Machinery UNLOCKED PDF

Robert Mærsk Machinery Operating Manual
List of Contents Illustrations 2.6.3a Auxiliary Boiler Fuel Oil Service System
2.6.4a Incinerator Fuel Oil Service System
Issue and Updates 2.2.1a AQ18 Auxiliary Boiler
2.2.2a Boiler Control Panel
Machinery Symbols and Colour Scheme 2.7 Fuel Oil and Diesel Oil Transfer Systems
2.2.2b Boiler Air/Oil Combustion Control Panel
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Electrical and Instrumentation Symbols 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.2.3a Sootblowing
2.7.2 Fuel Oil and Diesel Oil Purifying System
Principal Machinery Particulars 2.2.4a Low Pressure Steam System
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2.2.5a Exhaust Gas Boiler - Type AQ2 Illustrations
Introduction
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.3 Condensate and Feed Systems
Part 1: Operational Overview 2.7.1b Fuel Oil Transfer Using the Diesel Oil Transfer Pump
2.3.1 Condensate System
2.7.1c Diesel Oil Transfer Using the Diesel Oil Transfer Pump
1.1 To Bring Vessel into Live Condition 2.3.2 Heating Drains Systems
2.7.2a Fuel Oil and Diesel Oil Purifying System
2.3.3 Boiler Feed System
2.7.2b Fuel Oil Separator Control Panel EPC-400
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1.2 To Prepare Main Plant for ‘In Port’ Condition
Illustrations
1.3 To Prepare Main Plant for Manoeuvring in Port 2.8 Lubricating Oil Systems
2.3.2a Heating Drains System
1.4 To Change Main Plant from Manoeuvring to Full Away 2.3.2b Heating Drains Bypassing the Atmospheric Condenser 2 8.1 Main Engine Lubricating Oil System
2.3.3a Boiler Feed Water System 2.8.2 Stern Tube Lubricating Oil System
1 5 To Prepare for UMS Operation 2.8.3 Lubricating Oil Purifying System
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1.6 To Change from UMS to Manned Operation 2.4 Sea Water Systems 2.8.4 Lubricating Oil Filling and Transfer System
2.4 1 Main and Auxiliary Sea Water Systems Illustrations
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
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2.4.2 Sea Water Service System
2.8.1a Main Engine Lubricating Oil System
1.8 To Secure Main Plant at Finished with Engines 2.4.3 Engine Room Ballast System
2.8.2a Stern Tube Lubricating Oil System
2.4.4 Evaporator and Distilled Water Transfer and Distribution
1.9 To Secure Plant for Dry Dock 2.8.3a Lubricating Oil Purifying System
Illustrations 2.8.3b Lubricating Oil Purifier Control Panel EPC-41
2.4.1a Main and Auxiliary Sea Water Systems 2.8.4a Lubricating Oil Filling and Transfer System
Illustrations
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2.4.1b Backflushing a Central Cooler
1.1a Location Plan of Engine Room - Top of Tank and Floor 2.4.2a Auxiliary Sea Water System 2.9 Bilge Systems
1.1b Location Plan of Engine Room - Upper and Lower Platforms 2.4.3a Engine Room Ballast System 2.9.1 Engine Room Bilge System and Bilge Separator
Part 2: Main Engine and Auxiliary Systems
2.1 Main Engine and Propulsion Systems

2.5 tr 2.4.4a Evaporator
Fresh Water Cooling Systems

2.9.2 Ballast Pump Room Bilge and Bosun’s Store, Chain Locker

Illustrations
Bilge System
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2.5.1 Main Engine Jacket (HT) Fresh Water Cooling System
2.1.1 Main Engine Specification 2.9.1a Engine Room Bilge System
2.5.2 Central (LT) Fresh Water Cooling System
2.1.2 Main Engine Manoeuvring Control 2.9.2a Pump Room, Bosun’s Store, Chain Locker and Bow Thruster
2.1.3 Main Engine Safety System Illustrations Room Bilge System
Illustrations 2.5.1a High Temperature Fresh Water Cooling System
2.5.2a Central Fresh Water Cooling System 2.10 Air Systems
2.1.1a Main Engine Piston Cooling Flow Path
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2.10.1 Starting Air System

2.1.1b Oil Mist Detector 2.10.2 Working Air System
2.6 Fuel Oil and Diesel Oil Service Systems
2.1.2a Main Engine Manoeuvring Control Panel 2.10.3 Control Air System
2.6.1 Main Engine Fuel Oil Service System
2.1.2b Indication Panels
2.6.2 Generator Engine Fuel Oil Service System Illustrations
2.1.3a Engine Safety System Panel
2.6.3 Auxiliary Boiler Fuel Oil Service System
2.10.1a Starting Air System
2.6.4 Incinerator Fuel Oil Service System
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2.2 Boilers and Steam Systems 2.10.2a Working Air System

2.2.1 General Description Illustrations 2.10.3a Control Air System
2.2.2 Boiler Control System
2.6a Viscosity - Temperature Graph
2.2.3 Sootblowers
2.6.1a Main Engine Fuel Oil Service System
2.2.4 Low Pressure Steam System
2.6.2a Generator Engine Fuel Oil Service System
2.2.5 Exhaust Gas Boiler
Final Draft No.1. July 2008 Front Matter - Page 1 of 12

2.11 Steering Gear 2.14.5b Sewage Treatment Tank 5.4 Emergency Fire Pump
2.14.6a Garbage Management Plan 5.5 Fire in the Engine Room
Illustrations
5.6 Escape System and Fire Doors
2.11a Steering Gear Flow Lines 2.15 Inert Gas Generator 5.7 Fire Alarms
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2.15.1 Inert Gas Generator 5.8 Fire Fighting Equipment in the Engine Room
2.12 Electrical Power Generators 2.15.2 Operation
2.12.1 Diesel Generators
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Illustrations Illustrations
2.12.2 Emergency Diesel Generator
2.15.1a Inert Gas Generator in Engine Room 5.1a Emergency Bilge Suction
Illustrations
2.15.2a Inert Gas Generator Control Panels No.2 and No.3 5.2a Emergency Operation of Main Engine
2.12.2a Emergency Diesel Generator Control Panel 2.15.2b Inert Gas Generator Capacity Control Panel 5.6a Lifesaving Equipment, Escape System and Fire Doors in
Engine Room
2.13 Electrical Power Distribution Part 3: Main Machinery Control 5.7a Fire Alarm System in Engine Room
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2.13.1 Electrical Equipment Overview 5.8a Fire Fighting Equipment in the Engine Room
2.13.2 Main Switchboard and Generator Operation 3.1 Integrated Management System
2.13.3 Emergency Switchboard and Generator Operation 3.1.1 System Overview Part 6: Communications
2.13.4 Electrical Distribution 3.1.2 Operator Stations
2.13.5 Shore Power 3.1.3 Screen Displays 6.1 Communication Systems
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2.13.6 Main Alternators 3.1.4 Alarm Display 6.1.1 UMS 2100 System
2.13.7 Emergency Alternator 3.1.5 Trending 6.1.2 Sound Powered Telephones
2.13.8 Preferential Tripping and Sequential Restart
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3.1.6 UMS - Manned Handover 6.1.3 Exchange Telephones
2.13.9 UPS and Battery Systems 6.1.4 Public Address and Talkback System
2.13.10 Cathodic Protection System 3.2 Engine Control Room, Console and Panels 6.1.5 Shipboard Management System
2.13.11 Thruster
Illustrations Illustrations
Illustrations
3.1.1a Integrated Management System Layout 6.1.1a UMS 2100 System Layout
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2.13.1a Main Electrical Network 3.1.2a Operator Stations 6.1.1b UMS 2100 Operator Panels
2.13.2a Generator and Synchronising Panels 3.1.5a Trending Display 6.1.2a Sound Powered Telephone System
2.13.3a Emergency Switchboard 3.2a Engine Control Room Console 6.1.3a Exchange Telephones

2.13.4a Main 440V and 220V Distribution
2.13.4b Emergency 440V and 220V Distribution
2.13.5a Shore Power
2.13.6a Main Alternator
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Part 4: Emergency Systems
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4.1 Fire Hydrant System
2.13.9a Battery Charge/Discharge Panel 4.2 CO2 Flooding System
2.13.10a Cathodic Protection System 4.3 Quick-Closing Valve System, Fire Dampers and Emergency Stops
2.13.11a Thruster 4.4 Fresh Water Mist Extinguishing System
2.14 Accommodation Systems Illustrations

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2.14.1 Domestic Fresh Water System 4.1a Engine Room Fire Hydrant System
2.14.2 Domestic Refrigeration System 4.1b Fire Hydrant System - Deck
2.14.3 Accommodation Air Conditioning Plant 4.2a CO2 Flooding System
2.14.4 Miscellaneous Air Conditioning Units 4.3a Quick-Closing and Remote Closing Valve System
2.14.5 Sewage Treatment System 4.4a Fresh Water Spray Extinguishing System
2.14.6 Garbage Disposal and Incinerator
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Illustrations Part 5: Emergency Procedures

2.14.1a Domestic Fresh Water System
5.1 Flooding in Engine Room
2.14.2a Domestic Refrigeration Plant System
5.2 Emergency Operation of the Main Engine
2.14.3a Accommodation Air Conditioning Plant
5.3 Emergency Steering
2.14.5a Sewage Treatment System

Issue and Update Control This manual was produced by: Item Issue 1 Issue 2 Issue 3
2.1.3 Main Engine Safety System August 2007
This manual is provided with a system of issue and update control. Controlling Illustrations
WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensures that: 2.1.1a Main Engine Piston Cooling Flow August 2007
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Path
• Documents conform to a standard format; For any new issue or update contact: 2.1.1b Oil Mist Detector August 2007
2.1.2a Main Engine Manoeuvring Control August 2007
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Panel
• Amendments are carried out by relevant personnel; The Technical Director
2.1.2b Indication Panels August 2007
WMT Technical Office
Dee House 2.1.3a Engine Safety System Panel August 2007
• Each document or update to a document is approved before Text
issue; Zone 2, Deeside Industrial Park
Deeside, Flintshire 2.2 Boilers and Steam Systems August 2007
CH5 2NS, UK 2.2.1 General Description August 2007
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• A history of updates is maintained; 2.2.2 Boiler Control System August 2007
E-Mail: manuals@wmtmarine.com 2.2.3 Sootblowers August 2007
• Updates are issued to all registered holders of documents; 2.2.4 Low Pressure Steam System August 2007
2.2.5 Exhaust Gas Boiler August 2007
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• Sections are removed from circulation when obsolete. Illustrations
2.2.1a AQ18 Auxiliary Boiler August 2007
Document control is achieved by the use of the footer provided on every page Item Issue 1 Issue 2 Issue 3 2.2.2a Boiler Control Panel August 2007
and the issue and update table below.
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List of Contents August 2007 2.2.2b Boiler Air/Oil Combustion Control August 2007
Issue and Updates August 2007 Panel
In the right hand corner of each footer are details of the pages section number
Machinery Symbols and Colour Scheme August 2007 2.2.3a Sootblowing August 2007
and title followed by the page number of the section. In the left hand corner
Electrical and Instrumentation Symbols August 2007 2.2.4a Low Pressure Steam System August 2007
of each footer is the issue number.
Principal Machinery Particulars August 2007 2.2.5a Exhaust Gas Boiler - Type AQ2 August 2007
Details of each section are given in the first column of the issue and update Introduction August 2007 Text
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control table. The table thus forms a matrix into which the dates of issue of the 1.1 To Bring Vessel into Live Condition August 2007 2.3 Condensate and Feed Systems August 2007
original document and any subsequent updated sections are located. 1.2 To Prepare Main Plant for ‘In Port’ August 2007 2.3.1 Condensate System August 2007
Condition 2.3.2 Heating Drains Systems
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 tr
1.3
1.4
To Prepare Main
Manoeuvring in Port
To Change Main Plant
Manoeuvring to Full Away
Plant for
from
August 2007
August 2007
2.3.3 Boiler Feed System
Illustrations
2.3.2a Heating Drains System
August 2007
August 2007
August 2007
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conflict arising between the information and guidance provided herein and 2.3.2b Heating Drains Bypassing the August 2007
15 To Prepare for UMS Operation August 2007
the professional judgement of such competent officers must be immediately Atmospheric Condenser
1.6 To Change from UMS to Manned August 2007
resolved by reference to Maersk Technical Operations Office. Operation 2.3.3a Boiler Feed Water System August 2007
1.7 To Change Main Plant from Full August 2007 Text

Away to Manoeuvring Condition 2.4 Sea Water Systems August 2007
1.8 To Secure Main Plant at Finished August 2007 2.4 1 Main and Auxiliary Sea Water August 2007
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with Engines Systems

1.9 To Secure Plant for Dry Dock August 2007 2.4.2 Sea Water Service System August 2007
Illustrations 2.4.3 Engine Room Ballast System August 2007
1.1a Location Plan of Engine Room - Top August 2007 2.4.4 Evaporator and Distilled Water August 2007
of Tank and Floor Transfer and Distribution
1.1b Location Plan of Engine Room - August 2007 Illustrations
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Upper and Lower Platforms

2.4.1a Main and Auxiliary Sea Water August 2007
Text Systems
2.1 Main Engine and Propulsion August 2007 2.4.1b Backflushing a Central Cooler August 2007
Systems
2.4.2a Auxiliary Sea Water System August 2007
2.1.1 Main Engine Specification August 2007
2.4.3a Engine Room Ballast System August 2007
2.1.2 Main Engine Manoeuvring Control August 2007
2.4.4a Evaporator August 2007

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Text 2.8.4 Lubricating Oil Filling and Transfer August 2007 2.13.6 Main Alternators August 2007
2.5 Fresh Water Cooling Systems August 2007 System 2.13.7 Emergency Alternator August 2007
Illustrations
2.5.1 Main Engine Jacket (HT) Fresh August 2007 2.13.8 Preferential Tripping and Sequential August 2007
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Water Cooling System 2.8.1a Main Engine Lubricating Oil System August 2007 Restart
2.5.2 Central (LT) Fresh Water Cooling August 2007 2.8.2a Stern Tube Lubricating Oil System August 2007 2.13.9 UPS and Battery Systems August 2007
System 2.8.3a Lubricating Oil Purifying System August 2007 2.13.10 Cathodic Protection System August 2007
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Illustrations 2.8.3b Lubricating Oil Purifier Control August 2007 2.13.11 Thruster August 2007
2.5.1a High Temperature Fresh Water August 2007 Panel EPC-41 Illustrations
Cooling System 2.8.4a Lubricating Oil Transfer System August 2007
2.13.1a Main Electrical Network August 2007
2.5.2a Central Fresh Water Cooling System August 2007 Text
2.13.2a Generator and Synchronising Panels August 2007
Text
2.9 Bilge Systems August 2007 2.13.3a Emergency Switchboard August 2007
2.6 Fuel Oil and Diesel Oil Service August 2007
2.9.1 Engine Room Bilge System and August 2007
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Systems 2.13.4a Main 440V and 220V Distribution August 2007
Bilge Separator
2.6.1 Main Engine Fuel Oil Service August 2007 2.13.4b Emergency 440V and 220V August 2007
2.9.2 Ballast Pump Room Bilge and August 2007 Distribution
System Bosun’s Store, Chain Locker Bilge
2.6.2 Generator Engine Fuel Oil Service August 2007 System 2.13.5a Shore Power August 2007
System Illustrations 2.13.6a Main Alternator August 2007
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2.6.3 Auxiliary Boiler Fuel Oil Service August 2007 2.9.1a Engine Room Bilge System August 2007 2.13.9a Battery Charge/Discharge Panel August 2007
System
2.9.2a Pump Room, Bosun’s Store, Chain August 2007 2.13.10a Cathodic Protection System August 2007
2.6.4 Incinerator Fuel Oil Service System August 2007 Locker and Bow Thruster Room 2.13.11a Thruster August 2007
Illustrations Bilge System
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Text
2.6a Viscosity - Temperature Graph August 2007 Text
2.14 Accommodation Systems August 2007
2.6.1a Main Engine Fuel Oil Service August 2007 2.10 Air Systems August 2007
System 2.14.1 Domestic Fresh Water System August 2007
2.10.1 Starting Air System August 2007
2.6.2a Generator Engine Fuel Oil Service August 2007 2.14.2 Domestic Refrigeration System August 2007
2.10.2 Working Air System August 2007
System 2.14.3 Accommodation Air Conditioning August 2007
2.10.3 Control Air System August 2007 Plant
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2.6.3a Auxiliary Boiler Fuel Oil Service August 2007
System Illustrations 2.14.4 Miscellaneous Air Conditioning August 2007
2.6.4a Incinerator Fuel Oil Service System August 2007 2.10.1a Starting Air System August 2007 Units
Text 2.10.2a Working Air System August 2007 2.14.5 Sewage Treatment System August 2007
2.7
2.7.1
Fuel Oil and Diesel Oil Transfer
Systems
Fuel Oil and Diesel Oil Bunkering
and Transfer System
August 2007
August 2007 tr
2.10.3a
Text
2.11
Control Air System
Steering Gear
August 2007
August 2007
2.14.6
2.14.1a
Garbage Disposal and Incinerator
Illustrations
Domestic Fresh Water System
August 2007
August 2007
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Illustrations 2.14.2a Domestic Refrigeration Plant August 2007
2.7.2 Fuel Oil and Diesel Oil Purifying August 2007 System
System 2.11a Steering Gear Flow Lines August 2007
2.14.3a Accommodation Air Conditioning August 2007
Illustrations Text Plant
2.7.1a Fuel Oil and Diesel Oil Bunkering August 2007 2.12 Electrical Power Generators August 2007 2.14.5a Sewage Treatment System August 2007
and Transfer System 2.12.1 Diesel Generators August 2007 2.14.5b Sewage Treatment Tank August 2007
2.7.1b Fuel Oil Transfer Using the Diesel August 2007 2.12.2 Emergency Diesel Generator August 2007 2.14.6a Garbage Management Plan August 2007
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Oil Transfer Pump

Illustrations Text
2.7.1c Diesel Oil Transfer Using the Diesel August 2007
2.12.2a Emergency Diesel Generator Control August 2007 2.15 Inert Gas Generator August 2007
Oil Transfer Pump
Panel
2.7.2a Fuel Oil and Diesel Oil Purifying August 2007 2.15.1 Inert Gas Generator August 2007
Text
System 2.15.2 Operation August 2007
2.13 Electrical Power Distribution August 2007
2.7.2b Fuel Oil Separator Control Panel August 2007 Illustrations
EPC-400 2.13.1 Electrical Equipment Overview August 2007
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2.15.1a Inert Gas Generator in Engine Room August 2007

Text 2.13.2 Main Switchboard and Generator August 2007
Operation 2.15.2a Inert Gas Generator Control Panels August 2007
2.8 Lubricating Oil Systems August 2007 No.2 and No.3
2.13.3 Emergency Switchboard and August 2007
2 8.1 Main Engine Lubricating Oil System August 2007 2.15.2b Inert Gas Generator Capacity Control August 2007
Generator Operation
2.8.2 Stern Tube Lubricating Oil System August 2007 Panel
2.13.4 Electrical Distribution August 2007
2.8.3 Lubricating Oil Purifying System August 2007
2.13.5 Shore Power August 2007

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

Text 5.7a Fire Alarm System in Engine Room August 2007
3.1 Integrated Management System August 2007 5.8a Fire Fighting Equipment in the August 2007
3.1.1 System Overview August 2007 Engine Room
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3.1.2 Operator Stations August 2007 Text
3.1.3 Screen Displays August 2007 6.1 Communication Systems August 2007
6.1.1 UMS 2100 System August 2007
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3.1.4 Alarms Display August 2007
3.1.5 Trending August 2007 6.1.2 Sound Powered Telephones August 2007
3.1.6 UMS - Manned Handover August 2007 6.1.3 Exchange Telephones August 2007
Text 6.1.4 Public Address and Talkback System August 2007
3.2 Engine Control Room, Console and August 2007 6.1.5 Shipboard Management System August 2007
Panels Illustrations
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Illustrations 6.1.1a UMS 2100 System Layout August 2007
3.1.1a Integrated Management System August 2007 6.1.1b UMS 2100 Operator Panels August 2007
Layout
6.1.2a Sound Powered Telephone System August 2007
3.1.2a Operator Stations August 2007
6.1.3a Exchange Telephones August 2007
3.1.5a Trending Display August 2007
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3.2a Engine Control Room Console August 2007
Text
4.1 Fire Hydrant System August 2007
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4.2 CO2 Flooding System August 2007
4.3 Quick-Closing Valve System, Fire August 2007
Dampers and Emergency Stops
4.4 Fresh Water Mist Extinguishing August 2007
System
Illustrations
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4.1a Engine Room Fire Hydrant System August 2007
4.1b Fire Hydrant System - Deck August 2007
4.2a CO2 Flooding System August 2007
4.3a
4.4a
Quick-Closing and Remote Closing
Valve System
Fresh Water Spray Extinguishing
System
August 2007
August 2007
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Text
5.1 Flooding in Engine Room August 2007
5.2 Emergency Operation of the Main August 2007
Engine
5.3 Emergency Steering August 2007
5.4 Emergency Fire Pump August 2007
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5.5 Fire in the Engine Room August 2007

5.6 Escape System and Fire Doors August 2007
5.7 Fire Alarms August 2007
5.8 Fire Fighting Equipment in the August 2007
Engine Room
Illustrations
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5.1a Emergency Bilge Suction August 2007

5.2a Emergency Operation of Main August 2007
Engine
5.6a Lifesaving Equipment, Escape August 2007
System and Fire Doors in Engine
Room

Machinery Symbols and Colour Scheme
Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Overboard Discharge
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Screw Down Non-Return Water Separator Spool Piece
Flow Control Valve Expansion Bend Pipe
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Valve
Domestic Fresh Water
P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve Discharge/Drain H.T. Cooling Water
Normally Open L.T. Cooling Water

Angle Screw Down Non- Gear or Screw Type Pump N.O or N.C or
Solenoid Valve Orifice
Return Valve Normally Closed
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Sea Water
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Tank Penetration Hydraulic Oil
Valve
Swing Check Non-Return Temperature Control Spectacle Flange Lubricating Oil

Mono Screw Pump Air Horn
Valve (With Hand Wheel) ( Open, Shut)
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Valve
3-Way Temperature Control Sounding Head with Dresser Type Saturated Steam
Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap Expansion Joint
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Sounding Head with Self Condensate
Wax Expansion Temperature Not Connected
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve Crossing Pipe
Cock (Self Closing) Feed Water
3-Way Wax Expansion Liquid Level Gauge

Ball Valve Suction Bell Mouth Connected Crossing Pipe
Temperature Control Valve
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Fire/Deck Water
2-Way Cock Water Transducer Vent Pipe Cylinder Piston Actuator T Pipe CO2
3-Way Cock (L-Type)

A Butterfly Valve With
Air Actuator
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Vent Pipe with
Flame Screen Hose Valve
Filter Regulating Valve
With Strainer
Fuel Oil
Marine Diesel Oil

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3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Flow Meter Non-Return Ball Valve
Air
Safety / Relief Valve Float Valve Duplex Strainer Hydraulic Operated Valve Bilges
Reciprocating Type Pump
(Open/Shut)
M Electrical Signal
Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Motorised Valve
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Manometer
Instrumentation
Regulating Valve Spark Arrester Rose Box Filter Vacuum Breaker
Ball Valve Incorporating a

Self Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box Non Return Valve in the Body
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Quick-Closing Valve
Valve Locked Open Steam Trap Without Strainer FB Foam Box
(Pneumatic Operated)
Quick-Closing Valve Bellows Type

Steam Trap With Strainer Accumulator
(Wire Operated) Expansion Joint

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

VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch
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Principal Machinery Particulars
Machinery Electric Motor Starter

Ref Item Name Qty Maker Model/Type rpm Capacity Working Maker Model Volt Amp kW rpm Start Control Remote Emg’y
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No. Pressure Method Method Control Stop and
Pref Trip
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1 Main engine 1 MAN-B&W 5S50MC-Mark 6 127 7,150kW
2 Main engine turbocharger 1 Jiang Jin ABB VTR 564D-32 13,000
3 Main engine auxiliary blowers 2 Jinzhou JC53B/50 3530 1.45/2.79m3/s 5.6/3.2kg/cm2 NSDK NTIKK FCL5 440 59 35 3530 DOL Remote ECR
4 Steering gear 1 Kawasaki- FE21-064-T050 628kNm torque 23.5MPa Remote Bridge
Wuhan
5 Steering gear pumps 2 LV-060-410R10 1750 62 litres/min 23.5MPa Shanghai Y180M-4H-H 440 31.05 18.5 1775 DOL Remote Bridge
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6 Steering gear/rudder grease units 2 Yamashinaseiki GP20W-6 112 22cc/stroke 60 bar Chogoku FBK8.80M 440 1.2 0.4 1120 DOL Local
7 Bow thruster 1 Kamewa 1650K/BMS-CP ABB HXR400-LG4 440 1318 865 1787 Aut. Trans Remote Bridge
8 Bow thruster hydraulic pump 2 Kamewa Gear pump 8.1 litres/min 14MPa ABB M2AA100LA 440 5.0 2.6 1720 DOL Remote Bridge
9 Stern thruster 1 Kamewa 1650K/BMS-CP HXR400-LG4 440 1318 865 1787 Aut. Trans Remote Bridge
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10 Stern thruster hydraulic pump 2 Kamewa Gear pump 8.1 litres/min 14MPa ABB M2AA100LA 440 5.0 2.6 1720 DOL Remote Bridge
11 Stern tube LO pump 1 Allweiler SPF10R38G8.3W20 8.4/8.7 l/min 3 bar Siemens UD0201/046947- 440 0.6 0.21 1650 DOL Local
044
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12 Forward stern tube seal 1 Japan Mar. Tec Stern Guard Mark II
13 Aft stern tube seal 1 Japan Mar. Tec Stern Guard Mark II
14 Stern tube LO circulation pump 2 Allweiler SPF10R46G8.3-W20 11.9/12.1 l/m 1 bar Siemens 1LA7070 4AB91Z 440 0.48 0.3 1650 DOL Local
15 Aft seal dosing pump 1 Elepon ECAP CR-1N 1700 75 ml/m 1.3MPa Toshiba FCKLW8 440 0.29 0.1 1700 DOL Local
16 Main generator sets 3 Holeby B&W 7L23/30H 720 970kW Hyundai HFJ6566-14K 450 1459 1137 720
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kVA
17 Emergency generator set 1 ValmetSisu 612DSG 1800 125kW Stamford UCM274F1 450 200 156 1800 Remote ECR
kVA
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19
20
Auxiliary boiler
Exhaust gas boiler
Sootblower
1
1
4
Aalborg
Aalborg
Aalborg
AQ18
AQ2
tr 18,000kg/h
900kg/h
9 bar
9 bar
Remote Panel
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21 Main air receiver 2 Jiu Jiang 5.0m3 30kg/cm2
22 Working air receiver 1 Jiu Jiang 2.0m3 10kg/cm2
23 Auxiliary air receiver 1 Jiu Jiang 0.25m3 30kg/cm2
24 Starting air compressor 3 Hamworthy V150 1770 150m3/h 30 bar ABB M2AA200MLA4 440 59 33 1770 DOL Automatic
25 Working air compressor 2 Tamrotor EMH21-8EANA 200m3/h 8.0kg/cm2 VEM K21R180 M4 N5 440 36.5 22 1755 DOL Automatic
AWS HB HW
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26 Working air dryer 1 Ultrafilter MSD0225M 16kg/cm2 230

27 Control air dryer 1 Ultrafilter SD0225 225m3/h 16kg/cm2 230 0.69 Local
28 Emergency air compressor 3 Hamworthy LT-22-30-KE 11m3/h 30kg/cm2 ABB M2AA100LB-4 440 6.6 3.5 1720 DOL Local
29 Main cooling sea water pumps 3 Shinko SVS250M 1750 300m3/h 2.5kg/cm2 NSDK NTIKK-FCT5 440 60 37 1750 DOL Auto ECR
30 Inert gas scrubber pump 1 Shinko RVP200M 1755 280m3/h 4.0kg/cm2 NSDK NTIKK-FCT5 440 88 55 1755 DOL L:ocal
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31 Deck seal sea water pump 2 Shinko HJ40M 3450 3.0m3/h 2.5kg/cm2 NSDK NIK FCL5 440 2.8 1.5 3450 DOL Local
32 Bilge, ballast and fire pump 1 Shinko RVP200MS 1760 160/280m3/h 11/4.5kg/cm2 NSDK NTIKK-FCT5 440 171 110 1760 S/D Local ECR
33 Main fire pump 1 Shinko RVP200MS 1760 160/280m3/h 11/4.5kg/cm 2
NSDK NTIKK-FCT5 440 171 110 1760 S/D Local ECR
34 Fresh water evaporator 1 Alfa Laval JWP-26-C100 25m3/day
35 FW evaporator ejector pump 1 CNL 80-80/200 3480 70m3/h 4.2kg/cm2 Sever 1.BZK160 L-2 440 36 21.4 3480 DOL Local


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Pref Trip
2.8kg/cm2
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36 Distillate pump 1 Desmi Pumper PVVF20402X-012 35 litres/min Server BZK-71B 440 1.6 0.75 3350 DOL Automatic
37 FW steriliser 1 Jowa Jowa AG-S 0.6m3/h 6 bar 220
38 FW rehardening filter 1 Jowa Jowa F150-2 6 bar
39 HT fresh water cooling pumps 2 Shinko SVS100M 1750 60m3/h 3kg/cm2 NSDK NIKK FCT5 440 19 11 1750 DOL Remote ECR
40 LT fresh water cooling pumps 3 Shinko SVS200M 1750 235m3/h 3.5kg/cm2 NSDK NIKK FCT5 440 60 37 1750 DOL Remote ECR
41 Central FW cooler 2 APV JO60-MGS-07 5.0kg/cm2
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42 Inert gas FW cooling pump 1 Shinko VJ40M 3490 6.0m3/h 4.5kg/cm2 NSDK NIK FCK5 440 6.4 3.7 3480 DOL Local
43 FO supply pump 2 IMO ACE038/N3 NTBP 4.0kg/cm2 MEZ 7BA100LO4K 440 4.6 2.55 1720 DOL Local
44 FO circulation pump 2 IMO ACE038/K3 NTBP 10kg/cm2 MEZ 7BA100LO2 440 6.1 3.45 3490 DOL Local
45 FO backflush filter 1 Boll & Kirsch 6.23.1 DN40 10kg/cm2
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46 FO heater 2 Aura Marine MX20 L1500 16 bar
47 Viscosity control unit 1 Marbaise SF01
48 MDO supply pump 1 Allweiler SPF20R56G8.3-W20 30.3/32.2 l/m 8.0kg/cm2 ABB M2AA090L6 440 1.3 1200 DOL Local
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49 Boiler FO supply pump 2 Allweiler SPF20R46G8.3F-W8 40.3/49.1 l/m 25kg/cm2 AEG AM100LAA2 440 6.7 3.6 3440 DOL Local Blr Panel
50 Boiler ignition pump 1 Danfoss RSA28R 2760 15kg/cm2 Marine AM632AA2 440 0.66 0.21 3310 DOL Automatic
51 Main engine FO flow meter 2 VAF B5025 16/160 l/m 16kg/cm2
52 Generator engine FO flow meter 2 VAF B5025 16/160 l/m 16kg/cm2
53 HFO transfer pump 1 Hounttuin BV 216-105 50m3/h 4.0kg/cm2 Siemans 1LA71664-AA90Z 440 29.5 17.3 1760 DOL Remote ECR
4.0kg/cm2
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54 MDO transfer pump 1 Allweiler SNF940ER42U8.9-W1 942/955 l/m Siemens 1LA51864-AA91Z 440 37 22 1760 DOL Remote ECR
55 HFO purifier 2 Alpha Laval MFPX307-TDF-21 8400 3000 litres/h 3.5kg/cm2 ABB M2AA 132SB-2 440 14.4 8.6 3460 DOL Local
56 HFO/MDO purifier 1 Alpha Laval MFPX307-TDF-21 8400 3000 litres/h 3.5kg/cm2 ABB M2AA 132SB-2 440 14.4 8.6 3460 DOL Local
57
58
59
Purifier supply pump
FO purifier heater
Main LO circulation pump
3
3
2
IMO
Alfa Laval
Shinko
ACP038N1NVBP
SAE 150-2
tr 165m3/h 4.5kg/cm2
5.0kg/cm2
ABB
NSDK
AA090 L-6
NTIKK FCT5
440
440
3.3
73
1.3
45
1120
1750
DOL
DOL
Automatic
Remote ECR
on
60 Main LO cooler 1 APV AO55 MGS-07
61 Camshaft LO circulation pump 2 Allweiler SNF80ER46U12.1-W1 96/97.5 l/min 3.5kg/cm2 Siemens 1LA70964AA91-2 440 3.4 1.75 1720 DOL Remote ECR
62 Main LO backflushing filter 1 Boll & Kirsch 6.61.07 DN150 4.5kg/cm2
63 Camshaft LO backflushing filter 1 Boll & Kirsch 6.60.1 DN50 4.5kg/cm2
64 Camshaft CJC filter 1 CC Jensen HDU 27/-P VEM 121R 71G6 440 1.12 0.3 1126 DOL Local
65 Stuffing box drain oil CJC filter 1 CC Jensen HDU 427/54P VEM K21R 71G6 440 1.12 0.3 1126 DOL Local
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66 Cylinder oil transfer pump 1 Allweiler SPF10R56G8.3-W20 1640 16 litres/min 3.0kg/cm2 Siemens 1LA7070-4AB91-Z 440 .0.78 0.29 1650 DOL Local
67 Main LO purifier 2 Alpha Laval MMPX404-SGP-11 9307 1100 litres/h 2.5kg/cm2 ABB M2AA100 L-2 440 6.5 3.7 3480 DOL Local
68 Generator engine LO purifier 1 Alpha Laval MMPX403 SGP-11 9307 500 litres/h 2.5kg/cm2 ABB M2AA 292 L-2 440 4.6 2.5 3470 DOL Local
69 Main LO purifier supply pump 2 IMO ACP025N1-NVBP ABB M2VA71B-4 440 1.9 0.45 1700 DOL Automatic
70 Auxiliary LO purifier supply pump 1 IMO ACP025N1-NVBP ABB M2VA71B-6 440 1.9 0.3 1100 DOL Automatic
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71 Jacket water preheater 1 CSSC Shell & tube

72 LO transfer pump 1 Allweiler SNF80ER42U12.1-W1 81.5/82.8 l/m 3 bar Siemens ILA70904/AA91-Z 440 2.6 1.3 1713 DOL Local
73 Oily water separator 1 Blohm+Voss Turbulo TCS 5HD 5.0m3/h 1.5kg/cm2 Local
74 Oily water separator pump 1 Blohm+Voss BV5.0A 5.0m3/h 3.3kg/cm2 Nord CE 440 3.45 1.75 1705 DOL Automatic


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Pref Trip
75 Engine room bilge pump 1 Blohm+Voss BV5.0 5.0m3/h 3.3kg/cm2 Nord CE 90 L/4 440 3.45 1.75 1705 DOL Local
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76 Air cooler condensate drain pump 1 Shinko GJ40-20MS 3.0m3/h 3.5kg/cm2 NSDK NIK FCK5 440 6.5 3.7 3490 DOL Local
77 Sludge pump 1 Allweiler AE1E50-ID/111P01 780 83 litres/min 4.0kg/cm2 Bockwoldt CB 1-90L/4 440 3.65 1.5 785 DOL Local
78 Air cooler chemical cleaning pump 1 Shinko AHJ50-2M 1.0m3/h 3.4kg/cm2 NSDK NIK FCK5 440 4.0 2.2 3450 DOL Local
79 Hydrophore tank 1 Jiu Jiang SH10210730-1 1000 litres 5.0kg/cm2
80 FW hydrophore pumps 2 Shinko VJ40M 3450 6.0m3/h 4.5kg/cm2 NSDK NIK FCK5 440 6.5 3.7 3490 DOL Local
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81 Calorifier 1 Jiu Jiang 500 litres 6.0kg/cm2
82 Hot water circulating pump 1 Shinko HJ40M 3480 2.0m3/h 2.0kg/cm2 NSDK NIK FCL5 440 2.8 1.5 3450 DOL Local
83 Refrigeration plant 2 Daikin Industries 440 DOL Automatic
84 Air conditioning plant 2 Namirei-Showa ACU-3713A 105800kcal/h NSDK NTIKK FCK5 440 61.5 37 1755 DOL Automatic
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85 Air conditioning plant AHU 2 Hi Panex NAHEV-150 In 165m3/m 200mmAq Chogoku FBK160M 440 18.6 11 1740 DOL Automatic
Out 145m3/h 150mmAq Chogoku FBK132M 440 12.6 7.5 1740 DOL Automatic
86 Miscellaneous A/C units 2 Carrier Transcold 90MA308-621 440 DOL Automatic
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87 Air conditioning galley 1 York HIP5WDS 15000kcal/h 30mmAq 440 0.75 DOL Remote Galley
88 Sewage treatment plant 1 Lu Zhou- Super Trident ST3A 4.66m3/24 440 10.5 5.3
Hamworthy KSE hours
Ltd
89 Sewage plant discharge pump 1 Hamworthy 8m3/h 1.8 bar WEG AL112M-2 440 7.6 4.4 3495 DOL Automatic
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90 Sewage plant air blower 2 Hamworthy/Pico DLT25-14 25/30m3/h 0.6kg/cm2 440 2.9 0.9 168 DOL Automatic
91 Inert gas generator 1 SMIT Gln3750 - 0.15FU 935-3750m3/h
92
93
94
Incinerator
Incinerator dosing pump
Main boiler feed water pump
1
1
2
Teamtec
Mono
Grundfos
OGS-200
SB14R5/HMO
CR32-5-2-AFAE-EUBE
tr 350,000kcal
112.5 litres/h
24m3/h
2.75 bar
12kg/cm2
MEZ
Siemens
7AA71M04
ILA7164-2AA91-
ZUOC
440
440
0.43
23.5
1.04
15
1670
3540
DOL
DOL
Automatic
Remote Panel
on
95 Exhaust gas boiler feed water pump 2 Grundfos CR2-110-AFA-BUBE 2.0m3/h 13kg/cm2 Siemens 90LA2-24FT115-C 440 7.45 2.2 3440 DOL Remote Panel
96 Atmospheric condenser 1 CSSC Shell & tube
97 Boiler chemical dosing unit 4 LMI Milton Roy CEH943-N10P 0.45 litres/min 50kg/cm2 LMI Milton Roy 230 0.7 DOL Local
98 Emergency fire pump 1 Shinko RVP130MS 72m3/h 9 bar NSDK NTIKK FCT5 440 66 40 1750 DOL Local
99 Water mist system supply pump 1 Shinko VJ40M 6m3/h 4.5kg/cm2 NSDK NIK FCK5 440 6.4 3.7 3480 DOL Automatic
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100 HP water spray pump 1 Danfoss PAH 63/80 100 litres/min 90kg/cm2 Lonne 1ABC1864AA61.Z180L 440 42.5 25.3 1700 DOL Automatic
101 Hydraulic oil transfer pump 1 Per Gjerdrum KRAL CK15.2006H 3460 2.1m3/h 14 bar ATB YAP80/2B-11 440 2.7 1.32 3395 DOL Automatic
102 Hydraulic power pack pump 4 Framo/ A4VSO500DP/30R- 787 litres/min 260kg/cm2 ABB M2CA355LA4 440 595 380 1800 S/Delta Remote SCC
Brueninghaus PPH13NN00-S1068
Hydromatic
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103 Hydraulic power pack feed pump 2 Framo L3MF60/96-IFOKT-OS 1745/ 260/533 7 bar ABB M2AA160L2/4 440 21 10.6 1745/ DOL Remote SCC
3505 litres/min 3505
104 Charge air chemical cleaning pump 1 Shinko AHJ50-2M 1m3/h 3.4 bar NSDK NIKFCK5 440 4 2.2 3450 DOL Local
105 Galley exhaust 1 Novenco CNA-315R 2410 1.0/0.5m3/s 928/242Pa AEG AMV90SZA4/2 440 4.0 1.9 3400 DOL Local
/1231 /2.05 /0.47 /1740

Fan Electric Motor Starter

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106 Galley supply 1 Novenco ACW-250/160-4 0.5/026m3/s 512/133Pa AEG AMV71NX4/2 440 1.5/0.9 DOL Local
0.18m3/s
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107 Hospital exhaust 1 Novenco K200L 2645 230Pa Within fan 230 0.18 2645 DOL Local
108 Dry provision exhaust 1 Novenco K200L 2645 0.14m3/s 300Pa Within fan 230 0.18 2645 DOL Local
109 Foam room exhaust 1 Novenco ACW250/160-4 3320 0.3m3/s 441Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
110 CO2 room exhaust 1 Novenco ACW250/160-4 3320 0.3m3/s 441Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
111 Steering gear room exhaust 1 Novenco ACW400/230-6 3420 2.4m3/s 555Pa AEG AM90KX2 440 6.3 3.6 3420 DOL Local
112 Paint store exhaust 1 Novenco ACW315/1600-4 3360 0.3m3/s 460Pa Loher DNGW-071BB02 440 1.45 0.66 3360 DOL Local
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113 Ballast pump room exhaust 1 Novenco HGP-400/230-6 3420 1.7m3/s 740Pa Loher DNGW-90LD02 440 5.0 2.6 3420 DOL Remote CCR
114 Purifier room exhaust 1 Novenco CNB630R 975 2.92m3/s 682Pa Loher DNGW-100LD04 440 7.4 3.6 1700 DOL Remote
115 Deck store exhaust 1 Novenco CNA250/R 2184 0.2m3/s 513Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
116 Engine room supply 2 Novenco ACW900/380-12 1755 10m3/s 748Pa AEG AM160MZA4 440 23 13 1755 DOL Remote ECR
10m3/s
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117 Engine room supply 2 Novenco ACW900/380-12 1755 748Pa AEG AM160MZA4 440 23 13 1755 DOL Remote ECR
118 Bow thruster room exhaust 1 Novenco ACW400/2300-6 3350 1.73m3/s 538Pa Loher DNGW-090BB-02 440 3.45 1.8 3350 DOL Remote/
Auto
0.14m3/s
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119 IGS room supply 1 Novenco KV200M 2645 185Pa Within fan 230 0.18 2645 DOL Local
120 Welding platform exhaust 1 Novenco CNA-315/R 2090 0.9m3/h 683Pa AEG AM80NX2 440 2.7 1.3 3380 DOL Local
121 Bonded store exhaust 1 Novenco K-160XL 2610 0.07m3/s 90Pa Within fan 230 0.15 2610 DOL Local
122 Blower for inert gas 2 GTI Luchttechneck Chae 4-245 1.27m3/s 27000Pa Siemens 1LA6280-2AC90-Z 440 116 75 3575 DOL Remote IG Panel
123 Blower for main boiler 1 Barker Jorgensen HN640-560 3600 5.5m3/s 687mmAq Schorch BD725M-PB614-Z 440 98 63 3565 DOL Remote Boiler
A/S Panel
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124 Exhaust gas blower for incinerator 1 Nanjing Lozhou DN-300 2192 7000m3/h 1961Pa Dezhou Hengli Y132M-4-H 440 13.2 7.5 1750 DOL Remote Panel
125 Steering gear servo 2 Fuji electric 440 1 0.4 1725 DOL Remote Bridge
126 Camshaft LO cooler 1 APV H17MG-10 8 bar
127
128
129
Blower for incinerator
DO pump for inert gas generator
Filter for bilge oil water separator (OWS)
1
2
2
Teamtec / Suntec
Danfoss
C.C.Jensen A/S
HF 520-30K
KSN450R
W 2x38/100 DZ tr 5 ppm
Fremo
Rotor
7AA71M02
5RN80M04K
440
440
1.32
1.55
0.63
0.63
3400
1665
DOL
DOL
Local
Local
on
130 Bypass Filter Unit for FRAMO Hydraulic 1 Kleentek Ind. ELC - R25SP 4.5 litres/min Kitashiba 220 1.6 1,740 Capacitor Local
Power Unit Tokyo, Japan Electrostatic 10kV
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Introduction 1. Never continue to operate any machine or equipment which appears Part six deals with the ship’s internal communication systems.
to be potentially unsafe or dangerous and always report such a condition
immediately. The valves and fittings identifications used in this manual are the same as those
General used by the shipbuilder.
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2. Make a point of testing all safety equipment and devices regularly. Always
Although the ship is supplied with shipbuilder’s plans and manufacturer’s
test safety trips before starting any equipment.
instruction books, there is no single handbook which gives guidance on Illustrations
op
operating complete systems as installed on board, as distinct from individual All illustrations are referred to in the text and are located either in the text when
3. Never ignore any unusual or suspicious circumstances, no matter how trivial.
items of machinery. sufficiently small or above the text on a separate page, so that both the text and
Small symptoms often appear before a major failure occurs.
illustration are accessible when the manual is laid face up.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
4. Never underestimate the fire hazard of petroleum products, especially fuel
officers with additional information not otherwise available on board. It is When text concerning an illustration covers several pages the illustration is
oil vapour.
intended to be used in conjunction with the other plans and instruction books duplicated above each page of text.
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already on board and in no way replaces or supersedes them.
5. Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily. Where flows are detailed in an illustration these are shown in colour. A key of
Information pertinent to the operation of the Robert Mærsk has been carefully
all colours and line styles used in an illustration is provided on the illustration.
collated in relation to the systems of the vessel and is presented in two on board
In the design of equipment and machinery, devices are included to ensure that, Details of colour coding used in the illustrations are given in the illustration
volumes consisting of DECK OPERATING MANUAL and MACHINERY
colour scheme.
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OPERATING MANUAL. as far as possible, in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices Symbols given in the manual adhere to international standards and keys to the
The Deck Operating Manual and the Machinery Operating Manual are designed
symbols used throughout the manual are given on the symbols pages.
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to complement MARPOL 73/78, ISGOTT and Company Regulations. are neglected, the operation of any machine is potentially dangerous.
The vessel is constructed to comply with MARPOL 73/78. These regulations The contents of tanks in illustrations are given at 100% capacity.
Description
can be found in the Consolidated Edition, 1991 and in the Amendments dated
The concept of this Machinery Operating Manual is to provide information to
1992, 1994 and 1995. Notices
technically competent ship’s officers, unfamiliar to the vessel, in a form that is
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Officers should familiarise themselves with the contents of the International readily comprehensible and thereby aiding their understanding and knowledge
The following notices occur throughout this manual:
Convention for the Prevention of Pollution from Ships of the specific vessel. Special attention is drawn to emergency procedures and
fire fighting systems.
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of
Ballast Record Book. It is essential that a record of relevant ballast operations
are kept in the Ballast Record Book and duly signed by the officer in charge. tr
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
WARNING
Warnings are given to draw reader’s attention to operations where
DANGER TO LIFE OR LIMB MAY OCCUR.
on
schematic diagram where applicable.
In many cases the best operating practice can only be learned by experience. CAUTION
Where the information in this manual is found to be inadequate or incorrect, The first part of the manual details the machinery commissioning procedures Cautions are given to draw reader’s attention to operations where
details should be sent to the Maersk Technical Operations Office so that required to bring the vessel into varying states of readiness, from bringing the DAMAGE TO EQUIPMENT MAY OCCUR.
revisions may be made to manuals of other ships of the same class. vessel to a live condition through to securing plant for dry dock.
nc
The second part details ship’s systems, providing a technical description, system Note: Notes are given to draw reader’s attention to points of interest or to
Safe Operation capacities and ratings, control and alarm settings and operating details. supply supplementary information.
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping Part three provides similar details for the vessel’s main machinery control
and are detailed in the various manuals available on board. However, records system.
show that even experienced operators sometimes neglect safety precautions
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through over-familiarity and the following basic rules must be remembered at Part four details the emergency fire fighting system incorporated on the vessel,
all times. providing information on their operation and system capacities.

Part five gives operational emergency procedures for the use of essential
machinery.

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on
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Part 1
Operational Overview
Illustration 1.1a Location Plan of Engine Room - Top of Tank and Floor
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op
Fire, Ballast
Floor
& Bilge Pump
Air Cooler High Sea Chest
No.2 HFO Top of Tank
Water Drain Tank (Port)
Main Fire Tank Pump MDO
Pump HFO Transfer Pump
Service
C
Tank
CJC Filters for Oily Water LO Sludge Tank
Oily Water Separator
Separator
Bilge FO Sludge
Stuffing Box CJC Filter Tank Bilge Well
Pump High Sea Chest
Camshaft LO
Pumps & Cooler
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No.1 HFO Air Cooler Drain
Generator Engine Tank (Port) Tank
LO Purifier Feed Pump
No.1 HFO Tank
Main Feed Pumps Purifier Diesel Oil Port
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Room Tank (Port)
Exhaust Gas Boiler Stern
Feed Pumps UP Thruster Bilge Well
UP MDO Transfer Pump Clean Bilge
FO
Main LO Pumps Water Tank Overflow FO Drain
Sludge Pump Tank Tank
Hydraulic Oil Bilge Well
Stern Tube LO
Storage Tank
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Circulating Pumps Main Engine
Ballast Pump Room LO Sump Tank Ballast Pump

Stern Tube Room
MDO Separator Supply Pump
Dosing Pump
Stern Thruster
Thruster Power Pack Exit UP

UP tr Deck Seal Pumps
Low Sea Chest
FW Generator
Dirty Bilge
Water Tank Bilge Well
Bilge Well
Sound Tank
on
Ejector Pump
Cofferdam
Stern Tube LO Pump Central
FW Coolers Diesel Oil No.1 HFO Tank
Stern Thruster Cabinet Tank (Starboard) Starboard
No.1 HFO
No.1 LO Purifier Tank (Starboard)
Feed Pump
Low Sea Chest
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No.2 LO Purifier
Feed Pump Inert Gas Bilge Well
Scrubber
Pump
Main SW Pumps
LO Transfer
Pump Air Cooler
Cleaning Pump No.2 HFO
Tank (Starboard)
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Final Draft No.1. July 2008 Section 1 - Page 1 of 12

Illustration 1.1b Location Plan of Engine Room - Upper and Lower Platforms
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Lower Platform
Upper Platform
Boiler Oil Pump
Observation Tank
Boiler Oil Heater
Sewage
No.2 HFO Cascade/Filter Tank
Tank (Port) Treatment DO Service Tank
HFO Settling Tank Plant
No.1 HFO
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Atmospheric Condenser
Tank (Port)
Shelves No.2 HFO

Tank (Port)
Generator Engine
MDO Supply Pump
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Boiler No.1 HFO HFO
Water Electric Tank (Port) Settling
Workshop Control Room FO Preparation
Tank Tank
Store Room Unit
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Incinerator
MDO Tank HFO
Service
W.C HFO
Tank
Service Tank UP
DN UP UP Hydraulic Storage
Tank
Framo Hydraulic
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Auxiliary Power Pack
UP
Boiler
Emergency Sea
Incinerator Suction Valve Actuators
Galley AC CFW UP
Booster Pump
IGS CFW Pump
Stern Thruster
Header Tank
UP tr
Workshop
Ballast
Pump Room
Generator
Engines UP
UP
M/E B&W 5S50MC
UP
Ballast Pump Room
Hydraulic Pump Room

Cargo Valve Hydraulic
on
Stern Tube LO Hydraulic Oil Generator Engine Power Pack
Store Tank UP UP DN
Header Tank Exit Air Receiver HFO Minor Tank
DN
Calorifier
Waste Oil Cyl. Oil HFO Minor
LT CFW Pumps
Tank
Fridge Tank Service Tank
Compressor HFO Minor
Tank No.1 HFO
Hydrophore A/C Compressor
Tank (Starboard)
Tank No.1 HFO
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Tank (Starboard)
Control Air Dryer No.2
HFO
Generator Engine
Tank (Starboard)
Air Dryer LO Service
Tank
Working Air Receiver LO Auto Filter Starting Air
Working Air Receivers
Compressors Jacket Water Preheater
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Main Engine LO Generator Engine No.1

No.2 HFO LO Cooler
Emergency Compressor Storage Tank LO Storage Tank Cylinder Oil
Tank (Starboard) FW Generator
Store Tank
Main Engine LO Settling Tank Cylinder Oil No.2 Cylinder HT CFW Pumps
Transfer Pump Oil Store Tank
Water Mist Supply Pump Starting Air Compressors
Water Mist HP Unit
Rehardening Filter

Part 1:Operational Overview

1.1To Bring Vessel Into Live Condition
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DEAD SHIP CONDITION
Prepare the low temperature FW cooling systems.

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

Ensure that the emergency generator 2.12..2
Check phase sequence, voltage and 2.13.3
fuel tank level is adequate.
frequency.
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Disconnect the shore supply. 2.13.2
Start the emergency generator. 2.12.2 2.13.4

Place the emergency generator on standby.
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Supply power to emergency switchboard from MSB.
2.13.1
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Restore emergency switchboard services.
Isolate sequential restart system.

All ancillary equipment set to manual to avoid
Prepare the SW cooling system. 2.4.2
low pressure automatic start. 2.13
Start the duty SW cooling water pump.
Supply emergency 440V switchboard. 2.13.5
Reset the preference trips.
Supply emergency 220V switchboard.
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Start the engine room and accommodation 2.14.3
Start the emergency air compressor and top up
the emergency air reservoir if required.
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2.10.1 ventilation fans. Start the air conditioning system.
Ensure the CO2 and water mist systems are 4.2

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

Ensure the deck foam system is ready for use. 4.1
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Prepare a diesel generator for starting. Start the IGS deck seal supply pump.
2.12 .1 4.1
Start a diesel generator. Pressurise the fire main.
Supply power to 440V and 220V switchboards. 2.13 Line up the fire pumps for operation. 4.1
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Start the sewage treatment plant. 2.14.5

From Previous Page
Put the domestic FW system into operation. 2.14.1
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Put the refrigeration system into operation. 2.14.2
Put the starting and working air systems into 2.10.1
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operation. 2.10.2
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Pump any bilges to the dirty bilge tank as required. 2.9.1
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Put all ancillary equipment on standby.
Restore the sequential restart system.
Put the remaining diesel generators on standby.
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tr PLANT IS NOW IN LIVE CONDITION
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One diesel generator in use with the other diesel
generators on standby.
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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.
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1.2 To Prepare Main Plant For 'In Port' Condition
PLANT IS IN LIVE CONDITION
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One diesel generator in use with the other diesel
.generators on standby
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The emergency generator is on standby. Supply steam to the main engine HFO heater.
The boiler and steam systems are shut down. Start the main HFO supply and circulating pumps.
The SW and CFW systems are in use. 2.6.1
. controller.
Start the viscosity
The domestic services are in use. Circulate HFO until the MDO has been expelled.
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Prepare and flash up the auxiliary boiler, using
2.2.1 Maintain the standby generators in a warm
diesel oil and air atomising.
condition.
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Start a boiler feed water pump.
2.3.3
Line up the distilled water make-up system.
PLANT IN 'IN PORT' CONDITION
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Supply steam to the steam system. 2.2.4
One diesel generator is in use with the other diesel
generators on standby.
Supply steam to the HFO tanks and trace heating. The boiler and steam systems are in use.
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Supply steam to the boiler FO heaters. 2.2.4 The diesel generator isrunning on HFO.
Start the boiler duty FO pump and circulate fuel. The main engine JCW system is in a warm condition.
The main engine is being circulated with hot HFO.
atomising steam. tr
Change the boiler to operate on HFO and
2.2.1
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Put the boiler on automatic operation. 2.2.2
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Run up the HFO purifier system. 2.7.2
Change diesel generator to run on HFO 2.6.2

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Start the duty main engine jacket CFW pump.

2.5.1
Supply steam to the jacket CFW heater.

1.3 To Prepare Main Plant For Manoeuvring In Port
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One diesel generator in use,
the other diesel generators on standby. Put the auxiliary blowers to AUTO. 2.1.1
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The boiler and steam systems are in use.
The diesel generator is running on HFO.
The main engine JCW systems in a warm condition. Obtain clearance from the bridge, turn the main
2.1.1
The main engine is being circulated with hot HFO engine over on starting air from local control stand.
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Start the LO purifier systems. 2.8.3 Close the indicator cocks.
From the local control stand turn the main engine
until it fires in the ahead direction only. 2.3
Close the turbocharger drains.
Start the duty main engine LO pump, place the
2.8.1
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other pump on standby, heat the sump if necessary.
Change control to the engine control room. 2.1.2
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Start the duty camshaft LO pump, place the
2.8.1
other pump on standby.
Change control to bridge control. 2.1.2

Ensure that the cylinder oil measuring tank is full. 2.8.1
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Check the bridge and engine room clocks and
Start the remaining diesel generators and connect 2.1.2
2.12.1 communications.
to the main switchboard.
Start both steering gear motors. tr 2.11 Ensure all standby pumps are on auto. 3.1.7
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Carry out the steering gear tests.
PLANT IN 'MANOEUVRING' CONDITION

Obtain clearance from the bridge and turn the
engine two or three revolutions while manually
2.1.1
operating the cylinder oil pumps.
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Take out the turning gear. Three diesel generators are in use.
The emergency generator ison standby.
The boiler and steam systems are in use.
Start up both thruster systems. The diesel generators are running on HFO.
2.13.9 The main engine isheated and ready for use on
Test the pitch control.
bridge control.
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The main engine is being circulated with hot FO.

Both steering gears are in use.
Put the starting air systems into use, supply starting The deck machinery is ready for use.
2.11.1 The thrusters are in use.
air and control air to the main engine.

1.4 To Change Main Plant From Manoeuvring To Full Away
PLANT IN MANOEUVRING CONDITION
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Place the main engine on the automatic run-up 2.1.2
program.
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Three diesel generators are in use.
The boiler and steam systems are in use. Stop one steering gear motor. 2.11
The diesel generators are running on HFO.
The main engine is heated and ready for use on
bridge control.
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The main engine is being circulated with hot FO.
Both steering gears are in use. Operate the auxiliary boiler sootblowers. 2.2.3
The deck machinery is ready for use.
The thrusters are in use.
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Ensure the auxiliary blowers stop automatically. 2.1.2
Stop the thrusters when they are no longer required. 2.13.9
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Shut down generators until only one is in use.
2.13. 3
Place the remaining two generators on standby.
Shut down the main engine jacket heating system. 2.5.1
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Start up the evaporator system but do not fill the
fresh water tanks while in coastal waters. 2.4.4
Shut down the deck machinery plant and hydraulic
power packs pumps.
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Operate the turbocharger cleaning system if
2.1.1
required.
When the main engine load-up program is complete,
2.1.2
check that the pressures and temperatures stabilise.
When the bridge notifies engine control room of Full Away
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record the following:

Time. Reduce the level in the dirty bilge tank through the
Main engine revolution counter. OWS when legislation limits permit. 2.9
HFO and MDO tank levels. Reduce the bilge levels through the OWS.
HFO and MDO counters.
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VESSEL IS FULL AWAY ON BRIDGE CONTROL

1.5 To Prepare For UMS Operation
PLANT IN 'MANNED' CONDITION All standby pumps and machinery systems
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are on automatic start, with the sequential restart 2.13.5
system operational.
Ensure all FO, LO and fresh water tanks/sumps
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are adequately full.
All ventilation fans running as required.

Check that the acetylene and oxygen cylinder and
All bilges are dry and high level alarms are 2.9.1 pipeline valves are closed.
operational. All combustible material stored in a safe place. 2.14.6
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4.1 All strainers and filters of running and standby Main engine on bridge control. 2.1.2
Smoke and fire sensors are operational. machinery are in a clean condition.
Cargo
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Engine room and steering gear compartment WT
All piping systems are tight and not temporarily Control is on the bridge and duty officer is
doors, stores hatch and funnel dampers are shut.
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repaired. 3.1
informed of commencement time of UMS.
All alarms and safety cut outs are operational. 3.1 Exhaust gas boiler operating. 2.2.2
Duty officer should be aware of location of the
duty engineer.
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2.10 All parameters are within normal range. 3.1
Compressed air receivers are fully charged.
Purifier feed inlets are suitably adjusted. 2.7.2

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ECR air conditioning operating correctly. 2.14.4
Watchkeeper control switch is set to the duty
engineer's cabin.
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Loose Items are secured. The engine room is NOT to be left unmanned for
The emergency diesel generator is on standby. 2.12.2 more than 8 hours.
The stopped diesel generators are on standby. 2.12.1 Workshop welding machine plug is removed. PLANT IN "UMS” CONDITION.
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1.6 To Change From UMS To Manned Operation
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Plant in 'UMS' Condition
Notify the bridge of manned condition.
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Inform the bridge why engine room is manned if
outside normal hours.
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Switch watchkeeping control to the ECR when
ship moves to standby conditions.
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Examine the latest parameter print out.
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Hand over to oncoming duty engineer and inform
them of any abnormalities.
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Discuss any defects with the senior engineer,
who will decide if they warrant inclusion in the
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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.
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Plant in 'Manned' Condition

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1.7 To Change Main Plant From Full Away To Manoeuvring Condition
Start the second steering gear motor.

VESSEL IS FULL AWAY ON BRIDGE CONTROL 2.11
Carry out steering gear tests.
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Ensure that the engine room bilges are empty and
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2.9 Operate the main engine turbocharger washing
dirty bilge tank level is lowered of any water. 2.1.1
system if required.
Prepare the sewage treatment system for port Bridge informs engine control room of EOP.
2.14.5
operation.
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Record the following:
Shut down the evaporator plant. 2.4.4 Time.
Main engine revolution counter.
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HFO and MDO tank levels.
HFO and MDO counters.
Fresh water tank levels.
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Start the auxiliary boiler. 2.2
Prepare and start the hydraulic power pack system

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

Start the thruster units. 2.13.9
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Prepare the main starting air compressors for use.
Check the starting air system drains for water 2.10.1 PLANT IN 'MANOEUVRING' CONDITION
content.
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If required to manoeuvre on MDO, begin change
2.6.1 The emergency generator is on standby.
over 1 hour before end of passage (EOP).
The auxiliary boiler is in use.
Both steering gears motors are in operation.
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Deck machinery is ready for use.

30 mins before end of passage, bridge begins to The thrusters are in use.
2.1.1
reduce speed.

