
systems are vented correctly. on the pressure gauge panel should now show the starting air
pressures (20 bar to 30 bar) and control air pressures (7.0 bar). Slow Turning
g) Switch on the WECS-9520 remote and engine control system. Turn by the Turning Gear
All breakers in the supply boxes must be closed and both of the Other gauges should be checked to ensure that they are reading the correct
The crankshaft can be turned at a slow rate using the turning gear as explained
green LEDs on the flex control modules (FCM-20) should be pressures. These are:
in the procedure for preparing the engine for starting after a short shutdown
illuminated.
• Air spring air (6.5 bar) period.
h) The FCM-20 yellow indicator LEDs should flicker indicating • Safety control air (6.5 bar)
that the connections are functioning properly. The FCM- Slow Turning with Starting Air
20 modules will function providing no red LEDs remain There should be an air supply from the board system via the pressure reducing
The crankshaft can be turned at about 5-10 rpm by releasing the starting air by
illuminated after the countdown process is completed. valve 23HA and a back-up supply from the starting air system via the pressure
a measured amount. This is initiated from the control room and will operate
reducing valve 19HA. These must be checked.
automatically during manoeuvring when a start is initiated after the engine has
i) Supply power and control air to the control box for the automatic
been at standstill for 30 minutes or more. The engine rotates on air at between
lubricating oil filter. u) Preselect the auxiliary blowers at the control panel; the blower
5 and 10 rpm until at least one full revolution of the crankshaft has been
switches at their starter panels must be set to AUTOMATIC.
completed. The fuel system is then released and the normal air start procedure
j) Prepare the servo and control oil system; start the duty control oil
commences.
system pump and check that the system pressurises correctly. v) Press the EMERGENCY STOP pushbutton on the control
panel and observe if the pressure in the fuel rail drops. After
The following conditions must be fulfilled before activating the slow turning
k) Prepare the fuel system at the engine and vent the fuel rail by this check, press the EMERGENCY STOP pushbutton again to
operation on air:
means of the vent function in the flexView programme. reset the system. The EMERGENCY STOP pushbutton locks
in when it is pressed and must be pressed again to release and • Turning gear is disengaged
l) Open and close each exhaust valve a few times using the reset.
• The WECS-9520 engine control system must be switched on
flexView in order to ensure complete venting of the exhaust
valve hydraulic actuators. (User Parameter, Function, “Exv.A/M w) Open the check cock of the main automatic starting air shut-off • Oil pumps are operating (bearing oil and crosshead oil)
Cmd”). valve for a short time and listen for the valve opening, it can be • The control oil pump must be operating
heard distinctly. Close the cock again.
• The control system is set on REMOTE at the selector switch in
m) Open the cylinder indicator cocks and using the turning gear turn
x) Set the engine control system to the ECR. The changeover the engine side control panel
the engine at least one full revolution to check that all running
gear is in order. Check if any water, oil or fuel has collected on pushbuttons must be activated and these must indicate which • Indicator cocks must be closed
the piston crown. Operate the cylinder prelubrication system. station has control.
• The handwheel on the engine starting air shut-off valve must be
set to AUTOMATIC
n) Take out the turning gear and secure it in the disengaged Note: Positive action is required at the local control stand for the setting of
position. the control position. The bridge cannot take control of the engine, it must be • Shut-off valves on the starting air receivers open
passed to the bridge from the engine room. • Air pressure for the exhaust valves air springs is correctly set
o) Shut the indicator cocks.
y) Check to ensure that no personnel are near the flywheel. • During slow turning, the cylinder lubrication must be switched
p) Check to ensure that all the crankcase doors are closed with all on
the clamps tight. z) Inform the bridge of the readiness to start the engine and obtain
permission to make a slow turn of the engine. When permission
q) Check the pressure in the starting air receivers and open their Slow Turning Function
is given press the MANUAL SLOWTURN pushbutton in the
drains until any condensate has been drained. ECR console. The engine will make one complete revolution
The procedure is similar to starting of the engine.
on slow turning. When the slow turn has been successfully
r) Open the drain and test valve on the air manifold until any water completed the engine is ready to operate and control can be
has been drained. The shut-off valve for the starting air is opened by the control valve; starting
transferred to the bridge.
air then reaches the cylinder starting valves. The flex control modules (FCM-
s) Close the starting air system vent valves and open the main 20) activate the pilot air solenoid valves so that the main cylinder starting
air shut-off valves on the starting air receivers. Turn the main air valves are opened and closed for short intervals only. This ensures that a
starting air supply shut-off valve handwheel to the AUTOMATIC reduced amount of starting air enters each cylinder and so the engine turns over
position. slowly.
When the control system senses that the engine crankshaft has completed one Procedure for Changing from Marine Diesel Oil to Heavy Fuel • Exhaust gas temperature before the turbines
revolution, the slow turning function is deactivated and the pilot air solenoid Oil
valves are energised for the full starting air period so that main cylinder starting A valuable criterion is also the daily fuel consumption, considering the calorific
air valves open for the full starting air admission period. The engine then starts If the engine is started on MDO it should be changed over to HFO/LSHFO value.
normally on full air pressure. operation as soon as it is running in a stable condition and the HFO/LSHFO
is heated in the HFO/LSHFO service tanks (there is a HFO service tank Note: Readings for exhaust temperature and other engine conditions (not
Procedure for Supplying Fuel to the Main Engine and a low sulphur HFO service tank). The three-way line valve to the fuel CFW or LO pressures and temperatures which are controlled externally) are
preparation module must be turned to HFO/LSHFO supply after the HFO or only valid for comparison with earlier values if they are taken under similar
The fuel preparation module supplies fuel to the main engine driven fuel LSHFO service tank has been prepared for operation and the water has been load and operating conditions.
pumps and these pressurise the common rail. The setting and operating of the drained from the tank. The viscometer will control the heating of the fuel in
fuel preparation unit is described in Section 2.6.1 of this machinery operating order to maintain the correct viscosity. Heating should take place gradually as 3) Leakage of cylinder air start valves can be detected by feeling
manual. The main engine may be operated on MDO or HFO (or LSHFO) but it HFO/LSHFO replaces MDO in the system; the fuel temperature rise should not the air pipes to the valves. Care must be exercised to ensure
is normally operated at all times on HFO/LSHFO, MDO only being used when exceed 15°C/min; temperature increase above this rate can result in seizing of that no injury will result from touching a hot pipe. If a pipe
flushing through prior to a prolonged stay in port or prior to work being carried the fuel pump plungers. Ideally the change of fuel should take place when the shows signs of burning paint then it is much too hot to touch
out on the main engine fuel system. If environmental circumstances dictate, the vessel is operating in open waters at an engine load not exceeding 75% CMCR and indicates serious leakage at the starting air valve. The
main engine may need to be operated on LSHFO. (Contract Maximum Continuous Rating); high engine loads will result in high engine should be stopped and the starting air valve replaced
fuel consumption and this can cause a fuel temperature change in excess of immediately. The faulty starting valve should not be used for
The fuel preparation module supplies fuel oil to the engine fuel pump suction 15°C/min. manoeuvring and if it cannot be replaced before the next arrival
rail and these pumps then supply high pressure fuel oil to the engine’s common in port, it should be isolated from the starting air system; this is
fuel rail. Excess fuel is always supplied to the fuel pump suction rail in order achieved by deactivating the air start pilot valve in the WECS-
Procedure for Changing from Heavy Fuel Oil to Marine Diesel 9520 and blanking the main air line to the faulty starting air
to ensure that the fuel pumps have sufficient fuel for all operating loads. Fuel
Oil valve.
not used by the engine is returned to the mixing/degassing tank of the fuel
preparation module. A pressure regulating valve at the fuel pumps releases
The change from HFO/LSHFO operation to MDO operation is essentially the 4) Main, crosshead and bottom end bearings are monitored for
excess fuel to the mixing/degassing tank; the fuel pressure at the engine fuel
reverse of that described above for changing from MDO to HFO/LSHFO. The temperature and any overheating is readily detected. In the event
pumps should be about 10 bar. This arrangement also ensures that when using
change to MDO should take place when the engine is operating at less than of oil mist being generated by a hot spot in the crankcase the oil
heated HFO/LSHFO there is a circulation of heated fuel to the engine system
50% CMCR. MDO will gradually replace HFO/LSHFO in the fuel system and mist detector alarm will sound.
and so the fuel system remains at the correct temperature. All fuel lines are
the viscometer will control the heater. When the temperature of the circulating
lagged and trace heated.
fuel oil falls to about 75°C the steam supply to the heater and the trace heating 5) Check all shut-off valves in the cooling and lubricating system
can be shut off. for correct position. The shut-offs for the cooling inlets and
When the engine is running on HFO/LSHFO the supply three-way valve must
be turned so that suction is taken from the HFO/LSHFO service tanks and outlets on the engine must always be fully open in service. They
serve only to cut off individual cylinders from the cooling water
not from the MDO service tank; trace heating must be applied to the system. Procedural Checks when Operating the Main Engine
The fuel preparation module must be operated so that the HFO/LSHFO in circuit during overhauls.
the system remains at the correct temperature to give the required viscosity at It is preferable to operate the engine at constant power. When the speed/load
the fuel pumps. The engine may be started on HFO/LSHFO but if the fuel in 6) When abnormally high or low temperatures are detected at a
has to be altered, it should be done as slowly as possible. During normal
the fuel system has been allowed to cool down, heated HFO/LSHFO must be water outlet, the temperature must be brought to the prescribed
running, regular checks have to be made and precautions taken which
circulated through the high pressure circuit of the engine for at least six hours normal value very gradually. Abrupt temperature changes may
contribute towards trouble-free operation. The most important of these are: 1)
before starting. Preheating of the fuel oil is controlled by the viscometer in the cause damage.
Frequent checks of pressures and temperatures.
fuel preparation unit. The viscosity of the fuel at the fuel pumps should be in
the range 13-17cSt for normal engine operation and the viscometer should be 7) The maximum permissible exhaust temperature at turbine inlet
2) The values read off the instruments should be compared with
set to a value in this range. must not be exceeded.
those given in the acceptance records and, taking into account
engine speed and/or engine power, they provide an excellent
8) Check combustion by observing the colour of the exhaust
yardstick by which the engine performance can be assessed.
gases.
The essential readings are:
9) Maintain the correct charge air temperature after the air cooler
• The load indicator position with the normal water flow. In general, higher charge air
• Turbocharger speeds temperature will result in poorer filling of the cylinder, which in
return will result in a higher fuel consumption and higher exhaust
• Charge air pressure
gas temperatures. The WECS-9520 will attempt to compensate 20) Check the pressure drop across the oil filters. Clean them if Manoeuvring
for this by adjusting the fuel supply to the cylinders. necessary.
Correct manoeuvring and increase in engine load up to service power, as well
10) Check the charge air pressure drop through the air filter and 21) The temperature of the running gear should be checked as decrease in load from the service power, is very important with the high
air cooler. Excessive resistance will lead to a lack of air to the by feeling the crankcase doors. Bearings, which have been power which can be developed by the main engine. Changing the load too
engine. overhauled or replaced, must be given special attention for quickly in the upper power ranges can result in increased wear and fouling,
some time after being put into service. Ensure that the oil mist especially of the piston rings and cylinder liners.
11) The fuel oil has to be carefully cleaned before being used. Open detector is functioning.
the drain cocks on all fuel tanks and fuel oil filters regularly for Slow load changes allow the piston rings to adapt themselves to the new
a short period to drain off any water or sludge which may still 22) Always keep the covers of the rail unit closed and secured when running conditions and therefore ensure optimum sealing. However, there
have collected there. Maintain the correct fuel oil pressure at the engine is operating. Ensure that the flexible pipes located must always be sufficient power available within a short time to ensure safe
the inlet to the fuel injection pumps. Adjust the pressure at the within the rail unit box are not being damaged by rubbing manoeuvring in ports and waterways.
injection pump inlet manifold with the constant pressure valve. against surfaces. Care must be taken to ensure that pipes and
cables are clear of hot surfaces such as fuel lines and trace Manoeuvring is the operation of leaving port until Full Away on Passage and
12) The HFO/LSHFO has to be sufficiently heated to ensure that its heating pipes. It is important that the temperature in the “Hot from the port approach until Finished with Engines. The manoeuvring range is
viscosity at the supply to the common rail fuel pumps is within Box” is maintained constant and at the desired high value. the speed range up to and including the manoeuvring speeds full ahead and full
the prescribed limits. astern. This range is divided into four manoeuvring stages with correspondingly
23) Listening to the noise of the engine will reveal any allocated speeds.
13) Determine the cylinder LO consumption. Extended service irregularities.
experience will determine the optimum cylinder LO consumption. Although there is no barred speed range it should be appreciated that if a
The engine builder’s figures for cylinder LO consumption when 24) When the quality of the fuel used changes the maximum cylinder has been cut out for any reason a barred speed range may exist at
the engine has been run-in should be taken as a guide, but it pressure in the cylinder at service power must be determined speeds where no barred range existed previously. The speed range will also
must be realised that although a lower cylinder oil consumption at the earliest opportunity and compared with the pressure differ depending upon which cylinder has been cut out. The engine builder
has lubricating oil cost advantages this could result in increased measured during the corresponding shop trial (speed, power). must be consulted as to what, if any, barred speed range may exist when a
cylinder liner and piston ring wear. The condition of rings and Fuels may have different ignition quality or CCAI (Closed particular cylinder is cut out.
liners may be observed through the scavenge ports when the Carbon Aromacity Index) and this can influence the time taken
engine is stopped. for the fuel to ignite when injected and so change the rate of Manoeuvring speeds are the same both ahead and astern, Full is 53 rpm,
temperature and pressure rise. High peak pressures produced Half is 33 rpm, Slow is 29 rpm and Dead Slow is 24 rpm. The engine has
14) The cooling water pumps should be run at their normal by burning a higher ignition quality fuel, without changing the a critical speed range between 34 and 41 rpm, but may be operated without
operating point, ie, the actual delivery head corresponds with fuel injection timing, can result in damage in the cylinders and restriction within the lower manoeuvring speed range provided that there are
the designed value. If the temperature difference between inlet at the top and bottom end bearings. Where excess or very low no restrictions imposed by the starting fuel limiter or the scavenge air limiter.
and outlet exceeds the desired value, pump overhaul should be combustion pressure is caused by a change in fuel, the fuel When increasing or reducing between half speed and full speed the Flex-view
considered. quality setting (FQS) in the WECS-9520 must be adjusted. software changes the engine speed smoothly through the critical range. The
engine control and manoeuvring system will respond to engine speed requests
15) The vents at the uppermost points of the cooling water spaces 25) Centrifuge the lubricating oil. Samples should be taken at but may restrict a rate of speed change due to engine operating conditions.
must be kept open to permit air to escape. regular intervals and sent ashore for analysis. The engine is designed to operate on heavy fuel oil at all times and control is
normally from the bridge. If required the engine may be controlled from the
16) Check the level in all water and oil tanks, as well as all the 26) Ensure that the scavenge space drains are open and that waste control stand in the engine control room console. The engine manoeuvring
drainage tanks of the leakage piping. Investigate any abnormal oil in the scavenge space drains freely. system has control of the engine when in bridge or ECR control, the operator
changes. passing speed and direction requests to the control system which adjusts the
27) Periodically check the lubricating, control, servo and fuel engine controls. It is possible to manually manoeuvre the engine from the
17) Observe the condition of the cooling water. Check for oil oil systems for leaks. Any leak must be attended to as soon Local (Back-up) engine control stand which is located at the middle platform
contamination. as possible. The servo and control oil comes from the main on the port side forward; a back-up manoeuvring panel is also located in the
bearing LO system and it is essential that the filtration of this ECR console. Operation of the manoeuvring systems is described in Section
18) Check the charge air receiver drain sight glass to see if any water oil removes all solid impurities, otherwise damage to rail valves 2.1.3 of this machinery operating manual and operation of the Local (Back-up)
is draining away and if so, how much. Water should drain from can occur. Clean LO for all systems is essential. manoeuvring system is described in Section 5.2.
the water separator at the exit from the scavenge air cooler.
19) Drain the scavenge spaces. Check the drains daily to see what
liquid flows out along with the charge air.
Increasing the Power up to Sea Speed and Decreasing to Procedure for Stopping the Engine Procedure for Running-In New Cylinder Liners and Piston
Manoeuvring Speed Rings
Under normal circumstances the load on the engine should be reduced gradually.
The engine load should only be increased and decreased gradually over a certain The engine may be stopped from any of the normal control positions, ie, the The purpose of the running-in procedure is to enable the rings and liners
time span usually 40 to 50 minutes, between full manoeuvring power and full bridge, the engine control room or the local manoeuvring stand. to reach operating conditions as quickly as possible with the rings bedded
service power. However, this time span may not be less than 30 minutes when correctly with the liner. This ensures that the rings achieve a good seal against
increasing the load and 15 minutes when decreasing. The load programme will In an emergency the engine can be stopped by pressing the EMERGENCY the liner.
automatically adjust the engine load and speed during this operation, but it STOP pushbutton located on the bridge control panel, the ECR engine control
must be appreciated that a gradual change is important to ensure that the engine panel or at the local manoeuvring stand. The WECS-9520 reacts by shutting Before starting the engine fitted with a new liner and piston rings the following
systems are not overloaded and can react correctly to the change in operation. off fuel injection. checks must be made:
It must also be appreciated that the ship will travel for some distance when
changing from full sea speed to manoeuvring speed and allowance must be a) Carry out the normal prestart engine checks.
Procedures After Shutting Down the Engine
made for this by those responsible for navigation.
b) Check condition of piston rings and liners through the scavenge
After the engine has been stopped, the cooling water and lubricating oil pumps
In case of an emergency manoeuvre, all the restrictions specified above are ports and check for signs of condensation and oil leakage.
should be left running for at least a further 20 minutes in order to allow the
lifted, ie, the full power of the engine can be called upon when necessary,
temperatures to equalise. The pistons are cooled by lubricating oil from the
because the safety of the vessel has first priority. c) Check the charge air cooler for contamination.
main bearing system. These media should not be cooled down below their
normal inlet temperatures.
Note: A firm system of instructions between the bridge and engine room d) Ensure that the charge air water separator is clean and
must be established for calling for emergency manoeuvring if the engine operational.
The starting air supply has to be closed as soon as possible after stopping the
room is in control of the main engine. These instructions and the means by engine, ie, shut the main starting air supply valves on the starting air receivers
which they are applied must be fully understood by everyone concerned e) Ensure that the charge air receiver drains are open and that the
and open the line venting valve.
with manoeuvring, on the bridge and in the engine room. The nature of an high level alarm is functioning.
emergency procedure is such that engineers have to respond immediately The indicator cocks in the cylinder heads are to be opened and the turning gear
and have no time to ask what the procedures mean. All involved in the f) Set the cylinder lubricator feed at the required rate. Care must
engaged.
manoeuvring and control of the propulsion machinery must be instructed in be taken when setting the cylinder lubricators in order to ensure
the emergency procedures upon joining the ship. that all lubricator quills are operational and that the correct
For post-lubrication, the crankshaft must be turned using the turning gear for
quantity of oil is directed to the cylinder. Prelubrication of the
three full revolutions.
cylinders should take place before the engine is started.
Operation at Low Loads
Where possible, keep the cooling water warm in order to prevent the engine
When running the engine operate as follows:
from cooling down too much, this is achieved by operating the jacket preheater.
In addition to the indications for normal operation, note the following:
Individual cylinder units may be isolated and drained should there be a need for
• Auxiliary blowers are switched on a) The load-up programme should not be faster than the running-in
maintenance work on particular cylinder units.
programme indicated in the engine manual.
• Keep the fuel temperature at the upper limit
Turn the engine, at intervals, through several revolutions with the indicator
• Keep the jacket cooling water temperature as high as possible b) During running-in the fuel supply must be limited to a load
cocks open, using the turning gear, (possibly done daily in damp climates).
within the normal range indicated by the manufacturer. Attention must be paid to the
Do this with the lubricating oil pump running and operating the cylinder
instructions of the manufacturer at all times, especially when
• Keep cooling water temperature to air coolers as high as possible lubricating system at the same time. After completing this procedure, ensure
using coated rings as the properties of these differ with the type
while still maintaining normal flow that the pistons come to rest in a different position each time.
of coating.
• Careful treatment of the fuel oil is of great importance
Repair all the defects detected in service (leaks, etc).
c) Check the condition of the running surfaces of the rings and
• Check that the WECS-9520 is operating the fuel injection
liner occasionally. With the engine stopped the condition can be
nozzles in sequence Follow all the safety regulations when carrying out repair work or any
checked through the scavenge ports.
overhauls, which are due.
The cylinder lubricating oil quantity is automatically adapted to the lower load.
When running-in the fuel must be the same as for normal operation. If the
The lubricating oil quantities are regulated in accordance with engine load. The WECS-9520 system must remain switched on if the engine is to remain in
engine must be started on MDO the change to HFO/LSHFO must be made as
a manoeuvrable condition.
soon as possible.
Cylinder lubricating oil should be that which is normally used for the engine. • Individual cylinder lubricating quills are not working gas temperatures and by monitoring the temperature of the
If the fuel has a sulphur content below 0.15% it may be necessary to use a low scavenge space doors.
• Damage to the running surface of the cylinder liners
alkaline cylinder oil; the use of fuel with sulphur content below 0.15% is not
recommended unless the advice of the engine builder and cylinder oil supplier e) A water spray fire extinguishing system is provided for the
If one or more of these operating conditions prevail, residues, mainly consisting
has been sought and advised adjustments made. Environmental reasons may scavenge spaces, and this should be used as required in order to
of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the
dictate the use of LSHFO or MDO. extinguish a persistent fire.
following points:
The running-in programme advised by the engine builder must be followed. • Between piston rings and piston ring grooves f) After the fire has been extinguished, the cause of the fire must
This allows for different cylinder oil feed rates for different periods of time on • On the piston skirts be established and rectified. Any damage to the engine must be
different engine loads. The running-in period covers 500 hours. If in doubt the corrected, the scavenge space cleaned and all water removed in
engine builder should be consulted. • In the scavenge ports order to prevent corrosion.
• On the bottom of the cylinder jacket (piston underside)
During normal engine operation attention must be paid to cylinder lubrication Checks made on the engine after stopping following the extinguishing of
to ensure that cylinder liner/piston ring wear is not excessive; the cost of a scavenge fire should include: Cylinder liner running surface, piston and
cylinder lubricating oil is high and a careful balance must be made between Causes of Fires in Scavenge Air Spaces piston rings, air flaps in the scavenge air receiver (to be replaced if necessary),
oil costs versus liner/ring costs and maintenance. Only approved cylinder The blow-by of hot combustion gases and sparks which have bypassed the possible leakages, piston rod gland, fuel injection nozzles.
lubricants must be used. piston rings between piston and cylinder liner running surface, enter the space
on the piston underside. After a careful check and any necessary repairs, the engine can be put back on
load with cut-in fuel injection and automatic cylinder lubrication.
Fouling and Fires in the Scavenge Air Spaces Backflow at piston BDC, when the gas pressure is higher than the charge air
pressure, can cause increased contamination of the scavenge air spaces. Should a stoppage of the engine not be feasible and the fire has died down, the
The principle cause of fouling is blow-by of combustion products between fuel injection can again be cut-in, the load increased slowly and the cylinder
piston and cylinder into the scavenge air spaces. The fouling will be greater if lubrication brought back again to the normal output. Avoid prolonged running
Leaking piston rod gland sealing rings and blocked scavenge space drains
there is incomplete combustion of the fuel injected (smoking exhaust). with increased cylinder lubrication.
result in an increase of system and cylinder lubricating oil in the scavenge
spaces and hence an increased risk of fire. The scavenge air spaces must be
Causes of Poor Combustion: checked frequently, weekly when possible, and cleaned as required. Preventive Measures
• The fuel injectors are not working correctly; this may be due to As can be seen from the causes, good engine maintenance goes a long way to
carbon trumpets on the nozzle tips Indications of a Scavenge Fire safeguarding against fires in the scavenge air spaces.
• The fuel is at too low a temperature • Sounding of the respective temperature alarms
The following measures have a particularly favourable influence:
• Incorrect fuel injection timing • A considerable rise in the exhaust gas temperatures of the
• Use of correctly maintained fuel injectors and keeping the air
cylinder concerned and a general rise in charge air temperature
• Operation with a temporary shortage of air during extreme and gas passages clean
variations in engine loading and with the charge air pressure • The turbochargers may start surging
• Optimum adjustment of the fuel injection timing for low
dependent fuel limiter in the governor set too high load operation (WECS-9520); checks to be made that this is
• Overloading Fire Fighting Measures taking place together with alternate use of fuel injectors on the
a) Reduce engine power. cylinders when on low load
• Insufficient supply of air due to restricted engine room
ventilation • When running continuously at reduced load, check the cylinder
b) Cut out the fuel injection on the cylinder concerned; this is a lubricating oil feed rate and readjust if necessary
• Fouling of the air intake filters and diffuser on the air side of a function in the WECS-9520.
• The permanent drain of residue from the scavenge spaces must
turbocharger
always be checked. To prevent accumulation of dirt, the drain
c) Increase lubrication to the respective cylinder.
• Fouling of the exhaust gas boiler, the air cooler, the air flaps in cock on the collector main must be opened for a short time each
the charge air receiver and of the scavenge ports day
d) The fire should be extinguished naturally after 5 to 15 minutes
but if it has not, steps must be taken to ensure that the fire is
Causes of Blow-By of Combustion Products: extinguished as engine damage and the risk of a crankcase
explosion is presented by a fire in the scavenge space. The
• Worn, sticking or broken piston rings extinguishing of a fire can be verified by checking the exhaust
Prevention of Crankcase Explosions Measures to be Taken When an Oil Mist Detector Alarm Has k) Start the engine. Ensure that the oil mist detector is functioning
Occurred and has been calibrated. After running for about 30 minutes,
The oil mist in the crankcase is inflammable over a very narrow range of stop and feel-over (turning gear engaged). Look for oil mist.
mixture. Weaker or richer mixtures do not ignite but within the explosion range a) Do not stand near crankcase doors or relief valves or in corridors Especially feel-over the sliding surfaces, which caused the
a serious explosion can occur. The common factor in all crankcase explosions near doors to the engine room casing. An explosion can result overheating. There is a possibility that the oil mist is due to
is the presence of a ‘hot spot’ such as hot engine components due to a wiped in hot gas and flame passing out of the engine room space into atomisation of the circulating oil, caused by a jet of air/gas,
bearing, rubbing piston rod gland, gear wheel drive, or even a scavenge fire. accommodation areas. eg, due to the following: Stuffing box leakages (not airtight)
The hot spot vaporises the oil locally and this oil vapour condenses to form or blow-by through a cracked piston crown or piston rod
very fine mist-like droplets. When the mist/air ratio passes the lower explosion b) Reduce speed to slowdown level, if not already carried out (with direct connection to crankcase via the cooling oil outlet
limit, an explosion can occur and the mist/air mixture is generally ignited by the automatically. Ask the bridge for permission to stop. pipe). An oil mist could also develop as a result of heat from
same hot spot which vaporises the oil. This explosion is the primary explosion a scavenge fire being transmitted down the piston rod or via
and the severity depends upon how much mist is present. The pressure resulting c) When the engine STOP order is received, stop the engine. Close the stuffing box. Hot air jets or flames could also have passed
from the explosion lifts crankcase relief doors and a partial vacuum then occurs the fuel oil supply. through the stuffing box into the crankcase.
in the crankcase; air enters the crankcase through badly seated relief doors or
other openings. The shock wave produced by the primary explosion breaks d) Switch off the auxiliary blowers. The oil mist detector panel is located in the engine control room. The panel is
down the mechanically produced oil droplets in the crankcase into much finer situated on the inboard bulkhead, just forward of the entrance door from the
mist like droplets. A new oil mist/air mixture is then present and this can be e) Open the stores hatch, leave the engine room, lock the casing stairwell from the accommodation.
ignited by the hot spot producing a secondary, much more severe explosion. doors and keep away from them.
Vibration Damper
A secondary crankcase explosion may or may not occur after a primary f) Prepare the fire fighting equipment.
explosion. Much depends upon the strength of the primary explosion, the The engine is fitted with an axial vibration damper of the viscous fluid type.
ability of the shock wave to produce finer mist like oil droplet, and upon the g) Do not open the crankcase until at least 20 minutes after This should not require any attention during operation of the engine but its
ability of a fresh air charge to enter the crankcase. stopping the engine. When opening up, keep clear of possible functioning is critical to the safe operation of the engine. The axial vibration
spurts of flame. Do not use naked lights and do not smoke. damper reduces the longitudinal, or axial, vibration of the crankshaft which, if
The engine is equipped with a Kidde-Graviner Mark 6 oil mist detector, which it occurred, could result in bearing damage and failure of engine components.
constantly monitors concentration of oil mist in the crankcase and triggers an h) Stop the lubricating oil pumps. Open all the doors on one side of An axial vibration monitor is fitted and this has an indicator which displays the
alarm if the mist exceeds the density limit. The oil mist detector is able to detect the crankcase. Cut off starting air and engage the turning gear. peak to peak displacement. A high axial vibration level can be set to trigger an
mist concentrations of 3% of the lower explosion limit, thus ample warning alarm and also to initiate an engine slowdown. The duty engineer should check
should be given of a dangerous situation. However, mist may be accumulating i) Carry out a complete inspection of the crankcase regions the monitor daily to ensure that it is functioning correctly.
away from the mist detector sampling points and action should be taken to (including the thrust block) in order to locate the hot spot. Feel
slow or stop the engine when a mist detector alarm has been activated; this will over by hand and visually inspect all the sliding surfaces (bearings,
normally happen due to the automatic slowdown system fitted. thrust bearing, piston rods, stuffing boxes, crossheads, telescopic
pipes, chains, vibration dampers, moment compensators, etc) for
signs of overheating. Look for bearing metal, and discolouration
caused by heat (blistered paint, burnt oil, oxidised steel). Keep
possible bearing metal found at the bottom of the oil tray for
later analysis. Prevent further hot spots by preferably making a
permanent repair. Ensure that the respective sliding surfaces are
in good condition. Take special care to check that the circulating
oil supply is in order.
j) Start the circulating LO pumps and turn the engine by means

of the turning gear. Check the oil flow from all bearings, spray
pipes and spray nozzles in the crankcase, gear wheel case and
thrust bearing. Check for possible leakages from pistons or
piston rods. Check that oil is flowing from all bearings and that
the supply pressures are correct.
WARNING
Special Dangers Around the Main Engine
Keep clear of spaces below loaded cranes.
The opening of cocks may cause discharge of hot liquids or gases.
The dismantling of parts may cause the release of springs.
The removal of fuel valves or other valves in the cylinder cover may
cause oil to run onto the piston crown. If the piston is hot an explosion
may blow out the valve.
When testing fuel valves do not touch the spray holes as the jets may
pierce the skin.
Beware of high-pressure oil leaks when using hydraulic equipment,

always wear protective clothing.
Arrange indicator cocks with the pressure relief holes directed away
from personnel, wear goggles when using the cylinder indicator.
Do not weld in the engine room if the crankcase is opened before it is

fully cooled.
Turning gear must be engaged before working on or inside the engine

as the wake from other ship’s in port or waves at sea may cause the
propeller to turn. Also, isolate the starting air supply. When personnel
are working on the engine, only those engaged in the particular task
should be able to operate the engine turning gear. Notices must be placed
at the turning gear starter to indicate that personnel are working on the
engine.
Use gloves when removing O-rings and other rubber/plastic based

sealing materials which have been subjected to abnormally high working
temperatures as they may have a caustic effect.
2.1.2 WECS-9520 Engine control System The remote control processes the engine telegraph command with internal Alarm Monitoring System
settings (scaling, load program, etc) to a speed reference signal for the
governing system. The monitoring system receives alarm messages, divided in two groups:
RT-Flex Control Systems Overview
• Some general failures alarm signals are hard-wired for the
The RT-Flex engine control is shared between the WECS-9520 internal engine FlexView following general failures:
control and the external propulsion control systems which comprise the remote • Leakage alarms at the rail unit, supply unit and the injection
control system, the safety system, the electronic governor and the alarm The FlexView software allows the operator to communicate with the WECS components
monitoring system. and enables the operator to see operating parameters as required.
• Fuel pressure actuator failure
Electronic Governor System • Fuel pump outlet temperature deviation monitoring

WECS-9520 Engine Control System
• Servo oil flow monitoring
The WECS-9520 is the core engine control, it processes all actuation, regulation The Kongsberg electronic governor system (see Section 2.1.5) supplies the
• WECS power supply monitoring
and control systems directly linked to the engine: fuel command for the WECS-9520 and regulates the engine speed. The fuel
command is calculated from the speed reference signal of the remote control • Other WECS failure signals are transmitted via redundant
• Common rail monitoring and pressure regulation (module) bus connection; the standard WECS-9520 execution
system in relation to the engine load. The fuel limiter in the governor system
• Fuel injection, exhaust valve and starting air valve control and limits the fuel command depending on the actual engine speed and the charge uses a Modbus interface to send failure messages to the AMS
monitoring air pressure in order to avoid engine operation beyond the propeller law curve; via the WECS modules FCM No.3 and No.4.
• Interfacing with the external systems via the CANopen or these features are designed to prevent smoke and restrict torque to the normal
range.
MODbus WECS Failures on the Alarm Monitoring System
• Engine performance tuning, IMO setting and monitoring
Engine Safety System Five different groups of WECS failures are transmitted via the CAN/Modbus
The WECS modules are mounted directly on the engine and communicate via to the alarm monitoring system:
an internal CAN-bus. Operator access to the WECS-9520 is integrated in the The Kongsberg engine safety system (see Section 2.1.4) activates slowdowns • Passive Failures. Failures of redundant sensors, busses or
user interface of the propulsion control system. The manual control panels and and shutdowns in case of overspeed or other abnormal conditions of the engine components
the FlexView system allow for additional communication with the WECS. or its auxiliary equipment. The functions of the RT-Flex engine are similar to
the conventional RTA engines, with some different/additional functions. The • Common Failures. Cylinder unit failures without redundancy or
Each engine cylinder has its own module for all cylinder related functions; all WECS-9520 uses redundant BUS communication with the safety system. The common system failures that do not cause any speed reduction
common functions are shared between the cylinder modules. engine safety system (not the WECS-9520) directly activates the hard-wired • Cylinder Failures. Any cylinder unit failures that cause a
emergency stop solenoid to depressurise the fuel common rail. slowdown via the AMS
External Engine Systems Remote Control and Monitoring The engine safety system delivers the following digital outputs to the WECS • Rail Pressure Failures. Common rail pressure failures that
System via the CAN Module Bus: cause a slowdown via the AMS
• Inverted main bearing shutdown signals for starting and dry- • WECS Critical Failures. System critical failures that cause
The Kongsberg remote control system (see Section 2.1.3) is the operator immediate stopping of main engine and can not be overridden
running protection of the control oil pumps
interface to the engine allowing four manoeuvring commands to the WECS- by the safety system.
9520: • Shutdown signals to the WECS in order to activate WECS
internal shutdown responses
• Start (including air braking) WECS-9520 Functional Design
• Stop WECS failures which require speed reduction are activated through the Alarm
Monitoring System (AMS) to the Engine Safety System. The WECS-9520 system is built with a single multifunctional electronic
• Ahead module FCM-20 (Flex Control Module 20). There is one FCM-20 for each
• Astern cylinder and these are mounted in a cabinet (E95) below the rail unit.
• Air Run
An additional online spare FCM-20 module is located in the Shipyard Interface
• Slow Turning Box (SIB - E90).
• Slow Turning Failure Reset
The FCM-20 modules communicate with each other by means of a fast internal
CANopen system bus. Additionally each module has two module buses
(a CANopen bus and a MODbus) which are used for communication with Manual Control Panels • AUX BLOWER STOP
external systems (such as the propulsion control system and the alarm system),
Stops blowers during automatic mode only if the engine is not
back-up control panels and actuators. There are WECS-9520 Manual Control panels in the engine control room running. In manual mode it stops the blowers at any time.
console and at the engine local control stand.
• SPEED CONTROL MODE
FCM-20 Hardware
The manual control panel has a four-line display and 15 pushbuttons. Each of • REMOTE CONTROL MODE
There are high and low power connections on the FCM-20 modules. On the the pushbuttons activates a particular manoeuvring function and most are fitted
upper left-hand side of the FCM-20 modules are the interface plugs for the • ECR MANUAL CONTROL
with an indicator LED.
high/pulsed power outputs and on the lower right there are the interface plugs • LOCAL MANUAL CONTROL
for the low power signals and the data buses. The display provides information necessary for operation of the engine and
this includes: Select Speed or Fuel Control mode. Speed or fuel commands are set by means
LEDs indicate I/O condition. Some of these LEDs change their colour
in the event of failures or short-circuits. Blink codes give detailed failure • Speed and / or Fuel Command of the Speed/Fuel Oil dial on the ECR or local control manual panels.
information. • Start interlocks
The last command is stored when changing over control between one manual
• Safety events (SHD, SLD, OVSPD) panel to other manual panel or when changing from remote to manual
FCM-20 Module Functions control.
• Rail pressures
The internal FCM-20 functions within the WECS-9520 can be separated in • Engine speed Speed control mode is only possible, if the speed governor system in the
two groups:
• Fuel rail pressure Propulsion Control System and the bus connection is operational.
• Servo oil pressure • SAFETY SYSTEM RESET
Common Functions
• Control oil pressure Resets shutdowns on the safety system.
• Fuel oil and servo oil rail pressure regulation and monitoring,
• SHD OVERRIDE
control oil pump control The following pushbuttons are fitted in the manual control panel:
Overrides shutdowns if pressed once, the next pressing of this
• Storage and processing of tuning data (IMO, engine-specific • START AHEAD releases an override (the red LED indicator in the pushbutton is
and global settings)
• STOP illuminated when the shutdown override is active).
• Internal WECS monitoring (power supply, software watchdog,
• START ASTERN • SOUND OFF ALARM ACK
CRC and hardware checks)
Resets the audible alarms from the safety system and slow
• Calculation and processing of common control variables (VIT, Starting air is released when the START AHEAD or START ASTERN turning failures on this panel. If the ACK. pushbutton is pressed
VEC, VEO, engine state) pushbuttons are pressed. The engineer must decide when and for how long for more than 5 seconds, the WECS-9520 software information
• Interface to propulsion control system and to back-up panels in starting air or braking air is supplied. and all necessary IMO check values are indicated in the screen
the ECR and at the local control stand • AIR RUN display until the button is pressed again.
• Failure indications with information from the module LEDs Releases starting air in the ahead direction to turn the engine
• Auxiliary blower request at low charge air pressure over on air, as long as the pushbutton is pressed.
• SLOW TURNING
Cylinder Related Functions Releases a Slow Turning sequence. Slow turning failures are
indicated in the display. Reset a slow turning failure by pressing
• Engine start, fuel injection and exhaust valve control according
the pushbutton again.
to settings in the data container and commands and parameters
received across the CANopen System bus • AUX BLOWER PRESEL
• For synchronising the valve control timing with the crank angle, Pre-selects blowers for automatic mode; start / stop depends on
each FCM-20 module reads and processes the crank angle actual charge air pressure. Blowers may be started manually, if
signals from the SSI-Bus and calculates engine speed, crank both charge air sensors fail. The display indicates ‘Aux. Blower
angle and rotational direction the engine cylinder Man. Ctrl. / No Blowers Running’.
WECS-9520 Hardware Crank Angle Detection The two last FCM-20 are clock bus masters (eg, No.6 and No.7). No.6 FCM-20
supplies clock pulses to sensor 1 and the other modules on bus 1. No.7 FCM-20
Rail Valves Without a direct mechanical crank angle transmission to the control elements supplies clock pulses to sensor 2 and the other modules on bus 2.
The rail valves are ultra-fast switching (approximately 2ms) electro-hydraulic for fuel injection and exhaust valves, it is necessary to measure the actual crank
solenoid valves. Due to the high actuation current and the thermal load on the angle electrically. The crank angle sensors for the WECS-9520 have an absolute Signals from both crank angle sensors are processed and checked for errors
solenoid coils they may not be energised for more than 4.5ms. This ‘on’- time angle resolution, therefore the exact crank angle value is present immediately within each FCM-20.
is sampled, monitored and limited by the WECS-9520. after powering-up (without having to initialise the angle transmitters before a
vacant output is present). Sensor angle values are compared with TDC pulse signals from a pick-up on
Rail valves are bi-stable, ie, the selected position remains until counter- the flywheel. If the TDC signal does not match with a sensor’s crank angle
direction is set by WECS. Two crank angle transmitters are connected with serrated belts to a specially sector around 0°, a common failure or a critical failure (engine stops) is
designed drive shaft. This application prevents transmission of axial and radial initiated by the WECS-9520 (depending on the deviation angle).
After installing or replacing a bi-stable valve, its position open/close is crankshaft movements to the sensors.
unknown. To make sure the valves are always in the safe ‘No injection’ and The final master angle value is calculated from the measured angles and used
‘Exhaust valve closed’ position when the engine is stopped, the WECS-9520 Each sensor transforms angle data from an optical code disk into a bit frame. to determine crank angle, engine speed and direction of engine rotation.
sends set pulses to all rail valves in regular intervals (approximately every 10 The FCM modules read these bit frames from a SSI bus (Synchronous Serial
seconds). Interface Bus).
Any failure or sticking of a rail valve will result in defective operation of the In order to synchronise the messages between the FCM-20 modules and CA-
fuel injector or exhaust valve. The fault will be recognised by the WECS which sensors (crank angle sensors), each SSI bus has an own clock bus, the bit
will initiate an engine slowdown and activate an alarm. frames are sent via the data bus.
Illustration 2.1.2a Common Rail Pump
FCM-20
Servo Supply
200 bar
Volumetric
Cylinder Injection
Control
7 6 5 4 3 2 1
Common Rail (1000 bar)
Key
Fuel
Fuel Oil
Fuel Injection Control Injection Deadtimes To avoid thermal stress to cylinder liners, the active fuel injectors are cycled
every 20 minutes. Cycling from one fuel injector to another is done with 30
For a number of reasons there are delay periods in the operation of all items in
The RT-flex engine uses a common rail fuel system in which all cylinders seconds time delay between each cylinder to prevent speed from dropping
the fuel injection system.
are supplied with high pressure fuel from a common fuel rail. The fuel rail down during nozzle transition. When a new relatively cold fuel injector takes
is pressurised by means of a number of reciprocating fuel pumps driven over injection, smoke emission increases for a short period until injector
The time elapsed between the injection command being issued by the WECS
by the engine crankshaft through a system of gears. The common fuel rail operational temperature is reached.
and the initial movement of the fuel quantity piston is the injection begin
is maintained at a constant pressure throughout engine operation. The fuel deadtime. Similarly at the end of the injection period the fuel quantity piston
injectors of each cylinder are supplied with fuel, with the correct timing, by a does not stop immediately and this return deadtime must be allowed for by the
cylinder volumetric injection control unit which is activated by servo oil and
Fuel Quality Setting (FQS) and Variable Injection Timing
WECS when determining when to issue an injection end signal. No operator (VIT)
controlled by the cylinder’s FCM-20. action is required as the WECS determines what deadtime correction is
required for each cylinder at each piston stroke. FQS: Fuel Quality Setting is the manual offset for the injection timing due
Injection Control (Volumetric Injection Control) to the variation in fuel ignition quality. This is a factor of the fuel and not the
Each FCM-20 calculates the necessary injection timing for its own cylinder Low Load Operation engine.
by processing the crank angle signal and the fuel command received from the
speed control. At low engine load the WECS-9520 cuts out one or two of the three fuel VIT: Variable Injection Timing is the advance or retarding of fuel injection
injectors per cylinder. This is used to avoid visible smoke emission and to according to engine load for optimised fuel consumption and NOx emission.
Normal Operation reduce fuel consumption.
The VIT angle calculation for the RT-Flex depends on speed (rpm), charge
Some degrees before the piston reaches TDC, the FCM-20 calculates the During any fuel injection the pressure of the injected fuel can only be controlled air pressure and the (new) fuel rail pressure. The (new) fuel rail pressure
correct injection begin angle, taking VIT and FQS into consideration. Further a after an initial peak. Injecting a certain fuel volume with one fuel injector takes compensates for the differences in injection timing resulting from different
deadtime is added to compensate for the time-difference between the injection longer than with two or three fuel injectors. This longer injection time allows fuel injection pressures in the fuel rail. Higher fuel pressure causes advanced
command from the control system and the real injection beginning. The a larger part of the fuel to be injected with a controlled pressure and thus injection and higher maximum pressure (Pmax). Thus the injection start angle
deadtime is measured during the injection cycle by comparing the elapsed time improved atomisation for an optimised combustion. is retarded by a small amount with increasing fuel rail pressure.
between command release and beginning the fuel quantity sensor movement.
The fuel quantity sensor further gives a feedback of the amount of injected fuel
and is compared with the fuel command. Injection begin and end are triggered Illustration 2.1.2b Injection Unit Layout
and actuated by the FCM-20.
Control Oil
When the rail valves are switched to INJECTION, fuel is supplied from the Fuel
Control Oil
volumetric control unit through injection control valves to the fuel injector Quantity Signal
nozzles. During fuel displacement the fuel quantity piston, in the volumetric
control unit, moves inwards and delivers a feedback signal (representing the
injected fuel quantity) to the FCM-20. The cylinder’s FCM-20 compares this
value with the required amount of fuel necessary to produce the desired power. Fuel Injection
When the correct amount of fuel has been injected, the FCM-20 switches the
rail valves to the RETURN position. There is a further time delay period before
the quantity piston movement is actually stopped. This injection return delay is
compensated for inside the WECS-9520.
Orifices
The injection control valves interrupted the fuel supply to the injector nozzles,
due to the rising pressure in volumetric control unit and the fuel quantity piston
moves back to its initial position. Fuel
Fuel
Injectors Key
Rail
Hydraulic Oil
Fuel Oil
Fuel
Exhaust Valve Control • The valve closing angle is determined and controlled by the Fuel Pressure Control
FCM-20 including the VEC (Variable Exhaust-Valve Closing)
Engine Starting
The exhaust valve is opened by servo oil pressure and closed by an air spring, and a closing deadtime if required
in the same manner as with conventional Sulzer engines. A partition device When the engine is at standstill the actuators respond to the existing pressure in
isolates the (fine-filtered) servo oil for the rail valve loop from the normal the fuel rails and set their output accordingly. With depressurised common rail
bearing oil for the exhaust valve actuation. The stroke of the valves spindle Variable Exhaust Valve Opening (VEO) and Variable Exhaust the lever output is 95-100% depending on WECS-9520 parameters. Starting air
is measured by two analogue position sensors for a feedback to the WECS- Valve Closing (VEC) is released and the engine turns over on air alone until a minimum required fuel
9520. rail pressure is reached. With the engine turning on air the fuel pumps operate
VEC (Variable Exhaust Valve Closing) is used in order to control cylinder and increase the fuel pressure in the fuel common rail. The WECS monitors
• The valve opening angle is calculated in each cylinder FCM-20
compression pressure and so keep the firing ratio (Pmax/Pcompr) within the the fuel rail pressure and releases engine firing as soon as the rail pressure is
according to measured crank angle, nominal opening angle and
permitted range during advanced injection. above 320 bar.
VEO (Variable Exhaust-Valve Opening) requirement
• The exhaust rail valves are triggered to the OPEN position. VEO (Variable Exhaust-Valve Opening) keeps the exhaust gas pressure blow- Engine Running
Servo oil pressure operates the exhaust control valve which back constant by earlier valve opening at higher speed; this helps improve fuel
supplies the servo oil to the space below the partition device. economy and reduces deposits on the piston underside. With the engine running the following steps take place for fuel pressure
The partition device piston compresses the oil in the actuator control.
pipe, which finally opens the exhaust valve spindle VEC and VEO are calculated by the WECS-9520 and they cannot be changed • Two transmitters supply the actual value of the fuel rail
• The time between the OPEN command and the initial movement manually. pressure. For faster response of the dynamic pressure regulation,
of the spindle is measured. It is called opening deadtime any change of the fuel command for engine speed control is
additionally transmitted as feed forward to the control loop
• At the next revolution this deadtime will be adjusted if necessary
by switching the rail valve a little earlier or later to compensate • No.3 or No.4 FCM-20 module calculates the necessary rail
for hydraulic delays pressure and the output signal which must be sent to the fuel
pump actuators (4-20mA signal range)
• The fuel pumps charge up the fuel rail pressure via the
Illustration 2.1.2c Exhaust Valve Control intermediate fuel accumulator. The resulting pressure in the rail
depends on the quantity of oil coming from the fuel supply unit
Key and the outgoing fuel to the injectors.
Hydraulic Oil Orifice
Pressure Regulation
Compressed Air
Oil Supply • The jerk-type fuel pumps react to a new actuator setting only
Exhaust Rail Exhaust Control at the next delivery stroke. This generates a deadtime until the
Valve Valve
pumps can compensate for an increasing or reducing fuel rail
pressure
Partition
Device
• The first event that happens before the system requires more or
Position Sensor less fuel is a change of the fuel command. For faster response
of the dynamic pressure regulation any fuel command change is
additionally transmitted as feed forward to the control loop
Spring Air
Servo Oil Shutdown

Exhaust Valve
Servo Oil A shutdown from the Safety System takes place as follows:
• The safety system releases the pressurized intermediate fuel
accumulator to the fuel return line by opening the hydraulic fuel
shutdown valve (3.07) via the emergency stop solenoid (3.08)
• The WECS-9520 sets the fuel actuator outputs to zero in order Control Air An Air Run signal enables the engine to be turned over in the ahead direction
to terminate fuel feed to the rail unit; while this is taking place with start air.
the engine is not yet stopped Control air is used for:
• Fuel injection commands are blocked by the WECS-9520 • Actuation of the automatic start valve Module Redundancy
• Air supply for the OMD
Redundancy is incorporated in the system to enable emergency operation with
Servo Oil Pressure Control • Flushing of the automatic filter for servo oil and control oil damaged control parts:
circuits
The servo oil rail pressure is controlled depending on the engine load. At part
load the pressure is reduced as the servo oil pressure must adjust the opening • Air spring supply. Correct setting of the air spring pressure is Flex Control Module FCM-20
speed of the exhaust valve due to the lower cylinder firing pressure. essential for correct exhaust valve timing.
• If a FCM-20 fails, the corresponding cylinder is cut out, all
• An FCM-20 module uses the fuel command and engine speed
Note: Control air for the air spring has to be adjusted to 6.5 bar at valve other cylinders remain operative
as engine load references in order to calculate the necessary
23HA. Standby control air has to be adjusted to 6 bar at valve 19HA. • Any FCM-20 module can be exchanged with the on-line spare.
set point for the servo oil pressure. Each servo oil pump is
controlled by a different FCM-20 module The respective software and parameters are already stored
• Dynex Servo Pumps: A pulse-width modulated current signal
Starting Valve Control within the on-line spare module and no software download or
reprogramming is necessary
is supplied to solenoids mounted on the control plate of the
The opening and closing of the starting pilot valves (2.07) is controlled by the • When introducing a new FCM-20 module from stock as the
pumps. This signal is setting the output of the axial pumps and
corresponding cylinder FCM-20 module, depending upon the crank angle. The system on-line spare it will load up the software and parameters
the servo oil supply to the rail
nominal opening angle is 0° and the closing angle is 110°. from the modules already present in the system when it is
• With the engine at standstill, the control oil circuit feeds the
installed. If a new module is installed as the on-line spare it
servo oil rail with oil at a pressure of approximately 75 bar, (the The automatic starting valve (2.03) is activated by solenoids ZV70113C and will not have any affect on the operation of the system. If a new
pressure may be adjusted at pressure reducing valve 4.27) ZV7014C via No.1 and No.2 FCM-20 modules, when the remote control module is installed in any place other than the on-line spare
system sends a START signal over the bus. position, without having valid software installed, the module
Control Oil Pressure Control function will only be activated after completing data transfer to
For slow turning and slow turning failure reset the remote control sends the new module.
separate signals to No.1 and No.2 FCM-20 modules. The slow turning speed
The control oil pump(s) supply an oil pressure of 200 bar to operate injection
can be adjusted in the WECS-9520 parameters by adopting pulse cycles.
rail valves and to prime the servo oil rail (with reduced pressure), when the
engine is at standstill.
Illustration 2.1.2d Starting Valve Control
• Control oil pressure is adjusted at pressure retaining valves on
the control oil block Key
• A dry-run protection system is provided within the WECS Compressed Air
software to afford protection in the event of low bearing oil
pressure Electrical Signal
Dynex Pumps
Closed
• Always one pump is running across the entire engine load Automatic
Opened
range
• In single pump mode, the active pump changes over to the
30 30
standby pump after each new start; this ensures similar operating bar bar
hours on both pumps
Signal from Turning
Starting Air PS Gear Interlock
Can Bus
Control Air Cylinder RCS

CCM 1-n MCM 1/
for Air Spring Starting
Valve
System Redundancy Pump Redundancy The FlexView Software
System CAN Bus, Module Bus (CANopen or MODbus) and SSI Bus Fuel Pumps and Actuators
The FlexView is available via the separate control room computer together with
(CA)
If a fuel pump or actuator is damaged, the connected regulating linkage(s) monitor and keyboard; all feeds being taken from the WECS-9520 system. The
Two busses are always active. If one bus is interrupted, shortened or otherwise can be blocked manually in the full delivery position. The corresponding fuel computer is located at the designated desk just forward of the control room
damaged, the second bus is still available for communication. Engine operation pumps will deliver maximum pressure. The (second) actuator(s) regulate(s) console and is only used for this purpose. The FlexView screen is divided into
is not interrupted. at a lower output and the fuel pressure control valve (3.06) limits the fuel rail two sections or pages; each screen section can be selected individually for
pressure to 1,050 bar. convenient access and for monitoring of alarms, indications, engine processes
WECS-9520 Power Supply (E85/E87) and parameters. For safety reasons, access to certain pages and parameters is
Servo Oil Pumps limited.
All modules have two redundant power supplies.
With one damaged servo oil pump the engine remains operational at full load;
with two damaged pumps operation is only possible at part load. Standard and Operator Access Levels
Sensors
For these levels no password is required. Standard and Operator users have
All vital sensors and transmitters are duplicated and their mean values are used access to 8 common FlexView pages. At standard level only a limited group
Control Oil Pumps
for controlling the engine. If one sensor fails, the WECS-9520 indicates the of values and commands are indicated. Setting of commands or parameters is
specific sensor failure and continues to work with the remaining sensor. If a control oil pump fails, the servo oil rail feeds the control oil circuit via inhibited. At operator level certain pages can be selected with more details and
non-return valve (4.29), until the second control oil pump builds up pressure. some User parameters and commands can be changed for maintenance and
With both control oil pumps damaged, emergency operation is possible with component testing.
Sensor Redundancy exclusive oil supply from the servo oil rail.
Crank Angle Sensor The Overview section of the screen shows the most common information
If one of the two crank angle sensors is out of order, WECS stays operational Other Redundancies about the current engine condition without overloading the page with too much
with the remaining sensor. If both sensors are damaged, the engine cannot be data.
Fuel Shut Down Valve / Emergency Stop valve
operated. It is necessary to replace at least one sensor.
With the fuel shutdown valve (3.07) or the emergency stop solenoid (3.08) The Alarm section of the screen displays all engine related failures and
damaged, any SHUTDOWN or EMERGENCY STOP commands are only indications, WECS slowdowns and shutdowns, events, etc, with time stamps
TDC- Pick-up for appearing time and restoring time. The different alarm groups have a colour
processed by blocking fuel injection commands and setting the fuel actuator
A damaged TDC sensor is signalled by the WECS monitoring system, but will output to zero. Stopping the engine is always possible. code for easy separations.
normally not stop or slow down the engine operation.
These screen sections are displayed by default and supply all necessary data for
Remote Control / Speed Control System normal daily use at sea or during manoeuvring.
Fuel Quantity Sensor
With a damaged fuel quantity sensor, the FCM-20 module uses a fixed With damaged remote control or speed control, the engine can still be operated
deadtime to calculate the injection begin angle and an artificial fast ramp signal from the manual back-up panel in the engine control room or from the manual The Overview Screen section displays the following information:
for the fuel quantity, which results in less injected fuel on the affected unit than local control panel at the port side of the engine, middle platform. • Performance
at normal operation.
If the speed control is still operational either fuel control mode or speed control Engine speed
mode is available from the WECS-9520 manual control panels. Engine power
Exhaust Valve Position Sensor
Each exhaust valve has two redundant position sensors. If both fail, the Charge air mean pressure
FCM-20 module controls the exhaust opening and closing valve angles with • WECS
optimised, fixed opening and closing times
Master
Engine state
Fuel command
• Manoeuvre Order
• Rail Pressures
Fuel rail set point, mean value and actuator output
Control oil rail pressure TrendView Hydraulic Systems
Servo oil rail set point reference and mean value The WECS-9520 has a number of pre-selected trend curves which are available
to all users. Trend curves can be called up by means of the ‘Open Trend’ The WECS-9520 controls fuel injection and exhaust valve operation via a
• Injection and Exhaust Systems window in the Tools menu. New trend pages can be devised by clicking on any hydraulic servo system and a hydraulic control system. Oil for both of these
Fuel injection timing, nozzles in use and VIT + FQS value in a FlexView page to select the parameter and then clicking on the ‘Add hydraulic systems comes from the main engine lubrication system. It is
to Trend’ option with the right trackball button. Clicking onto a place in the essential that the oil in the control and servo systems is absolutely clean in
Exhaust valve opening and closing angles graph generates a dotted line and that indicates the selected momentary values order to avoid sticking of control valves. Every effort must be made to ensure
• Pump Control in the values column of the table below the trend curve. that the crankcase oil is correctly filtered and centrifuged so that all water
Control oil pump in use and debris are removed. Filters in the servo and control oil systems must be
TrendView is part of the trend curve software and it allows parts of the trend maintained in a clean and effective condition.
Leakages: leak indications from pipes and systems curve to be enlarged by scrolling over the desired area while holding the right
trackball button pressed. By clicking the magnifying glass in the Zoom page, If any control valve fails due to sticking or other damage occurs, the likely
The Alarm screen section displays information related to any alarm condition, the trend jumps to the latest available saved data. Movement through the trend cause is contaminated oil. Steps must be taken to ensure that the oil is
indicating the type of alarm, eg, event, slowdown or shutdown, the alarm grid is possible by clicking the arrows which appear as soon as the trackball effectively filtered and the source of the contamination must be traced and
designation and the timing of the alarm and its clearing. The screen is laid cursor comes close to the borders. corrected. If one such valve fails due to contaminated oil it is likely that other
out in tabular form. The background colour of the alarm indicates its status. A valves are similarly affected; other valves should be inspected at the earliest
white background indicates that the alarm condition has been removed. opportunity in order to avoid the risk of failure when the vessel is manoeuvring
Service Level
in confined waters.
Alarms may be acknowledged by selecting the alarm with the trackball then In this password secured level the operator has access to most of the available
pressing SHIFT and ENTER. Double-clicking on an alarm event brings up a FlexView pages. Adjustment of certain parameters is possible for optimising
window containing troubleshooting hints. after component repair or replacement. The Service page shows all accessible
parameters on one page.
User Page
The User Page contains information about user parameters such as the fuel Fast Trend Curves
system’s FQS and VIT, the exhaust valve closing and offset, the fuel injection During engine operation fast trends of the feedback from injection quantity
start and offset, and servo oil pump pressure information. There is also sensors and exhaust valve position sensors can be sampled in Service and
information indicating if cylinders are running or cut-out. Commissioning mode. The trend type is selected from the VIEW menu. The
cylinder number and the sampling interval may be selected after the trend type
Pressing the SHIFT and the UP or DOWN keys at the same time allows has been selected.
commands to be selected. The colour of the box at which the trackball is
pointing changes to yellow from white indicating a changed command; pressing The Fast Trend Curve tool is useful in tracing the erratic behaviour of sensors
SHIFT and ENTER at the same time executes the selected command. and rail unit components as the sampling time is very short and operation of
these components may be viewed over very brief periods of time.
Injection and Exhaust Valve Pages
These provide operating information regarding the fuel injection equipment
and the exhaust valve system.
Diagnostic Page
The diagnostic page presents information relating to the WECS and enables the
operator to see any problem areas in the system rather than the engine.
IMO Page
Operator and service users do not have write access to the IMO page and
can call up this page for information only. All IMO relevant parameters are
monitored for changes from the initial settings, which were approved by the
classification society during engine commissioning. In case of any deviations
from the original settings an IMO CRC Alarm is initiated.
Illustration 2.1.3a Main Engine Control System Main Engine Telegraph Unit
Wheelhouse Stand by Bridge Eng Ready
START AIR PRESS
System Ready
ME RPM 20 SETP LEVER

50 10 30 120
-60 60 96
0 40 72
48
26 bar 24
-120 120
Tachometer Tachometer
0
FUEL INDEX -24
58 rpm 50 -48
25 75 -72
-96
Running -120
0 100
58 rpm 96 rpm
48%
Man RPM Lim.
Alarms Limiters Control Pos. Misc Menu

Safety System Engine State HOME
50 50
10
20
30 50
50 0
0
50
50 Tachometer Tachometer Starting Air Pressure 50
50 0
0
50
50 50 50
10
20
30
100 100 Cancel Cancel Cancel In Sound Alarm 100 100
Overhead Panel Bridge Console Indicator

100 150 SHD SLD Limits Command Off Ack 100 150
Wrong
100 150 way
100 150
150 150 0 40 150 150 0 40
150 150 150 150
ESS DPU RAo-8 DPU

150
ASTERN 150 Bridge At sea 150
ASTERN 150
AHEAD AHEAD
ASTERN AHEAD ASTERN AHEAD
ECR Emergency Stand by
0 0 20 stop
10
0
50 0 50 50 0 50 10 20
0
Local FWE
50 50 50 50 30
30
100 150 100 150
100 150 100 150
40
40
Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW) 150 150 150 150 Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW)
150 150 150 150 bar
Manoeuvring engine order (harbour speed) Engine speed
ASTERN AHEAD ASTERN AHEAD bar Manoeuvring engine order (harbour speed) Engine speed
Full ahead 53 RPM Full ahead 53 RPM
Half ahead 33 RPM Half ahead 33 RPM
Slow ahead 29 RPM Slow ahead 29 RPM
Dead slow ahead 24 RPM Dead slow ahead 24 RPM
Dead slow astern 24 RPM Dead slow astern 24 RPM
Slow astern 29 RPM Slow astern 29 RPM
Half astern 33 RPM Half astern 33 RPM
EMERGENCY STOP Full astern 53 RPM EMERGENCY STOP Full astern 53 RPM
Maximum revolution of Main engine is 77 RPM Maximum revolution of Main engine is 77 RPM
MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM
ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE
OF ONE CYLINDER MISFIRING OF ONE CYLINDER MISFIRING
KONGSBERG BWU C20 KONGSBERG BWU C20
PSS 2A PSS 2B
Port Bridge Wing Starboard Bridge Wing
Tachometer
Starting Air Pressure
Chief Engineeer’s Office
Indicator
Engine Control Room
Tachometer
0
50 0 50
50 50 0 10 20
0
50 0 50 10 20
0
100 150
Engine Control
50 50 30
100 150 30
100 150
150 150 100 150
150 150 40
ASTERN
Room Console
AHEAD 40
ASTERN AHEAD 150 150
150 150 bar
ASTERN AHEAD bar
ASTERN AHEAD
DC20 ROS 1
DC20 ROS 2 dPSC DPU Main Engine Telegraph Unit

Stand by
-60
ME RPM
50
60
Bridge
10
20
Eng Ready
START AIR PRESS
30
System Ready
SETP
120
96
LEVER
Key
0 40 72
48
26 bar 24
-120 120 0
FUEL INDEX -24
58 rpm 50 -48
Electrical Signal
25 75 -72
-96
Running -120
Manual Control Panel

0 100
58 rpm 96 rpm
48%
Man RPM Lim.

Cancel Cancel Cancel In Sound Alarm

SHD SLD Limits Command Off Ack
Wrong
way
PSS 1A ESS DPU PSS 1B

Bridge At sea

stop
START AUX. SPEED REMOTE SAFETY
AIR
AHEAD BLOWER CONTROL AUTOM. SYSTEM Local FWE
RUN PRESEL. MODE CONTROL RESET
ECR
STOP SHD
MANUAL
OVERRIDE
CONTROL
START AUX. FUEL LOCAL SOUND

SLOW BLOWER CONTROL OFF-ALM
ASTERN MANUAL
TURNING STOP MODE ACKN.
CONTROL
SPEED/FUEL
WECS
- +
MCP
Main Engine Side

0
50 0 50
50 50
100 150
100 150
150 150
150
ASTERN 150
AHEAD
ASTERN AHEAD

Main Engine
AIR BLOWER CONTROL AUTOM. SYSTEM
AHEAD
ECR
STOP SHD
MANUAL
OVERRIDE
CONTROL

ASTERN MANUAL
CONTROL
WECS-9520 Manual Control SULZER RT-flex
At Sea Nav.
Full
Stand By
Full
FWE
Half
Slow
Bridge
Dead SPEED/FUEL
Slow
- +
ECR
Stop
Local
Slow
EMERGENCY Cabinet E10-Engine Cabinet E20-RPMD Shaft RPM Detectors

Half
WECS 9520
STOP
Wrong
way
Full Safety System Shaft RPM Detectors
Lamp Emg.
test Astern
Engine Side Control Panel
2.1.3 Main Engine Manoeuvring Control down on the operation wheel to select the displayed graphic. The operation emergency stop pushbutton is illuminated (red) and when it has been activated
wheel is also used for menu selection, mode change and AutoChief C20 the illumination is brighter.
configuration changes.
Bridge Manoeuvring System
Command Transfer Pushbuttons
Manufacturer: Kongsberg Maritime AS, Horten, Norway Graphics allow for monitoring of engine systems such as starting air pressure
Model: AutoChief C20 and engine speed. Adjustment of engine parameters and the display of safety The command transfer pushbuttons enable control to be transferred between
related and conventional alarms is undertaken at the graphic display. Soft the bridge, the ECR and the engine side local control stand. When in bridge
pushbuttons at the display allow for interaction with the system. control the telegraph system is disabled as the telegraph lever actuates the
The main engine (ME) remote control system is designed for remote control of
engine control. When in ECR or local control the telegraph lever acts to
the Sulzer RT-flex main engine from the combined telegraph and manoeuvring
The following pushbuttons are located at the ACP: transmit engine control instructions to the operating control station.
lever in the wheelhouse. By moving this lever, the system will automatically
start, reverse, stop and control the speed setting of the main engine. • CANCEL SHD (Shutdown); only cancellable shutdowns
At a station which wishes to take control the pushbutton for that station is
respond
pressed once to request control. The station currently in control then presses
There are two main sub-systems integrated into the AutoChief C20 system, the
• CANCEL SLD (Slowdown); only cancellable slowdowns the pushbutton for the station requesting control. The station requesting control
Engine Safety System (ESU) and the Digital Governor Unit (DGU). The safety
respond presses its pushbutton again to take control. The LED in the control pushbutton
system unit performs a monitoring function of the main engine systems and
is illuminated for the station in control. The LED flickers when a control
provides alarm signals when operating parameters are exceeded. The control • CANCEL LIMITS; RPM, fuel and load limiters which are
station requests control but it has not yet been accepted.
system may then react to initiate a stop or slowdown procedure in the event of active in the remote control system
certain critical parameters being outside defined limits. The digital governor • IN COMMAND; indicates if the ACP actually has control
provides for speed sensing of the engine and fuel adjustment through the Sub-Telegraph Pushbuttons
WECS-9520 in order to maintain the engine operating within set limits. • SOUND OFF; stops the alarm horn
The sub-telegraph system enables an operating mode to be selected. Three
• ALARM ACKN; acknowledges an alarm options are available:
The remote control system provides for start, stop and reversing of the
engine by means of electrical signals. The engine can be controlled locally or • AT SEA; the system is in seagoing condition
remotely, remote control being defined as from the engine control room and the Multi-function Operation Wheel
• STANDBY; the system is ready for manoeuvring
bridge. In the event of failure of the remote control system the engine may be The multi-function operation wheel may be turned clockwise or anti-clockwise
controlled manually from the WECS-9520 control panels in the engine control • FWE (Finished with engines); no propulsive power is required
in order to enable the operator to navigate through the pictures. Pressing the
room and at the engine side control stand. The WECS-9520 system must be operation wheel selects the picture. The operator may also navigate through
operational at all times as it is through this that engine control takes place. The appropriate pushbutton is pressed to request a particular mode and that
the selected picture using the operation wheel and may select an action in the
pushbutton will be illuminated. Only one mode may be selected at any time.
picture by pressing the operation wheel.
An AutoChief C20 control panel (ACP) is located in the engine control room
and also at the wheelhouse manoeuvring unit; there are manoeuvring units Control Lever
at the bridge wings. The ACP has a colour LCD display and a number of AutoChief Combined Lever and Telegraph Unit (LTU)
The telegraph lever has Ahead, Astern and Stop positions. In the Ahead
pushbuttons for operating system functions.
The combined lever and telegraph unit (LTU) is used for remote control and Astern directions there are Dead Slow, Slow, Half and Full positions.
of the engine or for transmitting instructions to the engine room regarding Additionally, in the Ahead direction there is a Navigation Full position and in
Remote control telegraph units are located in the wheelhouse and in the ECR.
manoeuvring of the engine. The unit has the following facilities: the Astern direction there is an Emergency Astern position.
There are also manoeuvring telegraph levers at the bridge wings. At the engine
side manoeuvring stand there is a telegraph unit for receiving instructions from • Control and telegraph lever The lever is moved in steps to the appropriate position for engine control but
the wheelhouse. WECS-9520 panels are located in the ECR and at the engine
• Emergency stop pushbutton a fine adjustment is also available if an intermediate engine speed is required.
side local manoeuvring stand.
Fine adjustment of engine speed is carried out by means of the fine tuning
• Command and transfer functions
parameter in the ACP screen mimic. Fine tuning is only used when in remote
AutoChief Control Panel (ACP) • Sub-telegraph functions control.
The AutoChief Control Panel is the main operator control panel and incorporates Emergency Stop
a 7 inch LCD colour graphic display, six metal-film pushbuttons (with LEDs)
Bridge Wing Control Units
and a large operation wheel. The wheelhouse LTU has an emergency stop pushbutton located at the lower
part of the lever. The emergency stop pushbutton has a cover to prevent The bridge wing units (BWU C20) have similar functions to the main
accidental activation. Pressing the pushbutton once activates the emergency wheelhouse unit but they do not have a graphic display. A telegraph lever is
The LCD display provides an interface between the operator and the system
stop and pressing the pushbutton again resets the emergency stop system. The provided, as is an emergency stop pushbutton. A starting air pressure gauge and
being monitored. It can display a number of graphic mimics and these are
a speed/direction indicator gauge are also provided.
selected by turning the operation wheel to the left or right and then pressing
Illustration 2.1.3a Main Engine Control System Main Engine Telegraph Unit
Wheelhouse Stand by Bridge Eng Ready
START AIR PRESS
System Ready
ME RPM 20 SETP LEVER

50 10 30 120
-60 60 96
0 40 72
48
26 bar 24
-120 120
Tachometer Tachometer
0
FUEL INDEX -24
58 rpm 50 -48
25 75 -72
-96
Running -120
0 100
58 rpm 96 rpm
48%
Man RPM Lim.

50 50
10
20
30 50
50 0
0
50
50 Tachometer Tachometer Starting Air Pressure 50
50 0
0
50
50 50 50
10
20
30
100 100 Cancel Cancel Cancel In Sound Alarm 100 100
Overhead Panel Bridge Console Indicator

100 150 SHD SLD Limits Command Off Ack 100 150
Wrong
100 150 way
100 150
150 150 0 40 150 150 0 40
150 150 150 150
ESS DPU RAo-8 DPU

150
ASTERN 150 Bridge At sea 150
ASTERN 150
AHEAD AHEAD
0 0 20 stop
10
0
50 0 50 50 0 50 10 20
0
Local FWE
50 50 50 50 30
30
100 150 100 150
100 150 100 150
40
40
Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW) 150 150 150 150 Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW)
150 150 150 150 bar
Manoeuvring engine order (harbour speed) Engine speed
ASTERN AHEAD ASTERN AHEAD bar Manoeuvring engine order (harbour speed) Engine speed
Full ahead 53 RPM Full ahead 53 RPM
Half ahead 33 RPM Half ahead 33 RPM
Slow ahead 29 RPM Slow ahead 29 RPM
Dead slow ahead 24 RPM Dead slow ahead 24 RPM
Dead slow astern 24 RPM Dead slow astern 24 RPM
Slow astern 29 RPM Slow astern 29 RPM
Half astern 33 RPM Half astern 33 RPM
EMERGENCY STOP Full astern 53 RPM EMERGENCY STOP Full astern 53 RPM
Maximum revolution of Main engine is 77 RPM Maximum revolution of Main engine is 77 RPM
MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM
ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE
OF ONE CYLINDER MISFIRING OF ONE CYLINDER MISFIRING
KONGSBERG BWU C20 KONGSBERG BWU C20
PSS 2A PSS 2B
Port Bridge Wing Starboard Bridge Wing
Tachometer
Starting Air Pressure
Chief Engineeer’s Office
Indicator
Engine Control Room
Tachometer
0
50 0 50
50 50 0 10 20
0
50 0 50 10 20
0
100 150
Engine Control
50 50 30
100 150 30
100 150
150 150 100 150
150 150 40
ASTERN
Room Console
AHEAD 40
ASTERN AHEAD 150 150
150 150 bar
ASTERN AHEAD bar
ASTERN AHEAD
DC20 ROS 1
DC20 ROS 2 dPSC DPU Main Engine Telegraph Unit

Stand by
-60
ME RPM
50
60
Bridge
10
20
Eng Ready
START AIR PRESS
30
System Ready
SETP
120
96
LEVER
Key
0 40 72
48
26 bar 24
-120 120 0
FUEL INDEX -24
58 rpm 50 -48
Electrical Signal
25 75 -72
-96
Running -120
Manual Control Panel

0 100
58 rpm 96 rpm
48%
Man RPM Lim.

Cancel Cancel Cancel In Sound Alarm

SHD SLD Limits Command Off Ack
Wrong
way
PSS 1A ESS DPU PSS 1B

Bridge At sea

stop
AIR
AHEAD BLOWER CONTROL AUTOM. SYSTEM Local FWE
ECR
STOP SHD
MANUAL
OVERRIDE
CONTROL

ASTERN MANUAL
CONTROL
SPEED/FUEL
WECS
- +
MCP
Main Engine Side

0
50 0 50
50 50
100 150
100 150
150 150
150
ASTERN 150
AHEAD
ASTERN AHEAD

Main Engine
AHEAD
ECR
STOP SHD
MANUAL
OVERRIDE
CONTROL

ASTERN MANUAL
CONTROL
WECS-9520 Manual Control SULZER RT-flex
At Sea Nav.
Full
Stand By
Full
FWE
Half
Slow
Bridge
Dead SPEED/FUEL
Slow
- +
ECR
Stop
Local
Slow
EMERGENCY Cabinet E10-Engine Cabinet E20-RPMD Shaft RPM Detectors

Half
WECS 9520
STOP
Wrong
way
Full Safety System Shaft RPM Detectors
Lamp Emg.
test Astern
Engine Side Control Panel
The bridge wing units do not have graphic displays which show system The display provides information necessary for operation of the engine and Select Speed or Fuel Control mode. Speed or fuel commands are set by means
slowdown and shutdown conditions and so the following pushbuttons are this includes: of the Speed/Fuel Oil dial on the ECR or local control manual panels.
provided in the bridge wing units:
• Speed and / or Fuel Command
The last command is stored when changing over control between one manual
• IN COMMAND (command transfer)
• Start interlocks panel to other manual panel or when changing from remote to manual
• SHD Non Cancel; non cancellable shutdown warning indicator control.
• Safety events (SHD, SLD, OVSPD)
• SHD Cancellable; cancellable shutdown warning indicator
• Rail pressures Speed control mode is only possible, if the speed governor system in the
• SHD Cancel; pressing will cancel a cancellable shutdown Propulsion Control System and the bus connection is operational.
• Engine speed
• SHD Active; indicator which shows a shutdown is active • SAFETY SYSTEM RESET
• Fuel rail pressure
• SLD Non Cancel; non-cancellable slowdown warning indicator Resets shutdowns on the safety system.
• Servo oil pressure
• SLD Cancellable; cancellable slowdown warning indicator • SHD OVERRIDE
• Control oil pressure
• SLD Cancel; pressing will cancel a cancellable slowdown Overrides shutdowns if pressed once, the next pressing of this
The following pushbuttons are fitted in the manual control panel: releases an override (the red LED indicator in the pushbutton is
• SLD Active; indicator which shows a slowdown is active
• START AHEAD illuminated when the shutdown override is active).
• OVERSPEED; overspeed shutdown indicator
• STOP • SOUND OFF ALARM ACK
• EMERG STOP; indicates activation of the emergency stop
• START ASTERN Resets the audible alarms from the safety system and slow
• PANEL DIM + ; pushbutton for increasing panel illumination
turning failures on this panel. If the ACK. pushbutton is pressed
• PANEL DIM - ; pushbutton for decreasing panel illumination Starting air is released when the START AHEAD or START ASTERN for more than 5 seconds, the WECS-9520 software information
pushbuttons are pressed. The engineer must decide when and for how long and all necessary IMO check values are indicated in the screen
• LAMP TEST; used for checking LED illumination
starting air or braking air is supplied. display until the button is pressed again.
• AIR RUN
Pushbutton Telegraph Telegraph Commands for the Engine
Releases starting air in the ahead direction to turn the engine
A pushbutton telegraph is provided at the wheelhouse panel to allow instructions over on air, as long as the pushbutton is pressed. Direct control of the main engine is achieved via the telegraph handle for
to be passed to the engine room when engine control is taking place from there. • SLOW TURNING ahead, astern and stop commands. In this installation control of the engine
This unit has pushbuttons for the normal telegraph manoeuvring positions is via the electronic governor and the WECS-9520 system. A speed or fuel
ahead and astern together with pushbuttons for Navigation Full and Emergency Releases a Slow Turning sequence. Slow turning failures are command is issued by moving the telegraph handle to the appropriate position
Astern. indicated in the display. Reset a slow turning failure by pressing and this issues a signal to the governor which in turn sends the required signal
the pushbutton again. to the WECS-9520. The WECS responds by controlling the operation of the
In addition there is an emergency stop pushbutton, command transfer • AUX BLOWER PRESEL fuel injectors to achieve the desired result.
pushbuttons (Bridge, ECR and Local), sub-telegraph pushbuttons (At Sea,
Standby and FWE) and a Lamp Test pushbutton. There is also a Wrong Way Pre-selects blowers for automatic mode; start / stop depends on
alarm indicator. actual charge air pressure. Blowers may be started manually, if Control Transfer System
both charge air sensors fail. The display indicates ‘Aux. Blower
Man. Ctrl. / No Blowers Running’. The AutoChief C20 remote control system is designed to remotely control the
WECS-9520 Manual Control Panel ship’s main engine from bridge and engine control room. The system consists
• AUX BLOWER STOP
Manual Control Panels of two main units, the AutoChief bridge unit and the AutoChief control room
Stops blowers during automatic mode only if the engine is not unit.
There are WECS-9520 Manual Control panels in the engine control room running. In manual mode it stops the blowers at any time.
console and at the engine local control stand. • SPEED CONTROL MODE The engine control room unit controls all input and output signals to and from
the main engine/WECS. The bridge unit is connected to the engine control
The manual control panel has a four-line display and 15 pushbuttons. Each of • REMOTE CONTROL MODE room unit by a serial communication line.
the pushbuttons activates a particular manoeuvring function and most are fitted • ECR MANUAL CONTROL
with an indicator LED. It is possible to transfer the control between the different control stations from
• LOCAL MANUAL CONTROL
which the main engine can be controlled. There are three control stations,
bridge, engine control room and local engine side control station. There are the BRIDGE LED flickers in the control room and bridge panels. Procedure for Changing Control to the Local Control Station
also control sub-stations on the bridge wings. The buzzers are activated in the ECR and on the bridge. at the Engine Side
The local engine side control station has the highest priority and can take d) The upper section of the ACP mimic Home will change and The engineers are able to take control at the local control station at any time.
control from any other station. indicate Control Transfer. The local control station has the highest priority and control may be taken by
this station from either of the other control locations.
e) The bridge operator presses the BRIDGE pushbutton on the
Procedure for Changing Control from Bridge to Engine
bridge LTU panel to acknowledge control transfer. This will a) The local control station fuel control dial must be put in the
Control Room Control silence the buzzer, the BRIDGE LED will have a steady position corresponding to the current engine rpm. Press the
illumination and the ECR LED will be extinguished in the LOCAL pushbutton at the engine side local panel which will
a) The sub-telegraph must be put in the Standby mode by pressing bridge and engine room panels.
the STANDBY pushbutton. then become the control station.
f) The upper section of the ACP mimic Home will change to show The bridge may transfer control to the local control stand as follows:
b) At the bridge Lever Telegraph Unit (LTU) the pushbutton ECR BRIDGE as the control station.
is pressed. The LED in the ECR pushbutton will flash and
the buzzer will sound on the bridge and in the engine control a) At the bridge LTU press the LOCAL pushbutton. The LED in
Control is transferred to the bridge. The telegraph handle may be moved to any the LOCAL pushbutton will flicker and the buzzer will sound at
room.
position in order to control the engine speed. both locations.
c) The upper section of the ACP mimic Home will change and
indicate Control Transfer. Procedure for Changing Control from the Bridge Wheelhouse b) Press the LOCAL pushbutton at the engine side control station
panel. The BRIDGE pushbutton LED will be extinguished, the
to a Bridge Wing Location
d) At the engine control room LTU the ECR pushbutton must LOCAL pushbutton LED will have a steady illumination and
be pressed. The LED in the BRIDGE pushbutton will be the buzzer will stop. The local control stand now has control.
Control may be transferred to either the port or starboard bridge wing from
extinguished and the LED in the ECR pushbutton will have a the wheelhouse control location. An electric shaft system allows control to be
steady illumination. The buzzers will stop. exercised at either of the bridge wing locations or the wheelhouse location. Bridge Control of the Main Engine
Control at the bridge wings is by means of miniature telegraph levers.
e) The upper section of the ACP mimic Home will change to show
With control set to the wheelhouse or the bridge wings all start, stop, speed
ECR as the control station. a) At the selected bridge wing BWU C20 panel press the IN change and direction changes take place by means of the LTU or BWU panels.
COMMAND pushbutton. The indicator LED will flash until No intervention by the engineers is necessary.
f) The ECR now has control and the LED in the In Command
transfer has taken place.
indicator in the ECR will be illuminated.
Slow Turning
b) The selected bridge wing telegraph lever will start to move to
The engine control room has a manual control facility and this may be selected
the same position as the bridge telegraph lever. This function is If the engine has been stopped for a certain time (normally 30 minutes), the
by pressing the ECR MANUAL CONTROL pushbutton at the ECR local
automatic. first start will include one revolution with slow turning of the main engine.
control panel.
When a start order is given from the bridge, by setting the bridge lever from
c) The LED in the IN COMMAND pushbutton will turn to a stop to any position ahead or astern, the slow turning system will be activated,
Procedure for Changing Control from Engine Control Room steady illumination when transfer of control is complete. and a limited amount of starting air will be supplied to the main engine, the
to Bridge engine will rotate slowly on starting air. When one revolution is completed, the
engine will be started in the normal way.
Procedure for Changing Control from the Bridge Wing
The bridge must request change of control and this may be transferred from the
engine room control room.
Location to the Bridge Wheelhouse If one revolution with slow turning is not accomplished within the set time, the
alarm slow turning failure is activated in the engine control room and a start
a) The sub-telegraph must be put in the Standby mode by pressing a) At the bridge wheelhouse ACP press the IN COMMAND failure is indicated on the bridge.
the STANDBY pushbutton. pushbutton. The indicator LED will flash until transfer has taken
place.
Bridge Wheelhouse Control
b) Set the telegraph handle to the actual engine rpm if the engine
is running. b) Control will be transferred to the bridge wheelhouse panel and
the LED in the IN COMMAND pushbutton will have a steady The wheelhouse manoeuvring station has an AutoChief Control Panel (ACP)
illumination. by means of which engine information, safety notices, warnings and alarms
c) The operator in the engine control room presses the BRIDGE
are made known to the operator. Mimics display information as required and
pushbutton in the LTU. The ECR LED remains illuminated and
the screen display has a number of soft pushbuttons which are used to activate Crash Astern Note: It is possible to cancel a shutdown even after it has become active
necessary operations. provided that the engine speed remains above the firing speed. Pressing
In the event of an emergency when running ahead it may be necessary to have
the engine operate astern faster than is normally possible. Such a manoeuvre the CANCEL SHD pushbutton will release the stop valve and fuel will be
Before the engine may be started it must be prepared. supplied to the engine.
can cause engine damage and should only be performed in an emergency when
ship over engine considerations are paramount.
a) The operation wheel at the ACP is turned until the Engine State Cancel Slowdown
mimic is displayed and the operation wheel is pressed to select a) Move the bridge telegraph lever directly from the Full ahead
this mimic. position to any astern position without resting in the Stop If the engine safety system detects a fault which could cause engine problems
position. or damage it will initiate an engine slowdown. Slowdowns may be cancelled
b) Any start block conditions will be displayed on the screen and by the operator if required. The operator must react quickly to assess whether
these must be corrected before the engine may be started. When or not a slowdown should be cancelled.
b) The Crash Astern message will be displayed on the ACP whilst
all start block conditions are cleared the engine is ready for
the fuel index will be set to zero and the engine RPM will
starting. a) If a slowdown becomes active a buzzer will sound and the
be moving to zero. Fuel and RPM limiters are automatically
cancelled by this operation. message ‘Slow Down Active Engine speed will be reduced’ will
Starting Ahead appear on the ACP display. The cause of the slowdown will also
c) At a preset level braking air will be supplied in order to slow the be displayed so that the operator may make a judgement as to
a) Move the bridge telegraph lever from the STOP position to
engine speed. As soon as the engine is stopped the control system whether or not it should be cancelled. The operator must make a
any ahead position and observe engine conditions at the ACP
will start the engine in the astern direction. When the engine decision to cancel the slowdown before the end of the time-out
display as the engine starts.
has started in the astern direction the fuel will be increased to period, otherwise the slowdown will become active.
b) The engine speed, fuel index and starting air pressure may be achieve the RPM set by the astern command position.
b) If the operator decides that the slowdown should be cancelled
monitored at the ACP display.
the CANCEL SLD pushbutton on the ACP is pressed. The
Cancel Shutdown engine will continue running at the same RPM. The engineers
c) As required increase engine speed by moving the telegraph lever
If the engine safety system detects a fault which could cause damage it will must be informed of the situation.
to a new position. If fuel/speed limiters are active the engine
initiate an engine shutdown. Some shutdowns may be cancelled by the operator
SETP telegraph position on the screen will show the set point
but others are non-cancellable. The operator must react quickly to assess c) If the CANCEL SLD pushbutton is pressed again whilst the
limit even though the telegraph lever may be set to a higher
whether or not a cancellable shutdown should be cancelled. reason for the slowdown is still active then the slowdown will
position. The engine will be controlled to the set limit whilst it
proceed.
remains active.
a) In the event of a fault initiating a cancellable shutdown a buzzer
will sound and the message ‘Shut Down Active Engine will Note: It is possible to cancel a slowdown even after it has become active
d) The operation wheel may be rotated to display the Limiters
be stopped’ will appear on the ACP display. The cause of the provided that the engine speed remains above the firing speed. Pressing
page and the wheel is pressed to select that page. The page
shutdown will also be displayed so that the operator may make the CANCEL SLD pushbutton will release the stop valve and fuel will be
will display all limits and the active limit will be highlighted.
a judgement as to whether or not it should be cancelled. The supplied to the engine which will return to its set RPM.
The limit may be adjusted to a higher valve by selecting SET
operator must make a decision to cancel the shutdown before
LIMITER and adjusting the limit set point on the ACP screen.
the end of the time-out period, otherwise the shutdown will
become active. Cancel Limits
Stopping the Engine For safety reasons, limits are placed upon engine operating conditions such as
a) The telegraph lever is moved to the STOP position. The engine b) If the operator decides that the shutdown should be cancelled maximum fuel when manoeuvring. It is possible to cancel limits as follows:
RPM will be reduced to zero following a preset programme. the CANCEL SHD pushbutton on the ACP is pressed. The
engine will continue running. The engineers must be informed a) Press the CANCEL LIMITS pushbutton on the ACP. The LED
of the situation. indicator in the pushbutton will be illuminated and the message
Starting Astern ‘Limits cancelled from ACP’ will appear in the display.
a) Move the telegraph lever to any astern position. The engine will c) If the CANCEL SHD pushbutton is pressed again whilst the
start and run astern with operations following that described reason for the shutdown is still active then the shutdown will b) Press the CANCEL LIMITS pushbutton again to restore the
above for starting ahead. proceed. limits.
Cancel Buzzer It must be appreciated that there is no display panel at the bridge wing and so but others are non-cancellable. The operator must react quickly to assess
no information will be available at the bridge wings regarding the cause of the whether or not a cancellable shutdown should be cancelled.
When an alarm is activated or a slowdown or shutdown occurs, the buzzer will
slowdown or shutdown.
sound. The buzzer may be silenced by pressing the SOUND OFF pushbutton at
a) In the event of a fault initiating a cancellable shutdown a buzzer
the ACP. When a buzzer is activated the LED in the SOUND OFF pushbutton
An Emergency Stop pushbutton is located at the bridge wing panel and this will sound and the message ‘Shut Down Active Engine will
is illuminated and will remain illuminated until the SOUND OFF pushbutton
may be pressed to stop the engine immediately. The emergency stop condition be stopped’ will appear on the ACP display. The cause of the
is pressed.
is reset by repressing the Emergency Stop pushbutton. The engine cannot be shutdown will also be displayed so that the operator may make
restarted until the emergency stop has been reset. a judgement as to whether or not it should be cancelled. The
Alarm Acknowledgement operator must make a decision to cancel the shutdown before
In the event of an alarm, slowdown or shutdown visual indication will be the end of the time-out period, otherwise the shutdown will
Engine Control Room Control (Automatic)
given at the ACP display and the buzzer will sound. The alarm must be become active.
acknowledged; pressing the SOUND OFF pushbutton only silences the buzzer, Control of the engine from the engine control room must be looked upon as
it does not acknowledge the alarm. b) If the operator decides that the shutdown should be cancelled
a back-up and is normally only used if there is a fault in the bridge control
the CANCEL SHD pushbutton on the ACP is pressed. The
system or when there is a desire to operate the engine from the ECR in order to
a) When an alarm occurs press the SOUND OFF pushbutton to check performance. Control is still exercised by the automatic control system engine will continue running.
silence the buzzer and press the ALARM ACKN to acknowledge acting through the WECS-9520.
the alarm. c) If the CANCEL SHD pushbutton is pressed again whilst the
Before the engine may be started it must be prepared. reason for the shutdown is still active then the shutdown will
b) The LED beside the ALARMS and SAFETY SYSTEM proceed.
pushbuttons will be illuminated. a) The operation wheel at the ACP is turned until the Engine State
mimic is displayed and the operation wheel is pressed to select Note: It is possible to cancel a shutdown even after it has become active
c) Use the operational wheel to navigate to the Alarm page and this mimic. provided that the engine speed remains above the firing speed. Pressing
press the wheel in order to select the page. Check the page to see the CANCEL SHD pushbutton will release the stop valve and fuel will be
the nature of the alarm which has occurred. Ensure that action is b) Any Start Block conditions will be displayed on the screen and supplied to the engine.
taken to restore the condition to normal. these must be corrected before the engine may be started. When
all start block conditions are cleared the engine is ready for
Cancel Slowdown
starting.
Bridge Wing Control If the engine safety system detects a fault which could cause engine problems
or damage it will initiate an engine slowdown. Slowdowns may be cancelled
Control must be transferred to the selected bridge wing as described above. Starting and Running
by the operator if required. The operator must react quickly to assess whether
Engine commands are directed to the ECR by means of the bridge telegraph. or not a slowdown should be cancelled.
Before the engine may be started it must be prepared for operation at the When a new command is issued the buzzer will sound.
wheelhouse main ACP. a) If a slowdown becomes active a buzzer will sound and the
a) When an instruction is issued the buzzer will sound and the message ‘Slow Down Active Engine speed will be reduced’ will
a) Move the bridge wing telegraph lever to the desired position for telegraph indicator will illuminate for the speed and direction appear on the ACP display. The cause of the slowdown will also
starting ahead or astern. The wheelhouse lever will follow the required. Accept the instruction by moving the ECR telegraph be displayed so that the operator may make a judgement as to
bridge wing lever and the engine will start. lever from the STOP position to the required position. The whether or not it should be cancelled. The operator must make a
buzzer will stop on the bridge and in the ECR. decision to cancel the slowdown before the end of the time-out
b) Adjust the engine RPM by moving the bridge wing telegraph period, otherwise the slowdown will become active.
lever to the desired operating speed. b) The engine will start. Speed will automatically be adjusted
by the control system. The speed, fuel index and starting air b) If the operator decides that the slowdown should be cancelled
c) In order to stop the engine the bridge wing telegraph lever is pressure may be monitored at the ACP display. the CANCEL SLD pushbutton on the ACP is pressed. The
moved to the STOP position. engine will continue running at the same RPM. The engineers
The engine may be stopped by moving the ECR telegraph lever to the STOP must be informed of the situation.
At the bridge wing panels there are indicator pushbuttons for slowdown and position following a request from the bridge.
shutdown conditions. In the event of a slowdown or shutdown condition the c) If the CANCEL SLD pushbutton is pressed again whilst the
LED in the relevant pushbutton will be illuminated. Cancellable slowdowns Cancel Shutdown reason for the slowdown is still active then the slowdown will
and shutdowns may be cancelled by pressing the CANCEL SHD or the proceed.
CANCEL SLD pushbutton as appropriate. If the engine safety system detects a fault which could cause damage it will
initiate an engine shutdown. Some shutdowns may be cancelled by the operator
Note: It is possible to cancel a slowdown even after it has become active Illustration 2.1.3b Main Engine Manual Control Panel b) Switch on the auxiliary blowers by pressing the BLOWER
provided that the engine speed remains above the firing speed. Pressing PRESELECT pushbutton. Auxiliary blower No.1 will start
the CANCEL SLD pushbutton will release the stop valve and fuel will be immediately with No.2 auxiliary blower starting after an
supplied to the engine which will return to its set RPM. interval of about 20 seconds.
c) Select Speed Control Mode by pressing the SPEED CONTROL

Cancel Limits MODE pushbutton (this is the default mode and is active
When the engine is operated from the ECR the conventional remote control l Eng. Speed = 62.6RPM whenever manual control is selected).
Fuel Cmd = 49.9 % l Fuel Rail = 572 bar
system is not operational. Limiters such as Acceleration and Load Program will l Servo Oil = 141 bar
l Contr. Oil = 213 bar d) Turn the rotary Fuel Command control dial to the starting fuel
not be active. However, the governor speed control limiter will be operational
position (about 15% to 20%). This dial sends a signal directly
and may be cancelled, if required, from the ECR.
to the WECS-9520.
a) Following a command from the bridge the RPM is adjusted but START
AHEAD
AIR
RUN
AUX.
BLOWER
SPEED
CONTROL
REMOTE
AUTOM.
SAFETY
SYSTEM e) The telegraph will move to a position indicating the desired
it may not be possible to obtain the desired RPM because of the
PRESEL. MODE CONTROL RESET
direction and speed. The operating engineer must move the ECR
limiter. Check at the display Home Page to see that a limiter is STOP
ECR
SHD telegraph lever to the same position in order to acknowledge the
MANUAL
active. CONTROL
OVERRIDE
instruction and silence the buzzers.
b) Use the operational wheel to scroll through the screens and

SLOW
f) Press the START AHEAD (or START ASTERN) pushbutton
ASTERN BLOWER CONTROL MANUAL OFF-ALM
CONTROL
select the Limiters page. Determine which limiter is active. In as required for the desired direction of rotation. The pushbutton
order to allow for higher rpm the limit value must be increased. should be pressed until the engine starts but should not be pressed
The limit must be selected and increased by means of the Set for more than about 8 seconds in order to prevent wastage of
Limit function. starting air. If the engine fails to reach firing speed within 8
SPEED/FUEL
WECS seconds, or even to turn over on starting air, the cause of the
Cancel Buzzer - + problem must be investigated before a restart attempt is made.
When an alarm is activated or a slowdown or shutdown occurs, the buzzer will g) When the engine is running on fuel, the Fuel Command control
sound. The buzzer may be silenced by pressing the SOUND OFF pushbutton at dial must be adjusted slowly until the engine runs at the desired
MCP
the ACP. When a buzzer is activated the LED in the SOUND OFF pushbutton speed.
is illuminated and will remain illuminated until the SOUND OFF pushbutton
is pressed. In order to stop the engine the Fuel Command control dial must be turned to the
0% position and the STOP pushbutton should be pressed. The engine should
Engine Control Room Control (Manual) stop.
Alarm Acknowledgement
In the event of an alarm, slowdown or shutdown visual indication will be In the event of failure of the automatic control system, the main engine may For running in the astern direction the procedure is as above except that the
given at the ACP display and the buzzer will sound. The alarm must be be controlled manually through the WECS-9520 control panel. This panel is START ASTERN pushbutton is pressed in order to start the engine in the astern
acknowledged; pressing the SOUND OFF pushbutton only silences the buzzer, directly connected to the WECS-9520, with the speed settling dial regulating direction.
it does not acknowledge the alarm. the fuel supply to the engine
Before the engine may be started it must be prepared for operation and no start Cancel Shutdown in Manual Mode
a) When an alarm occurs press the SOUND OFF pushbutton to
blockings must be present. If a shutdown occurs it will be detected in the WECS-9520 manual control
silence the buzzer and press the ALARM ACKN to acknowledge
panel; a buzzer will sound and the shutdown will be announced in the four-line
the alarm.
The telegraph is a means of transmitting instructions, it has no control over display. The shutdown may be cancelled, if it is cancellable, by pressing the
engine operation. SHD CANCEL pushbutton. If the SHD CANCEL pushbutton is pressed again
b) The LED beside the Alarms and Safety System pushbuttons will
whilst the shutdown condition exists the shutdown will become active.
be illuminated.
a) Check that the WECS-9520 is operating and that the control oil,
servo oil and fuel oil rail pressures are all within the acceptable
c) Use the operational wheel to navigate to the Alarm page and
range. This information is shown in the four-line display at the
press the wheel in order to select the page. Check the page to see
top of the panel.
the nature of the alarm which has occurred. Ensure that action is
taken to restore the condition to normal.
Operation from the Local Control Stand Illustration 2.1.3c Main Engine Local Control Stand within 8 seconds, or even to turn over on starting air, the cause
of the problem must be investigated before a restart attempt is
Control of the engine from the engine side (local) control stand must be looked made.
upon as a back-up or emergency operation. Operation is similar to manual 0
operation from the ECR and the same equipment is used. The WECS-9520 50 50 g) When the engine is running on fuel, the Fuel Command control
manual control panel directly interfaces with the WECS and so the manual
50 50
dial must be adjusted slowly until the engine runs at the desired
panel is directly regulating the WECS.
100
100
150
150
speed.
In order to stop the engine the Fuel Command control dial must be turned to the
150 150
The local control panel has highest priority and control may be taken by this 150
ASTERN 150
AHEAD
location at any time. In order to ensure that the local control location system
ASTERN AHEAD 0% position and the STOP pushbutton should be pressed. The engine should
is always operational the engine should be manoeuvred from the local control stop.
stand at least once each month. Operation of the engine under local (emergency)
control is described in more detail in Section 5.2 of this manual. For running in the astern direction the procedure is as above except that the
l Eng. Speed = 62.6RPM START ASTERN pushbutton is pressed in order to start the engine in the astern
Fuel Cmd = 49.9 % l Fuel Rail = 572 bar
Before the engine may be started it must be prepared for operation and no start l Servo Oil = 141 bar direction.
l Contr. Oil = 213 bar
blockings must be present.
Cancel Shutdown from Local Stand
The telegraph is a means of transmitting instructions, it has no control over START AUX. SPEED REMOTE SAFETY
If a shutdown occurs it will be detected in the local control panel; a buzzer
engine operation. The telegraph panel has indicator lamps and the engine
AHEAD
RUN
will sound and the shutdown will be announced in the four-line display. The
PRESEL. MODE CONTROL RESET
operator must press the pushbutton at the illuminated lamp in order to ECR
shutdown may be cancelled, if it is cancellable, by pressing the SHD CANCEL
acknowledge the instruction and silence the buzzer.
STOP SHD
MANUAL
OVERRIDE
pushbutton. If the SHD CANCEL pushbutton is pressed again whilst the

CONTROL

shutdown condition exists the shutdown will become active.
a) Check that the WECS-9520 is operating and that the control oil,
ASTERN MANUAL
CONTROL
servo oil and fuel oil rail pressures are all within the acceptable
range. This information is shown in the four-line display at the WECS-9520 Manual Control SULZER RT-flex
top of the WECS panel.
b) Switch on the auxiliary blowers by pressing the BLOWER

PRESELECT pushbutton. Auxiliary blower No.1 will start At Sea Nav.
Full
immediately with No.2 auxiliary blower starting after an
interval of about 20 seconds. Stand By
Full
c) Select Speed control Mode by pressing the SPEED CONTROL FWE

Half
MODE pushbutton (this is the default mode and is active

whenever manual control is selected). Slow
Bridge
d) Turn the rotary Fuel Command control dial to the starting fuel Dead
Slow
SPEED/FUEL
- +
position (about 15% to 20%). This dial sends a signal directly ECR
to the WECS-9520. Stop

Local
e) The telegraph will move to a position indicating the desired Slow
direction and speed. The operating engineer must move the ECR
telegraph lever to the same position in order to acknowledge the Half EMERGENCY
STOP
instruction and silence the buzzers.

Wrong Full
way
f) Press the START AHEAD (or START ASTERN) pushbutton Emg.

as required for the desired direction of rotation. The pushbutton
Lamp
test Astern
should be pressed until the engine starts, but should not be

pressed for more than about 8 seconds in order to prevent
wastage of starting air. If the engine fails to reach firing speed
AutoChief Control Panel (ACP) Display Engine Limiters
Selection of the Limiters page enables RPM and Fuel limiters to be viewed and
The display at the ACP allows the operator to interface with the system as it changed as required. The Limiters page has columns for RPM Limiters and
provides operating information and allows adjustments to be made. A number Fuel Limiters and at the bottom of the page there are soft pushbuttons for Set
of different pictures may be selected using the operational wheel by rotating Limit, Limit Curve, Show Limiters, Speed Program and Home. Pressing the
the wheel until the desired picture is displayed and then pressing the wheel to Set Limit pushbutton enables the Chief RPM limiter and the Maximum Fuel
select that picture. limiter to be adjusted. The Limit Curves pushbutton enables the Fuel Index/
Scavenge Pressure and the Fuel Index/RPM curves to be monitored.
The main or initial picture is the Home picture and this shows the engine
speed and direction, the fuel quantity setting, the starting air pressure and the After making adjustments or observations the operator may return to the Home
telegraph lever actual setting and set points. page by pressing the HOME soft pushbutton.
The Home page has a header, which displays the current operating status of the
manoeuvring system, and a footer which contains a number of soft pushbuttons. Miscellaneous Page
These pushbuttons enable other pages to be displayed and these are: The Miscellaneous page enables the operator to set conditions such as the date
• Alarms and time.
• Safety System
Safety System
• Limiters
Pressing the Safety System soft pushbutton changes the soft pushbuttons at
• Engine State the bottom of the Home page but the page remains the same, displaying the
• Control Position analogue control instruments.
• STL Fail/Reset
Pressing the SHUT DOWN soft pushbutton brings up the page which shows all
• Miscellaneous Menu active shutdown inputs. If the SHUTDOWN soft pushbutton is pressed twice a
• Fine Tuning list of all system shutdown parameters is displayed.
• Home Pressing the SLOW DOWN soft pushbutton brings up a page which displays
all active slowdowns. Pressing the same pushbutton twice displays a list of all
The operational wheel is used to navigate through the list and make selection system slowdown parameters.
of a new page.
Pressing the RPM DETECTOR soft pushbutton displays the RPM DETECTOR
Below the analogue instrument section of the Home page display there is a page and this shows the activity and condition of all system RPM detectors.
grey field in which a number of current alarms are displayed. From this screen it is possible to undertake a test of the overspeed system.
The Overspeed Test ON is selected and the overspeed level for the test may be
adjusted. After the test Overspeed Test OFF should be selected but if it is not
Fine Tuning Page the system defaults to the OFF condition after a period of time.
Selection of this page brings up the fine tuning potentiometer as an overlay
on the Home page. The fine tuning potentiometer enables fine tuning of the When the engine is not running it is possible to simulate an RPM by selecting
telegraph lever. Using the operational wheel the operator navigates to the the increase or decrease arrow keys.
potentiometer and when the operational wheel is pressed the potentiometer
becomes active. Adjustment is made on the bar graph using the operational Selection of the EMG STOP soft pushbutton lists the condition of all emergency
wheel. stop switches, indicating any active stops and loop failures.
Control Position Transfer Engine Modes

Selection of the Control Position page allows selection of the control position Selection of the Engine Modes page brings up the page for engine and
to be made from the display using the operational wheel. It is only possible control modes. Using the operational wheel any mode may be selected as the
to select remote control locations, manual control location selection is not operating mode and when the soft key alongside the mode turns green after the
possible. operational wheel is pressed, that mode becomes active.
2.1.4 Main Engine Safety System The engine safety system is installed in parallel to the bridge manoeuvring Emergency Stop (Pushbuttons)
system. It monitors, controls and protects the propulsion plant independently
Manufacturer: Kongsberg of the bridge manoeuvring system and protects the plant against inadmissible For the manual release of an emergency stop signal of the main engine
Model: AutoChief C20 Engine Safety Unit (ESU) operating states in such a way that an alarm is not created until one of the limit EMERGENCY STOP pushbuttons are fitted on the bridge main console,
values is exceeded. All limits are set to a value far below that which might bridge wing consoles, in the ECR and at the engine side local control. The
No. of sets: 1
result in actual engine damage if they were exceeded. The alarms are visually manually released emergency stop is hard-wired from one contact of each
indicated on the assigned operating panel and indicated audibly by buzzer in pushbutton to the solenoid. A second contact is wired to the electronic modules
General Description the ECR. as an input and rerouted to the solenoid via an output. An automatic operation
of the emergency stop is carried out if the ESU detects an engine overspeed.
The engine safety system is designed to monitor the main engine’s performance ESU Hardware
and speed. The system then activates the safety functions, such as shutdown Safety Function Shutdown
and slowdown, if the engine’s monitored operations exceed defined limits. The The ESU has two independent power supply units with a built-in automatic
safety system provides the following control and monitoring facilities: changeover function between the units. A number of digital input channels have Shutdowns may be cancellable or non-cancellable. The operator may cancel a
direct connection with some solenoid output channels and this means that if cancellable shutdown should it be decided that the safety of the ship would be
Control of: one of these inputs is activated the output solenoid is activated immediately. in danger if the engine was to stop. Shutdowns are announced visually at the
ACP and audibly at the buzzer. The operator must react to cancel a cancellable
• Emergency stop The ESU module is provided with a dual CAN-bus interface for its main shutdown in a short period of time otherwise the shutdown will be activated
• Engine shutdown communication line. Power, watchdog and CAN-bus status are monitored (see Section 2.1.3 of this machinery operating manual). A shutdown may be
directly through built-in LEDs. cancelled by pressing the CANCEL SHD pushbutton at the ACP. Shutdowns
• Engine slowdown may be cancelled individually at the ACP in the ECR regardless of which
The ESU provides the following features: station has control of the engine.
Monitoring of: • Four channel relay output with changeover contacts
One shutdown channel is reserved for engine overspeed and the others are
• Engine speed • Nine channel digital input (shutdown) with line checking defined by engine operating conditions. The overspeed shutdown is activated
• Engine overspeed • Six channel digital input with line checking if the engine speed rises above 107% of MCR. Overspeed is reset by setting
the manoeuvring stand telegraph lever to the STOP position - the engine may
• Engine shutdown sensors • Three channel digital input with broken line checking then be restarted.
• Engine slowdown sensors • Six channel digital input
The following conditions will result in the emergency stop of the engine:
• RPM detectors • Dual redundant 24V DC power input
• Overspeed
• Emergency stop pushbuttons • Solenoid driver with line checking
• Main lubricating oil inlet low low pressure
• Alarm and monitoring of all channels
Engine Safety Unit (ESU) • Exhaust valve spring air low pressure
• Time stamp of alarms and events (0.001 seconds)
The heart of the system is the Engine Safety Unit (ESU) which receives signals • Jacket cooling water inlet low pressure
• Self checking
from the engine sensors, the RPM pick-ups and the manual emergency stop • Turbocharger lubricating oil low pressure
pushbuttons. Operating parameters are defined and preset according to the • Power overload detection
engine builders specifications and do not require changing. The ESU compares • Piston cooling oil inlet differential pressure high
• CAN-bus status detection and error handling
signals from the engine sensors with the actual operating signals received from • Piston cooling oil non-flow
the engine and if any parameter exceeds the set values the ESU will respond.
Engine Speed Sensing • Thrust pad high temperature
This may be the initiation of an engine slowdown or shutdown, accompanied
by an alarm. Some shutdown and slowdown conditions are cancellable and
a pre-alarm is issued before the actual slowdown or shutdown, allowing the Impulse transmitters sense teeth on the flywheel. Two sensors with a 90°
operator to cancel the slowdown or shutdown if necessary. (electrical) phase shift are necessary for calculation of speed and direction of
rotation. For the frequency range used for slow speed engines the time interval
Activation of a manual emergency stop also takes place via the ESU which between impulses is used as the basis for calculation of speed as well as
issues the instruction to shut fuel off the engine. direction. Both sensors are used for calculation of speed so that if one sensor
fails no interruption of speed calculation will occur. There are two sets of dual
RPM pick-ups allowing for complete system redundancy
Safety Function Slowdown
Slowdowns may be cancellable or non-cancellable. The operator may cancel

a cancellable slowdown if it is considered appropriate. Slowdowns are
announced visually at the ACP and audibly at the buzzer. The operator must
react to cancel a cancellable slowdown in a short period of time otherwise
the shutdown will be activated (see Section 2.1.3 of this machinery operating
manual). A shutdown may be cancelled by pressing the CANCEL SLD
pushbutton at the ACP. Slowdowns may be cancelled individually at the ACP in
the ECR regardless of which station has control of the engine. A slowdown is
automatically reset after the sensor resulting in the slowdown is deactivated or
the condition causing the slowdown disappears, and the control lever is moved
to a speed position below the slowdown speed.
The following conditions will result in the automatic slowdown of the engine:
• Crankcase oil mist level high
• Jacket cooling water outlet temperature high
• Main lubricating oil inlet pressure low
• Main lubricating oil temperature high
• Crosshead lubricating oil inlet pressure low
• Turbocharger lubricating oil inlet pressure low
• Turbocharger lubricating oil inlet temperature high
• Turbocharger lubricating oil outlet temperature high
• Piston cooling oil outlet temperature high
• Scavenge air temperature high
• Scavenge air temperature under piston (fire detection) high
• Exhaust gas temperature high
• Exhaust gas temperature differential high
• Spring air pressure low
• Air cooler drain separator(s) condensation water level high
2.1.5 Digital Governor The set point selector also receives information from the AutoChief C20 engine
manoeuvring system which informs it of the control location status. In the
Manufacturer: Kongsberg event of a cable failure or signal error, the set point selector will maintain the
Model: AutoChief C20 DGU set point value prior to the error. The failure or error will initiate an alarm.
Type: Electronic
No. of sets: 1 DGU Module
The DGU module communicates with the speed setting controllers, the RPM
pick-up system and the WECS via CANs or serial lines. The module has two
General Description CAN communication channels, two CAN global communication channels and
two serial lines. The module is self-checking and has monitoring and alarms
The AutoChief C20 Digital Governor Unit (DGU) is a control system designed for all channels.
to accurately maintain the output shaft speed of the main propulsion engine
to a given order. The WECS-9520 electronic control system receives the fuel The desired engine set point speed is provided by the ACP and once the set
command signal from the governor and controls fuel injection to the engine point has been established the DGU maintains that rpm value by sending a
cylinders. The DGU must, therefore, communicate effectively with the WECS- signal to the WECS which then adjusts the fuel.
9520.
The DGU module provides automatic limiting functions such as scavenge air
The digital governor function resides in the DGU and the WECS-9520, there pressure and torque. There are also manual limitation functions such as rpm
being no separate governor unit as all fuel changes are made by the WECS. and fuel limiters, these limits being set via the ACP. The automatic slowdown
The DGU reacts to changes in engine operating conditions and issues fuel function also resides in the DGU.
adjustment requests to the WECS in conjunction with the power orders active
in the engine manoeuvring system.
Kongsberg AutoChief C20 Digital Governor System
Tachometer System The digital governor only exists in the engine manoeuvring system, the
Engine speed is measured by two rpm detector systems, each detector system DGU and the WECS, there is no separate governor control panel. Interaction
using two independent pick-ups. The pick-ups are located close to the turning between the operating engineer and the digital governor is via the ACP panel.
gear wheel. Pick-up signal processing is carried out by a dedicated input The required engine speed is set at the bridge telegraph lever and the DGU will
processor and from that the rpm signal for the speed control of the main engine respond to this change in rpm set point. The operator may change limits at the
is passed on to the main processing unit of the DGU. ACP and the DGU will make engine speed adjustments taking into account the
set limits.
The system selects which of the rpm detector signals is to be used. This is done
by checking that the signals are within the valid range. If the signals are in The actual engine rpm is monitored by the dual rpm units and these supply
order, but slightly different, then the tacho selector will choose the signal which the actual engine speed to the DGU. The DGU processes all signals and
is the highest and use this for the calculation of the rpm value. Real-time signal determines the value of the signal to be sent to the WECS-9520 in order to
processing is used to detect malfunction of a pick-up signal. The pick-up signal make the necessary fuel adjustment. In determining the fuel adjustment signal
is automatically disregarded if a fault is detected. In nearly all cases where a the DGU takes account of the load programme, barred speeds and other engine
pick-up fails, the signal goes to zero. In these cases, the failed pick-up will be operating parameters such as maximum torque and scavenge air pressure.
disregarded and the other tacho is automatically selected.
The WECS-9520 makes the actual fuel adjustment, there is no physical link
between the DGU and the fuel system. In the event of a DGU failure it is
Set Point Selector
possible to control the fuel injection system by directly sending signals to the
The set point selector receives the rpm set point signals from the automatic WECS-9520 from the manual control panels.
bridge control system continuously. During Manual Control mode, ECR or
engine side, the fuel command for the WECS-9520 is sent directly from the
potentiometer at the speed selector dial.
2.2 Boilers and Steam Systems
2.2.1 General Description
2.2.2 Boiler Control Systems
2.2.3 High Pressure Steam System
2.2.4 Low Pressure Steam System
2.2.5 Exhaust Gas Boiler
Illustrations
2.2.1a Mission D-Type Boiler
2.2.2a Boiler Control Screen Display
2.2.2b Boiler Local Control Panel
2.2.3a 20 bar and 10 bar Steam System
2.2.4a Low Pressure Steam Service System
2.2.5a Exhaust Gas Boiler-Type AQ2

2.2 Boilers and Steam Systems Both the furnace and the generating tube banks are located asymmetrically Illustration 2.2.1a Mission D-Type Boiler
and are separated by the screen wall of vertical water tubes. Besides the screen
2.2.1 General Description wall the furnace consists of gas tight membrane walls. The furnace roof, side
and floor panel walls are formed from one all-welded membrane wall which
The steam generating plant consists of two Aalborg auxiliary oil-fired boilers forms a ‘D’. 2
and one exhaust gas boiler.

The furnace front and rear panel walls are welded into the top and bottom
headers, which are welded to the drums. The membrane wall of tubes receives 20
The steam demand of the vessel in port is met by one or both of the boilers
radiant heat from the combustion flame and this prevents burning of the boiler 1 3
depending on the operating conditions at the time. At sea, the steam demand
is met by the exhaust gas boiler but this may be supplemented by one of the shell. The generating tube bank consists of vertical bare tubes arranged in a
boilers in the event of high steam demand or low exhaust gas boiler output due staggered configuration. The tubes are expanded into the drum shells. The 19
to manoeuvring/slow steaming etc. flue gas passes through the staggered tubes at the bottom of the screen wall,
and then upwards through the generating tube bank. From the generating 18
tube bank, the exhaust gases leave the boiler through the smoke outlet box.
Auxiliary Boiler Downcomers connect the steam drum with the water drum promoting effective
Manufacturer: Aalborg Industries A/S, Denmark water circulation within the boiler.
No. of sets: 2
The bottom furnace membrane tube plate is covered with a coat of insulation
Type: 2 drum water tube type marine boiler
refractory and above that with a castable refractory. 13
Model: Mission D-type model 55000
Evaporation: 50,000kg/h 4
Entry to the furnace is possible through the access door at the bottom of
the furnace. From this access door, inspection of the generating tubes, and 17
Steam condition: 20 bar saturated steam at 214°C
Feed water temperature: 85-95°C membrane wall is possible. The generating tubes may also be inspected by
16 15 5
removing the access door provided at the flue gas outlet box.
Fuel oil: HFO up to 700cSt at 50ºC
Atomising steam: 6.0 bar 6 8
WARNING
An Enclosed Space Entry Certificate must be completed before entering
Auxiliary Boiler Description boiler furnace.
14
7
13
The boilers are of the two-drum water tube membrane wall type, top-fired and Boiler Mountings 10
equipped with a low NOx steam atomising burner. The burner local control
panel and all of the relevant boiler mountings are located on top of the boiler. The following boiler mountings are fitted. 9
The control system provides fully automatic operation of the boiler, and the
12
steam atomising burner. 11
Safety Valves
The steam drum is furnished with the necessary internal fittings to ensure Two safety valves are fitted to the pressure vessel of the boiler at the steam
an even distribution of the feed water and to ensure a sufficient dryness of drum, and are set to lift at 22 bar. They are installed to prevent the boiler
steam. The burner cone in the furnace opening is an integrated part and so no pressure from rising above the design value. Waste steam pipes are fitted to the
refractory is provided in the top of the furnace. Manholes are placed in the safety valves, these are provided with drains to prevent condensate build-up Key
1 - Access Door 11 - Heating Coil
steam and water drums, the drums having sufficient space for inspection and above the valve.
2 - Uptake 12 - Water Drum
maintenance. Water drum design is similar to the steam drum, the water drum
3 - Burner 13 - Downcomer
being located at the bottom of the boiler and connected to the steam drum by
Main Steam Valve 4 - Inspection Hole 14 - Generating Tube Bank
means of generating tubes and downcomers. 5 - Backstay 15 - Supports
The main steam stop valve is a right-angled screw lift valve, which when 6 - Inspection Hole 16 - Manual Sootblower
The foundation for the boiler consists of four supports at the base of the boiler closed isolates the boiler from the main steam system. A non-return valve is 7 - Access Door 17 - Inspection Door
resting on four pads which are welded to the ship’s structure. The supports and located downstream of the main stop valve. When open, this valve prevents 8 - Furnace 18 - Manhole
pads are secured together by bolts in such a manner as to allow for thermal steam from flowing backwards into the boiler should it trip. 9 - Membrane Walls 19 - Steam Drum
contraction and expansion. The steam drums are provided with two stays which 10 - Screen Wall 20 - Side Stay
attach to the ship’s structure on the ouboard side only.
Bypass or Warming Through Valve when the boiler is at high load. As with the blowdown valves the ship side Boiler Controls
blowdown valves must be opened before the scum valve is operated.
The bypass valve is a shut-off valve. This valve equalises the pressure between The Gauge Board
the boiler and the steam system when the main steam valve is closed, it is also
The function of the gauge board is to control the burner and to give warning
used to allow for warming through of the steam lines before the main steam Sample Valve
and alarm for low and high steam pressure. The following items of equipment
valve is opened.
A sample valve is fitted to the boiler steam drum. It is connected to the sample are fitted to the gauge board:
cooler, and is used for taking water test samples. This is to evaluate the
• A pressure gauge which gives a reading of the actual steam
Feed Water Valves condition of the boiler water, and to determine the type and quantity of feed
pressure in the boiler. The pressure gauge is located on the local
water treatment required.
Two groups of feed water valves are provided in the boiler. Each group control panel.
comprises a shut-off valve and a non-return valve. The shut-off valve in the
• A pressure switch for high steam pressure which activates an
main group must be open when the boiler is in operation under oil-firing or Inspection Hole
alarm and cuts off the burner when the steam pressure rises
being used as the steam/water receiver with the exhaust gas boiler working.
Two small inspection holes are provided in the furnace wall to enable above the preset point of 21.5 bar. When activated the pressure
The shut-off valves should be closed when the boiler is not in use.
inspection of the burner flame. A proportion of the air supply is bled off from switch locks the burner in stop mode. Operation of the burner
the burner fan to cool the window of the inspection hole, and to prevent soot is then only possible when the steam pressure falls below the
Water Level Gauges deposits building up. differential set point of the pressure switch, and the shutdown
Two local water level gauges are connected to the front of the boiler, each function is reset.
gauge being provided with two shut-off valves and a drain valve. The shut-off Inspection Door • A pressure transmitter connected directly on the boiler which
valves, fitted at the top and bottom of the gauge glass, have a quick-closing converts the actual steam pressure of the boiler into corresponding
The boiler is provided with two inspection doors to enable inspection of the
mechanism which is used should the glass shatter. The drains from the drain electric signals. The signals are used to give warnings for low/
generating tube bank.
valves lead to an open drain which is visible for inspection. high steam pressure and alarm/burner cut-off for high steam
pressure.
Manhole
Blowdown Valve • A pressure transmitter is located in the main steam line. The
Manholes placed at the boiler top and boiler bottom allow access to the steam transmitter is common for both boilers and converts the actual
Two blowdown valves of the shut-off/non-return type are mounted on the boiler
and water drums for internal inspection. steam pressure in the common steam line into corresponding
water drum and are to prevent steam/water from flowing into an empty boiler
from the running boiler. The purpose of the blowdown valves are to clear boiler electrical signals. The signals are used to give warnings for
of any build-up of undesirable deposits and to keep chemical composition of Access Door low/high steam pressure and alarm/burner cut-off for high steam
the boiler water within manufacturer’s specified limits. They should only be pressure. Furthermore, the signals are used to control the start/
Access to the furnace is possible through the access door placed at the bottom stop and modulation set point of the burners both in low and
opened during light boiler loads. If opened at high loads the circulation of of the furnace.
water within the boiler will be affected. The valves are also used to drain the high pressure mode. The signals from the transmitter are also
contents of the boiler when required. The ship side blowdown valves must be used to control the master/slave operation.
opened before the boiler blowdown valves are opened. Drain for Furnace
The furnace bottom is provided with a socket for draining the washing water Water Level Control
Air Valve used during boiler tube cleaning operations. A three-point feed water control system of water level control is employed
The air/ventilation valve of the shut-off valve type is located on top of the on the boiler. This system consists of three control elements of steam flow,
boiler steam drum. It is normally closed except when the boiler is being filled, Heating Coil Valves feed water flow and water level. These elements are used as control inputs,
being completely drained or when steam is being raised. The end of the drain and combined with two PID controllers provide level alarms/shutdowns, and
A steam heating coil is fitted in the boiler water drum that is fed from the
pipe from the air valve is visible so that it may be observed whether air, water, control of the feed water valve. A safety device system for too low water level
engine room steam main. The coil is used to maintain a suitable temperature
or steam is venting from the boiler. It is also to collapse any vacuum in the shutdown, the burner cut out consists of a float level switch mounted as an
in the boiler when the exhaust gas boiler is operating, to enable the auxiliary
boiler drum prior to opening manhole doors for access into the boiler drums. external unit to the boiler.
boiler to be brought into service quickly should the need arise.
Scum Valve Feed Water Control Valve
The scum valve is a double valve arrangement. The purpose of the scum valve There is a high and low feed water demand valve on the boiler. The feed water
is to clear the boiler of any build-up of undesirable floating contaminents by control valve has a valve plug of parabolic form and the fluid flow direction
blowing-off the surface water in the steam drum, to keep the composition of is against the closing direction. The valve is actuated by a pneumatic actuator
the boiler water within manufacturer’s specified limits. The scum valve is used which is mounted above the valve and which is regulated by a signal from the
water level flow transmitter.
Pneumatic Actuator, Type DP Steam Atomising Burner atomisation quality does not vary over the burner turn down range even with
the oil pressure operating between 2 and 25 bar.
A pneumatic linear actuator is mounted directly onto the feed water control Burner
valve. The pneumatic actuator converts positioning command signals into
Manufacturer: Aalborg Industries A/S, Denmark
stem thrust forces. The required back-setting force is produced by the spring Safety
arrangement inside the actuator. The rolling-diaphragm produces linear spindle Model: KBSD 4150
All safety equipment such as flame sensor equipment and correcting elements
movements over the complete stroke. Type: Steam atomising, modulating
may only be replaced by qualified personnel. If any unexpected plant behaviour,
deterioration or similar event should occur giving rise to any reasonable doubt
It is essential that the air supply to the pneumatic actuator is supplied in a The steam atomising burner is capable of burning both diesel oil and heavy as to the continued safety of the plant, the matter should be reported at once to
dry condition and at ambient temperature. The pneumatic air supply tube is fuel oil. As the burner is a very vital component of the boiler plant, ship’s staff Aalborg Industries for their advice.
connected to the diaphragm housing/lid depending on valve position on air should be thoroughly instructed with regard to the operation of the equipment
failure. Should the air supply fail, the stem will automatically return to the and the relevant safety regulations. This is due to the fact that burner problems
original position caused by the effect of the inserted springs. WARNING
are often caused by incorrect burner operation. The nearest service centre
Repair of any of the safety components is NOT permitted. Failure to
should be consulted if there frequently occurring burner faults. To ensure a safe
WARNING comply may result in serious injury.
and reliable function of the burner it must be inspected at least once a year, in
The actuator diaphragm may only be pressure loaded on the side addition to the normal maintenance intervals. The inspection should be carried
opposite the springs. The vent hole in the other connection must remain out by a representative of the supplier or by another competent and qualified The Ignition Burner
open. person. The ignition burner is a separate diesel oil burner with its own oil supply system.
It operates on the principle of mechanical pressure jet atomisation. The ignition
Valve Positioner The burner system consists of the burner unit, combustion air fan, and supply burner is retractable and inserted/retracted by an air servo cylinder into the
systems for oil, steam, and combustion air. The burner unit is mounted on top register throat. Both in automatic and emergency operation mode the ignition
The electronic pneumatic valve positioner unit (SIPART PS2 6DR5000) is of the boiler and connected to the combustion air fan via an air duct. The design burner is fully automatic. When the burner is started, and the ignition sequence
used as the final control element of the pneumatic linear feed water regulating of the burner ensures that the flame is kept highly stable at all loads. The burner step is reached, the ignition burner is moved into position in the register throat,
valve actuator. The positioner converts a current signal output of between 4 system provides inert gas at low loads as it has a large turn-down ratio. by means of the air servo cylinder. The diesel oil flame is ignited by an electric
and 20mA from the process controller into a corresponding movement. The
spark between two electrodes, which are connected to a high voltage ignition
positioner changes the pressure in the actuator chamber until the position
The Wind Box transformer. After the ignition period has expired, the ignition burner is purged
corresponds to the set point value.
with air and retracted.
The wind box is shaped as a spiral. This shape in combination with the radially
Comparison of the set point and the actual value takes place electronically in a fixed guide vanes, ensures a uniform air distribution in the burner register, as The diesel oil is supplied by a gear type ignition oil pump, which only operates
micro controller. If the micro controller detects a deviation, it uses a five-point well as in the furnace. This allows for stable fuel combustion. The wind box in the ignition mode. The pump operates at between 7 and 14kg/cm2.
switch procedure to control the piezo-electric valves, which in turn regulate design minimises the combustion air pressure loss between fan and register.
the flow of air into the actuating chambers. When connected in a two-wire
system, the SIPART PS2 draws its power exclusively from the 4 to 20mA set The Flame Failure Equipment
The Burner Register
point signal. Flame failure during light-up and normal operation is detected by photoelectric
The burner register is the duct between the wind box and the furnace. The cells mounted on the burner unit and coupled to an amplifier mounted inside
If a large deviation arises between the set point and the indicated operation burner lance with atomiser, flame stabiliser, and ignition burner are placed the local control panel. Upon loss of the main combustion flame, the flame
position, the actuator travels continuously due to a sustained current output in the burner register. For maintenance and inspection purposes the burner failure equipment will automatically shut down the burner. The burner cannot
from the positioner (high-speed zone). Within the zone of moderate system lance may be dismounted separately from the top of the wind box. This makes be restarted until the control system is reset.
deviation (short-step zone) travelling occurs in impulse sequences of minimum replacement of the atomiser very easy. The swirler/flame stabiliser is designed
length. The pulses affect differences in the pressure of the actuator chamber to create an internal recirculation of hot gases which provides the continuous
and consequently initiate an adjustment. No positioning signal is output in the ignition of the oil and thereby stabilises the flame resulting in less pulsation. Burner Supply Systems
case of a small control deviation (adaptive or variable dead zone).
This section describes the burner supply systems in general terms together with
The Atomiser
some of the requirements needed to have a safe and reliable burner operation.
The burner lance contains the Y-jet atomiser, in which steam and fuel are The burner and the oil system are designed for both diesel oil and heavy
mixed and ejected. This oil mist is then mixed with combustion air, and fuel oil operation. The burner supply systems consist of a fuel oil system, a
the combustion is completed. The requested oil capacity of the burner unit steam atomising system, a combustion air system, an ignition system and a
determines the number and bore of discharge ports in the atomiser. The oil compressed air system (for air atomising when burning MDO and for purging
flow regulation is based on flow measurements, and therefore the oil pressure the fuel system).
is of little importance to the atomisation quality. As a consequence of this, the
Fuel Oil Supply System If atomising steam is not available compressed air may be used as atomising selenium photocell. When illuminated, it generates DC voltage which causes
medium (eg, at start-up) and is supplied via the air stop valve. Compressed air a current to flow to the input of the flame signal amplifier in the control unit.
The fuel system is described in Section 2.6.3.
for atomising should only be used with HFO if steam is not available, but it Hence, the selenium photo cell is an active detector.
must always be used when burning MDO.
Oil and Atomising Systems
Burner Operating Instructions
The atomising medium and oil are supplied from valves through reinforced Compressed Air System
flexible hoses to the burner lance. The following section describes the normal burner operations with regard to
See Section 2.10 3 for a more detailed description of the air supply systems.
preparation for start-up on the selected fuel type, normal start/stop, change of
Automatic shut-off valves, recirculation valve, solenoid valves, and the rest of fuel, etc. The boiler, burner, control system and additional equipment for the
The compressed air system to the boiler supplies atomising air for the main
the necessary burner mountings are all fixed on the wind box. All shut-off valves boiler plant will have been set up during the commissioning stage.
burner should steam not be available or when burning MDO. Control air is
are standard ball valves and the automatic valves are with electro/pneumatic
also supplied to the boilers for controlling the FO valves and the feed water
actuators. The arrangement of the components on the burner is made as simple
regulating valves. Control air is also used for control of the sootblowers and Descriptions
as possible. The oil flow control valve is fitted with a pneumatic converter/
the burner unit.
positioner. To obtain a very accurate regulation of the oil flow, which is very In the following sections various operating procedures are described such as:
important for a large turn-down ratio, the valve is also fitted with an adjustable
Valve Characteristic (Cv) function. This Cv-adjuster makes it possible to adjust WARNING • Diesel oil mode
the pressure loss coefficient of the valve whereby the oil flow regulation may Atomising steam must not be used in conjunction with diesel oil burning, • Heavy fuel oil mode
be optimised to each single installation. The oil flow is measured by a screw- as an explosive atmosphere will be created in the boiler furnace.
• Automatic mode
type flow meter.
• High pressure mode
The fuel oil pressure control loop includes a motorised control valve to ensure Combustion Air System
• Low pressure mode
the correct pressure at the fuel oil inlet of the burner, and thereby providing Combustion Air Fan
a larger turn-down ratio of the control valve. A single loop PID-controller • Inert gas mode
Manufacturer: Aalborg Industries A/S, Denmark
and a standard 4-20mA pressure transmitter ensure optimum and accurate • Manual mode
functionality. The fuel oil temperature before the burner inlet is kept precisely No. of sets: 2
at the desired value by means of a motorised flow control valve, a single loop Model/type: HN 1120-900 • Change from diesel oil operation to heavy fuel oil operation
PID-controller, and a temperature transmitter. The atomising steam is supplied Capacity: 54,978m3/h • Change from heavy fuel oil operation to diesel oil operation
through a motorised control valve. The steam pressure is kept constant at high Motor: 99kW at 1,780 rpm • Change of operational heater
burner load, but at low burner loads, the steam pressure is reduced.
• Change of heavy fuel oil bunker type
The combustion air system supplies air to the burner according to the demands
Both steam and compressed air may be used for atomisation of the fuel oil, but • Prolonged stop
of the control system. The draught loss of the burner air register is measured
ordinarily steam is used. Atomisation of the fuel oil by compressed air should
by a differential pressure transmitter, which converts the signal to a flow signal
only be used during cold start-ups, when burning MDO or due to failure of the
used by the control system for automatic air/oil ratio control. Diesel Oil Mode
steam supply system.
The combustion air is supplied by a directly driven centrifugal fan, which takes A description of the pipeline set-up required for MDO operation may be found
Steam Atomising System its suction from the engine room through the inlet vanes. The fan is mounted in Section 2.6.3 of this manual.
Atomising steam is supplied from the 7 bar steam service system. From the on a common bedplate with motor, inlet vanes and servo-drive unit. The fan
impeller inside the spiral housing is mounted directly on the motor shaft. The The boiler will normally only be operated on MDO when flashing-up from
supply line, the atomising steam flows through a steam regulating valve, a cold with no steam supply available; in this case atomising air is used. Steam
pneumatic shut-off valve, a stop valve, and then to the burner lance. The steam air flow to the burner is regulated by inlet vanes mounted on the fan suction
side. The inlet vanes are of a multi-blade design and regulated by a servo- should never be used for atomising purposes when burning MDO.
pressure is controlled by the regulating valve and is kept at a constant level at
high burner load, but at lower burner loads, the steam pressure is reduced by driven unit comprising an air cylinder and an I/P positioner.
the control system. Heavy Fuel Oil Mode
Flame Detector A description of the pipeline setup required for the HFO operation of the boiler
During normal stop of the burner, the lance is purged with steam. The may be found in Section 2.6.3 of this manual.
The flame detector is used for supervision of yellow burning oil flames. If
pneumatic shut-off valve opens, and the remaining fuel oil in the lance will be
the photocell detects a missing flame, the burner stops immediately. It is not
atomised into the furnace. The combustion air fan, which also operates during Steam atomising will be used at all times when the boiler is operating on
possible to start the burner before the control system has been reset. With this
this period, purges the furnace for the unburnt ejected oil/steam mist. The HFO.
type of detector, the radiation of the oil flame in the visible band of the light
pneumatic shut-off valve is closed after the end of the purge period.
spectrum is used to generate a flame signal. The light-sensitive element is a
The automatic mode operations, high and low pressure operation mode, inert Change of Heavy Fuel Oil Bunker Quality f) Open the root valves for all instruments and controls connected
gas and manual mode are described in Section 2.2.2 to the boiler.
If the heavy fuel oil bunker quality is changed and the calorific value of the oil
changes, the air/fuel ratio should be adjusted to obtain the correct combustion
g) Open the vent valve on the steam drum.
Change from Diesel Oil Operation to Heavy Fuel Oil Operation data. This is done by changing the correction factor of the air/fuel ratio on the
local panel.
The procedure for changing over from MDO to HFO has been described in h) Open all pressure gauge valves and check that all valves on the
Section 2.6.3. However, when changing over to HFO operation, the following pressure gauge piping are open.
points must be observed: Prolonged Stop
When the boiler plant is to be stopped for a long period of time, the oil system, i) Check that the main steam valve, bypass valve, scum valve and
a) To avoid cavitation damage to the oil pumps, the viscosity of blowdown valves are closed.
including the heaters, should be flushed with MDO and the trace heating must
the oil in the heavy fuel oil tank should not exceed 380cSt. If
be switched off.
possible, the oil tank should be heated. Note: When filling a boiler ensure that an initial charge of boiler chemicals
is also added via the chemical dosing valve, as per the manufacturer’s
b) Care must be taken to avoid a continuous heating of the Procedures for Boiler Starting and Stopping recommendations.
recirculated diesel oil when the burner is in stop mode during
the changeover period. Note: It is essential that the operator of the boiler plant understands j) Open the feed water valves and the air valve. Fill the boiler with
thoroughly the operating instructions of the burner and the control panel. The distilled water to approximately 50mm below normal water
Note: When the fuel type is changed from MDO to HFO, an alarm for low oil boiler operating manuals provide full details of the burner and control panel. level. The water level rises due to expansion when the boiler
temperature may arise. If the burner is in operation, it will shut down due to To ensure a safe and reliable operation of the boiler plant, all operation and/or is heated (this is known as swell). If the temperature difference
this alarm. To prevent burner shutdown, the set point for low oil temperature maintenance of the boiler must be carried out only by skilled personnel who between the boiler and feed water exceeds approximately 50°C,
may be temporarily decreased in the control system. know the boiler plant thoroughly. the boiler must be filled very slowly.
c) Select one of the heaters for operation. The other heater should When the boiler is started, the firing rates advised by the manufacturer must Note: When filling a boiler which is not under pressure, the shut-off valve
be in standby mode. be strictly observed to prevent over-strain of the boiler material by quick and after the feed water pump should be throttled-in to maintain an adequate
uneven temperature rises. It might be necessary to perform a number of start discharge pressure.
d) Check that the tracing systems for the oil system and the burner and stop sequences during the raising of steam from a cold boiler condition.
unit are operational. Care must be taken to avoid supplying trace The boiler is provided with a steam heating coil in the water drum to maintain a k) Check the water level in the water level gauges. Check frequently
heating to sections of pipes which are closed at both ends. temperature when the boiler is not in operation. This ensures that the auxiliary during the start-up process. The water level gauges should be
boiler is always available for steam generation. blown down several times to ensure a correct indication.
e) Check the heavy fuel oil temperature. The viscosity of the oil at
the atomiser should be between 15-20cSt. l) Check that the water level control system is connected and
Procedure for Preparing the Auxiliary Boiler for Starting from
operational.
Cold
Change from Heavy Fuel Oil to Marine Diesel Oil Operation
m) Check the fuel oil system and start the fuel oil supply pump. The
A description of the pipeline set-up required for MDO operation may be found a) All foreign materials must be removed from the internal pressure
boiler will be initially flashed on diesel oil as there will be no
in Section 2.6.3a. parts.
steam available for HFO heating (see Section 2.6.3).
When changing over to MDO operation, the tracing steam should be turned off b) All gas side-heating surfaces must be clean and all the refractory
n) Check the burner and the safety functions.
on the supply pipework. in good condition.
CAUTION c) The furnace bottom and the burner wind box are to be clean of
The heating of diesel oil in the pipework system must be avoided. oil and other debris.
d) Ensure that all personnel are clear and all manhole covers are
Change of Heater securely tightened.
When changing the HFO heater, care must be taken to ensure that the flow
of HFO to the burner is maintained. It is also important to ensure there e) Inspect the safety valves and see that the gags have been
is an adequate supply of steam to the heater to maintain the correct fuel removed and the easing levers are in good condition.
temperature.
Procedure for Flashing-up the Auxiliary Boiler from Cold and Procedure for Stopping Operation of the Auxiliary Boiler If an emergency shutdown must be carried out, the fuel supply should be
Raising Steam stopped. The main steam valve should be closed gradually, and the boiler must
Boiler Normal Shutdown be cooled. The safety valve easing gear must not be operated. If the boiler is
a) Start the burner on manual control and on low load. Check that If necessary, the boiler may be shut down at any load without special steaming in parallel with the other boiler, ensure the running boiler is able to
the water level does not rise too high during the pressure rising preparations. take the extra steam load. If not possible, reduce the steam consumer load.
period. Drain water from the boiler via the blowdown valves if
the water level is too high. Note: When the boiler is shut down, sudden temperature and pressure drops Stopping the Boiler for Repair or Inspection
should be avoided as they might expose mountings, pipelines and the boiler
Note: The boiler may be started in automatic mode when it is in a warm plant to damaging temperature gradients. a) Operate the sootblowers prior to shutting down the boiler.
condition or even from cold, however, if any boiler maintenance has been
carried out it is good practice to start the boiler from cold in manual mode in a) When minimum load is obtained, stop the burner. b) Stop the boiler as described for normal boiler shutdown.
order that checks may be carried out as the boiler comes under pressure.
b) Keep the water level at normal level until the boiler stops
WARNING
b) Close the air valve when only steam blows out. A pressure producing steam.
Enclosed Space Entry Certificate must be completed before entering
reading should be indicated on the boiler pressure gauge before
c) Stop the feed water pump and close the feed water valves. boiler furnace.
the air valve is closed.
d) Close the main steam valve. c) Clean the boiler of soot by using water washing.
c) Check all covers such as manholes, hand holes, inspection
doors, etc, during the pressure rising period. If required, check
d) Operate the boiler forced draught fan after water washing, to dry
all flange joints on the plant. Boiler Emergency Shutdown out the remaining water. If this is not possible, use a portable air
The boiler must be taken out of service immediately if: fan to dry out the boiler gas side.
d) Change the burner to automatic control when the boiler pressure
is 0.5 bar lower than the working pressure of the boiler. • Parts of the boiler show signs of overheating.
e) Check the furnace and tubes for deposits and damage. Ensure
that any sensing connections are clear of blockages.
e) Open the bypass valve slowly to heat up and pressurise the CAUTION
steam system. Drain valves on the steam pipes and on steam
The classification society and statutory authority must be informed, f) Drain the water from the boiler.
headers must be opened to remove condensate when the steam
and the boiler must not be used until approval from these authorities is
lines are warming through.
available. g) Check and clean the outer fittings. Change joints and valve
gland packings where required.
f) Slowly open the main steam valve and close the bypass valve. • Substantial loss of water is noted
• The feed water system is unable to provide the necessary h) Ensure drum take off points for boiler water gauge glass
g) Open the valves to the steam consumers carefully in order to
amount of feed water, eg, due to failure of feed pumps or the connections and sensing connections are clear of deposits.
avoid water hammer in pipes.
feed system
i) Clean the feed water tank and feed water pipes.
h) When the boiler is in normal operation, check that the water • The safety valves cannot function
level control system and the gauge board functions are fully
• Sudden cracks or damage are noted in the refractory, and if j) Clean and grease the bearings of the motor, pump and air supply
operational.
steam or moisture is coming out of the casing fan.
• Oil in the feed water is detected k) Check and align the burner if necessary.
CAUTION l) If the boiler is shut down for a long period of time, the boiler is
Under no circumstances should the boiler be blown down if oil is detected to be laid-up as per the manufacturer’s recommendations.
in the boiler gauge glass. The boiler surface should be scummed to
remove the oil, using the scum valve. Blowing down will result in coating WARNING
the boiler tubes with oil, resulting in overheating of boiler tubes. It is of extreme importance that the boiler is NOT operated without
water supply when the oil burner is in operation. Boiler damage and
• Too high salinity in the feed water is detected danger to personnel will result.
Illustration 2.2.2a Boiler Control Screen Display
FO flow FO flow
Temp uptake % % Temp uptake
°C 100 100 °C
500 500
24.9 25.0
102.3 158.7
0 0
0.0 0.0
O2 monitor O2 monitor
% %
20.8 20.8
19.5 Oil valves Oil valves 19.0
0.0 0.0
Air flow FO temp FO press Air flow
Smk density % °C Bar % Smk density
% 100.0 160.0 40.0 100.0 %
100.0 0.0 114.8 22.0 0.7 100.0
16.1 0.0 0.0 0.0 0.0 1.1
0.0 0.0
Smoke blower. Smoke blower.

Boiler 1 M Boiler 2
OFF ON
Atm stm prs

Atm stm prs Oil Heater Bar
Bar 25.0
25.0
M
0.1
0.1 0.0
0.0 Water level Boiler press Water level Boiler press
M mm Bar mm Bar M
260.0 25.0 FO Pump 1 FO Pump 2 260.0 25.0
-61.0 2.2 -51.0 6.1
Flame Scan 1: -265.0 0.0 -265.0 0.0 Flame Scan 1:

OFF OFF
Start Stop
Flame Scan 2: OFF Contr. mode Load Contr. mode Flame Scan 2: OFF
Load Load
Ignition Scan: OFF 0.0 % Stopped 0.0
0.0 %
% Stopped Ignition Scan: OFF
Operation Priority Operation

Operation Priority
Force Inert gas: OFF Force Inert gas: OFF
Change to Diesel oil Heavy fuel oil Stopped Change to
Stopped Ready
Req Inert gas: OFF
Slave Slave Req Inert gas: OFF
8/14/2007 12:52:10 MISSION MEGB-STEAM-STMDMP_LALM EGB Steam Dump (EGB) low ALARM CFN
2.2.2 Boiler Control Systems Common Power Section High Pressure Mode
Boilers may be selected for single operation or in a master/slave arrangement;
The common power section contains power supply systems, a common power the master boiler will operate to supply steam as required and the slave boiler
Introduction panel, motor starters and the smoke density monitoring system. Switches for will be maintained under pressure ready to be fired in order to provide additional
emergency operation are also provided inside the common power section. steam should the master boiler not be able to maintain pressure due to the steam
The boiler control system is designed to provide safe and functional operation
By using the soft keys on the control panel, parameters, settings, etc, may be demand. Boilers may be selected for operation in high pressure or low pressure
of the auxiliary boiler plant both at the boiler side(s) and from the machinery
entered or modified, and the actual menu levels or menu item lines shown mode. The high pressure mode may be selected on the local control panel or
console in the engine control room (ECR). There is a local control section for
on the display. During normal operation, the entering or modification of from the control position at the machinery console in the engine control room.
each boiler, a common power section and a PC based control and monitoring
parameters or settings should be performed from the local panel. When this mode has been selected the boiler will increase pressure until the
system in the ECR.
modulating set point has been reached. When this has occurred, the steam
PC Based Monitoring System pressure will be controlled by the regulation of the burner.
Control Room Operation
The control system is provided with a PC with graphic user interface, which Low Pressure Mode
When set for remote operation the boilers are controlled from the ECR through is installed on the machinery control console in the ECR. The RS485 network
the screen display on the main console. Adjustments being carried by utilising As with the high pressure mode, low pressure operation may be selected from
connection enables the PC based monitoring system to retrieve data from the
the dedicated keyboard and trackball. either the local control panel or from the control position at the machinery
control panels in the system and present the complete boiler plant on the PC
console in the engine control room. When operating in this way the control
display. This means that active control of the boiler plant may take place from
system regulates the burner load and limits the burner’s maximum setting.
Local Control Section the keyboard trackball. All parameters, settings, etc, may be controlled from
the PC and downloaded to the control system.
When switching from high pressure to low pressure operation, the burner will
The local control section contains the local panel, communication interface, stop and the pressure in the boiler will start to fall. The excess steam in this
relays, flame monitoring equipment, water level control equipment, switches The graphic user interface is programmed in the standard windows environment
mode will then be dumped and condensed in the atmospheric condenser. The
for emergency operation, etc. The power supply is from the common power with traditional windows pull-down menus to provide access to alarm lists as
system pressure will then be regulated as described previously.
section. well as swapping facilities between the different pictures designed to present
the complete system. Pop-up mimic diagrams enable the operator to start and
The local panel, shown in illustration 2.2.2a, and the power panels are stop boilers or to change steam pressure set points, etc. A password system Inert Gas Mode
constructed as a computerised control and monitoring system. From the local provides the logged-on user with permissions/restrictions and ensures that no
The boiler plant is designed so that good quality inert gas can be provided
panel all operations of the boiler plant may be performed. parameters may be changed by unauthorised personnel.
from its exhaust. The inert gas mode may be selected from the control position
at the machinery console in the engine control room and when selected, the
The local control section is located on the boiler. This provides the operator Operating Modes burner will be forced to start if it is not already running. The burner load will
with a clear view of the boiler operation. The complete boiler system may be then ramp-up until the minimum inert gas load is reached. If the steam pressure
The boiler plant may be operated in one of a number of different modes,
operated from the local panel with or without the PC system in service. By use in the common main is below the minimum burner setting, the burner will
selected to suit the steam requirement conditions. In automatic mode the boiler
of the soft keys placed to the left of the display, the burner may be operated in continue to ramp-up until the supply is able to meet the demand. If however
plant may also be operated in high pressure or low pressure mode with the
manual mode, and alarms/warnings can be acknowledged. The soft keys placed the steam pressure is above the burner minimum setting, the burner will hold its
boilers being selected as the master boiler and the slave boiler. In manual mode
to the right of the display give access to the menu structure. The actual menu minimum inert gas setting and the excess steam in the system will be dumped
the boilers may be operated independently or simultaneously. In addition, one
levels or menu item lines are displayed on the four-line liquid crystal display into the atmospheric condenser.
boiler may be operated in manual mode at a fixed load whilst the other boiler
(LCD).
is operated in automatic mode.
In inert gas mode the normal set point for stopping the burner is inactive and
Access to a number of different parameters, settings, etc, is limited by the the burner may only be stopped by receiving a stop signal from the inert gas
requirement to enter a password. This secures the operation from unintentional Automatic Mode plant or a high steam pressure shutdown alarm. If the minimum inert gas load
or unauthorised entering and modification, which might cause damage to the The control system will automatically start, stop and regulate the burner to set point is adjusted in the control room during operation, the burner load will
boiler plant. The password routine is divided into two steps. The entering of maintain the desired steam pressure. If the main steam valve and warming adjust to this new set point.
the common user password provides access to the most common menu items, through valve are closed the burner operates in minimum firing position after
and the super user password, which is only known by Aalborg Industries, start-up until the pressure differential between the boiler and steam main are Note: Inert gas operation is possible in both low pressure mode, and high
provides access to the more vital functions. Settings for equipment common within the set point for modulation-free mode. If the valves are open and the pressure mode. However, the maximum burner load might be limited in low
to both boilers may only be changed from the panel for the boiler selected as pressures in the boiler and steam main are the same the burner operates in pressure mode by settings in the control system.
the master boiler. modulation-free mode. In modulation-free mode the control system maintains
the steam pressure at the desired level.
Illustration 2.2.2b Boiler Local Control Panel
ON
ON SET
ALARM OFF
RESET OFF
Manual increase of the burner load. This Entering of different menu items for
facility is only available in manual modification of settings, parameters,
operation mode. Or manual increase of other SET etc. Password entering is required
remote control settings = 1. when this soft key is used.
Manual decrease of the burner load. This Moves further out of a branch in the
facility is only available in manual menu structure and changes digit
operation mode. Or manual decrease of other position towards the left.
remote control settings = 1.
Selection between automatic and manual Move further into a branch in the
operation mode. The yellow LED above menu structure and changes digit
the soft key shines in manual operation
position towards the right.
mode.
Acknowledgement of warnings and alarms.

Low frequent flashes on the red LED above
the soft key indicate warnings, and high Moves upwards in the menu structure
ALARM and increases to a higher value.
RESET frequent flashes indicate alarms / burner
shutdown.
Starts the burner in manual operation mode.

The green LED above the soft key flashes. Moves downwards in the menu structure
ON
ON When a feedback signal for combustion air and decreases to a lower value.
fan running is received, the LED shines.
Stops the burner in manual operation mode.

OFF
OFF The green LED above the "ON" soft key is
switched off simultaneously.
Display for surveillance of operation,

servicing, and modification. The display
is a 4-line display with maximum 20
characters in each line.
Manual Mode If the master boiler is in automatic mode and the slave boiler is in manual mode Operating Examples
the steam pressure in the steam main is maintained by the master boiler. The
In manual mode, the boiler may only be started from the local position, but the
slave boiler may be started and set to operate on a fixed load, the master boiler In this section a number of operating examples are provided. The examples
start-up sequence is still automatic and controlled by the boiler’s system. After
burner load will be changed to suit the steam demand. shown are valid for a boiler plant which contains two boilers with steam
start-up, the desired load conditions have to be controlled by the operator, and
in this mode the burner may only be stopped by the operator, or a shutdown atomising burners. However, the operating principles are identical for all other
If the master boiler is set to manual mode and the slave boiler is set to automatic boiler and burner types. This means that regardless of the parameter, setting,
signal such as high steam pressure. The automatic regulation of the burner is
mode the system will not operate correctly. Only the master boiler can call for etc, which should be entered or modified, the procedure for operating the
therefore bypassed in the manual mode.
starting and stopping of the slave boiler, but if it is in manual mode it cannot panels is the same.
make such calls.
Mixed Manual and Automatic Mode
Operating Example No.1
This mode provides the ability to operate one of the boilers in normal automatic Emergency Mode
mode, and the other boiler in manual mode. The boiler in manual mode must
In the event of a total breakdown of the control system the burners may be Change of Burner Operation from Stopped to Automatic Mode
be given a start signal, and after start-up the burner load may be manually
operated in emergency mode. In this mode a number of safety systems and
set to the desired position. The boiler in automatic mode, starts, stops, and
regulates the burner in normal operation depending on steam demand. When
interlocks are overruled and so a constant watch must be made on the burner a) Press the right-hand soft key ► once to select the right-hand
operation, water level and steam pressure. In emergency mode only the too low branch of the menu structure to select BOILER.
steam pressure is below the set point for operation, the burner commences the
water level and the flame failure interlocks are operational.
start-up sequence, and if the steam pressure is above the set point for operation,
the burner stops. b) Press the right-hand soft key ▼ seven times to move down the
Emergency mode is operated from the switches and potentiometers at the menu branch to the SETUP item of the menu.
power panel and inside the local control panel.
Master/Slave Mode
c) Press the right-hand soft key ► once to move to CTRL
One boiler is selected as the master boiler and the other as the slave boiler; WARNING MODE.
both boilers must be set for the same high pressure or low pressure mode. When operating the burner in emergency mode the boiler plant must be
The master boiler supplies steam to the system and will operate automatically. closely and constantly supervised by a competent ship’s engineer with d) Press the right-hand soft key ► once to move to BURNER
The slave boiler will only start up if the master boiler cannot supply the steam special attention being paid to the water level and the steam pressure. CTRL MODE.
demand; the slave boiler will normally start if the master boiler remains on
75% full load for a predetermined period of time. The load valve and time e) Press the right-hand soft key SET to select the current burner
period may be changed if required. When the slave boiler has been started it Operation of the Panels
operating mode (in this case it is STOPPED).
remains on minimum firing load until its pressure is equal to that of the main
steam system. At this point the slave boiler goes into modulation-free mode The control system is equipped with both local and power panels from where
operation of the boiler plant may be performed. The panels are constructed f) Press the right-hand soft key ▼ once to change the burner
and the burner load is shared between both boilers. The slave boiler burner is
and operated identically, the only difference between the panels being the operating mode to AUTO.
stopped when the master burner load reduces to 25% of full load.
configuration and set-up. Local panels are configured to control the boiler and
burner operation, and the power panels are configured to control accessories g) Press the right-hand soft key SET to select the indicate mode as
The change of master and slave boiler may be made at any time whilst both
such as fuel oil pumps, feed water pumps, etc. the current burner operating mode.
boilers are operating automatically in master/slave mode. If the old slave boiler
is not firing when the change is made it will start firing and ramp-up until the
oil flow rate is greater than that of the old master boiler. After this it acts as Illustration 2.2.2a has a description of the left and right-hand soft key functions h) Press the right-hand soft key ◄ three times to return the panel
the master boiler and the old master boiler acts as the slave boiler, stopping as assocoiated with the local control panel: display to the default showing boiler operating conditions.
necessary.
By use of the soft keys placed to the left of the display, the burner may be
If both boilers are operating automatically and the master boiler receives a operated in manual mode, and alarms/warnings may be acknowledged. The
shutdown signal, the slave boiler automatically becomes the master boiler and soft keys placed to the right of the display give access to the menu structure.
the old master boiler shuts down. Even when the old master boiler is reset the The actual menu levels or menu item lines are displayed on the four-line liquid
new master boiler continues as the master boiler. If one of the boilers is in crystal display (LCD).
manual mode the master/slave state will not be changed.
Operating Example No.2 g) Press the right-hand soft keys ▲ and ▼ once to select Operating of the PC Monitoring System
Change of Set Point for Low Steam Pressure Warning individual alarms for inspection. After the initialisation of the programme the different functions available can
be called up by means of keyboard short cuts or by clicking on the menu or
a) Press the right-hand soft key ► once to select the right-hand h) After viewing the alarms press the right-hand soft key ◄ four icon bar. The menu bar is located at the top of the screen and offers drop-down
branch of the menu structure to select BOILER. times to return to the boiler default panel display. menus when a heading is selected. Menus available are File, Picture, Option,
Lists, Trend and Help.
b) Press the right-hand soft key ► once to select the right-hand
branch of the menu structure to select BOILER PRESSURE. Operating Example No.4
File Menu
Manual Start and Stop of the Burner
c) Press the right-hand soft key ► once to select the right-hand a) Press the left-hand soft key AUT once to select MANUAL
The file menu offers options for setting the event/log printer, for disc operation
branch of the menu structure to select alarms. and file loading or saving and for printing lists.
operation mode.
d) Press the right-hand soft key ▼ once to select the right-hand b) Press the left-hand soft key ON once and the burner will start. Picture Menu
branch of the menu structure to select LOW ALARM.
Mimic diagrams of the boiler plant are available from the picture menu and
c) Press the left-hand soft key ▲ to increase the burner load. most of the mimics may also be opened from the icon bar located to the right
e) Press the right-hand soft key SET for a few seconds to select the
of the picture screen. Operating modes, values, set points, etc, can be changed
password screen.
d) Press the left-hand soft key ▼ to decrease the burner load. from the appropriate mimic by using the trackball pointer and the cursor. Only
fuel oil pumps may be started and stopped from the mimic displays.
f) Type in the password code and press the SET button once.
e) Press the left-hand soft key OFF once to stop the burner.
The following mimics are available:
g) Press the right-hand soft key ► once to select the alarm screen
with the LOW ALARM condition highlighted. The PC Monitoring System • Boiler System
• Steam System
h) Press the ▲ soft key once in order to increase the low alarm set In the PC based monitoring system, data can be received, handled and
transmitted to the control unit by means of the network connection. This • Water System
point by one increment (one bar).
enables control of the boiler plant from the PC located in the machinery • Pump Overview
console at the cargo and engine control room.
i) Press the ◄ soft key three times to return to the boiler default
panel display. Option Menu
Active control of the boiler plant may take place from the keyboard or
the trackball input device. Parameters may be set or reset from here and This provides for the setting of the clock and passwords.
Operating Example No.3 downloaded to the control units.
Inspection of the Alarm List Lists Menu
The graphic user interface is programmed in the standard windows environment.
a) Press the right-hand soft key ► once to select the right-hand Windows pull-down menus provide access to alarm lists as well as swapping There are a number of lists available in the system and these include alarms,
branch of the menu structure to select BOILER. facilities between the different pictures designed to present the complete events, measuring points and group displays. A particular list may be selected
system. Pop-up mimic diagrams enable the operator to start and stop the boilers from the menu or by pressing the appropriate short cut key. The operator may
individually or to select high or low steam pressure set points. A password scroll through a menu and select a particular item from the list and obtain
b) Press the right-hand soft key ▼ seven times to select SETUP.
system provides the logged-on user with permissions/restrictions and ensures further information, if available.
that no parameters can be changed by unauthorised personnel.
c) Press the right-hand soft key ► once to select CTRL MODE. The alarms which might occur during operation may be acknowledged and
reset by clicking on the button in the right side of the PC screen using the
d) Press the right-hand soft key ▼ four times to select trackball.
LOGGINGS.
e) Press the right-hand soft key ► once to select INSPECT

ALARM LOG.
f) Press the right-hand soft key ► once to select the first alarm
condition.
Trend Menu a safety interlock alarm arises in any one of the sequence steps, the burner 7 Low Firing Set the air and oil flow rates to the minimum firing.
firing sequence is immediately interrupted. When the safety interlock circuit is After preset time, check if the boiler pressure is
The Trend Menu allows for the setting up and observation of system trend
restored, and the alarm is reset, the sequence returns to step 0 (ready). lower than the warm-up pressure; if it is lower
curves. Before a system value can be used in the trend menu, it must first be
continue on low firing. When the boiler pressure is
activated in the specific dialogue box. Different trend activated system values
Step No. Action higher than the warm-up pressure, initiate the next
can be mixed and set up as trend curves in a way which is optional for the
step. In manual mode, it may stay in low firing as
user. Sequence The boiler burner must be shut down when the required.
sequence commences. The power is then switched
A trend curve may display up to 10 inputs at the same time. Data covering the on.
past 14 days may be displayed on a trend curve (5 minute intervals) but for 8 Rising Increase the firing rate to raise steam according
higher resolution, the past 12 hours may be covered with data sampled at 10 to the predetermined ramp-up rate. After a time
Shut Down One or more interlocks active. Oil and steam valves interval for the rising period, change to modulation-
second intervals. Trend curves may be customised and printed if required.
closed, oil flow in standby condition, all timers set free mode. The boiler burner will now operate
to zero and safety interlocks checked in modulated manner. In manual mode the firing
The Alarm System mode may be selected.
The boiler alarm system may be operated from the PC screen. Alarms may be
Stopped This step must be selected at the local panel or PC.
acknowledged and lists of alarms may be displayed and printed as required. Timers set to zero except combustion air fan start.
The alarm button continuously displays the number of alarms present. If the 10 Steam Purge Position If the actual oil flow is lower than the oil flow in
Burner in stop mode. the steam purge then the firing rate is ramped-up.
background colour is green there are no alarms in the system. A flashing red/
yellow button indicates that there is at least one unacknowledged alarm in the Air and oil flow rates are set to steam purge and
system. A steady red colour means that there are alarms in the system but that 0 Ready Oil and air flow are set to standby. If automatic the timers for these started. When the required air
mode has been selected, the combustion air system and oil flow rates have been reached, the next step
they are all acknowledged. Clicking on the screen alarm button or pressing the
is set for operation. is initiated.
keyboard key F5 will cause the alarm summary screen to be displayed.
1 Starting Send the start request to the PMS system and the 11 Steam Purge 1 Close the oil valves and open the steam purge
Burner Control Sequence start timer for the PMS feedback signal. Upon valve. Deactivate the flame surveillance and after
receiving the start signal from the PMS, start the time interval has expired activate the next step.
The following text describes the burner firing sequence for steam atomising combustion fan and check that the fan is running.
burners.
12 Steam Purge 2 Close the atomising steam valve and steam purge
The burner firing sequence, that is start, purge and ignition, etc, is handled 2 Purge Open the atomising steam valve, set the air flow to valve.
by the control system. The sequence is divided into a number of steps, which purge position and start the purge procedure.When
are executed one by one. When a specified step is active, the control system satisfactorily achieved initiate the next step. 13 Post Purge Set the air and oil flow to the purge position. When
activates a number of output signals and timers. In this way the necessary feedback signal that oil and air flow have been
execution and surveillance of these actions may be performed. On the local 3 Ignition 1 Set the air and oil flow to the ignition position and reached as set, and the timer has expired, change
panel/computer the actual sequence step will be indicated. set the timers. When feedback signals for the air to step 0.
and oil flow have been received, initiate the next
The burner firing sequence consists of 13 steps. The steps 0-8 handle the burner step.
start sequence, and the steps 10-13 concern the burner stop sequence. In the
normal operation of the burner, step 8 (mod free) will be active. In this step
4 Ignition 2 Insert the igniter and start the ignition sequence;
the burner operates in modulation-free mode, and the load is controlled by the
when the feedback indicates that the igniter is
steam pressure regulation output. If the steam pressure rises above the set point functioning, initiate the next step.
for stop of the burner, the control system initiates the burner stop sequence.
When the stop sequence is completed, the burner will be in step 0 (ready). If
the steam pressure falls below the set point for start of the burner, a new start- 5 Safety Time Open the oil valves and start the timer for the
up sequence will be initiated. safety time. Activate the flame surveillance.
In addition to these steps, the sequence is provided with a stop step and a 6 Flame Stable Stop the ignition burner and check for a stable
shutdown step. The stop step must be selected on the local panel/computer. combustion flame during the flame stable time
In this step the burner remains stopped regardless of the steam pressure. The period. If a stable flame is recognised, initiate the
shutdown step is active if one or more safety interlock alarms are present. If next step.
Illustration 2.2.3a 20 bar and 10 bar Steam System To Slop Tank Heating To Cargo
To Steam Service System and Deck Water Seal ST004V
Stripping Pump
100
100 SG013V
SG SG 20
SG107V PI 15
029V 028V
SG SG087V SG086V
036V PI SG SG035V
15
PIC PIC 25 059V
200 200 15
100
SG061V
SG SG SG
SG006V SG085V SG003V SG002V SG084V SG005V 068V 062V 063V
20 > 7 bar 20 > 10 bar
Exhaust Gas Boiler 100 40 25 100 25 15 15
SG009V SG008V No.1 Ballast Pump Turbine
(2000kg/h x 7 bar) 200 25 50 25 200
PT ST003V
SG106V
350 125 PI
200
25 300 150
SG004V SG088V SG007V SG001V SG012V

20 125 20
100 15
SG064V 15 600 SG014V SG023V SG034V

350
SG037V 25 To Condensate 300 40 600 350
System 15
250 250 Drain SG056V
PI PI PS Separator SG SG
PT PT 057V 058V
PIE PIE
250 250 No.3 Cargo Oil Pump Turbine
15 15
Vacuum Condenser
PAL SG093V SG094V PAL
SG SG
038V 039V ST002V
PAH PAH
Burner DPT DPT Burner 300
150
SG015V SG089V SG016V SG011V

SG SG SG SG 20
SG SG 65 024V 025V 027V 026V 15
042V 046V
25 25 SG017V SG SG SG033V
SG SG 048V 060V
043V 15 80 80 15 25 047V
25 65 25 15 15
SG053V
15 SG108V SG109V 15
Soot Soot SG SG SG SG
SG SG PS 070V 069V 054V 055V
Blowers Blowers
071V 072V
25 15 15 15
No.2 Cargo Oil Pump Turbine
SG SG Atmospheric Condenser
110V 111V
To Condensate To Condensate
System SG System ST001V
SG 091V No.1 Auxiliary Boiler 300
No.1 Auxiliary Boiler 090V No.2 Auxiliary Boiler Set Fuel Oil Heater
(50,000kg/h x 20 bar) (50,000kg/h x 20 bar) M 165°C
SG SG 150
040V 041V 50 50
SG010V
SG018V SG092V SG019V SG021V SG SG 20
031V 030V 15
15 15 25
SG SG032V
25
15 049V
50 50
15
SG050V
20 25 20 SG020V SG022V
Key SG SG SG
067V 051V 052V
SG065V SG066V Steam Condensate No.2 Auxiliary Boiler
15 15 15
SG044V 25 SG045V Fuel Oil Heater
To Condensate System Exhaust Steam Compressed Air
2.2.3 High pressure Steam System Preparation for Supplying Steam to the Cargo Operations Procedure for Operating the Main Cargo Pump Turbine
Pumping Systems
The procedure described assumes that one auxiliary boiler is operating in Low
Introduction Firing mode in automatic and selected as the master boiler, with one main feed
Note: Prior to operating the cargo oil pump turbines, the level of oil in
the gearbox sumps and the governors must be checked and replenished if pump operating and the other main feed pump selected for standby.
Saturated steam at 20 bar (high pressure) is led from both of the auxiliary
boilers into a common steam main. During normal sea going conditions the necessary.
a) Ensure that two generator engines are running and connected to
steam demand of the vessel is met by the exhaust gas boiler which operates at
the switchboard.
a pressure of 7 bar. The saturated steam is branched off the main line at various It has been assumed that the boilers are on automatic control and are
points, and is used to supply the following systems: supplying steam directly at a pressure of 20 bar to the main line. Also, it has
b) Check the Main/COPT sea water circulation pump system
been assumed that steam is being supplied via reducing valves to the 10 bar
• Sootblowers for the auxiliary boilers valves are fully open then start the pump. Vent the condenser
and 7 bar steam systems. Set up the valves as shown in the following table:
at the inlet casing, and then note the suction and discharge
• Cargo oil pump turbines, ballast pump turbine, and stripping
pressures.
pump Position Description Valve
• Reducing valves supplying the low pressure service systems at Closed Cargo pumps steam supply master valve SG001V c) Confirm that the cargo oil pump turbine (COPT) exhaust valves,
pressures of 7 bar for the engine room services and atomising Closed Cargo pumps steam supply warming through valve SG023V ST001V, ST002V, and ST003V are open to the condenser.
steam for the auxiliary boiler burners Open Main steam line drain separator unit drain trap SG078V Check all automatic drain trap valves are open.
• Reducing valve supplying 10 bar steam for the deck seal and Open Cargo pump steam line drain trap SG076V
slop tank heating on deck d) Ensure that there is cooling water flowing to the COPT LO
Open Ballast pump steam line drain trap SG077V
coolers. LO temperature should be between 20 to 45°C whilst
• Steam dump to the vacuum condenser during inert gas topping- Open No.1 cargo pump line drain SG051V the turbine is running.
up operations in order to maintain the load on the auxiliary Closed No.1 cargo pump steam inlet valve SG010V
boiler(s) Closed No.1 cargo pump turbine warming through valve SG032V e) Ensure that there is cooling water flow to the vacuum pump
• During normal sea conditions dumping excess steam generated Closed No.1 cargo pump exhaust valve ST001V cooler and that the operating water tank is at working level.
by the exhaust gas boiler to the atmospheric condenser Closed No.1 cargo pump gland steam master valve ST050V
f) Check the COPT sump oil levels. Check for water, and drain as
Open No.2 cargo pump line drain SG054V
The Inert Gas System (IGS) control valve dumps steam to the vacuum required. Start the auxiliary LO pumps in automatic control, and
condenser to maintain the boiler on a minimum load of 40% so providing an Closed No.2 cargo pump steam inlet valve SG011V confirm oil pressure is above 0.3kg/cm2.
acceptably low oxygen content in the uptake flue gas. During IG topping-up Closed No.2 cargo pump turbine warming through valve SG033V
operations the auxiliary boiler sootblowers are interlocked out so that they Closed No.2 cargo pump exhaust valve ST002V g) Bar over the turbine with the turning bar for several revolutions
cannot be operated. Closed No.2 cargo pump gland steam master valve ST053V to ensure freedom of movement.
Open No.3 cargo pump line drain SG057V
WARNING h) Switch on the COPT turbine control panels and accept all
Closed No.3 cargo pump steam inlet valve SG012V alarms and trips.
On no account must the IG topping-up steam dump be put into Closed No.3 cargo pump turbine warming through valve SG034V
operation until the vacuum condenser is in full working condition, as
Closed No.3 cargo pump exhaust valve ST003V i) Reset trip conditions by the reset knob on the trip casing.
serious failure of the condenser and its tubes will result. A low vacuum
switch is fitted to prevent opening of the dump valve unless the vacuum Closed No.3 cargo pump gland steam master valve ST056V
Open No.1 Ballast pump line drain SG062V j) Start one condensate pump and select standby for the other.
is correct.
Closed No.1 Ballast pump steam inlet valve SG013V
k) Check the valves for the vacuum pump valves are open as
Closed No.1 Ballast pump turbine warming through valve SG035V required and start the selected pump. When the desired vacuum
Closed No.1 Ballast pump exhaust valve ST004V has been achieved place the other pump in standby mode.
Closed No.1 Ballast pump gland steam master valve ST061V
Open No.1 cargo pump turbine drains l) Open the COPT master steam warming through valve SG023V,
and steam line and turbine drain valves. Open the warming
Open No.2 cargo pump turbine drains
through master valves for the COPTs SG032V, SG033V, and
Open No.3 cargo pump turbine drains SG034V. Open the gland steam line drain valves and then open
Open No.1 Ballast pump turbine drains the gland steam master valves SG050V, SG053V, and SG056V.
Gland steam pressure should be between 0.1 to 0.5 bar.
Illustration 2.2.3a 20 bar and 10 bar Steam System To Slop Tank Heating To Cargo
To Steam Service System and Deck Water Seal ST004V
Stripping Pump
100
100 SG013V
SG SG 20
SG107V PI 15
029V 028V
SG SG087V SG086V
036V PI SG SG035V
15
PIC PIC 25 059V
200 200 15
100
SG061V
SG SG SG
SG006V SG085V SG003V SG002V SG084V SG005V 068V 062V 063V
20 > 7 bar 20 > 10 bar
Exhaust Gas Boiler 100 40 25 100 25 15 15
SG009V SG008V No.1 Ballast Pump Turbine
(2000kg/h x 7 bar) 200 25 50 25 200
PT ST003V
SG106V
350 125 PI
200
25 300 150
SG004V SG088V SG007V SG001V SG012V

20 125 20
100 15
SG064V 15 600 SG014V SG023V SG034V

350
SG037V 25 To Condensate 300 40 600 350
System 15
250 250 Drain SG056V
PI PI PS Separator SG SG
PT PT 057V 058V
PIE PIE
250 250 No.3 Cargo Oil Pump Turbine
15 15
Vacuum Condenser
PAL SG093V SG094V PAL
SG SG
038V 039V ST002V
PAH PAH
Burner DPT DPT Burner 300
150
SG015V SG089V SG016V SG011V

SG SG SG SG 20
SG SG 65 024V 025V 027V 026V 15
042V 046V
25 25 SG017V SG SG SG033V
SG SG 048V 060V
043V 15 80 80 15 25 047V
25 65 25 15 15
SG053V
15 SG108V SG109V 15
Soot Soot SG SG SG SG
SG SG PS 070V 069V 054V 055V
Blowers Blowers
071V 072V
25 15 15 15
SG SG Atmospheric Condenser
110V 111V
To Condensate To Condensate
System SG System ST001V
SG 091V No.1 Auxiliary Boiler 300
No.1 Auxiliary Boiler 090V No.2 Auxiliary Boiler Set Fuel Oil Heater
(50,000kg/h x 20 bar) (50,000kg/h x 20 bar) M 165°C
SG SG 150
040V 041V 50 50
SG010V
SG018V SG092V SG019V SG021V SG SG 20
031V 030V 15
15 15 25
SG SG032V
25
15 049V
50 50
15
SG050V
20 25 20 SG020V SG022V
Key SG SG SG
067V 051V 052V
SG065V SG066V Steam Condensate No.2 Auxiliary Boiler
15 15 15
SG044V 25 SG045V Fuel Oil Heater
To Condensate System Exhaust Steam Compressed Air
m) Confirm that there is a partial vacuum in the condenser. x) Open the turbine steam inlet valve gradually, and start the
turbine. Keep the speed low at 100 to 200 rpm to warm through
n) Set the vacuum condenser dump valve control to 19 bar and then the turbine for about 25 to 30 minutes. During warm-up,
open the vacuum condenser dump valve. confirm that the emergency trip mechanism operates.
o) Check that the COPT governors are set at the minimum speed y) Shut steam drain valves, giving an occasional blow-off to clear
by turning the adjusting knob fully anti-clockwise. any water that may condense or still be present.
p) Open the COPT master steam valve SG001V and close the z) With turbine steam inlet valve fully open, and with the
warming through valve SG023V. Slightly open all COPT main governor in control, check the turbine for correct operation, and
steam inlet valves SG010V, SG011V, and SG012V. Pull the regulate the gland steam pressure to between 0.1 to 0.5 bar as
starting levers to open the respective turbine governor valves. necessary.
This will supply just enough steam to warm-up the turbine, but
will be insufficient to start the turbine. aa) Repeat the same start-up procedure for the other cargo pump
turbines and the ballast pump turbine.
q) Change the boiler mode selector to HIGH FIRING automatic.
The other boiler is to be in manual mode but off-load. bb) Raise the other boiler pressure to 18 bar in manual mode and
then switch this boiler to automatic slave mode.
Note: The boiler is still operating in 7 bar LOW FIRING mode so the pressure
will need to be regulated when changing to the HIGH FIRING mode. WARNING
Whilst the second boiler is operating in manual mode the boiler must be
r) The master boiler pressure will rise gradually until 19 bar is constantly supervised by the duty engineer.
reached when the dump valve will open. Adjust the gland steam
pressure to between 0.1 to 0.5 bar. As the master boiler ramps cc) IG mode should be selected at least 15 minutes before cargo
up confirm that the COPT condenser vacuum is at the correct discharge is started. Confirm that the master boiler ramps-up to
value. Blow-off the manual drains for the COPT steam line, and 40% load and that the O2 content of the gas delivered to the deck
the governor valve drains. main reduces below 5%.
s) Allow the boiler system to settle in this condition for 10 dd) Confirm with the chief officer that transfer of the COPTs control
minutes. may be handed to the duty deck officer in the ship’s control
centre. Control will be taken by the SCC as required whilst the
t) Check the operation of the IGS vent to atmosphere valve and set pump is running at its minimum speed.
the line pressure to 1,200mm H2O.
Cargo pumps are controlled from the cargo control console in the SCC, the
u) Open the measuring line from IG line to the O2 analyser. Check operation of the turbines must be regularly checked to ensure that they are
that the three-position cock on the analyser control panel is in operating correctly. Vibration monitoring instrumentation is initiated when the
the sample position. turbine is started.
v) Confirm that valves on the scrubber sea water supply system The duty engineer must also check that the boiler(s) are operating correctly,
are open then select the uptake valve of the master boiler and and that the turbines are also functioning under remote control without any
blower to be used on the IG control panel in the SCC. vibration.
w) Confirm the sea water supply to the scrubber and start the flue When the plant is in service a full IG and Cargo Plant Log should be taken at
gas IG system. Set the main IG line operating switch on the IG regular intervals.
panel and confirm that the present O2 content is high and that
flue gas is being automatically vented to atmosphere. Confirm
with the chief officer the correct settings for the IG capacity and
deck pressure.
Illustration 2.2.4a Low Pressure Steam Service System
200 150 50
SG003V SG006V SM005V

20 bar to 7 bar
SM SM TIC SM
041V 004V 001V
200 SG009V
From Exhaust To IGS 20 15
No.3 40
Main 32
Gas Boiler 100 Uptake
From Boiler Valve SM049V Heavy Fuel Oil SM009V SM128V SM122V SM127V TIC Engine SM047V
20 Bar Range Dump Steam to Bunker Tank
Atmospheric Condenser 100 Incinerator VIC
Waste Oil (Port) 100
To Exhaust Gas Boiler 80 (1068m3) SM010V SM129V Feed
25 Settling Tank M
Preheater 50 SM094V SM095V SM093V Filter
To Air Handling
Unit for
Tank
65
Accommodation Upper Deck 50
Incinerator No.1 and No.2 Main Engine SM003V TIC
40 and Generator Engine
Waste Oil 15 15
SM007V Service Fuel Oil Heaters 20
Calorifier Tank SM153V SM050V Steam Tracing SM060V 15 15
10°C - 70°C 25 SM043V SM097V SM044V
(4,000 Litres) SM061V 15 SM084V
SM096V SM037V 15 15 No.2 Main Engine Floor (Aft)
SM062V 15 Lubricating Oil
SM080V TIC SM055V Purifier Heater Main Engine
Near Incinerator SM063V TIC Lubricating Oil
15 40 Sump 15
Main Engine PI No.2 20
SM Tank
Jacket Water 006V SM051V 15 Heavy Fuel Oil SM011V SM131V SM123V SM130V 15 SM069V
Bunker Tank SM045V SM098V SM046V
Preheating SM052V 15 SM081V
(Port) 15 No.1 Main Engine
Purifier Room
SM053V (1258m3) SM012V SM132V Lubricating Oil
15
Steam Tracing SM056V Purifier Heater
TIC
SM067V SM002V 15
Steam Tracing
TIC
15 15 15 15 SM070V
Steam Tracing for
Key SM083V SM082V SM042V 40 SM057V SM099V SM058V Main Engine
No.1 Sludge Oil Trap
In Workshop Near Sewage Near Atmospheric Generator Engine
SM Condenser Heavy Fuel Oil SM013V SM134V SM124V SM133V 15 15
Steam Treatment Plant Lubricating Oil
008V Bunker Tank
SM059V Purifier Heater SM085V
(Port)
Electrical Signal Bilge 40 Main Enigne 25 Floor (Port)
(1139m3) SM014V SM135V
Holding Lubricating Oil Sludge Tank for
Tank Settling Tank TIC 15
15 15
Lubricating Oil Sludge Tank
(77m3) Low SM064V Purifier (13m3)
SM092V SM145V Sulphur 25 15
Heavy Fuel Oil SM016V SM103V SM015V SM071V
40 40 Service Tank TIC
(Port)
40 25
SM SM SM SM 15
Generator (129m3) SM017V
136V 138V 139V 141V Engine SM024V SM100V SM025V
SM087V Lubricating Oil TIC 15
Floor (Starboard) 25 No.3 Heavy Fuel Oil
Settling Tank 15 Low Purifier Heater SM073V 15
(4.2m3) Sulphur 25 40 SM026V
SM SM SM054V Steam Tracing SM074V 15
TIC TIC Heavy Fuel Oil TIC for Heavy Fuel Oil
125V 126V 15 SM148V SM147V SM152V SM146V
Settling Tank SM075V 15
(96m3) 25
SM SM SM SM076V
137V 140V 079V 15 SM149V SM150V SM027V SM101V SM028V
15 SM077V 25 No.2 Heavy Fuel Oil

TIC Heavy Fuel Oil
Heavy Fuel Oil Purifier Heater
SM078V SM029V Overflow Tank
Steam Tracing Service Tank 25 15
SM SM SM SM TIC (56m3)
(129m3)
033V 034V 036V 035V SM019V SM104V SM018V SM072V
Oily Bilge Tank 25
(Clean)
15 (28.6m3) SM030V SM102V SM031V
TIC SM020V
SM144V 25 No.1 Heavy Fuel Oil
15 Purifier Heater SM 15
No.2 No.1 25 SM032V 039V
Heavy Fuel Oil Heavy Fuel Oil SM088V SM SM090V SM086V
Heavy Fuel Oil SM142V SM022V SM105V SM021V
Bunker Tank Bunker Tank Oily Bilge Tank 040V
SM091V Settling Tank Sludge Tank for
(Starboard) (Starboard) (Dirty) 15
(129m3) Heavy Fuel Oil
(2714m3) (1410m3) (27.7m3) Low Sea Chest (Starboard) SM143V SM032V SM065V Purifier High Sea Chest (Port)
2.2.4 Low Pressure Steam System • Calorifier Supply steam to services as required. The drain valve from any steam service
must be opened before the steam valve is opened. All drains should normally
• Auxiliary boiler burner unit
be left open when the system is not in use, and monitored for leakage.
General Description • Main engine scavenge air box fire extinguishing
• Main sea chest and emergency fire pump sea chest clearing Position Description Valve
The low pressure steam systems are branched off the 20 bar system through
reducing valves SG085V for the 7 bar system, and reducing valve SG084V for • FO tracing steam Open 20/10 bar reducing valve inlet valve SG002V
the 10 bar system. The 7 bar system supplies the engine room services, and the Open 20/10 bar reducing valve outlet valve SG005V
• Steaming-out valve connections in engine room
10 bar system supplies the deck services. This low pressure system provides Closed 20/10 bar reducing valve bypass valve SG008V
all the necessary heating and general purpose steam services throughout the • IGS uptake valve seat cleaning
vessel.
Preparation for the Operation of the 7 bar Steam System CAUTION
7 bar Low Pressure Steam System Whenever warming through steam lines great care must be taken in
All low pressure steam services should be shut down when not required. order to avoid damage due to water hammer. It is essential that the
The 7 bar low pressure steam system is supplied through reducing valve drain valve is open and the drain trap working so that all condensate is
SG085V. The services supplied by the 7 bar low pressure steam system are as The following preparation of valves should be carried out prior to warming drained from the system. All lines, even heating lines, must be warmed
follows: through the 20 bar steam system. through before the steam inlet valve is opened fully. For lines without
separate warming through valves the steam inlet valve must be cracked
• Steam atomisation for the auxiliary boiler fuel oil burners
Line drain valves to the bilge should be open when the system is shut down, open initially until the line is thoroughly warmed through.
• HFO bunker, settling and service tanks and closed at the start of warming through.
• Boiler water drum heating
• Exhaust gas boiler preheating 7 bar Steam System
• Steam dump to atmospheric condenser
Position Description Valve
• Steam tracing Open 20/7 bar reducing valve inlet valve SG003V
• Air conditioning plant Open 20/7 bar reducing valve outlet valve SG006V
• Main and generator engine HFO heaters Closed 20/7 bar reducing valve bypass valve SG009V
• Auxiliary boiler HFO heaters
• HFO purifier heaters 10 bar Low Pressure Steam System
• LO purifier heaters The 10 bar low pressure steam system is supplied through reducing valve
• FO overflow/drain tank SG084V. This system provides steam for the following services:
• Bilge holding tank • Slop tank heating,
• Oily bilge tank (dirty) • The inert gas system deck water seal heating coil,
• Oily bilge tank (clean)

• Main engine jacket FW preheater
Preparation for the Operation of the 10 bar Steam System
• Generator engine jacket FW preheater All low pressure steam services should be shut down when not required.
• Incinerator waste oil service tank
The following preparation of valves should be carried out prior to warming
• Incinerator waste oil settling tank through the system, and at the same time as putting the 20 bar steam system
• Sludge tanks into service. If this is not possible due to only a partial shutdown of the steam
system, warm through the system using the 7 bar reducing valve, and the steam
• Main engine LO settling tank service system in the engine room.
• Generator engine LO settling tank
2.2.5 Exhaust gas boiler 3. Check the exhaust pressure drop across the boiler. The boiler Illustration 2.2.5a Exhaust Gas Boiler
should be cleaned if the pressure differential increases to
Exhaust Gas Boiler approximately 20mmWG above that measured in a clean Gas Flow
boiler.
Manufacturer: Aalborg Industries A/S, Denmark Steam Outlet
Type: Exhaust gas boiler, smoke tube type Water washing must be carried out whilst the main engine is stopped, and
Model: AQ-2 the boiler has been cooled down. It is advisable to use fresh water. Sea water
Evaporation: 2,000kg/h may be used, but the boiler must be thoroughly rinsed afterwards with fresh
Exhaust inlet temperature: 270°C water to remove all traces of salt; if not a highly corrosive environment will Relief Valve
Connections
Exhaust outlet temperature: 246°C be created.
Feed water temperature: 85 - 95°C
In an emergency such as tube failure, the boiler may be operated without water
Steam condition: 7.0 bar saturated steam and with full exhaust gas flow passing through the boiler tubes, provided the
Pressure loss across boiler: 90mmWG boiler is depressurised and the internal temperature does not exceed 400oC.
Introduction However, to prevent soot fires, the gas side of the boiler should be water
washed, the water spaces drained, and steam and feed valves isolated. The
This is a smoke tube exhaust gas boiler with steam space and is used for relief valves may also be opened to prevent pressure building up due to residual Handhole
heat recovery from the main engine exhaust. The boiler is normally operated water in the water spaces. Running in this condition, the boiler will eventually
independently but may operate in conjunction with one or both of the be heated to exhaust gas temperature. So it is important that when normal
auxiliary boilers. The boiler is of vertical construction, with a cylindrical shell running conditions are reinstated the boiler is allowed to cool sufficiently
surrounding the boiler tubes, the water drum, and steam space. The boiler tubes before refilling with feed water.
consist of a large number of smoke tubes, and a smaller number of stay tubes
which support the boiler tube plates. All tubes are welded into the upper and
Boiler Mountings
lower tube plates. The steam space is formed by the shell plate and internal
cone.
The following boiler mountings are fitted.
In the boiler tubes, heat from the main engine exhaust gas transfers to the water
by conduction. On the water side, the heat is transferred by evaporation of the Safety Valves
saturated water adjacent to the tubes where steam bubbles form. The steam
Two safety valves are fitted to the pressure vessel of the boiler at the steam
rises rapidly up to the steam space, where the water and steam separate.
drum, and are set to lift at 9.0 bar. They are installed to prevent the boiler
pressure from rising above the design value. Waste steam pipes are fitted to the
Note: Although the steam space can absorb shrink and swell volumes, it is
safety valves and these are provided with drains to prevent condensate build-up Manhole
advisable to avoid sudden large load variations. Large load variations could
above the valve.
create instability in the steam space and initiate level alarms.
There is sufficient gas velocity to create a self-cleaning environment for the gas Main Steam Valve
heating surfaces. However, in the long term there eventually will be a build-up The main steam stop valve is a shut-off/non-return valve, which when closed
Handhole
of soot deposits/unburnt residues. This is due to the changing load range of isolates the boiler from the main steam system. When open, this valve prevents
the main engine, affecting the combustion quality, and hence the quality of the steam from flowing backwards into the boiler should it trip.
exhaust gas. These deposits may be cleaned away by water washing. It would
be impossible to set out exact time intervals for a water washing programme,
but a number of guidelines for water washing would be as follows: Feed Water Valves
Two feed water lines are provided in the boiler. Each line is fitted with a shut-
1. Gas side inspection of the boiler heating surfaces, the presence
off valve and a non-return valve. The shut-off valve in the ordinary group must Blowdown
hard deposits indicate the need for cleaning.
be open when the boiler is in operation, and closed when the boiler is not in Connection
2. Check the exhaust gas outlet temperature of the boiler. Should use.
this temperature be approximately 20°C above that of a clean
boiler at the same load, then the boiler requires to be cleaned.
Water Level Gauges Manhole Covers Boiler Operation
Two local water level gauges are connected to the front of the boiler, each Two manholes at the mid point and two rows of eight handholes at the upper
gauge being provided with two shut-off valves and a drain valve. The shut-off and lower areas of the boiler shell allow internal inspection of the steam side The exhaust gas boiler is normally operated in conjunction with one or more of
valves, fitted at the top and bottom of the gauge glass, have a quick-closing of the pressure vessel. the oil-fired auxiliary boilers. The combination between the exhaust gas boiler
mechanism which is used should the glass shatter. The drains from the drain and the auxiliary boilers makes it possible to operate the exhaust boiler system
valves lead to an open drain, visible for inspection. in different modes, which are as follows:
Heating Coil Valves
• Operation on both the oil-fired auxiliary boilers
A steam heating coil is fitted in the boiler and is fed from the low pressure
Blowdown Valve • Operation only on the exhaust gas boiler
steam system. The heating coil system is fitted with two shut-off valves for
Two blowdown valves are mounted at the bottom of the boiler body and are inlet and outlet connections and a safety valve. The shut-off valve should only
arranged in two groups. Each group has one shut-off valve and one shut- off/ be opened when there is water in the boiler. The coil is used to maintain a Combined Operation Mode
non-return valve. The shut-off /non-return valve is to prevent steam/water suitable temperature in the exhaust gas boiler when it is not in use and enables
The steam production is controlled by the amount of exhaust gas from the main
from flowing into an empty boiler from the auxiliary boilers by mistake. the boiler to be readily brought into service.
engine and the gauge boards of the oil-fired auxiliary boilers which control the
The purpose of the blowdown valves are to clear boiler of any build-up of
burners. If the main engine produces an insufficient amount of exhaust gas to
undesirable deposits and to keep chemical composition of the boiler water
within manufacturer’s specified limits. The ship side blowdown valves must be Boiler Controls maintain the steam pressure, the auxiliary boiler gauge boards initiate start of
the boiler burners. The burners will operate as long as the steam pressure does
opened before the boiler blowdown valves are opened. Gauge Board
not exceed the set point for stop. If the steam pressure increases above this set
The function of the gauge board is for monitoring the boiler parameters and has point, the boiler gauge board initiates the stop of the auxiliary boiler burners.
Air Valve the following fittings mounted:
The air/ventilation valve is located on top of the boiler and is a shut-off valve. • A pressure gauge is fitted for analogous reading of the actual Exhaust Gas Boiler Operation Mode
It is normally closed except when the boiler is being filled, being completely steam pressure in the boiler.
When the exhaust gas flow produced by the main engine is sufficient to
drained. The end of the drain pipe from the air valve is visible so that it may be
• A pressure transmitter converts the actual steam pressure into maintain the steam pressure, the burners of the oil-fired boilers will not be
observed whether air, water or steam is venting from the boiler.
corresponding electrical signals which are used for remote in operation. If the exhaust gas flow is above the required flow to maintain
steam pressure indication. the steam pressure at a given steam output, the pressure will increase. At a
Gauge Board Valve preselected set point, the steam dump will open to the atmospheric condenser
• A pressure switch for high steam pressure which activates an
One gauge board valve is located at the top of the boiler and is of the shut-off alarm when the steam pressure rises above the preset point of and will regulate the steam line pressure. A relief valve in the 7.0 bar steam
type. This valve must always be open during boiler operation. 7.0 bar. Reset of the alarm is only possible when the steam system will lift should the steam dump system be inoperative.
pressure falls below the differential set point of the pressure
Scum Valve switch. Normal Operation
The scum valve is a double-valve arrangement. The purpose of the scum valve • Two temperature gauges can be fitted for analogous reading of Although the exhaust gas boiler requires little attention when in service, the
is to clear the boiler of any build-up of undesirable deposits by blowing off the the inlet and outlet exhaust gas temperatures respectively. following items must be confirmed as operational ensured:
surface water in the steam drum, to keep the composition of the boiler water • A U-tube differential pressure indicator which indicates the • All alarms, especially feed water failure/start of feed pumps
within the manufacturer’s specified limits. The ship side blowdown valves differential pressure between the inlet and exhaust gas boxes.
• Routine maintenance including the cleaning of heating surfaces
must be opened before the scum valve is operated.
must be adhered to as per recommendations.
Water Level Control
Sample Valve If the above items are followed, the automatic operation of the exhaust gas
The water level control is an on/off regulating system. The system consists of
A sample valve is fitted to the boiler. It is connected to the sample cooler and a capacitance level electrode which measures and controls the water level. It boiler will follow the operational pattern of the main engine.
is used for taking water test samples. This is to evaluate the condition of the gives water level alarms/shutdowns and start/stop of the feed water pumps.
boiler water and to determine the type and quantity of feed water treatment Note: It is recommended to keep the boiler in continous operation with the
required. system heated and pressurised. This will reduce thermal stresses during
warm up periods and keep the system protected from ingress of oxygen,
which would cause undesirable corrosion in the system.
Inspection Door
The boiler is provided with one inspection door in each of the exhaust gas inlet
and outlet boxes to enable inspection and cleaning of the heating surfaces.
Dry Running Stop for Repair or Inspection
The design of the exhaust gas boiler is such that it will allow operation with When the boiler is stopped for repair and inspection the following measure
low water level, and even without water, with the full exhaust gas flow through should be taken:
the smoke tubes. However, the boiler must be operated depressurised. To
• Stop the boiler as in the normal standby condition.
reduce the risk of soot fires, before any dry running is attempted, the gas side
of the exhaust gas boiler must be thoroughly water washed. • Check the fouling of the boiler smoke tubes and water wash if
required.
WARNING • Inspect the exhaust gas side as well as the steam/water side.
Dry running must be limited as far as possible, and only allowed in case • Check and clean the outer fittings. Change gaskets as required.
of emergency, if no other operational alternatives are present. Before
starting the boiler, it must be drained and the manhole cover dismounted • Clean the feed water tank, and feed water pipes as required.
to ensure that it is operated completely depressurised, the gas side • Ensure that spare parts are available.
should be water washed. Note that the temperature inside the boiler
must not exceed 400°C.
When the boiler operates without water, it will gradually be heated to the same
temperature as the exhaust gas. It is therefore important to allow the boiler to
cool before refilling it with feed water. It this is not possible, the feed water
should be pre-heated and the refilling should be carried out carefully.
Boiler Stop
Normal Standby Condition
The main engine may be stopped at any time without special preparations
regarding the boiler plant. A slow engine turn-down/stop sequence is installed,
as this will reduce the thermal stresses to the equipment.
• The circulation of water through the exhaust gas boiler must
be maintained at normal level until the boiler stops producing
steam.
• Stop the feed water pump and close the feed water valves if
required.
• Close the main steam stop valve if required.
Emergency Stop
The boiler must be taken out of service immediately if there is:
• A substantial loss of water has occurred
• The boiler safety valve is defective
• Oil has been detected in the boiler water
• Too high salinity level of the boiler feed water
If an emergency shutdown must be carried out, the main steam stop valve
should be closed gradually, and the boiler must be cooled. The safety valve
must not be operated.
2.3 Condensate and Feed Water Systems
2.3.1 Condensate System
2.3.2 Boiler Feed Water System
2.3.3 Water Sampling and Treatment System
2.3.4 Distilled Water Transfer and Distribution
Illustrations
2.3.1a Condensate System
2.3.1b Vacuum Condenser Condensate System
2.3.2a Boiler Feed Water System
2.3.4a Distilled Water Transfer and Distribution System

Illustration 2.3.1a Condensate System
150 25
SC006V
From Slop Tank Auxiliary Boilers Fuel
100 Heating and Deck Seal SC008V SC004V Oil Heaters 20
No.3 Heavy SC SC
SC007V 122V 121V
Incinerator Waste Fuel Oil No.1
200 From Auxiliary Bunker SC009V SC104V 25 SC
Oil Settling SC110V SC020V SC023V
From Air Handling 25 Boiler Heating Tank (Port) SC052V 25 40 043V
25 Tank SC071V SC SC SC
Unit for Accommodation 25 Upper (1068m3)
15 From Auxiliary 045V 091V 090V
Deck SC021V
No.2
Boiler Burner SC022V SC SC
15 SC011V SC105V
From Exhaust SC047V SC053V 100
046V 044V
25 Gas Boiler Heating Main / Generator Engines
SC010V
SC Incinerator Waste Fuel Oil Supply Heaters
Main Engine Lubricating
123V Oil Service
Oil Purifier Heaters
Tank No.2 No.1
25 25 Main
SC103V 15 (4000 Litres) No.2
Calorifier Engine
SC040V SC119V SC041V 40
10°C - 70°C
Oily Bilge
SC012V SC072V
Key Tank
(Dirty) No.2 Heavy
Fuel Oil 40 No.1
Condensate / SC124V SC013V SC106V
Bunker Tank SC120V SC042V
Feed Water SC102V
25 SC054V 25
200 15 (Port) (1258m3)
Steam SC073V 15
SC152V Generator Engine SC142V
SC015V SC107V 15
Electrical Signal SC129V Lubricating Oil Purifier Heater SC092V
SC055V SC058V
SC005V
15
SC014V
15 SC137V SC074V
50 SC130V
15 15 Steam SC059V Main Engine
SC140V SC150V
SC086V SC100V Tracing SC075V
Lubricating Oil
15 Sump Tank
SC125V 15
SC048V Steam SC016V SC131V Sludge Tank
Main Engine 15 SC060V for Lubricating
SC151V Tracing
Jacket Water SC101V No.1 Heavy
SC078V Oil Purifier
15
SC126V Fuel Oil SC017V SC108V 15
Preheater Oily Bilge SC132V
15 SC143V
PI SC049V Bunker Tank SC056V 25 SC093V
Tank SC061V SC138V SC076V
SC038V (Port) (1139m3)
(Clean) SC077V
15 40
SC127V SC019V SC109V 15
SC039V SC114V SC050V SC144V
SC057V 15
SC083V SC206V SC145V SC094V
SC205V SC095V
Main Engine SC018V
From 7.0 Bar Lubricating Oil
Low Sulphur 15
Steam System Settling Tank SC146V Sludge
Heavy Fuel Oil SC096V
(77m )
3
SC062V Tank
100 Service Tank
15
SC207V (129m3) 15
25 SC147V
SG SC034V SC214V SC063V SC133V SC097V
Low Sulphur
015V No.2 Heavy Heavy Fuel SC064V 25
SG SG Fuel Oil SC035V SC115V

40
Oil SC212V 15
089V SC209V SC148V SC149V
017V Bunker Tank SC084V 25 Settling Tank SC098V SC099V
SG (Starboard) 25 (96m3)
65 SC001V 25
016V (2714m3) SC213V SC210V SC208V
200 SC037V SC116V SC211V 40
65 Heavy Fuel
SC085V Generator Engine
Atmospheric Heavy Fuel Oil No.3 Oil Overflow
SC003V Lubricating Oil SC111V SC024V
Condenser SC036V Service Tank Tank
Settling Tank (129m3) SC065V
Heavy Fuel
(4.2m3)
SC002V 25
SC025V Oil Purifier Heaters
SC030V 15
SC128V SC066V SC134V
No.1 Heavy SC051V SC067V No.2 Sludge Tank
Fuel Oil 40 SC112V SC026V for Heavy Fuel
SC031V SC117V Main Engine
Bunker Tank SC088V 25 Heavy Fuel Oil Fuel Oil Filter 15 SC081V Oil Purifier
SC136V SC027V
(Starboard) Settling
SC082V
(1410m3) Tank SC203V SC139V SC079V
(129m3) SC068V No.1
Feed Filter Tank SC113V SC028V
SC089V 25
2.3 Condensate and Feed Water Systems Introduction Procedure for Preparing the Main Condensate System for Operation
2.3.1 condensate System The steam condensate system is part of the steam generating cycle, and is the a) Open all pressure gauge and instrumentation valves.
section concerned with the circulation of boiler feed water from the vacuum
Vacuum Condenser Condensate Pump and atmospheric condensers back to the auxiliary boilers and the exhaust gas b) Fill the feed filter tank from the distilled water tank. The level
boiler. control valve inlet valve should be open, and the level control
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan
valve should be confirmed as operational. The level control
No. of sets: 2 Exhaust steam from the cargo pump turbines (COPT) and No.1 ballast pump bypass valve should be closed.
Type: Centrifugal is condensed under vacuum in the sea water cooled vacuum condenser with
Model: RVE 130M the cooling water being supplied by the vacuum condenser cooling sea water c) Check that the low temperature central cooling fresh water
Capacity: 90m3/h at 3.0 bar pumps. The vacuum in the condenser is maintained by the vacuum pump type system is operating, and that cooling water is flowing through
air ejectors. The water level in the condenser is maintained by a three-way the atmospheric condenser.
automatic level control valve which controls the condensate discharges to the
Vacuum Condenser Cooling Sea Water Pumps
feed filter tank, or to return condensate back to the vacuum condenser in order d) Set up the valves as in the following table.
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan to maintain a minimum level, this ensures the condensate pump maintains
No. of sets: 2 (without vacuum pump attached) suction. e) The auxiliary boiler water feed pumps and exhaust gas boiler
Model: SVS400AM feed pumps may now be put into service.
Capacity: 850/1,700m3/h at 25/9 bar at 1200 rpm The collected condensate is transferred by one of the two condensate pumps
to the feed filter tank. The level in this tank is maintained by adding make-up
Condensate System
water from the distilled water tank and a level control valve. The condensate
condition is continuously monitored by a salinometer, situated at the bottom of Position Description Valve
No.of sets: 1 (with vacuum pump attached) the vacuum condenser, which activates an alarm if high salinity is detected. Open Atmospheric condenser drain valve to feed tank SC002V
Model: SVS400AMS
Open Deck and engine room service condensate return SC001V
Capacity: 850/1,700m3/h at 25/9 bar at 1200 rpm The discharge from the condensate pumps to the feed filter tank is through
valve
non-return valve ST009V.
Closed Drain direct bypass valve to feed tank SC003V
Vacuum Condenser Exhaust steam from the 7 bar steam dump line and other steam drains systems, Open 7 bar steam dump valve inlet valve SG015V
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan is condensed in the atmospheric condenser which is cooled by water from the Operational 7 bar system steam dump valve SG089V
No. of sets: 1 low temperature central cooling fresh water system. Supplementary heating of Open 7 bar steam dump valve outlet valve SG016V
Type: Horizontal shell and tube the feed filter tank comes from heating nozzles fed into the tank from the 7 bar Closed 7 bar steam dump valve bypass valve SG017V
steam range.
Model: 1C-460 Closed Feed filter tank drain valves SB013V
Capacity: 68,340kg/h+4,662kg/h shell side, to
The condensate level in the atmospheric condenser is maintained by means
SB017V
1,750m3/h tube side of a weir, with excess condensate flowing over a weir to the outlet line. This
then flows to the feed filter tank. Condensate flowing through the feed filter Open Heating steam supply inlet valve to feed filter SM094V
tank is monitored for hydrocarbon contamination by an oil detection system tank
Atmospheric Condenser
in the observation tank section of the feed filter tank, and if any contamination Open Heating steam supply temperature control valve SM095V
Manufacturer: Nantong CSEMC Machinery Manufacture Co. Ltd
is detected an alarm sounds. The contaminated returns in the observation tank Open Heating steam supply outlet valve to feed filter SM093V
No. of sets: 1
section of the feed filter tank will overflow to the oily bilge tank (clean) via tank
Type: Shell and tube horizontal a scumming tundish. A weir arrangement in the inspection tank section of Closed Heating steam supply temperature control bypass SM003V
Model: 47m2 the feed filter tank reduces the risk of any oil being carried over into the feed valve
Capacity: 2,000kg/h steam + 19,000kg/h distilled water system. The filter tank has a low level alarm and may also be fully drained Open Outlet valve from feed water filter tank SB001V
to the save-all at the bottom of the tank through drain valves SB013V to
Open Outlet valve to feed pumps SB002V
SB017V.
Water from the feed filter tank provides the exhaust gas boiler and auxiliary
boiler feed water pumps with a positive inlet head at the pump suctions. The
condensate outlet temperature from the atmospheric condenser should be
maintained between 85°C - 95°C.
Illustration 2.3.1b Vacuum Condenser Condensate System
Funnel
ST001V
From 20 bar Steam System
200
From Fresh Water From Stripping Pump Exhaust No.1 Cargo Oil
125
15 Hydrophore Tank Pump Turbine
600
ST013V
SG004V SG088V SG007V 600
100 600
Vacuum Condenser Vacuum Unit
300
PI No.1 CP SG014V
350
ST
014V 800 800
PI No.2 CP ST002V
80
Vacuum Condenser Condensate from
500 WS007V WS006V No.2 Cargo Oil
Engine Room and Pump Turbine
From 7.0 bar Deck Services
500
Steam System
TI 100
From Sea Water 200

XL039V Cooling Pumps SG015V
500
25 250
XL042V SG017V SG089V
TI
SC001V
7 Bar Steam 65 SG016V
LT Cooling Dump Control
SC003V ST003V
Water
500 65
From Atmospheric No.3 Cargo Oil

200 Pump Turbine
Distilled 25
Condenser
Water Tank ST010V
(NC)
SC002V
25
ST011V ST007V 125
A CP PI
WS005V 500
200
250 125
ST005V No.1
PS ST019V
Key ST004V
ST015V 00
25 No.1 Ballast
Exhaust Steam ST012V 125
ST008V 25 Pump Turbine
Condensate / Feed Water CP PI
ST009V Feed Filter Tank

Fresh Water 250
ST006V No.2 125 To Oily Bilge
Tank (Clean)
Steam SB001V
Condensate Pumps ST016V SB SB SB SB SB
Sea Water (95m3/h x 3.0 bar) 013V 014V 015V 016V 017V
LT Cooling Water
To Feed Pumps
150
Bilge / Drain
Electrical Signal
Oil Contamination Position Description Valve The following services return condensate to the feed filter tank through the
atmospheric condenser:
Open No.2 condensate pump discharge valve ST008V
If oil contamination occurs in the steam/condensate system, an alarm will • HFO storage tanks
be generated by the oil monitoring device fitted to the observation section Open No.2 condensate pump suction valve ST006V
of the feed filter tank. In the event of this happening, the condensate returns Open No.2 condensate pump balance line valve ST016V • HFO settling tanks
to the bilge primary tank by the scumming tundish fitted to the observation Operational Condenser level regulating three-way valve ST019V • HFO service tanks
tank section of the feed filter tank. Check the drain on the drain traps on all Operational Return check valve to feed filter tank ST009V
the steam services until the defective service is located and then isolate it for • Calorifier
repair. If any oil is noticed in the feed tank it should be assumed that some oil d) Raise the vacuum in the condenser with both vacuum pump air • Steam tracing
could also have got through the system and entered the boiler. Steps should be ejectors. • Accommodation services
taken to skim any possible contamination from the boiler’s steam drum, using
the boiler scum valve. A water test should be carried out to monitor any effect e) Start one of the condensate pumps when a working level in the • Main engine and generator engine LO settling tanks
the possible contamination of the boiler water feed might have had. The feed condenser has been reached. • Boiler FO heaters
treatment should be adjusted in line with any change in boiler water condition.
When possible, the boiler should be shut down for examination of the steam/ f) Put the other condensate pump on automatic standby. • Cargo slop tank heating
water space. • Incinerator waste oil tank heating
g) Check the operation of the three-way level recirculating valve
• FO overflow/drain tank
CAUTION and ensure a working level of water in the condenser is
Under no circumstances should the boiler be blown down if oil is detected maintained. • HFO and LO purifier heaters
in the boiler gauge glass. The boiler surface should be scummed to • HFO automatic and bypass filters
remove the oil using the scum valve. Blowing down will result in coating Condensate System • Oily bilge tank (clean)
the boiler tubes with oil, resulting in overheating of boiler tubes.
Introduction • Oily bilge tank (dirty)
After repair, flush the drain line of the defective service and clean the drain • Sludge tanks
trap. Clean the atmospheric condenser, the salinometer, inspection tank and Condensate from the auxiliary steam services is returned to the feed filter
the oil content monitor probe. Check that the monitoring and alarm systems tank through a fresh water cooled drains cooler called the the atmospheric • Inert gas deck water seal
function correctly. condenser, and an integral inspection tank within the feed filter tank. As there • Main engine, generator engine and auxiliary boiler FO heaters
is a possibility of contamination from leaking heating coils inside fuel oil tanks
or various system heat exchangers, the condensate returns are segregated and • Jacket cooling water preheater
Procedure for Preparing the Vacuum Condenser Condensate checked in the inspection tank before they are allowed to return to the system • Steam line drains
System for Operation in the feed filter tank.
• 7 bar steam system dump line
a) Start the vacuum condenser sea water cooling pumps and supply Steam supplied for heating purposes to a heating element or trace heating
sea water to the vacuum condenser. line, gives up maximum heat when it condenses back to water. The aim of any Procedure for Preparing the Condensate System for
heating system of this type is to ensure that only condensed steam (condensate) Operation
b) Check the quality of any condensate already in the condenser. returns to the atmospheric condenser which, therefore, acts as a drain cooler.
If necessary, drain the condensate side of the condenser to the All condensate outlets from heating lines are fitted with a steam trap which a) Ensure that pressure gauges and instrumentation valves are open
bilge. only allows water to pass and therefore keeps the steam in the heating element and that the instruments are working correctly.
until it has condensed. The steam traps are normally provided with inlet and
c) Set up the valves as shown in the following table: outlet valves and also with a bypass valve. This will allow the heater to remain b) Ensure that the low temperature central fresh water cooling
in operation even if the steam trap becomes defective. A defective steam trap is system is operating.
indicated by live steam returning to the atmospheric condenser. The defective
Vacuum Condenser Condensate System
steam trap may be traced by the fact that its return line will be abnormally hot, c) Set up the valves as in the following table:
and it will contain steam. If a steam trap has to be bypassed for maintenance
Position Description Valve purposes, the bypass valve should be throttled so as to restrict the passage of
Open No.1 condensate pump discharge valve ST007V steam.
Open No.1 condensate pump suction valve ST005V
Open No.1 condensate pump balance line valve ST015V
Condensate Drains System

Open Cooling fresh water inlet to atmospheric XL001V
condenser
Open Cooling fresh water outlet from atmospheric XL002V
condenser
Open Atmospheric condenser drain valve to feed filter SC002V
tank
Open Deck drain valve from slop tank heating
Open Deck drain valve from inert gas deck seal heating
Open Deck and engine room service condensate return SC001V
valve
Closed Drain direct bypass valve to feed tank SC003V
Open 7 bar steam dump valve inlet valve SG015V
Operational 7 bar system steam dump valve SG089V
Open 7 bar steam dump valve outlet valve SG016V
Closed 7 bar steam dump valve bypass valve SG017V
d) The various services may now be put into operation as required

by opening the associated drain trap outlet valve.
Excessive temperature at the atmospheric condenser would indicate a defective

drain trap somewhere in the system. Fault finding by identifying a line running
excessively hot or isolating each service in turn until the defective trap has been
located should be undertaken.
Illustration 2.3.2a Boiler Feed Water System

No.1 Auxiliary Boiler No.2 Auxiliary Boiler
(50 tons/hx20 bar) (50 tons/hx20 bar)
C3 C3 C6 C6 C3 C3
C27 C27
DPT DPT
Exhaust Gas Boiler
LS LI LI C27 C27 LI LI LS
C4 C4 C5 C5 C4 C4
C9 C9
C6 C5
C9
LI LI C3
C3 100 100 40 40 100 100
C4
Sample
C4 Cooler
SB009V SB007V
Sample SB008V SB037V SB036V SB006V

Sample
Cooler PT PT
Cooler
C7 C8 C8 C7
32 32 32 100 100
12 12
SB033V SB032V
C16 C16
12
SB034V C16 C16

Distilled C7 C8 100 100 100 C8 C7
Water Tank Chemical
Dosing Unit Chemical Chemical 50
50
Dosing Unit Dosing Unit
50 50
From 7.0 bar
Steam System 50 65
100 Condensate from To Bilge Holding Tank SB010V

XM005V Engine Room and 80
SG015V Deck Services
XM038V SB026V
SG017V SG089V PS PI PI
200 Key
SB003V
65 SG016V Condensate / Feed Water SB020V
No.1
SC001V Fresh / Distilled Water
125
SB021V
SC003V Steam
65 SB029V
Bilge / Drain 15
50 40 From
Condensate Atmospheric
Condenser 200 Electrical Signal
Pump PS PI PI
SB038V
SB004V
25 SB022V
No.2
125 SB027V SB028V
ST009V SC002V SB023V 125
Auxiliary Boiler
SB030V Feed Pumps
XM014V To Oily Bilge PI PI 15 (62.5m3/h x 29 bar)
25 Tank (Clean) Exhaust Gas
40 Boiler
No.1 No.2 PS PI PI
Feed Pumps
XM007V SB035V (3.2m3/h x 11 bar) SB005V
LAL Feed Filter Tank SAH SB024V
LS 00
PI PI
No.3
To Vacuum SB011V SB012V 125
12 SB025V
Condenser SB001V SD
SB SB SB SB SB Chemical SB031V
Dosing Unit 32 15
013V 014V 015V 016V 017V SB018V SB019V
To Engine Room
Hot / Cold Water 32
System SB002V
150
2.3.2 Boiler Feed water System Each auxiliary boiler feed pump returns a small proportion of the pump Boiler In Use
discharge back to the feed filter tank through an orifice. This prevents the
No.1 Auxiliary Boiler
Boiler Feed Water Pump pump from overheating whenever the feed water regulator is closed due to
Manufacturer: KSB Ltd., Loughborough, UK low boiler. If the steam demand falls for any reason, such as when a cargo Position Description Valve
pump is stopped, the feed water regulator automatically shuts the feed valve Open Main feed regulator inlet valve SB009V
No. of sets: 3
to the boiler, but the feed pump will still operate normally. Without feed water
Type: Horizontal centrifugal Open Main feed regulator outlet valve SB008V
delivery, overheating of the feed pump could quickly occur.
Model: MTC A 65/5C-05 10.3.62 Operational Main feed regulator SB037V
Capacity: 62.5m3/h at 29.5 bar The exhaust gas boiler feed pumps have an on/off regulating system, whereby Open Main feed check valve
a level electrode detects the water level. Through a transmitter, the feed water Closed Auxiliary feed check valve
pump is stopped/started depending on the water level. The exhaust gas boiler
Exhaust Gas Boiler Feed Water Pump
feed pumps are arranged so that one unit is in operation and the other unit is
Manufacturer: KSB Ltd., Loughborough, UK No.2 Auxiliary Boiler
acting as standby. The standby pump will cut-in on the failure of a running
No. of sets: 2 unit. Normally, only one feed pump is required for the exhaust gas boiler. Position Description Valve
Type: Vertical centrifugal Boiler water chemical treatment is administered by injecting chemicals from Open Main feed regulator inlet valve SB007V
Model: CR5-16 the dosing unit directly into the respective auxiliary, or exhaust gas boiler feed
Open Main feed regulator outlet valve SB006V
water pump discharge lines using a chemical dosing unit. See Section 2.3.3 for
Capacity: 3.2m3/h at 11 bar further details. Operational Main feed regulator SB036V
Open Main feed check valve
Closed Auxiliary feed check valve
Introduction Procedure for Preparing the Boiler Feed System for Operation
The boiler feed system is the section of the steam generating plant which a) Ensure that the pressure gauge and instrumentation valves are Note: Boiler valves are numbered according to the boiler manufacturer’s
circulates feed water from the feed filter tank into the steam drum of the boiler open and that the instrumentation is reading correctly. Set up the numbering system and not the ship’s valve numbering system.
via the boiler feed water pumps and the feed water regulators. The feed water valves as in the following table:
flow to each boiler is automatically controlled by the feed water regulating
valves, in accordance with the variation in water level in the steam drum and For Initial Start Only
the boiler steam outlet flow signal. In addition to these feed regulating valves, Auxiliary Boiler Feed Water System
there is an auxiliary feed line to each boiler, which has a manually operated a) Shut the discharge valve of the selected feed pump.
regulator valve. Position Description Valve
Open Feed pump suction valve from feed filter tank SB001V b) Start the selected feed pump and slowly open the discharge
Three boiler feed pumps take suction from the feed filter tank, each being Open Feed filter tank line valve SB002V valve until the discharge line reaches working pressure.
capable of supplying the boilers at a rate of 62.5m3/h against a pressure of Open Feed water line salinity sample unit inlet valve SB018V
29.5 bar. These feed pumps are designed to supply the boilers during cargo c) Check the operation of the feed regulator valves.
Open Feed water line salinity sample unit outlet valve SB019V
operations or at other times when the auxiliary boilers are in use.
Open No.1 boiler feed pump suction valve SB003V d) Fill the boiler to working level.
There is a separate chemical dosing unit on the feed pump discharge line to the Open No.2 boiler feed pump suction valve SB004V
auxiliary boilers. Open No.3 boiler feed pump suction valve SB005V e) Switch the remaining pump(s) to standby.
Open No.1 boiler feed pump recirculating valve SB029V
The exhaust gas boiler feed pumps are designed to supply the boiler’s needs Open No.2 boiler feed pump recirculating valve SB030V The boiler may now be brought into operation.
during normal sea going conditions when only the exhaust gas boiler is on line. Open No.3 boiler feed pump recirculating valve SB031V
Two exhaust gas boiler feed pumps are provided, and they take suction from
the feed filter tank. Each pump may supply the exhaust gas boiler at a rate of Open No.1 boiler feed pump main discharge valve SB020V
3.2m3/h against a pressure of 11 bar. Open No.2 boiler feed pump main discharge valve SB022V
Open No.3 boiler feed pump main discharge valve SB024V
When only the exhaust gas boiler is producing steam, only one of the exhaust Closed No.1 boiler feed pump auxiliary feed discharge valve SB021V
gas boiler feed pumps will be operating, and the other will be on standby. There Closed No.2 boiler feed pump auxiliary feed discharge valve SB023V
is no direct connection from the exhaust gas boiler feed pumps to the feed
Closed No.3 boiler feed pump auxiliary feed discharge valve SB025V
water system supplying to the auxiliary boilers. There is a separate chemical
dosing unit on the feed pump discharge line to the exhaust gas boiler.
Illustration 2.3.2a Boiler Feed Water System
No.1 Auxiliary Boiler No.2 Auxiliary Boiler
(50 tons/hx20 bar) (50 tons/hx20 bar)
C3 C3 C6 C6 C3 C3
C27 C27
DPT DPT
Exhaust Gas Boiler
LS LI LI C27 C27 LI LI LS
C4 C4 C5 C5 C4 C4
C9 C9
C6 C5
C9
LI LI C3
C3 100 100 40 40 100 100
C4
Sample
C4 Cooler
SB009V SB007V
Sample SB008V SB037V SB036V SB006V

Sample
Cooler PT PT
Cooler
C7 C8 C8 C7
32 32 32 100 100
12 12
SB033V SB032V
C16 C16
12
SB034V C16 C16

Distilled C7 C8 100 100 100 C8 C7
Water Tank Chemical
Dosing Unit Chemical Chemical 50
50
Dosing Unit Dosing Unit
50 50
From 7.0 bar
Steam System 50 65
100 Condensate from To Bilge Holding Tank SB010V

XM005V Engine Room and 80
SG015V Deck Services
XM038V SB026V
SG017V SG089V PS PI PI
200 Key
SB003V
65 SG016V Condensate / Feed Water SB020V
No.1
SC001V Fresh / Distilled Water
125
SB021V
SC003V Steam
65 SB029V
Bilge / Drain 15
50 40 From
Condensate Atmospheric
Condenser 200 Electrical Signal
Pump PS PI PI
SB038V
SB004V
25 SB022V
No.2
125 SB027V SB028V
ST009V SC002V SB023V 125
Auxiliary Boiler
SB030V Feed Pumps
XM014V To Oily Bilge PI PI 15 (62.5m3/h x 29 bar)
25 Tank (Clean) Exhaust Gas
40 Boiler
No.1 No.2 PS PI PI
Feed Pumps
XM007V SB035V (3.2m3/h x 11 bar) SB005V
LAL Feed Filter Tank SAH SB024V
LS 00
PI PI
No.3
To Vacuum SB011V SB012V 125
12 SB025V
Condenser SB001V SD
SB SB SB SB SB Chemical SB031V
Dosing Unit 32 15
013V 014V 015V 016V 017V SB018V SB019V
To Engine Room
Hot / Cold Water 32
System SB002V
150
Procedure for Preparing the Exhaust Gas Boiler Feed System
for Operation
The description below assumes that No.1 auxiliary boiler will be operating on
Low Fire back-up for the exhaust gas boiler.
a) Ensure that the pressure gauge and instrumentation valves are

open and that instrumentation is reading correctly.
b) Set up the valves as in the following table:
Exhaust Gas Boiler Feed Water System at Feed Pumps

Open Feed pump suction valve from feed filter tank SB001V
Open No.1 exhaust gas boiler feed pump suction valve SB011V
Open No.2 exhaust gas boiler feed pump suction valve SB012V
Open No.1 exhaust gas boiler feed pump main discharge SB027V
valve
Open No.2 exhaust gas boiler feed pump main discharge SB028V
valve
Open No.1 exhaust gas boiler feed pump boiler feed check C4, C3
valves
Open No.2 exhaust gas boiler feed pump boiler feed check C4, C3
valves
Note: Boiler valves are numbered according to the boiler manufacturer’s

numbering system and not the ship’s valve numbering system.
For the exhaust gas boiler initial start-up procedure refer to Section 2.2.5.
Whenever filling the auxiliary boilers or exhaust gas boiler from cold, the
vent valves on the boilers must be open, and must remain open until steam is
generated.
When the main engine is operating, steam will be generated in the exhaust gas
boiler and the auxiliary boiler may be changed over to Low Fire back-up.
2.3.3 Water Sampling and Treatment System The sampling valve on the boilers is located so that it will produce a Chemical Treatment Supply to the Boiler Feed Water
representative sample, but old water in the lines and cooler must be removed
before the testing sample is drawn. Boiler water from the boiler in service After analysis of the boiler water a decision must be made as to the amount
Boiler Dosing Equipment
should be tested daily, with twice weekly test for boilers ready for service and type of chemicals which are to be added to the boiler feed water, if any.
Manufacturer: LMI (Milton Roy), Pensylvania, USA and warmed through. The instructions supplied by the water treatment test kit The chemical treatment supplier’s instructions must be followed precisely as
Chemicals: Drew BWT-3, Drew BWT-4 suppliers must be followed precisely in order to ensure that the boiler water is under-treatment or over-treatment may result in boiler damage.
correctly treated. Chemical treatment is introduced into the feed water supply
line by means of the dosing pumps. The chemicals are added to the boiler chemical injection units and pumped into
Pumps: CEH933 for BWT-3
the boiler feed water line.
0.62 litres/h at 70 bar Chemicals to be added directly to the boilers are mixed with water in the tank
Dosapro XA11ZS1F for BWT-4 of chemical dosing units. From these units the dosing pumps inject the mixture
into the boiler water feed line.
Boiler Blowdown
7.74 litres/h at 80 bar
If the level of boiler water dissolved solids is too high, some of the water must
Introduction Procedure for Taking a Sample of Boiler Water be removed from the boiler and replaced with distilled water from the feed
tank. The procedure for blowing down the boilers safely must be followed. If
a) Ensure that there is a fresh water supply at the sample cooler. the ship is in port the bridge must be consulted in order to ensure that blowing
Chemical analysis and treatment of the boiler water is undertaken in order to
down the boiler will not cause danger.
prevent corrosion and scale formation in the auxiliary and exhaust gas boilers
and to prevent the degradation of the steam quality. Incorrect or inadequate b) Open the sample cooler cooling water inlet/outlet valves and
check that water is flowing through the cooler.
boiler water treatment will seriously damage the boilers and frequent testing Procedure for Blowing Down the Auxiliary and Exhaust Gas
and treatment is needed in order to reduce the risk of damage. Even though Boilers
distilled water is used for boiler feed, the risk of corrosion is present. c) Open the sample cooler boiler water inlet valve.
d) Open slowly the sampling valve C9 on the selected boiler and The blowdown procedure must be performed during low load:
The pH of the boiler water changes in service and oxygen may dissolve in the
water where the feed system is open to atmosphere. Although maintaining the allow boiler water to flow through the sample cooler. Ensure
a) Check with the bridge that it is safe to blow down the boiler if
feed water temperature at a relatively high value, around 80°C, will minimise that only water is leaving the sample cooler outlet and not a
the ship is in port.
the amount of dissolved oxygen, the problem is ever present. mixture of steam and water. If the temperature of the boiler
water leaving the sample cooler is too high, reduce the flow of
b) Open the ship’s side blowdown valve SB026V and line valve
Chemical treatment and analytical tests must be undertaken in accordance with boiler water to the sample cooler.
SB010V.
the instructions supplied by the chemical manufacturer. The treatment must
be added in order to maintain the chemical levels within an acceptable range. e) After the boiler water has been flowing for one minute, collect
c) Ensure that the boiler is filled to the high water level.
Excessive treatment may often result in more severe damage than insufficient a sample of the boiler water for analysis.
treatment. The results of chemical analysis on the boiler water are recorded and d) Slowly open one of the boiler blowdown valves and reduce the
the effects of the treatment added should be monitored over a period of time. f) Close the boiler sampling valve and then after a delay close the
water level to the normal position, then close the blowdown
sample cooler cooling water valves.
valve.
Floating solid material in the boiler may be removed periodically by means
of the scum valve on the boiler, whilst dissolved solids may be reduced by g) Analyse the sample of boiler water in accordance with the
e) After blowing down the boiler, close the boiler blowdown valve
blowing some of the water out of the boiler and replacing it with fresh distilled instructions of the chemical treatment supplier and record the
and then close the line valve and ship’s side valve.
feed water. This is called ‘boiler blowdown’ and is accomplished by opening information. Add chemical treatment to the boiler feed water
the boiler blowdown valves located at the lower part of the boiler. The scum using the dosing units as required.
CAUTION
and blowdown lines connect to the same blowdown pipe which connects to an
overboard discharge located below the ship’s waterline. If emptying a boiler for internal inspection, the boiler must not be blown
WARNING down to zero pressure. This will form a vacuum in the steam space and
The auxiliary and exhaust gas boilers are provided with a water sampling The sampling lines from the boilers are under boiler pressure and the act to draw sea water back into the boiler.
connection, the outlet from this being directed to a sample cooler which is temperature of the water being drawn from the boiler is high. Care must
cooled by water from the domestic fresh water system. When taking a sample be taken when operating the sampling equipment and the cooling water
of water from the boiler the water must be allowed to run from the boiler supply must be confirmed to be flowing before the boiler sample valve
for some time in order to flush the line and ensure that a truly representative is opened.
sample is being obtained.
Illustration 2.3.4a Distilled Water Transfer and Distribution System XM002V
To Inert
PI PS PS Gas Generator Near To To Upper To / From
In Emergency XM Accommodation Deck Accommodation
30 Inert Gas Generator
Fresh Water 025V
From Compressed Generator Fan Exhaust
Hydrophore XM037V XM026V
Air System 15 Tank (2000 Litres) Anti-Pollution Drinking Gas Boiler
XM Exhaust
Valve Fountain
045V Gas Boiler Void
XM039V XM
Dosing Unit
Fresh Water XM001V
65 30 40 006V
Tank XM023V
15
(Port) 40 50
40 40 30
Near 40 40
Atmospheric 40
15
XM XM Condenser XM046V 50
003V 011V 40
20
XM051V XM050V XM049V Engine Room Toilet
25 12
XM XM 15
Workshop
50 008V 009V No.2 Auxiliary No.1 Diesel No.2 Diesel No.3 Diesel XM
XM018V Calorifier
Boiler Generator Generator Generator 040V
50 XM027V XM 40 (1000L)
Fresh Water Dosing Unit
047V Fresh Water
Hydrophore Expansion
Pumps No.1 Auxiliary Tank
(5m3/h x 5.0 bar) Boiler
Dosing Unit XM028V
To Bilge 15
25 Holding Tank 12
XM014V
Auxiliary Exhaust 40 15 In Purifier Room
40 25 XM048V
Boiler Gas Boiler XM
Feed Water XM061V XM060V XM059V
40 Sampling Sampling 030V
25 XM007V Tank 20
Coolers Cooler 15 XM024V XM019V XM010V
PI PI PI
To Vacuum Condenser Auxiliary
Boiler
XM029V Dosing Unit
25 12
Near Sewage PI PI PI PI PI PI
Treatment Plant 15
Shaft Steriliser XM052V CS CS CS CS CS CS
PSL PSL PSL PSL PSL
Cooling
Water Tank Mineraliser (2.5m3/h) Fresh Water Generator (36 ton/day) 40
XM041V TI PI
XM
FS
034V
40 50
XM Diesel Generator No.2 Lubricating No.1 Lubricating No.3 Fuel Oil No.2 Fuel Oil No.1 Fuel Oil
XM015V
035V Lubricating Oil Purifier Oil Purifier Oil Purifier Purifier Purifier Purifier
PI
15 25 5-2.5kg/cm2
TI 40 XM033V
25 25 25 XM XM020V XM021V PI
XM PI 15 25
016V Near Vacuum
005V XM 15 XM022V
FQ 031V XM053V Condenser For Scavenge Space Compressed
50 PI Fire Extinguishing Air
25 To Vacuum
XM036V
FG Condenser 40
Chemical 15 XM043V XM042V
Tank XM053V Vacuum Unit
XM Control
Main Engine Turbocharger
038V Panel
Water Washing
XM XM XM OCM
To Main Engine Jacket 40
012V 004V 013V 25 12
XM017V Water Feed and Drain Tank 25 80
PI PI XM063V
Key To Oily Water 12 125
Distilled Cofferdam Fresh Water Separator 40 40
Fresh Water Bilge / Drain XM044V XM062V XM064V To Bilge
Water Tank Tank Condensate Water
(Starboard) (Starboard) Condensate Electrical Signal Condensate Water Holding Tank
Near Starting Air To Bilge Discharge Pump
Collection Tank
Compressed Air Control Unit 15 Holding Tank 40 (3m3/h x 4.0 bar)
XM054V XM065V
2.3.4 Distilled Water Transfer and Distribution Procedure for Filling the Distilled Water Tank
Introduction It is assumed that the distilled water tank is ready to fill, with all access panels
closed and drain valves closed:
Water for engine room duties and domestic purposes is made on board by
means of a fresh water generator. The distilled water produced by the generator a) Prepare the fresh water generator for operation as described in
for domestic consumption is treated in a silver ion steriliser and a mineraliser Section 2.4.3 of this manual.
before being directed to the potable fresh water storage tanks. The silver ion
steriliser destroys bacteria and leaves a residue of silver ions in the stored b) Set the valves as shown in the following table:
water, thus providing for effective sterilisation whilst the water is stored in the
tanks. The dolomite mineraliser produces the correct pH and imparts essential Position Description Valve
chemical salts to the distilled water making it fit for human consumption. It is Open Distillate pump discharge valve XM017V
therefore important that the water produced for technical duties in the engine
Closed Rehardening filter inlet valve XM015V
room bypasses the steriliser and rehardening filter.
Closed Rehardening filter bypass valve XM016V
The output from the fresh water generator is discharged through a salinometer Closed Rehardening filter outlet valve
detector head and flow meter. A solenoid valve which is positioned before the Open Distilled water tank direct fill line valve XM012V
flow meter opens when the salinometer detects too high a salinity level, the
distillate pump output is then diverted to the bilge. c) Start up the fresh water generator as described in Section 2.4.3
of this manual.
Tank Capacities at 100%
Port fresh water tank: 202.9m3 d) Switch on the on the fresh water generator salinometer.
Starboard fresh water tank: 202.9m3
e) Open the fresh water generator outlet valve and start the distillate
Distilled water tank: 121.4m3
pump. Discharge should be dumped until the salinometer
automatically shuts the dump solenoid valve when the water
Distilled water bunkers may be taken from barge or shore if required. This water quality is at the required standard. When salinity is satisfactory,
is loaded directly into the distilled water tank through the filling connection the discharge will change over to fill the tank.
immediately adjacent to the tank vent pipe on the starboard side of the poop
deck. However, careful checks should be made to the water prior to bunkering
to establish its suitability for use in the distilled water system.
Distilled water is stored in the distilled water tank and is supplied to the tank by
the fresh water generator. When filling the distilled water tank the rehardening
filter and the silver ion steriliser are both bypassed. The filling valve on the
distilled water tank is opened and the tank filled direct from the fresh water
generator. Distilled water is used for the boiler feed filter tank and running
water into the vacuum condenser for its initial start-up.
The feed filter tank control valve inlet valve XM014V must be open if the feed
filter tank level is being automatically regulated. If manual level regulation is in
use the manual filling valve XM007V may be opened as required. See Section
2.3.2, Boiler Feed Water System, of this manual. The water supply to these
two consumers is via XM005V. If necessary, the distilled water tank may be
pumped out via a suction line onto the fresh water hydrophore system. This line
is protected from accidental connection to the domestic fresh water suction line
by the inclusion of a spectacle blank. This blank is normally maintained in the
closed condition. If water is to be pumped of the tank by this method, then it
must not be used for domestic purposes, as it will not have been sterilised and
treated to make it suitable for domestic consumption.
2.4 Sea Water Systems
2.4.1 Main Sea Water Service System
2.4.2 Sea Water General Service System
2.4.3 Fresh Water Generator
Illustrations
2.4.1a Main Sea Water Service System
2.4.1b Backflushing the Central Coolers
2.4.2a Sea Water General Service System
2.4.3a Fresh Water Generator System

Illustration 2.4.1a Main Sea Water Service System No.1 Central Cooling No.2 Central Cooling
Fresh Water Coolers Fresh Water Coolers
Fresh Water Generator
TI PI
A PI TI PI TI
005V 300 300

016V 018V
007V 021V TI
PI TI PI TI
500 TI
300 300
300 300
Vacuum Condenser 015V 017V
PI
051V 052V
006V FG
250 PI
125
To Sewage To Deck To Inert Gas 500 300 022V
Treatment Plant Water Seal To Rudder Pintle Generator To Scrubber 100
029V
300 300 250
250
50 50
100 100
40 A
25 25 300 400 400
033V 053V 008V
Deck Water 200
Seal Pumps
(5m3/h x 5.5 bar) PS 100
PS 020V
023V
031V 032V 450
500 400 400

PI PI
No.1 No.2 100 800
CP CP
300 300 300
From No.1
034V 035V Bilge, Fire and Main Cooling Sea
General Service Pump Water Pumps
40
(850/1700m3/h x 2.5/0.9 bar)
Scrubber Sea
Water Pump
(360m3/h x 6.0 bar)
028V Ejector Pump
To Bilge, Fire and Ballast (70m3/h x 4.2 bar)
General Service Pumps 014V 027V 013V 026V 012V 025V 030V
(350/290m3/h x 3.0/11 bar)
Upper Deck Upper Deck
BM019V No.3 300 No.2 300 No.1 300
BM005V BM004V CP PI CP PI CP PI CP PI CP PI 80
MM001V
40
038V 250 PS PS PS 039V MM002V
300 019V 011V 010V 009V 024V
A A
High Sea 800 800 800 800 004V 002V
Chest 001V 003V
(Port) 036V 300 037V Low Sea
Key Chest
Sea Water (Starboard)
Emergency Bilge All Valves Prefixed WS Unless Otherwise Stated
Injection
2.4 SEA WATER Systems Introduction Water from the central coolers is discharged overboard through the pneumatically
operated overboard discharge valves. At the sea water inlet connection to the
2.4.1 MAIN SEA WATER SERVICE SYSTEM A number of pumps take suction from the sea water crossover main. This sea cooler there is a strainer which removes solid material from the sea water and
water main has a high sea suction chest on the port side of the vessel and a low so prevents it from blocking the cooling passageways. If the sea water flow
sea chest on the starboard side of the vessel. Filters are provided at both ends through the cooler is restricted there will be a high pressure drop across the
Main/COPT Cooling Sea Water Pump of the sea water main, the filter being located after the sea chest suction valve. cooler and the strainer must be removed for cleaning.
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan A marine growth prevention system (MGPS) is fitted which provides protection
against corrosion and the growth of marine organisms in the sea water circulation Strainers should be removed for cleaning at about three monthly intervals even
No. of sets: 3
system. Anodes are fitted at both sea water main filters. The anti-fouling control if there is no appreciable pressure drop across the cooler. The cooler must be
Type: Vertical, motor-driven, centrifugal panel is located on the forward port side near the high sea suction. The MGPS completely isolated on the sea water side before the strainer is removed and a
Model: SVS400AMS system must be operational at all times when a sea suction chest is operational. check made to ensure that water is not under pressure before the final bolts are
Capacity: 850/1,700m3/h at 25/9mth removed from the strainer connection. When the strainer is removed, sea water
The sea suction valve at each sea chest is pneumatically operated by air from from the cooler drains to the bilge, and the duty engineer must be prepared to
the control air system. There are separate overboard discharge valves for the pump the bilge as the cooler holds about 0.5m3 of sea water.
Fresh Water Generator Ejector Pump central cooler sea water system and the vacuum condenser sea water system.
These overboard discharge valves are also pneumatically operated by air from If, after cleaning the strainer, there is still a large pressure drop across the
Manufacturer: Alfa-Laval AB, Sweden
the control air system. The sea suction and overboard discharge pneumatically cooler it indicates fouling on the sea water cooling surfaces and this means
No. of sets: 1 that the cooler must be backflushed to remove the debris. Each cooler has a
operated valves and may be activated locally or from the sea water mimic.
Type: Vertical, motor-driven, centrifugal backflushing valve on the inlet branch and this connects with the overboard
Model: CNL/80/80/200 The high and low sea chests are provided with connections for weed clearing. discharge. On the outlet branch there is a connection which enables a hose to
Capacity: 70m3/h at 4.2 bar Steam and compressed air lines are located nearby and may be attached to be attached so that sea water may be flushed through the cooler in the opposite
the weed clearing connections, as required, by means of flexible pipes. Steam direction to the normal flow, and so dislodge any debris from the cooling
injection at the sea chest also allows for ice clearing if required. The sea chests surfaces. This debris is discharged overboard.
Inert Gas Scrubber Sea Water Pump are vented at the upper deck.
No.3 main/COPT cooling sea water pump has an emergency bilge suction
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan valve which should normally be kept in the closed position.
The sea suction strainers at each end of the sea water crossover main are
No. of sets: 1 vented at the upper deck and they are also fitted with drain valves. There is an
Type: Vertical, motor-driven, centrifugal outlet valve from the suction strainer to the sea water crossover main. One sea The fresh water generator ejector sea water pump operates the vacuum ejector
Model: RVP250M chest and associated sea suction strainer will always be operational. Normally on the fresh water generator, provides cooling water to cool the vapour
the low sea suction will be used, but at times when the vessel is operating in produced during operation and supplies the fresh water generator with feed
Capacity: 360m3/h at 6.0 bar
shallow water the high sea suction will be used to prevent the ingestion of sand water. The fresh water generator is covered in more detail in Section 2.4.3 of
and silt into the sea water system. this machinery operating manual. An emergency operating sea water supply for
Deck Seal Sea Water Pump the fresh water generator is provided by the bilge, fire and ballast pumps.
The following pumps take suction from the sea water crossover main:
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan The inert gas scrubber pump is operated whenever the inert gas system is
• Main/COPT cooling sea water pumps
No. of sets: 2 required. For details of the operation of the inert gas generating system, see
Type: Horizontal, motor-driven, centrifugal • Fresh water generator ejector pump Section 2.15 of this machinery operating manual. The inert gas scrubber
Model: HJ40-2M • Inert gas generator scrubber sea water pump may also be supplied with sea water by No.1 bilge, fire and ballast pump if
necessary.
Capacity: 5.0m3/h at 5.5 bar • Deck seal sea water pumps
• Bilge, fire and ballast pumps The deck seal pumps maintain the water level in the inert gas system deck seal,
one pump will always be in operation with the other pump set up on automatic
Bilge, Fire and Ballast Pump
The main/COPT sea water cooling pumps supply cooling sea water to the low standby cut-in.
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan temperature central fresh water coolers and the vacuum condenser. There is a
No. of sets: 2 supply line to the sewage treatment plant for flushing and dilution purposes. A The bilge, fire and ballast pumps provide a number of services and both pumps
Type: Vertical, motor-driven, centrifugal line also directs a sea water flow to the rudder pintle and this flow is maintained may take suction from the sea water main. These pumps may be used for
at all times, particularly when in ballast as it lubricates the rudder pintle. pressurising the fire main but, when required, No.1 pump may also supply sea
Model: RVP200-2MS
water to the scrubber and the fresh water generator for operating the ejector
Capacity: 350/290m3/h at 3.0/11 bar and providing feed water for evaporation. The fire main supplies driving water
to the sewage holding tank ejector.
TI PI
A PI TI PI TI
005V 300 300

016V 018V
007V 021V TI
PI TI PI TI
500 TI
300 300
300 300
PI
051V 052V
006V FG
250 PI
125
029V
300 300 250
250
50 50
100 100
40 A
25 25 300 400 400
033V 053V 008V
Deck Water 200
Seal Pumps
(5m3/h x 5.5 bar) PS 100
PS 020V
023V
031V 032V 450
500 400 400

PI PI
No.1 No.2 100 800
CP CP
300 300 300
From No.1
40
(850/1700m3/h x 2.5/0.9 bar)
Scrubber Sea
Water Pump
(360m3/h x 6.0 bar)
028V Ejector Pump
(350/290m3/h x 3.0/11 bar)
BM019V No.3 300 No.2 300 No.1 300
MM001V
40
038V 250 PS PS PS 039V MM002V
300 019V 011V 010V 009V 024V
A A
High Sea 800 800 800 800 004V 002V
Chest 001V 003V
Key Chest
Injection
The main/COPT cooling sea water pumps may be started and stopped locally Procedure for Operation of the Main/COPT Cooling Sea Position Description Valve
or from the group starter panels on the main switchboard in the engine control Water System Open Rudder pintle sea water supply valve WS033V
room. One or two pumps are started as the duty pump(s) and the remaining
pump is selected as the standby pump. The standby pump starts automatically Closed Sewage treatment plant sea water supply valve WS050V
There are cooling sea water lines from each pump to the central coolers and the
if the operating pump is unable to maintain pressure for any reason. A pressure Open No.1 central fresh water cooler inlet valve WS015V
vacuum condenser. Each pump has discharge valves to the central coolers and
switch on the discharge side of the pumps providing the start signal for the vacuum condenser allowing these units to be supplied as required. When Open No.1 central fresh water cooler outlet valve WS016V
the standby pump. The pumps have two flow ratings according to whether cargo is being discharged there will be a high load on the vacuum condenser, Closed No.1 central fresh water cooler backflushing WS051V
operating on the cargo vacuum condenser (high flow, low head pressure) or but when operating at sea the atmospheric condenser will normally be used and valve
on the central coolers (low flow, high head pressure). At least two sea water the vacuum condenser may be shut down; the atmospheric condenser is cooled Open No.2 central fresh water cooler inlet valve WS017V
cooling pumps are usually required during cargo operations. by water circulating in the LT fresh water central cooling system. Open No.2 central fresh water cooler outlet valve WS018V
Closed No.2 central fresh water cooler backflushing WS052V
Procedure for the Operation of the Sea Water Cooling System The description below assumes that one central cooler is in operation and
valve
that the vacuum condenser is in operation. Two of the main/COPT sea water
Crossover Suction Main cooling pumps are set for operation (in this scenario No.1 and 3), one to supply Open Central cooler line outlet valve WS053V
the central cooler(s) and another to the vacuum condenser. The third pump Open Central cooler overboard discharge valve WS008V
a) Ensure that all suction strainers are clear.
should be set for operation on the vacuum condenser but left in an non-running Open Vacuum condenser inlet valve WS006V
condition. Open Vacuum condenser outlet valve WS007V
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly. Open Vacuum condenser overboard discharge valve WS005V
a) Ensure that the sea water crossover suction main is operational
as described above. The standby pump has been lined up onto the vacuum condenser in order that
c) Set the valves as shown in the following table. In this example
it is assumed that the starboard low suction is in use. it can quickly be brought into operation should the duty pump fail while the
b) Ensure all the pressure gauge and instrumentation valves are cargo pumps are exhausting into the condenser.
open and that the instrumentation is reading correctly.
d) Select and start each duty pump according to the system cooling
Open Low (starboard) sea chest suction valve WS002V c) Set the valves as shown in the following table. system it is working in.
Open Low (starboard) sea chest suction strainer outlet WS004V
valve Position Description Valve e) Check that sea water is flowing to the desired services and that
Open Low (starboard) sea chest vent valve MM002V Open No.1 main cooling sea water pump sea suction WS009V the central coolers and vacuum condenser are functioning as
Open Low (starboard) strainer vent valve WS039V valve required.
Closed Low (starboard) strainer drain valve WS037V Open No.1 main cooling sea water pump discharge WS025V
Closed Low (starboard) sea chest weed clearing valves SM091V, valve to the central coolers The pumps may be stopped and started from either the engine control room
SM040V Closed No.1 main cooling sea water pump discharge WS012V on the relevant section of the switchboard group starter panels or from the
valve to the vacuum condenser local pushbuttons if the selector switch on the panel is in the manual position.
Closed High (port) sea chest suction valve WS001V
Depending upon the total cooling load and the sea water temperature, it may be
Closed High (port) sea chest suction strainer outlet valve WS003V Open No.2 main cooling sea water pump sea suction WS010V
necessary to run two pumps in parallel supplying either the vacuum condenser
Open High (port) sea chest vent valve MM001V valve
or the central fresh water coolers.
Open High (port) strainer vent valve WS038V Closed No.2 main cooling sea water pump discharge WS026V
valve to the central coolers
Closed High (port) strainer drain valve WS036V
Open No.2 main cooling sea water pump discharge WS013V
Closed High (port) sea chest weed clearing valves SM090V,
valve to the vacuum condenser
SM039V
Open No.3 main cooling sea water pump sea suction WS011V
valve
d) The sea suction main is now fully functional and sea water
pumps may be started as required. Closed No.3 main cooling sea water pump discharge WS027V
valve to the central coolers
e) Ensure that the MGPS is operational and start the MGPS Open No.3 main cooling sea water pump discharge WS014V
as described below when one or more sea water pumps is valve to the vacuum condenser
operating. Closed No.3 main cooling sea water pump emergency BM019V
bilge suction valve
Illustration 2.4.1b Backflushing the Central Coolers No.1 Central Cooling No.2 Central Cooling
TI PI
A PI TI PI TI
005V 300 300

016V 018V
007V 021V TI
PI TI PI TI
500 TI
300 300
300 300
PI
051V 052V
006V FG
250 PI
125
029V
300 300 250
250
50 50
100 100
40 A
25 25 300 400 400
033V 053V 008V
Deck Water 200
Seal Pumps
(5m3/h x 5.5 bar) PS 100
PS 020V
023V
031V 032V 450
500 400 400

PI PI
No.1 No.2 100 800
CP CP
300 300 300
From No.1
40
(850/1700m3/h x 2.5/0.9 bar)
Scrubber Sea
Water Pump
(360m3/h x 6.0 bar)
028V Ejector Pump
(350/290m3/h x 3.0/11 bar)
BM019V No.3 300 No.2 300 No.1 300
MM001V
40
038V 250 PS PS PS 039V MM002V
300 019V 011V 010V 009V 024V
A A
High Sea 800 800 800 800 004V 002V
Chest 001V 003V
Key Chest
Direct Bilge
Injection Sea Water Open Valve (Starboard)
All Valves Prefixed WS Unless Otherwise Stated Closed Valve
Procedure for Backflushing of the Central Coolers Procedure for Operation of the Fresh Water Generator Sea Procedure for Operation of the Inert Gas Scrubber Cooling
Water System Sea Water System
The central coolers are backflushed when the pressure drop across the cooler
increases to an unacceptable level. The pressure drop will increase when debris Sea water is supplied to the fresh water generator in order to operate the ejector The inert gas scrubber sea water pump must be operated whenever the inert gas
becomes lodged in the sea water channels of the cooler and the in-line filter, which maintains the vacuum in the fresh water generator unit and also to supply generator system is in operation; see Section 2.15, Inert Gas Generator, of this
this debris must be removed in order to restore the operational efficiency of feed water for evaporation. Sea water/brine is discharged overboard from the machinery operating manual.
the cooler. Backflushing is the forcing of sea water backwards through the fresh water generator via a dedicated overboard discharge valve (WS029V).
cooler from the normal cooler outlet pipe to the normal cooler inlet pipe. In Although the dedicated inert gas scrubber cooling sea water pump is normally
the backflushing operation the sea water flow through the coolers is acting In the event of failure of the fresh water generator ejector pump it is possible to operated with the inert gas production, sea water may be supplied by No.1
in a series configuration. Sea water from the outlet pipe of the cooler which supply sea water to the fresh water generator from No.1 bilge, fire and ballast bilge, fire and ballast pump should the scrubber sea water pump be unavailable.
is operating normally is forced backwards through the other cooler being pump via valve WS023V; an orifice is fitted in this supply line in order to reduce In this case No.1 bilge, fire and ballast pump must be operated and crossover
backflushed, the sea water is then discharged overboard. the pressure and flow of the water supplied to the fresh water generator. valve WS020V must be opened.
Each central cooler has a backflush water valve WS051V for No.1 cooler and The procedure described below is for the supply of sea water to the fresh water The inert gas scrubber pump takes suction from the sea water crossover main
WS052V for No.2 cooler; a single valve WS053V is used to redirect the water generator using the fresh water generator ejector pump. and is operated whenever the inert gas system is required. For full details of
flow through the other cooler rather than directly overboard. The illustration the operation of the inert gas generating system, please refer to Section 2.15 of
above shows an example of backflushing No.2 cooler; valves which are shaded a) Ensure that the sea water crossover suction main is operational this machinery operating manual.
in grey in the diagram are closed. as previously described.
a) Set the valves as shown in the following table:
a) With the main cooling sea water circulation system operating b) Ensure all the pressure gauge and instrumentation valves are
normally open the cooler backflushing valve WS052V for the open and that the instrumentation is reading correctly. Position Description Valve
cooler being backflushed (in this example No.2 cooler) and
Open Scrubber cooling sea water pump suction valve WS019V
close the normal sea water inlet valve to the same cooler being c) Set the valves as shown in the following table:
backflushed; valve WS017V for No.2 central cooler. Open Scrubber cooling sea water pump discharge valve WS028V
Closed Sea water supply valve from No.1 bilge, fire and WS020V
b) Close the cooling system overboard line valve WS053V. ballast pump
Open Fresh water generator ejector pump suction valve WS024V
Open Scrubber sea water overboard discharge valve NGV003
c) Sea water leaving the cooler which is operating normally (in Open Fresh water generator ejector pump discharge WS030V
this example No.1 cooler) cannot flow directly overboard as the valve b) Ensure that the sea water suction crossover main is operational.
backflushing system valve WS053V is closed. This water flows Open Fresh water generator sea water inlet valve WS021V
into the cooler being backflushed (in this example No.2 cooler) Closed Sea water supply valve from No.1 bilge, fire and WS023V c) Start the inert gas scrubber cooling sea water pump.
through that cooler’s sea water outlet pipe and leaves the cooler ballast pump
through the inlet connection. The backflushing water flows to Open Fresh water generator sea water outlet valve WS022V Note: If the inert gas scrubber cooling sea water pump is not available, the
the overboard discharge valve via the cooler backflushing valve IGG unit may still be operated with sea water supplied by No.1 bilge, fire
Open Fresh water generator overboard discharge valve WS029V
WS052V. and ballast pump. In order to take sea water from this source valve WS020V
d) Start the fresh water generator ejector pump and supply sea must be opened.
d) When backflushing is complete open the cooler’s inlet valve
water to the fresh water generator.
WS017V, open the backflushing system valve WS053V and
close the cooler backflush valve WS052V.
Note: In the event of the fresh water generator sea water pump being
e) The other cooler may be backflushed if required. unavailable sea water may be supplied to the fresh water generator by means
of No.1 bilge, fire and ballast pump. Sea water supply valve WS023V must
be opened.
TI PI
A PI TI PI TI
005V 300 300

016V 018V
007V 021V TI
PI TI PI TI
500 TI
300 300
300 300
PI
051V 052V
006V FG
250 PI
125
029V
300 300 250
250
50 50
100 100
40 A
25 25 300 400 400
033V 053V 008V
Deck Water 200
Seal Pumps
(5m3/h x 5.5 bar) PS 100
PS 020V
023V
031V 032V 450
500 400 400

PI PI
No.1 No.2 100 800
CP CP
300 300 300
From No.1
40
(850/1700m3/h x 2.5/0.9 bar)
Scrubber Sea
Water Pump
(360m3/h x 6.0 bar)
028V Ejector Pump
(350/290m3/h x 3.0/11 bar)
BM019V No.3 300 No.2 300 No.1 300
MM001V
40
038V 250 PS PS PS 039V MM002V
300 019V 011V 010V 009V 024V
A A
High Sea 800 800 800 800 004V 002V
Chest 001V 003V
Key Chest
Injection
Procedure for Operation of the Deck Seal Sea Water Pumps Marine growth prevention System Operating Procedure
Sea Water MGPS Anti-Fouling System
There are two deck seal sea water pumps and one of these must be operated at a) Turn the main power switch at the control panel to the ON
all times whenever the inert gas system deck seal is required. One pump acts as Manufacturer: KC Ltd (Korea Cathelco Ltd.) position.
the duty pump and the other as the standby; the selection of duty and standby No. of sets: 2 (1 at each sea chest)
pumps is made at the pump starter panel Capacity: 5,000m3/h of sea water at each sea chest b) Set the anode currents to the desired values by means of the
Type: Copper (MG) and Aluminium (TC) anodes control knobs, checking the current on the digital ammeter
a) Set the valves as shown in the following table: above the control knob.
Position Description Valve The sea water system is protected against fouling by the anti-fouling system. Note: If the ship is in fresh or brackish water the display may not reach
Open No.1 deck seal sea water pump suction valve WS034V The system protects against marine growth and corrosion by means of anodes. the recommended current value and this may cause the warning LED to
Open No.1 deck seal sea water pump discharge valve WS031V The marine growth protection anodes (MG) are made from copper and the trap illuminate. This can be ignored as it is the setting in sea water which is
corrosion anodes (TC) are made from aluminium. The anodes are fitted in the important.
Open No.2 deck seal sea water pump suction valve WS035V
Open No.2 deck seal sea water pump discharge valve WS032V suction strainers.
When the vessel is in ‘Blue Water’ the anode life may be extended by turning
The port and starboard side strainers each have two MG anodes and one TC the current down to 0.2A.
b) Start the duty deck seal sea water pump and check that it
supplies sea water to the deck seal. anode. Anode life is approximately 2.5 years. A low current must be maintained
at the sea suction strainer which is not operating. If there is signs of marine growth infestation the current may be increased by
a maximum of 0.2A but if no fouling is present the current may be reduced by
The MG anodes release copper ions when an electric current is applied and a maximum of 0.2A.
these ions combine with those released from the sea water during electrolysis.
The effect of the ions is to prevent or discourage micro-organisms from
entering the sea water circulation system, thus preventing the breeding of these
organisms within the sea water system.
The TC anodes form aluminium hydroxide when an electric current is applied.