1.8 To Secure Main Plant At Finished With Engines
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PLANT IN 'MANOEUVRING' CONDITION
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The emergency generator is on standby. Maintain the JCW temperature for normal port stay. 2.5.1
The auxiliary boiler is in use.
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Both steering gears motors are in operation.
Deck machinery is ready for use.
The thrusters are in use.
Maintain the LO pumps in operation according to the
requirements of notice of the main engine. 2.1.1
Maintain LO sump temperature using the LO purifier.
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Bridge notifies engine control room of FWE.
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Three diesel generators will remain in use if
2.12.1
cargo pumps or thrusters are required.
Switch over to engine room control. 2.1.2
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Prepare the plant for IGG operations if required. 2.15
Stop the auxiliary blowers.
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Isolate the starting air system.
Engage the turning gear.
Open the indicator cocks. 2.1.1
Open turbocharger drains.
Vent the main engine starting air and control air
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systems.
Stop the steering gear motors. 2.11

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1.9 To Secure Main Plant For Dry Dock
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Shut down the auxiliary boiler. Stop the last diesel generator. 2.13.3
Shut down the diesel generators until only one is Allow to cool naturally, drain if required for 2.2.1
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2.12.1 maintenance OR put into a wet lay up condition.
in use. Set the emergency generator to manual.
Ensure all tanks are at the required levels to Establish lighting and ventilation and any other 2.13
give the vessel the necessary trim, draught and essential services.
Shut down the boiler feed pumps and condensate
stability for entering dry dock. 2.3
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system. Isolate the distilled water tanks.
Shut steam off the JCW heaters. Allow the JCW

2.5.1 Circulate the boiler FO system with MDO, shut
pumps to run until the main engine has cooled. 2.6.3 Shut down the sea water cooling systems. 2.4.1
down the boiler FO pumps.
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Transfer the main engine LO sump to the LO
2.8.4
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settling tank via the purifier.
Shut down the stern tube LO systems. 2.8.2 Shut down the control and working air systems. 2.10.2
Shut down the LO purifier system. 2.8.3

Change the domestic water heating to electric. 2.14.1
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Restart the LT system cooling pump and circulate
2.5.2
the diesel generator until cool.
Shut down HFO purifier system. 2.7.2
The main engine should have been manoeuvred on tr

Shut down air conditioning and refrigeration
plants until shore side CW supply is established.
2.14.2
2.14.3
Secure the CO2 system. 4.2

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

2.13.2
Check the phase sequence, voltage and frequency. PLANT SECURED FOR DRY DOCK
Change the diesel generator to run on MDO. 2.6.2
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Part 2
Main Engine and Auxiliary Systems
2.1 Main Engine and Propulsion Systems The main bearings consist of thick wall steel shells lined with white metal. Cylinder Frame, Cylinder Liner and Stuffing Box
The bottom shell may, by means of special clamping tools, be turned out and The cylinder frame units are of cast iron and are mutually assembled with
2.1.1 Main Engine Specification in with the crankshaft. bolts. At the chain drive the cylinder frame is also bolted to the upper part of
the chain wheel frame.
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The shells are kept in position by a bearing caps and are fixed by long elastic
Main Engine studs, the required tension is achieved by stretching the studs hydraulically
Maker: Dalian - MAN B&W The cylinder frame together with the cylinder liners form the cooling water
and tightening the nuts by hand. The chain wheel for the camshaft drive is
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space. The scavenge air space is located below the cylinder block and above
Model: 5S50MC (Mark-6) integrated with the thrust collar at the after end of the engine. the crankcase. On the camshaft side of the engine, the cylinder frame units
No. of sets: 1 are provided with access covers for cleaning the scavenge air space and for
Type: Two stroke, single-acting, direct reversible, crosshead Thrust Bearing inspection of the liners and pistons/piston rods through the scavenge ports.
diesel engine with one constant pressure turbocharger
The thrust bearing is of the B&W-Michell type, and consists, primarily, of a
and charge air cooler The roller guide housings, the lubricators, and the gallery brackets are bolted
thrust collar on the crankshaft, bearing supports, and thrust pads of cast iron
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Number of cylinders: 5 onto the cylinder frame units. A telescopic pipe is fitted for the supply of piston
with white metal. The thrust collar is an integral part of the crankshaft.
Cylinder bore: 500mm cooling oil and lubricating oil.
Stroke: 1,910mm The propeller thrust is transferred through the thrust collar, the thrust pads,
A piston rod stuffing box is fitted for each cylinder unit at the bottom of the
Output (MCR): 7,150kW at 127 rpm and the bedplate, to the engine seating and then to the hull of the ship via the
scavenge space. The stuffing box is provided with sealing rings for scavenge
chocking system. Side thrust due to rotation of the propeller is also transferred
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SFOC at MCR: 130.4g/bhp per hour air isolation and with oil scraper rings to prevent oil from entering the scavenge
to the hull by means of the side braces on the port side of the engine. Those
Output (NCR): 6,078kW at 120.3 rpm air space and to stop any oil/sludge in the scavenge space from entering the
fitted on this engine are hydraulically damped to de-tune the natural frequencies
engine sump.
SFOC at NCR: 127.7g/bhp per hour and reduce vibration.
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The cylinder liner is made of alloyed cast iron and is suspended in the cylinder
Turbocharger Turning Gear and Turning Wheel frame, with a low-situated flange. The upper part of the liner is surrounded by
The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The a cooling jacket. The cylinder liner has scavenge ports and drilled holes for
Maker: Jiang Jin ABB
turning wheel is driven by a pinion on the terminal shaft of the turning gear, cylinder lubrication.
No. of sets: 1
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which is mounted on the bedplate. The turning gear is driven by an electric
Type: VTR 564D-32 motor with built-in gear and chain drive with brake. The turning gear is Cylinder Cover
equipped with a blocking device that prevents the main engine from starting
The cylinder cover is of forged steel, made in one piece, and has bores for
Auxiliary Blower
Maker:
No. of sets:
Jinzhou
2
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when the turning gear is engaged. Engagement and disengagement of the
turning gear is effected manually by an axial moment of the pinion.
cooling water. It has a central bore for the exhaust valve and bores for fuel
valves, safety valve, air start valve and indicator valve. The cylinder cover is
attached to the cylinder frame with studs and nuts tightened by a hydraulically
on
Frame Box tightened ring covering all the studs.
Model: JC53B-50
The frame box is of welded design and is divided into sections. On the exhaust
Capacity: 1.45/2.79m3/second
side of the crankcase relief valves and bolted inspection plates are provided for Exhaust Valve and Valve Gear
Motor maker: NSDK each unit. On the camshaft side access to the crankcase is provided by a hinged
Motor type: NTIKK, 3,530 rpm, 35kW The exhaust valve consists of a valve housing with gas channel, spindle guide,
door for each unit. Access to both the de-tuner and the chain/thrust casing is
and a valve spindle. The valve housing is water cooled and made of cast iron.
by means of bolted covers.
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Between the cylinder cover and the valve housing there is a bottom piece. The
Description bottom piece is made of steel with a hardened face for the spindle seat, and is
The crosshead guides are attached to the inside of the frame box as part of the
water cooled on its outer surface. The valve spindle is made of heat resistant
Bedplate and Main Bearing division between each unit and incorporates the tubes housing the stay bolts.
steel and is provided with a small vane wheel on which the exhaust gas
The bedplate is divided into sections and it consists of welded, longitudinal acts during operation, thus making the spindle rotate slightly. Valve rotation
A slotted pipe for collecting part of the cooling oil outlet from the piston for
girders and welded cross girders with cast steel bearing supports. Long elastic reduces the risk of local overheating and helps to prevent heavy deposits on
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visual control is bolted in the frame box. The stay bolts, which are tightened
holding down bolts tightened by hydraulic tools are used to fit the bedplate the valve seating faces.
hydraulically, connect the bedplate, frame box and cylinder frame to form a
to the engine seating on resin chocks. The oil pan, which is made of steel unit. To prevent transverse oscillations, each stay bolt is braced.
plate and is integrated in the bedplate, collects the return oil from the forced The hydraulic system consists of an actuator, activated by a cam on the
lubricating and cooling oil system. It is provided with drains with gratings. camshaft, a high-pressure pipe, and an oil cylinder for the exhaust valve
spindle, mounted on top of the valve housing. The hydraulic system opens
the exhaust valve, while the closing of the exhaust valve is carried out via the
Final Draft No.1. July 2008 Section 2.1.1 - Page 1 of 11

spring air acting on the underside of the closing piston; the closing action is Connecting Rod fuel delivery from the pump will stop immediately, this will effectively cut
damped by means of an oil cushion on top of the spindle. The connecting rod is made of forged steel and provided with bearing caps out the cylinder and therefore an immediate response is required to bring the
for crosshead and crankpin bearings. The crosshead and crankpin bearing caps engine speed down to <105 rpm if above this value. Cutting out the cylinder
Lubrication and air sealing of the exhaust valve spindle guide is provided to are secured to the connecting rod by studs and nuts which are tightened by will initiate a exhaust temperature deviation alarm on the DMS 2100 alarm and
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prevent the ingress of foreign bodies which would greatly increase wear. hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel monitoring system as the exhaust gas temperature drops, this deviation alarm
shells, lined with white metal. The crosshead bearing cap is one piece, with an will also initiate an alarm/slowdown function directive from the DPS 2100
engine safety monitoring system, indicating that a slowdown of the engine
Fuel Valves, Starting Valve, Pressure Indicator Valve and Indicator Valve angular cut-out for the piston rod. The crankpin bearing is provided with thin-
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walled steel shells, lined with white metal. Lubricating oil is supplied through should be carried out by the operator.
Each cylinder cover is equipped with two non-cooled fuel oil valves, one air
ducts in the crosshead and connecting rod.
start valve, one safety valve and one indicator valve.
Camshaft and Cam
The opening of the fuel valve is controlled by the fuel oil pressure created Piston, Piston Rod and Crosshead The camshaft consists of a number of sections. Each individual section consists
by the fuel pump and the valve is closed by a spring. An automatic vent slide The piston consists of a piston crown and a piston skirt. The piston crown is of a shaft piece with exhaust cams, fuel cams, coupling parts and indicator
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allows circulation of fuel oil through the fuel valve and high pressure pipes. made of heat resistant steel and has four ring grooves which are hard-chrome cams. The exhaust cams and fuel cams are of steel, with a hardened roller
This vent slide prevents the compression chamber from being filled up with plated on both the upper and lower surface of the grooves. race, and are shrunk on to the shaft. They can be adjusted and dismantled
fuel oil in the event that the valve spindle sticks when the engine is stopped. hydraulically. The cam for the indicator drive can be adjusted mechanically.
The piston skirt is of cast iron and provided with bronze wear bands. The coupling parts are shrunk on to the shaft and can be adjusted and
The air start valve is opened by pilot control air from the starting air distributor dismantled hydraulically. The camshaft bearings consist of one lower half shell
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and is closed by a spring. The piston rod is of forged steel and is surface-hardened on the running surface mounted in a bearing support which is attached to the roller guide housing by
for the stuffing box. The piston rod has a central bore which, in conjunction means of hydraulically tightened studs.
The pressure indicator valve is spring-loaded. and will lift at the set pressure
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with a cooling oil pipe, forms the inlet and outlet for cooling oil.
indicating excessive pressure in the cylinder. This valve is sometimes referred
Chain Drive
to as the safety or relief valve, however, on this design of engine the cylinder The crosshead is of forged steel and is provided with cast steel guide shoes
cover is designed to lift and reseat in the event of excessive pressure The camshaft is driven from the crankshaft by a chain drive. The engine is
with white metal on the running surface. A bracket for the oil inlet from the
equipped with a hydraulic chain tensioner, with the long free lengths of chain
telescopic pipe and another for the oil outlet to a slotted pipe are mounted on
The indicator valve allows cylinder pressure readings to be taken in service. supported by guide bars.
the crosshead.
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During engine shut down when the engine is being turned on the turning gear,
inspection is made at the indicator valve for any water in the cylinder. One The cylinder oil lubricators are driven by a separate chain from the camshaft.
indicator drive is fitted for each cylinder. The indicator drive consists of a cam Fuel Pump and Fuel Oil High Pressure Pipes
fitted on the camshaft and a spring-loaded spindle with roller, which is able to
move up and down, corresponding to the movement of the piston. At the top
of the spindle there is an eye to which the indicator cord is fastened after the
indicator has been mounted on the indicator valve.
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The engine is provided with one fuel pump for each cylinder. The fuel pump
consists of a pump housing, a centrally placed pump barrel, a plunger and a
shock absorber. To prevent fuel oil from mixing with the separate camshaft
Governor
The engine is provided with an electronic governor. The speed setting of the
actuator is determined by an electric signal from the electronic governor based
on
lubrication system, the pump is provided with a sealing device arrangement.
on the position of the main engine regulating handle. The actuator shaft is
The pump is activated by the fuel cam, and the volume injected is controlled
connected to the fuel regulating shaft by means of a mechanical linkage.
Crankshaft by turning the plunger by means of a toothed rack connected to the regulating
mechanism. The fuel pumps incorporate Variable Injection Timing (VIT) for
The crankshaft is of the semi-built type, made from forged or cast steel throws, optimum fuel economy at part load. The VIT principle uses the fuel regulating Cylinder Lubricators
and made in one part. At the aft end, the crankshaft is provided with a flange shaft position controlling parameter. Adjustment of the pump lead is made by
for the turning wheel. The cylinder lubricators, one per cylinder, are MEP dependent and load change
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a threaded connection, operated by a toothed rack, which raises or lowers the dependent. They are controlled by the engine revolution in conjunction with
fuel pump barrel, thus varying the point at which the spill port is covered and engine load, and are mounted on the roller guide housing, and interconnected
Axial Vibration Damper hence changing the start of fuel injection. The fuel oil pump is provided with with shaft pieces. The lubricators have a ‘built-in’ capability of adjusting the
a puncture valve for each cylinder, which quickly prevents high pressure from oil quantity. They are of the ‘Sight Feed Lubricator’ type and are provided with
The engine is fitted with an axial vibration damper, which is mounted on the
building up during normal stopping and shutdown. a sight glass for each lubricating point. The oil is led to the lubricator through
fore end of the crankshaft. The damper consists of a piston and a split-type
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housing located forward of the foremost main bearing. The piston is made as a pipe system from an elevated cylinder oil service tank.
The fuel oil high-pressure pipes are equipped with protective hoses, and are
an integrated collar on the main journal, and the housing is fixed to the main
neither heated nor insulated. Any leakage from the protective hoses is led to a
bearing support. A mechanical device for checking the function of the vibration
collecting tank which is fitted to the side of each FO pump, each collecting tank
damper is fitted.
is fitted with an alarm, which when activated will raise an alarm on the DMS
2100 alarm and monitoring system and initiate the operation of the puncture
valve on the top of the FO pump. When the puncture valve operates the HP

Once adjusted, the lubricators will basically have a cylinder oil feed rate A separate tank and circulating pump are supplied for chemically cleaning Cooling oil is led to the telescopic pipe through branches from the cooling
proportional to the engine revolutions and engine load. Cylinder lubricators the air side. A water mist catcher of the through-flow type is located in the air oil main pipe, located alongside the cooling jackets on the exhaust side of the
are provided with a no-flow alarm which is activated should the steel ball in a chamber below the air cooler. engine, through which the oil is led to the crossheads. From there part of the oil
flow sight glass contact the detector at the base of the sight glass; this facility is branched off for lubrication of the crosshead shoes and crosshead bearings
is inhibited when the engine is stopped. and also passes through the bored connecting rod to lubricate the crankpin
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Exhaust Turbocharger
bearing. The remainder of the oil is led through a pipe in the bore of the piston
The turbocharger air and gas side casings are cooled by water from the rod to the inside of the piston crown for cooling. The oil returns from here
Manoeuvring System
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main engine HT jacket cooling water system. The air and gas sides of the through the piston rod and let out through a duct in the crosshead.
The engine is provided with an electro-pneumatic manoeuvring and fuel oil turbocharger have an integral sump with a rotor driven pump circulating
regulating system. The system transmits orders from the separate manoeuvring the lubricating oil to the bearings. It is essential that the LO sump level is The cooling oil returns from the pistons via sight glasses and thermometers to
console to the engine. maintained correctly at all times, LO being added as necessary. A dry cleaning the main engine sump. The camshaft bearings and the hydraulically operated
system (compressed air 7.0kg/cm2) is supplied for the turbine side and a fresh exhaust valves are supplied with oil from an independent camshaft lubrication
The regulating system makes it possible to start and stop the engine and water washing system for the compressor side. The turbocharger is equipped system.
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to control the engine speed. The speed control handle on the manoeuvring with an electronic tacho system with pick-ups, converter and indicator for
console gives a speed setting signal to the governor, dependent on the desired mounting in the engine control room. The cylinders are each lubricated by six cylinder oil injection pumps which
engine rotational speed. supply oil to injectors spaced around the cylinder liners.
Exhaust Gas System
A shutdown function will stop the fuel injection by activating the puncture
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From the exhaust valves, the gas is led to the exhaust gas receiver where the Illustration 2.1.1a Main Engine Piston Cooling Flow Path
valves placed in the high pressure fuel system, independent of the speed
control handle position. fluctuating pressure from the individual cylinders is equalised, the total volume
of gas is led to the turbochargers at a constant pressure. After the turbocharger,
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The engine is provided with a local (emergency) engine control console, the gas is led to the external pipe system.
mounted at the side of the engine, and an instrument panel, for emergency
running. Compensators are fitted between the exhaust valves and the receiver,
and between the receiver and the turbocharger. For quick assembling and
disassembling of the joints between the exhaust gas receiver and the exhaust
Gallery Arrangement
valves, clamping bands are used.
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The engine is provided with gallery brackets, gratings, stanchions and rails.
The brackets are placed at such a height that the best possible overhauling The exhaust gas receiver and exhaust pipes are provided with insulation,
and inspection conditions are achieved. Some main pipes of the engine are
suspended from the gallery brackets.
The upper gallery brackets on the camshaft side are provided with overhauling tr
covered by galvanised steel sheeting. There is a protective grating between the
exhaust gas receiver and the turbocharger.
Auxiliary Blowers
on
holes for stowing pistons. The engine is fitted with a hydraulic top bracing
system on the manoeuvring (port) side. The engine is provided with two electrically-driven blowers. The suction
side of the blowers is connected to the scavenge air space after the air cooler.
Between the air cooler and the scavenge air receiver, non-return valves are
Scavenge Air System
fitted, which automatically close when the auxiliary blowers supply the air.
The air intake to the turbocharger takes place directly from the engine room The auxiliary blowers will start operating before the engine is started and will
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through the intake silencer of the turbocharger. From the turbocharger, the air ensure sufficient scavenge air to obtain a safe start.
is led via the charging air pipe, air cooler, water separator and scavenge air
receiver to the scavenge ports of the cylinder liners. During operation of the engine, the auxiliary blowers will start automatically
each time the engine load is reduced to about 30-40%, and they will continue
The charging air pipe between the turbocharger and the air cooler is provided operating until the load again exceeds approximately 40-50%.
with a compensator and is heat insulated on the outside.
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Forced Lubrication and Oil Cooling (Section 2.8.1)

Air Cooler
The pipes for the forced lubrication and cooling oil system are made of steel.
Enlarged View of Piston Crown LO
The engine is fitted with one air cooler of the mono block element type with Cooling Arrangement
cleaning nozzles for the air side of the cooler. The main forced lubrication is led to each main bearing through branches from
the main lubrication pipe located along the engine.

Fuel Oil Supply System (Section 2.6.1) Operation of the Main Engine Slow-Turning the Engine
The fuel oil is led from the main inlet pipe through branches to the fuel Preparations for Starting This must be carried out to prevent damage caused by fluid in any of the
injection pump of each cylinder. In order to keep the fuel oil inlet pressure to cylinders. Before beginning the slow-turning, obtain permission from the
fuel injection pump constant, regardless of the fuel oil consumption during Air Systems bridge.
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engine running, a spring-loaded overflow valve is provided in an engine fuel a) Drain water, if any, from the starting air system.
bypass line. Note: Always carry out the slow-turning operation at the latest possible
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b) Drain water, if any, from the control air system at the moment and, under all circumstances, within the last 30 minutes before
The fuel oil is heated to the temperature required to achieve the optimum receivers. starting.
atomising viscosity. However, prior to prolonged shut-down, and after starting
up from cold, the engine will be run on diesel oil in order that the high pressure c) Pressurise the air systems.
lines between the fuel injection pumps and fuel injectors do not become Slow-Turn with Turning Gear
clogged with cold fuel oil. d) Check the pressures and ensure that the pressures are correct. a) Open the indicator valves.
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Cooling Water System (Section 2.5.1) e) Ensure that spring air is available to the pneumatic exhaust b) Start the turning gear.
valves.
The engine is fresh water cooled, supplied by HT jacket cooling water pumps. c) Turn the engine at least one full revolution with the turning gear
The fresh water is led from the cylinder frame of each cylinder to the cylinder in the ahead direction.
Note: Air pressure must be applied before the camshaft lubricating oil pump
d
cover and through the exhaust valve up to a main outlet pipe through which
it is carried back to the HT cooling water pumps via the fresh water generator is started. This is to prevent the exhaust valves from opening too much.
d) Check to see if fluid flows out of any of the indicator valves.
if in line and then via a three-way control valve either to the HT pumps or to
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the central cooler. f) Engage the lifting/rotation check rod mounted on each exhaust
e) Repeat the previous points in the opposite direction of rotation.
valve and check that the exhaust valves are closed. These
The cooling water is also led to the turbocharger from the main inlet pipe. should be disengaged when lift/rotation is confirmed when the
f) Close the indicator valves.
engine is running.
The inlet pipes to the cylinders are provided with shut-off valves. The outlet g) Disengage the turning gear.
pipes are provided with shut-off valves, a pocket for a thermometer, and a
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Lubricating Oil Systems
deaeration cock. h) Check that it is locked in the OUT position.
Start the lubricating oil pumps for the engine and camshaft.
The deaeration pipe is fitted to the outlet manifold and led to the fresh water
expansion tank.
The fresh water pipes are covered with phosphatic film, ‘Parkerising’ instead tr
a)
b)
Check the oil pressures.
Check the oil flow through the sight glasses, for piston cooling
i) Check that the indicator lamp for ‘Turning Gear Engaged’
extinguishes and the indicator lamp ‘Turning Gear Disengaged’
is illuminated.
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of galvanising in order to avoid reaction with corrosion inhibitors. oil.
j) Lift the locking plate of the main starting valve to the SERVICE
c) Check that the cylinder lubricators are filled with the correct position.
Starting Air System (Section 2.10.1) type of oil.
k) Check the indicator lamp to ensure that the starting air distributor
The starting air system contains a main starting valve, a non-return valve, a is not blocked.
bursting disc for the branch pipe to each cylinder, a starting air distributor, and d) Operate the cylinder lubricators manually.
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a starting valve on each cylinder. l) The locking plate must remain in the upper position during
e) Check that oil is emitted.
running.
The main starting valve is connected to the manoeuvring system, which
controls the start of the engine. Cooling Water Systems m) The locking plate must remain in the lower position during
repairs.
The starting air distributor regulates the supply of pilot control air to the starting Note: The engine must not be started if the jacket cooling water temperature
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valves so that these supply the engine cylinders with starting air in the correct is below 20°C.
firing order. The starting air distributor has one set of starting cams for ‘Ahead’
and one set for ‘Astern’, as well as one control valve for each cylinder. a) Start the cooling water pumps and check the pressures.
b) Operate the jacket water preheater. Preheat to a minimum of

20°C or, preferably, to 50°C.

Slow-Turn with Special Slow-Turning Device c) Switch over to control at the engine side control console. In the engine control room or at the engine side local control station the stop,
a) Disengage the turning gear. start and speed setting orders are given manually by moving the regulating
See description of the procedure Emergency Operation (Section 5.2). handle, corresponding to the order from the bridge.
b) Check that it is locked in the OUT position.
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d) Turn the regulating handwheel to increase the fuel pump index,
Checks During Starting
c) Check that the indicator lamp for TURNING GEAR ENGAGED and check that all the fuel pumps follow to the ‘FUEL SUPPLY’
position. Make the following checks immediately after starting:
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extinguishes.
• Direction of Rotation. Ensure that the direction of propeller
d) Lift the locking plate of the main starting valve to the SERVICE e) With the regulating handwheel back in the STOP position, rotation corresponds to the telegraph order.
position. check that all the fuel pumps show zero-index.
• Exhaust Valves. See that all exhaust valves are operating
f) Switch back to NORMAL (REMOTE) control. correctly. Disengage the lifting/rotation indicators after checking
e) Check the indicator lamp. that they are functioning correctly.
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The locking plate must remain in the upper position during running. g) Open the shut-off valve for the starting air distributor. • Turbocharger. Ensure that the turbocharger is running and that
the shaft driven pumps have picked up suction.
The locking plate must remain in the lower position during repairs. h) Check that the ‘Starting Air Distributor Blocked’ indicator lamp
• Circulating Oil. Check that the pressure and discharge are in
is extinguished.
order
d
f) Open the indicator valves.
• Cylinders. Check that all cylinders are firing.
Miscellaneous
g) Press the MANUAL SLOW-TURNING pushbutton and then • Starting Valves on Cylinder Covers. Feel over the pipes. A hot
a) Lubricate the bearings and rod connections in the regulating
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move the regulating handle to the START position until the pipe indicates a leaking starting valve.
gear, etc, every 4,000 hours.
engine has turned over 1.5 complete revolutions.
• Pressures and Temperatures. Ensure that all pressures and
b) Switch on the electrical equipment in the control console. temperatures are normal for the engine speed. In particular,
h) Allow the engine to turn over and check to see if fluid flows out
the circulating oil (bearing lubrication and piston cooling),
of any of the indicator valves.
c) Set the switch for the auxiliary blowers in the AUTO position. camshaft lubricating oil, fuel oil, cooling water, scavenge air,
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and control and safety air.
i) Check that the individual air cylinders reverse the displaceable
d) The blowers will start at intervals of 6 seconds.
rollers for each fuel pump to the outer position. • Cylinder Lubricators. Make sure that the lubricators are working
j) When the engine has moved 1.5 revolutions move the regulating
handle to the STOP position.
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The engine is now ready to start.
Starting-Up Procedure
with an even ‘drop height’ level in all the sight glasses.
• Check the oil level in the cylinder oil service tank.
on
k) Close the indicator valves. Procedure for Loading the Engine
Starting
CAUTION If there are no restrictions such as running-in after repairs, proceed to increase
Fuel Oil System
If the engine has been out of service for some time, starting-up is usually the load on the engine.
a) The fuel oil system feeds the generator engines, therefore the FO
performed as a quay-trial. Prior to this, it must be ascertained that:
supply and circulating pumps should already be in operation. The cooling water should be preheated, but if the temperature is below 50°C
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1. The harbour authorities permit quay-trial. allow the temperature to reach this point before increasing load.
b) Check the fuel pressures and temperatures. 2. The moorings are sufficient.
Increase the load gradually to maximum speed over a period of 30 minutes.
3. A watch is kept on the bridge.
Checking the Fuel Regulating Gear
a) Close the shut-off valve for the starting air distributor to prevent The following modes of starting are available:
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the engine from turning. • Remote control from engine control room
b) Check that the ‘Starting Air Distributor Blocked’ indicator lamp • Remote control from bridge
is illuminated. • Local (emergency) control

Checks During Loading Fuel Change Over Operations After Arrival in Port
Feel-Over Sequence The engine is equipped with non-cooled, ‘all-symmetrical’, lightweight
fuel valves with built-in fuel circulation. This automatic circulation of the When the ‘FINISHED WITH ENGINES’ order is received in the control
If the condition of the machinery is uncertain (eg, after repairs or alterations), room:
preheated fuel (through the high-pressure pipes and the fuel valves) during
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the ‘feel-over sequence’ should always be followed, ie:
engine standstill, is the background for recommending constant operation on
1. After 15-30 minutes’ running on ‘Slow’. heavy fuel. a) Switch over to control room control.
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2. Again after 1 hour’s running. b) Switch off the auxiliary blowers.
However, change over to diesel oil can become necessary if, for instance, the
3. At sea after 1 hour’s running at service speed vessel is expected to have a prolonged inactive period with cold engine, ie,
c) Test the starting valves for leakage.
due to:
Stop the engine, open the crankcase, and feel-over the moving parts listed
• A major repair of the fuel oil system etc. d) Obtain confirmation from the bridge that the stern is clear and
below (by hand or with a ‘Thermo-feel’) on sliding surfaces where friction
• A dry-docking the ship is secure on its berth.
may have caused undue heating.
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• More than 5 days’ period stop e) Check that the turning gear is disengaged as a leaky valve can
WARNING cause the crankshaft to rotate.
• Environmental legislation requiring the use of low sulphur
During feeling-over, the turning gear must be engaged, and the main
fuels
starting valve and the starting air distributor must be blocked. f) Close the valve to the starting air distributor.
d
Change over can be performed at any time:
The starting air distributor is blocked by closing the crossover valve. g) Open the indicator valves.
• During engine running
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Feel Over Sequence Points • During engine standstill h) Change over to emergency (local) control.
• Main, crankpin and crosshead bearings
In order to prevent fuel pump and injector sticking/scuffing, poor combustion i) Activate the START pushbutton. This admits starting air, but
• Piston rods and stuffing boxes or fouling of the gas ways, it is very important to carefully follow the change not control air, to the starting valves.
• Crosshead shoes over procedures.
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j) Check to see if air blows out from any of the indicator valves.
• Telescopic pipes If air issues out of a cylinder, the starting valve concerned is
• Chains and bearings in the chain casing Change Over From Diesel Oil to Heavy Fuel During Running leaking.
• Camshaft bearing housings
• Thrust bearing/guide bearing tr
(See Section 2.7.1)
Preparations Prior to Arrival in Port
Decide whether the harbour manoeuvre should be carried out on diesel oil or
k) Replace or overhaul any defective starting valves.
l) Lock the main starting valve in its lowest position by means of

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• Axial vibration damper
on heavy fuel oil. The vessel is designed to run on heavy fuel at all times. the locking plate.
• Torsional vibration damper
Change over should be carried out one hour before the first manoeuvres are m) Close and vent the control air and safety air systems.
Running-In expected.
n) Wait a minimum of 15 minutes after stopping the engine, then
For a new engine, or after repair or renewal of the large bearings, renewal or Start an additional generator engine to ensure sufficient electrical power
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if necessary stop the lubricating oil pumps if maintenance work

reconditioning of cylinder liners and piston rings, allowance must be made for reserve for manoeuvring. is to be carried out on the engine, otherwise the pumps may be
a running-in period. left on.
Drain off any condensed water from the starting air and control air systems just
Regarding bearings: increase the load slowly, and apply the feel-over sequence, before the manoeuvre. The main engine and generator engines are supplied by the same FO supply
see Checks During Loading.
and circulating pumps, therefore the FO preparation pumps must remain in
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Stopping operation while the main engine is shut down.

Stop the engine by setting the regulating lever to STOP.

Fresh Water Preheating During Standstill Fouling and Fires in the Scavenge Air Spaces If there is after burning of fuel in the cylinder, due to late injection or poor
Keep the engine preheated to minimum 50°C, unless harbour stay exceeds 5 fuel atomisation, the cylinder pressure when the scavenge ports are uncovered
days. This counteracts corrosive attack on the cylinder liners during starting- The principal cause of fouling is blow-by of combustion products between may be higher than the scavenge air pressure and hot combustion gases may
up. piston and cylinder into the scavenge air spaces. The fouling will be greater if enter the scavenge space. A defective piston rod gland may allow oil from the
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there is incomplete combustion of the fuel injected. crankcase to enter the scavenge space; the piston rod gland drains should be
Use the steam heated preheater for preheating of the engine. checked frequently for signs of crankcase system oil as this indicates defective
Causes of poor combustion: gland sealing rings.
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Switch off other equipment which need not operate during engine standstill. • The fuel injectors are not working correctly
Indications of a Fire
• The fuel is at too low a temperature
WARNING
• Poorly adjusted injection pump timing • Sounding of the respective temperature alarms
Special Dangers
• Operation with a temporary shortage of air during extreme • A considerable rise in the exhaust gas temperatures of the cylinder
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variations in engine loading and when the charge air pressure concerned and a general rise in charge air temperature
Keep clear of spaces below loaded cranes.
dependent fuel limiter in the governor is set too high • The turbocharger may start surging
The opening of cocks may cause discharge of hot liquids or gases. • Overloading
• Insufficient supply of air due to restricted engine room Fire Fighting Measures
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The dismantling of parts may cause the release of springs.
ventilation
The safety of shipboard personnel should be paramount whenever dealing with
The removal of fuel valves or other valves in the cylinder cover may • Fouling of the air intake filters and diffuser on the air side of the fires anywhere aboard ship.
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cause oil to run onto the piston crown. If the piston is hot an explosion turbocharger
may blow out the valve. • Inform the bridge of the situation
• Fouling of the exhaust gas economiser, the air cooler and of the
scavenge ports • Reduce engine power
When testing fuel valves do not touch the spray holes as the jets may
pierce the skin. • Cut out the fuel injection pump of the cylinder concerned
Causes of blow-by of combustion products:
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• Increase lubrication to the respective cylinder
Beware of high pressure oil leaks when using hydraulic equipment, wear • Worn, sticking or broken piston rings
protective clothing. • If the fire is serious, stop the engine and put the scavenge air
• Individual cylinder lubricating quills are not working
box fire extinguishing equipment into operation. This is a water
Arrange indicator cocks with pressure relief holes directed away from
personnel. Wear goggles when taking indicator cards.
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• Damage to the running surface of the cylinder liners
• Excessive liner wear or abnormal wear such as clover-leafing
which can also result in ring collapse and loss of piston ring to
spray system with individual cylinder unit supply cocks; the
main extinguishing water supply valve is located on the aft,
port side of the engine at just above head height when at engine
on
Do not weld in the engine room if the crankcase is opened before the liner seal room floor level.
running gear is fully cooled.
If one or more of these operating conditions prevail, residues, mainly consisting Note: Be aware of possible thermal shock and loss of extinguishing medium
Turning gear must be engaged before working on or inside the engine of incompletely burned fuel and cylinder lubricating oil, will accumulate at the through the exhaust. Do not open the scavenge air box or crankcase before
as the wake from other ships in port or waves at sea may cause the following points: the site of the fire has cooled down to under 100°C. When opening, keep
propeller to turn. Also isolate the starting air supply. clear of possible fresh spurts of flame.
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• Between piston rings and piston ring grooves

Use gloves when removing O-rings and other rubber/plastic based • On the piston skirts A fire should have died down about 5 to 15 minutes after the fuel has been
sealing materials which have been subjected to abnormally high working shut off to the affected cylinder or cylinders. This can be verified by checking
• In the scavenge ports
temperatures as they may have a caustic effect. the exhaust gas temperatures and the temperatures of the doors to the scavenge
• On the bottom of the cylinder jacket space. Afterwards the engine must be stopped whenever possible and the cause
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of the fire established.

Causes of the Fires
Checks to be made should include:
The blow-by of hot combustion gases and sparks, which have bypassed the
piston rings between piston and cylinder liner running surface, enter the space • Cylinder liner running surface, piston and piston rings, air flaps
on the piston underside and any residues present can ignite. in the receiver (to be replaced if necessary), possible leakages,
piston rod gland, fuel injection nozzles.

• After a careful check and, if necessary, a repair, the engine Every precaution should therefore be taken to: • Leave the engine room.
can be put back on load with cut-in fuel injection pump(s) and
1. Avoid ‘hot spots’ • Lock the casing doors and keep away from them.
cylinder lubrication returned to normal.
2. Detect the oil mist in time • Prepare the fire-fighting equipment.
• Should a stoppage of the engine not be feasible and the fire
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has died down, the fuel injection pump can again be cut-in, • Do not open the crankcase until at least 20 minutes after
the load increased slowly and the cylinder lubrication brought Hot Spots in the Crankcase stopping the engine.
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back again to the normal output. Avoid running for hours with Well-maintained bearings only overheat if the oil supply fails, or if the bearing • When opening up the crankcase, keep clear of possible spurts of
considerably increased cylinder lubrication. journal surfaces become too rough (due to the lubricating oil becoming flame. Do not use naked lights and do not smoke.
corrosive, or being polluted by abrasive particles).
Before retightening, normal temperature of all engine parts must be re- • Stop the lubricating oil pump.
For these reasons, it is very important to:
established. • Open all doors on the side of the crankcase.
1. Purify the lubricating oil correctly.
• Shut off the starting air, and engage the turning gear.
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2. Make frequent control analysis.
Ignition in the Crank Case • Locate the ‘hot spot’.
3. Ensure that the filter gauze is always intact.
Cause • Feel over, by hand or with a ‘thermo-feel’, all the sliding
When the engine is running, the atmosphere in the crankcase contains the Due to the high frictional speed of the thrust bearing, special care has been surfaces (bearings thrust bearing, piston rods, stuffing boxes,
same types of gas (N2 - O2 - CO2 ) in the same proportions as the ambient air, taken to ensure the oil supply to this bearing. crossheads, telescopic pipes, chains, vibration dampers, moment
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however, there is also a large number of coarse oil droplets present. compensators, etc).
Monitoring equipment is arranged to give an alarm in cases of low circulating • Look for squeezed-out bearing metal, and discolouration caused
If abnormal friction occurs between the sliding surfaces, or heat is otherwise oil pressure and/or high temperature of thrust bearing segments. Keep this
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by heat (blistered paint, burnt oil, oxidised steel).
transmitted to the crankcase (for instance from a scavenge air fire via the equipment in effective operating condition.
piston rod/stuffing box) or, for some engine types, through the hot uncooled • Keep any bearing metal found at bottom of oil tray for later
intermediate bottom, hot spots on the heated surfaces can occur. Feel over moving parts (by hand or with a ‘thermo-feel’) at suitable intervals analysing.
(15-30 minutes) after starting and again at full load. If in doubt, stop and feel • Prevent further hot spots by preferably making a permanent
The hot spots will cause the oil falling on them to evaporate. When the oil over. repair.
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vapour condenses again, countless minute droplets are formed which are
suspended in the air. This appears as milky-white oil mist, which is able to feed • Ensure that the respective sliding surfaces are in good
Oil Mist in the Crankcase condition.
and propagate a flame if ignition occurs.
The ignition can be caused by the same hot spot which caused the oil mist.
If a large amount of oil mist has developed before ignition, the burning can tr
In order to ensure a reliable, and quick warning of oil mist formation in the
crankcase, constant monitoring is obtained with an oil mist detector, which
successively samples air from each crankcase compartment.
• Take special care to check that the circulating oil supply is in
order.
• Start the circulating oil pump and turn the engine by means of
on
cause a rapid and large rise of pressure in the crankcase (explosion), which
The detector will give an alarm and a slowdown command at a mist the turning gear.
forces a momentary opening of the crankcase relief valves. This is the primary
crankcase explosion. This primary explosion may be mild or severe depending concentration which is only a fraction of the lower explosion limit (LEL), in • Check the oil flow from all bearings, spray pipes and spray
upon the amount of mist actually present. A primary explosion can result in order to gain time to stop the engine before ignition of the oil mist can take nozzles in the crankcase, chaincase and thrust bearing.
a much more severe secondary explosion. This is because additional oil mist place.
• Check for possible leakages from pistons or piston rods.
may be generated by the effects of the primary explosion shock wave and the
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vacuum which follows the primary can result in a fresh air charge being drawn • Start the engine. After: 5 minutes, 30 minutes, one hour and
Measures to be Taken When an Oil Mist Detector Alarm Has Occurred
into the crankcase. then when full load is reached carry out the following:
• Do not stand near crankcase doors, or relief valves, corridors or Stop and feel over
WARNING near doors to the engine room casing.
Look for oil mist
The effects of a secondary crankcase explosion, or a severe primary • Reduce speed to slowdown level, if not already carried out
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explosion, result in damage in the engine room and serious injury or automatically. Especially feel over (by hand or with a ‘thermo-feel’) the sliding surfaces,
death to personnel in the engine room. which caused the overheating.
• Ask the bridge for permission to stop.
• When the engine STOP order is received, stop the engine. • There is a possibility that the oil mist is due to ‘atomisation’ of
Note: Similar explosions can also occur in the chain casing and scavenge the circulating oil, caused by a jet of air/gas, eg, by combination
air box. • Switch-off the auxiliary blowers. of the following:
• Open the stores hatch.

Stuffing box leakages (not airtight). Alarms

Blow-by through a cracked piston crown or piston rod (with Leakage from high pressure fuel pipes
direct connection to crankcase via the cooling oil outlet pipe).
Fuel oil temperature high
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An oil mist can also develop as a result of heat from a scavenge fire being Fuel oil temperature low
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
Fuel oil viscosity high
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could also have passed through the stuffing box into the crankcase.
Fuel oil viscosity low
Alarms and Trips Fuel oil inlet pressure low
Automatic Shutdown Functions LO inlet temperature high
Piston cooling oil outlet/cylinder temperature high
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Thrust bearing temperature high high, ahead or astern
Piston cooling oil outlet/cylinder no flow
Main LO inlet pressure low low
Piston cooling oil inlet pressure low
Camshaft inlet pressure low low
LO to bearings and thrust bearing pressure low
Engine overspeed trip
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Thrust bearing temperature high
Manual Shutdown LO to camshaft inlet temperature high
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LO inlet to camshaft pressure low
Emergency stop buttons
Cylinder lubricators no flow
Alarm/Slowdown Functions Jacket cooling water inlet pressure low
Jacket cooling water outlet/cylinder temperature high
Piston cooling oil outlet temperature high
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Starting air pressure low
Piston cooling oil outlet no flow
Control air pressure low
Main LO inlet pressure low

Camshaft inlet pressure low
Jacket cooling water inlet pressure low tr

Safety air pressure low
Air supply to exhaust valve air cylinder pressure low
on
Scavenge air manifold temperature high
Jacket cooling water outlet temperature high, on all units
Scavenge air inlet pressure low
Turbocharger oil temperature high
Scavenge air box/cylinder temperature high
Scavenge air fire alarm, on all units
Air cooler cooling fresh water inlet pressure low
Exhaust deviation alarm, on all units
Exhaust gas/cylinder temperature high
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Exhaust valve spring air pressure low

Exhaust gas after turbocharger high
Cylinder LO no flow from No.1, 2 and 3 cylinder lubrication
boxes Oil mist in crankcase
Automatic Slowdown Functions

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Thrust bearing temperature high ahead or astern

Oil mist detection in crankcase level high

Illustration 2.1.1b Oil Mist Detector
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Isolate, Test and Reset Switches
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Channel Switches
1 2 3 4 5 6 7 8 9 10 11 12 Magnetic Pen
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Channel number Isolate Reset Test
Testing
Oil Mist Status LED No CPU
Raise alarm level
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mgm/litre Oil Mist Level and Fault
Channel Identification
Channel 1 Reading 3 5 % Location Readout
Lower alarm level
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Power Setting
Alarm level
Setting Indicator LEDs Alarm Selection Switch
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OPERATING INSTRUCTIONS
To display a function, place
Magnet Pen FLAT over specified circle
Function
Channel level reading (%)
Pre-set alarm level (mgm/litre)
Self test programme
Circle
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Channel number
Alarm level +
Test
Channel number
FAULT DIRECTORY
Channel Reading Fault condition
1.12
1.12
F1
F2
Cable fault
Detector dirty
Action required
Check/repair relevant cable
Clean detector according to instructions
Fuses FS1 and FS2
on
1.12 F3 Detector faulty Clean as F2 first or replace detector
Detector alarm test Alarm level + Test + 1.12 IC Isolated circuit Check operating instructions
Channel
number C F4 Fan failure Check fan and fan failure detecting systems
Isolate detector (F3) Isolate + Channel number
Restore detector Isolate + Reset + Channel number NOTE: If 'No CPU' light is on, refer to manual
'dd' on test is dirty detector
Normal operation Reset 'cd' on test is clean detector
Operating Instructions Quality Monitoring Instruments, London, NW6 2HL, UK
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Security Switch
240V
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Oil Mist Detector Should the oil mist detector detect oil mist levels between 0% and 79% the f) When setting is complete turn the key 0.25 turn anti-clockwise
situation is normal and no alarm is initiated. Should an oil mist level above in order to lock the system and then remove the key.
Maker: Quality Monitoring Instruments 80.99% be detected the amber light on the mist detector box flashes and this
Model: QMI Multiplex will activate an early warning alarm. Should the mist level rise to 100% a red
Test Procedure
flashing light is activated at the mist detector box and a main alarm is initiated
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Introduction accompanied by an engine slowdown. a) Insert the key and turn clockwise 0.25 turn and place the
magnetic pen flat against the circle marked TEST. The testing
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Oil mist detection gives warning of a build-up of oil mist in the crankcase Alarms are not activated immediately the oil mist monitor detects a high indicators will illuminate; the green, amber and red lamps will
which could eventually result in a crankcase explosion. In addition to acting oil mist level as the unit checks the readings and the instrumentation before be illuminated in sequence.
as a safety device the oil mist detector can also provide warning of possible issuing the alarm. This takes about 2.5 seconds.
bearing failure as one cause of a Hot Spot is engine bearing failure. The oil
mist detector is, however, essentially a safety device which gives warning of The oil mist detector unit must be operated continuously when the main engine b) All digital readouts will initially read 8 and this will change
the formation and build-up of oil mist in the engine crankcase and it must be is running. The oil mist detector will check itself continuously and report to 1 showing that all digital display segments are working.
Each detector head lens will indicate ‘Cd’ for a clean lens; if
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operational at all times the main engine is running. defects on the display. Should the fan fail the indication ‘F4’ appears in the
monitor display. ‘dd’ appears in the display it indicates a dirty lens (under 70%
clean). A dirty lens must be cleaned according to the procedure
Operation in the oil mist detector manual. If there is failure of the CMU
Checking and Setting Procedure then ‘F9’ will appear in the display. The oil mist detector main
When the engine lubricating oil comes into contact with a hot spot some of
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board must be replaced as soon as possible.
the oil is vaporised. The oil vapour moves to a cooler region of the crankcase Although the oil mist detector is set at installation values should be checked
where it condenses to form fine mist like droplets. Because of moisture in should there be any concern about operation or alarm levels. During the
c) After all relays have been tested the CMU will return the
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the crankcase atmosphere the oil mist takes on a milky appearance. More checking procedure normal operation of the unit is disabled so checking
vapour forms over a period of time and eventually the concentration passes the display to the channel with the highest concentration of oil mist.
should, ideally, be carried out when the engine is stopped.
lower explosion limit resulting in a possible crankcase explosion as explained The key is turned anti-clockwise 0.25 turn.
previously. To check a preset alarm level the magnetic pen should first be placed flat
After the power is switched on (if the unit has been stopped) or a RESET the
over the circle marked ALARM LEVEL and the alarm level indicator will
The oil mist detector uses the light scattering properties of oil mist to measure relay outputs are inhibited for 60 seconds in the event of an alarm. This should
be illuminated. The magnetic pen is then placed flat over the channel number
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the concentration of the oil mist in the crankcase. Each engine crankcase be noted if a smoke test is carried out on the detector heads.
which is to be checked. The channel alarm level will be displayed as a value in
unit, and the chain case, has a sample pipe which connects with a chamber mg/l of oil mist density. Should the alarm level require changing the procedure
containing that unit’s detector head. All detector chambers are also connected below should be followed. Isolating Channels
by means of a pipe to a fan unit which, when operating, draws a sample of the
crankcase atmosphere through the detector chamber fitted for each unit. The
fan unit discharges back to the engine crankcase. tr
a) Turn the key clockwise 0.25 turn in order to release the security
switch. The setting lamp will illuminate.
If a detector head becomes faulty ‘F3’ will appear in the display. If a detector
head needs cleaning ‘F2’ will appear in the display. Ideally the detector head
on
should be immediately replaced or cleaned as required. If this is not possible
As the crankcase atmosphere is drawn through a detector chamber the detector b) Place the magnetic pen flat against the circle marked the detector head signal may be isolated from the monitor panel. The key
head continuously monitors the sample and sends a signal to the main box (the ALARM SETTING SWITCH. The current alarm level will be is turned to SET mode, the magnetic pen is placed over the circle marked
CMU) which contains a microprocessor. Signals from the detector heads are displayed. ISOLATE then over the channel number. This isolates the channel signal and
scanned at 500 millisecond intervals so all engine units are scanned within a the key is turned back to RUN. After the detector head has been replaced or
few seconds and hence monitoring is practically continuous. Should there be c) If the alarm level needs to be changed place the magnetic pen cleaned the key is turned to SET mode, the pen placed on ISOLATE, then
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oil mist in a sample drawn past a detector head the light from the sending part flat against the circle marked RAISE ALARM LEVEL or RESET and finally the channel number. The key is turned back to RUN and
of the detector will be scattered and this will be detected by the receptor. The LOWER ALARM LEVEL. Raise and remove the magnetic pen the channel is back on line.
unit is calibrated and the microprocessor converts the light level signal from once for each increment until the desired level is reached. The
the detector head to a mist level and indicates this on the output display. The alarm level is shown in the digital display.
display has channels for all detector heads and will display the reading and
channel to which the reading is associated on the display. The CMU displays d) Place the magnetic pen flat against the circle marked CHANNEL
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the channel(s) with the highest mist reading. NUMBER in order to set that channel to the level indicated in
the digital display.
The reading displayed is in the range 0% to 100% where the 100% level
represents 1.99mg/litre of oil mist in the sample. This provides a considerable e) Repeat steps c) and d) for the other channels.
safeguard against a crankcase explosion as the lower explosion level of
lubricating oil vapour is 50mg/litre.

Illustration 2.1.2.a Main Engine Manoeuvring Control Panel
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ALARM FAULT
ME : R UN N I NG 7 7 . 8 R PM, S t A I R 2 5 . 4 B A R
L I M I T E R : NO L I M I T
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ALARM STOP ALARM T LG B C : 7 8 . 0 E C R : - 1 . 0 E G S : 1 6 . 4 RPM
LIST HORN ACKN.
0 A l a r ms
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STATUS MAINTE-
LIST NANCE EDIT MENU S1 S2 S3 S4 DIMMER
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
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BRIDGE E.C.R. LOCAL RPM
CTRL. CTRL. CTRL. LIMIT ESC ENT
SEA
MODE
STAND
BY
7 STU
F.W.E.
tr
8 VWX 9
CANCEL
LIMITS
YZ 0 SPACE . +/- #
on
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2.1.2 Main Engine Manoeuvring Control Bridge and Engine Control Room DMS Operating Panels Note: A shutdown will be reset by moving the bridge telegraph lever to the
The operating panels enable communication with the the DMS system. The stop position (or the ECR lever if in ECR control).
Maker: Lyngsø Marine display is able to show operating state information. All nominal and actual
Type: DMS 2100 values, operating data and list contents can be read and adjustments made Main Engine Indication Panel
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to the operating state. Any faults or alarms within the system are shown and
The main engine manoeuvring control system can be divided into two parts: accompanied by a warning buzzer. The following table shows the facilities and The indication panel in the ECR consists of warning lights, pushbuttons and
operations available from the bridge and ECR operating panels. a manual/auto selector switch. The lights indicate control modes, engine
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1. The DMS 2100 Bridge Manoeuvring System direction, turning gear position, engine direction and start valve/air/blocking
2. The DPS 2100 Engine Safety System Pushbutton Action status. There are also illuminated pushbuttons for control of the auxiliary
blowers.
Bridge Control Indication or request/acknowledgement of automatic
DMS 2100 Bridge Manoeuvring System bridge control.
The auxiliary blower stop/start facility is only available when the main engine
ECR Control Indication or request/acknowledgement of ECR control control is in manual. A warning light is fitted to indicate that the auxiliary
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The DMS system is designed to control the ship’s engine directly from the (manual or automatic). blowers are not in automatic mode. If the blowers are off, a main engine start
bridge. Automatic operation is also possible from the ECR. The normal Emergency Control Indication or acknowledgement of emergency is not possible. The MANUAL/AUTO selector switch controls the operating
operating condition of the DMS is with the lever of the bridge telegraph unit (local) control. mode of the blowers.
but the ECR position may be used for additional monitoring/control etc. The Sea Mode If not in manoeuvre mode then the pushbutton is for
DMS controls the following functions: indication only.
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The indication light ‘Main Start Valve In Service’ means that starting of the
• Starting, stopping and reversing the propulsion plant This order indicates, by LED illumination: ‘No need to main engine is now possible. There is also a warning light and alarm for engine
man the engine room’. direction. If the engine direction is opposite to the ordered direction in manual
• Acceleration and deceleration of main engine speed If in manoeuvre mode:
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and local modes, this alarm is activated. There is a pushbutton for the main
• Engine speed sensing Sea mode active if LED on, speed set value released to engine slow turn facility. Activation of this pushbutton carries out the slow
SEA FULL AHEAD. turning procedure.
• Quick progress through the critical speed range (69-82 rpm)
Pressing the pushbutton again extinguishes the LED,
• Monitoring manoeuvring sequences manoeuvre mode is activated and therefore speed set The pushbutton DMS 2100 ‘CANCEL LIMITS’ cancels the governor
value is limited. scavenging air limitation (manual control of the Woodward governor only).
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• Self-monitoring
Standby Engineers required in engine room. This would provide a faster run-up time for the main engine in case of
• Control of auxiliary systems emergency, therefore this pushbutton is protected by a cover to guard against
FWE Pressing this pushbutton gives ‘Finished with Engines’
• Selection of control and operation modes accidental operation.
• Automatic limitations
The DMS system is serial connected to both the DPS engine safety system and
tr order, an alarm is activated and the LED will flash
until the following conditions are met.
Main air start valve is blocked
The pushbutton marked POWER ON & LAMP TEST indicates the status of
the supply voltage and also functions as a lamp test facility.
on
the UMS/UCS alarm, monitoring and control system. The requested orders Start air distributor is blocked
from the telegraph system are internally processed and routed as a set speed Control air is off Propulsion Control Cabinet (PCC)
value to the electronic governor (EGS 2000). The propulsion control cabinet has no user accessible functions. These cabinets
Safety air is off
house the electronic modules that make up the system. These include the
The hardware consists of four main groups: FWE order acknowledged from ECR
interface extension modules, central memory, speed relay module, input/output
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• Bridge and ECR operating panels Menu Displays 6 sub-menus accessed by ‘S’ function and control modules, relays and interconnections for the serial bus which links
pushbuttons. the various systems. The EGS2000 electronic governor directly connects to the
• ECR indication panel Dimmer Adjust display brightness. speed relay module, the DZM 401, which is the central module in the DMS
• Propulsion control cabinet (PCC) Edit, Esc, Ent. For changing parameters. system containing the process control software.
• Electronic governor (EGS 2000) Arrow Pushbuttons Moving cursor around display positions.
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Cancel Limits Overrides limitations, acceleration and deceleration

set points.
RPM Limit Automatic bridge mode only, ECR activated function
to limit available rpm.

Illustration 2.1.2b Indication Panels
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Local Control Station Indication Panel
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ECR Indication Panel
0
50 0 50
50 50
100 100
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100 150
START AIR MAIN START TURNING FUEL AUX. AUX. 150 150
GOVERNOR
DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2 AHEAD
150 ASTERN
150
ENGAGED
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING ASTERN rpmAHEAD
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START AIR MAIN START TURNING FUEL
EMERGENCY
DISTRUB. AIR VALVE GEAR CAMS
CONTROL
BLOCKED BLOCKED ENGAGED ASTERN
SHUTDOWN
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AHEAD
CONTROL AUX. PREWARNING
BRIDGE OFF AUTO RUN
ROOM BLOWERS
CONTROL
CONTROL WARNING SHUTDOWN ASTERN
TURNING GEAR ENGAGED EMERGENCY CONTROL

MANUAL POWER ON
EMERGENCY
SLOW & WRONG WAY
STOP ECR CONTROL
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TURNING LAMP TEST
AUX. BLOWER RUNNING BRIDGE CONTROL
tr CANCEL
SHUTDOWN
LAMP TEST
EMERGENCY
STOP
on
Lyngso Marine
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The Electronic Governor System (EGS2000) • At the bridge panel, if the request came from the ECR There are two different methods of indication and acknowledgement following
the change over to local control :
• At the ECR panel, if the request came from the bridge
The electronic governor system consists of two main parts:
1. The electronic governor Pressing the bridge control pushbutton again before an acknowledgement Change Over From Automatic Bridge To Local Control
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cancels the request. Following a successful acknowledgement, the LEDs then
2. The electrical actuator The LEDs set within the EMERG. CTRL. buttons in the bridge and ECR
flash green in colour.
panels flash yellow to indicate the change of control mode. Additionally the
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change of control mode is audibly signalled at the bridge panel. The display
The electronic components are housed in the governor cabinet in the ECR. It is The manually operated ECR to BRIDGE selector switch in the ECR is now
switched to the BRIDGE and the flashing green LEDs turn to a steady green shows the text ‘EMERG. CONTROL’.
connected to the propulsion control cabinet where the DMS dictates the RPM
set point. The governor sends the electronic signal to the electrical actuator light. The display text shows Automatic Bridge.
To acknowledge the selection of local (emergency) control, the pushbutton
which moves the fuel rack accordingly.
If a change over is requested without prior request, the BRIDGE CONTROL EMERG. CTRL. on the bridge panel has to be pressed. Following the
pushbutton LEDs flash yellow turning steady green when acknowledged. acknowledgement, the LEDs implemented in the pushbuttons EMERG. CTRL
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Control and Operating Modes in both panels turn to steady green to indicate the new control mode.
There are different operating modes to operate the propulsion plant: The main engine is generally operated by the engine order telegraph unit at
the bridge control console. If either bridge wing is selected for control, the Change Over From Manual ECR To Local Control
• Automatic control from the bridge
wing controller remotely moves the central controller by a Selsyn ‘electric
The LED set within the EMERG. CTRL. pushbutton in the bridge panel turn to
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• Manual control from the ECR shaft’ arrangement. This central controller sends the signal to the DMS for
steady green to indicate the new control mode. The LED within the EMERG.
• Manual control from the local control station (emergency processing.
CTRL. button in the ECR panel is flashing yellow to indicate the change of
control) control mode. Additionally the change of control mode is audibly signalled at
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Change of Control Mode Restrictions the ECR panel. The display in both panels show the text ‘Emerg. Control’.
The operating modes are changed from:
Any DMS equipment malfunction which affects any control mode change
• The local control station: LOCAL or REMOTE over will result in the alarm Control Select. Fault and a change will not be To acknowledge the selection of emergency control, the pushbutton EMERG.
accepted. CTRL. on the ECR panel has to be pressed. Following the acknowledgement,
• The ECR: BRIDGE-ECR the LED in the pushbutton EMERG. CTRL in the ECR panel turns to steady
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If the main engine is stopped but the telegraph/control lever is not in the STOP green to indicate the new control mode.
The DMS only has control when in BRIDGE mode.
position, the text display shows the request message ‘Put Bridge Teleg. To
Stop’. No control mode changes are possible until this request is fulfilled. Sub-Telegraph Operating Modes
Change of Control Modes
The local control station is the operating station with the highest priority.
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If the main engine is running but the telegraph/control lever is put in the
opposite direction, the text display shows the request message ‘Bridge Teleg.
The DMS has 3 different operating modes, selection is from the bridge
operating panel:
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Change over from LOCAL to REMOTE is carried out by means of a manually Wrong Way’. The lever must be moved to STOP or the correct direction. No
operated pneumatic valve at the main engine local control position. control mode changes are possible until this request is fulfilled.
Sea Mode
Change over from ECR to BRIDGE is normally carried out from the ECR Before changing over control modes, the ECR and bridge control levers must The engine is able to accelerate through all speed ranges up to the end of the
console. Pressure switches in the main engine pneumatic system provide be matched or a rough change of engine speed will occur. The set points must upper sea range.
feedback of the control mode status. be the same value, ie: a lever match. When a lever match is completed the
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change over from automatic BRIDGE to manual ECR is carried out with the
manual two position selector switch in the ECR. Manoeuvring Mode
The control mode changes immediately on operation of the selector switch.
The selected operating station cannot ignore its selection. Any change in The engine is only able to accelerate through all speed ranges up to the end of
control mode is shown on the bridge and ECR panels which will alarm at any Local (Emergency) Control the upper manoeuvring range, if the lever is set to full ahead.
change.
The selection of local control is always done directly without any previous
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request. The change over from REMOTE to LOCAL is by means of a manually Modes Under CANCEL LIMITS Operation
The change from ECR to BRIDGE can be initiated from either location. The
operated pneumatic valve at the engine-side control stand. All limits are overridden. Acceleration and deceleration set points are changed
BRIDGE CONTROL pushbutton has to be pressed at the bridge or ECR
control panels. The yellow LEDs in the BRIDGE CONTROL pushbuttons, at to faster values.
The selection of LOCAL switches off the previously selected control mode of
the bridge and ECR, will flash and an alarm will sound at the control panels.
automatic bridge and manual ECR. CANCEL LIMITS should only be used for emergency manoeuvring.
The request is then acknowledged by pressing the bridge control pushbutton:

Ranges If a fault becomes apparent it will be sensed by the DMS, the result of this is To complete the password input the password must be followed up with
an audible and visual alarm indication. Faults are indicated at the operating ENTER. Passwords must always be four digits.
Acceleration and deceleration ramps are preset into the DMS to ensure the panels on the bridge and ECR. The alarms are also routed as individual alarms
most efficient operation of the main engine. The total range between minimum via the serial interface, or as common alarms via contact interface to the alarm, After accessing the required parameter by password entry, the EDIT pushbutton
monitoring and control system (UMS/UCS). must be pressed again. There are two ways to change values:
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and rated range is divided into four individual ranges:
1. Lower manoeuvring range approximately 25 - 65% load 40 - 60 1. By operating the up/down cursor pushbuttons the value of the
A visual alarm is always indicated at the bridge and in the ECR, an audible
seconds parameter can be incremented or decremented.
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alarm is only indicated at the station in control. Visual acknowledgement can
2. Upper manoeuvring range approximately 65 - 75% load 60 be done only from the ECR. 2. By numerical setting of the value by first entering ‘0’.
seconds
According to the rules of the classification societies, the system has, in the Pressing ENTER completes the operation.
3. Lower sea range approximately 75 - 90% load 10 minutes
case of a control system fault, to maintain (freeze) the momentary operating
4. Upper sea range approximately 90 - 100% load 30 - 60 condition. Therefore, in a frozen condition, the operator has to transfer control CAUTION
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minutes mode to a manual mode. This is the only mode in which a reset can be Because the program uses RAM for its set values, the entered value takes
performed. immediate effect. Therefore changes should only be made on a stopped
The astern speed has only one range which has an adjustable upper limit.
engine or, if on a running engine, the values should be made step by
The only exception to this is in the case of a bridge or ECR telegraph step in small increments to avoid greatly affecting the running of the
More detailed information is available in the manufacturer’s DMS2100 User potentiometer fault, whereby the system will change over from the faulty engine.
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Manual. station to the functional station and remain in automatic mode at that station.
PARAMETER CHANGES MAY ONLY BE MADE BY AUTHORISED
Barred Ranges PERSONNEL.
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System Parameters and Passwords
Due to certain physical principles, rotary oscillation occurs at specific speeds On pressing the S3 pushbutton, the parameter list is displayed. By operating the
inside the main engine’s range. The DMS takes these speeds into account and cursor pushbuttons the number of the parameter required can be incremented Simulation Mode
if selected will automatically convert the request to the nearest ‘safe’ position. or decremented. The parameters to be displayed can also be accessed by This mode is used to test signals to the start valve, reversing valve, start air
The engine has a barred speed range between 69 and 82 rpm. numerical setting of the number by first entering ‘0’, pressing ENTER, then distributor and electronic governor.
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the required parameters are displayed.
Note: The speed set point is not adjustable within a barred range. The overspeed may also be tested using this facility.
To release a selected parameter for resetting, the EDIT pushbutton must be
Limitations
The DPS system, under certain fault conditions, may request a slowdown of
the main engine. This is achieved via the serial interface to the DMS system. tr
pressed and then, according to its security level, the adjustment is released or
the password is requested.
Parameters are blocked for unauthorised personnel with three password levels
The following conditions have to be fulfilled for the selection of simulation
mode:
• Engine at standstill
on
The limitation will remain active until manually reset. protecting the system: • Main start valve blocked
In bad weather conditions, if the main engine speed reaches 105% three times • The service password • Start air distributor blocked
in less than two minutes, the speed set point will be limited to 85%. The • The expert password • Control mode in AUTOMATIC BRIDGE
limitation will remain active until manually reset.
• The user password • Access is by activation of the menu pushbutton then S4,
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followed by S1 for simulation mode.

There is also a manual limitation function available only from the ECR panel.
The Service password is required for changing critical parameter values such
The pushbutton RPM LIMIT will give access to a menu where the measuring
as engine speed. The Service password releases the parameters for the User To simulate the engine running the telegraph must be moved ahead or astern.
value (the speed), can be adjusted.
and Expert passwords, as such this password should only be known by the The simulated speed, acceleration and deceleration correspond to the normal
commissioning personnel. orders. Because the engine is not actually running, several other alarms will
System Supervision and Fault Indication appear, such as start failure, reversing failure, etc.
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The total hardware of the DMS, as well as the peripheral components, are The Expert password is required for changing critical parameter values; it also
constantly monitored by the DMS. Because of this, it is possible to avoid releases the parameters to the User password.
dangerous situations and damage to the main engine. The telegraphs, speed
sensing circuits, electronic governor, solenoid valves, internal analogue/digital The User password is required to change non-critical parameter values.
and digital/analogue converters and the computer cycle (watch dog) are all
monitored.