This forms an anti-corrosion barrier on the steel pipework of the sea water
system.
It is essential that the correct current is always applied to the anodes at the
operating sea water suction chest; if the current is too low this results in
insufficient protection and if the current is too high this results in rapid wasting
of the anodes. The anodes must be checked periodically in order to ensure
that they are wasting at the expected rate. Rapid wasting will result in loss of
protection when the anodes are depleted, but the rapid wasting of the copper
anodes can result in high copper deposits on the sea suction strainer resulting
in partial blockage. The design current is for a sea water flow of 2,500m3/h and
if the sea water flow rate is reduced from this value the current applied to the
anodes should also be reduced.
The current settings for the MG and TC anodes should be the same and the
currents are adjusted by means of the setting knobs on the control panel. The
adjustment of current should only be made after consulting the operating
manual. Incorrect setting of the current can result in inadequate protection
against marine growth and corrosion.
The control panel is located in the engine room at lower plate level on the port
side forward adjacent to the high sea suction chest.
Illustration 2.4.2a Sea Water General Service System
To Fire Main
200
BM049V
200
BM020V
200 200 200 200 200 200
BM018V BM017V BM016V BM015V BM014V BM013V
Steering Gear
Room
PI PI For
200 Scrubber
No.2 No.1 WS020V Cooling
Bilge, Fire, Ballast
BM038V CP CP For Fresh
General Service Pumps
Water
50
(350/290m3/h x 3.0/11 bar) 100
WS023V Generator
300
Engine Room
Engine Room Water Ballast
Aft Peak BM010V Water Ballast
Tank BM012V BM011V Tank
BM BM BM BM Tank (Starboard)
006V 005V 004V 003V (Port)
BM002V
200 200 200 200 200 200
BM007V Main Sea

Water
300 Crossover
BM008V
Pipe
BM009V
200 300 200
BM001V
Bilge Main
200
200 200
200
Key
Stern Tube
Cooling Fresh Bilge Well
(Port) Bilge / Drain
Water Tank
Sea Water
Electrical Signal
2.4.2 Sea Water General Service System The procedure below assumes that the pumps are being started for testing Position Description Valve
purposes:
Closed Port engine room ballast tank suction/filling BM007V
Bilge, Fire and Ballast Pump valve
a) Ensure all the pressure gauge and instrumentation valves are
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan open and that the instrumentation is reading correctly. Closed Starboard engine room ballast tank suction/ BM008V
filling valve
No. of sets: 2
b) Set the system valves as in the table below. The description Closed Aft peak tank suction/filling valve BM009V
Type: Vertical, motor-driven, centrifugal
assumes that the sea water suction main is already operating as
Model: RVP200-2MS c) Ensure that at least two fire main outlets are open with hoses
previously described in Section 2.4.1 above.
Capacity: 350/290m3/h at 3.0/11 bar fitted. Ideally two fire main outlets at the extreme end of the fire
Position Description Valve main should be used or alternatively the anchor washing valves
should be open.
Introduction Open No.1 bilge, fire and ballast pump sea water BM004V
suction valve
d) Start No.1 bilge, fire and ballast pump and ensure that water is
The bilge, fire and ballast pumps are self-priming and can take suction from the Closed No.1 bilge, fire and ballast pump bilge main BM011V being discharged to the fire main at the correct pressure.
sea water crossover main, the aft peak tank, the bilge main and the stern tube suction valve
cooling water tank via the bilge main line. No.1 bilge, fire and ballast pump has Closed No.1 bilge, fire and ballast pump aft peak/engine BM003V e) If No.2 bilge, fire and ballast pump is also to be tested, No.1
a direct suction connection to the port forward engine room bilge well. Under room ballast system suction valve pump should be stopped and No.2 pump can then be started.
normal operating conditions both pumps will be left with their suctions to the Closed No.1 bilge, fire and ballast pump direct suction BM010V
sea water crossover main open in line with their fire pump role. The pumps valve from port forward engine room bilge well f) Once the test is complete, the bilge, fire and ballast pumps
are started either locally or from the ECR using the starter panels provided. should be stopped. All valves on these pumps are set as in the
Open No.1 bilge, fire and ballast pump fire main BM013V
Normally they are started locally to detect any faults, but can be stopped from table above to ensure that the pumps are ready to supply sea
discharge valve
either location. water to the fire main. Deck hydrant valves must be closed.
Closed No.1 bilge, fire and ballast pump aft peak/ BM015V
Both bilge, fire and ballast pumps can be used to fill and pump out the aft peak engine room ballast system discharge valve
The emergency fire pump may also be used to supply sea water to the fire
tank and the engine room ballast tanks port and starboard. The pumps may Closed No.1 bilge, fire and ballast pump scrubber BG014V
main. For a full description of the fire main system, see Section 4.1 of the this
also be used to supply sea water to the sewage holding tank ejector via the fire cooling discharge valve
machinery operating manual.
main. Closed No.1 bilge, fire and ballast pump fresh water BG023V
generator discharge valve
No.1 bilge, fire and ballast pump may also supply sea water to the inert gas Open No.2 bilge, fire and ballast pump sea water BM005V Procedure for Filling the Aft Peak and Engine Room Ballast
scrubber and the fresh water generator. The sea water discharge valve WS020V suction valve Tanks Using the Bilge, Fire and Ballast pumps
to the scrubber unit from the No.1 bilge, fire and ballast pump is normally Closed No.2 bilge, fire and ballast pump bilge main BM012V
closed, as is the supply valve WS023V to the fresh water generator. suction valve The following procedure assumes that the sea water crossover main is
operational and that No.1 bilge, fire and ballast pump is to be used for filling
Closed No.2 bilge, fire and ballast pump aft peak/engine BM006V
The fire and deck wash line can be supplied with water by both bilge, fire and the aft peak and engine room ballast tanks; No.2 bilge, fire and ballast pump
room ballast system suction valve
ballast pumps, the discharge valves to the fire and deck wash line from both remains set for the fire main. It is assumed that the aft peak tank is being filled
pumps being normally open so that they may be immediately operated as fire Open No.2 bilge, fire and ballast pump fire main BM016V first.
pumps. Additionally, the emergency fire pump may be used to supply the fire discharge valve
and deck wash system. Full details of the operation of the fire hydrant system Closed No.2 bilge, fire and ballast pump overboard BM017V
WARNING
are given in Section 4.1 of this machinery operating manual. discharge valve
The filling or emptying of the aft peak or engine room ballast tanks must
Closed No.2 bilge, fire and ballast pump after peak BM018V
only be undertaken on instructions from the bridge. Incorrect ballasting
/engine room ballast main discharge valve
Procedure for Supplying Sea Water to the Fire Main can have serious implications for the stability of the vessel.
Closed Fire main drain valve BM049V
The bilge, fire and ballast pumps are both normally left set-up to supply sea Closed Overboard discharge valve BM020V a) Ensure all the pressure gauge and instrumentation valves are
water to the fire main in order to minimise the delay in supplying the fire main Closed Aft peak/engine room ballast system suction line BM001V open and that the instrumentation is reading correctly.
in an emergency situation. In an emergency, the bilge, fire and ballast pumps valve
may be started without checking the valve set-up. Closed Aft peak/engine room ballast system filling line BM002V b) Check with the bridge the quantity of sea water to be added
valve to the aft peak tank and the engine room ballast tanks; agree a
starting time for the ballasting operation.
Illustration 2.4.2a Sea Water General Service System
To Fire Main
200
BM049V
200
BM020V
200 200 200 200 200 200
Steering Gear
Room
PI PI For
200 Scrubber
BM038V CP CP For Fresh
Water
50
(350/290m3/h x 3.0/11 bar) 100
WS023V Generator
300
Engine Room
Engine Room Water Ballast
Aft Peak BM010V Water Ballast
Tank BM012V BM011V Tank
BM BM BM BM Tank (Starboard)
006V 005V 004V 003V (Port)
BM002V
200 200 200 200 200 200
BM007V Main Sea

Water
300 Crossover
BM008V
Pipe
BM009V
200 300 200
BM001V
Bilge Main
200
200 200
200
Key
Stern Tube
Cooling Fresh Bilge Well
(Port) Bilge / Drain
Water Tank
Sea Water
Electrical Signal
c) Set the valves as in the following table: d) Start No.1 bilge, fire and ballast pump and fill the aft peak tank BM008V (starboard) are opened as required. They may be throttled as the only
as required. pressure on the system is the head of water from the sea.
Position Description Valve Sea water will flow through the pump and into the selected tank by gravity.
Open No.1 bilge, fire and ballast pump sea water BM004V e) When the desired quantity of sea water has been added to the When the tank is at the desired level the tank valve must be closed.
suction valve aft peak tank stop No.1 bilge, fire and ballast pump and close
the aft peak tank valve BM009V. Undertake the same procedure
Closed No.1 bilge, fire and ballast pump bilge main BM011V
in order to fill the port and starboard engine room ballast tanks; Procedure for Pumping Out the Aft Peak and Engine Room
suction valve Ballast Tanks Using the Bilge, Fire and Ballast pumps
port engine room ballast tank valve BM007V must be open
Closed No.1 bilge, fire and ballast pump after peak/ BM003V and for the starboard engine room ballast tank the tank valve
engine room ballast system suction valve BM008V must be open. WARNING
Closed No.1 bilge, fire and ballast pump direct suction BM010V The filling or emptying of the aft peak or engine room ballast tanks must
valve from port forward engine room bilge well f) After the aft peak tank and the engine room ballast tanks have only be undertaken on instructions from the bridge. Incorrect ballasting
Closed No.1 bilge, fire and ballast pump fire main BM013V been filled the system valves must be reset for the fire main as can have serious implications for the stability of the vessel.
discharge valve in the procedure above.
Closed No.1 bilge, fire and ballast pump overboard BM014V It is assumed that No.1 bilge, fire and ballast pump is to be used and that the
discharge valve Running-Up the Engine Room Ballast Tanks aft peak tank will be pumped out first.
Open No.1 bilge, fire and ballast pump after peak/ BM015V
engine room ballast system discharge valve Rather than pump up the engine room ballast tanks it is possible to run them a) Ensure that all suction strainers are clear.
Closed No.1 bilge, fire and ballast pump scrubber BG020V up from the sea by gravity. This is slower than pumping but gives better control
cooling discharge valve over the filling of the tanks. b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly.
Closed No.1 bilge, fire and ballast pump fresh water BG023V
generator discharge valve CAUTION c) Agree with the bridge the amount of ballast to be pumped from
Open No.2 bilge, fire and ballast pump sea water BM005V Hydraulic hammer in ballast lines can cause serious damage and must the tanks, the order in which tanks are to be pumped and the
suction valve be prevented at all times. Valves must only be opened in a manner that starting time of the pumping procedure.
Closed No.2 bilge, fire and ballast pump bilge main BM012V will prevent damage to pipes, pumps and other valves in the system. In
suction valve the planning and execution stages of ballast operations, consideration d) Set the valves as in the following table:
Closed No.2 bilge, fire and ballast pump aft peak/engine BM006V must be given to the following:
room ballast system suction valve Position Description Valve
a) The opening of valve(s) from an empty tank into a line that may or
Open No.2 bilge, fire and ballast pump fire main BM016V Closed No.1 bilge, fire and ballast pump sea water BM004V
may not be empty or in partial vacuum. This will allow the pressure or
discharge valve suction valve
vacuum that may be present to decay slowly.
Closed No.2 bilge, fire and ballast pump overboard BM017V Closed No.1 bilge, fire and ballast pump bilge main BM011V
discharge valve b) Back-filling of the lines from the sea chest should be done in a suction valve
Closed No.2 bilge, fire and ballast pump aft peak / BM018V controlled manner by only opening the appropriate valves to the pumps Open No.1 bilge, fire and ballast pump aft peak/engine BM003V
engine room ballast main discharge valve and the ballast lines. This will again allow the pressure or vacuum that room ballast system suction valve
Closed Fire main drain valve BM049V may be present to decay slowly. It may also be possible to vent any Closed No.1 bilge, fire and ballast pump direct suction BM010V
Closed Overboard discharge valve BM020V displaced air in the lines through the ballast overboard discharges. valve from port forward engine room bilge well
Closed Aft peak/engine room ballast system suction line BM001V Closed No.1 bilge, fire and ballast pump fire main BM013V
valve It is the responsibility of all those either directly involved in or assisting discharge valve
in supervising cargo/ballast operations to ensure that the system valves
Open Aft peak/engine room ballast system filling line BM002V Closed No.1 bilge, fire and ballast pump overboard BM014V
are operated in a safe and proper manner and that the systems, including
valve discharge valve
pump casings are vented before operations commence.
Closed Port engine room ballast tank suction/filling BM007V Closed No.1 bilge, fire and ballast pump aft peak/ BM015V
valve Either bilge, fire and ballast pump may be used and the sea suction valve must engine room ballast system discharge valve
Closed Starboard engine room ballast tank suction/ BM008V be open together with the discharge valve to the aft peak and engine room Closed No.1 bilge, fire and ballast pump scrubber BG020V
filling valve ballast system. The system filling valve BM002V must be open and the system cooling discharge valve
Open Aft peak tank suction/filling valve BM009V suction valve BM001V must be closed. Ballast tank valves BM007V (port) and Closed No.1 bilge, fire and ballast pump fresh water BG023V
generator discharge valve
Open No.2 bilge, fire and ballast pump sea water BM005V
suction valve
suction valve
Closed No.2 bilge, fire and ballast pump aft peak/engine BM006V
room ballast system suction valve
Open No.2 bilge, fire and ballast pump fire main BM016V
discharge valve
Closed No.2 bilge, fire and ballast pump overboard BM017V
discharge valve
Closed No.2 bilge, fire and ballast pump aft peak / BM018V
engine room ballast main discharge valve
Open Overboard discharge valve BM020V
Open Aft peak/engine room ballast system suction line BM001V
valve
Closed Aft peak/engine room ballast system filling line BM002V
valve
Closed Port engine room ballast tank suction/filling BM007V
valve
Closed Starboard engine room ballast tank suction/ BM008V
filling valve
Open Aft peak tank suction/filling valve BM009V
e) Start No.1 bilge, fire and ballast pump and pump the desired
quantity of water from the aft peak tank.
f) When the desired quantity of sea water has been pumped from
the after peak tank stop No.1 bilge, fire and ballast pump. Repeat
the procedure with the port and starboard engine room ballast
tanks if required. When all tanks have been pumped return the
system valves to the positions for supplying the fire main.
Illustration 2.4.3a Fresh Water Generator System Fresh Water Generator
36 Tonnes per Day
TI PI
To Temperature Control
Regulating Valve
XH010V 200
Constant Flow to 021V TI

TI
Main Engine
100 PI
Fresh Water XH014V

Tank XH009V
XM011V
(Port)
100
XH015V
65
Distillate FG
200 Pump
PI
25 022V
FQ 100
Steriliser
Mineraliser (2.5m3/h) TI PI
XM 150 Main Engine

FS XH012V 125
034V XH008V TI Jacket Water XM017V
Preheater
150
XM XH011V
XM015V 029V
035V
PI
15 25
Discharge from HT
25 25 25 XM Cooling Pumps
016V
25
To Inert Gas Scrubber/
XM036V
XM XM 100
020V
012V 013V
200 023V
25
Distilled Cofferdam Fresh Water 100
Water Tank Tank 100
To No.2 Bilge, Fire and Ballast 200

General Service Pump No.1 Bilge, Fire and Ballast Fresh Water Generator 030V
(350/290m3/h x 3.0/11 bar) General Service Pump Ejector Pump
Upper Deck (350/290m3/h x 3.0/11 bar) (70m3/h x 4.2 bar) Upper Deck
200
BM005V BM004V CP PI 80
Key
MM001V
HT Cooling 038V 024V 039V MM002V
300
A A
Fresh Water High Sea
001V 003V 800 800 004V 002V
Chest
Sea Water (Port) 037V Low Sea
036V
Chest
Electrical Signal (Starboard)
All Valves Prefixed WS Unless Otherwise Stated
2.4.3 Fresh water generator After passing through a demister the vapour enters every second plate channel Distillate Pump
in the condenser section.
The distillate pump is a single-stage centrifugal pump with a capacity of 2,100
Fresh Water Generator litres/hour at a pressure of 28mth.
The sea water supplied by the fresh water generator ejector pump distributes
Manufacturer: Alfa Laval AB, Sweden itself into the remaining channels of the condensing section, thus absorbing
The distillate pump extracts the produced fresh water from the condenser and
Type: Low pressure the heat being transferred from the condensing vapour. A chemical dosing unit
pumps the water to the fresh water tanks and distilled water tank.
supplies treatment chemical to the sea water feed to the fresh water generator.
Model: JWP-26-C100
This treatment inhibits foaming and reduces the risk of scale formation in
Capacity: 36m3/day the evaporator section. The chemical treatment must be added in the correct Salinometer
Silver Ion Steriliser concentration as indicated by the chemical treatment supplier. The salinometer continuously checks the salinity of the produced water. The
alarm set point is adjustable.
Manufacturer: Jowa AB, Sweden The fresh water produced is extracted by the distillate pump and discharged
No. of sets: 1 through a salinometer which monitors the salinity of the water. Should the
salinity rise above a preset value, an alarm is sounded and the condensate is Control Panel
Model: Jowa AG-S
dumped to the starboard bilge well. There is a flow meter at the distillate pump A control panel contains the motor starters, running lights and contacts for
Type: Silver ion
discharge measuring the quantity of water produced. remote alarm. A salinometer control panel is located at the evaporator side with
Capacity: 2,500 litres/h
LCD indicators ranging from 0.5 - 20ppm. The panel also contains a 10ppm
Mineraliser Distillate from the fresh water generator is discharged directly as distilled test function and control buttons to set the alarm point.
water to the distilled water tank or, via the silver ion steriliser and mineraliser,
Manufacturer: Jowa AB, Sweden to the fresh water storage tanks.
No. of sets: 1 Operating Procedures
Model: Jowa F-150 Main Components WARNING
Type: Dolomite
Do not operate the plant in polluted water. Fresh water must not be
Capacity: 2,500 litres/h The fresh water generator consists of the following components:
produced from polluted water, as the produced water will be unsuitable
for human consumption.
Evaporator Section
Introduction
The evaporator section consists of a plate heat exchanger and is enclosed in the Starting and Stopping Procedures
The fresh water generator utilises the heat from the jacket cooling water system separator vessel.
to generate distilled water from sea water. If required, heat from the main Starting the Plant with Jacket Fresh Water Heating
engine jacket water may be supplemented by using the main engine jacket
Separator Vessel
water preheater as a heat source. a) Ensure that the sea water suction main suction is operational
The separator separates the brine from the vapour. and open the FW generator ejector pump suction valve WS024V
The combined brine/air ejector, driven by the ejector pump, creates a vacuum and discharge valve WS030V. In the event of the FW generator
in the system in order to lower the evaporation temperature of the feed water. Condenser Section ejector pump being unavailable sea water may be supplied by
No.1 bilge, fire and ballast pump; supply valve WS023V from
The feed water is introduced into the evaporator section through a spring- Just like the evaporator section the condenser section consists of a plate heat
this pump must be open and the pump suction from the sea
loaded regulating valve and is distributed into every second plate channel. exchanger enclosed in the separator vessel.
water suction main BM004V must also be open.
The hot water is distributed into the remaining channels, thus transferring its Combined Brine/Air Ejector b) Open the fresh water generator overboard discharge valve
heat to the feed water in the evaporation channels. WS029V, the discharge line valve WS022V and the fresh water
The ejector extracts brine and gases from the separator vessel; gases are
liberated from the sea water as it is heated and if they are not removed they generator sea water inlet valve WS021V.
Having reached boiling temperature, which is lower under vacuum than at
atmospheric pressure, the feed water undergoes a partial evaporation and the destroy the vacuum.
c) Close the air screw (vacuum release valve) on the separator.
mixture of generated vapour and brine enters the separator vessel. Here the
brine is separated from the vapour and extracted by the combined brine/air Ejector Sea Water Pump d) Start the fresh water generator ejector pump to create a vacuum
ejector. of a minimum of 90%.
The ejector sea water pump is a single-stage centrifugal pump. This pump
supplies the condenser with sea water and the brine/air ejector with jet water,
as well as feed water for evaporation.
Illustration 2.4.3a Fresh Water Generator System Fresh Water Generator
36 Tonnes per Day
TI PI
To Temperature Control
Regulating Valve
XH010V 200
Constant Flow to 021V TI

TI
Main Engine
100 PI
Fresh Water XH014V

Tank XH009V
XM011V
(Port)
100
XH015V
65
Distillate FG
200 Pump
PI
25 022V
FQ 100
Steriliser
Mineraliser (2.5m3/h) TI PI
XM 150 Main Engine

FS XH012V 125
034V XH008V TI Jacket Water XM017V
Preheater
150
XM XH011V
XM015V 029V
035V
PI
15 25
Discharge from HT
25 25 25 XM Cooling Pumps
016V
25
To Inert Gas Scrubber/
XM036V
XM XM 100
020V
012V 013V
200 023V
25
Distilled Cofferdam Fresh Water 100
Water Tank Tank 100
To No.2 Bilge, Fire and Ballast 200

General Service Pump No.1 Bilge, Fire and Ballast Fresh Water Generator 030V
(350/290m3/h x 3.0/11 bar) General Service Pump Ejector Pump
Upper Deck (350/290m3/h x 3.0/11 bar) (70m3/h x 4.2 bar) Upper Deck
200
BM005V BM004V CP PI 80
Key
MM001V
HT Cooling 038V 024V 039V MM002V
300
A A
Fresh Water High Sea
001V 003V 800 800 004V 002V
Chest
Sea Water (Port) 037V Low Sea
036V
Chest
Electrical Signal (Starboard)
All Valves Prefixed WS Unless Otherwise Stated
Pressure at the combined brine/air ejector inlet should be a minimum of Distilled Water Transfer Procedure for the Transfer of Fresh Water from the Fresh
3.0kg/cm2. Back-pressure at the combined brine/air ejector outlet should be Water Generator to the Fresh Water Storage Tanks
no more than 6.0kg/cm2. Condensate produced in the fresh water generator is pumped to storage by the
distillate pump. This distilled water may be pumped to the distilled water tank a) Operate the fresh water generator as above.
Evaporation directly. Distilled water is used as boiler feed water, or it may be used as an
emergency fresh water supply for the domestic hydrophore system. Distilled b) Open the silver ion steriliser inlet valve XM034V and outlet
When there is a minimum of 90 % vacuum, after maximum 10 minutes. water is used to fill the propeller shaft cooling water tank. valve XM035V and ensure that the steriliser bypass valve
XM036V is closed. A flow switch is fitted at the steriliser outlet
e) Open the valve for feed water treatment. Ensure that the chemical In order to make the distillate fit for human consumption it must be treated. and this ensures that the steriliser only operates when there is a
dosing tank is full with chemical at the correct concentration. Sterilising is necessary in order to destroy bacteria, which are not destroyed flow through the steriliser unit.
Treatment chemical is added to the chemical dosing tank and by the low temperature evaporation, and the pH must be adjusted. Distilled
diluted with water from the domestic fresh water system via water will leach important salts from the human body if consumed and so it is
valve XM031V. (See Section 2.14.1) Note: The steriliser will normally be set for automatic operation and will
necessary to add mineral salts to the distilled water before it is consumed. maintain the desired level of treatment. If operating in the manual mode
the current should be checked and if necessary adjusted to give the correct
CAUTION The silver ion steriliser sterilises the water and adds a reserve of silver ions dosing rate of 0.04mg/litre.
Instructions issued by the treatment chemical supplier regarding mixing which maintains the water in a sterile condition during storage. The mineraliser
must be strictly adhered to at all times. Protective clothing, goggles and adjusts the pH so that the water is slightly alkaline and it adds valuable mineral
c) Open the inlet valve to the mineraliser XM015V and check
gloves must be worn when mixing treatment chemicals. salts to the water making it fit for human consumption. The steriliser must be
that the mineraliser bypass valve XM016V is closed. Set the
checked to ensure that the silver ion dosage is correct and the mineraliser must
mineraliser unit inlet and outlet three-way valves for flow
f) Open the main engine jacket water inlet valve to the fresh water be recharged as necessary in accordance with the manufacturer’s instructions.
through the mineraliser.
generator (XH014V) and the outlet valve (XH015V); the HT
fresh water circulation system bypass valve XH009V must be Distilled water is passed through the mineraliser and the steriliser before
d) Open the port fresh water tank filling valve XM011V or
open before the fresh water generator is put into service. discharge into the port and starboard fresh water tanks.
starboard fresh water tank filling valve XM013V depending
upon which tank is to be filled.
g) Start the hot jacket cooling water supply to the fresh water
Procedure for the Transfer of Distilled Water from the Fresh
generator by adjusting the bypass valve XH009V; increase the e) When the salinity of the distillate falls to an acceptable level
temperature at the fresh water generator in steps of 10°C, until Water Generator to the Distilled Water Tank
the discharge solenoid valve will operate allowing the distillate
the desired jacket water flow temperature is reached. pump to discharge distillate to the fresh water tank(s) via the
a) Operate the fresh water generator as above.
steriliser and mineraliser.
The boiling temperature will now rise while the obtained vacuum drops to
approximately 85%, this indicates that evaporation has started. b) Open the fresh water generator distilled water outlet valve
XM017V. f) Check the operation of the steriliser and test the fresh water
using the test kit provided for silver ion content.
Note: Chemical treatment is added to the sea water feed in order to minimise c) Close the fresh water storage tank inlet valves XM011V (port
foaming in the fresh water generator evaporation section and restrict the tank) and XM013V (starboard tank). g) When the fresh water tank being filled is at the full level change
formation of scale. It is essential that the correct chemical dosage is used and over tanks or stop the fresh water generator.
frequent checks must be made on the dosing unit to ensure that the correct d) Open distilled water tank filling valve XM012V.
treatment is being applied.
e) When the salinity of the distillate falls to an acceptable level
the distillate pump will discharge distilled water to the distilled
water tank. When the distillate is impure the solenoid valve
controlled by the salinometer diverts the water to the fresh water
generator to the bilge via a scupper line.
f) When the distilled water tank is at the desired level stop the
fresh water generator or divert the distillate to the fresh water
storage system by opening the valves to the fresh water system
and closing valve XM012V to the distilled water tank.
2.5 Fresh Water Cooling Systems
2.5.1 Main Engine Jacket Fresh Water Cooling System
2.5.2 Central Fresh Water Cooling System
Illustrations
2.5.1a High Temperature Cooling System
2.5.2a Central Fresh Water Cooling System

Illustration 2.5.1a High Temperature Cooling System PI
From Compressed
Air System 15 15 PI
HF01
LA LS
H Main Engine Jacket
Water Buffer Unit LS
LA
LS 1.2m3
L
LS
100 HF12 HF13
65 65
100
TIC Set.90 C 40
O
40
100
40
200 025V 200
010V
TI PI Fresh Water Generator
200
Main Engine
65 65
25 013V 200 TI
PI TI TI PI
200 TI
005V 200 200
001V 002V
65
200 65 100
015V PI
TX 009V
TAH PI TI TI PI
65 100
016V 014V
PIAL 200 003V 004V 200
PX MW00
FG
No.2 Main Engine 045V 045V No.1 Main Engine
PS XS 200 7 bar Steam
Jacket Water Cooler 200 Jacket Water Cooler
Supply Overboard
25 200 200
SM006V
25 25
Main Engine Jacket
Fresh Water Pumps 027V TI PI
200 (258m3/h x 3.0 bar) 026V

150 Main Engine
012V
008V TI Jacket Water
Preheater SC038V
150
011V
40
SC039V SC114V 40
No.2 200 Supply Pump 40
Key for Main 024V
CP PI 022V 25
Engine
Buffer Unit PI 40
HT Cooling Water
007V
Compressed Air TI From Domestic
CP
FW System
Sea Water 200 200 019V
023V 020V
006V 200
Steam
No.1
CP PI Main Engine Jacket
Condensate Cooling Feed
All Valves Prefixed XH Unless Otherwise Stated 021V From Main Engine Water and Drain Tank
Cooling Drain
2.5 Fresh Water Cooling Systems A steam heated jacket cooling water preheater is provided. Normally the main The main engine jacket cooling fresh water system is completely isolated from
engine will be circulated with warm water in order to maintain temperature all other systems apart from the domestic fresh water hydrophore system from
2.5.1 Main Engine Jacket Fresh Water Cooling when stopped. The preheater is located immediately after the main engine which it is replenished as required.
System jacket fresh water circulation pump discharge line. The preheater is operated
whenever heating of the main engine jacket water is required and maintains When preheating the main engine from cold the main engine jacket cooling
the jacket cooling water temperature when the main engine is stopped or on water system must be filled with fresh water and all engine sections vented.
Main Engine Jacket Fresh Water Cooling Pump low load. It is also used to increase the amount of heat available for use by the One of the jacket cooling water pumps must be operating and inlet and outlet
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan fresh water generator. valves on the preheater (XCH011V and XH012V respectively) must be open
and the preheater bypass valve (XH008V) must be throttled. An engine and
No. of sets: 2 The heater is brought into service by setting the valves as in the following cooler bypass valve XH013V is fitted in the cooling water system and this may
Type: Vertical centrifugal table: be opened to allow for initial warming of the jacket water circulation system or
Model: SVS200M operation of the fresh water generator when the engine is stopped.
Capacity: 258m3/h at 3.0 bar Position Description Valve
Open Jacket water inlet valve to heater XH011V A cooling water inlet valve (XH016V) is provided to ensure a minimum
constant flow to the main engine when the FW generator is in operation using
Open Jacket water outlet valve from heater XH012V
Main Engine Buffer Unit Supply Pump the preheater, with the engine stopped and the coolers bypassed.
As required Jacket water heater bypass valve XH008V
Manufacturer: Naniwa Pump Mfg. Co Ltd., Osaka, Japan Open Steam inlet valve to heater SM006V Steam is supplied to the preheater and a portion of the main engine jacket water
No. of sets: 1 Open Condensate inlet valve to steam trap SC039V is forced through the preheater, enabling the jacket water temperature to be
Type: KBH-25 Open Condensate outlet valve from steam trap SC114V increased gradually.
Capacity: 0.5m3/h at 7.0 bar Closed Steam trap bypass valve SC038V
The preheater is normally maintained in operation when the engine is stopped
or operating at low load, it may also be operated in order to ensure sufficient
The main engine jacket cooling water system is provided with a buffer tank
Main Engine Fresh Water Cooling System unit located adjacent to the circulating pumps on the 3rd deck level. This acts
heat is available in the jacket cooling fresh water for operation of the fresh
water generator. The temperature controlled three-way bypass valve at the
in the same manner as a header tank and is maintained under pressure by
The main engine high temperature (HT) cooling system has two cooling water jacket water coolers enables the temperature of the main engine jacket cooling
compressed air from the engine room general service air system. The buffer
pumps rated at 258m3/h with a pressure of 30mth. The pumps supply cooling water to be maintained at a temperature of 90°C at the engine outlet.
tank connects with the circulating jacket water system through jacket water
water to the main engine jackets, cylinder heads and exhaust valves.
pump suction manifold. The buffer unit has a relief valve which releases excess
In order to prevent corrosion, chemical treatment is added to the main engine
water to the main engine jacket cooling feed water and drain tank. The buffer
The system operates on a closed-circuit principle with the pumps discharging jacket cooling water. The jacket cooling water must be sampled and analysed
unit may also be drained to this tank.
water to the engine cooling system; from the engine the cooling water returns daily; treatment chemical must be added as required in order to maintain the
to the pump suction. A jacket water preheater, two coolers and the fresh water correct water condition as stated in the literature provided by the chemical
The buffer unit is fitted with high and low level switches which activate alarms.
generator are located in the supply line from the jacket cooling water pumps to treatment supplier. When the addition of further chemical is required, this is
The tank also has start and stop level switches for the main engine buffer unit
the main engine cooling water inlet manifold. carried out using the treatment tank and injection pump connected to the outlet
supply pump. This pump is normally set to automatic operating mode and
side of No.2 (Aft) jacket water cooler.
it will maintain the correct level in the main engine jacket water buffer unit,
Main engine cooling water may be directed through the fresh water generator
taking fresh water from the main engine jacket cooling feed water and drain
as required and may also be directed through the coolers in order to maintain The main engine jacket cooling water pumps may be selected for local or
tank. Whenever any maintenance is being carried out on the main engine
the desired temperature of 90°C at the engine outlet. A temperature controlled remote operation at the main switchboard group starter panel; when selected
systems the jacket water may be drained to the drain tank from individual
three-way valve directs water through the HT fresh water coolers as required. for remote operation they are started using the pushbuttons on the group starter
units. The jacket cooling feed water and drain tank may be replenished from
Normally both coolers will be operated but one may be used if necessary when panel. Normally the pumps are selected for automatic operation and one pump
the domestic cold water hydrophore system as required.
a cooler is shut down for maintenance; the fresh water generator has a cooling is started as the duty pump and the other is selected as the standby pump. The
effect on the circulating jacket cooling water. standby pump will start automatically if the jacket cooling water pressure at the
Jacket cooling fresh water is supplied by the circulating pumps to the engine
inlet to the engine falls below a preset value (3.0 bar).
cooling water inlet pipe, and from this it is directed to the individual cylinder
High temperature water flowing to the fresh water generator is regulated by
units which are provided with inlet and outlet cocks. These cocks allow
means of a valve at the fresh water generator inlet. A fresh water generator
individual cylinder units to be isolated for maintenance; drains at the cylinder
outlet valve is also fitted. Between the fresh water generator inlet and outlet
units allow water to be drained to the cooling water drain tank. Each cylinder
pipes there is a fresh water generator bypass valve which must be open when
unit can be isolated and drained. Excess pressure in the jacket water circulation
the fresh water generator is not in use.
system is released from a vent valve at the engine outlet main, the released
water flowing to the main engine jacket cooling feed water and drain tank.
Illustration 2.5.1a High Temperature Cooling System PI
From Compressed
Air System 15 15 PI
HF01
LA LS
H Main Engine Jacket
Water Buffer Unit LS
LA
LS 1.2m3
L
LS
100 HF12 HF13
65 65
100
TIC Set.90 C 40
O
40
100
40
200 025V 200
010V
TI PI Fresh Water Generator
200
Main Engine
65 65
25 013V 200 TI
PI TI TI PI
200 TI
005V 200 200
001V 002V
65
200 65 100
015V PI
TX 009V
TAH PI TI TI PI
65 100
016V 014V
PIAL 200 003V 004V 200
PX MW00
FG
No.2 Main Engine 045V 045V No.1 Main Engine
PS XS 200 7 bar Steam
Jacket Water Cooler 200 Jacket Water Cooler
Supply Overboard
25 200 200
SM006V
25 25
Main Engine Jacket
Fresh Water Pumps 027V TI PI
200 (258m3/h x 3.0 bar) 026V

150 Main Engine
012V
008V TI Jacket Water
Preheater SC038V
150
011V
40
SC039V SC114V 40
No.2 200 Supply Pump 40
Key for Main 024V
CP PI 022V 25
Engine
Buffer Unit PI 40
HT Cooling Water
007V
Compressed Air TI From Domestic
CP
FW System
Sea Water 200 200 019V
023V 020V
006V 200
Steam
No.1
CP PI Main Engine Jacket
Condensate Cooling Feed
All Valves Prefixed XH Unless Otherwise Stated 021V From Main Engine Water and Drain Tank
Cooling Drain
Preparation for the Operation of the Main Engine Jacket Position Description Valve l) Slowly bring the jacket cooling water temperature up to
Cooling Water System operating temperature in line with the engine manufacturer’s
Open Jacket water preheater inlet valve XH011V
recommendations.
Open Main engine preheater outlet valve XH012V
The description assumes that the system is being started from cold.
Open Fresh water generator jacket water bypass valve XH009V Note: The temperature of the main engine jacket cooling water will be
a) Ensure that the main engine jacket cooling water system is fully Closed Fresh water generator jacket water inlet valve XH014V controlled to 90°C at the engine outlet by means of the three-way cooler
charged with water and that all air is vented from the system. Closed Fresh water generator jacket water outlet valve XH015V valve. When the engine is at operating temperature the steam supply to the
Open Engine cooling water bypass valve XH013V preheater should be throttled in order to prevent waste of steam. It is not
b) Ensure that the main engine jacket water buffer tank is at the Open Engine minimum flow valve XH016V efficient to burn fuel in the boiler to generate steam in order to heat the jacket
correct level and that the pressure is correct with air being cooling water only to cool that water again in the jacket water cooler.
Open Supply valve to the cooler three-way temperature XH010V
supplied from the general service compressed air system. The
controlled valve
pressure in the buffer tank is normally maintained at 3.0 bar and m) As the temperature approaches normal operating temperature,
this is maintained as the level changes due to thermal expansion/ Operational Jacket water cooler three-way valve XH025V the steam supply valve to the preheater should be throttled.
contraction by compressed air supplied through the reducing Open No.1 jacket water cooler inlet valve XH002V
valve. The main engine jacket cooling feed water and drain Open No.1 jacket water cooler outlet valve XH004V n) Test the system for chemical concentration and add chemicals to
tank should be replenished from the domestic water hydrophore Open No.2 jacket water cooler inlet valve XH001V the system as required.
system. The main engine buffer unit supply pump should be Open No.2 jacket water cooler outlet valve XH003V
selected for automatic operation so that it maintains the correct o) When the jacket system is at the correct temperature and the
Open Engine jacket cooling water outlet valve XH005V
level in the buffer unit. main engine has been warmed through for the required period
Open Connection valve from jacket water buffer unit HF12 of time, the main engine may be started provided that all other
c) Ensure that control air is available at the main engine jacket Closed Buffer unit drain valve HF13 systems are operational.
water cooler three-way control valve and that the valve is Open Buffer unit air supply valve HF01
operational. Open Buffer unit supply pump suction valve XH023V p) When the engine is running the preheater unit may be stopped.
Open Buffer unit supply unit discharge pump XH024V
d) Ensure all the pressure gauge and instrumentation valves are q) The fresh water generator may be operated as required.
Open Buffer unit filling valve HF09
open and that all instruments and gauges are reading correctly.
Closed Jacket cooling feed water and drain tank filling XH019V,
Note: When the engine is warmed through from the cold condition attention
e) Ensure that all the main engine individual cylinder inlet and valves XH020V
must be paid to all pipe connections, joints and valves in order that any leaks
outlet valves are open. Open to tank Vent valve to feed water drain tank/atmosphere XH027V may be detected and rectified.
Closed Drain/sample valve XH026V
f) Ensure that all the main engine individual cylinder vent and
drain valves are closed. i) Select the buffer unit supply pump for automatic operation and
check that it operates to replenish the buffer unit if replenishment
g) Ensure that the condensate drain line is open from the jacket is required.
water preheater, and that there is a steam supply available.
j) Select and start one main engine jacket HT cooling water pump
h) Set the valves as in the following table: as the duty pump and set the other as the standby.
Position Description Valve k) Supply steam to the preheater via the steam valve SM006V and
Open No.1 main engine jacket cooling FW pump XH006V check that condensate flows from the preheater.
suction valve
The temperature of the jacket water will gradually increase, but because the
Open No.1 main engine jacket cooling FW pump XH021V
engine bypass valve XH013V is open the flow of water through the engine will
discharge valve
be restricted. When the jacket water temperature has increased to about 40°C
Open No.2 main engine jacket cooling FW pump XH007V close the engine bypass valve XH013V. The entire water flow will now pass
suction valve through the engine jacket system.
Open No.2 main engine jacket cooling FW pump XH022V
discharge valve
Throttled Jacket water preheater bypass valve XH008V
Illustration 2.5.2a Central Fresh Water Cooling System To/From Galley Unit Air Cooler
Upper Deck
Central Cooling TI PI PZAL
TI PI 080V
Fresh Water
40 40 Provision Plant
Expansion Tank TI PI Condenser TI PI PZAL 80
(1.5m3) 024V 030V 028V
048V No.2 Air Conditioning
80 Plant Condenser
PI 40
No.2 No.1
25 050V
40
TI PI TI PI PZAL
038V CP ECR ECR TI PI Provision Plant TI PI 32
40 Condenser
047V Air Air
055V 053V
Electric Preheater Unit Unit 25 031V 029V
Cooler Cooler 049V 051V 80 No.1 Air Conditioning
Booster Pump for Galley PZAL
064V 65
Unit Air Cooler 32 054V 052V 32 Plant Condenser 80
32
TI TE ?? 150
TS 025V 200 32
40 32
To LT Cooling
Jacket Pumps Suction
Manifold
40 150
100
No.1 Generator Engine TI
Alternator Main Engine
80
Air Cooler TI PI TI
A 018V Air Coolers 32 32
300 125 001V
Air 300
Cooler TI Turbocharger Workshop 079V
100
063V Atmospheric
TI LO Cooler Unit Condenser
TI Cooler 125
100
002V
100
32 50 65 25 062V
065V 150 200
TI TE ?? 300 300 TI 060V TI 058V TI 056V 65 65
026V Main Air
200 25
Compressors
Jacket No.3 No.2 No.1
150
125
A 019V No.1 WBP

TI From
No.2 Generator Engine 061V 059V 057V 150 450 65 TI LO Cooler TI
Alternator Expansion Tank
100 32 50 65
Air Cooler TI PI
65
450 041V 042V
300 450 450 067V
Air No.1
Cooler TI 200 150
TI 100 No.2 023V
TI 200 PI PS No.1 COPT
450
PI CP TI LO Cooler TI
200
066V 300
TI TE ??
50 TI 006V 65
036V
No.2 TI No.2 TI 400 250 037V
009V
50 PI PI
027V 450 No.2
PI TI
Jacket 022V No.2 COPT
013V 017V 450
450
PS TI LO Cooler TI
200 PI TI PI TI 005V PI CP 65
A 020V 034V
TI 035V
Alternator No.3 Generator Engine 012V 016V Central Fresh Water 008V
Air Cooler TI PI Main Engine 200 200
200 LT Coolers No.3 COPT
50
Jacket HT Coolers Main Engine 250
Air LO Coolers No.1 No.3 TI LO Cooler TI
Cooler TI PI 250
TI No.1 No.1 021V
300 TI TI PS 032V
65
TI PI PI 300
450
033V
Intermediate 004V PI CP 50
TI PI TI
50 Shaft Bearing 011V 015V Vacuum Condenser
250 Air Ejector Cooler
Key
046V PI TI PI TI PI TI 007V
Stern Tube LT Fresh Water
LT Cooling Water
300 TI
LO Cooler TI PI Cooling Pumps 039V
300 010V 014V (580m3/h x 2.5 bar) TI
044V 043V 003V
HT Cooling Water 200
50
045V 042V
Compressed Air 50 300
50
300
All Valves Prefixed XL Unless Otherwise Stated 300 300
2.5.2 Central Fresh Water Cooling System The LT cooling water pumps take suction from the system return main lines Preparation for the Operation of the Low Temperature Fresh
and discharge water into the outlet main. Two sea water cooled plate coolers Water Cooling System
are fitted at the pump outlet main and a three-way temperature controlled valve
Low Temperature Fresh Water Cooling Pump
regulates the amount of water flowing through the coolers. The setting of the The description assumes setting up the system for the first time. In practice the
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan three-way valve maintains a water temperature at the pump outlet main of system will normally be operating with at least one generator engine running
No. of sets: 3 36°C. Each of the central fresh water coolers has a capacity of 50% of the total and so heated water will be circulating. Generator engine jacket cooling is part
Type: Vertical centrifugal maximum cooling requirement of the system. of the low temperature cooling system and so heated water will be available
Model: SVS250M to the jacket systems of generator engines on standby. Excess heat from the
The LT central cooling system supplies the following: operating generator engine(s) and other operating equipment is removed by sea
• Main engine scavenge air coolers water circulating through the central coolers. No.1 generator engine cooling
fresh water system is provided with an electric preheater unit in order to allow
• No.1 generator engine jacket cooling system, alternator air
Booster Pump for Galley Unit Cooler this generator engine to be warmed through when on shore power prior to
cooler and LO cooler
starting.
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan • No.2 generator engine jacket cooling system, alternator air
No. of sets: 1 cooler and LO cooler a) Replenish the system from the fresh water expansion tank,
Type: Horizontal centrifugal which is filled from the fresh water hydrophore system.
• No.3 generator engine jacket cooling system, alternator air
Model: HJ40-2M cooler and LO cooler
b) Ensure all pressure gauge and instrumentation valves are open
Capacity: 8.0m3/h at 2.6 bar • The intermediate shaft bearing and that instruments and gauges are operating correctly.
• Main engine LO coolers
c) Set the valves as in the table below:
Introduction • Main engine turbocharger LO cooler
• Main engine HT (jacket) fresh water coolers Position Description Valve
The low temperature central fresh water cooling system works on the closed-
circuit principle and has the following features: • Stern tube LO cooler LT Cooling System Main Components
Open Cooling water expansion tank outlet valve XL038V
• Three circulating pumps which supply the services at a rate of • No.1, No.2 and No.3 main air compressors
(locked open)
580m3/h and a pressure of 25mth • Accommodation air conditioning units Operational Cooler three-way temperature controlled valve XL067V
• Pressure switches on the pump discharges which start the • Provision refrigeration units Closed System vent valve XL080V
standby pump on low pressure
• Engine control room and workshop unit coolers Open No.1 central cooler FW inlet valve XL004V
• Two central coolers, which are cooled by sea water Open No.1 central cooler FW outlet valve XL003V
• Galley unit cooler (via booster pump)
• An expansion tank which provides a positive head to the system, Open No.2 central cooler FW inlet valve XL006V
as well as allowing for thermal expansion. This tank can be • Atmospheric condenser
Open No.2 central cooler FW outlet valve XL005V
topped-up from the domestic fresh water hydrophore system. • Vacuum unit for vacuum condenser Open No.1 LT central cooling FW pump suction valve XL009V
The positive head ensures that, in the event of failure at the
• COPT (cargo oil pump turbine) and No.1 BWPT (ballast water Open No.1 LT central cooling FW pump discharge XL023V
coolers, fresh water leaks into the sea water system and sea
pump turbine) LO coolers valve
water does not leak into the fresh water system. This prevents
contamination of the fresh water system by sea water which Open No.2 LT central cooling FW pump suction valve XL008V
could cause corrosion and the formation of scale Each generator engine is provided with an engine-driven cooling water pump. A Open No.2 LT central cooling FW pump discharge XL022V
preheating unit is fitted to No. 1 diesel generator engine in order to ensure that valve
Water in the LT system circulates through individual systems as required in this engine may be warmed through before starting. With one engine operating
Open No.3 LT central cooling FW pump suction valve XL007V
order to maintain the desired temperatures in those systems. The system has a the central cooling water system will warm up to working temperature; warm
water from the central cooling system will then circulate around the standby Open No.3 LT central cooling FW pump discharge XL021V
vent at the highest point in the engine room, adjacent to the accommodation air valve
conditioning compressor units. This vent is opened as required. generator engine(s) and maintain them in a warm condition.
Main Engine and Propulsion Systems
The diesel generator engines are permanently vented to the expansion tank Open Main engine No.1 charge air cooler inlet valve
and the expansion tank has a connection with the LT fresh water cooling pump Open Main engine No.1 charge air cooler outlet valve
suction manifold. Open Main engine No.2 charge air cooler inlet valve
Illustration 2.5.2a Central Fresh Water Cooling System To/From Galley Unit Air Cooler
Upper Deck
Central Cooling TI PI PZAL
TI PI 080V
Fresh Water
40 40 Provision Plant
Expansion Tank TI PI Condenser TI PI PZAL 80
(1.5m3) 024V 030V 028V
048V No.2 Air Conditioning
80 Plant Condenser
PI 40
No.2 No.1
25 050V
40
TI PI TI PI PZAL
038V CP ECR ECR TI PI Provision Plant TI PI 32
40 Condenser
047V Air Air
055V 053V
Electric Preheater Unit Unit 25 031V 029V
Cooler Cooler 049V 051V 80 No.1 Air Conditioning
Booster Pump for Galley PZAL
064V 65
Unit Air Cooler 32 054V 052V 32 Plant Condenser 80
32
TI TE ?? 150
TS 025V 200 32
40 32
To LT Cooling
Jacket Pumps Suction
Manifold
40 150
100
No.1 Generator Engine TI
Alternator Main Engine
80
Air Cooler TI PI TI
A 018V Air Coolers 32 32
300 125 001V
Air 300
Cooler TI Turbocharger Workshop 079V
100
063V Atmospheric
TI LO Cooler Unit Condenser
TI Cooler 125
100
002V
100
32 50 65 25 062V
065V 150 200
TI TE ?? 300 300 TI 060V TI 058V TI 056V 65 65
026V Main Air
200 25
Compressors
Jacket No.3 No.2 No.1
150
125
A 019V No.1 WBP

TI From
No.2 Generator Engine 061V 059V 057V 150 450 65 TI LO Cooler TI
Alternator Expansion Tank
100 32 50 65
Air Cooler TI PI
65
450 041V 042V
300 450 450 067V
Air No.1
Cooler TI 200 150
TI 100 No.2 023V
TI 200 PI PS No.1 COPT
450
PI CP TI LO Cooler TI
200
066V 300
TI TE ??
50 TI 006V 65
036V
No.2 TI No.2 TI 400 250 037V
009V
50 PI PI
027V 450 No.2
PI TI
Jacket 022V No.2 COPT
013V 017V 450
450
PS TI LO Cooler TI
200 PI TI PI TI 005V PI CP 65
A 020V 034V
TI 035V
Alternator No.3 Generator Engine 012V 016V Central Fresh Water 008V
Air Cooler TI PI Main Engine 200 200
200 LT Coolers No.3 COPT
50
Jacket HT Coolers Main Engine 250
Air LO Coolers No.1 No.3 TI LO Cooler TI
Cooler TI PI 250
TI No.1 No.1 021V
300 TI TI PS 032V
65
TI PI PI 300
450
033V
Intermediate 004V PI CP 50
TI PI TI
50 Shaft Bearing 011V 015V Vacuum Condenser
250 Air Ejector Cooler
Key
046V PI TI PI TI PI TI 007V
Stern Tube LT Fresh Water
LT Cooling Water
300 TI
LO Cooler TI PI Cooling Pumps 039V
300 010V 014V (580m3/h x 2.5 bar) TI
044V 043V 003V
HT Cooling Water 200
50
045V 042V
Compressed Air 50 300
50
300
All Valves Prefixed XL Unless Otherwise Stated 300 300
Position Description Valve Position Description Valve Note: System valves in the above table are shown as Open, but they must be
Open Main engine No.2 charge air cooler outlet valve Open No.2 main air compressor outlet valve XL058V closed if an item of equipment is being isolated for maintenance.
Open Main engine No.1 LO cooler inlet valve XL014V Open No.3 main air compressor inlet valve XL061V
Open Main engine No.1 LO cooler outlet valve XL015V Open No.3 main air compressor outlet valve XL060V Operation
Open Main engine No.2 LO cooler inlet valve XL016V Steam System
Open Main engine No.2 LO cooler outlet valve XL017V Open Atmospheric condenser inlet valve XL001V a) Start one low temperature cooling fresh water pump. Depending
Open Main engine No.1 HT fresh water cooler inlet XL010V Open Atmospheric condenser outlet valve XL002V upon cooling requirements one or two pumps will be in service,
valve with the remaining pump set to standby.
Open Vacuum unit for vacuum condenser inlet valve XL039V
Open Main engine No.1 HT fresh water cooler outlet XL011V Open Vacuum unit for vacuum condenser outlet valve XL040V b) Open the preheating valves on each generator engine. Water will
valve Open No.1 COPT inlet valve XL032V be recirculated around the engines while they are stopped.
Open Main engine No.2 HT fresh water cooler inlet XL012V Open No.1 COPT outlet valve XL033V
valve c) Supply sea water to the central fresh water coolers, see Section
Open No.2 COPT inlet valve XL034V
Open Main engine No.2 HT fresh water cooler outlet XL013V 2.4.1 of this machinery operating manual. Fresh cooling water
Open No.2 COPT outlet valve XL035V
valve in the central cooling system will bypass the central coolers via
Open No.3 COPT inlet valve XL036V the temperature controlled three-way valve until the cooling
Open Main engine turbocharger LO cooler inlet valve
Open No.3 COPT outlet valve XL037V fresh water reaches the desired temperature.
Open Main engine turbocharger LO cooler outlet
valve Open Ballast water pump turbine inlet valve XL041V
Open Ballast water pump turbine outlet valve XL042V d) Circulate the LT central cooling system and check that all users
Open Intermediate bearing cooling water inlet valve XL043V
Diesel Generator Engines are being supplied with LT water. Users may be supplied with
Open Intermediate bearing cooling water outlet valve XL044V cooling water as required.
Open Stern tube LO cooler inlet valve XL046V No.1 Generator Engine
Open Stern tube LO cooler outlet valve XL045V Operational Cooling water inlet controlled valve XL018V e) Start No.1 generator engine preheater unit and circulate heated
Air Conditioning and Refrigeration Plant Open Cooling water outlet valve XL025V water through this generator engine’s systems. When the
Open No.1 air conditioning plant inlet valve XL030V Open Cooling water system vent valve to expansion XL064V temperature of the jacket water system reaches operating value
tank No.1 generator engine may be started and put on load.
Open No.1 air conditioning plant outlet valve XL028V
Open Internal system cooling water valves
Open No.2 air conditioning plant inlet valve XL031V f) When No.1 generator engine is operating at the desired
Open Alternator cooling water inlet valve
Open No.2 air conditioning plant outlet valve XL029V temperature the generator engine preheater unit may be shut
Open Alternator cooling water outlet valve
Open No.1 provision refrigeration plant inlet valve XL048V down.
Open No.1 provision refrigeration plant outlet valve XL050V
Operational Cooling water inlet controlled valve XL019V g) With machinery systems operating check that the correct
Open No.2 provision refrigeration plant inlet valve XL049V
Open Cooling water outlet valve XL026V temperatures are being maintained throughout the system. Start
Open No.2 provision refrigeration plant outlet valve XL051V
Open Cooling water system vent valve to expansion XL065V the booster pump for the galley unit cooler when required.
Open No.1 ECR unit cooler inlet valve XL053V
tank
Open No.1 ECR unit cooler outlet valve XL052V h) Check the water condition in the central cooling system on a
Open Internal system cooling water valves
Open No.2 ECR unit cooler inlet valve XL055V daily basis and add treatment chemicals as required.
Open Alternator cooling water inlet valve
Open No.2 ECR unit cooler outlet valve XL054V
Open Alternator cooling water outlet valve
Open Workshop unit cooler inlet valve XL063V Note: Water treatment chemicals may be added to the cooling water
No.3 Generator Engine expansion tank. Cooling water samples should be taken and analysed daily.
Open Workshop unit cooler outlet valve XL062V
Operational Cooling water inlet controlled valve XL020V Treatment chemicals are added to the cooling fresh water expansion tank as
Open Galley unit cooler booster pump suction valve XL047V
Open Cooling water outlet valve XL027V required by the results of the cooling water analysis.
Open Galley unit cooler booster pump discharge valve XL024V
Open Cooling water system vent valve to expansion XL066V
Air Compressor System tank CAUTION
Open No.1 main air compressor inlet valve XL057V Open Internal system cooling water valves Protective clothing, including goggles, must be worn when handling water
Open No.1 main air compressor outlet valve XL056V Open Alternator cooling water inlet valve treatment chemicals and when diluting such treatment chemicals.
Open No.2 main air compressor inlet valve XL059V Open Alternator cooling water outlet valve
2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engine Fuel Oil Service System
2.6.3 Auxiliary Boiler Fuel Oil Service System
2.6.4 Incinerator Fuel Oil System and Sludge System
Illustrations
2.6a Fuel Oil Viscosity-Temperature Graph
2.6.1a Main Engine Fuel Oil System
2.6.2a Generator Engines Fuel Oil System
2.6.3a Auxiliary Boiler Fuel Oil System
2.6.4a Incinerator Sludge System
2.6.4b Drains System

Illustration 2.6a Fuel Oil 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
-6
5 5 0 5
IF
-3
4 4 0 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature °C
2.6 Fuel Oil and Diesel Oil Service Systems Viscosity Controller There are two centrifugal separators (No.2 and No.3) which are used to process
HFO and fill the HFO service tanks. Each separator has its own feed pump,
Manufacturer: Vaf Instruments
2.6.1 Main Engine Fuel Oil Service System but cross-connection valves allow pumps to be used with any separator. No.1
Model: Viscosense 745 centrifugal separator is normally used for MDO but may be used for HFO if
Main Engine Fuel Indicating Filter required; it is generally set up for diesel oil operation.
Fuel Preparation Module
Manufacturer: Westfalia Separator AG, Germany Manufacturer: Nantong Navigation Machinery At least one of the HFO separators will normally be running at all times,
Model: 4420-338259-VBU-ME Model: 6.5A ND80 with the throughput balanced to match the fuel consumption of the main and
generator engines. In an emergency the main engine can be changed over to
Fuel Oil Feed Pump diesel oil operation. The three diesel generator engines normally operate on
Introduction HFO, the supply being taken from the fuel oil preparation module which also
Manufacturer: KuWo, (Kupke and Wolf GmbH, Germany)
supplies the main engine. Flow meters in the diesel generator engine fuel
Model: Kral KF 118 The main and diesel generator engines are intended to burn heavy fuel oil supply and return lines enable the fuel consumption of the diesel generator
No. of sets: 2 (HFO) at all times. Such fuel normally has a viscosity of up to 700cSt at 50°C engines to be determined. A flow meter in the fuel oil preparation module after
Type: Screw and this is too high for effective atomisation and combustion. A viscosity at the the FO feed pumps enables the total fuel consumption to be calculated for the
fuel injectors of between 13 and 17cSt is needed for effective engine operation main and generator engines.
Capacity: 8.4m3/h at 4.0 bar
and so the fuel must be heated before it is delivered to the engine fuel system.
Fuel Booster Pump The fuel preparation module heats and circulates the fuel to the main engine The boiler HFO supply is taken from the service or settling tanks and supplied
fuel pumps; there is a return fuel line from the main engine and this passes to to the burner unit via the boiler HFO supply pumps and heaters. Return HFO
the mixing/degassing tank at the fuel preparation module. The fuel preparation from the boiler flows to a mixing tube, but it may also be directed to the HFO
Model: Kral KF 235 module contains all equipment necessary for heating and supplying the fuel to settling tank. The boiler may also burn MDO from the MDO service tank. The
No. of sets: 2 the main and generator engines. boiler pilot burner operates on diesel oil.
Type: Screw
Capacity: 15.3m3/h at 16 bar The temperature to which the fuel is heated depends upon the initial viscosity Outlet valves from the service and settling fuel oil tanks are of the quick-
of the fuel. A viscosity-temperature chart is provided so that the heating closing type with a collapsible bridge which can be operated from the fire
Marine Diesel Oil Feed Pump temperature can be determined for any fuel of known viscosity. The viscosity control station on the ‘A’ deck. After being tripped from the fire control station
controller monitors viscosity directly and adjusts the heating accordingly, so the valves must be reset locally. Each tank is also fitted with a self-closing test
there should be no need for the engineer to intervene. However, knowing what cock to test for the presence of water and to drain any water present. Tundishes
Model: Kral KV the heating temperature should be allows the engineer to check the functioning under the self-closing test cock drain any test liquid to the oily bilge tank. All
No. of sets: 2 of the viscosity controller and enables manual intervention, should the viscosity tanks and heaters are supplied with steam at 7.0 bar from the ship’s steam
Type: Screw controller malfunction. supply, with condensate flowing to the atmospheric condenser and then the
inspection tank, which is located with the feed filter tank and is fitted with an
Fuel Oil Heater Heavy fuel oil is stored on board in five HFO storage tanks, one of these oil detection unit.
Manufacturer: Aalbrog Industries A/S, Denmark normally being dedicated to low sulphur HFO. There are separate HFO and
Model: Vesta MX 40 low sulphur heavy fuel oil (LSHFO) settling and service tanks. Under normal The steam supply to both fuel oil preparation module heaters is controlled by
circumstances the main and generator engines operate continuously on HFO, a viscosity controller. All fuel oil pipework is trace heated by small bore steam
No. of sets: 2 but when environmental circumstances dictate the fuel oil supply system is pipes laid adjacent to the fuel oil pipe and encased in the same lagging.
Type: Shell and tube changed over to LSHFO operation.
Capacity: 15.5m3/h (110/150°C) Heated and filtered fuel oil is supplied to the main engine from the HFO service
Fuel oil (HFO or LSHFO) is transferred from the storage tank(s) to the tank, or the LSHFO service tank if operating on low sulphur fuel. However, it
Backflushing Filter associated settling tank by means of the HFO transfer pump and from the is possible to run the main engine on MDO should that be necessary. There is
Manufacturer: Boll and Kirch Filterbau GmbH, Germany settling tank the fuel oil is passed through a centrifugal separator before a three-way supply valve, at the entrance to the fuel oil preparation module,
Type: Automatic backflushing discharge to the associated service tank. There is one HFO transfer pump and from the HFO/LSHFO service tanks and the MDO service tanks. Normally the
one MDO transfer pump; a crossover pipe system, fitted with blanks, allows valve is set to take suction from the HFO/LSHFO tanks. In order to change to
Model: 6.61
either pump to be used for HFO or MDO as required. The HFO and MDO operation on MDO the valve must be turned so that fuel is supplied from the
No. of sets: 1 transfer pumps are normally used to transfer fuel oil from the storage to the MDO service tank.
settling tanks (MDO service tank in the case of MDO), but they may be used
to transfer HFO between the storage tanks (if necessary) in order to maintain Heavy fuel oil from the HFO service tank, or LSHFO service tank, is supplied
the trim and stability of the vessel. to one of two low pressure fuel oil feed pumps. The second pump will be on
automatic standby and will start in the event of discharge pressure drop or
Illustration 2.6.1a Main Engine Fuel Oil System
P
FS FS023V
Set at
4 bar 010V FS009V
FS022V
Low Sulphur P Low Sulphur Heavy Fuel Oil P Heavy Fuel Oil Marine Diesel P P
Heavy Fuel Oil Heavy Fuel Oil Service Settling Oil Service
Service Tank FS Settling Tank Tank FS Tank Tank FS FS FS021V
(129m3) 003V (96m3) (129m3) 002V (129m3) (89.5m3) 004V 001V
FS FS FS FS FS020V (6L28/32H)
030V 029V 032V 031V
P
FS019V
FS008V
FS018V
Main Engine and Generator Engine
Heavy Fuel Oil Supply Unit
TI FS017V

FS016V (6L28/32H)
PDI P
PI FS015V
PI FS007V
LS TI FS014V
Set at FS013V
PI PI PI PI Viscometer
5.5 bar
FS011V No.1 Generator Engine
M M M M M M FQ VIC FQ FS012V (6L28/32H)
Marine Fuel Oil Fuel
Diesel Oil Feed Booster
Feed Pumps Pumps
Pumps (8.4m³/h x (15.3m³/h x
4.0 bar) 16 bar)
P
PI PI PI
PDSH TE TI
FS006V
PS PS PDI
PS
P TI
FQ
Fuel Oil Heater
FS005V
FS
028V
PDSH To Condensate
System
PDI
Key From Steam PDI
System
Heavy Fuel Oil
Fuel Oil Heater
Marine Diesel Oil
To Condensate
Compressed Air System
Electrical Signal FS
027V Main Engine
voltage failure of the running pump. A suction filter is located immediately The main engine operates on the common rail fuel system with a number of Procedure for Preparing the Main Engine Fuel Oil Service
before each low pressure FO feed pump. A pressure regulating valve, set at a engine-driven high pressure fuel pumps pressurising the fuel rail. From the System for Operation
pressure of 5.0 bar is located after the FO feed pumps and this returns released common fuel rail the high pressure fuel is directed to the cylinder injectors via
FO back to the pump suction. the volumetric fuel control unit which is operated by the WECS-9520. It should be remembered that the main engine and the generator engines
normally operate on HFO at all times and they use the same HFO system. A
The low pressure FO feed pumps discharge through an automatic backflushing Fuel is supplied to the cylinder fuel injectors with the correct timing and in the change to MDO can be made for reasons given below and either the entire
filter and a flow meter to the fuel mixing/degassing tank from which the FO correct amount to allow the cylinders to develop the desired power. There is no fuel system or the generator engine fuel system is changed to MDO operation
booster pumps take suction. The backflushing filter is of the candle type and circulation of fuel through the fuel injectors, but fuel is released at the fuel rail for normal use. It is possible to change just one generator engine to MDO
operates continuously with individual candles being cleaned automatically, so pressurisation pumps and the common fuel rail; this ensures circulation of fuel operation and this would be done for example prior to shutting down for major
that there is always full flow capability at the filter. and maintains the common fuel rail at the correct temperature at all times. The maintenance. MDO feed pumps are provided to flush MDO through a generator
released fuel flows back to the mixing/degassing tank in the fuel preparation engine’s fuel system and supply MDO to the generator engines separately from
A fuel flow meter is located at the outlet from the automatic backflushing filter module.
and before entry to the mixing/degassing tank. The mixing/degassing tank also the main fuel preparation module. There are separate HFO and MDO supply
has a connection from the main engine and generator engine return fuel lines. and return lines for all generator engines. The MDO return line has a pressure
The high pressure fuel pump lines, the common fuel rail and the high pressure control valve which maintains a pressure of 4.0 bar in the generator engine
A three-way valve is located at the fuel oil return line with one connection fuel injector pipes on the engine, between the common rail and the injectors,
going to the mixing/degassing tank and the other going to the HFO or LSHFO MDO system; the supply pressure is maintained to 5.5 bar by a relief valve.
are sheathed; any leakage from the annular spaces formed between the
service tank; the latter connection allows HFO in the system to be flushed sheathing and the high pressure pipe is led to an alarmed leakage tank and then
back to the HFO service tank when flushing through with MDO. There is also The following procedure illustrates starting from cold, with the entire fuel
to the fuel overflow tank. system charged with MDO and in a shutdown condition. This will only occur
a degassing valve arrangement at the top of the mixing/degassing tank and this
connects with the return line to the HFO or LSHFO service tank. The outlet during dry docking when shore power is used; the generator engines would then
The generator engine HFO supply is taken at the outlet from the fuel preparation be flushed through with MDO and would need to be changed to HFO operation
valve from the fuel preparation module to the HFO or LSHFO service tank module after the viscosity controller; the supply line is fitted with a flowmeter.
must be open. when the main fuel system is changed to HFO. The main engine is to be started
The FO return line from the generator engines to the mixing/degassing tank is on MDO and be changed over to HFO operation when running. Changing to
via a pressure regulating valve and a flow meter. HFO operation should take place when the main engine is operating below
Heavy fuel oil is drawn from the mixing/degassing tank and the operating FO
booster pump discharges the fuel oil to the heaters. The second FO booster 75% of MCR and this power should be maintained until the fuel temperature
pump will be selected for automatic standby and will start in the event of CAUTION has stabilised at the correct value.
discharge pressure drop or voltage failure of the running pump. The fuel oil Care must always be exercised when dealing with fuel oil and the
booster pumps discharge through a pair of main engine fuel oil heaters where overheating of HFO and MDO in the service tanks and the fuel system Note: The main engine is designed to run and manoeuvre on HFO and the
the oil is heated to a temperature corresponding to a viscosity of 12cSt using must be avoided. change to MDO operation should only be made if the fuel system is to be
steam at a pressure of 7.0 bar. A viscosity controller is located in the fuel line flushed through for maintenance work, or when the plant is to be switched
after the heaters and is used to regulate the steam supply to the heaters in order Note: If circumstances require a change to low sulphur fuel, consideration off for prolonged periods or for environmental reasons.
to maintain the correct fuel viscosity. The viscosity measuring device can be must be given to changing the main engine cylinder lubricant. Normally the
bypassed if necessary. Normally only one of the fuel oil heaters is required in cylinder lubricating oil has a high alkalinity in order to neutralise the acid The system is initially operating on MDO.
order to maintain the HFO at the desired viscosity. products of combustion. If the engine fuel is changed to one with a very low
sulphur content (below about 1.5%) the high alkaline additive in the cylinder a) Start one of the HFO separators and fill the HFO service tank/
The heated FO passes into two branches at exit from the fuel preparation oil can result in deposits on the cylinder liners which can cause damage to LSHFO service tank from the appropriate FO settling tank (see
module, one to the main engine and the other to the generator engines. The the liners and piston rings. The engine builder and cylinder lubricant supplier Section 2.7.2 of this machinery operating manual). Ensure that
generator engine supply is via a flow meter. must be consulted for advice on cylinder lubrication if the main engine is to the MDO service tank has sufficient fuel for operating the main
operate for prolonged periods on very low sulphur fuel. engine, replenish this tank if required.
The main engine fuel supply from the fuel preparation module passes through
a final filter to the main engine fuel rail which supplies the common rail fuel
Note: The main and generator engines are normally operated continuously b) Ensure that the filters are clean.
pumps. The inlet line to the engine fuel system and the outlet line from the
engine fuel system are both provided with quick-closing valves. A pressure on HFO. The fuel preparation module supplies the main and generator
engines and so if the fuel supply to the fuel preparation module is changed c) Ensure that the HFO service tank/LSHFO service tank is heated
relief valve connects the inlet and outlet fuel lines and this maintains the
to MDO or LSHFO the main and generator engines will be supplied with the to the desired temperature and that trace heating steam is
correct pressure in the engine fuel supply line. The return fuel line to the
same fuel. available at the HFO lines. A steam supply must be available for
mixing/degassing tank of the fuel preparation module is also fitted with a
tank and trace heating. When starting from cold, steam might
pressure control valve which maintains the correct back-pressure in the fuel
not be immediately available.
oil return line.
d) Ensure that all instrumentation valves are open and that all
instruments and gauges are reading correctly.
P
FS FS023V
Set at
4 bar 010V FS009V
FS022V
(129m3) 003V (96m3) (129m3) 002V (129m3) (89.5m3) 004V 001V
030V 029V 032V 031V
P
FS019V
FS008V
FS018V
TI FS017V

FS016V (6L28/32H)
PDI P
PI FS015V
PI FS007V
LS TI FS014V
Set at FS013V
5.5 bar
Feed Pumps Pumps
Pumps (8.4m³/h x (15.3m³/h x
4.0 bar) 16 bar)
P
PI PI PI
PDSH TE TI
FS006V
PS PS PDI
PS
P TI
FQ
Fuel Oil Heater
FS005V
FS
028V
PDSH To Condensate
System
PDI
Key From Steam PDI
System
Heavy Fuel Oil
Fuel Oil Heater
Marine Diesel Oil
To Condensate
027V Main Engine
e) Set the valves as in the following table: Position Description Valve Individual generator engines may then be changed to HFO operation off-load
as described in Section 2.6.2 of this machinery operating manual. The MDO
Open No.1 heater inlet valve
Note: It is assumed that the HFO service tank is to be used and return oil will feed pump suction valves and discharge valves are normally left open.
Open No.1 heater inlet valve
pass to this tank when the change is made to HFO operation.
Open No.2 heater inlet valve f) Check that there is sufficient HFO in the HFO service tank
Open No.2 heater inlet valve and that the fuel in the tank has been heated to the correct
Open Viscorator inlet valve temperature.
Tank and Line Valves
Open Viscorator outlet valve
Open HFO service tank quick-closing outlet valve FS002V g) Set all preselection pump switches, all manual pump switches
Closed Viscorator bypass valve and the MDO feed pump switches to the ‘0’ position.
Open Line valve from the HFO service tank FS031V
Open Generator engine supply flow meter inlet valve
Closed LSHFO service tank quick-closing outlet valve FS003V
Open Generator engine supply flow meter outlet valve h) Set the fuel preparation unit operating mode switch to the
Closed Line valve from the LSHFO service tank FS032V
Closed Generator engine supply flow meter bypass LOCAL position. Switch on the viscosity controller at the fuel
Open MDO service tank quick-closing outlet valve to FS001V preparation unit control panel and turn the Viscosity/Temperature
valve
fuel preparation module switch to the VISCOSITY position. Select the desired viscosity
Open Generator engine return flow meter inlet valve
Open MDO service tank quick-closing outlet valve to FS004V as described below.
MDO feed pumps Open Generator engine return flow meter outlet valve
Open Return valve from fuel preparation module to FS030V Closed Generator engine return flow meter bypass valve i) Set the pipe, filter and mixing/degassing tank heating switches
HFO service tank Operational Main engine return pressure control valve to the ‘0’ position.
Closed Return valve from fuel preparation module to FS029V Operational Generator engine return pressure control valve
LSHFO service tank Open No.1 MDO feed pump inlet valve j) Turn the main switch at the control cabinet to the ON position
Open No.1 MDO feed pump outlet valve and check that the control panel is supplied with power and that
all lamps are operating. Acknowledge any error messages.
Fuel Preparation Module Valves (No valve numbers) Open No.2 MDO feed pump inlet valve
Set Three-way supply valve from fuel tanks (set for Open No.2 MDO feed pump outlet valve k) Check that the pumps are filled with oil if they have been drained
MDO operation) for overhaul. Preselect a fuel oil feed pump for Automatic
Set Fuel filter valves (set for one filter) Main Engine Fuel System operation and press the START pushbutton. Turn the selector
Operational Feeder pump pressure relief valve Open Main engine FO indicating filter inlet valve FS027V switch for the other feed pump to the ‘0’ position.
Open No.1 FO feed pump suction valve Open Main engine FO indicating filter outlet valve FS028V
Open No.1 FO feed pump discharge valve l) Check that the pump operates and that it pumps oil. Check that
Set Main engine supply filter three-way valves (set the pressure rises to the correct level in the mixing/degassing
Open No.2 FO feed pump suction valve for one of the filters) tank. If any part of the fuel system has been drained a check
Open No.2 FO feed pump discharge valve Open Main engine fuel oil inlet valve FS005V must be made to ensure that the mixing/degassing tank is
Open Auto backflushing filter inlet and outlet Open Main engine fuel oil outlet valve FS006V correctly filled and pressurised. If the mixing/degassing tank
Closed Bypass filter inlet and outlet valves Operational Main engine fuel pressure control valve has been drained it must be repressurised using the instructions
Open Flow meter inlet valve in the Fuel Preparation Module maintenance manual.
Open Flow meter outlet valve The main engine is supplied with MDO from the MDO service tank via tank
quick-closing valve FS001V and the fuel preparation module. m) When the feed pump is operating and the mixing/degassing tank
Closed Flow meter bypass valve is correctly pressurised preselect a booster pump to Automatic
Open Mixing/degassing tank vent valves The generator engines will be operating on MDO which is supplied by the and start the booster pump. Starting a booster pump in automatic
Closed Mixing/degassing tank drain valve fuel preparation module or one of the MDO feed pumps. When the fuel oil mode is only possible when the mixing/degassing tank level is
Operational Mixing/degassing tank pressure relief valve preparation module is operating it may be used to supply MDO to the generator correct and the level switch has been activated; this causes an
Open Mixing/degassing tank return three-way valve engines. However, when the fuel oil preparation module is changed to HFO indicator lamp to illuminate. Turn the selector switch for the
(set for return to mixing/degassing tank) the generator engines will be supplied with HFO and this can cause instability other booster pump to the ‘0’ position.
Open No.1 FO booster pump suction valve in power generation and electrical supply due to changes in fuel temperature.
In order to avoid this the generator engines should be supplied with MDO by n) Ensure that the backflushing filter is operational. Power should
Open No.1 FO booster pump discharge valve be available when the fuel preparation module is switched on at
one of the MDO feed pumps until the main engine is operating satisfactorily
Open No.2 FO booster pump suction valve on HFO. the control box but the air supply valve must be opened before
Open No.2 FO booster pump discharge valve the system is started. Candles are backflushed at intervals
determined by the pressure differential across the filter elements;
P
FS FS023V
Set at
4 bar 010V FS009V
FS022V
(129m3) 003V (96m3) (129m3) 002V (129m3) (89.5m3) 004V 001V
030V 029V 032V 031V
P
FS019V
FS008V
FS018V
TI FS017V

FS016V (6L28/32H)
PDI P
PI FS015V
PI FS007V
LS TI FS014V
Set at FS013V
5.5 bar
Feed Pumps Pumps
Pumps (8.4m³/h x (15.3m³/h x
4.0 bar) 16 bar)
P
PI PI PI
PDSH TE TI
FS006V
PS PS PDI
PS
P TI
FQ
Fuel Oil Heater
FS005V
FS
028V
PDSH To Condensate
System
PDI
Key From Steam PDI
System
Heavy Fuel Oil
Fuel Oil Heater
Marine Diesel Oil
To Condensate
027V Main Engine
a check must be made to ensure that backflushing takes place Note: The vent valve at the top of the fuel mixing unit must be open at all b) Manual control is established and the lower line of the display
correctly. times. should show the letter H.
The fuel preparation module is now operational and MDO is circulating c) Manual control of the viscosity is by pressing the Up or Down
through the main engine supply system. CAUTION arrow key as required.
Trace heating should not be applied to sections of pipeline isolated by
o) Start and run the main engine on MDO and ensure that it any closed valves on the fuel oil side as damage could occur due to the d) Return to normal operating level is only achieved by pressing
operates correctly. When the time has come to change over to restricted expansion of the contents. the P pushbutton. There is no automatic return to operating level
HFO operation and the engine is operating steadily at below from manual mode.
75% MCR, proceed as follows. As the main engine and the generator engines take fuel from the same fuel
preparation unit, changing from HFO to MDO or vice versa will cause both
p) Open the engine HFO line trace heating steam and drain valves engine systems to operate on the same fuel. The main engine and generator Procedure for Changing the Entire Fuel System to Low Sulphur
together with the steam supply and drain valves for the fuel engines are designed to run on HFO at all times. However, changeover to Heavy Fuel Oil Operation from Heavy Fuel Oil Operation
heaters. MDO can become necessary if, for instance, the engine in question is expected Whilst the Engine is Running
to have a prolonged inactive period due to major repairs of the fuel oil system
q) Check that the trace heating lines are warm and that the HFO in etc, or a dry docking resulting in a prolonged stoppage of the main engine. A change from HFO to LSHFO may be made at any time whilst the engine
the HFO service tank is at the correct temperature. Additionally, environmental legislation may require the use of low sulphur is running without any special precautions, as the LSHFO has similar heating
fuels. If there is a need to change the main and generator engines to LSHFO requirements as the HFO. Under normal circumstances a changeover to
r) Check that the HFO service tank quick-closing outlet valve or MDO for environmental or other reasons, the entire fuel system may be LSHFO will be made before the vessel arrives at the environmentally sensitive
FS002V is open together with the HFO line valve FS031V. charged with LSHFO or MDO as explained below. region, and a change from LSHFO to HFO operation will be made when the
Turn the three-way fuel supply valve, at the inlet side of the fuel vessel is at sea moving away from the environmentally sensitive region.
preparation module, so that the FO feed pumps take suction Procedure for Setting the Viscosity Controller
from the HFO service tank rather than the MDO service tank. a) Ensure that the main engine is operating under stable conditions
Heated HFO will be drawn from the HFO service tank and will and that the HFO and LSHFO service tanks have sufficient fuel
a) Ensure that the viscosity controller is switched on and operating.
flow through the system. It will be mixed with returning MDO for prolonged operation of the main and generator engines
There are two lines in the contoller display, the upper being
flowing back to the fuel mixing/degassing tank and the viscosity viscosity and the lower being temperature.
controller will monitor the mixture and adjust the steam supply b) Ensure that the fuel tanks are at the correct temperature, that all
to the heater in order to obtain the correct viscosity. trace heating is satisfactory and that the fuel preparation unit is
b) Viscosity or temperature is selected by pressing the Up or Down
operating correctly.
arrow pushbuttons to select the desired units. Select the upper
s) Monitor the engine operation for any abnormal conditions. The display to change the viscosity setting.
engine conditions will fluctuate slightly during the transition c) Open the quick-closing outlet valve from the LSHFO service
phase from MDO to HFO operation and exhaust temperatures tank FS003V and the LSHFO line valve FS032V. Close the
c) Press the P pushbutton to activate the change mode and then the
and speed will vary slightly. quick-closing outlet valve from the HFO service tank FS002V
press the Up or Down arrow pushbuttons to set the desired value.
and the HFO line valve FS031V. LSHFO will be supplied to the
If the pushbutton is held down the value changes continuously
t) Gradually all MDO in the return line and the fuel mixing/ fuel preparation module and will gradually replace all of the
and the longer it is pressed the faster the display changes.
degassing tank will be used and the engine will be operating on HFO in the fuel system. The main and generator engines will
HFO with the viscosity controller maintaining the correct fuel then operate on LSHFO. LSHFO will also be supplied to the
d) When the desired viscosity has been set press the P pushbutton
viscosity. The time taken for all of the MDO to be displaced boiler.
again to confirm and accept the new value and to return to the
depends upon the engine’s fuel consumption, but all MDO in operating level. If the P pushbutton is not pressed within 30
the engine fuel supply system should have been used in about d) When all HFO in the system has been replaced by LSHFO
seconds the system automatically returns to the operating level.
15 minutes. (about 10 to 15 minutes with the engine operating at normal full
speed), open the return line inlet valve FS029V to the LSHFO
u) When the engine is running under stable conditions on HFO, the Viscosity Controller Manual Operation service tank and close the return line inlet valve FS030V to
load may be increased above 75% MCR to the desired value. the HFO service tank. The returning fuel from the main engine
The viscosity controller may be operated manually if required. goes to the FO mixing/degassing tank, but any overflow of the
v) The outlet quick-closing valve FS001V from the MDO service mixing/degassing tank should go back to the service tank from
tank may be closed but valve FS004V should be left open. a) Press the Down arrow key and then the Up arrow key; release which it has been taken.
both arrow keys together.
w) The main engine is now operating on HFO.
P
FS FS023V
Set at
4 bar 010V FS009V
FS022V
(129m3) 003V (96m3) (129m3) 002V (129m3) (89.5m3) 004V 001V
030V 029V 032V 031V
P
FS019V
FS008V
FS018V
TI FS017V

FS016V (6L28/32H)
PDI P
PI FS015V
PI FS007V
LS TI FS014V
Set at FS013V
5.5 bar
Feed Pumps Pumps
Pumps (8.4m³/h x (15.3m³/h x
4.0 bar) 16 bar)
P
PI PI PI
PDSH TE TI
FS006V
PS PS PDI
PS
P TI
FQ
Fuel Oil Heater
FS005V
FS
028V
PDSH To Condensate
System
PDI
Key From Steam PDI
System
Heavy Fuel Oil
Fuel Oil Heater
Marine Diesel Oil
To Condensate
027V Main Engine
Note: The procedure for changing the fuel system from LSHFO to HFO boiler. The appropriate return valve on the HFO or LSHFO tank Regarding temperature levels before changeover, see ‘Changeover from Heavy
operation is the same as that described above except that the HFO service must be left open. Fuel to Diesel Oil During Running’.
tank and line valves are opened and the LSHFO service tank and line valves
are closed. When changing from LSHFO to HFO operation the tank return h) Diesel oil is now fed to the FO feed pumps and as the HFO is d) Check that the MDO service tank quick-closing outlet valve
valves must also be changed over as soon as the change to HFO operation is gradually used by the engine MDO will fill the fuel lines. FS001V is open.
made. This avoids the risk of any HFO being returned to the LSHFO service
tank and so prevents contamination of the LSHFO in the tank. Note: If, after the changeover, the temperature at the heater suddenly drops e) Turn the fuel supply three-way valve, at the entry to the fuel
considerably, the transition must be moderated by supplying a small amount preparation module, to supply MDO to the fuel preparation
of steam to the heater, which now contains diesel oil. module.
Note: The HFO and LSHFO service tanks should be replenished from the
associated settling tank via the separator system in order to maintain an f) The operating HFO service tank quick-closing valve FS002V
adequate supply in the tank. Note: The generator engines will be changed to MDO operation at the same
(or the LSHFO service tank valve FS003V) should remain
time as the main engine and the operation of the generator engines must also
open in order to supply fuel to the boiler from this tank, but the
be monitored during this changeover period. In order to prevent generator
Procedure for Changing the Entire Fuel System to Diesel Oil line valve to the fuel preparation module (FS031V for HFO or
engine instability problems occurring at the same time it is preferable to
FS032V for LSHFO) should be closed.
Operation from Heavy Fuel Oil Operation Whilst the Engine change the generator engines to MDO operation separately: see Section 2.6.2
is Running of this machinery operating manual.
g) Change the three-way valve at the mixing/degassing tank
inlet so that return fuel is directed to the HFO/LSHFO service
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
Procedure for Changing the Entire Fuel System from Heavy tanks.
equipment against rapid temperature changes, which may cause sticking/ Fuel Oil Supply to Diesel Oil Supply During Standstill
h) The FO feed pump and FO booster pump will pump MDO into
scuffing of the fuel valves and of the fuel pump plungers and suction valves, the fuel system and displace HFO (or LSHFO).
the changeover is carried out as follows. Ideally the change to MDO should be undertaken whilst the main engine is
running, but under some circumstances it may be necessary to flush the fuel
system with MDO whilst the engine is stopped. It should be remembered that i) When the HFO is replaced by MDO, change over the three-
This procedure puts the entire fuel system on MDO operation and so the way valve at the inlet to the fuel mixing/degassing tank so that
generator engines will also be changed to MDO operation. the main engine is normally manoeuvred on HFO and HFO will remain in the
fuel system whilst the engine is stopped under normal circumstances. Heavy return fuel is directed to this tank and not to the HFO/LSHFO
fuel oil is recirculated from the main engine fuel manifold outlet back to the service tanks. It will take about 10 minutes for all of the HFO
a) Check that there is sufficient MDO in the MDO service tank and in the system to be displaced by MDO; a check can be made on
fill the tank if necessary. fuel mixing/degassing tank from where the FO booster pump takes suction.
When changing from HFO to MDO during engine standstill, the HFO in the the temperature of the return line to the fuel service tanks as a
fuel lines must be replaced by MDO and the HFO is forced back to the HFO drop in temperature will indicate the return of MDO rather than
b) Reduce the main engine load to 50% of MCR load. heated HFO. Some MDO will be pumped to the HFO service
service tank, or the LSHFO service tank if the engine has been operating on
LSHFO, as it is replaced by MDO. tank (or the LSHFO service tank if that has been operating) but
c) Open the sludge cock on the MDO service tank in order to the quantity will be small and the MDO will be diluted in the
remove any water from the tank. HFO in the tank.
The procedure described below assumes that the fuel system is still being
d) Open the MDO service tank quick-closing outlet valve circulated with hot HFO supplied from the HFO service tank.
j) When the system is filled with MDO stop the viscosity
FS001V. controller.
a) Shut off the steam supply to the FO heaters and the trace heating
e) Shut off the steam supply to the FO heaters and the trace heating system.
k) When convenient, the FO supply and circulating pumps may be
lines. stopped.
b) Ensure that there is sufficient ullage in the HFO service tank (or
f) When the temperature of the HFO in the FO heater has dropped the LSHFO service tank) to accommodate the oil displaced from
to about 25ºC above the temperature in the MDO service tank, the fuel system. Ensure that the return inlet valve to the HFO
but not below 75º, change the fuel supply three-way valve at the service tank FS030V is open (or the return inlet valve FS029V
entry to the fuel preparation module. MDO will be supplied to to the LSHFO service tank if the engine has been operating on
the fuel oil feed pumps and HFO will be shut off. LSHFO). This valve should always be open when the engine is
operating on this type of fuel.
g) The HFO service tank quick-closing valve FS002V (or the
LSHFO service tank valve FS003V if LSHFO is being supplied) c) Sludge the MDO service tank to remove any water.
should remain open in order to supply HFO or LSHFO to the
Illustration 2.6.2a Generator Engines Fuel Oil System
P
FS FS023V
Set at
4 bar 010V FS009V
FS022V
(129m3) 003V (96m3) (129m3) 002V (129m3) (89.5m3) 004V 001V
No.3 Auxiliary Engine
030V 029V 032V 031V
P
FS019V
FS008V
FS018V
Main Engine and Auxiliary Engine
TI FS017V

FS016V (6L28/32H)
PDI P
PI FS015V
PI FS007V
LS TI FS014V
Set at FS013V
PI PI PI PI 5.5 bar
FS011V No.1 Auxiliary Engine
Feed Pumps Pumps
Pumps (8.4m³/h x (15.3m³/h x
4.0 bar) 16 bar)
P
PI PI PI
PDSH TE TI
FS006V
PS PS PDI
PS
P TI
FQ
FS005V
FS
028V
To Condensate
PDSH
PDI
Key From Steam PDI Main Engine
Heavy Fuel Oil
Marine Diesel Oil
Compressed Air To Condensate
027V
2.6.2 generator Engine Fuel Oil Service System generator system. Individual generator engines may be changed to MDO Position Description Valve
operation as required with the other engines operating on HFO.
Introduction The high pressure fuel injection lines on the engine are sheathed and any Open Quick-closing fuel inlet valve FS008V
leakage from the annular spaces formed by the sheathing is led to the fuel oil Open HFO inlet valve FS018V
The three generator engines are designed to run on HFO at all times but they overflow tank. Closed MDO inlet valve FS019V
may operate on MDO should that become necessary. Fuel lines are flushed
Open HFO outlet valve FS017V
with MDO when an engine is shut down for prolonged periods.
Procedure for the Operation of the Generator Engine Fuel Oil Closed MDO outlet valve FS016V
Heavy fuel oil is supplied to the generator engine from the main fuel supply Service System No.3 Generator Engine
line after the viscosity transducer of the fuel preparation module. Fuel supply Open Quick-closing fuel inlet valve FS009V
lines to the generator engines are fitted with trace steam heating. A pressure a) Operate the fuel preparation module for the main engine as in Open HFO inlet valve FS022V
regulating valve is located in the supply line to the generator engines after the Section 2.6.1 of this machinery operating manual. Closed MDO inlet valve FS023V
flow meter in the fuel preparation module.
Open HFO outlet valve FS021V
b) Ensure that all instrumentation valves are open and check that
Fuel oil flowing to the generator engines passes through a flow meter to the all instrumentation is reading correctly. Closed MDO outlet valve FS020V
generator engine supply manifold and then to the individual generator engines e) The generator engines will operate on HFO which comes from
via supply valves. Each generator engine has HFO and MDO supply and return c) Ensure the filters are clean. the main fuel system, the viscosity being regulated by the
lines, each line having an isolating valve. The MDO supply comes from one viscosity controller and the heaters raising the temperature.
of the two MDO feed pumps which are located at the fuel preparation module. d) Set the valves as in the following table. It is assumed that the
Each generator engine has a pair of linked three-way valves, one at the fuel fuel preparation module valves are set as in the table in Section Note: When a generator engine is shut down, heated HFO will be circulated
inlet and one at the fuel outlet. These valves allow either fuel from the fuel 2.6.1 for supplying fuel to the main engine. It is assumed that through the fuel system by the high pressure FO booster pump and the fuel
preparation module or MDO from the MDO feed pump to be supplied to the the generator engines are operating on the same fuel as supplied system will remain ready for an engine restart.
engine. The return valve directs fuel supplied by the fuel preparation module to the main engine, in this case HFO.
back to the return line flow meter and the mixing/degassing tank, or it directs If any work is to be carried out on the fuel system of the generator engine the
fuel supplied by the MDO feed pump back to the MDO service tank via a Position Description Valve fuel system may be flushed through with MDO. The MDO feed pump suction
pressure control valve. The linked three-way valves operate together. and discharge valves must always be open, together with the MDO service tank
System Tank Valves
Closed MDO service tank quick-closing outlet valve FS001V outlet valve FS004V, in order to ensure that the generator engines will be able
The fuel inlet to each generator engine is via an inlet quick-closing valve which to operate on MDO should that be necessary.
is operated from a panel located outside the control room on the port side of Open MDO service tank quick-closing outlet valve FS004V
the 2nd deck. Open HFO service tank quick-closing outlet valve FS002V
Open HFO service tank line valve FS031V Procedure for Flushing an Generator Engine Fuel System with
A return flow control valve is located in the return line from the generator Closed LSHFO service tank quick-closing outlet valve FS003V Diesel Oil when the Engine is Stopped
engines. Excess fuel is supplied to the generator engines by the fuel preparation
Closed LSHFO service tank line valve FS032V
module, that fuel not used by the engine returns to the mixing/degassing tank of a) Ensure that the engine is shut down and the starting system is
the fuel preparation module. The return flow is via a flow meter thus allowing Open Return valve to HFO service tank FS030V
disabled.
the generator engine fuel consumption to be determined (the fuel inlet flow Closed Return valve to the LSHFO service tank FS029V
meter reading minus the fuel outlet flow meter reading). Set MDO supply pressure control valve from MDO FS011V b) Ensure that there is sufficient MDO in the MDO service tank.
feed pumps
There is a supply connection to the generator engines from the MDO feed Set MDO return line pressure regulating valve FS010V c) The system valves must be set as in the description above for
pumps for flushing and for operation on MDO should that be required. Supply normal operation of the generator fuel system.
to the generator engines from an operating MDO feed pump is at a pressure
of 5.5 bar, as this is the setting of the pressure control valve in the supply line; No.1 Generator Engine
d) For the generator engine concerned set the valves as follows:
MDO released by this valve flows back to the MDO service tanks from which Open Quick-closing fuel inlet valve FS007V
the MDO feed pumps take suction. Open HFO inlet valve FS014V
Closed MDO inlet valve FS015V
Return MDO from the generator engines flows to the MDO service tank. A Open HFO outlet valve FS013V
pressure control valve in the return line to the MDO service tank is set at a
Closed MDO outlet valve FS012V
pressure of 4.0 bar and this allows that pressure to be maintained in the MDO
Illustration 2.6.2a Generator Engines Fuel Oil System
P
FS FS023V
Set at
4 bar 010V FS009V
FS022V
(129m3) 003V (96m3) (129m3) 002V (129m3) (89.5m3) 004V 001V
030V 029V 032V 031V
P
FS019V
FS008V
FS018V
Main Engine and Auxiliary Engine
TI FS017V

FS016V (6L28/32H)
PDI P
PI FS015V
PI FS007V
LS TI FS014V
Set at FS013V
PI PI PI PI 5.5 bar
FS011V No.1 Auxiliary Engine
Feed Pumps Pumps
Pumps (8.4m³/h x (15.3m³/h x
4.0 bar) 16 bar)
P
PI PI PI
PDSH TE TI
FS006V
PS PS PDI
PS
P TI
FQ
FS005V
FS
028V
To Condensate
PDSH
PDI
Key From Steam PDI Main Engine
Heavy Fuel Oil
Marine Diesel Oil
Compressed Air To Condensate
027V
Position Description Valve If the fuel system of another generator engine is to be flushed through with Note: Although the system described above allows MDO to flow into
MDO the above procedure is repeated for that engine. the HFO circulation system, the amount is very small compared with the
Open Quick-closing fuel inlet valve FS007V quantity of HFO circulating and the dilution effect is insignificant. Allowing
Before starting the engine the fuel system may be refilled with heated HFO the MDO to flow into the HFO system prevents any HFO from getting into
Closed HFO inlet valve FS014V from the fuel preparation unit. the MDO system.
Open MDO inlet valve FS015V
Open HFO outlet valve FS013V Procedure for Flushing the Generator Engine Fuel System
Closed MDO outlet valve FS012V with Heated Heavy Fuel Oil for Starting
Open Quick-closing fuel inlet valve FS008V a) Ensure that heated HFO is circulating in the main fuel system
Closed HFO inlet valve FS018V and that the fuel preparation module is functioning correctly.
Open MDO inlet valve FS019V
b) Ensure that the generator engine concerned is disabled and
Open HFO outlet valve FS017V cannot be started accidentally.
No.3 Generator Engine c) For the generator engine concerned set the valves as follows:
Open Quick-closing fuel inlet valve FS009V
Closed HFO inlet valve FS022V Position Description Valve
Open MDO inlet valve FS023V No.1 Generator Engine
Open HFO outlet valve FS021V Open Quick-closing fuel inlet valve FS007V
Closed MDO outlet valve FS020V Open HFO inlet valve FS014V
Closed MDO inlet valve FS015V
e) Shut off tracing steam to the fuel system of the generator engine Open HFO outlet valve FS013V
concerned. Closed MDO outlet valve FS012V
f) Start the selected MDO feed pump and supply MDO to the fuel
system of the generator engine concerned. HFO will be forced Open Quick-closing fuel inlet valve FS008V
out of the generator engine system and be replaced by MDO. Open HFO inlet valve FS018V
The HFO will flow back through the FO return line and into the Closed MDO inlet valve FS019V
fuel mixing/degassing tank. Open HFO outlet valve FS017V
g) When the HFO has been replaced by MDO in the engine system
open the MDO outlet valve for the generator engine concerned
and close the HFO outlet valve for that engine. Purging of Open Quick-closing fuel inlet valve FS009V
the HFO from the generator engine system will take about 5 Open HFO inlet valve FS022V
minutes; when the temperature of the fuel outlet pipe from the Closed MDO inlet valve FS023V
engine falls this indicates that MDO is flowing. Open HFO outlet valve FS021V
h) When the fuel system of the generator engine concerned is
charged with MDO stop the generator engine MDO feed
pump. Note: In each case the HFO outlet valve from the engine must be opened and
the MDO outlet valve closed; this is quickly followed by opening of the HFO
The generator engine fuel oil system is now charged with MDO. inlet valve and closing of the MDO inlet valve.
i) The engine may be run on MDO if the MDO feed pump is d) Heated HFO will circulate through the generator engine fuel
kept operating in order to supply MDO to the generator engine oil system and the displaced MDO will flow to the fuel mixing/
concerned. degassing tank and will mix with the HFO already in the
system.
Illustration 2.6.3a Auxiliary Boiler Fuel Oil System
Mixing
Tube
Diesel Oil P Low Sulphur P Low Sulphur P Heavy Fuel P Heavy Fuel P
Service Heavy Fuel Oil Heavy Fuel Oil Oil Service Oil Settling
Tank FA Service Tank FA Settling Tank FA Tank FA Tank FA FA022V
004V 036V 003V 002V 001V
FA FA FA FA FA PI
034V 035V 018V 017V 006V
Control Air
S
FA021V
Pilot Combustion Air Pilot Burner
Z
Lance Unit
Purge Air
FA FA
016V 015V
FA
013V Air PI
Atomising
PI PT
PI PI FA FA M
No.1 No.2 No.1 No.2 M Atomising
014V 030V Steam
FA FA Steam
PI PI Purging
023V 012V PI
FA FA 1
P PI PT
020V 019V
Boiler Ignition Pumps Fuel Oil Supply Pumps PI DPT TS

(62 litres/h x 14 bar) (11.9m³/h x 28 bar)
TI
PI
PI
Control Air
FA FA FA
007V 011V 009V Pilot Burner
Pilot Combustion Air Z
FA Lance Unit
FA025V 024V Purge Air

Fuel Oil Heater Fuel Oil Heater
Air PI
Atomising
FA FA FA FA PI PT
M
008V 029V 028V 010V Atomising
Key Steam
Heavy Fuel Oil

Steam
PI Purging
Marine Diesel Oil
TI
1 PI PT
P
Steam
PI
Condesate PI DPT TS
TT
Compressed Air TI
PT
Electric Signal
2.6.3 auxiliary boiler fuel oil system can be bypassed, releases excess pressure to the mixing tube; the mixing tube Position Description Valve
connects with the suction side of the boiler FO supply pumps.
Open No.1 boiler FO supply pump discharge valve
Boiler Fuel Oil Supply Pumps Open No.2 boiler FO supply pump suction valve
The mixing pipe also receives recirculation oil from the boiler burner as excess
Manufacturer: Danfoss A/S, Denmark oil is always supplied to the burner and not all of the oil is used when the Open No.2 boiler FO supply pump discharge valve
No. of sets: 2 burner is firing at reduced output. The recirculation oil may also be directed to Open FO pressure control unit inlet valve FA012V
Model: SBZ-80-R46E67F-W3 the HFO settling tank when purging the boiler burner system with MDO. The Operational FO pressure control unit FA030V
mixing tube overflows only to the HFO settling tank and not to the LSHFO Open FO pressure control unit outlet valve FA013V
Capacity: 11.9m³/h at 28 bar
tank.
Closed FO pressure control unit bypass valve FA014V
Open No.1 FO heater inlet valve FA007V
Ignition Pump Procedure for Setting the Auxiliary Boiler Fuel Oil System Open No.1 FO heater outlet valve FA008V
Manufacturer: Danfoss A/S, Denmark Closed No.1 FO heater drain valve FA028V
a) Ensure that the system fuel filters are clean.
No. of sets: 2 Open No.2 FO heater inlet valve FA009V
Type: Gear b) Check that all instrumentation valves are open and that all Open No.2 FO heater outlet valve FA010V
Capacity: 61 litres/h at 14 bar instrumentation is working correctly. Closed No.2 FO heater drain valve FA029V
Open FO heater bypass valve FA011V
c) Set the valves as in the following table. Operational All No.1 boiler burner valves
Boiler Fuel Oil Heater
Operational All No.2 boiler burner valves
Manufacturer: Aalborg Industries A/S, Denmark The following procedure assumes starting the boiler from cold with the system
charged with MDO and in a shutdown condition. The boiler will then be Set Return FO three-way valve (set for mixing tube) FA022V
Type: Shell and tube
changed to HFO firing with HFO taken from the HFO settling tank. Open Mixing tube outlet valve FA006V
No. of sets: 2
Model: VESTA MK25 L 1400 Position Description Valve Procedure Operating the Auxiliary Boiler Fuel Oil Service
Open MDO service tank quick-closing outlet valve to FA004V System on Marine Diesel Oil and Changing to Heavy Fuel Oil
Introduction boiler
Operation
Open MDO service tank line valve to boiler system FA034V
Heavy fuel oil (HFO) is supplied to the auxiliary boiler burner from either the Open No.1 boiler ignition pump suction valve FA015V a) Start the selected boiler FO supply pump and the selected burner
HFO service tank or the HFO settling tank (or if the ship is in an environmentally Open No.1 boiler ignition pump discharge valve FA019V ignition pump. MDO will be pumped to the boiler burner and
sensitive area, the LSHFO service tank or the LSHFO settling tank). Marine recirculated back to the FO supply pump suction via the mixing
Open No.2 boiler ignition pump suction valve FA016V
diesel oil (MDO) can also be supplied to the auxiliary boiler burner from the tube.
MDO service tank. Selection of HFO or MDO supply is by means of a solenoid Open No.2 boiler ignition pump discharge valve FA020V
operated three-way changeover valve. Only MDO from the MDO service tank Operational Boiler ignition pump pressure release valve FA023V
The burner ignition pump will maintain pressure at the burner igniter; pressure
is used for the auxiliary boiler pilot burner. All auxiliary boiler HFO pipework Open HFO settling tank quick-closing outlet valve FA001V will be released back to the pump suction by the burner line pressure regulating
is trace heated and insulated. Closed HFO service tank quick-closing outlet valve FA002V valve FA023V.
Closed HFO service tank line valve to boiler FO pumps FA017V
The steam supply to the fuel heater is controlled by a temperature controller b) Flash-up the boiler on MDO using compressed air (see Section
Closed LSHFO service tank quick-closing outlet valve FA036V
set at a temperature of 115°C; if necessary the temperature controller may be 2.2.2, Boiler Control System). The boiler should be flashed-
bypassed. Closed LSHFO service tank line valve to boiler FO FA035V
up in accordance with instructions supplied by the boiler
pumps
manufacturer. The raising of steam pressure should be done
There are two boiler HFO supply pumps and one of these will be selected Closed LSHFO settling tank quick-closing outlet valve FA003V slowly.
as the duty pump. Before being supplied to the auxiliary boiler burner HFO Closed LSHFO settling tank line valve to boiler FO FA018V
is heated in the one or both of the FO heaters in order to promote improved pumps When steam is available:
atomisation by reducing the viscosity of the oil. The heaters may be bypassed Set Boiler FO supply pump three-way suction valve FA021V
when burning MDO in the boiler. Between the pump outlet and the heater inlet (set for MDO operation) c) Open the supply of steam heating to the HFO settling tanks; in
there is a branch line to the fuel pressure control valve which regulates the Open Mixing tube outlet valve FA006V this case it is assumed that fuel for the boiler is to be taken from
pressure of the fuel oil supplied to the boiler. This pressure control valve, which the HFO settling tank.
Open No.1 boiler FO supply pump suction valve
Illustration 2.6.3a Auxiliary Boiler Fuel Oil System
Mixing
Tube
Diesel Oil P Low Sulphur P Low Sulphur P Heavy Fuel P Heavy Fuel P
Service Heavy Fuel Oil Heavy Fuel Oil Oil Service Oil Settling
Tank FA Service Tank FA Settling Tank FA Tank FA Tank FA FA022V
004V 036V 003V 002V 001V
FA FA FA FA FA PI
034V 035V 018V 017V 006V
Control Air
S
FA021V
Pilot Combustion Air Pilot Burner
Z
Lance Unit
Purge Air
FA FA
016V 015V
FA
013V Air PI
Atomising
PI PT
PI PI FA FA M
No.1 No.2 No.1 No.2 M Atomising
014V 030V Steam
FA FA Steam
PI PI Purging
023V 012V PI
FA FA 1
P PI PT
020V 019V
Boiler Ignition Pumps Fuel Oil Supply Pumps PI DPT TS

(62 litres/h x 14 bar) (11.9m³/h x 28 bar)
TI
PI
PI
Control Air
FA FA FA
007V 011V 009V Pilot Burner
Pilot Combustion Air Z
FA Lance Unit
FA025V 024V Purge Air

Fuel Oil Heater Fuel Oil Heater
Air PI
Atomising
FA FA FA FA PI PT
M
008V 029V 028V 010V Atomising
Key Steam
Heavy Fuel Oil

Steam
PI Purging
Marine Diesel Oil
TI
1 PI PT
P
Steam
PI
Condesate PI DPT TS
TT
Compressed Air TI
PT
Electric Signal
d) Open the supply of trace heating to the HFO service system Changing from HFO firing to MDO firing is the reverse of the above procedure.
pipework if not already open. Steam must be shut off the heater and the trace heating lines. The boiler burner
must be shut down and the fuel supply system changed over to HFO by turning
CAUTION the three-way supply valve. Firing may then be restarted with air atomising.
Trace heating should not be supplied to sections of pipework isolated by Under no circumstances should steam atomising be used with MDO.
closed valves on the FO side, as damage, such as ruptured joints could
occur due to the expansion of the contents in the FO lines.
When the boiler has been sufficiently warmed through and the steam is up to
pressure:
e) Stop firing the boiler on MDO.
f) Turn the boiler FO supply pump three-way suction valve to take

suction from the HFO tanks.
g) Close the FO heater bypass valve FA011V so that all fuel

supplied by the boiler FO supply pumps passes through the
heater.
h) Start the selected boiler FO supply pump and circulate HFO

through the heater and the boiler burner.
i) Open the boiler FO heater condensate drain valve and the

boiler FO heater thermostatically controlled valve steam inlet
and outlet valves (SG018V and SG019V respectively; the
bypass valve SG020V should be closed). Check that the heater
thermostatic control valve is set for a temperature of 165°C and
has operating power available.
j) When the temperature of the circulating HFO has risen to about

80°C resume firing the boiler using atomising air.
k) Check that the boiler FO heater thermostatically controlled valve

is operating correctly and the desired boiler FO temperature is
achieved and then being maintained.
l) When the boiler steam pressure has risen to the operating value
and the boiler burner is operating under stable conditions on
HFO with air atomising, the burner may be changed to steam
atomising.
m) Stop firing the boiler with air atomising. Supply steam to the
atomising steam system and recommence firing the boiler with
steam atomising.
The auxiliary boiler is designed to operate and remain on standby using HFO.
A changeover to MDO is only necessary when maintenance is required and for
long periods of shutdown, such as during dry docking.
Illustration 2.6.4a Incinerator Sludge System
FW003V Upper FW004V

Deck
LS
Incinerator Incinerator
Diesel Oil Waste Oil Settling
Tank Tank (6m3) 65
(1.0m3) P
20 15
FW002V
50
LS
TS
P
FW012V FW011V 40
FW001V
15 15
SM049V
Dosing Pump 15
32
SC123V 32
Steam
Primary 15
Waste Oil LS
Burner
Burner Incinerator
15 Condensate
Waste Oil Service
Tank (4m3)
65
FW010V
CP1
Secondary FW009V LS
32
Burner
Sluice TS
P
Door
32
Primary
Combustion Secondary
Chamber Combustion 32
Chamber
32 32
Circulating Mill Pump TCV

Ash and Incinerator Pump SC124V
Slag (700,000kcal/h)
Door SM050V
65
Steam Condensate
FW008V
Sludge Pump
30m3/h
65 50 50
FW016V
PI PI
FW007V
Key 65 65
FW015V
65 65
65
Diesel Oil
65 65
65 BM033V
Waste Oil (Bilge System)
FW013V FW019V
Compressed Air FW014V
From Bilge Pump
Instrumentation
Oily Bilge Tank Sludge Tank P P
Condensate FO Separator LO Separator
(Dirty) Sludge Tank Sludge Tank
Saturated Steam 1300mm FW005V FW006V
2.6.4 incinerator Fuel Oil System and sludge MDO for the incinerator primary burner is taken from the incinerator MDO a) Ensure that steam heating is applied to the oily bilge tank (dirty)
system tank and excess MDO is returned to the same tank. The incinerator MDO tank and that trace heating is applied to the transfer lines.
quick-closing outlet valve FW002V must be open in order to supply MDO to
the incinerator. b) Set the valves as in the following table to pump waste oil from
Incinerator Diesel Oil Supply Pump
the oily bilge tank (dirty) to the waste oil settling tank.
Manufacturer: Atlas Incinerators A/S, Denmark The incinerator waste oil service tank, from which the incinerator is supplied,
No. of sets: 1 stores oil residue and sludge which are pumped to it by the sludge pump. Position Description Valve
The waste oil tank is fitted with an homogenising type milling pump which Open Sludge pump suction gauge board valve FW017V
Model: Gear type
circulates the waste oil around the waste oil service tank. This ensures an even
Open Sludge pump discharge gauge board valve FW018V
temperature in the waste oil charge and disperses water and solid particles
throughout the charge. Open Oily bilge tank (dirty) high suction valve FW019V
Incinerator Waste Oil Burner Pump
Closed Oily bilge tank (dirty) low suction valve FW013V
Manufacturer: Atlas Incinerators A/S, Denmark An incinerator waste oil circulating pump takes suction from the waste oil Closed Sludge tank suction valve FW014V
No. of sets: 2 milling pump line and directs waste oil to the incinerator. The circulating pump Closed Line suction valve from separator sludge tanks FW007V
Type: 1 PU/3 has a greater capacity than the incinerator waste oil burner pump and the excess
Closed FO separator sludge tank quick-closing valve FW005V
Capacity: 45-210 litres/hour waste oil is returned to the incinerator waste oil tank via recirculation valve
FW010V. Closed LO separator sludge tank quick-closing valve FW006V
Open Sludge pump discharge valve to waste oil settling FW016V
The incinerator waste oil tank milling pump should be operated before the tank
Incinerator Waste Oil Circulating Pump
burning of waste oil is started. The incinerator waste oil circulating pump is Closed Sludge pump discharge valve to sludge tank FW008V
Manufacturer: Atlas Incinerators A/S, Denmark operated before the waste oil burner pump in order to circulate waste oil from Closed Sludge pump discharge valve to shore connection FW015V
No. of sets: 1 the waste oil tank back to the waste oil tank. This has the effect of mixing the lines
Type: 3 PU/4 contents of the waste oil tank in order to disperse water droplets and solids Closed Port shore discharge valve FW003V
throughout the waste oil charge as the pump acts as an homogeniser. At the
Capacity: 562 litres/hour Closed Starboard shore discharge valve FW004V
same time circulation of the waste oil ensures that the temperature through
the waste oil charge is even. The waste oil is supplied to the burner by the Closed Waste oil settling tank quick-closing outlet valve FW001V
Incinerator Waste Oil Milling Pump waste oil burner pump which takes suction from the waste oil circulating line.
Compressed air supplied from the working air system is used to atomise the oil c) Ensure that there is space in the waste oil settling tank for the
Manufacturer: Atlas Incinerators A/S, Denmark at the burner and to purge the burner when burning is complete. amount of waste oil/sludge being transferred.
No. of sets: 1
Waste oil for burning in the incinerator is stored in the waste oil service tank d) Start the sludge pump and transfer waste oil/sludge from the
Type: 75 K 500
and this tank is filled from the waste oil settling tank. The waste oil settling oily bilge tank (dirty) to the waste oil settling tank.
tank is filled with waste oil from the oily bilge tank (dirty), the sludge tank, the
FO separator sludge tank and the LO separator sludge tank. The sludge pump e) When the desired quantity of waste oil/sludge has been
is used to transfer waste oil/sludge from these tanks to the waste oil settling transferred stop the sludge pump and close all system valves.
Sludge Pump
tank. After a period of settling, with steam heating applied, water is drained
Manufacturer: KuWo, (Kupke and Wolf GmbH, Germany) from the waste oil settling tank and the waste oil charge is discharged to the f) Record the transfer in the Oil Record Book.
No. of sets: 1 waste oil service tank.
The procedure from transferring waste oil sludge from the sludge tank, the FO
Type: AGM 190/2
separator sludge tank or the LO separator sludge tank to the waste oil settling
Capacity: 30m3/h Procedure for Pumping Waste Oil/Sludge to the Waste Oil tank is the same as that described above except for the settling of the valves.
Settling Tank Steam heating should be applied to any tank before pumping in order to ensure
that the contents of the tank may be readily pumped.
Introduction
Waste oil/sludge is pumped as required to the waste oil settling tank using the
sludge pump. This pump may also pump waste oil/sludge ashore via the shore Sludge may be transferred from the FO and LO separator sludge tanks to the
The ship is provided with an incinerator which is designed to burn waste/sludge
connections located on each side of the ship at the upper deck level. The sludge sludge tank using the sludge pump. In this case the line suction valve FW007V
oil and garbage. Prior to burning, garbage diesel oil is used for warming up the
pump may also pump waste oil/sludge to the sludge tank if necessary. must be open together with the quick-closing suction valve from the FO or
incinerator; diesel oil may also have to be burned whilst burning garbage if the
LO sludge tank. The sludge pump discharge valve to the sludge tank FW008V
garbage is difficult to burn.
The following description assumes that waste oil is being taken from the oily must also be open.
bilge tank (dirty) high suction and pumped to the waste oil settling tank.
Illustration 2.6.4a Incinerator Sludge System
FW003V Upper FW004V

Deck
LS
Tank Tank (6m3) 65
(1.0m3) P
20 15
FW002V
50
LS
TS
P
FW012V FW011V 40
FW001V
15 15
SM049V
Dosing Pump 15
32
SC123V 32
Steam
Primary 15
Waste Oil LS
Burner
Burner Incinerator
15 Condensate
Waste Oil Service
Tank (4m3)
65
FW010V
CP1
Secondary FW009V LS
32
Burner
Sluice TS
P
Door
32
Primary
Chamber
32 32

Door SM050V
65
Steam Condensate
FW008V
Sludge Pump
30m3/h
65 50 50
FW016V
PI PI
FW007V
Key 65 65
FW015V
65 65
65
Diesel Oil
65 65
65 BM033V
FW013V FW019V
Compressed Air FW014V
From Bilge Pump
Instrumentation
Condensate FO Separator LO Separator
Saturated Steam 1300mm FW005V FW006V
Procedure for Pumping Waste Oil/Sludge Ashore Using the f) At the agreed time start the sludge pump and transfer sludge Note: Incinerator operating procedures are covered in Section 2.14.6 of this
Sludge Pump from the sludge tank (dirty) to the shore reception facility. machinery operating manual. Incinerator MDO and waste oil burner valves
Check the shore connections for leaks and if there are no leaks must be opened as required for operation of the incinerator
The procedure for pumping waste oil/sludge ashore using the sludge pump proceed with the discharge.
is similar to transferring waste oil/sludge to the waste oil settling tank. The
g) When the desired quantity of waste oil/sludge has been 4. Procedure for Circulating Waste Oil Prior to Burning
description which follows assumes that sludge is being pumped ashore from
the sludge tank. transferred stop the sludge pump, disconnect the hose after it a) Set the valves as in step 3 above.
has drained, refit the discharge line blank and close all system
a) Reach agreement with the shore reception facility regarding valves. b) Ensure that the waste oil heating coil condensate drain valve is
the type of oil to be transferred, the quantity to be transferred, open.
the connection to be used, the rate of pumping and the time of h) Record the transfer in the Oil Record Book and complete the
starting. paperwork with the shore reception facility. c) Open the steam heating valve to the waste oil service tank
heating coil.
b) Remove the blank from the shore connection to be used and Procedure for the Operation of the Incinerator Fuel Oil
attach the discharge hose. Check that the blank is secure at the d) Start the waste oil milling pump. Waste oil will be circulated
other shore connection and that the valve is shut on that side of
System around the waste oil service tank.
the ship. It is assumed that valve FW003V (port) is to be used. 1. Waste Oil Transfer from the Waste Oil Settling Tank to the Waste Oil
Service Tank e) When the temperature of the waste oil reaches about 70°C
c) Ensure that oil spill cleaning equipment is available and that a) Ensure that there is sufficient space in the waste oil service tank throughout the tank start the waste oil circulating pump. Waste
spill containment systems are deployed. to receive the oil to be transferred. oil will be circulated to the incinerator and back to the waste oil
service tank.
d) Ensure that steam heating is applied to the sludge tank and that b) Drain water from the waste oil settling tank, then open the
trace heating is applied to the transfer lines. quick-closing valve FW001V and allow waste oil to transfer by f) When the temperature of the waste oil is constant at about 90°C
gravity to the waste oil service tank the waste oil is ready for burning. When burning the waste oil
e) Set the valves as in the following table: the recirculation valve FW010V should be throttled in order to
c) When the desired quantity of waste oil has been transferred ensure a full supply of oil to the incinerator waste oil burner
Position Description Valve close the quick-closing valve FW001V on the waste oil settling pump.
Open Sludge pump suction valve FW017V tank.
Open Sludge pump discharge valve FW018V
Closed Oily bilge tank (dirty) high suction valve FW019V 2. Procedure for Preparing the Incinerator Diesel Oil System
Closed Oily bilge tank (dirty) low suction valve FW013V a) Set the valves as per the following table:
Open Sludge tank suction valve FW014V
Closed Line suction valve from separator sludge tanks FW007V Position Description Valve
Closed FO separator sludge tank quick-closing valve FW005V Open Incinerator MDO tank quick-closing outlet valve FW002V
Closed LO separator sludge tank quick-closing valve FW006V Open MDO filter inlet valve FW011V
Closed Sludge pump discharge valve to waste oil settling FW016V Open MDO filter outlet valve FW012V
tank
Closed Sludge pump discharge valve to sludge tank FW008V 3. Procedure to Prepare the Incinerator Waste Oil System
Open Sludge pump discharge valve to shore connection FW015V a) Set the valves as per the following table:
lines
Open Port shore discharge valve FW003V Position Description Valve
Closed Starboard shore discharge valve FW004V Open Waste oil service tank quick-closing valve for
Closed Waste oil settling tank quick-closing outlet valve FW001V milling pump suction
Open Incinerator waste oil inlet valve FW009V
Open Waste oil recirculation valve FW010V
2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Separator System
Illustrations
2.7.1a Fuel Oil Filling and Transfer System
2.7.1b Fuel Oil Bunkering Manifold
2.7.2a Heavy Fuel Oil Separator System
2.7.2b Low Sulphur Fuel Oil Conditioning
2.7.2c Diesel Oil Conditioning

Illustration 2.7.1a Fuel Oil Filling and Transfer System
FT FT No.3 Heavy Fuel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil
043V 042V
Bunker Tank (Port) Bunker Tank (Port) Bunker Tank (Port)
Low Sulphur Low Sulphur Heavy Fuel Oil Heavy Fuel Oil (1068m3) (1258m3) (1139m3)
Inert Gas
Heavy Fuel Oil Heavy Fuel Oil Service Tank Settling Tank
Generator
Service Tank TI APG Settling Tank TI APG (129m3) TI APG (129m3) TI APG
Marine
(129m3) (96m3) Pump
Diesel Oil Stop
Tank P LS TT TAH LS TT TAH P P LS TT TAH LS TT TAH P LS P TT TAH P TT TAH P TT TAH
Pump FT FT FT FT FT FT
Start 003V 033V TI APG 002V 032V TI APG 001V 031V TI APG
LS
FT028V FT029V FT044V