Main Engine Automatic Start Sequence 13. Turning gear engaged Reversing the Main Engine
14. Emergency control is engaged
Depending on the requested direction of the main engine and before carrying
• Automatic mode is selected, the control lever is in the stop
Items 1 and 11 may be overridden by operation of the CANCEL LIMITS out a slow-turn or engine start, the DMS controls the positioning of the
position.
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pushbutton, although item 11 can only be overridden when in bridge automatic reversing mechanism for the start air distributor and the fuel pumps by
• System checks: no start interlocks, no active relevant alarms, energising the respective directional solenoid valve (even if they are still in the
mode. A start interlock is alarmed and indicated on the bridge and ECR
the auxiliary blowers are in auto, the voltage is on. correct direction from a previous manoeuvre).
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operating panels.
• Control lever moves to ahead direction, speed value is
initiated. Three start attempts are possible. If a failure occurs during the starting sequence One symmetrical cam for each fuel pump is mounted on the camshaft. Selection
the following measures are activated: of injection point, ahead or astern, is achieved by moving the fuel pump roller
• Reverse sequence is activated (see section: Reversing of the guide relative to the cam axis by a pneumatic cylinder.
Main Engine), the ahead valve is energised. • If no engine rotation is sensed within the maximum starting
• If more than 30 minutes since the last start, the DMS initiates a time, the start air valve is de-energised and the Start Failure Each fuel pump has its own reversing mechanism including a pneumatic
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slow-turn, if not, the DMS activates a start. alarm is activated. cylinder. However, the power of the cylinder is not powerful enough to reverse
• On completion of slow-turn all injection pumps are moved to • If the engine starts to crank but does not reach ignition speed the roller guides at standstill, they can only support the movement. The roller
the ahead or astern position. The engine starts. or falls below the ignition speed, the Repeated Start alarm is guides will change their position during the start sequence because of the
activated. If a further two starts also fail then the alarm Start camshaft rotation, so it follows that the engine has to be started without respect
• Governor stop signal is de-energised as the start valve energises.
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Failure is activated. to the reversing mechanism position.
The stop valve remains energised.
• On reaching ignition speed the stop and start valves are de- • If the engine exceeds ignition speed but stops within 20 seconds The roller guides mechanically maintain their position and the solenoid valves
a further start takes place, up to a maximum of 3 attempts. If
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energised and fuel is injected. are de-energised at the end of the start settling time.
the engine stops outside of this 20 second time the alarm Engine
• The main air start valve is de-energised one second after fuel Stopped is activated.
injection, the engine accelerates to the required speed. Restarting an Engine Already Turning in the Correct
• At the second and third start attempts, or in the case of
If the engine fails to start or complete a slow turn, the control lever must be a CANCEL LIMITS start operation, the ignition speed is Direction
moved back to zero to reset the system before another start attempt is made. increased to enable a longer duration of applied starting air. The
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DMS also cancels the governor’s normal start fuel limitations If the engine is already turning in the required direction, due to drag acting on
during these attempts. the propeller, the speed is above ignition speed and the control lever is moved
Note: The reversing function always takes place prior to start regardless of in that direction, the DMS will de-energise the stop valve and the governor stop
the ordered direction.
The following conditions will cause a start interlock to block the starting of
the main engine: tr
Slow-Turning
The slow-turning is carried out automatically when the engine has been
signal. This will enable fuel to be supplied to the engine.
If the drag effect is too low and the engine speed is below ignition speed and
on
the control lever is moved in that direction, the DMS will initiate a normal
1. Control air pressure low standing still for 30 minutes or more. When a slow-turn is requested, the automatic start.
engine must then complete one and a half turns within 30 seconds.
2. Line break of valves
3. Speed sensing system fault The DMS system counts the number of flywheel teeth passing the speed Restarting an Engine Turning in the Wrong Direction
4. Emergency stop/shutdown condition sensors to determine the number of revolutions achieved during this time. If
If a start is requested in the opposite direction to that which the engine is
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the engine fails to achieve this, the Slow Turn Failure alarm is activated. In this
5. Loss of automatic, manual or sensor supply case, the control lever must be reset to zero and another start attempt made. already turning, a normal stop is carried out by energising the stop valve.
After passing through the ‘brake air level’ the reversing sequence is initiated.
6. Blocked actuator
The slow-turn procedure may be omitted, if a quick-start is required, by The engine is retarded automatically and subsequently restarted in the reverse
7. Electronic governor fault pressing the CANCEL LIMITS button on the operating panel. direction.
8. Serial interface to governor lost
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Manual slow tunring may be ordered on command from the ECR when in Stopping the Main Engine
9. Start air pressure low
manual ECR control. The MANUAL SLOW TURNING pushbutton is pressed
10. Start valve closed/not open on the ECR panel and the manoeuvring lever is moved to the START position A normal stop comprises of moving the control lever to zero. This will cause
11. Start air distributor blocked in order to slow-turn the engine. the DMS to energise the stop solenoid valve (a pneumatic stop signal to the
fuel pump puncture valves) and set the engine governor to stop.
12. Input start blocked (auxiliary blowers)

There are also a number of ‘hard stops’. These are hard-wired emergency stop • OBL: Order bridge with limitations
pushbuttons which stop the engine directly via the DPS engine safety system.
• ACT: Actual speed
The DMS via a serial interface also stops the engine using the DMS normal
stop methods. After an emergency stop the engine can only be restarted by
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moving the main control lever to the stop position to reset the system.
Telegraph Order Printer TOP2100
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The TOP2100 is a sub-system of the DMS system. Internal calculations from
the DMS and the DPS systems are transmitted to the printer module and output
to the telegraph order printer.
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There are parameters to control the information output to the printer within
DMS and a printer test facility in the MAINTENANCE menu within the
DMS.
The following items are recorded from the DMS:
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• Date and time
• Bridge, ECR and emergency telegraph orders
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• Engine speed
• Control mode
• Sub-telegraph orders
• Limitations
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• Cancel limits/cancel limits (wings)
• RPM load program
• ‘Frozen’ conditions
• Electronic governor fault tr
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• Electric shaft or telegraph fault
• Serial interface to governor lost fault
The following items are recorded from the DMS:

• Automatic slowdown
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• Automatic shutdown
• Emergency stop with position of activation
• Cancel slowdown (slowdown override activated)
• Cancel shutdown (slowdown override activated)
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Common abbreviations used on the printer:

• OBR: Order bridge
• REC: Response engine room telegraph

2.1.3 Main Engine Safety System Slowd. cancel Pressing pushbutton cancels slowdown signal, The inputs on the central module DZM 401/402 for the speed measurement
pressing again reactivates slowdown from the proximity switches are fixed, also the outputs for speed indication
and emergency stop on overspeed are fixed. The inputs on the IOM 402
DPS 2100 Engine Safety System Slowd. reset Resets system when slowdown condition removed,
speed returns to normal modules are freely configurable for slowdown and shutdown via parameters.
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On occurrence of a slowdown or a shutdown criterion, the particular function
The DPS 2100 operates in parallel with the DMS system but monitors, controls Shutd. active Indicates an automatic shutdown signal activated
becomes active, taking the parameter setting for the input into account.
and protects the main engine independently from the DMS system. Shutd. cancel Cancels shutdown signal, until pushbutton pressed
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again Operation and indication are effected via the Operating Panel in the ECR with
The system protects the engine from inadmissible operating states, in that an illuminated pushbuttons and LED displays in the engine room. The visual
alarm is not created until one of its limits is exceeded. All limits are set to The DPS system receives its engine speed signal from two proximity switches
alarms as well as system conditions are simultaneously displayed at all places
values that in no way endanger the engine. Any limits exceeded are visually mounted close to the flywheel. These switches count the flywheel teeth passing
of indication (bridge, ECR, engine room). The audible alarms are given only
and audibly indicated in the ECR. Specific limits such as low LO pressure, by and input the signal to the DZM module. This module calculates the engine
at the place of indication from which the ship is operated (eg, operation from
high HT water temperature are additionally protected by shutdown and speed for indication and protection functions etc. The two sensors enable
the bridge). This also applies to the acknowledgement of alarm signals as well
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slowdown facilities. cross-monitoring, plausibility and redundancy in case of breakdown.
as to control functions ‘Cancel’ and ‘Reset’.
The system consists of an SEM interface extension module, speed relay DZM The DPS provides the following functions:
module (DPS limit values, delay times and actions/consequences are stored in Automatic Slowdown
• Slowdown
software within the DZM module), input/output modules (all mounted within The automatic slowdown serves to relieve stress on the engine by reducing
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the propulsion control cabinets) and illuminated emergency stops mounted on • Shutdown
speed.
bridge wings, bridge, ECR and engine local control station. • Slowdown with subsequent shutdown
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The emergency stops are wired with two circuits. One is wired directly to the
stop solenoid on the engine. The other is wired to the electronic modules as
an input and the stop solenoid as an output. This provides the correct alarms Illustration 2.1.3a Engine Safety System Panel
and printout etc. The location of the emergency stop activation will also be
displayed. DPS 2100 ENGINE SAFETY SYSTEM
Lyngso Marine
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The operator panel is mounted in the ECR
Operator Panel Functions

Alarm light
Fault light
Illuminated if a set value is exceeded
Illuminated if an internal hardware or interface tr ALARM
ALARM STOP
FAULT
ALARM
on
failure occurs LIST HORN ACKN.
Pushbutton Functions
Alarm list Displays every current alarm state, new alarms at MAINTE- EDIT MENU
the top of the list NANCE S1 S2 S3 S4 DIMMER
Alarm ackn Visual alarm acknowledgment

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Stop horn Audible alarm acknowledgment 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
Maintenance Displays date/time, lamp test facility, display SLWD. SLWD. SLWD.
ESC ENT
controls etc. ACTIVE CANCEL RESET
Dimmer Adjust display brightness

Edit, Esc, Ent For changing parameters
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7 STU 8 VWX 9 YZ 0 SPACE +/-#

Arrow pushbuttons Moving cursor around display positions SHUTD. SHUTD. SHUTD.
ACTIVE CANCEL RESET
Menu Displays 3 sub-menus accessed by ‘S’ function
pushbuttons
Slowd. active Indicates activation of automatic slowdown

Alarm/Slowdown On clearing the fault which caused the shutdown, the system can be reset • S3. This pushbutton opens the parameter list, as recorded in the
by moving the telegraph lever to the stop position. This also applies to an central DZM module, for display or changes.
If an alarm/slowdown criterion occurs then an alarm is activated immediately.
On activation the visual and audible alarms sound allowing the operator/duty emergency stop pushbutton activated shutdown.
To leave a menu or sub-menu, the ESC pushbutton must be pressed.
engineer to make an assessment whether the alarm situation can be rectified in
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short notice or to conduct an actual slowdown. Automatic Slowdown Followed by Shutdown
Adjustment of System Parameters and Passwords
The functional sequences for a slowdown followed by a shutdown are practically
On clearing the fault which caused the slowdown, the system can be reset
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identical to the procedures described above (selection and adjustment available On pressing the S3 pushbutton, the parameter list is displayed. By operating the
by moving the telegraph lever below the slowdown speed and activating the cursor pushbuttons the number of the parameter required can be increased or
through parameters). The only difference being that one follows another.
SLOWD. RESET pushbutton. decreased. The parameters to be displayed can also be accessed by numerical
setting of the number by first entering ‘0’. Pressing ENTER then displays the
Alarm Indication and Acknowledgement
Automatic Slowdown required parameter.
The alarms are divided into two groups:
In case of an automatic slowdown, the engine is reduced immediately to slow
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1. Engine faults - leading to a slowdown or shutdown. To release a selected parameter for resetting, the EDIT pushbutton must be
speed.
pressed and then according to its security level, the adjustment is released or
2. System faults - monitoring equipment/module failure, line the password is requested.
Automatic Shutdown breaks.
In case of an automatic shutdown, the engine is stopped immediately. The Parameters are blocked for unauthorised personnel by principle. Three
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signal acts directly on the shutdown system of the main engine. All alarms are indicated audibly as a common alarm at: password levels protect the system. The parameters for the Expert password
• Bridge and User password are hidden, the display showing the immediate parameters
above or below.
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Delayed Shutdown • ECR
If a shutdown criterion occurs a pre-alarm is activated. On activation the • Engine room space The Service password is required for changing critical parameter values such
visual and audible alarms sound and the delay time starts to count down to as engine speed. The Service password releases the parameters for the User and
actual shutdown. This countdown time and the cause of the shutdown (eg: LO All alarms are indicated visually as a common alarm at: Expert passwords. This password should only be known by the commissioning
pressure low) are displayed on the operating panels. The delay time for the personnel.
• Bridge, via DMS panel
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pre-alarm can be adjusted via parameters.
• ECR, alarm on DPS panel The Expert password is required for changing critical parameter values. The
The horn signal is reset on the operating panel by pressing the STOP HORN Expert password releases the parameters to the User password.
• Engine room space, at LED indicators
pushbutton, visual acknowledgement is possible in the alarm list only. By
pressing the pushbutton for alarm acknowledgement the alarm is visually
acknowledged and the ALARM LED changes to a steady light. After expiry of
the shutdown delay time, the shutdown process is started and visually indicated
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• All locations with UCS/UMS general operator stations and
basic alarm panels
The User password is required to change non-critical parameter values.
To complete the password input, the password must be followed up with

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on the bridge panel, on the ECR panel and in the engine room. All alarms are indicated visually as a single alarm at: ENTER. Passwords must always be four digits.
• Bridge, via DMS and alarm list
Restart of the engine is now only possible after elimination of the the fault After accessing the required parameter, after password entry, the EDIT
• ECR, via display and alarm list pushbutton must be pressed again. There are two ways to change the actual
causing the shutdown and the system must be reset by moving the telegraph
lever to the stop position. • All locations with UCS/UMS general operator stations and values:
basic alarm panels
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• By operating the up/down cursor pushbuttons the value of the

If the fault which activated the shutdown clears during the countdown parameter can be incremented or decremented.
time, the shutdown is cancelled. The display will continue to indicate an Parameters, Suppressions and Operating Values
unacknowledged alarm. • By numerical setting of the value by first entering ‘0’.
To display parameters, suppressions and operating values, first press the
In the case of an emergency, the shutdown can be overridden by activation of MENU pushbutton. Pressing ENTER completes the operation.
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the SHUTD. CANCEL pushbutton.

This will indicate a sub-menu, selection is by pushbuttons S1 to S3: As the old stored parameter value is continuously on display during this
Specific faults can exclude or include the shutdown cancel facility (available • S1. This pushbutton opens a list of inputs to the DPS and allows operation, the operator is kept aware of the adjustment/change required.
via parameters). If this pushbutton is activated after the engine has stopped each one to be switched on or off.
a shutdown reset is necessary. If the pushbutton is activated during the
• S2. This pushbutton displays actual operating values.
countdown time the engine will keep running.

Pressing ESC completes the parameter adjustment session. All new parameters DPS System Engine Slowdowns Scavenging Air Sensor
are now stored in the system EEPROM. If the session is not terminated with the A sensor to monitor the air pressure and therefore engine output power.
ESC pushbutton, the system will do this automatically after a timed period. • Cylinder cooling fresh water pressure low
• Piston coolant no-flow This allows the system to restrict power to avoid low air to fuel ratios.
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Suppressions • Oil mist in crankcase
The governor actuator consists of the actuator position control loop and the
The operator has the option to suppress shutdown and slowdown activation by • Cylinder exhaust gas high temperature
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actuator itself. The power for the actuator motor comes from a power supply
individual sensor inputs, except emergency stop pushbuttons, with this facility.
• Cylinder cooling fresh water high temperature unit within the power unit cabinet. The actuator consists of a motor and gearbox
If suppressed, however, the input will still activate an alarm at the operating
with a brake, tacho-generator and position transmitter. The actuator uses very
panel. • Cylinder LO no-flow
large mechanical forces and the brake is a safety feature. If the supply fails,
• Scavenge air box fire the brake is engaged immediately, blocking the actuator in its position and
The suppression list is available after pressing the MENU pushbutton followed
activating an alarm.
by the S1 pushbutton. By pressing the up/down cursor pushbuttons the operator
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can view the sensor inputs one after another. DPS System Engine Shutdowns
Using the position transmitter and the tacho-generator, the actuator can move
• Engine LO pressure quickly and precisely to the required position, without overshoot. The actuator
When the required sensor appears on line two of the display, the operator can
has its own limit switches which will stop the actuator at its extreme limits,
suppress the slowdown or shutdown activation by pressing the S1 pushbutton. • Overspeed regardless of any further signals.
Alternatively, the slowdown or shutdown activation can be re-enabled by
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pressing the S2 pushbutton. These suppressed or enabled states are stored in • Camshaft LO pressure
The scavenge air limit function ensures that the correct amount of fuel is
the system EEPROM. There is a suppression count table shown in the display • Thrust bearing/pad temperature high provided according to the amount of scavenge air available. This is especially
showing the amount of sensors currently suppressed.
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• Emergency stop pushbuttons important during acceleration when the slow turbocharger speed means there
is not normally enough air available to burn all the injected fuel. This may lead
Operating Values to poor combustion and pollution. Restricting the fuel index during these times
EGS2000 Electronic Governor alleviates this problem.
The operating value list is available after pressing the MENU pushbutton
followed by the S2 pushbutton. By pressing the up/down cursor pushbuttons, The electronic governor is serial connected to the DMS system and also to
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the operator can view the inputs one after another. When a start or stop order is given to the DPS system, the governor
the DPS system. The basic task of the EGS system is to regulate the speed
controls the index. For a start request the governor moves the actuator to a
of the main engine by translating the speed signal given by the operator into
predetermined position to ensure the correct ratios for run-up. On receiving
Speed Indication movement of the engine fuel rack.
As well as the speed indication at the ECR operating panel, the system provides
two ±10V analogue outputs for external speed indication.
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The EGS2000 system consists of the following components:
a shutdown signal, the EGS2000 immediately moves the actuator to the
zero position.
The governor computer contains load curves/ramps for the correct loading of
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One is connected to the DPS and feeds three outputs providing speed indication Power Unit the main engine. These curves are kept in the engine limits curve software
at various points around the ship. If this source fails, the watchdog within the Contains the electronic units to convert speed signals to actual movement and module within the Gamma computer.
DPS will switch the three outputs to the signal available from the DMS, fed the Lyngsø Marine ‘STELLA GAMMA’ monitoring computer.
by the other signal. This system provides a high degree of redundancy and The EGS2000 is completely self-monitoring and will activate external alarms
availability. Negative values at the displays indicate astern running. via the UCS/UMS system for all internal and external equipment failures. The
Control Unit system even includes a monitor within the EGS2000 to monitor the operation
Speed indication is available at the following locations:
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Located in the ECR console, it is the operator interface. of the computer hardware.
• ECR console
• Engine local control console
Actuator
• Bridge console and front wall
The electro-mechanical device to convert demand signals to fuel rack
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• Port and starboard wings, port and starboard wing consoles movement.
• Chief Engineer’s office
• At DZM speed module (within PCC cabinet) Tacho Sensor
The proximity switches sensing flywheel speed.

Modes of Operation Operator Panel/Pushbutton Functions
The EGS 2000 has four modes of normal operation: Pushbutton/Button Function
Index Max Adjustment of manual limitation (then using cursor
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AUTO SELECT pushbuttons)
Auto selects RPM mode or power mode depending on running conditions. Load Limit Cancel Cancel index limits
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Auto Select Automatic selection of modes by computer
RPM Mode: Keeps rpm constant RPM Selects RPM mode
Power Selects power mode
Index Selects fuel rack index mode
POWER Mode: Keeps power constant
Test Selects internal test procedure
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Alarm Ackn Acknowledges system alarms
INDEX Mode: Fixed position of fuel rack Edit, Esc, Ent For changing parameters
Arrow pushbuttons Moving cursor around display positions
AUTO SELECT leaves the choice of operation to the computer. This mode is Set Up Used for adjustments (privileged user level)
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dependent on prevailing weather conditions. Menu Displays sub-menus to display alarm list and various
measurements
The RPM mode is a fast mode of operation which will adjust the fuel rack to Diag Used for diagnostics (privileged user level)
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keep the engine at constant rpm. Optimal fuel consumption and wear of the Data For parameter adjustment
mechanism are given low priority in this mode.
The EGS2000 requires no periodical maintenance. The motor and gearbox
The POWER mode controls fuel rack movement in response to shaft speed have no serviceable items and are built to a high standard that should last the
variations so that the power delivered remains constant. This mode minimises lifetime of the vessel. However, there are a number of checks that should be
fluctuations in thermal loading and is the most fuel efficient mode. Full
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carried out two to three times a year. During these checks the engine should be
protection of the engine is offered and shaft speed will only vary up to preset stopped and start blocked.
limits.
INDEX mode maintains the fuel rack at a distinct position providing speed
variations are within wide preset limits. This mode is often used for engine
measurements that require a fixed fuel rack position. This mode cannot be tr
These checks involve checking the tightness and cleanliness of all the links,
connections and securing devices, etc, in the complete system. Any backlash
in the actuator and fuel pump linkages should be adjusted to keep the backlash
below 0.3mm.
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automatically selected by the computer.
Further, more in-depth details, are available from the manufacturer’s manual.
The EGS2000 also contains an automatic overload protection system (OPS).
This uses torque measurements from a torque measuring device to provide a
limit to the rpm set point if a high torque reading is detected. This facility is
manually cancelled.
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Illustration 2.2.1a AQ18 Auxilliary Boiler

Steam Atomiser
Burner Main Steam
Outlet
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Air Inlet Steam Dryer
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Steam Drum
Manhole
Feed Water
Inlet
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Generating
Tube Bank
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Flue Gas
Outlet
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Sockets for
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Water Washing
Furnace
tr Membrane Walls
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Inspection
Door
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Access
Door Cross Sectional View Showing Gas Flow
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Manhole
Water Drum Steam Heating Coil

2.2 Boilers and Steam Systems General Construction Operating Procedures

2.2.1 General Description The boiler is of a two drum type construction, with one steam drum and one The following steps should be taken before attempting to flash-up the boiler:
water drum. It also includes a boiler casing, fuel firing equipment, mountings,
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fittings and other accessories. The boiler structure is supported with the water a) All foreign materials are to be removed from internal pressure
Auxiliary Boiler
drum acting as a supporting basis. The whole boiler construction is designed to parts.
be able to withstand the rolling and pitching of the ship. Careful consideration
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Maker: Aalborg Industries, Aalborg, Denmark. b) Ensure all gas side-heating surfaces are clean and in good
is also given to the movement by thermal expansion of the boiler.
No. of sets: 1 condition.
Model: AQ-18 Combustion gas leaves the furnace through the deflected water tubes at the
Type: Oil-fired vertical water tube marine bottom and passes through the generating bank before leaving the boiler. c) The furnace bottom and the burner wind box are to be cleaned
of oil and other debris.
boiler Efficient circulation in the boiler is achieved because a number of tubes in the
cooler areas act as downcomers.
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Weight excluding water: 26,900kg d) Ensure all personnel are clear.
Weight including water: 37,900kg
Evaporation: 18,000kg/h Furnace e) All manhole covers are to be securely tightened.
Steam condition: 7kg/cm2 saturated steam at 175°C Closely spaced water wall tubes are arranged in a staggered configuration f) Inspect safety valves and see that gags have been removed and
Fuel oil: HFO up to 700cSt at 50°C and constitute the furnace sides, except for the burner opening. The furnace
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that the easing levers are free and in good condition.
Fuel oil consumption, HFO, steam 155kg/hour minimum firing capacity, roof is formed by the bottom of the steam drum and the base of the furnace is
atomising: 1,355kg/h maximum firing capacity formed by the water drum. This arrangement increases the heat absorption in g) Open root valves for all instruments and controls connected to
the furnace and makes it strong enough to withstand vibration etc.
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Fuel oil consumption, MDO, air 155kg/h minimum firing capacity, the boiler.
atomising: 1,291kg/h maximum firing capacity h) Open the vent valve of the steam drum.
The side water wall tubes are welded to the water and steam drums with no
Safety valve setting: 8.7kg/cm2 headers provided. The boiler is downward fired from the roof using a steam/air
High steam pressure: 8.5kg/cm2, alarm and burner stop assisted pressure jet burner. i) Open all pressure gauge valves and ensure that all valves on the
pressure gauge piping are open.
Steam dump operating pressure: 8.3kg/cm2
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Low steam pressure alarm: 4.0kg/cm2 Boiler Casing j) Check and close all blow-off valves and drain valves.
High level alarm: +135mm
The furnace of the boiler is made completely gas-tight by the adoption of a
k) Fill the boiler slowly until the water level is approximately
Low level alarm: -95mm
Low level alarm and burner stop: -145mm
The steam generating plant consists of one auxiliary boiler and one exhaust
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welded water wall construction. The welded water wall construction is also
adopted in the front and rear walls of the rear evaporating tube section where
tubes are exposed to the combustion gas.
50mm below the normal operating level in order to allow for
swell in the level after firing.
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l) Check the operation of the gauge glasses and compare with
gas boiler. The steam demand of the plant in port is served by the auxiliary Insulation is provided on the outer surface of the furnace water walls. remote reading instruments.
boiler, at sea the steam demand is met by the exhaust gas boiler. The exhaust
gas boiler is arranged in the funnel to take waste heat from the main engine Insulation is applied to the outer surface of the water walls and the outermost
exhaust. surface of the furnace is covered with galvanised steel casing except for the Raising Pressure With No Steam Available (Initial Start)
furnace roof and floor.
The auxiliary boiler may be required at sea in low temperature areas, as
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a) Set up the fuel system for diesel oil burning (see Section 2.6.3)
well as during reduced power operation of the main engine, such as during and circulate the fuel until all heavy fuel has been discharged
Steam Drum and Fittings
manoeuvring or slow steaming on passage. Cargo tank heating and tank from the fuel lines.
cleaning operations requiring the use of the tank cleaning heater at sea will also The steam and water drums are cylindrical with two flat plates on the top and
require the auxiliary boiler to supplement the steam supply. bottom. In order to withstand the internal pressure, the flat plates are mutually b) Set the burner for air atomising, using an air pressure of 4.0kg/
connected by vertical solid stays. cm2 and fuel pressure of 3.0kg/cm2. Purge the furnace with the
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forced draught fan for one minute with vanes fully open.
A steam dryer is provided to completely remove water droplets from the steam.
This can be dismantled for removal. c) Reduce the air pressure at the wind box to between 10 and
20mmWG.
The steam drum also has a feed water internal pipe, a surface scumming pipe
and a water sampling pipe.

d) Light the burner and adjust the air and fuel pressures, to ensure f) When the drum pressure has risen to about 1.5kg/cm2, close the Raising Pressure With Steam Available From the Exhaust Gas
stabilised combustion; use the furnace observation port to check drum vent valve. Economiser
the combustion.
g) Drain and warm through all steam supply lines to ancillary a) Start the forced draught fan, open the inlet vanes and purge the
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e) When raising the pressure, keep the burner firing for 5 minutes equipment before putting the boiler on load. furnace.
and out of service for 15 minutes repeatedly at the lowest oil
pressure (2.5kg/cm2) for one hour. Again, repeatedly light and h) Supply steam to the HFO settling tank. When the tank is of b) Start the FO supply pump and circulate oil through the heater
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shut down the burner to raise the pressure as recommended by sufficient temperature to be pumped by the boiler HFO pumps, and burner manifold. Open the recirculating valve and discharge
the manufacturer. The graph below indicates the lighting-up supply steam to the boiler FO heater and prepare to change over the cold heavy oil in the line.
curve for the boiler which should be followed. from MDO to HFO. Continue circulating fuel as before.
i) At working pressure, switch to automatic operation. Note: At normal sea going condition, the boiler FO system will be continually
circulating heated FO.
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c) Reduce the air pressure at the wind box to between 10 and
8 175 20mmWG.
6 d) Light the burner and adjust the air and fuel pressure to ensure
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stabilised combustion using the furnace observation port.
4
150
When raising the pressure, keep the burner firing for 5 minutes and out of
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service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for
2 one hour. Again, repeatedly light and shut down the burner to raise pressure as
recommended by the manufacturer’s lighting-up curve.
125
e) When the drum pressure has risen to about 1.5kg/cm2, close the
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steam drum vent valve.
Boiler Pressure (Bar) Temperature (°C)
100°C f) Drain and warm through the steam supply line from the auxiliary
0
tr 100 boiler to the steam range before coupling up to the exhaust gas
economiser and putting the boiler on load.
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Shutting Down
75
a) Operate the sootblowers before shutting down the boiler
whenever possible.
50°C
b) Shut down the burner.
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50
c) Continue the operation of the forced draught fan for a short

while after shutting down keeping an air pressure of 150mm
30°C
WG at the burner inlet and purge the furnace of combustible
25 gases.
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15°C
d) Maintain the water level visible at about 50mm in the gauge
glass.
0°C
0 e) Open the drum vent valve before the boiler reaches atmospheric
0 15 30 45 60 75 90 105 120 135 pressure.
‘x’ ° = Initial Feed Water Temperature Time (minutes)

f) Change the fuel system to diesel oil and circulate back to the Before returning the boiler to service, drain the boiler to the normal working
tank. level and return the chemical content concentration to the normal level by
blowing down.
Note: If steam is available from the economiser, the boiler HFO system
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should remain in use. Maintaining the Boiler in a Warm Condition
g) When the fuel oil has been purged, shut down the fuel system.
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At sea the auxiliary oil-fired boiler should be maintained in a warm condition
by supplying steam to the heating element in the water drum. This is done
After the boiler has been shut down for 4 hours the forced draught fan may be by opening the heating coil drain valve and the steam inlet valve. The boiler
used to assist cooling down, but to avoid damage to refractory allow the boiler pressure should be maintained at 0.5kg/cm2 or above. When the heating
to cool down naturally if possible. element is not in use the steam inlet valve is closed and the drain left open.
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CAUTION
Do not attempt to cool down the boiler by blowing down and then by
filling with cold water.
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Shutting Down in an Emergency
Should the boiler trip (when the burner is in use) due to the low low water
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level alarm (-135mm), shut down the steam stop valve, feed valve and forced
draught fan after purging the furnace.
Note: Never attempt to supply feed water until the boiler has cooled
sufficiently.
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Taking the Boiler Out of Service
When taking a boiler out of service, the wet lay-up method is preferable, as it
requires less preparation and the boiler can be quickly returned to service.
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When the boiler is in the cooling down process following shutdown, inject
into the drum appropriate quantities of boiler chemicals, using the boiler
chemical injection device. To ensure adequate protection of the boiler, follow
the guidelines given by the chemical supplier.
When the pressure is approaching atmospheric pressure, open the steam drum
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air vent valve.
When the pressure is off the boiler, supply distilled water until it issues from
the vent valve, then close the vent valve.
Put a hydrostatic pressure of 3.5 to 5.0kg/cm2 on the boiler. Hold this pressure
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until the boiler has cooled to ambient temperature. Bleed the boiler using the
vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 2.0
to 3.5kg/cm2 on the boiler.
Take a periodic boiler water sample and replenish any spent chemicals.

Illustration 2.2.2a Boiler Control Panel
Operating Instructions For Burner

AUTOMATIC OPERATION: Stop of Burner
1. Firing is stopped by turning the emergency Operation switch to the AUTOMATIC position or by pressing the
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Start of Burner (Operation Mode key switch in position AUTOMATIC) OIL VALVE CLOSE pushbutton on the local emergency operation box.
1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL.
2. Please refer to Combustion Mode Instructions below for setting of Combustion Control.
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3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal
from the Start/Stop Pressure Switch. Combustion Mode Instructions For Burner
Stop of Burner Automatic Cascade Mode (steam load depending firing rate)
1. Select BURNER MODE switch to STOP. 1. Select TA1 in position CASC. The master output will be set point for Oil and Air Flow Controllers.
2. Select TA5 in position AIR and TA4 in position AUTO.
EMERGENCY OPERATION: 3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the
Start of Burner (Emergency Key Switch Activated) boiler steam pressure. Air and oil ratio is automatically controlled.
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1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START. Oil and Air Automatic Mode (constant firing rate)
2. Select TA1 on Oil/Air Combustion Controller to position AUTO. 1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3.
3. Adjust Air Flow to Purge position, minimum 50% air flow, by TA2 and TA3. - allow minimum of 60 seconds purge. 2. Select TA5 in position AIR and TA4 in position AUTO.
WARNING: Insufficient Purging May Cause Danger of Furnace Explosions. 3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3.
4. The Air and Oil flow to be adjusted to Ignition position, approximately 25% oil flow, by TA2 and TA3. Air and oil ratio is automatically controlled.
5. For manual ignition sequence, refer to instructions on local Emergency box.
6. When the flame is established - supervision is by the emergency flame scanner and air/oil flow to the burner can be adjusted by TA2/TA3 on the air/oil Oil and Air in Manual Mode
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combustion controller to desired fuel rate. 1. Select TA5 in position AIR and TA4 in position HAND.
WARNING: In Emergency Operation the Safety Interlocks are Reduced to Too Low Water level and Flame Failure. 2. Select TA5 in position OIL and TA4 in position HAND.
3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.
THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S ENGINEERING PERSONNEL. 4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL.
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Auxiliary 1. Water Level Controller 41. Start/Run - FW pump No.1 1. Combustion Air Flow Indicator Exhaust Gas 1. Steam Dump Controller
1 2 2. Fuel Oil Flow Indicator 2. Water Level Indicator, High/Normal/Low
Boiler Panel 2. Fuel Oil Temperature Controller 42. Start/Run - FW pump No.2 Boiler Panel
3. Fuel Oil Pressure Controller 43. Fuel Oil Pump 1 Start/Run 3. Air/Oil Controller 3. High Water Level
4. Atomising Steam Pressure 44. Fuel Oil Pump 2 Start/Run 4. Main Steam Pressure Controller 4. High Steam Pressure. AQ2
1 2 3 4 5. High Temperature In Uptake 45. Combustion Air Fan Run 5. Air Flow Setting In Manual 0 - 100% 5. Low Water Level
1 2 3 4
6. Oil Valves Not In Position 46. Stop - FW pump No.1 6. Oil Flow Setting In Manual 0 - 100% 6. Low Steam Pressure. AQ2
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7. High Water Level 47. Stop - FW pump No.2 7. Air/Fuel Ratio Adjustment -50% - +50% 7. Chemical Dosing Units Exhaust Gas Boiler
8. High Steam Pressure 48. Fuel Oil Pump No.1 Stop 8. Oil Flow Totaliser 5 6 8. Control Voltage Indication
9. High Oil Temperature 49. Fuel Oil Pump No.2 Stop 9. Atomising Steam Valve 9. Aut. Standby Feed Water Pump Started
10. Overload Ignition Burner Pump 50. Space Heating Combustion 10. Ignition On 7 8 9 10. Ammeter - FW Pump No.1
12
6
13
7
14
8
15
9
16
10
17
11
18
11.
12.
13.
14.
15.
Interlocks OK
Low Combustion Air Flow
Flame Failure
Low Water Level
Overload Combustion Air Fan
Air Fan
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8
6 7
11.
12.
13.
14.
15.
Oil Valve Open
Steam Purge Valve
Burner Normal Stop
Combustion Controller Off
Ignition Lance Inserted
11.
12.
13.
14.
Ammeter - FW Pump No.2
Hour Counter - FW Pump No.1
Hour Counter - FW Pump No.2
Feed Water Pump No.1 Selection Switch
Standby - 0 - Automatic - Manual
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16. Low Oil Temperature 16. Heavy Fuel Oil 15. Feed Water Pump No.2 Selection Switch
17. Lance Not In Position 17. Diesel Oil Standby - 0 - Automatic - Manual
19 20 21 22 23 24 25 18. Sequence Failure 18. Burner On 16. Start/Run - FW Pump No.1
19. Automatic Standby Feed Water Pump Started 9 10 11 12 13 19. No.1 Chemical Dosing Unit Oil Fired Boiler 17. Start/Run - FW Pump No.2
20. Low Steam Pressure 20. No.2 Chemical Dosing Unit Oil Fired Boiler 18. Stop - FW Pump No.1
21. Too Low Water Level 14 15 16 17 21. Emergency Operating Mode 19. Stop - FW Pump No.2
22. Atomising Steam Pressure Low 22. Control Voltage On
26 27 28 29 30 10 11
23. Low Oil Pressure 23. Reset
24. Fuel Oil Standby Pump Started 24. Lamp Test
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25. High Temperature In Preheater 25. Emergency Operation (Key Switch)

31 32 33 34 35 26. Ammeter No.1 Feed Pump 26. Sootblower Start/Run 12 13
27. Ammeter No.2 Feed Pump 27. Stop Buzzer
28. Ammeter Fuel Oil Pump No.1 18 19 20 21 28. Buzzer
36 37 38 39 40 29. Ammeter Fuel Oil Pump No.2 29. Emergency Stop 14 15
30. Ammeter Combustion Air Fan 22 23 24 25
31. Hour Counter - FW Pump No.1
32. Hour Counter - FW Pump No.2 26 27
41 42 43 44 45 28 16 17
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33. Fuel Oil Pump No.1

34. Fuel Oil Pump No.2
46 47 48 49 50 35. Combustion Air Fan 18 19
29
36. Feed Water Pump No.1 Standby - Off - Manual
37. Feed Water Pump No.2 Standby - Off - Manual
38. Fuel Oil Pump No.1 Mode Selector Standby - Off - Manual
39. Fuel Oil Pump No.2 Mode Selector Standby - Off - Manual
40. Combustion Air Fan Mode Selector 0 - 1 (Auto) - 2 (Manual)

2.2.2 Boiler Control System Procedure for the Preparation of Boiler Control System Manual (Emergency) Operation Procedure
Maker: Aalborg Industries - Sunrod a) Turn on the power switches of the boiler control panel. a) Turn the combustion air fan control switch to MAN.
This system provides operation, control and interlock devices required for the b) Check the action of each pilot lamp and buzzer using the buzzer
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Note: The set point for the air/oil combustion controller is, by default, left in
running of the boiler at a steam pressure of 7.0kg/cm2. It performs the automatic and lamp test switch on the control panel. minimum and must be adjusted to purge, ignite and firing position by hand
and manual operation of the boiler and will give an alarm to warn the operator operation as described below. See illustration 2.2.2b on the following page for
op
if an abnormality occurs during operation of the following modes: c) Supply air to all the control devices. the operation legend for the air/oil combustion controller.
Emergency/Automatic Mode d) Reset the boiler interlock alarm. b) Turn the Automatic/Manual burner selection key switch to the
A key switch located on the boiler (centre) control panel allows the burner to No.1 (emergency) position.
be operated either in Automatic or Manual (emergency) mode. In the manual e) Check that all alarm lamps are out.
(emergency) mode the boiler will be operating with reduced safety interlocks. c) Set TA1 on the air/oil combustion controller to AUTO.
C
With the automatic sequence controller bypassed, the burner must be operated Procedure for Operating the Burner
at the local control position at the boiler top. d) Adjust the air and oil on TA2/TA3 to the PURGE position; this
The Emergency Operation key switch must be in the AUTO position. gives a minimum of 50% air flow.
Normal 7.0kg/cm2 Mode
Note: The air/oil combustion controller will automatically drive the air and Allow the boiler furnace to be purged for a minimum of 60 seconds.
d
In this mode the boiler pressure will start to rise and will follow the actual
steam load. If the steam demand decreases, and the boiler steam pressure rises oil control valves to the minimum purge and ignition position according to
the activated burner sequence step. WARNING
to the automatic burner stop point, the burner will cut out. The burner will
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remain off until the steam pressure falls to the point of automatic start, which Insufficient purging may cause a dangerous furnace explosion.
For Automatic Mode (steam load determining firing rate) proceed as follows:
is slightly below the pressure set point. An automatic start will be performed
and the boiler pressure will be brought back up to its set point. e) Adjust the air and oil flow on TA2/TA3 to an ignition position
a) Start the combustion air fan on START/RUN if the AUTO-
of approximately 25%.
MAN switch is selected to MANU.
Control Panel
f) Replace the auto flame scanner with the emergency flame
o
The panel contains the controllers, which are electronic microprocessors, and In AUTO the air fan is automatically started and will run for a minimum of 20
scanner.
allow automatic/manual operation of output and set point adjustment of the minutes to avoid more than 3 starts per hour.
following systems: g) Press the pushbutton for OPEN ATOMISING STEAM
Fuel Oil Temperature
This is kept at a steady predetermined value by controlling the steam flow to tr
b) Turn the burner mode switch to START/RUN.
The burner will automatically be started and stopped by a signal from the start/
stop steam pressure switch.

VALVE.
h) Press the IGNITION pushbutton and keep depressed. Check

on
the fuel oil heaters. that the ignition burner is on.
To stop the burner manually select the mode switch to STOP.
Burner Fuel Oil Pressure i) With the pilot ignition operation successful, press the OPEN
OIL VALVE pushbutton, check that the flame indication is
This is required to keep the fuel oil pressure at the desired value and is achieved
given on the local operation panel (yellow indication lamp),
by controlling the recirculation to the suction side of the oil pumps.
the OPEN OIL VALVE pushbutton must only be held in for a
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Boiler Water Level maximum of 5 seconds.
The desired liquid level in the boilers is achieved by controlling the feed water j) With the main burner ignited release both pushbuttons
flow to the boiler. (See Section 2.3.3 Boiler Feed Water System.) (IGNITION and OPEN OIL VALVE), check that the main
burner flame is stable. If the flame fails to ignite, the furnace
Atomising Steam Pressure must be purged for a minimum of 60 seconds before a new
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To keep the pressure at the preset value, the steam flow is controlled burner ignition start is made.
downstream of the control valve.
When the flame is established, supervision is made by the emergency flame
Main Line Steam Pressure scanner. Air/oil flow to the burner can be adjusted by TA2/TA3 on the air/oil
This is achieved by controlling the oil flow and, in accordance with this, the combustion controller to the desired flow rate.
air flow to the burner.

WARNING Illustration 2.2.2b Boiler Air/Oil Combustion Control Panel

In emergency operation the safety interlocks are reduced to TOO LOW
WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
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be carefully and continually supervised by the ship’s engineering staff.
The burner firing can be stopped by turning the Automatic/Manual burner
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selection key switch to the No.2 position, or by pressing the OIL VALVE
CLOSE/STEAM PURGE VALVE OPEN pushbutton for 15 seconds on the The Air/Oil combustion control panel identification legend is given below.
local emergency operation box. L1
TA1 - Soft key used by the operator to toggle between CASCADE and AUTOMATIC mode.
TA1 L1 - When illuminated indicates that CASCADE mode is in operation.
L2
L2 - When illuminated indicates that AUTO mode is in operation.
Boiler Cold Start
C
SETPOINT MODULAT. L3 - When illuminated indicates that the boiler is running in Modulation Free mode.
EXT.
L3
In cold start operations when burner atomising steam and the FO heating steam FREE
are not available, diesel oil fuel is used along with atomising air. + +
L4
TA2 - Soft key used by the operator for fast increase the set point for the air and oil when the
xd OIL
system is running in AUTOMATIC mode.
xd AIR
With the HFO/DO crossover valves set for DO operation, the FO low L5 TA2
d
L4 - When illuminated indicates that TA2 is activated.
temperature alarm and trip is inhibited, additionally, the motorised valve for RAMPE L5 - Ramp increase in progress.
IN
the steam supply to the burner from the boiler is locked closed, the burner PROGRESS
TA3 - Soft key used by the operator for fast decrease the set point for the air and oil when the
control and ACC operation reverts to manual. L6 system is running in AUTOMATIC mode.
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TA3
L6 - Ramp decrease in progress.
L7 L7 - When illuminated indicates that TA3 is activated.
AIR / OIL
CONTROL TA4 - Soft key used by the operator for the selection of AUTO or HAND of the air or oil controller
o
L8 which is chosen by TA5.
+ + TA4 L8 - When illuminated indicates that AUTO is selected.
L9 L9 - When illuminated indicates that HAND is selected.
AIR OR OIL
tr INT. SETPOINT
dd2
L10
L11
TA5
TA5 - Soft key used by the operator for the selection of the AIR or OIL controller.
L10 - When illuminated indicates that the AIR controller is selected.
L11 - When illuminated indicates that the OIL controller is selected.
dd2 - Indicates the set point for the air or oil controller.
on
AIR OR OIL
PROCESS VALUE
TA6 - Soft key used by the operator for increasing the controller output of the selected control
function, ie, either air or oil as selected by TA5 when the system is in HAND mode as selected by
TA7 TA6 TA4.
dd3 TA7 - Soft key used by the operator for decreasing the controller output of the selected control
function as previously described for TA6.
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dd3 - Indicates the set point for the air or oil controller selected by TA5.
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2.2.3 Sootblowers Illustration 2.2.3a Sootblowing
Auxiliary Boiler Sootblowers Start
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Sootblowing
Maker: Aalborg Industries
No. of sets: 4
Air supply: 20-30kg/cm2
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No.1
Working pressure: 12-15kg/cm2 No.3
Sootblower
Sootblower
No.4 No.1
Air consumption: 14.8Nm3/min Sootblower Sootblower
Blowing time/sequence: 16 seconds
C
Sootblowing has to be carried out at regular intervals to ensure that the heat Timer Timer
transfer surfaces are kept clear of deposits, as these retard heat transfer and can
Furnace
constitute a fire hazard.
No.3 No.2
Sootblower Sootblower
Sootblowing should be operated daily when the boiler is in use, bearing in mind
d
the position of the vessel and any local legislation concerning pollution and
clean air. The sootblowers should be operated when leaving port prior to the
Timer Timer
boiler shutting down as the exhaust gas boiler takes over steam production.
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No.4 No.2
Sootblower Sootblower
Before operation, request permission from the bridge and then notify the
No.2 No.3
bridge on completion. Smoke Outlet Sootblower Sootblower
Procedure for the Operation of the Auxiliary Boiler
o
Timer Timer
Sootblowers
a) The boiler should be at a minimum of 50% of full load.
b) Open the air supply valve.

tr No.1
Sootblower
No.4
Sootblower
on
c) Start sootblowing sequence by pressing the sootblower START/
RUN pushbutton on the boiler control panel. Sootblower
Nozzles
The sequence is automatic and will consist of either one or two operations of
the sootblowers.
Solenoid Solenoid
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Valves Valves
d) At the completion of sootblowing, shut the master valve.
Note: The main air pressure must be kept in the 20-30kg/cm2 range to
maintain the nozzle pressure at 12-15kg/cm2. An orifice is fitted in the air
Operating Air Pressure
supply line to create a pressure reduction at the nozzle. 12-15 kg/cm2 Air Supply (30 kg/cm2)
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10mm Orifice from Starting Air Receiver

Main via Line Valve RK134
Key Valve
Air

Illustration 2.2.4a Low Pressure Steam System
Deck Steam
QE5 QE53 QE117 QE140 FO Transfer Trace
Acc. Air Isolating Valve FO
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Deck TIC FO RE1
PT Conditioning Seal Service Tank
QE51 FO Minor Tank Settling Tank
Unit QE11 QE141 Purifier FO Trace
QE3 QE15 RE2
Main/Generator
op
From QE18 Engine FO
QE157 Calorifier Compressed
Air QE13 Supply Trace RE3
TIC QE135 QE142
QE97 QE81 QE2 QE QE21
Exhaust Main Engine Boiler FO Trace
Boiler QE98 LO 12 RE4
QE19 TIC
QE Settling Tank Acc. Air TIC TIC
QE1 QE137 QE136 QE139
156 Conditioning PT QE20
Unit Compressed QE138
QE55 QE58
C
Air To Cargo Air Main Engine
QE158 QE104
Conditioning Oil Tank Jacket
Atmospheric Pump Heating
Condenser Unit (Galley) Tank Water Heater
From Room
QE Compressed Cleaning Heater QE54 QE16 QE57 QE17
Sea Chest QE60 To Main
156 M Air Sludge Tank
Atomising Boiler Engine
QE106 Air Tracing Steam QE79
FO Heater &
d
QE14 QE27 QE56 M Generator QE59
Burner QE4
Atomising QE123 QE123 QE24 M Engine
QE93 QU7
Steam/Air FO Unit
QE6 QE82 QE7 Heaters
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Auxiliary QE23
QE
Boiler QE107 Incinerator QE8
Clean Dirty 114
Emergency
Fire Pump Waste Oil Starboard Main Engine Main Engine
Boiler Bilge Water Air Cooling
Sea Chest Tank For Main Engine LO Chemical Low Sea No.1 LO Purifier Heater QE92 No.2 LO Purifier Heater
Heating QE108 Tank QE65
Incinerator Sump Tank Chest QE7
Coil Clean Tank
QE8 TIC
TIC TIC Trace
o
DO Purifier FO Purifier No.1 FO Purifier No.2 Compressed Heating Scavenge
Air Cascade Main Box Drain
Heater Heater Heater TIC QE QE
Tank QE72 Engine Pipe
26 115
TIC Auxiliary Engine LO FO Pipes
TIC TIC M M M
M tr M
QE34 QE85
QE36
QE35
QE75
Port High
Sea Chest
QE6
QE37 QE86
M
Purifier Heater
QE38
QE40 QE87
QE42
QE41 QE43 QE88
QE45
QE44
on
QE49 QE48 QE10 To Blow-off QE39
QE28 QE83 QE29 QE31 QE84 QE32 Purifier
Discharge QE124
Pipe No.2 FO Tank (P) No. 1 FO Tank (P) No.1 FO Tank (S) No. 2 FO Tank (S)
QE30 QE33 QE124 Floor (213.3m3)
QE124 To Blow-off Purifier Low (402.7m3) Low (213.3m3) Floor (340m3)
To Blow-off Purifier Discharge Pipe
Discharge Pipe
nc
FO Drain FO Overflow Stuffing Box

Tank (6.1 m3) Tank (21.3 m3) Drain Tank
FO Sludge LO Sludge
Key Tank (21.1 m3) Tank (21.1m3)
TIC TIC TIC TIC
Saturated Steam
QE154 QE151 QE148 QE145
Condensate
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QE131 QE132 QE133 QE134

Air
QE153 QE150 QE147 QE144
Electrical Signal QE50 QE122
QE152 QE149 QE146 QE143
Instrumentation
QE61

2.2.4 Low Pressure Steam System • Sea chest clearing

• Cascade tank heating (steam injection)
General Description
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Procedure for the Operation of the 7.0kg/cm2 Steam System
Saturated steam is supplied by the oil-fired auxiliary boiler at a working
pressure of 7.0kg/cm2 and a maximum rate of 18,000kg/h. At sea, sufficient a) The system would normally be warmed through when raising
op
steam for normal seagoing conditions should be supplied by the exhaust gas steam after a boiler shutdown.
boiler which utilises waste heat from the main engine exhaust gas to generate
the steam. If necessary the auxiliary boiler may also be fired at sea in order to b) Line drain valves to the bilge should be open when the system is
supplement the steam demand. shut down and closed after warming through when steam issues
from the valve.
Excess steam generated at sea which cannot be used by the ship’s steam system
C
is dumped to the atmospheric condenser. c) All services should be shut down when not required. All
systems are supplied through a common supply line with no
The steam system supplies all the necessary heating and general purpose intermediate section shut-off valves, apart from the steam
services throughout the vessel. supply to deck which has an isolating valve just forward of the
cylinder LO storage tanks on the upper platform level on the
d
The services supplied by the steam system are listed below: starboard side.
• Tank cleaning heater
d) Ensure that the drain traps are open.
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• Cargo tank heating
• Slop tank heating e) The system is warmed through by opening the warming through
valve QE106 bypassing the boiler main steam stop valve until
• HFO and LO storage and settling tanks
all steam lines are thoroughly warmed through. The warming
• Deck water seal through valve should be opened gradually. If the steam system
o
• Steam tracing is already warm, care is still required when putting the oil-fired
auxiliary boiler on-line as water trapped in the main steam line
• Air conditioning plant may be forced through the system at high speed. Therefore,
• Main engine FO heaters
• FO drain tank
tr ensure that the drain line to bilge on the main steam line is
opened before opening the steam stop valve.
on
• LO sump tank f) Before putting the exhaust gas boiler into service open the
steam dump control inlet valve QE3 and outlet valve QE1,
• Auxiliary boiler FO heater
ensure that the atmospheric condenser is operational before
• HFO purifier heaters allowing steam dumping. Check the pressure setting of the
• LO purifier heaters steam dumping valve so that it does not open when the auxiliary
boiler is firing.
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• FO overflow tank
• Bilge water tank, clean and dirty sides g) Supply steam to services as required.
• Main engine jacket FW preheater
WARNING
• Waste oil tanks Water hammer can occur if steam lines are not warmed through
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• Sludge tanks correctly. Steam entering a cold line will condense and vacuum pockets
can form due to the condensation of the steam. Such vacuum pockets
• Main engine air cooler chemical cleaning tank
cause the condensate to move through steam pipes at very high speed
• Main engine LO settling tank and when this water impacts valves, pipe bends, etc, it can result in
• Incinerator waste oil tank severe damage and even pipe failure.
• Calorifier

2.2.5 Exhaust Gas Boiler g) Open the vent valve at the boiler top. Illustration 2.2.5a Exhaust Gas Boiler -Type AQ2
h) Open all pressure gauge valves and check to see that all valves
Maker: Aalborg Industries, Aalborg, on the pressure gauge piping are open. Gas Flow
Denmark
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Model: AQ-2 i) Check and close all blowdown valves and drain valves. Steam Outlet
Type: Vertical Smoke Tube Marine Boiler
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Evaporation: 900kg/h j) Set up the valves as in the following table:
Steam condition: 7.0kg/cm2 saturated steam at 175°C
Position Description Valve
Weight excluding water: 13,300kg
Open No.1 feed pump suction valve RL8
Weight including water: 21,000kg
Open No.1 feed pump discharge valve RL10
Exhaust gas quantity: 56,100kg/h at 85% engine loading
Open No.2 feed pump suction valve RL9
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Exhaust gas inlet/outlet temperature: 232°C/194°C
Open No.2 feed pump discharge valve RL11
Open Boiler feed inlet valves (1) RL20
Description Open Boiler feed inlet valves (2) RL28
Manhole
Closed Steam outlet valve QE97
d
The exhuast gas boiler is arranged in the funnel casing to take the waste
heat from the main engine exhaust gas. It can be operated separately or in
If filling after the boiler has been heated by exhaust gas, preheat the water, or if
conjunction with the auxiliary oil-fired boiler.
it is not possible to preheat, introduce feed water very slowly to avoid sudden
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cooling of hot surfaces.
It is an all welded construction, consisting of a nest of tubes with vertical
smoke tubes and a steam space with a cone.
k) At the boiler control panel, set one pump into MANUAL and
slowly fill the boiler until the water level is 50mm below the
It is possible to lower the water level or even empty the boiler completely,
normal operating level in the gauge glasses. This is to allow for
provided the gas inlet temperature to the boiler does not exceed 400oC.
o
swell in the water level after heating. Set the feed pump to OFF
when the level has been reached.
Excess generated steam is dumped to the atmospheric condenser. The exhaust
gas boiler has its own feed pumps which draw from a common feed system
which also supplies the auxiliary boiler.
tr
l) Check the operation of the gauge glasses.
m) The main engine can now be run-up under manoeuvring

on
Operation Procedures conditions. Monitor the water level and pressure in the boiler
as it heats up, close the top vent valve when the pressure is
The following steps should be taken before attempting to operate the boiler: approximately 1.5kg/cm2 and set the duty feed pump to AUTO
when the swell has been taken up. The second feed pump can
a) All foreign materials have been removed from internal pressure now be set to standby operation. The duty feed pump will start
parts. and stop automatically according to the control signal from the
nc
level transmitter.
b) All gas side-heating surfaces are clean.
n) Increase the engine speed accordingly and raise the steam
c) All personnel are clear. pressure slowly to avoid local overheating in the boiler.
Blowdown
d) All manhole covers are securely tightened. o) When boiler pressure is at 7.0kg/cm2, slowly open the steam Connection
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outlet valve QE97.

e) Inspect safety valves and see that gags have been removed and
easing levers are in good condition.
When the load from the main engine has increased to normal, the exhaust gas
boiler can now generate sufficient steam to supply the vessel’s services. The
f) Open root valves for all instruments and controls connected to
auxiliary boiler firing is then stopped.
the boiler.

2.3 Condensate and Feed Systems Procedure for Preparing the Main Condensate System for Oil Contamination
Operation If oil contamination occurs the oil from the observation tank must be scummed
2.3.1 Condensate System to the clean bilge water tank. Check the drain traps on all of the steam services
See illustrations 2.3.2a and 2.3.3a for valves mentioned below. until the defective service is located, then isolate for repair. This can be done
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Description by cracking open the outlet from the drain traps in turn until oil is detected in
a) Ensure that the pressure gauge and instrumentation valves are the outlet from a drain trap.
open.
op
The main condensate system, as part of the steam generating cycle, is
the section concerned with the circulation of boiler feed water from the After repair, flush the drain line of the defective service and clean the drain trap
b) Fill the cascade/filter tank from the boiler water tank. in order to remove all traces of oil.
atmospheric condenser via the observation tank and cascade/filter tank to the
main feed pumps.
c) Check the correct operation of the level control valve. If oil contamination has reached into the boilers, the firing rate on the auxiliary
The drains from the steam services are normally led to the atmospheric boiler should be reduced and the main engine speed reduced for the exhaust
C
d) With the LT cooling system in operation, open the LT cooling gas boiler, the chemical dosing should be increased accordingly and a higher
condenser, which in turn drains to the observation tank and then to the cascade/
water inlet and outlet valves on the atmospheric condenser. level of scumming undertaken. Depending upon the level of contamination, the
filter tank. Excess steam generated by the exhaust gas boiler is dumped to the
atmospheric condenser. The atmospheric condenser itself is cooled by the LT boilers should be taken out of service when possible for inspection and a boil
e) Set up the valves as in the following table: out/cleaning operation carried out. See the maker’s manual for details on the
cooling water system.
procedure for boiling-out/cleaning of the boilers.
d
The water level for the cascade/filter tank is maintained by a float valve inside Position Description Valve
the last chamber of the tank and operates to provide make-up water from the Open LT cooling water inlet valve to the atmospheric QB97 Clean the observation tank and the oil content monitor probe.
boiler water storage tank. The float valve line is fitted with a manually operated condenser
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isolating valve on the top of the tank. Additionally, the cascade/filter tank can Open LT cooling water outlet valve from the QB97
also be replenished manually via an isolating valve situated inboard from the atmospheric condenser
float valve isolating valve. Open Outlet valve from atmospheric condenser SL3
Closed Atmospheric condenser bypass valves SL10, SL13,
An oil alarm sensor is fitted in the observation tank to detect hydrocarbon
SL53, SL39,
o
contamination. Any floating oil or sediment can be drained through a scum line
SL43, SL6,
to the clean bilge tank. A weir in the observation tank outlet to the cascade/
SL8
filter tank should prevent small traces oil being carried over into this section of
the tank. The cascade/filter tank is also fitted with a low level alarm monitoring
unit.
tr
Closed
Open
Closed
Cascade/filter tank drain valve RL46
FW make-up valve to the cascade/filter tank QG24
Manual make-up valve to cascade/filter tank QG23
on
Water from the cascade/filter tank provides the auxiliary boiler and exhaust gas Open Rundown valve from boiler water tank QG51
boiler feed pumps with a positive inlet head of pressure to the pump suctions
Closed Observation tank scum valve to clean bilge SL5
which are located on the floor level.
water tank
The condensate outlet temperature from the atmospheric condenser should Open Outlet to feed pumps RL1
be maintained between 75°C and 90°C. The temperature of the condensate in Open as Drain returns from heating service systems
necessary
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the cascade/filter tank is maintained via a thermostatically controlled steam

injection line into the tank. Open Steam dump valves to the atmospheric QE3, QE1
condenser
Set Steam dump control valve QE81
Closed Steam dump control bypass valve QE2
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The auxiliary and exhaust gas boiler feed pumps and boilers can now be put
into operation.

Illustration 2.3.2a Heating Drains System
Exhaust Key
Boiler Deck Water
Burner Air Conditioning Galley Seal
Trunking Air Conditioning
Drain
FO FO Saturated Steam
Auxiliary
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SL31 Boiler Settling Tank Service Tank From Cargo
Oil Tank
LS Heating Condensate
SL71 Main Engine LO
op
Settling Tank
Tank
Cleaning Heater
Upper Deck SL22 SL24

SL32 Upper Deck No.2 Fuel Oil Tank (Port) No.1 Fuel Oil Tank (Port)
SL36
C
SL17
SL29 SL9 SL9
SL SL SL SL
39 43 6 8
d
SL4 SL SL SL SL
45 44 48 7
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SL1
SL SL SL
11 54 12
SL16 Sludge Oil Tank
Calorifier For Incinerator
Main Engine Jacket Heater
DO Purifier SL33 SL34
SL SL SL Water Heater
10 53 13 Heater FO Purifier FO Purifier
No.1 Heater No.2 Heater
SL2
o
SL20
SL23
SL19
From Steam
Dump
Controler
SL52
Main Engine and
Generator Engine FO Heaters
tr SL37
Auxiliary
Engine
LO Purifier
SL38
LO Purifier
No.1 Heater
SL46
LO Purifier
No.2 Heater
on
Atmospheric
Condenser Heater
SL27 SL28
Main Engine SL30
Fuel Oil Trace Heating
SL3
FO Transfer
Main Engine Trace Heating SL15 SL41 SL18
Observation and Generator Engine
Tank Cascade Fuel Oil Trace Heating
Boiler FO Incinerator Sludge Tank,
Tank
nc
Heater etc. FO Trace Heating

Cascade/Filter Main
Boiler FO Minor Fuel
Tank Engine
Trace Heating Purifier Oil Tank
FO Trace Heating
SL70 SL76 SL77
SL14 SL25 SL26
SL42 SL78
L.O
SludgeTank
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SL50
SL68 SL50
SL69 Stuffing Box FO FO FO
Drain Tank Overflow Tank Drain Tank Sludge Tank No.2 Fuel Oil No.1 Fuel Oil
SL21 SL27
Tank (Starboard) Tank (Starboard)
Air Cool Main Engine

Clean Tank Bilge Water Tank LO Sump Tank

2.3.2 Heating Drains Systems a) Ensure that the pressure gauges and instrumentation valves are Illustration 2.3.2b Heating Drains Bypassing the Atmospheric Condenser
open.
Exhaust
Description b) Set up the valves for the services required as in the following
Boiler
Burner
Drain
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table: SL31
Auxiliary
Condensate from the auxiliary steam services is returned to the cascade/fliter Boiler
tank via the LT cooled atmospheric condenser. After passing through the
op
SL71
atmospheric condenser the condensate first passes into an observation tank
before flowing into the main body of the cascade/filter tank. The condensate is Open Atmospheric condenser outlet valve SL3
then returned to the feed water system. Open Atmospheric condenser inlet valve (valve body SL4
SL32
removed on Romø Maersk, Maersk Rosyth) SL36
As there is a possibility of contamination from hydrocarbons from the oil Open Manifold drain valve from boiler heating SL45
heating services, the drains are segregated and checked in the observation Open Manifold drain valve from accommodation air SL44
C
tanks before returning to the system via a sight glass and an oil monitoring conditioning heater units Clean Drains (Air Conditioning Heaters)
detector unit. Clean Drains
Open Manifold drain valve from FO service and settling SL12 (Main Engine LO Settling Tank)
Clean Drains
tank heating, deck seal, calorifier and main engine (Cargo Tank Cleaning Heater)
All services can return to the cascade/filter tank through the atmospheric
jacket water heater SL SL SL SL
Dirty Drains
condenser, or in the interest of efficiency, the clean drains can if necessary be 39 43 6 8
(HFO Settling and Service Tank Heating)
d
led directly to the cascade/filter tank to maintain the operating temperature of Open Manifold drain valve from the main engine LO SL48 Dirty Drains
the feed water. Hot feed water means that less heat needs to be imparted in the settling tank SL4 SL SL SL SL (Cargo Oil Tank Heating)
45 44 48 7
boiler to generate steam, but it also means that there is less risk of gases from Open Manifold drain valve from cargo tank heating SL1 Clean Drains
(Deck Seal)
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SL1
the atmosphere dissolving in the feed water. A major cause of boiler corrosion system SL SL SL Dirty Drains
11 54 12 (Purifiers and
is due to the action of oxygen and the less oxygen which dissolves in the boiler Open Manifold drain valve from cargo tank cleaning SL7 SL16 Tank Heating)
feed water the less feed water treatment is required. The cascade/filter tank is heater
SL SL SL
fitted with a temperature controlled steam injection line; the cooling supply Open Drain valve from purifier heaters, double bottom SL11 10 53 13
from the LT line into the atmospheric condenser has no temperature control. tanks and FO storage tanks SL2
o
Clean Drains
Open Drain valve from main engine and generator engines SL54 (Main Engine Jacket
If it is necessary for the atmospheric condenser to be bypassed for maintenance FO and auxiliary services
Water Heater)
purposes, the oil heating drains should be directed to the observation tank, Clean Drains
Open Drain trap inlet and outlet valves on the FO
while the other services which can be considered as clean drains can be led
directly to the cascade/filter tank. The illustration 2.3.2a above shows the
flow of condensate returns into the observation tank via the atmospheric
condenser. The illustration 2.3.2b shows the crossover line configuration if
tr system steam tracing return at the condensate return
manifold area
Atmospheric
From Steam
Dump
Controler
Dirty Drains
(Main Engine
and
Generator Engine
FO Heaters)
(Calorifier
Heater)
on
Condenser Dirty Drains
the atmospheric condenser is bypassed with the returns from the oil tanks and c) The various services can now be put into operation as required, (FO Trace Heating)
heaters being directed to the observation side of the tank and the clean drains by opening the associated drain trap inlet and outlet valves. SL3
directed to the cascade/filter side of the tank.

Excessive temperature at the cascade/filter tank would indicate a defective Main Engine
Observation
If the atmospheric condenser is shut down for maintenance purposes at sea, drain trap. Services should be isolated in turn until the defective trap is located. Tank Cascade and Generator Engine
Fuel Oil Trace Heating
Tank Boiler FO
it will not be possible to have the steam dump operational as there will be no A defective drain trap may be detected by the high outlet temperature from the Heater
nc
Cascade/Filter
cooling on the condenser. drain trap (the outlet pipe will be very hot). A drain trap is designed to only Tank Boiler FO
Trace Heating
allow condensate to pass, thus all steam will be condensed in the heating coil
or heater and the efficiency of the system will be at maximum. If a drain trap SL14
Procedure for Preparing the Drains System for Operation is defective it will allow steam to pass thereby reducing the efficiency of the Key
heating operation and increasing the outlet temperature from the steam trap.
Saturated Steam
It is assumed that the LT cooling system is in operation and the inlet and outlet
U
valves on the atmospheric condenser are open and the cooler is vented. Condensate

Open Atmospheric condenser cooling water inlet valve QB97
Open Atmospheric condenser cooling water outlet valve QB97

Illustration 2.3.3a Boiler Feed Water System Clean Drains

(From Boiler) Clean Drains (Air Conditioning Heaters)
Clean Drains
(Main Engine LO Settling Tank)
QE97
QE157
y
Clean Drains
QE98 (Cargo Tank Cleaning Heater)
QE156 Dirty Drains
SL SL SL SL
39 43 6 8 (HFO Settling and
Service Tank Heating)
op
RL27 RL28 To Exhaust Boiler
LC LI LI Heating Coil SL4 SL SL SL SL Dirty Drains
From Chemical
45 44 48 7 (Cargo Oil Tank Heating)
Dosing Station
RL29 QE104 SL1 Clean Drains

Exhaust Gas SL SL SL (Deck Seal)
Boiler 900kg/h QE158
11 54 12
gamma/4
Error Pause Stop Relais
Minimum
120
Manual Contact Flow
gamma/4
Minimum
120
Manual Contact Flow
SL16 Dirty Drains
QE106 (Purifiers and
60 50 40 60 50 40
QE156
70 30 70 30
80 20 80 20
90 10 90 10
100 100
Tank Heating)
C
P P
Start Start
Stop Stop
SL SL SL
From Chemical PT 10 53 13
Dosing Station
RL30 LC LI LI SL2
Clean Drains
QE3 (Main Engine Jacket
Water Heater)
QE81
gamma/4 gamma/4
Error Pause Stop Relais Error Pause Stop Relais
Minimum
120 Minimum
120
Manual Contact Flow Manual Contact Flow
d
60 50 40 60 50 40
70 30 70 30
80 20 80 20
QE2
90 10 90 10
Clean Drains
100 100
P P
Dirty Drains Dirty Drains

Start Start
Stop Stop
(Calorifier
To Sample QE1 (From Boiler (Main Engine Heater)
Cooler Auxiliary Boiler FO Heater) and
18,000kg/h Generator Engine
To Steam
lle
FO Heaters)
System
Dump Steam Dirty Drains
(FO Trace Heating)
Atmospheric
Condenser
RL38 RL38 SL3

From
o
Boiler Distilled
To Sample Water Tank
Cooler QG23 QG24
RL42
Oil Detector
tr RL16
LT Cooling
Water
QB97
QB97
SL5 Observation
Tank Cascade TI
on
Tank
LAL
Cascade/Filter
To Clean Tank LI
Bilge Tank RL1
RL46
nc
RL5
RL4
PS
RL11 RL10 To Aft
Bilge Well
No.2 RL20 No.1
Key
U
RL7 RL6
No.2 No.1 Feed Water
PI PI
Exhaust Boiler
Port Side Aft PI Feed Water Pumps PI PI PI Fresh Water
Auxiliary Feed
2.2m3/h x Water Pumps
RL9 11kg/cm2 RL8 RL3 RL2
24m3/h x Steam
RL13 RL12 13kg/cm2
LT Cooling Water

2.3.3 Boiler feed System Procedure for Preparing the Auxiliary Boiler Feed System for Procedure for Preparing the Exhaust Gas Boiler Feed System
Operation for Operation
Auxiliary Boiler Feed Water Pump
Maker: Grundfos a) Ensure that the pressure gauge and instrumentation valves are a) Ensure that the pressure gauge and instrumentation valves are
y
Model: CR32-5-2-A-F-A-E-EUBE open. open.
No. of sets: 2
b) Set up the valves as in the following table. b) Set up the valves as in the following table.
op
Capacity: 24m3/h x 13kg/cm2
Position Description Valve Position Description Valve
Exhaust Gas Boiler Feed Water Pump
Open Feed pump suction valve from cascade/filter tank RL1 Open Feed pump suction valve from cascade/filter tank RL1
Maker: Grundfos
Open No.1 auxiliary boiler feed pump suction valve RL2 Open No.1 exhaust gas boiler feed pump suction valve RL8
Model: CR2-110-A-F-A-EUBE
Open No.1 auxiliary boiler feed pump recirculating RL4 Open No.1 exhaust gas boiler feed pump discharge valve RL10
C
No. of sets: 2 valve Open No.2 exhaust gas boiler feed pump suction valve RL9
Capacity: 2.2m3/h x 11kg/cm2 Open No.1 auxiliary boiler feed pump main feed RL6 Open No.2 exhaust gas boiler feed pump discharge valve RL11
discharge valve Open Exhaust gas boiler feed inlet valves RL28
Description Open No.2 auxiliary boiler feed pump suction valve RL3 RL29
d
Open No.2 auxiliary boiler feed pump recirculating RL5 Open Feed water treatment valves
The boiler feed system is the section of the steam generating plant which valve
circulates feed water from the cascade/filter tank into the steam drum of the Open No.2 auxiliary boiler feed pump main feed RL7 c) For initial start only, shut the discharge valve of the selected
lle
oil-fired auxiliary boiler via the auxiliary feed water pumps and the feed water discharge valve feed pump.
regulator, and to the exhaust gas boiler via its feed water pumps. The feed Open Crossover between main and auxiliary feed line RL20
water flow to the oil-fired auxiliary boiler is automatically controlled by the Open Feed regulator inlet valve RL16 d) Start the pump and slowly open the discharge valve until the
feed water regulating valve in proportion to the variation in water level in discharge line reaches working pressure. Set the pump to
Operational Feed water regulator RL42
the steam drum. The exhaust gas boiler does not have a feed water regulator, automatic operation.
o
instead, its level is regulated by the automatic starting and stopping of an Open Main feed check valves
exhaust gas boiler feed pump. The automatic and standby selection for the Open Feed water treatment valves e) At the exhaust gas boiler control panel switch the remaining
pumps is made at the exhaust boiler control panel. Closed Auxiliary feed check valves pump to standby.
Two auxiliary boiler feed pumps take suction from the cascade/filter tank
and supply the oil fired auxiliary boiler at a rate of 24m3/h at 13kg/cm2. Each
pump returns a small proportion of the discharge back to the cascade/filter tank
tr
c) For initial start only, shut the discharge valve of the selected
feed pump.
Water Sampling and Treatment System
on
through an orifice, this prevents the pump overheating when the feed water The auxiliary boiler and exhaust gas boiler are each provided with a sample
d) Start the pump and slowly open the discharge valve until the
regulator is closed and when the boiler is on low load. cooler where a representative sample of the boiler water is obtained. The
discharge line reaches working pressure.
sample coolers are cooled by the domestic fresh water system, the cooling
In normal operations feed water is supplied to the oil-fired auxiliary boiler outlet is drained to the scupper line in the boiler save-all. Before a sample is
e) Check the operation of feed regulating valve.
through the feed water regulator, although in an emergency, feed water can taken, ensure the cooling water is passing through the cooler. With the cooling
be supplied to the boiler using a separate auxiliary line except this line has no on, open the sample drain line valve at the bottom of the cooler, then slowly
nc
f) Fill the boiler to its working level.

regulation capability. The standby feed pump will cut-in automatically on the open the boiler shell sample valve. Allow sufficient boiler water to pass
failure of a running unit. through the cooler before the sample is taken. Ensure the boiler shell sample
g) At the boiler control panel switch the remaining pump to
valve is closed before shutting the cooling water supply. The sample is tested
standby.
The two exhaust gas boiler feed pumps take suction from the cascade/filter on a daily basis using the chemical supplier’s test kit.
tank and supply the exhaust gas boiler at a rate of 2.2m3/h at 11kg/cm2. The boiler can now be brought into operation.
U
Two chemical dosing units are provided for each boiler system. They inject
Boiler water chemical treatment is administered by injecting directly into into the feed supply lines to the boiler using metering pumps which take
the boiler feed water supply lines using two chemical dosing units for each suction from the associated self-contained chemical tank. The tank is charged
boiler. with chemicals on a daily basis depending upon the results of the daily boiler
water test and according to the manufacturer’s instructions.

Connection to Sewage
Illustration 2.4.1a Main and Auxiliary Sea Water Systems To/From Deck Valve Hydraulic System
Treatment Tank
RD23 RD20
Emergency Hand Pumps
To Deck Seal To Fresh Water (Mid Deck Level Forward)
y
Sea Chest Deck Seal Fresh Water Generator
Vent Line Sea Water QA25 QA24 Generator
Steam Blow QE115 QT58 Pumps 3m3/h Ejector Pump
Connection 62m3/h TG13
op
QA15
Sea Chest
QA14 TG14 Vent Line
QA27 QA2 To Fire Hydrant
From System QD12 To Bilge Pump
High Sea Chest QD28 QD27 QT58 QE114
Fresh QA1 Steam Blow
To Sludge
Water QA28 Connection
QD26 Pump
Tanks TT
C
QD37 QD39 Low
Sea Chest QA43
Locked Closed QD26
QD95
QD25 Locked QA8 QA29
Closed Bilge, Ballast and No.1
Fire Pump Central
d
QD23 160/280m3/h Cooler TI
Locked
QD31 Closed QA42
Main Fire Pump QD30 QD35 QD34 QA9
lle
160/280m3/h
To/From QD32 QD33

Aft Peak QD42
QD40 QD29
QA11
o
QD45 No.2
QA38
Central
Cooler
1
QD20
tr Bilge Main
Suction
QA7 QA21
Main Cooling
Sea Water Pumps
300m3/h
QA42
TI
QA10
on
QA37
2
Direct Bilge Suction QA6 QA20
Port Forward Well
nc
QA36
Key
3
QA5 QA19
Sea Water Priming
RK133 Unit To IGG Unit
LT Cooling Water QA23
U
Inert Gas Direct Bilge

Bilges
Scrubbing Injection
Pump QA17
Air
280m3/h
Hydraulic Oil
QA16 QA32 QA39 QA18
Cross Connection
Fire Hydrant Line
From Fire Pump

2.4 Sea Water Systems To allow for automatic change over, pumps must be selected for AUTO which is carried throughout the sea water system. The floc forms a thin coating
CHANGE at its respective main switchboard group starter control panel. on all surfaces in the sea water system and this has the effect of preventing
2.4.1 Main and Auxiliary Sea Water Systems corrosion. The MGPS thus controls marine growth and corrosion in the entire
Note: When the pumps are set for AUTO CHANGE, the standby pump will sea water system but the correct current must be applied to the electrodes in
order to produce the desired effect for the water flow through the system.
y
automatically cut-in on failure of a running pump or if the system pressure is
Sea Water Pumps too low. However, if the duty pump is stopped on command (or inadvertently)
Main Cooling Sea Water Pump from any of its start/stop positions, then the standby pump will not start as The current at the electrodes must be adjusted within the normal operating
op
the control system will recognise the shutting down of the pump as a human range for the sea water flow through the sea suction chest and a daily check
Maker: Shinko should be made to ensure that the correct current is applied.
command function and not a system failure. It is not necessary to have the
Model: SVS250M duty pump set in MANUAL mode when it is in operation.
No. of sets: 3 The main cooling sea water pumps discharge to the low temperature system
Capacity: 300m3/h x 2.5kg/cm2 All pumps take suction from a common sea water suction crossover main, fresh water coolers and then through the overboard valve. A backflushing
using either the low (starboard) suction or the high (port) suction. The low system is provided at the coolers in order to remove debris from the coolers so
C
suction will normally be in use at sea, or when surface contamination, such as that operational efficiency may be maintained.
Inert Gas Scrubber Pump weed, is present. It will also be in use in light ballast conditions when ingress
of air is likely. The high suction will be used when in silted or shallow water No.3 main CSW pump has a direct emergency bilge suction via valve QA23,
Maker: Shinko this valve in normal operations is maintained in a closed and locked position
conditions. Both sea chests are fitted with vent lines and ship side isolating
Model: RVP200M by a chain and breakable seal. This bilge suction line is also fitted with an air
valves, the isolation valve should be open when the sea chest is in service. A
d
No. of sets: 1 suction strainer is fitted at both suctions, the suction strainer lid also houses operated priming unit.
Capacity: 280m3/h x 3.5kg/cm2 the MGPS elements. Steam and air connections are provided at the sea chests
for weed clearing. The pumps are started and stopped locally, or remotely from the ECR at the
lle
respective group starter panel on the main switchboard. Pressure switches
Deck Seal Sea Water Pump The ship side sea suction valves are hydraulically operated, they are supplied on the discharge side of the pumps operated the start signal for the selected
from the cargo and ballast valve hydraulic system. Operation of the valves is standby pumps.
Maker: Shinko
normally carried out via a selection switch in the ECR on the main console, the
Model: HJ40M
valve actuator switch on the console has OFF, OPEN and CLOSE positions, Procedure for Operation of the Sea Water Crossover Main
o
No. of sets: 2 the switch is turned to the relevant position in order to open or close the valve.
Capacity: 3.0m3/h x 2.5kg/cm2 When the valve has reached its full movement, the switch is turned to the OFF The description assumes that the low (starboard) suction is to be used.
position. An illuminated indicator shows when a sea suction valve is open
Marine Growth Prevention System

Maker: Jotun tr
(green) or closed (red).
Additionally, there is an emergency hand pump unit for each valve located
a) Ensure that the sea chest vent line valve is open. With the cargo
and ballast hydraulic power pack in operation, open the low sea
suction hydraulic valve QA28 by moving the valve selection
on
adjacent to the spare cylinder liner on the lower platform forward. The remote switch to the OPEN position. When full travel of the valve has
Model: Cuproban
hand pump unit has an operating positioner with positions for OPENING, taken place the indicator light will show green, set the switch to
Type: Electrolysis of sea water CLOSING and LOCKED. If the valve is to be opened, the position lever is the OFF position. Locally open the low suction strainer outlet
turned to the OPENING position and the hand pump operated until resistance valve QA1. Vent the low sea suction strainer.
to pumping is felt, verify the valves position locally, or, via the illuminated
Main System
indicator on the engine control room console. When the valve is fully open b) Ensure that the high sea suction valve QA27 and the high
nc
or closed, the positioner is turned to the LOCKED position so that the valve suction strainer valve QA2 are both closed.
The main cooling sea water system is supplied by three main cooling sea water
cannot be moved.
pumps, one would normally be in use when the sea water temperature is less
than 24°C, above this figure two pumps are required for operation, the third c) The sea suction crossover main is now operational.
The sea water suction chests are each provided with electrodes for the Marine
pump will then be acting as standby. One pump will be selected as the duty
Growth Prevention System (MGPS), the electrodes for a particular sea suction
pump and another will act as the standby pump; the standby pump will start Note: The sea suction strainers must be cleaned at frequent intervals
chest, the port or starboard, must be operating whenever that sea chest is in use.
U
automatically in the event of the duty pump failing to maintain the desired sea whenever the pressure drop across the strainer increases to a predetermined
The operating set of electrodes is selected and put into service at the MGPS
water supply pressure, or the running pump fails. When a pump is started the level.
control panel which is located on the port side, forward at the bottom platform
next numbered pump is automatically selected as standby if it is available; ie, if
level. The MGPS uses copper and aluminium electrodes; copper acts as an
No.1 pump is started, No.2 pump is automatically selected as the standby pump.
anti-fouling electrode and aluminium acts as an anti-corrosion electrode. The
The selection of a pump for standby is indicated by the ‘Standby’ indicator
electrodes release ions into the sea water and these have the effect of destroying
lamp being illuminated on the pump control panel at the main switchboard.
marine organisms. The ions dissolve in the sea water to form a gelatinous floc

Connection to Sewage To/From Deck Valve Hydraulic System

Illustration 2.4.1b Backflushing a Central Cooler Treatment Tank
RD23 RD20
Generator
y
Sea Chest Deck Seal
Vent Line Fresh Water
Sea Water QA25 QA24
Generator
Pumps 3m3/h
Ejector Pump
TG13
62m3/h
op
QA15
Sea Chest
QA14 TG14 Vent Line
From System QD12 To Bilge Pump
High Sea Chest QD28 QD27
Fresh QA1
To Sludge
Water QA28
QD26 Pump
Tanks
C
QD37 QD39 Low
TT Sea Chest QA43
Locked Closed QD26
QD95 Locked
QD25
Closed QA8 QA29
Bilge, Ballast and No.1
Fire Pump Central
160/280m3/h
d
QD23 Cooler TI
Locked
Closed
QD31 QA42
Main Fire Pump QD30 QD35 QD34 QA9
lle
160/280m3/h
To/From QD32 QD33

Aft Peak QD42
QD40 QD29
QA11
o
QD45 No.2
QA38
Central
Cooler
QD20 1 TI
tr Bilge Main
Suction
QA7 QA21
Main Cooling
Sea Water Pumps
300m3/h
QA42
QA10
on
QA37
2
Direct Bilge Suction QA6 QA20
Port Forward Well
nc
QA36
Key
3
QA5 QA19
Sea Water Priming
RK133 Unit To IGG Unit
QA23
LT Cooling Water
U
Inert Gas Direct Bilge

Bilges Scrubbing Injection
Pump QA17
Air 280m3/h
Hydraulic Oil
QA16 QA32 QA39 Cross Connection
QA18
Fire Hydrant Line From Fire Pump

f) Vent the central coolers to ensure a full flow of sea water c) Sea water leaving the cooler which is operating normally (in
CAUTION through each cooler. this example No. 2 cooler) cannot flow directly overboard as
Before cleaning the suction strainers, check for pressure at the vent to the backflushing system valve QA43 is closed. This water flows
prove the vent is clear, then isolate the strainer by closing the inlet sea g) In the ECR stop the running sea water pump then set the into the cooler being backflushed (in this example No.1 cooler)
y
valve and the strainer outlet valve. Check the vent again, if it indicates selection switch for all three pumps to the AUTO CHANGE through that cooler’s sea water outlet pipe and leaves the cooler
that the valves are tight, slacken the filter cover securing bolts without position. Restart the duty pump. through the inlet connection. The backflushing water flows to
removing them. Break the joint. If the valves again prove tight remove the overboard discharge valve via the cooler backflushing valve
op
the cover. h) Start the Marine Growth Prevention System operating for the QA42.
working sea chest. It is essential that the MGPS is only operated
for a sea chest when water is flowing through that sea chest. d) When backflushing is complete open the cooler’s inlet valve
Procedure for Operation of the Cooling Sea Water System
QA9, open the backflushing system valve QA43 and close the
Note: The MGPS electrodes are provided with a wear detection system cooler backflush valve QA42.
a) Ensure that the sea water crossover main is operating as
which will show when the electrodes require replacing. The detection system
C
described above: either the low or high sea suction may be
provides a time-out period after the wear indicator is activated and this time- e) The other cooler may be backflushed if required.
used.
out period gives approximately 8 weeks of continuous operation before the
b) Set up valves as shown in the following tables. control system trips the circuit breaker which shuts down the MGPS panel. Auxiliary Sea Water Systems
It is essential that the operator takes action to obtain replacement electrodes
d
as soon as the wear indicator lamp on the control panel is activated. Should Other sea water systems taking suction from the main sea suction line are:
the worn electrode not be replaced or isolated during the time-out period the
Open No.1 main CSW pump suction valve QA7 MGPS panel will trip and the system become inoperative. • Main fire pump
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Closed No.1 main CSW pump discharge valve QA38
• Bilge, ballast and fire pump
Open No.2 main CSW pump suction valve QA6
Procedure for Backflushing of the Central Coolers • Main bilge pump
Closed No.2 main CSW pump discharge valve QA37
Open No.3 main CSW pump suction valve QA5 • Sludge pump
The central coolers are backflushed when the pressure drop across the cooler
Closed No.3 main CSW pump bilge suction valve QA23 increases to an unacceptable level. The pressure drop will increase when debris • Inert gas scrubber supply pump
o
Closed No.3 main CSW pump discharge valve QA36 becomes lodged in the sea water channels of the cooler and the in-line filter, • Deck water seal pumps
Open No.1 central cooler inlet valve QA9 this debris must be removed in order to restore the operational efficiency of
the cooler. Backflushing is the forcing of sea water backwards through the • Fresh water generator ejector/feed supply pump
Open
Closed
Closed
No.1 central cooler outlet valve
No.2 central cooler inlet valve
QA8
QA10
QA11 tr
cooler from the normal cooler outlet pipe to the normal cooler inlet pipe. In
the backflushing operation the sea water flow through the coolers is acting
in a series configuration. Sea water from the outlet pipe of the cooler which
The scrubber pump supplies the inert gas scrubber with a back-up supply taken
from the bilge, fire and ballast pump or main fire pump.
on
Open Discharge valve from coolers to overboard line QA43 is operating normally is forced backwards through the other cooler being
backflushed, the sea water is then discharged overboard. The deck seal pumps supply the inert gas deck seal on deck. One pump
Closed Cooler backflush valves QA42
is normally selected as the duty pump and the other pump is selected for
Open Overboard discharge valve QA29 automatic standby; the standby pump will cut-in automatically should the duty
Each central cooler has a backflush water valve QA42; a single valve QA43
Closed Sewage treatment unit supply valves (located at RD20 pump fail to maintain the desired pressure in the system. The pumps are started
is used to redirect the water flow through the other cooler rather than directly
the treatment tank) RD23 and stopped manually from the local starter box or from the IGG room.
overboard. The illustration above shows an example of backflushing No.1
nc
cooler; valves which are shaded in grey in the diagram are closed.
The above valve settings assume that No.1 central cooler is to operate but the
valves for No.2 central cooler may be opened if that cooler is to operate when a) With the main cooling sea water circulation system operating
the sea water temperature is above 25°C. normally open the cooler backflushing valve QA42 for the
cooler being backflushed (in this example No.1 cooler) and
c) Ensure all pressure gauge and instrumentation valves are open. close the normal sea water inlet valve to the same cooler being
U
backflushed; valve QA9 for No.1 central cooler.

d) Start one main cooling sea water pump locally with the
discharge valve closed, then slowly open the discharge valve. b) Close the cooler backflush system valve QA43.
e) Open the other main cooling sea water pump discharge valves.

2.4.2 Sea Water Service System The main fire pump is normally set up for foam and fire main service, with the
discharge and suction valves normally open. The bilge, ballast and fire pump
The following pumps supply the auxiliary sea water services: is used to ballast/deballast the aft peak and supply the deck wash system. By
manipulation of crossover valves, both pumps can perform similar duties.
y
Bilge, Ballast and Fire Pump
Maker: Shinko Under emergency conditions were the safety of the ship is at risk due to
flooding in the engine room the pumps can be used to transfer bilge water from
op
Model: RVP200MS, self-priming
the bilge wells directly overboard, from either the common bilge main or via
No. of sets: 1 the direct suction in the port forward bilge well. The bilge suction valves on
Capacity: 160/280m3/h at 11/4.5kg/cm2 each pump are normally locked closed. The pumps can also provide a back-up
supply for the inert gas scrubber system. Both pumps can supply or draw from
Main Fire Pump the aft peak ballast tank.
C
Maker: Shinko
The pumps take suction from the sea water suction crossover main.
No. of sets: 1 Additionally, there is a connection via valve QD95 which allows either of the
Capacity: 160/280m3/h at 11/45kg/cm2 two pumps to draw from the aft FW tanks when it is necessary to supply fresh
water for cargo tank washing/cleaning operations.
d
Illustration 2.4.2a Auxiliary Sea Water System
To/From Deck Valve Hydraulic System
lle
Sea Chest Deck Seal Generator
Vent Line Sea Water QA25 QA24 Fresh Water
Pumps 3m3/h Generator
Ejector Pump TG13
o
62m3/h
QA15
Sea Chest
QA14 TG14 Vent Line
QD12
From
Fresh
High Sea Chest
Locked
QD28
QD37
QD27
tr System To Bilge Pump
QD26
QD39
To Sludge
Pump
QA1
Low
QA28
Sea Chest
on
Water Closed QD26
Tanks Locked
QD25
Closed
QD93 Bilge, Ballast and
Fire Pump
QD94 QD23 160/280m3/h
QD95 Locked
Closed
QD31
Main Fire Pump QD30 QD35 QD34
nc
160/280m3/h
To Main Sea Water
Cooling Pumps Key
To/From QD32 QD33 and IGG Scrubber Pump
Aft Peak QD42 Sea Water
QD40 QD29
Bilges
Hydraulic Oil
U
QD45
Cross Connection Fire Hydrant Line
From Fire Pump
QD20 to IGG Scrubber Line
Bilge Main
Suction QA18
Direct Bilge Suction

Port Forward Well

Illustration 2.4.3a Engine Room Ballast System
From From
Starboard Port Fresh Water
y
Fresh Water Tank
Tank To/From Deck Valve Hydraulic System
QD93
op
QD94
Emergency Hand
Port Aft QD95
Pumps
(Mid Deck
Upper Platform Level Forward)
To Deck Seal To Fresh Water
C
To Fire Hydrant Generator
System
QA25 QA24
TG13
Sea Chest
Vent Line QA15
d
Deck Seal QA14 TG14 Fresh Water
Sea Water Sea Chest
Generator
Pumps 3m3/h Vent Line
Ejector Pump
lle
62m3/h
QA27 QA2
QD12 To Bilge Pump
To Sludge QA1
QA28
QD26 Pump
QD37 QD39 Low
o
Sea Chest
QD26
QD25
Bilge, Ballast and
To/From
Aft Peak tr
QD31
Main Fire Pump
QD23
Fire Pump
160/280m3/h
To Main Sea Water Pumps
and Inert Gas Generator
Sea Water Cooling Pump
on
QD30 QD35 QD34
160/280m3/h
QD40 QD42
QD32 QD33
QD29
nc
QD45
Emergency Sea Water Supply

QD20
to IGG Unit From Fire Pumps
Key
Bilge Main
Stern Tube Suction QA18 Sea Water
Cooling Water QD4 QD6
U
Tank Bilges
Port Forward Well
Hydraulic Oil
QD41 QD16
Aft Bilge Clean Bilge Tank Fire Hydrant Line
Well

2.4.3 Engine Room Ballast System Main Fire Pump Position Description Valve
Position Description Valve Closed Discharge valve to ballast main QD42
The aft peak tank can be used as a ballast tank, it is used in conjunction with
the main ballast system to trim the vessel. It can also be used during certain Open Aft peak ballast tank suction/filling valve QD40 Closed Discharge valve to fire main QD39
loaded conditions to provide optimum trim for efficient operation of the main Closed Bilge main suction valve QD25 Open Discharge to overboard QD33
y
engine. Open Sea suction valve QD28 Open Overboard discharge valve QD45
Closed Discharge valve QD30
op
The aft peak tank is serviced by the bilge, ballast and fire pump with the main c) Start the bilge, ballast and fire pump.
Open Discharge valve to aft peak tank QD29
fire pump available, if required. The aft peak tank has a filling/suction valve,
which is normally used during ballast operations. Closed Discharge valve to fire main QD37 d) Open the discharge valve QD34 slowly until the discharge
Closed Discharge valve to overboard QD32 piping is pressurised.
Closed Discharge valve to inert gas scrubber cooling QD20
Procedure for Ballasting/Deballasting the Aft Peak Tank system e) Empty the aft peak tank, taking care that the pump is not run
C
Ballasting Closed Fresh water suction run down to bilge, ballast QD95 dry.
a) Ensure that the transmitters for the remote reading gauges are in and fire pump (ensure that the spectacle
operation. blank isolating the fresh water tanks is in the f) Shut the pump discharge valve and stop the pump and close all
CLOSED position.) valves.
d
b) Ensure that the sea water suction crossover main is operating.
d) Start the main fire pump. Main Fire Pump
c) Set up the valves as shown below. All valves are initially in the
e) Open the discharge valve QD30 slowly until the discharge Position Description Valve
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closed position including fire main valves.
piping is pressurised. Open Aft peak ballast tank suction valve QD40
Bilge, Ballast and Fire Pump Closed Sea suction valve QD28
f) Fill the aft peak tank to the required level. Closed Discharge valve QD30
Position Description Valve Open Ballast main suction valve QD31
g) Shut the pump discharge valve and stop the pump and close all
o
Open Aft peak ballast tank suction/filling valve QD40 Closed Discharge valve to ballast main QD29
valves.
Closed Port forward direct bilge well suction valve QD23 Closed Discharge valve to fire main QD37
Closed Bilge main suction valve QD26 Open Discharge to overboard QD32
Open
Closed
Open
Sea suction valve
Discharge valve
Discharge valve to aft peak tank
QD27
QD34
QD42 tr
Deballasting
a) Ensure that the transmitters for the remote reading gauges are in
operation.
Closed
Open
Discharge valve to inert gas scrubber cooling QD20
system
Overboard discharge valve QD45
on
Closed Discharge valve to fire main QD39 b) Set up the valves as shown below. All valves are in the closed
Closed Discharge valve to overboard QD33 position including fire main valves. It is assumed that the aft c) Start the main fire pump.
Closed Fresh water suction run down to bilge, ballast QD95 peak ballast line is initially flooded.
and fire pump (ensure that the spectacle d) Open the discharge valve QD30 slowly until the discharge
blank isolating the fresh water tanks is in the piping is pressurised.
CAUTION
nc
CLOSED position.) The ballast tank suction valve must not be opened onto an empty e) Empty the after peak tank, taking care that the pump is not run
pipeline in order to stop pressure shock and possible damage in the dry.
d) Start the bilge, ballast and fire pump. pump and lines.
e) Open the discharge valve QD34 slowly until the discharge f) Shut the pump discharge valve and stop the pump and close all
piping is pressurised. Bilge, Ballast and Fire Pump valves.
U
Position Description Valve g) Line up the pump for fire main duty.
f) Fill the after peak tank to the required level.
Open Aft peak ballast tank suction valve QD40
g) Shut the pump discharge valve and stop the pump and close all Closed Sea suction valve QD27
valves. Closed Discharge valve QD34
Open Ballast main suction valve QD35

Illustration 2.4.4a Evaporator
TG10 TG1
y
Boiler Water Tank
Port Fresh
op
Water Tank
TG23
TG4
Fresh Water
Generator
TG2 Starboard Fresh TI
Water Tank
C
TG3 PI
From Fresh
TG7 Water System
In Engine Room
TI
d
Fresh Water Filling
for Aft peak TG9 QB8 TG11
Pre-
Chemical
lle
Heater
Rehardening Filter QB64 QB62 Dosing
To
Pump
Main FG
Steriliser PI Engine QB63 PI
From
gamma/4
Jacket
120
Silver Ion Type

Minimum
Manual Contact Flow
60 50 40
70 30
Main Engine
80 20
90 10
100
Cooling QB60
P
Start
Stop
Control Jacket Cooling

QB65
Panel TI
FD PI
o
To M
PI TG27 Vent
Tank QB61 TG12
TG24
TG20 TG25
TG26
tr From
HT Pumps
To
LT Pumps
on
TG35 PI
TG22
Upper Platform TG15
TG21
QT
nc
Distillate
Pump
To Engine Room
Services
Key TG13
U
Fresh Water
P V
From Main
HT Cooling Water Sea Water
Pipeline
TG14
Sea Water Ejector Pump

2.4.4 Evaporator and Distilled Water Transfer Main Components Operating Procedures
and Distribution
The fresh water generator consists of the following components: WARNING
Maker: Alfa Laval Do not operate the plant in polluted water. Fresh water must not be
y
Type: JWP-26-C100 Evaporator produced from polluted water, as the produced water will be unsuitable
Capacity: 25m3/day for human consumption.
The evaporator consists of a plate heat exchanger and is enclosed in the
op
separator vessel.
Starting
Separator Vessel a) Open the ejector pump suction valve TG14 and discharge valve
Maker: Alfa Laval TG13.
Model: CNL-80-80/200 The separator separates the brine from the vapour. It houses the evaporator and
condenser heat exchangers. b) Open the overboard discharge valve TG15 for the combined
C
Capacity: 42m3/h
brine/air ejector.
Condenser
An evaporator is installed which utilises the heat from the main engine jacket c) Close the air screw (vacuum release valve) on the separator.
cooling water system to generate fresh (distilled) water. The condenser section, like the evaporator section, consists of a plate heat
exchanger enclosed in the separator vessel.
d
d) Start the ejector pump to create a 90% minimum vacuum.
A combined brine/air ejector, driven by the ejector pump, creates a vacuum in
the system in order to lower the temperature at which evaporation of the feed Combined Brine/Air Ejector Pressure at the combined brine/air ejector inlet should be a minimum of
water takes place. The ejector pump takes suction from the sea water crossover
lle
The ejector extracts brine and incondensible gases from the separator vessel. 3.0kg/cm2. Back-pressure at the combined brine/air ejector outlet should be
main. The feed water is introduced into the evaporator section through an orifice no more than 0. 6kg/cm2.
and is distributed into every second plate channel (evaporation channels).
Ejector Pump
The main engine jacket cooling water is distributed into the remaining Evaporation
channels, thus transferring its heat to the feed water circulating in the The ejector pump is a single-stage centrifugal pump which supplies the
When there is a minimum of 90% vacuum (after a maximum 10 minutes)
o
evaporation channels. Having reached boiling temperature, which is lower condenser with sea water and the brine/air ejector with jet water, it also
supplies feed water for evaporation. conditions are right for the evaporation of heated feed water.
than at atmospheric pressure, the feed water undergoes a partial evaporation.
The mixture of generated vapour and brine then enters the separator vessel, e) Open the valve for feed water treatment. Ensure that the
where the brine is separated from the vapour and extracted by the combined
brine/air ejector.
tr
Distillate Pump
The distillate pump is a single-stage centrifugal pump which extracts the
produced fresh water from the condenser, and pumps the water to the fresh f)
chemical dosing tank is full, then start the dosing pump.
Open the jacket water inlet valve TG11 and the outlet valve
on
After passing through a demister the vapour enters every second plate channel TG12; the evaporator bypass valve QB60 should be fully open
water storage tanks.
in the condenser section. The sea water, supplied by the combined cooling/ as this is used to regulate the flow of jacket water through the
ejector water pump, is circulated through the remaining channels of the evaporator.
condenser section, thus absorbing heat from the vapour which is condensed. Salinometer
The salinometer continuously checks the salinity of the produced water. The g) Adjustment of the jacket water bypass valve should be made so
The distilled water produced in the evaporator is extracted by the distillate alarm set point is adjustable. that the flow of jacket water through the evaporator gradually
nc
pump and led to the fresh water tanks and boiler distilled water tank. increases and the temperature in the evaporator rises.
Control Panel The boiling temperature in the evaporator will rise, whilst the obtained vacuum
Fresh Water Quality
The control panel contains pump motor starter, running lights, salinometer and drops to approximately 85%.
To continuously check the quality of the produced distilled water, a salinometer contacts for remote alarms.
is provided and this has a sampling connection on the distillate pump delivery This indicates that evaporation has started.
U
side. If the salinity of the distilled water produced exceeds the set value, the
dump valve and alarm are activated to automatically dump the distilled water
to the bilge via a scupper line.

Illustration 2.4.4a Evaporator
TG10 TG1
y
Boiler Water Tank
Port Fresh
op
Water Tank
TG23
TG4
Fresh Water
Generator
TG2 Starboard Fresh TI
Water Tank
C
TG3 PI
From Fresh
TG7 Water System
In Engine Room
TI
d
Fresh Water Filling
for Aft peak TG9 QB8 TG11
Pre-
Chemical
lle
Heater
Rehardening Filter QB64 QB62 Dosing
To
Pump
Main FG
Steriliser PI Engine QB63 PI
From
gamma/4
Jacket
120
Silver Ion Type

Minimum
Manual Contact Flow
60 50 40
70 30
Main Engine
80 20
90 10
100
Cooling QB60
P
Start
Stop
Control Jacket Cooling

QB65
Panel TI
FD PI
o
To M
PI TG27 Vent
Tank QB61 TG12
TG24
TG20 TG25
TG26
tr From
HT Pumps
To
LT Pumps
on
TG35 PI
TG22
Upper Platform TG15
TG21
QT
nc
Distillate
Pump
To Engine Room
Services
Key TG13
U
Fresh Water
P V
From Main
HT Cooling Water Sea Water
Pipeline
TG14

Condensation g) Close the ejector pump inlet valve TG14 and outlet valve Position Description Valve
After approximately 5 minutes the boiling temperature will drop again and a TG13.
Open Steriliser outlet valve TG27
normal vacuum is re-established. Closed Steriliser bypass valve TG20
h) Close the overboard valve TG15 for the combined brine/air
y
h) Open the valve to the selected fresh water storage tank and the ejector.
b) Ensure that the rehardening filter is correctly charged with
system valves for the steriliser and rehardener (see below). If chemical.
i) Close the valve to the fresh water tank being filled.
op
the water is to be directed to the boiler water tank, open line
valve TG3 adjacent to the stores area on the upper level on the c) Ensure that the steriliser is being supplied with power. The inlet
port side. CAUTION
solenoid valve to the steriliser will only open if the steriliser is
All valves must be shut, while the generator is out of operation, except switched on.
i) Switch on the salinometer. the air screw release valve.
d) Start up the evaporator as described above.
C
j) Start the distillate pump. The fresh water generator distillate pump discharges through a salinometer and
a flow meter. Positioned before the flow meter is a solenoid valve. This opens e) Open the filling valve of the selected tank.
Note: The distillate pump discharge pressure must be maintained between when the salinometer detects too high a salinity level, dumping the distillate
1.2 - 1.6kg/cm2. pump output to the bilge. f) Start the distillate pump. Discharge should be to the bilge.
d
The discharge from the pump leads to the filling valves of both fresh water g) Switch on the salinometer.
Adjustment of Jacket Water Flow tanks (via the rehardening filter and steriliser), distilled water tank and if
In order to obtain the specified flow of main engine jacket water to the necessary, the aft peak tank. If the reading is satisfactory, the discharge will change over to fill the tank.
lle
evaporator, it is necessary to adjust the bypass valve QB60 until the desired
flow is achieved. For maximum output the outlet temperature of the jacket h) Switch on the steriliser.
Procedure for Operation of the Distilled Water Transfer
water from the evaporator should be about 68.5ºC. It must be remembered that
the evaporator acts as a cooler for the jacket water and care must be taken to System
Distilled water from the evaporator will flow to the selected fresh water storage
ensure that the main engine jacket water is not under-cooled. tank via the rehardening filter, where essential minerals are added to the water
a) Set up the valves as in the following table. All valves are
o
initially closed. to ensure that it is fit for human consumption, and via the steriliser, where
Adjustment of Sea Water Flow harmful bacteria are destroyed before the water flows to the storage tank.
The sea water flow is correct when the inlet pressure at the inlet to the brine/air
ejector is between 3.0 - 4.0kg/cm2.
Stopping the Plant

tr
Position
Open
Description
Filling valve for port FW tank
or starboard FW tank inlet valve
or boiler water tank inlet valve
Valve
TG4
TG7
TG3
It is essential that the steriliser is operating as the low temperature at which
the distillate is produced does not destroy all bacteria which is in the sea water
feed.
on
or aft peak tank filling valve TG9 When it is necessary to change over the production from the fresh water
a) Stop the distillate pump. Shut down the steriliser if water was
Open Outlet valve from port FW tank QG3 generator to the boiler water tank, it is important to ensure that the inlet to the
being directed to the domestic fresh water tanks.
or outlet valve from starboard FW tank QG4 rehardening filter is closed and the direct filling valve to the boiler water tank
Open Run down valves from boiler water tank to the QG51, QG23 TG3 is open.
b) Switch off the salinometer.
boiler feed water cascade/filter tank
nc
c) Fully open the evaporator jacket water bypass valve QB60 and
close the jacket water inlet valve TG11 and outlet valve TG12. If filling the fresh water tanks:
d) Stop the ejector pump. Open Rehardening filter inlet valve TG24
Open Rehardening filter outlet valve TG22
e) Stop the feed water treatment dosing pump and close the supply
U
valve from the feed water treatment unit. Set Rehardening filter three-way ball valves for
flow into and out of the unit
f) Open the air screw (vacuum release valve) on the top of the Closed Rehardening filter bypass valve TG21
separator. Operational Steriliser automatic outlet valve
Open Steriliser inlet valve TG26

Illustration 2.5.1a High Temperature Fresh Water Cooling System To/From Inert Gas Generator To/From Galley AC Unit
Expansion Tank IGG Unit FW Cooling Pump
Fresh Water QB94
Topping Up Line QB55 To Bilge
QG10 Provision
TIC QB1 QB93
System Condensers
y
QB15 No.2
Deaerating/Alarm No.1 Galley AC Unit
QB8 Unit CFW Booster Pump To Expansion Tank
QB16 Air Conditioning
Refrigeration QB3 QB2
Atmospheric
op
QB62 QB17 Condensers
QB61 No.2 Condenser Generator Engine No.3 Generator Engine No.2 Generator Engine No.1
TG11 M
No.1 Alternator Alternator Alternator
QB60 QB4
Air Cooler Air Cooler Air Cooler
QB18
QB64 QB33 QB56 QB57
TG12 Workshop AC
QB92
Jacket Unit Cooler
Water
QB63 Jacket Jacket Jacket
C
Pre- QB20 RS19
Heater Main Engine
QB27
QB65 QB29 LO Cooler
Air Air Air

QB19 RS18 Cooler Cooler Cooler
QB97 M QB91 M QB91 M QB91
QE139 QE136 QE137
d
Framo Hydraulic
QE138 Oil Cooler M QB97 QB59 QB34 QB7
Low Temperature
FW Pumps QB21
QB79 QB10
(235m3/h) QB58 QB32 QB6
lle
3
QB35 LO Cooler LO Cooler LO Cooler
3 2 QB9
QB66 QB68 QB70 ECR AC
QB44 QB47 QB50
High QB12 Unit Cooler
Temperature 2
FW Pumps
QB11 Starting Air To QB28
(60m3/h)
o
Compressors Expansion QB26
QB14 Tank
1
2
QB45 QB48 QB51
QB67 QB69
1
QB71
tr QB13
QB37
on
TI
1 XXXX
QB46 QB49 QB52 QB23
Key
QB22 RS2
No.1 No.2 LT Cooling Water
Camshaft
TI
HT Cooling Water XXXX LO Cooler
nc
QB41 QA8 QB39 QA11 Fresh Water QB25

RA4
Central Sea Water
Coolers QB43 QB24
Lubricating Oil
QB38
QB42 QA9 QB40 QA10 Steam
U
Electrical Signal Intermediate

QB44 M Shaft Bearing
QB5

2.5 Fresh Water Cooling Systems cooling system. This valve operates to divert water from the HT system to the
central cooling system should the temperature of the engine jacket cooling Position Description Valve
2.5.1 Main Engine Jacket (HT) Fresh Water Cooling water leaving the exhaust valves exceed 80oC. There is a make-up water line Open No.1 JCW pump suction valve QB70
System from the central cooling system to the HT system via valve QB92 which Open No.1 JCW pump discharge valve QB66
should always be open when the main engine is operating.
y
Open No.2 JCW pump suction valve QB71
High Temperature Fresh Water Circulating Pump Open No.2 JCW pump discharge valve QB67
High temperature cooling water returns to the HT cooling water pump suction
Maker: Shinko Open Preheater inlet valve QB65
op
via a deaerating tank, which vents to the FW expansion tank via an alarm
Model: SVS100M device. The deaerating tank has a make-up connection to the FW expansion Open Preheater outlet valve QB64
No. of sets: 2 tank. Throttled Preheater bypass valve QB63
Capacity: 60m3/h x 3.0kg/cm2 Open Main engine inlet valve QB5
A system expansion valve at the exhaust valve outlet water manifold connects Closed Main engine jacket outlet valve QB31
The main engine high temperature (HT) cooling water system has two cooling with the FW expansion tank.
Closed Main engine bypass valve QB8
C
water pumps rated at 60m3/h with a pressure of 3.5kg/cm2. The system Operational Temperature controlled three-way valve QB61
supplies cooling water to the main engine jackets, cylinder heads, turbocharger Steam is supplied to the preheater when the load of the main engine drops,
this enables the temperature of the main engine jacket water system to be Open Make-up valve from LT system QB92
casing and exhaust valves. One pump will be operating and the other will act
as the standby pump. To allow for automatic changeover the pumps must be maintained; a thermostatically controlled steam supply valve ensures that Open Main engine outlet line valve QB62
selected for AUTO CHANGE at respective group starter panel on the main the correct steam supply is available to the preheater in order to maintain the Open FW generator bypass valve QB60
d
switchboard. correct jacket cooling water temperature. The FW expansion tank, which is Closed FW generator inlet valve TG11
common with the low temperature central FW cooling system, provides a
Closed FW generator outlet valve TG12
positive head to the system, as well as allowing for thermal expansion. The
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Note: When the pumps are set for AUTO CHANGE, the standby pump will expansion tank level is maintained by a water supply from the domestic fresh Open System vent valve to expansion tank QB90
automatically cut in on failure of a running pump or if the system pressure is water system which must be manually operated to top the tank up. Open Expansion tank run down valve QB55
too low. However, if the duty pump is stopped on command (or inadvertently)
Closed System manual vent valve QB37
from any of its start/stop positions, then the standby pump will not start as Cooling water in the high and low temperature systems is treated with corrosion
the control system will recognise the shutting down of the pump as a human inhibiting chemicals in order to ensure that both systems remain free from g) Ensure that the low temperature central fresh water cooling
o
corrosion. The cooling water system water should be tested according to the system is operating correctly.
duty pump set in MANUAL mode when it is in operation. company’s procedures, with any chemical treatment added to the circulating
water as required. As the high and low temperature systems are common it is h) Vent the system by opening valve QB37 and then closing the
The system operates on a closed circuit principle. The pumps discharge through
the jacket cooling water preheater as necessary in order to maintain the main
engine jacket cooling water temperature when the main engine is shut down or
on low load, using a steam supply from the 7.0 kg/cm2 steam system. During tr
only necessary to treat water in one system.
Procedure for the Operation of the Jacket Cooling Water i)

valve when all air has been released.
Start one HT fresh water cooling pump and select the other
pump for automatic standby.
on
seagoing operations under normal loads the HT cooling system bypasses System
the preheater, although a small amount of water can be directed through the
j) Vent the preheater.
preheater to ensure a flow through the unit. a) Replenish the FW expansion tank from the domestic fresh water
system as required. k) Ensure that the condensate drain valve from the preheater is
Water from the preheater flows to the supply inlet manifold on the main
open and supply steam to the preheater.
engine. The system is continually vented at the highest point to the expansion b) Ensure all pressure gauge and instrumentation valves are open.
nc
tank. There are branches from the main cooling water supply to each cylinder.
l) Slowly bring the jacket temperature up to the operating
Isolating valves are fitted to the inlet and outlet lines for each cylinder to allow c) Ensure the FW generator is bypassed. temperature via the temperature setting on the steam regulating
cylinders to be individually isolated for maintenance purposes, additionally,
valve. Check the system for leaks and correct any that occur.
the turbocharger is fitted with isolation valves. The hot water from the jackets d) Ensure all main engine individual cylinder inlet and outlet
may be passed through the fresh water generator (evaporator), but this can be valves are open and that the isolating valves on the turbocharger m) Test the cooling water system for chemical concentration and
bypassed when the main engine is on low load or idle; the bypass valve allows
U
casing are open and its vent valve shut. add chemicals as required.
for control of the HT water which passes to the FW generator. In operation
the FW generator has a cooling effect on the HT jacket cooling water passing e) Ensure all main engine individual cylinder vent and drain valves n) When the main engine is at sufficient power the HT jacket
through it, therefore ensure the evaporator is not used to undercool the water. are closed. water can be circulated through the FW generator (evaporator)
if necessary. The FW generator (evaporator) is operated as
In the return line to the HT cooling water pumps there is a three-way f) Set the valves as shown in the table below. described in Section 2.4.4.
temperature controlled valve which connects with the low temperature central

Illustration 2.5.2a Central Fresh Water Cooling System To/From Inert Gas Generator To/From Galley AC Unit
Expansion Tank IGG Unit FW Cooling Pump
Fresh Water QB94
Topping Up Line QB55 To Bilge
QG10 Provision
TIC QB1 QB93
y
System Condensers
QB15 No.2
Deaerating No.1 Galley AC Unit
QB8 Unit CFW Booster Pump To Expansion Tank
QB16 Air Conditioning
Refrigeration QB3 QB2
op
Atmospheric
QB62 QB17 Condensers
QB61 No.2 Condenser Generator Engine No.3 Generator Engine No.2 Generator Engine No.1
TG11 M
No.1 Alternator Alternator Alternator
QB60 QB4
Air Cooler Air Cooler Air Cooler
QB18
QB64 QB33 QB56 QB57
TG12 Workshop AC
QB92
Jacket Unit Cooler
Water
QB63 Jacket Jacket Jacket
C
Pre- QB20 RS19
Heater Main Engine
QB27
QB65 QB29 LO Cooler
Air Air Air

QB19 RS18 Cooler Cooler Cooler
QB97 M QB91 M QB91 M QB91
QE139 QE136 QE137
d
Framo Hydraulic
QE138 Oil Cooler M QB97 QB59 QB34 QB7
Low Temperature
FW Pumps QB21
QB79 QB10
(235m3/h) QB58 QB32 QB6
lle
3
QB35 LO Cooler LO Cooler LO Cooler
3 2 QB9
QB66 QB68 QB70 ECR AC
QB44 QB47 QB50
High QB12 Unit Cooler
Temperature 2
FW Pumps
QB11 Starting Air To QB28
(60m3/h)
o
Compressors Expansion QB26
QB14 Tank
1
2
QB45 QB48 QB51
QB67 QB69
1
QB71
tr QB13
QB37
on
TI
1 XXXX
QB46 QB49 QB52 QB23
Key
QB22 RS2
No.1 No.2 LT Cooling Water
Camshaft
TI
HT Cooling Water XXXX LO Cooler
nc
QB41 QA8 QB39 QA11 Fresh Water QB25

RA4
Central Sea Water
Coolers QB43 QB24
Lubricating Oil
QB38
QB42 QA9 QB40 QA10 Steam
U
Electrical Signal Intermediate

QB44 M Shaft Bearing
QB5

2.5.2 Central (LT) Fresh Water Cooling Systems • Accommodation air conditioning units Position Description Valve
• Three starting air compressors Open No.3 generator engine vent valve QB33
Low Temperature Fresh Water Circulating Pump
• Refrigeration plant Open Expansion tank run down valve QB54
Maker: Shinko
Open No.1 main air compressor inlet valve QB14
y
Model: SVS200M • Inert gas cooling system
Open No.1 main air compressor outlet valve QB13
No. of sets: 3 • Galley air conditioning unit
Open No.2 main air compressor inlet valve QB12
Capacity: 235m3/h x 3.5kg/cm2
op
Open No.2 main air compressor outlet valve QB11
Procedure for the Operation of the Central Cooling Water Open No.3 main air compressor inlet valve QB10
The low temperature central fresh water cooling system works on the closed System
circuit principle. The system has three cooling water pumps each rated at Open No.3 main air compressor outlet valve QB9
235m3/h with a pressure of 3.5kg/cm2. One pump would normally be in use Operational Framo system hydraulic oil cooler inlet temperature QB79
a) Replenish the system from the expansion tank, which is filled
with two being required at sea temperatures above 25°C. One pump is selected controlled valve
from the fresh water system.
C
as the standby pump and a pressure switch on the common pump discharge Open Hydraulic oil cooler inlet valve QB35
starts the selected standby pump on low pressure. When a pump is selected b) Ensure all pressure gauge and instrumentation valves are open. Open Hydraulic oil cooler outlet valve QB21
as the duty pump the next numbered pump is automatically selected as the
Open Refrigeration and AC valves as required
standby pump except in the case of No.3 pump when its automatic standby c) Set up valves as shown in the following table:
pump is No.1. The identification of a standby pump is shown on the pump’s Open Makeup valve to HT cooling system QB92
d
starter panel at the main switchboard by the illumination of the Standby lamp. Open Atmospheric condenser inlet valve QB97
To allow for automatic changeover, the pumps must be selected for AUTO Position Description Valve Open Atmospheric condenser outlet valve QB97
CHANGE at the switchboard control panel. Open No.1 LT cooling water pump suction valve QB52 Open Inert gas FW cooling pump inlet valve QB93
lle
Open No.1 LT cooling water pump discharge valve QB46 Open Inert gas FW cooling pump outlet valve QB94
There are two central coolers, which in turn are cooled by sea water. One cooler Open No.2 LT cooling water pump suction valve QB51 Open Galley package air cooler inlet and outlet valves
would normally be in use with the other on standby; both central coolers may Open No.2 LT cooling water pump discharge valve QB45
be required at times of high cooling load or at sea temperatures above 24°C. Open Alternator inlet and outlet valves on all three
Open No.3 LT cooling water pump suction valve QB50 generator engines
Open No.3 LT cooling water pump discharge valve QB44
o
An expansion tank, common with the HT main engine jacket cooling water
system, provides a positive head to the system and allows for thermal expansion. Open No.1 central cooler inlet valve QB41 d) Start one low temperature central cooling fresh water pump.
This tank can be replenished from the domestic fresh water system. Open No.1 central cooler outlet valve QB42
The low temperature FW pumps receive suction from the low temperature
system and the high temperature bleed-off from the jacket cooling water
system. The pumps discharge directly to the central coolers. A temperature
tr
Closed
Closed
Open
No.2 central cooler inlet valve
Main engine LO cooler inlet valve
QB39
QB40
QB20
e)
f)
Start the sea water cooling system, if not already running, and
supply sea water to a central FW cooler (see Section 2.4.1).
Check the system for leaks and rectify any leaks which occur.
on
controlled three-way bypass valve at the central cooler inlet line allows Open Main engine LO cooler outlet valve QB19
the central coolers to be bypassed, thus controlling the temperature of the Open Main engine scavenge air cooler inlet valve QB38 g) Check the fresh water expansion tank level and replenish if
circulating fresh water. Water from the central cooling system is supplied to necessary.
Open Main engine scavenge air cooler outlet valve QB43
the three generator engines. Each generator engine is vented from its highest
Open Shaft bearing inlet valve QB24 h) Check the level of chemical treatment and add chemical
point to the expansion tank.
Open Shaft bearing outlet valve QB25 treatment as necessary.
nc
The central cooling system supplies the following other services: Open Camshaft LO cooler inlet valve QB23
Open Camshaft LO cooler outlet valve QB22 i) Check that one of other two low temperature central FW cooling
• Main engine scavenge air cooler pumps is selected for automatic standby.
Open No.1 generator engine inlet valve QB7
• Main engine LO cooler and main engine camshaft LO cooler
Open No.1 generator engine outlet valve QB6
• Atmospheric condenser Note: When the pumps are set for AUTO CHANGE, the standby pump will
Open No.1 generator engine vent valve QB57
U
automatically cut-in on failure of a running pump or if the system pressure is

• Framo system hydraulic oil cooler Open No.2 generator engine inlet valve QB34 too low. However, if the duty pump is stopped on command (or inadvertently)
• Intermediate shaft bearing Open No.2 generator engine outlet valve QB32 from any of its start/stop positions, then the standby pump will not start as
Open No.2 generator engine vent valve QB56 the control system will recognise the shutting down of the pump as a human
• Engine control room and workshop package air conditioning
Open No.3 generator engine inlet valve QB59 command function and not a system failure. It is not necessary to have the
units
duty pump set in MANUAL mode when it is in operation.
Open No.3 generator engine outlet valve QB58

Illustration 2.6a Viscosity-Temperature Graph

Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
y
Bu
nk
10,000 er 10,000 10,000
Fu
el
Oi
l
5,000 5,000 5,000
op
2,000 2,000 2,000
Pumping Viscosity
usually about 1,000 centistokes Viscosity - Temperature
1,000 1,000 Relationships 1,000
C
Typical Marine Fuels
500 500 500
d
100 100 100
lle
Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

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

usually between
15
on
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
sO -3
80
il
IF
-1
80
IF
nc
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
U
-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 Heated and filtered fuel oil is supplied to the main engine and generator Preparation for the Operation of the Main Engine Fuel Oil
engines from the fuel oil service tank. Fuel oil from the fuel oil service tank is Service System
2.6.1 Main Engine Fuel Oil Service System directed to one of two fuel oil supply pumps. The second pump will be selected
for automatic standby, and will start in the event of discharge pressure drop or The following procedure illustrates starting from cold with the system charged
y
Fuel Oil Supply Pump voltage failure of the running pump. The FO supply pumps discharge through with diesel oil and in a shut down condition.
the auto backflush filter to a mixing stack fitted with a deaerator unit. The auto
Maker: IMO
backflush filter can be bypassed with a basket filter during maintenance on the a) Put the HFO separator in use, filling the service tank from the
op
Model: ACE038/N3 NTBP main filter. The filter is an automatic self-cleaning filter with an air operated settling tank.
No. of sets: 2 cleaning mechanism activated by an increasing differential pressure. The
Capacity: 4.0m3/h debris discharge from the auto filter is piped to the fuel oil drain tank. b) Ensure that the filters are clean.
Fuel Oil Circulating Pump Fuel oil is drawn from the mixing stack by one of two fuel oil circulating c) Ensure that all instrumentation valves are open.
pumps. The second pump will be on automatic standby, and will start in the
C
Maker: IMO
event of discharge pressure drop or voltage failure of the running pump. The d) Set up the valves as in the following table
Model: ACE038/K3 NTBP fuel oil circulating pumps discharge through one of a pair of fuel oil heaters
No. of sets: 2 where the oil is heated to a temperature corresponding to a viscosity of 12cSt
Capacity: 5.0m3/h using steam at from the main steam system.
Open HFO service tank suction quick-closing valve RR6
d
The heated fuel oil then passes through the viscosity controller which controls Open HFO service tank secondary suction valve RR43
Fuel oil is stored on board in five fuel oil storage tanks (No.1 and 2 port, No.1
and 2 starboard and the HFO minor tank starboard.) The HFO is transferred steam to the heaters. The oil is supplied to the main engine fuel rail via a Closed Diesel oil service tank suction valve RR8
duplex filter, a fuel flow meter and an engine inlet manifold quick-closing
lle
to a fuel oil settling tank by the fuel oil transfer pump when required. After Closed Diesel oil suction valve RR44
fuel oil has been transferred to the settling tank, any water or other sediment is valve. A pressure regulating valve maintains the correct fuel pressure at the Set for HFO Suction three-way changeover cock
drained off by using a self-closing test cock. engine inlet by allowing excess fuel to bypass the engine.
Open No.1 FO supply pump suction valve
Bypass fuel and the excess not used by the engine passes to the fuel return Open No.1 FO supply pump discharge valve
From the fuel oil settling tank, fuel oil is supplied to the HFO separators
which then discharges into the HFO service tank. Fuel oil is supplied to the pipe through a flow meter; the difference between the inlet and outlet flow Open No.2 FO supply pump suction valve
o
main engine and generator diesel engines from the HFO service tank, using meter readings gives the engine’s fuel consumption. A three-way cock is fitted Open No.2 FO supply pump discharge valve
the same fuel treatment unit. If necessary, the auxiliary boiler can be supplied on the return section of line to direct the FO into the mixing stack, or when Open Pressure control valve inlet valve
directly from the FO service tank, although the returns can only be directed necessary, to flush HFO in the system back to the service tank when changing
to the settling tank. The main engine, generator engines and auxiliary boiler
are designed to run on HFO at all times. One of the fuel oil separators will
normally be running at all times, with the throughput balanced to match the tr
over to diesel oil with the engine at standstill. The high pressure fuel oil lines
on the engine between the fuel injection pumps and fuel injectors are sheathed.
Any leakage from the protective hoses is led to a collecting tank which is fitted
Open
Closed
Set
Pressure control valve outlet valve
Pressure control valve bypass valve
Backflush filter inlet/outlet changeover valve set for
auto backflushing unit
on
fuel consumption of the main engine, generator diesel engines and boiler. to the side of each FO pump. Each collecting tank is fitted with a level alarm
and gives warning of a leaking fuel injection pipe, which when activated will Open No.1 FO circulating pump suction valve
Outlet valves from all fuel tanks are remote quick-closing valves with a raise an alarm on the DMS 2100 alarm and monitoring system and initiate the Open No.1 FO circulating pump discharge valve
collapsible bridge, which can be pneumatically operated from the fire control operation of the puncture valve on the top of the FO pump. When the puncture
Open No.2 FO circulating pump suction valve
station. After being tripped from the fire control station the valves must be reset valve operates the HP fuel delivery from the pump will stop immediately, this
will effectively cut-out the cylinder and therefore an immediate response is Open No.2 FO circulating pump discharge valve
locally. The HFO settling and service tanks are also fitted with a self-closing
Open No.1 FO heater inlet valve
nc
test cock which are used to test for and drain any water present. Tundishes, required to bring the engine speed down to <105 rpm if above this value.
under the self-closing test cock, drain any test liquid to the FO drain tank. All Open No.1 FO heater outlet valve
tanks and heaters are supplied with steam at 7.0kg/cm2 from the ship’s steam Closed No.2 FO heater inlet valve
supply, with condensate flowing to the observation tank which is fitted with an Closed No.2 FO heater outlet valve
oil detection unit. A viscosity controller controls the steam supply to both HFO Open Viscosity controller inlet valve
supply heaters. Additionally, there is a standby thermostatically controlled
U
Open Viscosity controller outlet valve

steam regulating valve which can be put into operation in the event of the
Open Viscosity controller bypass valve
viscosity controller being inoperable. All fuel oil pipework is trace heated by
small bore steam pipes laid adjacent to the fuel oil pipe and encased in the Open Main engine flow meter inlet valve
same lagging. Open Main engine flow meter outlet valve
Closed Main engine flow meter bypass valve

Illustration 2.6.1a Main Engine Fuel Oil Service System Key
Fuel Oil
y
RR2 Marine Diesel Oil
Air
op
RR78 RR79
Saturated Steam
TAH Condensate
MDO HFO
Electrical Signal
Service Tank Service Tank RR4
(38.4m3)
(33.8m3) Instrumentation
RR1
PI TI
C
LAL LAL TAH From
Generator Flow Meter
RR6 Main
RR8 Engines
Engine
RR3 B&W
d
5S50MC
lle
POS
Flow Meter
Flow Meter
o
FO Supply
Pumps
4m3/h
PI
PS
PI tr
PDIS
LS
FO PI
PS
TI
FO Heater
PDE
PS
PI
on
PT Deaerator Circulating
RR44 ZS Auto Pumps
Filter 5m3/h
PI TI M TI
TI TC
RR43
From FO Heater Viscosity Unit
PI
Control Air
nc
System
Flow
Meter
To
FO Drain Tank
To Condensate
Drain System
Fin Cooler
U
To Generator
M Engines
From Steam
System QD23

Position Description Valve k) MDO will now be expelled to the HFO service tank, at the b) Reduce the engine load to 75% of normal. Then, by means of
same time drawing in HFO from the service tank. The amount the thermostatic valve in the steam system, or by manual control
Open Main engine master HFO quick-closing inlet valve RR1
of MDO in the fuel system is small compared with the amount of the viscosity regulator, the diesel oil is heated to maximum
Open Main engine outlet valve RR2 of HFO in the service tank and the fuel dilution effect will not 60-80ºC, in order to maintain the lubrication ability of the
y
Open Main engine control valve inlet valve RR79 be great. When all MDO has been expelled set the changeover diesel oil. This minimises the risk of plunger scuffing and the
Closed Inlet return valve to HFO service tank RR4 return cock RR3 back to the mixing tank. consequent risk of sticking. Preheating should be regulated to
give a temperature rise of about 2ºC per minute.
op
Open Return flow meter inlet valve
l) Continually raise the temperature manually.
Open Return flow meter outlet valve
c) Due to the above mentioned risk of sticking/scuffing of the fuel
Closed Return flow meter bypass valve m) When the set point is reached on the viscosity controller, change injection equipment, the temperature of the heavy fuel oil in the
Set Return changeover cock to the mixing tank its setting to AUTO. service tank must not be more than 25ºC higher than the heated
diesel oil in the system (60-80ºC) at the time of change over.
C
n) Change the operation of the steam control valve to AUTO.
Procedure to Change Over the Main Engine Fuel System from
Open the steam inlet valve fully. Note: The diesel oil viscosity should not drop below 2cSt, as this might
Marine Diesel Oil to Heavy Fuel Oil with the Engine Stopped
cause fuel pump and fuel valve scuffing, with the risk of sticking.
HFO is now circulating through the system.
a) Supply steam heating to HFO service tank.
d) For some light diesel oils (gas oil), this will limit the upper
d
o) Switch the other FO supply pump to standby. temperature to somewhat below 80ºC. When 60-80ºC has been
b) Open all the individual fuel inlet valves on the main engine fuel
inlet main. reached, the change to heavy oil is performed by opening the
p) Switch the other FO circulating pump to standby. fuel oil supply valve RR43. Turn the changeover valve on the
lle
c) Supply trace heating to the fuel oil service system pipelines. suction side of the HFO supply pumps to take suction from the
Fuel Change Over HFO service tank. Close the diesel oil supply valve RR44.
CAUTION
The main engine is designed to run on HFO at all times. However, changeover The temperature rise is then continued at a rate of about 2ºC per minute, until
Trace heating should not be applied to sections of pipeline isolated by reaching the required viscosity.
closed valves on the HFO side as damage could occur due the expansion to diesel oil can become necessary if, for instance, the vessel is expected to
o
of the contents. have a prolonged inactive period with a cold engine, i.e. due to:
• A major repair of the fuel oil system etc. Changeover Procedure from Heavy Fuel Oil to Marine Diesel
Oil During Running
d) Manually start supplying steam to the on line HFO heater.
e) Start one FO supply pump.

tr• A docking
• Environmental legislation requiring the use of low sulphur fuel To protect the fuel oil injection equipment against rapid temperature changes,
which may cause scuffing with the risk of sticking of the fuel valves and of
on
f) Start one FO circulating pump. Changeover can be performed at any time, during engine running or during the fuel pump plungers and suction valves, the change over to diesel oil is
engine standstill. In order to prevent fuel pump and injector sticking/scuffing, performed as follows (manually):
g) Supply steam heating to the FO heater and raise the temperature poor combustion, and fouling of the gas ways, it is very important to carefully
to about 75ºC. follow the changeover procedures. a) Ideally the diesel oil in the MDO service tank should be about
50ºC.
h) Start the viscosity controller and close the bypass valve.
nc
Change Over from Diesel Oil to Heavy Fuel Oil During

b) Shut off the steam supply to the fuel oil preheater, return fuel
i) Open the inlet valve to the HFO service tank RR4. Running pipe and steam tracing.
j) Operate the return changeover cock RR3 to direct the return To protect the injection equipment against rapid temperature changes, which c) Reduce the engine load to 75% of MCR load.
HFO to the service tank. may cause sticking/scuffing of the fuel valves and of the fuel pump plungers
and suction valves, the changeover is carried out as follows (manually):
U
d) Change to diesel oil when the temperature of the heavy oil in

the preheater has dropped to about 25ºC above the temperature
a) First, ensure that the heavy oil in the service tank is at normal in the diesel oil service tank, however, not below 75ºC.
temperature level.