LS
FT027V To Heavy Fuel Oil To Heavy Fuel Oil
Purifier Purifier Marine Diesel Oil
To Heavy Fuel Oil FT030V
P Service Tank
Purifier
To Heavy Fuel Oil To Heavy Fuel Oil (89m3)
Purifier Purifier
FT022V APG
FT021V
No.1
P Marine Diesel Oil
FT Storage Tank
Auto Stop
006V (83m3)
FT010V From
Auto SP-ST FT Diesel Oil
PI PI 034V APG Filling Line
FT017V FT013V
No.2
Marine Diesel Oil
Marine Diesel Oil P StorageTank
Transfer Pump FT014V FT (89m3)
(50m3/h x 4.0 bar) 007V
FT FT APG
018V 035V
FT016V
FT011V
FT020V FT009V
PI PI
From
FT012V Heavy Fuel Oil
Emergency FT015V FS005V Filling Line
Generator
Heavy Fuel Oil Transfer Pump FT008V
Engine
Marine (50m3/h x 4.0 bar) FS011V
Diesel Oil
Tank TT TAH TT TAH
FA005V
P P
FT005V FT037V FT004V FT036V
FT019V
Incinerator
Marine LS LAH
Diesel Oil
FT
TI APG TI APG Key
Tank To Emergency 023V No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil Heavy Fuel Oil
Generator
Heavy Fuel Oil Overflow Bunker Tank (Starboard) Bunker Tank (Starboard)
LS LAL Marine Diesel Oil
Tank (50m3) (2714m3) (1410m3)
Electric Signal
2.7 Fuel Oil and Diesel Oil Transfer set at 5.0 bar but adjustable between 4.0 and 9.0 bar, with the discharge being Heavy Fuel Oil Tanks
Systems directed into the fuel oil overflow tank.
Capacities (SG 0.980)
All fuel oil storage deep tanks are fitted with high level alarms which are Compartment Volume 100% Weight 95%
2.7.1 Fuel Oil and Diesel Oil Bunkering and (m3) (Tons)
activated when the tank is 95% full. Normally HFO bunker tanks are only filled
Transfer System
to a 95% full level. No.1 port HFO bunker tank 1,139 1,060
No.2 port HFO bunker tank 1,258 1,171
Heavy Fuel Oil Transfer Pump Fuel oil may be transferred from the HFO bunker tanks to the settling tanks No.3 port HFO bunker tank 1,068 994
Manufacturer: KuWo (Kupke and Wolf GmbH, Germany) (HFO and LSHFO) by means of the HFO transfer pump. Cross-connections
No.1 starboard HFO bunker tank 1,410 1,313
allow the MDO transfer pump to be used for HFO transfer in an emergency
No. of sets: 1 and enable to the HFO transfer pump to be used for MDO transfer if necessary. No.2 starboard HFO bunker tank 2,714 2,527
Type: Screw pump HFO bunker tanks are fitted with double outlet valves, one being a screw down Total HFO in deep storage tanks 7,589 7,065
Model: Kral KH 851.BAA.000635 shut-off valve and the other being a quick-closing valve. Both valves must be
Capacity: 50m3/h at 4.0 bar open when transferring HFO from a tank. HFO overflow tank 50 47
HFO settling tank 129 120
Double outlet valves are also fitted to the HFO/LSHFO settling tanks and the
HFO service tank 129 120
Marine Diesel Oil Transfer Pump HFO/LSHFO service tanks; the remotely operated quick-closing valves have
a collapsible bridge and are operated from the fire control station. After being Low sulphur HFO settling tank 96 89
Manufacturer: KuWo (Kupke and Wolf GmbH, Germany) Low sulphur HFO service tank 129 120
tripped, these valves must be reset locally.
No. of sets: 1 Total HFO capacity on board 8,122 7,561
Type: Screw pump Each HFO settling and service tank is fitted with a self-closing test cock to test
Model: Kral KH 851.BAA.000635 for the presence of water and to drain any water present. Tundishes, under the
Hydrogen Sulphide (H2S)
Capacity: 50m3/h at 4.0 bar self-closing test cocks, drain any liquid to the overflow tank. Bunker, settling
and service tanks are provided with remote level and temperature indication;
tank information can be seen on the FO Transfer and Filling mimic. The HFO WARNING
Fuel Oil System settling tank high level alarm is activated at 127m3, with the low level alarm In recent years some bunker fuels have shown an increased level of
being activated at 70m3. The service tank has no high level alarm, instead Hydrogen Sulphide (H2S) and this presents a potential hazard to
Heavy fuel oil for the main engine, generator engines and boiler is stored in overflowing back into to the settling tank. The service tank low level alarm is shipboard personnel. Care must be taken when dealing with fuels
five HFO bunker tanks located forward and at the sides of the engine room. activated at 70m3. containing H2S as the vapours produced from heating the oil may have
No.1 port and No.1 starboard HFO bunker tanks are located forward of the dangerous effects.
engine room, one each side of the pump room. No.2 port and No.3 port HFO The HFO settling tank has level switches for automatic starting and stopping of
bunker tanks are located on the port side of the engine room and No.2 starboard the HFO transfer pump; these start and stop the HFO transfer pump when it is Hydrogen sulphide (H2S) is heavier than air, is invisible to the naked eye, is
HFO bunker tank is located on the starboard side of the engine room. selected for Automatic mode. This arrangement maintains the level in the HFO highly explosive and will kill immediately in concentrations above 1,000ppm.
settling tank but the duty engineer must ensure that there is sufficient oil in the
The HFO bunker tanks are filled from the bunker lines at the port and starboard operating HFO storage tank to prevent the pump running dry during a period of Hydrogen sulphide (H2S) has a smell of rotten eggs but the effect of the gas is
bunker stations, which are located at the cargo manifold on the upper deck. UMS operation. The HFO transfer pump is started when the HFO settling tank to kill the sense of smell within 3 to 5 minutes if the gas concentration exceeds
There are two HFO loading connections on the port and starboard sides of level drops to 78m3 (60%) and stopped when the level reaches 122m3 (93%). 100ppm; there will also be a stinging of the eyes and throat. In concentrations
the ship at the cargo manifold. At each loading point there is a sampling above 200ppm there is an additional loss of sense of reasoning and balance
valve and pressure gauge valves for the fitting of a portable pressure gauge. All HFO tanks are fitted with heating coils, the heating steam being supplied (an intoxicating effect). If the concentration is above 500ppm unconsciousness
Bunker connection lines have thermometer plugs for the fitting of a portable from the 7.0 bar engine room steam service system. Condensate from the quickly sets in with respiratory paralysis within 30 to 45 minutes if the casualty
thermometer. The bunker stations also have connections to the MDO storage heating coils flows to the dump condenser and then to an inspection tank before remains subject to that concentration. At concentrations above 700ppm
tank filling line. entering the feed water tank. All FO transfer lines are trace heated by steam. breathing will stop unless immediate artificial resuscitation is administered in
a safe area.
The bunker station valves and the bunker line valve (FS005V) are manual The HFO transfer pump may be operated automatically, being started and
valves, but the HFO tank filling valves are remotely operated valves which are stopped by float switches in the HFO and LSHFO settling tanks. It is essential that enquiries are made of the bunker supplier regarding the level
operated from the FO Transfer and Filling mimic on the cargo control console of H2S in the bunker fuel and if possible bunkers should be obtained which
in the ship’s control centre (SCC). Normally manual valves are opened as The HFO service tank overflows to the HFO settling tank and the LSHFO have very low H2S levels. MARPOL Annex VI. Annex C outlines precautions
required and the filling of tanks is controlled via the FO Transfer and Filling service tank overflows to the LSHFO settling tank. The HFO and LSHFO and gives guidance on the handling of fuels which contain H2S. This should be
mimic. The bunkering supply manifold is fitted with a relief valve normally settling tanks overflow to the FO overflow tank. studied and the advice implemented.
Illustration 2.7.1b Fuel Oil Bunkering Manifold
Port Cargo Manifold
No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil

Bunker Tank (Port) Bunker Tank (Port)
(1139m3) Portable Portable Portable
No.3 Heavy Fuel Oil (1258m3) Cylinder LO Filling Turbine LO Filling Main and Auxiliary
H PI PI PI
Bunker Tank (Port) Connection (Port) Connection (Port) LO Filling Connection (Port)
(1068m3) 200 100 250 250
FSV009
65 65 80
H FSV027 FSV028 FSV029
200 250 FSV019 FSV017 FSV015 FSV013 FSV003 FSV004
FSV010
H Portable Portable Portable

200 250 TI TI TI
FSV008
250
50
To No.1 MDO Storage Tank

100
FSV022 FSV020
To No.2 MDO Storage Tank 250
100 50
FSV023
From MDO Transfer System
100 100 100
FSV021 FSV021
100
80 250 250 250

FSV005
80
To Overflow Tank
80
250
65
To LO Transfer System
65 65
80 80
80
65
65 65
From FO Transfer System

150 150
FSV011 250
Key
250
Heavy Fuel Oil
Portable Portable Portable
Marine Diesel Oil TI TI TI
Lubricating Oil FSV018 FSV016 FSV014 FSV012 FSV001 FSV002

H
200 250 65 65 80
FSV006
FSV024 FSV025 FSV026
H Cylinder LO Filling Turbine LO Filling Main and Auxiliary
Connection (Starboard) Connection (Starboard) LO Filling Connection (Starboard) Portable 100 Portable 250 Portable 250
No.2 Heavy Fuel Oil 200
FSV007
Bunker Tank (Starboard) PI PI PI
No.1 Heavy Fuel Oil
(2714m3) Bunker Tank (Starboard)
(1410m3) Starboard Cargo Manifold
Precautions to be Observed Prior to and During the Loading existing bunkers the new bunkers should not be loaded on top of • The initial and maximum loading rates must be agreed with
of Bunkers existing bunkers. the barge or shore station and bunkering commenced at an
agreed signal. Only upon confirmation of no leakage and fuel
• No internal transferring of bunkers should take place during
Company bunkering procedures must be observed at all times and all personnel going into only the nominated tank, should the loading rate be
bunker loading operations, unless permission has been obtained
involved in the bunkering procedure, whether planning or in the actual increased to the agreed maximum.
from the Chief Engineer.
operation of bunkering, must be fully aware of the contents of the document • When the tank being filled reaches 90% full, the filling rate
• There are emergency stop pushbuttons for the HFO and MDO
Oil Transfer Procedures - Bunkering, the Chief Engineer’s Standing Orders for should be reduced by diverting some of the flow to another
transfer pumps on the port and starboard sides of the upper
bunkering and any other Maersk company regulations related to bunkering. bunker tank. When the final tank is being filled the pumping
deck.
The SOPEP equipment must be complete and fully available during the loading rate must be reduced. Filling of the tank must be stopped when
of bunkers. • The Chief Engineer should calculate the estimated finishing the tank reaches 95% full. When topping-off the final tank the
ullages/dips, prior to the starting of loading. filling rate must be reduced at the barge or shore station and not
It is essential that all personnel involved in the bunkering procedure know who by throttling the filling valve.
• Bunker tanks should not exceed 95% full; high level alarms are
is in charge of the bunkering operation. The following licensed/certificated
fitted at the 95% full level for all tanks.
officers are generally designated as persons in charge: CAUTION
• Any bunker barges attending the vessel are to be safely moored
• Chief Officer At least one bunker tank filling valve must be fully open at all times
alongside before any part of the bunker loading operation
• Chief Engineer begins. during the bunkering operation.
• First Engineer/Second Engineer • Level alarms fitted to bunker tanks should be tested prior to any All relevant information regarding the bunkering operation is to be entered in
bunker loading operations. the Oil Record Book. Information required to be entered includes date, time,
The Chief Engineer is in overall charge of the bunkering operation but if he is quantity transferred, tanks used and individuals involved.
• The soundness of all lines should be verified by visual
unable to be present the 1st/2nd engineer will take charge. The 3rd/4th engineer
inspection.
is normally responsible for carrying out the tasks involved in the bunkering The fuel transfer lines and valves should be pressure tested once each year and
operation and he must not undertake a night duty when bunkering is taking • The pre-bunkering checklist must be completed.
details of the tests inserted in the Engine Room Log Book.
place; if it is the 3rd/4th engineer’s duty night then a replacement duty engineer • The Chief Engineer, or other designated licensed/certificated
must be assigned. officer as indicated above, is responsible for bunker loading
operations, assisted at all times by a sufficient number of Procedure for the Loading of Fuel Oil Bunkers from a Shore
• All engineers and other personnel involved in the bunkering
process should know exactly what role they are to play and officers and ratings to ensure that the operation is carried out Station or Barge
what their duties are to be. Personnel involved should know safely.
the location of all valves and gauges and be able to operate the a) At the bunker connection to be used, remove the blank and
• A watch must be kept at the manifold during loading. connect the bunkering hose. Check the joint and fit a new one if
valves both remotely and locally if required. A bunker plan must
be drawn up prior to bunkering and all personnel involved in • All personnel involved in the bunkering operation must be in there are any signs of damage.
bunkering must be fully aware of the contents of the plan and radio contact.
understand the entire operational procedure. Before bunkering, b) Ensure that the blanks on the other bunkering connections are
• The maximum pressure in the bunker manifold should be below
a meeting must take place so that all personnel involved in secure and that all valves are closed, including the drain and
5.0 bar, at which point the line relief valve will discharge to the
the bunkering operation understand the requirements of the sampling valves. The drip tray must be empty and the drain valve
HFO overflow tank.
bunkering operation and their duties in that operation. closed.
• Safe means of access to barges/shore shall be used at all times
• Shore or barge tanks, whichever form is being used, should be c) As required, open the filling valve(s) on the HFO storage tanks to
• Scuppers and save-alls, including those around bunker tank
checked for water content. be filled. The tank line valves are of the remotely operated type
vents, should be effectively plugged.
• Representative samples are to be drawn using the continuous and will be operated from the mimic by use of the trackball.
• Drip trays are to be provided at bunker hose connections and
drip method for the duration of the loading operation and the
means of containing any oil spills must be in place. Spill The operator responsible for the bunkering procedure at the mimic must ensure
samples dispatched for analysis. Samples should be taken at the
cleaning equipment must be checked before bunkering and must that the valves are set correctly. When HFO is being loaded the individual tank
bunker supply manifold inlet to the ship system.
be available at the bunkering station during bunkering. filling valves are controlled manually from the mimic in order to ensure that
• As far as possible new bunkers should be segregated from the tanks are filled to the required capacity. The line valve from the bunkering
• The bunkering operation is carried out from the ship’s control
existing bunkers on board. If bunkers being received are to be station must be open in order to direct HFO to the HFO storage tanks; the line
centre and is a remote controlled operation with valves being
loaded into the same tanks as existing bunkers on board, great valve from the HFO transfer pump must be closed.
opened and closed from the FO Transfer and Filling mimic at
care must be taken to avoid problems of incompatibility. If
the cargo control console.
there is any doubt about the compatibility between the new and
043V 042V
Inert Gas
Generator
Marine
(129m3) (96m3) Pump
Diesel Oil Stop
LS

LS
P Service Tank
Purifier
Purifier Purifier
FT022V APG
FT021V
No.1
P Marine Diesel Oil
FT Storage Tank
Auto Stop
006V (83m3)
FT010V From
FT017V FT013V
No.2
Marine Diesel Oil
(50m3/h x 4.0 bar) 007V
FT FT APG
018V 035V
FT016V
FT011V
FT020V FT009V
PI PI
From
Generator
Engine
Diesel Oil
Tank TT TAH TT TAH
FA005V
P P
FT019V
Incinerator
Marine LS LAH
Diesel Oil
FT
TI APG TI APG Key
Generator
Tank (50m3) (2714m3) (1410m3)
Electric Signal
Remotely Operated Tank Filling Valves h) Check the ship-to-shore connection and pipeline for leaks. Procedure for Transferring Heavy Fuel Oil Between Heavy Fuel
Description Valve Oil Bunker Tanks Using the Heavy Fuel Oil Transfer Pump
i) Check that HFO is flowing into the required HFO storage
No.1 port HFO bunker tank filling valve FS008V tank(s), and not to any other tank. It is possible to transfer HFO between the port and starboard bunker tanks for
No.2 port HFO bunker tank filling valve FS009V trim or other purposes.
j) Increase the bunkering rate to the agreed maximum.
No.3 port HFO bunker tank filling valve FS010V
No.1 starboard HFO bunker tank filling valve FS006V The HFO transfer pump is used for transferring HFO between the bunker
k) Commence taking the bunker sample at the cock at the deck tanks; the crossover blanks and valves between the HFO transfer pump and
No.2 starboard HFO bunker tank filling valve FS007V manifold. the MDO transfer pump on the suction and discharge sides must be closed.
The HFO transfer pump valves are manually operated and must be set locally.
Line Valves l) As the level in the first bunker tank approaches 90%, open Normally the HFO transfer pump suction and discharge valves are maintained
another tank filling valve, (or shut-in the first tank filling valve in the open position.
Description Valve if other tank filling valves are already open) to top-up the tank
Port bunker manifold valve forward FS004V slowly. Close the first tank’s filling valve when the required Care must be taken to avoid mixing HFO from different bunkerings as this can
Port bunker manifold valve aft FS003V 95% full level is reached. At least one tank filling valve must be result in problems due to incompatibility between the HFO in the tanks.
open at all times.
Starboard bunker manifold valve FS002V
Starboard bunker manifold valve aft FS001V Note: Transferring fuel oil between bunker tanks can have an adverse effect
m) Fill the remaining tanks in the same way. For the final bunker
Bunkering line valve FS005V on the stability of the ship. Such transfer should only be undertaken after
tank the filling rate must be reduced by slowing the pumping
consultation with the deck department when details of the amount of oil to
Line valve from HFO transfer pump to bunkering manifold FS011V operation and this must be signalled to the barge or shore
be transferred and the tanks involved are discussed.
station.
Note: It is essential that the tank valve is open for any particular tank together a) Select the HFO transfer pump for manual operation.
with the line valve connecting that tank to the bunker supply manifold. n) When the final tank is full, the barge or shore station must be
Failure to open all valves will prevent the tank from being filled and will signalled to stop pumping.
b) Determine how much fuel is to be transferred and check that
result in over-pressure in the bunker line. there is sufficient capacity in the receiving bunker tank to
o) Ensure that the sample containers are properly sealed and
accommodate the HFO being transferred.
d) Open the valve at the selected bunkering station. Open the line have them despatched for analysis, as required by the Chief
valve to the HFO bunker tanks and check that the line valve Engineer’s Standing Orders.
c) Set up the pump valves as in the following table. The description
from the HFO transfer pump is closed. Open the first tank filling used assumes that the HFO transfer pump is being used and
valve or a number of tank valves if a number of tanks are to p) Open the bunker line vent valve and allow the hose to drain back
that HFO is being transferred from No.1 port HFO bunker tank
be filled together. Check that the manifold drain and sampling to the supplier. Allow the bunkering line to drain to the final
to No.2 starboard HFO bunker tank. Tank filling valves are
valves are closed. After the bunker line is set for loading HFO tank which has been filled.
remotely operated but line valves are manually operated.
into selected tanks the line settings must be checked to ensure
that the HFO will only go to the selected tanks. q) Close all bunker station valves, the line valves and tank filling
valves. Check that all valves are closed. Position Description Valve
e) Establish effective communication between the ship’s control Bunker Tank Suction Valves
centre from where the bunkering operation is to be controlled, r) Disconnect the hose and replace the blank at the bunker station Open No.1 port HFO bunker tank quick-closing suction FT001V
the engine room, the deck filling manifold and the bunkering connection. valve
shore station using walkie-talkie sets or VHF. Bunkering control Open No.1 port HFO bunker tank suction valve FT031V
is normally from the cargo control console in the SCC. s) Check tank levels and agree quantity supplied, then if satisfied,
Closed No.2 port HFO bunker tank quick-closing suction FT002V
sign the bunker receipt.
valve
f) Agree filling rates and signalling systems with the barge or Closed No.2 port HFO bunker tank suction valve FT032V
shore station. Agree the quantity and specification of the fuel oil
to be supplied.
valve
g) Signal to the shore station to commence bunkering HFO at a Closed No.3 port HFO bunker tank suction valve FT033V
slow rate. Closed No.1 starboard HFO bunker tank quick-closing FT004V
suction valve
Closed No.1 starboard HFO bunker tank suction valve FT036V
043V 042V
Inert Gas
Generator
Marine
(129m3) (96m3) Pump
Diesel Oil Stop
LS

LS
P Service Tank
Purifier
Purifier Purifier
FT022V APG
FT021V
No.1
P Marine Diesel Oil
FT Storage Tank
Auto Stop
006V (83m3)
FT010V From
FT017V FT013V
No.2
Marine Diesel Oil
(50m3/h x 4.0 bar) 007V
FT FT APG
018V 035V
FT016V
FT011V
FT020V FT009V
PI PI
From
Generator
Engine
Diesel Oil
Tank TT TAH TT TAH
FA005V
P P
FT019V
Incinerator
Marine LS LAH
Diesel Oil
FT
TI APG TI APG Key
Generator
Tank (50m3) (2714m3) (1410m3)
Electric Signal
Position Description Valve g) Close the tank and line valves as necessary. Position Description Valve
Closed No.2 starboard HFO bunker tank quick-closing FT005V h) Record details of the HFO transfer in the Oil Record Book. Closed No.3 port HFO bunker tank suction valve FT033V
suction valve Closed No.1 starboard HFO bunker tank quick-closing FT004V
Closed No.2 starboard HFO bunker tank suction valve FT037V Note: The procedure is the same for transferring HFO between any other suction valve
HFO Transfer Pump Valves tanks except for the setting of the system and tank valves. Closed No.1 starboard HFO bunker tank suction valve FT036V
Closed HFO transfer pump suction valve from starboard FT012V Closed No.2 starboard HFO bunker tank quick-closing FT005V
HFO bunker tanks Procedure for Transferring Heavy Fuel Oil from the Heavy suction valve
Open HFO transfer pump suction valve from port HFO FT011V Fuel Oil Bunker Tanks to the Heavy Fuel Oil Settling Tank Closed No.2 starboard HFO bunker tank suction valve FT037V
bunker tanks HFO Transfer Pump Valves
Closed HFO transfer pump suction valve from FO overflow FT008V HFO is transferred from the bunker tanks to the HFO settling tank as required.
Closed HFO transfer pump suction valve from starboard FT012V
tank The normal arrangement is for automatic transfer using the HFO transfer pump
HFO bunker tanks
in automatic mode, the pump being started and stopped according to the level
Closed Crossover suction valve and blank to MDO transfer FT016V Open HFO transfer pump suction valve from port HFO FT011V
in the HFO settling tank. Level switches are fitted in the HFO settling tank to
pump bunker tanks
start and stop the HFO transfer pump.
Open HFO transfer pump suction valve FT015V Closed HFO transfer pump suction valve from FO overflow FT008V
Open HFO transfer pump discharge valve FT009V When the HFO transfer pump is selected for automatic operation the pump tank
Closed Crossover valve and blank to MDO transfer pump FT018V is started when the level in the HFO settling tank falls to 60% full and the Closed Crossover suction valve and blank to MDO transfer FT016V
pump stops when the tank level rises to 92% full. The pump may be manually pump
Closed HFO transfer pump discharge valve to HFO/LSHFO FT020V
operated if required, but that requires constant supervision by the duty engineer
settling tanks Open HFO transfer pump suction valve FT015V
during the pumping operation. When selected for automatic operation the HFO
Open HFO transfer pump discharge valve to bunker main FT019V transfer pump will maintain the desired level in the HFO settling tank, starting Open HFO transfer pump discharge valve FT009V
Bunkering Line and Tank Filling Valves and stopping as necessary. Closed Crossover valve and blank to MDO transfer pump FT018V
Closed Port bunker manifold valves FS003V, Open HFO transfer pump discharge valve to HFO/LSHFO FT020V
FS004V The duty engineer must check that the HFO bunker tank from which fuel is settling tanks
Closed Starboard bunker manifold valves FS002V, taken has sufficient HFO to ensure that the HFO transfer pump does not lose Closed HFO transfer pump discharge valve to bunker main FT019V
FS001V suction at any time during automatic operation. HFO/LSHFO Settling Tank Filling Valves
Closed Bunkering line valve from loading manifolds FS005V Open HFO settling tank filling valve FT042V
The operating bunker tank must always contain sufficient fuel for transfer
Open Bunkering system supply valve from HFO transfer FS011V Closed LSHFO settling tank filling valve FT043V
during UMS periods.
pump
Closed No.1 port HFO bunker tank filling valve FS008V a) Ensure that the HFO transfer pump is stopped in Manual c) Select the HFO transfer pump for Automatic mode at No.1
Closed No.2 port HFO bunker tank filling valve FS009V mode. group starter panel in the ECR. When the pump is selected
Closed No.3 port HFO bunker tank filling valve FS010V for automatic operation it will start and stop according to the
b) Set the valves as in the following table. The description assumes operation of the level switches in the HFO settling tank.
Closed No.1 starboard HFO bunker tank filling valve FS006V
Open No.2 starboard HFO bunker tank filling valve FS007V that HFO is being taken from No.2 port HFO bunker tank and
transferred to the HFO settling tank. d) Check that the pump starts and stops and that the HFO settling
tank is maintained between the desired levels.
d) Confirm the amount of HFO to be transferred and the tanks
between which the transfer is to take place; check that the Position Description Valve
Note: The duty engineer must always ensure that there is sufficient HFO in
pipeline system valves have been correctly set. Check that the Bunker Tank Suction Valves
the selected HFO bunker tank, especially during a period of UMS operation.
blanks are fitted at the bunker station connections. Closed No.1 port HFO bunker tank quick-closing suction FT001V When a bunker tank is nearly empty the duty engineer should operate the
valve HFO transfer pump in manual mode, pumping oil until the pump loses
e) Start the HFO transfer pump and commence the transfer of HFO Closed No.1 port HFO bunker tank suction valve FT031V suction indicating that the bunker tank is empty. The duty engineer should
between the selected tanks. Check that the HFO is going from
Open No.2 port HFO bunker tank quick-closing suction FT002V then set the valves to take suction from another bunker tank. Selection of
the selected tank to the designated tank and not any other tanks.
valve operating HFO bunker tank should always be made in co-operation with the
The pipeline system must be checked for leaks.
Open No.2 port HFO bunker tank suction valve FT032V deck department in order to ensure stability of the vessel.
f) Stop the operating HFO transfer pump when the desired quantity Closed No.3 port HFO bunker tank quick-closing suction FT003V
valve The procedure for taking HFO from any of the other HFO bunker tanks is the
of HFO has been transferred.
same as that described above except for the setting of the bunker tank valves.
043V 042V
Inert Gas
Generator
Marine
(129m3) (96m3) Pump
Diesel Oil Stop
LS

LS
P Service Tank
Purifier
Purifier Purifier
FT022V APG
FT021V
No.1
P Marine Diesel Oil
FT Storage Tank
Auto Stop
006V (83m3)
FT010V From
FT017V FT013V
No.2
Marine Diesel Oil
(50m3/h x 4.0 bar) 007V
FT FT APG
018V 035V
FT016V
FT011V
FT020V FT009V
PI PI
From
Generator
Engine
Diesel Oil
Tank TT TAH TT TAH
FA005V
P P
FT019V
Incinerator
Marine LS LAH
Diesel Oil
FT
TI APG TI APG Key
Generator
Tank (50m3) (2714m3) (1410m3)
Electric Signal
Procedure for Transferring Oil from the Fuel Oil Overflow Position Description Valve Transfer of Heavy Fuel Oil Using the Marine Diesel Oil
Tank to the Heavy Fuel Oil Settling Tank Bunker Tank Suction Valves Transfer Pump
The procedure is the same as for transfer of HFO from the HFO bunker tanks valve The MDO transfer pump may be used for the transfer of HFO if necessary.
to the HFO settling tank except for valve settings and the fact that the transfer The blanks at the pump crossover suction and discharge lines must be removed
Closed No.1 port HFO bunker tank suction valve FT031V
must be undertaken with the selected HFO transfer pump in manual mode. and the valves in these lines (suction FT016V and discharge FT018V) must be
Closed No.2 port HFO bunker tank quick-closing suction FT002V opened.
Prior to transfer the operator must ensure that the HFO settling tank has valve
sufficient capacity to receive the oil being transferred. Closed No.2 port HFO bunker tank suction valve FT032V The MDO transfer pump has an auto-stop facility activated by a high level
Closed No.3 port HFO bunker tank quick-closing suction FT003V switch in the MDO service tank. Auto-stop operates when the pump is selected
The HFO transfer pump suction valve from the HFO bunker tank (FT011V valve for automatic mode, and so when the MDO transfer pump is being used for
for the port tanks and FT012V for the starboard tanks) must be closed. The Closed No.3 port HFO bunker tank suction valve FT033V HFO transfer, the MDO transfer pump must be selected for manual mode.
HFO transfer pump suction valve from the FO overflow tank (FT008V) must
Closed No.1 starboard HFO bunker tank quick-closing FT004V
be opened. The HFO transfer pump is started and the contents of the tank are The HFO transfer pump must be electrically isolated in order to prevent
suction valve
pumped to the HFO settling tank. operation.
Closed No.1 starboard HFO bunker tank suction valve FT036V
At the completion of transfer details must be recorded in the Oil Record Open No.2 starboard HFO bunker tank quick-closing FT005V The MDO line suction valves FT013V from No.1 MDO storage tank and
Book. suction valve FT014V from No.2 MDO storage tank must be closed. The MDO transfer
Open No.2 starboard HFO bunker tank suction valve FT037V pump line outlet valves FT021V and FT022V must be closed. The MDO
HFO Transfer Pump Valves transfer pump suction valve FT017V and discharge valve FT010V must be
Low Sulphur Fuel Oil open. The HFO transfer pump suction and discharge valves (FT015V and
Closed HFO transfer pump suction valve from starboard FT012V
HFO bunker tanks FT009V) must be closed.
Low sulphur fuel oil when carried will be stored in a designated fuel oil bunker
tank. Selected with regard to the anticipated requirements and quantity of low Open HFO transfer pump suction valve from port HFO FT011V
The MDO transfer pump must be started and stopped manually in order to
sulphur fuel to be carried. bunker tanks
transfer HFO between selected tanks.
Closed HFO transfer pump suction valve from FO overflow FT008V
The description which follows assumes that LSHFO has been nominated to be tank When changing the MDO transfer pump back to MDO operation the pump
stored in No.2 starboard HFO bunker tank. Closed Crossover suction valve and blank to MDO transfer FT016V must be flushed through with MDO. Suction from the HFO system is shut off
pump and suction taken from one of the MDO storage tanks. A quantity of MDO
The procedure for the transfer of LSHFO from the designated LSHFO bunker is pumped to the HFO system in order to flush HFO from the line; the pump
Open HFO transfer pump suction valve FT015V
tank to the LSHFO settling tank is the same as the procedure for transferring will normally be set for discharge to the HFO settling tank. If the pump is left
HFO from HFO bunker tanks to the HFO settling tank, except for the settling Open HFO transfer pump discharge valve FT009V
Closed Crossover valve and blank to MDO transfer pump FT018V running for about 1 minute all HFO will be removed from the MDO transfer
of the valves and the HFO transfer pump mode selector switch. As there are pump and its associated lines. This will result in about 0.9m3 of MDO being
no pump start and stop level switches in the LSHFO settling tank, transfer to Open HFO transfer pump discharge valve to HFO/LSHFO FT020V
pumped to the HFO settling tank, however, this represents only about 1% of the
the LSHFO settling tank must be made with the HFO transfer pump in Manual settling tanks
oil in a full HFO settling tank and so the dilution is insignificant.
mode. Closed HFO transfer pump discharge valve to bunker main FT019V
HFO/LSHFO Settling Tank Filling Valves After flushing through the MDO pump the suction and discharge crossover line
a) The HFO transfer pump must be set in manual mode. valves must be closed and the blanks must be refitted.
Closed HFO settling tank filling valve FT042V
b) Set the valves as in the following table. The description assumes Open LSHFO settling tank filling valve FT043V
that LSHFO is being taken from No.2 starboard HFO bunker
tank and transferred to the LSHFO settling tank. c) Start the HFO transfer pump and transfer LSHFO from the
selected bunker tank to the LSHFO settling tank.
d) Check that the LSHFO is being transferred between the desired

tanks and when the desired amount has been transferred stop
the HFO transfer pump and record the transfer in the Oil Record
Book.
043V 042V
Inert Gas
Generator
Marine
(129m3) (96m3) Pump
Diesel Oil Stop
LS

LS
P Service Tank
Purifier
Purifier Purifier
FT022V APG
FT021V
No.1
P Marine Diesel Oil
FT Storage Tank
Auto Stop
006V (83m3)
FT010V From
FT017V FT013V
No.2
Marine Diesel Oil
(50m3/h x 4.0 bar) 007V
FT FT APG
018V 035V
FT016V
FT011V
FT020V FT009V
PI PI
From
Generator
Engine
Diesel Oil
Tank TT TAH TT TAH
FA005V
P P
FT019V
Incinerator
Marine LS LAH
Diesel Oil
FT
TI APG TI APG Key
Generator
Tank (50m3) (2714m3) (1410m3)
Electric Signal
Diesel Oil System a) The bunker line blank is removed and the bunkering hose l) Collect the MDO sample and have it sent for analysis.
connected at the bunker connection to be used. The joint should
Diesel oil for all purposes on board the ship is stored in the MDO storage tanks be inspected and replaced if it shows signs of damage. m) Check the quantity of MDO delivered to the storage tanks, agree
and the MDO service tank. Diesel oil is transferred from the storage tanks to the delivery quantity with the supplier and sign the receipt.
the MDO service tank using the MDO transfer pump (or the HFO transfer b) A drip tray is arranged beneath the bunker pipe connection and
pump if the crossover blanks are removed and valves opened). Diesel oil can equipment should be organised to deal with any oil spill.
be supplied to the main engine, generator engines, boiler, the incinerator, the
Procedure for the Transfer of Diesel Oil Using the Diesel Oil
inert gas unit and the emergency generator. The latter three have separate c) Ensure that the blank on the other bunkering connection is Transfer Pump
tanks which are supplied by No.1 FO separator which is dedicated to MDO. secure and that the valve is closed. Ensure that the drain and
The MDO storage tanks are filled from the MDO bunkering lines; the bunker sampling valves are closed. MDO is transferred from the MDO storage tanks to the MDO service tank
connections are located on the port and starboard side of the ship at upper deck using the MDO transfer pump. Either No.1 or No.2 MDO storage tank may
level. The MDO transfer pump is located in the engine room at floor plate level d) Set the valves as in the following table; this assumes that No.1 be used as the supply tank. In the example below No.1 MDO storage tank is
and is used to transfer from the MDO storage tanks to the MDO service tank. and No.2 MDO storage tanks are both being filled from the port being used.
bunker station. Usually the MDO service tank will have been
It is possible to use the HFO transfer pump for MDO service, and vice versa: filled from the MDO storage tanks in order to reduce the level a) Set the valves as in the following table:
for this purpose the suction and discharge crossover blanks must be removed in the MDO storage tanks so that new MDO will not be loaded
and the crossover valves opened. on top of old MDO. Position Description Valve
MDO Tank Suction Valves
Diesel Oil System Tanks Position Description Valve Open No.1 MDO storage tank quick-closing suction valve FT006V
Closed Starboard side bunker station valve FS012V Open No.1 MDO storage tank suction valve FT034V
Capacities (SG 0.890) Open Port side bunker station valve FS013V Closed No.2 MDO storage tank quick-closing suction valve FT007V
Compartment Volume 100% Weight 95% Open No.1 MDO storage tank filling valve FS022V Closed No.2 MDO storage tank suction valve FT035V
(m3) (Tons)
Closed No.2 MDO storage tank filling valve FS023V MDO Transfer Pump Valves
No.1 MDO storage tank 83 70
Open MDO transfer pump suction valve from No.1 MDO FT013V
No.2 MDO storage tan 125 106 e) When all pipes and connections are checked, signal the shore storage tank
MDO service tank 89 75 station or bunker barge to commence pumping at the agreed low Closed MDO transfer pump suction valve from No.2 MDO FT014V
Total capacity for MDO on board 297 251 rate. storage tank
Closed Crossover suction valve and blank to MDO transfer FT016V
The outlet valves from the MDO storage tanks and the MDO service tank are f) When it is confirmed that there are no leaks, signal to increase
pump
of the remote operated quick-closing type, with a collapsible bridge which the delivery rate to the agreed maximum.
Open MDO transfer pump suction valve FT017V
can be pneumatically operated from the ship’s fire station. After being tripped
from the ship’s fire station the valve must be reset locally. Tank isolating valves g) Begin taking a sample of the delivered MDO. Open MDO transfer pump discharge valve FT010V
are fitted between the tanks and the quick-closing outlet valves. The MDO Closed Crossover valve and blank to MDO transfer pump FT018V
storage and service tanks are also fitted with a self-closing test cock to test h) As the level in No.1 MDO storage tank approaches 90%, open Open MDO transfer pump discharge valve to the MDO FT022V
for the presence of water and to drain any water present. A tundish under the the filling valve to No.2 MDO storage tank and close in the service tank
self-closing test cock drains any liquid to the oily bilge tank (dirty). All tanks filling valve to No.1 MDO storage tank in order to top-off the Closed MDO transfer pump discharge valve to bunker main FT021V
are provided with temperature indication, plus remote level indication which tank slowly. When No.1 MDO tank reaches the 95% full level,
registers in the control room. The storage tanks also have an overfill alarm close the filling valve.
b) Start the MDO transfer pump and pump the desired quantity of
set at 95 % capacity. The MDO service tank overflows to No.1 MDO storage MDO from No.1 MDO storage tank to the MDO service tank.
tank. i) When No.2 MDO storage tank reaches 90% full, signal the
barge or shore station to slow the pumping rate in order to top
c) Stop the pump when the desired quantity of MDO has been
off the storage tank slowly. When the tank is 95% full, signal to
Procedure for Loading Diesel Oil From a Shore Station or a transferred.
stop pumping.
Barge
d) Close all tank, line and pump valves. Record the transfer in the
j) Open the vent and allow the bunker hose to drain.
Oil Record Book.
The precautions and organisation for loading MDO which should be followed
are the same as described for HFO. The MDO filling line relief valve discharges k) Disconnect the hose and refit the blank.
into No.1 MDO storage tank.
043V 042V
Inert Gas
Generator
Marine
(129m3) (96m3) Pump
Diesel Oil Stop
LS

LS
P Service Tank
Purifier
Purifier Purifier
FT022V APG
FT021V
No.1
P Marine Diesel Oil
FT Storage Tank
Auto Stop
006V (83m3)
FT010V From
FT017V FT013V
No.2
Marine Diesel Oil
(50m3/h x 4.0 bar) 007V
FT FT APG
018V 035V
FT016V
FT011V
FT020V FT009V
PI PI
From
Generator
Engine
Diesel Oil
Tank TT TAH TT TAH
FA005V
P P
FT019V
Incinerator
Marine LS LAH
Diesel Oil
FT
TI APG TI APG Key
Generator
Tank (50m3) (2714m3) (1410m3)
Electric Signal
Procedure for the Transfer Diesel Oil Between Marine Diesel c) Ensure that the blanks are securely fitted at the MDO bunkering Position Description Valve
Oil Storage Tanks Using the Diesel Oil Transfer Pump stations and that all valves on the bunkering lines are closed.
Closed MDO transfer pump suction valve FT017V
d) Start the MDO transfer pump and check that MDO is being Closed MDO transfer pump discharge valve FT010V
MDO may be transferred between MDO storage tanks if necessary in order
transferred from the selected tank (in this example No.2 MDO Open Crossover valve and blank to MDO transfer pump FT018V
to empty a tank so that it may be filled with new MDO. Agreement must be
reached with the bridge for the transfer, as any transfer of fluid can have an storage tank) to the selected delivery tank (in this example No.1 Closed MDO transfer pump discharge valve to the MDO FT022V
adverse influence on the stability of the vessel. MDO storage tank). service tank
Closed MDO transfer pump discharge valve to bunker main FT021V
The procedure is the same as for the transfer of MDO from a storage tank to e) When the suction tank is empty stop the MDO transfer pump in Closed HFO transfer pump suction valve from port HFO FT011V
the service tank except for valve settings. The description below assumes that order to prevent pump damage. bunker tanks
MDO is being transferred from No.2 MDO storage tank to No.1 MDO storage Closed HFO transfer pump suction valve from starboard FT012V
tank. f) Close all tank, line and pump valves. Record the transfer in the
HFO bunker tanks
Oil Record Book.
Closed HFO transfer pump suction valve from FO overflow FT008V
a) Determine how much MDO has to be transferred and reach
tank
agreement with the bridge on the transfer and the time of the
Procedure for the Transfer of Diesel Oil Using the Heavy Fuel Open HFO transfer pump suction valve FT015V
transfer.
Oil Transfer Pump Open HFO transfer pump discharge valve FT009V
b) Set the valves as in the following table. Closed HFO transfer pump discharge valve to HFO bunker FT019V
The HFO transfer pump can be used to pump MDO should the MDO transfer
line
pump be unavailable: In order to allow for this the crossover valves between
Position Description Valve the MDO transfer pump and the HFO transfer pump on the suction and Open HFO transfer pump discharge valve to HFO/LSHFO FT020V
MDO Tank Suction Valves discharge sides must be open. The crossover line blanks must also be open. settling tanks
Closed No.1 MDO storage tank quick-closing suction valve FT006V Before the HFO transfer pump is used to pump MDO, all HFO in the pump Open HFO settling tank filling valve FT042V
Closed No.1 MDO storage tank suction valve FT034V must be removed. This involves pumping MDO to the HFO settling tank (or Closed LSHFO settling tank filling valve FT043V
Open No.2 MDO storage tank quick-closing suction valve FT007V one of the MDO storage tanks) for about 30 seconds in order to flush HFO
from the pump. b) Start the HFO transfer pump. MDO will be drawn from No.1
Open No.2 MDO storage tank suction valve FT035V
MDO storage tank and pumped to the HFO settling tank. (It
MDO Transfer Pump Valves In order to transfer MDO from No.1 MDO storage tank to the MDO service could be discharged to the LSHFO settling tank if that is in use
Closed MDO transfer pump suction valve from No.1 MDO FT013V tank using the HFO transfer pump, the valves must be set as in the following provided that the tank has capacity for the approximately 0.4
storage tank table. tonnes which will be transferred.)
Open MDO transfer pump suction valve from No.2 MDO FT014V
storage tank a) Select the HFO transfer pump for manual operation, this must c) After about 30 seconds of operation all traces of HFO should
Closed Crossover suction valve and blank to MDO transfer FT016V be done before the valves are set. have been flushed from the HFO transfer pump and it may now
pump be used to transfer MDO to the MDO service tank.
Open MDO transfer pump suction valve FT017V Position Description Valve
MDO Tank Suction Valves d) Open the MDO service tank filling valve FT022V on the MDO
Open MDO transfer pump discharge valve FT010V
transfer pump and close the HFO transfer pump discharge valve
Closed Crossover valve and blank to MDO transfer pump FT018V Open No.1 MDO storage tank quick-closing suction valve FT006V
FT022V to the HFO/LSHFO settling tank.
Closed MDO transfer pump discharge valve to the MDO FT022V Open No.1 MDO storage tank suction valve FT034V
service tank Closed No.2 MDO storage tank quick-closing suction valve FT007V e) When the desired quantity of MDO has been transferred stop
Open MDO transfer pump discharge valve to bunker main FT021V Closed No.2 MDO storage tank suction valve FT035V the HFO transfer pump. Record the transfer in the Oil Record
MDO Bunkering System Valves MDO/HFO Transfer Pump Valves Book.
Closed Port MDO bunker station valve Open MDO transfer pump suction valve from No.1 MDO FT013V
storage tank f) Return the pump valve system and blanks to the original
Closed Starboard MDO bunker station valve
positions so that the HFO transfer pump is used for HFO.
Open No.1 MDO storage tank filling valve Closed MDO transfer pump suction valve from No.2 MDO FT014V
The small amount of MDO in the HFO transfer pump system
Closed No.2 MDO storage tank filling valve storage tank
will have a slight dilution effect on the HFO but that is not
Open Crossover suction valve and blank to MDO transfer FT016V significant.
pump
Illustration 2.7.2a Heavy Fuel Oil Separator System

FP FP Inert Gas Generator
060V 059V Marine Diesel Oil
Tank FP056V
P P P P P
Emergency Generator Marine Diesel No.1 Marine P No.2 Marine P
Low Sulphur Low Sulphur Heavy Fuel Oil Heavy Fuel Oil FT
Engine Marine Diesel Oil Oil Service 001V Diesel Oil Diesel Oil
Heavy Fuel Oil FP Heavy Fuel Oil FP Service FP Settling FP FT FT
068V 004V 003V 002V Tank FP057V Tank FP
Storage Storage
Service Tank Settling Tank Tank Tank 006V 007V
067V Tank Tank
Incinerator
To Overflow To Overflow To Overflow Marine Diesel Oil To
To Overflow Pipe Pipe Pipe Tank Overflow To Marine
Pipe FP058V
FT027V FT028V FT029V FT044V Pipe FT030V Diesel Oil
Transfer Pump FP
020V
FP021V
FP FP FP FP FP FP FP FP FP FP FP FP
018V 017V 016V 066V 015V 014V 013V 065V 061V 062V 063V 064V
TE TE TI
FP006V FP FP
012V 011V
FP047V FP
044V
FP019V No.1
No.3 Heavy Fuel Oil No.2 Heavy Fuel Oil FP025V Fuel Oil
Separator Heater Separator Heater Separator Heater
FP026V
TC TE TI PI No.3 Heavy TC TE TI PI No.2 Heavy PI No.1
Fuel Oil Fuel Oil FP027V Fuel Oil
Separator FP008V Separator Separator
Feed Pump Feed Pump Feed Pump
PI (4540 litres/h) PI (4540 litres/h) PI (4540 litres/h)
FP049V FP FP FP048V FP FP FP028V FP
046V 024V 045V 023V 022V
FP FP FP
FP035V 043V FP032V 042V FP029V 041V
FP009V FP007V FP005V
FP037V FP FP034V FP FP031V FP

040V 039V 038V
Key
Heavy Fuel Oil

No.3 No.2 No.1
Fuel Oil Fuel Oil Marine Diesel Oil Fuel Oil
Separator Separator Separator
(4050 litres/h) (4050 litres/h) Electric Signal (4050 litres/h)
LAH LS TI Fuel Oil Purifier Sludge Tank
2.7.2 Fuel Oil and Diesel Oil Separat0r System Normally one HFO separator is in use, with the second being cleaned or ready Being of the self-cleaning type, the accumulated solids within the holding
to use. Each separator is equipped with a dedicated feed pump, duplex filter space are ejected at predetermined intervals depending on the quality of the
and steam heater; the separators are located in the separator room. A crossover oil. The cleaning cycle is achieved automatically; a number of control valves
Fuel Oil Separator valve allows No.2 and No.3 separator supply pumps to be used with either act to allow the oil to bypass the separator and to open the bowl for a set time.
Manufacturer: Westfalia Separator AG, Germany No.2 or No.3 separator as required. There is a water monitoring system (WMS), which controls the discharge of
No. of sets: 3 water and a sludge monitoring system (SMS), which controls the discharge of
Instrument air is supplied to the separators to control the supply of oil to the sludge.
Model: OSD 35-0136-067
bowl and the automatic discharge facility; the supply comes from the control
Capacity: 4,050 litres/h air system via valve AC034V. Fresh water is supplied for sealing and flushing
purposes; the supply comes from the fresh water hydrophore system via valve Separator Control System
Fuel Oil Separator Feed Pump XM010V. (See Section 2.14.1)
The C7-623 control unit is used for the automatic ejection control and condition
Manufacturer: Rickmeier GmbH, Germany The HFO separators normally draw from the HFO and LSHFO settling tanks, monitoring of the fuel oil separator. Each fuel oil separator has its own control
but they may also take suction from the HFO and LSHFO service tanks. The unit
Type: Screw
No. of sets: 3 cleaned HFO or LSHFO is discharged to the HFO or LSHFO service tank.
The control unit has three modes of operation.
Model: R35/50 63 FL-db1-g
The HFO and LSHFO service tanks overflow to the associated settling tank. 1) Partial ejections
Capacity: 4,540 litres/h Normally the separator throughput is set to match the fuel consumption in
2) Total ejections
the main and generator engines, but if the separator throughput exceeds the
consumption the excess delivered to the service tank will overflow to the 3) Preselected partial ejections followed by total ejection
Heaters
settling tank when the service tank becomes full, provided that the separator
Manufacturer: Westfalia Separator AG, Germany has not been shut down. The monitoring and control system provides two basic monitoring systems.
No. of sets: 3 1) Water monitoring system (WMS)
Model: Shell and tube; steam heated The separator feed pump supplies oil to its associated separator via a heater.
The steam heaters maintain an oil temperature of 98ºC for HFO and from the 2) Sludge space monitoring system (SMS)
heater the HFO flows into the separator. After cleaning the oil is discharged to
Introduction the HFO service tank, or to the low sulphur HFO service tank if applicable. The Water Monitoring System
separator has an alarm which is usually set to activate if the HFO temperature
exceeds 108ºC or drops below 88ºC Water which is separated from the oil collects in the outer part of the bowl. The
WARNING separating disc in the bowl continuously directs a small flow from the outer
Care must be taken when operating the separator system. Hot oil and part of the bowl to the sensing liquid pump, which discharges this flow to a
steam are present and can result in serious injury if leakage occurs. Separator Operation conductivity sensor. If the conductivity sensor detects the presence of water it
There is a fire risk from the presence of hot oil and all precautions must means that a reasonable amount of water is present in the bowl. The control
be taken to prevent a fire and to deal with one should an outbreak occur. Liquid mixtures and solid/liquid mixtures can be separated by two methods, system then opens a solenoid operated valve to discharge the water through
The extinguishing system must be checked frequently. the gravity field of a settling tank or the centrifugal field of a separator bowl. the dirty water outlet; the separator is operating as a purifier. When the water
Both systems rely on the product components having different densities. Since has been discharged the valve is closed and the separator resumes operation as
CAUTION the centrifugal force of a separator is considerably more effective than the a clarifier.
gravity field of a settling tank the centrifugal force method is used. The heated
Centrifuges operate on an automatic sludging system, but failure of the
dirty oil enters the separator and the centrifugal force created by the rotating
system to effectively discharge sludge can cause overload and subsequent Sludge Monitoring System
bowl causes the liquid mixture to separate into its different constituents within
breakdown of the bowl arrangement which rotates at high speed. After Desludging of the bowl normally takes place at timed intervals, which are
the disc stack.
manual cleaning, care is needed to ensure that the bowl is assembled changed to suit the quality of the oil being treated. A sensor in the sludge
correctly, as incorrect assembly can result in disintegration at high monitoring system detects the build-up of sludge/water in the sludge space of
The solid particles suspended in the oil settle on the underside of the discs
rotational speed. All operating and maintenance precautions stipulated the bowl. If the amount of sludge becomes excessive, the system will activate
and slide down into the solids holding space at the periphery of the bowl. The
by the manufacturer in the maintenance manual must be observed. the automatic desludging procedure even though a timed desludging operation
smooth disc surfaces allow the solids to slide down and provide self-cleaning
of the discs. Each bowl assembly is fitted with a regulating ring, sometimes is not due. If there are more than two untimed desludging operations between
There are three centrifugal self-cleaning FO separators, two are dedicated to normal timed desludging operations an alarm is activated and this requires the
referred to as a gravity disc. The diameter of the gravity disc will determine the
HFO (No.2 and No.3) and the third to MDO (No.1). No.1 separator is normally intervention of an engineer.
position of the interface between the oil and the collected separated water and
set for MDO operation but it can be used for HFO if necessary by removal of
is set according to the density of the oil to be cleaned.
the crossover blanks.

Tank FP056V
P P P P P
Storage Storage
067V Tank Tank
Incinerator
Pipe FP058V
Transfer Pump FP
020V
FP021V
018V 017V 016V 066V 015V 014V 013V 065V 061V 062V 063V 064V
TE TE TI
FP006V FP FP
012V 011V
FP047V FP
044V
FP019V No.1
FP026V
046V 024V 045V 023V 022V
FP FP FP
FP035V 043V FP032V 042V FP029V 041V

040V 039V 038V
Key
Heavy Fuel Oil

No.3 No.2 No.1
The illuminated Liquid Crystal Display (LCD) provides information about the a) Ensure that the automatic HFO settling tank filling system Position Description Valve
operating parameters of the separator; all the relevant process data and alarm is operating as described in Section 2.7.1 of this machinery
Closed No.3 HFO separator feed pump suction valve FP017V
conditions are displayed. The components which are controlled or monitored operating manual.
from the LSHFO settling tank
by the control system include:
b) Check and record the level of oil in HFO settling tank and the Closed No.3 HFO separator feed pump suction valve FP018V
• Oil inlet/bypass valve (three-way circulation valve) from the HFO service tank
HFO service tank. This should be done daily.
• Flushing water Closed No.3 HFO separator feed pump suction valve FP016V
c) All valves in the separator system are to be initially closed. from the LSHFO settling tank
• Operating water
Open No.3 HFO separator supply pump discharge FP024V
• Circuit and water discharge valve d) Clean the separator feed pump strainers. valve
• Water sensor Closed HFO settling tank suction valve to No.1 FO FP061V
e) Set the valves, as indicated in the table below, to take suction separator feed pump
• Oil inlet temperature
from the HFO settling tank and discharge cleaned HFO to the Closed HFO service tank suction valve to No.1 FO FP062V
• Audible alarms HFO service tank. The operator must check that the valves are separator feed pump
correctly set before starting the separator.
Closed LSHFO settling tank suction valve to No.1 FO FP063V
Software assignment for each separator is carried out in the factory using
separator feed pump
a password function. Any alterations to the set parameters should only be Position Description Valve
carried out by a person authorised to make such changes. Changes in parameter Closed LSHFO service tank suction valve to No.1 FO FP064V
HFO/LSHFO Settling and Service Tank Valves separator feed pump
settings is not an operational requirement of the separators and is not normally
Open HFO settling tank quick-closing outlet valve to FP002V Separator and Separator Heater Valves
necessary once the system has been configured for the type of fuel oil being
separator system
treated. If any change in parameter settings is required this must only be carried No.2 FO Separator and Heater
out with the approval of the Chief Engineer and after consultation with the Open HFO settling tank recirculation inlet valve FP059V
Open No.2 HFO separator heater inlet valve FP007V
control system manual. Closed LSHFO settling tank quick-closing outlet valve FP004V
Open No.2 HFO separator heater outlet valve FP008V
to separator system
The desludging time interval is initially set so that the bowl will open and Set No.2 HFO separator flow control valve FP048V
Closed LSHFO settling tank recirculation inlet valve FP060V
discharge the sludge and water before the sludge space is filled. If the Operational No.2 HFO separator three-way valve FP045V
Closed HFO service tank quick-closing outlet valve to FP003V
desludging time interval is too short, there is excessive sludging and efficiency separator system Open No.2 HFO separator recirculation valve FP032V
of the system can suffer. Open No.2 HFO separator outlet valve to HFO service FP034V
Closed LSHFO service tank quick-closing outlet valve FP068V
to separator system tank
The fuel oil separators require compressed air and fresh water supplies for Closed No.2 HFO separator outlet valve to LSHFO FP033V
control and bowl operation/flushing. Supply systems for these are covered Closed Drain valves from all HFO/LSHFO settling and
service tanks at the quick-closing outlet valves service tank
in the relevant control air system and fresh water sections, 2.10.3 and 2.14.1
(blanks in closed position) No.3 FO Separator and Heater
respectively, of this machinery operating manual.
Separator Feed Pump Valves Open No.3 HFO separator heater inlet valve FP009V
Each separator discharges sludge from the separator to the FO separator sludge Open No.2 HFO separator feed pump suction valve FP065V Open No.3 HFO separator heater outlet valve FP010V
tank. from the HFO settling tank Set No.3 HFO separator flow control valve FP049V
Closed No.2 HFO separator feed pump suction valve FP014V Operational No.3 HFO separator three-way valve FP046V
from the LSHFO settling tank Open No.3 HFO separator recirculation valve FP035V
Procedure for Separating Heavy Fuel Oil in the Centrifugal
Closed No.2 HFO separator feed pump suction valve FP015V Open No.3 HFO separator outlet valve to HFO service FP037V
Separator System
from the HFO service tank tank
The procedure described is for one separator operation, with a single separator Closed No.2 HFO separator feed pump suction valve FP013V Closed No.3 HFO separator outlet valve to LSHFO FP036V
dealing with the HFO and the other unit being cleaned or awaiting operation. from the LSHFO settling tank service tank
The description assumes that HFO is being treated and that the LSHFO system Open No.2 HFO separator supply pump discharge FP023V
is shut off. The description is for No.2 and No.3 HFO separators set for HFO valve CAUTION
separation. It is assumed that the No.1 HFO separator is set for MDO separation Closed Separator discharge crossover valve FP019V Before operating a separator a second check must be made to ensure
and this operation is described later. Open No.3 HFO separator feed pump suction valve FP066V that the correct valves are open for the separator, heater and pump to
from the HFO settling tank be operated as well as the HFO tank system.

Tank FP056V
P P P P P
Storage Storage
067V Tank Tank
Incinerator
Pipe FP058V
Transfer Pump FP
020V
FP021V
018V 017V 016V 066V 015V 014V 013V 065V 061V 062V 063V 064V
TE TE TI
FP006V FP FP
012V 011V
FP047V FP
044V
FP019V No.1
FP026V
046V 024V 045V 023V 022V
FP FP FP
FP035V 043V FP032V 042V FP029V 041V

040V 039V 038V
Key
Heavy Fuel Oil

No.3 No.2 No.1
The separator heater is supplied with steam as the heating medium and the Note: The separator will operate automatically, sludging at timed intervals Separating Fuel Oil from the Fuel Oil Service Tank
condensate drain valve from the heater must always be open. The heater or when the control system detects high level of sludge in the bowl. Water
is controlled by the control system and the main separator control system will be discharged automatically from the bowl. Manual intervention is not The HFO separators may be used for cleaning oil from the HFO service tank
regulates the steam supply to give the correct temperature for the grade of oil. required but visual checks must be undertaken frequently to ensure that the and returning the cleaned oil to the HFO service tank. This is accomplished
This temperature will have been set at commissioning and will not require system is functioning correctly. by opening the quick-closing outlet valve from the HFO service tank, FP003V.
changing unless the grade of HFO is changed. The feed pump suction valve from the HFO service tank (FP015V for No.2
The HFO separator may be operated continuously as required but it must be shut separator or FP018V for No.3 separator) must be opened and the feed pump
The separator regulating inlet valve should be set for the desired flow rate and down periodically for cleaning and inspection according to the manufacturer’s suction valve from the HFO settling tank (FP065V for No.2 separator or
should not be adjusted during normal running conditions. recommendations. FP066V for No.2 separator) must be closed. The separator valves are open as
in the procedure above. The separator is operated as above and HFO will be
f) Ensure the separator brake is off and that the separator is free to The controller has been preprogrammed to perform the desired cycle for taken from the HFO service tank and returned to that tank after cleaning in the
rotate. Check the separator gearbox oil level. HFO separation. A change in the programmed settings may be required if the separator.
specification of the HFO is changed.
g) Turn the separator power supply switch to the ‘ON’ position and
check that there is power at the control box and that the control
panel is illuminated. Procedure to Stop the Separator
h) Ensure that the control unit is switched on and that it is fully a) Press the ‘PROCESS STOP’ soft pushbutton. Two total ejections
functional. The ‘LAMP TEST’ pushbutton, on the panel, must will be triggered and the separator will stop automatically. The
be pressed to test all illuminated indicators. HFO will be automatically recirculated through the three-way
valve back to HFO settling tank.
i) Start the separator feed/supply pump by pressing the ‘FEED
PUMP ON’ pushbutton at the separator local panel. The three- b) Regulate the steam to the heater and allow the oil to cool.
way valve will ensure the HFO bypasses the separator and
returns to HFO settling tank. c) The feed pump will need to be stopped if it is running in manual
mode.
j) Start the separator by pressing the ‘SEPARATOR ON’
pushbutton at the local panel. Ensure that the bowl runs up to d) Close the control air and operating water valves to the separator
speed smoothly before continuing. along with any other valves opened prior to start-up.
k) Using the manual valves on the solenoid valves ensure the e) Once the separator has come to a complete stop the brake can be
operating water opens and closes the bowl. applied and preparations made for cleaning if required.
l) Slowly open the steam supply for the separator heater; the drain CAUTION
valve is normally left open. It is essential that the manufacturer’s instructions regarding the stopping
and dismantling of the separator are followed exactly to avoid the risk of
m) Check that the automatic controller has taken control of the damage. Separator bowls rotate at very high speed and any imbalance
system and is maintaining the oil at the correct temperature. or loose connection can have serious consequences.
n) Once the HFO temperature is above the minimum setting,
start the programme by pressing the ‘PROCESS START’
soft pushbutton on the control panel. This will initiate a start
sequence including a sludge and discharge test and operate the
separator in automatic mode. Once the separator is running and
no signs of abnormal vibrations are evident, all temperatures
and pressures should be recorded. Check the levels of the fuel
tanks in use.
Illustration 2.7.2b Low Sulphur Fuel Oil Conditioning

Tank FP056V
P P P P P
Storage Storage
067V Tank Tank
Incinerator
Pipe FP058V
Transfer Pump FP
020V
FP021V
018V 017V 016V 066V 015V 014V 013V 065V 061V 062V 063V 064V
TE TE TI
FP006V FP FP
012V 011V
FP047V FP
044V
FP019V No.1
FP026V
046V 024V 045V 023V 022V
FP FP FP
FP035V 043V FP032V 042V FP029V 041V

040V 039V 038V
Key
Heavy Fuel Oil

No.3 No.2 No.1
Separating Low Sulphur Fuel Oil Position Description Valve
The HFO separators may be used for treating low sulphur fuel oil in exactly valve
the same way as described in the procedure above for cleaning HFO. LSHFO
is taken from the LSHFO settling tank and cleaned in the operating separator Closed HFO settling tank suction valve to No.1 FO FP061V
then discharged to the LSHFO service tank. separator feed pump
Closed HFO service tank suction valve to No.1 FO FP062V
The procedure is the same as above except for the setting of the valves. The separator feed pump
illustration above, 2.7.2b, shows the line-up using No.2 separator unit and feed Closed LSHFO settling tank suction valve to No.1 FO FP063V
pump. separator feed pump
Closed LSHFO service tank suction valve to No.1 FO FP064V
Position Description Valve separator feed pump
HFO/LSHFO Settling and Service Tank Valves Separator and Separator Heater Valves
Closed HFO settling tank quick-closing outlet valve to FP002V No.2 FO Separator and Heater
separator system Open No.2 HFO separator heater inlet valve FP007V
Closed HFO settling tank recirculation inlet valve FP059V Open No.2 HFO separator heater outlet valve FP008V
Open LSHFO settling tank quick-closing outlet valve FP004V Set No.2 HFO separator flow control valve FP048V
to separator system Operational No.2 HFO separator three-way valve FP045V
Open LSHFO settling tank recirculation inlet valve FP060V Open No.2 HFO separator recirculation valve FP032V
Closed HFO service tank quick-closing outlet valve to FP003V Closed No.2 HFO separator outlet valve to HFO service FP034V
separator system tank
Closed LSHFO service tank quick-closing outlet valve FP068V Open No.2 HFO separator outlet valve to LSHFO FP033V
to separator system service tank
Closed Drain valves from all HFO/LSHFO settling and No.3 FO Separator and Heater
service tanks at the quick-closing outlet valves
Open No.3 HFO separator heater inlet valve FP009V
(blanks in closed position)
Open No.3 HFO separator heater outlet valve FP010V
Separator Feed Pump Valves
Set No.3 HFO separator flow control valve FP049V
from the HFO settling tank Operational No.3 HFO separator three-way valve FP046V
Open No.2 HFO separator feed pump suction valve FP014V Open No.3 HFO separator recirculation valve FP035V
from the LSHFO settling tank Closed No.3 HFO separator outlet valve to HFO service FP037V
Closed No.2 HFO separator feed pump suction valve FP015V tank
from the HFO service tank open No.3 HFO separator outlet valve to LSHFO FP036V
Closed No.2 HFO separator feed pump suction valve FP013V service tank
valve
Closed Separator discharge crossover valve FP019V
from the HFO settling tank
Open No.3 HFO separator feed pump suction valve FP017V
from the HFO service tank
Illustration 2.7.2c Diesel Oil Conditioning

Tank FP056V
P P P P P
Storage Storage
067V Tank Tank
Incinerator
Pipe FP058V
Transfer Pump FP
020V
FP021V
018V 017V 016V 066V 015V 014V 013V 065V 061V 062V 063V 064V
TE TE TI
FP006V FP FP
012V 011V
FP047V FP
044V
FP019V No.1
FP026V
046V 024V 045V 023V 022V
FP FP FP
FP035V 043V FP032V 042V FP029V 041V

040V 039V 038V
Key
Heavy Fuel Oil

No.3 No.2 No.1
Diesel Oil Separator System Position Description Valve The separator regulating inlet valve should be set for the desired flow rate and
should not be adjusted during normal running conditions.
MDO Tank Valves
Diesel oil is cleaned in the same way as HFO but there is only one separator
dedicated to MDO (No.1 FO separator). This separator may be used for HFO Open No.1 MDO storage tank outlet line valve FT034V e) Ensure the separator brake is off and that the separator is free to
or MDO. When used for MDO the blanks in the lines to and from the HFO/ Open Quick-closing outlet valve from No.1 MDO FT006V rotate. Check the separator gearbox oil level.
LSHFO tanks must be in place and the valves to and from these tanks closed. storage tank
Open Line valve from No.1 MDO storage to No.1 FO FP021V f) Turn the separator power supply switch to the ‘ON’ position
MDO may be taken from the MDO service tank, cleaned and then returned separator pump suction and check that there is power at the control box and that the
to the MDO service tank. Alternatively, MDO may be taken from one of the Closed No.2 MDO storage tank outlet line valve FT035V control panel is illuminated.
MDO storage tanks, cleaned and then discharged to the MDO service tank. Closed Quick-closing outlet valve from No.2 MDO FT007V
storage tank g) Ensure that the control unit is switched on and that it is fully
Even though MDO is being cleaned, the oil is heated prior to entering the functional. The ‘LAMP TEST’ pushbutton, on the panel, must
Closed Line valve from No.2 MDO storage to No.1 FO FP020V
separator, as the increased temperature assists in the separation process if the be pressed to test all illuminated indicators.
separator pump suction
oil is initially cold. MDO in the storage tank can become too cold for effective
separation; the MDO storage tank is not fitted with heating coils. The normal No.1 FO Separator Pump Valves h) Start the separator feed/supply pump by pressing the ‘FEED
heating temperature for MDO is 60°C; the high temperature alarm is activated Open No.1 FO separator feed pump suction valve FP011V PUMP ON’ pushbutton at the separator local panel. The three-
at a temperature of 70°C and the low temperature alarm is activated at a from MDO tanks way valve will ensure the MDO bypasses the separator and
temperature of 50°C. Cleaned MDO is then discharged to the MDO service Closed No.1 FO separator feed pump suction valve FP012V returns to the MDO storage tank.
tank. from HFO/LSHFO system (blank must be
fitted) i) Start the separator by pressing the ‘SEPARATOR ON’
The separator, feed pump and heater have the same specification as the HFO Open No.1 FO separator feed pump discharge valve FP022V pushbutton at the local panel. Ensure that the bowl runs up to
separators and can therefore be used for separating HFO. There are valves speed smoothly before continuing.
No.1 FO Separator and Heater Valves
in the suction and discharge lines which need to be correctly set in order to
Open No.1 FO separator heater inlet valve FP005V j) Using the manual valves on the solenoid valves ensure the
allow for use as a HFO separator. The separator feed pump has suction valves
which allows for change between MDO and HFO suction; the line blank must Open No.1 separator heater outlet valve FP006V operating water opens and closes the bowl.
also be correctly set. On the separator discharge side the correct valves must Closed Recirculation valve to HFO settling tank FP034V
be open and the blank removed to allow cleaned HFO to be discharged to the Set No.1 FO separator flow control valve FP047V k) Slowly open the steam supply for the separator heater; the drain
HFO tanks.. Operational No.1 FO separator three-way valve FP044V valve is normally left open.
Open No.1 HFO separator recirculation valve to No.1 FP025V
l) Check that the automatic controller has taken control of the
Procedure for Operating the Diesel Oil Separator MDO storage tank
system and is maintaining the oil at the correct temperature.
Closed No.1 HFO separator recirculation valve to No.2 FP026V
The procedure described assumes that MDO is taken from No.1 MDO storage MDO storage tank m) Once the MDO temperature is above the minimum setting,
tank and discharged to the MDO service tank after cleaning. The separator Open No.1 FO separator outlet valve to MDO service FP028V start the programme by pressing ‘PROCESS START’ soft
heater is supplied with steam as the heating medium and the drain valve from tank pushbutton on the control panel. This will initiate a start
the heater must always be open. The heater is controlled by the separator’s Closed No.1 FO separator outlet valve to incinerator, FP029V sequence including a sludge and discharge test and operate the
control system and the control system regulates the steam supply to give the IGG and emergency generator systems separator in automatic mode. Once the separator is running and
correct temperature for the grade of oil. This temperature will have been set no signs of abnormal vibrations are evident, all temperatures
Closed No.1 FO separator outlet valve to LSHFO FP030V
at commissioning and will not require changing unless the grade of MDO is and pressures should be recorded. Check the levels of the fuel
service tank (blank fitted)
changed. tanks in use.
Closed No.1 FO separator outlet valve to HFO service FP031V
a) Check and record the level of oil in the MDO storage and tank (blank fitted)
Note: The separator will operate automatically, sludging at timed intervals
service tanks.
or when the control system detects high level of sludge in the bowl. Water
CAUTION
will be discharged automatically from the bowl. Manual intervention is not
b) All valves in the separator system are to be initially closed. Before operating a separator a second check must be made to ensure required but visual checks must be undertaken frequently to ensure that the
that the correct valves are open for the separator, heater and pump to system is functioning correctly.
c) Clean the separator feed pump strainers. be operated, as well as the MDO tank system.
The MDO separator is batch operated in order to replenish the MDO service
d) Set the valves, as in the table below, to take suction from No.1
tank as required.
MDO storage tank and discharge to the MDO service tank.
The controller has been preprogrammed to perform the desired cycle for Incinerator, Inert Gas Generator and Emergency Generator
MDO separation. A change in the programmed settings may be required if Marine Diesel Oil Tanks
the specification of the MDO is changed. The controller handbook must be
consulted for instructions on changing system parameters. Parameters must The incinerator, IGG plant and the emergency generator all have their own
only be changed by approved personnel and with the permission of the Chief MDO tanks. These tanks are filled using No.1 FO separator. The separator is
Engineer. operated in the same manner as the procedure for taking MDO from one of
the MDO storage tanks and discharging the cleaned MDO to the MDO service
Procedure to Stop the Separator tank, except for the valve setting.
a) Press the ‘PROCESS STOP’ pushbutton. Two total ejections The separator discharge valve to the incinerator, IGG unit and emergency
will be triggered and the separator will stop automatically. The generator MDO tanks (FP029V) is open and the separator discharge valve to
MDO will be automatically recirculated through the three-way the MDO service tank (FP028V) is closed.
valve back to the MDO storage tank.
The filling valve on the desired MDO tank is open.
b) Regulate the steam to the heater and allow the oil to cool.
Tank Valve
c) The feed pump will need to be stopped if it is running in manual Incinerator MDO tank FP058V
mode. Emergency generator MDO tank FP057V
IGG unit MDO tank FP056V
d) Close the control air and operating water valves to the separator
along with any other valves opened prior to start-up.
No.1 FO separator is operated and the individual MDO tanks are replenished
as required. If overfilled these tanks overflow back to No.1 diesel oil storage
e) Once the separator has come to a complete stop the brake can be
tank. (See illustration 2.7.1a)
applied and preparations made for cleaning if required.
After all MDO tanks have been replenished, No.1 FO separator is shut down
Note: It is essential that the separator manufacturer’s instructions regarding as described above.
the stopping and dismantling of the separator are followed exactly to avoid
the risk of damage. Separator bowls rotate at very high speed and any
imbalance or loose connection can have serious consequences.
Separating Marine Diesel Oil from the Marine Diesel Oil

Service Tank
It is possible to clean the MDO already in the MDO service tank using No.1 FO
separator. The procedure is exactly the same as that above for cleaning MDO in
the MDO storage tank and transferring the cleaned MDO to the MDO service
tank, except for the setting of valves.
The line outlet valves from the MDO storage tanks to the feed pump suction
must be closed (FP021V for No.1 MDO storage tank and FP020V for No.2
MDO storage tank). The quick-closing outlet valve from the MDO service
tank (FP001V must be open. The remainder of the valves are set as in the table
above. There is no recirculation valve back to the MDO service tank and so one
of the MDO storage tank recirculation valves must be open (FP025V for No.1
MDO storage tank and FP026V for No.2 MDO storage tank).
MDO will be taken from the MDO service tank and returned to the MDO
service tank after cleaning in No.1 FO separator.
2.8 Lubricating Oil Systems
2 8.1 Main Engine Lubricating Oil System
2.8.2 Turbocharger Lubricating Oil System
2.8.3 Stern Tube Lubricating Oil System
2.8.4 Lubricating Oil Separator Systems
2.8.5 Lubricating Oil Filling and Transfer System
Illustrations
2.8.1a Main Engine Lubricating Oil Service System
2.8.2a Main Engine Turbochargers Lubricating Oil System
2.8.3a Stern Tube Lubricating Oil System
2.8.4a Lubricating Oil Filling, Transfer and Separator System
2.8.5a Lubricating Oil Filling and Transfer System

Illustration 2.8.1a Main Engine Lubricating Oil Service System PI PI Port Side Starboard Side
Upper Deck
036V 037V
Main Engine
Cylinder Oil Transfer Pump
Lubricating
Oil Filter 033V 027V 028V
038V To Lubricating
(50 micron) LP086V 014V 015V
PI PI Cylinder Oil Oil Transfer and
DPAH Measuring Tank TIAH
Separating System P P P
NFA Main Engine
LAL (1.3m3) P No.1 Cylinder Oil No.2 Cylinder Oil
LS Lubricating Oil
Storage Tank Storage Tank
Settling Tank
016V PS PT100 (102m3) (102m3)
(77m3)
034V
002V XA
001V
XS
Main Engine Turbocharger 035V
008V 007V TI TI
Lubricating Oil Unit
PDS
PI PI TI PI PS PS PS
PI PI
No.2 Crosshead No.1
Lubricating
Oil Pumps PI
3rd Deck (Starboard) Key
(70m3/h x 8 bar) Air
Vent Lubricating Oil
PI PI
Main Engine
Turbocharger Drain
012V 011V Lubricating All valves prefixed with LM
Oil Pumps unless stated otherwise
From
Scavenge Space Drains
Turbocharger Lubricating
Oil Tank To Lubricating
Oil Transfer and 019V 022V
Separating System
PIAL PIAH
PS PT PI
Main Engine
TIAH
Sludge Oil
XA PIAL
XS PS PI PT PT100
Trap
NFA TIAH
IDMO PT100
018V
017V QMN
013V
020V From Piston Rod
TI PI TT TT PI TI Gland Boxes
Main Engine
Lubricating Oil Pumps
006V 004V 021V
(400m3/h x 5.6 bar)
010V 009V To Lubricating Oil

TI PI TT TT PI TI PI PI Separator Feed Pump
No.2 No.1
005V 003V
Oily Bilge
No.2 Main Engine No.1 Main Engine Sludge Tank
Tank (Dirty)
Lubricating Oil Lubricating Oil Main Engine Lubricating Oil Sump Tank LAL
PT100 LI (27.7m3) (12.9m3)
Cooler Cooler (76.9m3)
2.8 Lubricating Oil Systems Main Bearing, Gear Drive and Piston Cooling Lubricating Oil between the rings and liner, to provide a seal between the rings and the liner
System and to reduce corrosive wear by neutralising the acidity of the products of
2.8.1 Main Engine Lubricating Oil System combustion. The alkalinity of the cylinder lubricating oil should match the
The main or crankcase lubrication system is supplied by one of two pumps, one sulphur content of the HFO supplied to the engine. If the engine is to be run
of which will be operating and the other on standby, set for automatic cut-in on low sulphur fuel oil for prolonged periods advice must be sought from the
Main Lubricating Oil Pump lubricating oil supplier and the engine builder as to the most suitable cylinder
should there be a lubricating oil pressure reduction or pump failure. The main
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan LO pumps take their suction from the main engine sump and discharge oil to oil to use.
No. of sets: 2 the engine via the main LO coolers and a filter unit. The plate type LO coolers
are cooled from the low temperature central cooling fresh water system. Oil The amount of cylinder oil supplied to each cylinder can be individually
Type: Deepwell
flow through the coolers is regulated by a three-way temperature controlled adjusted and is also load-dependent, the load-dependent quantity adjustment
Model: SAE250-2 being made by the engine remote control system. The oil is injected into the
valve which maintains a temperature of 45°C at the engine inlet.
Capacity: 400m3/h at 5.6 bar cylinders through non-return valves, the oil being supplied by an electrically-
Supply pressure in the main lubrication system is 5.6 bar, each pump has a rated driven lubricator pump unit. The pump plungers are all cam-driven by the same
capacity of 400m3/h. The main LO system supplies oil to the main bearings, electric motor and they draw oil from the pump unit lubricating oil box; this oil
Main Lubricating Oil Filter
the fuel pump and servo pump gear drive, vibration damper and pistons, where box is replenished from the cylinder oil measuring tank.
Manufacturer: Boll and Kirch Filterbau GmbH, Germany it acts as a coolant. The cooling effect of the oil at the vibration dampers is
No. of sets: 1 important. Piston cooling oil flows to the crosshead through an articulated lever The cylinder lubricating oil unit has four pump modules driven by the same
Type: Auto backflush with bypass filter pipe and then flows up a bore in the piston rod to cool the piston; the cooling electric motor. Each module has two sets of pump plungers, two vertical and
oil then flows back to the crosshead and into the engine sump via a discharge two horizontal. Each set of pump plungers supplies a cylinder, one plunger
Model: 6.61.1.7 , DIN-250 supplying the upper lubricating quills and the other plunger supplying the
pipe and flow indicator.
Capacity: 400m3/h at 50 micron absolute lower lubricating quills. Each set of quills is supplied through a progressive
Main bearing oil is also supplied to the control and servo oil pumps as feed oil, distributor, there being eight upper and eight lower lubricator quills. Each
this oil then acting to control the fuel injection and exhaust valve systems. Oil quill has an accumulator which regulates the flow of oil into the cylinder to
Crosshead Lubricating Oil Booster Pump a time when the cylinder pressure falls below the accumulator pressure. The
from the main bearing system acts as make-up oil for the hydraulic actuating
Manufacturer: KuWo, (Kupke and Wolf GmbH, Germany) system for the exhaust valves, the supply to the hydraulic pushrod being via a progressive distributor directs oil to each of the lubricator quill accumulators. In
No. of sets: 2 non-return valve. addition to lubricating the cylinders the lubricator units also provide lubricating
oil to the exhaust valve spindle.
Type: Screw
The crosshead LO pumps are supplied by a branch pipe from the main bearing/
Model: Kral KH 1101 The cylinder lubricator pumps may be adjusted for output, there being six
piston cooling system after the filter unit.
Capacity: 70m3/h at 8.0 bar adjustment positions of the adjustment disc; the adjustment disc is turned
after the fixing screw has been removed. The fixing screw must be replaced
Crosshead Bearing Oil System after adjustment. Initially pump modules are set to position No.5 with equal
Cylinder Lubricating Oil Transfer Pump amounts of oil going to upper and lower quills. During service the operator
Manufacturer: KuWo, (Kupke and Wolf GmbH, Germany) One of two crosshead pumps takes suction from the main pump discharge after may adjust the cylinder lubrication to suit operating conditions, but the engine
the main filter and supplies the crosshead bearings at the rate of 70m3/h and at builder’s information must be consulted before any adjustment is made.
No. of sets: 1
a boost pressure of 8.0 bar. The pumps cannot be started unless one of the main Increased lubrication is normally applied when running-in cylinders. Low rates
Type: Kral Screw lubricating oil pumps is running. The lubricating oil flows to the crosshead via of cylinder lubrication can reduce the cost of lubricating oil but can increase
Model: KH 1101.BCA.00063NR-148373 an articulated lever pipe from where it is distributed to lubricate the crosshead maintenance due to high rates of wear.
Capacity: XXm3/h at XX bar bearing and the bottom end bearing.
Disc Setting Position Oil Delivery per Level (ml/stroke)
The oil from both the main and crosshead systems drains from the crankcase
1 0.27
Introduction back to the LO sump.
2 0.36
The main engine has four separate lubricating oil systems: 3 0.47
Cylinder Lubrication System 4 0.63
• Main lubricating oil system
The load-dependent lubrication of the cylinders and exhaust valve spindles is 5 0.83
• Crosshead booster lubricating oil system
performed by a separate cylinder lubrication system. High alkaline lubricating 6 1.10
• Cylinder oil system oil is supplied to the main engine cylinders on a once through basis. Cylinder
• Turbocharger lubricating oil system (see Section 2.8.2) lubrication is required in order to lubricate the piston rings to reduce friction
Upper Deck
036V 037V
Main Engine
Lubricating
038V To Lubricating
(50 micron) LP086V 014V 015V
NFA Main Engine
LS Lubricating Oil
Settling Tank
016V PS PT100 (102m3) (102m3)
(77m3)
034V
002V XA
001V
XS
008V 007V TI TI
PDS
PI PI
No.2 Crosshead No.1
Lubricating
Oil Pumps PI
PI PI
Main Engine
Turbocharger Drain
From
Separating System
PIAL PIAH
PS PT PI
Main Engine
TIAH
Sludge Oil
XA PIAL
XS PS PI PT PT100
Trap
NFA TIAH
IDMO PT100
018V
017V QMN
013V
Main Engine
006V 004V 021V
(400m3/h x 5.6 bar)

No.2 No.1
005V 003V
Oily Bilge
Tank (Dirty)
PT100 LI (27.7m3) (12.9m3)
The speed of the lubricator unit drive motor is controlled electronically. Control c) Ensure all pressure gauge and instrumentation valves are open h) Check the outlet flows from the individual units. Check that
of the speed enables the amount of lubricating oil delivered to the cylinders to and that instruments are reading correctly. Ensure that the cooler temperatures are similar and that all pressure gauges are reading
be varied with time. As the cylinder lubrication system is under the control LO bypass temperature control valve is operating correctly. correctly.
of the WECS-9520 this means that the amount of cylinder oil delivered per
piston stroke can be varied depending upon engine load and other factors. It is d) Ensure that the steam heating is applied to the main LO sump i) When temperatures and pressures are stable the lubricating oil
possible to arrange the system to deliver lubricating oil before the engine starts tank if the temperature of the LO is low. The heating coil is crosshead pump may be started.
(prelubrication) and after the engine has been stopped (post lubrication). located around the LO circulating pump suction bellmouth
only. j) Select one main engine crosshead LO pump as the master (duty)
Note: Correct cylinder lubrication is essential to efficient engine operation, pump and the other as the standby pump.The pumps are selected
e) Set the valves as in the following table:
minimum lubricating oil costs and optimum maintenance costs. It is essential as duty pump or standby pump at the group starter panels on the
that the cylinder lubricators are correctly set and that the correct cylinder main switchboard in the engine control room. The pumps may
lubricating oil is used for the fuel being burned. No adjustment should be started and stopped manually be selecting LOCAL mode and
Open No.1 main lubricating oil pump discharge valve LM009V pressing the START or STOP pushbuttons as required.
be made to the engine cylinder lubrication system without the express
permission of the Chief Engineer. Open No.2 main lubricating oil pump discharge valve LM010V
Closed Drain valve back to sump LM020V k) Allow the pressure and temperature in the system to stabilise
The cylinder lubricator pump supply box is replenished by gravity with oil Operational Cooler bypass three-way valve LM017V and check the flows at all locations. The LO system is ready
from the cylinder oil measuring tank. The supply pipe is trace heated in order Open No.1 LO cooler inlet valve LM003V and the engine may be started provided that other systems are
to ensure the flow of the cylinder oil in all temperature conditions. The cylinder operating correctly.
Open No.1 LO cooler outlet valve LM004V
oil measuring tank is replenished from one of the two cylinder oil storage tanks
Open No.2 LO cooler inlet valve LM005V The main engine lubrication system is replenished from the main LO storage
using the cylinder oil transfer pump.
Open No.2 LO cooler outlet valve LM006V tank. LO in the main engine system is continuously cleaned in the main engine
Low alkalinity cylinder oil for use when burning low sulphur fuel may be Open Main LO filter inlet valve LM001V LO centrifugal separator system when the LO is being circulated. This ensures
stored in the main engine LO settling tank if required; this tank is connected Open Main LO filter outlet valve LM002V that the oil remains in a clean condition, free of water and solid impurities at
into the cylinder oil system by means of a removeable section of pipe and Set Main LO filter three-way inlet valve all times; see Section 2.8.5 of this machinery operating manual.
isolating valves. Set Main LO filter three-way outlet valve
Open No.1 crosshead lubricating oil pump inlet valve LM007V Cylinder Lubricating Oil System
Waste oil from the cylinders drains to the under piston scavenge space and any
liquid accumulating in the under piston space is drained to the sludge oil trap Open No.1 crosshead lubricating oil pump outlet valve LM011V
The cylinder lubricating system uses different oil from that employed for the
and then to the sludge tank. Oil from the piston rod diaphragm gland boxes Open No.2 crosshead lubricating oil pump inlet valve LM008V
main system and it is important that the oils are kept separate.
drains to the oily bilge tank (dirty). Open No.2 crosshead lubricating oil pump outlet valve LM012V
Closed Main LO system drain valve to sump LM021V The quantity of cylinder oil injected at the individual injection points is
Turbocharger Lubrication System controlled by the cylinder lubrication control system. There are two levels
Note: It is assumed that all engine lubricating valves are left open. of cylinder oil injection with eight injector quills at each level. Each quill
The main engine turbochargers have a separate lubrication system which is has an accumulator which maintains cylinder oil pressure at the quill. When
described in Section 2.8.2 of this machinery operating manual. f) Select one main LO pump as the master (duty) pump and the the cylinder pressure falls to a predetermined value the cylinder oil pressure
other as the standby pump. The pumps are selected as duty overcomes the gas pressure in the cylinder and the quill valve opens releasing
pump or standby pump at the group starter panels on the main oil into the cylinder. Each set of quills, upper and lower, has its own pump and
Procedure for Operating the Main Engine Lubricating Oil switchboard in the engine control room. The pumps may be the cylinder oil is directed to the quills by a progressive distributor. The pumps
System started and stopped manually be selecting LOCAL mode and can be adjusted in order to change the amount of oil directed to the quills.
pressing the START or STOP pushbuttons as required. Adjustments to the pump must only be made by authorised personnel.
It is assumed that the engine is stopped but is being prepared for starting.
Note: The main LO pumps have large motors and are fitted for auto The cylinder lubrication system can be considered as two separate parts, that
a) Check the level of oil in the main engine sump and replenish transformer starting; this allows for two consecutive starts of the pump, part for supplying cylinder LO to the cylinder oil measuring tank, and that part
from the LO storage tank if necessary. thereafter the auto transformer must be allowed to cool down for 30 minutes dealing with the lubricator injection pumps and cylinder lubricators. Cylinder
before another start is attempted. oil falls by means of gravity from the cylinder oil measuring tank to the
b) Ensure that the low temperature central cooling system is cylinder lubricator pump station. The cylinder oil storage tanks are filled from
operating and that fresh water is circulating through the main g) Keep the LO system circulating and allow the temperature of the the deck filling connections located on the upper deck, port and starboard, at
LO coolers (see Section 2.5.2). system to gradually increase to normal operating temperature. the accommodation block.
Upper Deck
036V 037V
Main Engine
Lubricating
038V To Lubricating
(50 micron) LP086V 014V 015V
NFA Main Engine
LS Lubricating Oil
Settling Tank
016V PS PT100 (102m3) (102m3)
(77m3)
034V
002V XA
001V
XS
008V 007V TI TI
PDS
PI PI
No.2 Crosshead No.1
Lubricating
Oil Pumps PI
PI PI
Main Engine
Turbocharger Drain
From
Separating System
PIAL PIAH
PS PT PI
Main Engine
TIAH
Sludge Oil
XA PIAL
XS PS PI PT PT100
Trap
NFA TIAH
IDMO PT100
018V
017V QMN
013V
Main Engine
006V 004V 021V
(400m3/h x 5.6 bar)

No.2 No.1
005V 003V
Oily Bilge
Tank (Dirty)
PT100 LI (27.7m3) (12.9m3)
Procedure for Filling the Cylinder Lubricating Oil Measuring Note: The cylinder oil storage tanks and the cylinder oil measuring tank are controlled at the pump. Each pump plunger element has six different output
Tank fitted with water drain valves. These valves must be operated periodically in capacities, the output from the pump being adjusted by means of a disc at the
order to drain any water from the tanks after a period of settling. The valves pump element. The adjustment disc is turned after the fixing screw has been
The description assumes that oil is being taken from the No.1 cylinder oil drain to the oily bilge tank (dirty). removed and the fixing screw must be replaced after adjustment. Initially pump
storage tank and that the electrically-driven cylinder oil transfer pump is in modules are set to position No.5 with equal amounts of oil going to upper and
use. The electrically-driven cylinder oil transfer pump has an automatic stop lower quills. During service the operator may adjust the cylinder lubrication
facility which is controlled by a level switch in the cylinder oil measuring tank. Cylinder Lubrication System to suit operating conditions. The amount and relative distribution of cylinder
The operator will normally start the cylinder oil transfer pump and the pump oil between upper and lower quills may be changed, but care must be taken to
will stop automatically when the high level switch in the daily service tank is Cylinder lubricating oil is supplied to the cylinder liners at points around the ensure that the cylinders are lubricated correctly, as under-lubrication can result
activated. The operator may also manually stop the pump if required. START circumference, there being upper row lubricator quills and lower row lubricator in high maintenance costs and over-lubrication will result in high lubricating
and STOP pushbuttons are located at the control panel next to the cylinder oil quills. Lubricating oil from the cylinder lubricator pump module is distributed oil costs.
transfer pump. to both rows of quills; there is a separate pump plunger for each row of quills.
The cylinder lubricator unit also acts to lubricate the exhaust valve spindle for A manual lubrication pushbutton is fitted to the pump unit and this allows
a) Check that there is cylinder lubricating oil in the storage tank to the associated cylinder. for manual operation during maintenance or when the control system is shut
be used; in this case tank No.1 cylinder oil storage tank. off. Cylinder lubrication is normally automatically controlled via the engine
The quills are fitted with accumulators which maintain oil pressure and control control system. Lubrication of the cylinders is load-dependent and the WECS-
b) Check the amount of oil in the cylinder oil measuring tank and the injection of lubricating oil into the cylinder. Should the accumulator fail due 9520 will adjust the signal to the lubricator pump drive motor to increase or
determine the amount of oil to be transferred to that tank. to breaking of the piston spring or damage to the diaphragm, the oil delivery reduce speed in order to supply the correct cylinder lubrication. The system
will no longer be controlled by the pressure within the associated engine also allows for prelubrication of the cylinders before the engine is started and
c) Check that the cylinder oil transfer pump automatic stop is cylinder but is controlled by the delivery stroke of the lubricator pump. post-lubrication after the engine has stopped.
functioning correctly.
A single electric motor drives all cylinder lubrication pump modules, there Emergency cylinder lubrication is available and this is started automatically
d) Set the valves as in the following table: being two pump plunger elements for each cylinder, one for the upper row of when normal cylinder lubrication control fails provided that emergency
quills and one for the lower row of quills. Oil is supplied by the pump plunger lubrication has been selected in the WECS. Under emergency lubrication, load
element to a progressive distributor block for that cylinder quill level and the control of the cylinder lubrication is no longer available and the feed rate is set
distributor block supplies the oil to the associated lubricator quills. The oil to 100% of the normal lubrication output.
Open No.1 cylinder oil storage tank quick-closing outlet LM014V supply from pump/distributor recharges the lubricator quill’s accumulator. The
valve lubricator quill releases a quantity of oil into the cylinder depending upon the The emergency cylinder lubrication should be switched on for a short period
Closed No.2 cylinder oil storage tank quick-closing outlet LM015V cylinder pressure. When the pressure at the quill injection point falls below the at least once each month in order to check that it is operational. This is carried
valve accumulator pressure oil flows into the cylinder through the quill. When the out by pressing the LUBRICATION TEST pushbutton at the Main Engine
Closed Insert piece line valve from LO settling tank LM035V cylinder pressure rises above the accumulator pressure the non-return valve in Cylinder Lubrication Box CLU-3.
Closed Insert piece line valve from LO settling tank LM034V the quill closes and stops the flow of oil to the cylinder. For each cylinder a
Closed LO settling tank quick closing outlet valve LP086V piston distributor, with two outlets, is fitted after the lower level distribution WARNING
block and this allows part of the oil for one quill to be directed to lubricate the When the cylinder LO pump is running in manual/emergency mode it
Open Cylinder oil transfer pump suction valve LM037V
exhaust valve spindle. must be stopped as soon as the main engine is stopped in order to stop
Open Cylinder oil transfer pump discharge valve LM036V
the supply of cylinder oil to the cylinder. Failure to do so could result in
Closed Cylinder oil transfer pump bypass valve LM038V Cylinder lubricating oil differs from the oil used for crankcase lubrication as an explosion.
Open Quick-closing outlet valve from cylinder oil measuring LM016V it needs to neutralise the acid products of combustion, maintain an oil film at
tank to cylinder oil pump unit conditions of high temperature and pressure, and keep the liner surface clean
at all times. It is essential that the correct cylinder lubricating oil is used for
e) Start the cylinder oil transfer pump and transfer the desired the fuel being burned. If the sulphur content of the fuel being burned falls
quantity of oil to the cylinder oil measuring tank. The pump below 1.5% the engine builder and cylinder oil supplier should be consulted
has an automatic stop when the level in the tank reaches the for advice on the use of the cylinder oil on board which is normally formulated
set point. The operating engineer should monitor the pump and to deal with sulphur content between 1.5% and 3.0%. .
daily service tank to ensure that the pump stops
Lubricator pumps must be checked to ensure that they are operating correctly.
Note: A cylinder oil transfer pump bypass valve is fitted and this enables The cylinder lubricator pump unit is located at the aft end of the engine near
LO to be transferred from the cylinder oil storage tanks to the cylinder oil the aft turbocharger, at the top platform level. Normal cylinder lubrication
measuring tank by gravity should the cylinder oil transfer pump fail. is load-dependent and this is controlled by the engine control system. The
amount of cylinder lubricating oil going to each cylinder can be individually
Upper Deck
036V 037V
Main Engine
Lubricating
038V To Lubricating
(50 micron) LP086V 014V 015V
NFA Main Engine
LS Lubricating Oil
Settling Tank
016V PS PT100 (102m3) (102m3)
(77m3)
034V
002V XA
001V
XS
008V 007V TI TI
PDS
PI PI
No.2 Crosshead No.1
Lubricating
Oil Pumps PI
PI PI
Main Engine
Turbocharger Drain
From
Separating System
PIAL PIAH
PS PT PI
Main Engine
TIAH
Sludge Oil
XA PIAL
XS PS PI PT PT100
Trap
NFA TIAH
IDMO PT100
018V
017V QMN
013V
Main Engine
006V 004V 021V
(400m3/h x 5.6 bar)

No.2 No.1
005V 003V
Oily Bilge
Tank (Dirty)
PT100 LI (27.7m3) (12.9m3)
Piston Rod Gland Box and Scavenge Space Drain System
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 gland/stuffing box has two sets of segmented rings which are in
contact with the piston rod; the upper set of sealing rings prevent oily deposits
in the scavenge space from entering the crankcase and the lower set of scraper
rings scrape crankcase oil from the piston rod. At the middle of the stuffing box
there is a ‘dead space’ which should normally be dry if the rings are working
effectively. Any oil or scavenge air box material which enters this space is
drained directly to the oily bilge drain tank.
The scavenge air box is drained to the sludge oil trap via an orifice in the drain
line; this orifice may be bypassed by opening drain valve LM019V should the
drain flow be excessive. The sludge oil trap allows sludge and oil to separate
out and the solids fall to the bottom of the trap with the oil floating above. An
outlet at the upper part of the trap allows the separated oil to flow to the sludge
tank via an outlet orifice. The sludge oil trap drain valve LM018V is normally
kept closed but is opened in order to drain sludge solids from the trap to the
sludge tank. The drain trap vent valve LM022V should normally be kept open
but must be closed if smoke and sparks issue due to a scavenge space fire.
General Lubrication Systems
There are two daily LO tanks for general lubrication purposes around the
engine room.
One tank is replenished from the main engine LO storage tank by means of
tank inlet valve LP023V and main engine LO storage tank quick-closing outlet
valve LP001V.
The other tank is replenished from the generator LO storage tank by means of
tank inlet valve LP024V and generator LO storage tank quick-closing outlet
valve LP003V.
Illustration 2.8.2a Main Engine Turbochargers Lubricating Oil System
Vent to Funnel Top
65 65 80 80
No.2 No.1
Turbocharger Turbocharger
TI TI
PS PS
PT PT
80
TI TI
PI
TT TT
150 150
DP
Main Engine
PI
80
80
Cooling Water TI TI
Inlet and Outlet
TI TI
PI
Set at
4.1 bar
80
150
Key
Lubricating Oil LO Tank

LT Cooling Water TS TS
To LO Transfer Pump
Drain / Vent
2.8.2 Turbocharger Lubricating Oil System valve, fitted at the cooler, regulates the oil flow through the cooler and hence
the temperature of the LO flowing to the turbochargers.
Turbocharger Lubricating Oil Pump
Manufacturer: Taiko Kikai Industries Co. Ltd., Japan Procedure for Operating the Turbocharger Lubricating Oil
No. of sets: 2 System
Type: Screw
a) Ensure that the turbocharger LO tank is filled to the correct level
Model: NGH-30 and replenish if necessary.
Capacity: 30m3/h at 4 bar
b) Ensure that valves to all instruments are open and that the
instruments are reading correctly.
Turbocharger Lubricating Oil Cooler
Manufacturer: Hisaka Works Ltd., Osaka, Japan c) Check that the low temperature central cooling system is
operating and that cooling water is circulating through the
No. of sets: 1
turbocharger LO cooler.
Model: 4x-315B_nhpm_63
d) Set the valves as in the following table:
Introduction
The two turbochargers have their own bearing lubrication system which is Operational Discharge pressure regulating valve
totally independent of the main lubrication system for the engine. Oil drains Closed Pressure regulating valve bypass valve
from the turbocharger bearings to a main engine turbocharger LO tank and Operational Cooler three-way bypass valve
it is from this tank that the pumps take suction. There are two pumps, one is Open Cooler inlet valve
normally sufficient for duty for both turbochargers. One pump is set as the
Open Cooler outlet valve
duty pump and the other as the standby pump which will start automatically
should the duty pump fail to maintain pressure in the outlet pipe. The pumps Set Turbocharger LO filter inlet and outlet valves
are selected as duty pump or standby pump at the group starter panels on the Operational Supply line to turbochargers pressure regulating
main switchboard in the engine control room The pumps may be started and valve
stopped manually be selecting LOCAL mode and pressing the START or Set Turbocharger three-way LO inlet/bypass valve (set
STOP pushbuttons as required. for turbocharger inlet)
The turbocharger LO pumps discharge through a cooler and then a duplex filter e) Check that the duplex filter is clean.
to a line which supplies both turbochargers. The common outlet line from the
turbocharger LO pumps is fitted with a pressure relief valve and this relief f) Select the turbocharger LO pumps for REMOTE mode and
valve discharges back to the turbocharger LO tank. The turbocharger LO cooler select one as the master pump and the other as the standby
is circulated with fresh water from the low temperature central cooling system pump. Start the master pump and check that oil is flowing
(see Section 2.5.2 of this machinery operating manual). to both turbochargers and returning from the turbocharger
bearings.
From the duplex filter outlet the turbocharger LO flows to the inlet manifold
supplying both turbochargers. Under normal circumstances a LO supply is g) The turbocharger LO system is now operational and the
always maintained to the turbochargers in order to ensure that they are always turbochargers may be operated.
available for service and to prevent damage. A LO supply must be maintained
when the engine is stopped as natural draught through the turbocharger will Note: The turbocharger LO must be tested frequently in order to determine
cause the rotor to turn and hence the bearings must be lubricated. whether or not it is fit for further service. Samples should be taken from the
circulating oil and not directly from the tank.
The LO temperature at supply to the turbocharger is 50°C and at outlet from
the turbocharger bearings in the range 70°C to 100°C. The three-way bypass
Illustration 2.8.3a Stern Tube Lubricating Oil System
PS PI
P FM NC
Stern Tube 019V

Control Air Supply Lubricating
Oil Gravity
014V NC Tank
P FM 50 litres
020V
Air Control Unit
NC
Flushing Line
FM from Domestic
FW System
PI PI
003V DPAH
NC
FS
PI CP
PI TI
Forward LAL Stern Tube

Duplex Filter 017V 021V LAHL
Seal Oil No.1 Lubricating LS
005V 023V Oil180L
Tank
Tank 15 ltr
NC PI TI PI CP Unit
002V
180 litres NC
#0 #1 #2 #3 #4 #5 007V FM
024V 018V 022V 001V
No.2
006V Stern Tube
Lubricating Oil
1 metre above
Pumps
025V shaft centre line
3.0m3/h x 2.5 bar
026V
004V 008V
012V 013V
From Main Engine

Drain Collection Unit
Lubricating Oil
Storage Tank
036V 016V
To Lubricating Oil
Stern Tube
Separator Feed Pump Lubricating Oil
To Lubricating Oil Sump Tank
(1m3)
Transfer Pump LP093V
Key
Lubricating Oil NC NC NC NC
009V 015V 010V 011V
Compressed Air
All valves prefixed with LS unless stated otherwise
2.8.3 Stern Tube Lubricating Oil System Aft Seal The chamber formed by No.1 and No.2 sealing rings drains to a drain collection
unit, therefore any sea water or oil which enters this chamber is drained away.
The aft seal consists of three parts:
The drain trap should be monitored so that any leakage may be readily detected.
Stern Tube Seals • Four rubber lip sealing rings and spring-loaded P-seal in a Sea water and LO are completely separated by the action of this chamber as the
Manufacturer: Japan Marine Technologies Ltd., Japan housing air pressure is higher than the sea water and LO pressures.
Type: Lip seals • The metal housing which carries the lip sealing rings
The spaces between No.2 and No.3 seal is subjected to oil pressure, the oil
Model: Airguard 4AS-B • A chrome steel liner which rotates with the propeller shaft being supplied by the stern tube LO pump unit via a flowmeter. The pressure
differential between the oil pressurised and air pressurised chambers of the seal
The P-seal is held in contact with the liner on the propeller shaft by means of remains the same no matter what the draft of the vessel.
Stern Tube Lubricating Oil Pump Unit a circumferential spring and this sealing ring provides the initial seal against
Manufacturer: Taiko Kikai Industries Co. Ltd., Japan the sea water. Stern tube bearing lubricating oil is supplied by one of the pumps of the stern
tube LO pump unit. One of these pumps will be running and the other selected
No of pumps: 2
The main lip seal rings are No.0 (the aftermost) No.1, No.2 and No.3 (the for automatic standby. The pumps normally take suction from the pressurised
Type: Gear LO tank unit. This tank unit is maintained under pressure by air from the air
foremost). Seal rings No.0 and No.1 face aft whilst seal rings No.2 and No.3
Model: NHG-3 face forward. control unit. Oil returning from the stern tube bearing flows back to the LO
Capacity: 3.0m3/h at 2.5 bar tank unit. The pressure in the LO tank unit provides the same effect as a gravity
There are three pipes to the aft stern tube seal. One pipe supplies air to the standpipe fitted in the LO system.
chamber between No.1 and No.2 seal rings and another provides a drain for
The LO tank unit level is maintained by taking LO from the stern tube LO
Introduction this chamber; the drain goes to a drain collection unit. The third pipe supplies
sump tank. The operating stern tube LO pump takes suction from the stern tube
LO to the chamber formed between No.2 and No.3 seal rings, this LO being
LO sump tank, when the valves are set for that suction, and pumps oil into the
The stern tube provides a bearing support for the propeller shaft and is oil supplied by the operating stern tube LO pump via a flow meter. The operating
stern tube system. Oil returning from the bearing unit flows into the stern tube
lubricated. The stern tube is sealed at both ends using lip type seals; the shaft stern tube LO pump also supplies oil to the stern tube bearing; oil is taken from
LO tank unit and when the correct level is obtained the pump suction valves are
is supported by two bearings, which are located between the forward and aft and returned to the pressurised stern tube LO tank unit, located 1.0m above the
changed over so that suction is again taken from the stern tube LO tank unit.
seals. The stern tube bearing lubricating system is linked with the aft seal propeller shaft centre line.
lubricating oil supply system. A separate lubricating oil system supplies the Under normal operating circumstances the operating stern tube LO pump
forward shaft seal. Both bearing LO systems use the same lubricating oil. The aft main seal is an Airguard 4AS-B and compressed air is the means by supplies LO to the stern tube bearing and to the aft stern tube seal; the air
which sealing is achieved. Air pressure acts in the space formed by No.0 and control unit supplies air to the aft stern tube seal and to the stern tube LO unit
Fresh water in the tank through which the stern tube passes provides for stern No.1 sealing rings and the space formed by No.1 and No.2 sealing rings. This in order to pressurise that unit.
tube cooling. air pressure is supplied from the air control unit. The air pressure does not need
to be set manually as it is controlled by the air control unit. The air control unit Should the air supply fail or there is a disruption in the air supply from the
Seals are provided at the outer and inner ends of the stern tube. At the aft end is supplied with compressed air from the control air system. air control unit to the lubricating oil tank, the system can be converted into a
the seals prevent the entry of sea water into the stern tube and prevents oil gravity system using the reserve gravity tank. With no air supply available the
leaking out to sea. At the forward end of the stern tube the seals prevent oil The air control unit has two flow regulators, either of which can be used, and stern tube gravity tank is put into operation with the inlet and outlet valves
leaking into the machinery space. these are adjusted to provide an air flow rate of approximately 30 litres/minute being opened. The return LO valve to the stern tube LO tank (LS002V) is
to the stern tube seal. The constant flow seal air is directed to the void space closed and so return oil flows to the gravity tank. The stern tube LO tank unit
between seals No.1 and No.2, a small amount of air then bubbles out past No.1 air supply valve from the air control unit is closed and the vent valve is opened
Forward Seal
seal into the chamber formed by No.0 and No.1 seal, and maintains a pressure to release air pressure; the vent valve is closed when air pressure has been
The forward seal has two sealing rings (No.4 and No.5 of the stern tube system) in that chamber which is greater than the sea water pressure. The air pressure released. The inlet valve to the stern tube LO tank unit from the gravity tank is
and both of these seals face aft. The aftermost sealing ring of this pair (No.4) in the chamber formed by No.0 and No.1 seal corresponds to the external sea opened and this enables oil to circulate from the gravity tank to the stern tube
seals the lubricating oil in the stern tube bearing. water pressure plus 0.10 to 0.15 bar. LO tank unit from which the stern tube LO pumps take suction.
Oil pressure for the seal is supplied by the forward seal lubricating oil tank. The air line pressure, and hence the pressure in the space formed by No.1 The aft seal chambers between sealing rings No.0 and No.1 and between
This 15 litre LO tank is located above the propeller shaft near the stern tube and No.2 seals, corresponds to the pressure in the chamber formed by No.1 sealing rings No.1 and No.2, should be flushed through with fresh water at
forward seal. The height of the tank provides a pressure head for the seal and and No.2 seals plus 0.10 to 0.15 bar. Any change in draught of the ship is about 1 to 2 month intervals. Flushing should be carried out when the vessel
rotation of the propeller shaft provides for circulation of the LO. The LO automatically compensated for as the flow rate of the air is set at a constant is in ballast condition when the shaft is not turning. The drain valve from the
supply and return connections are to the space between the two sealing rings. value. Additionally, the pressure directed to the top of the stern tube LO tank is No.1/No.2 seal ring chamber (LS013V) to the drain unit should be closed when
adjusted automatically in order to maintain the correct pressure in the chamber flushing through. Flushing water is supplied at the connection to the air control
formed by No.2 and No.3 sealing rings; this pressure is the pressure in the unit. After flushing the water must be shut off, the air supply restored and the
chamber formed by No.1 and No.2 sealing rings plus 0.3 to 0.5 bar. drain collection tank line restored.
PS PI
P FM NC
Stern Tube 019V

Oil Gravity
014V NC Tank
P FM 50 litres
020V
Air Control Unit
NC
Flushing Line
FM from Domestic
FW System
PI PI
003V DPAH
NC
FS
PI CP
PI TI

005V 023V Oil180L
Tank
Tank 15 ltr
NC PI TI PI CP Unit
002V
180 litres NC
#0 #1 #2 #3 #4 #5 007V FM
024V 018V 022V 001V
No.2
006V Stern Tube
Lubricating Oil
1 metre above
Pumps
3.0m3/h x 2.5 bar
026V
004V 008V
012V 013V
From Main Engine

Lubricating Oil
Storage Tank
036V 016V
To Lubricating Oil
Stern Tube
(1m3)
Key
009V 015V 010V 011V
Compressed Air
Procedure for the Operation of the Forward Stern Tube Seal are not numbered on the drawing. Air is normally supplied to g) Select one stern tube LO pump as the duty pump and the other
Oil System the unit via the filter. pump as the standby pump. Start the duty stern tube LO pump.
a) Close the forward stern tube seal system drain valve LS010V Position Description Valve h) Check the system is operating by checking the pressures and
and ensure that the drain line blank is secure in place. Open Air control unit valve to lubricating oil tank unit check that oil is flowing to the stern tube aft seal by observing
flow meter. Oil will flow back to the LO tank unit.
Open Air inlet valve to lubricating oil tank unit
b) Fill the forward stern tube seal LO tank with the correct grade
Closed Lubricating oil tank unit vent valve i) The stern tube bearing and aft seal LO systems are now
of lubricating oil to the upper marker level.
Closed Lubricating oil tank unit drain valve operating.
c) The forward stern tube seal LO system is now operational. Closed Lubricating oil tank unit inlet valve from gravity
tank A small amount of sea water and oil will be drained from the space between
Open Lubricating oil tank unit inlet valve LS002V No.1 and No.2 seals. In the event of damage to aft seals faces the leakage of
Procedure for Operating the Stern Tube Bearing and Aft Seal sea water and/or LO will be large and this will be readily detected in the drain
Open Lubricating oil tank unit outlet valve to stern tube LS001V
Lubricating Oil System lubricating oil pumps
collection unit. The drain collection unit must be checked every 8 hours in
order to ensure that leakage is detected at an early stage.
Closed Stern tube LO sump tank outlet valve to stern LS016V
The description below is for the aft seal unit acting under normal conditions
tube lubricating oil pumps
with air supplied by the air control unit. One stern tube bearing LO pump
will be operating with LO supplied to the pump from the pressurised LO tank Closed Gravity tank inlet valve LS020V Stern Tube Lubrication and Seal Checks During Engine
unit. Closed Gravity tank outlet valve LS019V Operation
Open No.1 stern tube LO pump suction valve LS021V • Check the pressure gauge readings daily
The air control unit has a low pressure alarm, set at 0.1 bar, and the stern tube Open No.1 stern tube LO pump discharge valve LS017V • Check the stern tube LO temperature daily
LO tank unit has high and low level alarms.
Open No.2 stern tube LO pump suction valve LS022V
• Check the forward seal LO temperature or casing temperature
a) Ensure that all instrumentation valves are open and that Open No.2 stern tube LO pump discharge valve LS018V daily
instruments are reading correctly. Open Stern tube LO cooler inlet valve LS024V
• Check for any discolouration of the LO and for the presence of
Open Stern tube LO cooler outlet valve LS023V
water daily
b) Ensure that there is sufficient oil in the stern tube LO sump tank Closed Stern tube LO cooler bypass valve LS025V
and the LO tank unit; replenish the tanks if necessary. The stern • Check the operation of LO filters and clean as required, or at
Closed Stern tube LO recirculation valve to pump suction LS026V
tube LO tank unit would be initially filled with oil before being least every month
Set Stern tube LO duplex filter inlet and outlet three-
pressurised by the air control unit. The stern tube LO sump tank • Check that the air control unit is functioning correctly
way valves
is filled by gravity from the main engine LO storage tank.
Closed Stern tube bearing LO drain valve LS012V
Closed Stern tube bearing LO drain valve LS004V Note: The oil in the stern tube system must be sampled and analysed at
c) Ensure that a control air supply is available at the air control
intervals suggested by the oil supplier.
unit and that the air control unit is operational. Air is supplied Closed Stern tube bearing LO drain valve LS009V
from the control air system, which must be operational, and the Closed Stern tube bearing LO sampling valve LS036V
air inlet valve to the control air unit LS014V must be open. The Note: When the vessel is in dry dock the oil supply to the bearings and seals
Closed Line vent valve LS003V must be switched off and the stern tube drained. When the dry dock is being
flow controller should be adjusted so that the air flow is about
Open Stern tube aft seal LO supply flow meter inlet LS005V flooded the stern tube LO system must be restored.
35 nominal litres/min.
valve
d) Ensure that the air control unit valves are correctly set so that the Open Stern tube aft seal LO supply flow meter outlet LS006V
correct air flow rate is produced by one of the flow controllers. valve
The flushing valve on the air control unit must be closed. Closed Stern tube aft seal LO supply flow meter bypass LS007V
valve
e) Ensure that the LT central cooling water system is operating and Closed Stern tube aft seal LO supply line drain valve LS011V
supplying fresh cooling water to the stern tube LO cooler. (See Open Stern tube aft seal LO inlet valve LS008V
Section 2.5.2 of this machinery operating manual.) Open Stern tube seal air chamber drain valve to drain LS013V
collection unit
f) Set valves as in the following table. It is assumed that the Air
Closed Drain collection unit drain valve
Control Unit valves are correctly set for operation; these valves
PS PI
P FM NC
Stern Tube 019V

Oil Gravity
014V NC Tank
P FM 50 litres
020V
Air Control Unit
NC
Flushing Line
FM from Domestic
FW System
PI PI
003V DPAH
NC
FS
PI CP
PI TI

005V 023V Oil180L
Tank
Tank 15 ltr
NC PI TI PI CP Unit
002V
180 litres NC
#0 #1 #2 #3 #4 #5 007V FM
024V 018V 022V 001V
No.2
006V Stern Tube
Lubricating Oil
1 metre above
Pumps
3.0m3/h x 2.5 bar
026V
004V 008V
012V 013V
From Main Engine

Lubricating Oil
Storage Tank
036V 016V
To Lubricating Oil
Stern Tube
(1m3)
Key
009V 015V 010V 011V
Compressed Air
Loss of Air Supply to the Lubricating Oil Tank Unit Intermediate Shaft Bearing
In the event of loss of air supply to the lubricating oil tank unit the system must Manufacturer: Japan Marine Technologies
be changed over to a gravity tank system in which the gravity tank maintains
No of sets: 1
pressure. When a low pressure alarm actuated at the air control unit the system
must be changed to a gravity tank arrangement. Type: Size No. 800; self-lubricating; 751mm bore
LO capacity: 36 litre
a) Close the air inlet valve to the stern tube LO tank unit and vent
the tank unit by opening the vent valve to release the pressure; There is one intermediate shaft bearing which is self-lubricated from an
the vent valve is then closed. integral sump by means of a thrower ring and scraper unit. The oil sump must
always be maintained at the correct level.
b) Open the outlet valve from the gravity tank LS019V and the
inlet valve from the gravity tank to the stern tube LO tank unit. The bearing casing is fitted with a cooling coil through which cooling water
is supplied from the low temperature cooling fresh water circulating system.
c) Open the inlet valve to the gravity tank (LS020V) from the LO Inlet and outlet valves are normally left open so that cooling water circulates
return line and close the inlet valve (LS002V) to the stern tube through the shaft bearing cooling coil whenever the fresh water cooling system
LO tank unit. operates.
d) The stern tube LO system remains operational but with oil The duty engineer must ensure that the intermediate shaft bearing sump level
pressure supplied by the gravity tank. is maintained at the correct value and oil should be added as required. A local
dipstick enables the level of oil in the bearing casing to be determined. Oil
The above procedure must be carried out whatever the cause of air pressure must not be added to the bearing when the shaft is rotating, except in extreme
loss to the stern tube LO tank unit. circumstances, as this can result in overfill of the bearing and loss of oil from
the unit.
In the event of air supply failure to the air control unit or failure of the air
control unit there will no longer be an air supply to the aft seal. The stern tube The intermediate shaft bearing is provided with local and remote temperature
seal manufacturer’s manual must be consulted for the corrective action to be indication and with a temperature alarm.
taken to ensure that oil is supplied to this interseal space. This involves fitting
an oil tube to the system connected to the chamber formed by No.1 and No.2
sealing rings. This oil tube is set so that the level of oil in the tube is 200mm
below the propeller shaft centre line. This provides the correct pressure in that
interseal space.
Illustration 2.8.4a Lubricating Oil Filling, Transfer and Separator System Port Side Starboard Side
From Cylinder Oil Filling Upper Deck
Key
005V 087V LM033V
Upper Deck Lubricating Oil
Main Engine Main Engine
Lubricating Oil Lubricating Oil Sludge / Drain
007V 006V Storage Tank (77.0m3) Settling Tank (77.0m3)
008V
All valves prefixed with LP unless stated otherwise
Generator Engine Generator Engine P P
Lubricating Oil Lubricating Oil Turbine Oil
Storage Tank 001V 086V
Settling Tank To Cylinder Oil Storage Tank P
(12.7m3) (4.2m3) (8.5m3)
LM034V LM035V Measuring Tank 004V
088V 096V
P P
003V 002V
097V
Measuring 010V 070V 069V
Tank 071V
025V TC TE TI TC TE TI
100 023V TC TE TI
Diesel Lubricating
Litres 015V Heater Heater
Generators Oil Daily Heater 014V 013V 012V 011V
Tank 022V 021V
200L
026V 076V 073V No.2 Main Engine 075V 072V No.1 Main Engine
Diesel Generator
077V 074V Lubricating Oil Separator Lubricating Oil Separator
Lubrication Oil Separator
No.1 (700 Iitres/h) 057V (3750 litres/h) 056V (3750 litres/h)
058V 068V
Lubricating 024V
059V Oil Daily 053V 050V 047V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V
061V 045V
Lubricating Oil
Diesel Sludge Tank
028V Generator (9.7m3)
Lubricating
046V 041V Oil Separator
No.3 Feed Pump
062V (720 I/h x 044V 016V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
No.2 Lubricating Oil No.1 Lubricating Oil 030V Pump Turbine
029V Separator Feed Pump Separator Feed Pump Lubricating Oil
Lubricating Oil (4540 Iitres/h x 2.0 bar) (4540 Iitres/h x 2.0 bar) Sump Tank
Transfer Pump PI PI PI 064V
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
Turbocharger Lubricating Oil
Lubricating 040V 039V 090V 020V 019V 018V 017V 089V Sump Tank
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
042V 009V Lubricating Oil
Sump Tank
091V 066V
Stern Tube Main Engine No.1 Ballast Water

Sludge Tank Lubricating Lubricating Oil 033V Pump Turbine
(13.9m3) Oil Sump Tank Lubricating Oil
(1.3m3) Sump Tank (76.9m3) Sump Tank
093V 067V
2.8.4 Lubricating Oil Separator Systems Instrument air is supplied to the separator to control the supply of oil to the d) Start the LO transfer pump at the local control box and pump oil
bowl. Domestic fresh water is supplied for sealing, actuation and flushing from the LO main engine sump to the main engine LO settling
purposes. tank. During pumping check that LO is being taken from the
Main Engine Lubricating Oil Separator System main engine LO sump tank and transferred to the main LO
Main Lubricating Oil Separator Note: Although there is a main engine LO settling tank this is not actually settling tank. If LO is not being pumped as required stop the LO
connected to the main LO system. This tank also has filling and outlet transfer pump and rectify the cause of the problem.
Manufacturer: Westfalia Separator AG, Germany
connections to the cylinder LO system and may be used for holding
No. of sets: 2 cylinder oil suitable for use with low sulphur HFO. As the main engine e) When the desired quantity of LO has been transferred from the
Model: OSD18 LO is continuously centrifuged whilst the main engine is operating there is main engine LO sump to the main LO settling tank, stop the
Type: Automatic self-cleaning normally need for settling in the settling tank. LO transfer pump and close all valves. If the entire contents
Capacity: 3,750 litres/h of the main engine LO sump are being transferred to the main
Procedure for Transferring Main Engine Lubricating Oil to LO settling tank, the operator must be prepared to stop the LO
transfer pump as soon as the sump is empty and the pump loses
the Settling Tank from the Main Engine Sump suction.
Main Lubricating Oil Separator Heater
Manufacturer: Westfalia Separator AG, Germany Oil is pumped from the main engine sump to the main engine LO settling tank
by means of the LO transfer pump. The pump takes suction from the main CAUTION
No. of sets: 1
engine sump. If the pump is allowed to operate for prolonged periods with no oil flow
Type: Shell and tube through the pump, serious damage will occur to the pump.
a) Ensure that the main engine and LO pumps are stopped and that
there is sufficient capacity in the main LO settling tank.
Main Lubricating Oil Separator Feed Pump WARNING
b) Ensure that all instruments and gauges are reading correctly. Care must be taken when operating the separator system. Hot oil and
Manufacturer: Rickmeier GmbH, Germany
steam are present and can result in serious injury if leakage occurs.
No. of sets: 2 c) Set the valves as in the following table: There is a fire risk from the presence of hot oil and all precautions must
Model: R35/50 FL-DB1.G be taken to prevent a fire and to deal with one should an outbreak occur.
Capacity: 4,540 litres/h at 2.0 bar Position Description Valve The extinguishing system must be checked frequently.
Open Main engine LO sump suction valve LP042V
CAUTION
Open LO transfer pump suction valve from main LP035V
Introduction Centrifuges operate on an automatic sludging system, but failure of the
engine systems
system to effectively discharge sludge can cause overload and subsequent
There are two centrifugal self-cleaning LO separators dedicated to the main Closed LO transfer pump suction valve from main LP034V
breakdown of the bowl arrangement which rotates at high speed. After
engine, these can clean LO from the main engine sump, the stern tube LO sump engine LO settling tank
manual cleaning, care is needed to ensure that the bowl is assembled
tank or the main engine LO settling tank. The separators can be used for batch Closed LO transfer pump suction valve from generator LP036V correctly, as incorrect assembly can result in disintegration at high
treatment or for continuous treatment. Cleaned oil from a separator can be engine LO settling tank rotational speed. All operating and maintenance precautions stipulated
discharged to the main engine LO sump, to the main engine LO settling tank, Closed LO transfer pump suction valve from COPT and LP037V by the manufacturer in the maintenance manual must be observed.
or the stern tube LO sump tank. BWPT sump tanks
Closed LO transfer pump suction valve from stern tube LP092V
The main lubricating oil separators are supplied with oil by dedicated LO LO sump tank
separator feed pumps which passes the LO through an associated steam heater Closed LO transfer pump suction valve from generator LP038V
before it enters the separator. A crossover valve at the separator feed pump engine LO sump tanks
discharge enables either separator feed pump to supply either separator with
LO. Open LO transfer pump discharge valve to LO storage LP041V
and settling tanks
Normally one LO separator is operated continuously on the main engine LO Closed LO transfer pump discharge valve to sludge tank LP046V
sump whenever the main engine is running. The other LO separator is usually Closed Upper deck LO filling valves
being cleaned or in a clean condition ready for operation. The stern tube LO Open Main LO settling tank inlet valve (blank fitted) LP087V
sump tank is of 1.0m3 capacity and this would be centrifuged continuously if Open Main LO storage tank inlet valve LP005V
thought suitable.
Open Generator LO storage tank inlet valve LP007V
Open Generator engine LO settling tank inlet valve LP006V
Key
005V 087V LM033V
008V
(12.7m3) (4.2m3) (8.5m3)
088V 096V
P P
003V 002V
097V
Tank 071V
100 023V TC TE TI
Diesel Lubricating
Tank 022V 021V
200L
Diesel Generator
058V 068V
Lubricating 024V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V
061V 045V
Lubricating Oil
Diesel Sludge Tank
Lubricating
No.3 Feed Pump
062V (720 I/h x 044V 016V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
Sump Tank
091V 066V

093V 067V
Separator Operation as a clarifier. Under normal circumstances very little water should be present The lubricating oil separators require compressed air and fresh water supplies
in lubricating oil but leakage at cooler, etc, can result in large quantities of for control and bowl operation/flushing. Supply systems for these are covered
The heated dirty oil enters the separator and the centrifugal force created by the water being present. If more than small quantities of water are detected in the in the relevant control air system and fresh water sections of this machinery
rotating bowl causes the liquid mixture to separate into its different constituents lubricating oil, the operator should suspect a water leakage into the LO system operating manual, 2.10.3 and 2.14.1 respectively.
within the disc stack. and take immediate steps to detect the source of water leakage.
The solid particles suspended in the oil settle on the underside of the discs
Procedure for Operating the Main Engine Lubricating Oil
Sludge Monitoring System Separating System Taking Oil from the Main Engine Sump
and slide down into the solids holding space at the periphery of the bowl. The
smooth disc surfaces allow the solids to slide down and provide self-cleaning Desludging of the bowl normally takes place at timed intervals, which are and Returning it to the Main Engine Sump
of the discs. Each bowl assembly is fitted with a regulating ring, sometimes changed to suit the quality of the oil being treated. A sensor in the sludge
referred to as a gravity disc. The diameter of the gravity disc will determine the monitoring system detects the build-up of sludge/water in the sludge space of Note: The separator is controlled by the control unit which controls the
position of the interface between the oil and the collected separated water and the bowl. If the amount of sludge becomes excessive, the system will activate sludging of the bowl according to information received from the separator
is set according to the density of the oil to be cleaned. the automatic desludging procedure even though a timed desludging operation and the water and sludge monitoring systems.
is not due. If there are more than two untimed desludging operations between
As the separator is of the self-cleaning type, the accumulated solids within the normal timed desludging operations an alarm is activated and this requires the For separating main engine LO from the main engine LO sump tank back to the
holding space are ejected at predetermined intervals depending on the quality intervention of an engineer. The illuminated Liquid Crystal Display (LCD) main engine sump the separator normally operates continuously on the main
of the oil. The cleaning cycle is achieved automatically; a number of control provides information about the operating parameters of the separator; all the engine sump when the main engine is running. Either separator may be used
valves act to allow the oil to bypass the separator and to open the bowl for a relevant process data and alarm conditions are displayed. The components for main engine LO cleaning.
set period of time. There is a water monitoring system (WMS), which controls which are controlled or monitored by the control system include:
the discharge of water and a sludge monitoring system (SMS), which controls • Oil inlet/bypass valve (three-way circulation valve) a) Check and record the level of oil in all LO tanks.
the discharge of sludge.
• Flushing water
b) All valves in the separator system should be initially closed.
• Operating water
Separator Control System
• Circuit and water discharge valve c) Open the control air valves and fresh water supply valve to the
separator.
The control unit is used for the automatic ejection control and condition • Water sensor
monitoring of the fuel oil separator. Each lubricating oil separator has its own
• Oil inlet temperature d) Ensure that there is electrical power at the separator control
control unit.
box.
• Audible alarms
The control unit has three modes of operation:
e) Set the valves as in the following table:
1) Partial ejections Software assignment for each separator is carried out in the factory using a
password function. Any alterations to the set parameters should only be carried
2) Total ejections Position Description Valve
out by a person authorised to make such changes. Changes in parameter settings
3) Preselected partial ejections followed by total ejection are not an operational requirement of the separators and are not normally No.1 Main LO Separator
necessary once the system has been configured for the type of lubricating oil Open Main engine LO sump suction valve LP042V
The monitoring and control system provides two basic monitoring systems: being treated. If any change in parameter setting is required this must only Open No.1 LO separator feed pump suction valve from LP018V
be carried out with the approval of the Chief Engineer and after consultation main engine sump
1) Water monitoring system (WMS)
with the control system manual. It is essential that the correct separating Closed No.1 LO separator feed pump suction valve from LP017V
2) Sludge space monitoring system (SMS) temperature is set for the grade of lubricating oil being centrifuged. Too low a main engine LO settling tank
temperature can result in inefficient separation, but too high a temperature can
Closed No.1 LO separator feed pump suction valve from LP089V
have a damaging effect on the lubricating oil.
Water Monitoring System stern tube LO sump tank
Water which is separated from the oil collects in the outer part of the bowl. The The desludging time interval is initially set so that the bowl will open and Open No.1 LO separator feed pump discharge valve LP043V
separating disc in the bowl continuously directs a small flow from the outer discharge the sludge and water before the sludge space is filled. If the desludging Closed Crossover valve to No.2 LO separator feed pump LP016V
part of the bowl to the sensing liquid pump, which discharges this flow to a time interval is too short there is excessive sludging and performance of the Open No.1 LO separator heater inlet valve LP011V
conductivity sensor. If the conductivity sensor detects the presence of water it system can suffer. Each separator discharges sludge to the LO sludge tank Open No.1 LO separator heater outlet valve LP012V
means that a reasonable amount of water is present in the bowl. The control when a sludging of the separator bowl is activated. The inlet to the LO sludge Set No.1 separator preset inlet flow control valve LP075V
system then opens a solenoid operated valve to discharge the water through tank from each separator should always be open.
the dirty water outlet; the separator is operating as a purifier. When the water Operational No.1 LO separator three-way valve LP072V
has been discharged the valve is closed and the separator resumes operation
Key
005V 087V LM033V
008V
(12.7m3) (4.2m3) (8.5m3)
088V 096V
P P
003V 002V
097V
Tank 071V
100 023V TC TE TI
Diesel Lubricating
Tank 022V 021V
200L
Diesel Generator
058V 068V
Lubricating 024V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V
061V 045V
Lubricating Oil
Diesel Sludge Tank
Lubricating
No.3 Feed Pump
062V (720 I/h x 044V 016V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
Sump Tank
091V 066V