Illustration 2.6.1a Main Engine Fuel Oil Service System Key
Fuel Oil
y
RR2 Marine Diesel Oil
Air
op
RR78 RR79
Saturated Steam
TAH Condensate
MDO HFO
Electrical Signal
Service Tank Service Tank RR4
(38.4m3)
(33.8m3) Instrumentation
RR1
PI TI
C
LAL LAL TAH From
Generator Flow Meter
RR6 Main
RR8 Engines
Engine
RR3 B&W
d
5S50MC
lle
POS
Flow Meter
Flow Meter
o
FO Supply
Pumps
4m3/h
PI
PS
PI
tr
PDIS
LS
PS
TI
FO Heater
PDE
PS
on
FO PI PI
PT Deaerator Circulating
RR44 ZS Auto Pumps
Filter 5m3/h
PI TI M TI
TI TC
RR43
PI
Control Air
nc
System
Flow
Meter
To
FO Drain Tank
To Condensate
Drain System
Fin Cooler
U
To Generator
M Engines
From Steam
System QD23

e) Open the diesel oil supply valve RR44. Change over the supply
three-way valve to the MDO service tank. Close the HFO
supply valve RR43.
y
Diesel oil is now led to the supply pumps.
Note: If, after the changeover, the temperature (at the preheater) suddenly
op
drops considerably, the transition must be moderated by supplying a little
steam to the preheater, which now contains diesel oil.
Changeover Procedure from Heavy Fuel Oil to Diesel Oil

During Standstill
C
a) Stop the preheating.
b) Stop trace heating.
d
c) Stop return pipe heating.
With regard to temperature levels before change over, see ‘Changeover from
lle
Heavy Fuel to Diesel Oil during Running’.
d) Open the diesel oil supply valve RR44.
e) Change over the suction three-way valve to take suction from
o
the MDO service tank.
f) Close HFO supply valve RR43.
g) Open the inlet valve to the HFO service tank RR4.

tr
on
h) Change over the return cock RR3 to the HFO service tank, so
that the fuel oil is flushed to the HFO service tank. Ensure that
there is sufficient ullage in the service tank.
i) When the heavy fuel oil is replaced by diesel oil, reset the return
cock RR3 and close valve RR4.
nc
j) Stop the viscosity controller.
k) Stop the fuel oil pumps.

U

Illustration 2.6.2a Generator Engine Fuel Oil Service System Key
Fuel Oil Warming Line No.1

RR77 8 Bar for Leakage Generator
Marine Diesel Oil Detection Unit Engine
y
RR33
LS
Air RR17 RR15
Saturated Steam
op
Condensate
Linked
MDO HFO Three-way
Electrical Signal
Service Tank Service Tank RR4 Valves
(38.4m3) Warming Line
(33.8m3) Flow Meter
Instrumentation for Leakage
RR3 No.2
Detection Unit Generator
Engine
RR10 LS
C
RR30
LAL LAL TAH RR25
RR6 RR19
RR8 Flow Meter
Return From Main Engine
Linked
Three-way
d
Valves Warming Line No.3
for Leakage Generator
Detection Unit Engine
MDO RR11 RR12 RR27 LS
lle
RR24
Supply
RR22
Pump
5m3/h
5.5 Bar
RR13
4.5 Bar
o
Flow Meter
PI
FO Supply PDIS
Pumps
4m3/h
PS
PI
PT tr LS
Deaerator
FO
Circulating
PS
PI
TI
FO Heater
PDE
PI
on
RR44 ZS Auto Pumps
Filter 5m3/h
PI TI M TI
TI TC
RR43
PI
Control Air
System
nc
To
FO Drain Tank
To Condensate
Drain System
Fin Cooler
POS
U
M Flow Meter
To Main
Steam From Engine
7kg/cm2 System QD23

2.6.2 Generator Engine Fuel Oil Service System Operation Using Marine Diesel Oil h) With one generator running on HFO, transfer the load from the
generator engine on MDO to the one on HFO.
Fuel Oil Supply Pump The generator engines can be supplied from the diesel oil service tank using
Maker: IMO the MDO supply pump. The pump supply pressure is controlled at 5.5kg/cm2. i) Shut down the generator engine on MDO, then change over
y
The return pressure is controlled at 4.5kg/cm2 with excess MDO returned to its supply from MDO to HFO. When all of the MDO has been
Model: ACE038/N3 NTBP
the MDO service tank. In the event of a complete power failure, it is possible to displaced, supply trace heating to the fuel oil lines.
No. of sets: 2 supply MDO to a generator engine by opening bypass valve RR13 which will
op
Capacity: 4.0m3/h allow a gravity feed from the diesel oil service tank to an engine. j) Stop the MDO supply pump.
Fuel Oil Circulating Pump

Procedure for the Operation of the Generator Engine Fuel Oil
Maker: IMO Procedure to Prepare an Generator Engine (No.1) for Running
Service System
Model: ACE038/K3 NTBP on Marine Diesel Oil
C
No. of sets: 2 The following procedure illustrates starting from cold with the system charged
Capacity: 5.0m3/h with diesel oil and one generator in operation and the auxiliary boiler in a) Transfer MDO from the MDO settling tank to the MDO service
operation supplying steam at full pressure: tank using the purifier.
Marine Diesel Oil Supply Pump b) Set up valves as in the following table.
a) Put the HFO purifier in use, filling the service tank from the
d
Maker: Allweiler settling tank.
Model: SPF20R56 G8.3-W20 Position Description Valve
No. of sets: 1 b) Ensure that the filters are clean.
lle
Open MDO service tank outlet valve RR10
Capacity: 5.0m3/h at 8.0kg/cm2 Open MDO pump suction valve RR11
c) Ensure that all instrumentation valves are open.
Open MDO pump discharge valve RR12
Operation Using Heavy Fuel Oil d) Start up the main HFO system as described in Section 2.6.1. Closed MDO pump bypass valve RR13
Set for HFO Inlet three-way cock RR33
o
Fuel oil is supplied to the generator diesel engines from the fuel oil service e) Set up the valves as in the following table.
tank, using the same supply and fuel preparation system as the main engine. c) Start the DO supply pump.
The three generator engines are designed to run on HFO at all times. However, Position Description Valve
the generator engines have an emergency MDO supply system available
should there be a necessity to operate one or all of them on MDO.
tr
Open
Open
Closed
Inlet flow meter inlet valve
Inlet flow meter outlet valve
Inlet flow meter bypass valve
d) Swing the changeover valves from HFO to MDO. The generator
engine fuel inlet and outlet three-way cocks are linked so
changing the inlet cock RR33 to MDO also changes the outlet
on
Heated and filtered HFO is supplied to the generator engines from the same three-way cock RR15 to MDO. The small amount of HFO in
fuel preparation unit as the main engine, the supply to the generator engines Open Outlet flow meter inlet valve the generator rail will be directed into the MDO service tank.
being taken just after the viscosity controller. The HFO then flows through a Open Outlet flow meter outlet valve Allow the MDO to circulate for a period before starting the
flow meter to the generator engines. Closed Outlet flow meter bypass valve engine in order to allow the fuel pumps to cool down the MDO
temperature.
Set for HFO No.2 generator engine outlet three-way cock RR19
The generator engines have linked three-way cocks at the fuel inlet and outlet
Set for HFO No.3 generator engine outlet three-way cock RR22
nc
for the selection of either HFO or MDO. Excess HFO is returned to the FO The engine is now ready for starting on MDO.
mixing tank via a flow meter and three-way cock RR3. The three-way cock Set for HFO No.2 generator engine inlet three-way cock RR32
RR3 can divert the fuel to the HFO service tank for flushing purposes. Set for HFO No.3 generator engine inlet three-way cock RR31
Changing Over Fuel When Generator Engine(s) Are Running
The high pressure fuel oil lines on the engine are sheathed and any leakage f) Using the bypass valves RR25 and RR24 on No.2 and No.3
generator engines, warm up the HFO system by flushing the Procedures similar to that used for the main engine may be used, but it is
from the annular spaces, formed by the sheathing is led to a fuel oil leakage
U
system back to the return pipe. advisable to change over the fuel supply when the engine is running off load or
tank fitted with a high level alarm which gives warning of a leaking fuel
shut down in order to minimise the risk of instability in the electrical supply.
injection pipe. The fuel supply to each engine is piped through its respective
FO leakage alarm tank in order to maintain the tank in a hot condition in order g) Generator engines No.2 and 3 are now ready for starting on
HFO. The illustration 2.6.2a above illustrates the flow path when supplying No.1
to assist in keeping the drain line open, which might otherwise block up with
generator engine with MDO, while No.2 and 3 generator engines are being
cold fuel.
circulated with HFO in preparation for a changeover to HFO operations.

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System

From IGG Diesel Oil Tank
Mixing Box and Three-Way
y
Changeover Valves
RR41 Behind and Forward LAH
Mixing of ECR
Ignition Diesel
Box HFO Settling HFO Service
op
Oil Pump A
Tank Tank
(Located in the
IGG Room) RR64
Steam From M RR5
Exhaust Gas Bolier Steam Supply TAH
QE6 QE82 QE7
PI TS TI
C
RR60 QE8
PI TT
RR71
QE158 RR42 MDO Service
FO Heater Tank LAL
Condensate Returns
To Steam
Range RR69 RR68 LAL
RR9 RR7 QR36
d
RR40
QE104 PI
RR39
lle
Auxiliary Boiler
QE106 No.1 RR63 To FO Transfer
PI TS PS TI PI QR83 Pump
M QR44
PS PI HFO ZS
Pump Unit
o
Burner RR38
Atomising Steam PI
Supply
Burner Unit
For Boiler
tr No.2
on
A PC PI
PI
T/S
PI A M
PI TI P
I
P
I Key
nc
A RR37 RR35
Fuel Oil
A
RR49 RR57 RR47 RR36
Marine Diesel Oil
RK86
Saturated Steam
U
RR48 Condensate
Burner Electrical Signal

Atomising RR67 Air
Air Supply

2.6.3 Auxiliary Boiler Fuel Oil Service System Although the boiler is normally operated on HFO it may be operated on MDO Position Description Valve
when no steam supply is available to heat the HFO. Operation on MDO is the
Open Boiler outlet valve from pressure control valve RR49
Boiler Heavy Fuel Oil Supply Pumps same as for operation on HFO except for the heating of the fuel. In order to
operate the boiler main burner on HFO the three-way supply cock from the Set Return line changeover cock to mixing box RR64
Maker: Allweiler
Open Pilot burner pump suction valve RR41
y
HFO service/settling and MDO service tanks must be turned to the supply
Model: SPF20R46 G8.3-W8
position from the MDO service tank. Open Pilot burner pump discharge valve RR42
No. of sets: 2
Open Inert gas generator DO tank outlet valve
op
Capacity: 46 litres/min The boiler has a pilot burner pump, which takes suction from the inert gas
generator MDO tank via the pump suction filter. This pump is located in the
Boiler Ignition Pump inert gas generator room and operates when flashing-up the main burner. The Procedure to Start Up the Boiler Fuel Oil Service System and
Maker: Danfoss pilot burner is inserted into and removed from the furnace by means of a Change Over to Heavy Fuel Oil
pneumatic cylinder operated by the boiler control system.
Model: RSA28
a) Start one boiler fuel oil pump.
C
No. of sets: 1
Procedure for Operating the Auxiliary Boiler Fuel Oil Service b) Flash-up the boiler on MDO using atomising air.
Fuel oil is supplied directly to the boilers from the HFO service tank, although System
fuel oil can be supplied if necessary directly from the HFO settling tank. Diesel When steam is available:
oil can be supplied to the boiler from the diesel oil service tank when flashing- a) Ensure that the filters are clean.
d
up the auxiliary boiler from cold when there is no steam available for steam c) Supply steam heating to the HFO service tank.
heating duties. b) Ensure that all instrumentation valves are open.
d) Open the supply trace heating to the fuel oil service system
lle
A temperature controller maintains the steam supply to the fuel oil heater. All The following procedure illustrates starting from cold with the system charged pipelines.
the fuel oil piping is trace heated by small bore steam pipes which are laid with diesel oil and in a shutdown condition.
adjacent to the fuel oil pipe and encased in the same insulation. CAUTION
Set up the valves as in the following table: Trace heating should not be applied to sections of pipeline isolated by
Fuel oil from the HFO service tank is supplied to one of two fuel oil pumps. closed valves on the HFO side as damage could occur due the expansion
o
The second pump will be on automatic standby, and will start in the event of Position Description Valve of the contents.
a discharge pressure drop or a voltage failure of the duty running pump. The Closed HFO service tank suction quick-closing valve QR36
fuel oil pumps take suction from the HFO service tank via pump strainers. A Closed HFO settling tank suction quick-closing valve QR7 When sufficient steam pressure is available:
pressure control valve, with its sensing point on the heater discharge, maintains
the pump discharge pressure by recirculating oil from the pump discharge back
to the mixing box. The fuel oil in the mixing box returns to the pump suction. tr
Open
Closed
Isolating non-return valve from FO service tank to QR83
boiler fuel oil supply line
Transfer pump suction from HFO service tank QR44
e) Stop firing the boiler on MDO.
on
The vent from the mixing box returns to the HFO settling tank or if necessary f) Open the FO heater inlet and outlet valves. Shut the bypass
to the MDO service tank when operating on MDO via valve RR5. Set MDO/HFO changeover cock (for MDO) RR63 valve RR38.
Open Diesel oil service tank suction quick-closing valve RR9
The fuel oil pumps discharge through a fuel oil heater, where the fuel oil Open Suction valve from mixing box RR71 g) Manually start supplying steam to the FO heater.
is heated to the required temperature. The fuel oil is fed to the boiler via a
Open Both FO service pump suction valves
pressure control valve, controlled by the boiler steam pressure. When the boiler h) Open the HFO service tank quick-closing valve QR36, and
Open Both FO service pump discharge valves
nc
is in a standby condition, a solenoid valve on the return line automatically crossover isolating valve QR83 to the three-way changeover
opens to circulate fuel back to the mixing box, keeping the fuel oil at working Closed FO heater inlet valve RR39 cock. Operate the suction changeover cock RR63 to take
temperature immediately before the burner. On the recirculating line is a Closed FO heater outlet valve RR40 suction from the HFO service tank. The proximity switch on the
changeover cock, where the fuel can be diverted from returning to the mixing Open FO heater bypass valve RR38 changeover cock will now activate the mixing tank three-way
box to either the HFO settling tank or MDO service tank. This changeover direction control valve RR64, directing the HFO to the mixing
Open Inlet valve to pressure control valve RR37
cock would normally be used for flushing fuel oil back to the HFO tank when tank. On the boiler control board the system indication light will
U
changing from MDO to HFO or vice versa. Open Outlet valve from pressure control valve RR35
now indicate that the system is operating on HFO.
Closed Boiler pressure control valve bypass valve RR36
A steam connection is fitted to the fuel oil line to the burner after the double Open Inlet valve to boiler burner before solenoid valves RR47 i) Flash the boiler and continue firing as required. MDO in the
shut-off solenoid valves and is used for automatic purging of the burner prior Open Boiler recirculating valve RR67 fuel line will gradually be replaced by HFO. There may be some
to shutdown. Open Boiler inlet valve to pressure control valve RR57 change in combustion as the HFO starts to burn and the fuel
temperature varies.

j) Continue raising the fuel oil temperature manually.
k) Change the operation of the heater steam control valve to

automatic by fully opening the steam inlet valve.
y
HFO is now circulating through the system and the boiler is now ready for
firing on HFO using steam atomising.
op
l) Stop firing the boiler and change over to steam atomisation by
opening the steam atomising valve on the boiler steam drum
and closing the air atomising valve RR86. Reflash the boiler
using steam atomising.
C
m) When the boiler is firing on HFO under stable combustion
conditions change the boiler burner to automatic control.
The boiler is designed to operate and remain on standby using HFO.
d
Changeover to MDO is only necessary when maintenance is required and for
long periods of shutdown, such as refit.
lle
n) After the boiler is firing on HFO put the other fuel oil pump on
auto start.
CAUTION
Do not change to steam atomising until the system is charged with HFO
o
and is firing under stable conditions.
tr
on
nc
U

Illustration 2.6.4a Incinerator Fuel Oil Service System

Shore Connections
From MDO
QR21 Transfer Pump
QR51 QR51
y
Flue Gas Fan
MDO
op
Tank For
Incinerator
QU1
Flue Gas Damper
XA
Pilot Diesel Oil
C
Supply Pump
80 litre/hour
PI PI
QU8
QU2 QU4 TI TI
LS
d
Incinerator
Waste Oil
Mixing Tank
lle
PI
Combustion LS
Chamber QU5 QU15
Incinerator Sludge Supply
Sludge Pump
Burning Pump
o
QU6
To FO
To No.1 HFO
QU3 Sludge tank QD7
To FO Tank (Port)
Sludge
PS tr To FO
Tank
From
Bilge
on
Drain Tank Pump
QR30 QR27 QR29 QR31
PI
From Saturated PI
Steam System
QU7 Sludge Pump
To Bilge Dirty Water Tank 83 litre/min
nc
P
To FO
Drain Tank
Key
QR34
Sludge
U
Sea Water Crossover Main QR33 QR32 QU13 QR25

QR82 QR79 QR80
MDO System QD12 To Bilge Pump
Bilge Dirty Water Tank From LO From FO From FO
Steam High Suction Sludge Tank Sludge Tank Drain Tank
Bilge Clean Bilge Dirty Water Tank
Sea Water Water Tank Low Suction QD26

2.6.4 Incinerator Fuel Oil Service System Procedure for Transferring Waste Oil to the Incinerator Waste i) Supply steam heating to the incinerator waste oil tank.
Oil Tank
Sludge Transfer Pump j) Shut off steam tracing.
Maker: Allweiler a) All valves are initially closed.
y
k) When the line has cooled shut all isolating valves.
Type: Stator
Model: AE1E50-ID/111P01 b) Supply steam heating to the heating coils of the tanks to be
transferred. Procedure for Operating the Incinerator Waste Oil System
op
No. of sets: 1
Capacity: 83 litres/min c) Supply steam heating to the steam tracing lines. Waste oil should be allowed to settle in the incinerator waste oil tank with
steam heating applied. Water should be drained off the tank before the waste
Incinerator Dosing Pump CAUTION oil is burned.
Maker: Mono Trace heating should not be applied to sections of pipeline isolated by
C
Model: SB14R5/HMO closed valves on the FO side, as damage, such as blown flange joints, a) Supply steam heating to the incinerator waste oil tank and open
could occur due the expansion of the contents. the drain valve QU6 in order to drain water from the tank.
No. of sets: 1
d) Open one set of the following suction valves in the table below. b) Open the incinerator waste oil tank quick-closing outlet valve
The incinerator burner is supplied with MDO from an independent incinerator The suction valve from the sea water main QD26 must be QU15 and the recirculating valve QU4; start the incinerator
d
MDO service tank. MDO is used to burn garbage and to assist with the burning closed. sludge supply pump. Waste oil/sludge in the incinerator waste
of waste oil. oil tank will be circulated back to the tank. This has the effect
Description Valve of dispersing any water droplets throughout the oil charge and
lle
A sludge oil tank for the incinerator supplies the incinerator sludge burner with of equalising the temperature of the waste oil charge.
sludge/waste oil and this tank is supplied with sludge/waste oil by the sludge Pump suction from FO sludge tank QR25
transfer pump. Pump suction from FO drains tank QR32 c) When the incinerator is at the correct temperature on MDO
Pump suction from LO sludge tank QR33 firing the burning of waste oil can commence. Open the supply
The sludge transfer pump can take suction from: Clean bilge tank suction valve; QR82 valves to the incinerator and close the recirculation valve
o
• FO sludge tank or dirty bilge tank high suction, QR80 QU4.
or dirty bilge tank low suction, QR79
• LO sludge tank and pump suction from bilge tanks d) Activate the burning of waste oil by selecting SLUDGE burning
QR34
• Bilge tank; clean
• Bilge tank; dirty (high and low suctions)
• Sea water main tr
e) Ensure that the sludge pump suction filter is clean. e)
at the control panel.
When the waste oil tank is empty shut down the incinerator and
waste oil burning system.
on
f) Set up the sludge transfer pump discharge valves as in the table
• FO drain tank below.
Procedure for Operating the Incinerator Pilot Diesel Oil
The sludge transfer pump discharges to:
Position Description Valve System
• FO sludge tank Open Sludge pump discharge valve to incinerator QR30
waste oil tank a) Open the incinerator MDO tank outlet quick-closing valve QU1
• Shore connections (port and starboard)
nc
Closed Discharge to shore connection QR31 and the pilot burner suction valve QU2.
• Port No.1 HFO tank (isolated with a spectacle blank)
Closed Discharge to FO sludge tank QR27
• Incinerator waste oil tank The incinerator MDO system is now set and the incinerator may be operated.
Closed Discharge to port No.1 HFO tank QR29
g) Start the sludge transfer pump and fill the incinerator waste oil
U
tank.
h) Shut off the steam heating of the tank being discharged when it
is empty.

Illustration 2.6.4a Incinerator Fuel Oil Service System

Shore Connections
From MDO
QR21 Transfer Pump
QR51 QR51
y
Flue Gas Fan
op
MDO
Tank For
Incinerator
QU1
Flue Gas Damper
XA
C
Pilot Diesel Oil
Supply Pump
80 litre/hour
PI PI
QU8
d
QU2 QU4 TI TI
LS
Incinerator
Waste Oil
lle
Mixing Tank
PI
Combustion LS
Chamber QU5 QU15
Incinerator Sludge Supply
Sludge Pump
Burning Pump
o
QU6
To FO
To No.1 HFO
QU3 Sludge tank QD7
Tank (Port)
tr Sludge Collecting
QR34
on
QR27 From
PS Pump 5m3/h To FO Bilge
Drain Tank Pump
QR30 QR29 QR31
PI
From Saturated PI
Steam System
Sludge Pump
nc
QU7
To Bilge Dirty Water Tank 83 litre/min
P
To FO
To FO Sludge Drain Tank
Tank
Key
U
Sludge QR80
Sea Water Crossover Main QR33 QR32 QU13 QR25
QR82 QR79
MDO System QD12 To Bilge Pump
Bilge Dirty Water Tank From LO From FO From FO
Steam High Suction Sludge Tank Sludge Tank Drain Tank
Bilge Clean Bilge Dirty Water Tank
Sea Water Water Tank Low Suction QD26

2.6.4 Incinerator Fuel Oil Service System The sludge collecting pump can take suction from: i) Supply steam heating to the incinerator waste oil tank.
• Bilge tank; clean
Sludge Transfer Pump j) Shut off steam tracing.
Maker: Allweiler • Bilge tank; dirty (high and low suctions)
y
k) When the line has cooled shut all isolating valves.
Type: Stator
Model: AE1E50-ID/111P01 Procedure for Transferring Waste Oil to the Incinerator Waste
Oil Tank Procedure for Operating the Incinerator Waste Oil System
op
No. of sets: 1
Capacity: 83 litres/min
a) All valves are initially closed. Waste oil should be allowed to settle in the incinerator waste oil tank with
steam heating applied. Water should be drained off the tank before the waste
Sludge Collecting Pump b) Supply steam heating to the heating coils of the tanks to be oil is burned.
Maker: Unknown transferred.
C
Type: Stator a) Supply steam heating to the incinerator waste oil tank and open
Model: Unknown c) Supply steam heating to the steam tracing lines. the drain valve QU6 in order to drain water from the tank.
No. of sets: 1
CAUTION b) Open the incinerator waste oil tank quick-closing outlet valve
Capacity: 5m3/h QU15 and the recirculating valve QU4; start the incinerator
Trace heating should not be applied to sections of pipeline isolated by
d
sludge supply pump. Waste oil/sludge in the incinerator waste
closed valves on the FO side, as damage, such as blown flange joints,
Incinerator Dosing Pump could occur due the expansion of the contents.
oil tank will be circulated back to the tank. This has the effect
Maker: Mono of dispersing any water droplets throughout the oil charge and
lle
of equalising the temperature of the waste oil charge.
Model: SB14R5/HMO d) Open one set of the following suction valves in the table below.
No. of sets: 1 The suction valve from the sea water main QD26 must be
c) When the incinerator is at the correct temperature on MDO
closed.
firing the burning of waste oil can commence. Open the supply
The incinerator burner is supplied with MDO from an independent incinerator valves to the incinerator and close the recirculation valve
MDO service tank. MDO is used to burn garbage and to assist with the burning Description Valve
o
QU4.
of waste oil. Pump suction from FO sludge tank QR25
Pump suction from FO drains tank QR32 d) Activate the burning of waste oil by selecting SLUDGE burning
A sludge oil tank for the incinerator supplies the incinerator sludge burner
with sludge/waste oil, this tank in turn is supplied with sludge/waste oil by the
sludge transfer pump.
tr
Pump suction from LO sludge tank
e) Ensure that the sludge pump suction filter is clean.

QR33
e)
at the control panel.
When the waste oil tank is empty shut down the incinerator and
waste oil burning system.
on
The sludge transfer pump can take suction from: f) Set up the sludge transfer pump discharge valves as in the table
• FO sludge tank below. Procedure for Operating the Incinerator Pilot Diesel Oil
• LO sludge tank System
• FO drain tank
Open Sludge pump discharge valve to incinerator QR30 a) Open the incinerator MDO tank outlet quick-closing valve QU1
nc
waste oil tank and the pilot burner suction valve QU2.
The sludge transfer pump discharges to:
Closed Discharge to shore connection QR31
• FO sludge tank Closed Discharge to FO sludge tank QR27 The incinerator MDO system is now set and the incinerator may be operated.
• Shore connections (port and starboard) Closed Discharge to port No.2 HFO tank QR29
• Port No.2 HFO tank (isolated with a spectacle blank)
U
g) Start the sludge transfer pump and fill the incinerator waste oil
• Incinerator waste oil tank tank.
Sludge collected in the bilge dirty water tank is transferred to the FO sludge h) Shut off the steam heating of the tank being discharged when it
tank via an independent sludge transfer pump, this pump can also draw from is empty.
the bilge clean water tank.

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
Main Deck Manifolds Key
AT17 AT18 Heavy Fuel Oil
y
AT15 AT16
Diesel Oil
AT11 AT12
op
AT109
AT4 AT5 AT4

AT2 AT3 AT111
LAH LAH LAH LAH LAH
C
HFO Storage HFO Storage HFO Minor HFO Storage HFO Storage
Tank No.1 Tank No.2 Tank Starboard Tank No.1 Tank No.2
Port Port (153.7m3) Starboard Starboard
(217.7m3) (410.9m3) (217.7m3) (346.9m3)
TAH TAH TAH TAH
d
QR7
LAH LAH
LS
HFO Settling HFO Service
lle
Tank Tank
LAH (51.2m3) (38.4m3)
TAH TAH
MDO Service
Tank QR9 QR10 QR8 QR24
(33.7m3) LS
LAL LAL
o
QR37 QR36
To Auxiliary
To FO
Separator
Feed Pumps
QR28
SR29
SR6
QR44
QR83
Boiler
tr
on
QR39
QR14 QR22
To No.1 HFO Purifier AT107
QR13 QR23
SR19
SR9 HFO Transfer
Pump
QR38 To MDO Purifier QR12 50m3/h
nc
QR15 QR1
QR5 QR19 QR18 QR16
Auto Start/ MDO Transfer
Stop Pump QR17 AT8
50m3/h
QR4
U
QR28 QR40
AT7
LAH
LAH MDO Storage DB MDO Storage DB LAH
Tank Port (57.9m3) QR6 QR11 Tank Starboard (71.0m3)
FO Overfill Tank

2.7 Fuel Oil and Diesel Oil Transfer the FO settling tank. The fuel oil can be transferred from one storage tank to Preparation and Procedure for Loading and Transfer of
Systems another for trim or other purposes, using the transfer pump and the bunkering Bunkers
line. The service tank can be drained using the transfer pump.
2.7.1 Fuel Oil and Diesel Oil Bunkering and Before and during bunkering, the following steps should be complied with:
y
Outlet valves from all fuel tanks are remotely operated quick-closing valves,
Transfer System
with a collapsible bridge which can be pneumatically operated from the fire
Note: Maersk rules and regulations covering the loading and transfer of fuel
control station. After being tripped from the fire control station the valves
op
Heavy Fuel Oil Transfer Pump oil bunkers must be complied with at all times.
must be reset locally. The service and settling tanks are also fitted with a self-
Maker: Hounttuin BV closing test cock to test for water and to drain any water present. Tundishes
The purpose of the following procedure is to ensure that bunkers of the correct
Model: 200 Serie under the self-closing test cock drain any liquid to the FO drain tank. All tanks
specification and agreed quantity are received on board in a safe and efficient
No. of sets: 1 are provided with local and remote temperature indication plus remote level
manner.
indication in the cargo control room via the IPH-Automation and Monitoring
Capacity: 50m3/h at 4.0kg/cm2 system. The tanks also have an overfill alarm.
C
a) Shore and barge tanks should be checked for water content.
Marine Diesel Oil Transfer Pump The HFO transfer pump is used to transfer HFO from any of the HFO storage
b) Representative samples are to be drawn using the continuous
Maker: Allweiler tanks to the HFO settling tank prior to separation. The HFO transfer pump
drip method for the duration of the loading operation and
Model: SNF 940ER42 U12.1W1 may be started and stopped manually but it is normally arranged for automatic
dispatched for analysis.
starting and stopping by means of the float switches in the HFO settling tank.
d
No. of sets: 1
In order to allow for this the pump mode switch in the starter panel (in the
Capacity: 50m3/h at 4.0kg/cm2 c) Where possible new bunkers are to be segregated on board prior
ECR) must be set to AUTO. The pump is started by the low level switch in the
to use until results of laboratory analysis are received.
HFO settling tank and is stopped by the high level switch. If the HFO transfer
lle
pump is used on the MDO system it must be operated manually. The MDO
Fuel Oil System d) No internal transferring of bunkers should take place during
transfer pump can only be operated manually.
bunker loading operations, unless permission has been obtained
Introduction from the Chief Engineer.
All fuel oil tanks are fitted with heating coils, heating steam being supplied at
Fuel oil, for all purposes on board the ship, is stored in five fuel oil bunker 7.0kg/cm2 from the heating steam system. Condensate from the heating coils
o
e) The Chief Engineer should also calculate the estimated finishing
tanks located forward of the engine room. There are two on the port side and flow to the cascade tank via an oil detector and observation tank. All fuel oil
ullages/dips, prior to the starting of loading.
three on the starboard side. From the storage tanks, fuel oil is transferred to a transfer lines are trace heated by steam also at 7.0kg/cm2.
fuel oil settling tank, where it is allowed to settle prior to being purified into the
fuel oil service tank. Fuel oil is supplied to the main engine, generator engines
and auxiliary boiler from the fuel oil service tank. If necessary, the auxiliary
boiler can be supplied directly from the HFO settling tank. tr
Heavy Fuel Oil Tanks
Compartments Location Capacities (m3)
f) Bunker tanks should not exceed 95% full.
g) Any bunker barges attending the vessel are to be safely moored

alongside before any part of the bunker loading operation
on
Frame Full 98% Full 95% Full begins.
The fuel oil storage tanks are filled from fuel oil bunkering line connections No.1 HFO Tank (P) 42-44 217.7 213.3 206.8
located at the cargo manifold. The bunkering line is fitted with a relief valve,
No.1 HFO Tank (S) 42-44 217.7 213.3 206.8 h) Level alarms fitted to bunker tanks should be tested prior to any
which discharges into No.1 HFO tank starboard. The HFO storage tanks all
No.2 HFO Tank (P) 36-42 410.5 402.3 390.0 bunker loading operations.
overflow to the FO overflow tank.
No.2 HFO Tank (S) 36-42 346.7 339.8 329.4
i) Verify that all lines are sound, by visual inspection.
nc
The HFO pump is located in the port forward area of the engine room floor HFO Minor Tank (S) 36-42 153.6 150.5 145.9
and is used to transfer fuel oil from the storage tanks to the settling tanks at HFO Settling Tank (P) 36-39 51.2 50.2 48.6 j) Complete the pre-transfer check list.
a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible to use the diesel
HFO Service Tank (P) 36-39 38.4 37.6 36.5
oil transfer pump for fuel oil service, and vice versa in an emergency. The
FO Overflow Tank (P) 34-38 21.8 21.3 20.7 k) All personnel involved should be aware of the contents of the
spectacle pieces separating the suction lines and discharge lines are normally
FO Drain Tank (P) 34-36 6.2 6.1 Chief Engineer’s bunker loading plan.
in the blanked position. Heavy fuel oil is transferred to the service tank by the 5.9
U
HFO separators. FO Sludge Tank (Ctr) 37-38 21.6 21.1 20.5 l) The Chief Engineer is responsible for bunker loading operations,
Total 1485.4 1455.7 1411.1 assisted at all times by a sufficient number of officers and
The FO settling tank overflows to the FO overflow tank and the FO service
ratings to ensure the operation is carried out safely.
tank overflows to the FO settling tank. The fuel oil transfer pump is used to
pump the contents of the fuel oil overflow tank to the fuel oil storage tanks or
m) A watch should be kept at the manifold during loading.

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
y
AT15 AT16
Diesel Oil
AT11 AT12
op
AT109
AT4 AT5 AT4

AT2 AT3 AT111
LAH LAH LAH LAH LAH
C
(217.7m3) (410.9m3) (217.7m3) (346.9m3)
TAH TAH TAH TAH
d
QR7
LAH LAH
LS
lle
Tank Tank
LAH (51.2m3) (38.4m3)
TAH TAH
MDO Service
(33.7m3) LS
LAL LAL
o
QR37 QR36
To Auxiliary
To FO
Separator
Feed Pumps
QR28
SR29
SR6
QR44
QR83
Boiler
tr
on
QR39
QR14 QR22
QR13 QR23
SR19
SR9 HFO Transfer
Pump
nc
QR15 QR1
QR5 QR19 QR18 QR16
Stop Pump QR17 AT8
50m3/h
QR4
U
QR28 QR40
AT7
LAH
FO Overfill Tank

n) Personnel involved in the operation should be in radio contact c) Open the filling valve(s) on the fuel oil storage tanks to be filled m) Close the valve at the bunkering connection.
with each other. as shown in the following table:
n) Open the vent at the bunkering connection and allow the hose
o) The maximum design pressure in the bunker line should not be Description Valve to drain back to the supplier.
exceeded.
y
No.1 port HFO bunker tank AT2
o) Disconnect the hose connection and replace the blank.
No.2 port HFO bunker tank AT3
p) Safe means of access to barges/shore shall be used at all times.
No.1 starboard HFO bunker tank AT5
op
p) Close the tank filling valves.
q) All scuppers and save-alls (including those around bunker tank No.2 starboard HFO bunker tank AT6
vents) should be effectively plugged. HFO minor tank AT4 To Transfer Fuel Oil Using the Fuel Oil Transfer Pump
r) Drip trays are to be provided at bunker hose connections. d) Open the valve at the selected bunkering connection at the cargo a) Open the suction valves (as shown below) at the storage tank
manifold and the aft isolating valve as shown in the following from which fuel is to be transferred:
C
s) Oil spill containment and clean-up equipment must be deployed table:
and ready for use.
Description Valve
Description Valve
t) Loading should start at the agreed minimum loading rate. Only HFO overflow tank QR68
Port forward manifold valve AT17
upon confirmation of no leakage and fuel (only) going into No.1 port HFO bunker tank QR9
d
the nominated tanks, should the loading rate be increased. The Starboard forward manifold valve AT18
No.2 port HFO bunker tank QR10
allowable loading rates which is dependent on the nominal size Port aft manifold valve AT15
No.1 starboard HFO bunker tank QR8
of the bunker main and the filling branch lines is given in the Starboard aft manifold valve AT16
lle
No.2 starboard HFO bunker tank QR24
company’s GSMS, Item 1074. After deck isolating valve AT109
HFO minor tank QR7
u) When topping-off, the flow of oil to the tank in question should e) Establish effective communication between the control room HFO settling tank QR6, QR41, QR37
be reduced by diverting the flow of oil to another tank. In and the bunkering station (bunker barge or shore bunkering HFO service tank QR6, QR44, QR36
the case of the final tank, the loading rate should be reduced facility).
o
to 50m3/h at least 20 minutes before the finishing ullage is b) Open the HFO transfer pump discharge valve QR14 to the HFO
reached. This reduced pumping rate for topping-off the final f) Signal to the bunkering station to commence bunkering fuel oil settling tank.
tank must be agreed with the bunker barge before the loading at a slow rate.
of bunkers commences.
CAUTION tr
g) Check the ship to barge/shore connection and pipeline for
leaks.
c) Open the HFO transfer pump suction valve QR1.
d) Open the HFO transfer pump discharge valve QR12.

on
At least one bunker tank filling valve must be fully open at all times
during the bunkering operation in order to prevent overpressure of the h) Check that fuel oil is flowing into the required fuel oil storage e) Ensure that the HFO transfer pump discharge valve to the
bunker line. tank(s) and not to any other tank. bunker line QR13 is closed.
i) Increase the bunkering rate to the agreed maximum in compliance f) Open the pump suction isolating valve QR5 from the FO
Relevant information to be entered in the Oil Record Book on completion of
with GSMS 1074 limitations. Commence taking a representative storage tanks. Ensure that the pump suction valve QR4 from the
loading.
sample. FO overflow tank is shut.
nc
Procedure to Load Bunkers From Shore/Barge j) As the level in the first fuel oil storage tank approaches 90%, g) Select the HFO transfer pump for AUTO operation. The pump
close in the filling valve to top-up the tank slowly, then close the will start and stop automatically in response to the operation of
a) At the bunker connection to be used, remove the blank and filling valve completely when the required level is reached. the level switches in the HFO settling tank.
connect the bunkering hose.
U
k) Repeat above until only two tanks remain open, then signal to h) Check that fuel oil is being correctly transferred, i.e. that
b) Ensure that the blank on the other bunkering connections are shore to reduce the pumping rate. it is being transferred from the required storage tank to the
secure and that the valves are closed, the drain and sampling designated destination.
valves are closed and the drip tray is empty and the drain l) When down to the final tank, signal to shore to further reduce
closed. the flow rate to 50m3/h until the tank is full and then signal to i) The pump will stop automatically when in AUTO mode when
stop. the required amount of oil has been transferred.

Illustration 2.7.1b Fuel Oil Transfer System Using the Diesel Oil Transfer Pump
y
AT15 AT16
Diesel Oil
AT11 AT12
op
AT109
AT4 AT5 AT4

AT2 AT3 AT111
LAH LAH LAH LAH LAH
C
(217.7m3) (410.9m3) (217.7m3) (346.9m3)
TAH TAH TAH TAH
d
QR7
LAH LAH
LS
lle
Tank Tank
LAH (51.2m3) (38.4m3)
TAH TAH
MDO Service
(33.7m3) LS
LAL LAL
o
QR37 QR36
To Auxiliary
To FO
Separator
Feed Pumps
QR28
SR29
SR6
QR44
QR83
Boiler
tr
on
QR39
QR14 QR22
QR13 QR23
SR19
SR9 HFO Transfer
Pump
nc
QR15 QR1
QR5 QR19 QR18 QR16
Stop Pump QR17 AT8
50m3/h
QR4
U
QR28 QR40
AT7
LAH
FO Overfill Tank

j) The line valves are left in the open position when the system is Diesel Oil System To Load Bunkers From Shore/Barge
set for AUTO operation. At the bunker connection to be used, remove the blank and connect the
Introduction
bunkering hose. Arrange a drip tray beneath the connection.
CAUTION
Diesel oil (MDO) for all purposes on board the ship is stored in two diesel oil
y
When a HFO storage tank approaches low level the HFO transfer pump double bottom storage tanks located below the engine room area. From the a) Ensure that the blank on the other bunkering connection is
should be operated manually so that it can be stopped immediately that storage tanks, MDO is transferred to the diesel oil service tank, using the MDO secure and that the valve is closed; also ensure that the drain
it loses suction; dry running of the pump can cause serious damage. purifier or transfer pump. MDO can be supplied to the main engines, generator valves are closed.
op
engines and boiler from the DO service tank. The inert gas system, incinerator
and emergency generator tanks can be filled from the diesel oil service tank b) Open the filling valve(s) on the diesel oil storage tanks to be
To Transfer Fuel Oil Using the Diesel Oil Transfer Pump
using the transfer pump or from the main storage tanks using the purifier. filled. The respective filling valve is located below the floor
a) Rearrange the spectacle pieces in the discharge and suction plate area in the vicinity of each storage tank. The MDO bunker
crossover lines between the diesel oil and fuel oil pumps to the line overpressure relief valve is located just above the starboard
The diesel oil storage tanks are filled from a diesel oil bunkering line located
open position. Ensure that the DO and HFO tank valves are shut double bottom storage tank filling valve.
C
at the cargo manifold. The diesel oil transfer pump is located port forward on
along with the suction line isolating valves before the spectacle
the engine room floor and is used to transfer DO from the storage tanks to the
blanks are rotated. Description Valve
MDO service tank at a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible
to use the fuel oil transfer pump for diesel oil service, and vice versa. Port storage tank filling valve AT7
b) Open the diesel oil transfer pump suction valve QR18 and the
pump cross-connection suction valve QR11. Starboard storage tank filling valve AT8
d
The MDO service tank overflows to the port MDO storage tank via a line fitted
with a sight glass. c) Open the valve at the bunkering connection at the cargo
c) Open the diesel oil transfer pump discharge valve QR19 and the
pump cross-connection discharge valve QR15. manifold.
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Diesel Oil Tanks
d) Open the selected fuel oil storage tank suction valve. Description Valve
Compartments Location Capacities (m3)
Frame Port manifold valve AT11
e) Open the selected tank inlet valve. 100% 98% 95%
Starboard manifold valve AT12
MDO service tank 33-36 33.8 33.1 32.1
o
f) Ensure all diesel tank inlet valves are closed and the pump MDO storage tank (P) 21-42 58.1 56.9 55.2 d) Establish effective communication between the control room
discharge line isolating valve QR23 to the main deck manifolds MDO storage tank (S) 21-42 71.0 69.6 67.5 and the bunkering shore/barge station.
is closed. Total 162.9 159.6 154.8
g) Start the diesel oil transfer pump manually, ensure that the
FO is being drawn from the correct storage tank and is being tr
All outlet valves from all diesel oil tanks, apart from double bottom storage
tanks, are remotely operated quick-closing valves with a collapsible bridge
e) Signal to the shore/barge station to commence bunkering diesel
oil at a slow rate.
on
transferred to the HFO settling tank. f) Check the ship to shore connection and pipeline for leaks.
which can be pneumatically operated from the fire control station. After being
tripped from the fire control station the valves must be reset locally. The
h) The automatic cut-in/out float switches in the HFO setting tank g) Check that diesel oil is flowing into the required diesel oil
MDO service tank is fitted with a self-closing test cock to test for water and
will not operate for MDO transfer pump operations, therefore storage tank(s), and not to any other tank.
to drain any water present. Tundishes under the self closing test cock, drain
the MDO pump must be started and stopped manually when
any liquid to the FO drain tank. The double bottom MDO tanks are fitted with
the required amount of fuel oil has been transferred to the HFO h) Increase the bunkering rate to the agreed maximum rate.
remote level indication in the cargo control room via the IPH-Automation and
nc
settling tank.
Monitoring system.
i) As the level in the first diesel oil storage tank approaches 90%,
CAUTION signal to shore/barge to reduce the pumping rate and open the
Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior Preparation for the Operation of Loading Diesel Oil second tank as necessary. Ensure another MDO tank filling
to restoring it to diesel oil service. This can be achieved by opening the valve is open before shutting-in and closing the first tank
diesel oil suction, and then pumping for a few moments with a discharge The procedures for loading MDO is the same as that previously described for down.
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to the fuel oil tanks open. Before starting the pump to transfer diesel HFO. The same precautions must be taken.
oil, make absolutely sure that all discharges to the fuel oil system are j) When down to the final tank, signal to shore to further reduce
securely closed and spectacle pieces in the suction and discharge are the flow rate until the tank is full and then signal to stop.
restored to the closed position.
k) Close the valve at the bunkering connection.

Illustration 2.7.1c Diesel Oil Transfer System Using the Diesel Oil Transfer Pump Key
Main Deck Manifolds
y
AT15 AT16
Diesel Oil
AT11 AT12
op
AT109
AT4 AT5 AT4

AT2 AT3 AT111
LAH LAH LAH LAH LAH
C
(217.7m3) (410.9m3) (217.7m3) (346.9m3)
TAH TAH TAH TAH
d
QR7
LAH LAH
LS
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Tank Tank
LAH (51.2m3) (38.4m3)
TAH TAH
MDO Service
(33.7m3) LS
LAL LAL
o
QR37 QR36
To Auxiliary
To FO
Separator
Feed Pumps
QR28
SR29
SR6
QR44
QR83
Boiler
tr
on
QR39
QR14 QR22
QR13 QR23
SR19
SR9 HFO Transfer
Pump
50m3/h
nc
QR38 To MDO Purifier QR12
QR15 QR1
QR5 QR19 QR18 QR16
Stop Pump QR17 AT8
50m3/h
QR4
U
QR28 QR40
AT7
LAH
FO Overfill Tank

l) Open the vent at the bunkering connection and allow the hose To Transfer Diesel Oil Using the Fuel Oil Transfer Pump
to drain back to the supplier.
CAUTION
m) Disconnect the hose connection and replace the blank. Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to
y
using it on diesel oil service. This can be achieved by opening the diesel oil
n) Close all tank filling valves. suction and then pumping for a few moments with a discharge to the fuel oil
op
tanks open. Before starting the pump to transfer diesel oil, make absolutely
To Transfer Diesel Oil Using the Diesel Oil Transfer Pump sure that all discharges to the fuel oil system are securely closed.
a) Open the suction valve from the storage tank to be transferred. a) Rearrange the blanks in the crossover between the MDO and
HFO pump discharge and suction connections, to the open
Description Valve position.
C
Port MDO storage tank QR28
b) Open the HFO transfer pump suction valve QR1 and the cross-
Starboard MDO storage tank QR40 connection suction valve QR11.
Secondary valve from storage tanks QR16
MDO service tank QR39, QR38, QR17 c) Open the HFO transfer pump discharge valves QR12 and the
d
cross-connection discharge valve QR15.
b) Open the inlet valve of the tank to be filled.
d) Start the HFO transfer pump and follow the previous procedure
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c) Open the diesel oil transfer pump suction valve QR18. for transfer using the MDO pump and the cross-connection
lines.
d) Open the diesel oil transfer pump discharge valve QR19 and the
pump outlet valve to the DO service tank, QR22.
o
e) Start the diesel oil transfer pump.
f) Check that diesel oil is being correctly transferred, ie, that

it is being transferred from the required storage tank to the
designated destination.
g) Stop the pump when the required amount of oil has been
tr
on
transferred.
h) Close all valves.

nc
U

Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

N.C.
QR45
SR56 SR57
Emergency Inert Gas
y
Generator Generator
MDO Tank QR47 MDO Tank
Heater Heater Heater
op
P P
SR55 SR54 SR53 MDO HFO HFO
Service Settling Service
QR21 PI Tank Tank Tank
PI PI PI (33.8 m3) (51.2 m3) (38.4 m3)
Incinerator
MDO Tank
C
SR32 SR31 SR30
QR39 QR37 QR36
TT2 To FO TT2 To FO TT2 To FO

Drains Drains Drains
TT1 TI System TT1 TI System TT1 TI System
SR61 SR61 SR58
d
SR1 SR11 SR20
SR63
SR3 SR14 SR23 SR28
lle
QR44
SR4 SR13 SR22 To HFO
SR2 SR12 SR21
Transfer Pump
SR6
SR74 SR29
SR64 SR5 SR10 SR15

NC SR24 To MDO
SR76
o
Transfer Pump
PT PI PT PI PT PI SR8
MDO
P
tr SR16
SR48 P
SR25
on
P
MDO Purifier
Separator Pump No.1 HFO No.2 HFO HFO
Separator HFO Separator Purifier
Purifier
Pump
Pump
P
P
P
SR27
SR51 SR50 SR49
nc
SR9 SR18
SR19
SR66 SR67
U
QR3 QR20 Key

To Clean Bilge Fuel Oil
MDO MDO Water Tank
Tank Tank SR58
FO Sludge Tank
(Port) (Stbd) (21.6 m3) Marine Diesel Oil

2.7.2 Fuel Oil and Diesel Oil Purifying System The EPC-400 Controller A specific amount of water is added to the separator bowl to form a water
The separators are controlled by means of an EPC-400 controller which seal. During operation, oil is fed to the bowl and sludge/water from the oil
supervises the operation of the separator and initiates sludging of the bowl and accumulates at the periphery of the bowl. Cleaned oil is pumped from the
Fuel Oil Separators
draining of any water as required. The EPC-400 also allows for the setting of separator by the integrated paring disc. Any water is discharged from the bowl
y
Maker: Alfa Laval to the sludge tank. At timed intervals during the separation process the oil
temperatures to suit different specific gravities of oil. System parameters may
No. of sets: 3 be selected and set at the EPC-400 panel but once set for a particular oil the feed to the bowl is stopped, displacement water is added to the bowl to reduce
Model: MFPX307 the oil loss and the bowl is opened to initiate a sludge discharge. The bowl
op
parameters need not be changed unless the oil specific gravity is changed or
the separation requirements are changed. is then closed, conditioning water added and the oil supply resumed to begin
Type: Centrifugal, partial discharge, self-cleaning
separation again.
Capacity: 4,000 litres/h
The separator is designed so that it will act as a clarifier with separation of
solids from the oil, or it may operate as a purifier with separation of liquids The ALCAP operating system discharges sludge and water from the bowl at
Fuel Oil Separator Pumps (water from oil) and solids from liquids. As a purifier the separator requires preset intervals or when needed. Water is discharged from the bowl as it is
removed from the oil. If traces of water escape with the discharge oil this small
C
Maker: IMO the correct gravity disc fitting for the specific gravity of the oil being separated
and the EPC-400 controller must be informed that the separator will act as a amount of water is detected by the ALCAP system monitor located in the oil
Model: ACP038N1NVBP purifier or a clarifier. By default the parameter setting is for clarifier operation, outlet. Depending on the period of the operating cycle that the water transducer
No. of sets: 3 therefore if the separators are to act as a purifier then the parameter settings picks up on the presence of water in the oil discharge, the control system will
must be changed accordingly. The controller initiates bowl openings for either respond by initiating a bowl sludge operation or the opening of the water
Capacity: 4,000 litres/h at 4.0kg/cm2
drain valve. During normal operation with oil having a low water content,
d
sludging at timed intervals and at other times when water is detected in the oil
discharge. sludging of the bowl takes place at preset intervals. When the maximum time
Introduction between sludging has elapsed, displacement water is added to the bowl. This
water eliminates the risk of oil loss during the sludge discharge. The interface
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Each fuel oil separator has a feed pump and heater, and there are cross- The separator manual must be consulted for parameter settings if these need to
be changed but changes of parameter values must only be made with approval between the oil and water moves towards the disc stack and the ALCAP sensor
connections, which allow the feed pumps, heaters and separators to be used detects the increase in water and the sludge operation is initiated.
in any configuration. The separator feed pumps take suction from the settling of the Chief Engineer.
tank and discharge through the heat exchanger to the separator and then to the When processing HFO with a high water content, the operation of the sludge
fuel oil service tank. The heater uses steam at 7.0kg/cm2 to heat the fuel oil up Heater Temperature Setting cycle before the minimum preset sludge time is reached will activate an alarm
o
to a temperature of 98°C using a temperature control loop which controls the after two consecutive rapid process cycles. This may indicate a fault in the
The heater temperature is set at the EPC-400 control unit, the temperature set
steam supply to the heater. A control valve at the inlet to the separator diverts bowl flushing water system or in the steam heater. Water in the fuel passing
point being parameter P7. At the control unit panel the mode selector switch
the fuel oil back to the heater inlet while the oil is heating up and until the to the service tank can cause engine operating problems, particularly for the
is turned to position P (programming) and PRO will flash in the display. Press
separator is ready for use.
There are three separators, one separator being designated for MDO and two
being used for HFO. The three separators can be used for HFO or MDO duty
tr
the upper selection pushbutton until C1 1 is displayed indicating process
parameters. Select code C1 12 which allows for changes to be made in process
parameters. Press the upper selection pushbutton again until 7 is displayed
diesel generator engines. The separators are set to operate as clarifiers with
the ALCAP system controlling sludge discharge. Water and sludge discharged
from the separator is collected in the FO sludge tank. The oil flow rate through
on
(this is the temperature set point parameter). The value of the parameter the separator is regulated by the delivery from the feed pump which has a
by changing over spectacle pieces. constant output.
(temperature) may be changed by pressing the parameter value pushbuttons
to raise or lower the parameter value; the display will flash whilst changes
The centrifugal separators are automatically controlled with self-discharging WARNING
are made. When the correct value has been selected the upper parameter
of sludge to the fuel oil sludge tank.
selection pushbutton is pressed and the display stops flashing. When selection Care must be taken when operating the separator system. Hot oil and
is complete return the display to code C1 1 and the turn the selector switch steam are present and can result in serious injury if leakage occurs.
nc
The bowls of the separators are sealed using water from the domestic fresh
from the P position back to the L (local) position. There is a fire risk from the presence of hot oil and all precautions must
water system. The same water source is used to flush the sludge from the bowl
be taken to prevent a fire including basic housekeeping practices, such
when the automatic control mechanism switches the separator to cleaning
as lagging repairs and prompt cleaning of any spills. The extinguishing
mode. The separators and their supply pumps are all locally operated, although The ALCAP System system must be checked frequently.
they are remotely monitored. The separators, pumps and heaters are all located
in the separator room. The MFPX separator operates as a clarifier, cleaned oil leaving the separator
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through the oil outlet whilst water is discharged at the water outlet and sludge
accumulates at the periphery of the separator bowl. The EPC-400 control
unit supervises the operation of the entire separation system, monitoring the
separator output, controlling the unit and activating alarms as necessary. When
operating as a purifier the correct size of gravity disc must be fitted to the
purifier to suit the specific gravity of the fuel oil being treated.

Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

N.C.
QR45
SR56 SR57
Emergency Inert Gas
y
Generator Generator
MDO Tank QR47 MDO Tank
Heater Heater Heater
op
P P
SR55 SR54 SR53 MDO HFO HFO
Service Settling Service
QR21 PI Tank Tank Tank
PI PI PI (33.8 m3) (51.2 m3) (38.4 m3)
Incinerator
MDO Tank
C
SR32 SR31 SR30
QR39 QR37 QR36
TT2 To FO TT2 To FO TT2 To FO

Drains Drains Drains
TT1 TI System TT1 TI System TT1 TI System
SR61 SR61 SR58
d
SR1 SR11 SR20
SR63
SR3 SR14 SR23 SR28
lle
QR44
SR4 SR13 SR22 To HFO
SR2 SR12 SR21
Transfer Pump
SR6
SR74 SR29
SR64 SR5 SR10 SR15

NC SR24 To MDO
SR76
o
Transfer Pump
PT PI PT PI PT PI SR8
MDO
P
tr SR16
SR48 P
SR25
on
P
MDO Purifier
Separator Pump No.1 HFO No.2 HFO HFO
Separator HFO Separator Purifier
Purifier
Pump
Pump
P
P
P
SR27
SR51 SR50 SR49
nc
SR9 SR18
SR19
SR66 SR67
U
QR3 QR20 Key

To Clean Bilge Fuel Oil
MDO MDO Water Tank
Tank Tank SR58
FO Sludge Tank
(Port) (Stbd) (21.6 m3) Marine Diesel Oil

Preparation for the Operation of the Heavy Fuel Oil Separator Description Valve n) Open the fresh water supply to the separators (see Section
System 2.14.1).
No.2 separator feed pump discharge valve SR25
No.2 separator heater inlet valve SR21 o) With the separator up to full speed initiate the operation control
a) Transfer oil to the HFO settling tank using the HFO transfer
y
pump. No.2 separator inlet valve SR20 sequence by pressing the separator START/STOP pushbutton
No.2 recirculating valve to FO settling tank SR23 on the EPC-400 panel. The water valve should open for
b) Check the level of fuel oil in the HFO settling and service No.2 separator outlet valve to service tank SR24 approximately 5 seconds in order to close the bowl, check that
op
tanks. this has happened.
b) Open the instrument air supply to the separator to be used.
c) Open the self-closing test cock on the settling tank, close it Illustration 2.7.2b Fuel Oil Separator Control Panel EPC-400
when all water and sediment has been drained off. c) Ensure the separator brake is off and the separator is free to
rotate. ALFA LAVAL
d) All valves in the separator system should be initially closed.
C
1
TT2
d) Ensure that the correct gravity disc is fitted if the unit is being TT1 MT4 PS41 PS42
e) Open the valves as shown in the table below depending upon used as a purifier.
the services selected, separator selected, heater selected and FO ST1 GT1
2
feed pump selected. e) Check that the ALCAP system is operational and that the MPFX
d
control unit is working. 3
Normal operation is carried out using either No.1 or No.2 HFO separator with
associated heater and feed pump. The suction is taken from the HFO settling f) Ensure that control air is available for operating the three-way V1 MV10
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tank and discharged to the HFO service tank. Flow should be regulated to control valve.
maintain the level in the service tank with the main engine, generator engines
V5
MV16
MV15
and auxiliary boiler in use. g) Ensure the bowl is assembled correctly and that the separator 4
cover is secure.
MPFX EPC-400
Operation of the Heavy Fuel Oil Separation System

h) Check that the separator gearbox oil level is correct.
o
Key
1 - Heater Button
a) With all valves in the system closed, open the valves listed 2 - Separation/Stop Button
below. i) Supply trace heating steam by opening the necessary steam and 3 - Discharge Button
drain valves.
Description
No.1 separator and No.1 feed pump in use
Valve
tr
j) Supply electrical power to the starter panel and start the separator
HFO feed pump by pressing the pump START pushbutton. Oil
The outlet three-way valve will change position and allow oil to flow to the
separator. Purified HFO will flow from the separator to the HFO service tank.
4 - Alarm Button
on
FO settling tank outlet valve QR37 will bypass the separator, returning to the settling tank through
the three-way control valve, SR61 for No.1 HFO separator or p) Check the separator is operating correctly with adequate
Line valve to separators SR29
SR58 for No.2 HFO separator and recirculation valve SR14 for throughput and that there is no vibration.
No.1 separator feed pump suction valve SR18
No.1 HFO separator or SR23 for No.2 HFO separator.
No.1 separator feed pump discharge valve SR16 q) Ensure there is no abnormal discharge from the water outlet or
No.1 separator heater inlet valve SR12 k) At the separator starter panel press the START pushbutton for sludge discharge.
nc
No.1 separator inlet valve SR11 the HFO separator. Check for the correct direction of rotation
and vibration during the speed increase period. The separator will operate continuously, desludging the bowl on a timer;
Recirculating inlet valve to FO settling tank SR57
discharge of sludge takes place at preset intervals or when water discharge in
No.1 separator outlet valve SR1 the oil outlet is detected.
l) Slowly open the steam supply to the heater and check that the
No.1 recirculating valve to FO settling tank SR14
heater control temperature is set at the desired value (normally
No.1 separator outlet valve to service tank SR15 98oC for HFO). r) Ensure the water outlet alarm is set correctly, allowing only
U
nominal water discharge.

No.2 separator and No.2 feed pump in use m) Press the heater START/STOP pushbutton at the control panel.
The EPC-400 panel will now control the steam regulating valve The separator will now operate on a timer, discharging sludge at preset
FO settling tank outlet valve QR37
on the heater unit. intervals.
Line valve to separators SR29
No.2 separator feed pump suction valve SR27

Procedure to Stop the Separator

a) Shut off steam to the heater, allowing the unit to continue to
operate for a short period.
y
b) On the control panel press the heater START/STOP pushbutton
to stop the heater and the separator START/STOP button to stop
op
the separator.
The separator will commence the shutdown sequence by shutting off the
HFO supply and instigating a bowl desludge. If the desludge procedure is
not undertaken, the bowl must be manually cleaned before the next start-up
procedure. (Manual desludging is available by pressing the manual desludge
C
pushbutton).
c) On completion of the sequence the separator may be electrically

isolated if required or readied for the next operating period.
d
d) Apply the brake during the run-down period.
e) Stop the separator feed pump.
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f) Shut off the water and control air supplies to the separator.
g) Shut all valves to the separator concerned.
o
Marine Diesel Oil Purification System
With all valves in the system closed, open the valves listed below.
Description
MDO service tank outlet valve
Valve
QR39 tr
on
MDO separator line suction valve SR08
MDO separator feed pump suction valve SR09
MDO separator heater inlet valve SR2
MDO separator inlet valve SR01
Recirculating inlet valves to MDO storage tank SR3, SR63
nc
MDO separator outlet valves to MDO service tank SR05, SR74
Operate the MDO purification system as above without using trace heating and
steam preheating.
U
The MDO separator can be operated using FO by altering the spectacle

pieces.
When changing back to MDO, ensure the lines are flushed back to the HFO
settling tank before resetting the spectacle piece on the recirculating line.

Illustration 2.8.1a Main Engine Lubricating Oil System TIC

PDI
RS16 M Main Engine Auto PA

1
Backflushing PDS
y
LO Filter
Main Cylinder Oil CP
RS1 Engine RS17 Service Tank
LO From RS33 RS34
op
Camshaft Cooler Working Air
LO TI TI PI
System RS32 LAL
Cooler RS35 From Filling
RS51
Connection
RS2 RS18 RS23
QB23 QB Cylinder LO Pump
TI RS3 TI PDI
19 RS24
Camshaft LO
C
RS4 Auto RS13 RS19 Back Flushing RS25
Backflushing RS21
QB22 Filter Drain
and Bypass Filter QB20 RS43
Valve
RS20 Bypass
RS5 RS22
LT Cooling PI Filter No.2 No.1
Water RS45
LT Cooling Cylinder LO Cylinder LO
d
PI Water Storage Tank Storage Tank
RS44
(20.0m3) (20.0m3)
RS36 RS37
lle
To LO To LO RS47
RS14 PI
Sludge Tank Sludge Tank
Piston Cooling
PI and Crosshead
Bearing Supply
PS QS14
RS15 PS PI
Backflushing Main Engine
o
Filter Drain LO Settling Tank
Valve To LO
To LO RS28 Transfer Pumps QS16 QS2
Sludge Tank
Main
P
RS7
P
RS8
Camshaft
LO Pumps
RS29
tr Engine
B&W
5S50MC Main Bearing,
Thrust Pads and
Chain Supply
RS38
on
P P
No.1 No.2 Main LO Pumps RS39

165 m3/h CJC Filter Unit
Main Engine LO LAL For Stuffing Box
V V
Sump Tank
CJC Filter Unit
For Camshaft
RS9 RS10
nc
To LO
P PS
Sludge Tank
RS11 RS12
U
Key
LAH LAH
Stuffing Box Stuffing Box Main Engine
Main Engine Camshaft To LO Lubricating Oil
Drain Circulating Scavenge
LO Sump Tank Sludge Tank
Tank Tank Air Box
LT Cooling Water
Drain Tank
LAL To FO
Air Drain Tank
RS30

2.8 Lubricating Oil Systems The turbocharger has an integral LO sump which is maintained at the correct Procedure for Operation of the Main Engine Lubricating Oil
level by adding oil as necessary. LO is circulated to the turbocharger bearings System
2.8.1 Main Engine Lubricating Oil System by pumps driven from the turbocharger shaft on the air and gas sides.
a) Check the level of oil in the main engine sump and top-up if
y
Main Lubricating Oil Pump Main Lubricating Oil System necessary.
Maker: Shinko
Model: SAE 150-2 Two vertical centrifugal pumps located aft of the main engine at engine room b) Supply steam to the main engine sump heating coil; this steam
op
floor level, supply oil through non-return valves at a rate of 165m3/h and a heating coil is located at the LO suction pipe and is used to
No. of sets: 2
pressure of 4.7kg/cm2. Oil is directed to all the main bearings, connecting rod assist circulation when the engine is cold. Normally steam
Capacity: 165m3/h x 4.7kg/cm2 heating of the LO is not required as the main engine LO sump
and crosshead bearings plus other internal running gear, such as the chain drive
and thrust bearing. is continuously purified.
Camshaft Lubricating Oil Pump
Maker: Allweiler c) Ensure all pressure gauges and instrumentation valves are
C
Oil is supplied to the crosshead by means of a telescopic pipe, this oil is used to
lubricate the crosshead bearing and guides. In addition oil flows through a bore open.
Model: SNF80ER46 U12.1-W1
No. of sets: 2 in the connecting rod to the bottom end bearing. The telescopic pipe supplies
oil to the crosshead for piston cooling purposes, this oil passing up a bore in d) Set up valves as shown in the following table:
Capacity: 6.0m3/h x 3.5kg/cm2
the piston rod to the piston cooling cavity. After cooling the piston the oil flows
d
back to the crosshead via the piston rod and is discharged into the crankcase Position Description Valve
Cylinder Lubricating Oil Transfer Pump and then the LO sump. Oil from the bearings drains to the crankcase and then Open No.1 LO pump discharge valve RS28
Maker: Allweiler to the LO sump. One of the two pumps will normally be running, with the other Open No.2 LO pump discharge valve RS29
lle
Model: SPF10R56 G8.3-W20 pump on standby, set to start in the event of the failure of the running pump
Open LO inlet valve to cooler RS18
discharge pressure, or voltage failure.
No. of sets: 1 Open LO outlet valve from cooler RS19
Capacity: 16 litres/m x 3.0kg/cm2 Open Auto filter inlet valve RS23
Note: When the pumps are set for AUTO CHANGE, the standby pump will
automatically cut-in on failure of a running pump or if the system pressure is Open Auto filter outlet valve RS24
Camshaft CJC Filter Unit
o
too low. However, if the duty pump is stopped on command (or inadvertently) Closed Auto filter bypass filter inlet valve RS21
Maker: CC Jensen from any of its start/stop positions, then the standby pump will not start as Closed Auto filter bypass filter outlet valve RS22
Model: HDU 27/-P the control system will recognise the shutting down of the pump as a human Open/set Main engine LO inlet valve to the main
No. of sets: 1
Stuffing Box CJC Filter Unit tr

duty pump set in MANUAL mode when it is in operation.
The main pumps discharge through a cooler where a three-way valve controls
e)
bearings, thrust collar and chain case
Set the duty pump selection switch on its group starter panel to
on
the AUTO CHANGE position, then start the LO pump.
Maker: CC Jensen the temperature by directing the oil through or bypassing the cooler. The oil is
Model: HDU 427/-P then passed through an automatic backflushing filter before the oil is supplied f) Put the auto backflush filter on line.
to the main engine. The auto-filter automatically backflushes itself when the
No. of sets: 1
pressure differential across it rises to 0.7kg/cm2. An alarm is activated if the g) Lubricating oil is now being supplied to the piston cooling oil
differential pressure reaches 0.9kg/cm2. A bypass filter is supplied for use spaces, crossheads and bearings; check that the LO pressures
The main engine has three separate lubricating oil systems: when the backflush filter is shut down for maintenance. Drains from all the
nc
are in the normal operating range.

1. Main lubricating oil system, which supplies lubricating oil bearings are led to the main engine sump.
under pressure from the sump to the crankshaft and crosshead h) Supply cooling water to the LO cooler from the LT fresh water
bearings. It also supplies cooling oil to the piston cooling cooling system which must be operating as described in Section
spaces. 2.5.2.
2. Camshaft lubricating oil system, which supplies oil under
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pressure to the camshaft bearings and cam boxes. i) Select the other main LO pump for standby operation by
placing its control operation mode selection switch to the
3. Cylinder oil system, which lubricates the cylinders and piston AUTO CHANGE position.
rings and is a once through system.

Illustration 2.8.1a Main Engine Lubricating Oil System TIC
PDI
RS16 M Main Engine Auto PA

1
Backflushing PDS
LO Filter
y
Main Cylinder Oil CP
RS1 Engine RS17 Service Tank
LO From RS33 RS34
op
Camshaft Cooler Working Air
LO TI TI PI
System RS32 LAL
Cooler RS35 From Filling
RS51
Connection
RS2 RS18 RS23
QB23 QB Cylinder LO Pump
TI RS3 TI PDI
19 RS24
Camshaft LO
C
RS4 Auto RS13 RS19 Back Flushing RS25
Backflushing RS21
QB22 Filter Drain
and Bypass Filter QB20 RS43
Valve
RS20 Bypass
RS5 RS22
LT Cooling PI Filter No.2 No.1
Water RS45
LT Cooling Cylinder LO Cylinder LO
d
PI Water Storage Tank Storage Tank
RS44
(20.0m3) (20.0m3)
RS36 RS37
To LO To LO RS47
lle
RS14 PI
Sludge Tank Sludge Tank
Piston Cooling
PI and Crosshead
Bearing Supply
PS QS14
RS15 PS PI
Backflushing Main Engine
Filter Drain LO Settling Tank
o
Valve To LO
To LO RS28 Transfer Pumps QS16 QS2
Sludge Tank
Main
P
RS7
P
RS8
Camshaft
LO Pumps P
RS29
trP
Engine
B&W
5S50MC Main Bearing,
Thrust Pads and
Chain Supply
RS38
on
No.1 No.2 Main LO Pumps RS39
165 m3/h CJC Filter Unit
Main Engine LO LAL For Stuffing Box
V V
Sump Tank
CJC Filter Unit
For Camshaft
RS9 RS10
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To LO
P PS
Sludge Tank
RS11 RS12
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Key
LAH LAH
Stuffing Box Stuffing Box Main Engine
Main Engine Camshaft To LO Lubricating Oil
Drain Circulating Scavenge
LO Sump Tank Sludge Tank
Tank Tank Air Box
LT Cooling Water
Drain Tank
LAL To FO
Air Drain Tank
RS30

j) Shut steam off the sump heating coil when the engine is warmed Open Fine filter inlet valve RS11 Closed No.2 main engine cylinder oil storage tank RS36
through. quick-closing outlet valve
k) When the main LO circulation system is operating at the correct
Open Fine filter outlet valve RS12 Position Description Valve
temperature check the system for leaks.
Open LO cooler inlet valve RS4 Closed Cylinder oil service tank bypass valve from RS51
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cylinder oil storage tanks
l) Take LO samples for analysis according to the company’s Open LO cooler outlet valve RS2
procedures. Open Line valve from cylinder oil storage tanks RS35
Closed LO cooler bypass valve RS3
op
Open Cylinder oil transfer pump suction valve RS34
Stuffing Box Drain System d) Supply cooling water to the camshaft LO cooler; see Central Open Cylinder oil transfer pump discharge valve RS33
Cooling System Section 2.5.2. Open Outlet valve from cylinder oil service tank RS32
Any leakage from the piston-rod stuffing box is drained to the stuffing box
Open Filter inlet valve RS43
drain tank. When there is sufficient quantity, the oil is transferred to the adjacent
e) Set the duty pump selection switch on its group starter panel to Open Filter outlet valve RS45
stuffing box LO circulating tank using the LO purifier. Circulation is continued
the AUTO CHANGE position, then start the LO pump. When
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through the purifier until all impurities are removed. The oil is then processed Closed Filter bypass valve RS44
the pressure has stabilised set the standby pump to the AUTO
through the CJC fine filter, either by circulating back to the circulating tank or
CHANGE position.
to the main engine sump. The fine filter unit may be operated for as long as b) Start the cylinder oil pump and transfer the desired quantity
required in order to remove all impurities before the LO is returned to the main of cylinder oil to the cylinder oil service tank. The cylinder oil
f) Start the CJC fine filter circulating pump.
engine sump. The stuffing box drain tanks may be pumped out by means of the transfer pump is started and stopped locally; a check must be
d
LO transfer pump if necessary. made on the service tank level to ensure that the tank is not
Cylinder Oil System overfilled.
Camshaft Lubricating System High alkaline lubricating oil is supplied to the main engine cylinders on a
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once through basis in order to lubricate the piston rings and to reduce wear c) Note the reading of the tank for measuring purposes.
A separate lubricating oil system supplies lubricating oil at a rate of 6.0m3/h
and counteract the acidity of the products of combustion. Each cylinder of the
and at a pressure of 3.5kg/cm2 to the camshaft bearings and cam followers d) Ensure the cylinder oil service tank outlet filter is clean.
engine is fitted with six oil injection pumps which pump a measured quantity
and exhaust valve actuators. Two horizontal gear type pumps supply the oil
of cylinder lubricating oil on each stroke of the engine into injection ports
through a cooler and filter to the camshaft lubricating oil supply rail. One of Oil will flow by means of gravity from the cylinder oil service tank to the
through the cylinder walls in order to supply oil to the running surface of the
the two pumps will normally be running, with the other pump selected for
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cylinder liner. The oil is injected when the piston rings are passing the injection cylinder lubricator boxes on the engine. Each cylinder lubricator box has a
standby, so that it will start in the event of running pump discharge pressure or float actuated filling valve so the lubricator boxes fill automatically from the
ports on the compression stroke. The lubricator operation is monitored by a
voltage failure. The cooler is circulated with cooling water from the central cylinder oil service tank.
no-flow detection system which activates a no-flow alarm should there be no
low temperature fresh water cooling system. All oil supplied to the camshaft
bearings is filtered in a automatic backflushing filter. In addition to this a CJC
fine filter circulates oil in the camshaft lubricating oil drain tank. The camshaft
LO drains back to the camshaft LO sump tank through a magnetic filter. tr
discharge from a pump unit.
The oil is supplied to the lubricator boxes, under gravity and through a filter
from the cylinder oil service tank. The cylinder oil service tank is replenished
e) Check the cylinder oil consumption on a daily basis. Ensure
that the consumption does not drop below the manufacturer’s
recommendations. False economy will result in excessive
on
as required from one of the two cylinder oil storage tanks. The storage tanks piston ring and cylinder wear and sticking rings.
Preparation for the Operation of the Camshaft Lubricating are filled from filling connections at the accommodation block on both port and
starboard sides of the ship. The cylinder LO pump is used to transfer cylinder f) Check the condition of the liner and piston rings, especially
Oil System during the running-in period. If there are any signs of dryness
LO from one of the cylinder LO storage tanks to the cylinder oil service tank.
the consumption should be increased.
a) Check the level of oil in the camshaft drains tank and top-up if
nc
necessary. Preparation for the Operation of the Main Engine Cylinder g) Ensure that all the cylinder oil injection points are receiving
Lubricating Oil System equal quantities.
b) Ensure all pressure gauge and instrumentation valves are open.
a) Set up the valves as in the table below. The arrangement assumes Each lubricator pump has a ball in the sight glass from the pump and the
c) Set up valves as shown in the table below: that cylinder oil is being transferred from No.1 cylinder oil position of this ball, about half way up the sight glass, indicates that the
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storage tank. lubricator pump is working. If the pump fails to operate the ball falls to the
Position Description Valve bottom of the glass and this activates a no-flow alarm.
Open No.1 camshaft LO pump suction valve RS9 Position Description Valve
Open No.1 camshaft LO pump discharge valve RS7 Open No.1 main engine cylinder oil storage tank RS37
Open No.2 camshaft LO pump suction valve RS10 quick-closing outlet valve
Open No.2 camshaft LO pump discharge valve RS8

Illustration 2.8.2a Stern Tube Lubricating Oil System
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Stern Tube
Header
Tank
op
9.750m + 1.50 ~ 3.00m
LAL
US1 US2
Full Load Line
C
9.750m US3
NC US4
Forward
Seal
Header
d
1 ~ 2m
Tank
US11 LAL
US10
NC
lle
HAL
US7
PI PI LAL
US12
Aft Seal
#1 #2 #3 #4 #5 US6 US5 Header Tank
Aft Seal Dosing US8
0.3 ~ 0.5m
Pump PI
o
Stern Tube
Pump
(0.5m3/h)
tr PS
PDI
PI
US13
on
US31 US32
PI PI
US33 US33
US16 US31 US32

PI PI Circulating Pumps
NC NC
(0.5m3/h)
nc
US17 US14
NC
NC US15 NC US9
Stern Tube LO To LO
Sump Tank Transfer and
LAL Purifying Systems
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Key
Lubricating Oil

2.8.2 Stern Tube Lubricating Oil System Procedure for the Preparation of the Stern Tube Lubricating c) Start the stern tube pump and check that there is a return flow
Oil System from the stern tube header tank via the sight glass.
Stern Tube Lubricating Oil Circulating Pump
Maker: Allweiler a) Ensure that all instrumentation valves are open. d) Ensure that the aft seal header tank is at the correct level and if
not replenish from the stern tube header tank via valve US4.
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Model: SPF10R46G8.3-W20
No. of sets: 2 b) Set the valves as shown in the tables below:
e) Set the aft seal dosing pump control panel to AUTOMATIC, the
Capacity: 0.5m3/h x 1.0kg/cm2 pump will start automatically when the ship is under way at a
op
Aft Seal shaft speed greater than 50 rpm.
Stern Tube Lubricating Oil Pump Position Description Valve
f) Start one stern tube circulating pump and select the other for
Maker: Allweiler Open Aft seal dosing pump discharge valve US6
automatic standby.
Model: SPF10R38G8.3-W20 Closed Aft seal dosing pump bypass valve US7
Open Aft seal dosing pump suction valve US5
C
No. of sets: 1 g) Check the LO tank level by operating the self-closing valves
Capacity: 0.5m3/h x 3.0kg/cm2 Open Aft seal return valve US8 at the top and bottom of the tank gauge glass. If necessary
Closed Header tank filling valve US4 replenish the tank by supplying LO from the stern tube LO tank
via the stern tube transfer pump.
Stern Tube Lubricating Oil Dosing Pump Closed Drain from tank US9
d
Maker: Elepon E.C.A.P. Corporation h) Check the system for water daily.
Model: CR-1N Forward Seal
No. of sets: 1 i) Take a sample for analysis from the sampling cock at intervals
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as dictated by the company’s operating policy.
Capacity (variable): Maximum 75 ml/min at 0.5kg/cm2 Open Outlet from forward seal header tank US10
Open Inlet to forward seal header tank US11 j) Ensure that the aft seal header tank is maintained at the required
The stern tube is lubricated by its own LO system and is sealed by a set of lip level, and if not run, down oil from the stern tube header tank
seals at the forward and aft end. by opening valve US4 for the required time to replenish the
Stern Tube
tank; close the valve US4 when the aft seal header tank is at the
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An aft seal LO dosing pump feeds the oil chamber between No.2 and No.3 Position Description Valve required level.
seal rings at the top of the chamber. The oil returns to the aft seal header tank
Open Outlet valve from stern tube header tank US3
from the bottom of the chamber, the tank has an overflow back to the sump k) Check the level of oil in the forward seal header tank and
tank. The head of the seal tank is sufficient to prevent any ingress of sea water.
The aft seal header tank is filled from the stern tube header tank. In automatic
mode the dosing pump cuts-in when the ship’s shaft speed is above 50 rpm. tr
Closed
Open
Open
Drain to LO sump tank
Inlet to stern tube
Outlet from stern tube
US14
US16
US1
replenish the tank manually if required.
on
The pump is stopped at speeds below this figure. Under normal operational Open Inlet to stern tube header tank US2
conditions the dosing pump stroke rate has been set to 40ml/min.
Closed Drains from stern tube US15, US17
The forward seal is naturally circulated through its own header tank and is Open Stern tube pump suction valve US13
separate from the main stern tube system. Open Stern tube pump discharge valve US12
Closed Stern tube LO sump tank outlet valve to QS25
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The stern tube bearing has its own LO circulation system in order to keep the purifier
bearing both lubricated and clean.
The header tank is filled from the stern tube LO tank using the stern tube pump Stern Tube Bearing Circulating System
which operates continuously. The header tank overflows to the stern tube sump Position Description Valve
tank via a sight glass.
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Open Inlet to filters US33

The stern tube sump tank has a suction outlet to the LO purifier and LO Close Outlet from filters US33
transfer pump for direct purification or transfer to the main engine LO settling Open Both circulation pump suction valves US31
tank. The purifier discharges back to the stern tube sump tank. The stern tube Open Both circulation pump discharge valves US32
LO sump tank can be topped-up from the main engine LO storage tank, or can
be drained during refit.

Illustration 2.8.3a Lubricating Oil Purifying System
From LO From Filling Connection
Transfer Pump No.1 Main Engine No.2 Main Engine Generator Engine
Generator Engine Purifier LO Heater SS38 Purifier LO Heater SS39 Purifier LO Heater
P TI P TI SS40 P TI
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LO Storage Tank
(11 m3)
Generator
SS41 No.3 Generator
Engine LO
Engine
op
Sump Tank QS1 Main Engine LO Main Engine LO
QS4 Settling Tank Storage Tank
(13m3) (30m3)
Generator
Engine LO QS2 QS3
Measuring SS35 SS36 SS37 P
Tank
Generator (200 Litres)
SS42 No.2 Generator QS42 P
Engine LO
Engine QS16 QS31
C
Sump Tank
QS5 QS14 SS32 SS33 P SS34
To LO Drain
To Cylinder System
LO System SS31
Generator Generator Engine SS29 SS30
d
SS43 Engine LO No.1 Generator LO Transfer
Sump Tank Engine Diaphragm
QS6 Pump SS
SS26
27
lle
SS44
SS11 Main Engine SS15 Main Engine SS20 Generator Engine SS28
No.1 LO Purifier No.2 LO Purifier LO Purifier
SS16 SS17 SS18

SS
SS12 SS13 SS14
19 Generator Engine
o
P LO Purifier P
To LO Feed Pump
Transfer Pump QS19
To LO
Transfer Pump QS20 QS21 SS21 SS22
tr SS8 SS9
on
P P
Main Engine
No.1 LO Purifier No.2
Feed Pumps
P P
nc
QS45
SS46 QS24 QS29 QS40 QS30
SS1 SS2 SS3 SS4 SS5 SS6 SS7
Piston Rod
Stuffing Box
LO Tank
Main Engine LO Stern Tube LO Camshaft
Sump Tank Sump Tank
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LO Tank
Generator Engine LO
(12.5m3) (0.5m3) No.1 No.2
Overflow Tank
QS25 QS26 QS27 QS28

Key
Lubricating Oil

2.8.3 Lubricating Oil Purifying System The separators and heaters are both located in the separator room. Instrument days for trunk piston engine lubricating oil. Sludging and bowl stripping time
air is supplied to the separators to control the supply of oil to the bowl and the intervals may be adjusted after a period of operating experience.
automatic discharge facility. Domestic fresh water is supplied for sealing and
Main Lubricating Oil Separators
flushing purposes. The oil flow rate through the purifier is regulated by the separator inlet valve
Maker: Alfa Laval setting. The supply pump has a constant output and so the delivery rate to the
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No. of sets: 2 The separators take suction via the LO feed pumps and discharge to the purifier is controlled by adjusting the separator inlet valve and the separator
following systems: bypass valve. In this way some of the oil leaving the supply pump bypasses
Model: MMPX404 SGP11
op
• Main engine system settling tank the purifier. Care is needed in regulating the valves, and hence the flow rate
Type: Centrifugal, partial discharge, gravity disc, self-
to the purifier.
cleaning • Main engine lubricating oil sump tank
Capacity: 1,200 litres/h WARNING
• Piston rod stuffing box LO circulating tank
Main Lubricating Oil Separator Pumps • Generator engine sumps Care must be taken when operating the purifier system. Hot oil and
steam are present and can result in serious injury if leakage occurs.
C
Maker: IMO • Stern tube LO sump tank There is a fire risk from the presence of hot oil and all precautions must
Model: ACP025N1-NVBP be taken to prevent a fire and to deal with one should an outbreak occur.
• Camshaft LO tank
No. of sets: 2 The extinguishing system must be checked frequently.
Capacity: 600 litres/h at 4.0kg/cm2
Operating Process
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CAUTION
Generator Engine Lubricating Oil Separator
Centrifuges operate on an automatic sludging system but failure of the
The MMPX separators operate as purifiers, cleaned oil leaving the separator
Maker: Alfa Laval system to effectively discharge sludge can cause overload and subsequent
through the oil outlet, water leaves through the water outlet and sludge
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No. of sets: 1 breakdown of the bowl arrangement which rotates at high speed. After
accumulates at the outside of the separator bowl. In order to act as a purifier
Model: MMPX403 SGP11 manual cleaning, care is needed to ensure that the bowl is assembled
the correct gravity disc must be fitted for the specific gravity of oil being
correctly, as incorrect assembly can result in disintegration at high
Type: Centrifugal, partial discharge, gravity disc, self- separated. The EPC-41 control unit supervises the operation of the entire
rotational speed. All operating and maintenance precautions stipulated
cleaning separation system, monitoring the separator output, controlling the unit and
by the manufacturer in the maintenance manual must be observed.
Capacity: 1, 000 litres/h activating alarms as necessary.
o
Generator Engine Lubricating Oil Separator Pump The correct size of gravity disc must be fitted to the purifier to suit the specific Preparation for Batch Operation of the Purifying System
Maker: IMO gravity of the lubricating oil being treated. A specific amount of water is added
Model:
No. of sets:
ACP025N1-NVBP
1
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to the separator bowl to form a water seal. During operation oil is fed to the
bowl and sludge/water from the oil accumulates at the periphery of the bowl.
Cleaned oil is pumped from the separator by the integrated paring disc. Any
a) Transfer oil to the respective settling tank using the transfer
pump or prepare to circulate the selected tank.
on
Capacity: 600 litres/h at 4.0kg/cm2 water is discharged from the bowl to the sludge tank. At timed intervals during b) Check and record the level of oil in all lubricating oil tanks.
the separation process the oil feed to the bowl is stopped, displacement water
is added to the bowl to reduce the oil loss and the bowl is opened to initiate c) Open the self-closing test cock on the tank in use, and then close
Introduction a sludge discharge. The bowl is then closed, sealing water added and the oil it again when all water and sediment has drained.
supply resumed to begin separation again.
The ship is provided with three centrifugal self-cleaning lubricating oil d) All valves in the separator system should be closed.
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separators. The two larger separators are used on the main engine and the The time interval between sludging may be changed at the control unit.
auxiliary services. The smaller one is used only for the generator engines and Parameter P1 is the time interval between sludging and the procedure for e) Open the valves, as shown in the table below, depending on the
the associated generator engine LO overflow tank. Additionally, if necessary setting this is the same as for setting the heater temperature described in Section system and separator selected.
No.2 LO purifier can be used to draw from the generator engine LO sumps. 2.7.2 for the fuel oil purifiers. The heating temperature must be correctly set
at the control unit to give a viscosity at 40oC of 100cSt for the main engine Note: Any oil transfer must be recorded in the Oil Record Book.
The separators can be run simultaneously on different services. They can be lubricating oil and 150cSt for the diesel generator engine lubricating oil.
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used for batch purification, or for continuous purification.

The time interval between sludging depends upon the condition of the oil and
The generator engine sumps may be purified during shutdown of the engine or an initial recommendation is 1 hour for crosshead engine lubricating oil and
whilst the engine is running. One main LO separator will normally be in use 0.5 hour for trunk piston engine lubricating oil. The first bowl visual inspection
on the main engine sump while the main engine is running. The lubricating oil should take place after 1 week for crosshead engine lubricating oil and after 2
separators are supplied by associated LO feed pumps through a heater.

P TI P TI SS40 P TI
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LO Storage Tank
(11 m3)
Generator
SS41 No.3 Generator
Engine LO
Engine
op
(13m3) (30m3)
Generator
Engine LO QS2 QS3
Tank
Engine LO
Engine QS16 QS31
C
Sump Tank
To LO Drain
To Cylinder System
LO System SS31
d
QS6 Pump SS
SS26
27
lle
SS44
SS16 SS17 SS18

SS
SS12 SS13 SS14
19 Generator Engine
o
P LO Purifier P
To LO Feed Pump
Transfer Pump QS19
To LO
tr SS8 SS9
on
P P
Main Engine
Feed Pumps
P P
nc
QS45
Piston Rod
Stuffing Box
LO Tank
Sump Tank Sump Tank
U
LO Tank
Generator Engine LO
(12.5m3) (0.5m3) No.1 No.2
Overflow Tank
QS25 QS26 QS27 QS28

Key
Lubricating Oil

Main Engine Lubricating Oil System Separator Valves Generator Engine Separator Suction Valves
Closed No.1 separator drain valve SS35 Position Description Valve
Using each separator and its associated pump.
Open Separator flow regulating valve outlet to separator SS26 Open Feed pump suction valve SS21
bypass Open Feed pump discharge valve SS22
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System Suction Valves Open No.1 separator outlet valve SS11 Open No.1 generator engine sump suction valve QS6
Position Description Valve Open No.2 separator feed pump discharge valve SS9 Open No.2 generator engine sump suction valve QS5
op
From Main Engine Sump Closed No.2 separator drain valve SS36 Open No.3 generator engine sump suction valve QS4
Open Separator No.1 feed pump suction valve from main SS2 Open Separator flow regulating valve outlet to separator SS27
engine sump bypass
Separator Valves
Open Separator No.2 feed pump suction valve from main SS5 Open No.2 separator outlet valve SS15
Closed Separator drain valve SS37
engine sump
Open Separator flow regulating valve outlet to separator SS28
C
Open Main engine sump suction valve SS46 System Discharge Valves bypass
Position Description Valve Open Separator outlet valve SS20
From Auxiliary System Tanks
To Main Engine Sump Open Inlet to No.1 generator engine sump SS43
Open Separator No.1 feed pump suction valve from SS3
Open No.1 separator discharge valve to main engine SS13 Open Inlet to No.2 generator engine sump SS42
auxiliary system tanks
d
sump Open Inlet to No.3 generator engine sump SS41
auxiliary system tanks Open No.2 separator discharge valve to main engine SS17
sump Note: The above valves are shown as open but only valves associated with
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Open Separator feed pump suction valve from stern tube QS25
sump tank a particular system suction and discharge will be open. A careful check must
Open Separator feed pump suction valve from piston rod QS26 To Main Engine Settling Tank be made of the valve path setting so that oil is taken from the intended tank/
stuffing box tank sump and discharged to the desired location.
Open No.1 separator discharge valve to main engine SS12
Open Separator feed pump suction valve from piston rod QS27 settling tank
stuffing box circulation tank f) Open the instrument air supply to the separator to be used.
o
Open No.2 separator discharge valve to main engine SS16
Open Separator feed pump suction valve from camshaft QS28 settling tank
LO tank g) Ensure the separator brake is off and the separator is free to
rotate.
From Storage and Service Tanks

storage and settling tanks
tr
To Auxiliary Systems
Open No.1 separator discharge valve to auxiliary SS14
systems
h) Ensure that the correct gravity disc is fitted.
on
Open No.2 separator discharge valve to auxiliary SS18 i) Check the separator gearbox oil level.
Open Separator No.2 feed pump suction valve from SS4 systems
storage and settling tanks j) Check that the strainers are clean.
Open Stern tube sump tank inlet valve QS29
Open Suction valves from storage tank QS3
Open Camshaft LO tank inlet valve QS30 k) Start the separator feed pump to be used. Oil will bypass the
Open Suction valve from settling tank QS2, QS31
Open Piston rod stuffing box inlet valves QS40 separator by means of the three-way valve.
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Open No.2 separator discharge valve to generator SS19

Generator Engine System (No.2 Main Purifier Only) engines l) Slowly open the steam supply to the heater to be used.
Open No.2 feed pump suction valve SS7
Open No.1 generator engine sump suction valve QS6 To Generator engine Lubricating Oil Sumps m) Switch on the heater and ensure that it is set for the correct
Open No.2 generator engine sump suction valve QS5 temperature; the temperature is set at the EPC-41.
Open Inlet to No.1 generator engine sump SS43
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Open No.3 generator engine sump suction valve QS4 Open Inlet to No.2 generator engine sump SS42 n) Switch on the separator and check for any abnormal noise. If
Open Generator engine LO overflow tank suction valve QS45 Open Inlet to No.3 generator engine sump SS41 the system is operating correctly the separation process may be
started when the separator is running at the correct speed.
Separator Valves
Open No.1 separator feed pump discharge valve SS8

P TI P TI SS40 P TI
y
LO Storage Tank
(11 m3)
Generator
SS41 No.3 Generator
Engine LO
Engine
op
(13m3) (30m3)
Generator
Engine LO QS2 QS3
Tank
Engine LO
Engine QS16 QS31
C
Sump Tank
To LO Drain
To Cylinder System
LO System SS31
d
QS6 Pump SS
SS26
27
lle
SS44
SS16 SS17 SS18

SS
SS12 SS13 SS14
19 Generator Engine
o
P LO Purifier P
To LO Feed Pump
Transfer Pump QS19
To LO
tr SS8 SS9
on
P P
Main Engine
Feed Pumps
P P
nc
QS45
Piston Rod
Stuffing Box
LO Tank
Sump Tank Sump Tank
U
LO Tank
Generator Engine LO
(12.5m3) (0.5m3) No.1 No.2
Overflow Tank
QS25 QS26 QS27 QS28

Key
Lubricating Oil

o) Open the domestic fresh water supply to the lubricating oil
Illustration 2.8.3b Lubricating Oil Purifier Control Panel EPC-41
separators.
p) Open the flushing and operating water supplies to the separator

to be used. ALFA LAVAL
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q) Press the separator START pushbutton.
op
TT2
TT1 PS42 1
The separator will run through the start-up sequence, including a sludge LS4
discharge, before going on line. 2

LSI
4 X51
MMPX
The heater outlet recirculating valve should now change position and supply 3
lubricating oil to the separator bowl.
C
MV1 MV10
PS42
Flow can be controlled using the regulating valves, SS30 for No.2 separator,
MV16
MV15
SS29 for No.1 separator and SS31 for the generator engine separator. V6 4
EPC-41 MMPX
r) Check that the separator is operating correctly and that there is
d
adequate throughput.
s) Ensure that there is no abnormal discharge from the water outlet
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Key
or sludge discharge. 1 - Heater Button
2 - Separation/Stop Button
3 - Discharge Button
t) Ensure the water outlet alarm is set correctly allowing only 4 - Alarm Button
nominal water discharge. If set incorrectly, loss of seal will
result in LO loss.
o
The separator will now operate on a timer, discharging sludge at preset
intervals.
Procedure to Stop the Separator

tr
on
a) Press the auto-stop button on the control panel.
The separator will commence the shutdown sequence and then stop.
b) Apply the brake during the run-down period.

nc
c) Shut off steam supply to the heater.
d) Stop the feed pump.
e) Shut off water supplies.

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f) Shut all valves.
If desired open up the separator bowl for cleaning.

Illustration 2.8.4a Lubricating Oil Filling and Transfer System
From Filling
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Generator Engine Connection
No.3 Generator LO Storage Tank
Generator Engine
Engine (11 m3)
LO Sump Tank
QS1
op
QS4
Generator Engine
LO Measuring Main Engine LO Main Engine LO
Tank Settling Tank Storage Tank
(200 Litres) (13 m3) (30 m3)
Generator Engine No.2 Generator QS42
LO Sump Tank Engine
QS2 QS3
C
QS5
QS16 QS31
Generator Engine QS14
d
LO Transfer
Generator Engine No.1 Generator Diaphragm
LO Sump Tank Engine Pump
QS6 To Cylinder
QS9 LO System
lle
SS44
P P
To LO
To Generator Engine Sludge Tank
LO Purifier QS11
Feed Pump QS12 LO
o
Transfer Pump
QS13 (5m3/h)
tr
on
QS15 QS17 QS18 QS19 QS20 QS21
To Main Engine LO Purifier
Feed Pump
QS22 QS24
QS29 QS30
nc
Piston Rod
Generator Engine LO Stuffing Box
LO Tanks Main Engine LO
Overflow Tank Main Engine LO Stern Tube LO Camshaft Purifier
Sump Tank Sump Tank LO Tank Feed Pump
(12.5m3) (0.5m3)
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No.1 No.2
Drain Circulating
QS25 QS26 QS27 QS28
Key
Lubricating Oil

2.8.4 Lubricating Oil Filling and Transfer • Piston rod stuffing box LO drain tank (both sides) f) Open the discharge valve(s) to the relevant tank:
System • Camshaft LO tank
Lubricating Oil Transfer Pump The pump discharges to: Open Inlet valve to main engine settling tank QS9
y
Maker: Allweiler Open Inlet valve to LO sludge tank QS11
• LO sludge tank
Model: SNF80ER42 U12.1-W3
• Main engine lubricating oil settling tank
op
No. of sets: 1 g) Start the LO transfer pump.
Capacity: 5.0m3/h x 3.0kg/cm2
Preparation for the Transfer of Lubricating Oil by Transfer h) Ensure that oil is being correctly transferred.
Lubricating oil is stored in the following main storage tanks, located in the Pump
i) When the required quantity of oil has been transferred, stop the
engine room: pump and close all valves.
a) Check and record the level of oil in all lubricating oil tanks.
C
• Main engine LO sump tank (12.5m3)
j) Check and record the levels in all lubricating oil tanks and
• No.1 cylinder oil storage tank (20m3) b) Check all tank suction and filling valves are closed.
record the amount of oil transferred.
• No.2 cylinder oil storage tank (20m3)
c) Check that the suction filter is clean.
• Main engine system oil storage tank (30m3) CAUTION
d
• Main engine system lubricating oil settling tank (13m3) d) Open the LO transfer pump suction valve OS12. Extreme care must be taken when transferring or purifying lubricating
oil to ensure that main engine oil and generator diesel engine oil do not
• Generator engine storage tank (11m3) e) Open the suction valve(s) from the relevant source: become mixed. The setting of all valves must be checked prior to starting
lle
operations so that oil will only be pumped or purified from the intended
All outlet valves from all lubricating oil tanks are remote quick-closing valves source and to the intended destination.
with a collapsible bridge, which can be pneumatically operated from the fire
control station. After being tripped from the fire control station the valves From Generator Engine LO System
must be reset locally. Each tank is also fitted with a self-closing test cock to Open Pump suction valve from generator engine QS13 Transfer of Generator Engine Lubricating Oil to the Generator
o
test for the presence of water and to drain any water present. Lubricating oil system Engine Sumps
is run down from these tanks to the main engine, generator diesel engines and Open No.1 generator engine sump suction valve QS6
other machinery services. The main engine LO settling tank is used to allow or No.2 generator engine sump suction valve QS5 Lubricating oil for the generator engines is stored in the generator engine LO
the contents of the main engine to be transferred and settle prior to being
centrifuged back to the sump or recirculated back to the settling tank.
The generator engines can be drained to the generator engine LO overflow

tr or No.3 generator engine sump suction valve
or generator engine overflow tank suction
valves
QS4
QS15, QS22
storage tank and transferred to the 200 litre generator engine LO measuring
tank for daily use.
Oil from the storage tank is run down to the measuring tank by opening the
on
tank for batch purification. Heating coils are fitted to the lubricating oil settling quick-closing outlet valve on the storage tank QS1, the outlet/filling valve on
tank. All storage tanks are filled from connections on both sides of the upper From Main Engine Storage Tanks the measuring tank QS42 and the Wilden transfer pump bypass line isolating
deck, one for each grade of oil. The lubricating oil transfer pump is used to Open Main engine storage tank outlet valve QS3 valve. The three-way valve must be turned so that oil flows from the storage
transfer lubricating oil from one part of the ship to another. Its duties include or settling tank suction valves QS2, QS31 tank to the measuring tank. After the transfer the three-way valve is turned to
batch transfer of lubricating oil from the main and generator engine sumps to shut off flow between the tanks.
the lubricating oil settling tank prior to batch purification.
nc
From Main Engine Sump

To transfer LO from the measuring tank to a generator engine sump, the sump
The pump can take suction from: Open Main engine sump tank suction valves QS24, QS17 inlet valve (SS43, SS42 or SS41) and the outlet valve from the measuring
• Main engine sump tank must be opened. The three-way valve is turned in order to connect the
From Auxiliary Systems measuring tank with the engine sump line. With line valve SS44 opened, oil
• Stern tube lubricating oil drain tank will flow from the LO measuring tank to the selected generator engine sump by
Open Stern tube LO tank suction valve QS25
U
• Generator engine sumps gravity, if necessary the Wilden pump can be used to carry out the transfer.
Open Piston rod stuffing box drain tank (dirty side) QS26
• Generator engine lubricating oil overflow tank Open Piston rod stuffing box drain tank (clean QS27
Note: Any oil transfer must be recorded in the Oil Record Book.
• Main engine lubricating oil settling tank side)
Open Camshaft LO drain tank QS28
• Main engine lubricating oil storage tank

Illustration 2.9.1a Engine Room Bilge System

Key
PI PI Sea Water
QD45
y
QD78
Bilge Bilge Water
Alarm QD83
CJC Oil Filtration Unit
(5 ppm) QD79 Fresh Water
op
To Bilge Well QD32 QD33
Bilge Water QD84
QD80 Separator
To Inert Gas
15 ppm
P QD85 Generator Unit
QD20 QD36
To Fire Main PI
QD77 Air Cooler
Condensate
QD86 Drain Pump
C
QD82
3.0m3/h PI
QD76
QD42 QD38
QD43
QD3
Aft of the (Locked Shut) QR31 Air Cooler
QD29 QD34
Sea Chest QD7 Drain Tank
d
QD30
From Fresh Water Sludge Pump Discharge
PI to Shore Connection QD37 QD39
System In Engine Room
QD103
PI
lle
PI
QD5 QD17
From FO Purifier Bilge Water Main Fire Bilge, Ballast
PI Pump 5m3/h Pump and Fire Pump
Water Outlets
160/280m3/h 160/280m3/h
P P
From
QD102
QD27 Sea Water
o
QD8 QD9 QD10 Cross Main
Port Aft QD31 QD28
Bilge Well From Main
QD25 QD35 QD26 QD23
QD1
Drains From
Emergency
LAH QD91
QD91
tr QD19
QD12
From/To
Sea Water
Cross Pipe From Port
Forward
Bilge Well
on
Fire Pump Aft Peak Tank QD11
Compartment
Void Space QD21 LO Sludge Tank

TR5 QD6 QD59
Drains From QD4 Clean Bilge Clean Bilge
Steering Gear Water Tank Water Tank LAH LAH QD104
Port Forward
Compartment Suction
nc
No.3 Main Cooling Bilge Well

LAH Sea Water Pump FO Sludge Tank
Bilge Well Aft of Floor Plates LAH
Flywheel Pit
QD41 QD16 Dirty Bilge QD104

LAH Water Tank QA23
QD18
Stern Tube
U
Cooling Water Aft Bilge QD6

Tank Well QD22
Stb’d Aft Dirty Bilge QD105
Bilge Well Emergency
Water Tank
LAH Bilge Suction
LAH Suction
LAH Starboard
Forward
Bilge Well

2.9 Bilge Systems Introduction Main cooling sea water pump No.3 is fitted with an air operated priming
system and has an emergency bilge suction valve. The pump and valve are
2.9.1 Engine Room Bilge System and Bilge The bilge water pump is the main pump for bilge pumping duties. In addition located at the bottom platform level on the starboard side forward. The valve
Separator to be able to pump the bilges to the dirty side of the bilge water tank, the bilge is fitted with an extended spindle, with the handwheel above the level of the
y
pump can also discharge to the shore discharge line which has connections platform, the valve is kept closed and locked with breakable seal.
on the port and starboard sides of the ship. The bilge pump normally takes
Bilge Water Pump
suction from the bilge main but it also can take suction from the clean side
op
Maker: Blohm & Voss Bilge Water Tank
of the bilge water tank directly and from the clean and dirty sides of the bilge
Model: BV5.0 water tank via the bilge main. The bilge water pump has a suction connection The bilge water tank collects bilges and drains whilst in port. The tank is divided
No.of sets: 1 to the sea water crossover suction main. The bilge pump is used under normal into two parts, one clean and one dirty. A pipe connects the top of the clean bilge
circumstances for pumping the engine room bilge wells and discharging the tank to the bottom of the dirty tank; this ensures that oil which settles out from
Capacity: 5.0m3/h at 3.3kg/cm2
bilge water to the dirty side of the bilge water tank. the bilge water in the dirty side of the bilge water tank remains in the dirty side
of the bilge water tank.
C
Oily Water Separator The bilge main has the following connections:
Maker: Blohm & Voss When there is a large amount of oil settlement in the dirty side, the sludge
• Port forward bilge well pump may be used either on high or low suction (see Section 2.6.4, Incinerator
Type: Turbulo TCS 5HD
• Starboard forward bilge well Fuel Oil Service System) in order to pump the settled oil to the incinerator
Capacity: 5.0m3/h x 1.5kg/cm2 waste oil tank. This is advisable as pumping large quantities of oil into the oily
d
• Bilge - below main engine
water separator can be damaging to the unit.
Oil Filtration Unit • Engine cofferdam
The bilge water pump can take suction from the clean side of the bilge water
lle
Maker: CJC • Bilge well aft
tank and discharge the contents of the clean bilge tank ashore, through the
Model: W 2x38/100 DYZ • Port and starboard centre bilge wells shore connection, if necessary.
Rating: 5 ppm
• Bilge water tank (clean and dirty sections)
Filter Size 1 to 5µm
Oil retaining capacity: 2 to 2.5kg
The Oily Water Bilge Separator
High level alarms are fitted in each bilge well.
o
Design Pressure: 2.5kg/cm2 The bilge separator operates automatically and discharges water overboard and
CAUTION separated oil to the FO sludge tank. The overboard discharge valve from the
Oily Water Separator Pump
Maker:
Model:
Blohm & Voss
BV5.0 tr
Direct overboard discharge of machinery space bilge water is prohibited
unless under emergency conditions.
The main fire pump and the bilge, ballast and fire pump are of the centrifugal
oily water separator is normally locked closed and is only opened when bilge
water is being pumped through the separator. The oily bilge water is drawn
into the separator from the engine room clean bilge water tank by means of
the system pump which is located on the outlet from the separator in order to
on
No.of sets: 1 prevent the formation of mechanical emulsion by pump agitation.
vertical self-priming type; both pumps are not normally used for bilge pumping
Capacity: 5.0m3/h at 3.3kg/cm2 but they are provided with bilge suctions for use in an emergency which are
kept closed and locked with breakable seals. Both pumps take suction from the The fluid enters the separator near the top of the coarse separation oil
Bilge, Ballast and Fire Pump bilge main but the bilge, ballast and fire pump has a direct suction from the port collecting chamber where the larger oil droplets separate from the water very
Maker: Shinko forward bilge well. Both pumps also take suction from the sea. Both pumps quickly due to the differences in specific gravity. The fluid flow is drawn
discharge through a common overboard discharge valve on the port side, the downwards to the second stage were it passes through a coalescer where the
nc

bilge discharge overboard must only be used in an emergency. smaller oil droplets coalesce on the surface of the matrix. The coalescer has a
No. of sets: 1 large effective surface area to enhance the coalescing effect. The coalesced oil
Capacity: 160/280m3/h x 11/4.5kg/cm2 The main fire pump and the bilge, ballast and fire pump discharge to the fire droplets eventually become large enough to break away from the surface and
main and also to the aft peak tank. It must be appreciated that the main fire join the other large oil droplets in flowing upwards. The water flows out of the
Main Fire Pump pump and the bilge, ballast and fire pump are only used for bilge pumping in separating coalescer into the pump suction.
U
Maker: Shinko exceptional circumstances; their valves are set for fire main duties. If either
pump is used for bilge pumping duties the pump must be completely flushed When a probe, located at the top of the separator, senses the presence of oil
through with clean sea water before the valves are reset for fire main duties. a signal is sent to stop the pump and open the clean water inlet valve and oil
No. of sets: 1 outlet valve. Pressurised fresh water, from the FW system, enters the bottom
Capacity: 160/280m3/h x 11/4.5kg/cm2 of the separator and displaces the accumulated oil which is discharged through
the oil discharge line to the FO sludge tank.


Key
PI PI Sea Water
QD45
y
QD78
Bilge Bilge Water
Alarm QD83
Fresh Water
op
(5 ppm) QD79 To Bilge Well QD32 QD33
Bilge Water QD84
QD80 Separator
To Inert Gas
15 ppm
QD20 QD36
To Fire Main PI
QD77 Air Cooler
Condensate
C
QD82 QD86 Drain Pump
3.0m3/h PI
QD76
QD42 QD38
QD43
QD3
QD29 QD34
d
QD30
QD103
lle
PI
PI
QD5 QD17
Water Outlets
160/280m3/h 160/280m3/h
P P
From
QD102
QD27 Sea Water
o
Port Aft QD31 QD28
Bilge Well From Main QD26
QD1
Drains From
Emergency
LAH QD91
QD91 tr QD19
QD12
From/To
Sea Water
Cross Pipe
QD25 QD35 QD23
From Port
Forward
Bilge Well
on
Compartment

TR5 QD6 QD59
Port Forward
nc
Compartment Suction
Flywheel Pit

LAH Water Tank QA23
QD18
Stern Tube
U

Tank Well QD22
Stb’d Aft Dirty Bilge QD105
Water Tank
LAH Bilge Suction
LAH Suction
LAH Starboard
Forward
Bilge Well

When most of the oil has been displaced, the oil sensing probe is again e) Open the bilge water pump discharge valve QD18 to the dirty Drawing sea water through the OWS and then changing the suction to the clean
immersed in water and it activates the control system to stop oil discharge and bilge water tank. bilge tank may be used to check the operation of the unit; sea water may be
resume the separating operation. drawn into the OWS if the sea water suction valve from the sea water crossover
f) Start the bilge water pump. (QD12) is opened together with the line suction valve at the bilge water pump
y
The separator works automatically at all times and will operate as long as there (QD10).
is at least a 20% level in the clean bilge water tank. Heating may be applied in g) Before the bilge well in use loses suction, open the valve on
order to improve separation but the heater will only operate when the separator another well and close the one in use. The clean exit water will be directed through the two CJC oil filtration units
op
is filled. which will remove any remaining oil, with a resultant discharge quality of
Bilge pumping should be monitored constantly, as running dry will damage approximately 5ppm before being discharged overboard. Oil contamination of
After the bilge water has passed through the separator, the water is directed the pump. 15ppm or over will sound an alarm and automatically recirculate the discharge
into the CJC filters by use of the three-way cock. This cock may also be used to back to the clean bilge tank, through the three-way valve QD76, until the
direct separated bilge water to the clean bilge tank without passing through the h) When all wells are dry, stop the pump and close all valves. water is clean enough to discharge overboard. Any oil collected at the top of
CJC filters. After passing through the filters a continuous sample is fed to the the OWS will be discharged to the LO sludge tank. When the oil discharge is
C
oil content discharge (OCD) monitor (type OMD-11). Should the oil content measured at 15ppm, this indicates that the oil absorbent filters have become
exceed 5ppm, the three-way valve changes the output flow from overboard Procedure for the Operation of the Oily Water Separator saturated and must be changed, this will also be indicated by an increase in
discharge to discharge to the clean bilge water tank. An audible alarm sounds back-pressure before the filters..
to warn the operator of the situation. The three-way valve may be manually a) Open the valves in the following table.
bypassed if required in order to discharge to the clean bilge water tank. f) When the water level in the bilge water tank has been reduced
d
Description Valve as far as possible stop the OWS and close all valves.
CAUTION Bilge water tank, clean side QD91, QD8
QD102
lle
The oily water separator (OWS) and CJC filters are designed to separate CAUTION
oil from water not water from oil, ie, if the discharge from the OWS Oily water separator inlet valve QD79 Before any bilges are pumped directly overboard, it must first be
contains excessive amounts of oil it will render the equipment useless Discharge three-way valve (operational) QD76 ensured that no local or international anti-pollution regulations will be
and result in unnecessary maintenance. Reclaimed oil discharge solenoid valve (operational) QD78 contravened except where safety of the ship or personnel is involved.
Inlet valve to FO sludge tank QD11
o
Procedure for the Operation of Pumping Bilges to the Dirty Overboard discharge valve (normally locked closed) QD3 In Port or Coastal Waters
Bilge Water Tank Line valve to clean bilge water tank QD5 Any bilges which require pumping, when in port should only be pumped to the
Fresh water supply valve QG43 dirty bilge water tank using the engine room bilge water pump. The contents
a) Check that the strainers and strum boxes are clean.
b) Open one of the following suction valves. tr

OWS outlet three-way cock - set for CJC filter unit
Inlet isolating valves to each CJC filter
of the dirty bilge water tank can then be processed when the vessel is in open
water.
on
Outlet isolating valves from each CJC filter
Closed CJC filter unit bypass valve At Sea
Description Valve
Closed OWS to clean bilge tank QD103 The engine room bilges and the contents of the dirty bilge water tank should
Port forward bilge well QD21
only be pumped overboard through the oily water separator system. Any oil
Starboard forward bilge well QD22 will then be separated out and discharged to the FO sludge tank and the clean
b) Supply power to the OWS unit.
Engine cofferdam QD19 water will be discharged overboard if it is clean enough. If it is contaminated
nc
Bilge centre QD59 c) Check the oil content monitor by passing fresh water through with oil, it will be diverted automatically back to the clean bilge water tank.
Bilge well aft port QD14 the sensor.
Bilge well aft starboard QD15
d) Check the reading and shut off the fresh water supply.
Bilge aft well QD4
Aft peak tank QD16, QD41 e) Ensure both CJC filters are filled with clean water, the filling
U
valves are at the base of the unit. Shut off the priming water
c) Open the bilge water pump suction valve from the bilge main when no more air issues from the air release units on the top
QD9. of each filter and at least 0.15 bar is indicated on the pressure
gauge.
d) Open the bilge water pump discharge QD17 and close the shore
discharge valve QD7.

Air Cooler Drain Tank
Air Cooler Condensate Drain Pump

Maker: Shinko
y
Model: GJ40-20MS
No. of sets: 1
op
Moisture in the charger air is condensed in the charge air cooler and the water
droplets are removed from the charge air by means of a water separator.
The water droplets drain to the air cooler drain tank and this tank is emptied
periodically by means of the air cooler condensate drain pump. The pump
C
takes suction from the air cooler drain tank and discharges the water overboard
through the bilge, ballast and fire pump overboard discharge valve QD45.
The air cooler condensate drain pump is started and stopped automatically by
d
level switches which operates the pump as required in order to empty the air
cooler drain tank.
lle
o
tr
on
nc
U


Key
PI PI Sea Water
QD45
y
QD78
Bilge Bilge Water
Alarm QD83
op
Bilge Water QD84
QD80 Separator
To Inert Gas
15 ppm
QD20 QD36
To Fire Main PI
QD77 Air Cooler
Condensate
C
3.0m3/h PI
QD76
QD42 QD38
QD43
QD3
QD29 QD34
d
QD30
lle
QD103
PI
PI
QD5 QD17
Water Outlets
160/280m3/h 160/280m3/h
P P
From
QD102
o
QD27 Sea Water
Port Aft QD31 QD28
Bilge Well
QD1
Drains From
LAH QD91
QD91 tr QD19
QD12
From Main
Sea Water
Cross Pipe
QD25 QD35 QD26 QD23
From Port
Forward
Bilge Well
on
Emergency From/To
Compartment

TR5 QD6 QD59
nc
Port Forward
Compartment Suction
Flywheel Pit

LAH Water Tank QA23
QD18
U
Stern Tube
Tank Well QD22
Stb’d Aft Dirty Bilge
Water Tank
LAH Bilge Suction
LAH Suction
LAH Starboard
Forward
Bilge Well

2.9 Bilge Systems Introduction Main cooling sea water pump No.3 is fitted with an air operated priming
system and has an emergency bilge suction valve. The pump and valve are
2.9.1 Engine Room Bilge System and Bilge The bilge water pump is the main pump for bilge pumping duties. In addition located at the bottom platform level on the starboard side forward. The valve
Separator to be able to pump the bilges to the dirty side of the bilge water tank, the bilge is fitted with an extended spindle, with the handwheel above the level of the
y
pump can also discharge to the shore discharge line which has connections platform, the valve is kept closed and locked with breakable seal.
on the port and starboard sides of the ship. The bilge pump normally takes
Bilge Water Pump
suction from the bilge main but it also can take suction from the clean side
op
Maker: Blohm & Voss Bilge Water Tank
of the bilge water tank directly and from the clean and dirty sides of the bilge
Model: BV5.0 water tank via the bilge main. The bilge water pump has a suction connection The bilge water tank collects bilges and drains whilst in port. The tank is divided
No.of sets: 1 to the sea water crossover suction main. The bilge pump is used under normal into two parts, one clean and one dirty. A pipe connects the top of the clean bilge
circumstances for pumping the engine room bilge wells and discharging the tank to the bottom of the dirty tank; this ensures that oil which settles out from
bilge water to the dirty side of the bilge water tank. the bilge water in the dirty side of the bilge water tank remains in the dirty side
of the bilge water tank.
C
Oily Water Separator The bilge main has the following connections:
Maker: Blohm & Voss When there is a large amount of oil settlement in the dirty side, the sludge
• Port forward bilge well pump may be used either on high or low suction (see Section 2.6.4, Incinerator
Type: Turbulo TCS 5HD
• Starboard forward bilge well Fuel Oil Service System) in order to pump the settled oil to the incinerator
Capacity: 5.0m3/h x 1.5kg/cm2 waste oil tank. This is advisable as pumping large quantities of oil into the oily
d
• Bilge - below main engine
water separator can be damaging to the unit.
Oil Filtration Unit • Engine cofferdam
The bilge water pump can take suction from the clean side of the bilge water
lle
Maker: CJC • Bilge well aft
tank and discharge the contents of the clean bilge tank ashore, through the
Model: W 2x38/100 DYZ • Port and starboard centre bilge wells shore connection, if necessary.
Rating: 5 ppm
• Bilge water tank (clean and dirty sections)
Filter Size 1 to 5µm
Oil retaining capacity: 2 to 2.5kg
The Oily Water Bilge Separator
High level alarms are fitted in each bilge well.
o
Design Pressure: 2.5kg/cm2 The bilge separator operates automatically and discharges water overboard and
CAUTION separated oil to the FO sludge tank. The overboard discharge valve from the
Oily Water Separator Pump
Maker:
Model:
Blohm & Voss
BV5.0 tr
Direct overboard discharge of machinery space bilge water is prohibited
unless under emergency conditions.
The main fire pump and the bilge, ballast and fire pump are of the centrifugal
oily water separator is normally locked closed and is only opened when bilge
water is being pumped through the separator. The oily bilge water is drawn
into the separator from the engine room clean bilge water tank by means of
the system pump which is located on the outlet from the separator in order to
on
No.of sets: 1 prevent the formation of mechanical emulsion by pump agitation.
vertical self-priming type; both pumps are not normally used for bilge pumping
Capacity: 5.0m3/h at 3.3kg/cm2 but they are provided with bilge suctions for use in an emergency which are
kept closed and locked with breakable seals. Both pumps take suction from the The fluid enters the separator near the top of the coarse separation oil
Bilge, Ballast and Fire Pump bilge main but the bilge, ballast and fire pump has a direct suction from the port collecting chamber where the larger oil droplets separate from the water very
Maker: Shinko forward bilge well. Both pumps also take suction from the sea. Both pumps quickly due to the differences in specific gravity. The fluid flow is drawn
discharge through a common overboard discharge valve on the port side, the downwards to the second stage were it passes through a coalescer where the
nc

bilge discharge overboard must only be used in an emergency. smaller oil droplets coalesce on the surface of the matrix. The coalescer has a
No. of sets: 1 large effective surface area to enhance the coalescing effect. The coalesced oil
Capacity: 160/280m3/h x 11/4.5kg/cm2 The main fire pump and the bilge, ballast and fire pump discharge to the fire droplets eventually become large enough to break away from the surface and
main and also to the aft peak tank. It must be appreciated that the main fire join the other large oil droplets in flowing upwards. The water flows out of the
Main Fire Pump pump and the bilge, ballast and fire pump are only used for bilge pumping in separating coalescer into the pump suction.
U
Maker: Shinko exceptional circumstances; their valves are set for fire main duties. If either
pump is used for bilge pumping duties the pump must be completely flushed When a probe, located at the top of the separator, senses the presence of oil
through with clean sea water before the valves are reset for fire main duties. a signal is sent to stop the pump and open the clean water inlet valve and oil
No. of sets: 1 outlet valve. Pressurised fresh water, from the FW system, enters the bottom
Capacity: 160/280m3/h x 11/4.5kg/cm2 of the separator and displaces the accumulated oil which is discharged through
the oil discharge line to the FO sludge tank.