093V 067V
Position Description Valve g) Ensure the separator brake is off and that the separator is free to Procedure to Stop the Separator
rotate. Check the separator gearbox oil level. Ensure that there
Open No.1 LO separator bypass valve LP056V
is a water supply to the separator. a) Press the PROCESS STOP pushbutton. Two total ejections will
Open No.1 LO separator outlet line valve LP047V be triggered and the separator will stop automatically. The LO
Open No.1 LO separator outlet valve to main engine LP048V h) Start the separator feed/supply pump by pressing the feed pump will be automatically recirculated through the three-way valve
Closed No.1 LO separator outlet valve to main LO LP049V START pushbutton (marked FEED PUMP) at the separator back to the main engine sump tank.
settling tank local panel. The three-way valve will ensure the LO bypasses
Closed No.1 LO separator outlet valve to stern tube LO LP094V the separator and returns to main engine sump tank. Observe the b) Regulate the steam to the heater and allow the oil to cool.
sump tank suction and discharge pressures and check that they are within
No.2 Main LO Separator normal operating values. c) The feed pump must to be stopped if running in manual mode.
i) Start the separator by pressing the SEPARATOR START d) Close the control air and operating water valves to the separator
Open No.2 LO separator feed pump suction valve from LP019V pushbutton at the local panel. Ensure that the bowl runs up to along with any other valves opened prior to start-up.
main engine sump speed smoothly before continuing. Observe the separator motor
Closed No.2 LO separator feed pump suction valve from LP020V current and check that it falls to the normal value and is stable at e) Once the separator has come to a complete stop the brake can be
main engine LO settling tank that value. When the separator bowl reaches its normal operating applied and preparations made for cleaning if required.
Closed No.2 LO separator feed pump suction valve from LP090V speed the LED in the control panel separator pushbutton will
stern tube LO sump tank stop flickering and have a steady illumination. CAUTION
Open No.2 LO separator feed pump discharge valve LP044V It is essential that the manufacturer’s instructions regarding the stopping
j) Using the manual valves on the solenoid valves ensure the
Closed Crossover valve to No.1 LO separator feed pump LP016V and dismantling of the separator are followed exactly to avoid the risk of
operating water opens and closes the bowl.
Open No.2 LO separator heater inlet valve LP013V damage. Separator bowls rotate at very high speed and any imbalance
Open No.2 LO separator heater outlet valve LP014V or loose connections can have serious consequences.
k) Check that the control unit is fully functional. The LAMP TEST
Set No.2 separator preset inlet flow control valve LP076V pushbutton must be pressed to test all illuminated indicators.
Operational No.2 LO separator three-way valve LP073V Procedure for Separating Lubricating Oil from the Main
Open No.2 LO separator bypass valve LP057V l) Slowly open the steam supply for the separator heater; the drain Engine Lubricating Oil Settling Tank and Returning it to the
valve is normally left open.
Open No.2 LO separator outlet line valve LP050V Main Engine Sump
Open No.2 LO separator outlet valve to main engine LP051V m) Check that the automatic controller has taken control of the
Closed No.2 LO separator outlet valve to main LO LP052V The procedure for separating LO from the main LO settling tank and returning
system and is maintaining the oil at the correct temperature.
settling tank it to the main engine sump is the same as that above for separating from the
main engine sump tank back to the sump tank, except for the setting of valves.
Closed No.2 LO separator outlet valve to stern tube LO LP095V n) Once the LO temperature is above the minimum setting, start
Lubricating oil from the main engine sump must be pumped to the LO settling
sump tank the programme by pressing PROCESS START pushbutton on
tank as described above and allowed to settle there for at least 12 hours with
the control panel. This will initiate a start sequence including a
steam heating applied. After settling, the self-closing drain valve on the main
The separator heater is supplied with steam as the heating medium and the sludge and discharge test and operate the separator in automatic
engine LO settling tank must be opened in order to drain water from the tank.
drain valve from the heater must always be open. The heater is controlled by mode. Once the separator is running and no signs of abnormal
The quick-closing discharge valve from the main engine LO settling tank may
the control system and the main separator control system regulates the steam vibrations are evident, all temperatures and pressures should be
then be opened and the separator system operated as above with the valves set
supply to give the correct temperature for the grade of oil. This temperature recorded. The back-pressure should be set to 2.0 bar. Check the
as in the table below.
will have been set to 90°C at commissioning and will not require changing levels of the LO tanks in use.
unless the grade of the main engine LO is changed. The separator regulating
As the main LO settling tank may also be used for storing cylinder oil suitable
discharge valve should be set for the desired discharge pressure and should not The main LO separator may be operated continuously as required but it
for use with low sulphur fuel, it is necessary to insert a pipe section in the
be adjusted during normal running conditions. must be shut down periodically for cleaning and inspection according to the
discharge line to the separator system if it is being used as a settling tank. The
manufacturer’s recommendations. The controller has been preprogrammed
filling valve to the daily tank must be closed.
f) Ensure that there is power at the separator panel and the to perform the desired cycle for LO separation. A change in the programmed
separator supply pump panel. Check that the separator control settings may be required if the specification of the LO is changed. The
If the main LO settling tank is to be used for holding cylinder oil it should never,
panel is active. controller handbook must be consulted for instructions on changing system
ideally, be used as a settling tank without thorough cleaning. The procedure for
parameters. Parameters must only be changed by approved personnel.
using it as a settling tank is included here, as there is a possibility of such an
operation, but care is essential and it must be realised that absolute cleanliness
is critical when cylinder oil is stored.
Key
005V 087V LM033V
008V
(12.7m3) (4.2m3) (8.5m3)
088V 096V
P P
003V 002V
097V
Tank 071V
100 023V TC TE TI
Diesel Lubricating
Tank 022V 021V
200L
Diesel Generator
058V 068V
Lubricating 024V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V
061V 045V
Lubricating Oil
Diesel Sludge Tank
Lubricating
No.3 Feed Pump
062V (720 I/h x 044V 016V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
Sump Tank
091V 066V

093V 067V
Position Description Valve Position Description Valve Generator Engine Lubricating Oil Separator System
No.1 Main LO Separator Closed Crossover valve to No.1 LO separator feed pump LP016V Generating Engine Lubricating Oil Separator
Closed Main engine LO sump suction valve LP042V Open No.2 LO separator heater inlet valve LP013V Manufacturer: Westfalia
Closed No.1 LO separator feed pump suction valve from LP018V Open No.2 LO separator heater outlet valve LP014V No. of sets: 1
main engine sump Set No.2 separator preset inlet flow control valve LP076V Model: OSD6-0196-067/3
Open No.1 LO separator feed pump suction valve from LP017V Operational No.2 LO separator three-way valve LP073V Type: Automatic self-cleaning
main engine LO settling tank Open No.2 LO separator bypass valve LP057V
Open Main LO settling tank quick-closing outlet valve LP086V Control device: GEA plc unit
Open No.2 LO separator outlet line valve LP050V
Open Line valves separator system (pipe piece LP096V, Capacity: 700 litres/h
Open No.2 LO separator outlet valve to main engine LP051V
inserted) LP097V Generating Engine Lubricating Oil Separator Heater
Closed No.2 LO separator outlet valve to main LO LP052V
Closed Line valves to cylinder oil system (pipe piece settling tank Manufacturer: GEA
removed)
Closed No.2 LO separator outlet valve to stern tube LO LP095V No. of sets: 1
Closed Daily LO tank filling valve LP023V, sump tank
Closed No.1 LO separator feed pump suction valve from LP089V Type: Shell and tube
stern tube LO sump tank Capacity: 700 litres/h
Open No.1 LO separator feed pump discharge valve LP043V Procedure for Separating Lubricating Oil from the Stern
Generator Engine Lubricating Oil Separator Feed Pump
Closed Crossover valve to No.2 LO separator feed pump LP016V Tube Lubricating Oil Tank and Returning it to the Stern Tube
Lubricating Oil Sump Tank Manufacturer: Rickmeier
Open No.1 LO separator heater inlet valve LP011V
No. of sets: 1
Open No.1 LO separator heater outlet valve LP012V
The procedure for separating stern tube LO is the same as that above for main Model: R25/8 FL-DB1.G
Set No.1 separator preset inlet flow control valve LP075V engine sump LO, except for the setting of line valves. Capacity: 720 litres/h at 3.0 bar
Operational No.1 LO separator three-way valve LP072V
Open No.1 LO separator bypass valve LP056V The suction valve from the stern tube LO sump tank (LP093V) must be open
Open No.1 LO separator outlet line valve LP047V together with the separator LO feed pump suction valve (LP089V for No.1 Introduction
Open No.1 LO separator outlet valve to main engine LP048V separator feed pump or LP090V for No.2 separator feed pump) from the stern
tube LO sump tank; all other separator feed pump suction valves must be The generator engine LO separator operates on the same principle as the main
Closed No.1 LO separator outlet valve to main LO LP049V
closed. The separator outlet valve to the stern tube LO sump tank (LP094V engine LO separators. The generator engine LO separator has its own feed
settling tank
for No.1 separator or LP095V for No.2 separator) must be open and the other pump which operates when the separator is running. The generator engine LO
Closed No.1 LO separator outlet valve to stern tube LO LP094V separator outlet valves must be closed. separator may be operated on any generator engine LO sump. Normally the
sump tank
generator engine LO separator is operated on the sump of a generator engine
No.2 Main LO Separator The main LO separator is operated as above. which is not running.
Closed No.2 LO separator feed pump suction valve from LP019V Lubricating oil from the generator engine sump tank flows from the sump tank
main engine sump to the suction side of the separator pump, via a suction filter. The LO feed
Open Main LO settling tank quick-closing outlet valve LP086V pump circulates the LO through the separator LO heater and then supplies it to
the generator engine LO separator. From the separator the cleaned oil returns
Open Line valves separator system (pipe piece LP096V
to the generator engine sump tank from which it has been taken. It is essential
inserted) LP097V
that the operating engineer set the suction and return valves correctly, so that
Closed Line valves to cylinder oil system (pipe piece cleaned generator engine LO is returned to the sump tank of the generator
removed) engine from which it has been taken.
Closed Daily LO tank filling valve LP023V,
Open No.2 LO separator feed pump suction valve from LP020V Sludge from the generator engine LO separators flows to the LO sludge tank.
main engine LO settling tank Under normal circumstances a separator will operate continuously when
Closed No.2 LO separator feed pump suction valve from LP090V the generator engine is running, taking LO from the engine sump tank and
stern tube LO sump tank returning it to the same sump tank. Generator engine sumps are supplied with
Open No.2 LO separator feed pump discharge valve LP044V make-up LO from the generator engine LO storage tank via the generator
engine LO measuring tank. The contents of a generator engine sump may be
Key
005V 087V LM033V
008V
(12.7m3) (4.2m3) (8.5m3)
088V 096V
P P
003V 002V
097V
Tank 071V
100 023V TC TE TI
Diesel Lubricating
Litres 015V Section 2.8.4 - Page 1 of 10 Heater Heater
Tank 022V 021V
200L
Diesel Generator
058V 068V
Lubricating 024V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V
061V 045V
Lubricating Oil
Diesel Sludge Tank
Lubricating
No.3 Feed Pump
062V (720 I/h x 044V 016V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
Sump Tank
091V 066V

093V 067V
pumped out using the LO transfer pump; the oil is pumped to the generator Position Description Valve j) Check that the control unit is fully functional. The LAMP TEST
engine LO settling tank or to the sludge tank. pushbutton must be pressed to test all illuminated indicators.
No.2 generator engine LO return valve LP061V
k) Slowly open the steam supply for the separator heater; the drain
The separator may be programmed to perform particular functions at preset No.3 generator engine LO suction valve LP029V valve is normally left open.
times. The generator separator controller is programmed at commissioning No.3 generator engine LO return valve LP063V
and should not require reprogramming unless the grade of generator LO is l) Check that the automatic controller has taken control of the
changed. d) Set the sump suction and return valves for the generator engine system and is maintaining the oil at the correct temperature.
sump which is to be treated in the separator. The valves are not
shown as open or closed in the table above as only one generator m) Once the LO temperature is above the minimum setting, start
Procedure for Separating Generator Engine Lubricating Oil engine LO may be treated at any time. the programme by pressing PROCESS START pushbutton on
from a Generator Engine Lubricating Oil Sump Tank and the control panel. This will initiate a start sequence including a
Returning it to the Same Generator Engine Sump Note: It is essential that the operating engineer checks that the correct valves sludge and discharge test and operate the separator in automatic
are set and that LO is returning to the sump from which it has been taken. mode. Once the separator is running and no signs of abnormal
a) Check and record the level of oil in all LO sumps. vibrations are evident, all temperatures and pressures should be
The separator heater is supplied with steam as the heating medium and the recorded. The back-pressure should be set to 2.0 bar. Check the
b) Open the control air valves to the separator three-way valve and drain valve from the heater must always be open. The heater is controlled level of the generator engine sump tank being separated.
the fresh water supply for separator operation. Ensure that there by the control system and the generator engine LO separator control system
is electrical power at the separator control box. regulates the steam supply to give the correct temperature for the grade of oil. The generator engine LO separator should be operated continuously when an
This temperature will have been set to 95°C at commissioning and will not associated generator engine is operating, but it must be shut down periodically
c) Set the valves, as shown in the following tables: require changing unless the grade of the generator engine LO is changed. The for cleaning and inspection according to the manufacturer’s recommendations.
separator regulating discharge valve should be set for the desired discharge The controller has been preprogrammed to perform the desired cycle for LO
Position Description Valve pressure and should not be adjusted during normal running conditions. separation.
Generator Engine LO Separator and Feed Pump Valves
e) Ensure that there is power at the separator panel and the
Open Generator engine LO separator feed pump LP039V Procedure to Stop the Separator
suction valve from generator engine sumps separator supply pump panel. Check that the separator control
panel is active.
Closed Generator engine LO separator feed pump LP040V a) Press the PROCESS STOP pushbutton. Two total ejections will
suction valve from generator engine LO settling be triggered and the separator will stop automatically. The LO
f) Ensure the separator brake is off and that the separator is free to
tank will be automatically recirculated through the three-way valve
rotate. Check the separator gearbox oil level. Ensure that there
Open Generator engine LO separator feed pump LP045V back to the generator engine LO sump tank.
is a water supply to the separator.
discharge valve
b) Regulate the steam to the heater and allow the oil to cool.
Open Generator engine LO separator heater inlet valve LP021V g) Start the separator feed pump by pressing the feed pump START
Open Generator engine LO separator heater outlet LP022V pushbutton (marked FEED PUMP) at the separator local panel.
c) The feed pump will need to be stopped if it is running in manual
valve The three-way valve will ensure the LO bypasses the separator
mode.
Set Generator engine LO separator preset inlet flow LP077V and returns to the selected generator engine sump tank. Observe
control valve the suction and discharge pressures and check that they are
d) Close the control air and operating water valves to the separator
within normal operating values.
Operational Generator engine LO separator three-way valve LP074V along with any other valves opened prior to start-up.
Closed Generator engine LO separator bypass valve LP068V h) Start the separator by pressing the SEPARATOR START
Open Generator engine LO separator outlet valve LP053V e) Once the separator has come to a complete stop the brake can be
pushbutton at the local panel. Ensure that the bowl runs up to
applied and preparations made for cleaning if required.
Open Generator engine LO separator outlet valve to LP054V speed smoothly before continuing. Observe the separator motor
generator engines current and check that it falls to the normal value and is stable at
that value. When the separator bowl reaches its normal operating CAUTION
Closed Generator engine LO separator outlet valve to LP055V
generator engine LO settling tank speed the LED in the control panel separator pushbutton will It is essential that the manufacturer’s instructions regarding the stopping
stop flickering and have a steady illumination. and dismantling of the separator are followed exactly to avoid the risk of
Generator Engine LO Valves
damage. Separator bowls rotate at very high speed and any imbalance
No.1 generator engine LO suction valve LP027V or loose connections can have serious consequences.
i) Using the manual valves on the solenoid valves ensure the
No.1 generator engine LO return valve LP059V operating water opens and closes the bowl
No.2 generator engine LO suction valve LP028V
Illustration 2.8.5a Lubricating Oil Filling and Transfer System Port Side Starboard Side
From Cylinder Oil Filling Upper Deck Key
005V 087V LM033V Lubricating Oil
Upper Deck
Main Engine Main Engine Sludge / Drain
Lubricating Oil Lubricating Oil
008V All valves prefixed with LP unless stated otherwise

001V 086V
Storage Tank Settling Tank To Cylinder Oil Storage Tank P
(12.7m3) (4.2m3) (8.5m3)
088V 096V
P P
003V 002V
097V
Tank 071V
100 023V TC TE TI
Diesel 015V Lubricating
Litres Heater Heater
Tank 022V 021V
200L
Diesel Generator
058V 068V
Lubricating 024V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V

Diesel Sludge Tank
Lubricating
Feed Pump
No.3 (720 I/h x 016V
062V 044V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
No.2 Lubricating Oil No.1 Lubricating Oil
030V Pump Turbine
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
Lubricating 040V 090V 020V 019V 018V 017V 089V Sump Tank
039V
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
Sump Tank
091V 066V

(13.9m3) Oil Sump Tank
Sump Tank (76.9m3)
Lubricating Oil
(1.3m3) Sump Tank
093V 067V
2.8.5 Lubricating Oil Filling and Transfer Lubricating oil is transferred from the storage to the operating or sump tanks by c) Open the quick-closing outlet valve from the selected cylinder
System means of gravity. No.1 daily service LO tank is filled by means of filling valve LO storage tank: No.1 tank valve LP014V or No.2 tank valve
LP023V and tank quick-closing valve LP001V from the main LO storage tank. LP015V.
Lubricating oil is stored in the following main storage tanks, located in the No.2 daily service LO tank is filled by means of filling valve LP024V and tank
engine room. quick-closing valve LP003V from the generator engine LO storage tank. d) Check and record the level in the cylinder LO measuring and
storage tanks.
Tank Volume 100% (m3) Outlet Valve Procedure for Transferring Main Engine Lubricating Oil by e) Select the cylinder oil transfer pump for automatic operation and
Main engine sump 76.90 LP042V Gravity then start the cylinder LO transfer pump. Transfer oil from the
Main LO storage tank 77.00 LP001V selected cylinder LO storage tank to the cylinder LO measuring
Main LO settling tank 77.00 LP086V All valves should be in the closed position. tank. The cylinder LO measuring tank is fitted with a float
No.1 cylinder oil storage tank 102.00 LP014V switch which stops the cylinder LO transfer pump automatically
a) Determine the amount of oil to be transferred to the main engine when the tank reaches the high level, provided that the pump is
No.2 cylinder oil storage tank 102.00 LP015V
LO sump tank. selected for semi-automatic operation.
Cylinder oil measuring tank 1.30 LP016V
Generator engine LO storage tank 12.70 LP003V b) The line valve connecting with the main LO settling tank f) Record the quantity of LO transferred in the Oil Record Book.
Generator engine LO settling tank 4.20 LP002V LP097V must be closed. The filling valve to No.1 daily LO tank
Generator engine LO measuring tank 0.10 LP026V LP023V must be closed as must the filling valve LP091V for the
Note: In the event of failure of the cylinder LO transfer pump cylinder oil
stern tube LO sump tank.
Stern tube gravity tank 0.05 LS020V may be transferred by gravity from the cylinder oil storage tanks to the
Stern tube LO sump tank 1.00 LS016V cylinder oil measuring tank. The cylinder oil transfer pump bypass valve
c) Open the main engine LO storage tank quick-closing outlet
LP038V is opened to enable gravity transfer to take place. This procedure is
Main engine turbocharger LO tank valve LP001V and then the line outlet valve LP088V.
slower than pumped transfer and requires constant supervision.
No.1 LO daily tank 0.20
No.2 LO daily tank 0.20 d) Open the main engine LO sump tank filling valve LP009V and
Turbine LO storage tank 8.50 LP004V allow LO to run into the main engine LO sump tank. When Procedure for Transferring Generator Engine Lubricating
the desired quantity to LO has been transferred to the main Oil
Outlet valves from the main LO storage and settling tanks, the cylinder oil engine LO sump, close sump tank filling valve LP009V, line
storage and measuring tanks and the generator engine LO storage tank are valve LP088V and main LO storage tank quick-closing valve To fill the generator engine LO measuring tank:
remote quick-closing valves with a collapsible bridge, which can be operated LP001V.
from the fire station. After being tripped the valves must be reset locally. Each a) All valves should be initially closed.
tank is also fitted with a self-closing test cock to test for the presence of water e) Record the quantity of oil transferred in the Oil Record Book.
and to drain any water present. Tundishes under the self-closing test cock drain b) Check how much oil is in the generator engine LO measuring
any test liquid to the oily bilge tank (dirty). LO may be transferred to the stern tube LO sump tank using the same procedure tank and how much is to be transferred.
as above, except that the main engine LO sump tank filling valve LP009V is
The main engine LO settling tank may also be used for cylinder oil suitable closed and the stern tube LO sump tank filling valve LP091V is open. c) Check that the line connection valve LP010V to the generator
for use when burning low sulphur fuel oil. Double outlet line valves and pipe engine LO settling tank is closed. Ensure that the generator
inserts are fitted to allow connection to the main LO system and the cylinder Procedure for Transferring Cylinder Oil from the Storage engine LO measuring tank bypass valve LP015V is closed.
LO system, whichever is applicable. Absolute cleanliness is required if the Open the generator engine LO storage tank quick-closing outlet
Tank to the Cylinder Oil Measuring Tank valve LP003V and the generator engine LO measuring tank
tank is to be used for cylinder oil. If the tank has been used previously as a LO
settling tank it must be cleaned thoroughly before any cylinder LO is added. inlet valve LP025V.
Cylinder oil is pumped from the cylinder oil storage tanks to the cylinder oil
measuring tank. Gravity feed takes the cylinder oil from the measuring tank to
Lubricating oil is moved from the storage tanks to the main engine sump, the d) Run down the desired quantity of oil to the generator engine
the lubricator pump box.
main engine cylinder lubrication system and the generator diesel engine sumps. LO measuring tank, and then close the generator engine LO
The main engine sump LO can be pumped or centrifuged to the LO settling measuring tank inlet valve and the generator engine LO storage
a) Ensure that all valves are initially closed.
tank before being centrifuged back to the sump. Heating coils are fitted to the tank quick-closing outlet valve. Record the quantity of LO
main engine and generator engine lubricating oil settling tanks. All storage transferred in the Oil Record Book.
b) Open the cylinder oil transfer pump suction valve LP037V
tanks are filled from connections on both sides of the ship at the upper deck and discharge valve LP036V; check that the cylinder oil pump
level; the main engine and generator engine LO tanks use the same filling line, bypass valve LP038V is closed.
but the cylinder oil and turbine LO storage tank have separate filling lines in
order to prevent contamination.
Upper Deck

001V 086V
(12.7m3) (4.2m3) (8.5m3)
088V 096V
P P
003V 002V
097V
Tank 071V
100 023V TC TE TI
Tank 022V 021V
200L
Diesel Generator
058V 068V
Lubricating 024V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V

Diesel Sludge Tank
Lubricating
Feed Pump
No.3 (720 I/h x 016V
062V 044V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
030V Pump Turbine
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
039V
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
Sump Tank
091V 066V

Sump Tank (76.9m3)
Lubricating Oil
(1.3m3) Sump Tank
093V 067V
Procedure for Transferring from the Generator Engine e) Open the turbine oil storage tank quick-closing outlet valve Tank Description Outlet Valve
Lubricating Oil Measuring Tank to the Generator Engine LP004V.
LO transfer pump suction valve from stern tube LO sump LP092V
Sumps tank
f) When the desired amount of oil has been transferred to the
selected COPT or BWPT sump, close the turbine LO storage Stern tube LO sump tank suction valve LP093V
a) All valves are initially closed. LO transfer pump suction valve from No.1 generator engine LP027V
tank outlet valve and close the selected COPT or BWPT sump
filling valve. LO sump tank
b) Determine the level of LO in the generator engine sump and
LO transfer pump suction valve from No.2 generator engine LP028V
estimate the amount of LO which needs to be transferred.
g) Record the quantity of oil transferred in the Oil Record Book. LO sump tank
c) Open the required generator engine sump filling valve. LO transfer pump suction valve from No.3 generator engine LP029V
Procedure for the Transfer of Lubricating Oil to the Sludge LO sump tank
Description Valve Tank c) Start the main engine LO transfer pump and pump the contents
No.1 generator engine sump filling valve LP058V of the selected tank to the selected waste oil tank.
No.2 generator engine sump filling valve LP060V The LO transfer pump may be used for transferring LO from sump tanks or the
No.3 generator engine sump filling valve LP062V settling tank to the sludge tank.
d) When the oil has been transferred, stop the pump, close all
valves and record details of the oil transfer.
a) Open the LO transfer pump discharge valve to the sludge tank
d) Note the level of oil in the generator engine LO measuring
LP046V and ensure that the pump discharge valve to the settling
tank.
and storage tanks LP041V is closed. Daily Service Hand Lubrication System
e) Open the generator engine LO measuring tank outlet valve
b) Open the LO transfer pump suction valve and tank suction valve Oil for hand lubrication of engine room equipment is stored in the daily service
LP026V.
for the tank from which LO is to be taken. tanks. No.1 LO daily tank is replenished from the main LO storage tank by
f) When the desired amount of oil has been transferred to the opening the main LO storage tank quick-closing outlet valve LP001V, the line
selected generator engine sump, close the generator engine LO Tank Description Outlet Valve valve LP088V and the daily tank filling valve LP023V.
measuring tank outlet valve and close the selected generator LO transfer pump suction valve from main engine LO sump LP035V
engine sump filling valve. tank No.2 LO daily tank is replenished manually from the generator engine LO
storage tank by opening quick-closing tank outlet valve LP003V and daily tank
Main engine LO sump suction valve LP042V
g) Record the quantity of oil transferred in the Oil Record Book. filling valve LP024V.
LO transfer pump suction valve from main engine LO LP034V
storage and settling tanks
Procedure for Transferring from the Turbine Lubricating Oil Main engine LO storage tank quick-closing outlet and line LP001V Procedure for Loading Lubricating Oil
Measuring Tank to the COPT and BWPT Sumps valves LP088V
Main engine LO settling tank quick-closing outlet and line LP086V The preparation and operation procedures for loading lubricating oil should
valves (with pipe insert fitted) LP096V be followed as described in Section 2.7.1, Fuel Oil and Diesel Oil Bunkering
a) All valves are initially closed.
LP097V and Transfer System. The precautions to be observed when loading LO are the
same as for loading fuel. Main/generator engine LO, cylinder LO and turbine
b) Determine the level of LO in the COPT or BWPT sump and LO transfer pump suction valve from generator engine LO LP036V
LO have filling line connections on the port and starboard sides of the ship.
estimate the amount of LO which needs to be transferred. storage and settling tanks
Generator engine LO storage tank quick-closing outlet and LP003V The main and generator engine LO systems use the same filling connection
c) Open the required COPT or BWPT sump filling valve. line valves LP010V and so care must be taken to ensure that the correct grade of oil is loaded into
Generator engine LO settling tank quick-closing outlet valve LP002V the correct tanks. Cylinder oil is loaded via its own loading connection as is
Description Valve LO transfer pump suction valve from COPT and BWPT LO LP037V the turbine LO.
No.1 COPT sump filling valve LP030V sumps
No.2 COPT sump filling valve LP031V No.1 COPT sump LO suction valve LP064V Cleanliness is essential when loading lubricating oil and so the loading
No.3 COPT sump filling valve LP032V connection must be cleaned before the tank filling blank is removed. Care must
No.2 COPT sump LO suction valve LP065V
be taken to prevent any debris or water from entering the filling line.
BWPT sump filling valve LP033V No.3 COPT sump LO suction valve LP066V
BWPT sump LO suction valve LP067V
d) Note the level of oil in the turbine oil storage tank.
Upper Deck

001V 086V
(12.7m3) (4.2m3) (8.5m3)
088V 096V
P P
003V 002V
097V
Tank 071V
100 023V TC TE TI
Tank 022V 021V
200L
Diesel Generator
058V 068V
Lubricating 024V
Tank
200L
027V 054V 051V 048V
055V 095V 052V 094V 049V
No.2
060V

Diesel Sludge Tank
Lubricating
Feed Pump
No.3 (720 I/h x 016V
062V 044V 043V
2.0 bar)
PI PI PI
063V PI
No.1 Cargo Oil
030V Pump Turbine
PI
(10m3/h x 3.0 bar)
From No.2 Cargo Oil

031V Pump Turbine
039V
Oil Unit 065V
038V 029V 035V 037V 036V 034V
No.3 Cargo Oil
032V Pump Turbine
Sump Tank
091V 066V

Sump Tank (76.9m3)
Lubricating Oil
(1.3m3) Sump Tank
093V 067V
The main engine LO settling tank may be used for holding cylinder oil suitable h) Remove the supply pipe and refit the blank.
for use when burning low sulphur fuel. It is essential that the tank valves are
correctly set and the outlet line pipe insert is correctly fitted if the settling tank i) Check and record the levels in all LO tanks and record the
is to be used for this purpose. The main LO settling tank must be thoroughly amount of oil loaded. Complete the necessary paperwork for the
cleaned before any cylinder oil is loaded. The main LO settling tank has LO supplier.
connections from the main LO loading line and the cylinder LO loading line.
a) Check that there is sufficient capacity in the tank to accommodate

the LO ordered.
b) Agree with the supplier the amount and specification of LO to

be supplied.
c) Remove line blank to the required filling line.
d) Connect the loading hose and open the appropriate tank valve.
The main LO loading connection has valves at the loading lines
on the port and starboard sides of the ship; only the valve at the
connection in use must be opened.
Note: Absolute cleanliness is essential when loading lubricating oil and it is

important that no contaminants are allowed to enter the filling system.
Tank Description Filling

Valve
Main/Generator LO Loading Connection
Main LO storage tank filling valve LP005V
Main LO settling tank filling valve (blank fitted) LP087V
Generator engine LO storage tank filling valve LP007V
Generator engine LO settling tank filling valve LP006V
Cylinder LO Loading Connection
No.1 cylinder oil storage tank filling valve LP027V
No.2 cylinder oil storage tank filling valve LP028V
Main engine LO settling tank (used as and additional cylinder LP033V
oil tank) (blank fitted)
Turbine LO Loading Connection
Turbine LO storage tank filling valve LP008V
e) Proceed with the loading operation.
f) Ensure that oil is being correctly transferred.
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.
2.9 Bilge System
2.9.1 Engine Room Bilge System and Bilge Oily Water Separator
2.9.2 Bosun’s Store and Chain Locker Bilge System
Illustrations
2.9.1a Engine Room Bilge System
2.9.1b Bilge Separator and Emulsion Breaker System
2.9.2a Bosun’s Store and Chain Locker Bilge System

Key
Illustration 2.9.1a Engine Room Bilge System (Port) (Starboard) To Fire Main
Emulsion Breaker Unit Bilge / Drain
Oily Water From Fresh FW003V FW004V
Separation Water Hydrophore
Unit Dosing Pumps Sea Water
Tank Upper Deck
Mixing Pipe
CT Settling Fresh Water
PI 03 40 Tank 65 65
Electrical Signal
Caustic CT
Soda 01
Stage Stage Detector
3 2 Flocculant 200
BM049V
Stage 1 From Sludge Pump
65
200
OCM BM020V
FS 25 40
01
200 200 200 200 200 200
Feed
Pump BM018V BM017V BM016V BM015V BM014V BM013V
BM BM
037V 036V
40
PI PI For
BM028V BM052V
40 200 Scrubber
40 40
40 BM034V BM033V Bilge, Fire, Ballast
CP CP For Fresh
40 PI General Service Pumps
BM035V Water
Steering Gear (350/290m3/h x 3.0/11 bar) 100
From EGB Washing Drain Oily Bilge Pump WS023V Generator
Room 100 (5m3/h x 3.5 bar)
40 300
From Auxiliary Boiler Furnace Drain
65 PI
From Sewage Treatment Unit
65 BM010V
From Diesel Generator
25 Turbocharger Clean Water BM012V BM011V
BM BM BM BM
BM038V 40 40 From Main Engine 006V 005V 004V 003V
BM BM BM BM BM002V
40 Turbocharger Wash Water Drain
50 032V 031V 030V 029V 200 200 200 200 200 200
Aft Peak
From Main Engine Condensate
Tank 40
40 40 40 40 40
Water Discharge Pump Main Sea
Water Suction
300 Crossover
Pipe
BM009V
200 300 200
BM001V
25 150 200 BM025V

BM039V BM 100
023V
200 200 50
150 50 50
25 150 150 200
BM040V 40 BM027V
From
BM024V 50 Grease Trap 50
BM026V
40 40 40 40 From Inspection
25 BM007V BM008V Echo Sounder BM BM
Tank 022V 021V
Bilge Engine Room Engine Room
Bilge Holding Oily Bilge Oily Bilge
Stern Tube Well Aft Water Ballast Water Ballast
Tank Tank Tank Bilge Well Bilge Well
Cooling Fresh Void Tank Tank
(Dirty) (Clean) (Starboard) (Port)
Water Tank Space (Port) (Starboard)
LS
LAH LAH LAH LAH

LS LS LS
IAS IAS IAS IAS
2.9 Bilge System Introduction The steering gear room bilge well is drained to the aft engine room bilge well
by means of a spring-loaded manually operated drain valve. The stern tube
2.9.1 Engine Room Bilge System and Bilge oily The engine room bilge system is served by two pump sets: cooling water tank level may also be reduced by means of spring-loaded valves
water Separator which discharge to the aft engine room bilge well.
• The oily bilge pump
• The bilge, fire and ballast pumps The engine room oily bilge pump discharges to:
Oily Bilge Pump
• Oily bilge tank (dirty)
Manufacturer: KuWo (Kupke and Wolf GmbH, Germany) Under normal operating conditions the oily bilge pump is used to pump from
the engine room bilge main to either the bilge holding tank or the oily bilge • Bilge holding tank
No. of sets: 1
tank (dirty). It is also possible to use the pump to pump bilge water ashore via • Shore connections on the port and starboard side, upper deck
Type: Reciprocating
the bilge shore connections on the port and starboard sides of the upper deck.
Model: KOR-A 5000 The oily bilge pump may also take suction from the bilge holding tank, the oily
3
Under normal operating conditions the oily bilge pump will draw water from
Capacity: 5.0m /h at 3.5 bar bilge tank (dirty) and the oily bilge tank (clean). the various bilge suctions via the engine room bilge main and discharge to the
Bilge, Fire and Ballast Pump bilge holding tank or the oily bilge tank (dirty). The oily bilge pump is equipped
Bilge water from the engine room system must only be discharged overboard with a suction strainer; the pump motor can be set to stop automatically if the
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan via the oily water separator. pump runs dry. The pump can be stopped locally or from the shore connection
No. of sets: 2 stations.
Type: Vertical centrifugal (with priming unit) The bilge, fire and ballast pumps can only discharge water overboard or to the
fire and general service system. These pumps should only be used to pump
Model: RVP200-2MS Oily Bilge Tank
3
bilge water in an emergency. They can take suction from the bilge main.
Capacity: 350/290m /h at 3.0/11 bar The oily bilge tank (dirty) receives bilge water from the oily bilge pump.
No.3 main sea water pump has an emergency bilge suction valve (BM019V) The tank connects with the oily bilge tank (clean) by means of a syphon tube
Oily Water Separator
and this pump can discharge bilge water directly overboard. which goes from the bottom of the dirty tank to the clean tank. Oily bilge water
Manufacturer: Jowa AB, Sweden pumped into the oily bilge tank (dirty) settles out and oil floats on the water.
No. of sets: 1 CAUTION When the tank level rises the syphon tube is filled and water from the lower
Model: 3-SEP part of the oily bilge tank (dirty) is discharged into the oily bilge tank (clean).
The overboard discharge is not to be used for discharging bilges unless
Oil remains in the oily bilge tank (dirty) and this is pumped out by means of
Control air supply: 6.0 bar under emergency conditions.
the sludge pump and is discharged to the waste oil tanks for burning in the
Capacity: 5.0m3/h incinerator; alternatively it may be pumped ashore by the sludge pump. (See
Emulsion Breaker Engine Room Bilge System Section 2.6.4 of this machinery operating manual.)
Manufacturer: Jowa AB, Sweden Under normal operating conditions the engine room bilge system is served by Water in the oily bilge tank (clean) is treated in the oily water separator before
No. of sets: 1 the oily bilge pump, which is a self-priming pump and can take suction from: being discharged overboard. The oily bilge tank (clean) receives water directly
Model: EBU-32 from the galley grease trap and the feed water cascade filter tank inspection
• Engine room bilge wells
tank.
Control air supply: 6.0 bar
3
• Main engine void space
Capacity: 32m /day
• Main engine bilge hat Bilge Holding Tank
Emulsion Breaker Pump
• Echo sounder space The bilge holding tank is used to contain bilge water awaiting treatment in
Manufacturer: Mono Pumps Ltd., Manchester, UK. the oily bilge tank (dirty). Bilge water is pumped to the bilge holding tank by
• Stern tube cooling water tank
No. of sets: 1 the oily bilge pump when there is insufficient capacity in the oily bilge tank
• Bilge holding tank (dirty).
Model: BOX-1
• Oily bilge tank (dirty)
Oil Content Meter The bilge holding tank receives water directly from the generator washing
• Oil bilge tank (clean) water, the main engine air cooler condensate, the exhaust gas boiler washing
Manufacturer: Rivertrace Engineering Ltd., Surrey, UK.
drain, the auxiliary boiler furnace drain and the sewage treatment unit.
No. of sets: 1 All the bilge pump suction points are connected to the oily bilge pump via
Model: Smart Cell-Bilge the engine room bilge suction main, except for the bilge holding tank, the oily The oily bilge pump takes suction from the bilge holding tank as does the oily
Range: 0 - 30ppm bilge tank (dirty) and the oily bilge tank (clean). water separator/emulsion breaker feed pump.
Illustration 2.9.1b Bilge Separator and Emulsion Breaker System
2.0 bar
Emulsion Breaker Unit CT

02 Oil Sensor
Bilge Oil Water Separator (32m3/day)
(5m3/h x 15ppm)
Mixing Unit
Discharge Oil Content
< 15ppm OWS only
< 5ppm EBU and OWS
V03 V02 V01 P03
V31
Dosing Pumps Oil Level
BM028V B01 Sensor
PI Sample Settling Tank CT
CT 01
OCM 03 P02
AT
01 Clear Water Sensor
Flocculant Caustic
Tank 3 Tank 2 Soda
V27
Tank 1 V03
V04
V21
V70 V01A
V30 V22
Feed Pump
Sample
V25
V24 V02
V20
P01
FS
01
BM052V
V04
V05
From Oily Bilge
V23 Tank (Clean)
BM036V
From Bilge
Holding Tank
BM037V
To Oily Bilge Tank (Dirty)
Fresh Water
Hydrophore System Emulsion Breaker System Automatic Cycle
1) Filling Settling Tank - V20 and V21 open, Feed Pump P01 running
To Bilge Holding Tank
Key
2) Settling - Time interval 30 minutes to 10 hours depending upon condition of bilge water
Bilge / Drain
3) Emptying Bottom Layer of Settling Tank - V22 and V23 open (manual valve V01 open), Feed Pump P01 running
Fresh Water
4) Emptying Settled Bilge Water to Oily Water Separator - V24 and V25 open (manual valve V01 open), Feed Pump P01 running
Compressed (Control) Air
Manual valves V01, V03 and V04 are normally open. Manual valves V30 and V31 are normally closed
Bilge Water Treatment System the oily water separator if the emulsion breaker is being bypassed. The pump Control, Monitoring and Alarms
is self-priming and supplies fluid continuously without pressure pulses, which
The emulsion breaker is controlled by a PLC unit with connected programs;
Only water with an oil content of less than 15ppm may be discharged overboard. assists the separation process and avoids the formation of oil/water emulsions.
the emulsion breaker can be operated in automatic or manual mode and can be
There are two stages of bilge water cleaning, emulsion breaking and oil/water The pump drive motor is controlled by an inverter, which allows the speed of
started and stopped from local or remote locations. The emulsion breaker may
separation. A feed pump supplies bilge water to the emulsion breaker (EBU), the pump to be varied.
also be operated in bypass mode if no emulsions are present.
from the oily bilge tank (clean) or the bilge holding tank. In the emulsion
breaker gravity separation takes place; where oil and sludge are separated Note: The bilge water feed pump must not be allowed to run dry. Electrical and pneumatic control equipment is housed in separate control
from the water. This separation is chemically assisted by the injection into the boxes, in addition there is an operator’s terminal (E100) which communicates
bilge water of a flocculant chemical and caustic soda solution. Water from the with the PLC and connected programs. The electrical control box facilitates the
emulsion breaking unit is discharged to the oily water separator (OWS) where Operation
following functions:
removal of fine oil droplets takes place. If the oily water separator discharge
water has an oil content of less than 15ppm the water is discharged overboard; The emulsion breaker operates on a ‘batch’ throughput system. The settling • Remote/local start selection
if the oil content exceeds 15ppm the water is automatically discharged to the tank is filled with the bilge water by the feed pump; the bilge water enters at the
• Operating mode selection (Auto/Off/Man)
bilge holding tank for further processing. middle level of the tank. Chemicals are injected into the bilge water as it enters
the settling tank and these act to break down the emulsions. The chemicals are • Switches for the manual operation of the emulsion breaker
When the EBU is operating in series with the OWS the oil content of the water injected by the dosing pumps which are controlled by the PLC system. The • Alarm and Reset pushbutton (illuminated)
discharged should be below 5ppm. PLC will start and stop the dosing pumps and adjust the quantity of chemicals
which are injected into the bilge water. • Oil level sensor adjustment (at the amplifier relays)
Emulsion Breaking Unit As the settling tank is filling, free oil rises to the top of the tank. When the tank Although the emulsion breaker will normally be operated in automatic mode
is full, the oil is displaced by the incoming bilge water and is discharged to the it may be operated manually if required. In this case the operator controls the
The emulsion breaker is used to treat bilge water which contains oil emulsions oily bilge tank (dirty). A sensor detects when the free oil has been discharged operation of the pump and the solenoid valves by means of switches on the
and therefore cannot be effectively treated in the oily water separator. The and the feed pump is automatically stopped. The contents of the tank are now control panel. The switches, S2, S3 and S4, are operated in sequence.
emulsion breaker acts to break down (flocculate) the emulsions and it also allowed to settle for between one and ten hours, during which time three layers • S1 selector switch Auto/Off/Manual
separates free oil from the water. are formed:
• S2 controls filling of the settling tank
• An upper layer consisting of free oil
The bilge water is held in the oily bilge tank (clean) and the bilge holding tank; • S3 controls emptying of the settling tank to the sludge tank
this bilge water is supplied to the emulsion breaker by the oily water separator • A middle layer of water
• S4 controls emptying of the settling tank through the oily water
unit feed pump.
• The bottom layer, which consists of sediment and sludge separator
Note: The free oil content of the water to be treated should not exceed 15%. At the end of the settlement period the settling tank is discharged using the feed The operator’s terminal is located in the electrical control box and this enables
The system is designed to separate oil from water not water from oil. pump, which draws from the bottom of the settling tank. Firstly the bottom operating parameters to be set. Once parameters have been set they should
layer of sludge and sediment is discharged to the oily bilge tank (dirty). A not require changing unless it is found that separation is not effective with the
The emulsion breaker consists of the following: sensor monitors the pump discharge and when clear water is detected the pump selected parameter values.
• A settling tank, of 4.0m3 capacity discharge is automatically switched to the oily water separator. The layer of
water is discharged overboard via the oily water separator and this process Parameter settings available include:
• Feed pump continues until the oil detection sensor, which is located in the settling tank,
• Setting the operating cycle times
• Two chemical dosing pumps. These inject chemicals into the detects oil or air. After a time delay the feed pump is stopped. The settling tank
bilge feed water. One pump supplies the flocculant chemical is now ready for refilling and the separation/settling cycle is repeated. • Adjustment of alarm set points
(Jowa 54) and one pump supplies sodium hydroxide (NaOH) • Accept system alarms
• Two 60 litre chemical containers for the treatment chemicals WARNING
• Monitor the cycle running time
Great care must be taken when handling the treatment chemicals, as these
• Electrical control panel, operator’s terminal and control air
substances are caustic and can cause chemical burning on contact with
system Details of parameter setting are given in the emulsion breaker operating
skin and will cause severe damage to eyes. The appropriate protective
manual.
clothing, including eye protection, must be worn when handling the
Bilge Water Feed Pump chemicals. Refer to the manufacturer’s manual for full details regarding
The air control box contains the solenoid valves which control the flow of
the properties of the chemicals together with precautions and first aid
The bilge water feed pump serves the oily water separator and the emulsion water and sludge; each valve is equipped with a manual override screw. The
instructions. The manufacturer’s instructions should be read before
breaking unit. The pump draws water from the oily bilge tank (clean) or the emulsion breaker is operated with the oily water separator and a description of
handling the chemicals.
bilge holding tank and discharges to the emulsion breaking unit or direct to the operating procedure follows the description of the oily water separator.
2.0 bar

02 Oil Sensor
(5m3/h x 15ppm)
Mixing Unit
< 15ppm OWS only
< 5ppm EBU and OWS
V03 V02 V01 P03
V31
BM028V B01 Sensor
CT 01
OCM 03 P02
AT
Flocculant Caustic
Tank 3 Tank 2 Soda
V27
Tank 1 V03
V04
V21
V70 V01A
V30 V22
Feed Pump
Sample
V25
V24 V02
V20
P01
FS
01
BM052V
V04
V05
From Oily Bilge
V23 Tank (Clean)
BM036V
From Bilge
Holding Tank
BM037V
Fresh Water
Key
Bilge / Drain
Fresh Water
Oily Water Separator Tank 3 Fresh Water Backflush System
Tank 3 is also a coalescer filter unit, which is also equipped with an oil release A backflush connection is fitted to the bottom of No.2 and No.3 separator
The oily water separator is used to treat bilge water from the oily bilge tank valve which is automatically opened every five minutes and this releases the tanks. Water for backflushing is supplied from the fresh water hydrophore
(clean) or the bilge holding tank before it is discharged overboard; bilge water accumulated oil, which is discharged to the oily bilge tank (dirty). The period system.
is supplied to the oily water separator from the emulsion breaking unit. Only for which the oil release valve is opened may be adjusted from 5 to 30 seconds.
water with an oil content of less than 15ppm is discharged overboard. The oil . Backflushing allows the separator to be filled with clean water before and after
which has been separated from the bilge water is discharged to the oily bilge Note: The manual oil release valve on tank 3 should be operated with care in operation and this procedure should be carried out each time the separator is
tank (dirty). order to avoid disrupting the flow of fluid through the separator. used. The separator should also be backflushed after a malfunction such as
high oil content in the water discharge. The water and oil from backflushing is
Tanks No.2 and No.3 are filled with an activated carbon filter material (Jowa F discharged back to the bilge holding tank or it is discharged from the test cocks
200) which removes any remaining oil particles. This material has a finite life Oil Content Monitoring System which are fitted to each separator tank.
and under normal circumstances will require renewal annually depending on
A Rivertrace Smart Cell-Bilge oil discharge monitoring and control system
the amount and condition of the water that is passed through the system.
is fitted and this monitors the oil content of water being discharged from the
Procedure for Discharging the Clean Bilge Tank Overboard
oily water separator. If the oil content of the outlet water exceeds 15ppm, the
The oily water separator consists of:
separator control system will generate an alarm signal, close the separator Through the Emulsion Breaker Unit
• Three treatment tanks, which are connected in series discharge valve to overboard and open the discharge to the bilge holding tank.
The operation and calibration of the oil content monitor must be checked each The emulsion breaker operates on a ‘batch’ throughput system and so
• Water feed pump (as part of the emulsion breaker) discharging the oily bilge tank (clean) may require a number of consecutive
month and the sensor cleaned in order to remove any contaminants which
• Control system and panel might influence the reading. filling and emptying cycles.
• Oil content monitoring system The following procedure assumes that the emulsion breaker control system PLC
• Fresh water backflush system Control Panel and Control System and sensors have been set up and calibrated according to the manufacturer’s
The control panel contains the oily water separator operating, calibration, instructions, including the feed rate settings of the chemical dosing pumps. The
alarm and control functions. Calibration and testing of the oil sensors in tank 1, procedure describes the automatic operation of the emulsion breaker unit from
Tank 1
tank 2 and the outlet water oil content monitor is achieved by using the controls the local control position.
The bilge water enters the first stage separation unit (this is the settling/gravity which are located in the control panel. Calibration and testing procedures are
process area) at the top of the tank. Free oil is separated from the water by the detailed in the manufacturer’s manual. The control panel functions include: Note: The emulsion breaker and oily water separator operate in partnership
force of gravity; the oil rises to the top of the tank. The depth of the oil layer and so both units will be operated together. For simplicity they are described
at the top of the tank is monitored by the separator control system. The oil is • Water feed pump Start/Stop pushbutton
separately below.
automatically discharged from the tank to the oily bilge tank (dirty) when the • Running indication and logging
oil layer attains a certain depth.
• Supply pump running indication Procedure to Fill the Emulsion Breaker Settling Tank
To discharge the oil from the tank, the control system closes the separator • Oil content in water discharge high alarm
discharge valve and opens the oil release valve on the tank; the accumulated Bilge water may be supplied to the emulsion breaker from the oily bilge tank
• Water analyser flow failure
oil is forced out of the tank by the incoming oily water. When the oil has been (clean) or the bilge holding tank. In this example it is assumed that bilge water
discharged, the control system opens the separator discharge valve and closes • Oil content in water discharge indication is being supplied from the oily bilge tank (clean).
the oil release valve. • Oil level in tank 1 indication
a) Check that there is sufficient water in the oily bilge tank (clean)
• Water outlet valve status to fill the emulsion breaker settling tank.
Tank 2
• Tank 1 oil release valve status
From the bottom of tank 1 the bilge water passes to the top of tank 2, which is a b) Check that the emulsion breaker settling tank is empty.
coalescer filter. The coalescer filter causes any small droplets of oil in the bilge • Calibration functions
water to form into larger drops; the larger drops rise to the top of the tank. The • Test functions c) Check there is sufficient space in the oily bilge tank (dirty) for
tank is equipped with an oil release valve which is automatically opened every the separated oil and sediment.
five minutes and this releases the accumulated oil, which is discharged to the Note: Any alarm will cause the discharge overboard to be stopped and the
oily bilge tank (dirty). The period for which the oil release valve is opened may water directed to the bilge holding tank. d) Check that the chemical dosing tanks are filled with chemicals
be adjusted from 5 to 30 seconds. and that suction lines to the pumps are filled.
The oily water separator is also used when the emulsion breaker is operating
and is started and stopped from the emulsion breaker control panel.
2.0 bar

02 Oil Sensor
(5m3/h x 15ppm)
Mixing Unit
< 15ppm OWS only
< 5ppm EBU and OWS
V03 V02 V01 P03
V31
BM028V B01 Sensor
CT 01
OCM 03 P02
AT
Flocculant Caustic
Tank 3 Tank 2 Soda
V27
Tank 1 V03
V04
V21
V70 V01A
V30 V22
Feed Pump
Sample
V25
V24 V02
V20
P01
FS
01
BM052V
V04
V05
From Oily Bilge
V23 Tank (Clean)
BM036V
From Bilge
Holding Tank
BM037V
Fresh Water
Key
Bilge / Drain
Fresh Water
e) Set the emulsion breaker manual valves according to the treatment used depends upon the type of chemical treatment g) If the cycle is not to be repeated, the oily water separator should
following table: used. The instructions of the treatment chemical supplied must be backflushed as described below.
always be followed precisely.
Position Description Valve h) Set the emulsion breaker control switch to the OFF position.
Open Settling tank inlet valve CAUTION
Open Settling tank outlet valve V01A When handling and mixing treatment chemicals protective clothing, i) Close the overboard discharge valve BM028V and lock it in the
goggles and gloves must always be worn. Adequate ventilation must CLOSED position.
Open Settling tank upper discharge valve to the oily
bilge tank (dirty) always be provided in the mixing area.
j) Record the operation in the vessel’s Oil Record Book.
Operational Feed pump suction valve - bilge tanks V20
Operational Feed pump suction valve - settling tank - water V25 j) When the settling tank is full, free oil will be discharged to the
oily bilge tank (dirty). When the oil has been discharged the Procedure for Operating the Oily Water Separator
Operational Feed pump suction valve - settling tank - sludge V22
feed pump will be stopped (after a time delay). The contents
Open Oily bilge tank (clean) suction valve BM036V of the settling tank will now be allowed to stand for between The following procedure assumes that the oily water separator control system
Closed Bilge holding tank suction valve BM037V 30 minutes and 10 hours to allow the flocculation process to be and sensors have been set up and calibrated according to the manufacturer’s
Throttled Clear water sensor bypass valve V02 completed. The standing time is controlled by the PLC and may instructions. It is further assumed that the oil content monitor is fully
be adjusted. operational.
Operational Clear water sensor auto inlet valve V70
Open Clear water sensor inlet valve V03 Note: The pH of the bilge water in the settling tank should be checked a) Ensure that power and control air are available at the oily water
Open Clear water sensor outlet valve V04 approximately every week, to confirm the correct dosing level of the bilge separator’s control panel.
water. A sample can be taken from the test cock on top of the mixer vessel.
Closed Water sample valve V30
b) Ensure that the inlet and outlet valves on the water analyser are
Operational Feed pump discharge valve - setting tank V21 open and that the drain valve is closed.
Procedure to Discharging the Contents of the Emulsion
Operational Feed pump discharge valve - OWS tank 1 V24
Breaker Settling Tank Through the Oily Water Separator c) Ensure that there is sufficient space in the oily bilge tank (dirty)
Operational Feed pump discharge valve - oily bilge tank V23
for the separated oil.
Operational Inlet valve to mixing chamber V27 The procedure described assumes that the oily water separator has been
backflushed and that the separator tanks are filled with clean water. It is d) Fill and back-wash tank 3 from the fresh water hydrophore
Closed Water sample valve V31
assumed that the oil content monitor is fully operational. system. During this process vent the air and release any oil
Closed OWS tank 1 outlet to mixing chamber present from the test cock on the top of the tank.
a) Check that the oily water separator is switched on and set to
automatic operation. e) Fill and back-wash tank 2 from the fresh water hydrophore
f) Open the emulsion breaker/oily water separator feed pump
suction valve from the oily bilge tank (clean) BM036V and system. During this process vent the air and release any oil
b) Check that the oily water separator overboard discharge valve, present from the test cock on the top of the tank.
check that the suction valve from the bilge holding tank
BM028V, is open and that the three-way discharge line valve,
(BM037V) is closed.
BM052V, is set for overboard discharge. f) Turn on the power supply on the control panel and wait 5
g) Set the start control switch to the LOCAL position. minutes before proceeding; reset any alarms which occur by
c) When the emulsion breaker settling tank standing time has means of the RESET pushbutton.
elapsed, the feed pump may be started and the sediment layer
h) Set the operating mode selector to the MANUAL position. Start
at the bottom of the settling tank will be discharged to the oily g) Open the overboard discharge valve from the separator, BM028V;
the feed pump and fill the settling tank.
bilge tank (dirty). this valve is locked shut when not pumping bilges. Set the
i) The chemicals are injected by the dosing pumps as the settling three-way valve in the overboard discharge line (BM052V) for
d) When the sediment has been discharged, the clear water layer overboard discharge.
tank is filled. Start the dosing pumps and adjust the quantity
will be discharged overboard via the oily water separator.
of chemicals which are injected into the bilge water. Stop the
dosing pump when the settling tank is full. The amount of h) Ensure that the feed pump suction valve from the oily bilge tank
e) When the oil level switch in the settling tank senses air or oil, (clean) BM036V is open and that the suction valve from the
flocculant chemical (Jowa 54) and caustic soda required are
the feed pump will be stopped (after a time delay). bilge holding tank BM037V is closed.
determined from tests on the bilge water. Details of the tests
and the required setting of the dosing pumps are given in
f) The PLC may be programmed to repeat the filling/emptying i) Start the oily water separator by turning the selector switch on
the emulsion breaker/bilge water separator manual. It should
cycle. the separator control panel to AUTO. The START switch on the
be appreciated that the nature of the test and the amount of
Key
Tank Upper Deck
Mixing Pipe
PI 03 40 Tank 65 65
Electrical Signal
Caustic CT
Soda 01
3 2 Flocculant 200
BM049V
65
200
OCM BM020V
FS 25 40
01
200 200 200 200 200 200
Feed
BM BM
037V 036V
40
PI PI For
BM028V BM052V
40 200 Scrubber
40 40
CP CP For Fresh
BM035V Water
Room 100 (5m3/h x 3.5 bar)
40 300
65 PI
65 BM010V
BM BM BM BM
BM BM BM BM BM002V
50 032V 031V 030V 029V 200 200 200 200 200 200
Aft Peak
Tank 40
40 40 40 40 40
Water Suction
300 Crossover
Pipe
BM009V
200 300 200
BM001V
25 150 200 BM025V

BM039V BM 100
023V
200 200 50
150 50 50
25 150 150 200
BM040V 40 BM027V
From
BM026V
Tank 022V 021V
LS
LAH LAH LAH LAH

LS LS LS
IAS IAS IAS IAS
emulsion breaker control panel is the turned to the LOC position Procedure for Pumping the Engine Room Bilge System Using Position Description Valve
with the selector switch in the MAN position. The digital the Oily Bilge Pump Closed Echo sounder well suction valve BM025V
display on the control panel will indicate when the feed pump is
operating. Water will now be pumped from the oily bilge tank Closed Starboard forward bilge well suction valve BM022V
Bilge wells connected to the engine room bilge system are pumped to the bilge
to the oily water separator. Closed Port forward bilge well suction valve BM021V
holding tank or the oily bilge tank (dirty) using the oily bilge pump. The oily
bilge pump may also take suction from the bilge holding tank, the oily bilge
j) The water flow through the clean water sensor is detected by tank (dirty) and the oily bilge tank (clean). Although bilge water is normally Note: All bilge suction valves are shown as closed in the above table; this
flow switch (FS01), this flow must be established within 15 transferred within the ship, the oily bilge pump may pump the contents of is the normal situation and valves are only opened when actually pumping a
seconds. If not an alarm is initiated on the display unit and the any bilge tank, or the bilge walls connected to the bilge main, to the shore particular bilge.
feed pump will stop. connection for discharge ashore or to a barge.
d) Start the oily bilge pump. Ensure that the bilge pump does
Note: The purpose of the flow switch is to check that there is a flow through The procedure below is for pumping bilge wells, via the bilge main, to the oily not run dry. Close the bilge suction valve before the bilge is
the clean water analyser. bilge tank (dirty). completely empty.
k) Open the vent valve on tank No.1 and ensure that it is full of a) Check that the oily bilge pump suction strainer is clean. e) When the bilge wells are empty stop the bilge pump and shut all
liquid and that the oil indicator probe is covered. valves.
b) Check that there is sufficient space in the oily bilge tank (dirty)
l) During operation check that the oil release system for tank No.1 for the bilge water. If the oily bilge tank (dirty) is full, bilge The steering gear room bilge well is drained to the aft engine room bilge
is operating correctly and open the oil release valves on tanks water can be pumped to the bilge holding tank. well by means of the spring-loaded manual valve BM038V. The stern tube
No.2 and 3 according to operating conditions. cooling water tank level is lowered by means of the spring-loaded drain valves
c) Set the valves as in the table below. This assumes that engine BM039V and BM040V which drain to the aft engine room bilge well.
m) Monitor the levels in the oily bilge tank and clean bilge tank. room bilge wells are being pumped to the oily bilge tank
(dirty). The procedure for pumping bilge water from the bilge holding tank to the oily
bilge tank (dirty) is the same as for pumping bilge wells except for the setting
Procedure to Stop the Oily Water Separator of valves. The oily bilge pump suction valve from the bilge main (BM029V)
must be closed and the suction valve from the bilge holding tank (BM032V)
a) Turn the selector switch on the control panel to OFF. The feed Oily Bilge Pump Valves
must be open.
pump will stop. When the system is operating in automatic Open Oily bilge pump suction valve from bilge BM029V
mode the feed pump will stop when the settling tank is empty. main Similarly, the procedure for pumping bilge wells to the bilge holding tank is the
Closed Oily bilge pump suction valve from oily bilge BM030V same as that above except that the oily bilge pump discharge valve to the oily
b) Close the separator overboard discharge valve, BM028V, and tank (clean) bilge tank (dirty) BM035V must be closed and the discharge valve to the bilge
lock the valve in the CLOSED position. Closed Oily bilge pump suction valve from oily bilge BM031V holding tank BM034V must be open.
tank (dirty)
c) Close the manual valves between the emulsion breaker settling
Closed Oily bilge pump suction valve from bilge BM032V
tank and the oily water separator.
holding tank
d) Backflush the separator tanks according to the procedure Closed Oily bilge pump discharge valve to shore BM033V
described above. discharge line
Closed Oily bilge pump discharge valve to bilge BM034V
e) Carefully rinse the flow switch sensor in clean water. holding tank
Open Oily bilge pump discharge valve to oily bilge BM035V
f) Clean the analyser sensor; refill the analyser with clean water. tank (dirty)
Closed Shore discharge valves on upper deck
g) Record the operation in the vessel’s Oil Record Boo Bilge Main Suction Valves
Closed Aft bilge well suction valve BM023V
Note: Oily water separator operating parameters such as tank oil level
Closed Stern tube cooling water tank drain valve BM024V
indicators and release timers for tanks No.2 and No.3 may be changed at the
(with blank)
control panel. Once set these parameters should not normally need changing,
but details of the procedure may be found in the oily water separator Closed Void space suction valve BM027V
manual. Closed Bilge hat suction valve BM026V
Key
Tank Upper Deck
Mixing Pipe
PI 03 40 Tank 65 65
Electrical Signal
Caustic CT
Soda 01
3 2 Flocculant 200
BM049V
65
200
OCM BM020V
FS 25 40
01
200 200 200 200 200 200
Feed
BM BM
037V 036V
40
PI PI For
BM028V BM052V
40 200 Scrubber
40 40
CP CP For Fresh
BM035V Water
Room 100 (5m3/h x 3.5 bar)
40 300
65 PI
65 BM010V
BM BM BM BM
BM BM BM BM BM002V
50 032V 031V 030V 029V 200 200 200 200 200 200
Aft Peak
Tank 40
40 40 40 40 40
Water Suction
300 Crossover
Pipe
BM009V
200 300 200
BM001V
25 150 200 BM025V

BM039V BM 100
023V
200 200 50
150 50 50
25 150 150 200
BM040V 40 BM027V
From
BM026V
Tank 022V 021V
LS
LAH LAH LAH LAH

LS LS LS
IAS IAS IAS IAS
Procedure for Pumping Bilges and the Contents of Bilge Tanks CAUTION Position Description Valve
Ashore Great care must be taken to ensure that only clean water is discharged No.2 Bilge, Fire, Ballast and General Service Pump
overboard. Closed Sea suction valve BM005V
The oily bilge pump may be used for pumping the contents of bilge tanks and
Closed Suction valve from ballast system BM006V
bilge wells ashore via the shore discharge line.
Procedure for Pumping Bilges Using the Bilge, Fire and Ballast Open Bilge main suction valve BM012V
Agreement must be reached with the reception facility regarding the amount of Pumps Open Discharge valve to overboard discharge BM017V
bilge water to be pumped, the rate of pumping and the time of starting. Closed Ballast system discharge valve BM018V
These pumps may be used for pumping the bilges connected to the engine Closed Fire and deck wash system discharge valve BM016V
A shore discharge pipe must be attached securely to the shore connection on room bilge main. The bilge, fire and ballast pumps can only discharge the Open Overboard discharge valve BM020V
the port or starboard side of the ship. The blank on the other shore discharge bilges directly overboard and so should only be used in an emergency.
connection must be secure and that valve closed.
Suction valves from bilge water tanks or bilge wells are opened as required.
The following procedure assumes there has been serious flooding in the engine
The bilge, fire, ballast and general service pumps are operated as required in
The oily bilge pump is used for discharging bilge water ashore and the shore room and that the Master and Chief Engineer have authorised the use of the
order to pump bilge water directly overboard.
discharge valve from the pump (BM033V) must be open with the other bilge, fire and ballast pumps to discharge engine room bilge water directly
discharge valves BM034V and BM035V closed. The shore discharge valve overboard.
at the selected shore connection must be open with the valve at the other Note: After pumping bilges overboard with these pumps, the pump and lines
connection closed and blanked. must be thoroughly flushed through with sea water and the valves returned
CAUTION
to the usual fire main settings.
The fire and general service pumps are not to be used for discharging
At the agreed time the oily bilge pump may be started with suction taken
bilges unless under emergency conditions.
from any of the bilge water tanks or the bilge wells which are to be pumped
ashore.
Emergency Bilge Suction
The bilge, fire and ballast pumps also supply SW to the fire and deck wash
system and the ballast tanks. The bilge, fire and ballast pump suction and The emergency bilge suction is provided to deal with serious flooding of the
Fire and General Service Pumps discharge valves are normally always set for sea suction and discharge to the machinery spaces. Under such circumstances when the situation threatens the
fire main. safety of the vessel, it is permissible to use this means to pump the bilge water
The bilge, fire, ballast and general service pumps are vertical centrifugal directly overboard. The emergency bilge suction valve is part of the ship’s
pumps, each pump is equipped with a priming unit. These pumps are normally In order to use the bilge, fire and ballast pumps for pumping out the engine safety equipment and must be maintained operable with testing and lubrication
assigned to the fire main but they may be used for pumping engine room bilges: room bilges the valves must be set as in the following table: carried out at intervals not exceeding one week.
The bilge, fire, ballast and general service pumps take suction from:
Position Description Valve No.3 main SW pump is provided with an emergency bilge suction, via valve
• Sea water crossover line
No.1 Bilge, Fire, Ballast and General Service Pump BM019V. (See Section 5.1 of this manual for more detail.)
• Engine room bilge main
Closed Sea suction valve BM004V
• Engine room ballast system Closed Direct bilge suction valve from port forward BM010V
bilge well
No.1 bilge, fire, ballast and general service pump has a direct suction from the
Closed Suction valve from ballast system BM003V
port forward bilge well.
Open Bilge main suction valve BM011V
The bilge, fire, ballast and general service pumps discharge to: Open Discharge valve to overboard discharge BM014V
• Overboard Closed Ballast system discharge valve BM015V
Closed Fire and deck wash system discharge valve BM013V
• Fire and deck wash system
Closed Fresh water generator discharge valve WS023V
Closed Inert gas scrubber discharge valve WS020V
No.1 bilge, fire, ballast and general service pump also discharges to the:
Open Overboard discharge valve BM020V
• Fresh Water Generator
• Inert Gas Scrubber
Illustration 2.9.2a Bosun’s Store and Chain Locker Bilge System
Bosun’s Store
Bilge Well
Driving Water
from Fire Main
FDV005
EWV EWV EWV015

014 013
FDV FDV FDV010

007 008
FDV
From Chain Locker 009
Bilge Well Eductor
FDV007
Driving Water
from Fire Main
EWV013
FDV FDV FDV FDV
001 003 004 002
FDV009
From Void Space From Bosun’s Store

Bilge Well Eductor Bilge Wells
FDV008
FDV010
Void Space Chain Locker Chain Locker Void Space

Bilge Well Bilge Well Bilge Well Bilge Well
FDV006
Key
Bilges
Sea Water
Bosun’s Store
Bilge Well
2.9.2 Bosun’s Store and Chain Locker Bilge f) When the first chain locker bilge is empty close the bilge suction Procedure for Pumping the Forward Void Space Bilges
System valve and open the suction valve to the other bilge.
As this space is normally closed up, it is not possible to inspect the condition
Manufacturer: TeamTec AS, Tvedestand, Norway g) When both chain locker bilges are empty close the sea water of the bilge water. If the bilges are to be discharged, then an inspection of the
No. of sets: 3 supply valve to the eductor and the second bilge well suction bilge well should take place. A work permit for an entry into an enclosed space
valve. must be made out and followed before carrying out the procedure below.
Type: 1½-2-2½
Capacity: 11m3/h at 1.5 bar h) Close the overboard discharge valve FDV010. Close the eductor a) Ensure that the fire main is pressurised.
Driving water: 13m3/h at 9 bar discharge valve FDV007.
b) Check that the suction strum boxes are clear and remove debris
i) Check and clear the bilge strum box if necessary. if necessary.
Introduction
j) Complete the Oil Record Book with the necessary information. c) Open the overboard discharge valve FDV010. Open the eductor
Individual eductors are used for emptying the bilges in the chain locker, in the discharge valve FDV008.
bosun’s store and the forward void space. These eductors discharge through a
common overboard valve on the starboard side of the bow. The eductors are Procedure for Pumping the Bosun’s Store Bilges d) Open the forward void space bilge suction valves, FDV001 for
powered by sea water from the fire main and so it is essential that the fire main the port side and FDV002 for the starboard side.
be pressurised in order to pump bilges using the eductors. a) Ensure that the fire main is pressurised.
e) Open the sea water supply valve to the forward void space
There is no oil content monitoring or control equipment on the discharge from b) Check that the suction strum boxes are clear and remove debris
eductor, EWV015 and check the discharge pipe to ensure that
either of these eductors, therefore the operator must ensure that the correct if necessary.
the eductor is working.
bilge well is being emptied and that there is no oil in the bilge water to be
discharged. If oil is found in the bilge wells, it must be manually removed and c) Open the overboard discharge valve FDV010. Open the eductor
f) When the first bilge well is empty close the bilge suction valve
the bilge well cleaned before the eductor can be used again. discharge valve FDV009.
and open the suction valve to the other bilges as required.
d) Open the bosun’s store bilge suction valves, FDV005 for the
CAUTION g) When all required bilge wells are empty close the sea water
port side and FDV006 for the starboard side.
Discharge of oil overboard is prohibited at any time. This is enforceable supply valve to the eductor and the final bilge well suction
by fines or even prison in certain areas of the world. valve.
e) Open the sea water supply valve to the bosun’s store eductor,
EWV013 and check the discharge pipe to ensure that the
h) Close the overboard discharge valve FDV010. Close the eductor
Procedure for Pumping the Chain Locker Bilges eductor is working.
discharge valve FDV008.
a) Ensure that the fire main is pressurised. f) When the first bilge well is empty close the bilge suction valve
i) Check and clear the bilge strum box if necessary.
and open the suction valve to the other bilges as required.
b) Check that the suction strum boxes are clear and remove debris j) Complete the Oil Record Book with the necessary information.
if necessary. g) When all required bilge wells are empty close the sea water
supply valve to the eductor and the final bilge well suction
c) Open the overboard discharge valve FDV010. Open the eductor valve.
discharge valve FDV007.
h) Close the overboard discharge valve FDV010. Close the eductor
d) Open the chain locker bilge suction valves, FDV003 for the discharge valve FDV009.
port chain locker and FDV002 for the starboard chain locker as
required. i) Check and clear the bilge strum box if necessary.
e) Open the sea water supply valve to the chain locker eductor, j) Complete the Oil Record Book with the necessary information.
EWV014 and check the discharge pipe to ensure that the
eductor is working.
2.10 Compressed 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

Illustration 2.10.1a Starting Air System
50
Funnel
80 50
40
AS007V
150
15
AS031V
No.2 Main No.1 Main
150 150
Main Engine Air Reservoir Air Reservoir
15
Diesel (Sulzer 7RT-flex84T-D) Starting Valve AS032V (13.7m³ x 30 bar) (13.7m³ x 30 bar)
Generator No.1
40
PI PI
65 65
PT 65 65 PT
PS PS PS
40
AS008V AS026V 20 AS025V
20
AS044V AS043V AS041V AS042V
AS028V AS027V
15 40 40
Diesel AS034V
Generator No.2
40 AS033V AS018V To Scupper To Scupper
PI 30-8 bar System System
15 25
To Service Air 65 65
System (See 2.10.2a) 50 40 65
AS012V AS010V Auxiliary
From Control 30-8 bar
To Control Air 40 15 Air Reservoir
Air System AS006V (0.25m³ x 30 bar)
40 System (See 2.10.3a) 40
AS009V AC001V AS013V AS011V
AS024V
PI 30-10 bar 32
To Water Mist Fire 25 PI
System Pump Unit 40 AS019V
AS021V AS020V
Diesel
Generator No.3 40
25
15 65
AS029V AS002V AS001V

10
65 65 25
AS030V AS005V
Emergency Air
AS004V AS003V To Scupper
50 50 50 Compressor
To Scupper System
(45m³/h x 30 bar)
System
20 20
Shut Shut Shut

TS Air Temperature TS Air Temperature TS Air Temperature Key
Down Down Down
Auto Auto Auto
Shut Lubricating Shut Lubricating Shut Lubricating
ST-SP PAL ST-SP PAL ST-SP PAL
Down Oil Pressure Down Oil Pressure Down Oil Pressure Compressed Air
No.3 Main Air No.2 Main Air No.1 Main Air Drains
Compressor 25 Compressor 25 Compressor 25
(280m³/h x 30 bar) 40 (280m³/h x 30 bar) 40 (280m³/h x 30 bar) 40 Electrical Signal
To Scupper System To Scupper System To Scupper System
2.10 Compressed Air Systems The two starting air reservoirs are supplied with compressed air via oil/water The control air and service air systems can be supplied from the starting air
separators situated after the compressor air discharge. No.1 main air compressor system through reducing valves. The control and service air system pressure
2.10.1 Starting Air System has its own oil/water separator but No.2 and No.3 main air compressors share reducing valves are supplied from the generator engine starting air line. Two
an oil/water separator. pressure reducing valves are provided for the control and service air supply,
but only one is normally used with the other as back-up should a fault develop
Main Air Compressors
Each main compressor is fitted with two safety valves, one after the first stage with the main pressure reducing valve; the back-up pressure reducing valve
Manufacturer: Tanabe Pneumatic Machinery Co. Ltd., Osaka, compression and the other after the second stage compression. The cylinder system should be operated every three months in order to ensure that it is still
Japan block cooling water jacket is provided with a safety plate which blows out functioning correctly.
No. of sets: 3 if the cooling water system is subjected to excessive pressure. Cooling water
Type: Two stage reciprocating, fresh water cooled is supplied by the low temperature central FW cooling system (see Section
2.5.2 of this machinery operating manual). A pressure switch connected to the Procedure for Filling the Starting Air Reservoirs and Supplying
Model: H-274 the Main and Generator Engines with Starting Air
automatic control system stops the compressor should the LO pressure fall
Capacity: 280m3/h at a pressure of 30 bar below a predetermined value. The compressor bearings are lubricated by a gear
pump fitted at the end of the crankshaft. A high temperature sensor is located a) Ensure that all pressure gauge and instrumentation valves are
at the compressor outlet and this will trip the compressor if the temperature open and that gauges and instruments are reading correctly.
Main Air Reservoir
exceeds a predetermined limit.
No. of sets: 2 b) Check the oil level in the compressors and check the compressor
Type: Vertical cylindrical Each main air compressor has an automatic unloader arrangement which sumps for water.
Capacity: 13.7m3 at a pressure of 30 bar operates when the compressor starts and stops. This allows the compressor to
start and stop off-load, thus reducing the loading on the electric drive motor c) Ensure that the LT central cooling water system is operating as
and the compressor running gear. The compressors are started and stopped by described in Section 2.5.2 of this machinery operating manual.
Emergency Air Compressor pressure switches situated on the inlet line to the starting air reservoirs, one Check that cooling water is circulating through the main starting
switch for each compressor. air compressors.
Manufacturer: Tanabe Pneumatic Machinery Co. Ltd., Osaka,
Japan
Starting air is supplied to the main and generator engines through separate d) Set up valves as in the following table:
No. of sets: 1
lines from the main starting air reservoirs. An auxiliary starting air reservoir
Type: V-type, two stage reciprocating, air cooled is provided for the generator engines and this is filled by the main starting Assuming that all three compressors are operational and filling both main air
Model: VLH-43 air compressors or by the emergency air compressor. Normally the auxiliary reservoirs which are both in use.
Capacity: 43m3/h at a pressure of 30 bar starting air reservoir will be maintained in the full condition with the outlet
valve closed, starting air for the generator engines being supplied by the main Position Description Valve
starting air reservoirs; normally one main air reservoir is designated as the duty Open No.1 main air compressor discharge valve AS003V
Auxiliary Air Reservoir air reservoir and the other is fully pressurised with its outlet valves closed when Open No.2 main air compressor discharge valve AS004V
No. of sets: 2 at sea. When the ship is manoeuvring both main air reservoirs may be used. Open No.3 main air compressor discharge valve AS005V
Type: Vertical cylindrical Operational Compressor automatic drain valves
Switches at the local starter panel enable the compressors to be manually
Capacity: 0.25m3 at a pressure of 30 bar Closed Drain valves on the main air line from the AS029V
started and stopped. Each compressor has a pressure switch connected to the
compressors AS030V
control system which allows for auto start/stop and manual start/auto stop. The
compressors are selected for automatic operation at the selector switch on the Open No.1 main air reservoir inlet valve
Introduction
local control panel. Open No.2 main air reservoir inlet valve
The starting air system is supplied by three starting air compressors which Open Compressor pressure switch valves
provide air to the two starting air reservoirs. The compressed air is used to start The selection of the lead and following compressors is carried out at the Open No.1 main air reservoir automatic drain trap AS041V,
the main engine and the three generator engines; the generators may also be selector panel on the main console in the engine control room. With one inlet and outlet valves AS042V
supplied with starting air from the auxiliary air reservoir which is replenished compressor being selected as the lead compressor and the others as the first
Closed No.1 main air reservoir automatic drain trap AS027V
by the main air compressors or the emergency air compressor. Compressed follow-on and the second follow-on. The lead compressor will start first to
bypass valve (manual drain valve)
air from the main compressed air system is also supplied directly to the main maintain the pressure in the starting air reservoirs, but if the pressure continues
engine as air for the control system and air spring system. The main starting to fall the first follow-on compressor will start and then the second follow- Open No.2 main air reservoir automatic drain trap AS043V
air system supplies air to the water mist fire system pump unit via a 30-10 bar on compressor as required. The selected lead compressor should be changed inlet and outlet valves AS044V
pressure reducing valve, and to the service air and control air systems via 30- periodically in order to arrange the running hours on the compressors to suit Closed No.2 main air reservoir automatic drain trap AS028V
8.0 bar pressure reducing valves. maintenance requirements. bypass valve (manual drain valve)
Illustration 2.10.1a Starting Air System
50
Funnel
80 50
40
AS007V
150
15
AS031V
No.2 Main No.1 Main
150 150
Main Engine Air Reservoir Air Reservoir
15
Diesel (Sulzer 7RT-flex84T-D) Starting Valve AS032V (13.7m³ x 30 bar) (13.7m³ x 30 bar)
Generator No.1
40
PI PI
65 65
PT 65 65 PT
PS PS PS
40
AS008V AS026V 20 AS025V
20
AS044V AS043V AS041V AS042V
AS028V AS027V
15 40 40
Diesel AS034V
Generator No.2
40 AS033V AS018V To Scupper To Scupper
PI 30-8 bar System System
15 25
To Service Air 65 65
System (See 2.10.2a) 50 40 65
AS012V AS010V Auxiliary
From Control 30-8 bar
To Control Air 40 15 Air Reservoir
Air System AS006V (0.25m³ x 30 bar)
40 System (See 2.10.3a) 40
AS009V AC001V AS013V AS011V
AS024V
PI 30-10 bar 32
To Water Mist Fire 25 PI
System Pump Unit 40 AS019V
AS021V AS020V
Diesel
Generator No.3 40
25
15 65

10
65 65 25
AS030V AS005V
Emergency Air
AS004V AS003V To Scupper
50 50 50 Compressor
To Scupper System
(45m³/h x 30 bar)
System
20 20
Shut Shut Shut

TS Air Temperature TS Air Temperature TS Air Temperature Key
Down Down Down
Auto Auto Auto
ST-SP PAL ST-SP PAL ST-SP PAL
Down Oil Pressure Down Oil Pressure Down Oil Pressure Compressed Air
No.3 Main Air No.2 Main Air No.1 Main Air Drains
(280m³/h x 30 bar) 40 (280m³/h x 30 bar) 40 (280m³/h x 30 bar) 40 Electrical Signal
Position Description Valve f) Check that the starting air reservoir automatic drains are
functioning correctly and that the compressor automatic drains
Open No.1 main air reservoir valve to main engine
are functioning correctly.
Open No.2 main air reservoir valve to main engine
Closed Main engine starting air line drain valves AS032V g) Select the air compressors for lead and follow-on duty as
Operational Main engine starting air valve required. The Mode Control switch is located at No.1 main air
Open No.1 main air reservoir valve to generator compressor starter panel and has three positions as follows:
engines
Open No.2 main air reservoir valve to generator Position Lead First follow-on Second follow-on
engines 1 1 2 3
Open Starting air line valve to generator engines AS006V 2 2 3 1
Open Starting air inlet valve to No.1 generator engine AS007V 3 3 1 2
Open Starting air inlet valve to No.2 generator engine AS008V
Open Starting air inlet valve to No.3 generator engine AS009V h) Drain any liquid from the reservoirs and oil/water separator.
Closed Generator engine starting air line drain valve AS031V
i) The air line drain valves should be opened on a daily basis to
Open Main engine control system and exhaust valve AS034V drain any water from the air lines. In the case of the main engine
air spring supply valve starting air supply line this should be done before manoeuvring
Open Main engine safety air inlet valve (from control AS033V commences.
air system)
Open 30/10 bar water mist system pressure reducing AS020V The duty compressor will operate and supply air to the main air reservoirs.
valve inlet valve Under normal operating conditions only one reservoir would be in use at any
Operational 30/10 bar water mist system pressure reducing AS022V time, with the second reservoir fully charged and isolated, but under certain
valve circumstances both might be opened to ensure that adequate air at the correct
Open 30/10 bar water mist system pressure reducing AS021V pressure is available to meet demand. The duty engineer needs to assess the
valve outlet valve rate at which compressed air is being used (eg, during manoeuvring there may
be excessive demand due to frequent stops and starts) and the rate at which the
Closed Supply/filling valve from auxiliary air reservoir
reservoirs are being replenished.
Open Auxiliary air reservoir filling valve from
emergency air compressor Auxiliary Air Reservoir
Open Emergency air compressor outlet valve AS019V
Control and Service Air Systems Reducing Valves The auxiliary air reservoir acts as storage for starting the generator engines and
Open 30/8.0 bar2 main pressure reducing valve inlet AS010V it is replenished from the main air reservoirs via the generator engine starting
valve air line.
Operational 30/8.0 bar main pressure reducing valve AS014V
The filling valve from the emergency air compressor to the auxiliary air
Open 30/8.0 bar main pressure reducing valve outlet AS012V reservoir and the emergency air compressor outlet valve AS019V, must be open
valve when filling the auxiliary air reservoir from the emergency air compressor.
Closed 30/8.0 bar back-up pressure reducing valve AS011V Normally these valves are closed and the auxiliary air reservoir is replenished
inlet valve from the main air reservoirs. The filling/outlet valve is opened in order to
Closed 30/8.0 bar back-up pressure reducing valve AS015V replenish the auxiliary air reservoir from the generator engine air supply line.
Closed 30/8.0 bar back-up pressure reducing valve AS013V
outlet valve The auxiliary air reservoir acts as a back-up air supply for starting the generator
engines. In order to ensure that the auxiliary air reservoir and emergency
compressor are in good order they should be operated at monthly intervals and
e) Check that all automatic drain traps are operational and that the
used to start a generator engine; the emergency air compressor should then be
unloader gear is functioning.
used to replenish the auxiliary air reservoir.
Illustration 2.10.2a General Service Air System
To Emergency Diesel To Quick-Closing To Accommodation To Air Horn To Upper Deck Funnel
Generator Room Valve Control unit Service Service
50
Near Inert Gas Upper Deck
80 50
Generator Fan
AE009V To Main Engine
150 No.1 Main
Near Auxiliary 15 15 25 25 40 Air Reservoir
15
Boiler Top 15
(13.7m3 x 30 bar)
AE010V AE008V AE003V AE002V AE001V
No.2 Main
To Steering Air Reservoir 150 150
Key (13.7m3 x 30 bar)
Gear Room 25 50
50 65 65
For Main Engine Fuel Oil For Main Engine Fuel Oil Air PI PI
AE004V Return Shut-Off Valve Inlet Shut-Off Valve PS PS PS
For Diesel Generator Fuel Oil Shut-Off Valve Drains PT PT
To No.1 Auxiliary 65 65
Boiler Burner 25 AE031V AE030V AE029V AE028V AE027V Electrical Signal
Near Incinerator 50
8 8 8 8 8 NC
To No.2 Auxiliary 40
20 20
Boiler Burner 25 15 40 To / From
AC049V AS028V AS027V
2nd Deck Control
Air System AS043V AS041V
Near Main Engine
Lubricating Oil Cooler 25 25 40 AS026V AS025V
AE012V AC001V
In Workshop To Main Engine AS044V AS042V
15 15 15
AE014V AS034V
In Purifier In Electric
In Diesel Generator 15 65 65
Room AE013V Workshop AE016V AS018V 40 40
Engine Room (Port) 15
In Fuel Valve PI 30-8 bar
AE020V 25 25
Test Room AE015V
40 To Scupper To Scupper
In Diesel Generator AS012V AS010V System System
Engine Room (Starboard) 15 25 30-8 bar
AE021V 65
15 15 25 40
To Main Engine To Main Engine AS013V AS011V
Floor (Aft) To Fresh Water
15 Jacket Water Buffer Turbocharger Cleaning
AE022V Hydrophore Unit AE006V AE005V 25
Unit (3rd Deck) (3rd Deck) AS024V
PI 30-10 bar
To Water Mist Fire 25
System Pump Unit 15
Near Central Cooler
15 15 25
AE017V
To Auxiliary
Near Low Sea Chest To Diesel Generators
15 40 32 Air Reservoir
AE019V
15 65
Near High Sea Chest
15
AE018V AE007V AE029V AS002V AS001V
65 65
Pump Room AE030V AS005V
15 AS004V AS003V
To Scupper 50 50 50
CO2 Alarm
8 System
AE025V 20 20
Gas Detector
8
Alarm AE024V Shut
TS Air Temperature
Shut
TS Air Temperature
Shut
TS Air Temperature
Down Down Down
Auto Auto Auto
IS Telephone ST-SP PAL ST-SP PAL ST-SP PAL
8 Down Oil Pressure Down Oil Pressure Down Oil Pressure
Alarm AE023V AE026V
No.3 Main Air No.2 Main Air No.1 Main Air
(280m3/h x 30 bar) 40 (280m3/h x 30 bar) 40 (280m3/h x 30 bar) 40
2.10.2 General Service Air System • On the electrical workshop Position Description Valve
• In the port diesel generator room Open Auxiliary boiler burner air supply valve AE004V
Introduction • In the starboard diesel generator room Closed Main engine jacket water buffer unit AE006V
Closed Main engine turbocharger cleaning unit AE005V
The general service (working) air system is supplied by air from the main • At the engine room floor aft
Open Alarm and telephone air supply valve AE007V
starting air system via a reducing valve as described in Section 2.10.1 of this • Near the central coolers
Operational Pump room LS telephone alarm control valve AE023V
machinery operating manual. A back-up supply for the general service air
• Near the low sea chest Operational Pump room gas detector alarm control valve AE024V
system may be obtained from the control air compressors but the supply valve
from this system is normally closed. • Near the high sea chest Operational Pump room CO2 alarm control valve AE025V
Closed Air valve for main engine fuel oil return shut-off AE031V
The general service (working) air system supplies the following services: valve
Procedure for Preparing the General Service Air System for
• Deck services Closed Air valve for main engine fuel oil inlet shut-off AE030V
Operation
valve
• Accommodation air services
a) Ensure that all instrumentation valves are open and that the Closed Air valve for No.1 diesel generator engine fuel AE029V
• Air horn oil shut-off valve
instrumentation is reading correctly.
• Quick-closing valve control unit Closed Air valve for No.2 diesel generator engine fuel AE028V
b) Check the oil level in the compressors. oil shut-off valve
• Emergency generator room (direct)
Closed Air valve for No.3 diesel generator engine fuel AE027V
• Auxiliary boiler burners c) Set the compressor valves for operation ensuring that the drains oil shut-off valve
• CO2 detector alarm are operational. Closed Air outlet valve near IGS fan AE009V
• Intrinsically safe telephone Closed Air outlet valve near auxiliary boiler top AE010V
d) Set the valves as shown in the following table:
Closed Air outlet valve near incinerator AE011V
• Gas detector alarm
Outlet air supply valves at locations are shown as open but this will only be the Closed Air outlet valve near main engine LO cooler AE012V
• Main engine turbocharger cleaning unit case when air is being used at that location. Closed Air outlet valve in separator room AE013V
• Main engine jacket water buffer unit Closed Air outlet valve in the workshop AE014V
• Fresh water hydrophore unit (direct) Position Description Valve Closed Air outlet valve in the fuel valve test room AE015V
System Supply Valves Closed Air outlet valve in the electrical workshop AE016V
• Shut-off valve valves for the following
Open 30/8.0 bar main pressure reducing valve inlet AS010V Closed Air outlet valve near the central coolers AE017V
• Main engine fuel oil return valve Closed Air outlet valve near the high sea chest AE018V
• Main engine fuel oil inlet Operational 30/8.0 bar main pressure reducing valve AS014V Closed Air outlet valve near the low sea chest AE019V
• No.1 generator engine fuel oil Open 30/8.0 bar main pressure reducing valve outlet AS012V Closed Air outlet valve in the port diesel generator AE020V
valve room
• No.2 generator engine fuel oil
Closed 30/8.0 bar back-up pressure reducing valve inlet AS011V Closed Air outlet valve in the starboard diesel generator AE021V
• No.3 generator engine fuel oil valve room
• Service air outlet connections at the following location: Closed 30/8.0 bar back-up pressure reducing valve AS015V Closed Air outlet valve on the engine room floor aft AE022V
Closed 30/8.0 bar back-up pressure reducing valve AS013V
• Near the IGS fan
outlet valve e) Service air is supplied to the service air system from the main
• Near the auxiliary boiler top Closed Supply valve from control air system AC049V starting air system via the reducing valve system. The back-up
• Near the incinerator Service User Valves air reducing valve system should be operated at least every three
Open Upper deck services AE001V months to ensure that it is in a working condition.
• Near the main engine LO cooler
Open Air horn AE002V
• In the separator room f) Ensure that remote user outlets are receiving air. Air valves
Open Accommodation services AE003V to user locations should be opened periodically to blow them
• In the workshop
Open Quick-closing valve control unit AE008V through in order to remove condensate and prevent seizure.
• In the fuel valve testing room
Illustration 2.10.3a Control Air System To Foam
To General Service Air System
To No.1 Auxiliary Boiler To No.2 Auxiliary Boiler 50 Room
Filters
Feed Water Control Valve Feed Water Control Valve
To No.1 Auxiliary Boiler AC025V AC024V To Generator
25 25 Engines
Feed Fan Unit AC029V 8 To No.2 Auxiliary AC009V AC007V
To Steam To No.1 Auxiliary
Control Valve Boiler Burner Boiler Burner AC020V 10 40 AS018V
AC028V 8 8 AC022V 10 8
30-8bar
25 25 25
AC008V AC006V 40
25 25 AS012V AS010V
8 8 15 PI
10 10
To Steam To No.1 Auxiliary To No.2 Auxiliary 25
To No.2 Auxiliary Boiler To Steam AC010V
Dump Valve Boiler Boiler
Feed Fan Unit AC030V Control Valve AC027V AC026V Sootblower AC023V Sootblower AC021V To Pump 30-8bar
25 Room
Control Valve Control Valve AC002V 40
To Incinerator 40
AS013V AS011V
40
AC017V
To Overboard Valve To Sea Chest Valve To IGS Control
Low Sulphur Low Sulphur Heavy Fuel Heavy Fuel 20 Air System
Control Valve Block Control Valve Block AC014V Control Air Dryer
Heavy Fuel Heavy Fuel Oil Service Oil Settling
Oil Service Tank Oil Settling Tank To Main Engine (100m3/h) From Starting
Tank Tank
Instrument AC001V Air System
15 200
AC015V
3000
Air System
100 300
1000 5000
PSI
400
40
AC005V AC
T/C T/C T/C T/C To ODME 003V
8 8 8 8 15 System
Steam Steam Steam Steam AC016V
40 40
AC050V AC033V AC032V AC031V AC004V 25
PS
AC035V
PI PT PS
15
15
Generator Engine No.2 Main Engine No.1 Main Engine 8 25
Lubricating Oil Purifier Lubricating Oil Purifier Lubricating Oil Purifier Control Air
8 Reservoir
AC034V 40
(2m3 x 8 bar)
25
To Main Engine Lubricating To Main / Auxiliary
Oil Backflush Filter Engine Fuel Oil Supply Unit 8
AC039V 8 AC036V 15
AC049V 20 AC046V
AC053V AC052V AC051V
(NC)
Steam Steam Steam
8 8 8 AC047V AC048V
T/C T/C T/C 40
8 8 No.3 Fuel Oil Purifier No.2 Fuel Oil Purifier No.1 Fuel Oil Purifier AC013V
To No.1 and 2 Main Engine To Fuel Oil To Service 40
Lubricating Oil Coolers AC038V Return Chamber AC037V Air System
No.2 Heavy Fuel No.1 Heavy Fuel No.3 Heavy Fuel No.2 Heavy Fuel No.1 Heavy Fuel
Oil Bunker Oil Bunker Oil Bunker Oil Bunker Oil Bunker To Scupper
Tank (Starboard) Tank (Starboard) Tank (Port) Tank (Port) Tank (Port) System
200
200 200
3000
3000 3000
100
100 100
1000
1000 1000
PSI
PSI PSI
25
AC011V No.1
15 T/C T/C Control Air
To No.1 Generator Engine 40 Compressors
8 8 8
Cooling Water Inlet Control Valve AC018V Steam Steam 100
1000
200
3000
PSI
100
1000
200
3000
PSI
100
1000
200
3000
PSI
(150m3/h x 8 bar)
12 AC055V AC054V
To Steam AC012V No.2
To No.2 Generator Engine
8 15
Dump Valve AC040V 8
Cooling Water Inlet Control Valve
25
To No.3 Generator Engine 15
Cooling Water Inlet Control Valve 8 To Stern Tube
Control Unit 15 15
LS014V AC041V 8 8
Key Vacuum Condenser
6 12 AC019V AC043V AC042V
Compressed Air
To Main Engine Jacket To Central Fresh LC
Steam Water Coolers Water Coolers
To Bilge Water To Bilge Water
Electrical Signal Separator Tank Unit Separator Pump Unit
2.10.3 Control Air System air is supplied by one of the control air compressors; one compressor will be Position Description Valve
operated as the duty compressor and the other will be stopped.
Closed Control air reservoir automatic drain trap bypass AC013V
Control Air Compressor valve (manual drain valve)
During periods of high use, such as when supplying service air for deck use, it
Manufacturer: Tanabe Pneumatic Machinery Co. Ltd., Osaka, may be necessary to run the two compressors in parallel. Open Control air reservoir outlet valve
Japan Open Control air reservoir pressure switch and gauge
No. of sets: 2 A control air dryer of the refrigerant type is fitted in the control air supply line valves
Type: Screw, air-cooled with belt drive from the control air reservoir to the control air users. Control air must always Open No.1 line filter inlet valve AC006V
pass through the dryer but a bypass valve is fitted for use in the event of dryer Open No.1 line filter outlet valve AC008V
Model: TASK-1018G-J
failure. Open No.2 line filter inlet valve AC007V
Capacity: 150m3/h at a pressure of 8.0 bar
Open No.2 line filter outlet valve AC009V
Note: It is essential that the control air is dried before entering the control
Control Air Reservoir system as any moisture in the control air can cause problems at actuators d) Select one control air compressor as the duty compressor and
or other parts leading to failure at these devices. The air dryer is fitted with start that compressor. Compressors may be selected for remote/
No. of sets: 1 a bypass valve which is locked closed. Only in the event of failure of the auto operation in which case they are loaded and unloaded
Type: Vertical cylindrical control air dryer should the dryer bypass valve be opened. automatically by the pressure switches connected to the control
Capacity: 2.0m3 at a pressure of 8.0 bar air reservoir.
Procedure for Operating the Control Air System
The compressors run continuously and load-up at 6.4 bar and unload at 7.4
Control Air Dryer bar.
It is assumed that control air is supplied by the duty control air compressor,
Manufacturer: Boge Kompreeoren GmbH, Bielefeld, Germany but the line valve from the main starting air system, via the pressure reducing
Model: DB23 valve, is open. This will enable air to be supplied from the main system should e) Switch on the control air dryer and check the operation.
No. of sets: 1 the control air compressors fail.
The control air system is now operating and may be used to supply control air
Type: Refrigerant to users throughout the engine room.
a) Ensure that all instrumentation valves are open and that the
Model: 744A instrumentation is functioning correctly.
Capacity: 100m3/h f) Set the control air system valves as in the following table:
b) Check that the control air compressors are available for operation
and that they have sufficient lubricating oil in their sump tanks. Position Description Valve
Introduction The suction air filter should be checked and cleaned if necessary Open ODME system control air supply valve AC016V
and the belt drive should be checked for tightness. Open Main engine instrument air system supply valve AC015V
The control air system is supplied from the control air reservoir which is
replenished by the control air compressors. The control air reservoir may also Open Control air supply valve to pump room AC002V
c) Set the valves as in the following table:
be replenished from the main starting air system via a reducing valve; the Open Control air supply valve to foam room AC010V
pressure in the control air system is 8.0 bar. The arrangement for operating Open No.1 auxiliary boiler burner control air valve AC022V
the main air compressors and the pressure reducing valves for the control Open No.1 auxiliary boiler feed water control valve air AC025V
air system has been described in Section 2.10.1 of this machinery operating Open No.1 control air compressor outlet valve AC011V
valve
manual. Control air is processed through a control air dryer before being Closed No.1 control air compressor discharge line drain
valve Open No.2 auxiliary boiler burner control air valve AC020V
supplied to the control air services.
Open No.1 control air compressor outlet valve AC012V Open No.2 auxiliary boiler feed water control valve air AC024V
The control systems are supplied by means of valves, thus allowing individual valve
Closed No.1 control air compressor discharge line drain
controlled devices to be isolated should that be required. Under normal valve Open Steam pressure control valve (20/10 bar) air AC028V
circumstance the isolating valve to each controlled device is open. valve
Open Control air reservoir inlet valve
Open Steam pressure control valve (20/7 bar) air valve AC027V
Closed Supply valve to service air system AC049V
The control air compressors are of the belt-driven screw type which are air- Open No.1 auxiliary boiler fan unit control air valve AC029V
cooled. These compressors have an air delivery rate of 150m3/h at a pressure Open Control air reservoir automatic drain trap inlet AC047V
valve Open No.2 auxiliary boiler fan unit control air valve AC030V
of 8.0 bar. The control air compressors are provided in a package form with
Open Control air reservoir automatic drain trap outlet AC048V Open Atmos. condenser steam dump valve air valve AC026V
the package containing the electric drive motor, the compressor, cooler and
the compressor system support services. Under normal circumstances control valve Open Incinerator control air valve AC017V
Illustration 2.10.3a Control Air System To Foam
To General Service Air System
To No.1 Auxiliary Boiler To No.2 Auxiliary Boiler 50 Room
Filters
Feed Water Control Valve Feed Water Control Valve
To No.1 Auxiliary Boiler AC025V AC024V To Generator
25 25 Engines
Feed Fan Unit AC029V 8 To No.2 Auxiliary AC009V AC007V
To Steam To No.1 Auxiliary
Control Valve Boiler Burner Boiler Burner AC020V 10 40 AS018V
AC028V 8 8 AC022V 10 8
30-8bar
25 25 25
AC008V AC006V 40
25 25 AS012V AS010V
8 8 15 PI
10 10
To Steam To No.1 Auxiliary To No.2 Auxiliary 25
To No.2 Auxiliary Boiler To Steam AC010V
Dump Valve Boiler Boiler
Feed Fan Unit AC030V Control Valve AC027V AC026V Sootblower AC023V Sootblower AC021V To Pump 30-8bar
25 Room
Control Valve Control Valve AC002V 40
To Incinerator 40
AS013V AS011V
40
AC017V
To Overboard Valve To Sea Chest Valve To IGS Control
Low Sulphur Low Sulphur Heavy Fuel Heavy Fuel 20 Air System
Control Valve Block Control Valve Block AC014V Control Air Dryer
Heavy Fuel Heavy Fuel Oil Service Oil Settling
Oil Service Tank Oil Settling Tank To Main Engine (100m3/h) From Starting
Tank Tank
Instrument AC001V Air System
15 200
AC015V
3000
Air System
100 300
1000 5000
PSI
400
40
AC005V AC
T/C T/C T/C T/C To ODME 003V
8 8 8 8 15 System
Steam Steam Steam Steam AC016V
40 40
AC050V AC033V AC032V AC031V AC004V 25
PS
AC035V
PI PT PS
15
15
Generator Engine No.2 Main Engine No.1 Main Engine 8 25
Lubricating Oil Purifier Lubricating Oil Purifier Lubricating Oil Purifier Control Air
8 Reservoir
AC034V 40
(2m3 x 8 bar)
25
To Main Engine Lubricating To Main / Auxiliary
Oil Backflush Filter Engine Fuel Oil Supply Unit 8
AC039V 8 AC036V 15
AC049V 20 AC046V
AC053V AC052V AC051V
(NC)
Steam Steam Steam
8 8 8 AC047V AC048V
T/C T/C T/C 40
8 8 No.3 Fuel Oil Purifier No.2 Fuel Oil Purifier No.1 Fuel Oil Purifier AC013V
To No.1 and 2 Main Engine To Fuel Oil To Service 40
Lubricating Oil Coolers AC038V Return Chamber AC037V Air System
No.2 Heavy Fuel No.1 Heavy Fuel No.3 Heavy Fuel No.2 Heavy Fuel No.1 Heavy Fuel
Oil Bunker Oil Bunker Oil Bunker Oil Bunker Oil Bunker To Scupper
Tank (Starboard) Tank (Starboard) Tank (Port) Tank (Port) Tank (Port) System
200
200 200
3000
3000 3000
100
100 100
1000
1000 1000
PSI
PSI PSI
25
AC011V No.1
15 T/C T/C Control Air
To No.1 Generator Engine 40 Compressors
8 8 8
Cooling Water Inlet Control Valve AC018V Steam Steam 100
1000
200
3000
PSI
100
1000
200
3000
PSI
100
1000
200
3000
PSI
(150m3/h x 8 bar)
12 AC055V AC054V
To Steam AC012V No.2
To No.2 Generator Engine
8 15
Dump Valve AC040V 8
Cooling Water Inlet Control Valve
25
To No.3 Generator Engine 15
Cooling Water Inlet Control Valve 8 To Stern Tube
Control Unit 15 15
LS014V AC041V 8 8
Key Vacuum Condenser
6 12 AC019V AC043V AC042V
Compressed Air
To Main Engine Jacket To Central Fresh LC
Steam Water Coolers Water Coolers
To Bilge Water To Bilge Water
Electrical Signal Separator Tank Unit Separator Pump Unit
Position Description Valve Note: The valve arrangement given above indicates that control air is being
Open No.1 auxiliary boiler sootblower control air valve AC023V supplied by the control air compressors and is being taken from the control
Open No.2 auxiliary boiler sootblower control air valve AC021V air reservoir. If this system is inoperative for any reason, control air will be
taken from the main starting air system via the 30/8.0kg/cm2 reducing valve,
Open HFO settling tank temperature control valve air AC031V
the inlet and outlet valves to which are locked open.
valve
Open HFO service tank temperature control valve air AC032V
valve g) Check the operation of the control air system periodically and
ensure that the dryer is working effectively.
Open LSHFO settling tank temperature control valve AC033V
air valve
Open LSHFO service tank temperature control valve AC050V
air valve
Open LO separator control air supply valve AC035V
Open Fuel oil return chamber control air valve AC037V
Open Main engine LO automatic backflush filter AC039V
control air valve
Open Main engine LO cooler bypass valve control air AC038V
valve
Open Main fuel preparation unit control air valve AC036V
Open No.1 HFO bunker tank (port) temperature control AC051V
valve air valve
valve air valve
valve air valve
Open No.1 HFO bunker tank (starboard) temperature AC054V
control valve air valve
Open No.2 HFO bunker tank (starboard) temperature AC055V
Open Vacuum condenser steam dump valve air valve AC040V
Open Vacuum condenser level controller air valve AC042V
Open Central fresh water cooler temperature control AC043V
valve air valve
Open Main engine jacket water cooler temperature AC041V
Open Generator engine cooling water control valve air AC018V
valve
Open Bilge water separator control air supply valve AC019V
There are direct control air lines to the sea chest valve control unit, the
overboard discharge valve control unit and the stern tube control air unit.
Note: Although valves are shown as open, this is their normal operating
condition and they may be closed if the service is not being used.
2.11 Steering Gear
Illustrations
2.11a Steering Gear Hydraulic System

Illustration 2.11a Steering Gear Hydraulic System
Deaeration Line No.1 No.2 Deaeration Line
Cylinder Cylinder
Limit Limit
Switches Switches
Deaeration Line No.3 No.4 Deaeration Line

Cylinder Cylinder
Key PI PI PI PI
Isolation Valve IV-1 Isolation Valve IV-2
Main Hydraulic System
Pilot / Control System
Electrical Signal
Set Pressure Set Pressure Set Pressure Set Pressure
294 bar 294 bar 294 bar 294 bar
Pushbutton Pushbutton
Unloading Unloading
Device Device
LAL LAL
Set Pressure Set Pressure
20 bar 20 bar
LALL LALL
Air No.1 Power Unit Air No.2 Power Unit

Breather Oil Tank PS Breather Oil Tank PS
Main Pump Main Pump
TS (alarm high TS (alarm high

TS TI Servo indication 80°C) TS TI Servo
indication 80°C)
Pump Torque Pump Torque
Motor Motor
System System
Test Test
Valves M M PS Valves M M PS
Issue: Final Draft - November 2007 IMO No: 9323948 Section 2.11 - Page 1 of 3
2.11 Steering Gear compartment are transmitted electrically. Steering gear feedback transmitters g) Check for abnormal noise and operating pressures.
supply the actual position signal for the systems. The rudder angle operations
Manufacturer: Kawasaki-Wuhan Marine Machinery Co. Ltd. is limited to 35° port or starboard with mechanical stops fitted at 37°. h) Switch the starter selector to NOR and rudder servo unit switch
Type: 2-ram, 4-cylinders, Rapson slide REMOTE so that the OOW on the bridge can carry out their
The variable-flow pumps are operated by a control lever which activates the pre-departure steering gear tests.
Model: FE21-485-T050
tilting lever of the pump cylinder. This causes oil to be discharged to a particular
Hydraulic pump, main: LV-500-410R10 - axial piston pump pair of hydraulic cylinders whilst suction is taken from the other pair. As the
No. of pumps: 2 sets rudder turns the feedback linkage causes the pump’s tilting lever to move thus Automatic Isolation System
Main motor, No.1: 160/80kW, 1,200/600 rpm reducing the stroke on the pump. When the rudder reaches the desired angle the Description
tilting lever is restored to the neutral position and oil delivery from the pump
Main motor, No.2: 160kW, 1,200 rpm This steering gear is so arranged that in the event of a loss of hydraulic fluid
ceases. No.1 steering gear pump unit is supplied with electric power from the
Servo pump: GN212KXAR - gear pump from one system, the loss can be detected and the defective system automatically
emergency switchboard and No.2 pump unit from the main switchboard.
Servo motors; 1.5kW, 1,800 rpm isolated within 45 seconds. This allows the other actuating system to remain
fully operational with 50% torque available.
Under normal circumstances at sea, all four cylinders (rams) will be in use, with
one pump unit running and the second pump unit ready to start automatically.
Description When manoeuvring or operating in confined waters, it is compulsory that Construction
both pump units are running, in order to obtain the IMO recommended tiller This system consists of the following equipment:
The steering gear consists of four hydraulic rams driven by oil supplied by two movement of 35° on one side to 30° the other side within 28 seconds (with one
electrically-driven pumps. The pumps are of the variable displacement axial pump in 56 seconds). This vessel is able to achieve the recommended turning • Two isolating valves
piston type and are contained in their own individual hydraulic oil tanks. Pump speed of 65° within 28 seconds whilst operating on one motor. • Two level switches with ‘LOW’ and ‘LOW-LOW’ level
No.1 is powered by a two speed electric motor, while pump No.2 is driven by
positions
single speed motor. The low speed capability of pump No.1 is primarily for When using No.1 pump at low speed (emergency mode) the vessels speed
emergency use when power is being supplied by the emergency generator or to should be reduced below eight (8) knots and the rudder will be able to move • Two oil tanks having a chamber for level switches and system
keep the rudder in the midships position when the vessel is stopped. test valves
from 15° one side to 15°the other side in 60 seconds.
• Electric control panel for the automatic isolation system
Pump selection and high/low speed running may be made at the local starter Pre-departure tests of the steering gear should be carried out by the duty
panels in the steering flat, or at the remote panel at the steering position on the • Alarm panel for automatic isolation system
engineer in the steering gear compartment and by the officer of the watch
wheelhouse console. This panel also contains a full set of alarm and running (OOW) on the bridge. Even though the steering gear can be started from the
indicator lamps. bridge the duty engineer should be present when pumps are started and the Operation
system tested from the bridge.
The steering gear is capable of operating as two totally separate steering If failure of one of the systems occurs, the ship’s speed should be reduced to
systems. Each pump unit is capable of putting the rudder through the working half of full speed, as only 50% of the torque for the steering gear operation is
angle in the specified time. Normally at sea only one pump is required but the Procedure for Putting the Steering Gear into Operation available.
second pump unit can be connected at any time by starting the motor. When
manoeuvring both pumps are usually operated. The system valves are assumed set for normal operation.
Failure Sequence with One Pump Running
The steering gear is provided with an automatic isolation system. Both a) Check the level and condition of the oil in the tanks and refill If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
hydraulic systems are interconnected by means of solenoid operated isolating with the correct grade as required. following sequence will take place:
valves that in normal circumstances allow both systems to operate together to
produce the torque necessary for moving the rudder. In the event of failure that b) Check that the feedback linkage and control system are all 1. If a system leakage occurs the oil level in No.1 oil tank goes
results in a loss of hydraulic fluid from one of the systems, the float switches connected correctly. down to the LOW position, audible and visual alarms are given
in the affected hydraulic tank are actuated. This gives a signal to the isolation on the navigating bridge and in the machinery space.
system which automatically divides the steering gear into two separate systems. c) Ensure the rudder is in the mid position.
The defective system is isolated and the pump stopped, whilst the intact system 2. No.1 isolating valve (IV-1) is energised and the hydraulic
remains fully operational so that steering capability is maintained, but with d) Select LOCAL at the starter panel and start each electro- systems associated with No.1 and No.2 pumps are isolated.
50% of the rudder torque which requires the ship’s speed to be reduced to half hydraulic pump unit. 3. If the oil level goes down to the LOW-LOW position this
speed. indicates that the leak is in No.1 system. No.1 isolating valve
e) Carry out pre-departure tests. (IV-1) is de-energised and No.1 pump is automatically stopped;
The steering gear is remotely controlled by the autopilot control or by hand No.2 isolating valve (IV-2) is energised and No.2 pump is
steering from the wheelhouse. All orders from the bridge to the steering f) Check for any leakage and rectify. automatically started. The hydraulic system associated with
No.1 pump is isolated. Steering is now carried out by No.2 Procedure for Operation of Steering Gear on Loss of Remote Operation of No.1 Pump at Low Speed
pump and its two related cylinders (No.3 and No.4) with 50% Bridge Control
torque. In the event of the loss of main electrical power and thus propulsion the vessel
4. If, however, the oil leak is in No.2 hydraulic system the Low- a) On loss of steering gear control from the bridge, establish will continue to run for several miles before losing steerage. To allow limited
Low level alarm is not activated and steering continues to be communication with the bridge via the telephone system. manoeuvring during this time No.1 steering pump will be supplied by the
carried out by No.1 pump and its two related cylinders (No.1 A telephone is located on the steering gear compartment emergency generator and running at half speed.
and No.2) with 50% torque. No.2 hydraulic system is isolated platform.
and so there will be no further leakage from that system apart The reduced power available increases the time needed to turn the rudder and
from the oil in the pipes. Indication of the rudder angle and a compass repeater are provided for manual reduces the angle through which it may be moved. When the speed has reduced
control of the steering gear. to below eight knots the rudder will be able to move from 15° one way to 15°
If No.2 pump is running and No.1 pump is stopped when the LOW level and the other way in 60 seconds.
LOW-LOW level alarms are activated, the sequence of events is identical to Note: Only one pump unit can be operated in this mode, the other pump unit
that above, except that initially No.2 isolating valve is energised first isolating must be shut down. Emergency Steering Drill
the lines from No.1 pump unit. The systems will be isolated and the system
without the leak will operate. b) On the pump unit to be used, lift up the locking plate and turn Emergency steering drill should be carried out according to company
the LOCAL/REMOTE control switch to LOCAL control. procedures when traffic and navigational restrictions permit.
Failure Sequence with Both Pumps Running
The switches are on the rubber servo unit panels in the steering gear room. It is to consist of the direct operation of the main steering gear by using the
When both pumps are running, the hydraulic oil tank which first registers a manual control within the steering flat. This operation is to be directed from the
LOW oil level will trigger the alarms on the bridge and in the engine room c) For the pump unit on local control, operate the pushbuttons navigation bridge. After each drill, details and the date it was carried out are to
and a signal will be sent to energise its isolation valve. Both pump units will PORT or STARBOARD to turn the steering gear in the be entered in the Official Log Book and Particulars and Records Book.
remain in operation. direction requested by the bridge. The pushbutton (PORT or
STARBOARD) is depressed for as long as required in order
When the oil level in No.1 or No.2 oil tank goes down to the ‘LOW-LOW’ to turn the rudder through to the requested angle. When the
level, the associated isolating valve will operate and the respective pump will requested angle is achieved the pushbutton is released, the
be automatically stopped. rudder will remain at that angle.
If this system should fail, manual operation can be carried out as follows:
System Testing
The float chamber can be isolated and drained to test the system operation. The a) Only one pump unit may be operated and the operational pump
function test period for the LOW and LOW LOW alarms should be carried out unit selector switch must be turned to the LOCAL position.
according to the company’s procedures.
b) Switch off the torque motor power.
Emergency Steering c) Push in the pushbutton on the unloading device and lock it in
place.
If failure occurs in the remote operating system from the wheelhouse, the
steering can be operated from the steering gear room, either on the respective
d) The tiller can be moved in accordance with the steering
autopilot control panel through the NFU pushbuttons or via the torque motor
command from the bridge by turning the torque motor shaft
control knob located on top of the torque motor. Under these conditions, it is
knob located on the top of the torque motor. This puts a stroke
only possible for one pump unit to be operated in hand steering mode from the
on the pump to produce the desired angle of rudder movement.
steering gear room.
When the rudder reaches the desired angle, feedback from the
tiller will remove stroke from the pump.
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 is supplied from the
emergency switchboard.
2.12 Electrical Power Generators
2.12.1 Main Diesel Generators
2.12.2 Emergency Diesel Generator
Illustrations
2.12.1a Main Diesel Generator Local Control Panel
2.12.2a Emergency Diesel Generator Local Control Panel

2.12 Electrical Power Generators The engine safety and control system provides for automatic shutdown in the Turbocharger System
event of the following:
Each generator engine is fitted with an exhaust gas driven turbocharger system,
2.12.1 Main Diesel Generators • Overspeed this is operates on the constant pressure principle and consists of an exhaust gas
receiver, the turbocharger, a charge air cooler and the charge air receiver.
Engine • Low lubricating oil pressure
Manufacturer: MAN-B&W - Zhenjiang Marine Diesel, China • High cooling water temperature The turbocharger compressor draws air from the engine room through a suction
Type: 6L28/32H • Activation of the emergency stop filter, compresses it before passing it through the water-cooled charge air cooler
to the receiver. The pressurised air is then drawn into the individual cylinders
No. of cylinders: 6/
One diesel generator is used during normal seagoing conditions, but two through the cylinder head inlet valves as the engine rotates.
Bore: 280mm
generators are required during manoeuvring.
Stroke: 320mm
Cooling Water System
Speed: 720 rpm
Starting Air System All cooling water requirements for the generators are provided with cooling
Capacity: 1,200kW
The engines are started by an air-driven starter motor that operates off the water from the central fresh water cooling system. The engines have internal
No. of sets: 3 high and low temperature systems with an engine-driven pump circulating the
starting air system at a reduced pressure of 7.0 bar. When the start valve is
Turbocharger high temperature system. The working pressure of the central cooling water
opened by the remote controlled solenoid, air is supplied to the air start motor.
Manufacturer: MAN B&W The air supply activates a piston, causing the pinion to engage with the gear system is 2.5 bar.
Type: NR 2D/R149 rim on the flywheel. When the pinion is fully engaged, pilot air opens the
main starting air valve which supplies air to the air starter motor, causing the The high temperature cooling water is discharged by the engine-driven pump
Governor
engine to turn. When the revolutions exceed about 110 rpm, if conditions are to the cylinder jackets and cylinder covers. All generator engines are connected
Manufacturer: Woodward Governor Co, to the same cooling water supply and return lines which branch from the low
normal and firing has taken place, the start valve is closed and the pinion piston
Type: UG-8 and main air valve are vented. A return spring disengages the pinion from the temperature fresh water central cooling system.
Alternator flywheel and the air motor stops. An on-line air lubricator is fitted to lubricate
Manufacturer: Taiyo Electric Co. Ltd., Osaka, Japan the start air motor. During starting a pneumatic cylinder operates a stop arm The high temperature return line connects with the high temperature supply
to limit the fuel-regulating shaft and control the maximum amount of fuel line by means of a three-way temperature controlled valve which allows for
Type: Brushless AC Generator
injected. recirculation of the cooling water. This valve has a variable set point and
Model: FEAW 55 3C-10 normally maintains the engine cylinder head and liner jacket cooling water
Capacity: 1,500kVA, 1,200kW, 1,925A The engines may also be started locally from the engine side control panel. at an outlet temperature of 80°C in return line . Warm water from the cooling
Power factor: 0.8pf Select local control by pressing the LOCAL pushbutton on the membrane system of the running engine(s) is also circulated through the other generator
panel. The REMOTE indicator lamp should be extinguished and the LOCAL engine(s), thus maintaining the standby engine(s) in a warm condition and
Rating: Continuous
indicator lamp illuminated. The START pushbutton may then be pressed and allowing for immediate starting and full output.
Voltage: 450V, 3-phase
the engine start sequence should be activated in the same manner as remote
Frequency: 60Hz The high temperature cooling system associated with generator engine No.1 is
starting from the control room.
Speed: 720 rpm provided with an electric 12kW preheater which is used to bring the temperature
In the event of failure of this electrically controlled starting procedure the of the jacket water up to operating temperature before the first generator (No.1)
solenoid operated starting valve is provided with an emergency starting valve set is started from a dead ship condition.
Introduction as back-up. This valve has to be manually activated by use of the ball headed
rod provided by the engine manufacturer for the purpose, or if unavailable a The low temperature cooling water circuit comprises of the lubricating oil
Three diesel generators operate in the medium speed range and supply electrical short-bladed screwdriver or similar may be used. The emergency starting valve cooler, the charge air cooler and the alternator air cooler. Water is circulated
power for the ship. Each has a generating capacity of 1,200kW. is located next to the solenoid starting valve immediately below the air-driven from the central fresh water cooling system, there being no engine-driven low
starter motor. The engine is changed to LOCAL control as descibed above and temperature cooling water pump. An automatic low temperature fresh water
The engines have six cylinders and are turbocharged, uni-directional, four- the emergency start valve is pressed until the engine fires and then released. shut-off valve is fitted in the low temperature cooling water supply line to each
stroke, trunk piston, in-line engines which are normally operated on heavy of the engines.
fuel oil. They may also be supplied with marine diesel oil, which is used in
the event of a shutdown of the steam system or for flushing through the engine CAUTION
prior to shutting down for prolonged periods or for maintenance. This pushbutton must not be operated whilst the engine is running
as damage to the starter motor and the flywheel starter ring will be
sustained.
Fuel Oil System Illustration 2.12.1a Diesel Generator Local Control Panel The lubricating oil temperature is controlled by a three-way temperature
control valve set at 60°C, which regulates the amount of oil that passes through
The generator engine fuel oil supply rail is ordinarily supplied with heated
or bypasses the cooler.
heavy fuel oil (HFO) from the main engine/generator engine fuel oil supply
unit. If required, the generator engines may be supplied with marine diesel oil
The lubricating oil cooler is a stainless steel plate heat exchanger, with oil
(MDO) by either of the MDO feed pumps. These pumps receive their electrical
circulating through the flow channels and water from the central fresh water
supply from both the main and emergency switchboards and are operable when
cooling system circulating through the parallel channels in a counter-flow
no power is available from the main switchboard.
manner.
The mechanically linked manual engine fuel supply and return changeover H.T. FRESH WATER PRESSURE L.T. FRESH WATER PRESSURE
The turbocharger is supplied from the main lubricating oil circuit via an orifice
valves are operated so that fuel supply and return are from and to the
and a non-return valve. This valve is fitted to prevent the loss of oil from the
appropriate HFO or MDO tank. The high pressure fuel injection pumps take
turbocharger bearings when the engine is not running.
suction from the fuel supply rail. The injection pumps deliver the fuel oil under
high pressure through the injection pipes to the injection valves. Cams on
The main lubricating oil filters are supplemented by a bypass centrifugal filter
the camshaft operate the injection pumps. With the engine stopped, fuel will
mounted at the engine base frame. During operation a part of the lubricating
circulate along the fuel supply rail and back to the FO return pipe. The engine
oil supplied from the engine-driven lubricating oil pump enters the centrifugal
FO supply rail will thus be kept hot and ready for use when HFO is being used. CHARGE AIR PRESSURE FUEL OIL INLET PRESSURE
filter and returns to the oil sump in the base frame. The filter is driven by the
The engines are designed for normal operation at all times on HFO, a change
oil supply. The filter relies on centrifugal force and will remove high-density
to MDO only being made prior to maintenance of the fuel system.
sub-micron particles.
Excess fuel not needed by the injection pumps is passed through the overflow
pipe and delivered into the manifold, which returns it to the system. This Procedure to Prepare a Diesel Generator for Starting
principle ensures that:
• There is always an adequately large amount of pressurised fuel
LUB.OIL FILTER IN/OUT PRESS. TURBOCHARGER L.O. PRESS.
a) Set the engine to local control by pressing the LOCAL
available to each engine. pushbutton at the engine side start panel.
• The heated fuel is circulated for warming-up the piping system b) Set up the fuel oil service system as described in Section 2.6.2.
and the injection pumps prior to engine starting.
• The required fuel oil temperature and viscosity is maintained. c) Set up the low temperature cooling water system as in Section
2.5.2 and ensure that the engine cooling water system is
600
30000 720
OVERSPEED 750
20000 40000
completely filled and vented.
Lubricating Oil System LOW LUB.
OIL PRESS.
300 900
HIGH FRESH
All running gear on each engine is force lubricated by an engine-driven gear d) Check the level of oil in the sump and top-up as necessary with
WATER TEMP.
10000 50000
EMERGENCY 140
type pump that supplies oil at a pressure of between 4.0 bar and 5.0 bar. The lubricating oil.
STOP ENG
1C
0
60000
0
RPM
1200
underside of the piston crowns are also supplied with lubricating oil as a
cooling medium. START STOP
ENGINE RPM
e) Switch the generator engine pre-lubricating oil pump to AUTO
TC RPM
operation and check that the lubricating oil pressure builds up.
BLOCKING
A pre-lubrication pump is fitted to each engine to supply oil to the bearings and
REMOTE LOCAL
RESET
Check at the generator engine local control panel for the pressure
other running gear before the engine starts. This reduces wear on the engine being supplied. The engine should be pre-lubricated at least 2
in the period between the engine starting and the engine-driven pump building minutes prior to the starting of the engine if the pre-lubricator is
up lubricating oil pressure. The pre-lubrication pump is driven by an electric in MAN (manual) mode, but the engine will be pre-lubricated
READY FOR START
motor (each pump unit is fed from the emergency switchboard) and runs automatically whilst on standby in AUTO (automatic) mode.
continuously whilst the engine is on automatic standby.
f) Check the LO pressure before and after the filter and the
The engine-driven pump and the electrically-driven pre-lubrication pump both START BOX turbocharger LO pressure; a pushbutton must be pressed at the
take suction from the engine sump, and discharge through a plate cooler and a instrument panel to read the LO pressure before the filter.
15 micron duplex filter to the engine oil supply rail.
g) Check the governor oil level and replenish if necessary.
h) Check the oil level in the air start motor in-line lubricator. Procedure to Start a Diesel Generator Engine Procedure to Stop a Diesel Generator Engine
i) Open the indicator cocks and turn the engine at least one a) At the local start panel select the engine for local control by a) Before stopping the engine, ensure that the load has been
complete revolution using the turning bar with the cylinder pressing the LOCAL pushbutton and undertake the checks as removed and run the engine for a few minutes off-load for
indicator cocks open, or purge the cylinders by inducing a start described previously. When the checks have been satisfactorily cooling down purposes.
procedure. completed, start the engine by pressing the START pushbutton
and allow it to run up to normal speed. b) Press the STOP pushbutton on the generator panel on the
j) Close the cylinder indicator cocks. electrical switchboard or on the local start panel at the engine
b) Thoroughly check the engine to ensure there are no leaks and side.
k) Vent the jacket cooling water space. the engine is running smoothly and firing on all cylinders.
If any part of the engine has been drained for overhaul or maintenance, check c) Check that the LO pressures and temperatures are normal and
the level in the central fresh water cooling expansion tank and refill with fresh that the pressure drop across the filters is normal.
water from the hydrophore system if necessary.
d) Check that the FO pressure and temperature are normal.
l) Open the vent on the cooling water outlet line on the generator
air cooler, and close it again when all of the air has been e) Connect the generator to the switchboard.
expelled.
f) Ensure that the engine temperatures and pressures remain within
If maintenance work has been carried out on the engine, start the engine as normal limits as the load is applied to the engine and the engine
below prior to selecting the engine to REMOTE operation. slowly heats up.
m) Check that all of the fuel pump indices are at index ‘0’, when g) Check the exhaust gas temperatures for deviation from normal
the regulating shaft is in the stop position. and check the exhaust gas for smoke.
n) Check that all of the fuel pump linkages can be pressed by hand h) Monitor the charge air boost pressure and temperature and keep
to full index and return to ‘0’ when the hand is removed. under control.
o) Check the spring-loaded pull rod operates correctly. The diesel generator engines may be started from the following positions:
• Locally at the engine by means of the START pushbutton at the
p) Check that the stop cylinder for the regulating shaft operates
local start panel.
correctly when shutting down normally and at overspeed and
shutdown. Testing is done by simulating these situations. • Locally at the engine using the emergency start valve adjacent
to the air starter motor solenoid valve.
q) Select the engine for REMOTE operation at the local start panel • Remotely, both automatically and manually at the individual
and select it for automatic (AUTO) operation at the switchboard generator panel on the electrical switchboard.
panel so that it will operate as part of the Power Management
System. The mode selector switch may also be set to MANU • Remotely and automatically via the Power Management System
to allow for manual starting from the generator switchboard (selection as first or second standby via the priority selector
panel. switch on the switchboard synchronising section).
Issue: Final Draft - November 2007 IMO No: 9323948 Section x - Page x of x
2.12.2 Emergency Diesel Generator and the return valve, are always open in order to ensure that the emergency • LO temperature high
generator is available for immediate start and running.
• High alternator temperature
Manufacturer: Nordhavn A/S, Aarhus, Denmark
No. of sets: 1 The engine bearings and turbocharger are lubricated from an integral sump by • Fuel injection pipe leakage
means of an engine-driven gear pump. The lubricating oil is cooled in an oil • Three start failures
Generating set model: GASC-12-06E
cooler; cooling water from the jacket cooling system is circulated through the
Engine: oil cooler. After flowing through the cooler the oil passes to a filter before being • Not auto mode
Manufacturer: Scania CV AB, Sodertalje, Sweden supplied to the engine bearings. The level of oil in the engine sump is measured • Control power
Model: DC12 by means of a dipstick; the sump level must be maintained at the correct value
• Overspeed.
Type: Six cylinder, four-stroke, trunk piston, in-line. at all times. Only the correct grade of oil must be used to replenish the sump.
turbocharged A local control panel is equipped with the following functions:
The engine is started by means of an electric starter motor, which is supplied
Bore: 127mm
with electrical power from batteries. The battery panel is located at the • START pushbutton (manual start)
Stroke: 154mm emergency switchboard and the batteries are maintained under constant charge,
• LAMP TEST/RESET pushbutton
Alternator: so that they are always ready to start the engine. The battery charger system
Manufacturer: Newage International,Stamford, UK is provided with a power failure alarm and a battery failure alarm. When the • Mode selector switch (STOP/LOCAL/EMERG)
Model: hc.m434.e2 engine is started the electric starter motor engages with the toothed rim of the • Cooling water temperature gauge
engine flywheel, which is located at the generator end of the engine. Electrical
Rating: 450V, 312.5kVA, 401A, 250kW, IP23 power is removed from the starter motor when the engine speed reaches 400 • Lubricating oil pressure gauge
AVR: MX 341 rpm; the starter motor drive then automatically disengages from the flywheel. • Tachometer/hours counter
Excitation: 40V, 2.3A
A back-up hydraulic starting system is provided for emergency use should the • LO temperature gauge
Power factor: 0.8
electric starting system fail; Powerstart model PS-INST. The hydraulic starter • Alarm indicator lamps
Speed: 1,800 rpm
motor is permanently mounted on the engine and is ready for use. The hydraulic
starter motor engages automatically when a start is ordered and disengages When the emergency generator selector switch is turned to EMERG (normal
Introduction when the starting valve is released after the engine fires. The hydraulic starter position), the unit is operated in automatic control mode. Start and stop
motor is powered by hydraulic pressure from the hydraulic accumulator, which functions are activated by means of remote inputs to the control system. For
must be fully pressurised by means of the handpump, which is located at the operation under automatic control the engine is started by the electric starting
The emergency diesel generator engine is a six cylinder, turbocharged, in-
side of the engine. The operating pressure is 200 bar (3,000psi). system.
line engine operating on the four-stroke cycle. The emergency generator set
is located in the emergency generator room, which is situated on the upper
A single exhaust gas turbocharger supplies combustion air to the engine. The emergency generator will start automatically in the event of loss of main
deck, port side aft of the accommodation block in the engine room casing. The
Each cylinder head has air inlet and exhaust valves which are operated by the electrical power, via a signal from the emergency switchboard. Three start
diesel generator engine is water-cooled using fresh water, which circulates in a
camshaft via pushrods and rockers. attempts are available under automatic control, with a start failure alarm in
closed system; the water is cooled in a radiator across which air is blown. The
the event of a failure to start. If the switch is in the STOP position a start is
water is circulated by means of an engine-driven pump; a thermostatic valve
The engine is provided with a shut-off and alarm system. The fuel shut-off acts inhibited; this must be used if any work is being undertaken on the engine or
controls the cooling water temperature by regulating louvres which vary the air
to stop the engine by preventing fuel injection. An automatic engine shutdown engine systems.
flow across the radiator. The cooling water level is maintained by adding fresh
system operates in the event of:
water to the radiator expansion tank. The emergency generator is heated in
• Low lubricating oil pressure (2.5 bar) The engine should be started at least once a week and run up to full load
order to maintain the engine at the required temperature to allow for immediate
monthly. Whenever the engine has been started, the emergency generator diesel
starting. Scania corrosion inhibitor must be added to the cooling water to give • High jacket cooling water temperature (95°C) oil tank must be checked and refilled if the level has dropped below the 24
a concentration of between 7% and 12%; when this inhibitor is used no glycol
• Engine overspeed (66Hz) hour operation level. The cooling water level in the radiator and oil level in the
must be in the cooling water.
sump must also be checked each week. The battery system should be checked
Alarms are activated in the event of: daily to ensure that the batteries are maintained fully charged and ready for
MDO fuel is supplied to the emergency generator from the dedicated emergency
immediate use.
generator fuel oil tank, which is located in the emergency generator room. • High FW cooling temperature
There must always be sufficient fuel oil in the emergency generator fuel tank
for at least 24 hours running at full power. The outlet valve (FA005V) from the • Low FW coolant level Note: The emergency generator heater switch and the switchboard heater
emergency generator fuel oil tank is of the quick-closing type and is operated • Low FW coolant level switch at the emergency switchboard must always be in the ON position,
from outside of the emergency generator room by means of a pull wire. Valves except when work is being undertaken on parts of the emergency generator
• LO pressure low system.
from the emergency generator fuel tank to the emergency generator engine,
Procedure for Operating the Battery Charger System h) Turn the engine control panel mode selector switch to the MAN Procedure for Manual Stopping of the Emergency Generator
position. at the Local Control Panel
The emergency generator is provided with an independent set of starter
batteries and charger. The charger must remain switched on at all times and i) At the engine control panel press the START pushbutton. The a) Open the emergency generator breaker by pressing the MAN.
is fully automatic in operation. Power being supplied from the emergency engine should turn over on the electric starter motor and should OPEN EG CIRC. BR pushbutton on the ESBO6 panel.
switchboard. fire. When the engine fires the START pushbutton must be Check that the emergency generator has been disconnected
released. The engine governor will regulate the speed to the electrically from the emergency switchboard. Allow the engine
The two 12 volt batteries are housed in a container at the alternator end of preset value. Check that the engine runs smoothly without to run for about 5 minutes off-load in order for it to cool down
the unit. These are connected in series to provide the 24 volt starting voltage excessive noise or vibration. effectively.
required.
j) When the engine is running normally and the generator voltage b) Stop the emergency generator by turning the selector switch on
An isolating switch is provided for use when working on the engine or starting and frequency are correct, the generator may be connected the engine panel to STOP. The emergency generator will stop.
hydraulically. to the switchboard. At the ESBO6 panel of the emergency
switchboard, the Emergency Generator/Bus Bar switch must be c) If the next mode of starting is to be under automatic control, the
WARNING turned to the EMERGENCY GENERATOR position in order mode selector switch must be returned to the EMERG position.
for the voltage and frequency to be checked. The emergency If work is to be carried out on the emergency generator the
The battery charger must be switched off when working on the battery
generator circuit-breaker is closed by pressing the MAN. selector switch should be turned to the STOP position.
connections.
CLOSE EG CIRC. BR pushbutton on the same panel.
d) Reset the Emergency Generator/Bus Bar switch to the BUSBAR
Procedure for Manual Starting of the Emergency Generator at k) Allow the engine to run for sufficient time in order to enable all position. Turn the Emergency Generator Isolation switch to the
the Local Control Panel (Manual Closing of Circuit-Breaker) the systems to reach their normal operating temperature. Check NORMAL position
the lubricating oil pressure and temperature.
a) Check that there are no water, fuel or lubricating oil leaks and e) When the engine has been stopped the fuel tank must be
that the emergency generator set is available for starting. Ensure l) Check the cooling water temperature and ensure that the heater checked and, if necessary, replenished in order to ensure that
that there is no restriction on the engine starting. switches off when the temperature rises. Check that the radiator there is sufficient fuel for a minimum 24 hours operation at full
system operates correctly. load.
b) Ensure that all instrumentation root valves are open and that
the instruments are operating correctly. Ensure that the engine Illustration 2.12.2a Emergency Diesel Generator Control Panel Note: For normal automatic operation the emergency generator room supply
control panel is supplied with electrical power. fans must be selected for AUTO operation at the starter box in the emergency
N
NORDHAVN
Aarhus C
Denmark
Telephone +45 70 21 34 00
SCANIA
SisuDiesel generator room.
c) Ensure that the fuel system is fully primed and that the fuel Lub.
Oil Pressure
Lub.
Oil Temp.
filter has been cleaned; all of the valves from the fuel tank to the
engine should be open. Procedure for Testing the Automatic Starting of the Emergency
R.P.M. / Hour Counter
Generator
d) Ensure that the fresh water cooling system is fully charged and
LO Press FW Temp.
Alarm Alarm
a) Check that there are no water, fuel or lubricating oil leaks and
50 60
vented. The water level in the radiator expansion tank must be 40 70 Lub Oil
Temp.
FW Level
that the emergency generator set is available for starting.