Key
PI PI Sea Water
QD45
y
QD78
Bilge Bilge Water
Alarm QD83
op
Bilge Water QD84
QD80 Separator
To Inert Gas
15 ppm
QD20 QD36
To Fire Main PI
QD77 Air Cooler
Condensate
C
3.0m3/h PI
QD76
QD42 QD38
QD43
QD3
QD29 QD34
d
QD30
QD103
lle
PI
PI
QD5 QD17
Water Outlets
160/280m3/h 160/280m3/h
P P
From
QD102
o
QD27 Sea Water
Port Aft QD31 QD28
Bilge Well From Main
QD1
Drains From
LAH QD91
QD91 tr QD19
QD12
From/To
Sea Water
Cross Pipe
QD25 QD35 QD26 QD23
From Port
Forward
Bilge Well
on
Emergency
Compartment

TR5 QD6 QD59
Port Forward
nc
Compartment Suction
Flywheel Pit

LAH Water Tank QA23
QD18
Stern Tube
U

Tank Well QD22
Stb’d Aft Dirty Bilge
Water Tank
LAH Bilge Suction
LAH Suction
LAH Starboard
Forward
Bilge Well

When most of the oil has been displaced, the oil sensing probe is again d) Open the bilge water pump discharge QD17 and close the shore Drawing sea water through the OWS and then changing the suction to the clean
immersed in water and it activates the control system to stop oil discharge and discharge valve QD7. bilge tank may be used to check the operation of the unit; sea water may be
resume the separating operation. e) Open the bilge water pump discharge valve QD18 to the dirty drawn into the OWS if the sea water suction valve from the sea water crossover
bilge water tank. (QD12) is opened together with the line suction valve at the bilge water pump
y
The separator works automatically at all times and will operate as long as there (QD10).
is at least a 20% level in the clean bilge water tank. Heating may be applied in f) Start the bilge water pump.
order to improve separation but the heater will only operate when the separator g) Before the bilge well in use loses suction, open the valve on The clean exit water will be directed through the two CJC oil filtration units
op
is filled. another well and close the one in use. which will remove any remaining oil, with a resultant discharge quality of
approximately 5ppm before being discharged overboard. Oil contamination of
After the bilge water has passed through the separator, the water is directed Bilge pumping should be monitored constantly, as running dry will damage 15ppm or over will sound an alarm and automatically recirculate the discharge
into the CJC filters by use of the three-way cock. This cock may also be used to the pump. back to the clean bilge tank, through the three-way valve QD76, until the
direct separated bilge water to the clean bilge tank without passing through the water is clean enough to discharge overboard. Any oil collected at the top of
CJC filters. After passing through the filters a continuous sample is fed to the h) When all wells are dry, stop the pump and close all valves. the OWS will be discharged to the LO sludge tank. When the oil discharge is
C
oil content discharge (OCD) monitor (type OMD-11). Should the oil content measured at 15ppm, this indicates that the oil absorbent filters have become
exceed 5ppm, the three-way valve changes the output flow from overboard saturated and must be changed, this will also be indicated by an increase in
discharge to discharge to the clean bilge water tank. An audible alarm sounds Procedure for the Operation of the Oily Water Separator back-pressure before the filters..
to warn the operator of the situation. The three-way valve may be manually
bypassed if required in order to discharge to the clean bilge water tank. a) Open the valves in the following table. f) When the water level in the bilge water tank has been reduced
d
as far as possible stop the OWS and close all valves.
CAUTION Description Valve
Bilge water tank, clean side QD91, QD8
lle
The oily water separator (OWS) and CJC filters are designed to separate CAUTION
oil from water not water from oil, ie, if the discharge from the OWS QD102 Before any bilges are pumped directly overboard, it must first be
contains excessive amounts of oil it will render the equipment useless Oily water separator inlet valve QD79 ensured that no local or international anti-pollution regulations will be
and result in unnecessary maintenance. Discharge three-way valve (operational) QD76 contravened except where safety of the ship or personnel is involved.
Reclaimed oil discharge solenoid valve (operational) QD78
o
Procedure for the Operation of Pumping Bilges to the Dirty Inlet valve to FO sludge tank QD11 In Port or Coastal Waters
Bilge Water Tank Overboard discharge valve (normally locked closed) QD3 Any bilges which require pumping, when in port should only be pumped to the
Line valve to clean bilge water tank QD5 dirty bilge water tank using the engine room bilge water pump. The contents
a) Check that the strainers and strum boxes are clean.
b) Open one of the following suction valves. tr

Fresh water supply valve
OWS outlet three-way cock - set for CJC filter unit
Inlet isolating valves to each CJC filter
QG43 of the dirty bilge water tank can then be processed when the vessel is in open
water.
on
Outlet isolating valves from each CJC filter At Sea
Description Valve
Closed CJC filter unit bypass valve The engine room bilges and the contents of the dirty bilge water tank should
Port forward bilge well QD21
Closed OWS to clean bilge tank QD103 only be pumped overboard through the oily water separator system. Any oil
Starboard forward bilge well QD22 will then be separated out and discharged to the FO sludge tank and the clean
Engine cofferdam QD19 b) Supply power to the OWS unit. water will be discharged overboard if it is clean enough. If it is contaminated
nc
Bilge centre QD59 with oil, it will be diverted automatically back to the clean bilge water tank.
Bilge well aft port QD14 c) Check the oil content monitor by passing fresh water through
Bilge well aft starboard QD15 the sensor.
Bilge aft well QD4
d) Check the reading and shut off the fresh water supply.
Aft peak tank QD16, QD41
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e) Ensure both CJC filters are filled with clean water, the filling
c) Open the bilge water pump suction valve from the bilge main valves are at the base of the unit. Shut off the priming water
QD9. when no more air issues from the air release units on the top
of each filter and at least 0.15 bar is indicated on the pressure
gauge.

Air Cooler Drain Tank
Air Cooler Condensate Drain Pump

Maker: Shinko
y
Model: GJ40-20MS
No. of sets: 1
op
Moisture in the charger air is condensed in the charge air cooler and the water
droplets are removed from the charge air by means of a water separator.
The water droplets drain to the air cooler drain tank and this tank is emptied
periodically by means of the air cooler condensate drain pump. The pump
C
takes suction from the air cooler drain tank and discharges the water overboard
through the bilge, ballast and fire pump overboard discharge valve QD45.
The air cooler condensate drain pump is started and stopped automatically by
d
level switches which operates the pump as required in order to empty the air
cooler drain tank.
lle
o
tr
on
nc
U

Illustration 2.9.2a Pump Room, Bosun's Store, Chain Locker and Bow Thruster Room Bilge System
Deck
Stand
y
To Clean Cargo
From I.G and Tank System
AD68 AD46 Vapour Collection
System Deck Stand
op
AD43 No.6 Ballast Upper Floor
Tank Port Platform
To Cargo
System AD28 H
AD24 AD23
C
To Residual
Compressed P Sea
Tank
AD41 Air Weed Chest
To Slop Bosun's Store
Blow
Tank Port AD59 AD73
AD45 Connection
Port Chain Locker
d
AD35 AD44 H Forward Deck JX35
JX31 Chain Washing
AD30 Water
lle
Under Forward Deck JX37
H H
JX29
JX25
AD33 AD36 H AD25
No.2 Ballast From JX28
Pump 1000m3/h AD22 Main Deck
Fire Main
AD27 JX27
o
H JX26
JX24
No.1 Ballast
H JX30
Pump 1000m3/h
AD21
H
AD32 AD39
H
H
AD26
tr Forward Deck
Starboard
JX34
JX38
JX36
Chain Washing
Water
on
AD31 Chain Locker
Ballast/Bilge Eductor AD36
80m3/h
H From Bottom To Bow Thruster From
AD40 AD35 Void Space Bilges Room Eductor Bow Thruster
AD60 AD34 Room
P
nc
From Fire
Water System
AD37 AD29
PV
AD42 Key
P
Pneumatic Pump AD70
U
Bilges
(30m3/h x 30m)
AD69 Bilge Suction Bilge Suction
Port Starboard Deck Fire Water
Sea Water
From Compressed
Air System

2.9.2 ballast Pump Room Bilge and Bosun’s Store, Regulate the air supply to the pump in order to control its speed, ensure that the
Chain Locker Bilge System bilge discharge is only going into the residual tank. The discharge rate of the
pump into the residual tank should not have much effect on the tank pressure.
The bilges in the ballast pump room can be discharged either by the ballast/bilge If the eductor was to be used for pumping the bilges, then a close watch should
y
stripping eductor which is rated at 80m3/h, or via a pneumatic Wildon pump be kept on the tank level and tank pressure.
which has a capacity of 30m3/h. The discharge from either of these pumps can
be to the residual or port slop tank or if necessary, directly overboard if no oil
op
Bosun’s Store, Chain Locker and Bow Thruster Room Bilges
is present in the bilge water. The disadvantage in using the stripping eductor is
the need to use drive water which is supplied from the fire main, the use of this There are three bilge eductors each with a capacity of 8m3/h and driven by
option will help to use up any limited space in which to discharge the bilges if sea water from the fire main, they are provided for the drainage of the bosun’s
they are to be kept inside the ship rather than discharged overboard. store, chain lockers and bow thruster room. Each suction point is equipped
with a suction filter and non-return valve. High level alarms are fitted in the
In most cases it is assumed that the Wildon pump will be used. In addition to bosun’s store and thruster room.
C
being able to pump out the pump room bilges this pump and eductor can be
used to draw out any bilge water from the bottom void space which is below Ensure that there is no oil contained in any of the bilges before they are
the cargo tanks and between the ballast tanks in the double bottom area. discharged overboard. If there is oil present, then alternative methods must be
used to discharge the bilge wells, for example, into used empty drums etc.
d
In the pump room there are two non-return type suction valves, one port and
one starboard, each manually operated. Each of the bilge wells is fitted with
Procedure for the Operation of the Forward Bilge Systems
high level alarms. In most cases the bilges will normally be pumped to the
lle
residual tank.
a) Ensure that the suction strainers are clean and the cover joint is
correctly fitted.
Procedure for Draining the Pump Room Bilges Using the Bilge
Eductor b) Start the duty fire pump and pressurise the fire main.
o
Before entry into the ballast pump room, permission should be given by the c) Open the appropriate overboard discharge valve, either through
duty deck officer; the space is kept closed and secured at sea. Although the the port or starboard hawse pipe.
space is not classed as an enclosed space, it is good policy that the pump room
fan is started at least 10 to 15 minutes before entry and the lighting system
switched on. The ventilation fan starter is located on the panel below the fire
detector panel in the SCC, the light switch for the space is on the bulkhead tr
d) Open the appropriate eductor suction valves.
e) Open the appropriate eductor drive water supply valve.

on
adjacent to the VEC control panel in the SCC.
f) On completion, close all the above valves.
Set up the valves as in the following table:

Open Port bilge suction valve
nc
or
Open Starboard bilge suction valve
Open Discharge valve to residual tank AD41
Open Discharge isolating valve to port slop and AD35
residual tank
U
Open Wildon pump suction valve AD70

Open Wildon pump discharge valve AD42
Closed Discharge crossover valve onto ballast main, AD45, AD43
plus overboard discharge valve
Open Air supply to the Wildon pump

Illustration 2.10.1a Starting Air System
Funnel Top
Key
y
Air Back-Up Air Supply
Auto Valve to Working To Air
Air System Horn
op
RK9 LT Cooling Water
RK29 RK35
RK112 Upper Platform Level
To Auxiliary RK112
RK7 Boiler
Sootblowers
C
RK101 RK102
To Scupper RK134
Upper Platform Level PI
PS
Oil/Water
Separator RK103
d
RK106
To Control
No.1 No.2
Air System
Starting Starting
Air Air
lle
No.1 Generator RK100
Receiver RK99 Receiver
Engine QK13
RK13 Emergency Air RK51
Compressor
11m3/h
RK105 RK104 RK53 RK52
Control Air
To Scupper
Dryer
o
RK108
RK49
No.2 Generator To Quick-Closing
Engine RK107 PI
Valve System
RK14
tr To Scupper
To Scupper
RK132
RK45
RK48
30-7bar
30-7bar
RK47
RK47
on
RK135 30-10bar RK138
No.3 Generator
RK116 PS PS PS
Engine
RK143
RK15
PS RK12 RK11
nc
PI
Generator
Engine RK114 RK3 RK2 RK1
RK146 30-9 bar RK145 RK113 Air
Reservoir
RK10
U
RK115
RK146 30-9 bar RK145
QB14 QB12 QB10
No.1 Main No.2 Main No.3 Main

Air Compressor QB13 Air Compressor QB11 Air Compressor QB9
To Scupper
150m3/h 150m3/h 150m3/h

2.10 Air Systems Starting air is supplied from the receivers to the main engine. The receivers Position Description Valve
supply air to all three generator engines using a separate pipeline where the
Open No.2 receiver outlet valve to quick-closing valves RK103
2.10.1 Starting Air System pressure is reduced to 9.0kg/cm2 by one of a pair of reducing valves.
and whistle air systems, plus crossover to the
control air system
The main compressors are cooled by the low temperature central cooling water
y
Main Air Compressors
system. Open No.2 receiver outlet valve to auxiliary air receiver
RK102
Maker: Hamworthy KSE
Open Supply to generator engines RK10
Model: V150
op
If necessary the working air system can be supplied/supplemented from the Open Supply to auxiliary air receiver RK11
No of sets: 3 starting air system through one of two sets of reducing valves via isolating Open Inlet to auxiliary air receiver RK114
Type: 2 stage FW cooled, V-type valve RK29.
Open Inlet valves to all three generator engines RK13, RK14
Capacity: 150m3/h at a pressure of 30kg/cm2 RK15
The start air system also supplies the quick-closing valve air receiver and
control air system. Open Inlet valve to duty (upper or lower) pressure RK145
C
Emergency Air Compressor reducer for generator engines
Maker: Hamworthy KSE - Atlas Copco Open Outlet valve from duty (upper or lower) pressure RK146
Procedure for the Operation of the Main Starting Air System reducer for generator engines
Model: LT-22-30-KE
No of sets: 1 Closed Inlet and outlet valves on the non-duty pressure
a) Ensure all pressure gauge and instrumentation valves are open. reducer for generator engines
d
Type: 2 stage air cooled, V-type
Open Inlet to control air supply reducing valve RK45
Capacity: 11m3/h at a pressure of 30kg/cm2 b) Check the oil level in the compressors and check the sump for
water. Open Quick-closing valve system supply valve RK132
lle
Closed Back-up supply to the working air system RK29
The starting air system is supplied by three main starting air compressors,
which supply the two main air receivers. The compressed air is used to start c) Ensure that the central fresh water cooling system is operating
and supplying cooling water to the compressors. e) Select the compressors for operation with one compressor as the
the main engine and the three generator engines.
duty compressors and the other compressors as follow-on.
One emergency compressor which is fed from the emergency switchboard is d) Set up valves as shown in the tables below.
f) Drain any liquid from the receivers and oil separator.
o
used to supply the auxiliary air receiver in an emergency. Starting air to the
generator engines is reduced to 9.0kg/cm2. No.1, 2 and 3 Start Air Compressors Ready for Use
g) Check the operation of the automatic drain traps.
Under normal operation conditions, both receivers could be in use, although
The air receivers are supplied through an oil/water separator situated on the
discharge from the compressors. Each compressor has an automatic drain on the
high-pressure discharge, which opens when the compressor stops and closes shortly
after the compressor runs up to speed. This allows the compressor to start and stop
tr
consideration should be given to maintaining one receiver in a full but isolated
condition which would be acting as a reserve capacity. It is assumed that all
valves are initially closed.
Procedure for the Operation of the Emergency Starting Air
System
on
off load. The compressors are started and stopped by pressure switches situated Emergency starting air compressor and generator engine receiver in use. All
on the inlet line to the main receivers. The compressors are selected for priority of Position Description Valve
valves are initially closed.
starting; the duty compressor will start first but if the pressure continues to fall the Open No.1 compressor discharge valve RK3
first follow-on compressor is started and then the second follow-on compressor Open No.2 compressor discharge valve RK2
if the pressure falls further. Duty and follow-on compressors are selected by Position Description Valve
Open No.3 compressor discharge valve RK1
Open Emergency compressor discharge valve RK12
nc
means of the duty/follow-on selector switch. Switches and pushbuttons at the

Open No.1 receiver inlet valve RK105
local starter panel enable the compressors to be manually started and stopped if Open Generator engine starting air receiver inlet valve RK114
required, normally they are selected for automatic operation. Open No.1 receiver outlet valve to main engine starting RK99
Open Generator engine starting air receiver outlet valve RK113
air line
Closed Air receiver drain valve RK115
Switch Position Duty 1st Follow-on 2nd Follow-on Open No.1 receiver outlet valve to quick-closing valves RK106
Compressor Compressor Compressor and whistle air systems, plus crossover to the
The line valves from the emergency air receiver to the generator engines are as
U
control air system

1 1 2 3 indicated in the table above for the main air compressors.
Open No.1 receiver outlet valve to auxiliary air receiver RK101
2 1 3 2
3 2 3 1
Open No.2 receiver outlet valve to main engine starting RK100
4 3 2 1
air line

Illustration 2.10.2a Working Air System

To Boiler
Working Air Burner Atomising
Exhaust Boiler
Compressor 200m3/h RK22
RK74
y
Boiler Room
RK21
RK86 RK72
To Bilge
To Top Upper Platform (S)
RK24
op
Of Funnel RK71
Workshop
Working Air RK70

Compressor 200m3/h RK20
Workshop
RK121 RK69
RK19 Electrical
To Bilge Workshop
C
RK73
To Safety Telephone
RK23 Alarm in Pump Room
RK118
PI
d
Working Air
RK119 Reservoir
(2m3)
To Deck
RK33 Compressed Air System
lle
FW
PS Hydrophore
RK43 RK62 Tank
RK65 RK34 PI
RK120 PS
7-4 bar
o
RK38
Air RK67 RK40 RK41 RK42
To Bilge Engine Pump
Dryer
Room Room
RK28
To Control
Air System
RK36
RK29
RK37
tr RK39
on
Sewage Treatment Near Sea
RK68
Unit Room Chest (Port)
RK51 Separator Room Near Emergency Near Sea
RK75 QK13
RK82 Sea Chest Chest (Port)
FO Unit Room RK66 RK58
Floor (P)
RK76 RK53 RK52
RK83 RK55 RK56
Generator Engine Control Air
Room (location) Dryer Floor (S)
nc
RK77 RK49
Generator Engine RK84
Room (location) RK47 PI Floor (A)
RK45 30-7bar
RK78
Main Air Cooler RK85 RK57
Self Priming Device
Side
RK79 RK48 30-7bar RK47 for Emergency Suction
Near Sea
From Starting No.3 Main Sea Water Pump
Hydraulic Power RK133 Chest (Starboard)
Pack Station
Air System
RK80
U
Main Engine
Turbocharger Key
To Main Engine for
Side RK81
Turbocharger Cleaning
with Shells
RK32 Air

2.10.2 working Air System The system supplies the following services: g) Start the air dryer into operation and check that the dryer
functions automatically.
• Boiler air atomisation (when no steam is available and only
Working Air Compressor when the boiler is operating on DO)
Maker: Tamrotor h) The working air system is now operational and services may be
y
• Accommodation services operated as required.
Model: EMH 21-8 EANA
No of sets: 2 • Deck services
WARNING
op
Type: 2 stage air cooled screw type • Engine room services
Care must be taken when working with compressed air and air hoses
Capacity: 200m3/h at a maximum pressure of 8.0kg/cm2 • Pump room services must be properly connected to the outlet attachment before the valve
• Hydrophore unit is opened. Under no circumstances should compressed air be directed
Air Dryer towards any personnel.
Maker: Ultrafilter
Procedure for Preparing the General Service Air System for
C
Model: Ultrapac MSD0225M Operation
No of sets: 1
Type: Desiccant - regenerating a) Ensure that all instrumentation valves are open.
d
b) Check the oil level in the compressors.
The working air system is supplied by two air-cooled screw type air
compressors which supply air at a rate of 200m3/h at a pressure maximum of
c) Check the sumps for water.
8.0kg/cm2. One working air compressor is selected as the duty compressor and
lle
the other acts as the standby compressor provided the compressors are selected
d) Set up valves as shown in the tables below.
for AUTO CHANGE.
All valves are initially closed.
The working air compressors discharge to a separate air receiver. The
compressor is controlled by the pressure in the receiver, loading and unloading
o
as required. The air is supplied to the general service system through an Position Description Valve
absorption type air dryer. Most services are supplied at 7.0kg/cm2 with further Open No.1 working air compressor discharge valve RK24
services supplied at 4.0kg/cm2 through a reducing valve. The services are Open No.2 working air compressor discharge valve RK23
supplied in groups with a master shut-off valve for each group.
The desiccant air dryer has two adsorbers or drying units, the air passing tr
Open
Open
Open
Inlet to working air receiver
Outlet from working air receiver
Master valve to working service air system
RK118
RK119
RK28
on
through one unit where moisture is removed from the air by the desiccant. At
the same time the desiccant in the other chamber is undergoing regeneration. Closed Crossover valve to the working air system RK29
Drying of the air is achieved by water molecules being physically attracted Open Inlet valve to air dryer RK36
to and bound by the surface of the desiccant. After a preset time of air flow Open Outlet valve from air dryer RK37
through one adsorber the butterfly valves are changed over so that air flows
Closed Air dryer bypass valve RK38
through the other adsorber and the adsorber which now contains moisture
Open 7.0kg/cm2 services as required
nc
undergoes regeneration.
Open Inlet valve to 4.0kg/cm2 reducing valve RK40
At regeneration the adsorber pressure is reduced to atmospheric and some Open Outlet valve from 4.0kg/cm2 reducing valve RK42
dried air from the other adsorber is expanded through the adsorber undergoing Closed 4.0kg/cm2 reducing valve bypass valve RK39
regeneration. The expansion of the air through the chamber removes moisture
Open 4.0kg/cm2 services as required
from the desiccant and at the end of the regeneration process the adsorber
U
is ready for the drying operation again. The changeover of the adsorbers is
e) Start the working air compressors, ensuring the loading and
automatically controlled by a timer and once in operation the dryer continues
unloading system operates correctly.
in service so long as compressed air is supplied.
f) Check that the system drain traps are operational.
The working service system can if necessary be supplied from the start air
system, through reducing valves and system isolation valve RK29.

Illustration 2.10.3a Control Air System

To Boiler Control
Operating Valves
QK12 To Steam Dump IGG Room
Controller
To IGG
To Boiler FD Fan
y
Flap Controller QK33
QK11
QK1
op
To SCC
Funnel Top
C
To Boiler Feed
Control Regulating To Changeover Control
QK34 Valve for Boiler FO System
Valve
Returns
To Air Back-Up Supply to QK37
Horn Working Air
System
d
To Auxiliary RK112
RK112
Generators
QK9 Workshop
RK35 RK29
Upper Platform
lle
RK101 RK102
PI To ODME
Control Unit
PS QK3
To SW Tank Cleaning
o
RK103 Heater Control
RK106
No.1 No.2 To Pneumatic
Starting Starting Control Unit
Air
Receiver RK99
RK100
Air
Receiver
tr
To Quick-Closing Valves
Air Receiver
QK22
QK21
on
RK105 RK104
Main Engine LO
QK10 Auto Filter Control
RK108
RK143
FO Auto Filter
RK107 PI QK14
Starting Air to Control Air
Main Engine Dryer
nc
To Scupper
RK132 PI
30 - 10 bar
To Scupper
RK135 RK138
RK52 RK53 QK13
From Main Starting
Air Compressors 30 - 7 bar Main Engine QK17 QK15 QK16
U
Control Air QK5 QK14 Aux. LO No.1 LO No.2 LO

RK45 RK47 Sep. Sep. Sep.
Main Engine QK8 QK36
30 - 7 bar Safety Air
Key RK51 QK4 Bilge OWS
QK20 QK18 QK19
RK48 RK47 Camshaft LO Bilge Pump DO Sep. No.1 FO No.2 FO
Air Auto Filter Priming Valve Sep. Sep.

2.10.3 Control Air System The starting air system is in full operation. Under normal operation conditions,
both receivers could be in use, although consideration should be given to
Control Air Dryer maintaining one receiver in a full but isolated condition which would be acting
Maker: Ultrafilter as a reserve capacity.
y
Model: SD0226
No of sets: 1
op
Type: Refrigerant
The control air system is supplied from the starting air system at a pressure Open No.3 compressor discharge valve RK1
of 7.0kg/cm2 through one of two reducing valves. The control air is processed Open No.1 receiver inlet valve RK105
through a refrigerant type air dryer and associated filters before supplying the Open No.1 receiver outlet valve to quick-closing RK106
following control air services: valves and whistle air systems, plus crossover
C
• Oil discharge monitoring equipment FW control valve to the control air system
• Inert gas control air
Open No.2 receiver outlet valve to quick-closing RK103
• Remote sounding system valves and whistle air systems, plus crossover
d
• Main engine safety air system to the control air system
Open Inlet to control air supply reducing valve RK45 or
• Main engine control air system
RK48
lle
• Main engine auto backflushing LO filters Open Outlet valve from control air reducing valve RK47
• Main engine auto backflushing FO filters Open Inlet valve to air dryer RK52
• Generator engine control systems Open Outlet valve from air dryer RK53
Open Outlet isolating valve from unit QK13
• Boiler control systems
o
Closed Dryer bypass valve RK51
• Purifier control systems Closed Crossover valve to the working air system RK29
• Auxiliary systems pressure and temperature controllers
• CO2 and fire alarms
Note: It is essential that only dried air is supplied to the control air system tr
c) Open the individual inlets to all pressure, temperature and
control systems.
on
d) When the air supply is available at the control air dryer start
as moisture can have a detrimental effect on the operational efficiency of
the dryer operating. It will take a short while for the full drying
control devices.
effect of the dryer to become available and so control air must
be vented until only fully dried air is available to the control air
Procedure for Preparing the Control Air System for system.
Operation
nc
e) Blow down the inlets to the control systems on a regular basis

a) Ensure that all instrumentation valves are open. and check the efficiency of the air dryer.
b) Set up the valves as shown in the table below. Note: Where duplicated reducing valves are provided, they should be
alternated on a regular basis.
All valves are initially closed.
U

Illustration 2.11a Steering Gear Flow Lines

Deaeration Line No.2 No.1 Deaeration Line
Cylinder Cylinder
y
Limit Limit
Switches Switches
op
Deaeration Line No.4 No.3 Deaeration Line
Cylinder Cylinder
C
d
PI PI PI PI
Isolation Valve IV-1
lle
Isolation Valve IV-2
Key
o
Main Pressure Lines
Pilot Lines
tr Electrical Signal
on
Filter
Pushbutton Pushbutton
Unloading Unloading
Device Device
Deck LAL LAL

nc
Air Breather LALL Air Breather LALL
No.2 Power Unit No.1 Power Unit

Oil Tank PS Oil Tank PS
Steering Gear
Hydraulic Oil Main Pump Main Pump
Storage Tank
U
TI Servo TI Servo
Pump Torque Pump Torque
Motor Motor
System System
Hand Test Test
Pump Valves M M PS Valves M M PS
Final Draft No.1. July 2008 Section 2.11 - Page 1 of 3

2.11 Steering Gear both pump units are running, in order to obtain the IMO recommended tiller • Two oil tanks having a chamber for level switches and system
movement of 35° on one side to 30° the other side within 28 seconds (with one test valves
Maker: Kawasaki-Wuhan pump in 56 seconds). • Electric control panel for the automatic isolation system
Type: FE21-064-T050
y
Predeparture tests of the steering gear should be carried out by the duty • Alarm panel for automatic isolation system
engineer in the steering gear compartment and by the officer of the watch
Description (OOW) on the bridge. Even though the steering gear can be started from the Operation
op
bridge the duty engineer should be present when pumps are started and the
The steering gear consists of four hydraulic rams driven by oil supplied by two system tested from the bridge. If failure of one of the systems occurs, the ship’s speed should be reduced to
electrically-driven pumps. The pumps are of the variable displacement axial half of full speed, as only 50% of the torque for the steering gear operation is
piston type and are contained in their own individual hydraulic oil tanks. available.
Procedure for Putting the Steering Gear Into Operation
The steering gear is capable of operating as two totally separate steering
C
The system valves are assumed set for normal operation. Failure Sequence with One Pump Running
systems. Each pump unit is capable of putting the rudder through the working
angle in the specified time. Normally at sea only one pump is required but the If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
a) Check the level and condition of the oil in the tanks and refill
second pump unit can be connected at any time by starting the motor. When following sequence will take place:
with the correct grade as required.
manoeuvring both pumps are operated.
d
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
The steering gear is provided with an automatic isolation system. Both
connected correctly. down to the LOW position, audible and visual alarms are given
hydraulic systems are interconnected by means of solenoid operated isolating
on the navigating bridge and in the machinery space.
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valves that in normal circumstances allow both systems to operate together
c) Ensure the rudder is in the mid position.
to produce the torque necessary for moving the rudder. In the event of failure 2. No.1 isolating valve (IV-1) is energised and the hydraulic
that results in a loss of hydraulic fluid from one of the systems, the float systems associated with No.1 and No.2 pumps are isolated.
d) Select LOCAL at the starter panel and start each electro-
switches in the affected hydraulic tank are actuated. This gives a signal to
hydraulic pump unit. 3. If the oil level goes down to the LOW-LOW position this
the isolation system which automatically divides the steering gear into two
indicates that the leak is in No.1 system. No.1 isolating valve
separate systems. The defective system is isolated and the pump stopped,
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e) Carry out predeparture tests. (IV-1) is de-energised and No.1 pump is automatically stopped;
whilst the intact system remains fully operational so that steering capability is
No.2 isolating valve (IV-2) is energised and No.2 pump is
maintained but with 50% of the rudder torque which requires the ship’s speed
f) Check for any leakage and rectify. automatically started. The hydraulic system associated with
to be reduced to half speed.
The steering gear is remotely controlled by the autopilot control or by hand

steering from the wheelhouse. All orders from the bridge to the steering tr
g) Check for abnormal noise and operating pressures.
h) Switch the starter selector to REMOTE so that the OOW on the

No.1 pump is isolated. Steering is now carried out by No.2
pump and its two related cylinders (No.3 and No.4) with 50%
torque.
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compartment are transmitted electrically. Steering gear feedback transmitters 4. If, however, the oil leak is in No.2 hydraulic system the Low-
bridge can carry out their predeparture steering gear tests. Low level alarm is not activated and steering continues to be
supply the actual position signal for the systems. The rudder angle operations
is limited to 35° port or starboard with mechanical stops fitted at 37°. carried out by No.1 pump and its two related cylinders (No.1
Automatic Isolation System and No.2) with 50% torque. No.2 hydraulic system is isolated
The variable-flow pumps are operated by a control lever which activates and so there will be no further leakage from that system apart
Description from the oil in the pipes.
the tilting lever of the pump cylinder. This causes oil to be discharged to a
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particular pair of hydraulic cylinders whilst suction is taken from the other This steering gear is so arranged that in the event of a loss of hydraulic
pair. As the rudder turns the feedback linkage causes the pump’s tilting lever fluid from one system, the loss can be detected and the defective system If No.2 pump is running and No.1 pump is stopped when the LOW level and
to move thus reducing the stroke on the pump. When the rudder reaches the automatically isolated within 45 seconds. This allows the other actuating LOW-LOW level alarms are activated the sequence of events is identical to
desired angle the tilting lever is restored to the neutral position and oil delivery system to remain fully operational with 50% torque available. that above, except that initially No.2 isolating valve is energised first isolating
from the pump ceases. No.2 steering gear pump unit is supplied with electric the lines from No.1 pump unit. The systems will be isolated and the system
power from the emergency switchboard and No.1 pump unit from the main
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Construction without the leak will operate.

switchboard.
This system consists of the following equipment:
Under normal circumstances at sea, all four cylinders (rams) will be in use, with • Two isolating valves
one pump unit running and the second pump unit ready to start automatically.
When manoeuvring or operating in confined waters, it is compulsory that • Two level switches with ‘LOW’ and ‘LOW-LOW’ level
positions
Issue: 1 - August 20076 Section 2.11 - Page 2 of 3

Failure Sequence with Both Pumps Running Note: Only one pump unit can be operated in this mode, the other pump unit c) The tiller can be moved in accordance with the steering
When both pumps are running, the hydraulic oil tank which first registers a must be shut down. command from the bridge by turning the torque motor shaft
LOW oil level will trigger the alarms on the bridge and in the engine room knob located on the top of the torque motor. This puts a stroke
and a signal will be sent to energise its isolation valve. Both pump units will c) For the pump unit on local control, operate the pushbuttons on the pump to produce the desired angle of rudder movement.
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remain in operation. PORT or STARBOARD to turn the steering gear in the direction When the rudder reaches the desired angle feedback from the
request by the bridge. The pushbutton (PORT or STARBOARD) tiller will remove stroke from the pump.
is depressed for as long as required in order to turn the rudder
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When the oil level in No.1 or No.2 oil tank goes down to the ‘LOW-LOW’
level, the associated isolating valve will operate and the respective pump will through to the requested angle. When the requested angle is Emergency Steering Drill
be automatically stopped. achieved the pushbutton is released, the rudder will remain at
that angle. Emergency steering drill should be carried out at according to company
System Testing procedures when traffic and navigational restrictions permit.
If this system should fail, manual operation can be carried out as follows:
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The float chamber can be isolated and drained to test the system operation. The It is to consist of the direct operation of the main steering gear by using the
function test period for the LOW and LOW LOW alarms should be carried out a) Only one pump unit may be operated and the operational pump manual control within the steering flat. This operation is to be directed from
according to the company’s procedures. unit selector switch must be turned to the LOCAL position. the navigation bridge. After each drill, details and the date it was carried out are
to be entered in the Official Log Book and Particulars and Records Book.
Switch off the torque motor power.
Emergency Steering
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b) Push in the pushbutton on the unloading device and lock it in
If failure occurs in the remote operating system from the wheelhouse, the place.
steering can be operated from the steering gear room, either on the respective
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autopilot control panel through the NFU pushbuttons or via the torque motor
control knob located on top of the torque motor. Under these conditions, it is
only possible for one pump unit to be operated in hand steering mode from the
steering gear room.
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In accordance with IMO regulations the hydraulic pumps used in the steering Torque Motor Shaft Knob
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.
Procedure for Operation of Steering Gear on Loss of Remote tr Unloading Valve

on
Bridge Control
Torque Motor
a) On loss of steering gear control from the bridge, establish
Locking Ring
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment
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platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
b) On the pump unit to be used, lift up the locking plate and turn
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the LOCAL/REMOTE control switch to LOCAL control.
This switch is on the NFU (Non Follow Up) panel in the steering gear room.
Steering Gear Unloading Valve Block Steering Gear Torque Motor
Issue: 1 - August 20076 Section 2.11 - Page 3 of 3

2.12 Electrical Power Generators When the engine revolutions exceed about 110 rpm, if conditions are normal Fuel System
and firing has taken place, the start valve is closed and the piston and main air
2.12.1 Diesel Generators valve are vented. A return spring disengages the pinion from the flywheel and The engine fuel supply rail is supplied with heavy fuel oil or diesel oil from
the air motor stops. the combined main engine and generator engines fuel oil service system. The
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Maker: MAN-B&W Holeby high-pressure fuel injection pumps take suction from the fuel supply rail. The
During starting a pneumatic cylinder operates a stop arm to limit the fuel- injection pumps deliver the fuel oil under high pressure through the injection
Type: 7L23/30H
regulating shaft. pipes to the injection valves. Cams on the camshaft operate the injection
No. of sets: 3
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pumps.
No. of cylinders: 7 An on-line air lubricator is fitted to lubricate the start air motor.
Bore: 225mm With the engine stopped, fuel from the fuel preparation unit, which supplies
Stroke: 300mm the main engine and the other generator engine(s), will circulate along the fuel
Turbocharger System supply rail and back to the deaerator. The engine supply rail will thus be kept
MEP: 18.2 bar
hot and ready for use when it is being operated on heavy fuel oil.
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RPM: 720 The engine is fitted with an exhaust gas driven turbocharger. The turbocharger
Rating: 967kW draws air from the engine room via a suction filter and passes it through a
The discharge of the fuel feed pump passes through a duplex fuel oil filter. Both
charge air cooler, before supplying the individual cylinders.
filters are normally in use, only shutting one off for maintenance. Turning the
Alternator top handle two turns cleans the filters and any sediment can be drained off.
Cooling Water System
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Maker: Hyundai
Excess fuel not needed by the injection pumps is passed through the overflow
Type: HFJ6 566 14K pipe and delivered into the manifold, which returns it to the main fuel oil
All cooling water requirements for the generator engines are provided by water
Capacity: 1137.5kVA from the central low temperature fresh water cooling system. circulation system (see Section 2.6.2). This principle ensures that:
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1. There is always an adequate amount of pressurised fuel available
An engine-driven pump circulates the jacket spaces and cylinder heads. at the fuel injection pumps.
Introduction This jacket (high temperature) cooling water pump, discharges through the
engine cylinder jacket and cylinder head cooling water spaces and then to a 2. The heated fuel can be circulated for warming-up the piping
Three identical diesel generators, operating in the medium speed range, supply system and the injection pumps prior to engine starting.
thermostatically operated valve. If the temperature of the cooling water leaving
electrical power to the ship.
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the engine is below the normal operating temperature, the thermostat will 3. The necessary fuel oil temperature can be better maintained.
direct the cooling water back to the pump suction. When the cooling water
The engines are seven-cylinder, turbocharged, uni-directional, four-stroke,
outlet temperature reaches operating temperature, the thermostat will begin
trunk piston, in-line engines and normally operate on heavy fuel oil. They can
also be supplied with diesel oil, which is used for flushing through, prior to
shutting down for maintenance.
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to direct the water to the central fresh water cooling system and the pump
will partly take its suction from the central fresh water cooling system, thus
maintaining a constant temperature.
Lubricating Oil System
All engine running gear is force lubricated by the engine-driven gear type
pump. The pistons are also supplied with oil as a cooling medium. A pre-
on
One diesel generator is normally used during seagoing conditions. Three lubrication pump is fitted to supply oil to the bearings and other running gear
A motorised operated valve in the cooling water supply line to the engine is
generators are required during: before the engine starts, this reduces wear on the engine in the period between
closed when the engine stops, this prevents the circulation of relatively cold
• Manoeuvring water from the LT central cooling FW system through the engine cooling water the engine starting and the engine-driven pump building up lubricating oil
system. The valve control is thermostatically activated and the valve opened pressure. The pre-lubrication pump runs continuously while the engine is on
• Cargo discharge
when the engine is running and the jacket cooling water system reaches normal automatic standby provided that it is selected for AUTO at the priming pump
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operating temperature. This valve helps keep the engine in a warm condition starter panel; the pump may also be selected for manual operation via the
Starting Air System when it is stopped as no LT cooling water can flow through the engine and it selection switch.
ensures that the engine reaches operating temperature quickly after starting. If
The engine is started by means of an air-driven starter motor. When the start necessary the valves may be opened and closed locally by means of OPEN and The engine-driven pump and the electrically-driven pre-lubrication pump both
valve is opened by the remote controlled solenoid, air is supplied to the air start CLOSED pushbuttons on the local operating panel. take suction from the engine sump, and discharge through a cooler and duplex
motor. The air supply activates a piston, causing the pinion to engage with the filter to the engine oil supply rail. A control valve on the pump discharge,
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gear rim on the flywheel. When the pinion is fully engaged pilot air opens the The charge air cooler, LO cooler and alternator air cooler are supplied from which relieves any excess pressure back to the sump, controls the pressure.
main air valve, which supplies air to the air start motor, causing the engine to the LT central cooling FW system and are not circulated by the jacket water The temperature is controlled by a three-way temperature control valve, which
turn. circulation pump. regulates how much of the oil passes through the cooler. The turbocharger is
supplied from the main lubricating oil circuit; an orifice in the LO supply line
to the turbocharger regulates the oil flow.

The cooler is a plate heat exchanger, with the oil circulating through the flow j) Open the vent on the cooling water outlet line on the generator j) Check the exhaust gas temperatures for deviation from normal.
channels and water from the central fresh water cooling system circulating air cooler, and close it again when all air has been expelled.
through the parallel channels in the opposite flow direction. k) Check the exhaust gas for smoke.
If maintenance work has been carried out on the engine, start the engine as
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The main LO filter is supplemented by two bypass centrifugal filters mounted below prior to switching the engine to automatic operation. l) Keep the charge air pressure and temperature under control.
at the engine base frame. During operation a part of the lubricating oil supplied
from the engine-driven LO pump enters the two centrifugal filters which return k) Check that all fuel pump indices are at index ‘0’, when the
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the oil to the sump in the base frame. The filters are driven by the oil supply. regulating shaft is in the stop position. Procedure to Stop a Diesel Generator Engine
The filters rely on centrifugal force and can remove high-density sub-micron
particles. l) Check that all fuel pumps can be pressed by hand to full index a) Before stopping, run the engine at reduced load or idle speed for
and return to ‘0’ when the hand is removed. 5 minutes for cooling down purposes.
Procedure to Prepare a Diesel Generator for Starting m) Check the spring-loaded pull rod operates correctly. b) Operate the remote stop device.
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Before working on a generator place the engine in LOCAL control. n) Check that the stop cylinder for the regulating shaft operates
correctly when shutting down normally and at overspeed and
a) Operate the fuel oil service system as described in Section shut down. The overspeed shutdown is checked by reducing the
2.6.2. setting of the overspeed value temporarily; it is essential that the
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correct overspeed level is reset after the test.
b) Operate the low temperature central cooling water system as in
Section 2.5.2. o) Switch the engine to automatic operation.
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c) Check the level of oil in the sump and top-up as necessary with
the correct grade of oil from the generator engine LO measuring Procedure to Start a Diesel Generator Engine
tank.
a) Perform a pre-starting check as previously described, then from
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d) Prime the fuel oil system. the local control panel start the engine and allow it to run on idle
speed.
e) Switch the generator engine pre-lubrication oil pump to automatic
operation and check that the lubricating oil pressure builds up.
The engine should be pre-lubricated at least 2 minutes prior to
start.
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b) Make a thorough check of the engine to ensure that there are
no leaks and the engine is running smoothly and firing on all
cylinders.
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f) Check the pressure before and after the filters. c) Switch the engine over to REMOTE operation.
g) Check the governor oil level. d) Check the LO pressures and temperatures.
h) Remove the flywheel cover plate for the turning bar. When this e) Check the pressure drop across the filters.
plate is removed a start blocking signal is activated which will
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continue until the baring operation is complete and the plate is f) Check the FO pressure and temperature.
replaced. Bar the engine at least two complete revolutions using
the turning bar with the cylinder indicator cocks open. g) Connect to the switchboard and load the engine.
i) Close the cylinder indicator cocks. h) Ensure that the thermostatically operated valves on the cooling
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water systems operate correctly as the cooling water temperature

If any part of the engine has been drained for overhaul or maintenance, check increases.
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary. i) Ensure that the engine temperatures and pressures remain
within normal limits as the load is applied to the engine and the
engine heats up.

2.12.2 Emergency Diesel Generator The engine should be started once per week and run up to full load every three g) Check the engine oil pressure, cooling water pressure and rpm.
months. Whenever the engine has been started, the diesel oil tank must be Investigate any abnormalities.
Engine checked and refilled if the level has dropped to or below the 24 hour operation
Maker: Scania Sisu level. The spring starter should be tested according to company policy. h) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
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Model: Valmet 612 DSG, 6 cylinder
to flow to the radiator as the engine heats further.
Output: 142kW at a continuous speed of 1,800 rpm Procedure to Prepare the Emergency Diesel Engine for
Automatic Starting
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i) If required, load the engine, otherwise allow it to run idle or stop
Alternator it by turning the control switch on the engine panel to the STOP
a) Switch the engine to local control. position.
Maker: Newage-Stamford
Model: UC.M274F1 b) Check the level of oil in the engine sump and top-up as j) When the engine has stopped, check that the heater switches
Output: 156kVA necessary with the correct grade of oil. on, turn the local switch to the EMERG. position to restore the
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engine to automatic standby.
c) Check the level of water in the radiator and top-up as necessary
Introduction with clean distilled water. If the engine is to be loaded undertake the following:
The emergency diesel generator is a self-contained diesel engine located in the d) Check the level of diesel oil in the emergency generator diesel k) At the emergency switchboard, turn the BUS TIE ACB
emergency generator room on the port side of B deck, aft. The generator set will
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oil service tank and top-up as required. CONTROL to the OPEN position, the ACB CONTROL switch
start automatically on power failure of the main diesel generators and couple
will close.
to the emergency switchboard automatically to maintain supplies to essential e) Switch the cooling water heater on, breaker EL6 on the
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services. The generator set will also be used to get the ship under power from emergency switchboard. It is normally on when the engine is The emergency generator will now be connected to the emergency switchboard
‘dead ship’ condition. It will enable power to be supplied to essential services stopped. and can be loaded as required.
selectively without the need for external services such as starting air, fuel oil
supply and cooling water. The engine is an in-line, six-cylinder turbocharged f) Open the fuel oil supply to the diesel engine. It is normally open Additional procedures may be undertaken to load the emergency generator and
diesel engine with a self-contained cooling water system. The cooling water when the engine is stopped. these are explained below. These procedures should be carried periodically in
is radiator cooled and circulated by an engine-driven pump. A thermostat
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order to test the equipment fully.
maintains a water outlet temperature of 82 to 93oC. Air is drawn across the g) Turn the local selector switch to the EMERG. operation position,
radiator by an engine-driven fan. then set the engine for AUTOMATIC standby operation at the
Procedure to Manually Start the Emergency Diesel Engine
The cooling water is circulated by an engine-driven pump, which also supplies
cooling water to the lubricating oil cooler. An electric heater is fitted to keep
the cooling water at 40 to 50oC when the engine is on automatic standby. tr switchboard.
Procedure to Manually Start the Emergency Diesel Engine

(Using the Spring Starter)
a) Ensure that the emergency generator is ready for operation and

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(Using the Electric Starter) is switched to LOCAL control.
The engine running gear is force lubricated, an engine-driven gear pump
drawing oil from the integral sump and pumping it through the cooler and then a) Ensure that the engine is switched to LOCAL control. b) Reset the spring starter by pressing the RESET pushbutton at
through a filter before being supplied to the lubricating oil rail.
the spring starter unit.
b) Check the level of oil in the engine sump and top-up as
The engine is normally started by means of an electric starter motor, power to necessary with the correct grade of oil. c) Wind the spring starter unit with the winding handle until the
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the motor being supplied by batteries, which are on constant charge while the
red indicator appears. Remove the winding handle and store it
ship is in service. A spring starter is also fitted, spring power being manually c) Check the level of water in the radiator and top-up as necessary safely.
generated by a handle. The spring unit drives a motor which engages with with clean distilled water.
the flywheel and the stored energy is released to start the engine. This spring
d) Move the starter lever through 90°, this will immediately release
system can be utilised when starting the engine from the dead ship condition. d) Check the level of diesel oil in the emergency generator diesel the starter.
The engine can be manually started locally using either the electric or spring oil service tank and top-up as required.
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starter motor, but when switched to automatic operation, only the electric
e) The engine will start.
starter motor is utilised. e) Press the START pushbutton on the engine control panel.
f) Check that the engine is firing smoothly and check that all
f) Check that the engine is firing smoothly. engine services are operating correctly.

g) Turn the BUS TIE ACB CONTROL switch to the OPEN e) When the engine has stopped, switch the heater on, turn the b) Check the voltage and frequency of the emergency generator.
position. control switch to the REMOTE position. Restore the engine to
h) Turn the emergency generator ACB CONTROL switch to the automatic standby. c) Turn the Cos-T selector switch to the NORMAL position and
CLOSED position. the emergency generator will stop automatically.
Test of Automatic Starting Procedure With Closing of the
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The emergency generator will now be connected to the emergency switchboard Emergency Generator ACB Without Disconnecting the Test of Automatic Starting Procedure of Emergency Generator
and can be loaded or stopped as required. Voltage Supply From Main Switchboard to the Emergency With Automatic Closing of the Emergency Generator ACB Via
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Switchboard the Blackout Condition
Illustration 2.12.2a Emergency Diesel Generator Control Panel
The emergency generator must be ready to start with the local selector switch The emergency generator must be ready to start with the local selector switch
set in the EMERG. position. set in the EMERG. position.
EMERGENCY DIESEL GENERATOR
a) Turn the BUS TIE ACB CONTROL switch to the OPEN a) Turn the Cos-T selector switch to the TEST (BLACKOUT)
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position. position and the bus tie ACB will trip. The emergency generator
will start and the emergency generator ACB will close
LO Press FW Temp. b) Turn the Cos-T selector switch (located inside the cabinet on automatically.
Alarm Alarm
50 60 the emergency switchboard and marked EM’CY GEN TEST) to
b) Check the voltage and frequency of the emergency generator.
Lub Oil
d
40 70
the TEST position. The emergency generator will start and the
Temp. FW Level
30 80 Alarm Alarm
L.O. Pressure Water Temperature
20 90 Over
Speed
Injection
Pipe emergency ACB will close automatically.
c) Turn the Cos-T selector switch to the NORMAL position.
10 100 Shutdown Leakage
1 5 0 0 3 7 8
Local
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c) Check the emergency generator voltage and frequency.
Start Power
Stop Emerg
Failure On
RPM Start
Lamp
Test
d) Turn the emergency generator ACB CONTROL switch to the
Reset
d) Turn the Cos-T selector switch to the NORMAL position. OPEN position. The bus tie ACB at the emergency switchboard
will close automatically and the emergency generator will stop
L.O. Temperature
e) Turn the emergency generator ACB CONTROL switch to the automatically.
OPEN position and the ACB will open.
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Re-Establishing Normal Supply to the Emergency Switchboard
f) The emergency generator will now stop automatically.
After a Blackout
Procedure for Stopping the Engine After Running on Load tr

g) When the emergency generator has completely stopped turn the
BUS TIE ACB CONTROL switch to the CLOSED position. The emergency generator must be ready to start with the local selector switch
set in the EMERG. position.
on
a) Shed load from the engine. CAUTION a) Check that normal power supply is available.
The BUS TIE ACB CONTROL switch for the emergency generator
b) Allow the engine to idle for 5 minutes before shutting down must not be operated unless the emergency generator has completely b) Turn the emergency generator ACB CONTROL switch to the
to allow the cooling water and lubricating oil to carry away stopped. OPEN position and the ACB will open.
heat from the combustion chambers, bearings, shafts etc. It is
particularly important for the turbocharger where a sudden stop
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c) The bus tie ACB for the emergency switchboard will

can lead to a 40°C rise, which could damage the bearings and Test of Automatic Starting Procedure of Emergency Generator close automatically and the emergency generator will stop
seals. Without Closing the Emergency Generator ACB (Off Load automatically.
Test)
c) Long periods of idling will result in poor combustion and a d) Check that the emergency generator Auto Standby lamp is
build-up of carbon deposits. illuminated.
The emergency generator must be ready for operation and selected for
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REMOTE operation.
d) Turn the control switch on the engine panel to the STOP
position.
a) Turn the Cos-T selector switch to the TEST position and the
emergency generator will start.

Illustration 2.13.1a Main Electrical Network N0.1/2 Main Transformers

90kVA, 440V/230V
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Main Switchboard
No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 Group 220V Feeder
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Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel Panel
101 102 103 105 104 106 107 108 109
3,200A
Isolator
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440V Equipment 440V 440V 440V Equipment 220V Consumers
Pumps/Motors Consumers G G G Consumers Pumps/Motors
Stern Bow
Thruster M Thruster M
865kW No.3 Diesel No.2 Diesel No.1 Diesel 865kW
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Generator Generator Generator
1,137kVA 1,137kVA 1,137kVA
910kW 910kW 910kW
Main/Emergency
Board Interconnector
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N0.1/2 Emergency Transformers
tr 30kVA, 440V/230V
on
Emergency Switchboard
Emergency 440V 220V
Generator Panel Feeder Panel Feeder Panel
Shore
Connection Box
Key
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G Generator 24V 300Ah Battery
Disconnecting
Switch
Transformer
Battery Charger Board
Air Circuit Breaker (Withdrawable)

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Moulded Case Circuit Breaker 440V 220V Consumers

G Consumers
Bolted Bus Link
Emergency
Generator Essential 24V
156kVA Consumers

2.13 Electrical Power Distribution Main Switchboard Main 440/230V Transformers
Maker: Lushun Marine Transformer Plant
Maker: Terasaki
2.13.1 electrical equipment overview Model: CSGDII-90
Rating: 450V, 60Hz, 3,000A
Rating: 3-phase, 90kVA
Protection: IP22
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Generating Plant Primary/sec. voltage: 450/230V
The main switchboard is situated in the Engine Control Room (ECR) on the Primary/sec. current: 115.47/225.92A
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The electric power generating plant consists of the following: port side of the engine room upper platform level. Frequency: 60Hz
Cooling: Natural air
Diesel Generators The main switchboard is fitted with a Power Management System (PMS) that
Insulation class: B
No. of sets: 3 controls the starting, stopping, connection and load-sharing of the generators.
If a failure occurs and one of the generators stops or sheds non-essential loads, Protection level: IP23
Rating: 450V, 3ph, 60Hz, 1137.5kVA, 910kW
another standby generator will automatically start, connect and load-share or
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take over the supply of switchboard consumers. Emergency Switchboard
Emergency Diesel Generator
No. of sets: 1 The number of generators connected to the switchboard at any one time The emergency generator will start automatically in the event of a blackout
Rating: 450V, 3ph, 60Hz, 156kVA, 125kW depends on the electrical consumer load of the ship at that time. The generators and supply the emergency switchboard. This switchboard will then supply all
can be manually run up and connected to the main switchboard as required, essential navigation and machinery equipment which requires the security of a
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but in normal operation, the PMS automatically controls the operation of the backed-up power supply.
Introduction generators and major operational aspects of the main switchboard.
The emergency 220V consumers are fed from the emergency switchboard
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Only one diesel generator is normally used during normal seagoing conditions. 220V section. This section is fed from the emergency 440V switchboard feeder
The main switchboard feeds the two main 440V feeder panels, the 440V Group
Three generators are required when: section via one of two 30kVA transformers located in the emergency generator
Starter Panels (GSPs) located either side of the main switchboard and the 440V
• Manoeuvring power distribution boards located throughout the ship. The main switchboard room. These transformers are interlocked so that only one is connected at any
normally feeds the emergency switchboard, which is situated in the emergency time.
• Discharging cargo
generator room on the port side of B deck, via the main/emergency switchboard
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The emergency generator has sufficient capacity to supply the auxiliaries bus tie line. Emergency Transformers
required to start a main diesel generator in the event of total power failure. Maker: Lushun Marine Transformer Plant
All three main generators can operate in parallel, but not with the emergency In an emergency, the main switchboard bus can be divided into two separate
generator.
Power Distribution System tr

sections by the bus tie 3-phase isolator fitted in the rear of the synchronising
panel.
Model:
Rating:
Primary/sec. voltage:
CSGDII-30
3-phase, 30kVA
450/230V
on
WARNING Primary/sec. current: 38.49/75.8A
General Description The bus tie isolator must only be closed when one side is known to be in Frequency: 60Hz
The main switchboard consists of: a dead condition. Cooling: Natural air
• Three generator panels Insulation class: B
Links are also fitted between the main switchboard cubicle bus sections as
• A synchronising panel shown above in illustration 2.13.1a. These links are intended for emergency Protection level: IP23
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situations only where isolation of a faulty bus section is required.

• Two group starter panels
• Two 440V feeder panels WARNING
• A 230V feeder panel The bus links must only be opened or closed when both sides are known
to be in a dead condition.
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The emergency switchboard consists of:

• The emergency generator panel The main switchboard 220V feeder panel is fed from one of two main
440/230V, 90kVA transformers located in the electrical work room on the port
• A 440V feeder panel outboard side of the ECR. These transformers are interlocked so that only one
• A 220V feeder panel is connected at any time.

Essential safety and communication equipment is fed from the battery charge Switchboards Earth Insulation Monitoring
and discharge board located in the converter room aft of the bridge on D The switchboards are of dead front box frame construction without a bottom Each of the following supply systems is provided with monitoring equipment
deck. This board supplies items of equipment such as the ECR, cargo and plate and have hinged front panels that can be opened without disturbing for continuously monitoring the insulation level to earth, giving an audible and
bridge control consoles, fire detection, PA/telephone systems, etc. This board the meters, pilot lamps, etc, mounted on them. Certain moulded case circuit visual indication of an abnormally low insulation level. These alarms are raised
is normally fed from the main or emergency switchboard 440V feeder panels
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breakers fitted to switchboards are of the plug-in type, so that the breakers may locally at the switchboard via the vessel’s alarm and monitoring system.
but will change over automatically to a battery supply if the emergency supply be removed from the panel front without de-energising the main Bus-bar.
fails. The 300Ah back-up battery consists of eight 80Ah 24V sealed batteries • Main switchboard 440V network
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located in the battery room on the port side of D deck. See Section 2.13.9, • Main switchboard 220V network
Battery and UPS Systems for further details. Motors
• Emergency switchboard 440V network
The 440V motors, in general, are of the squirrel cage induction type with a
Further essential communication and navigation equipment is fed from the standard frame designed for AC 440V, three-phase, 60Hz. The exceptions are • Emergency switchboard 220V network
radio switch box distribution board also located in the converter room. This the motors for domestic service and small capacity motors of 0.4kW or less. • The 24V DC battery charge/discharge board system
board supplies items of equipment such as the GMDSS equipment, GPS
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receivers, etc. This board is normally fed from the emergency switchboard Where continuous rated motors are used, the overload setting ensures the
220V feeder panel but will change over automatically to a battery supply if motor trips at 100% of the full load current. The motors in the engine room are Thrusters
the emergency supply fails. This board is split and has two back-up batteries of the totally enclosed fan-cooled type. The ship is fitted with an electrically-driven bow thruster and stern thruster.
each consisting of six 80Ah 24V sealed batteries located in the battery room
These thrusters are of the constant speed, controllable pitch type.
on the port side of D deck. See Section 2.13.9, Battery and UPS Systems for Standby motors will start when no voltage is detected on the in-service motor
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further details. or when the process pressure is low. The two thrusters are both 440V, 865kW units supplied from the main
switchboard 440V feeder panels via a local starter. The starters are of the auto-
The emergency power distribution network is shown in illustration 2.13.3a.
transformer type which limit starting current to approximately 1.4 times the
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440V Starters
rated current.
The two steering gear motors are each fed independently; No.1 steering motor Motor starters are located throughout the vessel usually close to the motor being
is fed from No.1 440V main switchboard feeder panel (circuit 2P9) and No.2 controlled. These starters are either supplied from the main switchboard 440V The bow thruster is located in the bow thruster room, accessed from the
steering motor is fed from the emergency switchboard 440V feeder panel feeder panels or from power distribution panels also located throughout the bosun’s store. The starter is located in the bosun’s store.
(circuit EP9). ship in the machinery spaces or cable lockers throughout the accommodation.
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Interlocked door isolators are provided for all starters. The stern thruster is located in the engine room at floor level, immediately aft
Electrical Network of the main engine. The starter is located at the starboard side, aft of the main
Certain motor starters are arranged in the group starter panels on the main engine at floor level.
Power distribution boards are provided in suitable positions to supply the
various local motor starters, heating, lighting, communication and navigation
equipment throughout the vessel.
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switchboard, with duplicated equipment starters split between each of the main
switchboard group starter panels. The starting of the thrusters is blocked by the power management system if
insufficient generating capacity is connected to the main switchboard. See
on
Sequential Restart Section 2.13.11, Thrusters for further information.
Large motors and group starter panels are supplied from the 440V switchboard
directly. Power for other smaller power consumers is supplied from the 440V See Section 2.13.8
switchboard via distribution panels.
Essential service motors, which were in service before the blackout, are
Each 440V and 220V distribution circuit is protected against overcurrent and started automatically on recovery of the main bus voltage. These motors are
short-circuit current, by a moulded case circuit breaker fitted on the switchboard classified into groups (consistent with voltage dip and overcurrent) and will
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or panel board with inverse time overcurrent trip and instantaneous trip. Each start according to the predetermined restarting sequence. Motors that were
supply system is provided with a device for continuously monitoring the selected for duty before the blackout are automatically returned to duty after
insulation level to earth, giving an audible and visual indication of abnormal the blackout. Similarly, motors selected for standby are automatically returned
low insulation level. to standby.
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Shore power can be provided to supply basic consumers (lighting, etc) when
Preference Trip
the ship is alongside for an extended period or when in refit/dry dock. The
shore connection box is fitted in the emergency generator room and connects to See Section 2.13.8
the main switchboard bus at the No.2 440V feeder panel via a circuit breaker.
A further shore power circuit breaker is located at the actual shore connection Non-essential loads are interrupted automatically, in the case of overcurrent of
box. See Section 2.13.5, Shore Power for further details. any one of the main diesel generators, to prevent mains power failure.