Alarm
checked and water added to the tank if necessary. The generator

30 80 Alarm
20 90
Start Control
heater and switchboard heater must be switched on. 10 100

F.W.Temp. Failure Voltage
b) Ensure that all instrumentation root valves are open and that
1 5 0 0 3 7 8
Local Power
Over
Stop Emerg On
Speed
e) Ensure that the starter batteries are fully charged and that they
Shutdown
instruments are operating correctly. Ensure that the engine
control panel is supplied with electrical power.
Lamp
are able to supply electrical power to the starter motor.

Start
Test/Reset
f) Check the oil level in the engine sump and replenish if c) Ensure that the fuel system is fully primed and that the fuel
necessary. filter has been cleaned; all of the valves from the fuel tank to the
engine should be open.
g) At the ESBO5 panel on the emergency switchboard, turn the
Emergency Generator Isolation switch to the TEST position.
d) Ensure that the fresh water cooling system is fully charged and The suction air filter is provided with an indicator to show if the filter is c) Ensure that the fuel system is fully primed and that the fuel
vented. The water level in the radiator expansion tank must be restricted. If the entire red plunger of the filter is visible the filter must be filter has been cleaned; all of the valves from the fuel tank to the
checked and water added to the tank if necessary. The generator cleaned or replaced immediately. engine should be open.
heater and switchboard heater must be switched on; these are
normally left switched on at all times. d) Ensure that the fresh water cooling system is fully charged and
Procedure for Restoration of Normal Electrical Supply After a vented. The water level in the radiator expansion tank must be
e) Ensure that the starter batteries are fully charged and that they Blackout and Operation of the Emergency Generator checked and water added to the tank if necessary.
are able to supply electrical power to the starter motor.
a) Turn the emergency generator operating mode switch to the e) Turn the engine mode selector switch to the LOCAL position.
f) Check the oil level in the engine sump and replenish if MAN position.
necessary. f) Ensure that the red-handled valve D5 by the hydraulic handpump
b) Manually open the emergency generator circuit-breaker by is closed and that the oil reservoir is full. Fit the handle to the
g) Turn the engine control panel mode selector switch to the TEST pressing the MAN. OPEN EG CIRC. BR pushbutton on the pump, this is stowed adjacent to the alternator.
position. The emergency generator will start automatically. ESBO6 panel.
g) Operate the hydraulic handpump to charge the hydraulic
h) At the ESBO6 panel of the emergency switchboard the c) Manually close the normal supply circuit-breaker to the accumulator to an approximate pressure of 200 bar.
Emergency Generator/Bus Bar switch must be turned to the emergency switchboard.
EMERGENCY GENERATOR position in order for the voltage h) Ensure that the fuel linkage is in the correct position for
and frequency to be checked. d) Manually stop the emergency generator by turning the selector starting.
switch on the engine panel to STOP.
i) At completion of the test the Emergency Generator/Bus Bar i) Open the hydraulic system Starter Valve (red handle - D5); the
switch must be turned to the BUSBAR position and the engine e) Return the selector switch to EMERG after the engine has come engine will turn-over on the hydraulic starter. When the engine
mode selector switch must be turned to the MANU position. to a complete rest. fires close the hydraulic starter valve. The governor will control
the engine to the correct speed.
j) Stop the emergency generator by turning the selector switch on f) Turn the emergency generator operating mode switch to the
the engine panel to STOP. AUTO position. j) Check the engine oil pressure, cooling water pressure and rpm.
k) Return the selector switch to EMERG after the engine has come g) Check over the emergency generator systems and replenish the k) Close the circuit-breaker and supply power to the emergency
to a complete rest. emergency generator fuel tank if necessary. switchboard.
l) When the emergency generator has stopped turn the mode Note: If the hydraulic starter has to be used, only manual starts of the
selector switch to the AUTO position in order to enable Procedure for Manual Emergency Starting of the Emergency
emergency generator are available. The electric starting system must be
the emergency generator to start automatically as required. Generator at the Local Control Panel (Hydraulic Starter) repaired and restored to operational service as soon as possible.
Replenish the emergency generator fuel tank is necessary.
In an emergency when no electrical power is available from the battery system,
or if the electric starter motor does not function, it is possible to use the
Automatic Starting of the Emergency Generator hydraulic back-up starter system for starting the emergency generator.
In order to enable the emergency generator to start automatically in the event a) Ensure that the power source switch for the engine control panel
of a blackout, the mode selector switch at the local control panel must be set to is turned on.
the EMERG position. The fuel tank must always contain sufficient fuel for at
least 24 hours of operation at full load. Note: In the event of complete electrical failure this will have no immediate
influence but when electrical power is available the control panel will
The battery system must always remain on charge and the batteries must be function again.
checked to ensure that they are fully charged. If one of the battery systems
fails it must be disconnected as mentioned above and must be replaced at the b) Ensure that all instrumentation root valves are open and that the
earliest possible time. instruments are operating correctly.
2.13 Electrical Systems Illustrations
2.13.1 Electrical Equipment 2.13.1a Main Electrical Network
2.13.2 Main Switchboard and Generator Operation 2.13.2a Generator and Synchronising Panels
2.13.3 Emergency Switchboard and Generator Operation 2.13.3a Emergency Switchboard Layout
2.13.4 Electrical Distribution 2.13.4a Main 440V Distribution
2.13.5 Shore Power 2.13.4b Main 220V Distribution
2.13.6 Main Alternators 2.13.4c Main Group Starter Panel Distribution
2.13.7 Emergency Alternator 2.13.4d Emergency 440V and 220V Distribution
2.13.8 Preferential Tripping and Sequential Restarting 2.13.5a Shore Power
2.13.9 Battery Systems 2.13.6a Main Alternator
2.13.10 Cathodic Protection System 2.13.7a Emergency Alternator
2.13.8a Preferential Tripping System
2.13.8b Sequential Restart System
2.13.9a Battery Charger and Discharge Board
2.13.10a Impressed Current Cathodic Protection System

Illustration 2.13.1a Main Electrical Network
No.1 120kVA 440/230V

No.2 120kVA 440/230V Transformer MTR1
Transformer MTR2
Main Switchboard
No.2 Group No.2 440V No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 440V No.1 Group 220V Feeder
Starter Panel Feeder Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Feeder Panel Starter Panel Panel
Panel A Panel B Panel C Panel D Panel E Panel F Panel G Panel H
Interlocking
ST ST ST ST
440V 440V 440V 440V 440V 440V 220V

G G G
Group Starter Consumers Consumers Consumers Consumers Group Starter Consumers
Shore
Consumers Consumers
No.3 Diesel No.2 Diesel Connection No.1 Diesel
Generator Generator Generator
1200kW 1200kW 1200kW
1,925A 1,925A 1,925A
No.1 45kVA 440/230V

EmergencyTransformer ETR1
Main / Emergency Switchboard
Bus Tie Line
No.2 45kVA 440/230V

Emergency Transformer ETR2
Key
24V Battery Charge
Emergency Switchboard Discharge Board
Transformer Emergency Bus Tie and440V 220V
Generator Panel Feeder Panel Feeder Panel
Interlocking
Air Circuit-Breaker (ACB)
Moulded-Case Circuit-Breaker (MCCB)
Disconnector Switch
440V AC
440V 220V
220V AC
G Consumers Consumers
Emergency
24V DC 24V DC
Generator
Consumers
250kW 401A
2.13 Electrical systems Main Power Distribution System The engine room, machinery space, deck and accommodation 220V lighting
and other auxiliary consumers are fed from 220V distribution panels L-1 to
The main switchboard consists of:
2.13.1 Electrical Equipment L-11. These are fed from the main switchboard 220V feeder panel with the
• Three generator panels exception of L-6 which is fed from P-2 440V power distribution panel via a
Generating Plant • The synchronising panel 440/220V transformer.
The electrical power generating plant consists of the following: • Two 440V feeder panels (No.1 and No.2) The galley and laundry 440V consumers are fed from P-1 power distribution
• Two group starter panels (No.1 and No.2) panel and the galley and laundry 220V consumers are fed from L-9 220V
Diesel Generators
distribution panel.
No. of sets: 3 • One 220V feeder panel
Rating: 440V, 3-phase, 60Hz, 1,200kW, 1,925A The main 220V consumers are fed from the main switchboard 220V feeder
The main switchboard feeds the main 440V group starter panels (GSP), No.1
panel. This panel is fed from either main 440V switchboard No.1 or No.2 feeder
and No.2, located either side of the main switchboard. A third local group
Emergency Diesel Generator panels via one of two 120kVA transformers. The output of these transformers
starter panel (No.3 GSP) which feeds the various accommodation area fans is
is fed to the 220V feeder panel via two moulded-case circuit-breakers (circuits
No. of sets: 1 supplied from the No.2 440V main switchboard feeder panel (circuit 206) and
923 and 924). These moulded-case circuit-breakers (MCCB) are mechanically
Rating: 450V, 3-phase, 60Hz, 250kW, 401A is located in the air conditioning room on the upper deck.
interlocked to prevent both breakers being closed simultaneously.
In addition to the group starter panels, eight 440V power distribution panels
The 220V air conditioning re-heaters are supplied from a separate 220V
Introduction (P-1 to P-8) are located throughout the vessel to supply the vessel’s 440V
distribution board. The distribution board is fed from the main switchboard,
equipment. Panel P-1 is fed from the main switchboard, No.1 440V feeder
No.2 440V feeder panel (circuit 108) via a 440/230V, 99kVA transformer.
The diesel generators are situated in the engine room, aft of the main engine panel (circuit 706) via a 440/440V isolation transformer GTR. Panels P-3
on the 3rd deck level. The generators supply 440V at 60Hz to the main (circuit 817) and P-5 (circuit 818) are fed from the main switchboard, No.1
The switchboards are of dead front box frame construction without a bottom
switchboard which is situated in the engine control room on the port side at the 440V feeder panel. Panels P-2 (circuit 215), P-4 (circuit 105), P-6 (circuit 106)
plate and have hinged front panels that may be opened without disturbing the
2nd deck level of the engine room. and P-8 (circuit 114) are fed from the main switchboard, No.2 440V feeder
meters, lamps, etc, mounted on them.
panel. Panel P-7 (circuit 202) is fed from the emergency switchboard 440V
The number of generators connected to the switchboard at one time depends feeder panel.
Shore power can be provided to supply basic consumers (lighting, etc)
on the electrical consumer load of the ship at that time. The generators may
when the ship is alongside for an extended period or when in refit/dry dock.
be manually run-up and connected to the main switchboard as required but The main switchboard normally feeds the emergency switchboard, located in
The shore connection box is located in the emergency generator room and
in normal operation, the automatic control system automatically controls the emergency generator room, via the main/emergency switchboard bus tie
connects to the main switchboard via a moulded-case circuit-breaker mounted
the operation of the generators and major operational aspects of the main line.
on the synchronising panel. Please refer to Section 2.13.5 for further details
switchboard.
concerning shore connection procedures.
A disconnection switch assembly is located in the main switchboard
The recommended number of generators for the various conditions is as synchronising panel. In the event of a fault developing on one side of the
follows: switchboard (eg, bus short-circuit), the disconnection switches may be opened Main Switchboard Monitoring
• Sea going - 1 to isolate the side of the switchboard at fault. When opened, the MAIN BUS Each main switchboard generator panel is equipped with an ammeter,
SELECTION switch (COS-B), located inside the synchronisation panel must voltmeter, frequency meter and kilowatt hour meter to measure the output of
• Manoeuvring - 2 be turned to the bus bar that is not in the fault condition ((DG2/3 or DG1). the generator. Preferential trips, the air circuit-breaker (ACB), reverse power
• Cargo operations - 2 relay and overcurrent relay are provided for generator protection.
• Emergency conditions - 1 (emergency generator) CAUTION
The MAIN BUS SELECTION switch (COS-B) must not be opened The main switchboard synchronising panel is equipped with dual frequency
There is another smaller emergency generator located in a separate compartment, under normal or on-load conditions. meters and dual voltmeters for comparing the output of the generator to the
the emergency generator room, located on the port side of the upper deck. This main bus bar. Generator wattmeters are also fitted to monitor the load on
generator is entirely self-supporting with its own dedicated fuel, cooling and The main engine room, machinery space, motors and pumps, etc, are fed from the generators. A synchroscope and synchronising lamps are provided for
starting equipment. the main switchboard group starter panels No.1 and No.2 and also from some paralleling operations.
of the power distribution panels. Other engine room equipment and machinery
The emergency generator has sufficient capacity to supply the auxiliaries space and deck 440V consumers are fed from the 440V feeder panels No.1 and Generator status and general bus status (insulation alarms, etc) are displayed
required to start a main diesel generator in the event of total power failure. No.2 and also from some of the power distribution panels. on indication panels mounted on the synchronising panel and each generator
All three main generators may operate in parallel, but not with the emergency panel.
generator.
Illustration 2.13.1a Main Electrical Network
No.1 120kVA 440/230V

Transformer MTR2
Main Switchboard
Interlocking
ST ST ST ST
440V 440V 440V 440V 440V 440V 220V

G G G
Group Starter Consumers Consumers Consumers Consumers Group Starter Consumers
Shore
Consumers Consumers
1200kW 1200kW 1200kW
1,925A 1,925A 1,925A
No.1 45kVA 440/230V

EmergencyTransformer ETR1
Main / Emergency Switchboard
Bus Tie Line
No.2 45kVA 440/230V

Emergency Transformer ETR2
Key
24V Battery Charge
Emergency Switchboard Discharge Board
Transformer Emergency Bus Tie and440V 220V
Generator Panel Feeder Panel Feeder Panel
Interlocking
Disconnector Switch
440V AC
440V 220V
220V AC
G Consumers Consumers
Emergency
24V DC 24V DC
Generator
Consumers
250kW 401A
Automatic control of the generators is provided by protection and paralleling The two moulded-case circuit-breakers on the emergency 220V feeder panel Preferential Tripping
units mounted on each generator panel. This system ensures a continuous power (circuits 321 and 322) are mechanically interlocked to ensure that only one of
Non-essential loads are interrupted automatically, in the case of overcurrent
supply and also ensures that sufficient power is available at the switchboard. the transformers supplies the emergency 220V feeder panel at any time.
of any one of the main diesel generators, to prevent the more serious tripping
Automatic and manual control of the main switchboard is described in Section
of the generators. For further detailed information, please refer to Section
2.13.2. Emergency 220V lighting is provided via emergency lighting distribution
2.13.8.
boards E-1, E-2, E-3 and E-4.
General
A general service 24V battery charging and discharge panel supplies the The Generator Automatic Control System (PLC-PPU)
The group starter, power and lighting distribution panels are provided in wheelhouse distribution panel, the engine control console distribution panel, Manufacturer: Deif
suitable positions to supply the normal power supplies to heating, ventilation, the cargo control console distribution panel and other essential equipment and
lighting, machinery, communication and navigation equipment throughout the Type: Multi-Line 2, Version 2
low voltage services (see Section 2.13.9).
ship. Each 440V and 220V distribution circuit is protected against overcurrent
and short-circuit current by a moulded-case circuit-breaker (MCCB). These The emergency power distribution network is shown in illustration 2.13.4d. The main switchboard and generators may be controlled in one of two ways:
are fitted on the switchboard or panel board with overload trip, instantaneous • Manually, from the main switchboard
magnetic trip and short-circuit current interruption features.
Motors • Automatically, via the PLC-PPU
Each of the following supply systems is provided with monitoring equipment The ship’s 440V motors are in general of the standard frame, squirrel cage
for continuously monitoring the insulation level to earth, giving an audible and induction type designed for AC 440V three-phase 60Hz. The exceptions are This system has various functions to ensure the continuous supply of the ship’s
visual indication of an abnormally low insulation level: the motors for domestic service and small capacity motors of 0.4kW or less, electrical systems and consists of one programmable controller (Q02H) and
some of these motors may be single-phase 220V 60Hz operation. Where three paralleling and protection units (PPU). One PPU is mounted on each
• Main switchboard 440V network main switchboard generator panel.
continuously rated motors are used, the overload setting ensures the motor trips
• Main switchboard 220V network at 100% of its full load current.
The power management system (PMS) automatically controls the diesel
• Emergency switchboard 440V network
The two steering gear motors are each fed from an independent circuit, No.2 generators for efficient operation. Automatic starting, synchronising and load-
• Emergency switchboard 220V network motor is fed from the No.2 440V main switchboard feeder panel, circuit 221 sharing is provided for the ship’s generator sets. The system automatically
and No.1 motor from the emergency switchboard 440V feeder panel, circuit equalises the generator frequency with bus bar frequency and energises the
• Lighting distribution board L-6 (220V AC)
201. generator’s ACB to connect the two circuits at the moment when the phases
• The 440V power distribution panel P-1 coincide (synchronising). Automatic load-sharing then ensures that each
• The 220V air conditioning reheater distribution panel The motors in the engine room are of the totally enclosed fan-cooled type. generator is equally loaded.
Standby motors will start when zero voltage is detected on the in-service motor
• The 24V DC battery charging board system The unit also controls the following:
or when the process pressure is low (see Section 2.13.8).
• The number of running generators in accordance with the ship’s
Emergency Power Distribution System power demand.
440 Volt Starters
The emergency switchboard consists of: • Automatic blackout restart and connection of generators.
The starters are generally fitted in the group starter panels. Important, duplicated
• The emergency generator panel equipment starters are split between No.1 and No.2 main switchboard group • The blocking of large motors until the number of running
• The 440V feeder panel starter panels. Interlocked door isolators are provided for all starters. On the generators is sufficient to supply the motor start current and
group starter boards, this switch is the moulded-case circuit-breaker which ship’s power demand. In this case, the standby generator is
• The 220V feeder panel functions as both isolator and overcurrent protection for the motor circuit. started and synchronised automatically.
The emergency generator will start automatically in the event of a blackout • Frequency; automatic frequency control ensures that the supply
and supply the emergency switchboard. The emergency switchboard supplies Sequential Restarting frequency remains at 60Hz independent of load.
essential navigation and machinery equipment which require the security of a Essential service motors, which were in service before a blackout, are started
backed-up power supply. It is designed to restore power within 45 seconds. automatically on recovery of the main bus voltage. These motors will start Automatic and manual control of the main switchboard is described in Section
according to the predetermined restarting sequence. Motors that were selected 2.13.2 (Main Switchboard and Generator Operation).
The emergency 220V consumers are fed from the emergency switchboard for duty before the blackout are automatically returned to duty after the
220V panel. This panel is fed from the emergency 440V switchboard feeder blackout. Similarly, motors selected for standby are automatically returned to
panel via two 45kVA transformers. standby. For further detailed information, please refer to Section 2.13.8.
Main Transformers MTR1 and MTR2 Forward Transformer FTR AC Re-heater Transformer ACTR
The 440V at the main switchboard is transformed down to 230V via two The 220V forward lighting distribution board L-6 is supplied from the 440V The 220V AC re-heater power distribution board L-AC is supplied from
440/230V, 120kVA transformers, MTR1 and MTR2, to supply the main power distribution board P-2 via the forward 440/230V transformer FTR. The the main switchboard No.2 440V feeder panel (panel A) via the 440/230V
switchboard 220V feeder section. The two moulded-case circuit-breakers at the transformer, lighting distribution board and power distribution board are all transformer ACTR. The transformer is located on the engine control room
main switchboard 220V feeder section (circuits 923 and 924) are mechanically located in the bosun’s store. top.
interlocked to ensure that only one transformer feeds the 220V section at any
time. Both transformers are located on the engine control room top. Manufacturer: Dalian Shunze Marine Electric Engineering Co. Ltd. Manufacturer: Dalian Shunze Marine Electric Engineering Co. Ltd.
Model: GSD II 25 Model: GSD II 120
Manufacturer: Dalian Shunze Marine Electric Engineering Co. Ltd.
Capacity: 25kVA, 3ph Capacity: 99kVA, 3ph
Model: GSD II 99
No. of sets: 1 No. of sets: 1
Capacity: 120kVA, 3ph
Primary voltage: 440V Primary voltage: 440V
No. of sets: 2
Secondary voltage: 230V Secondary voltage: 230V
Primary voltage: 440V
Frequency: 60Hz Frequency: 60Hz
Secondary voltage: 230V
Insulation class: F Insulation class: F
Frequency: 60Hz
Cooling: Air-cooled Cooling: Air-cooled
Insulation class: F
Protection level: IP23 Protection level: IP23
Cooling: Air-cooled
Protection level: IP23
Galley and Laundry Isolation Transformer GTR
The 440V galley and laundry power distribution board P-1 is supplied from
Emergency Transformers ETR1 and ETR2
the main switchboard No.2 440V feeder panel (panel B) via the 440/440V
The 440V at the emergency switchboard is transformed down to 230V via two isolation transformer GTR. The transformer is located on the engine control
440/230V, 45kVA transformers, ETR1 and ETR2, to supply the emergency room top.
switchboard 220V feeder panel. The two moulded-case circuit-breakers at
the emergency switchboard 220V feeder panel (circuits 321 and 322) are Manufacturer: Dalian Shunze Marine Electric Engineering Co. Ltd.
interlocked to ensure that only one transformer feeds the 220V panel at any Model: GSD II 120
time. Both transformers are located in the emergency generator room.
Capacity: 99kVA, 3ph
Manufacturer: Dalian Shunze Marine Electric Engineering Co. Ltd. No. of sets: 1
Model: GSD II 45 Primary voltage: 440V
Capacity: 45kVA, 3ph Secondary voltage: 440V
No. of sets: 2 Frequency: 60Hz
Primary voltage: 440V Insulation class: F
Secondary voltage: 230V Cooling: Air-cooled
Frequency: 60Hz Protection level: IP23
Insulation class: F
Cooling: Air-cooled
Protection level: IP23
Illustration 2.13.2a Generator and Synchronising Panels
Generator Panels Key Synchronising Panel Key
No.3 Generator Section No.2 Generator Section Synchronising Section No.1 Generator Section 1 Ammeter 1 Wattmeter
2 Voltmeter 2 Wattmeter
No.3 GENERATOR PANEL No.2 GENERATOR PANEL SYNCHRO PANEL No.1 GENERATOR PANEL 3 Frequency Meter 3 Wattmeter
(AC450V 3Ø 60Hz 1200kW) (AC450V 3Ø 60Hz 1200kW) (AC450V 3Ø 60Hz 1200kW) 4 Cos Ø Meter 4 Synchroscope
5 Kilowatt Hour Meter 5 Dual Voltmeter
6 Running Hour Meter 6 Dual Frequency Meter
7 Protection and Paralleling Unit (PPU) 7 Shore Ammeter
8 Generator Remote Mode Indication 8 Synchronising Lamps
9 Generator Local Mode Indication 9 Shore Power Available Indication (ST)
10 Generator Blocking Mode Indication 10 Shore Power MCCB Closed Indication (SC)
300 60 1.0 300 60 1.0 300 60 1.0
0.9 0.9 0.9 0.9 0.9 0.9
500
1000 1500
2000
200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
500
1000 1500
2000
200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
500 1000 500 1000 500 1000
500
1000 1500
2000
200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
11 Generator Running Indication 11 DC24V Source Indication
100 500 100 500 100 500
0 2500 0 600 56 64 0.5 0.5 0 2500 0 600 56 64 0.5 0.5 0 1500 0 1500 0 1500 0 2500 0 600 56 64 0.5 0.5
12 Generator 1st Standby Indication 12 Emergency Stop Source Indication
A V Hz 65 cosØ A V Hz 65 cosØ kW kW kW A V Hz 65 cosØ
55
5
55 55
13 Generator 2nd Standby Indication 13 Preference Trip 1 Indication
1 1 2 4 5 6
2 3 4 3 14 Generator Ready to Start Indication 14 Preference Trip 2 Indication
15 Engine Start Fail indication 15 Preference Trip/Emergency Stop
400
200 600
16 ACB Non Close Indication Circuit Fail Indication
0 0 0 0 2 5
h 0 0 0 0 2 5
h
0 800
8 0 0 0 0 2 5
h 17 ACB Abnormal Trip Indication 16 MSB 440V Insulation Low Indication
A
18 See PPU Indication 17 MSB 220V Insulation Low Indication
6 7
7 19 Common Shutdown Indication 18 Busbar Voltage High Indication
20 Engine Stop Signal Indication 19 Busbar Voltage Low Indication
8 9 10 11 12 13 14 11 12 13 14 15 16 17 18 19 20 21 Turning Gear Engaged Indication 20 Busbar Frequency High Indication
9 10
22 Full Auto Start Illuminated Pushbutton (AST) 21 Busbar Frequency Low Indication
23 Full Auto Stop Illuminated Pushbutton (ASP) 22 ESB 440V Insulation Low Indication
24 Engine Start Illuminated Pushbutton (EST) 23 ESB 220V Insulation Low Indication
15 16 17 18 19 20 21 21 22 23 24 25 26 27 28 29 30 31 25 Engine Stop Illuminated Pushbutton (ESP) 24 Forward 220V Insulation Low Indication
26 DG Differential Alarm Reset Illuminated 25 DC24V Insulation Low Indication
Pushbutton (RPB) 26 Auto Synchro Fail Indication
22 23 24 25 26 27 27 Space Heater On / Off Selection Switch (SHS) 27 Emergency Generator Running Indication
32 33 34 35 36 37 38 39 40
OFF UST OFF UST OFF UST
28 ACB Trouble Reset Illuminated Pushbutton 28 Emergency Generator Standby Indication
(ATR) P-1 AC 440V Insulation Low Indication
URS UTR MANU AUTO URS UTR MANU AUTO URS UTR MANU AUTO
IT IR OFF IT IR OFF IT IR OFF 29

28 29 Ammeter Phase Selection Switch (AS-1) 30 L-AC 220V Insulation Low Indiction
29 30 31 46
41 42 43 44 45 30 Frequency and Voltmeter Phase Selection 31 Differential Control Source Fail Indication
Switch (FVS-1) 32 DG1 ACB Close Illuminated Pushbutton (ST)
31 Manual / Auto Mode Selection Switch (COS-A) 33 DG1 ACB Open Illuminated Pushbutton (SP)
32 Generator Air Circuit-Breaker 34 DG2 ACB Close Illuminated Pushbutton (ST)
33 Manual Voltage Regulator 35 DG2 ACB Open Illuminated Pushbutton (SP)
36 DG3 ACB Close Illuminated Pushbutton (ST)
37 DG3 ACB Open Illuminated Pushbutton (SP)
Lamp and Buzzer Test Pushbutton (TS)
VR VR VR 38
33 50 39 Buzzer Stop Pushbutton (BS)
49 40 Flick Stop Pushbutton (FS)
32 41 DG3 Governor Speed Switch (GCS3)
42 DG2 Governor Speed Switch (GCS2)
SHORE CONNECTION 43 DG1 Governor Speed Switch (GCS1)
BOX EMERGENCY PANEL 44 Frequency and Voltmeter Selection Switch
(FVS-3)
45 Synchro Selection Switch (SYS-4)
46 Auto Stop Blocking Selection Switch (LLS)
ON ON 47 Shore Connection MCCB
48 Emergency Switchboard Bus Tie MCCB
47 48 49 Main Bus Selection Switch (COS-B)
50 Buzzer
2.13.2 Main Switchboard and Generator Operation 2. Remote Control Available from Switchboard for the Diesel Generator 5. Manual Diesel Generator Engine Start and Stop - Local (Flow Chart
(Flow Chart FC11) FC12)
Automatic and Manual Operation of the Main Switchboards and The diesel generator engine may be started locally from the generator engine
The diesel generator may be remotely controlled at the main switchboard as
Generators local control panel. It is assumed that the diesel generator is stopped and is
follows:
ready to start.
The automatic starting, stopping, connection, synchronising and loading of the
main generators is controlled by the generator automatic control system. a) It is assumed that the diesel engine is ready to start, engine start
a) To start locally from the generator engine local control panel,
conditions are normal.
turn the generator control position selection switch (COS-L) on
The automatic control system for any generator may be switched off by turning
the generator local control panel at the engine to the LOCAL
the main switchboard mode selection switch (COS-A) to the MAN position. b) Turn the generator control position selection switch (COS-L) on
position. The GEN LOCAL MODE indicator at the relative
the generator local control panel at the engine to the REMOTE
main switchboard generator panel will be illuminated.
When in the full automatic mode, automatic synchronising and load-sharing, position. The READY TO START and GEN REMOTE MODE
load-dependent start/stop and large motor start blocking are performed indicators at the relative main switchboard generator panel will
b) Start the generator by pressing the ENGINE START pushbutton
automatically by the automatic control system. be illuminated.
on the local panel. The generator receives a start command and
starts.
When manual control of a generator is selected, the automatic control system Remote control of the diesel generator is now possible by turning the GEN
has no control of a generating set. A generator may be operated locally at MODE selection switch (COS-A) at the relative main switchboard generator
c) To stop the generator, press the ENGINE STOP pushbutton on
the machine side and at the respective main switchboard panel. The diesel panel to the MAN position.
the local panel.
generator local control is selected by means of the control position selection
switch (COS-L) at the generator engine. The switch must be set to REMOTE to
3. Local Control Available for the Diesel Generator (Flow Chart FC11) Observe the running lamp, frequency meter and voltmeter on the main
enable either manual starting/stopping from the main switchboard or automatic
switchboard.
starting/stopping from the automatic control system. The diesel generator may be locally controlled at the generator engine as
follows:
Note: For further details of the flow charts referred to in the following 6. Manual Diesel Generator Engine Start and Stop - Remote
descriptions, please see drawing No. TC04SP07-1 - Main Switchboard. a) It is assumed that the diesel engine is ready to start, engine start Switchboard (Flow Chart FC12)
conditions are normal.
It is assumed that remote control from the relevant main switchboard diesel
1. Automatic Control Available for the Diesel Generator (Flow Chart generator panel is available. This is described in procedure No.2 (FC11). The
b) Turn the generator control position selection switch (COS-L)
FC11) engine is assumed to be in the stopped condition.
on the generator local control panel at the engine to the LOCAL
The procedure for automatic control of the diesel generators is as follows: position. The GEN LOCAL MODE indicator at the relative
a) Press the ENG START pushbutton (EST) at the relevant main
switchboard generator panel.
a) It is assumed that the diesel engine is ready to start, engine start
conditions are normal. Local control from generator local control panel is now available.
b) The engine receives a start command and starts. When voltage
is established the READY TO START indicator at the relative
b) Turn the generator control position selection switch (COS-L) on 4. Blocking Control Available for the Diesel Generator (Flow Chart main switchboard generator panel will be extinguished and the
the generator local control panel at the engine to the REMOTE FC11) GEN RUNNING indicator illuminated.
position. The READY TO START and GEN REMOTE MODE
indicators at the relative main switchboard generator panel will The operating diesel generators may be set for blocking control at the generator
c) To stop the generator, press the ENG STOP pushbutton (ESP) at
be illuminated. panel as follows:
the relevant main switchboard generator panel.
c) Turn the GEN MODE selection switch (COS-A) at the relative a) It is assumed that the diesel engine is running and conditions are
main switchboard generator panel to the AUTO position. normal.
Automatic control of the diesel generator is now possible. b) Turn the generator control position selection switch (COS-L) on
the generator local control panel at the engine to the BLOCKING
position. The GEN BLOCKING MODE indicator at the relative
Note: The first generator set to AUTO with the mode selection switch
(COS-A) will be designated as the 1st standby generator and the 1st
STANDBY indicator at the relative main switchboard generator panel will
This will prevent the running generators from stopping under instruction from
be illuminated.
the power management system when the load reduces.
7. Diesel Generator Running - Manual ACB Closure onto a Dead Bus 9. Manual Load Shift and ACB Disconnection and Stop for the Diesel b) The engine receives a start command and starts. If the engine
(Flow Chart FC12) Generator from the Switchboard (Flow Chart FC14) fails to start, a start fail alarm is activated at the main switchboard
and at the engine control console.
The procedure to close the generator circuit-breaker to supply a dead bus is as It is assumed that the GEN MODE selection switch (COS-A) for the generator
follows. It is assumed that the generator is running as described in procedure to be stopped is in the MAN position.
c) Once voltage is established (≥ 95% of the rated voltage) an
No.5 or No.6.
automatic synchronising command will be issued and the diesel
a) Adjust the GOVERNOR SPEED SWITCH (GCS1, GCS2 or
generator will synchronise with the bus bar.
a) Confirm that the GEN MODE selection switch (COS-A) for the GCS3) for the generator to be removed from service to reduce
generator to be started is in the MAN position. the load on the diesel generator. The governor speed switches
d) Upon synchronising, the diesel generator ACB will receive a
are located on the main switchboard synchronisation panel
close command and will then close. If the ACB does not close,
b) Press the relevant ACB CLOSE pushbutton (ST) at the main
the ACB NON CLOSE alarm will be illuminated on the relevant
switchboard synchronisation panel. b) When the load on the generator is approximately 5% (60kW) of
generator indication panel and an alarm will be activated at the
its rating, press the relevant ACB OPEN pushbutton (SP) at the
engine control console.
c) The ACB will receive a close command and will close. main switchboard synchronisation panel.
e) Upon closing of the ACB, an automatic load-sharing command
The diesel generator is now supplying the main switchboard. c) The ACB will receive an open command and will open.
will then be issued and automatic load-sharing will be carried
out.
d) After a predetermined cooling down period, the generator
8. Manual Parallel Running of Diesel Generator from Switchboard (Flow
engine may be stopped by pressing the ENG STOP pushbutton
Chart FC13)
(ESP) at the relevant main switchboard generator panel. The 12. Automatic Load Shift, ACB Disconnection and Stop for the Diesel
It is assumed that the generator engine has been started and the correct voltage engine can also be stopped at the engine local control panel by Generator - Operator Initiated (Flow Chart FC33)
established at the relevant main switchboard generator panel as described in pressing the ENGINE STOP pushbutton.
It is assumed that automatic control is available as described in procedure No.1
procedure No.5 or No.6 and that a generator is already running and connected
(FC11).
to the main switchboard.
10. Diesel Generator Automatic Start and ACB Closure onto a Dead Bus
- Operator Initiated (Flow Chart FC31) a) The operator presses the FULL AUTO STOP pushbutton (ASP)
a) Confirm that the GEN MODE selection switch (COS-A) for the
at the relevant main switchboard generator panel.
relevant generator to be synchronised is in the MAN position. It is assumed that automatic control of the generators is available as described
in procedure No.1 (FC11).
b) The power management system assesses the consequences
b) Turn the SYNCHRO SELECT switch (SYS-4) at the main
of removing the generator from service. If the load on the
switchboard synchronisation panel to the incoming generator a) The operator presses the FULL AUTO START pushbutton
remaining generator would be greater than or equal to 90% of
position (DG1, DG2, DG3). (AST) at the relevant main switchboard generator panel.
its rating, the load shift and ACB disconnection will be blocked
and normal load-sharing will resume.
c) Adjust the GOVERNOR SPEED SWITCH (GCS1, GCS2 or b) The engine receives a start command and starts. If the engine fails
GCS3) (raise/lower) until the synchroscope is moving slowly to start, a start fail alarm is generated at the main switchboard
c) If the loading is within the allowed limit, then an automatic load
in the clockwise direction (approximately one revolution every and at the engine control console.
shift command is issued and the FULL AUTO STOP indicator at
three to four seconds).
the relevant main switchboard generator panel is illuminated.
c) When voltage is established the ACB receives a close command
d) As the synchroscope approaches the twelve o’clock position and closes.
d) When the load is approximately 5% of its rating or close to zero,
(synchronism), press the relevant ACB CLOSE pushbutton (ST)
an automatic open command is issued to the diesel generator
at the main switchboard synchronisation panel. The diesel generator is now supplying the main switchboard.
ACB and the ACB opens. The ACB OPEN indicator on the
relevant main switchboard generator panel is illuminated.
e) The ACB will receive a close command and will close.
11. Automatic Diesel Generator Engine Start and Parallel Running -
Operator Initiated (Flow Chart FC32) e) After a predetermined cooling down period, the generator
f) Load balancing is achieved by means of the relevant GOVERNOR
It is assumed that automatic control of the generators is available as described engine receives an automatic stop command and stops. The
SPEED SWITCH (GCS1, GCS2 or GCS3)
in procedure No.1 (FC11) and that a generator is already running and connected FULL AUTO STOP indicator at the relevant main switchboard
to the main switchboard. generator panel is extinguished.
a) The operator presses the FULL AUTO START pushbutton

(AST) at the relevant main switchboard generator panel.
13. Automatic Diesel Generator Engine Start and ACB Closure onto the 14. Automatic Diesel Generator Engine Start and ACB Closure Due to Bus 15. Automatic Generator Engine Start and Synchronisation Due to ACB
Dead Bus Due to Blackout (Flow Chart FC56) Abnormality (Flow Chart FC57) Abnormal Trip (Bus Alive), Heavy Load or Overload (Preference Trip)
(Flow Chart FC58)
A generator ACB abnormal trip may occur as a result of the following: The normal voltage and frequency levels at the main switchboard are:
In the event of the operation of the preferential trip system, heavy load or
• Engine emergency/manual stop • Voltage: 440V of an ACB abnormal trip which does not result in a blackout the 1st standby
• Short-circuit current • Frequency: 60Hz generator will be started and connected as follows. It is assumed that automatic
• Undervoltage start is available as described in procedure No.1 (FC11):
Under certain fault conditions the voltage and frequency may rise or lower
• Overcurrent according to the fault. These fluctuating levels are undesirable for the operation a) The 1st standby diesel generator will receive a start command
• Reverse power of the ship’s plant. and will start.
• Nuisance (mechanical) trip
There are bus abnormality limits for main bus voltage and frequency deviation b) If the engine fails to start within 20 seconds a START FAIL
and these are as follows: alarm will be activated at the relevant main switchboard
In the event of a blackout caused by a diesel generator breaker trip, the
generator panel and at the engine control console operator
following procedure will commence. It is assumed that automatic control is • Low voltage: 418V for 5 seconds (95%)
station, and a start command will be given to the 2nd standby
available as described in procedure No.1 (FC11) and that two generators are • High voltage: 462V for 5 seconds (105%) diesel generator (if a 2nd standby generator is available).
available to start and set as 1st and 2nd standby.
• Low frequency: 57Hz for 5 seconds (95%)
c) Once voltage is established (≥ 95% of the rated voltage) an
a) The 1st standby diesel generator will receive a start command • High frequency: 63Hz for 5 seconds (95%) automatic synchronising command will be issued and the diesel
and will start.
generator will synchronise with the bus bar.
In the event of a bus abnormality; high voltage, low voltage, high frequency
b) If the engine fails to start within 20 seconds a START FAIL or low frequency, the following procedure will commence. It is assumed that d) Upon synchronising, the diesel generator ACB will receive a
alarm will be activated at the relevant main switchboard automatic start is available as described in procedure No.1 (FC11) and that two close command and will then close.
generator panel and at the engine control console operator generators are available to start and set as 1st and 2nd standby.
station and a start command will be given to the 2nd standby
e) If the 1st standby generator ACB fails to close within 60 seconds
diesel generator. a) The 1st standby diesel generator will receive a start command of the generator engine starting, an ACB NON CLOSE alarm
and will start. will be activated at the relevant main switchboard generator
c) Once voltage is established, the diesel generator ACB will
panel and at the engine control console operator station, and a
receive a close command and will close. The diesel generator b) If the engine fails to start within 20 seconds a START FAIL start command will be given to the 2nd standby diesel generator
will now be supplying the main switchboard. If the ACB fails alarm will be activated at the relevant main switchboard if available. Upon synchronising, the 2nd standby diesel
to close, an ACB NON CLOSE alarm will be activated at the generator panel and at the engine control console operator generator ACB will receive a close command and will then
relevant main switchboard generator panel and at the engine station, and a start command will be given to the 2nd standby close.
control console operator station and a start command will be diesel generator.
given to the 2nd standby diesel generator.
f) Upon closing of the ACB, an automatic load-sharing command
c) A check is made by the automatic control system to confirm that will then be issued and automatic load-sharing will be carried
Note: If the original generator ACB trip was a result of a bus short-circuit the bus abnormality is still present. If the bus abnormality is still out.
and the bus short-circuit is still present when the 1st standby generator present, the running diesel generator circuit-breaker will receive
ACB closes, the ACB will trip and an alarm will be generated at the main an open command and will open (blackout) and the 1st standby
Note: The above procedure will be activated for a heavy load condition if
switchboard generator panel and at the engine control console operator generator ACB will receive a close command and will close.
the total load is greater than 90% of the total generator(s) rating for a period
station. The 2nd standby generator will not be started.
of 10 seconds.
d) If the 1st standby generator ACB fails to close within 3 seconds
of the close command an ACB NON CLOSE alarm will be
For details of the preferential trip settings please refer to Section 2.13.8.
activated at the relevant main switchboard generator panel
and at the engine control console operator station, and a start
command will be given to the 2nd standby diesel generator. A
check will be made by the automatic control system to confirm
that the bus abnormality is still present. If the bus abnormality is
still present, the 2nd standby generator ACB will receive a close
command and will close.
Illustration 2.13.2a Generator and Synchronising Panels
Generator Panels Key Synchronising Panel Key
No.3 Generator Section No.2 Generator Section Synchronising Section No.1 Generator Section 1 Ammeter 1 Wattmeter
2 Voltmeter 2 Wattmeter
No.3 GENERATOR PANEL No.2 GENERATOR PANEL SYNCHRO PANEL No.1 GENERATOR PANEL 3 Frequency Meter 3 Wattmeter
(AC450V 3Ø 60Hz 1200kW) (AC450V 3Ø 60Hz 1200kW) (AC450V 3Ø 60Hz 1200kW) 4 Cos Ø Meter 4 Synchroscope
5 Kilowatt Hour Meter 5 Dual Voltmeter
6 Running Hour Meter 6 Dual Frequency Meter
7 Protection and Paralleling Unit (PPU) 7 Shore Ammeter
8 Generator Remote Mode Indication 8 Synchronising Lamps
9 Generator Local Mode Indication 9 Shore Power Available Indication (ST)
10 Generator Blocking Mode Indication 10 Shore Power MCCB Closed Indication (SC)
300 60 1.0 300 60 1.0 300 60 1.0
0.9 0.9 0.9 0.9 0.9 0.9
500
1000 1500
2000
200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
500
1000 1500
2000
200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
500 1000 500 1000 500 1000
500
1000 1500
2000
200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
11 Generator Running Indication 11 DC24V Source Indication
100 500 100 500 100 500
0 2500 0 600 56 64 0.5 0.5 0 2500 0 600 56 64 0.5 0.5 0 1500 0 1500 0 1500 0 2500 0 600 56 64 0.5 0.5
12 Generator 1st Standby Indication 12 Emergency Stop Source Indication
A V Hz 65 cosØ A V Hz 65 cosØ kW kW kW A V Hz 65 cosØ
55
5
55 55
13 Generator 2nd Standby Indication 13 Preference Trip 1 Indication
1 1 2 4 5 6
2 3 4 3 14 Generator Ready to Start Indication 14 Preference Trip 2 Indication
15 Engine Start Fail indication 15 Preference Trip/Emergency Stop
400
200 600
16 ACB Non Close Indication Circuit Fail Indication
0 0 0 0 2 5
h 0 0 0 0 2 5
h
0 800
8 0 0 0 0 2 5
h 17 ACB Abnormal Trip Indication 16 MSB 440V Insulation Low Indication
A
18 See PPU Indication 17 MSB 220V Insulation Low Indication
6 7
7 19 Common Shutdown Indication 18 Busbar Voltage High Indication
20 Engine Stop Signal Indication 19 Busbar Voltage Low Indication
8 9 10 11 12 13 14 11 12 13 14 15 16 17 18 19 20 21 Turning Gear Engaged Indication 20 Busbar Frequency High Indication
9 10
22 Full Auto Start Illuminated Pushbutton (AST) 21 Busbar Frequency Low Indication
23 Full Auto Stop Illuminated Pushbutton (ASP) 22 ESB 440V Insulation Low Indication
24 Engine Start Illuminated Pushbutton (EST) 23 ESB 220V Insulation Low Indication
15 16 17 18 19 20 21 21 22 23 24 25 26 27 28 29 30 31 25 Engine Stop Illuminated Pushbutton (ESP) 24 Forward 220V Insulation Low Indication
26 DG Differential Alarm Reset Illuminated 25 DC24V Insulation Low Indication
Pushbutton (RPB) 26 Auto Synchro Fail Indication
22 23 24 25 26 27 27 Space Heater On / Off Selection Switch (SHS) 27 Emergency Generator Running Indication
32 33 34 35 36 37 38 39 40
28 ACB Trouble Reset Illuminated Pushbutton 28 Emergency Generator Standby Indication
(ATR) P-1 AC 440V Insulation Low Indication
IT IR OFF IT IR OFF IT IR OFF 29

28 29 Ammeter Phase Selection Switch (AS-1) 30 L-AC 220V Insulation Low Indiction
29 30 31 46
41 42 43 44 45 30 Frequency and Voltmeter Phase Selection 31 Differential Control Source Fail Indication
Switch (FVS-1) 32 DG1 ACB Close Illuminated Pushbutton (ST)
31 Manual / Auto Mode Selection Switch (COS-A) 33 DG1 ACB Open Illuminated Pushbutton (SP)
32 Generator Air Circuit-Breaker 34 DG2 ACB Close Illuminated Pushbutton (ST)
33 Manual Voltage Regulator 35 DG2 ACB Open Illuminated Pushbutton (SP)
36 DG3 ACB Close Illuminated Pushbutton (ST)
37 DG3 ACB Open Illuminated Pushbutton (SP)
Lamp and Buzzer Test Pushbutton (TS)
VR VR VR 38
33 50 39 Buzzer Stop Pushbutton (BS)
49 40 Flick Stop Pushbutton (FS)
32 41 DG3 Governor Speed Switch (GCS3)
42 DG2 Governor Speed Switch (GCS2)
SHORE CONNECTION 43 DG1 Governor Speed Switch (GCS1)
BOX EMERGENCY PANEL 44 Frequency and Voltmeter Selection Switch
(FVS-3)
45 Synchro Selection Switch (SYS-4)
46 Auto Stop Blocking Selection Switch (LLS)
ON ON 47 Shore Connection MCCB
48 Emergency Switchboard Bus Tie MCCB
47 48 49 Main Bus Selection Switch (COS-B)
50 Buzzer
16. Automatic Load Shift and ACB Disconnection Due to Light Load No. Description Rated Power protection against the overcurrent which would otherwise trip the ACB. The
(Flow Chart FC72-1) preferential trips are described in Section 2.13.8.
1 Ballast pump 400kW
When two or three generators are on load and the total load falls below preset 2 Fire and general service pump 150kW
values, an automatic load shift and diesel generator breaker disconnection Abnormality Due to Undervoltage
3 Fire and ballast pump 150kW
procedure will be activated. The preset values are:
4 Forward hydraulic oil pump 160kW The circuit-breaker is equipped with a 220V undervoltage trip unit (UVT). If
• If two diesel generators are on load and the total load amounts to 5 Aft hydraulic oil pump 160kW the voltage drops to 85% (187V) for 500msec, the unit will operate to trip the
less than 60% (720kW) of the capacity of one diesel generator ACB.
6 No.1 IGS blower 210kW
for a period of 10 minutes.
• If three diesel generators are on load and the total load amounts
to less than 60% (1,440kW) of the capacity of two diesel Main Generator ACB Specifications and Protection Settings
generators for a period of 10 minutes.
Manufacturer: Terasaki
The procedure is as follows. It is assumed that automatic control is available as Type: Tempower AR325S
described in procedure No.1 (FC11), the AUTO STOP BLOCKING selection
No. of poles: 3
switch on the main switchboard synchronisation panel is in the OFF position
and that at least two generators are paralleled up and connected to the main Voltage: 450V AC
switchboard: Frequency: 60Hz
Ampere frame: 2,500A
a) An automatic load shift command is issued by the automatic Base current IN: 1,925A
control system and the load is reduced on the diesel generator.
Overcurrent trip type: AGR-21S-PSU
b) When the load is at or close to zero, an automatic open command
is issued to the diesel generator circuit-breaker (DG1, DG2 or The ship’s generators are protected from the abnormal conditions described
DG3) and the breaker opens. below by means of their short-circuit trip, overcurrent trips and undervoltage
trip.
c) After a predetermined cooling down period set in the automatic
control system, the diesel generator engine will receive a stop
1. Abnormality Due to Overcurrent (Long Time Delay Trip)
command and will stop.
The generator ACB base current IN is 1,925A. The pick-up current for the long
Note: If the AUTO STOP BLOCKING selection switch on the main time delay trip is set at 2,117A (110% of the generator base current IN). If the
switchboard synchronisation panel is in the ON position, automatic load shift current on the generator exceeds 2,540A (120% of the pick-up current) for a
and ACB disconnection due to light load will be blocked. period of 20 seconds, the overcurrent relay will operate to trip the ACB.
17. Automatic Parallel Running in Response to Large Motor Start 2. Abnormality Due to Overcurrent (Short Time Delay) and Short
(Flow Chart FC81) Circuit
If the generator current exceeds 4,813A (250% of the generator ACB base
If the load on a running generator is too high to permit the safe starting of one current), the ACB will be tripped almost instantaneously (about 400msec) by
of the vessel’s large motors, the 1st standby diesel generator will be started and the short time delay trip fitted to the ACB. If the current exceeds 1,000% of
paralleled to provide adequate capacity. The motor will have its start delayed generator ACB base current (19,250A) the ACB will trip instantaneously (zero
until the standby generator is connected and the load is equally shared. The time delay).
standby generator will go through the same automatic parallelling sequence as
described in procedure No.15.
3. Abnormality Due to Overcurrent (Preference Tripping)
The motors that will have their start checked/blocked are as follows: The pick-up current for the 1st stage preferential trip is set at 95% of the
generator ACB base current (1,829A). If the current on a running generator
exceeds 2,195A (120% of the pick-up current) for a period of 10 seconds,
the PMS will initiate the release of the preferential trips, thereby providing
Illustration 2.13.3a Emergency Switchboard Layout
Emergency Generator Panel 440V Feeder Panel 220V FeederPanel
1 2 1 1 2 3
.5
.3 .2
.1
.5
.3 .2
.1
Emergency Generator Panel Key
1 .05 1 .05
2 2
5 5
∞ 0
A V MΩ A V
∞
MΩ
0
1 Ammeter
2 Voltmeter
2 3 Frequency Meter
Hz kW 6
4 Watt Meter
5 DC 24V Source Indication
3 4
3 6 Emergency Stop Source Indication
4 5 7 Auto Standby Indication
7 8 Generator Running Indication
9 Bus Tie Closed Indication
5 6 7 8 9 10 11 12 13 14 10 Bus Tie Open Indication
11 440V Insulation Low Alarm Indication
13 Disconnection MCCB On Indication
14 Disconnection MCCB Off Indication
15 Space Heater Off / On Selection Switch (SH)
15 16 17 18 19 20 16 ACB Close Illuminated Pushbutton (BCS)
17 ACB Open Illuminated Pushbutton (BCO)
18 Lamp Test Pushbutton
19 Buzzer Stop Pushbutton (BS)
21 22 23 20 Reset Pushbutton (RS)
21 Ammeter Phase Selection Switch (AS-1)
22 Frequency and Voltmeter Phase Selection
Switch (FVS-1)
23 Manual / Auto Mode Selection Switch (COS-A)
24 Buzzer
25 Emergency Generator Air Circuit-Breaker
(Inside Panel)
26 Voltage Regulator (Inside Panel)
24 27 Emergency Generator Sequence
Test Switch (TS) (Inside Panel)
25 Bus Tie and 440V Feeder Panel Key
26 1 Insulation Resistance Meter

VR 2 440V Earth Lamps
3 440V Earth Lamps Pushbutton (ELS)
4 Main Switchboard Bus Tie MCCB
27
(Inside Panel)
4
220V Feeder Panel Key
1 Ammeter
8
2 Voltmeter
3 Insulation Resistance Meter
5 Voltmeter Phase Selection Switch (VS-1)
6 220V Earth Lamps
7 440V Earth Lamps Pushbutton
8 No.1 and No.2 440/220V Emergency
Mechanical Transformer Incoming MCCBs
Interlock
Note: The emergency generator disconnection MCCB
is located inside the upper section of the emergency
generator panel
2.13.3 emergency Switchboard and Generator b) When the generator engine starts, the emergency generator 6. Automatic Changeover to Normal Power Due to Main Switchboard
Operation running lamp is illuminated on the emergency switchboard Power Restoration (Flow Chart FC31)
generator panel.
It is assumed that automatic control is available as described in procedure
The vessel is equipped with one diesel-driven emergency generator. Under No.2 (Flow Chart FC11) and that the emergency generator is supplying the
normal conditions the emergency switchboard is supplied from the main c) When voltage is established, the operator presses the ACB
emergency switchboard. It is also assumed that, upon restoration of normal
switchboard synchronising panel (circuit 501). In the event of failure of the CLOSE illuminated pushbutton (BCS) at the generator panel
ship’s power, the bus tie to the emergency switchboard MCCB (Circuit 501) is
normal supply, the emergency generator will start automatically and connect of the emergency switchboard. The generator ACB receives a
closed. The procedure is as follows:
to the emergency switchboard. Interlocks are provided which prevent the close command and closes. The ACB CLOSE pushbutton is
emergency generator running in parallel with any of the main diesel-driven illuminated.
a) At the generator panel of the emergency switchboard, the
generators. The emergency generator engine can be manually started from the operator presses the ACB OPEN illuminated pushbutton (BCO).
local control panel at the engine side but cannot be manually started from the The emergency generator now feeds the emergency switchboard.
The generator ACB receives an open command and opens. The
emergency switchboard. ACB OPEN pushbutton is illuminated.
4. Manual ACB Disconnection (Flow Chart FC13)
Note: For further details of the flow charts referred to in the following b) The emergency switchboard bus tie MCCB (circuit 200A)
a) At the generator panel of the emergency switchboard, the
descriptions, please see drawing No. TC04M026 - Emergency Switchboard. receives an automatic close command and closes.
operator presses the ACB OPEN illuminated pushbutton (BCO).
The generator ACB receives an open command and opens. The
1. Emergency Diesel Generator Engine Manual Control from the Engine c) After a predetermined cooling down period, the generator
ACB OPEN pushbutton is illuminated.
Local Control Panel (Flow Chart FC11) engine may be stopped at the generator engine local control
panel.
a) The engine start conditions are normal. b) After a predetermined cooling down period, the generator
engine may be stopped at the generator engine local control
The emergency switchboard is now being supplied from the main
b) The mode selection switch (COS-A) on the emergency panel.
switchboard.
switchboard generator panel is set to the MANU position.
5. Emergency Generator Automatic Start and Connection onto the Dead
Local control from the engine local control panel at the engine is now Bus (Flow Chart FC21)
available.
It is assumed that the engine is in automatic control as described in procedure
No.2 (Flow Chart FC11):
2. Emergency Diesel Generator Engine Automatic Control (Flow Chart
FC11)
a) The emergency switchboard bus tie breaker opens due to a zero
a) The engine start conditions are normal.
volt situation (blackout).
b) The mode selection switch (COS-A) on the emergency
b) The emergency switchboard bus voltage drops to zero. After a
switchboard generator panel is set to the AUTO position. The
delay of 5 seconds, the emergency generator engine receives a
AUTO STANDBY indicator on the emergency switchboard
start command and starts.
generator panel is illuminated.
c) When the generator engine starts, the emergency generator
Automatic control of the emergency diesel generator engine is now available.
running lamp is illuminated on the emergency switchboard
generator panel.
3. Manual Emergency Generator Engine Start and Connection onto the
Dead Bus (Flow Chart FC12) d) A check is made to confirm that the emergency switchboard bus
It is assumed that manual control of the diesel generator engine is available as is still dead. If this is the case, the emergency generator ACB
described in procedure No.1 (FC11): receives a close command and closes.
a) At the generator engine local control panel, the operator presses Note: Closing of the emergency generator circuit breaker is delayed for 5
the START pushbutton. The emergency generator engine starts seconds to allow the standby main diesel-driven generator the possibility of
via its electric starter. restoring the normal power supply.
The emergency generator now feeds the emergency switchboard.
Illustration 2.13.3a Emergency Switchboard Layout
Emergency Generator Panel 440V Feeder Panel 220V FeederPanel
1 2 1 1 2 3
.5
.3 .2
.1
.5
.3 .2
.1
Emergency Generator Panel Key
1 .05 1 .05
2 2
5 5
∞ 0
A V MΩ A V
∞
MΩ
0
1 Ammeter
2 Voltmeter
2 3 Frequency Meter
Hz kW 6
4 Watt Meter
3 4
3 6 Emergency Stop Source Indication
4 5 7 Auto Standby Indication
7 8 Generator Running Indication
5 6 7 8 9 10 11 12 13 14 10 Bus Tie Open Indication
13 Disconnection MCCB On Indication
14 Disconnection MCCB Off Indication
15 Space Heater Off / On Selection Switch (SH)
15 16 17 18 19 20 16 ACB Close Illuminated Pushbutton (BCS)
17 ACB Open Illuminated Pushbutton (BCO)
19 Buzzer Stop Pushbutton (BS)
21 22 23 20 Reset Pushbutton (RS)
22 Frequency and Voltmeter Phase Selection
Switch (FVS-1)
23 Manual / Auto Mode Selection Switch (COS-A)
24 Buzzer
(Inside Panel)
24 27 Emergency Generator Sequence
Test Switch (TS) (Inside Panel)
25 Bus Tie and 440V Feeder Panel Key
26 1 Insulation Resistance Meter

VR 2 440V Earth Lamps
3 440V Earth Lamps Pushbutton (ELS)
4 Main Switchboard Bus Tie MCCB
27
(Inside Panel)
4
220V Feeder Panel Key
1 Ammeter
8
2 Voltmeter
3 Insulation Resistance Meter
5 Voltmeter Phase Selection Switch (VS-1)
6 220V Earth Lamps
7 440V Earth Lamps Pushbutton
8 No.1 and No.2 440/220V Emergency
Mechanical Transformer Incoming MCCBs
Interlock
Note: The emergency generator disconnection MCCB
is located inside the upper section of the emergency
generator panel
7. Emergency Generator Test Start and ACB Closure (Flow Chart FC41) Emergency Generator Protection Equipment
In this test the emergency generator will start automatically and the generator
ACB will close and will feed the emergency switchboard. It is assumed that The ship’s emergency generator is protected from the abnormal conditions
automatic control is available as described in procedure No.2 (Flow Chart FC11) described below by means of their short-circuit trip, undervoltage trip and
and that the main switchboard is supplying the emergency switchboard. overcurrent trips.
a) Turn the MODE SELECT switch (TS) located inside the 1. Abnormality Due to Undervoltage
emergency switchboard emergency generator panel to the TEST
The emergency generator air circuit-breaker (ACB) is equipped with an
position.
undervoltage trip (UVT). In the event of loss of supply to the ACB, the UVT
will cause the breaker to trip.
b) The bus tie MCCB trips as a result of its UVT resulting in a loss
of power to the emergency switchboard.
2. Abnormality Due to Overcurrent (Long Time Delay Trip)
c) The emergency generator engine receives a start command and The generator ACB base current IO is 401A. The pick-up current for the long
starts. time delay trip is set at 441A (110% of the generator base current IO). If
the current on the emergency generator exceeds 529A (120% of the pick-up
d) When the generator engine starts, the emergency generator current) for a period of 20 seconds, the overcurrent relay will operate to trip
running lamp is illuminated on the emergency switchboard the ACB.
generator panel.
e) When voltage has been established (≥95% of the normal rating) 3. Abnormality Due to Overcurrent (Short Time Delay)
the emergency generator ACB receives a close command and If the generator current exceeds 1,003A (250% of the generator ACB base
closes. The emergency generator now feeds the emergency current IO), the ACB will be tripped almost instantaneously (about 120msec).
switchboard. If the current exceeds 2,807A (700% of generator base current IO) the ACB
will trip instantaneously (zero time delay).
f) Upon completion of the test, turn the MODE SELECT switch
(TS) to the NORMAL position.
g) At the generator panel of the emergency switchboard, press

the ACB OPEN illuminated pushbutton (BCO). The generator
ACB receives an open command and opens. The ACB OPEN
pushbutton is illuminated.
h) The emergency switchboard bus tie MCCB (circuit 200A)

receives an automatic close command and closes.
i) After a predetermined cooling down period, the generator

engine may be stopped at the generator engine local control
panel.
CAUTION
This test will cause a temporary loss of power to the emergency
switchboard. The personnel responsible for the equipment affected by
the loss of power must therefore be informed prior to commencement
of the test.
2.13.4 Electrical Distribution
Illustration 2.13.4a Main 440V Distribution
Main Switchboard
No.2 Group No.2 440V No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 440V No.1 Group
Starter Panel Feeder Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Feeder Panel Starter Panel
201 No.2 Control Air Compressor

801 Main Engine Cylinder LO Unit
202 DG HT Water Preheater Control Panel
802 No.1 Control Air Compressor
203 Exhaust Boiler Control Panel (No.2)
803 Exhaust Boiler Control Panel (No.1)
101 Starter for No.2 ME Auxiliary Blower 204 No.2 Air Conditioning Unit in ECR 701 Starter for No.1 ME Auxiliary Blower
804 No.1 Air Conditioning Unit in ECR
102 No.2 Main Air Compressor 205 Control Panel FO Unit 702 No.1 Main Air Compressor
805 Main Engine No.1 Control Oil Pump
103 Air Conditioning System Control Panel 206 Local Group Starter Panel 703 No.3 Main Air Compressor
806 Main Engine Starter Unit SO Auto Filter
104 Starter for No.2 Hose Crane 207 Main Engine Cylinder LO Unit 704 Starter for Scrubber Sea Water Pump
807 Spare
105 No.4 AC440V Power Distribution Panel (P-4) 208 Main Engine No.2 Control Oil Pump 705 Starter for No.1 Hose Crane
808 Control Panel for Inert Gas Generator
106 No.6 AC440V Power Distribution Panel (P-6) 209 Main Engine Starter Unit SO Auto Filter 706 Galley and Laundry 440V Distribution Board
809 Starter for No.1 P/R Fan
Isolation Transformer (GTR)
107 Spare 210 Spare
707 No.1 440/230V Main Transformer (MTR1) 810 Pump Starter Watermist System
108 Air Conditioning Reheater Panel (L-AC) 211 Main Engine Buffer Unit Supply Pump
440/230V Transformer ACTR 708 No.1 Group Starter Panel for Fore Deck 811 Provision Refrigeration System Control Panel
212 Starter for No.2 P/R Fan Machinery (No.1 Motor)
109 No.2 Group Starter Panel for Fore Deck 812 Starter for No.1 Provision Crane
Machinery (No.2 Motor) 213 Starter for No.2 Provision Crane 709 No.1 Group Starter Panel for Fore Deck
Machinery (No.3 Motor) 813 Spare
110 No.2 Group Starter Panel for Fore Deck
Machinery (No.4 Motor) 214 Starter for Foam Pump
710 Group Starter Panel for Aft Deck Machine 814 Spare
111 Group Starter Panel for Aft Deck Machinery 215 No.2 AC440V Power Distribution Panel (P-2)
711 Auxiliary Boiler Power Panel No.1 815 Spare
112 Starter for No.2 Ballast Pump 216 Spare
712 Starter for No.1 IGS Blower 816 DC 24V Battery Panel
113 Auxiliary Boiler Power Panel No.2 217 Spare
713 Spare 817 No.3 AC440V Power Distribution Panel (P-3)
114 No.8 Power Distribution Panel (P-8) 218 Spare
818 No.5 AC440V Power Distribution Panel (P-5)
219 Spare
819 Starter for No.1 Condensate Pump
Key 220 No.2 440/230V Main Transformer (MTR2)
820 Starter for Vacuum Pump for
Disconnector Switch 221 Starter for No.2 Steering Gear Motor Vacuum Condenser No.1
222 Starter for No.2 IGS Blower 821 Starter for Vacuum Pump No.1
440V AC 822 Starter for Vacuum Pump No.3

223 Starter for No.2 Condensate Pump
224 Starter for Vacuum Pump for

220V AC Vacuum Condenser No.2
225 Starter for Vacuum Pump No.2
Illustration 2.13.4b Main 220V Distribution
No.1 120kVA 440/230V

Transformer MTR2
Main Switchboard
Starter Panel Feeder Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Feeder Panel Starter Panel 923 Panel 924
Panel A Panel B Panel C Panel D Panel E Panel F Panel G Panel H Interlocking
ST ST ST ST
440V 440V 440V 440V 440V 440V

G G G
Group Starter Consumers Consumers Consumers Consumers Group Starter
Shore
Consumers Connection Consumers
No.3 Diesel No.2 Diesel No.1 Diesel
1200kW 1200kW 1200kW
1,925A 1,925A 1,925A
Key
901 No.1 220V AC Lighting Distribution Panel L-1 912 Wheelhouse Control Panel 220V AC Distribution Panel
Transformer
902 No.2 220V AC Lighting Distribution Panel L-2 913 Spare
903 No.3 220V AC Lighting Distribution Panel L-3 914 Main Navigation Light Panel
904 No.4 220V AC Lighting Distribution Panel L-4 915 Signal Light Control Panel
Moulded-Case Circuit-Breaker (MCCB) 905 No.5 220V AC Lighting Distribution Panel L-5 916 Fire Alarm Central Panel
906 No.7 220V AC Lighting Distribution Panel L-7 917 Local Fire Fighting Main Control Panel
Disconnector Switch

440V AC
220V AC 910 No.11 220V AC Lighting Distribution Panel L-11 921 Relay Box for CO2 System
911 ECC 220V AC Distribution Panel 922 Main Engine Power Box E85
24V DC
Illustration 2.13.4c Main Group Starter Panel Distribution
No.1 120kVA 440/230V

Transformer MTR2
Main Switchboard
Panel A Panel B Panel C Panel D Panel E Panel F Panel G Panel H Interlocking
440V 440V 440V 440V 220V

G G G
Consumers Consumers Consumers Consumers Consumers
Shore
1200kW 1200kW 1200kW
1,925A 1,925A 1,925A
2GSP1 No.2 Crosshead LO Pump 1GSP1 No.1 Crosshead LO Pump
2GSP2 No.2 Main and Copt. SW Pump 1GSP2 No.1 Main and COPT SW Pump
Key
2GSP3 Purifier Room Exhaust Fan 1GSP3 LO Transfer Pump
2GSP4 No.2 Deck Seal SW Pump 1GSP4 No.1 Deck Seal SW Pump
Transformer
2GSP5 No.2 Main LO Pump 1GSP5 No.1 Main LO Pump
2GSP6 No.2 Main Engine Turbocharger LO Pump Air Circuit-Breaker (ACB) 1GSP6 No.1 Main Engine Turbocharger LO Pump
2GSP7 MDO Transfer Pump 1GSP7 HFO Transfer Pump

2GSP8 Fire and Ballast Pump 1GSP8 Fire and General Service Pump
2GSP9 No.2 Engine Room Supply Fan Disconnector Switch 1GSP9 No.1 Engine Room Supply Fan
2GSP10 No.2 Main Engine Jacket CFW Pump 1GSP10 No.1 Main Engine Jacket CFW Pump
440V AC
2GSP11 No.4 Engine Room Fan (Reversible) 1GSP11 No.3 Main and COPT SW Pump
2GSP12 No.2 Central CFW Pump 1GSP12 No.1 Central CFW Pump
220V AC
1GSP13 No.3 Central CFW Pump
24V DC 1GSP14 No.3 Engine Room Fan (Reversible)
Illustration 2.13.4d Emergency 440V and 220V Distribution No.1 45kVA 440/230V
EmergencyTransformer ETR1 Key
Bus Tie to Main Transformer

Switchboard Synchronising No.2 45kVA 440/230V
Panel Emergency Transformer ETR2
Emergency Switchboard
Emergency Bus Tie and 440V 230V Moulded-Case Circuit-
Generator Panel Feeder Panel Feeder Panel Breaker (MCCB)
200A 225 226 322 321
Interlocking
440V AC
102 220V AC
101
G
Emergency
Generator
250kW 401A
201 Starter for No.1 Steering Gear Motor 213 Emergency Generator Room Fan 301 Emergency Lighting Panel E-1 311 X-Band Radar
202 440V Power Distribution Panel P7 214 Elevator Control Panel 302 Emergency Lighting Panel E-2 312 Main Navigation Light Panel
203 Emergency Fire Pump Starter 215 Forward Electric Horn 303 Emergency Lighting Panel E-3 313 Signal Light Control Panel
204 No.3 Engine Room Fan (Reversible) 216 Hydrophore Control Box 304 Emergency Lighting Panel E-4 314 Elevator Control Panel
205 Emergency Air Compressor 217 Rescue Boat Winch Starter 305 Wheelhouse Control Panel 220V Distribution Board 315 Emergency Generator Battery Charger
206 No.1 Diesel Generator LO Priming Pump 218 No.1 Lifeboat Winch Control Box 306 Cargo Control Console 220V Distribution Board 316 Main Engine Power Box E85
207 No.2 Diesel Generator LO Priming Pump 219 No.2 Lifeboat Winch Control Box 307 Engine Control Console 220V Distribution Board 317 Electrical Test Panel
208 No.3 Diesel Generator LO Priming Pump 220 S-Band Radar 308 Fire Alarm Central Panel 318 Spare
209 FO Unit Control Panel 221 Watermist System Pump Starter 309 IMCOS Main Unit 319 Spare
210 Electrical Heater in Emergency Generator Room 222 Breathing Air Compressor 310 S-Band Radar 320 Spare
211 24V DC Battery Charger and Discharge Panel 223 Spare
212 Steering Gear Room Fan 224 Spare
Illustration 2.13.5a Shore Power
Main Switchboard
No.3 Generator Section No.2 Generator Section Synchronising Section No.1 Generator Section
No.3 GENERATOR PANEL No.2 GENERATOR PANEL SYNCHRO PANEL No.1 GENERATOR PANEL
(AC450V 3Ø 60Hz 1200kW) (AC450V 3Ø 60Hz 1200kW) (AC450V 3Ø 60Hz 1200kW)
300 60 1.0 300 60 1.0 300 60 1.0

1000 1500 0.9 0.9 1000 1500 0.9 0.9 1000 1500 0.9 0.9
200 400 200 400 500 1000 500 1000 500 1000 200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH 58 62 0.7 0.7 0 0 2 5 1 8 5 kWH 58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
500 2000 500 2000 500 2000
100 500 100 500 100 500
0 2500 0 600 56 64 0.5 0.5 0 2500 0 600 56 64 0.5 0.5 0 1500 0 1500 0 1500 0 2500 0 600 56 64 0.5 0.5
A V 55 Hz 65 cosØ A V 55 Hz 65 cosØ kW kW kW A V 55 Hz 65 cosØ
SHORE CONNECTION
400
Synchronising Panel Key BOX
200 600
0 0 0 0 2 5
h 0 0 0 0 2 5
h
0 800
0 0 0 0 2 5
h
1 Shore Ammeter
A
1 2 Shore Power Available Indication KWh
3 Shore MCCB Closed Indication V

1 2
2 3
3 4 5 6 7
8
IT IR OFF IT IR OFF IT IR OFF
SHORE CONNECTION
BOX
EMERGENCY PANEL
From Shoreside
Power
ON ON
Shore Connection Box Key

1 Voltmeter
2 Kilowatt Hour Meter
3 Voltmeter Phase Selection Switch
4 Shore Power Present Indication
5 Shore Switch Closed Indication
6 Phase Sequence Correct Indication
7 Phase Sequence Incorrect Indication
8 Shore Connection MCCB (Inside Panel)
2.13.5 Shore Power c) If the phase sequence is correct, close the MCCB at the shore c) Ensure that all the mode selection switches on the main
connection box. The SHORE SWITCH CLOSED lamp on the switchboard are set to the MANUAL position. This is to ensure
Shore power supply: 440V AC, 3-phase, 60Hz shore connection box is illuminated. that no main generators start when the vessel blacks out.
Maximum current: 600A
d) Confirm that the SHORE POWER AVAILABLE lamp at the d) Turn the generator control position selection switch (COS-L) on
main switchboard synchronising panel is illuminated. the generator local control panel at the engine to the REMOTE
Introduction position. The READY TO START and GEN REMOTE MODE
e) Isolate all non-essential services. Reduce load at the main indicators at the relative main switchboard generator panel will
A shore connection box is provided in the emergency generator room on the switchboard to the absolute minimum. be illuminated.
port side of the engine room casing to accept electrical power supply cables
during refit. The shore connection box connects, via a moulded-case circuit- f) Turn the generator MODE SELECT switches on the main e) Press the ENG START pushbutton (EST) at the relevant main
breaker, to the main switchboard synchronising panel, where a further MCCB switchboard generator panels to the MAN position. This is to switchboard generator panel.
connects it to the main switchboard bus bar. ensure that no main generators start when the vessel blacks
out. f) The engine receives a start command and starts. When voltage
When on shore power, the emergency switchboard may be supplied as normal is established the READY TO START indicator at the relative
through the main/emergency switchboard bus tie circuit-breakers. g) Check for correct shore supply voltage. main switchboard generator panel will be extinguished and the
GEN RUNNING indicator illuminated. Confirm the correct
A SHORE POWER AVAILABLE lamp, SHORE MCCB CLOSED lamp h) At the main switchboard, open all the generator ACBs. The voltage via the relevant generator voltmeter.
and an ammeter for the shore supply are located on the main switchboard vessel blacks out.
synchronising panel. g) Adjust the frequency to 60Hz by means of the relevant
i) Close the shore supply MCCB (circuit 502) at the main GOVERNOR CONTROL switch (GCS1, GCS2, GCS3) on the
A phase sequence monitoring system voltmeter and kilowatt hour meter are switchboard synchronising panel. The shore supply now feeds main switchboard synchronisation panel.
fitted at the shore connection box. The phase sequence should be checked the 440V main switchboard.
before connecting shore power to the switchboards. The phase sequence h) Open the shore supply MCCB at the main switchboard
monitoring consists of two indication lamps, one marked PHASE CORRECT j) Close the main/emergency switchboard bus tie MCCB (circuit synchronising panel. The main and emergency switchboards
(green lamp) and one marked PHASE WRONG (red lamp). When the shore 501) at the main switchboard synchronising panel. The main/ black out.
power is switched on, the PHASE CORRECT lamp should be illuminated and emergency switchboard bus tie MCCB (circuit 200A) at the
the PHASE WRONG lamp should be extinguished. If this is not the case the emergency switchboard closes automatically. The shore supply i) Press the relevant generator ACB CLOSE pushbutton (ST) at
phase sequence is incorrect. If the phase sequence is incorrect the shore supply now feeds the emergency switchboard. the main switchboard synchronisation panel.
must be isolated and two supply phases changed over. The supply should then
be reinstated and the phase sequence checked again. k) Proceed to supply essential services such as fire detection, j) The ACB will receive a close command and will close. The
lighting, etc. main switchboard is supplied from the main diesel generator
The kilowatt hour meter is provided to measure and record the power consumed
by the vessel when on shore supply. l) If no maintenance is scheduled for the emergency generator, it k) Check the voltage and adjust the frequency to 60Hz. Supply
may be left on automatic standby. The emergency generator will main lighting, fire detection, etc.
Interlocking is provided between the ship’s main generator ACBs and the shore then feed emergency lighting, etc, in the case of failure of the
supply breaker. The shore supply breaker cannot be closed if any generator shore supply. l) Close the main/emergency switchboard bus tie MCCB (circuit
ACB is closed. Conversely, none of the ship’s generator’s ACBs can be closed 501) at the main switchboard synchronising panel. The main/
if the shore supply breaker is closed. This arrangement prevents the shore m) The shore supply should be closely monitored to ensure the emergency switchboard bus tie MCCB (circuit 200A) at the
supply being paralleled with any other supply. 600A current limit is not exceeded. emergency switchboard closes automatically. The emergency
switchboard is now supplied from the main switchboard.
Procedure for the Operation of Shore Power Reception Procedure for Transfer from Shore Supply to Main Diesel Generator
m) Change the automatic control system mode to automatic, if
a) Isolate the emergency generator to ensure that it does not start. a) Isolate the emergency generator to ensure that it does not start. required. Supply emergency and main consumers as required.
Ensure the emergency generator is returned to normal automatic
b) When it is intended to receive power from the shore, confirm b) Isolate all non-essential services. Reduce load at the main start. Isolate the shore supply from ashore, switch off at the
that the cables are connected securely and, once power is switchboard to the absolute minimum. shore connection box and remove cables.
available, ensure that the phase sequence is correct at the shore
connection box.
Illustration 2.13.6a Main Alternator
Synchronising Section No.1 Generator Section

Main Switchboard
SYNCHRO PANEL No.1 GENERATOR PANEL

(AC450V 3Ø 60Hz 1200kW)
Main Switchboard Reference/Power Line
Auto/Manual Control
Generator
ACB
300 60 1.0
1000 1500 0.9 0.9
500 1000 500 1000 500 1000
500 2000
200 400
58 62 0.7 0.7 0 0 2 5 1 8 5 kWH
Power/Current Auto Synchronising
100 500
ACB Control
0
kW
1500 0
kW
1500 0
kW
1500 0
A
2500 0
V
600 56
55 Hz 65
64 0.5
cosØ
0.5 Measuring Unit
1 2 3 4 5 6
No Volt,
400
Overload,
200 600 High/low
0 800
8 0 0 0 0 2 5
h
Load Signals
A
7 From Other
Engine Local
Generators Power Management
Control Panel
9
11 12 13 14 15 16 17 18 19 20 System
10
Power
21 22 23 24 25 26 27 28 29 30 31 Management
Reference and
Governor Engine Stop/Start Supply Lines
32 33 34 35 36 37 38 39 40
Control Control
OFF UST
URS UTR MANU AUTO
IT IR OFF
41 42 43 44 45 46
3 Phase
Current 440V 60Hz
Sensing Output
VR 4
Alternator AVR Diesel Engine
Manual VoltageTriming 2 Governor
22 Alternator Key
SHORE CONNECTION
BOX EMERGENCY PANEL 11 24 1. Frame
2. External Equipment Housing
3. Earthing Terminal
8 4. Housing Cover
ON ON 5. Shaft: Prime Mover
47 48 6 Access to 6. Fan
23 AVR Excitation 15
Rotating
Rectifier
7. Diesel Engine End Shield
8. Air Guide
7 16 9. Free End End Shield
Discharge
Rotor Resistor 9 10. Stator Core
Diodes Exciter Rotor 11. Stator Winding
Winding
12. Rotor Core
21
13. Damper Winding
14. Rotor Winding
15. Exciter Stator Core
16. Exciter Stator Winding
17. Exciter Rotor Core
18. Exciter Rotor Winding
19. Rotating Rectifier
20. Rectifier Lead to Rotor Winding
Alternator Rotor Electrical Diagram 5 21. NDE Sleeve Bearing
22. Air/Water Cooler
17 23. Generator Side Automatic
1 14 13 3 10 12 20 19
Voltage Regulator
18 24. Current Transformers
Hyundai HFJ5 Alternator
2.13.6 Main Alternators The automatic voltage regulator (AVR), and the AVR’s associated current
transformers and diodes are all located within the generator cover, access is via
Specification a bolted plate in the housing.
Manufacturer: Taiyo Electric Co. Ltd., Tokyo, Japan
An external manual voltage regulator, VR, is fitted inside the generator panels
Capacity/rating: 450V AC, 3-phase, 60Hz, 1,200kW, 1,925A,
at the main switchboard.
1,500kVA, 0.8pf, 10 pole
Speed: 720 rpm
Emergency Cooling
IP rating: IP44
Space heater: 220V, 726W The alternator is equipped with emergency opening facilities which may be
operated in the case of failure of the cooling system.
Cooling: Fresh water (IC 81W)
Mass: 6,320kg (approximately) If the cooling system fails the alternator may be run on reduced load with
the emergency ventilation in place. The alternator then runs with natural
ventilation. The temperatures of the windings must be closely monitored
Introduction during running in this condition.
Three main diesel driven alternators are fitted. They are all of the totally
enclosed, cylindrical rotor, self-excited, brushless type. Main Alternator Air Circuit-Breakers
Manufacturer: Terasaki Electric Co. Ltd., Osaka, Japan
Space heaters are provided in each alternator to prevent internal condensation
Type: Tempower AR325S
forming on the windings during shutdown periods. The space heater switch is
located on the individual generator panel at the main switchboard and should Number of poles: 3
always be in the ON position. The heater is interlocked with the CB, which Voltage: 450V AC
switches the heater off when closed and switches it on when opened. Frequency: 60Hz
Ampere frame: 2,500A
Generator cooling is provided by passing air over an integral fresh water cooler,
using closed-circuit air circulated by a shaft-mounted fan. The cooler is fitted Base current IN: 1,925A
with double-walled tubes to reduce the chances of leakage. The space between Overcurrent trip type: AGR-21S-PSU
the tubes drains to a chamber where a sensor will activate an alarm if liquid is
detected. The temperature of the cooling air is monitored by a PT100 sensor. The main alternators supply the main switchboard via a 3-phase air circuit-
breaker (ACB). The ACB closing springs may be manually charged using
Embedded PT100 sensors monitor the stator temperature in each phase, and the charging handle on the front face of the ACB. The ACB is fitted with an
there is a spare sensor in each winding. The single main bearing also has a undervoltage trip (UVT) device. Controlled tripping is carried out from the
PT100 temperature sensor. overcurrent protective device. The trip levels may be adjusted at this unit.
Electrical The ACB is of the withdrawable type; it may be partially removed to the TEST
position for testing or completely withdrawn to the ISOLATED position for
The load voltage is kept constant by the automatic voltage regulator (AVR), maintenance purposes. In the TEST position, the auxiliary control contacts
which controls the excitation current to the exciter. Output power from the are connected, but the main contacts are isolated so the ACB can be operated
stator is fed into a current/voltage compound transformer and the thyristor without any electrical problems. In the ISOLATED position, the auxiliary
regulated output of this is fed through the exciter stator windings. The magnetic control contacts and the main contacts are isolated.
field in the exciter stator induces AC into the exciter rotor, which is rectified by
the rotating three-phase bridge connected rectifier set and passed to the main The ACBs are normally operated remotely via the main switchboard BREAKER
rotor DC windings. In this way the excitation levels are boosted for heavy CONTROL switches or automatically via the generator automatic control
loads and reduced for light loads. This provides a constant output voltage system. They can also be operated locally at the ACB using the front panel
independent of load levels. Initial voltage build-up is via residual magnetism buttons if necessary.
in the rotor.
Illustration 2.13.7a Emergency Alternator
Emergency Generator Panel 24V

Starting
Battery
EMERGENCY SWITCHBOARD
1 2
Mains Monitoring
A V
Emergency Generator
ACB
BATTERY CHARGER
Hz kW
3 4
ACB Control A V
1 2
Emergency Generator
5 6 7 8 9 10 11 12 13 14
Engine Control Panel
3
N
NORDHAVN
Aarhus C
Denmark
Telephone +45 70 21 34 00
SCANIA
SisuDiesel
Lub. Lub.
Voltage/Current Oil Pressure Oil Temp.
Monitoring
4
15 16 17 18 19 20 R.P.M. / Hour Counter
Control 2 4
LO Press FW Temp.
6 Alarm Alarm 11
50 60
40 70 Lub Oil
FW Level
Temp.
7 12
Excitation
Alarm
Voltmeter
30 80 Alarm
20
1
90
21 22 23 Start Control
10
1 5 0 0 3 7 8
100
F.W.Temp. 8 Failure Voltage 13 2 Ammeter
Stop
Local
Emerg 9 Power
On
Over
Speed
Shutdown
14
3 DC Back-Up Indication
3 Lamp
4 Isolator OFF/ON
Emergency Generator Panel Key 1 5 10 Start
Test/Reset 15
1 Ammeter
2 Voltmeter
3 Frequency Meter
24
4 Watt Meter
6 Emergency Stop Source Indication 1 RPM/Hour Counter
25 7 Auto Standby Indication 2 LO Pressure Gauge
8 Generator Running Indication 3 FW Temperature Gauge
26 4 LO Temperature Gauge
VR 10 Bus Tie Open Indication
5 STOP/LOCAL/EMERG Control Switch
12 220V Insulation Low Alarm Indication 6 LO Pressure Alarm Indication
27 13 Disconnection MCCB On Indication 7 LO Temperature Alarm Indication
14 Disconnection MCCB Off Indication 8 Start Failure Alarm Indication
15 Space Heater Off / On Selection Switch 9 Power ON Indication
ACB Close Illuminated Pushbutton Local Start Pushbutton
16
Engine Control/ 10
17 ACB Open Illuminated Pushbutton
Alarms/Monitoring 11 FW Temperature Alarm Indication
19 Buzzer Stop Pushbutton
12 FW Level Alarm Indication
20 Reset Pushbutton 13 Control Voltage Alarm Indication
21 Ammeter Phase Selection Switch 14 Overspeed Shutdown Alarm Indication
22 Frequency and Voltmeter Phase Selection 15 Lamp Test/Reset Pushbutton
Switch
23 Manual / Auto Mode Selection Switch
24 Buzzer
(Inside Panel)
27 Emergency Generator Sequence
Test Switch (Inside Panel) Starter Motor
Emergency
Generator
2.13.7 Emergency Alternator The alternator is fitted with a low-maintenance ball bearing at the non-drive
end.
Manufacturer: Newage-International, Stamford, UK
Automatic Voltage Regulator
(Cummins Generator Technologies)
Manufacturer: Newage-Stamford
Type: HC M434 E2
Model: MX-341
Capacity/rating: 450V, 3-phase, 60Hz, 250kW, 400.9A, 312.5kVA,
0.8pf, 4 pole
The alternator’s automatic voltage regulator is fitted within the alternator
Speed: 1,800 rpm
terminal cover. There is a potentiometer inside the lower emergency switchboard
AVR type: MX 341 generator cubicle ‘A’ to enable the voltage to be manually adjusted.
Excitation: PMG
Enclosure: IP 23 The AVR utilises a permanent magnet generator (PMG) to provide a power
Insulation class: H source and reference signal for the AVR. The AVR then regulates the input to
the exciter stator to provide voltage regulation of the alternator output.
Introduction Emergency Alternator Circuit-Breaker
A self-contained emergency alternator, rated at 125kW, is fitted in the Manufacturer: Terasaki Electric Co. Ltd., Osaka, Japan
emergency switchboard room for use in an emergency. The alternator is the Model: AME-3B
self-excited brushless type and may be set for manual or automatic operation. Overcurrent unit: AOS
Automatic will be normally selected, with the manual setting being used for Type: Air circuit-breaker
testing the generator.
The emergency alternator supplies the main switchboard via a 3-phase
The emergency switchboard is normally supplied from the main switchboard.
Moulded Case Circuit-Breaker (MCCB). The MCCB is fitted with an XMD9
When automatic operation is selected, the emergency generator is started
motor-driven closing device. If this unit fails, the breaker may be operated
automatically by detecting zero-voltage on the emergency switchboard bus bar.
manually. Controlled tripping is carried out from the overcurrent protective
The emergency alternator air circuit-breaker will connect automatically to the
device. The trip levels may be adjusted at this unit if required.
emergency switchboard after confirming the continuation of no-voltage.
The MCCB is not withdrawable. It is normally operated remotely via the
The emergency generator is designed to restore power to the emergency
emergency switchboard BREAKER CONTROL pushbuttons or automatically
switchboard within 45 seconds. The bus tie breaker on the emergency
from the emergency switchboard control system.
switchboard, which feeds from the main switchboard, is opened automatically
when zero-voltage is detected on the main switchboard.
The feeder line from the alternator MCCB to the emergency switchboard bus
is fitted with a manually operated disconnector switch. This switch is located
The alternator is fitted with a 220V space heater to prevent condensation
and accessed from the rear of the emergency switchboard and may be opened
when the alternator is stationary or idling. The heater is interlocked with the
to test the generator starting and MCCB connection facilities.
operation of the air circuit-breaker.
The alternator is capable of starting the plant from dead ship condition. CAUTION
It is essential that the emergency generator has stopped before closing
The alternator consists of a conventional rotor and stator mounted in the the disconnector switch.
same frame as the exciter stator and rotor. The shaft also drives an externally
mounted permanent magnet generator (PMG). The PMG is mounted at the The generator has sufficient capacity to enable the starting of the required
non-drive end of the alternator. The exciter consists of an exciter stator frame machinery to power-up the vessel from a dead condition.
and a rotating armature at the non-drive end of the alternator rotor. The exciter
rotor feeds the rotating rectifier assembly which feeds the DC excitation
current to the alternator rotor.
2.13.8 Preferential Tripping and Sequential Illustration 2.13.8a Preferential Tripping System
Restarting
Preference Trips
Main Switchboard Preferential Tripping 10 Seconds
PRE1
When a generator(s) on line is overloaded, the vessel’s non-essential consumers
are tripped by the preferential trip system, reducing the load on the generator Main Switchboard
No.1 440V Feeder 706 Galley and Laundry 440V Distribution Board
and thereby providing protection against the overcurrent which would Isolation Transformer (GTR)
otherwise trip the generator ACB. Panel
(Panel G)
The vessel’s preferential tripping system has two tripping functions:
Main Switchboard
No.1 440V Feeder 811 Provision Refrigeration System Control Panel
Generator Overload Panel
(Panel H)
The pick-up current for the preferential trip is set at 95% of the generator ACB
base current (1,829A) If the current on a running generator exceeds 2,195A
Main Switchboard
(120% of the pick-up current) for a period of 10 seconds, the PMS will initiate No.2 440V Feeder 104 No.2 Hose Crane
the release of the preferential tripping function, thereby providing protection Panel
against the overcurrent which would otherwise trip the ACB. (Panel A)
ACB Abnormal Trip (Parallel Operation) Main Switchboard

No.1 440V Feeder 705 No.1 Hose Crane
If, during parallel operation, a generator ACB suffers an abnormal trip, the Panel
PMS will initiate the release of the preferential tripping function, thereby (Panel G)
providing protection against the overcurrent which would otherwise trip the
ACB. An ACB abnormal trip may result from one of the following:
• Diesel generator engine emergency trip / manual stop
• Overcurrent Preference Trips
PRE2
• Undervoltage
• Reverse power Main Switchboard
No.2 440V Feeder 103 Air Conditioning System Control Panel
• ACB mechanical trouble
Panel
• Differential trip (Panel A) 108 Air Conditioning Reheater Panel (L-AC)
440/230V Transformer ACTR
112 Starter for No.2 Ballast Pump
114 No.8 Power Distribution Panel (P-8)
Main Switchboard
220V Feeder 908 No.9 220V AC Lighting Distribution Panel L-9
Panel
Sequential Restart Illustration 2.13.8b Sequential Restart System
The vessel’s automatic control system will automatically restart the required
machinery to restore power to the vessel. To fulfil this requirement, at least one
diesel generator must be left in the automatic standby mode. FULL BLACKOUT
(Zero Volts at all Main Switchboards)
The essential machinery is started automatically according to the sequence

shown on the right. The sequence is started when power is restored to the 440V
main switchboard.
Power is Restored to
Motors that were selected for duty before the blackout will be automatically Main Switchboards:
SEQUENCE STARTS
returned to duty when power is restored. Similarly, motors selected for standby
will automatically return to standby. If the machinery designated for duty does
0 Seconds
not restore normal system conditions, such as pressure, within a preset time,
the standby motor will cut-in automatically.
Lighting, Steering Gear, Radio Equipment, Radar, Autopilot, Fuel Oil Unit
10 Seconds
Main Engine Turbocharger LO Pump

Main LO Pump
15 Seconds
Main and COPT Condenser SW Pump
20 Seconds
Main Engine Crosshead LO Pump

Central Cooling FW Pump
Main Engine Auxiliary Blower
25 Seconds
Main Engine Jacket Cooling FW Pump

Deck Seal SW Pump
No.1 and No.3 Engine Room Fans
30 Seconds
No.2 and No.4 Engine Room Fans
Sequence Complete
Illustration 2.13.9a Battery Charger and Discharge Board
.2
.3 .1
.5
1 .05
2
5
V A
∞
kΩ
0
24V DC Bus Bar
1 2 14 P+
4
3 5
N-
15 16 17 18 19
20 21 22 23 24 EP+ K01 K02 K03 K04 K05 K06 K07

4F1 4F2
6 7 8 9 10
25 26 27 28 29
24V DC 24V DC 24V DC 24V DC Spare ESB Internal ECC CCC WCP Spare
Transient Transient Transient Transient Generator Comms. 24VDC 24VDC 24VDC
11 12 30 31 Emergency Light Emergency Light Emergency Light Emergency Light Panel System Distribution Distribution Distribution
Wheelhouse Em Gen Room Generator Room ECR Board Board Board
Note:If both main and emergency supplies are lost

and the battery connects to the consumers, the transient K08 K09 K10 K11 K12 K13 K14
lighting fed from EP+ and N- will be illuminated
13 32
Spare Spare Elevator Spare Spare Spare Spare

Control
Panel
Panel Key
1 Voltmeter 17 Earth Alarm Indication (5L1)
2 Ammeter 18 Low DC Volts Indication (3L1)
3 Voltmeter Selection Switch (SV) 19 High DC Volts Indication (3L2)
4 Discharging Indication (4L0) 20 Earth Lamp Test Pushbutton (3SB1)
5 Ammeter Selection Switch (SA) 21 Buzzer Stop Pushbutton (SB12)
6 440V Source Indication (1L0) 22 Buzzer (BZ)
7 Charger Running Indication (5L4) 23 Lamp Test Pushbutton (SB11)
8 Float Charge Indication (5L5) 24 Reset Pushbutton (SB13)
9 Equalising Charge Indication (5L6) 25 Charge Abnormal Indication (5L12)
10 Charge Abnormal Indication (5L11) 26 Equalising Charge Indication (5L9)
11 Emergency Supply MCCB (1QF) 27 Float Charge Indication (5L8)
12 Manual/Float/Equalising Charge 28 Charger Running Indication (5L7)
Selection Switch (1S1) 29 440V Source Indication (2L0)
440V Supply 440V Supply 13 Consumer MCCBs (Inside Panel) 30 Manual/Float/Equalising Charge
Insulation Monitoring Meter (EFM) Selection Switch (2QF)
From Emergency Switchboard From Main Switchboard 14
Earth + Indication (5L2) 31 Main Supply MCCB (2S1)
15
(circuit 211) (circuit 816) 16 Earth - Indication (5L3) 32 Consumer MCCBs (Inside Panel)
2.13.9 battery systems The battery charging and discharging panel consists of two units each housing a Battery Charger
battery charger. The panel has the following equipment mounted on the front: Manufacturer: Uni Traffo
The ship’s emergency power requirements are supplied by the emergency • Emergency and main supply MCCBs (1QF and 2QF)) Model: UTT1942
switchboard network, see illustration 2.13.4d for a detailed list of emergency
consumers. • 440V main and emergency source lamps (1L0 and 2L0) Input Voltage: 220V
Output: 24V 2.0A
• Charger running lamps (5L4 and 5L7)
Essential general service low voltage equipment is supplied from the combined
battery charger and 24V DC distribution board. This is located in the navigation • Float charge indication lamps (5L5 and 5L8)
bridge deck converter room. The batteries are located in the battery room on E • Equalising charge indication lamps (5L6 and 5L9) GMDSS Power Supply and Battery Chargers
deck, access to this space directly from deck. Radio and GMDSS Batteries
• Charge abnormal indication lamps (5L11 and 5L12)
The radio/GMDSS equipment is backed up by a separate radio use battery • Earth + indication lamp (5L2) Manufacturer: ZIBO Storage Battery Factory, China
system. The back-up batteries are also located in the battery room on E deck. Battery: VRLA-Gel
• Earth - indication lamp (5L3)
The radio use batteries consist of 2 sets of 24V batteries of 200Ah capacity. Capacity: 200Ah
• Earth alarm indication lamp (5L1)
Voltage (nominal): 24V total
A separate battery and charger system is provided for the emergency generator • Low DC volts indication lamp (3L1) Number of cells per set: 12
starting arrangements. The charger and the batteries are located in the
emergency generator room on the upper deck. • High DC volts indication lamp (3L2) No. of sets: 2
• Voltmeter Battery Charging and Discharging Panel
Battery Charger and Discharge Panel • Ammeter Manufacturer: Thrane and Thrane A/S, Lyngby, Denmark
Battery Charging and Discharging Panel Batteries • Insulation monitoring meter Model: Sailor PCH4652
Manufacturer: ZIBO Storage Battery Factory, China • Manual / Float / Equalising charge selection switches (1QF and No. of sets: 2
Battery: VRLA-Gel 2QF) Voltage (supply): 220V AC, 60Hz
Capacity: 300Ah Voltage output: 24V DC
Voltage (nominal): 24V total Operating Procedure Rated current: 24A DC
Number of cells per set: 12 The battery charger is a fully automatic charging device which automatically Rating: Continuous
No.of sets: 1 charges the 24V storage battery. Each battery charger is fed with its own
separate 440V supply, one from the main 440V switchboard (circuit 816) and
The GMDSS power supply serves the following:
Battery Charging and Discharging Panel one from the emergency 440V switchboard (circuit 211).
Manufacturer: Terasaki Electric Co. Ltd., Osaka, Japan • Sat-C system
Model: CH-A Emergency Generator Start Batteries and Charger • Navtex receiver
Voltage (supply): 440V AC, 60Hz • Fleet 77 system
These batteries are charged from a bulkhead-mounted battery charger located
Voltage output (floating): 28V DC in the emergency generator room. The charger is fed 220V from the emergency • MF/HF Console
Floating voltage: 27V DC switchboard 220V feeder panel (circuit 315). • No.1 and No.2 VHF Radios
Rated current: 60A DC
• No.1 and No.2 DGPS
Rating: Continuous Batteries
Manufacturer: OPTIMA Batteries Ltd., Denver, USA
The general use battery charger in the navigation bridge deck converter room Type: Lead Acid (Sealed)
is supplied with 440V from the emergency switchboard 440V feeder panel
(circuit 211) and from the main switchboard 440V feeder panel (circuit 816). Model: N7312
Capacity: 50Ah
Voltage: 12
No. of batteries per set: 2
No. of sets: 1
Illustration 2.13.10a Impressed Current Cathodic Protection System
Aft Power Supply Unit

Input 440V 60Hz Located Forward Power Supply Unit
Remote Monitoring Input 440V 60Hz
on Lower Floor, Frame 45
Panel Located in ECR Located in Bosun’s Store
Port Side
Rudder Stock Steering

Bonding Gear
Pump
Floor Room
125A Recessed Titanium 125A Recessed Titanium Recessed Zinc 125A Recessed Titanium 100A Recessed Titanium 100A Recessed Titanium Recessed Zinc
Anodes Located at Anodes Located at Reference Electrode Anodes Located at Anodes Located at Anodes Located at Reference Electrode
Frame 19.5 Frame 26.5 Located at Frame 36.5 Frame 50.5 Frame 19.5 Frame 26.5 Located at Frame 36.5
Port and Starboard Port and Starboard Port and Starboard Port and Starboard Port and Starboard Port and Starboard Port and Starboard
Alarm System
Shaft Millivolt
Shaft Millivolt Display
125A Elliptical 125A Elliptical 175A Elliptical Monitoring Panel 100A Elliptical 100A Elliptical Monitoring Brushes
Anode Anode Reference Cell Anode in Engine Control Room Anode Anode Reference Cell (Insulated From
Earth/Mounting)
JB JB JB JB JB JB JB
Alarm System
440V Supply From
Power Panel P5
Circuit Q8 Propeller Shaft
Copper Slip Ring
Aft Power Forward Power
Supply Unit 440V Supply From Supply Unit
750A Power Panel P2 450A
Circuit Q3
JB JB JB JB JB JB JB
125A Elliptical 125A Elliptical Reference Cell 100A Elliptical 100A Elliptical Reference Cell Propeller Shaft Earthing
System Wiring and Monitoring Assembly
Anode Anode Anode Anode
2.13.10 Cathodic Protection System The system on the vessel controls the impressed electrical current automatically Routine Checks
to ensure optimum protection. Current is fed through titanium anodes situated
Daily:
Manufacturer: Cathelco Ltd., Chesterfield, UK port and starboard on the ship. The titanium prevents the anodes themselves
Type: Impressed current from corroding and the surfaces are streamlined into the hull. Fixed zinc • Confirm that the LCD of each power supply unit is illuminated
reference electrodes, port and starboard, are used to compare the potential and the ON/ALARM LED is lit.
Power supply: AC 440V, 60Hz
of the hull with that normally found between unprotected steel and zinc • Record the output current and all voltages.
electrodes. Sufficient current is impressed via the anodes to reduce this to a
The vessel is provided with an Impressed Current Cathodic Protection level of approximately 200mV. • Record the reference electrode voltages.
(ICCP) system. This method of corrosion protection automatically controls
electrochemical corrosion of the ship’s hull structure below the waterline. Weekly:
Cathodic protection can be compared to a simple battery cell, consisting of two Operation
• Check and clean the propeller shaft slip ring and brushes.
plates in an electrolyte. If the two battery electrodes are connected electrically, Once the power supply unit is switched on, the unit’s transformer rectifier Confirm that the brushes move freely in their holders and are
one of the battery plates in the electrolyte will waste away through the action converts the ship’s 440V AC supply to a low voltage, finely controlled DC held firmly on to the slipring by the brush holder spring.
of the flow of electrical current. When two metals are immersed in sea water, current. The DC positive is connected to the anodes and the DC negative is
which acts as the electrolyte, one of the metals acts as the anode and will waste connected to the ship’s hull. The system is completely automatic in normal use. • Inspect the rudder stock earth strap for signs of fraying.
away. Which metal, in any pair, acts as the anode depends upon their relative In the normal operating mode the display of the power supply units and the
positions in the electrochemical series but steel will act as an anode to copper, remote monitoring unit will show the following readings: Monthly:
brass or bronze. The strength of the electric current generated in the corrosion • Return completed log sheets to the manufacturer for scrutiny
cell, and hence the rate at which wastage takes place, depends upon the metals • Anode current and voltage
every month.
involved and the strength of the electrolyte. • Reference cell millivolt reading
3 Monthly
If a third electrode is added to the cell and current is forced to flow, the third A remote monitoring unit is provided to enable the display of the forward and
electrode acts as the cathode and the old anode will act as the new cathode. aft system readings. • Inspect and clean the power supply unit cooling fans and grilles
This is how an impressed current cathodic protection system functions. When a every three months. Check units for loose connections.
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential
Electrical Installation The anodes and reference cells must be externally inspected every dry dock
more negative that the surrounding sea water.
The system consists of a monitoring panel and two power supply units. The period. The anodes are fitted with an insulating shield cover to prevent
power supply units, one forward and one aft, are wired to port and starboard excessive local over-protection and the condition of this shield must be closely
Fresh Water Operation inspected at this time.
reference electrodes and port and starboard anodes. The forward power supply
When the vessel enters a river estuary, the fresh or brackish water may limit unit is located in the bosun’s store and the aft power supply unit is located on
the spread of current from the anodes, due to the higher resistance of the water. the lower floor of the engine room at frame 45 on the port side. The monitoring Further detailed instructions are available in the manufacturer’s manual.
The computer controller is programmed to identify this situation by analysis unit is located in the engine control room and is also equipped with facilities to
of the voltage reading, the current reading and the reference cell inputs. In raise an external alarm to give warning of any system abnormalities.
fresh water, the current falls to zero and the voltage will go to maximum to
compensate. This situation will be recognised during the system self-test and The forward system is fed from 440V power distribution board P2, via breaker
the unit will immediately go into standby mode. The self-test is performed number Q3. The aft system is fed from 440V power distribution board P5, via
every eight hours. When the vessel moves back into salt water, the system will breaker number Q8.
return to normal operation when the next self-test is performed.
Propeller and Rudder Stock Earthing
Principle of Operation
To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped to
Protection is achieved by passing low voltage DC current between the hull the shaft and is earthed to the hull via a double set of brushes. A second single
metal and anodes, insulated from the hull, but in contact with the sea water. set of brushes, insulated from earth, monitors the shaft mV potential and this
The electrical potential of the hull is maintained more negative than the signal is fed to a digital millivolt meter located by the tailshaft on the starboard
anodes, ie, cathodic. In this condition corrosion is minimised. Careful control shipside. The shaft potential difference should be maintained below 80mV.
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 The rudder stock is also earthed for protection via a 80mm2 flexible earth cable
paintwork. If the potential of the hull is made too negative with respect to the between the deckhead and rudder stock to minimise any electrolytic potential
anode, then damage to the paint film may occur electrolytically or through the difference across the bearings and bushes.
evolution of hydrogen gas between hull steel and paint.
2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning System
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment System
2.14.6 Incinerator and Garbage Disposal
Illustrations
2.14.1a Engine Room Hot and Cold Fresh Water System
2.14.2a Domestic Refrigeration Plant
2.14.3a Accommodation Air Conditioning Plant
2.14.5a Sewage System
2.14.6a Incinerator
Illustration 2.14.1a Engine Room Hot and Cold Fresh Water System XM002V
To Inert
30 Inert Gas
Fresh Water Generator 025V
From Compressed Hydrophore Generator Fan Exhaust
XM037V XM026V
Air System 15 Tank (2000 Litres) Drinking Gas Boiler
Anti Pollution XM
Fountain Exhaust
Valve 045V Void
Gas Boiler
XM039V XM
Dosing Unit
Fresh Water XM001V
65 30 40 006V
Tank XM023V
15
(Port) 40 50
40 40 30
Near 40 40
Atmospheric 40
15
003V 011V 40
20
15 25 12
XM XM No.1 Diesel No.2 Diesel No.3 Diesel Workshop
50 No.2 Auxiliary XM
008V 009V Generator Generator Generator XM018V Calorifier
Boiler 040V
XM027V (1000L)
50
Fresh Water Dosing Unit XM 40
047V Fresh Water
(5m3/h x 5 bar) Boiler
Dosing Unit XM027V
To Bilge 15
25 Holding Tank 12
XM014V
40 25
XM048V
Feed Water Sampling XM061V XM060V XM059V
25
40
Tank Sampling 030V
XM007V Coolers 20
Cooler 15 XM024V XM019V XM010V
PI PI PI
Boiler
XM029V Dosing Unit
25 12
Shaft Steriliser Treatment Plant
XM052V
15
CS CS CS CS CS CS
PSL PSL PSL PSL PSL PSL
Cooling
XM041V TI PI
XM
FS
034V
40 50
XM
XM015V Diesel Generator No.2 Lubricating No.1 Lubricating No.3 Fuel Oil No.2 Fuel Oil No.1 Fuel Oil
035V
PI Lubricating Oil Separator Oil Separator Oil Separator Separator Separator Separator
15 25 5-2kg/cm2
TI 40 XM033V
25 25 25 XM XM020V XM021V PI
XM PI 15 25
016V Near Vacuum
005V XM 15 XM022V
FQ 031V XM053V Condenser Compressed
50 PI
Air
25 To Vacuum
XM036V
40
XM FG Chemical 15 Condenser
XM043V XM042V
038V Tank XM053V Vacuum Unit
XM XM XM Control
012V 004V 013V Panel Main Engine
XM017V
OCM
25 12
Water Feed mand Drain Tank 25 80
Distilled Cofferdam Fresh Water PI PI XM063V
Water Tank Tank Key
To Oily Water 12 125
(Starboard) (Starboard) Fresh Water Bilge/Drain Separator 40 XM062V
40
XM064V
XM044V To Bilge
Main Engine Water
Condensate Water Holding Tank
Condensate Electrical Signal Near Starting Air To Bilge Discharge Pump
Collection Tank
Control Unit 15 Holding Tank 40 (3m3/h x 4 bar)
Compressed Air XM054V XM065V
2.14 accommodation systems Introduction Drinking Water System
2.14.1 Domestic Fresh Water System Part of the domestic fresh water system has been covered in Section 2.4.3 of This system covers the water supply to drinking fountains and accommodation
this machinery operating manual; that section deals with the generation and use in cabins and the galley.
transfer of distilled and fresh water. Water for domestic purposes is made on
Fresh Water Hydrophore Unit
board by means of the fresh water generator. This distilled water is treated in
Manufacturer: NANJONG Machinery Mfg. Co. Ltd., China a silver ion steriliser and a mineraliser before being directed to the fresh water Domestic Hot Water System
Serial No.: 051779 storage tanks. The silver ion steriliser destroys bacteria and leaves a residue of
silver ions in the stored water, thus providing for effective sterilisation whilst This system supplies the hot water to the accommodation and engine room for
Tank capacity: 1.0m3 domestic purposes.
the water is stored in the tanks. The dolomite mineraliser produces the correct
Operating pressure: Pump on at 4.5 bar, pump off at 5.5 bar pH and imparts essential chemical salts to the distilled water, making it fit for
human consumption. Water is circulated continuously by the hot water circulating pump, the water
Pumps being passed through a calorifier, which can be either steam or electrically
No. of sets: 2 The following description deals with domestic fresh water use, the water being heated to raise the water to the correct temperature. Topping-up of the system
Capacity: 5.0m3/h at 5.0 bar drawn from one of the two fresh water storage tanks. is from the hydrophore tank. This arrangement of constant water circulation
ensures that hot water is available at an outlet immediately a tap is opened and
Silver Ion Steriliser that reduces water loss due to cold water flowing before hot water reaches the
Normally one domestic FW tank is in use, with the second being filled or
Manufacturer: Jowa AB, Kallered, Sweden ready for use. The domestic fresh water tanks also supply water to the local, outlet.
No. of sets: 1 (water mist) fire fighting system. The FW suction valves are arranged to allow
Model: Jowa AG-S a minimum of 20 minutes operation of the water mist pump to draw from a Engine Room Services
fresh water tank.
Type: Silver ion
This system supplies water to engine room services including the following:
Capacity: 2,500 litres/h From the fresh water generator the water is delivered to the fresh water storage
• Central fresh water cooling expansion tank
tanks via the silver ion sterilising unit and the mineraliser. As the water passes
Mineraliser
between the two sterilising unit electrodes, through which a small current is • Main engine jacket water feed tank
Manufacturer: Jowa AB, Kallered, Sweden passed, the silver ions are released and these sterilise the water. Sterilisation
• Auxiliary boiler chemical dosing units
No. of sets: 1 by this method ensures that the water is maintained in a good condition, even
when stored in the tanks for a period of time. The silver electrodes should be • Exhaust gas boiler chemical dosing unit
Model: Jowa F150-2
inspected and changed when all the silver coating has depleted. The dosing of • Auxiliary boiler and exhaust gas boiler water sample coolers
Type: Dolomite
the water is automatic and is set depending on the flow of the water.
Capacity: 2.5m3/h • Fresh water generator chemical tank
There are two fresh water hydrophore pumps which take suction from the fresh • Main engine turbocharger cleaning
Calorifier
water tanks. These pumps deliver fresh water to the fresh water hydrophore
Manufacturer: NANJONG Machinery Mfg. Co. Ltd., China • Generator engine turbocharger cleaning
tank which is maintained under pressure by air from the service air system.
No. of sets: 1 The pressure in the hydrophore tank controls the starting and stopping of the • Oily water separator
Capacity: 1.0m3 domestic fresh water pumps; the selected duty pump starts at a pressure of 4.5
• FO and LO separators
bar and stops at a pressure of 5.5 bar. As the water is used, the tank pressure
Type: Steam heated with 15kW electric heater as required • Service water outlet near atmospheric condenser
drops allowing one of the pumps to start automatically and refill the tank. As
Hot Water Circulating Pump the pressure in the system increases to 5.5 bar the pump will automatically • Service water outlet near IGS fan
stop. One pump is normally in use, with the second pump shut down or ready
Manufacturer: Grundfoss AS, Bjerringbro, Denmark • Service water outlet in separator room
for use.
No. of sets: 1 • Service water outlet near vacuum condenser
Serial No.: 91763957 From the hydrophore tank the water flows into three systems:
• Service water outlet near stern tube control unit
Capacity: 18m3/h at 0.5 bar • Drinking water system and accommodation services
• Service water outlet bear sewage treatment plant
• Domestic hot water system
• Main engine scavenge fire extinguishing
• Engine room services
• Emergency generator room
To Inert
30 Inert Gas
XM037V XM026V
Anti Pollution XM
Fountain Exhaust
Valve 045V Void
Gas Boiler
XM039V XM
Dosing Unit
Fresh Water XM001V
65 30 40 006V
Tank XM023V
15
(Port) 40 50
40 40 30
Near 40 40
Atmospheric 40
15
003V 011V 40
20
15 25 12
Boiler 040V
XM027V (1000L)
50
047V Fresh Water
Dosing Unit XM027V
To Bilge 15
25 Holding Tank 12
XM014V
40 25
XM048V
25
40
Tank Sampling 030V
XM007V Coolers 20
PI PI PI
Boiler
XM029V Dosing Unit
25 12
XM052V
15
CS CS CS CS CS CS
Cooling
XM041V TI PI
XM
FS
034V
40 50
XM
035V
15 25 5-2kg/cm2
TI 40 XM033V
25 25 25 XM XM020V XM021V PI
XM PI 15 25
016V Near Vacuum
005V XM 15 XM022V
50 PI
Air
25 To Vacuum
XM036V
40
XM043V XM042V
XM XM XM Control
XM017V
OCM
25 12
Water Tank Tank Key
40
XM064V
XM044V To Bilge
Main Engine Water
Collection Tank
Note: Boiler feed water make-up is normally taken from the distilled water Procedure for Operating the Cold Water System Position Description Valve
tank but water may be added to the distilled water tank from the fresh water Closed Water outlet connection near IGS fan XM045V
tanks. Operate the domestic fresh water system as in parts a) to d) above and then
set valves as in the following table. Valves for systems shown as closed will Closed Water outlet near atmospheric condenser XM046V
be opened when that system is operating or the unit requires refilling. Water Closed Water outlet connection in workshops XM047V
The fresh water tanks also supply the water mist fire extinguishing system; the
water mist pump taking suction from the line which supplies the hydrophore supply valves are not normally kept open unless shown as such. Closed Water outlet valve in separator room XM048V
tank via a pipe branch and valve EW001V. Closed Water outlet valve near sewage treatment plant XM052V
Position Description Valve Closed Water outlet valve near vacuum condenser XM053V
The fresh water tanks also supply water to the stern tube cooling water tank Open Hydrophore tank outlet valve XM001V Closed Water outlet valve near stern tube control unit XM054V
via valve XM041V. OperationalAnti-pollution valve (non-return vacuum breaker)
Open Fresh water supply valve to upper deck XM039V There are direct connections to the following services with local valves at these
Open Engine room drinking water fountain inlet valve XM037V services.
Procedure for Operating the Domestic Fresh Water Hydrophore
Open Engine room washbasin inlet valve
System Description
Open Engine room toilet inlet valve
Main engine jacket water feed and drain tank
The description assumes that the port domestic fresh water tank and No.1 Closed Fresh water expansion tank inlet valve XM018V
hydrophore fresh water pump are in use. The filling valve to the stern tube Vacuum condenser vacuum unit
Closed Exhaust gas boiler dosing unit inlet valve XM026V
cooling water tank (XM041V) should be closed. Inert gas generator
Closed Exhaust gas boiler portable water washer inlet XM002V
valve Main engine condensate water discharge oil content monitor
a) Check that there is sufficient water in the domestic fresh water
Closed Water supply valve in emergency generator room XM025V
tank to meet the immediate demand. Water is automatically supplied to all outlet points from the hydrophore tank
Open Fresh water supply valve to sink in workshop and when an outlet valve is opened water is immediately available.
b) Ensure that the hydrophore drain valve is closed. Vent the Closed Water supply to No.1 auxiliary boiler dosing unit XM028V
hydrophore tank and, using the No.1 hydrophore pump, fill it Closed Water supply to No.2 auxiliary boiler dosing unit XM027V
until the water level gauge glass is ¾ full; stop the pump. This Procedure for Operating the Hot Water System
Closed Cooling water supply valve to boiler water XM029V
requires the port fresh water tank outlet valve XM003V to be sampling units Operate the fresh water system as in parts a ) to d) above and set the hot water
open. No.1 hydrophore pump suction valve XM008V and the Closed Auxiliary boiler dosing unit water supply valve XM030V system valves as follows:
pump discharge valve must be open; No.2 hydrophore pump
Closed Line supply valve to main LO separators XM019V
suction valve XM009V and the pump discharge valve should
also be open. The hydrophore fresh water pump outlet valves are Closed Line supply valve to generator engine LO XM024V Position Description Valve
not numbered. Connect the air hose from the service air system separator Open Calorifier supply from cold water system XM040V
to the hydrophore tank inlet air line. Open the air supply valves Closed Line supply valve to fuel oil separators XM010V Open Calorifier outlet valve
and pressurise the hydrophore tank from the working air supply. Closed Water supply valve to fresh water generator XM031V Open Hot water circulating pump inlet valve XM006V
When the tank is correctly pressurised close the air valves. The chemical treatment tank
Open Hot water circulating pump outlet valve
hydrophore tank gauge valves must be open. The operating fresh Closed Water supply valve to oily water separator XM044V
water hydrophore pump starts at a tank pressure of 4.5 bar and Open Engine room washbasin hot water supply valve
Closed Main engine scavenge space fire fighting water XM043V,
stops at a pressure of 5.5 bar. Open Engine room workshop hot water supply valve
supply valves XM042V
Closed Main engine turbocharger washing water pressure XM020V a) After gradually opening the hot water system supply valve
c) The hydrophore tank is now operational and fresh water can be
reducing valve inlet valve from the cold water system, allow the system to fill from the
supplied to the various users. Open the hydrophore outlet valve
XM001V to gradually supply fresh water and fill the system. Closed Main engine turbocharger washing water pressure XM021V hydrophore tank.
reducing valve outlet valve
Note: The starboard fresh water tank outlet valve XM004V should be closed Closed Main engine turbocharger washing water pressure XM022V b) Ensure that the hot water circulating pump is primed.
as this tank will be filling from the fresh water generator. reducing valve bypass valve
Water Outlet Connections in the Engine Room c) Select the hot water circulating pump for AUTO mode and start
d) Select No.1 hydrophore fresh water pump for automatic mode Closed Water outlet connection at No.1 diesel generator XM051V the pump.
and start that pump; allow it to cut-in and out as required in Closed Water outlet connection at No.2 diesel generator XM050V
order to maintain pressure in the system and level in the tank. Closed Water outlet connection at No.3 diesel generator XM049V
To Inert
30 Inert Gas
XM037V XM026V
Anti Pollution XM
Fountain Exhaust
Valve 045V Void
Gas Boiler
XM039V XM
Dosing Unit
Fresh Water XM001V
65 30 40 006V
Tank XM023V
15
(Port) 40 50
40 40 30
Near 40 40
Atmospheric 40
15
003V 011V 40
20
15 25 12
Boiler 040V
XM027V (1000L)
50
047V Fresh Water
Dosing Unit XM027V
To Bilge 15
25 Holding Tank 12
XM014V
40 25
XM048V
25
40
Tank Sampling 030V
XM007V Coolers 20
PI PI PI
Boiler
XM029V Dosing Unit
25 12
XM052V
15
CS CS CS CS CS CS
Cooling
XM041V TI PI
XM
FS
034V
40 50
XM
035V
15 25 5-2kg/cm2
TI 40 XM033V
25 25 25 XM XM020V XM021V PI
XM PI 15 25
016V Near Vacuum
005V XM 15 XM022V
50 PI
Air
25 To Vacuum
XM036V
40
XM043V XM042V
XM XM XM Control
XM017V
OCM
25 12
Water Tank Tank Key
40
XM064V
XM044V To Bilge
Main Engine Water
Collection Tank
d) Open the steam supply or switch on the electrical supply to the
calorifier. Check that the steam heater temperature is correctly
set. The electric heater should be selected for AUTO mode and
started by pressing the HEATER ON pushbutton.
e) Check that the system is circulating correctly and that the

temperature is maintained at all parts of the hot water system.
Procedure for Filling the Stern Tube Cooling Water Tank with
Fresh Water from the Domestic Fresh Water Tanks
a) Check the level of water in the stern tube cooling water tank and
assess the quantity of water needing to be transferred. Check
the amount of fresh water in the fresh water tank to be used and
ensure that it is sufficient for the purpose. Water is taken from
the fresh water supply line to the hydrophore system so the fresh
water tank in service will supply the fresh water. (Port fresh
water tank valve XM003V or starboard fresh water tank valve
XM004V will be open to supply the hydrophore unit.)
b) Open the stern tube cooling water tank filling valve XM041V.
c) When sufficient fresh water has been added to the stern tube
cooling water tank close the filling valve XM041V.
Note: The stern tube cooling water tank may be emptied via the bilge main
using the oily bilge pump. See Section 2.9.1 of this machinery operating
manual.
Illustration 2.14.2a Domestic Refrigeration System
Key
Refrigerant Gas
OZONE Refrigerant Liquid

GENERATOR
Cooling Water
Meat Room A Deck Vegetable Lubricating Oil

25m3 Storerooms Room
TEV -20°C TEV 29m3
2°C
Open Deck
Moisture Indicator
Heat
Exchanger
PI PS PS PI PI PS PS PI
Engine Room
2nd Deck
PS PS
From Air Conditioning

Compressor Compressor Plant Relief Valves
PI TI TI PI
From/To Low Temperature XL048V XL049V From/To Low Temperature

Cooling Fresh Water System Condenser Condenser Cooling Fresh Water System
XL050V PZAL XL051V
PZAL TI TI TI PI
PI PI
Receiver
Charging Connection
2.14.2 Domestic Refrigeration System If the temperature in the cold room rises, the thermostatic expansion valve Note: To comply with the Montreal Protocol, the maximum annual leakage
(TEV) will open and more refrigerant will flow through the evaporator. As of this gas into the atmosphere should be restricted to 10% of the total system
Manufacturer: York Marine Refrigeration, Viby, Denmark the temperature falls, the TEV will gradually close and pass less refrigerant charge. To verify this and to monitor the number of times the system has to
Type: R134a direct expansion through the evaporator. The meat room evaporator is equipped with timer be recharged, a record has to be made in the Refrigerant Recharge Log. A
controlled electric defrosting elements. The frequency of defrosting is chosen regular system of leak detection to minimise gas leaks is to be implemented
Provisions Compressor from the E410 control unit. The freezing room is fitted with a high and low to ensure leaks are detected at an early stage.
Manufacturer: Sabroe-York Marine temperature alarm.
Model: SBO 41 The added refrigerant is dried before entering the system, as any trace of
Under normal conditions one compressor/condenser unit is in operation with moisture in the refrigerant system will lead to problems with the TEVs icing-up
Type: 4 cylinder belt drive at 1,095 rpm the other ready for manual start-up, with all valves shut until required. The and subsequent blockages.
No. of sets: 2 refrigerant leaving the evaporator is in a gas state and is drawn through a heat
Cooling capacity: 3.52kW exchanger and then passed to the compressor which pumps it under pressure to
Motor rating: 4.6kW at 1,800 rpm the condenser where it is cooled by water circulating from the LT fresh water Operating Procedures
cooling system. The purpose of the condenser is to condense the refrigerant
To Start the Refrigeration Plant
Condenser gas back into a liquid. The liquid gas then returns to a common liquid
receiver before passing through the filter dryer and returning to the cold room a) The crankcase heater on the compressor to be used should be
Model: COKZ 160912 switched on a least 12 hours prior to starting the compressor in
evaporators via a heat exchanger. The heat exchanger further cools the liquid
Type: Horizontal shell and tube refrigerant and warms the gas returning from the evaporators. This increases order to boil any refrigerant from the compressor oil.
No. of sets: 2 overall plant efficiency and serves to protect against over-cooling of the return
Cooling water flow: LT fresh water cooling at 4.18m3/h gas and subsequent chatter (liquid droplets entering the compressor). b) All stop valves in the refrigerant system, except the selected
compressor suction valve should be opened and fully back-
Receiver The compressors are protected by high pressure, low pressure, low lubricating seated to prevent the pressure in the valve reaching the valve
Model: R200 oil pressure and condenser cooling water failure cut-out switches. Each gland.
compressor unit is also fitted with a crankcase heater. Control of the compressors
Type: Horizontal
and rooms is achieved through a E410 PLC in the control cabinet. c) Check that the oil level is correct and replenish if necessary.
No. of sets: 1
Capacity: 20 litres A thermostat in each room enables a temperature regulating device to operate d) To protect the compressor from accidental damage check that
the gas inlet solenoid valves independently in order to reduce the number of the safety pressure switches are set at the correct value.
starts and running time of the compressor. The solenoid valves at the evaporator
Introduction units are opened and closed by the room thermostats allowing refrigerant gas to e) Open the condenser cooling water inlet and outlet valves and
flow to the evaporator when open. With all the thermostats closed no gas would supply cooling water to the condenser.
Cooling for the meat and vegetable rooms is provided by a direct expansion flow to the evaporator and subsequently back to the compressor suction, firstly
R-134a system. The refrigerator provisions compressor unit is situated in reducing the compressors capacity to 50%, then operating the low pressure f) Purge any air completely from the cooling water system by
the engine room on the starboard side of the 2nd deck level. It is automatic switch and stopping the compressor. opening the air purge valve for the condenser.
in operation and consists of two compressors, two condensers, a common
receiver and two evaporator coils, one in each of the vegetable and meat rooms. Any leaks of refrigerant gas from the system will result in the system becoming g) Check the compressor’s is free to turn by manually turning it
The plant is designed to maintain temperatures in the designated rooms as undercharged. The symptoms of a system being undercharged are low suction over using the drive belts.
follows: and discharge pressures with the system eventually becoming ineffective.
Bubbles may also appear in the refrigerant sight glass positioned near the filter h) Check the V-belt tension on the compressor drive.
• Vegetable room (29m3) +2°C
dryer. If the system does become undercharged the whole system should be
• Meat room (25m3) -20°C checked for leakage. i) Open the compressor suction valve ¼ a turn to avoid excessive
pressure reduction on start-up.
Liquid R-134a refrigerant is passed to the evaporator coils for the rooms and When required, additional refrigerant can be added through the charging
the individual expansion valves automatically regulate the amount of refrigerant line, after first venting the connection between the refrigerant bottle and the j) Start the selected compressor on automatic operation. Confirm
flowing to the evaporators dependent on the current room temperature. The charging connection in order to prevent air in the connection pipe from entering that it is running in the correct direction.
refrigerant expands across the expansion valve and in changing state to a vapour the system.
extracts heat from the evaporator over which air from the room is passed. Air is k) Gradually open the compressor suction valve until fully opened
circulated through the evaporator coils by electrically-driven fans. and back-seated.
If the compressor starts making a knocking noise, it is an indication of liquid e) During defrosting, the high temperature alarm is inhibited and Shutting Down the Refrigeration Plant for Maintenance
refrigerant returning to the compressor. In that case the suction valve must be defrosting is achieved by timer alone with a the maximum
If the plant is to be shut down for maintenance or repair and it involves opening
closed immediately and the process of opening repeated more slowly. A fully permissible defrost time of 45 minutes. Once the set time
up the compressors or breaking into the refrigerant lines, the refrigerant must
closed suction valve with the compressor running may cause foaming of the has elapsed, the heating elements are switched off and the
first be pumped down to the liquid receiver and locked in as described earlier.
lubricating oil in the crankcase. compressor will restart.
Particular emphasis is to be made on evacuating the system by repeating
the process of allowing the compressor to cut-out on low suction pressure,
l) Visually inspect the plant for abnormalities. f) At the end of the defrosting cycle, the fan in the room will
so ensuring maximum gas entrapment in the receiver. When complete, the
restart.
The compressor will operate and stop automatically when the plant reaches condenser and receiver outlet valves must be kept closed until all maintenance
normal operating temperatures and the low pressure cut-out trips the plant as work has been completed and the system returned to normal operation. It may
g) The system is now back on the refrigeration cycle and all of the
no refrigerant is flowing in the system. be necessary to adjust the low pressure cut-out to a lower setting in order to
solenoid valves operate again to regulate the temperatures in the
efficiently pump down the system.
spaces.
Shutting Down the Refrigeration Plant
Because the operating temperature of the chilled room remains above zero, the Pressure Testing the Refrigerant System
a) Shut-off the liquid outlet valve from the liquid receiver and evaporators do not require defrosting and so no heaters are fitted.
pump down the refrigerant in the evaporators to the receiver. Before the refrigeration plant is recharged after maintenance it should be
pressure tested for leaks by using dry-air from designated cylinders, air from a
b) Allow the temperature in the evaporators to rise, then repeat the Display Panel suitable compressor or nitrogen.
evacuation process. The E410 PLC display panel provides an interface where temperatures and
The pressure in the system should be set at 10 bar and left for a 24 hour period.
pressures can be monitored and recorded with details of any alarms. It also
c) When the suction pressure is slightly above atmospheric, stop If the pressure has dropped during this period then the cause of the leak must
allows for the starting and stopping of the system compressors.
the compressor. Shut the suction and discharge valves and shut be identified and rectified. A further pressure test should be carried out to prove
the oil return valve. no further leaks in the system.
The panel incorporates:
d) Shut-off the cooling water supply to the condenser. • Plant display panel When the pressure test is complete, a test report must be completed detailing
date of test, person responsible for test and any comments.
• Function pushbuttons
e) Shut the liquid outlet valves from the condenser and the liquid
receiver so trapping all of the refrigerant in the liquid receiver. • Numeric pushbuttons
System Running Checks at Regular Intervals
• Control pushbuttons
f) Isolate the electrical supply.
• Lubricating oil levels in the crankcase
Digital Display Panel • Lubricating oil pressure
Defrosting
Allows for the operator to read system status values and to edit and preset • Moisture indicators
The evaporator in the freezing room is fitted with an electrical defrosting
operational parameters.
system. The evaporator and drip tray is provided with electric heating elements. • Suction and discharge pressure and temperature and any unusual
The frequency of defrosting is chosen by means of a defrosting control function variations investigated
in the E410 PLC. The defrosting procedure is as follows: Function Pushbuttons
• Check all room temperatures and evaporation coils for any sign
Allow the operator to start and/or stop the compressors and also to modulate of frosting
a) All of the solenoid valves in the system close and the compressor
the compressor when in MANUAL operation.
stops.
b) The fan in the freezing room stop but the fan in the chilled room Numeric Pushbuttons
will continue to keep the evaporators free of ice.
Allows the operator to input values.
c) The electric heating elements in the freezing room will switch
on. Control Pushbuttons
Allows the operator to scroll the main menu.
d) With the cooler covered in ice, the melting takes nearly all of the
heat supplied and the temperature of the cooler and refrigerant
is kept near zero. When the ice has melted, the refrigerant
temperature rises in the room.
Illustration 2.14.3a Accommodation Air Conditioning System
Recirculated Air Out
Econovent
Key
Recirculated Air
Refrigerant Gas
Humidifier Section
Refrigerant Liquid
Cooling Water
Fresh Air To Accommodation
Lubricating Oil
Air
PI
Steam
TT
Condensate
Drains
PI
Vent
Accommodation Steam TT
C Deck Fan Room
Open Deck
Condensate
No.1 Air Conditioning Compressor Unit No.2 Air Conditioning Compressor Unit
Engine Room
DPS DPI PI
2nd Deck
DPS DPI DPS PI
HP
HP
LP
OIL
LP
OIL
From Provision Refrigeration
System Relief Valves
Compressor
Compressor
PI TI TI PI
From/To Low Temperature XL030V XL031V From/To Low Temperature

Cooling Fresh Water System Cooling Fresh Water System
XL028V XL029V
PI TI TI PI
Condenser Condenser
With Integral Receiver With Integral Receiver
Charging Connection Charging Connection
2.14.3 Accommodation Air Conditioning System Air is supplied to the accommodation by a single air handling unit located on The expansion valves in the air handling unit are of the pulse modulated
C deck. The air handling unit consists of two belt-driven fans, a supply and electronic type and are designed to regulate the superheat of the refrigerant gas
exhaust fan which draw air through the following sections: at the evaporator outlet.
Air Conditioning Plant
• Filter mesh
Manufacturer: York Marine Refrigeration, Viby, Denmark The compressors are protected by high and low gas pressure cut-out switches,
Refrigerant: R-134a • Enthalpy exchanger overcurrent relays and low lubricating oil pressure trips. The trips must be reset
No. of sets: 2 • Preheating before the equipment can be run and in the case of the overcurrent relay, this
must be done locally at the starter panel.
Compressor • Humidifier
Manufacturer: Sabroe-York • Cooling Any leakage of the refrigerant gas from the cooling system will result in the
system becoming undercharged. The symptoms of undercharge are low suction
Model: SMC 106-S • Fan
and discharge pressures on the compressor and a slow increase in system
Type: 6 cylinder reciprocating temperatures.
Air is forced into the distribution ducting which supplies the accommodation
Compressor speed: 1,295 rpm
with fresh air by the supply fan through disposable and flame retardant filters.
Cooling capacity: 166kW During operation, the level in the receiver part of the condenser will drop. If
the system does become undercharged, the whole system pipework should be
Motor rating: 37kW at 1,800 rpm Heating of the air is achieved by the finned heat exchanger which is supplied
checked for leakage.
from the 7 bar steam system.
Condenser
For the vessel to comply with modern environmental restrictions, the maximum
Model: CRKC 411910 Cooling is provided by a direct expansion R-134a automatic system which
annual leakage of refrigerant gas into the atmosphere should be restricted to
No. of sets: 2 consists of two compressors, two condenser units with built-in liquid receivers
10% of the total system charge. To verify this and to monitor the number of
Type: Horizontal shell and tube with integral receiver, fresh supplying an evaporator contained within the accommodation air handling
times the system has to be recharged, a record should be kept with a log of when
water cooled unit.
and how much was added. A regular system of leak detection to minimise gas
leaks should be implemented to ensure leaks are detected at an early stage.
Air Handling Unit Steam injection nozzles are situated inside the air handling unit, after the
preheating coil but before the evaporator. The purpose of the injection nozzles
Manufacturer: Novenco Hi-Pres - York Marine When necessary, additional gas can be added through the charging line, after
is to reintroduce moisture after the cooling process, so providing a more
Model: Climaster first venting the connection between the gas bottle and the charging connection.
comfortable atmosphere.
Care must be taken to ensure no moisture or dirt is drawn into the system
Type: ZCR-18/12
when charging and so a filter/dryer is fitted in the charging line. Any trace of
No. of sets: 1 Each compressor can provide 50%/33%/17% of the total capacity requirement
moisture in the refrigerant may lead to problems with icing of the expansion
and depending upon the ambient conditions, one or both of the compressors
valve and subsequent blockage.
will be in use, supplying refrigerant to the air handling unit.
Introduction
The compressor takes suction from the returning superheated gas from the WARNING
The air conditioning system is a Hi-Pres single pipe system designed to cool evaporator coil inside the air handling units, and after compression and raising It is essential that no water should be lying in the air conditioning system,
air if required, provide heating to the air when needed, remove excess moisture the pressure and temperature of the gas, it passes to a condenser where it is as this can become a breeding ground for legionella bacteria which can
from the air if necessary and humidify the air to the correct level for comfort. cooled by the LT fresh water system back into a liquid. have serious, or even fatal consequences. The drain should be kept clear,
and areas where water can lie should be sterilised at frequent intervals
A comfortable atmosphere is a combination of temperature and humidity and The liquid R-134a liquid then passes, via filter dryer units and a liquid flow as per M notice guidance and company instructions.
both must be controlled. sight glass to the expansion valves of the evaporators inside the air handling
units. The expansion valve is regulated by the operating parameters of the
The cooling effect on the air as it passes over the evaporation coils removes electronic control unit. Once expanded through the evaporator and converted
moisture in the air, a certain level of humidity is important for comfort so it is back to a superheated gas, it then returns back to the compressor to repeat the
necessary to humidify the air again by spraying steam into the circulating air cycle.
flow.
Depending on climatic conditions, the air handling unit can supply air that has
The air in the air handling unit is filtered, cooled and preheated before being been preheated by the heat exchanger or cooled by the evaporator. Temperature
distributed around the system and to the individual cabin units. The cabin units sensors in the air supply ductings regulate the cooling and heating so the set
are fitted with an air volume damper which allows for individual control of the point is active for both functions.
cabin temperature.
Display Panel Procedure for Starting the Ventilation System f) Purge air completely from the cooling water cycle by opening
the air purger on top of the condenser or the air purging valve
The E410 display panel provides an interface where temperatures and pressures a) Check that the air filters are clean. on the pipeline. Check the compressor smoothness by manually
can be monitored and recorded with details of any alarms. It also allows for the turning it over. (Ensure that the compressor is electrically
starting and stopping of the system compressors. b) Set the air dampers to the outside position and open all isolated before carrying out this function test.)
flaps.
The panel incorporates: g) Check the compressor drive V-belt tension.
c) Start the AHU supply fans and check that they are operating
• A digit display panel
correctly and that the desired amount of air recirculation is h) At the E410 PLC, select the required mode, then press COMP
• Function pushbuttons being achieved by adjusting the damper controls. and INC to start the compressor.
• Numeric pushbuttons
d) Check that air is flowing to all parts of the accommodation. i) Adjust the suction stop valve gradually until it is fully open. If
• Control pushbuttons the compressor starts making a knocking noise close the valve
e) Check that the steam supply valve is open for heating and immediately. When the noise stops open the valve again. Repeat
Digital Display Panel humidifying the air. this operation until the noises completely disappear. When fully
open, slowly increase the load on the compressor using the INC
Allows for the operator to read system status values and to edit and preset feature on the PLC until it is finally transferred to AUTO.
f) Set the temperature control to give the desired temperature. The
operational parameters.
expansion valve to the evaporator will operate to allow gas to
the evaporator coil in order to reduce the air temperature. Whilst the compressor is running:
Function Pushbuttons • Check the inlet and outlet pressure gauges
g) Set the humidity level desired. The steam valve will operate as
Allows the operator to start and/or stop fans and compressors and also to • Check the oil level and oil pressure
required to inject steam into the air flow. The humidity level is
modulate the compressor when in MANUAL operation.
measured for the recirculation air entering the air conditioning • Check the crankcase for foaming
unit.
Numeric Pushbuttons • Check for gas leakages using the appropriate equipment
Allows the operator to input values. h) Ensure that the drains from the evaporator unit are working
Compressor running checks:
satisfactorily and that no water is lying in the drain tray.
• The lubricating oil pressure should be checked at least daily.
Control Pushbuttons
Procedure for Starting the Air Conditioning Compressor • The oil level in the crankcase should be checked daily.
Allows the operator to scroll the main menu.
• The suction and discharge pressure should be checked twice per
a) All stop valves, except the compressor suction, in the refrigerant day.
Procedure for the Operation of the Air Conditioning System line should be opened and fully back-seated to prevent the
pressure in the valve reaching the valve gland. • The temperature of oil, suction and discharge should be checked
twice per day. A twice daily check on motor bearing temperature
The system is designed to run with the one compressor meeting the air should also be kept.
conditioning load of the accommodation when in temperate conditions. With b) The crankcase heater on the compressor to be used should be
the compressor supplying refrigerant to one or both sets of evaporating coils. switched on a least 3 hours prior to starting the compressor. • A check should be kept on any undue oil leakage at the shaft
Capacity control is automatic, but for borderline temperatures capacity can be seal.
controlled manually. c) Check that the crankcase oil level is correct.
When the conditions require additional cooling the two sets of evaporation d) Check the quantity of refrigerant charge.
coils are isolated from each other. Each compressor will then be used to supply
refrigerant to one set of coils, the individual compressor capacity control is e) The condenser cooling water comes from the LT fresh water
adjusted as before. cooling system and will probably already be running. Ensure
that the supply and return valves to the air conditioning
It is not recommended to run with both systems common, as refrigerant together condensers are open. Supply cooling water to the condenser and
with lubricating oil will invariably transfer from one system to the other. check that the supply of water from the LT fresh water cooling
system is correct.
Procedure for Stopping the Compressor for Short Periods WARNING
It is essential that no water should be lying in the air conditioning system,
a) Close the condenser liquid outlet valve.
as this can become a breeding ground for legionella bacteria which can
have serious, or even fatal consequences. The drain should be kept clear,
b) Allow the compressor to pump out the system to the condenser
and areas where water can lie should be sterilised at frequent intervals.
so that the low level pressure cut-out operates.
c) Isolate the compressor motor.
d) Close the compressor suction and discharge valves.
e) Close the condenser inlet and outlet valves to the condenser.
Procedure for Shutting Down the Compressor for a Prolonged

Period
If the air conditioning 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.
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) Stop the condenser cooling water supply by closing the inlet and
outlet valves on the cooling water to the condenser. 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.
2.14.4 Miscellaneous Air Conditioning Units Introduction f) Check that there are no alarms indicated, press the OFF -
RESET pushbutton to reset any alarms.
Engine Control Room Package Air Conditioning Units Package air conditioning units are fitted in the ECR, engine room workshop
and in the galley, where the temperatures are more likely to vary due to local g) Set the required temperature on the PLC unit. Press the AUTO
Manufacturer: York Marine Refrigeration, Viby, Denmark conditions compared to the more stable conditions found in the accommodation. control pushbutton followed by the fan START button, the fan
Model: SCU-E20 The units fitted in the ECR and the workshop are fitted with cooling coils and a will start followed by the refrigerant cooling system. Check the
No. of sets: 2 single-step electrical heater, however, the heating unit in the galley is via steam air flow through the unit and ensure that there is no vibration or
heating coils. excessive noise.
Type: Direct expansion cooling system
Refrigerant: R-134a Package air conditioning units are all self-contained, comprising a fan, h) Adjust the temperature that which is required by means of
Capacity: 18.16kW cooling; 18.0kW heating (electric) compressor, refrigerant circuit, filters and controls. Cooling water is supplied the temperature selector UP and DOWN push keys on the
Motor rating: 7.06kW (compressor and fan) by the low temperature central fresh water cooling system. The compressors temperature controller pad.
Compressor type: Single-stage hermetically sealed fitted inside the AC cabinets are of the hermetically sealed reciprocating type,
where the compressor and motor are encased in a single housing. i) The package air conditioning unit will operate to maintain the
Condenser: Shell and tube, LT FW cooled, 5.2m3/h temperature at the set value.
Fan flow rate: 3,000m3/h The condensers for the units are water-cooled shell and finned tube type,
Workshop Package Air Conditioning Unit the cooling water coming from the LT central fresh water cooling system, Shutting Down
see Section 2.5.2. The pressurised refrigerant is fed into the steel body of
Manufacturer: York Marine Refrigeration Viby, Denmark the condenser and transfers its heat to the water passing through the cooling a) Press the OFF - RESET pushbutton, the system will shut down.
Model: SCU-E10 tubes. The fan will continue to run for five minutes before it stops.
No. of sets: 1
The evaporators are of the multi-pass cross-finned coil type consisting of b) Close the cooling water valves.
Type: Direct expansion cooling system
aluminium fins attached to copper tubes. Air is blown over the evaporator and
Refrigerant: R-134a its temperature is reduced as it imparts heat to the evaporator. As the surface The package air conditioning units requires little maintenance apart from
Capacity: 9.62kW cooling; 6.0kW heating (electric) temperature of the evaporator will normally be lower than the dew point ensuring that the filter element is clean. Checks must be made on the air
Motor rating: 3.81kW (compressor and fan) temperature of the air, part of the moisture in the air is condensed, lowering the flow from the unit and the flow of cooling water to the unit. In the event of
absolute humidity and thereby achieving dehumidification. failure of the cooling water flow the water pressure switch will shut down the
Compressor type: Single-stage hermetically sealed
compressor.
Condenser: Shell and tube, LT FW cooled, 2.8m3/h
The air conditioning units are also equipped with circulating fans, filter and
Fan flow rate: 1,700m3/h strainer. Galley Air Conditioning Unit
Galley Package Air Conditioning Unit
Procedure for Operating the Package Air Conditioning Units This unit is operated in a similar manner to that described above, except that
Manufacturer: York Marine Refrigeration Viby, Denmark
in addition to the standard control panel there is a remote control panel for the
Model: SCU-G25 Starting AUTO - OFF/RESET -FAN selection control, located immediately inside the
No. of sets: 1 a) Switch on the power supply to the unit. entrance to the galley from the central passageway on A deck. For the heating
Type: Direct expansion cooling system control it is necessary to ensure that the steam heating supply and condensate
Refrigerant: R-134a b) Check that the central fresh water cooling system is operating return valves are open.
and open the condenser cooling water inlet and outlet valves.
Capacity: 22.5kW cooling; 24kW heating (steam)
Cooling water for this unit is provided from the central cooling water system
Motor rating: 7.5kW (compressor and fan) c) Open the line valves and isolating valves in the refrigerant by a dedicated booster pump which must be running before starting the air
Compressor type: Single-stage hermetically sealed circuit so that refrigerant can flow from the compressor to the conditioning unit in cooling mode. This pump is located just forward of the
Condenser: Shell and tube, LT FW cooled, 7.4m3/h condenser and evaporator then back to the compressor. main air conditioning compressors, on the starboard side of the 2nd deck in the
Fan flow rate: 1,500m3/h engine room. (See Section 2.5.2 of this manual).
d) Check for any signs of leakage of refrigerant and lubricating
oil.
e) Ensure that the air filter is clean.
Illustration 2.14.5a Sewage System 50 50
Hospital Hospital Drain
Soil Main Soil Drain Main Galley DS014V DS015V
Upper Deck Funnel Top
Engine Room
Toilet 150 100 50 100 80
50 65
80
100
DS007V
Grease Trap
DS008V
50
DS016V
80
DS009V 150
65
150 100
To Oily Bilge Tank
150 N.C. 50
DS004V
100
150
65 50
DS003V
65 150
DS005V DS006V DS002V

Air
Blowers
2.45m³ daily Chemical
Treatment
Unit
Compartment Compartment Compartment Compartment
No.1 No.2 No.3 No.4 150
Macerating
Pump
01V 02V 03V Discharge Pumps
50
DS017V Overboard Discharge
DS010V DS011V
From Main Sea Water 50 50 50
DS001V
Cooling System
Eductor DS012V DS013V
11m³/h
DS021V
DS022V DS018V
From Fire, Bilge and 40
Ballast Pump
DS019V Key
40 50 65 Soil / Drain
LAH
DS020V Sea Water
Sewage Holding Tank Vent
53.5m3
2.14.5 Sewage Treatment System The sewage treatment plant is a biological unit which works on the aerobic Clean Water or Discharge Chamber
activated biomass principle. The plant will treat black and grey water and is
This chamber has float operated switches which activate the discharge pump
fully automatic in operation. Air is supplied to the sewage treatment unit by
Sewage Treatment Plant when the high level is reached and stop the pump when the chamber is nearly
two air blowers.
empty. Sterilisation of the treated effluent is by means of dosing pump which
Manufacturer: Jowa AB, Kallered, Sweden
adds a measured amount of sterilising chemical to the chamber after the
No. of sets: 1 Sea water supplied from the main sea water pumps, via valve WS050V, is
discharge pump has stopped. This ensures the correct degree of sterilisation for
Model: Bio STP3 used for initially filling the sewage treatment plant and for flushing the sewage
the next chamber full of effluent.
treatment plant discharge pumps if necessary.
Type: Biological oxidation and discharge
Capacity: 35 persons; 2.45m3/day This sewage treatment plant consists of a tank with three main chambers: CAUTION
BOD5: 1.8kg/day Discharge overboard should not take place within 12 nautical miles of
• Bioreactor chamber with biomass matrix (aeration chamber) the coast and local restriction concerning treated sewage discharge must
Discharge Pump • Settling or clarification chamber be strictly observed.
Manufacturer: Herborner Pumpenfabrik J.H.Hoffman GmbH & • Clean water or discharge chamber
Co., Germany The sewage treatment plant works automatically once it is set, but periodic
attention is required and the unit must be monitored for correct operation.
No. of sets: 2
Model Unipump 4/HK 50 Bioreactor Chamber
Black water from lavatory pans can be discharged directly overboard should
Capacity: 10m3/h at 2.5 bar Effluent enters the bioreactor chamber inlet compartment where a macerator that be necessary.
pump circulates the contents of the tank and ensures that the effluent is broken
Macerating Pump into very fine particles which allow for rapid bacterial action. The effluent is
Note: Rules governing the discharge of raw sewage must be complied
Manufacturer: Zenit S.r.L., San Cesario, Italy then discharged to the bioreactor chamber which contains the biomass. The
with at all times and the discharge of raw sewage overboard must only be
No. of sets: 1 bioreactor contains a polypropylene, cross-fluted structured matrix to which
contemplated should the sewage plant be out of service. The bacterial action
the bacterial biomass adheres. The design of the bioreactor ensures rapid
Model: GRS 100/2G40HT requires a regular supply of raw sewage and the discharge of raw sewage
mixing of the sewage, air and the bacteria, thus ensuring rapid degradation of
Capacity: 14.4m3/h at 2.0 bar overboard can impair effective bacterial action.
the sewage. The aerators drive the waste material upwards and this ensures a
flow through the bioreactor.
Metering Pump
Procedure for Operating the Sewage Treatment Plant
Manufacturer: Iwaki Co. Ltd., Tokyo, Japan The gas produced during the bacterial action which takes place is vented to
No. of sets: 1 atmosphere. Oxygen is essential for the aerobic activity. The organisms require The black water must normally be directed to the sewage treatment plant. The
Model: ES-B-11-VC oxygen for digesting the raw sewage and it also assists in mixing the incoming hospital black and grey water lines discharge to the sewage treatment plant.
sewage with the water, sewage sludge and bacteria already present in the The galley drain normally discharges, via the grease trap, to the discharge
Capacity: 38ml/min at 10 bar
compartment. chamber of the sewage treatment plant.
Air Blower:
A screen at the outlet from the bioreactor chamber prevents the passage of The discharge pumps can take suction from all three main chambers of the
Manufacturer: Gebr. Becker GmbH & Co., Wuppertal, Germany organic solids to this compartment. sewage treatment plant, but normally suction is from the discharge chamber
Type: Rotary Vane - oil free allowing the treated effluent to be discharged overboard to a shore connection
No.of sets: 2 Settling or Clarification Chamber or to the sewage holding tank. Normally discharge is overboard, but if this
Model: DT 4.25K is not allowed the treated sewage effluent may be discharged to the sewage
The mixed fluid passes, by means of an air lift, into this chamber and settles holding tank for subsequent discharge via the sewage holding tank eductor.
Capacity: 30m3/h at 1.0 bar out. The water passes into the treatment and discharge chamber, whilst the Under some circumstances it may be necessary to discharge the contents of the
remaining sludge, which contains the active bacteria, returns to the bioreactor sewage treatment plant ashore via the shore connections using the discharge
Introduction chamber by means of an air lift tube for further processing. pumps.
Sewage from the accommodation spaces flows through pipes, under the effect A surface skimmer in the chamber removes floating sludge and debris from the Grey water may be discharged directly overboard or to the discharge chamber
of the flushing water and gravity, to the sewage treatment plant located in the surface and returns it to the bioreacter chamber of the sewage treatment plant.
machinery space. Black water may also fall directly to the overboard discharge
connection, but this direct overboard discharge valve is normally closed. It is important that engineering staff know when overboard discharge is allowed
and consultation must take place with the bridge so that information regarding
restricted areas is known and overboard discharge is stopped.
Engine Room
Toilet 150 100 50 100 80
50 65
80
100
DS007V
Grease Trap
DS008V
50
DS016V
80
DS009V 150
65
150 100
To Oily Bilge Tank
150 N.C. 50
DS004V
100
150
65 50
DS003V
65 150

Air
Blowers
Treatment
Unit
No.1 No.2 No.3 No.4 150
Macerating
Pump
50
DS010V DS011V
DS001V
Cooling System
11m³/h
DS021V
DS022V DS018V
Ballast Pump
DS019V Key
LAH
DS020V Sea Water
53.5m3
The sewage treatment plant overflows to the bilge holding tank. Position Description Valve CAUTION
Closed Flushing water inlet valve to sewage holding tank DS020V Raw sewage from other than the sewage treatment plant discharge
The eductor for pumping out the sewage holding tank is driven by water
compartment may only be pumped to sea in waters where such discharge
supplied by the fire bilge and ballast pumps; this sea water supply is also used
b) The sewage treatment unit should be initially filled with water if is permitted and permission from the bridge must be obtained before the
as flushing water for the sewage holding tank and the tank is cleaned using sea
it has been emptied for any reason or when commissioning the discharge takes place.
water during discharge.
plant for the first time. This will not be required when the unit
has been operating previously, but the description is included for
The description below assumes that No.1 discharge pump is operating and the
completeness. After refilling from empty it will take a number Daily Checks
discharge of treated effluent from the sewage treatment plant is overboard. It
of days for the biomass to reach full operational effectiveness.
is assumed that grey water is being directed to the discharge chamber of the Check that the sludge is being returned to the maceration/biomass chamber
sewage treatment plant and that the sewage treatment plant has been flooded from the settling chamber (the return should operate for about 5 minutes every
c) Turn the main power switch to the ON position and check that
with water ready for operation. 30 minutes). Check that the macerator pump, discharge pump and blower are
the power lamp is illuminated. Turn the switch S0 to the START
position. working. Check that the blower is delivering air at a pressure of about 0.35 bar.
a) Set the system valves as in the following table: Check that the chemical dosing unit is operating correctly. Check the pipework
d) Turn the operating switch (S2) to the MANUAL position. for any leaks.
Open Overboard discharge valve DS001V e) Turn the discharge pump switch (S8) to select pump No.1 and Weekly Checks
Closed Black water direct overboard discharge valve DS004V start this pump by means of switch S4. The pump will operate
Check the bioreactor membranes are clear and clean them by opening and
Closed Grey water direct overboard discharge valve DS003V to pump out the discharge chamber.
closing the air supply valves twice. Take a sample of the discharge effluent and
Open Grey water inlet valve to discharge chamber of DS002V test. Clean the grease trap.
sewage treatment plant f) Turn the macerator pump switch to the ON position and check
that the pump operates.
Open Black water inlet valve set for sewage plant DS005V Check the sludge content by filling a 1 litre IMHOFF glass container, or similar,
Open Hospital waste inlet valve to the sewage treatment DS006V with water from the activation compartment I. Allow the sediment to settle. A
g) Select one of the blowers as the operating blower at switch S9
plant sludge content of 300ml to 900ml is satisfactory. A sludge content in excess of
and start the blower at switch S5.
Open Inlet valve to grease trap DS007V 900ml requires the sludge to be discharged to the sea or to a shore facility.
Open Outlet valve from grease trap DS008V h) When it has been checked that the pumps and blower operate
Closed Grease trap bypass valve DS009V normally in manual mode, and before the discharge pump Monthly Checks
Closed Grease trap outlet valve to oily bilge tank DS016V loses suction, turn the control mode switch S2 to the AUTO
Check that air flows are correct and that compartment vents are clear. Check
position.
Open No.1 discharge pump discharge valve DS010V the operation of float switches and the operation of all pumps and the air
Closed No.2 discharge pump discharge valve DS012V blower.
i) The discharge pump will only operate when the final discharge
Closed Discharge pump discharge valve to shore DS011V chamber is full.
discharge connection Sewage Holding Tank
Open Discharge pump discharge valve to overboard DS013V j) Ensure that the sterilising dosing pump is correctly set for
discharge line the dose required and that the dosing chemical tank has been When the vessel is operating for prolonged periods in restricted waters where
Closed Pump discharge valve to sewage holding tank DS021V replenished. Set the sterilising switch to position 1 CHLORINE the discharge of treated sewage effluent is not permitted, the effluent must be
and check that the dosing pump operates. stored in the sewage holding tank. Instead of the treated effluent being pumped
Open Suction valve from discharge chamber
overboard, it is pumped to the sewage holding tank by opening the sewage
Closed Suction valve from settling chamber treatment plant discharge pump discharge valve to the sewage holding tank
WARNING
Closed Suction valve from bioreactor chamber (valve DS021V) and closing the overboard line valve DS013V. The sewage
Care must be taken when handling chemicals. Protective clothing, gloves
Closed Bioreactor test cock and goggles must be worn and the mixing area must be adequately holding tank has a volume of 53.5m3 and this will allow the vessel to retain
Closed Sea water flushing system supply valve DS017V ventilated. treated sewage effluent on board for many days.
Closed Port shore discharge valve DS014V The sewage holding tank is pumped out using the sewage holding tank
Note: It is essential that bleaches and disinfectants are not used to clean eductor.
Closed Starboard shore discharge valve DS015V
Closed Eductor suction valve from sewage holding tank DS022V lavatory pans as such material will kill the bacteria in the sewage system.
Closed Eductor driving water valve DS019V Only approved cleaners without a biocide action are to be used for cleaning
lavatory pans.
Closed Eductor discharge valve DS018V
Engine Room
Toilet 150 100 50 100 80
50 65
80
100
DS007V
Grease Trap
DS008V
50
DS016V
80
DS009V 150
65
150 100
To Oily Bilge Tank
150 N.C. 50
DS004V
100
150
65 50
DS003V
65 150

Air
Blowers
Treatment
Unit
No.1 No.2 No.3 No.4 150
Macerating
Pump
50
DS010V DS011V
DS001V
Cooling System
11m³/h
DS021V
DS022V DS018V
Ballast Pump
DS019V Key
LAH
DS020V Sea Water
53.5m3
Procedure for Pumping Out the Sewage Holding Tank Using l) Restore the valves so that the sewage discharge pump takes sewage holding tank (DS012V) should be closed; one of these
the Sewage Holding Tank Eductor suction from the sewage treatment plant discharge chamber valves will be open for normal operation.
and pumps the treated effluent overboard. Set the duty sewage
a) Obtain permission from the bridge to discharge treated sewage discharge pump to automatic operation. f) The sewage treatment plant discharge pump may remain in
effluent overboard. AUTO mode and the pump will operate according to the level in
the discharge chamber. Alternatively the pump may be changed
Procedure for Pumping Treated Sewage Ashore Using Sewage to manual mode and the pump started and stopped as required.
b) Open the sewage holding tank eductor suction valve DS022V
and discharge valve DS018V.
Treatment Plant Discharge Pump
g) Select the sewage discharge pump for MAN operation and start
Treated sewage effluent, or raw sewage may be pumped to a shore reception the pump.
c) Ensure that the overboard discharge valve DS001V is open and
facility using the sewage discharge pumps and the IMO connections on the port
that the discharge valve from the duty sewage treatment plant
and starboard sides of the upper deck. h) Empty the discharge chamber of the sewage treatment plant. It
discharge pump is closed. Ensure that the sewage discharge
pump is switched off so that it will not operate. This procedure is probable that the shore discharge connection will remain in
Normally treated sewage effluent will be pumped ashore, but because the place for some period of time and the sewage treatment plant
should be undertaken immediately after the contents of the
sewage discharge pump can take suction from all chambers of the sewage discharge pump may operate automatically. The operating
sewage treatment plant discharge compartment have been
treatment plant it is possible to pump raw sewage from the inlet chamber. The period should be agreed with the shore reception facility.
pumped overboard.
procedure described below is for the pumping of treated sewage effluent from
the discharge chamber of the sewage treatment plant. i) When the time has come to remove the shore discharge
d) Start one of the bilge, fire and ballast pumps and pressurise the
fire main. connection, the shore discharge line should be flushed through
a) The sewage treatment plant should be operating normally and with sea water if it is available. Flushing should take place
treated sewage effluent should have been pumped overboard or immediately after the treatment plant discharge chamber is
e) Open the driving water valve DS019V to the sewage holding
to the sewage holding tank. empty. The suction valve from the discharge chamber should
tank eductor and check that the eductor operates.
be shut and the sea water flushing valve DS017V should be
b) Before any shore discharge of raw or treated sewage is opened. Flushing should continue for about 10 minutes.
f) The level in the sewage holding tank should be reduced as the
contemplated, agreement must be reached with the reception
eductor operates.
facility regarding the quantity and nature of the sewage/effluent j) After flushing, the discharge line valve to the sewage holding
to be pumped ashore. Agreement must be reached upon the tank (DS012V) should be opened. The shore discharge line is
g) When the sewage holding tank is nearly empty open the sea
rate of pumping and the starting time of the pumping. It is then allowed to drain to the sewage holding tank. After draining,
water flushing valve DS020V in order to flush out the sewage
important to check with the shore reception facility about the the shore discharge line valve DS011V is closed. When the
holding tank.
sterilisation requirements for the discharged effluent. Chemical pump operates it will discharge to the sewage holding tank. The
sterilisation may not be acceptable. The operating period of the shore discharge hose is removed, the blank refitted and the shore
h) Check the sewage treatment plant discharge chamber during
discharge pump must be agreed with the shore reception facility. discharge valve closed.
pumping out of the sewage holding tank, and be prepared to stop
If the sewage treatment plant is to remain operational it will be
operation of the eductor and operate the sewage treatment plant
necessary to discharge treated effluent at intervals over a period k) Record details of the treated sewage discharge in the Engine
discharge pump, so that the sewage treatment plant discharge
of time. Room Log Book.
chamber may be pumped out.
c) The blank must be removed from the discharge line on the port l) When at sea the sewage treatment plant discharge may be
i) When the sewage holding tank is nearly empty and has been
or starboard side of the vessel and the discharge hose connected. returned to the overboard discharge valve when in a region
flushed for at least 15 minutes, stop the flushing water and
The shore discharge valve must be opened at the discharge where such discharge is permitted.
pump the tank dry.
line; valve DS014V for the port side or valve DS015V for the
starboard side.
j) When the tank is empty apply flushing water for another 10
minutes and the close the flushing water valve and pump the
d) Check that the sewage discharge line blank is secure and the
sewage holding tank dry.
valve closed on the other side of the ship.
k) When the sewage holding tank is empty shut the driving water
e) The sewage treatment plant discharge pump suction valve from
supply valve DS019V and the inlet and outlet valves DS022V
the discharge chamber will already be open. The pump discharge
and DS018V.
valve will also be open and then the discharge valve to the shore
connection (DS011V) should be open and the discharge valve
to the overboard line (DS013V) or the discharge valve to the
Illustration 2.14.6a Incinerator
FW003V Upper FW004V

Deck
LS
Tank Tank (6m3) 65
(1.0m3) P
20 15
FW002V
50
LS
TS
P
FW012V FW011V 40
FW001V
15 15
SM049V
Dosing Pump 15
32
SC123V 32
Steam
Primary 15
Waste Oil LS
Burner
Burner Incinerator
15 Condensate
Waste Oil Service
Tank (4m3)
65
FW010V
CP1
Secondary FW009V LS
32
Burner
Sluice TS
P
Door
32
Primary
Chamber
32 32

Door SM050V
65
Steam Condensate
FW008V
Sludge Pump
30m3/h
65 50 50
FW016V
Key PI PI
FW007V
Diesel Oil 65 65
FW015V
65 65
65
65 65
Compressed Air 65 BM033V
FW013V FW019V
Instrumentation
FW014V
From Bilge Pump
Condensate

Saturated Steam FO Separator LO Separator
1300mm FW005V FW006V
2.14.6 Incinerator and garbage disposal The unit is provided with its own incinerator marine diesel oil service tank, Garbage Outside Special Areas
which can be filled via No.1 FO/MDO separator unit. The incinerator’s own
fuel oil pump takes suction from the incinerator MDO service tank and supplies Disposal of plastics, including plastic ropes and garbage bags, are prohibited.
Incinerator
MDO under pressure to the primary and secondary burner units. Waste oil is
Manufacturer: Atlas Incinerators A/S, Vordingborg, Denmark supplied from the incinerator waste oil service tank by means of a milling and Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Type: 800 SL WS P circulating pump, a waste oil dosing pump which is used to supply the waste
Calory capacity: 700,000kcal/h (814kW) oil to the burner draws its waste oil from the circulating line. Paper, rags, glass, bottles, crockery and other similar materials are allowed over
12 miles offshore.
Solid waste: Maximum 100kg/h The milling pump is used to ensure that the waste oil structure is a complete
Liquid waste: 95 litres/h, maximum 140 litres/h mixture of the tanks contents, ensuring an even distribution of entrained fluids. All other garbage including paper, rags, etc, are allowed over 3 miles offshore.
Any water should be drained from the waste oil service and settling tanks, Food waste can be disposed of in all areas over 12 miles offshore.
steam heating should be applied to the tanks prior to burning waste oil. This
The incinerator is designed to burn solid garbage waste and engine room waste
ensures that there is an even temperature throughout the waste oil tank and that Due regard should also be taken of any local authority, coastal, or port
oil. MDO is burned in order to raise the combustion chamber, both primary
any remaining water is dispersed in the oil charge. The procedure for filling the regulations regarding the disposal of waste. To ensure that the annex to
and secondary, to the required temperature for the combustion of solid material
incinerator waste oil service tank is given in Section 2.6.4. MARPOL 73/78 is complied with, waste is treated under the following cases:
and waste oil. Diesel oil may also be burned to assist the total combustion
when required. Although the unit has a designed burning capacity 100kg of The incinerator is designed with a primary and secondary combustion chamber. • Food waste
solid waste per hour and 95 litres/h of waste oil per hour, care must be taken The waste oil and solid waste incineration takes place in the primary chamber,
to ensure that temperature limits are not exceeded. Problems can arise when • Combustible dry waste, plastic and others
while the secondary chamber is used to ensure that all of the combustion
burning solid waste if the nature of the waste is not known. As it is not allowed gasses from the primary chamber are fully burnt before being released into • Non-combustible dry waste
to burn plastics, they are to be stored in suitable containers for landing ashore the atmosphere. The primary combustion chamber is equipped with a diesel
for safe disposal. • Other waste, including oily rags and cans and chemical cans
oil burner and an atomising nozzle for sludge, the secondary chamber is fitted
with a single diesel oil burner. Both of the burner units are monitored by a
The incinerator plant consists of the following main parts: flame eye. Garbage Disposal Procedures
• Primary combustion chamber with diesel oil burner, sludge Food Waste
burner, and electric control panel Garbage Disposal
Food waste production for approximately 50 people is given as 15kg to 25kg
• Secondary combustion chamber with diesel oil burner Summary of Regulations per day or 75 litres to 125 litres per day without compacting.
• Flue gas fan
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution The daily food waste produced passes through a disposer, and is deposited at
• Flue gas damper by Garbage from Ships, controls the way in which waste material is treated on sea.
• Waste oil mill and circulating pumps board ships.
• Waste oil settling and service tanks with steam heating coils Dry Waste
Although it is permissible to discharge a wide variety of garbage at sea,
preference should be given to disposal utilising shore facilities where available. Dry waste production for approximately 50 people is given as approximately
The combustion chamber is fitted with a cleaning door to allow removal of ash 30kg per day or 1000 litres to 1500 litres per day, without compacting. The
A summary of the garbage disposal regulations are given next.
and slag when incineration is completed. The door is interlocked and may only volume can be reduced by a factor of 5 by shredding or compacting the
be opened when the incinerator primary combustion chamber temperature is The special areas are as follows: waste.
below 100°C. The combustion chamber also has a feeding sluice which is flare-
back safe and can be used whilst the unit is operating. • The Mediterranean Sea Dry waste from the accommodation is collected in the garbage room and
• The Baltic Sea compacted. Dry waste from the engine room is taken directly to the garbage
A flue gas damper is mounted in the ducting above the incinerator. A room.
primary blower provides forced combustion air to the primary and secondary • The Black Sea
combustion chambers. Control of the incinerator, the sludge dosing pump, • The Red Sea
waste oil circulating and mill pump and primary combustion air fan are from Other Waste
• The Persian Gulf
the local control panel. Provision is made for local indications of flue gas and Cans that have contained oils or chemicals must be stored in the garbage room
combustion chamber temperatures, together with a flue gas high temperature • North West European Waters before discharge ashore. Oily rags may be burnt in the incinerator in small
alarm. A sight glass is provided for local observation of combustion chamber • The Gulf of Aden quantities. Incinerator ash must be stored on board in a special site if less than
conditions. 12 miles offshore. The company’s procedure for the disposal of all ash and
• The Antarctic residues from the incinerator must be followed.
• The Wider Caribbean Area
Procedure for Preparing for Operation of the Incinerator Procedure for Operating the Incinerator on the Solid Waste Procedure for Operating the Incinerator on the Sludge
Program Program
Once the unit has been cleared for operation (all burners/components clean,
incinerator clean/intact and closed up), the following procedure applies: With the main power switch in the ON position: a) Drain off any water from the waste oil tank, and ensure that
the tank heating coil is in operation and that the tank is up to
a) Check that there is an electrical supply to the incinerator and a) Reset any alarms by pressing the ENTER pushbutton on the operating temperature.
that main control panel is operational. control PLC panel.
b) Start the mill pump in manual and recirculate the waste oil back
b) Check that there is a compressed air supply available from the b) Check that the refractory lining is in good condition. to the waste oil tank.
control air system, open valve AC017V.
c) Ensure that the mode of operation from the control panel is set c) Ensure that the control panel function mode is set for sludge
c) Visually check and drain off any water from the waste oil for SOLID burning. & oil operations.
service tank.
d) Start the incinerator by turning the incinerator switch d) Before starting the incinerator, follow the instructions given
d) Heat the waste oil tank to 80°C. to START. The incinerator will now start automatically by in steps a) to d) in the procedure for operating the incinerator
activating the primary blower, this will carry out a 30 second on the solid waste program above. The primary and secondary
e) Ensure that there is sufficient MDO in the incinerator MDO pre-purge operation. When the pre-purge cycle is completed the burners will be activated. After a preheating period which will
service tank and that the incinerator waste oil service tank has secondary burner is fired-up. bring the furnace temperature up to 600°C, the sludge burner
been prepared for operation (no alarms and the mill pump has will start automatically and operates within the set points of
been running for at least 12 hours). When the secondary chamber furnace temperature reaches 850°C - 950°C.
400°C the primary burner is ignited, both burners will now
f) Set the valves as in the following table: operate in unison. The incinerator is stopped as previously described.
Position Description Valve e) Fill the primary combustion chamber with solid waste via the For sludge control, please consult the manufacturer’s manual.
Open Incinerator waste oil service tank suction quick- sluicing door by operating the sluice door control pushbutton.
closing outlet valve The waste charge must not exceed the prescribed limit per
charge. Adding Solid Waste to the Incinerator
Open Waste oil circulating pump outlet valve FW009V
Open Waste oil circulating pump return valve FW010V It is possible to add solid waste at any time through the sluice gate. Care must
Note: The manufacturer’s recommended limits for different types of solid be taken to ensure that the previous charge is completely incinerated and that
Open Incinerator MDO service tank quick-closing outlet FW002V
waste must not be exceeded. The manufacturer’s manual must be consulted the total solids charge is not exceeded.
valve
before burning items of waste in order to determine the maximum charge.
Set MDO return flow control valve
Open Incinerator MDO pump suction valve FW011V Note: Ensure that entries into the Garbage Disposal Record Book are to
f) If the secondary combustion chamber reaches 930°C the
include garbage disposed of as follows :
Open Incinerator MDO pump discharge valve FW012V secondary burner will shut down. The burner will be re-ignited
if the secondary chamber drops to 830°C. 1. At sea.
g) Check that there are no obstructions for air admission to the 2. Incinerated.
primary blower and the flue gas outlet.
Procedure for Stopping the Incinerator 3. Landed ashore.
h) The incinerator is now ready for operation.
a) Activate the switch incinerator stop. This automatically
switches the incinerator to the cooling program.
The furnace is warmed up using MDO as stable combustion is more easily
achieved in a hot furnace.
b) When the temperature in the incinerator drops to below 100°C,
the incinerator cooling program stops automatically and the
blower stops.
c) When the incinerator has stopped, switch off the main switch on
the control panel. Complete an entry in the Garbage Book.
Abnormal Start-up and Operation of Incinerator • The flue gas uptake damper is set initially and should not be
tampered with. However, excess draught can cause erratic
a) If oscillating combustion occurs at start-up of the incinerator, combustion and increase the heating-up time. It may be
the incinerator must be stopped immediately by activating the necessary to adjust the flue damper to correct erratic combustion
incinerator stop switch on the control panel. if it is found to be due to the air supply and not to the fuel
burner.
b) If there are any problems during start-up and operation, the • Removal of slag must be undertaken carefully. Do not knock or
incinerator must be stopped immediately by activating the hammer on the sides of the primary combustion chamber. The
incinerator stop switch. main switch must be turned ON to open the door.
c) The reason for the abnormal start-up/operation of the incinerator

WARNING
must be investigated immediately with the help of the
troubleshooting section in the incinerator instruction manual. DO NOT put explosive materials, closed containers or aerosols into the
combustion chamber.
CAUTION
In the event of a blackout whilst the incinerator is running, it is Alarms and Trips
important to start the flue gas fan as soon as possible upon restoration of
electrical power in order to cool the combustion furnace effectively. The The following incinerator conditions trip the incinerator or prevent it from
incinerator program automatic restart is set to AUTO and the STOP starting and produce an alarm on the incinerator control panel:
pushbutton is pressed. This must occur when power is restored, as all • Power source failure
the alarms will be initiated.
• Flame failure
Emergency Stops • Flue gas temperature high

• Combustion chamber temperature high
The incinerator may be stopped as described above or using the emergency
• Fan motor trip
stop button positioned on the aft bulkhead by No.1 (Port) Boiler. The waste oil
service and settling tanks and MDO tank quick-closing valves may be operated • Waste oil pump motor trip
by the quick-closing valve system from the fire control station. • Low combustion air pressure
• Low combustion chamber negative pressure
Care of the Primary Combustion Chamber
• Low atomising air pressure
• Glass, bottles and other materials which may not be burned
• Feeding door open
must not be put into the primary combustion chamber.
• Pre-purge not complete
• Wet solid waste must not be put into the primary combustion
chamber more than one hour before starting the incinerator. • Waste oil tank low level
• When burning oil-containing materials, such oily cotton waste, • Waste oil tank high temperature
and scrapings from the centrifuges, do not put more than 5kg
• Waste oil tank low temperature
per charge into the primary combustion chamber.
• When burning material with high calorific value with explosion-
like combustion such as plastic, the maximum charge must not
exceed 2kg.
• DO NOT overload the incinerator with waste.
• The feeding door must not be opened unless there is a minimum
of 10mm (water gauge) vacuum in the combustion chamber as
shown on the U-tube manometer.
2.15 Inert Gas System - Main and Top-Up Generator
2.15.1 System Description
2.15.2 Operation of the Main System
2.15.3 Procedure for the Operation of the Inert Gas Top-Up Generator (TUG)
Illustrations
2.15.1a Inert Gas System in Engine Room
2.15.1b Inert Gas System on Deck
2.15.2a Inert Gas Control Panels - Ship’s Control Centre
2.15.2b ECR and Bridge Inert Gas Indication Panels
2.15.2c Inert Gas Capacity Regulator
2.15.3a Inert Gas Generator Control Panel No.2
2.15.3b Oxygen Analyser

Illustration 2.15.1a Inert Gas System in Engine Room P Fresh Air Intake To Funnel
350
NGV008
H
P NGV009
No.1 500 TZA
700 P
Boiler NGV036 NGV003 25 500 P
Uptake 50 20 NGV001 400 100
NGV NGV NGV005
P 200 NGV
013 015 No.1 400
017 TT PI
(100%)
20 PI PZA TI Fresh Water for NGV P To
Steam Supply L Fan Washing 019 Inert Gas Deck
Scrubber 350 25 50 NGV NGV007
Fans
NGV040 NGV035 NGV 036
From Sealing 50 NGV P NGV011
Air Blower 020 No.2 038
NGV (50%)
021 PZA NGV
NGV NGV H
P 018
014 016 80 H 350 TZA
No.2 50 20 P LZA P
NGV033 NGV004 25 500
Boiler
Uptake NGV002 NGV006
50
LZA
L
NGV022
400
PI PZA
L NGV038 NGV023
15
Control Air
NGV
P
012
100
FP056V
From Scrubber From Deck P

50
Sea Water Pump Seal Pump
Marine TI TZA
Diesel Oil Tank 20
(1200 Litres) Fresh Water H
TI QIA
P L
NGV 20
PI
031 Pilot QT
NGV030 H Burner
TZA H
TZA
FI
Marine Diesel TI XZA
L H
Oil Pump PI PZA PI
L
10 P P
FI
To No.1 Marine Diesel
Oil Storage Tank Main
M Combustion
Burner
Chamber
H H
TZA LZA
From No.1 Fuel
Oil Purifier L
H
TZA
PZA
Combustion Air 50
Key
Blower Unit PI Inert Gas
Generator Control Air
Inert Gas 100 80 50
25 80
Sea Water
M
Exhaust Gas PI PZA 250
L
Fresh Water 25 PI PIC
Air
Hydrophore System NGV029 200
Steam
80 NGV Calibration
Fresh Water 039 Gas
NGV028
Marine Diesel Oil 50
NGV024
2.15 Inert Gas System - main and top-up Introduction Sulphur dioxide (SO2) < 100ppm
generator Nitrogen (N2) Balance
The inert gas system (IGS) consists of a main inert gas plant, using boiler flue
2.15.1 System Description gas and an independent inert gas generator plant, to provide a gas explosion However, during low boiler load operation, the oxygen content of the boiler
protection system, ie, a low O2 content in the cargo oil tanks and slop tanks. exhaust gas will tend to rise, due to the higher excess air required for good
This is achieved by maintaining a slight over-pressure in the tanks at all times. combustion.
Main System Whilst discharging the cargo, liquid pumped out of the tanks is replaced by
Manufacturer: Smit Gas Systems BV, Nijmegen, Holland inert gas. Pressure of the inert gas in the tanks is to be maintained above WARNING
atmospheric pressure at all times. When running with the boiler on a low load, the flue gas blower may
Type: Fin 20.630- 0.1.2
draw air down the boiler funnel uptake resulting in an out of range O2
Scrubber The IG used on this vessel is produced either by a conventional flue gas acceptability.
plant, which cools and cleans exhaust gas from the boiler uptake(s), or by an
Manufacturer: Smit Gas Systems BV, Nijmegen, Holland
independent inert gas topping-up generator system, which burns marine diesel
Type: Venturi oil at a very low excess air setting. The resulting exhaust gas from either system The system consists of the following components:
Model: 190.12.121 is cooled and cleaned before being fed into the cargo tanks.
Fans Inert Gas Scrubber
The main system is designed to maintain a positive tank pressure of 600
Manufacturer: Flebu International AS, Voyenenga, Norway ~900mmWG, with a tank O2 content of less than 5% maximum. The scrubber is of the tower type and consists of inlet water quench cooler area,
tower elements and spray nozzles.
Type: Centrifugal single stage
The system is used during:
Model: No.1 fan: BK40-1E The purpose of the scrubber unit is to cool the exhaust gas, remove soot
No.2 fan: BY31.5-1E • Cargo oil unloading. particles, sulphur and sulphur dioxide from the exhaust gases drawn from the
Capacity: No.1 fan 20,630m3/h at 2.16 bar (100% nominal) • Hydrocarbon gas purging. boilers and therefore produce a ‘clean’ inert gas.
No.2 fan 11,000m³/h at 2.0 bar (50% nominal) • Tank cleaning. Hot flue gases are drawn from the boiler uptake by a (duty) electrically-driven
Rating: No.1 fan 210kW, No.2 fan 103kW fan through the scrubber venturi quenching section where it is sprayed with
• Crude oil washing.
Top-Up Generator System (TUG) sea water. In this stage, the gases are pre-washed and cooled, it is in this
• Reducing the O2 content in the tank volume.
section that the soot and sulphur oxides are washed out. At the lower end of the
Manufacturer: Smit Gas Systems BV, Nijmegen, Holland • Emergency inerting from deck of the ballast tanks via dedicated scrubber, the gases are deflected through a wet filter, providing further cooling
Type: Gin 500 - 0.15 BU flexible hoses. The system offers additional flexibility for and cleaning.
Capacity: 500m3/h (nominal) inerting and purging the ballast tanks, by the IG main connecting
into the ballast main piping via a spool piece on deck before the The gas then passes into the scrubber spray tower, which is the final cooling
Inert Gas Sea Water Pump IG main block valves. process. The water mist is highly efficient in removing sulphur. The spray
Manufacturer: Shinko Industries, Hiroshima, Japan also assists in maintaining the wet filter in a clean condition by a continuous
flushing action. The scrubber section contains 5.0m3 of perforated Hackette
No. of sets: 1 Main Inert Gas System plastic balls which serve to increase the surface area of water exposed to the
Type: Vertical, motor-driven, centrifugal gas and assist in cleaning.
Model: RVP250M The flue gas from the boiler uptake is led into the plant, then cooled and cleaned.
The gas is then distributed by the duty fan to the cargo oil and slop tanks via a
Capacity: 360m3/h at 6.0 bar The clean cool gas passes through a mesh demister in the top of the scrubber
deck water seal non-return valve and distribution piping. The system is used to
Scrubber consumption: 357m3/h tower, the demister effectively prevents water droplets from being carried over
purge the ullage spaces in the cargo oil tanks of hydrocarbon gases and replace
with the outlet gas flow. The gas outlet temperature from the unit is designed
TUG consumption: 42m3/h them with an inert gas, keeping the oxygen content below 5% by volume.
to be approximately 3°C above the sea water inlet temperature. The venturi
Deck Seal Sea Water Pump cooler section in addition to its role of the initial cooling and cleaning action,
When the boilers are operating efficiently, the composition of the inert gas by
also provides a water seal for the boiler uptakes.
Manufacturer: Shinko Industries, Hiroshima, Japan volume should be:
No. of sets: 2 Carbon dioxide (CO2) approximately 13.0% An independent cooling sea water supply pump supplies the scrubber.
Type: Horizontal, motor-driven, centrifugal Emergency cooling water can be provided from either of the bilge, fire and
Oxygen (O2) approximately 4-5%
Model: HJ40-2M ballast pumps. The water leaving the scrubber tower is discharged directly
overboard.
Capacity: 5.0m3/h at 5.5 bar
Illustration 2.15.1b Inert Gas System on Deck Flame Screen
A Deck
Funnel Top Key
NGV
Supply from P 600
010 600
Inert Gas
Inert Gas Fans
NGV0007 Upper Deck NGV NDV001 NDV NDV002
NGV 037 045 Sea Water
P
009 Engine
Recirculation to 400 Steam
Inert Gas Scrubber Room Sampling Point
Deck Water Seal Condensate
Supply from P
Inert Gas Generator 600 Connection Point
NGV0011 PT Shore Connection
From Steam for Water Driven Fan
PZA System
80 PT
From Deck 50 50
Water Seal Pump 600
NGV025 NGV NGV PT To Cargo Main Line
To Condensate 026 027 NDV003 CLV109
To Scrubber 50 System 80
Water Seal 600 600
To Ballast Main Line
NDV005 NDV004 BAV034
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(Port) (Port) (Port) (Port) (Port)
MTV027 MTV025 MTV023 MTV021 MTV019
Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port) (Port) (Port) (Port) (Port) (Port)
NDV NDV
039 040
300 300 300

NDV NDV 300 300 300
006 600 007
NDV NDV NDV NDV NDV NDV
029 027 024 021 Vent Riser 018 015
With Screen
No.5 No.4 No.3 No.2 Cargo No.1
Cargo Oil Tank Cargo Oil Tank Cargo Oil Tank Oil Tank Cargo Oil Tank
(Centre) (Centre) (Centre) NDV041 (Centre) (Centre)
NDV042
600
NDV
033
NDV NDV NDV NDV NDV NDV 100 NDV PV NDV NDV NDV NDV
Valve
036 026 035 023 034 P/V 020 012 010 017 032 014
Breaker
VOCON
600
Dump Tank 300 100 300 300 100 300 300 100 500 300 300 300 300 100 300 300
600 600 600
100 450 450 450 450 450 450 NDV031

NDV
030 300 300 300 300 300 300
65 300 300 300 300 300
NDV NDV NDV 600 NDV NDV NDV

028 025 022 019 016 013
NDV NDV
008 009
NDV NDV
037 038
300 300 300 300 300 300
Slop Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
MTV028 (Starboard) MTV026 (Starboard) MTV024 (Starboard) MTV022 (Starboard) MTV020 (Starboard)
Inert Gas Fans which should be set to automatic, should the pressure fall below the alarm limit Flow Control Valves
or the running pump fail.
Manufacturer: Flebu International AS, Voyenenga, Norway Butterfly control valves operated by pneumatic actuators, will control the flow
Type: Centrifugal single-stage through the system. To protect the blower motor, the valves are held in the
Pressure/Vacuum Breaker closed position during the blower start-up period.
Capacity: 20,630m3/h and 11,000m³/h (No.1 fan rated at 100%
and No.2 fan rated at 50%) (nominal) Manufacturer: Smit Gas Systems BV, Nijmegen, The Netherlands
No. of sets: 1 Purge and Excess Vent Valve
Two electrically-driven inert gas fans are supplied. Fan No.1 is capable of Type: Dual pipe - liquid filled One butterfly valve is provided for gas purging and excess venting control. It
supplying the full rated inert gas capacity, 20,630Nm3/h, fan No.2 is only is pneumatically operated and used to control the inert gas delivery pressure.
Capacity: 20,630m3/h
rated for 50% of this value. They draw the gas from the boiler uptake, through When the plant is started with the blower running and the main deck line control
the scrubber, and deliver to the deck distribution pipe system via the deck Opening Pressure: 1,800mmWg
valve closed, the blow-off valve will open, relieving the gas from the blower
water seal with sufficient over-pressure to form a high velocity gas jet at the Vacuum: -700mmWg outlet to atmosphere, thus preventing overheating of the running blower.
inlet to the cargo tanks. The blower casing of each fan is provided with fresh
water washing spray nozzles and drains, the washing system is automatically A pressure/vacuum breaker is fitted to the main inert gas line on deck as
controlled; during the rundown period after use, fresh water is injected onto the Inert Gas Delivery Control Valve
indicated above. It is filled with a mixture of antifreeze (glycol) and water. It
fan impeller in order to clear away any soot particles. will open at a preset pressure or vacuum, thus protecting the tanks against too One delivery control valve, driven by a pneumatic double-acting actuator, is
high a pressure or vacuum. provided on the main line. During start-up and shutdown the valve is held in
Deck Water Seal the closed position.
There is a level sight glass fitted to the side of the PV breaker which should
Manufacturer: Smit Gas Systems BV, Nijmegen, The Netherlands be checked before cargo operations. The correct mixture of antifreeze is 50%
Oxygen Analyser
Type: Displacement fresh water to 50% ethylene glycol. Testing of the density is according to the
Sealing height: 2500mm WG planned maintenance programme, with the results recorded in the Inert Gas Manufacturer: Opsis AB, Furulund, Sweden
Record Book parts B and C. No. of sets: 1
Capacity: 20,630m3/h
Model: O2000
Before topping-up of the mixture can take place, the pressure on the IG main
The deck seal forms a liquid barrier against gas leakage from the inert gas Type: Zirconia
must be reduced to slightly above or near to atmospheric, in order that the
main into the machinery spaces. To do this it requires a continuous supply of pressure on the PV breaker is relieved in order to add the antifreeze.
sea water supplied by the deck seal pumps. The water level within the unit is A fixed oxygen analyser is installed on the starboard aft side of the inert gas
kept constant by the effect of the drain overboard being set at the desired water flat in the funnel casing by the inert gas generator control panel. The oxygen
level. Flue Gas Isolating Valves analyser samples the inert gas from the boiler directly after it has passed
As the flue gas isolating valves are subject to high temperature variations they through the blowers and from the discharge of the inert gas generator.
Gas passes into the seal unit from the top and down through a column whose are therefore not gas tight in the closed condition. Gas leakage into the system
open bottom is below the water level. This forces the gas to pass through the is prevented by the automatic provision of air sealing from the boiler FD fan
water and into the main chamber of the unit. The effect of passing through the when the flue gas system is shut down and the boiler is operating.
water further cools and cleans it. The gas now passes upwards through a set
of demister screens which remove water particles, then out into the deck inert A manually operated valve is mounted close to each boiler uptake duct for
gas main. soot cleaning on the boiler side of the flue gas isolating valve; steam for this
operation comes from the low pressure steam system. Double-acting cylinders,
The deck seal is fitted with a steam heating coil for use during severely cold controlled by solenoid valves, pneumatically operate the master uptake valves.
weather to prevent the water freezing. These flue gas isolating valves should be steam blasted before flue gas is
directed into the inert gas system.
Note: The salinity of the condensate from this coil should be checked
whenever steam is supplied. Due to their infrequent use corrosion may take
Sealing Air Valve
place and eventual perforation of the coil. These coils are notorious for
causing feed water contamination in older plants. To prevent boiler flue gas leaking past the boiler uptake valves when the plant
is shut down and a boiler is running, a sealing air supply line is fitted. This runs
The deck seal is constantly supplied with sea water from one of two supply from the discharge side of the boiler forced draught fan to the pipeline between
pumps; a pressure sensor on the sea water supply will start the standby pump the boiler flue gas isolating valve and the downstream main valve. When the
boiler uptake valves are open, the sealing air pneumatic piston operated valve
is closed and vice versa.
Illustration 2.15.2a Inert Gas Control Panels - Ship’s Control Centre
I.G.G CARGO CONTROL ROOM

ER G E N C
M PANEL 3
Y
E
STOP
SEA WATER
AIR PZA-L
INLET TZA-H OPEN 1555
CLOSED
CLOSED CLOSED 6810
PZA-L TO PNEUMATIC
SCRUBBER SEA SEALING AIR 1702 6741
6803 EQUIPMENT
WATER PUMP PURGE
BLOWER 1 FUELGAS SYSTEMS
SOURCE SUPPLY RUNNING
6801 100% 6806
INSTRUMENT AIR
CLOSED
1132 M
BOILER UP TAKE OPEN
1102 OPEN 6804 OPEN
RUNNING FAILURE DECK MAINLINE
6021
PORT DECK MAIN PRESSURE
TZA-H ISOLATING HIGH
1111 FZA-L INERTGAS
VALVE
STEAM OPEN 1703 CLOSED CLOSED 6820 6041
6813 6111 6112

SOOT BLOWING 6811 LOW
BLOWER 2
ACTIVE
1141 CLOSED 50% 6816 CLOSED
LZA-H LOW-LOW
BOILER UP TAKE M
5512
OPEN 6814 OPEN
RUNNING FAILURE HFOG OR AIR
STBD 1132 TO DECK
1142
OPEN
UPTAKE VALVES LZA-L CLOSED OPEN
FAILURE 5511 QIRA
7001
POWER FAILURE SEALING AIR
TO PNEUMATIC EQUIPMENT OXYGEN OXYGEN OXYGEN ANALYSER 6071
TOPPING UP HIGH- HIGH LOW FAILURE
INSTRUMENT AIR HIGH
2114 5516
2105 2103 SEAL WATER

PZA-L
1505
OVERBOARD PURGE
6001 6031
FUEL OIL 1012
PZA-L TZA-H PZA-L LA-L
OVERBOARD 2312 6121 6104
1053 TZA-H TZA-H
FUEL PUMP 2362 2335 OPEN DECKSEAL PRESSURE/VACUUM
M BURNER BREAKER
F.W.L.T.
1013 RETURN ON
RUNNING FAILURE OVERBOARD
FLAME
2360 FAILURE
1059 2040 2021/2121
FUEL OIL
TOPPING UP FLUE GAS POWER EMERGENCY

FAILURE STOP
GENERATOR GENERATOR
AMBIENT AIR 2202
PZA-L PZA-H
2011 2010 READY TO READY TO
BLOWER PZA-H START START
RECORDER DECKMAINLINE PRESSURE OXYGEN CONTENT M
2321 CCRP BLOWER VALVES
POWER
24VDC
PLC
BATTERY
SYSTEM
STANDBY FOR
1 - OXYGEN CONTENT 0-10% CONTROLLER LZA-H
SYSTEM 2203 PZA-L 2322
OPERATION FAILURE LOW DELIVERY
2 - DECK PRESSURE 0-250mBAR RUNNING FAILURE
2320 LCRP
OPERATION
SEA WATER
PUMP RUNNING SEA WATER OVERBOARD
KS 90
PMA
RESET ACKNOWLEDGE LAMP TEST
EDM35
0 50 100 150 200 250mbar
0 20 40 60 80 100% S %
Carlo Gavazzi
mbar
MODE SELECTION
1 - FLUE GAS MODE TOPPING UP COOLINGWATER SUPPLY GENERATOR
2 - GASFREEING MODE OPERATION SELECTION START / STOP START / STOP
3 - TOPPING UP MODE
2 3
1
2 1
3
PMA
UPTAKE VALVE 1 PORT UPTAKE VALVE 2 STBD

DELIVERY
0 - CANCEL 0 - CANCEL
START / STOP
1 - SELECTED 1 - SELECTED
INERT GAS OUTLET
TEMPERATURE 1 1
RITTAL
0 0
°C 100
50
MAIN SWITCH
2.15.2 Operation of the Main System g) Select the duty boiler uptake valve by turning the appropriate Stopping
selector switch to position 1.
a) Press the DELIVERY STOP button to de-select the discharge
The flue gas system main control panel is situated in the SCC. This panel to deck. The system will revert to purge mode, IG room valves
contains the programmable controller, which takes care of the start/stop/alarm h) Check that all of the valve indications are showing their correct
NGV007 will close and the vent to atmosphere NGV009 will
functions and the running mode. On the front of the panel the system is positions, if all is correct the READY TO START lamp should
open. The manual valve NGV022 from the deck water seal
represented in the form of a mimic diagram, with appropriate indications and be illuminated on the SCC panel.
supply line to the scrubber seal should be opened.
pushbuttons. The panel also contains a two pen recorder/indicator unit for IG
main pressure and the IG O2% content. i) Press the GENERATOR START button.
b) Ensure the fresh water cleaning hose is connected to the running
fan casing cleaning line. Press the GENERATOR STOP button
A sub-panel (panel No.4) on the bridge contains indication for inert gas A control signal will be sent to open the selected flue gas isolating uptake valve.
on the main control panel; as the blower runs down, the rinsing
pressure high or low, common fault alarm indication, oxygen content and alarm Ten seconds after this valve is fully open the selected flue gas blower will start.
water valve will opened automatically (30 seconds after the
indicators. An additional sub-panel (panel No.5) is located in the ECR on the The discharge valve on the blower will remain in the closed position for a
rundown period has started) for approximately 30 seconds
main control console, this panel includes alarm indication for oxygen level period of ten seconds as the blower runs up to speed. Excess vibration detected
which will clean off any soot deposits as the fan comes to a
high, flue gas discharge temperature high, instrument air pressure low, IG deck by a monitoring unit on each blower will shut down the unit immediately.
stop.
main pressure low-low, common fault alarm and power failure indication. An
IG low-low pressure alarm condition will automatically shut down the running CAUTION The sea water system for the scrubber tower should be kept running for a
cargo oil pumps. The blowers must not be started a second time for 15 minutes after a cooling down period, then the pump can be stopped. Ensure that the sealing air
failure on the first start. This time interval is required to allow the rotor for the uptake valves is in operation.
Procedure for Operating the Main Inert Gas System to stop before the second start. Only two starts are allowed per hour.
Starting The blower will discharge to atmosphere for a minimum of two minutes; if
a) In the IG room ensure that the main power supply is on at the after this period of time has elapsed the O2 value in the inert gas is below the
control panel. Check that the instrument air isolating valve is acceptable limit, then the SYSTEM STANDBY FOR DELIVERY indication
open, then check and log the calibration of the oxygen analyser lamp will be lit.
and set the reference airflow to 100 litres/hour.
j) Press the DELIVERY START button, valve NGV007 will move
b) Ensure that the deck seal is constantly supplied with sea water to the open position while the vent to atmosphere NGV009 will
by one of the deck seal supply pumps. In normal operation one close. Regulate the flow by adjusting the Up and Down arrow
pump is constantly running in manual mode, with the other buttons on the capacity regulator panel (see 2.4.2c). The purge/
pump on standby automatic back-up mode. excess vent valve to atmosphere will open and close accordingly
to regulate the delivery flow to the tanks according to the line
c) Manually open the scrubber sea water supply pump suction, pressure on deck.
discharge and the scrubber overboard discharge valve in the
engine room. If the scrubber pump is unavailable, either of the k) Check temperatures and pressures.
bilge, fire and GS pumps can be utilised to supply the scrubber
tower via crossover valve WS020V. Start the pump from the l) Check and adjust the flow through the oxygen analyser flow
engine room or the selection switch on the control panel in the indicator.
SCC.
m) Where the deck pressure is below the low level alarm levels and
d) Clean soot from the uptake valve(s) by manually operating the the alarm lights are lit, when the deck pressure is higher than the
stream isolating valve for approximately 15 seconds. alarm level press the RESET button to clear the alarm panel. If
this is not done the cargo pumps may not be started.
e) Open the suction valve on the fan to be used; the not in use fan
should have its suction valve closed. The valve(s) position is
indicated on the main mimic panel.
f) In the SCC turn the mode selection key switch to FLUE GAS
MODE.
Illustration 2.15.2b ECR and Bridge Inert Gas Indication Panels
INERT GAS ECR PANEL

IGG BRIDGE PANEL 4
IG OR AIR DECK MAINLINE COMMON FAULT

TO DECK PRESSURE LOW - LOW
IGG ENGINE ROOM PANEL 5
IG OR AIR
ER G E N C
COMON FAULT
TO DECK
M
DIMMER
Y
E
ACKNOWLEDGE LAMP TEST
OXYGEN POWER FAILURE
CONTENT HIGH
DECK MAINLINE INSTRUMENT AIR

PRESSURE LOW-LOW PRESSURE LOW STOP
COMMON FAULT DECK PRESSURE INDICATOR
mbar
ACKNOWLEDGE LAMP TEST
200
100
INERT GAS OUTLET 0

OXYGEN CONTENT COMMON FAULT
TEMPERATURE
% °C
10 100
5 50
0 0
Capacity and Deck Main Pressure Control Gas Freeing • Scrubber cooling water level high (LZA-H 5512)
• Deck seal water pressure low (PZA-L 6121)
The capacity control and deck main pressure are set by the capacity regulator The IG plant is also used for purging the cargo tanks with fresh air during gas
on the SCC control panel. The signal from the capacity regulator automatically freeing operations as follows: • Instrument air pressure low (PZA-L 1505)
operates the vent and capacity control valves. • Blower motor failure No.1 or 2 (6804 / 6814)
a) Open the inlet valve for the required blower.
When the set point of the capacity or the deck main pressure has been reached, • Fresh air inlet plate open (GS 6837)
the control valve will partially close to maintain the set point. To maintain a b) Open the atmospheric intake cover located at the port forward • Uptake valve failure (GS 1102 / 1132)
flow through the system and prevent the fans overheating, the vent valve will side of the funnel casing at C deck level. When the blank is
• Blower discharge temperature high (TZA-H 6810 / 6820)
open correspondingly. opened the AIR INLET light should activate on the SCC panel.
• Blower valve failure (GS 6801 / 6806 / 6811 / 6816)
Illustration 2.15.2c Inert Gas Capacity Regulator c) Turn the selection mode key switch to GASFREEING MODE.
The following conditions give indication in the alarm system and cause the
KS 90 d) Manually open the duty blower inlet valve, a proximity switch on valves to go into shutdown position and the plant to stop operating, including
PMA the blower inlet valves sends a control signal to the main control the FO supply pump for the TUG, although not the deck seal pump:
unit indicating which unit is being selected for operation. • Fuel oil pump failure (1013)
1
e) Check that all of the valve indications are showing their correct • Fuel oil pressure low (PZA-L 1053)
positions, if all is correct the READY TO START lamp should • Instrument air pressure low (PZA-L 1505)
be illuminated.
• Combustion air pressure low (PZA-L 2011)
2 3
f) Press the system GENERATOR START button. A control signal • Combustion air pressure high (PZA-H 2010)
will be sent to open the selected flue gas isolating uptake valve.
• Flame failure (XZA-L 2021 / 2121)
Ten seconds after this valve is fully open the selected flue gas
mbar 1 - IG main pressure.
blower will start. The discharge valve on the blower will remain • Combustion air pressure low (PZA-L 2011)
2 - Set point value. in the closed position for a period of ten seconds as the blower • Cooling outlet temperature high (TZA-H 2312)
3 - % Modulation position of overcapacity valve;
runs up to speed. Excess vibration detected by a monitoring unit
100 = 100%, overcapacity valve fully closed on each blower will shut down the unit immediately. • Cooling inlet pressure low (PZA-L 2320)
4
7 i.e.,fully delivery to deck.
-ve 100 indicates the % value the overcapacity
• IG temperature after scrubber high (TZA-H 2335)
valve is modulating at with the IG main pressure
g) Press the DELIVERY START button, valve NGV007 will move
higher than the set point value. to the open position while the vent to atmosphere NGV009 will • Oxygen analyser failure (7001)
close. Fresh air is supplied to the cargo oil tanks in the same
5 6
4 - Toggles between set point indication and
manner as inert gas. The IG being displaced from the tanks is The following conditions give indication in the alarm system and opening of
overcapacity valve position.
discharged via the individual PV valves. the vent to atmosphere and closing of the main discharge line valve:
5 - Decrease set point value.
• High oxygen content (QIA-H 7001 7.5%)
6 - Increase set point value. See Section 3.6, Gas Freeing in the Deck Manual for the procedure methods on
Inerting, Purging and Gas Freeing. The following conditions give indication in the alarm system:
7 - Changes the controller from Automatic to Manual.
When the red light is steady the unit is in auto. • Inert gas delivery failure
When the red light is flashing the controller is in
manual mode. Inert Gas System Alarms and Trips • Low water level in the deck seal
The following conditions give indication in the alarm system, and cause The following conditions give indication in the alarm system and a shutdown
complete shutdown of the plant and closure of all automatic valves except the signal to the cargo pumps:
effluent valve and the deck seal sea water supply pump:
• Low low deck IG pressure 100mmWG
• Emergency stop
• Scrubber cooling water pressure low (PZA-L 1702)
• Scrubber cooling water flow low (FZA-L 1703)
• Scrubber cooling water level low (LZA-L 5511)
Illustration 2.15.3a Inert Gas Generator Control Panel No.2
I.G.G LOCAL CONTROL

ROOM PANEL 2
INSTRUMENT AIR PURGE
ER G E N C
2114
TO PNEUMATIC EQUIPMENT
M
OPEN
OPEN
6031
Y
E
PZA-L
1505 2105 2103 DELIVERY
FUEL OIL 1012 6001 6071
FUEL PUMP
M CLOSED
PZA-L TZA-H
RUNNING 1013 FAILURE 1053 2312 QIRA
OVER 7001
TZA-H
BOARD
2335
OXYGEN OXYGEN ANALYSER
STOP
LOW HIGH FAILURE
FW LT BURNER ON
TZA-H
RETURN 2362
FLAME
FAILURE
2021/2121
1057 2042
FUEL OIL
AMBIENT AIR 2202 PZA-L PZA-H

2011 2010
BLOWER
M
LZA-H CARGO CONTROL ROOM
RUNNING 2203 FAILURE 2322 SPACE HEATER ON
PZA-H
2321
FLUE GAS COMMON

PZA-L GENERATOR FAULT
2366 RUNNING
PZA-L
BURNER PLATE 2320
COOLING VALVES
IN CORRECT POSITION
FW LT
SUPPLY
SEA WATER
GENERATOR STAND BY
2412
READY TO FOR DELIVERY
START
SEA WATER POWER EMERGENCY PLC LCRP CCRP

PUMP RUNNING 24VDC STOP BATTERY OPERATION OPERATION
LOW OVERBOARD
RESET ACKNOWLEDGE LAMP TEST
HOURS METER OXYGEN CONTENT

SYSTEM
S %
BURNER PLATE COOLING SELECTION GENERATOR STANDBY FOR DELIVERY

1 - SEA WATER COOLING
TOPPING UP
SELECTION SWITCH START / STOP START / STOP
2 - FRESH WATER COOLING
1 2
SMIT
MAIN SWITCH
GAS SYSTEMS
2.15.3 Procedure for the Operation of the Inert l) Check and adjust the sample flow through the oxygen analyser.
Gas Top-Up Generator (TUG)
m) The unit will now go through the start-up sequence. When
Starting of the inert gas generator may be carried out from the local topping- the operating parameters are correct (at least two minutes
up generator (TUG) panel or from the remote panel in the cargo control room. in this condition) and the O2 value in the inert gas is below
The local panel contains the programmable controller, which takes care of the the acceptable limit, then the SYSTEM STANDBY FOR
start, stop and alarm functions and the running mode. On the front of the panel, DELIVERY indication lamp will illuminate.
the system is represented in the form of a mimic diagram, with appropriate
indications and pushbuttons. n) Press the DELIVERY START pushbutton on the control panel.
Inert gas will now be supplied through the deck seal to the inert
gas main.
Starting the Unit
o) Check that all temperatures and pressures are within normal
Inert Gas Room / Engine Room
operating parameters.
a) Manually open the inert gas (scrubber) sea water pump suction
and discharge valves together with the the overboard discharge
Stopping the Unit
valve in the engine room. If the scrubber sea water pump is
unavailable, either of the bilge, fire and GS pumps can be Press the DELIVERY STOP pushbutton to de-select the discharge to deck. The
utilised to supply the TUG via crossover valve WS020. system will revert to purge mode, IG room valves NGV007 will close and the
vent to atmosphere NGV009 will open. The manual valve NGV022 from the
b) Check and log the calibration of the oxygen analyser. deck water seal supply line to the scrubber seal should be opened.
c) Start the scrubber sea water pump. Press the GENERATOR STOP pushbutton. The combustion air blower will
continue to run for a period of approximately three minutes in order to purge
d) Ensure that the cooling jacket sea water inlet valve is open. the IGG combustion chamber. It is recommended by the manufacturer that the
sea water pump is left in running for approximately 30 minutes in order to cool
e) Ensure that the marine diesel oil tank suction valve is open, and down the unit. After this period the pump should be manually stopped.
that the fuel oil pump valves are open.
Deck Main Pressure Control
f) Ensure that the combustion air blower gearbox oil level is at its
correct level. The deck main pressure is set by the capacity regulator on the SCC control
panel. The signal from this unit automatically controls the vent and capacity
control valves.
Ship’s Control Centre
g) Set the mode selection key switch in the SCC to TOPPING
Control Systems
UP MODE. If all of the operating parameters are correct the
READY TO START lamp will be illuminated. When the inert gas system is in use, the pneumatic control valve and the vent
valve automatically control the pressure in the inert gas main. When the fan
is stopped, the control valve, uptake valves, purge valve and fan outlet valves
Inert Gas Space
close automatically. All the valves utilise compressed air from the control air
h) At the control panel in the inert gas space select the local control system as the operating medium.
by pressing the TOPPING UP OPERATION SELECTION
pushbutton. The manually operated valves in the system are fitted with microswitches, to
provide indication of the open/closed position on the mimic panel.
i) Acknowledge and reset any alarms.
j) The READY TO START light will illuminate.
k) Press the GENERATOR START pushbutton.
Oxygen (O2) Analyser Illustration 2.15.3b Oxygen Analyser Calibration of the Oxygen Analyser
Oxygen Analyser
For oxygen probe calibration turn the control on the front of the analyser to the
The oxygen is sampled by an OPSIS 2000 fixed oxygen analyser situated required setting for the calibration gas and adjust the regulator on the bottle.
adjacent to the inert gas generator control panel in the IG space, with feeds to Note the type and particulars of the calibration gas.
the IG control and alarm system in the ship’s control centre (SCC) and the IG OXYGEN ANALYSER
alarm panel in the engine control room (ECR). The IG control panel in the SCC
Zero Calibration
contains a two pen chart recorder, recording the O2 content and the deck main
pressure. Together with a LCD display of the O2 content in the IG main after CALIBRATION OPERATING
INSTRUCTION CHART
a) Using the UP ARROW key bring the O2 content to line 2 of
the blowers or generator, depending which is in use. the LCD screen and press the SET button to display O2 MAX
ALARM 5.0% (adjustable).
SET ESC
The analyser is a microprocessor-based electronic unit for the continuous

monitoring of the oxygen levels in the inert gas generator outlet. b) Using the UP ARROW key display O2 PROBE CALIBRATION
and then press the SET button to display SET O2 ZERO 1.5%.
The gas sample continuously flows through the analyser OXYTRON OM10 (Dependent on O2 content of calibration gas).
sensor due to the pressure in the inert gas system. This ensures that the oxygen OPSIS O2000
content is continuously measured when the system is in service. The sensor OM10 c) Use the UP or DOWN ARROW keys to adjust the displayed
Sensor
is a Zirconium Oxide (ZrO2) to obtain a measurement of the percentage in reading if it is not the same as the gas being used for
the gas sample. The analyser has a +100mV to -10mV output signal which is FLOW INDICATOR calibration.
proportional to the oxygen content (0 to 21%) and this output is the input signal CALIBRATION GAS/N2
for the amplifier to the O2 indicators. d) Wait until the display reading is steady then press the SET
button again and the probe will be zero calibrated.
When the instrument is first switched on, the upper and lower displays are SAMPLE GAS CALIBRATION AIR
illuminated for approximately three seconds and the sensor cell then warms up e) On completion of zero calibration a message should be displayed
and stabilises. The unit then gives the O2 reading. to confirm the process is complete and successful or failed.
SMIT
The analyser should have been supplied with power for a minimum of two hours GAS SYSTEMS
Span Calibration
before being brought into service or calibrating. This is to allow the temperature
controlled sensor to stabilise at the required operating temperature. a) Using the UP ARROW key set the display to O2 SPAN.
The continued accurate operation of the analyser depends upon regular b) Press the SET button to display SET O2 SPAN 20.9% . Use the
calibration checks, this should be done before every discharge and at shorter UP or DOWN ARROW keys to adjust the displayed reading if
intervals if required. it is not the same as the gas being used for calibration.
The oxygen content at of the various sections of the inert gas system and c) Wait until the display reading is steady then press the SET
within the individual cargo tanks should be verified with portable analysing button again and the probe will be calibrated.
equipment.
d) On completion of zero calibration a message should be displayed
to confirm the process is complete and successful or failed.
SECTION 3: Main Machinery Control
3.1 Main Machinery Control System Illustrations
3.1.1 Machinery Control and Alarm System Overview 3.1.1a Alarm and Monitoring System
3.1.2 Screen Displays 3.1.1b Operator Control Panel
3.1.3 Alarms and Trips 3.1.1c Extension Alarm Panels
3.1.4 Trending 3.1.2a Main Engine Overview Screen Display
3.1.6 Unmanned Service (UMS) / Manned Handover 3.1.2b Screen Display - Fuel Pump Out Temperature
3.1.3a Alarm History Screen Display

3.2 Engine Control Room Console and Panels
3.1.4a Trending Screen Display
3.2.1 Engine Control Room 3.2.1a Engine Control Room Arrangement
3.2.2 Engine Control Console 3.2.2a Engine Control Room Console
3.3 Communications
3.3.1 Sound Powered Telephone System
3.3.2 Intrinsically Safe Sound Powered Telephone System
3.3.3 Automatic Telephone System
3.3.4 Public Address System

Illustration 3.1.1a Alarm and Monitoring System 230V AC
UPS5
Bridge
WATCH CABIN UNIT
KONGSBERG
24V Power No.2
Accommodation BWM-System in Bridge Captain’s Cabin

Voyage Data
WATCH CABIN UNIT
Recorder
Chief Engineer MOS
230V AC MOS
KONGSBERG
UPS5 230V AC
WATCH CABIN UNIT
UPS5
First Engineer
KONGSBERG
RDo-16i DPU
X10
WATCH CABIN UNIT
XB X9
Conference Room Chief Engineer
KONGSBERG
230V AC
UPS4 RDo-16i DPU
WATCH CABIN UNIT
X10
First Officer XB X9
KONGSBERG
WATCH CABIN UNIT
Officers Smoke Room

KONGSBERG
WATCH CABIN UNIT

Wheelhouse Bridge Wings
Chief Officer
KONGSBERG
Reset
WATCH CABIN UNIT
Buttons
Second Engineer 230V AC
KONGSBERG
UPS4
WATCH CABIN UNIT
Second Officer
KONGSBERG
MMC Colour Printer

WATCH CABIN UNIT
Dining Saloon Ship’s Control Centre

KONGSBERG
230V AC
Ship Supply
WATCH CABIN UNIT
Duty Mess
KONGSBERG
230V AC or UPS 3
230V AC Switch Switch UPS 2
UPS 1 30 min
WATCH CABIN UNIT
Cargo Control Room A B

230V AC 30 min 230V AC Shipviewer
UPS1 UPS 2
KONGSBERG
230V AC
UPS3
WATCH CABIN UNIT
Gymnasium
KONGSBERG
HITACHI
HITACHI HITACHI
WATCH CABIN UNIT
Officer Spare B
24V DC 24V DC
OPERATOR CONTROL PANEL
M/E
CONTROL
M/E
L.O
M/E
F.O
M/E
COOL'G W.
BRIDGE
WATCH
ENG.
WATCH
CHIEF
ENG.
CALL
ALL
M/E
OVERVIEW
M/E
EXH.
E/R
BILGE
C.S.W
SYSTEM
/ * - +
SAFETY SYSTEM SYSTEM SYSTEM ON DUTY ENG. SYSTEM SYSTEM
M/E AIR &

EXH GAS
M/E
AUX
G/E
COMMON
NO.1
G/E
2ND
ENG.
3RD
ENG.
4TH
ENG. (A)
CALL
DUTY
CENTRAL
C.F.W
CENTRAL
C.F.W
L.O
SERVICE
M/E & G/E
F.O SERV.
7 8 9
SYSTEM SYSTEM SYSTEM SYSTEM ON DUTY ON DUTY ON DUTY ENG. SYSTEM 1 SYSTEM 2 SYSTEM SYSTEM
UPS UPS
KONGSBERG
NO.2 NO.3 AUX ST'BY 4TH BLR & INCI BOILER COMPRESS L.O TRANS.
4 5 6
G/E G/E BOILER P/P ENG. (B) F.O SERV. FEED W. AIR & PURI.
SYSTEM SYSTEM SYSTEM SYTEM ON DUTY SYSTEM SYSTEM SYSTEM SYSTEM
1 2 3
OPERATOR CONTROL PANEL OPERATOR CONTROL PANEL PURIFIER STEER'G TANK AUX M/E F.O TRANS. NO.1 NO.2 NO.3
SYSTEM GEAR & BILGE MACHINE EXH. GAS & PURI. G/E G/E G/E
SYSTEM SYSTEM SYSTEM DEV. TEMP. SYSTEM SYSTEM SYSTEM SYSTEM
0 .
M/E
CONTROL
M/E
L.O
M/E
F.O
M/E
COOL'G W.
BRIDGE
WATCH
ENG.
WATCH
CHIEF
ENG.
CALL
ALL
M/E
OVERVIEW
M/E
EXH.
E/R
BILGE
C.S.W
SYSTEM
/ * - + M/E
CONTROL
M/E
L.O
M/E
F.O
M/E
COOL'G W.
BRIDGE
WATCH
ENG.
WATCH
CHIEF
ENG.
CALL
ALL
M/E
OVERVIEW
M/E
EXH.
E/R
BILGE
C.S.W
SYSTEM
/ * - + ELECTRIC CARGO BALLAST AUTO NOON MISC. OFFSCAN
SAFETY SYSTEM SYSTEM SYSTEM ON DUTY ENG. SYSTEM SYSTEM SAFETY SYSTEM SYSTEM SYSTEM ON DUTY ENG. SYSTEM SYSTEM & ETC TANK TANK LOG LOG LOG TAGS
SYSTEM SYSTEM SYSTEM CONFIG.
M/E AIR &

EXH GAS
M/E
AUX
G/E
COMMON
NO.1
G/E
2ND
ENG.
3RD
ENG.
4TH
ENG. (A)
CALL
DUTY
CENTRAL
C.F.W
CENTRAL
C.F.W
L.O
SERVICE
M/E & G/E
F.O SERV.
7 8 9 M/E AIR &
EXH GAS
M/E
AUX
G/E
COMMON
NO.1
G/E
2ND
ENG.
3RD
ENG.
4TH
ENG. (A)
CALL
DUTY
CENTRAL
C.F.W
CENTRAL
C.F.W
L.O
SERVICE
M/E & G/E
F.O SERV.
7 8 9
SYSTEM SYSTEM SYSTEM SYSTEM SYSTEM 1 SYSTEM 2 SYSTEM SYSTEM SYSTEM SYSTEM SYSTEM 1 SYSTEM 2 SET INHIBITED
ON DUTY ON DUTY ON DUTY ENG. SYSTEM SYSTEM ON DUTY ON DUTY ON DUTY ENG. SYSTEM SYSTEM
DATE & TAGS
WATCH CABIN UNIT
NO.2 NO.3 AUX ST'BY 4TH BLR & INCI BOILER COMPRESS L.O TRANS.
4 5 6 NO.2 NO.3 AUX ST'BY 4TH BLR & INCI BOILER COMPRESS L.O TRANS.
4 5 6 TIME
0 1
G/E G/E BOILER P/P ENG. (B) F.O SERV. FEED W. AIR & PURI. G/E G/E BOILER P/P ENG. (B) F.O SERV. FEED W. AIR & PURI.
INHIBIT SYSTEM WATCH SELECTED SELECTED SELECTED
SYSTEM SYSTEM SYSTEM SYTEM ON DUTY SYSTEM SYSTEM SYSTEM SYSTEM SYSTEM SYSTEM SYSTEM SYTEM ON DUTY SYSTEM SYSTEM SYSTEM SYSTEM
CALL POINTS BARGR. TREND
1 2 3 1 2 3 POINTS FAILURE
CONFIG. DISPLAY DISPLAY DISPLAY
U20 X28 X20 U20

PURIFIER STEER'G TANK AUX M/E F.O TRANS. NO.1 NO.2 NO.3 PURIFIER STEER'G TANK AUX M/E F.O TRANS. NO.1 NO.2 NO.3
GEAR & BILGE MACHINE EXH. GAS & PURI. G/E G/E G/E GEAR & BILGE MACHINE EXH. GAS & PURI. G/E G/E G/E
Officer Spare C
SYSTEM SYSTEM SYSTEM GROUP MONITOR
SYSTEM SYSTEM SYSTEM DEV. TEMP. SYSTEM SYSTEM SYSTEM SYSTEM
0 . SYSTEM SYSTEM SYSTEM DEV. TEMP. SYSTEM SYSTEM SYSTEM SYSTEM
0 . SOUND
OFF
ALARM
SUMMARY
ALARM
HISTORY
ALARM
ACK. INFOR.
DISPLAY
TAG
DETAILS
GROUP
DISPLAY
ALARM
ALARM
TEST OCP
DISPLAY
LAMP
TEST
ELECTRIC CARGO BALLAST AUTO NOON MISC. OFFSCAN ELECTRIC CARGO BALLAST AUTO NOON MISC. OFFSCAN
& ETC TANK TANK LOG LOG LOG TAGS & ETC TANK TANK LOG LOG LOG TAGS
SYSTEM SYSTEM SYSTEM CONFIG. SYSTEM SYSTEM SYSTEM CONFIG.
X10 X10
SET INHIBITED SET INHIBITED
DATE & TAGS DATE & TAGS
TIME TIME
0 1 0 1
INHIBIT SYSTEM WATCH SELECTED SELECTED SELECTED INHIBIT SYSTEM WATCH SELECTED SELECTED SELECTED
POINTS FAILURE CALL POINTS BARGR. TREND POINTS FAILURE CALL POINTS BARGR. TREND
CONFIG. DISPLAY DISPLAY DISPLAY CONFIG. DISPLAY DISPLAY DISPLAY
U40 X40 X40 U40

KONGSBERG GROUP GROUP
SOUND ALARM ALARM ALARM SYSTEM TAG GROUP ALARM MONITOR LAMP SOUND ALARM ALARM ALARM SYSTEM TAG GROUP ALARM MONITOR LAMP
OFF SUMMARY HISTORY ACK. INFOR. DETAILS DISPLAY TEST OCP TEST OFF SUMMARY HISTORY ACK. INFOR. DETAILS DISPLAY TEST OCP TEST
DISPLAY ALARM DISPLAY DISPLAY ALARM DISPLAY
WATCH CABIN UNIT
Officer Spare D
KONGSBERG
230V AC
UPS3
DPU
Alarm Printer 1
Cabinets
2 Log Printer
230V AC
UPS1 230V AC 230V AC
230V AC Engine Control Room
UPS 24VDC Power No.1 UPS 2 UPS 2
UPS1
3.1 Main Machinery Control System If a distributed processing unit is isolated from the rest of the system by a The local operator station may only be connected to one distributed process
communication failure or because of a fault in the remote operator station, all unit at any time and selection of menus in the distributed process units is done
3.1.1 Machinery Control and Alarm System alarm and monitoring functions may be made available at the local operator at the local operator station top menu as follows:
station.
Overview
a) The top menu is automatically displayed at power-on but if it
Manufacturer: Kongsberg Maritime AS, Horten, Norway Bridge Watch Monitoring System (BWM) is not displayed the MENU UP pushbutton must be pressed
repeatedly until it is displayed.
Type: DataChief C20; SeaMate 2004 This is located on the bridge and enables the bridge watch-keeper to see engine
room alarms whilst the ship is under bridge control. The bridge watch unit b) The top menu displays a list of distributed processing units
indicates and accepts transfer of watch responsibility between the bridge and which are on the CAN bus. Use the SELECT UP and SELECT
Introduction the engine control room. The DataChief C20 prevents the bridge from taking DOWN pushbuttons to scroll through the list until the desired
responsibility for the engine room watch if no engineer is selected as the duty distributed process unit is located.
The DataChief C20 is a modular built alarm monitoring, data acquisition and engineer. The duty engineer is indicated by illumination of the indicator for
control system that is microprocessor based. that engineer at the left of the panel. Pushbuttons allow the bridge to call the c) When the desired distributed process unit is found move its
duty engineer or issue an all engineers call if required. name to the second line of the display and then press the MENU
It is designed to provide the ship’s officers with all the basic alarm and status DOWN pushbutton in order to activate the top menu for that
information they require to maintain a safe and efficient operation of the The panel has a four-line by 40 character LCD and a number of pushbuttons for distributive process unit.
machinery, including when the engine room is unmanned. operator interaction. Pushbuttons allow the operator to select the screen display
menu and scroll through screens available in that menu. d) To leave the menu item and return to the top menu press the F1
The operator stations feature full colour graphic displays and functional function key.
operator’s panels. On the right of the panel are alarm indicators which illuminate when an
alarm is active in a particular group. Lamp test and sound off pushbuttons are
The basic units indicated below are connected as part of a LAN whilst the available in the panel. Moving Between Menu Levels
distributed processing units are connected as part of a control area network In order to move between menu levels the MENU UP or MENU DOWN
(CAN) for maximum redundancy. Cabin Watch Units pushbutton is pressed.
The DataChief C20 is a decentralised system which allows for safety and ease When the system is selected for bridge control, the alarms are announced in the
of installation but the remote operator stations allow for centralised operation. cabin of the selected duty engineer and in the public rooms. Remote Operator Stations
The remote operator station consists of an operator control panel and a colour
On the right of the panel are alarm indicators which illuminate when an alarm is graphic monitor. Remote operator stations receive alarms and allow for
Description of System and System Units active in a particular group. Lamp test and sound off pushbuttons are available monitoring and control of equipment in the system. They may display mimic
Distributed Processing Units (DPU) in the panel. The panel has a four-line by 40 character LCD and a number of diagrams, allow control of the watch calling system and printing of various
pushbuttons for operator interaction. Pushbuttons allow the operator to select logs. They also allow for interface with the distributed processing units.
The function of these is to monitor analogue and digital sensors and to provide the screen display menu and scroll through screens available in that menu. The
analogue and digital outputs to different devices in the engine room. There are display and alarm group indicators enable the duty engineer to immediately
a number of separate distributed processing units in the system and these meet The operator keyboard provides for access to different operator functions.
assess the situation should an alarm call be issued in his cabin.
specific control and monitoring applications. Pushbuttons are grouped into function areas and the pushbuttons are combined
with indicator lamps which indicate alarms. When the distributed processing
When the bridge has control of the engine room watch an alarm is issued at
unit detects an alarm condition, the alarm is identified by a flashing indicator
Local Operator Stations the bridge panel and at the panel in the cabin of the duty engineer. An audible
on the operator control panel, the alarm is displayed on the colour graphic
alarm sounds in the cabin of the duty engineer and this may be muted by
The main function of these is to allow the operator to access the distributed display and a buzzer is activated; the alarm printer automatically prints the
pressing the SOUND OFF pushbutton; this does not acknowledge the alarm,
processing units for the inspection of variables and for the local operation of alarm. By pressing the pushbutton associated with the alarm flashing indicator
as acknowledgement may only be done in the engine control room. If the duty
equipment. The panel has a four-line by 40 character liquid crystal display more detailed alarm information is displayed on the colour graphic display.
engineer does not acknowledge the alarm within a set period of time the alarm
(LCD) and a number of pushbuttons for operator interaction. is repeated in all engineer cabins and on the bridge.
Alarm limits and delays are adjustable from the operator control panel. The
All distributed processing units connect to the same CAN (control area remote operator station is used when transferring watch responsibility between
Local Operator Station Menu Structure the bridge and the engine control room and when selecting the duty engineer.
network) bus as a local operator station and they are accessible from, and may
be controlled by, that local operator station. The local operator station menu structure is a tree structure. The MENU UP An ‘All Engineers’ call may be issued from the remote operator station.
and MENU DOWN pushbuttons are used to go to different levels in the menu
tree. The SELECT UP and SELECT DOWN pushbuttons are used to scroll up
and down each menu.
Illustration 3.1.1b Operator Control Panel
OPERATOR CONTROL PANEL
M/E
AUTO
M/E
AUTO M/E
ABNORMAL
GEN.
SET
BRIDGE
WATCH
E.C.R.
WATCH
CHIEF
ENG.
CALL
ALL
EXH.
GAS DC C20
OVERVIEW
LEVEL
GAUGING
M.E.
OVERVIEW
/ * - +
SHD SLD ON DUTY ENG. DISPLAY SYSTEM
FUEL AUX.BOIL.
& EXH.GAS
AIR COMPR
& AIR PURIFIER
1ST.
ENG.
2ND.
ENG.
SPARE
OFF.B
CALL
A.E.
7 8 9
UNIT DUTY
BOIL. RESERVOIR OVERVIEW
ON DUTY ON DUTY ON DUTY ENG.
SPARE SPARE CHIEF 1ST.

4 5 6
TANKS PUMPS OTHERS CCC OFF. C OFF. D OFF. OFF.
1 2 3
ON DUTY ON DUTY ON DUTY ON DUTY
RCS SAFETY RCS 2ND. COUNTER SEA

ENTER
0 .
CRITICAL SYSTEM NON CTL OFF. DISPLAY HARBOUR
FAIL FAIL FAIL ON DUTY (RUN-HR) SELECT Button
AUTO NOON OFFSCAN INHIBITED

LOG LOG TAGS TAGS
CONFIG.
SET DEVIATION ACCESS MISC.

DATE & PARAM.
0
SYSTEM LOG
TIME CONFIG.
SYSTEM . SELECTED SELECTED SELECTED SELECTED

INHIBIT
FAILURE POINTS BARGR. TREND L.TREND DEACTIVATE ACTIVATE READ
POINTS
DISPLAY DISPLAY DISPLAY DISPLAY /STOP /START Button
Button Button
ALARM SYSTEM TAG GROUP GROUP SCREEN ALARM MONITOR LAMP

SOUND ALARM ALARM
SUMMARY INFOR. DETAILS DISPLAY DUMP TEST OCP TEST
OFF HISTORY ACK. ALARM
DISPLAY DISPLAY
Human Machine Interface Logging and Hard Copy Engine Exhaust Gas Monitoring
The operator control panels allow for operator access to the system via the Different logs may be configured and printed on request or at specified times. The system calculates the mean exhaust temperature from all cylinders and
pushbuttons on the keyboards at the remote operator stations. The remote Logging functions include the following: then determines the deviation of each cylinder exhaust temperature from that
operator panels allow for the following main functions: mean. An alarm is initiated if the deviation exceeds an acceptable limit. Alarm
• Alarm log (time stamped alarms and return to normal)
limits are continuously calculated on the basis of engine load. When the mean
• Alarms display, selection and monitoring
• Selected point log temperature is below a preset value the deviation alarm is blocked.
• Selection and set-up of information to be monitored
• Complete log
• Set-up and activation of logging (printing) Trend Monitoring
• Group log
• Parameter adjustment The DataChief C20 system automatically records selected measurements and
• Inhibited point log
• Extended alarm and watch calling stores them for use in the trend monitoring system. Trend curves are displayed
as required with the time interval being selected by the operator. The trend
Self-Checking and Diagnostics monitor is part of the remote operator station and two functions are available,
Control panel functions may be inhibited if required allowing for monitoring
only. The distributed processing units have an on-line self-test system which monitors ‘Select Trend’ and ‘Display Trend’.
the unit’s temperature, power and sensor excitation. The system electronics are
automatically tested when power is turned on. The select trend function assigns the display of trend curves to specified
Alarm and Monitoring Display variables and the operator may select up to five trend curves displays with eight
A number of display windows are available for presenting alarms and monitored Testing of the remote operator stations is undertaken by pressing the ALARM variables in each.
values. Alarm windows include: TEST pushbutton on the operator control panel. The LAMP TEST pushbutton
is pressed to check that indicator lamps are functioning. The display trend function displays the actual selected trend variable(s) as
• Alarm group display (activated by means of the group alarm
continuous curves; each variable has a different colour. The present value is on
pushbuttons)
the right-hand side of the trend window and the previous values to the left. The
Access Control
• Alarms summary containing a list of all active alarms trend display shows the tag name, tag description and the numerical value of
Access to the system for changing limits or parameters is password protected, the variables being displayed (up to eight in each display).
• Alarm history, containing a continuous list of timed and dated
thus these variables may only be changed by approved personnel.
alarm messages
Operator Control Panel (OCP)
The monitoring windows include: Alarm and Monitoring System Functions To enable the user to operate the system, different functions are provided.
• Group display containing a list of all measuring points within an Alarm Block (Inhibit) The interface between the operator and the remote operator station consists of
alarm group graphical displays and a control panel. Pushbuttons are combined with LEDs
Some alarms are conditional and will be blocked when a specific condition is to indicate alarms, the status of the extended alarm system and to indicate main
• Information display for a selected monitored point present, eg, when the main engine is stopped the lubricating oil pressure will system functions
• Tag details giving detailed information about each measured fall and this would normally activate an alarm, but the alarm is blocked when
point in the system the main engine is stopped. This type of function is set by defining a signal The operator control panel has illuminated pushbuttons for direct activation
as an inhibited signal for a specific alarm or group of alarms. An adjustable of functions. One push will normally activate one function together with one
time delay is available for each signal in order to extend the blocking facility display. In addition to the dedicated pushbutton panel there is a numeric keypad
Process Mimics, Bar Graphs and Status Display to prevent activation of certain alarms where there is a time delay between the and a trackball with trackball pushbuttons.
The system includes a number of display pictures for the main engine and start of an item and the build-up of temperature or pressure.
auxiliary equipment (mimics). In addition bar graphs and trend curves are The OCP pushbuttons are grouped into the following sections:
available. Alarm Acknowledgement • Alarm group (red)
The mimic displays (see Section 3.1.2, Screen Displays) provide information It is possible to acknowledge alarms whilst a mimic, alarm group or alarm • Watch function (green)
about system operation such as tank levels with associated temperatures and summary is displayed. Alarm acknowledgement is carried out by pressing the
ALARM ACK pushbutton. The SOUND OFF pushbutton is pressed to mute • Project dependent (yellow)
pressures. A bar graph of main engine exhaust temperatures is available and
this also indicates the mean exhaust temperature and deviation from that mean the buzzer; pressing the SOUND OFF pushbutton does not acknowledge the • Alarm functions and display
for individual cylinders. alarm.
• Mimics
Trend curves may be selected for machinery systems and these show system • Standard functions
values over a period of time. • Numeric keypad
Illustration 3.1.1c Extension Alarm Panels
ON DUTY WATCH BRIDGE UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS
ON M/E SPARE M/E
DUTY SHD OFF. D SHD
S A T A U G 1 8 0 4 : 1 5 : 2 6 A L A R M S U M M A R Y S A T A U G 1 8 0 4 : 1 5 : 2 6 A L A R M S U M M A R Y
1 7 2 3 : 5 6 : 2 2 0 3 9 . 0 O F F S C M/E 1 7 2 3 : 5 6 : 2 2 0 3 9 . 0 O F F S C M/E
SLD ON DUTY
1 7 2 3 : 5 0 : 4 4 0 6 . 0 A L A R M 1 7 2 3 : 5 0 : 4 4 0 6 . 0 A L A R M SLD
1 7 2 1 : 4 0 : 4 2 0 1 9 . 2 A L A R M 1 7 2 1 : 4 0 : 4 2 0 1 9 . 2 A L A R M
ENGINE E/R
SCREEN MENU ALARM SCREEN MENU ALARM
CALL
BRIDGE FIRE
SELECT FIRE FROM SELECT
WATCH ALARM
ALARM BRIDGE
M/E M.E.
TAG CTRL SYS TAG REMOTE
FAILURE CTRL.SYS
DETAILS DETAILS
BILGE BILGE
ALARM ALARM
CALL & OTHER CALL & OTHER
ENGINE
DUTY WATCH
FROM
ENG ENGINE
REPEAT
ALARM B.W.M.S.
LAMP SOUND LAMP SOUND

UNIT UNIT
TEST OFF FAIL TEST OFF FAIL
KONGSBERG KONGSBERG
Bridge Watch Call Panel Cabin Watch Call Panel
Alarm System Pushbuttons (Red) ECR Watch Standard Function Pushbuttons (White)
This pushbutton initiates the engine control room watch. When the pushbutton
The total number of alarms included in the system is divided into a number of LED is illuminated, the engine room is attended. This series of pushbuttons allows for a number of system operations including
alarm groups. Each group is represented on the operator control panel for alarm the setting of the date and time as well as the displaying of trend graphs, bar
presentation. A pushbutton in the alarm section represents each group. graphs, group alarm and system information.
Call Duty Engineer
When an alarm occurs, the corresponding pushbutton starts flashing and the When pressed, this pushbutton starts flashing and the indicators and horn SELECTED POINTS DISPLAY Selected points are displayed on the
alarm buzzer is activated. To display an actual alarm group, press the GROUP on the call panel in the duty engineers’ cabin is activated. To deactivate this screen.
DISPLAY pushbutton. The indicator stops flashing when all alarms in the function, the pushbutton is pressed again. COUNTER DISPLAY Displays equipment hours counters
group are acknowledged, but remains illuminated until all the alarm conditions
GROUP/ALARM Toggles between measuring points and
in that group are returned to normal.
Call All Engineers points in a group having an alarm status.
Some of the alarms are conditional and have to be inhibited when a specified When pressed, this pushbutton starts flashing and the indicators and horn on all GROUP DISPLAY Displays all measuring points in an
condition is present. When the INHIBITED TAGS pushbutton is pressed, the watch call panels in the engineers’ accommodation are activated. To deactivate operator control panel alarm group.
screen displays the inhibited points alarm list. this function, the pushbutton is pressed again. SELECTED BARGRAPH Displays preselected measuring points as
DISPLAY a bar graph.
SELECTED POINTS DISPLAY Displays preselected measuring points.
Alarm Functions and Display Pushbuttons Engineers On Duty
SELECTED TREND DISPLAY Displays preselected measuring points as
Sound Off When one of the engineers on duty pushbuttons is illuminated, the engineer trend curves.
on duty is in charge of the watch when the engine room is unattended. The
When an alarm occurs, the alarm buzzer is activated. By pressing this SET DATE AND TIME Used to adjust the date and time.
corresponding ON DUTY indicators in the accommodation are on.
pushbutton, the buzzer will be deactivated. SYSTEM INFO. DISPLAY Displays system parameters and
functions.
Chief Engineer On Duty
Alarm Summary TAG DETAILS Menu used to display details of
When this pushbutton is illuminated, the Chief Engineer is on duty both in measuring points and to change their
When this pushbutton is pressed all active alarms, in all groups, are displayed
the bridge watch and the engine room watch. The corresponding ON DUTY parameters.
on the screen, twenty alarms being displayed on each page.
indicators in the engineers’ cabins and the day rooms are illuminated.
An alarm is displayed only once. If the number of alarms fill more than one Logging Pushbuttons
page, turn the pages by activating the NEXT PAGE pushbutton. Mimic Display Pushbuttons
AUTO LOG CONFIG Menu for enabling and adjusting time for
Pushbuttons are assigned to mimic displays of various engine room systems. printout of auto log.
Alarm History
Pressing a pushbutton will display the mimic for that system. Mimics provide NOON LOG Menu for adjusting data collected for the
Pressing this pushbutton displays up to 2000 alarms, with time and date, 21 information about the system but they do not allow for control of pumps or noon log.
alarms are displayed on each page. The latest activated alarm is always added valves in the system. MISC. LOGS Menu for printing miscellaneous logs and
to the top of the list. Previous alarms are deleted and moved to the following
setting up the printer.
page. To move through the pages, press the NEXT PAGE or PREVIOUS PAGE
pushbutton in the numeric keypad section. The unacknowledged active alarms Input Keypad
are marked with an asterisk. Viewing Conditions and Testing Pushbuttons
Numeric Keys: Ten pushbuttons for numeric input.
ALARM TEST To test the alarm buzzers, alarm displays,
Alarm Acknowledge Delete: Delete numeric input during an input sequence. net communication and alarm printer. The
When the pushbutton is pressed a new alarm is acknowledged. If more than 21 Space: Used for passive settings for alarm limit, etc. pushbutton is pressed again to turn the test
new alarms have occurred, the next page will be automatically displayed. function off.
Enter: Ends a sequence of numeric input/activate editing.
LAMP TEST When the pushbutton is pressed, all indicator
Previous: Displays the previous page of the selected page group. lamps on the operator control panel will
Watch Function Pushbuttons (Green)
Next Page: Displays the next page of the selected page group. illuminate.
Bridge Watch MONITOR OCP DISPLAY Menu for increasing or reducing the
Arrow Keys: Moves the cursor or the highlighted field.
This pushbutton initiates the bridge watch. This means that the engine room is illumination of the operator control panel and
unattended. colour graphic displays on the bridge.
The Remote Operator Station Change from Attended to Unattended Engine Room Call the Duty Engineer from the Bridge
The screen of the remote operator station is used for displaying information Action Result Action Result
relating to the operation of machinery in the engine room. System information Press the pushbutton for the The pushbuttons lights up on the operator Press the CALL DUTY The indicator CALL DUTY ENGINEER
is displayed by pressing the SYSTEM INFO DISPLAY pushbutton. The UP selected duty engineer’s cabin. control panel responsible for the watch. ENGINEER pushbutton in the is illuminated.
and DOWN arrow keys are used for selecting an item in the system display and The indicator ON DUTY lights up at the bridge panel. The buzzer and CALL FROM BRIDGE
then the ENTER pushbutton is pressed. A prompt will appear requesting the cabin. indicator will flash in the duty engineer’s
entry of a unit number of the distributed processing unit for which the display The indicator ENG ON DUTY lights up cabin.
of information is required. The number is typed into the space provided and on the bridge panel. Press SOUND OFF in the The buzzer is deactivated in the cabin of
the ENTER pushbutton pressed. Information about the selected distributed Press BRIDGE WATCH The pushbutton lights and the buzzer in the cabin of the duty engineer. the duty engineer.
processing unit is displayed. pushbutton at the operator engine room sounds.
control panel. Indication of which cabin unit is selected
Call all Engineers from the Operator Control Panel
Operator Control Panel Alarm System is displayed at the operator control panel.
The pushbutton BRIDGE WATCH lights Action Result
Action Result up on the bridge unit and the bridge buzzer Press the CALL ENGINEERS The indicator CALL ALL ENGINEERS
Alarm Summary Display is activated. pushbutton on the operator lights up on the operator control panel.
Press ALARM SUMMARY. Alarm summary is displayed. Press the BRIDGE WATCH The buzzers on the OCP and bridge unit control panel. The CALL FROM ENGINE indicator will
button on the bridge unit. are deactivated. The bridge has the watch flash in all cabins and mess/day rooms and
Group Display and the duty engineer has been selected. the buzzer is activated.
Press GROUP DISPLAY. The prompt SELECT GROUP Is displayed Press SOUND OFF in the The buzzer is deactivated.
in the lower left of the screen. operator control panel.
Select group, then press The group is displayed with the tag at the Acknowledgement of Alarms When the Engine Room is Unattended
ENTER top highlighted. Change from Unattended to Attended Engine Room
Action Result
or
Press the desired group Press SOUND OFF on the The buzzer is deactivated. Action Result
pushbutton. cabin unit. Press ECR WATCH at the The pushbutton lights up and the buzzer
Group/Alarm Toggle Display Press SOUND OFF on the The buzzer is deactivated. operator control panel. will be activated.
bridge unit. Indication will still be active on the cabin
Press GROUP DISPLAY then The group name is displayed with the tag
enter a group number and highlighted at the top. Press SOUND OFF and The buzzer is deactivated and the alarm is unit.
press ENTER. ALARM ACK on the operator acknowledged. The pushbutton ECR WATCH will flash on
control panel in the engine the bridge unit and the buzzer is activated.
Press GROUP/ALARM. Each press toggles the display between all room. Press the ECR WATCH The buzzer on OCP and bridge unit is
tags and those in alarm state.
pushbutton on the bridge unit. deactivated.
Note: If the engineer does not acknowledge the alarm within 3 minutes, the Press the pushbutton for the The pushbutton light is turned off on the
Alarm History Display repeat alarm is activated on the bridge and duty units and also in the public engine room duty engineer on operator control panel in the engine room,
Press ALARM HISTORY. The alarm history is displayed. rooms. the operator control panel in the cabin unit and the bridge panel unit.
the engine room.
If a further 3 minutes elapses without acknowledgement, all remote units
will activate and all qualified officers will be made aware of the situation.
Displaying Distributed Processing Unit Information Overriding Limitations of Acknowledge Alarms Setting the Watch Responsible Location
Action Result This procedure requires that the engineer on duty has already been selected.
This function allows the acknowledgment of alarms from remote operator
Press SYSTEM INFO The system information display is shown The engine control room is the default watch location and the following
stations which would normally not be allowed.
DISPLAY at the operator on the colour graphics display. procedure allows for selection of an alternative location.
control panel.
Action Result
Use the UP and DOWN arrow A prompt for the entry of a distributed Action Result
Press SYSTEM INFO The system information display is shown
keys to select the text after processing unit number will appear on the Press the pushbutton for the The indicator for the new location will
DISPLAY at the operator on the colour graphics display.
‘Unit display’ and press the display. watch responsible location flash until accepted at that location. The
control panel.
ENTER pushbutton. required BRIDGE WATCH or indicator at that location will then become
Use the UP and DOWN arrow A prompt ‘Enter acknowledge limit ENGINE WATCH. steady.
Type in the number of the The system information of the distributed
keys to select the text after override password’ is displayed.
distributed processing unit for processing unit is shown on the colour Type 1 and press the ENTER The engineer is selected as the duty
‘Acknowledge’ and press the
which information is required graphic display. pushbutton. engineer.
ENTER pushbutton.
and then press the ENTER
pushbutton. Type in the password and then The text ‘Acknowledge limitation override The above procedures are the more common procedures undertaken at the
press the ENTER pushbutton. enabled’ is displayed and alarms may now remote operator station. It is possible for the responsible engineer to select
be acknowledged from the remote operator and change many operating conditions at the remote operator station and a full
Changing of Engine Units and Counters station at which the override has been set. selection is given in the operating manual for the DataChief C20 system.
Action Result
Press SYSTEM INFO The system information display is shown Accessing the Watch Calling Configuration Screen
Action Result
control panel.
Press SYSTEM INFO The system information display is shown
Use the UP and DOWN arrow A prompt ’Reset all counters (1=on,
keys to select the text after 0=off)’ is displayed.
control panel.
‘Reset Counters’ and press the
ENTER pushbutton. Use the UP and DOWN arrow A prompt ‘Enter 1 to configure watch call’
keys to select the text after is displayed.
Type 1 and then press the All counters in the counter display are
‘A Configuration menu’ and
ENTER pushbutton. reset.
press the ENTER pushbutton.
Type 1 and then press the The watch calling configuration pages
ENTER pushbutton. are displayed. Use the NEXT PAGE and
PREVIOUS PAGE pushbuttons to move
between pages.
Setting the On Duty Engineer

Action Result
Access the watch calling A prompt ‘Officer on engine duty
configuration pages as above (1=duty)’ is displayed.
and then move to the duty
engineer selection page using
the trackball and READ
pushbutton to highlight the
duty engineer. Press the
ENTER pushbutton.
Type 1 and press the ENTER The engineer is selected as the duty
pushbutton. engineer.
Illustration 3.1.2a Screen Display - Main Engine Overview
ME OVERVIEW 15.08.07
04:21:27
1 2 3 4 5 6 7
EXH.GAS OUT TEMP 372.8 379.1 360.4 381.8 377.7 368.3 376.3 °C
EXH.GAS OUT.AVR.TEMP.DEV -3.0 2.6 3.8 5.3 0.8 -0.3 -0.1 °C

ENGINE DATA CYL. CWT OUTLET 81.4 78.9 79.5 78.4 76.7 70.2 79.2 °C
ENGINE SPEED 0 RPM PISTON COOL.OIL OUT. 65.7 64.3 65.3 64.2 64.5 63.5 63.2 °C
SHUT DOWN
CHARGE AIR TEMP 58.3 51.9 58.6 56.1 53.6 52.1 47.0 °C
SHUT DOWN CANCELLED
SHUT DOWN PISTON C.O.NO FLOW FAIL FAIL FAIL FAIL FAIL FAIL FAIL
SHUT DOWN CANCELLED CYL.LUB.OIL LOW FLOW FAIL FAIL FAIL FAIL FAIL FAIL FAIL
AIR SPRING AIR PRESS. 6.37 Bar

AIR SPRING OIL LEAKAGE LAH
CAC CW COOL.1 INL. 38.6 °C CAC CW COOL.1 OUTL. 41.7 °C

SERVO OIL PUMP INL.
CAC CW COOL.2 INL. 38.6 °C CAC CW COOL.2 OUTL. 42.2 °C 3.74 Bar
NO.1 T/C NO.2 T/C
CW COOL.INL.PRESS. 2.34 Bar CW COOL.INL.TEMP. 37.9 °C
BEAR.OIL PRESS 1.20 Bar 1.11 Bar
BEAR.OIL INLET TEMP. 42.3 °C 42.2 °C SERVO OIL PUMP
BEAR.OIL OUTLET TEMP. 52.6 °C 52.6 °C FILTER FAIL
AFT EXH.GAS TEMP 373.7 °C 364.6 °C SERV.O.LEAKAGE
FWD EXH.GAS TEMP. 444.0 °C 446.4 °C
S/T FWD SEAL TK LAL CONTROL AIR 6.44 Bar

S/T LO. TK LEV ALR CONTROL AIR STBY 6.45 Bar
S/T LO SUMP. TK LAL CONTROL AIR INLET 6.47 Bar INLET PRESS INLET TEMP.
S/T LO. GRAVITY TK LAL CHARGE AIR 0.75 Bar Bar °C
START AIR 29.9 AUX. BLOWER 1 FAIL

AUX. BLOWER 2 FAIL
MAIN BEAR.& PIST.LO. 3.8 44.1
S/T AFT BEAR NO.1 TEMP 33.5 °C
FUEL OIL 9.5 136.5
S/T AFT BEAR NO.2 TEMP 34.3 °C
S/T AFT BEAR NO.3 TEMP 32.8 °C CYL. COOL.W. 76.6
OILMIST FAIL
FWD S/T AFT BEAR TEMP 33.7 °C CROSSHEAD BEAR.LO. 11.3 44.9 DETECTOR
ME J.C.W. 4.7 HIGH
39.2 °C QAH
ASTERN THRUST AHEAD THRUST

BEAR.O. 49.9 °C BEAR.O. 49.7 °C FO LEAKAGE
ME POWER 13.92 kW
TORQUE 2.10 Nm
ME LUB.OIL SUMP TK LAL
WARTSILA SULZER 7RT Flex SIT-0
3.1.2 Screen Displays • Return to normal detection with deadband to avoid alarm System Information Display - Activate Logs: Printouts are activated from
fluctuations this menu.
Alarm and Monitoring Displays • Adjustable filter factors to filter fluctuations in the incoming
signals
Log Functions
There are several display pages for presenting the alarms and monitored • Time delay of alarm triggering and return to normal messages
values. The following log functions are available on the operator control panel:
The alarm pages comprise: Alarm Detection for On/Off (Two State) Signals
Selected Points Log - This function will print the information configured in a
• Alarm group display page activated from the GROUP ALARM The following functions are included: selected points configuration.
pushbutton
• High process alarms (open or closed)
• Alarm summary page, containing a list of all active alarms
• Return to normal detection Auto Log - This function will print all tags configured as an auto log. The tag
• Alarm history page, containing a consecutive list of time- details function shows whether a tag is configured for inclusion in the auto log
stamped alarms • Time delay of alarm triggering and return to normal messages printout. It will print the tags according to a user configurable timetable.
The monitoring pages comprise:

Alarm Detection for On/Off Signals with Line Check
• Group display which contains a list of all measuring points Inhibit Points Log - This function will print all inhibit points (alarm blocking
within an alarm group The following functions are included: signals).
• Selected point display and log • High process alarms (open or closed)
• Tag details giving detailed information about each measuring • Line broken alarm Group Log - This function will print a selected group.
point in the system.
• Line short alarm
• Return to normal detection Complete Log - The complete log will print all measuring points in the
Alarm Group system.
• Time delay of alarm triggering and return to normal messages
All alarms and monitored values are assigned to an alarm group.
Alarm Summary Log - The alarm summary log prints all currently active
Alarm Indication alarms.
Each alarm may only be in one alarm group.
Any alarms detected by the system will be indicated in the lower right corner
Each alarm group is accessed by pressing one dedicated pushbutton at the of the VDU. The alarm tag, description and state will be displayed.
operator control panel. Selected Points Configuration - To inspect tags from different groups
simultaneously, use selected points configuration. (Configure a text display
The following states are used by the system. with items from different groups.) A maximum of five different displays (logs)
A flashing (unacknowledged) or steady (acknowledged) light in the pushbutton
will indicate active alarms. with 20 measuring points each may be configured. This display is called a
Alarm States log.
To visually distinguish between the alarm states, different colours have been
Alarms
used. The meaning of the different colours is listed below: Selected Points Display - This function will display the tags configured in the
Alarm for Analogue Signals selected points configuration.
The following functions are included: Alarm States Colour Codes
• Instrument failure alarms Normal state: Green Selected Trend Display - This function will display the trend graph configured
• Low-low process alarms with action (shutdown) Alarm state, not acknowledged: Red in the selected trend configuration. There are five trend graphs which may be
State changed from not acknowledged alarm to normal: Red displayed and each graph may display up to eight selected parameters which
• Low process alarms
are defined by the trend configuration.
Alarm state, acknowledged: Yellow
• High process alarms
Alarm state, inhibited: Blue
• High-high process alarms with action (shutdown)
Illustration 3.1.2b Screen Display - Fuel Pump Out Temperature
FUEL PUMP OUT TEMP. DEV MEAN 15.08.07

2 of 2 04:21:27
VALUE 119 134 127 135 129 VALUE

HIGH 150 150 150 150 150 HIGH
DEV -10 6 13 6 DEV
200 200
100 100
0 0
1 2 3 4 MEAN
Selected Trend Configuration - This function will configure the selected tags Screen Displays
for display as curves. A maximum of 5 displays (trends) with up to 8 tags each
are available. A number of mimic diagrams are available as screen displays and these relate to
the operation of the main engine, generator engines and engine room systems.
Each tag’s trend curve and data will have a different colour. Each screen display shows data related to the operation of the requested
system, these are selected by using the required pushbutton. The displays are
Trend configuration is called up from the trend screen by moving the trackball normally used for reference purposes only.
pointer to the CONFIG soft key and pressing the ENTER pushbutton. The time
and grid for the trend graph may also be selected in the same way. The following screen displays are available:
• Main Engine Overview
Selected Bar Graphs Display - This function will display the bar charts • Main Engine Exhaust Gas (2 screens)
configured in the selected bar graph configuration. Five bar charts may be
• Main Engine Fuel Pump Deviation
configured each displaying a number of parameters. The selection is the same
as that for the trend graphs. • Tank Level Gauging System
• Auxiliary Engine and Alternator Overview
Selected Bar Graphs Configuration - This function will display the tag values • DataChief C20 System Overview (3 screens)
as bar graphs. A maximum of 5 displays with up to 6 tags each are available. • AutoChief C20 System Overview
• Alarm Summary
Group Display - This function is for inspecting one or several channels in a • Alarm History
group. Values and alarm limits are displayed.
Group/Alarm - This function enables toggling the display between the group
display (all channels in the group as in the figure above) and the channels,
which are currently in alarm status within this group.
Special Functions
Deviation Parameter Configuration
This function enables the setting of a low limit for alarm blocking.
For example when a cylinder temperature is below the low limit there will be
no deviation alarms. The high mean temperature and deviation both low and
high, may be set.
Profile correction is a function for correcting each cylinder temperature. As

long as the average temperature is used as reference for the deviations, it
is necessary to correct each cylinder to obtain the same temperature in all
cylinders. This correction is done during full speed on the engine and all
temperatures are stable. The correction is normally carried out automatically,
with the computer calculating the value, or it may be done manually.
Illustration 3.1.3a Screen Display - Alarm History
Alarm History 15.08.07

04:21:27
Date & Time Tagname Tag description Fune Fune Eng.unit Alarm
15-08-07 03:40:14.258 SAFETY SHD Engine tripped XA 0.0 HIGH ALM
15-08-07 03:40:14.258 EMCY STOPECR EMERGENCY STOP ENGINE CTRL ROOM XA STOP STOP ALM
15-08-07 03:40:14.258 SAFETY SHD L Engine tripped XA 0.2 HIGH ALM
15-08-07 03:33.06.098 M20.6 ME NO.5 CYL. LO. FLOW LOW FAL 2.22 LOW RET
15-08-07 03:33.06.239 M20.6 ME NO.5 CYL. LO. FLOW LOW FAL 1.80 LOW ALM
15-08-07 03:13.06.731 C1.1 NO.1 AIR COMPR. SYS FAIL XA NORMAL ALARM RET
15-08-07 03:10.38.954 C1.1 NO.1 AIR COMPR. SYS FAIL XA ALARM ALARM ALM
15-08-07 03:10.36.916 C1.1 NO.1 AIR COMPR. SYS FAIL XA NORMAL ALARM RET
15-08-07 03:09.58.954 C1.1 NO.1 AIR COMPR. SYS FAIL XA ALARM ALARM ALM
15-08-07 03:08:50.949 C1.1 NO.1 AIR COMPR. SYS FAIL XA NORMAL ALARM RET
15-08-07 03:08:02.119 C1.1 NO.1 AIR COMPR. SYS FAIL XA ALARM ALARM ALM
15-08-07 02:37:40.707 SLD 12 CYLINDER LO NO FLOW SLD NORMAL SLOWDOWN RET
15-08-07 02:37:40.216 M20.3 ME NO.3 CYL. LO FLOW LOW FAL 2.21 LOW RET
15-08-07 02:37:39.807 SLD 12 CYLINDER LO NO FLOW SLD NORMAL SLOWDOWN RET
15-08-07 02:37:39.096 M20.5 ME NO.5 CYL. LO FLOW LOW FAL 2.21 LOW RET
15-08-07 02:37:37.167 M20.3 ME NO.3 CYL. LO FLOW LOW FAL 1.94 LOW ALM
15-08-07 02:37:37.167 M20.5 ME NO.5 CYL. LO FLOW LOW FAL 1.77 LOW ALM
15-08-07 01:27:20.393 O19.2 IGG CTRL. PANEL COMM. ALM XA ALARM ALARM ALM
15-08-07 01:27:19.953 O19.1 IGS CCR CTRL. PANEL COMM. ALM XA ALARM ALARM ALM
15-08-07 01:27:14.467 O19.2 IGG CTRL. PANEL COMM ALM XA NORMAL ALARM RET
15-08-07 01:27:13.947 O19.1 IGS CCR CTRL. PANEL COMM. ALM XA NORMAL ALARM RET
15-08-07 01:06:36.299 O19.2 IGG CTRL. PANEL COMM ALM XA ALARM ALARM ALM
15-08-07 01:06:17.404 O19.2 IGG CTRL. PANEL COMM ALM XA ALARM ALARM ALM
15-08-07 01:01:56.811 T25.1 G/E L.O. MEASURING TK LEV. LOW LAL NORMAL ALARM RET
15-08-07 01:01:26.873 T25.1 G/E L.O. MEASURING TK LEV. LOW LAL ALARM ALARM ALM
15-08-07 00:26:42.369 O17.6 B/T HC ALARM XA ALARM ALARM ALM
3.1.3 Alarms and Trips Extension Alarm Group
The alarm and monitoring points are contained in the following groups and Alarm Group System
their condition may be accessed via the operator station. Some alarms, such as No.1 Main engine shutdown
SITUATION ABNORMAL, give a general warning and require the operator to No.2 Main engine slowdown
check the local panel for precise information. The operator may access alarms No.3 Engine alarm
in a specific group by calling up the alarm list for that group. No.4 Fire
No.5 Main engine control system failure
Main Alarm Group List No.6 Auxiliary machinery
No. Name Area Covered
1 ME AUTO SHD Main engine shutdown system Repose (Inhibit) Group
2 ME AUTO SLD Main engine slowdown system The repose group signals prevent the issuing of a specific equipment alarm
3 ME ABNORM Main engine general systems because an item of equipment is not operating, eg, when a generator engine is
4 GEN. SET Diesel generator system stopped its alarms are inhibited.
5 FUEL UNIT Fuel oil system
6 AUX. BOIL & EXH. Boilers, steam and feed water systems Alarm Group System
GAS BOIL IH002 Main engine stopped
7 AIR COMPR & AIR Air compressors and compressed air IH003 Main engine MDO use
RESERVOIR systems IH004 No.1 generator engine stop
8 PURIFIER Fuel and lubricating oil separators and IH005 No.2 generator engine stop
systems IH006 No.3 generator engine stop
9 TANKS Fuel oil, fresh water, header and IH008 Auxiliary boiler stop
service tank monitoring IH009 Auxiliary boiler MDO oil use
10 PUMPS Pump pressure and shutdown IH010 Refrigerating chamber defrosting
monitoring
11 OTHERS
12 CCC
13 RCS CRITICAL FAIL Main engine remote control system
critical failure
14 SAFETY SYSTEM Main engine safety system
FAIL
15 RCS NON CTL FAIL Main engine remote control system
non-critical failure
25 INHIBIT POINTS Inhibit system
28 SYSTEM FAILURE AutoChief-C20 system
Illustration 3.1.4a Screen Display - Trending
SELECTED TREND DISPLAY 19.08.07

01:51:09
1 2 3 4 5 6 7 8
<>
Menu < >
><
17:00 17:30 18:00 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21 22 23 00 01
CLU 3 FEEDB CLU SIGN CHK ME RPM CLU 3 CX7036C M12.1

65.4 % 6.6 53.2 rpm 58.8 58.9 11.26 bar
18.08.07 17.50.27 (Ship Time) 18.08.07 17.50.27 (UTC)

15 110 120 80 100 100
14.5 95
75
100 110
90 90
14
70
85
13.5 100
90 80
65
80
13
90 60 75
80
12.5 70
70
80 55
12
70 65
60
50
11.5
70 60
60 45
11 55
50
60
10.5 40 50
50
40 45
10 50 35
40 40
9.5
30
40 30
35
9
30 25
30
8.5 30 20
20 25
8 20
20 20
15 10
7.5
15
10 10
7 10
0 10
6.5 5
0 5
0
6 80 -10 0
18:50:25 18:50:30 18:50:35 18:50:40 18:50:45 18:50:50 18:50:55 18:51:00
3.1.4 Trending and bar graphs To Make a Bar Graph Select Bar Graph Display
Displays of the history of selected processes are available for the previous 120 Action Result Action Result
hours. Up to five trend logs may be displayed and each trend log can contain up Press the selectED BARGR The prompt SELECT LOG NO: is displayed Press the selectED The prompt SELECT LOG NO: is
to eight tags or parameters. The parameters for each trend log may be defined display pushbutton. in the lower left of the screen. BARGR display displayed in the lower left of the screen.
by the operator. Press a number 1-5 then press The text ADD, DELETE and EXIT will be pushbutton.
ENTER. displayed at the top of the screen. Press a number 1-5 then press The bar graph will then be displayed.
Bar graphs may be configured to display values of up to six parameters and five The number should not have ENTER.
bar graphs can be defined. been previously used to make
a bar graph display.
Tag Details Display
Use the left and right arrow The text SELECT GROUP will appear
Procedure for the Operation of the Trend and Bar Graph If details of a tag are required they may be called up on the graphic display
keys to highlight ADD and at the bottom left of the colour graphics
Functions then press ENTER. display. using the following procedure. When tag details are displayed certain
parameters may be changed but they are password protected and may only be
Press the alarm group The tags in that alarm group will be
To Make a Trend Display changed by approved personnel.
pushbutton for the alarm group displayed at the right of the colour graphic
from which the parameter tags display.
Action Result Action Result
are to be selected or enter the
Press the selectED The prompt SELECT LOG NO: is alarm group number and then Press the GROUP DISPLAY The group is displayed with the tag at the
trend display displayed in the lower left of the screen. press ENTER. pushbutton. top highlighted.
pushbutton. Use the arrow keys to scroll The TAG display is shown. From this
Use the arrow keys to highlight The selected tags are displayed at the left of
Press a number 1-5 then press The text ADD, DELETE and EXIT will be a tag which are to be used the colour graphic display. through the list and highlight function display alarm limits, delays, etc,
ENTER. displayed at the top of the screen. for the bar graph display then Tags may be selected from different alarm the desire tag. may be changed.
The number should not have press ENTER. groups for display on the same trend log. Press the tag details
been previously used to make Repeat the procedure until If a tag is to be removed from a list it is to be pushbutton.
a trend display. all tags (maximum of 8) have highlighted using the arrow keys followed
Use the left and right arrow The text SELECT GROUP will appear been selected. by pressing DELETE then ENTER.
keys to highlight ADD and at the bottom left of the colour graphics When the bar graph log list is The bar graph display of the selected tags
then press ENTER. display. complete use the arrow keys to will be shown on the screen.
Press the alarm group The tags in that alarm group will be highlight EXIT and then press
pushbutton for the alarm displayed at the right of the colour graphic ENTER.
group from which the display. To make another bar graph log repeat the procedure above.
parameter tags are to be
selected or enter the alarm
group number and then press Select Trend Display
ENTER. Action Result
Use the arrow keys to The selected tags are displayed at the left Press the selectED The prompt SELECT LOG NO: is
highlight a tag which are to be of the colour graphic display. trend display displayed in the lower left of the screen.
used for the trend display then Tags may be selected from different alarm pushbutton.
press ENTER. groups for display on the same trend log.
Press a number 1-5 then press The trend curves will then be displayed.
Repeat the procedure until If a tag is to be removed from a list it is
ENTER. The default sampling interval is 80
all tags (maximum of 8) have to be highlighted using the arrow keys
seconds.
been selected. followed by pressing DELETE then
ENTER. To change the time span of The new time span will be shown in the
the trend display select the time span area.
When the trend log list is The trend display of the selected tags will
current time display screen The time span of a trend display may be
complete use the arrow keys be shown on the screen.
area and use the UP and varied between 6 minutes and 120 hours.
to highlight EXIT and then
DOWN arrow keys to change
press ENTER.
the time span value.
To make another trend log repeat the procedure above.
3.1.5 UnManned to Manned Handover
The following procedures are followed when changing over to manned

operation.
Due to Alarm Initiation

a) When summoned by the extension alarm system, the duty
engineer proceeds to the ECR.
b) The bridge is informed of manned condition and the alarm

cause.
c) The watch-keeping control is switched to the ECR.
d) The alarm condition is rectified and if necessary assistance is

called for.
Normal Handover
a) The duty engineer proceeds to the ECR.
b) The bridge is informed of manned condition.
c) The watch-keeping control is switched to the ECR.
d) The data logger printouts generated during the UMS period are
examined.
e) The off-duty engineer hands over to the oncoming duty

engineer, discussing any irregularities. Ideally the handover
should be carried out in the presence of the other engineers to
provide them with continuous plant operation knowledge.
f) The senior engineer is informed of any plant defects. It will then

be decided if they should be included in the present day’s work
list.
g) The senior engineer delegates the work list and discusses

relevant safety practices.
h) 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.
i) The duty engineer may then proceed with his normal tour of
inspection.
Illustration 3.2.1a Engine Control Room Arrangement
Key
1 - Main Switchboard
11 11
2 - Control Console
12 13
3 - Speaker
4 - Fire Detector Head

5 - Computer Desk 1
6 - LAN Computer
7 - Printer/Copier
8 - Printer
9 - Main Engine Flexview Computer 14

3 4 3 4
10 - Bench x 3
11 - Bookcase 15
12 - Life Jackets x 2
16 10 19
13 - Survival Suits x 2
14 - Eyewash Station
No.2 2
6 9
15 - First Aid Kit 5 5
10
16 - Air Conditioning Unit x 2
7
8
17 - Fire Extinguisher, 5kg CO2 x 2 16
31
18 - Fire Alarm Call Point x 2 30 33
10
No.1
19 - White Board x 2 22 24 25 27 28 32
19 20 21 23
20 - Portable Radio Battery Charger 17 17 26 29
18 18
21
21 - Keyboard
22 - Alarm Light Column
23 - Notice Board
24 - ICCP Monitor Panel
Down Up
25 - Water Mist Remote Release
Panel Elevator
To Engine Room
26 - EEBD (Emergency Escape
Breathing Device)
27 - Sea Suction Valve Control Up

Panel
28 - Main Engine Oil Mist Detector

Panel
29 - Overboard Discharge Valve

Control Panel
30 - Tea and Coffee Makers
31 - Refrigerator To Engine Room

32 - Filing Cabinets
33 - Inclinometer
3,2 Engine Control Room Console and Panels
3.2.1 Engine control room
The engine control room is situated on the port side of the upper platform (2nd
deck) of the engine room, where all the necessary equipment and controls
are located to permit the centralised supervision of machinery operations.
Automatic and remote control systems are provided to allow the machinery
spaces to run unattended at sea and in port during cargo operations.
It contains the following:

• Main engine control and operating console
(See Section 3.2.2 for more detail)
• Main switchboard 440V and 220V
(See Section 2.13.2 for more detail)
• LAN computer workstation
• Main engine Flexview computer workstation
• Main engine oil mist detector alarm panel
• Inert gas generator alarm repeater panel
• Instruction books cabinet and shelves
• Air conditioning units x 2
• Internal communications equipment
• Potable hand-held radios and chargers
• Cathodic protection (ICCP) monitor panel
• Sea suction valve control panel
• Overboard discharge valve control panel
• Machinery space water mist release panel
• Fire detector heads x 2
• Fire alarm call point x 2
• 5kg CO2 fire extinguisher x 2
• First aid equipment
• Safety plan posters
• Notice board
• White boards x 2
• A single EEBD
• Life jackets x 2
• Survival suits x 2
• Refrigerator, tea and coffee making equipment
Illustration 3.2.2a Engine Control Room Console
2 3 4 5 28 29 30 31
9 11 13 15 16
18 20 IGG ENGINE ROOM PANEL 5
ERGENC
12 PORT RUDDER STRB
11 1
IG OR AIR COMMON FAULT M
Y
E
TO DECK
40 40
10 2
32
OXYGEN POWER FAILURE
CONTENT HIGH 30 30
9 3
DECK MAINLINE INSTRUMENT AIR
PRESSURE LOW-LOW PRESSURE LOW
20 20
8 4 STOP 10 10 BT
WT
Long
z
Trip
Total Reset
Trip
Res Dir
7 5
19
6
6 6 10 12 14 ACKNOWLEDGE LAMP TEST
17
% °C
10 100
33 46
5 50
0 0
24
21 22 34 35 36 37
23
CE
38 39 40 41 42 43 44 45
7
55 54
AUTO TELEPHONE NUMBER LIST
1 55
TEL. NO. LOCATION TEL. NO. LOCATION
100 WHEELHOUSE (BCC) 125 SHIPS ASSIST (A)
101 RADIO SPACE 126 SHIPS ASSIST (B) Type engine SULZER 7RT-flex84T-D Maximum Power 40005BHP (25400kW)
FIRE
102 SHIP’S CONTROL CENTRE 127 SHIPS ASSIST (C)
103 ENGINE CONTROL ROOM (1) 128 SHIPS ASSIST (D) Manoeuvring engine order (harbour speed) Engine speed
104 CAPTAIN 129 SHIPS ASSIST (E)
105 CHIEF ENGINEER 130 SHIPS ASSIST (F) Full ahead 53 RPM
106 CHIEF OFFICER 131 SHIPS ASSIST (G)
107 1st OFFICER 132 CONFERENCE ROOM
AUTO TELEPHONE NUMBER LIST Half ahead 33 RPM
50
108 2nd OFFICER 133 OFF’S SMOKING ROOM
109 1st ENGINEER 134 CREWS DAY ROOM TEL. NO. LOCATION TEL. NO. LOCATION
48
Slow ahead 29 RPM
110 2nd ENGINEER 135 DINING SALLOON 100 125 SHIPS ASSIST (A)
WHEELHOUSE (BCC)
111 CHIEF STEWARD 136 DUTY MESS 101 RADIO SPACE 126 SHIPS ASSIST (B)
112 SPARE OFF (A) 137 Dead slow ahead 24 RPM
25
GALLEY 102 SHIP’S CONTROL CENTRE 127 SHIPS ASSIST (C)
113 SPARE OFF (B) 138 GYMNASIUM 103 ENGINE CONTROL ROOM (1) 128 SHIPS ASSIST (D)
114 SPARE OFF (C) 139 INFIRMARY 104 129
Dead slow astern 24 RPM
CAPTAIN SHIPS ASSIST (E)
115 SPARE OFF (D) 140 SUEZ CREW 105 CHIEF ENGINEER 130 SHIPS ASSIST (F)
116 SPARE OFF (E) 141 ELEVATOR 106 CHIEF OFFICER 131 SHIPS ASSIST (G)
Slow astern 29 RPM
117 SPARE OFF (F) 142 ELEVATOR MACHINERY ROOM 107 1st OFFICER 132 CONFERENCE ROOM
118 PILOT 143 Half astern 33 RPM
WORKSHOP & ECR (2) & M/E SIDE 108 2nd OFFICER 133 OFF’S SMOKING ROOM
Fault More Events
52
119 SPARE (A) 144 BOILER CONTROL PANEL 109 1st ENGINEER 134 CREWS DAY ROOM
120 SPARE (B) 145 CARGO TURBINE SIDE 110 2nd ENGINEER 135 DINING SALLOON Full astern 53 RPM Mute Panel
121 SPARE (C) 146 INERT GAS ROOM 111 CHIEF STEWARD 136 DUTY MESS
Function Disabled
122 SPARE (D) 147 STEERING GEAR ROOM 112 SPARE OFF (A) 137 GALLEY Maximum revolution of Main engine is 77 RPM
123 SPARE (E) 148 Function Delayed
53
BOSUN STORE 113 SPARE OFF (B) 138
124 SPARE (F) 114 SPARE OFF (C) 139
GYMNASIUM
INFIRMARY MAIN ENGINE BARRED FOR CONTINUOUS RUNNING BETWEEN 34-42 RPM
Silence Alarms
Paging
46
Intrusion
Extension R*
Call Back
R 56
Call Diversion 541 Extension
Cancel 59
Iridium telephone
8802
115 SPARE OFF (D) 140 SUEZ CREW ENGINE SHOULD BE OPERATED BELOW 51 RPM IN CASE Fire Brigade Signalled
116 SPARE OFF (E) 141 ELEVATOR
WAKE-UP CALL: 341 HHMM R 117 SPARE OFF (F) 142 ELEVATOR MACHINERY ROOM OF ONE CYLINDER MISFIRING
CANCEL WAKE-UP CALL: 342 R 118 PILOT 143 WORKSHOP & ECR (2) & M/E SIDE
Power Reset System
GROUP CALL 119 SPARE (A) 144 BOILER CONTROL PANEL
W/H, Radio Space, ECR, M/E SIDE, 120 SPARE (B) 145 CARGO TURBINE SIDE
620 621
Shi’s Contro, Center WORKSHOP, S.G.Room 121 SPARE (C) 146 INERT GAS ROOM
122 SPARE (D) 147 STEERING GEAR ROOM
SPARE (E)
53
123 148 BOSUN STORE
124 SPARE (F)
Paging Intrusion Call Back Call Diversion 541 Extension Iridium telephone
46 Extension R* R 56 Cancel 59 8802
WAKE-UP CALL: 341 HHMM R
26
CANCEL WAKE-UP CALL: 342 R
GROUP CALL
W/H, Radio Space, ECR, M/E SIDE,
620 621
Shi’s Contro, Center WORKSHOP, S.G.Room
8 27
7 47
49
51
Key
1 - Alarm Log Printer 13 - Main Engine Crosshead Oil Inlet Pressure 25 - Talk-back 37 - Ballast Pump No.1 RPM Indicator 49 - Boiler Operation Control Keyboard
2 - AC220V Main Supply Indicator 14 - Main Engine Cylinder Cooling Water Inlet Press. 26 - Sound Powered Telephone 38 - Auxiliary Boiler Emergency Stop 50 - Fire Alarm Repeater Panel
3 - AC220V Emergency Supply Indicator 15 - Main Engine Fuel Oil Inlet Pressure 27 - Main Engine Manoeuvring Station 39 - Exhaust Boiler Emergency Stop 51 - Air Compressor Remote Control Panel,
4 - DC24V Supply Indicator 16 - Main Engine Scavenge Air Pressure 28 - Slave Clock 40 - COP No.1 Running Lamp Running Lamps and Load (AMPS) Indicators
5 - Lamp Test Button 17 - Main Engine RPM Indicator 29 - IGG Alarm and Indication Panel 41 - COP No.2 Running Lamp 52 - Engineers Call Pushbutton
6 - Kongsberg Control/Alarm System Monitors 18 - No.1 Turbocharger RPM Indicator 30 - Rudder Angle Indicator 42 - COP No.3 Running Lamp 53 - Buzzer
7 - Automatic Telephone 19 - No.2 Turbocharger RPM Indicator 31 - Speed Log 43 - Ballast Pump No.1 Running Lamp 54 - Manoeuvring RPM Notice
8 - Kongsberg Operator Control Panels 20 - Main Engine Starting Air Pressure 32 - Steering Gear Running Indicator Lamps 44 - Ballast Pump No.2 Running Lamp 55 - Telephone Directory
9 - Main Engine Jacket Water Pressure 21 - Fire Alarm Call Button 33 - Clock Adjust Switch 45 - Stripping Pump Running Lamp
10 - Main Engine Spring Air Pressue 22 - Fuel Oil Viscosity Control Unit 34 - COP No.1 RPM Indicator 46 - Boiler Operation Control Monitor
11 - Main Engine Lubricating Oil Inlet Pressure 23 - Main Engine Power Meter 35 - COP No.2 RPM Indicator 47 - Separator Control Panel
12 - Main Engine Control Oil Pressure 24 - Local Manoeuvring Panel 36 - COP No.3 RPM Indicator 48 - Boiler Pressure, Temperature and
Level Indicators
3.2.2 Engine control console The main switchboard contains:
• Three generator sections
The main engine control and operating console contains:
• The synchronising section
• Two Kongsberg monitor screens with keyboards
• Two 440V feeder sections
• Power supply available/operational indicator lamps
• Two group starter sections
• Steering gear running indicator lamps
• One 220V feeder section
• Main engine telegraph lever (bridge control)
• Main engine emergency stop pushbutton
• Main engine/turbocharger RPM meters
• Turning gear engaged/disengaged indicator lamps
• Automatic telephone, sound powered telephone and talk-back
telephones with number/station lists
• Rudder angle indicator
• Fire alarm repeater panel
• Temperature and pressure gauges for the main engine air,
lubricating oil and fuel oil systems
• Main engine rpm/hours counters
• Main engine torsion meter
• Fuel oil viscosity indication
• Stop horn/klaxon pushbuttons
• Remote control failure alarm
• Cargo pump and ballast pump running indicator lamps
• Lamp test pushbutton
• Start air compressor lead/lag selector switch
• MDO/HFO in use indicator lights
• FO unit remote control panel
• Engine room clock and adjustment
• Auxiliary boiler monitoring and control panel
• Auxiliary and exhaust gas boiler emergency stop pushbuttons
• Ship speed log repeater panel
• Alarm printer
3.3 Communications If the signal reduces during communication, rotate the generator another 10
turns.
3.3.1 sound powered telephone system
Receiving a Call
Manufacturer: Gitiesse S.r.l., Genova, Italy a) When the telephone bell rings and the lamp illuminates, lift the
Type IMCOS 9019/3 telephone handset. Proceed with communications.
b) On completion of communications replace the handset.

Introduction
When using the headset the handset must be removed from the cradle for
The sound powered telephone system is installed on board to fulfil the demands communication to be carried out.
of emergency communication between vital positions on the vessel during
times of power failure or failure of the primary telecommunication system.
The system has units at the following positions:

• Wheelhouse
• ECR console
• Chief Engineer’s office
• Captain’s office
• Steering gear room
• Main engine side
Headsets with a noise cancelling microphone may be connected to the phones

at the following locations:
• Steering gear room
• Main engine side
Operating Procedure
Calling
a) Use the selection switch to select the required extension and lift
the handset.
b) Rotate the hand generator handle approximately 10 turns, the

calling signal is transmitted to the called party.
c) When the called party lifts their handset proceed with

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

cradle.
3.3.2 intrinsically safe sound powered Receiving a Call
telephone system a) When the telephone bell rings and the lamp lights, lift the
telephone handset. Proceed with communications.
Manufacturer: Thales Communications, Addlestone, UK
Type: SPT 9110A b) On completion of communications replace the handset.
Note: Do not rotate the generator in a hazardous area if the telephone

Introduction indicator light is on.
The intrinsically safe sound powered telephone system is installed on board When using the headset, the handset must be removed from the cradle for
to fulfil the demands of communication between positions associated with the communication to be carried out.
operation of the cargo pumps, turbine and systems.
The system has units at the following positions:

• Ship’s Control Centre (SCC)
• Cargo pump room entrance
• Cargo pump room bottom level
• Engine room turbine side
Headsets with a noise cancelling microphone may be connected to the phones

at the following locations:
• Cargo pump room bottom level
• Engine room turbine side
Operating Procedure
Calling
a) Use the selection switch to select the required extension and lift
the handset.
b) Rotate the hand generator handle approximately 10 turns, the

calling signal is transmitted to the called party.
c) When the called party lifts their handset, proceed with

communications.
Note: If the signal reduces during communication, rotate the generator

another 10 turns.
d) On completion of communications, replace the handset in the

cradle and turn the selection switch to off.
AUTO TELEPHONE NUMBER LIST

TEL. NO. LOCATION TEL. NO. LOCATION
100 WHEELHOUSE (BCC) 125 SHIPS ASSIST (A)
101 RADIO SPACE 126 SHIPS ASSIST (B)
102 SHIP’S CONTROL CENTRE 127 SHIPS ASSIST (C)
103 ENGINE CONTROL ROOM (1) 128 SHIPS ASSIST (D)
104 CAPTAIN 129 SHIPS ASSIST (E)
105 CHIEF ENGINEER 130 SHIPS ASSIST (F)
106 CHIEF OFFICER 131 SHIPS ASSIST (G)
107 1st OFFICER 132 CONFERENCE ROOM
108 2nd OFFICER 133 OFF’S SMOKING ROOM
109 1st ENGINEER 134 CREWS DAY ROOM
110 2nd ENGINEER 135 DINING SALLOON
111 CHIEF STEWARD 136 DUTY MESS
112 SPARE OFF (A) 137 GALLEY
113 SPARE OFF (B) 138 GYMNASIUM
114 SPARE OFF (C) 139 INFIRMARY
115 SPARE OFF (D) 140 SUEZ CREW
116 SPARE OFF (E) 141 ELEVATOR
117 SPARE OFF (F) 142 ELEVATOR MACHINERY ROOM
118 PILOT 143 WORKSHOP & ECR (2) & M/E SIDE
119 SPARE (A) 144 BOILER CONTROL PANEL
120 SPARE (B) 145 CARGO TURBINE SIDE
121 SPARE (C) 146 INERT GAS ROOM
122 SPARE (D) 147 STEERING GEAR ROOM
123 SPARE (E) 148 BOSUN STORE
124 SPARE (F)
Paging Intrusion Call Back Call Diversion 541 Extension Iridium telephone
46 Extension R* R 56 Cancel 59 8802
WAKE-UP CALL: 341 HHMM R
CANCEL WAKE-UP CALL: 342 R
GROUP CALL
W/H, Radio Space, ECR, M/E SIDE,
620 621
Ship’s Control Center WORKSHOP, S.G.Room
3.3.3 Automatic Telephone System Operation Alarm Call
Normal Calls a) Lift the handset.
Manufacturer: Gitiesse S.r.l., Genova, Italy
Type: IMCOS a) Lift the telephone handset.
b) Dial the code 341.
b) Dial the required extension number.
c) Dial the hours and minutes (in 24 hour format) of the time
Introduction required for the ‘wake up’ call.
c) Replace the handset after completion of communication.
The Dial Telephone System is an automatic dial type system with a capacity of d) Dial R or FLASH to confirm.
64 lines. The programmable electronic type telephone exchange is capable of PA Access
handling all telephones and shore telephone lines. e) Replace the handset.
a) Lift the handset.
Programmable features are: To cancel an alarm call:
b) Dial the PA access number 46.
• Priority access
c) Replace the handset after making the announcement. a) Lift the handset.
• Public address access
• Group pick-up (conference) b) Dial the cancel code 342.
External Calls
• Call forwarding
c) Dial R or FLASH to confirm.
Note: This facility is restricted to authorised telephones only.
Power for the system is supplied from the wheelhouse navigation power
distribution board. The main PBX cabinet is located aft in the wheelhouse, in d) Replace the handset.
IMCOS cabinet No.2.
b) Dial the external line prefix: Conference Call
Telephones in machinery rooms are connected to a light signal column
• 801 - selects the first free trunk line a) Lift the handset.
in addition to normal acoustic signal. Machinery room telephones are on
individual lines and configured for group pick-up. Telephones in noisy areas, • 8801 to 8804 - selects trunk lines 1 to 4
b) Dial the first extension and wait for an answer.
including the machinery rooms, steering gear rooms, and emergency generator
room, are fitted with headsets. c) Dial the extension.
c) Press and release FLASH an intercom dial tone is received and
the existing call is placed on exclusive hold. The recall timer is
Four trunk lines are available for external connections such as shore connections d) Replace the handset after making the call.
activated.
or Inmarsat.
Intrusion d) Dial the second number and announce ‘conference’.
The automatic dial telephone system is connected to the public address system
and selected telephones may be used to make announcements through the If a called line is busy, an intrusion may be made by pressing R or FLASH
depending on the type of extension. e) Press and release FLASH to connect to the first extension.
PA system The dial telephone access to the PA system is secondary to the
access from the control panel in the wheelhouse, and may be overridden from
f) Press and release FLASH within 2 seconds to establish the
the control panel. A three digit access code selects the areas in which the Re-route Calls conference.
announcement will be made.
g) Replace the handset.
The dial telephone system is connected to the Inmarsat-F equipment, and is
configured such that selected dial telephones may make Inmarsat calls. b) Dial the call forward code 541.
Programming
c) Dial the number required to receive the calls.
This facility is available to authorised service personnel for programming of
d) Replace the handset. the exchange PLC. A programming telephone inside the cabinet is available
for this service.
e) To cancel dial 59 and replace the handset
3.3.4 public address system Microphone Panel Speakers
Three control panels are available, one on the bridge console, one in the SCC Different speakers are used around the ship dependent on location. The
Manufacturer: Gitiesse S.r.l., Genova, Italy and a duplicate on the front of the PA rack. The panels contain an LED test majority of the cabin speakers have a volume control facility. The speakers are
Type: 1112/D50 button for confirming LED operation. connected as two independent and redundant loops, each one from a different
amplifier as a safety feature.
The unit has a dynamic hand microphone with an integrated pressel switch.
Introduction Pushbuttons are used for zone selection and an ALL AREAS button. After In hazardous areas explosion proof speakers are fitted. These areas include the
selecting an area to make a broadcast to, the operator uses the microphone to pump room.
The Public Address (PA) system has been produced for the marine industry. make an announcement.
The main amplifier rack and a radio/CD unit is situated in two cabinets in the Many speakers are ceiling mounted. Some of these are bi-directional and some
wheelhouse aft. The system allows for the broadcast of emergency as well as flush mounted. Outdoor speakers are of a watertight design.
Emergency Alarm Panel
general announcements, and has inputs from the fire alarm repeater panel and
automatic telephone exchange, and an output to the ship’s whistle system. The The alarm panel situated in the wheelhouse and fire station allows the operator
Operation
system is supplied with 220V AC and in the event of a power failure will be to make a priority emergency broadcast. The panel contains 4 pushbuttons
powered by 24V DC from a dedicated battery supply. (general alarm, fire alarm, manual alarm and an emergency call button). A
Before making an announcement check that the system is not already in use.
hand-held microphone with a press-to-talk switch is plugged into the front of
A monitor panel is positioned on the front of the cabinet with red and green the panel. A dimmer control is also fitted on the wheelhouse panel.
a) Press the speaker selection buttons on one control panel to select
LEDs to indicate the status of the equipment.
the broadcast areas.
The general alarm signal is in accordance with IMO-SOLAS rules, 7 short and
1 long blast may be interfaced with the ship’s whistle in order to have duplicate
Main System timing. Pressing the RESET button cancels a general alarm signal request.
b) Press the switch on the microphone and proceed with the
announcement.
The main amplifier rack comprises the following: The PA Priority levels are as follows:
c) When the announcement is complete release the microphone
• 8 x power amplifiers 1 Emergency announcements switch and deselect the speaker selection buttons.
• Amplifier monitor panel 2 General alarm
• Alarm generator module 3 Fire alarm
• PABX interface 4 Fire alarm crew only (passenger vessels)
A radio/CD entertainment rack is situated in the cabinet No.2. 5 General PA announcements and routine messages
6 Automatic pre-recorded messages/announcements
In addition to the above there are two remote control panels, one on the central
bridge console and one in the ship’s control room. Two general emergency 7 Background music
pushbuttons are situated in the following locations:
• Wheelhouse control console Monitor Speaker Unit
• Fire control station Two in-built speakers are fitted in the panel, one for monitoring the PA output
and another adjacent to the radio/disc player for monitoring entertainment
output.
Power Amplifier
Six of these units are situated in the main rack (No.1) and provide amplification This panel allows the operator to monitor an output signal, such as music, from
for different groups of speakers. Each unit has its own individual power the entertainment equipment rack. A monitor volume control knob is situated
switch. next to the speaker.
Radio/Cassette and Radio/CD Units Paging

These units allow the operator to play pre-recorded CDs or live radio over the Announcements may be made from designated automatic phones around the
PA system for entertainment purposes. ship.
SECTION 4: EMERGENCY SYSTEMS
4.1 Engine Room Fire Hydrant System

4.2 Fresh Water Mist Fire Extinguishing System
4.3 Quick-Closing Valves, Fire Damper System and Emergency Stops
4.4 CO2 Fire Extinguishing System
4.5 Fire Fighting Equipment
4.6 Deck Foam System
Illustrations
4.1a Fire Hydrant System in Engine Room
4.2a Water Mist Fire Extinguishing System
4.3a Quick-Closing Valve Control System
4.4a CO2 System
4.5a Fire Fighting Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Flat
4.5b Fire Fighting Equipment - Engine Room Floor and Turbine Flat
4.6a Deck Foam System

Illustration 4.1a Fire Hydrant System in Engine Room
No.5 Sea Water Ballast Tank (Port)
BM041V
Slop Tank No.5 Cargo Oil Tank
Engine Room Casing (B Deck) (Port) (Port)
50
BM042V
EWV033
Engine Room Casing (Upper Deck)
50
BM044V
PT No.5 Cargo Oil Tank
2nd Deck (Starboard Aft) (Centre)
50
BM043V 50
2nd Deck (Port Fore) BM046V
50
3rd Deck (Starboard Aft)
BM045V 50 To Accommodation EWV005
and Aft Deck 150
3rd Deck (Port Fore) BM048V To Deck
50
Lower Floor (Starboard Aft) 250 50 50
BM047V 50
Lower Floor (Port Fore)
50 EWV051 EWV032
40 EWV035 No.5 Cargo Oil Tank

To Sewage Holding Tank Ejector Slop Tank
200
BM049V
No.5 Sea Water Ballast Tank (Starboard)
200 From Additional

BM020V
Fire Pump
200 200 200 200 200 200
Pump Room
To Ballast EWV038
System 125
PI PI For EWV039 Oil Cooler For

200 Scrubber
No.2 No.1 WS020V Additional
Cooling
Fire Pump
CP CP For Fresh
Water EWV040
(350/290m3/h x 3.0/11 bar) 100 Deck Foam Room
WS023V Generator
EWV044
250 CP PI
PI To Foam System EWV043 50
EWV053 EWV048 EWV049
BM010V
BM012V BM011V EFV001 EWV002 EWV045
BM BM BM BM 150 Water 22,700A/B
006V 005V 004V 003V Spray
EWV041
EWV001 Key
200 200 200 200 200 200
EWV001 EWV004
EWV047 EWV050 Fire Main
Main Sea
Water Suction Sea Water
300 Crossover Sea
Pipe Chest EWV003 EWV004
Ballast Suction Bilges
200
Additional Fire Pump EWV046
Bilge Suction Instrumentation
200 Direct Bilge Suction
4.1 ENGINE ROOM FIRE HYDRANT SYSTEM Introduction The engine room pumps are both fitted with LOCAL/REMOTE mode selector
switches on the main switchboard group starter panels, which would normally
The above pumps may supply sea water to the following services: be selected for remote operation. Due to the high load requirements of the
Bilge, Fire and Ballast Pump bilge, fire and ballast pumps, there is a control start blocking function on these
• The fire hydrants in the engine room
pumps. When a pump start command is received, the PMS will interrogate
• The fire hydrants on deck the power availability of the main switchboard, if there is insufficient power
No. of sets: 2 to run a pump an additional generator will be started and paralleled onto the
• The fire hydrants serving the accommodation block
Type: Vertical, motor-driven, centrifugal switchboard, thereafter the start block command will be removed. If the PMS
Model: RVP200-2MS • The fire hydrants in the pump room bypass switch is in the ON position then this interlock is overridden and the
Capacity: 350/290m3/h at 3.0/11 bar • Main foam system pump will start on request.
Rating: 150kW at 1,800 rpm • Water to the cargo tank cleaning system The additional/emergency fire pump may be started from:
• Hawse pipe anchor cable washers • Locally in the foam room
Additional/Emergency Fire Pump • Chain lockers, bosun’s store and forward void space bilge • Ship’s control centre in the fire station area
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan eductors
• Bridge electrical panel on the aft bulkhead
No. of sets: 1
In addition, No.1 bilge, fire and ballast pump provides standby services to the
Model: GVP130M following: The engine room fire main comprises two main risers diagonally opposite
Type: Vertical, hydraulic motor-driven, centrifugal each other with two hydrants provided at each principal level of the machinery
• Inert gas scrubber space. The starboard/aft riser continues up into the engine casing while the
Capacity: 75m3/h x 9.0 bar (plus 12m3/h for the hydraulic oil
cooler) • Inert gas generator larger diameter port/forward riser continues into the deck foam and fire control
station room and supplies the deck fire main and deck foam system.
Rating: 34kW at 2,000 rpm • Fresh water generator
Additional/Emergency Fire Pump Hydraulic Unit An isolating valve in the deck foam and fire control station room, EWV001
The bilge, fire and ballast/general service pumps are in normal operations set
allows the isolation of the deck and engine room systems.
up for the fire and foam main service with the discharge and suction valves
Hydraulic Pump
open, except when in use for another duty.
Manufacturer: Uchida Hydraulics Co., Ltd, Ibaraki, Japan WARNING
No. of sets: 1 The pumps in the engine room take suction from the main sea water crossover All valves on the fire main system and associated pumps must be operated
line in the engine room, the suction for the additional fire pump is from the sea on a regular basis to prevent seizure. It should always be possible to
Model: A10VO 100DR/31-PPC12N00M
water chest for the cargo pump units in the pump room. The sea chest fitted operate these valves by hand, the use of wheelkeys is not desirable.
Type: Fixed displacement with a connection for air blowing to clear weed and other debris.
Flow rate: 150 litre/min, delivery pressure 210 bar Adjacent to each hydrant is a hose cabinet containing a fire hose and a jet/spray
Rating: 62kW at 1,750 rpm The additional fire pump supplies water to the fire main only. It is a hydraulically nozzle.
driven self-priming vertical centrifugal pump located on the floor plate area in
Hydraulic Motor the pump room. The hydraulic prime mover is located in the foam room and its
Manufacturer: Uchida Hydraulics Co., Ltd, Ibaraki, Japan electrical supply is taken from the emergency switchboard. Note: The additional/emergency fire pump suction and discharge valves
should be open at all times and the pump ready for use.
No. of sets: 1
The engine room pumps may be started and stopped from the following
Model: A2FM63/61-VBB020
locations: Note: The fire main isolating valves EWV001 and EWV002 in the deck
Type: Fixed displacement foam and fire control station room must be open at all times.
• Locally
Flow rate required: 133 litre/min, effective pressure 180 bar
Rating: 34kW at 2,000 rpm • Main switchboard group starter panel
• Ship’s control centre in the fire station area
• Bridge electrical panel on the aft bulkhead
Illustration 4.1a Fire Hydrant System in Engine Room
BM041V
50
BM042V
EWV033
50
BM044V
50
BM043V 50
50
and Aft Deck 150
50
BM047V 50
50 EWV051 EWV032

200
BM049V
200 From Additional

BM020V
Fire Pump
200 200 200 200 200 200
Pump Room
To Ballast EWV038
System 125

200 Scrubber
Cooling
Fire Pump
CP CP For Fresh
Water EWV040
(350/290m3/h x 3.0/11 bar) 100 Deck Foam Room
WS023V Generator
EWV044
250 CP PI
PI To Foam System EWV043 50
BM010V
BM012V BM011V EFV001 EWV002 EWV045
BM BM BM BM 150 Water 22,700A/B
006V 005V 004V 003V Spray
EWV041
EWV001 Key
200 200 200 200 200 200
EWV001 EWV004
Main Sea
Water Suction Sea Water
300 Crossover Sea
Ballast Suction Bilges
200
Additional Fire Pump EWV046
Preparation for the Operation of the Fire Hydrant System Position Description Valve
No.2 Bilge, Fire and Ballast Pump
a) Set the suction and discharge valves of the bilge, fire and ballast
pumps and the additional fire pump for supplying sea water to Open Low sea suction ship side valve WS002V
the fire main. The description assumes that the sea water suction Open Low sea suction sea chest valve WS004V
main crossover is already connected to the sea through either the Open Sea chest vent valve WS004V
high or the low suction strainer. Closed No.2 bilge, fire and ballast pump bilge main suction BM012V
valve
b) Ensure that all the bilge suction valves for these pumps are
Closed No.2 bilge, fire and ballast pump ballast suction BM003V
positively shut to ensure that no bilge water is discharged into
valve
the fire main.
Open No.2 bilge, fire and ballast pump sea suction valve BM005V
c) All of the intermediate isolating valves along the fire main on Closed Overboard discharge valve BM020V
the upper deck should be open. Closed Fire main drain valve BM049V
Open Discharge to fire main BM016V
d) All fire hydrant outlet valves must be closed. Closed Discharge to ballast system BM018V
Closed Discharge to overboard BM017V
e) Set up the valves as shown in the tables below:
It is assumed that the main sea water crossover line is open on the low sea
chest. Additional Fire Pump
Bilge, Fire and Ballast Pumps Open Sea suction valve EWV003
Position Description Valve Open Discharge valve EWV046
No.1 Bilge, Fire and Ballast Pump Closed Line drain valve EWV046
Open Low sea suction ship side valve WS002V Open Hydraulic oil cooler overboard discharge valve EWV045
Open Hydraulic oil cooler outlet valve EWV044
Open Low sea suction sea chest valve WS004V
Open Hydraulic oil cooler inlet valve EWV046
Open Sea chest vent valve WS004V
Closed No.1 bilge, fire and ballast pump direct bilge BM010V f) Set both engine room pumps to REMOTE operation at the group
suction valve starter panels on the main switchboard. Set all pump heaters to
Closed No.1 bilge, fire and ballast pump bilge main suction BM011V ON. All pumps are now ready for service on the fire main and
valve may be started at the locations described previously.
Closed No.1 bilge, fire and ballast pump ballast suction BM003V
valve
Open No.1 bilge, fire and ballast pump sea suction valve BM004V
Closed Discharge to inert gas system WS020V
Closed Discharge to fresh water generator system WS023V
Closed Overboard discharge valve BM020V
Open Discharge to fire main BM007V
Closed Discharge to ballast system BM015V
Closed Discharge to overboard BM014V
Illustration 4.2a Water Mist Fire Extinguishing System
Local FireFighting FO Separator Main Auxiliary Inert Gas
System Room Engine Boiler No.1 Generator Incinerator
Wheelhouse
Indicator Panel
Local Fire Fighting System

Release Logic Unit
(Located in SCC)
FIRE
Auxiliary No.3 Diesel No.2 Diesel No.1 Diesel
Paint Store Generator Generator Generator
Boiler No.2
Fault More Events

Mute Panel
Function Disabled
Function Delayed Silence Alarms
Fire Brigade Signalled
Power Reset System
Main Fire Detection Panel

in the Fire Control Station To VDR
Drain Line
Local Release Panel in ECR

Water Mist Unit Air Test
Connection Point
Pump Starter Panel
From Fresh Water

Supply from Supply from Generator
Emergency Main Switchboard
Switchboard
XM011V XM013V
Water Mist Pump
Fresh Water Tank 9.25m3/h x 12.4 bar Fresh Water Tank
202.9m3 202.9m3
(Port) To (Starboard)
Fresh Water
Hydrophore System
LAL LAL
LS XM003V XM004V LS
Minimum Capacity EW001V Minimum Capacity
for Water for Water
Mist Unit 18m3 EW002V EW003V Mist Unit 18m3
Key
Fresh Water
Compressed Air
Electrical Signal
4.2 fresh water mist fire Extinguishing The pump starter panel has the following features: The fresh water is taken from the port and starboard fresh water tanks via the
System line which is separate to the supply line to the hydrophore unit. There must
• A main switch
always be sufficient water in the duty fresh water tank for 20 minutes operation
• Ammeter of the water mist unit on the largest protected space which is the main engine.
System manufacturer: York - Novenco Fire Fighting A/S, Denmark
Pump manufacturer: Grundfos • Pump starter switch with AUTO/OFF/LOCAL positions
The water mist system must normally always be set to automatic operation.
Model: CR10-9 • Running indicator lamp
During day-work periods when the engine room is manned, the water mist
No. of sets: 1 • Thermal fault indicator lamp sprinkler pump control panel selector switch for the pump may be set to the
Type: Vertical multi-stage centrifugal • Power on indicator lamp LOCAL position, this will allow the engine room staff to assess a fire situation
Capacity: 9.25m3/h at 12.4 bar before activation of the sprinkler system. When the engine room is in UMS
• Space heater indicator lamp unattended condition, the water mist pump selector switch on the water mist
• Hour counter control panel MUST be set to AUTO.
Introduction
The water mist fire extinguishing system is controlled by a Release Logic Unit The fresh water mist system releases water mist into a compartment
High pressure water forced through atomiser heads will break down into very (RLU) which has its own panel located in the Fire Control Station adjacent to automatically when a fire is detected by at least two fire detection heads which
fine droplets. These droplets have a very effective extinguishing effect on fires, the Ship’s Control Centre (SCC) on A Deck. are active at the same time. It may also be activated by pressing the appropriate
even oil fires. The fine droplets remain suspended in the air and so they do not local compartment pushbutton, these pushbutton units are adjacent to the
disturb the oil surface nor do they settle to form a water layer on which burning The RLU panel contains the following: area protected. There is also a full set of release buttons in the engine control
oil could float. Fine water droplets present a large surface area to the fire and so room.
they exert a cooling effect as the droplets rapidly evaporate. The large droplet • OFF/AUTO switch
concentration and the evaporation have the effect of reducing the local oxygen • Reset Release switch In the event of failure of the remote operating system it is possible to start the
level. The cooling effect and the reduced local oxygen concentration result in pump locally in the steering gear room and operate the appropriate release
• Reset Buzzer pushbutton
the fire being extinguished. valve manually.
• Power On indicator lamp
The fresh water mist fire extinguishing system relies upon the delivery of • Pump Fault indicator lamp There are a total of 39 spray nozzles situated as follows:
high pressure water to nozzle heads located at sites of fire risk. Ten areas
are protected by the water mist system, these are the main engine, three • Pressure in System indicator lamp Protected Space No. of Nozzles
generator engines, two auxiliary boilers, the separator room, the paint store, the • General Alarm OFF/ON switch Main engine 10
incinerator and the inert gas generator. The areas to be protected are provided
• Main Power switch No.1 diesel generator 2
with a number of nozzle heads fitted in branch pipes which are connected to
the main supply line to that compartment. No.2 diesel generator 2
In addition the RLU panel contains a manual release sub-panel which contains No.3 diesel generator 2
The main supply line to the compartment has a solenoid operated isolating manual release pushbuttons for all ten protected spaces. No.1 auxiliary boiler burner unit 2
valve. The solenoid valve is activated by the fire control system when a fire No.2 auxiliary boiler burner unit 2
detector senses a fire in the protected compartment. The main mist pump is The fire detector heads, which control the operation of the water mist system
via its own dedicated fire alarm panel, are in addition to the detector heads Separator room 10
started when one of the protected compartment fire detectors detects a fire and
which relay a fire signal to the ship’s main fire alarm monitoring system. When Paint store 5
the protected space solenoid valve opens when the second fire detector in the
compartment is activated. Each protected space has at least two fire detectors a detector head is activated an alarm is initiated, and the water mist pump is Inert gas generator 2
which are of the heat and smoke type or are flame detectors. started. An additional alarm is issued at the alarm and monitoring display. If a Incinerator 2
second detector in the same protected space is activated whilst the first detector
Each protected space has a manual mist release pushbutton located outside is still active the protected space solenoid valve is opened. Under actual smoke/
of the compartment and this may be pressed to release water mist manually fire conditions, it may be expected that alarms will be indicated on both the
into the protected space. There are facilities at the pump starter panel and the ship’s main fire alarm and water mist fire alarm panels at the same time. The
Release Logic Unit (RLU) panel for manual operation of mist release into any operator should be aware that the local address identification number on the
protected space. separate fire alarm panels for the same area are not the same.
The water mist unit has a local pump starter panel which is situated at the water The water mist fire extinguishing system uses fresh water in order to reduce
mist unit. The water mist unit is located in the steering gear room. the risk of corrosion, but the lines are dry between the solenoid valves and the
spray heads unless the system is actually operating.
Illustration 4.2a Water Mist Fire Extinguishing System
Local FireFighting FO Separator Main Auxiliary Inert Gas
System Room Engine Boiler No.1 Generator Incinerator
Wheelhouse
Indicator Panel
Local Fire Fighting System

Release Logic Unit
(Located in SCC)
FIRE
Auxiliary No.3 Diesel No.2 Diesel No.1 Diesel
Paint Store Generator Generator Generator
Boiler No.2
Fault More Events

Mute Panel
Function Disabled
Function Delayed Silence Alarms
Fire Brigade Signalled
Power Reset System
Main Fire Detection Panel

in the Fire Control Station To VDR
Drain Line
Local Release Panel in ECR

Water Mist Unit Air Test
Connection Point
Pump Starter Panel
From Fresh Water

Supply from Supply from Generator
Emergency Main Switchboard
Switchboard
XM011V XM013V
Water Mist Pump
Fresh Water Tank 9.25m3/h x 12.4 bar Fresh Water Tank
202.9m3 202.9m3
(Port) To (Starboard)
Fresh Water
Hydrophore System
LAL LAL
LS XM003V XM004V LS
Minimum Capacity EW001V Minimum Capacity
for Water for Water
Mist Unit 18m3 EW002V EW003V Mist Unit 18m3
Key
Fresh Water
Compressed Air
Electrical Signal
Procedure for Setting the Water Mist System for Operation The nozzle heads and valves should be checked at intervals in order to detect Purging the System
any leakage. The spray heads have plastic protective covers which should be
a) Check that the fresh water tank to be used has sufficient water. kept in place; they blow off when the system operates. After the release of fresh water mist into the protected space the lines must
The fresh water tanks are fitted with low level alarms which are be cleared of water using compressed air. There is a compressed air line
activated when the tank level falls to the point where there is The isolating valves and each associated drain valve are fitted with a micro- connection at the water mist unit and compressed air is supplied from the
only sufficient water for 20 minutes operation of the water mist switch which indicates a fault warning on the local control panel, ‘PUMP starting air system via a 30/10 bar reducing valve and valves AS020V and
unit on the largest protected space. FAULT’, if any of the valves are not in their normal operational position. AS021V. A flexible hose is used to connect the air line to the water mist unit.
b) Open the supply valve from the FW tank to be used; EM002V After the water mist pump has been stopped and the fire is extinguished the
for the port tank or EM003V for the starboard tank.
System Testing section pipeline may be purged of water using compressed air when it is safe
to enter the space in which the fire has occurred.
The fresh water mist system must be tested at monthly intervals.
Note: The FW tank system is such that neither tank would ever be empty as
the tank not being used to supply water to the domestic system would be in The pump control switch is turned to the OFF position so that the pump cannot
the process of being filled by the FW generator. There should be sufficient Procedure for Testing the Fresh Water Mist System be operated. The solenoid valve for the protected space is open as is the line
fresh water available to cover the largest section for a minimum of 20 a) Close all line isolating valves located after the solenoid valves isolating valve; the test/drain valve for that section must be closed. The air
minutes. and open the test/drain valve for the section to be tested. supply valve on the water mist unit is opened. Compressed air will flow through
the section lines forcing water out of the line and drying the pipe. Air should be
c) Ensure that the inlet valve EW001V to the water mist unit is b) Release a section manually by pressing the section pushbutton allowed to flow through the line for several minutes after the water has all been
open. on the local control panel. cleared from the line in order to ensure that the section pipes are dry.
c) Check that the pump starts, that the section solenoid valve opens After drying of the section line the section solenoid valve is closed. The air
Note: At the water mist unit each protected space has a manually operated
and that water is released at the test/drain valve. supply valve on the water mist unit is closed. The flexible hose connecting the
line valve after the solenoid valve; this line valve must normally be in the
working air system to the water mist unit is disconnected.
open position. The test/drain valve located between the solenoid valve and
the manual line valve must normally be closed. d) Check that the section release alarm has been activated and
indicated on the console and in the wheelhouse.
d) Ensure that the test and drain valves are closed and the line
manual valves at each solenoid valve are open. e) When water has been released reset the alarm at the local control
panel and check that the section solenoid valve closes and that
e) Ensure that the buffer tank is filled to the correct level and that the water mist pump stops.
the pressurising air system is operating.
f) Close the test/drain valve.
f) At the RLU panel turn the main switch to the ON position and
set the system switch to the AUTO position. Operate the RESET g) Repeat the test procedure in steps a) to e) above for the other
RELEASE switch in order to reset the system and press the sections.
BUZZER RESET pushbutton to cancel the buzzer if it operates.
Check that the Power On lamp is illuminated and that there are h) When all tests have been completed, check that all test/drain
no alarm conditions. valves are closed and open all line isolating valves after the
solenoid valves.
g) At the sprinkler pump control panel ensure that the isolation
supply breaker at the side of the panel is set to ON and the i) Check that there is sufficient water in the fresh water tank and
Power On and Heater lamps are illuminated. Set the sprinkler changeover tanks if necessary.
pump space heater to AUTO. The system is supplied from the
emergency switchboard. j) Record the water mist system test in the log book.
h) The fresh water mist system is now operational and the pump
will operate to maintain pressure in the pipe system.
Illustration 4.3a Quick Closing Valve Control System PI PS
No.2 Main Engine Main Engine Generator Generator

Inert Gas Cylinder Oil No.1
Turbine Engine Engine
Cylinder Oil Cylinder Oil Lubricating Lubricating
Generator From General Service Measuring Oil Storage Lubricating Lubricating
Storage Storage Oil Settling Oil Storage
Marine Diesel Compressed Air System Tank Tank Oil Settling Oil Storage
Oil Tank Tank Tank Tank Tank
Emergency Tank Tank
Generator 1
Marine Diesel P P P P P P P P
P 2
Oil Tank LM016V LM015V LM014V LP086V LP001V LP004V LP002V LP003V
NGV030
FA005V 3
6
Incinerator
Marine Diesel
Oil Tank
Waste Oil Waste Oil
Settling Service
Tank Tank P
FW002V
No.3 Heavy No.2 Heavy No.3 Heavy No.1 Marine
P P Fuel Oil Fuel Oil Fuel Oil Diesel Oil
FW001V Bunker Tank Bunker Tank Bunker Tank Storage Tank
Port Port Port
P P P P
Lubricating P P Fuel Oil

Oil Purifier Purifier
Sludge Tank Sludge Tank
FW006V FW005V

P P P

Fuel Oil Fuel Oil No.2 Marine
FA0 FP0 FS0 FA0 FP0 FP0 FS0 FA0 FA0 FP0 FA0 FS0 FS0 FP0 Bunker Bunker Diesel Oil
P P P P P P P P P P P P P P
36V 68V 03V 03V 04V 03V 02V 02V 01V 02V 04V 04V 01V 01V Tank Tank Storage Tank
Starboard Starboard
Low Sulphur Heavy Low Sulphur Heavy Heavy Fuel Oil

Fuel Oil Settling Tank Heavy Fuel Oil Service Tank No.2 Marine Diesel Oil Service Tank
Fuel Oil Service Tank Settling Tank Key
Air Heavy Fuel Oil
Lubricating Oil Slops
Marine Diesel Oil Instrumentation
4.3 Quick-Closing Valves, Fire Damper Oil Tank Quick-Closing Valves Tank Valve
System and Emergency Stops LO separator sludge tank outlet valve FW006V
Tank Valve Inert gas generator MDO tank outlet valve NGV030
Group 1 LO, Cylinder LO and Turbine LO Waste oil service tank outlet valve
Quick-Closing Valves
Main engine LO storage tank outlet valve LP001V
Manufacturer: Nantong Jiukxou Co. Ltd., China Generator engine LO settling tank outlet valve LP002V Main and Generator Engines
Model: JZ-KZX-6d Generator engine LO storage tank outlet valve LP003V Main engine fuel oil inlet valve FS005V
Working pressure: 8 bar Turbine LO storage tank outlet valve LP004V Main engine fuel oil outlet valve FS006V
No.1 cylinder LO storage tank outlet valve LM014V Diesel Generator Engine No.1 inlet valve FS007V
Introduction No.2 cylinder LO storage tank outlet valve LM015V Diesel Generator Engine No.2 inlet valve FS008V
Cylinder LO measuring tank outlet valve LM016V Diesel Generator Engine No.3 inlet valve FS009V
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil
Main engine LO settling tank outlet valve LP086V Emergency generator MDO tank outlet valve FA005V
could flow to feed a fire, are equipped with air operated quick-closing valves,
which are controlled from the ship control centre. They are supplied from an
air reservoir situated in the ship control centre and this reservoir is supplied at Group 2 HFO Bunker and MDO Storage Tanks The main engine has remotely operated quick-closing fuel oil inlet and outlet
a pressure of 7.0kg/cm2, directly from the general service air system. No.1 HFO bunker tank (P) outlet valve FT001V valves (FS005V and FS006V respectively). These valves are remotely operated
No.2 HFO bunker tank (P) outlet valve FT002V from the operating panel immediately outside the control room entrance.
The quick-closing valve air reservoir is fitted with a low pressure alarm
No.3 HFO bunker tank (P) outlet valve FT003V
transmitter. The tanks are grouped into four systems, with an individual three- The generator engines have remotely operated quick-closing fuel inlet valves
way cock operating each system. No.1 HFO bunker tank (S) outlet valve FT004V FS007V, FS008V and FS009V for No.1, No.2 and No.3 generator engines
No.2 HFO bunker tank (S) outlet valve FT005V respectively. These valves are remotely operated from the operating panel
In normal operation the supply line to each group of tank valves is vented No.1 MDO storage tank outlet valve FT006V immediately outside the control room entrance.
to atmosphere, but when the cock is turned, air is supplied to pistons which No.2 MDO storage tank outlet valve FT007V
collapse the bridge of each valve in that group, thus causing the valve to The emergency generator engine has a wire operated quick-closing valve on
close. the outlet valve from the independent fuel tank. This valve is operated from a
Group 3 FO Preparation Unit and Separators
position outside the emergency generator space and adjacent to the entrance
The valves are reset by venting the air supply and operating the valve handwheel MDO service tank outlet valve (separator system) FP001V door.
in a closed direction to reset the bridge mechanism and then opening the valve HFO settling tank outlet valve (separator system) FP002V
in the normal way. HFO service tank outlet valve (separator system) FP003V
LSHFO settling tank outlet valve (separator system) FP004V
The emergency generator diesel oil tank quick-closing valve FA005V is LSHFO service tank outlet valve (separator system) FP068V
operated by a directly connected wire from outside the emergency generator
MDO service tank outlet valve (fuel preparation unit) FS001V
room.
HFO service tank outlet valve (fuel preparation unit) FS002V
The main sea suction valves are operated remotely from the 2nd deck level by LSHFO service tank outlet valve (fuel preparation unit) FS003V
means of pneumatic actuators. The vacuum condenser and central cooler sea MDO service tank outlet valve (fuel preparation unit) FS004V
water overboard discharge valves are also remotely operated from the 2nd deck
by means of pneumatic actuators.
Group 4 Auxiliary Boiler and Incinerator
HFO settling tank outlet valve FA001V
CAUTION
HFO service tank outlet valve FA002V
Some tanks, such as lubricating oil daily service tanks do not have
LSHFO settling tank outlet valve FA003V
quick-closing apparatus fitted. This is because they are normally closed
and are only opened for short periods when required. It is important to MDO service tank outlet valve FA004V
ensure that these valves are always closed when not in use. LSHFO service tank outlet valve FA036V
Waste oil settling tank outlet valve FW001V
Incinerator MDO tank outlet valve FW002V
FO separator sludge tank outlet valve FW005V
Ventilation Dampers and Emergency Stops Group ESS2 - Oil Pumps Group ESS4 - Pump Room Fans
No.1 Main engine lubricating oil pump No.1 Pump room ventilation fan
Fire Dampers
No.2 Main engine crosshead lubricating oil pump No.2 Pump room ventilation fan
Ventilation dampers are installed at various locations in order to shut off the No.1 Main engine crosshead lubricating oil pump
flow of air which would feed a fire in any particular compartment. The dampers Group ESS5 - Main Diesel Generators
No.2 Main engine crosshead lubricating oil pump
are to be closed in the event of a fire and the ventilation fans stopped. In the
event of a fire in a space where CO2 is used the fans are stopped and ventilation No.1 Main engine turbocharger lubricating oil pump No.1 Diesel generator engine
is automatically shut off when the system is initiated. No.2 Main engine turbocharger lubricating oil pump No.2 Diesel generator engine
Ventilation systems in the engine room and accommodation spaces are also No.1 Main engine control oil pump No.3 Diesel generator engine
provided with remote fan stops and fire dampers. Fans and ventilation systems No.2 Main engine control oil pump
may be stopped locally or remotely as required depending upon the nature
of the outbreak. The remote stopping of an engine room ventilation fan Main engine lubricating oil automatic filter
automatically shuts the associated damper. Main engine cylinder oil unit
Fuel oil unit control panel
Emergency Stops Heavy fuel oil transfer pump

Marine diesel oil transfer pump
Located in the fire control station adjacent to the cargo control room is an
Inert gas generator
Emergency Shut Down panel which contains stops for fans and ventilation
systems throughout the vessel, together with stops for machinery which might Hydraulic deck machinery
aggravate a fire situation. Systems are grouped in order to allow any particular Switchboard 440V distribution panel No.3
part of the ship to be isolated quickly and some items are included in more than
one group of emergency stops. Switchboard 440V distribution panel No.4
Group ESS1 - Engine Room Fans Group ESS3 - Accommodation
No.1 Engine room ventilation fan Air conditioning panel

No.2 Engine room ventilation fan Cabin heater panel
No.3 Engine room ventilation fan Galley and laundry panel
No.4 Engine room ventilation fan No.1 Engine room ventilation fan
Purifier room exhaust fan No.2 Engine room ventilation fan
No.1 Inert gas supply fan No.3 Engine room ventilation fan
No.2 Inert gas supply fan No.4 Engine room ventilation fan
No.1 Auxiliary boiler and forced draught fan Inert gas generator
No.2 Auxiliary boiler and forced draught fan Hydraulic deck machinery
Engine control room No.1 air conditioning unit Switchboard 440V distribution panel No.2
Engine control room No.2 air conditioning unit Switchboard 440V distribution panel No.3
Switchboard 440V distribution panel No.4
Local group starter panel
Illustration 4.4a CO2 System
CO2 Room Fire Control Station
Control Cylinders Control Cylinders
Key
CO2 Line
Engine Room Pump Room Engine Room Pump Room
A1 B1 C1 D1 A2 B2 C2 D2
CO2 Room
Time
Delay
Time
Delay
To Free Air
PS
Booster Valve
Plug for Test Plug for Test
CO2 Room
Purifier Engine
346 x 45kg cylinders Room Control
Engine Room = 346 Room
Pump Room = 76
Pump Room Engine Room
4.4 ��
Co2 Fire extinguishing System Central Bank CO2 System In the Event of Fire in the Engine Room
The central bank CO2 system consists of 346 cylinders each containing 45kg a) Obtain the key from one of the master keyholders.
Manufacturer: Unitor ASA, Oslo, Norway of CO2 located in the CO2 room, which is situated on the aft side of the
Type: High pressure accommodation block on the upper deck. b) Go to the master control cabinet located in the CO2 room or fire
Capacity: 346 cylinders each containing 67.5 litres (45kg) control station.
For engine room: 346 These cylinders are connected to discharge nozzles within the protected space
via cylinder manifolds and distribution pipework. c) Ensure all personnel have evacuated the engine room and have
For pump room: 74
been accounted for.
A pressure gauge and pressure switch are fitted to the main CO2 manifold.
Introduction d) Close and check that all doors, hatches and fire flaps are shut.
The system is designed to discharge the required number of cylinders into
the protected space at the same time. Each protected space requires a certain e) Stop the main engine, generating engines and auxiliary boilers.
WARNING
number of cylinders to give a 40% concentration of CO2.
DANGER OF ASPHYXIATION
f) Operate the HFO, MDO and LO tank quick-closing valves, stop
Re-entry to a CO2 flooded area should not be made until the area has When the release system is activated for a particular protected space, only the the engine room fans and pumps via the emergency stops as
been thoroughly ventilated. required number of cylinders for that space are released. The system may be required. A list of the emergency stops is given in the previous
released either from the fire control station adjacent to the ship’s control centre section (4.3).
WARNING on the port side of A deck or from the CO2 room on the upper deck. The fire
Due to the hazard of electrostatic shock during gas release, the gas control station also includes a relay unit which incorporates power supply The opening one of the engine room valve release cabinet doors will initiate
bottles must not be touched. switches for the system, both main and emergency supplies. Additionally, the an audible and visual alarms throughout the engine room, including the engine
relay unit gives visual indication of the release of CO2 into the engine room or control room, separator room, workshops and steering flat:
Depending upon the application, CO2 is normally employed at levels of pump room plus a visual alarm indication if CO2 has leaked from a cylinder(s)
into the manifold. •
between 30% and 45% by volume to produce an oxygen deficiency and thus
extinguish a fire. This level of oxygen deficiency is not sufficient to sustain life.
Fixed high pressure CO2 fire extinguishing systems are therefore designed to The system is fitted with a booster valve located just before the engine room Valve Release Cabinet
include safeguards which prevent the automatic or accidental release of CO2 distribution valve, the booster valve is used to allow a portion of the main line
CO2 valve release control cabinets are located in the following places:
whilst the protected area that is occupied. CO2 is an asphyxiant, but not toxic pressure up through the booster valve and onto the control operation line via
and it does not produce decomposite products in a fire situation. control valves No.1 and 2 and therefore assist in the activation of the remaining • Fire control station
cylinders in the gang. • CO2 room
The CO2 cylinders are fitted with a safety device called a bursting disc which
will relieve excess pressures caused by high temperatures. To avoid these discs Protected Space No of Cylinders The system is operated by a supply of CO2 separate from the main fire
bursting, it is recommended that the cylinders are located in areas where the Required extinguishing CO2. It is stored in small control cylinders, each containing
ambient temperature will not exceed 45°C. Engine room (including the engine room casing) 346 8.04 litres (13kg) which are installed within the operation control cabinet. The
Pump room 74 control cylinders are connected to the main pilot system pipework via two
Note: Some gaseous extinguishing agents may cause low temperature burns isolation valves installed within the valve control release cabinet.
when in contact with the skin. In such cases the affected area should be It has to be appreciated that if any of the cylinders are released to protect a
thoroughly irrigated with clean water and afterwards dressed by a first aid space then there is no longer sufficient capacity to provide protection to the Isolation valve No.1 is connected via a pilot gas line to open the line distribution
trained person. other space, therefore efforts must be made to ensure that the CO2 cylinders valve to the protected spaces, isolation valve No.2 is connected via a separate
are replenished at the next port. small bore pilot gas pipework to the cylinder bank to open the cylinders after a
time delay (a 2 litres [4kg] CO2 cylinder) of approximately 60 to 90 seconds.
System Description Valve No.2 cannot be moved until valve No.1 has been operated. The control
WARNING
Areas Protected cylinder operating valves are positioned so that the valve release cabinet door
Release of CO2 into any space must only be considered when all other cannot be closed with the valves in the open position. It is also arranged that the
The central bank CO2 system installed in the ship protects the following options have failed and then only on the direct instructions of the Chief valve release cabinet door will operate the switches when in the open position,
areas: Engineer, who will have consulted the Master. to initiate audible and visual alarms and shut down the ventilation system for
• Engine room the space.
• Pump room
The time delay CO2 cylinder unit is located in the pilot CO2 pipeline to the
main storage bottles, this unit allows for a time delay of about 60 to 90 seconds
Illustration 4.4a CO2 System
CO2 Room Fire Control Station
Control Cylinders Control Cylinders
Key
CO2 Line
Engine Room Pump Room Engine Room Pump Room
A1 B1 C1 D1 A2 B2 C2 D2
CO2 Room
Time
Delay
Time
Delay
To Free Air
PS
Booster Valve
Plug for Test Plug for Test
CO2 Room
Purifier Engine
346 x 45kg cylinders Room Control
Engine Room = 346 Room
Pump Room = 76
Pump Room Engine Room
between the opening of the distribution valve to the protected area and the g) When the pilot pressure gauge within the control box is zero, f) After 10 minutes, close the pilot control cylinder handwheel
release operation of the cylinder valves. This delay offers time for personnel close both pilot isolation valves. valve.
in the protected spaces to evacuate the area after the CO2 release alarm has
sounded. A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot Note: Allow time for structural cooling before opening the space and g) When the pilot pressure gauge within the control box is zero,
CO2 pressure. ventilating the CO2 gas. close both pilot isolation valves.
Operating Procedure for the Engine Room Compartment from WARNING Note: Allow time for structural cooling before opening the space and
ventilating the CO2 gas.
the Fire Control Station Do not enter a CO2 flooded space without using breathing apparatus.
a) On discovering a fire in the engine room that requires the WARNING

activation of the CO2 system, shut down the machinery spaces Operating Procedure for the Pump Room from the Fire Do not enter a CO2 flooded space without using breathing apparatus.
together with fuel supplies and ventilating systems. Close all Control Station
doors, ventilators and other openings, having first ensured that
all personnel have been evacuated. a) On discovering a fire in the pump room that requires the Manual Operating Procedure from the CO2 Room
activation of the CO2 system, shut down the pump room together
b) Conduct a muster of all personnel ensuring that everyone is with the ventilating systems. Close all doors, ventilators and Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the
accounted for. The gas must not be released until any missing other openings, having first ensured that all personnel have been protected compartment, then these must be opened manually. The main line
persons are accounted for and are known not to be in the evacuated. valve to the protected compartment must also be operated manually. The CO2
protected space where CO2 is to be released. cylinders for each protected compartment are grouped together. Only the
b) Conduct a muster of all personnel ensuring that everyone is designated number of cylinders must be manually opened for the pump room
c) Obtain the key for the control release cabinet door. accounted for. The gas must not be released until any missing compartment. All of the cylinders will be released when flooding the engine
persons are accounted for and are known not to be in the room compartment.
d) Open the valve control release cabinet door for the engine room protected space where CO2 is to be released.
compartment. Upon opening the door an audible alarm will The procedure for opening the main cylinders is as below; these should be
sound and the ventilation fans for the space will stop if they c) Obtain the key for the control release cabinet door. opened by operation of the manual release lever on top of each CO2 cylinder
have not been stopped already via the emergency stop switches. as follows:
Open the valve on one of the control CO2 cylinders then pull d) Open the valve control release cabinet door for the pump room.
downwards the control valves No.1 and 2. Upon opening the door an audible alarm will sound and the a) Open the distribution line valve leading to the protected space.
ventilation fans for the space will stop if they have not been
Pilot CO2 will be used to open the required number of cylinders for the engine stopped already via the emergency stop switches. Open the b) Remove the manual release handles from stowage box.
room after the time delay unit and will also open the main distribution valve. valve on one of the control CO2 cylinders then pull downwards
The gas is released to the engine room after the time delay period. the control valves No.1 and 2. c) Insert the end of the handle into the hole in the release lever.
Pull the handle back as far as possible in order to operate the
e) Check that the indication lamp on the relay unit shows that CO2 Pilot CO2 will be used to open the required number of cylinders (74) for the release mechanism for at least two cylinders. This operation on
is being directed into the engine room. If necessary go to the pump room after the time delay unit and will also open the main distribution two cylinders will allow their contents to pressurise the main
CO2 room and check that the distribution valve for the selected valve. The gas is released to the pump room after the time delay period. line. The booster valve will now operate, allowing a portion
area has opened and the correct number of cylinders have been of the main line pressure up through the booster valve and
released. If not, open any remaining cylinders by hand. e) Check that the indication lamp on the relay unit shows that CO2 onto the control operation line, and therefore will activate the
is being directed into the pump room. If necessary go to the remaining cylinders without any further manual intervention. If
CO2 room and check that the distribution valve for the selected the pressurising of the main line does not open the remaining
WARNING valve, it will be necessary to manually open each cylinder valve
area has opened and the correct number of cylinders have been
Although the piping system is gas tight and the fan for the CO2 room released. If not, open any remaining cylinders by hand. until the specified number have been discharged.
should be running, it is prudent not to enter the CO2 room without
using breathing apparatus to check that all of the cylinders have been
WARNING
released.
Although the piping system is gas tight and the fan for the CO2 room
f) After 10 minutes, close the pilot control cylinder handwheel should be running, it is prudent not to enter the CO2 room without using
valve. breathing apparatus to check that the required number of cylinders
have been released.
4.5 FIRE FIGHTING EQUIPMENT
Illustration 4.5a Fire Fighting Equipment - Engine Room 1st, 2nd, 3rd Deck and Steering Flat 1st Deck (Control Room Top)
2nd Deck
3rd Deck
LSFO LSFO HFO FO
No.1 Service Settling Service Settling
No.2 Heavy Fuel Tank Tank Tank Tank
Heavy Fuel Oil Bunker
No.3 Oil Bunker Tank
No.3 Heavy No.2 Heavy Fuel Oil No.1 Heavy 27
Heavy Fuel Tank (Port)
Fuel Oil Bunker
M
Oil Bunker Bunker Tank (Port) Fuel Oil
(Port) Tank (Port)
Tank Bunker Tank
(Port) Electric
(Port)
Workshop
Pipe Duct Store Room
Void Space
No.2 No.1 P
Engine Control 12
M Cylinder Cylinder
CO2 CO2
Room
Oil Oil M M
No.2 Marine Storage Storage FIRE
P W
Diesel Oil Tank Tank CO2
Purifier Room 12 PLAN
P Storage Tank 5
CO2 P
P 12 CO2 CO2
12 15m 12 5
W P
12
M
P
Pump Room
12 Pump Room
P Access P
P 12 Access
12 12
CO2
CO2
CO2
W
CO2 CO2
P No.2 No.1 Steering Flat
12 P
W P Fuel Valve W 15m P
15m
15m
P FS 12 W
W 12 Test Room F W 12
12 CO2 CO2
135
P
12 No.1 No.2
P
12
Pipe Duct

Fuel Oil Fuel Oil No.1 Heavy
Bunker Tank Bunker Tank No.2 Heavy Fuel Oil
20m
(Starboard) (Starboard) Fuel Oil Bunker Tank
(Starboard) W
Bunker Tank
(Starboard)
Key
P
12
A-Class fire door, self-closing
W
Fire hydrant F Wheeled fire extinguisher
Fan with number 45 (45 litre Foam)
20 M Fire damper for machinery
15m Hose box with spray/jet fire nozzle CO2 Fire extinguisher (5kg CO2) FIRE
Closing device for ventilation inlet or outlet spaces F Wheeled fire extinguisher Fire control and safety plan
M W (Hose length 15m) 5
(Machinery spaces) 135 (135 litre Foam) PLAN
M Ventilation remote control shut-off Emergency escape breathing 20m Hose box with spray/jet fire nozzle CO2
Space protected by fire extinguishing
FS Portable foam applicator unit P Fire extinguisher (12kg dry powder)
(Machinery spaces) device W (Hose length 20m) 12 system (CO2)
Illustration 4.5b Fire Fighting Equipment - Engine Room Floor and Turbine Flat
Cargo Pump Turbine Flat
Engine Room Floor
CO2
W 15m P
W 12
DN No.1
UP DN
P
12 P No.2
CO2 12
CO2
W CO2
Main Engine No.3
P Pump Room
12 Access
Pump Room
P
12
W 15m UP UP
W UP CO2
P
Key
12
W CO2
Fire hydrant
P Fire extinguisher (12kg dry powder)

12
15m Hose box with spray/jet fire nozzle

W (Hose length15m)
CO2
Space protected by fire extinguishing
system (CO2)
Fire pump
Emergency fire pump (in pump room)
Emergency escape breathing

device
Illustration 4.6a Deck Foam System
No.5 Sea Water Ballast Tank (Port) No.4 Sea Water Ballast Tank (Port) No.3 Sea Water Ballast Tank (Port) No.2 Sea Water Ballast Tank (Port) No.1 Sea Water Ballast Tank (Port)
No.4 Cargo Oil Tank (Port) No.3 Cargo Oil Tank (Port) No.2 Cargo Oil Tank (Port)
Slop Tank No.5 Cargo Oil Tank No.1 Cargo Oil Tank (Port)
(Port) (Port)
EFV020 EFV023 EFV024 EFV027 EFV028 EFV030 EFV032

EFV016
65
EFV019 EFV015 EFV014 EFV013 EFV012 EFV011 EFV010 EFV009

Foam 65 65 65 65 65 65 65
Station Box 150 150 150 150 150 150 150 150
200 200
15
No.5 Cargo Oil No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
Tank (Centre) (Centre) (Centre) (Centre)
65 (Centre)
Foam Foam Foam
Station Box 150 EFV018 Station Box Station Box
EFV034
EFV017

(Starboard) No.5 Cargo Oil Tank (Starboard)
No.4 Cargo Oil Tank (Starboard) No.3 Cargo Oil Tank (Starboard) No.2 Cargo Oil Tank (Starboard)
(Starboard)
No.5 Sea Water Ballast Tank (Starboard) No.4 Sea Water Ballast Tank (Starboard) No.3 Sea Water Ballast Tank (Starboard) No.2 Sea Water Ballast Tank (Starboard) No.1 Sea Water Ballast Tank (Starboard)
Deck Foam Room Foam Starter Panel

EFV039
‘A’ Deck
25
EFV038 FOAM STARTER PANEL
50 P
POWER ON HEATER ON RUNNING
Deck Foam 200
Concentrate
Tank 6m³
AMMETER HOUR COUNTER
20 30
10 40
2
0 50
001000 3 h
A
Valve B
EFV040
EFV037
P
STOP
EFV041
EFV044 Valve G
OFF
O
50
50
START
Key
Foam Line EFV036 LAMP TEST
Foam Pump
EFV034 P Foam System
UNITOR
Valve C 250 EFV042
50 50 Valve A
Fire Main
Flushing Line From Sea Water Fire Wash Deck System
EFV035
EFV001
4.6 Deck Foam System During normal service the seven foam main isolating valves along the main g) The system is at its optimum with one monitor and two
deck should be left open. portable applicators in use. Should it be necessary to exceed
the recommended limits, the effectiveness of the system will be
Foam System The capacities of the various pumps are as follows: reduced.
Manufacturer: Unitor ASA, Oslo, Norway 1 engine room pump: 1 monitor, 1 deck hydrant
h) Check that foam is issuing from the monitor and applicator so
Type: Regular protein 2 engine room pumps: 2 monitors, 1 deck hydrant or that the foam may be applied to the required area.
Tank capacity: 6,000 litres 1 monitor, 2 deck hydrants
Additional fire pump: 1 deck hydrant WARNING
Foam pump: 1 x vertical centrifugal The discharge from the monitors should not be directed at the fire until
foam begins to issue from the nozzle(s). The foam should be directed
Model: DPVF 18-70 Procedure for Making the Foam System Operational so that it spreads over the surface of the burning oil and gradually
Capacity: 16.5m³/h at 11 bar
smothers the fire. The foam should not be aimed directly at the oil in case
a) Ensure that there is sufficient foam chemical in the foam tank.
it causes it to splash and spread. Also use the prevailing wind and slope
Foam proportioner: 1 x PP200/80 of the deck to assist in creating a blanket whenever possible.
b) Check that the foam main isolating valves on deck are all open
Capacity: 2,875 to 13,100 litres/min and the drain valves are closed.
Procedure for Cleaning and Preparing the Foam System
Foam monitor: 9 x FJM150/DIN c) If the weather is cold, the foam pump heater must be left on.
Capacity: 5,500 litres/min at 7 bar a) After finishing with the deck foam system shut down the
additional fire pump or the bilge, fire and general service
Throw length: 70 metres in still air Procedure for Operating the Foam System from the Fire
pump(s), and the foam pump.
Control Station
Introduction b) Close the foam tank outlet valve EFV037 (marked as valve B in
The following sequence and the valve numbers used relate to illustration 4.6a the foam room).
shown above:
The Unitor foam system supplies foam to nine monitors and sixteen hydrants
at various points along the upper deck. The foam is made by mixing sea water c) Open the flushing valve EFV035 (marked as valve C in the
a) Ensure that power is available to the equipment and if necessary foam room).
supplied by the bilge, fire and general service pumps or the additional fire start a standby generator.
pump with foam making solution. The foam is generated by mixing the foam
concentrate with sea water at a ratio of 6% chemical solution to 94% sea d) Start the duty fire pump and the foam liquid pump. Open
b) Ensure the system flushing valve EFV035 (marked as valve C the forward monitor on the tank deck until clean sea water is
water. in the foam room) is closed, and that only required monitors are discharged and then operate all other monitors and hydrants to
open, no more than two. remove foam residues from the lines.
The fluro-protein foam making solution is stored in a 6,000 litre tank located
inside the foam room on the upper deck. The solution is supplied to the c) Ensure that the fire water supply isolating valve from the engine
foam proportioner by means of the foam supply pump. In the proportioner e) Stop the duty fire pump and the foam liquid pump.
room EFV001 (marked as valve A in the foam room) is open.
the concentrated foam chemical mixes with sea water and the combined sea Start either the bilge, fire or general service pumps in order to
water and liquid foam pass into the foam main. There are nine directable f) Revert all valves to their standby positions.
deliver the required capacity.
foam monitors which allow foam to be sprayed over the main deck area, of
which two are located just in front of the accommodation block. In addition g) Refill the foam tank as soon as possible.
d) Open the foam tank system outlet valve EFV037 (marked as
to the fixed monitors, several sets of portable foam fire fighting appliances are valve B in the foam room) and open the foam pump outlet valve
located in labelled foam boxes, located at the following positions: When the ship is operating in cold weather climates, it will be necessary to
to the proportioner EFV036 (marked as valve G in the foam ensure that the foam line on deck is thoroughly drained down and the two drain
• No.2 cargo oil tank main deck room). line isolation valves aft EFV018 and EFV019 are left in the open position.
• No.5 cargo oil tank main deck During cargo operations in these climates it would be expedient to have the
e) Press the START button on the foam pump starter and check drain line valves closed for that period in order that the system is ready for
• A deck, port and starboard sides that pump is operating correctly. immediate use.
Inside each of the foam boxes is a portable foam applicator and a hose which is f) Open the monitor and hydrant valves nearest to the fire as
connected to the foam main at one of the sixteen foam hydrant valves. required. If a manual foam applicator is to be used it should be
connected before the hydrant valve is opened.
Part 5: Emergency Procedures
5.1 Flooding in the Engine Room - Emergency Bilge Suction

5.2 Local (Emergency) Operation of the Main Engine
5.3 Emergency Steering
5.4 Additional/Emergency Fire Pump
5.5 Fire in the Engine Room
5.6 Emergency Power Failure
Illustrations
5.1a Emergency Bilge System
5.1b Emergency Bilge System
5.4a Additional/Emergency Fire Pump

Illustration 5.1a Emergency Bilge System No.1 Central Cooling No.2 Central Cooling
A PI TI PI TI
005V 300 300

016V 018V
007V
PI TI PI TI
500 Key
300 300
300 300 Sea Water
Bilges
051V 052V
Instrumentation
006V
Valves prefixed WS
250 unless stated otherwise
To Sewage To Deck To Inert Gas 500 300

Treatment Plant Water Seal To Rudder Pintle Generator To Scrubber
300 300 250
250
50 50 Back-Up Supply
to the Fresh Water
40 Evaporator A
25 25 300 400 400
033V 053V 008V
Deck Water 200
Seal Pumps
(5m3/h x 5.5 bar) PS
PS 020V
023V
031V 032V 450
300
500 400 400
PI PI
No.1 No.2 100 800
CP CP
300 300 To Fresh Water
From No.1 Generator
034V 035V Bilge, Fire and
Main Cooling Sea
General Service Pump
40 Water Pumps
Scrubber Sea (850/1700m3/h x 2.5/0.9 bar)
Water Pump
(360m3/h x 6.0 bar)
028V Ejector Pump
(350/290m3/h x 3.0/11 bar)
BM019V No.3 300 No.2 300 No.1 300
40
038V 250 PS PS PS 039V
300 019V 011V 010V 009V 024V
A A
High Sea 800 800 800 800 004V 002V
001V 003V
Chest
Chest
Direct Bilge
Injection (Starboard)
5.1 Flooding in the Engine Room - Note: Although direct bilge suctions are not normally used it is essential that a) Set the valves as shown in the following table:
Emergency Bilge Suction they are available for emergency use. The valves should be operated, when
practical, at least once a month in order to ensure that they will open when Position Description Valve
required. Open Port bilge well direct suction valve BM010V
Main/COPT Cooling Sea Water Pump
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan suction valve
In the event of a flooding incident, speed of response is essential. It is imperative
No. of sets: 3 (No.3 only fitted with vacuum pump and available that all engineer staff are familiar with the pumps used for emergency Closed No.1 bilge, fire and ballast pump sea water main BM004V
for emergency bilge pumping service) bilge pumping and their operation. Action must be taken immediately from suction valve
Type: Vertical, motor-driven, centrifugal knowledge and must not be delayed by reference to operating manuals. Closed No.1 bilge, fire and ballast pump ballast water BM003V
Model: SVS400AMS system suction valve
Capacity: 850/1,700m3/h at 2.5/0.9 bar Procedure for the Emergency Pumping of Bilges Via the No.3 Open No.1 bilge, fire and ballast pump discharge valve BM014V
Main Cooling Sea Water Pump to overboard
Closed No.1 bilge, fire and ballast pump discharge valve WS020V
Bilge, Fire and Ballast Pump
Main cooling sea water pump No.3 is provided with a direct suction bilge to the IG scrubber unit
Manufacturer: Shinko Industries Ltd., Hiroshima, Japan injection valve. This emergency bilge suction valve has a long handwheel Closed No.1 bilge, fire and ballast pump discharge valve WS023V
No. of sets: 2 projecting above the engine room floor plates and is clearly marked to aid swift to the fresh water evaporator
Type: Vertical centrifugal (with priming unit) identification in an emergency. The valve is located in close proximity to the Closed No.1 bilge, fire and ballast pump discharge valve BM013V
Model: RVP200-2MS pump, on the bottom floor of the engine room at the forward end, No.3 being to fire main
3 the port unit of the three sea water pumps. In the event of an emergency which Open Overboard discharge valve BM020V
Capacity: 350/290m /h at 3.0/11 bar
necessitates the rapid removal of large quantities of water from the engine
room space, this pump can be operated in conjunction with the bilge injection
Oily Bilge Pump valve and would be the first unit used in an attempt to control the flooding. b) Start No.1 bilge, fire and ballast pump. Ensure that it picks up
suction, using sea water priming if necessary to assist a quick
Manufacturer: KuWo (Kupke and Wolf GmbH, Germany) To operate the bilge injection valve, the pump can either be operating normally pick-up.
No. of sets: 1 on sea water or stopped as it is self-priming. Assuming the pump is running
Type: Reciprocating the bilge injection valve BM019V should be opened slowly. Once the pump c) The level of the bilges should be monitored and kept under
has picked up suction on the bilge water, the bilge suction valve should be control using the sea water suction valve BM004V to ensure
Model: KOR-A 5000
3 opened fully and the sea water suction valve WS011V must then be closed. that the pump does not lose suction.
Capacity: 5.0m /h at 3.5 bar
The remaining sea water cooling pumps may be stopped as required. The level
of the bilges should be monitored and kept under control using the sea water It is essential that all bilge suction strainers are cleaned at frequent intervals in
suction valve WS011V without losing suction until the source of the leak has order to ensure that the bilges can be pumped at all times without hindrance.
Emergency Bilge Suctions
been identified and eliminated. It could be preferable to discharge the flood
In the event of a major flooding incident in the engine room, there are three water via the vacuum condenser rather that the central coolers as this would WARNING
pumps that can be brought into service as emergency bilge pumps. These three allow for a greater flow, potential less fouling and ease of cleaning. When using the bilge, fire and ballast pumps for bilge pumping duties it
pumps all discharge directly overboard and have no oil content monitor or is imperative that the discharge valves from the pump to the fire main
oil discharge control. These pumps are therefore provided for emergency use BM013V and BM016V are securely closed in order that no oily water
Procedure for the Direct Pumping of the Port Engine Room
only. can enter the fire main system which could subsequently be directed
Bilge Well Using No.1 Bilge, Fire and Ballast Pump onto a fire.
CAUTION No.1 bilge, fire and ballast pump would be the second pump used to control
Before any bilges are pumped directly overboard, it must be ensured that a flooding event if the No.3 main cooling sea water pump was insufficient WARNING
no local or international anti-pollution regulations will be contravened to control the flooding. It has a direct bilge suction and is self-priming; the When the emergency pumps have picked up suction on the bilges and
except where safety of the ship or personnel is involved. Pumping following procedure is based around using the direct bilge suction, to carry the flood level is under control, it is important that the emergency
machinery spaces bilges overboard must be conducted using an oil out the same procedure using the bilge main, substitute the direct bilge suction pumps are not allowed to lose suction on the flood water. The sea water
content monitor EXCEPT in an emergency ONLY. valve with the bilge main valve: suctions should be utilised to control the rate at which flood water is
removed until such times as the source of the flooding is identified and
eliminated.
Illustration 5.1a Emergency Bilge System No.1 Central Cooling No.2 Central Cooling
A PI TI PI TI
005V 300 300

016V 018V
007V
PI TI PI TI
500 Key
300 300
300 300 Sea Water
Bilges
051V 052V
Instrumentation
006V
Valves prefixed WS
250 unless stated otherwise
To Sewage To Deck To Inert Gas 500 300

Treatment Plant Water Seal To Rudder Pintle Generator To Scrubber
300 300 250
250
50 50 Back-Up Supply
to the Fresh Water
40 Evaporator A
25 25 300 400 400
033V 053V 008V
Deck Water 200
Seal Pumps
(5m3/h x 5.5 bar) PS
PS 020V
023V
031V 032V 450
300
500 400 400
PI PI
No.1 No.2 100 800
CP CP
300 300 To Fresh Water
From No.1 Generator
034V 035V Bilge, Fire and
Main Cooling Sea
General Service Pump
40 Water Pumps
Scrubber Sea (850/1700m3/h x 2.5/0.9 bar)
Water Pump
(360m3/h x 6.0 bar)
028V Ejector Pump
(350/290m3/h x 3.0/11 bar)
BM019V No.3 300 No.2 300 No.1 300
40
038V 250 PS PS PS 039V
300 019V 011V 010V 009V 024V
A A
High Sea 800 800 800 800 004V 002V
001V 003V
Chest
Chest
Direct Bilge
Injection (Starboard)
Note: It should be further noted that the engine room bilge pump and also Illustration 5.1b Emergency Bilge System To Fire Hydrant System
the bilge separator could be brought into use on the bilge main providing
additional emergency bilge pumping capacity. The bilge pump discharges
200
internally, but can be set up to discharge overboard through the shore BM049V
connections if sufficient time is available. 200
BM020V
Measures to Prevent or Alleviate Flooding 200 200 200 200 200 200
Maintain pipelines externally, tighten any slack supports and promptly replace BM018V BM017V BM016V BM015V BM014V BM013V
To Ballast
any broken securing and ‘U’ bolts on pipe brackets to minimise fretting. Check System
for signs of corrosion, particularly on pipes which are not readily visible during
daily inspections. PI PI For
200 Scrubber
WS020V
Open and close all ship-side valves regularly, to ensure that they may be No.2 No.1 Cooling
operated easily when required. Valves such as fire pump suction valves, which CP
CP For Fresh
are normally open, should be closed and reopened regularly to prevent a build- General Service Pumps
Water
(350/290m3/h x 3.0/11 bar) 100
up of marine growth. WS023V Generator
Before opening sea water filters for cleaning, make sure the shut-off valves
are tight by opening the vent in the cover and proving it is clear. Break the BM010V
BM012V BM011V
cover joint before removing all cover bolts. The same applies when opening BM BM BM BM
006V 005V 004V 003V
coolers and pipelines anywhere in the system. Care must always be taken when
200 200 200 200 200 200
removing covers or opening any part of the sea water pipe system as valves Key
which are indicated as closed may remain partially open. Main Sea Fire Main
Water Suction
300 Crossover Sea Water
All personnel should be familiar with the position of bilge suctions and the Pipe
pumps that may be utilised for bilge pumping duties. They should be familiar Ballast Suction
200 Bilges
with the position of all sea suction and overboard valves, including remote Bilge Main Suction
Direct Bilge Suction
200 Instrumentation
operation systems and also be aware which suctions are currently in use.
Double-bottom sounding pipe self-closing cocks should be free to operate and

closed when not in use, all caps must be refitted after use.
The emergency bilge suction valve, BM019V, connected to No.3 main cooling
sea water pump should be operated on a regular basis when the pump is shut
down to ensure the free movement of the valve spindle.
5.2 Local (Emergency) Operation of Main Procedure for Operating the Main Engine from the Local f) Turn the starting/direction selector switch to the new directional
Engine (Engine Side) Control Stand position and the Fuel Command control dial to the 15% to 20%
position. The engine is then started in the new direction as
indicated in item d) above.
Local (Emergency) Control from Engine Side Note: Changeover to the LOCAL position is only possible with the engine
stopped.
In the event of breakdown of the remote control system, or of the speed
governor module (EGS2000-RTF), the engine may be controlled from the local Note: When the engine is controlled from the local control stand the operator
(emergency) stand at the engine side. The local control stand is situated on the must remain at the local control position and must constantly observe the
port side of the engine at the middle platform level. engine speed and be prepared to make adjustments as required.
The main engine is controlled electronically by the WECS-9520 system All engine operating systems must be functioning and the engine must be ready
and the operator must interface with this when operating the engine in local to start.
(emergency) mode. The WECS-9520 and servo/control oil systems must be
operational otherwise the engine will not function. The WECS-9520 controls a) Check that the WECS-9520 is operating and that the control oil,
the operation of the fuel injection system, the exhaust valves and the starting servo oil and fuel oil rail pressures are all within the acceptable
air system. The engine overspeed monitoring system must be fully operational range.
and correctly set at all times, no matter which control station has control of the
engine. b) Switch on the auxiliary blowers by pressing the BLOWER
1 PRESELECT RUNNING and BLOWER 2 PRESELECT
The engine is controlled locally from the local control stand, which is equipped
RUNNING pushbuttons. Auxiliary blower No.1 will start
with all the pushbuttons, switches and dials necessary to start, stop and
immediately and No.2 auxiliary blower will start about 20
manoeuvre the engine. The control panel has a telegraph which signals engine
seconds later. The indicator lamps in the auxiliary blower
movements from the bridge and enables the operator to signal to the bridge that
pushbuttons will illuminate when the blowers are running.
a speed/direction command has been complied with.
As there is no physical link between the local control stand and the fuel c) Turn the starting/direction selector switch to the AHEAD
injection system (because regulation of the fuel injection system is carried out or ASTERN position as required, in response to a telegraph
electronically by the WECS-9520), there is no changeover linkage to operate. command for starting. Turn the rotary Fuel Command control
dial to the starting fuel position (about 15% to 20%). This dial
In order to change the engine control to the local stand the operator only has to sends a signal directly to the WECS-9520.
change to control position selector switch from the REMOTE position to the
the LOCAL position at the local control stand. As the local control stand has d) Turn the starting/direction selector switch (already in the
the highest priority for control, there is no need for any control acceptance or AHEAD or ASTERN position) to the START position in that
transfer from the remote control stations. direction until the engine fires on fuel and then return the switch
to the AHEAD or ASTERN running position. Air should not
System pressures should be as in the table below for starting and running: be applied for more than about 8 seconds in order to prevent
wastage of starting air. If the engine fails to reach firing speed
System Medium Pressure within 8 seconds, or even to turn over on starting air, the cause
Control air from control air system system 7.0 - 8.0 bar of the problem must be investigated before a restart attempt is
made.
Control air from starting air receiver (adjusted to 6.0 25 - 30 bar (max)
bar with pressure reducing valve 351HA)
e) When the engine is running on fuel, the Fuel Command control
Starting air from starting air receiver 25 - 30 bar (max) dial must be adjusted slowly until the engine runs at the desired
Main bearing and piston cooling oil 4.8 - 6.0 bar speed. In order to reverse the engine the Fuel Command control
Crosshead bearing oil 10 - 12 bar dial must be turned to the 0% position and the starting/direction
Servo oil 100 - 200 bar selector switch should be turned to the STOP position. The
engine should stop.
Control oil 200 bar
Fuel oil common rail 800 - 1000 bar
5.3 Emergency Steering Procedure for Operation of Steering Gear on Loss of Remote Emergency Steering Drill
Bridge Control
Emergency steering drill should be carried out according to company
Introduction procedures when traffic and navigational restrictions permit.
a) On loss of steering gear control from the bridge, establish
communication with the bridge via the telephone system.
The steering gear consists of two hydraulic rams with four hydraulic cylinders It is to consist of the direct operation of the main steering gear by using the
A telephone is located on the steering gear compartment
powered by two electrically-driven pumps, No.2 motor is supplied from the manual control within the steering flat. This operation is to be directed from the
platform.
main switchboard and No.1 motor is supplied from the emergency switchboard. navigation bridge. After each drill, details and the date it was carried out are to
The pumps are of the variable displacement axial piston type with individual be entered in the Official Log Book and Particulars and Records Book.
Indication of the rudder angle and a compass repeater are provided for manual
oil tanks, the stroke being servo controlled. The main Mitsubishi Janney pumps
control of the steering gear.
are accompanied by a trochoidal gear type auxiliary pump supplying oil to the
servo system and also circulates the oil and cools the pump casing.
Note: Only one pump unit can be operated in this mode, the other pump unit
must be shut down.
The steering gear is capable of being operated as two totally isolated steering
systems and each pump unit is capable of putting the rudder through the working
angle of 65° in the specified time of 28 seconds. A second pump unit may be b) On the pump unit to be used, lift up the locking plate and turn
brought into service at any time by starting the motor. Automatic isolation is the LOCAL/REMOTE control switch to LOCAL control.
provided within both systems, both hydraulic systems being interconnected by
means of electrically operated isolating valves that, in normal operation, allow The switches are on the rubber servo unit panels in the steering gear room.
both systems together to produce the torque necessary for moving the rudder.
c) For the pump unit on local control, operate the pushbuttons
The defective system is isolated whilst the intact system remains fully PORT or STARBOARD to turn the steering gear in the
operational. Steering capability is maintained at a ship speed reduced to 50% direction requested by the bridge. The pushbutton (PORT or
of full with 50% of the rudder torque. STARBOARD) is depressed for as long as required in order
to turn the rudder through to the requested angle. When the
The steering gear is remotely controlled by the autopilot control or by hand requested angle is achieved the pushbutton is released, the
steering from the wheelhouse. Emergency control is carried out by the operation rudder will remain at that angle.
of the servo controller lever at the pump unit. When operating under emergency
If this system should fail, manual operation can be carried out as follows:
steering and in local control only one pump is usually in operation.
a) Only one pump unit may be operated and the operational pump
All orders from the bridge to the steering compartment are transmitted
unit selector switch must be turned to the LOCAL position.
electrically. Steering gear feedback transmitters supply the actual position
signal for the system. The rudder angle is limited to 35° port or starboard by
Switch off the torque motor power.
means of limit switches and mechanical stops are positioned at 36° port and
starboard.
b) Push in the pushbutton on the unloading device and lock it in
place.
See Section 2.11 of this manual for more detail.
c) The tiller can be moved in accordance with the steering
command from the bridge by turning the torque motor shaft
knob located on the top of the torque motor. This puts a stroke
on the pump to produce the desired angle of rudder movement.
When the rudder reaches the desired angle, feedback from the
tiller will remove stroke from the pump.
Illustration 5.4a Additional/Emergency Fire Pump
BM041V
50
BM042V
EWV033
50
BM044V
50
BM043V 50
50
and Aft Deck 150
50
BM047V 50
50 EWV051 EWV032

200
BM049V
200 From Additional

BM020V
Fire Pump
200 200 200 200 200 200
Pump Room
To Ballast EWV038
System 125

200 Scrubber
Cooling
Fire Pump
CP CP For Fresh
Water EWV040
(350/290m3/h x 3.0/11 bar) 100 Deck Foam and Fire Control Station Room
WS023V Generator
EWV044
PI CP PI
To Foam System EWV043 50
BM010V 250
BM012V BM011V EWV002 EWV045
BM BM BM BM 150 22,700A/B
006V 005V 004V 003V EWV041
EWV001 Key
200 200 200 200 200 200
EWV001 EWV004
Main Sea
Water Sea Water
300 Crossover Sea
Ballast Suction Additional (Emergency) Bilges
200 EWV046
Fire Pump
5.4 additional (Emergency) fire pump • The fire hydrants in the engine room Additional (Emergency) Fire Pump
• The fire hydrants serving the accommodation block Position Description Valve No.
Additional Fire Pump
• Hawse pipe anchor wash Open Sea suction valve EWV003
Manufacturer: Shinko Industries Ltd
• Forward void space, chain locker and bosun’s store bilge Open Discharge valve EWV046
No. of sets: 1 Closed Line drain valve EWV046
eductors
Model: GVP130M Open Hydraulic oil cooler overboard discharge valve EWV045
• Sprinkler nozzle above the additional fire pump hydraulic
Type: Vertical, hydraulic motor-driven, centrifugal Open Hydraulic oil cooler outlet valve EWV044
motor
Capacity: 75m3/h x 9.0 bar (plus 12m3/h for the hydraulic oil Open Hydraulic oil cooler inlet valve EWV046
cooler) • Hydraulic oil cooler for the additional fire pump
Rating: 34kW at 2,000 rpm e) Check the oil level in the hydraulic power pack unit, and that
The pump can be started and stopped from the following locations:
there are no alarm conditions indicated on the control panel.
• Locally by the hydraulic pump unit in the foam room
Additional Fire Pump Hydraulic Unit
• Ship’s control centre in the fire station area f) Ensure that the power pack electric motor is set to REMOTE
Hydraulic Pump mode operations.
• Bridge electrical panel on aft bulkhead
Manufacturer: Uchida Hydraulics Co., Ltd g) The pump is now ready for service on the fire main and can be
No. of sets: 1 The fire and wash down main runs the full length of the vessel and is branched started at the locations described previously.
off to the fire hydrants, which are located so that two jets can be directed onto
Model: A10VO 100DR/31-PPC12N00M
the fire source. Isolating valves are positioned along the main deck, between
Type: Fixed displacement each set of hydrants on the fire main line.
Flow rate: 150 litre/min, delivery pressure 210 bar
Rating: 62kW at 1,750 rpm WARNING
All valves on the fire main system and associated pumps must be
Hydraulic Motor
operated on a regular basis to prevent seizure. It should be possible to
Manufacturer: Uchida Hydraulics Co., Ltd operate these valves by hand and the use of wheelkeys is not desirable.
No. of sets: 1
Model: A2FM63/61-VBB020 Note: The additional fire pump suction and discharge valves should be open
Type: Fixed displacement at all times and the pump ready for use.
Flow rate required: 133 litre/min, effective pressure 180 bar
Note: The fire main isolating valves EWV001 and EWV002 in the deck
Rating: 34kW at 2,000 rpm
foam and fire control station room must be open at all times in order to allow
water to be directed from and into the engine room spaces.
Introduction
Preparation for the Operation of the Fire Hydrant System
The additional fire pump supplies water to the fire main only. It is a
hydraulically-driven self-priming vertical centrifugal pump located on the floor
from the Additional (Emergency) Fire Pump
plate area in the pump room. The hydraulic prime mover is in the foam room at
a) Set the suction and discharge valves of the additional fire pump
the starboard side of the accommodation block on the upper deck, its electrical
for supplying sea water to the fire main.
supply is taken from the emergency switchboard.
b) All of the intermediate isolating valves along the fire main on
The additional fire pump supplies all of the following services, although it does
the upper deck must be open.
not have the capacity to supply water for the effective operation of the deck
foam system. The suction for the additional fire pump is from the sea water
c) All fire hydrant outlet valves must be closed.
chest for the cargo pump units in the pump room.
• The fire hydrants in the pump room d) Set up the valves as shown in the tables below:
• The fire hydrants on deck
5.5 Fire in the Engine Room e) If necessary start the emergency generator in order to ensure d) If personnel are missing, consider the possibility of searching in
continuity of electrical supply. the fire area.
The risk of a fire outbreak can be minimised by ensuring that all personnel
understand the risks, by ensuring that the engine room is maintained in a clean f) Have the fire team organised to tackle the outbreak with e) Close all accessible openings and hatches to prevent the fire
condition and that any oil leaks are dealt with immediately. Oily rags and maximum speed; the situation must be thoroughly assessed spreading.
waste must be disposed of a safe manner using metal containers. Empty plastic before any personnel are directed to the fire, and the means
containers must never be left around the machinery spaces, and they must never of tackling the fire and the means by which the fire party can f) If there is a danger of the release of poisonous gases or
be used as waste bins for oily rags and similar combustible material. retreat from the outbreak area if necessary, must be understood of explosion consider part or total ship abandonment. Ship
by all involved. drawings, cargo plans, etc, should be taken ashore. A crew
There must always be an awareness of potential fire ignition sources such as check is to be carried out.
insecure electrical contacts. High temperature points such as exhaust manifolds g) If there is the least doubt whether the fire can be controlled by
should always be insulated effectively and this insulation must always be ship’s crew, the safety team must inform the Master so that other g) Consider using the fixed extinguishing systems, depending on
repaired or replaced when damaged or after overhaul. Combustible materials ships can be informed on the distress frequencies. extent of fire.
such as rags, oily waste and plastic containers must never be placed close to
exhaust manifolds whether insulated or not. h) Depending upon the fire and the availability of fire fighting h) On arrival of the fire brigade inform the Chief Fire Officer of:
capacity, give priority to fire limitation until the situation is
• Any personnel missing
Crankcase explosions are potentially very damaging and the after effects are clarified.
more severe if combustible materials like rags, oily waste, lying pools of oil or • Assumed location of fire
plastic containers are left in the engine room spaces. i) Where appropriate, use portable fire extinguishers on small fires • What is assumed to be burning
if safe to do so.
All personnel having anything to do with the engine room spaces must know • Any conditions that may constitute a hazard
the locations of the different types of fire extinguisher available in the engine j) If substances which are on fire, or close to a fire, may emit
room and must know which type is suitable for the different types of fire which poisonous gases or explode, direct the crew to a safe position i) Assist the Senior Fire Officer with information and orientation,
can occur. The position of fire hoses and hydrants must also be known; a fire before actions are organised. by means of drawings and plans.
in a particular area may prevent the use of the nearest hose and hydrant, so it is
essential that the location of alternative fire fighting equipment is known and k) Effective communication must always exist between the fire Battening Down of the Machinery Space
the best route for running hoses is appreciated. Operation of the water mist fighters and the fire control station. The control station must
a) Stop/shut down all machinery in the affected area.
system and the CO2 fire extinguishing system must be understood. 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
nearest rescue centre.
c) Stop the appropriate ventilation fans.
General m) Prepare to operate the CO2 and water mist fire fighting systems
d) Start the emergency generator and put on-load if required.
if necessary.
a) Sound the fire alarm and inform the Chief Engineer and the
bridge. Never attempt to tackle the fire alone without informing e) Trip the appropriate quick-closing valves and machinery stops,
others of the situation. Note: A number of areas in the machinery spaces are protected by the water and close all fire flaps and doors for the affected space(s).
mist system which is operated manually. All personnel must understand how
b) If personnel are missing, consider the possibility of searching in to initiate such manual operation and the implications of water mist release. f) Count all personnel and ensure that none are in the affected
the fire area. machinery space.
In Port
c) Determine the location of the fire, what is burning, the direction g) Start the fire pump and pressurise the fire main.
of spread and the possibility of controlling the fire. Determine if a) Inform the port authority and the terminal duty personnel,
oil or other materials are feeding the fire and take steps to cut off prepare to vacate the berth if required.
h) Apply boundary cooling as required.
the supply of combustible material, eg, operate quick-closing or
other accessible valves to shut off oil supply to the fire. b) Conduct a crew check and organise crew for fighting the fire.
i) Operate the CO2 or water mist system as appropriate.
d) If the fire is in an isolated compartment close the doors to the c) Inform the local fire brigade even though the fire appears to be
compartment and shut off ventilation. under control.
5.6 Emergency Power failure e) Turn the emergency generator operating mode switch to the j) Check the engine oil pressure, cooling water pressure and rpm.
AUT position.
The vessel is equipped with one diesel-driven emergency generator. Under k) Operate the hydraulic starter handpump in order to restore the
normal conditions the emergency switchboard is supplied from the main f) Check over the emergency generator systems and replenish the hydraulic accumulator to the normal operating pressure of 200
switchboard (connection via synchronising panel E). In the event of failure emergency generator fuel tank if necessary. bar.
of the normal supply, the emergency generator will start automatically and
connect to the emergency switchboard. Interlocks are provided which prevent Procedure for Manual Emergency Starting of the Emergency Note: If the hydraulic starter has to be used, only manual starts of the
the emergency generator running in parallel with any of the main diesel-driven emergency generator are available. The electric starting system must be
generators.
Generator at the Local Control Panel (Hydraulic Starter) repaired and restored to operational service as soon as possible.
In an emergency when no electrical power is available from the battery system,
The emergency generator should have been previously prepared for an
automatic start in line with the procedures outlined in Section 2.12.2 of this
or if the electric starter motor does not function, it is possible to use the Procedure for Manual Stopping of the Emergency Generator
hydraulic back-up starter system for starting the emergency generator. at the Local Control Panel
manual. Furthermore, it should automatically connect to the switchboard and
operate in line with the procedures outlined in Section 2.13.3 of this manual.
a) Ensure that the power source switch for the engine control panel a) Open the emergency generator breaker by pressing the MAN.
is turned on. OPEN EG CIRC. BR pushbutton on the ESBO6 panel.
Automatic Starting of the Emergency Generator Check that the emergency generator has been disconnected
Note: In the event of complete electrical failure this will have no immediate electrically from the emergency switchboard. Allow the engine
In order to enable the emergency generator to start automatically in the event influence but when electrical power is available the control panel will to run for about 5 minutes off-load in order for it to cool down
of a blackout, the mode selector switch at the emergency switchboard must be function again. effectively.
set to AUTO and that on the local control panel must be set to the EMERG
position. The fuel tank must always contain sufficient fuel for at least 24 hours b) Ensure that all instrumentation root valves are open and that the b) Stop the emergency generator by turning the selector switch on
of operation at full load. instruments are operating correctly. the engine control panel to STOP. The emergency generator will
stop.
The battery system must always remain on charge and the batteries must be c) Ensure that the fuel system is fully primed and that the fuel
checked to ensure that they are fully charged. If one of the battery systems filter has been cleaned; all of the valves from the fuel tank to the c) If the next mode of starting is to be under automatic control, the
fails it must be disconnected as mentioned above and must be replaced at the engine should be open. mode selector switch must be returned to the EMERG position.
earliest possible time. If work is to be carried out on the emergency generator the
d) Ensure that the fresh water cooling system is fully charged and selector switch should be turned to the STOP position and the
The suction air filter is provided with an indicator to show if the filter is vented. The water level in the radiator expansion tank must be batteries isolated.
restricted. If the entire red plunger of the filter is visible the filter must be checked and water added to the tank if necessary.
cleaned or replaced immediately. d) Reset the Emergency Generator/Bus Bar switch to the BUSBAR
e) Turn the engine mode selector switch to the MAN position. position. Turn the Emergency Generator Isolation switch to the
Procedure for Restoration of Normal Electrical Supply After a NORMAL position.
f) Ensure that the red-handled valve D5 by the hydraulic handpump
Blackout and Operation of the Emergency Generator is closed and that the oil reservoir is full. Fit the handle to the e) When the engine has been stopped the fuel tank must be
pump, this is stowed adjacent to the alternator. checked and, if necessary, replenished in order to ensure that
a) When the main switchboard has become live, turn the emergency
there is sufficient fuel for a minimum 24 hours operation at full
generator operating mode switch to the MAN position.
g) Operate the hydraulic handpump to charge the hydraulic load.
accumulator to an approximate pressure of 200 bar.
b) Manually open the emergency generator circuit-breaker by
pressing the MAN. OPEN EG CIRC. BR pushbutton on the Note: For normal automatic operation the emergency generator room supply
h) Ensure that the fuel linkage is in the correct position for fans must be selected for AUTO operation at the starter box in the emergency
ESBO6 panel.
starting. generator room.
c) Manually close the normal supply circuit-breaker to the
i) Open the hydraulic system Starter Valve (red handle - D5); the
emergency switchboard.
engine will turn over on the hydraulic starter. When the engine
fires close the hydraulic starter valve. The governor will control
d) Manually stop the emergency generator by pressing the STOP
the engine to the correct speed.
pushbutton on the engine panel.

Machinery Maersk

Caricato da

Informazioni sul documento

Descrizione originale:

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Machinery Maersk

Caricato da

Copyright:

Formati disponibili

Maersk Nautica Machinery Operating Manual

Illustrations 2.13.4c Main Group Starter Panel Distribution Illustrations

4.1 Engine Room Fire Hydrant System

Part 5: Emergency Procedures

5.1 Flooding in the Engine Room - Emergency Bilge Suction

• Amendments are carried out by relevant personnel; The Technical Director

Low Temperature Water

1.1 To Bring Vessel into Live Condition

1.12a Location Plan of Engine Room - Tank Top

1.12b Location Plan of Engine Room Floor and Turbine Flat

1.12c Location Plan of Engine Room - 1st and 3rd Deck

1.12d Location Plan of Engine Room - 2nd Deck

1.12e Location Plan of Engine Room - Casing

1.12f Location Plan of Engine Room - Cross Section at Frames 45 and 54

1.12g Location Plan of Engine Room - Elevation Looking Port

1.13a Tank Capacity Tables (i)

1.13b Tank Capacity Tables (ii)

Disconnect shore power supply. 2.13.4

Start the emergency air compressor, open the inlet

Ensure the engine room CO2 system is

Ensure the engine room water mist fire fighting

Connect the diesel generator and supply power to

Put the deck service air system into operation. 2.10.2

Put the refrigeration system into operation. 2.14.2

Start the domestic water system with the calorifier 2.14.1

Pump bilges to the bilge holding tank as required. 2.9.1

Put all ancillary equipment on standby.

Plant is now in Live Condition

One diesel generator in use, the other diesel

Start the sewage treatment plant. 2.14.5

Plant is in Live Condition

One diesel generator in use, the other diesel

Prepare and flash-up an auxiliary boiler, using

Maintain the standby generators in a warm

Start the HFO purifier system. 2.7.2

Change the diesel generator over to run on HFO. 2.6.2

Start the main engine jacket CFW pumps and 2.5.1

Change control to the engine control room. 2.1

Check the telegraph, bridge/engine room clocks

Plant in Manoeuvring Condition

Plant in Manoeuvring Condition

Two diesel generators in use, the remaining diesel

Set the power management system to automatic.

Start up the FW generator system. 2.5.1

Ensure that automatic transfer of HFO is 2.7.1

When the run-up program completes, check the

When the bridge notifies the engine control room

Vessel is Full Away on Bridge Control

Plant in 'Manned' Condition

All strainers and filters of running and standby

All alarms and safety cut-outs are operational. 3.1

ECR air conditioning unit is operating correctly. 2.14.4

All loose items are secured.

Available diesel generators are on standby. 2.12.1

Plant in 'UMS' Condition

Notify the bridge of manned condition.

Inform the bridge why the engine room is manned

Switch watch-keeping control to the ECR.

Examine the latest parameter printout.

Hand over to the oncoming duty engineer and

Discuss any defects with the senior engineer,

Plant in 'Manned' Condition

Vessel is Full Away on Bridge Control