Illustration 2.13.2a Generator and Synchronising Panels
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1 2 5 6
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3 4 7 8 1 2
GENERATOR 1 GENERATOR 2 GENERATOR 3
kW 1000
kW 1000 V kW 1000
kA 1000
9 500 500 10 500 3 500
0 0 0 0
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Hz
55 60 65
4 5
11 12 13 Key Key
55 60 65
1. Power Available Lamp
1. Generator Ready To Start Lamp
2. Generator ACB Closed lamp
2. Generator ‘Master’ Lamp
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6 7 3. Generator Ammeter
3. Generator 1st Standby Lamp
14 15 16 17 4. Generator Watt/Hour Meter
4. Generator 2nd Standby Lamp
5. Running Hour Meter
5. 24V DC Source Lamp VR
7. Remote Mode Indication Lamp
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AMMETER
6. Preference and Emergency Stop Source Lamp 8 9 10 11

18 19 12 8. Space Heater Lamp
7. Emergency Generator ACB On Lamp
9. Engine Start Pushbutton
8. Emergency Generator Standby Lamp
10. Engine Stop Pushbutton
9. Generator Wattmeter 13 14 15
20 21
11. Reverse Power Indication Lamp
10. Generator and Bus Voltmeter
12. Voltage Regulator (Inside Panel)
11. Generator and Bus Frequency Meter
13. Space Heater (Off - On) Switch
12. Synchroscope
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14. Ammeter Switch
13. Synchronising Lamps
15. Generator ACB Abnormal Reset
14. Auto Synchro Start Lamp
16. Generator ACB
15. Load Shift Start Lamp
22 23 24
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16. Frequency/Voltmeter Switch
17. Frequency/Voltmeter Selector Switch
18. Generator Mode Selector Switch
19. Synchroscope Selector Switch SYS
on
20. Generator ACB Control Switch
21. Generator Standby Selector Switch
25 26 27
22. Generator Governor Control Switch
23. Auto Stop Blocking Lamp
24. Short Circuit Trouble Reset Lamp
16
25. Auto Stop Blocking Switch COS-B PUSH TO PUSH TO
26. Lamp Test Pushbutton

CLOSE OPEN
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27. Synchro and Power Control Switch COS-P

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Synchronising Panel
Synchronising Panel Generator Panel

2.13.2 Main Switchboard and Generator Operation Automatic Synchronising Control 2. Single Generator Running Procedure - On To Dead Bus
An automatically controlled synchroner, which consists of the automatic speed a) Start the engine as above. As voltage is established, the POWER
Manual/Automatic Operation of the Main Switchboards and matcher and the automatic synchroniser, is fitted to the main switchboard to AVAILABLE lamp will be illuminated at the generator panel.
Generators enable synchronisation of an incoming generator. The automatic speed matcher
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equalises the generator frequency with busbar frequency. This synchroniser is b) Set the FREQUENCY and VOLTMETER selection switch at
The generators can be controlled manually from the main switchboard operational even when main switchboard control is set to MANUAL. the synchronising panel to the position of the selected generator.
synchronising panel or automatically from the main switchyboard’s Power
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At the rated speed the voltage will rise to 440V, indicated by the
Management System (PMS). The automatic synchroniser energises the generator’s air circuit breaker (ACB) voltmeter and approximately 60Hz indicated by the frequency
when the incoming and bus phases coincide. meter.
Manual control is selected by turning the SYNCHRO AND POWER
CONTROL switch COS-P at the main switchboard synchronising panel to the c) Adjust the frequency to 60Hz by means of the governor raise/
MANUAL position. Automatic control is selected by turning this switch to Procedures for the Manual Operation of Generators lower switch. The rated values are indicated by red marks on the
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the AUTO position. When manual control is selected, the PMS has no control Instrumentation corresponding meters.
of any generating set. Manual control means that the generators are given
The generator panels are equipped with an ammeter and a kilowatt/hour meter
commands via the operator from the main switchboard mounted controls. d) Close the circuit breaker (ACB).
to measure the load of the generator.
Generators will be included in the PMS provided their MODE SELECTION
The synchronising panel is equipped with a dual-frequency meter, dual 3. Stopping the Generator
d
SWITCH on the synchronising panel is set to the AUTO position.
voltmeter and individual generator wattmeters for comparing the output of In order to stop the generator in operation, first reduce its load by stopping any
the generator to the main bus. A synchroscope and synchronising lamps are auxiliary machinery.
Automatic control means that the generators will be controlled automatically
provided for paralleling operations.
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by the PMS with no operator intervention required. The automatic starting,
stopping, connection, synchronising and loading of the main generators is a) Turn the ACB switch to OPEN.
A STANDBY SELECTOR switch is fitted at the synchronising panel to allow
normally controlled by the PMS operating in the automatic mode.
the selection of the standby generator. For each generator there is a MODE b) To stop the engine, press the engine STOP pushbutton at the
SELECTION switch which allows for MANU or AUTO selection. The AUTO local control panel.
A generator engine can be operated locally at the engine control panel or
STOP BLOCKING switch is also located at this panel.
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remotely at the main switchboard. Diesel generator local control is selected
by means of the LOCAL/REMOTE keys at the generator engine local control Avoid opening the ACB when the generator is on load, as it will cause an
panel. This switch must be set to the REMOTE position to enable either manual 1. Local Engine Starting and Stopping instantaneous rise in the engine speed and possible overspeed trip.
starting/stopping from the main switchboard, semi-automatic starting/stopping
from the CAMS or automatic starting/stopping from the PMS.
The PMS controls the following features: tr

It is assumed that the diesel generator is ready to start, ie, the GEN 1/2/3
READY TO START lamp is illuminated. See Section 2.12.1, Diesel Generators
for further information.
4. Parallel Running Procedure
If one generator is running and supplying the main switchboard, the second
on
generator can be started remotely from the main switchboard.
• Automatic blackout start and connection of the standby diesel The engine can be locally started by a pushbutton on the generator local control
generator. panel as follows (the generator is selected for local by pressing the LOCAL The generator is selected for remote operation by pressing the REMOTE
pushbutton on the engine side control panel): pushbutton on the engine’s local control panel:
• Automatic start, connection and load-share for the standby
diesel generator due to bus abnormality.
a) Switch the required generator’s MODE SELECTOR switch to a) At the main switchboard, start the second generator by pressing
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• Automatic start, connection and load-share for the standby the MANU position at the synchronising panel. the ENGINE START pushbutton on the generator panel.
diesel generator due to an overload of a running generator.
• Automatic start, connection and load-share for the standby b) Select LOCAL control on the diesel generator’s local control b) Set the FREQUENCY and VOLTMETER selection switch at the
diesel generator due to a high load on a running generator. panel. synchronising panel to the position of the incoming generator.
• Automatic load-down, disconnection and stop of the last- At the rated speed the voltage will rise to 440V, indicated by the
c) Press the engine START pushbutton. This will open the start voltmeter and approximately 60Hz indicated by the frequency
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connected diesel generator due to a low load on the running valve to start the engine. When voltage is established the
generators. meter.
generator is in the ‘Run’ mode.
• Automatic synchronising. c) Adjust the frequency to 60Hz by means of the governor raise/
d) To stop the engine, press the engine STOP pushbutton. lower switch. The rated values are indicated by red marks on the
• Automatic frequency control.
corresponding meters.
• Automatic load-sharing.

d) Once the voltage and frequency of both generators are identical, The heater is interlocked with the operation of the generator’s ACB which 3. Generator Automatic Disconnection and Stop - Operator Initiated
set the SYNCHROSCOPE switch to the incoming generator’s switches the heater off when closed and switches the heater on when opened. If two or three generators are supplying power to the main switchboard,
position and check the synchronous state by means of the a generator may be automatically unloaded and stopped by pressing the
synchroscope. The disc will revolve in accordance with the generator’s LOAD SHIFT START pushbutton on the synchronising panel.
difference in frequency. Procedures for the Automatic Operation of Generators
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Automatic control of the generators and main switchboard is selected by To automatically disconnect and stop the selected generator it must be set to
e) Check the direction of rotation. If it is revolving in the AUTO mode as described previously. The PMS control PLC will initiate the
turning the SYNCHRO AND POWER CONTROL switch COS-P at the main
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‘+’ direction, turn the GOVERNOR MOTOR switch of the following sequence:
incoming generator to the ‘LOWER’ position. If it is revolving switchboard synchronising panel to the AUTO position.
in the ‘-’ direction, then turn the GOVERNOR MOTOR switch 1. Engine starts
switch to the ‘RAISE’ direction. Automatic control is carried by the Power Management System (PMS). The
PMS consists of two Programmable Logic Controllers (PLCs) and a number 2. Voltage build-up detected
f) Adjust the speed until the synchroscope pointer is moving of electronic relays. The electronic relays provide the settings for the load 3. Automatic synchronisation
dependent start/stop, etc. Further relays provide the under/over frequency and
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slowly towards to the 12 o’clock position, showing the state of 4. ACB closes
synchronisation. under/over voltage protection, etc.
5. Automatic load-sharing on
g) Press the AUTO SYNCHRO START pushbutton, synchronisation 1. Generator Automatic Start Onto a Dead Bus
will automatically take place when the incoming generator 4. Automatic Parallel Running Activated by Heavy Load
The diesel generator is selected for AUTO operation at the MODE SELECTOR
d
matches the Bus-bar frequency.
switch and the start condition is normal. The engine is selected for REMOTE If another generator is already supplying power to the main switchboard,
operation at the engine’s local control panel. The GEN 1/2/3 READY TO a second generator should be selected for standby operation from the
h) It is ideal to close the air circuit breaker when the pointer of
GENERATOR STANDBY SELECTOR switch. This generator must be ready
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START indicating lamp is illuminated at the generator panel. The PMS
the synchroscope turns in the ‘+’ direction and is closing on
control PLC monitors a trip or blackout and therefore initiates the following to start.
the pointer at the centre (5mins to noon). Negative ‘-’ side
sequence:
turning may cause operation of the reverse power relay. If the
If the generator in use registers a high load (95% of the rated power) for five
frequency difference between the two generators in parallel 1. Engine starts
seconds, the first standby generator will go through the following sequence:
operation exceeds 3Hz the synchroscope will not revolve. 2. Voltage build-up detected
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With this in mind, operate the governor switch to decrease 1. Engine starts
this difference. Observe the bus/incoming generator frequency 3. ACB closes
2. Voltage build-up detected
meter for reference. When synchronisation is complete turn off
3. Automatic synchronisation
the synchroscope.
5. Load-Sharing tr
2. Generator Automatic Start and Connection - Operator Initiated
To automatically start and connect a selected generator it must be running
and set to AUTO mode as above. It is assumed that one or two generators are
4. ACB closes
on
a) Having achieved parallel operation, load-sharing is accomplished already running and connected to the main switchboard.
by increasing the input from the incoming engine. This is If one or both thrusters are running and a high load of 85% of the rated power
increased by means of the governor switch. This speeds up The operator presses the AUTO SYNCHRO START pushbutton on the is registered for two seconds, a thruster pitch reduction signal is sent to the
the incoming generator, causing the first generator to lose load synchronising panel. The PMS control PLC will initiate the following thruster(s) and the standby generator is started as above.
and gain speed, thus causing the frequency to rise. To prevent sequence:
this, the governor switch of the first generator must be turned If the first standby generator fails to start or the ACB fails to close, the second
1. Engine starts
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in the ‘LOWER’ direction. This action also causes the load to standby generator will start (if available) and follow the above sequence.
be transferred to the incoming generator. Ensure the frequency 2. Voltage build-up detected
remains constant during this operation. 3. Automatic synchronisation 5. Automatic Parallel Run Activated by Heavy Consumer Request
4. ACB closes If another generator is already supplying power to the main switchboard,
b) Equalise the load of both generators.
a second generator should be selected for standby operation from the
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GENERATOR STANDBY SELECTOR switch. This generator must be ready
6. Generator Space Heaters to start.
A space heater is provided in each generator to prevent condensation forming
on the windings. The space heater switch should always be in the ON position. To start a thruster, the AUTO STOP BLOCKING switch on the synchronising
panel must be set to the BLOCK position. This will cancel a generator stop
signal during periods of low load such as during manoeuvring.

A single thruster cannot be started unless two generators are on load, the If three generators are on load and three or four hydraulic pumps are running, Generator Protection Equipment
second thruster cannot be started unless all three generators are on load. the light load stop function is cancelled, automatic load-sharing continues.
The generator is protected from the abnormal conditions described below
If a start request is received from a thruster, the first standby generator will go If two generators are on load and two, three or four hydraulic pumps are by means of the reverse power trip, short-circuit trip, undervoltage trip and
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through the following sequence: running, the light load stop function is cancelled, automatic load-sharing overcurrent trips.
continues.
1. Engine starts
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2. Voltage build-up detected 1. Abnormality Due to Undervoltage
7. Automatic Bus Connection Due to Generator Trip
3. Automatic synchronisation If the voltage of a generator decreases to less than 50% of the rated value, the
If the bus voltage has become zero, by the opening of the ACB of the generator undervoltage tripping device, contained in the air circuit breaker, will operate
4. ACB closes in use, due to any of the following: to trip the breaker. If a short-circuit fault occurs, the generator voltage will
5. Automatic load-sharing on • Engine stop/trip lower and may cause the undervoltage tripping device (UVT) to operate. With
this in mind, a time delay device (of about 0.5 seconds) has been fitted to the
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6. Power available signal set to ‘ON’ • Short-circuit undervoltage device to prevent the ACB from tripping immediately, allowing
7. Thruster released for starting • Undervoltage the defective system circuit breaker to operate first.
The above sequence is also carried out in the case of a start request from the • Nuisance trip (mechanical trip)
2. Abnormality Due to Overcurrent (Preference Tripping)
cargo hydraulic power pack (HPP). The AUTO STOP BLOCKING switch has • Reverse power
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no influence on the HPP’s start request, only the power available setting. If the current on a running generator exceeds 120% (1,751A) of the maximum
The first standby generator will go through the following sequence: rated current for a period of 10 seconds, the overcurrent relay will initiate the
release of the first stage of preferential tripping. If the current still exceeds this
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6. Automatic Parallel Run Cancellation by Light Load 1. Engine starts level after a further 5 seconds, the second stage preferential trips are released,
This facility is only available when the AUTO STOP BLOCKING switch on 2. Voltage build-up detected thereby providing protection against the overcurrent which would otherwise
the synchronising panel is set to the NORMAL position. This will allow a trip the ACB. Preferential tripping is described in Section 2.13.8.
3. ACB closes
generator stop signal during periods of low load.
If the first standby generator fails to start or the ACB fails to close, the second 3. Abnormality Due to Overcurrent (Long Time Delay Trip)
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The generator to be released for stopping will be the least priority generator, ie,
standby generator will start (if available) and follow the above sequence. If the current on a running generator exceeds 120% of the maximum rated
the second standby generator when running on three generators or the standby
generator when running on two generators. current (1,751A) for a period of 20 seconds, the overcurrent relay will operate
The designated generator will be unloaded and stopped if the total load on the
remaining generator(s) would be 80% or less for 10 minutes. The following tr
Bus Abnormality
The normal voltage and frequency levels at the main switchboard bus are:
• Voltage: 450V
to trip the ACB.
4. Abnormality Due to Overcurrent (Short Time Delay Trip)

on
sequence is carried out:
• Frequency: 60Hz If the current on a running generator exceeds 250% of the maximum rated
1. The generator to be released will shed load to the other current (3,650A), the ACB will be tripped almost instantaneously (about
generator(s) 480msec) by the short time delay trip fitted to the ACB.
Under certain fault conditions, the voltage and frequency may rise or lower
2. The ACB of the generator to be released will open according to the fault. These fluctuating levels are undesirable for the operation
3. The engine stops on the generator released of the ship’s plant. 5. Abnormality Due to Short-Circuit
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If the current exceeds 1,000% of maximum rated current (14,590A) the ACB
The automatic stopping due to light load function operates to different settings There are bus abnormality limits for the main bus voltage and frequency
will trip instantaneously (zero time delay).
when the cargo hydraulic power pack is in operation. If two generators are on deviation and the limits for these are set as follows:
load and one hydraulic pump is running, the standby generator will be released • Low voltage limit: 427.5V (-5%) for 5 seconds
for stopping if the load remaining would be less than 530kW for 10 minutes. 6. Abnormality Due to Reverse Power
• High voltage limit: 472.5V (+5%) for 5 seconds
If there are abnormalities in the output of an engine during parallel operation,
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If three generators are on load and one or two hydraulic pumps are running, • Low frequency limit: 57Hz (-5%) for 5 seconds it may cause the generator to function as a motor, due to the power it receives
the last standby generator will be released for stopping if the load remaining from the other generator(s) through the common bus-bar. The effective reverse
• High frequency limit: 63Hz (+5%) for 5 seconds
would be less than 1,440kW (for one pump) or 1,060kW (for two pumps) for power will then flow through the connected circuit. If this reverse power
10 minutes. reaches a level of 10% of the rated power (91kW) for eight seconds, the reverse
If any of the above limits are reached, an alarm is raised.
power relay will operate to trip the generator’s ACB.

Illustration 2.13.3a Emergency Switchboard
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1 2 3 4 5
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26 27 28
Key
kW
150
200 A 200 V Hz 65 A 200 M V 65
100 100 60
29 100 30 60
31
50
1. Emergency Generator ACB On Lamp
0 0 55 0 55 2. Emergency Generator Power Available Lamp
6 7 8 9 3. Main Switchboard Power Available Lamp
32 35 4. Bus Tie Closed Lamp
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33 34
10 11 12 13 5. Bus Tie Open Lamp
6. Emergency Generator Wattmeter
7. Emergency Generator Ammeter
8. Emergency Generator Voltmeter
9. Emergency Generator Frequency Meter
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10. 24V DC Source Lamp
11. Emergency Stop Source Lamp
12. Disconnecting Switch Open Lamp
13. Emergency Generator Standby Lamp
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14 15 16 17 14. Space Heater Lamp
15. Emergency Generator Trouble Reset Pushbutton
18 25
16. Ammeter Switch
17. Voltmeter Switch
19 20 21 22 36
18. Generator Test Switch (Inside Panel)
19. Space Heater (Off - On) Switch
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20. Lamp Test Pushbutton
21. Emergency Generator ACB Control Switch
22. Bus Tie ACB Control Switch
23. Emergency Generator ACB
tr 25 37
24. Bus Tie ACB
25. 440V Feeder Panel Distribution Circuit Breakers
26. Transformer No.1 Source Available Lamp
27. 220V AC Section Earth Lamps
on
28. Transformer No.2 Source Available Lamp
29. 220V AC Section Ammeter
23 30. 220V AC Section Insulation resistance Ohmeter
31. 220V AC Section Voltmeter
24 32. Ammeter Switch
33. Lighting On/Off Switch
34. Earth Test Pushbutton
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35. Voltmeter Switch

36. Transformer Incoming Supply Circuit Breakers
37. 220V Feeder Panel Distribution Circuit Breakers
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Synchronising Panel
Emergency Generator Panel 440V Feeder Panel 220V Feeder Panel

2.13.3 emergency Switchboard and Generator Test of Automatic Starting Procedure Without Switchboard Full Test of Automatic Starting Procedure - Generator and
Operation Power Interruption ACB Via Blackout
The emergency switchboard and emergency generator are both situated in the The emergency generator must be ready to start and the ENGINE selector The emergency generator must be ready for operation and selected for
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emergency generator room which is located on the port aft side of B deck in switch must be in the REMOTE position. The EMERG GEN STANDBY lamp REMOTE operation.
the funnel superstructure. should be illuminated.
a) Turn the COS-T selector switch to the TEST (BLACKOUT)
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The emergency switchboard consists of three sections, a) Open the emergency generator Disconnecting Switch (DS) position and the bus tie ACB will trip. The emergency generator
• The emergency generator panel located inside the emergency generator panel. will start and the emergency generator ACB will close
automatically.
• A 440V feeder panel b) Turn the COS-T selector switch (located inside the emergency
• A 220V feeder panel generator panel and marked EM’CY GEN TEST) to the TEST b) Check the voltage and frequency of the emergency generator.
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position. The emergency generator will start and the emergency
The emergency generator panel contains the switchboard control circuits, the ACB will close automatically. c) Turn the COS-T selector switch to the NORMAL position.
generator disconnector switch, the generator ACB and the main switchboard
bus tie supply ACB. c) Check the emergency generator voltage and frequency. d) Turn the emergency generator ACB CONTROL switch to
the OPEN position. The BUS TIE ACB at the emergency
d
The 440V and 220V feeder panels contain distribution circuit breakers and d) Turn the COS-T selector switch to the NORMAL position. switchboard will close automatically and the emergency
earth monitoring equipoment. generator will stop automatically.
e) Turn the emergency generator ACB CONTROL switch (pull
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The emergency 220V section is fed from the emergency 440V switchboard and turn) to the OPEN position and the ACB will open.
To Re-establish Normal Supply to the Emergency Switchboard
feeder section via one of two 30kVA transformers located forward in the
emergency generator room. These transformers are interlocked so that only f) The emergency generator will now stop automatically. After a Blackout
one is connected at any time.
g) When the emergency generator has completely stopped, turn the The emergency generator must be ready for operation and selected for
BUS TIE ACB CONTROL switch to the CLOSED position. REMOTE operation.
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The emergency generator is normally left in a ‘ready-to-start’ condition to
enable the generator to supply the essential consumers fed from the emergency
switchboard in the event of a loss of power at the main switchboard. The a) Check that the normal main switchboard power supply
CAUTION is available. The MSB POWER AVAIL lamp should be
generator can be manually or automatically started and connected.
The generator engine control panel is also located within this room, fitted to
the engine inboard of the alternator. This panel provides starting and stopping tr
The BUS TIE ACB CONTROL switch for the emergency generator
must not be operated unless the emergency generator has completely
stopped. b
illuminated.
Turn the emergency generator ACB CONTROL switch to the

on
facilities, engine alarms and monitoring. OPEN position and the ACB will open.
Test of Automatic Starting Procedure - Engine Only c) The bus tie ACB for the emergency switchboard will
The emergency generator is started from a 24V electric starter motor supplied
from the emergency batteries. In the event of a failure of these batteries, a close automatically and the emergency generator will stop
The emergency generator must be ready for operation and selected for automatically.
further hand-spring starter is provided. The battery charger and the batteries REMOTE operation.
are located in the starboard forward corner of the emergency generator room.
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An isolator switch is also fitted to the batteries. d) Check that the EMERG GEN STANDBY lamp is illuminated.
a) Turn the COS-T selector switch to the TEST position and the
emergency generator will start. After tests have been completed the emergency generator must be returned to
The emergency generator alternator is described in Section 2.13.7.
the state where it is ready for automatic operation as and when required.
b) Check the voltage and frequency of the emergency generator.
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c) Turn the COS-T selector switch to the NORMAL position and

the emergency generator will stop automatically.

2.13.4 ELECTRICAL DISTRIBUTION

Illustration 2.13.4a Main 440V and 220V Distribution
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Main Switchboard
op
No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 Group 220V
Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel Feeder Panel
101 102 103 105 104 106 107 108 109
3,200A
Isolator
C
d
1-1 No.2 Main Cooling SW Pump 2P1 Shore Supply 1P1 Battery Charge/Discharge Panel 8-1 No.1 Main Cooling SW Pump L1 Spare
1-2 No.2 LT Cooling FW Pump 2P2 Inert Gas Generator Fuel Oil Pump 1P2 Emergency Switchboard 8-2 No.3 Main Cooling SW Pump L2 Spare
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1-3 No.3 LT Cooling FW Pump 2P3 Air Conditioning Reheater Transformer 1P3 49D Power Distribution Board 8-3 No.1 LT Cooling FW Pump L3 C10 Comms/Navigation Distribution Board
1-4 No.2 HT Cooling FW Pump 2P4 Air Conditioning Compressor 1P4 47D Power Distribution Board 8-4 No.1 HT Cooling FW Pump L4 Fire Detection System
1-5 No.2 Main LO Pump 2P5 46D Power Distribution Board 1P5 4AD Power Distribution Board 8-5 No.1 Main LO Pump L5 L1/D Exterior Lighting Distribution Board
1-6 No.2 Main Camshaft LO Pump 2P6 48D Power Distribution Board 1P6 4BD Power Distribution Board 8-6 No.1 Main Camshaft LO Pump L6 L2/D C/D Decks Lighting Distribution Board
1-7 LO Transfer Pump 2P7 Auxiliary Boiler Control Panel 1P7 Ballast Pump Room Fan 8-7 DO Transfer Pump L7 L3/D B Deck Lighting Distribution Board
o
1-8 HFO Transfer Pump 2P8 Provision Refrigeration Compressor 1P8 Cargo Hose Crane 8-8 No.1 Engine Room Vent Fan L8 Cargo Control Console
1-9 No.2 Engine Room Vent Fan 2P9 No.1 Steering Gear 1P9 Air Conditioning Fan 8-9 No.3 Engine Room Vent Fan L9 22D 220V Power Distribution Board
1-11 Main Fire Pump 2P10 No.2 Main 440/230V Transformer 1P10 No.1 Working Air Compressor 8-10 Bilge, Ballast/Fire Pump L10 23D 220V Power Distribution Board
2P11 Incinerator
2P13 Spare tr
2P12 No.2 Working Air Compressor
1P11 45D Power Distribution Board
1P12 ECR Packaged Air Conditioner Unit
1P13 No.1 Main 440/230V Transformer
L11 L4/D A Deck Lighting Distribution Board
L12 L8/D Lighting Distribution Board
L13 24D 220V Power Distribution Board
on
2P14 Auxiliary Blower 1P14 43D Power Distribution Board L14 L5/D Upp. Deck Lighting Distribution Board
2P15 44D Power Distribution Board 1P15 Auxiliary Blower L15 L6/D Lighting Distribution Board
2P16 No.2 Main Air Compressor 1P16 No.1 Main Air Compressor L16 No.1 Main Transformer
2P17 Fresh Water Generator 1P17 No.3 Main Air Compressor L17 No.2 Main Transformer
2P18 No.2 Starter - Fuel Oil Feed Unit 1P18 No.1 Starter - Fuel Oil Feed Unit L18 Engine Control Console
2P19 Fuel Oil Feed Unit - Control Panel 1P19 41D Power Distribution Board L19 Inert Gas System Local Control Panel
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2P20 42D Power Distribution Board 1P20 No.1 and No.2 Hydraulic Power Pack L20 Spare
2P21 Scrubber Pump 1P21 No.1 Inert Gas Fan L21 High High Level Alarm Panel
2P22 No.3 and No.4 Hydraulic Power Pack 1P22 Bow Thruster L22 25D 220V Power Distribution Board
2P23 No.2 Inert Gas Fan 1P23 Spare L23 Hydraulic Power Pack Control Panel
2P24 Stern Thruster 1P24 Spare L24 L/7D Lighting Distribution Board
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2P25 Spare
2P26 Water Mist Pump Starter
2P27 Main Engine Electronic Governor

Illustration 2.13.4b Emergency 440V and 220V Distribution N0.1/2 Main Transformers
90kVA, 440V/230V
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Main Switchboard
op
101 102 103 105 104 106 107 108 109
3,200A
Isolator
C
Main/Emergency
Board Interconnector Emergency Switchboard
Emergency 440V Feeder Panel 220V Feeder Panel
Generator Panel
d
o lle
EP1 Battery Charge/Discharge Panel EL1 Navigation Light Control Panel
EP2 No.1 Emergency 440/230V Transformer EL2 Signal Light Control Panel
EP3 No.2 Emergency 440/230V Transformer EL3 Gas Detection Analysis/Alarm Panel
tr EP4 No.4 Engine Room Fan (Rev)

EP5 Breathing Air Compressor
EP6 Emergency Air Compressor
EP7 Lifeboat Lift Starter
EL4 Fire Alarm
EL5 Whistle
EL6 Emergency Generator Preheater
EL7 High High Level Alarm Panel
on
EP8 4ED Power Distribution Panel EL8 Spare
EP9 No.2 Steering Gear EL9 Unit Power Supply
EP10 Emergency Fire Pump EL10 Gyrocompass No.1
EP11 Water Mist Supply Pump EL11 Gyrocompass No.2
EP12 Spare EL12 Radio Equipment
EP13 Relay Box for Air Horn EL13 X Band Radar
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EP14 Rescue Boat Davit EL14 S Band Radar

EP15 Fresh Water Fire Pump EL15 Engine Control Console
EL16 Emergency Generator Battery Charger
EL17 Wheelhouse Control Panel
EL18 L/E1D Emergency Lighting Dist. Bd (Wheelhouse)
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EL19 L/E2D Emergency Lighting Dist. Bd (Accomm.)

EL20 L/E3D Emergency Lighting Dist. Bd (Engine Rm)
EL21 L/E4D Emergency Lighting Dist. Bd
EL22 L/E8D Emergency Lighting Dist. Bd (Bosun’s Store)
EL23 Voyage Data Recorder
EL24 Spare

Illustration 2.13.5a Shore Power N0.1/2 Main Transformers

90kVA, 440V/230V
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Main Switchboard
op
101 102 103 105 104 106 107 108 109
3,200A
Isolator
C
440V Equipment 440V 440V Equipment 220V Consumers
d
440V
Pumps/Motors Consumers G G G Consumers Pumps/Motors
Stern Bow
Thruster M Thruster M
865kW No.3 Diesel No.2 Diesel No.1 Diesel 865kW
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Generator Generator Generator
1,137kVA 1,137kVA 1,137kVA
910kW 910kW 910kW
SHORE SUPPLY SHORE SUPPLY ‘ON’ Main/Emergency

SHORE CONNECTION BOX AVAILABLE
Board Interconnector
o
AC440V 3PH 3W 60Hz
R S T
V N0.1/2 Emergency Transformers
A B
PHASE
SEQUENCE
C
INCORRECT CORRECT
Phase Sequence
PHASE SEQUENCE TEST
Voltmeter tr 30kVA, 440V/230V

on
Indicator 2P1 Emergency Switchboard
kW/Hour Meter SHORE SUPPLY
SHORE CONNECTION Emergency 440V 220V

Generator Panel Feeder Panel Feeder Panel
ON
I A 400 o
OFF
200
0
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Ammeter Shore Circuit

Shore Circuit AMMETER Breaker 400A Disconnecting
Switch
Breaker 400A OFF
(Inside Panel) R T
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Shore Connection Box Main Switchboard

440V 220V Consumers
Located - Emergency Generator Room Shore Supply Section G Consumers
B Deck Port Aft No.2 440V Feeder Panel
Emergency
Generator
156kVA

2.13.5 Shore Power e) Check the shore supply phase sequence.
Shore power supply: 440V AC, 3-phase, 60Hz f) Check the shore supply frequency.
Maximum current: 400A
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g) Isolate all non-essential services, reducing the load at the main
switchboard to a minimum. Ensure only one diesel generator is
A shore connection box is provided in the emergency generator room on B
connected.
op
deck port aft to accept power cables during refit.
h) Turn the main switchboard SYNCHRO & POWER CONTROL
The shore connection box connects, via a breaker, to the main switchboard,
switch to the MANUAL position. This will prevent the
No.2 AC 440V feeder panel. The emergency switchboard can then be supplied
standby generator starting on blackout and the sequential restart
as normal through the bus tie breaker on the panel.
sequence from starting when power returns.
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A phase sequence indicator unit is provided on the shore power panel. The
i) Close the MCB for shore power at the connection box.
sequence should be checked before connecting shore power to the main
switchboard. If the sequence is found to be incorrect, the shore supply must be
j) At the main switchboard, ensure that the SHORE SUPPLY
isolated and two phases changed over. The rotation should then be reinstated
AVAILABLE lamp is illuminated, if so, open the generator
and the phase sequence checked again.
ACB.
d
A voltmeter is also fitted on the shore power panel to check the voltage of the
k) Close the shore power MCB on No.2 440V feeder panel on the
supply before connection.
main switchboard. This breaker is interlocked and cannot be
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closed if the feeder panel is live. Conversely, if the shore power
There are three blanked cable glands fitted in the aft bulkhead of the emergency
is supplying the feeder panel, no generator ACB can be closed.
generator room on the port side of the door to accept the incoming cables.
l) Close the emergency switchboard bus tie breaker on the main
A kWh meter, ammeter and shore supply circuit breaker indicator lamps are
switchboard.
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fitted on the main switchboard No.2 440V feeder panel.
m) Return the emergency switchboard to normal. If the generator is
The shore power breaker is rated for 440V AC, 3ph, 60Hz, 400A.
running, open the emergency generator ACB. Close the bus tie
Interlocking is provided to prevent the shore supply being paralleled with any
other supply.
tr breaker on the emergency switchboard.
n) Proceed to supply essential services such as fire detection,

on
lighting etc.
Procedure for the Operation of Shore Power Reception
o) If no maintenance is scheduled for the emergency generator, it
a) If required, the emergency generator can be run up and may be shut down and left on automatic standby.
connected to the emergency switchboard. This will provide
essential services and emergency lighting during the change
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over. If not required, set the emergency generator to LOCAL

operation to ensure it does not start on blackout.
b) Supervise the connection of the shore cables at the shore supply

panel.
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c) When it is intended to receive power from the shore, confirm

the power available light is on.
d) Check the shore supply voltage.

Illustration 2.13.6a Main Alternator
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op
4
2
22
C
11
Alternator Key
8 1. Frame
2. External Equipment Housing
3. Earthing Terminal
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4. Housing Cover
6 5. Shaft: Prime Mover
23
15 6. Fan
7. DE End Shield
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16 8. Air Guide
7
9. NDE End Shield
9 10. Stator Core
11. Stator Winding
12. Rotor Core
13. Damper Winding
21
14. Rotor Winding
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15. Exciter Stator Core
16. Exciter Stator Winding
17. Exciter Rotor Core
18. Exciter Rotor Winding
Varistor
tr 24 24
19. Rotating Rectifier
20. Rectifier Lead to Rotor Winding
21. NDE Sleeve Bearing
22. Air/Water Cooler
23. Automatic Voltage Regulator/
on
Connection Arrangement
5 24. Emergency Cooling Louvres
Connection
To Rotor
Windings 17
1 14 13 3 10 12 20 19
Diodes 18
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Connecting
/Securing Bars
Rotating Rectifier Assembly

Hyundai HFJ6 Alternator
Simplified Sectional View
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2.13.6 Main Alternators A 220V space heater is fitted, which is energised when the generator circuit Alternator Circuit Breakers
breaker is open. This protects against internal condensation during shutdown Maker: Tearsaki
Maker: Hyundai Heavy Industries periods.
Model: Tempower AT20
Type: HFJ6 566-14K
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The alternator windings are fitted with six embedded PT100 temperature Type: Air circuit breaker
Voltage: 450V AC, 3 phase, 60Hz,
sensors that monitor the stator temperature in each phase. Three sensors are in Overcurrent unit: AOR-1BS-AS
Capacity/rating: 910kW, 1459.4A, 1137.5kVA, 0.8pf, 10 pole use with three spares.
op
Speed: 720 rpm The diesel-driven alternators supply the main switchboard via 3-phase
IP rating: IP44 A further temperature sensor is located in the cooling air flow. withdrawable Air Circuit Breakers (ACBs) mounted in the lower section of
Heating: 220V, 315W the main switchboard generator cubicles. The ACB has closing springs that are
The alternator has only one bearing. This is a single sleeve self-lubricated normally charged by an internal electric motor. In the case of motor failure, the
Excitation: 98V DC, 7.5A
bearing fitted at the non-drive end. This bearing also has a temperature sensor springs can be manually charged by a charging handle inserted into the front
fitted.
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face of the ACB. The ACB is fitted with an undervoltage trip (UVT) device.
General Description Controlled tripping is carried out from the overcurrent protective device. The
Alarm/Trip Settings trip levels may be adjusted at this unit.
Three main alternators are provided. Each alternator is rated at 1,137.5kVA at
Winding Temperature: Alarm: 140ºC Trip: 145ºC The ACB is of the withdrawable type; it may be partially removed to the TEST
450V AC, 3ph, 60Hz. They are of the totally enclosed, self-excited, brushless
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type. Cooling Air Temperature: Alarm: 95ºC Trip: 100ºC position for testing or completely withdrawn to the ISOLATED position for
maintenance purposes. In the TEST position, the auxiliary control contacts
The on-load voltage is kept constant by the Automatic Voltage Regulator are connected but the main contacts are isolated so the ACB can be operated
Automatic Voltage Regulator
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(AVR) which controls the excitation current to the exciter. Output power from without any electrical problems. In the ISOLATED position, the auxiliary
the stator is fed into a current/voltage compound transformer and the output Maker: Hyundai control contacts and the main contacts are isolated. The ACB maybe locked in
of this is fed through the exciter stator windings. The magnetic field in the Model: 6GA2491 the OPEN position and the locking key withdrawn for safety.
exciter stator induces AC in the excited rotor, which is rectified by the rotating
three-phase bridge connected rectifier set and passed to the DC main rotor The AVR is mounted on the machine, inside the generator cover. It is accessible The ACBs are normally operated remotely and automatically via the operating
controls on the main switchboard synchronising panel. The ACBs can also
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windings. via a removable cover located on the right-hand side looking toward the non-
drive end. be operated locally at the actual ACB using the front panel buttons in an
The alternator’s protection relays for reverse power, undervoltage, overvoltage, emergency.
etc, are also located inside the generator panel.
Initial voltage build-up is by residual magnetism in the rotor. Constant voltage

control is achieved by the automatic voltage regulator, which shunts a variable tr
The AVR has a remote voltage trimmer located inside the generator panel at
the main switchboard. This can be used to adjust the output voltage of the
alternator.
The electrical power system, fed by the generators, is designed with
discrimination on the distribution system so that the alternator breaker is the
last to open if any abnormalities occur.
on
current through the exciter windings, via a thyristor, to keep the AC stator
output voltage constant.
The alternator is cooled by passing air over an integral fresh water cooler using
a shaft-mounted fan at the drive end. The cooling spaces are fitted with internal
baffles to prevent water reaching the stator windings in the event of cooler
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leakage. Additionally, each air cooler is fitted with a float level unit which
monitors for water leakage from the air cooler.
If necessary, the alternator can be run with the air cooler out of service and
isolated, although it will be necessary to open the emergency side air vents
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and remove the baffle plates as directed by the manufacturer’s instructions.

Although the alternator’s power rating under this emergency cooling is not
affected, ensure that the ventilation in the generator space(s) is maintained at
maximum efficiency.

2.13.7 Emergency Alternator Automatic Voltage Regulator

Maker: Newage
Maker: Newage International Stamford
Model: MX-341
Type: UC.M 274F1
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Voltage: 450V AC, 3-phase, 60Hz, The alternator’s automatic voltage regulator is fitted within the alternator
Capacity/rating: 125kW, 200A, 156kVA, 0.8pf, 4 pole terminal cover. There is a potentiometer inside the lower emergency switchboard
op
Speed: 1,800 rpm generator cubicle ‘A’ to enable the voltage to be manually adjusted.
IP rating: IP23
The AVR utilises a permanent magnet generator (PMG) to provide a power
Excitation: 36V DC, 1.8A
source and reference signal for the AVR. The AVR then regulates the input to
Heating: 220V, 130W the exciter stator to provide voltage regulation of the alternator output.
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General Description Emergency Alternator Circuit Breaker
Maker: Terasaki
A self-contained emergency alternator, rated at 125kW, is fitted in the Model: AME-3B
emergency switchboard room for use in an emergency. The alternator is the
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Overcurrent unit: AOS
self-excited brushless type and can be set for manual or automatic operation.
Automatic will be normally selected, with the manual setting being used for Type: Air circuit breaker
testing the generator.
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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. In this unit fails, the breaker may be operated
automatically by detecting zero-voltage on the emergency switchboard bus- manually. Controlled tripping is carried out from the overcurrent protective
bar. The emergency alternator air circuit breaker will connect automatically to device. The trip levels may be adjusted at this unit.
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the 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 switches or automatically
switchboard within 45 seconds. The bus tie breaker on the emergency
switchboard, which feeds from the main switchboard, is opened automatically
when zero-voltage is detected on the main switchboard.
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from the emergency switchboard control system.
The feeder line from the alternator MCCB to the emergency switchboard
bus is fitted with a manually operated disconnector switch. This switch is
on
The alternator is fitted with a 220V space heater to prevent condensation located and accessed from the rear of the emergency switchboard and can be
when the alternator is stationary or idling. The heater is interlocked with the opened to test the generator starting and MCCB connection facilities. These
operation of the air circuit breaker. tests are described in Section 2.13.3, Emergency Switchboard and Generator
Operation.
The alternator is capable of starting the plant from dead ship condition.
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CAUTION
The alternator consists of a conventional rotor and stator mounted in the It is essential that the emergency generator has stopped before closing
same frame as the exciter stator and rotor. The shaft also drives an externally the disconnector switch.
mounted permanent magnet generator (PMG). The PMG is mounted at the
non-drive end of the alternator. The exciter consists of an exciter stator frame The generator has sufficient capacity to enable the starting of the required
and a rotating armature at the non-drive end of the alternator rotor. The exciter machinery to power-up the vessel from a dead condition.
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rotor feeds the rotating rectifier assembly which feeds the DC excitation
current to the alternator rotor.
The alternator is fitted with a low-maintenance ball bearing at the non-drive

end.

2.13.8 Preferential Tripping, Sequential Restart Sequential Restart Restart at 0 Seconds
When normal power is restored after a blackout, all essential service machinery No.1 and 2 steering gear motors
Preferential Tripping that was in service before the blackout will be started automatically when the No.1 and 2 main transformers
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main switchboard has regained power. Motors that were selected for duty
The power management system is designed to match the generator capacity to FO supply unit
before the blackout will be automatically returned to duty when power is
the power requirements of the vessel. However, should overcurrent occur for
restored. Similarly, motors selected for standby will automatically return to No.1 and 2 emergency transformers
op
any of the main generators, non-essential services will be tripped. Preferential
standby. If the machinery designated for duty does not restore normal system
tripping will be initiated when one or more generators are supplying the main Main engine camshaft LO pumps
conditions, such as pressure, within a preset time, the standby motor will cut-in
switchboard and an overcurrent is detected. Load shedding is carried out in Exhaust gas boiler feed pumps
automatically. If power is only restored to the emergency switchboard, motors
two stages.
whose supply is from the emergency switchboard will start irrespective of any Domestic water hydrophore pumps
previous selection.
Stage 1 (Identified by GREEN tabs at the main switchboard) Working air compressors
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The following non-essential consumers will be shed after 10 seconds: Emergency air compressor
Automatic Standby Start
• Workshop equipment (48D)
Provided that they are selected for AUTO CHANGE the following motors will Restart at 15 Seconds
• No.1 and 2 working air compressors start automatically on loss of discharging pressure of the pumps and/or loss of
d
• Cargo hose crane voltage of the operating motors. A standby starting alarm will be given from Main engine LO pumps
the alarm and monitoring system.
• 4BD power distribution panel
Restart at 25 Seconds
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• Main cooling SW pump
• 4AD power distribution panel
• Main engine jacket cooling pump Main engine No.1 auxiliary blower
• 47D power distribution panel
• Low temperature cooling FW pump
• Main LO pump Restart at 35 Seconds
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• Main engine camshaft LO pump Starting air compressors
• Main engine FO circulating pump
Stage 2 (Identified by YELLOW tabs at the main switchboard)
The following non-essential consumers will be shed after 15 seconds:
• Air conditioning compressors
tr
• Main engine FO supply pump
• Auxiliary boiler feed water pump
• Auxiliary boiler FO pump
Restart at 45 Seconds
Main SW cooling pumps

on
LT cooling water pumps
• Reheater transformer for air conditioning • Exhaust gas boiler feed water pump
• Accommodation air conditioning fans Restart at 55 Seconds
• Engine control room air conditioning unit Automatic Sequential Restarting
HT cooling water pumps
The following motors will start automatically after a blackout: Main engine No.2 auxiliary blower
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When normal conditions are restored, the above breakers will have to be
manually reset. • Steering gear
• All auxiliaries associated with the propulsion system
• Auxiliary blower
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• Starting air compressors

• Engine room fans
• Navigation and communication equipment
• Control and instrumentation equipment

Illustration 2.13.9a Battery Charge/Discharge Panel

Battery Charging and Discharge Board
List of Feeds
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CHP-1 Water Mist Pump Starter
DC 24V Bus Bar

CHP-2 Electrical Test Panel
op
CHP-3 Wheelhouse Control Console
BATTERY CHARGING & CHP-4 Cargo Control Console

DISCHARGING PANEL
Main
Transformer/Rectifier Changeover CHP-5 CO2 Release Junction Box
M1
C
A V 440V 3 Phase 60Hz Switch CS
Di (x5)
Supply From
Main Switchboard CHP-6 Engine Control Console
No.1 440V Feeder Panel 24V DC Distribution Panel
Battery Charger No.1
CHP-7 UPS Unit
MSB AC SOURCE EARTH LAMP ESB AC SOURCE
d
AVAILABLE (P) (N) AVAILABLE
63A
Emergency
CHP-8 Emergency Switchboard
Transformer/Rectifier
440V 3 Phase 60Hz M2
Supply From
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CHP-9 Main Switchboard
Emergency Switchboard
AMMETER VOLTMETER
440V Feeder Panel
OFF CHARGER No.2 CHP-10 Bow Thruster
BATTERY LOAD LAMP TEST CHARGER
No.1
LOAD Battery Charger No.2 Central Control Unit
CHP-11 Stern Thruster

Central Control Unit
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CHARGE SWITCH 24V Battery
CHARGER No.1 & 2 Battery Charging and Discharge Board 300Ah CHP-12 Telephone/PA Power Unit
CHARGER CHARGER
No.1 No.2 Simplified Schematic Diagram (Battery Room)
tr CHP-13 Power Amplifier
CHP-14 High High Level Alarm Panel
DC 24V Bus Bar

on
CHP-15 Inert Gas System Local
M1
Control Panel
MAIN SWITCHBOARD
CHP-16 Inert Gas System Cargo
Conrol Room Panel
M2
EMERGENCY CHP-17 No.1 Generator Engine
SWITCHBOARD
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CHP-18 No.2 Generator Engine
Battery Charge/Discharge Board CHP-19 No.3 Generator Engine

Control Panel
CHP-20 High High Level Alarm Panel

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CHP-21 Spare
CHP-22 Spare

2.13.9 UPS and BatterY Systems The board should be regularly inspected for earths on the outgoing circuits by etc. This board is normally fed from the emergency switchboard 220V feeder
operation of the earth lamps. When an earth is present on an outgoing circuit, panel but will change over automatically to a battery supply if the emergency
The ship’s emergency power requirements are supplied by the emergency one of the lamps will glow brighter than the other. Careful isolation of the supply fails. This board is split and has two BC-6158 battery chargers charging
switchboard network, see illustration 2.13.4c for a list of consumers. outgoing circuits will locate the faulty circuit with the lamps returning to their two back-up battery sets each consisting of six 24V 80Ah sealed batteries
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normal equal brilliance once the faulty circuit is isolated. located in the battery room on the port side of D deck.
Essential items of safety, navigation and communication equipment are
supplied from battery-vbacked power supply systems such as UPS units and
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Operation Emergency Generator Battery Charger
battery charge and discharge boards. These units are designed to provide
a continuous supply to the consumers. In the event of mains or emergency The battery charger board is a fully automatic charging device which serves
for the automatic charging of the storage battery. The chargers should changed Maker: Unitechnic
supply failure, the batteries take over the supply to the consumers. When the
main supplies are reinstated, the batteries will receive a boost charge. This over once per month. Type: UTT 1774
charge will automatically be reduced to a floating (trickle) charge when the Voltage (supply): 220V AC, 60Hz
batteries regain their full charge. Output : 24V DC, 10A
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Floating Charge
While the storage battery is fully charged, it is normally subjected to a floating Batteries
WARNING
charge. In this condition, the charger supplies the 24V system with power.
The company’s safety procedures must be strictly adhered to when During periods of high demand and failure of the power source the battery Maker: Optima
carrying out any maintenance on batteries. will take over. Type: Lead-acid sealed
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Capacity: 24V, 112Ah
The following battery and charger systems are fitted on board: A constant voltage is applied to the battery and the charging current will vary Model: N 7312
according to charged state of the battery, thus always maintaining the battery
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Total no. of cells: 6 x 12V cells
24V Charge/Discharge Board in the fully charged state. In this arrangement, a constant voltage is normally
applied to the battery by the automatic voltage regulator (AVR) regardless of
load variation, power variation, ambient temperature change, etc. The charger is fitted in the emergency generator room and is fed from the
Maker: Terasaki emergency switchboard 220V section, circuit EL16. The charger is fitted with
Voltage (supply): 440V AC, 60Hz an ammeter and voltmeter to monitor the charging supply. The batteries are
If the battery has been subjected to a period of duty due to power failure, on
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Output : 24V DC, 60A restoration of the power supply, the battery charger is automatically transferred located in the emergency generator room, underneath the charger. A battery
to equalising charge and rapidly charges the battery. As soon as the battery isolator switch is fitted on the port side of the charger to enable the batteries to
Batteries be isolated if required.
becomes fully charged, it reverts to floating charge.
Maker:
Type:
Capacity:
Sea-Gull
Lead-acid sealed
24V, 300Ah tr
Radio Battery Charger Board Engine Control Room 24V DC Supply Panel
on
Model: SMF95D31L Maker: Furuno Maker: Eegholm
Total no. of cells: 8 x 12V cells Type: S 5300-A (BC-6158 x2) Voltage (supply): 220V AC/24V DC
Voltage (supply): 220V AC, 60Hz Output : 24V DC
The 24V charge and discharge board is located in the converter room on D Output : 24V DC, 34A (x2)
Deck, aft of the bridge. This unit supplies essential communication equipment This panel is fitted in the port aft corner of the ECR and is used to provide a
and the bridge, cargo and ECR control consoles. Batteries
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stable power supply for essential equipment such as the main engine EGS2000
Maker: Sea-Gull governor, DMS2100 system, UMS alarm panels, control consoles, etc.
The unit is fitted with two chargers, one supplied from the main switchboard
and one supplied from the emergency switchboard. In the case of a failure, the Type: Lead-acid sealed The panel is supplied with 220V AC from the emergency switchboard and
appropriate charger can be utilised by the selection switch on the front panel. Capacity: 24V, 225Ah 24V DC from the battery charge/discharge board. In the event of either supply
Model: SMF95D31L failing, the panel will automatically change over to the remaining supply.
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The board is backed up by a 300Ah back-up battery that consists of eight 80Ah Total no. of cells: 6 x 12V cells (2 sets)
24V sealed batteries located in the battery room on the port side of D deck. A further earth monitoring power supply box monitors the control power
supplies to the three generator control systems and the main engine DPS and
The charger is fitted with a battery voltage monitoring facility which will raise Further essential communication and navigation equipment is fed from the DMS systems.
an alarm if the battery voltage falls below a preset level. The unit is also fitted radio switch box distribution board located in the converter room. This board
with a charger failure alarm. supplies items of equipment such as the GMDSS equipment, GPS receivers,

Illustration 2.13.10a Cathodic Protection System
y
op
C
FWT (P & S) Residual No2 COT
d
Upper Tank (Port & Starboard)
Platform FPT
No5 COT No4 COT No3 COT No1 COT (WB)
Aft Peak Cargo Hydraulic
Lower Engine Room Pump Room (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Tank Flat Of Side
Platform
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No2 WBT No1 WBT
No6 WBT No5 WBT No4 WBT No3 WBT
Floor (Port & Starboard)
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Tank Top
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Anode Reference Controller Anode Reference
Port and Starboard Electrode Power Unit Port and Starboard Electrode
tr
on
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2.13.10 Cathodic Protection system Operation Propeller and Rudder Stock Earthing
Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of the propeller shaft and bearings, earthing
Introduction metal and the attached anodes, insulated from the hull, but in contact with brushes are fitted and bonded to the ship’s structure. A slip ring is clamped to
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the sea water. The electrical potential of the hull is maintained in a negative the shaft and is earthed to the hull via two brushes. A third brush, insulated
Maker: Jotun
state compared with the anodes, ie, cathodic, and in this condition corrosion from earth, monitors the shaft mV potential and this signal is fed to a millivolt
Power supply: AC 440V, 60Hz, 3ph is minimised. Careful control is necessary over the flow of impressed current, meter located immediately forward of the stern tube in the engine room.
op
which will vary with the ship’s speed, salinity and temperature of the sea
The vessel is provided with an impressed current cathodic protection system. water, and the condition of the hull paintwork. If the potential of the hull is To ensure efficient bonding, the slip ring should be cleaned on a regular
This method of corrosion protection automatically controls electrochemical made too negative with respect to the anodes, then damage to the paint film basis.
corrosion of the ship’s hull structure below the water-line. Cathodic protection can occur electrolytically or through the evolution of hydrogen gas between
can be compared to a simple battery cell, consisting of two plates in an hull steel and paint. The system on this vessel controls the impressed electrical The rudder stock is also earthed via a 70mm2 flexible earth cable connected
current automatically to ensure optimum protection. Current is fed through between the hull and the rudder stock to minimise any electrolytic potential
C
electrolyte. One of the battery plates in the electrolyte will waste away through
the action of the flow of electrical current, if the two battery electrodes are titanium electrodes (anodes) located forward and aft on the hull. The titanium across bearings and bushes.
connected electrically. The metal to be protected, in this case, the ship’s hull, does not waste away easily when acting as an anode and the anode surfaces
acts as the battery anode, the bronze propeller the cathode, and the sea water are streamlined into the hull. Fixed zinc reference electrodes forward and aft
are used to compare the potential of the hull to that normally found between Sacrificial Anodes
the electrolyte. If additional anodes are fitted and an external flow of current
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is impressed to reverse the normal flow in the battery, then the hull now acts unprotected steel and zinc electrodes. Sufficient current is impressed via the
anodes to reduce this to a level of between 150 and 250mV. Sacrificial zinc anodes are provided in the water ballast tanks. Aluminium
as a cathode and ceases to waste away. In essence, this is how an impressed anodes are fitted to the sea chests and rudder.
current cathodic protection system functions. When a vessel is fitted with
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ICCP (Impressed Current Cathodic Protection) the hull steel is maintained at Electrical Installation
an electrical potential which is negative compared with the attached anodes. Preparations for the Operation of the ICCP System
The current which is impressed must be equal and opposite to that which is The system consists of a Controller Power Unit, reference electrodes and
generated by the corrosion cell set-up by the hull, propeller and sea water. anodes; the anodes are installed on the hull, one forward and one aft. The a) Supply power to the control unit.
control unit is fitted on the starboard side of the cargo hydraulic power pack
For this reason, terminals normally comply with the ISGOTT Recommendation b) Switch to manual mode.
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room on the engine room lower platform level.
20.6, Earthing, Bonding and Cathodic Protection, which states, referring
to IMO recommendations for the safe transport, handling and storage of System status readings are available on the control unit’s display and these c) Check the voltage of each reference electrode.
dangerous substances in port areas, that ship/shore bonding cables should
be discouraged. High currents that can occur in earthing cables and metallic
connections are avoided. These are due to potential differences between ship
and terminal structure, particularly due to the residual potential difference tr
should be inspected and logged each day.
This control unit is also equipped with a common alarm output to the central
alarm system to provide warning of any system abnormalities.
d) Switch to automatic mode.
e) Set the control to the required level.

on
that can exist for up to 24 hours after the shipboard ICCP has been switched
off. These terminals usually utilise insulating flanges on hose connections to The control and power unit is connected to four hull mounted anodes, two
electrically isolate ship and terminal structure. Routine Checks
located forward port and starboard, and two located aft port and starboard.
During preparations for berthing at terminals where such insulation is not There are two hull mounted reference cells. • Record the total current on a daily basis.
employed, or where earth connections are mandatory by local regulation, or
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when bunker barges come alongside, the ICCP should be switched off at least Manual operation will only be required on the failure of the reference
24 hours in advance. electrodes.
• Check the reference electrode voltage on a daily basis.
Fresh Water Operation
• Check and clean the shaft slip ring and brushes every month.
When the vessel enters a river estuary, the fresh or brackish water may limit
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• Inspect the rudder stock earth strap every month.

the spread of current from the anodes due to the higher resistivity of the water.
Normally this would cause the voltage output to increase to compensate for it, • Inspect and clean control unit cooling fans and grilles every
accompanied by very low current levels and the reference electrode potentials three months.
may indicate under protection. However, in this system this is taken care of
by the computer and the system will automatically return the hull to optimum
protective level on returning to sea water.

Illustration 2.13.11a Thruster
Thruster and Hydraulic Pump Starter Panel on BMCC Bridge Wing Panel
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Main Bridge Control Panel BOW UNIT STERN UNIT BOW UNIT
FAN HYD HYD

RUN RUN RUN
BOW UNIT
op
HYDR HYDR HYDR HYDR
STOP START STOP START
LAMP
TEST
READY DRIVE READY DRIVE

FOR MOTOR FOR MOTOR
START RUN START RUN
IN OVER IN
LAMP SERVICE LOAD COMMAND
TEST
DRIVE DRIVE DRIVE DRIVE
MOTOR MOTOR MOTOR MOTOR
STOP START STOP START EM'CY
STOP
C
STERN UNIT
ROLLS ROLLS
IN IN
ROLLS ROYCE ROLLS ROYCE COMMAND
OVER ROYCE ROYCE
REQUEST/
SERVICE LOAD COMMAND TEST
EM'CY START
STOP REQUEST
STERN UNIT COMMAND

REQUEST/
TEST
d
IN OVER IN
SERVICE LOAD COMMAND
Mooring Deck
Emergency Stops
EM'CY
STOP
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ROLLS
ROYCE
ROLLS ROYCE
IN OVER IN
EM'CY START
STOP REQUEST
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ROLLS
ROYCE
ROLLS ROYCE
440V 865kW
Electric Drive
tr Pitch Feedback Signal

Feedback
Unit
Motor
on
Thruster and Hydraulic Pump Starter Panel in ECR
on Group Starter Panels on Main Switchboard
BOW UNIT STERN UNIT
Starboard
Hydraulic
Port
LAMP HYDR. LAMP HYDR.
Control
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TEST RUN TEST RUN
Signals
Central Alarm System
HYDR HYDR HYDR HYDR
Motor Starter Hydraulic

Central Unit Voyage Data Recorder Power Pack
(Bow Thruster Room/ (Converter Room)
FOR
START
MOTOR
RUN
FOR
START
MOTOR
RUN
Engine Room Lower) Control
Valve Control Signals Valve
U

ROLLS ROLLS Thruster Unit

ROYCE
ROLLS ROYCE ROYCE
ROLLS ROYCE
Thrusters - Simplified Connection Arrangement

2.13.11 THRUSTER The propeller unit comprises a propeller tunnel in which a single stay gear • Control of pitch with proportional thrust command
housing is bolted. A four-bladed propeller and shaft assembly are mounted
• Indication of pitch
Maker: Rolls-Royce AB in bearings in the gear housing. The main part of the tunnel thruster is the
Type: TT1650 I CE propeller hub with blades, and the propeller shaft. The shaft is supported by • Start/stop of drive motor and hydraulic pump motor (BMCC
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one spherical roller bearing and two axial roller bearings. The shaft seal of and ECR only)
No. of units: 2, one bow and one stern
rubber sleeves prevents water from penetrating and oil leakage. • Overload indication
Drive power: 865kW
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Drive motor speed: 1,787 rpm • Emergency stop
Operation Principle
Propeller speed: 375 rpm • Lamp test
Propeller disc diameter: 1,650mm In the propeller hub there is a servomotor which turns the propeller blades.
No. of blades: 4 per unit The servomotor consists of an integrated piston and an axially moving piston Operation Procedures
rod. The movement is obtained by leading pressure oil to one side or the other
Before Starting the Tunnel Thruster
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of the piston.
Overview a) Call the ECR and ensure that sufficient power is available at the
The piston rod has a crosshead with four transverse slots for sliding shoes, one main switchboard to allow the starting of one or two thrusters.
The vessel is equipped with a bow and stern thruster, each thruster system for each of the blades. The eccentric crank pin fits into the hole of the sliding
consists of four main parts: shoe. The crank pin ring is supported in a bearing lining, which is integrated b) The bow thrust unit has a ventilation fan which supplies the bow
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• A tunnel with propeller unit, a driving motor, a hydraulic system with the hub body. When the piston rod moves, the crank pin ring rotates with thruster compartment. Ensure that the ventilation mushroom
and an electric control system. the circular movement transmitted via the piston rod slot and sliding shoe and type ventilation cover is in the raised/open position, (check
crank pin. The propeller blade, which is fixed on the crank pin ring by screws, indicator spindle on the side of the casing) and the damper
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• The propeller unit is driven by an electric motor at a constant will then turn. directly below the fan unit is open. Ensure the fan is set to
speed in single direction of rotation. The propeller is provided
AUTO on the local starter control panel in the bosun’s store.
with hydraulically adjustable propeller blades, which makes it Each blade is provided with a sealing ring to prevent water entrance to the hub
possible to vary the magnitude and direction of thrust. or oil leakage. c) From the BMCC start the electrically-driven hydraulic pump.
• The tunnel thruster facilitates the manoeuvring of the vessel The ventilation fan for the bow thrust unit will start automatically
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to a great extent when speeds are low or zero. The ship’s stern Remote Control System at this time.
thruster is also a useful complement to the ship’s rudder at
speeds up to 5 knots. The thruster and the rudder together give The control system is a microprocessor based remote control system used to d) Check that no alarm exists.
control the pitch setting of the tunnel thruster. As the pitch is changed, either to
an increased steering effect.
• At speeds greater than 5 knots there is a risk of drawing air into
the thruster, particularly when operating at shallow draught, tr
port or starboard, the propeller will continue to rotate in one direction.
The manoeuvring is performed from a control station equipped with a control

e) The pitch will automatically go to zero.
on
and that will degrade the performance and can cause cavitation lever. When ordering thrust with the control lever, the system applies the Starting the Drive Motor
damage. The drawing in of air can be detected by hunting of the correct pitch setting according to a curve in the computer, for the thrust to be a) Press the START REQUEST pushbutton, the control system
main motor ammeter and should be avoided. proportional to the lever position. When manoeuvring, the load of the drive will now interrogate the PMS system to ensure that there is
• The controllable pitch tunnel thruster runs at a constant shaft motor is controlled by the system by automatic regulation of the pitch. The sufficient power available. If there is, the READY FOR START
speed. Power and thrust are controlled by changing the pitch of maximum allowed load is determined by the ‘load limit’. lamp will be illuminated. The operator can now start the drive
the blades. The propeller always rotates in the same direction. motor by pressing the DRIVE MOTOR START pushbutton.
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As starboard and port thrust must be equal the blades are As there is more than one control station available, a responsibility system is
designed with zero initial pitch and symmetrical blade section. included, this allows only one control station at a time to be ‘In Command’. b) Check that the drive motor has started. The DRIVE MOTOR
RUN lamp indicates that drive motor is running at full speed.
On each control station the actual pitch setting of the tunnel thruster(s) will
Note: When a stationary vessel is turned with a tunnel thruster, the vessel is be continuously indicated. The driving motor can be started only when the
also given a sideways motion. The simultaneous turning and crabbing results c) The tunnel thruster is now ready for use. By default the
propeller blades are in zero pitch position, which reduces the starting torque to
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in a slow longitudinal motion of the vessel, ahead when the tunnel thruster is command is at the BMCC station.
a minimum and therefore a lower starting current.
located in the bow, astern when it is located at the stern. This should be kept
in mind when manoeuvring in narrow harbours. Control of the system is either from the bridge manoeuvring control console
(BMCC) or the bridge wings. The control panels have the following features:

Illustration 2.13.11a Thruster
Thruster and Hydraulic Pump Starter Panel on BMCC Bridge Wing Panel
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Main Bridge Control Panel BOW UNIT STERN UNIT BOW UNIT
FAN HYD HYD

RUN RUN RUN
BOW UNIT
op
HYDR HYDR HYDR HYDR
LAMP
TEST

FOR MOTOR FOR MOTOR
START RUN START RUN
IN OVER IN
LAMP SERVICE LOAD COMMAND
TEST
STOP START STOP START EM'CY
STOP
C
STERN UNIT
ROLLS ROLLS
IN IN
ROLLS ROYCE ROLLS ROYCE COMMAND
OVER ROYCE ROYCE
REQUEST/
SERVICE LOAD COMMAND TEST
EM'CY START
STOP REQUEST
STERN UNIT COMMAND

REQUEST/
TEST
d
IN OVER IN
Mooring Deck
Emergency Stops
EM'CY
STOP
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ROLLS
ROYCE
ROLLS ROYCE
IN OVER IN
EM'CY START
STOP REQUEST
o
ROLLS
ROYCE
ROLLS ROYCE
440V 865kW
Electric Drive
tr Pitch Feedback Signal

Feedback
Unit
Motor
on
Thruster and Hydraulic Pump Starter Panel in ECR
on Group Starter Panels on Main Switchboard
BOW UNIT STERN UNIT
Starboard
Hydraulic
Port
LAMP HYDR. LAMP HYDR.
Control
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TEST RUN TEST RUN
Signals
Central Alarm System
HYDR HYDR HYDR HYDR
Motor Starter Hydraulic

Central Unit Voyage Data Recorder Power Pack
(Bow Thruster Room/ (Converter Room)
FOR
START
MOTOR
RUN
FOR
START
MOTOR
RUN
Engine Room Lower) Control
Valve Control Signals Valve
U

ROLLS ROLLS Thruster Unit

ROYCE
ROLLS ROYCE ROYCE
ROLLS ROYCE
Thrusters - Simplified Connection Arrangement

Control Panel Selection The IN COMMAND lamp illuminates, indicating when the control station in
a) Select the control panel by pushing the COMMAND REQUEST question is in control of the unit.
pushbutton at the required location. When the IN COMMAND
When control is set to the bridge, control can then be transferred between the
lamp illuminates, the control panel is in command.
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main bridge control station and the bridge wing control station(s).
b) The propeller thrust can now be manoeuvred in the desired When the COMMAND REQUEST pushbutton is pressed, the command is
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direction by means of the control lever. directly transferred. The IN COMMAND lamp illuminates to indicate which
station is in command.
c) The propeller thrust is approximately proportional to the
position of the control lever, via the pitch curve.
Load Control
Stopping the Tunnel Thruster The load control system prevents the drive motor from being overloaded. The
C
system measures the drive motor current, ie, load of the drive motor. The load
a) Set the control lever in ‘0’ position. signal is compared to the Load Limit parameter (Load Limit 1 or Load Limit
2). If the drive motor current is too high, the pitch and therefore the drive motor
b) Stop the drive motor(s).
load will be reduced.
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c) Stop the electrically-driven hydraulic pump(s). The bow thrust
ventilation fan will stop approximately ten minutes after the Emergency Stops
hydraulic power pack unit is stopped. Any ventilation covers The emergency stop pushbuttons activate an opening contact in the motor starter
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should not be closed until after the fan has stopped. which causes the drive motor to stop. The drive motor running information
disappears. When the drive motor is stopped, the pitch is automatically reset to
Pitch Control Operation zero. Emergency stops are located at each of the control stations, in addition,
emergency stops are located inside yellow cabinets on the focsle deck at the
Control lever winch/windlass remote stands and on the poop deck at the aft end on the winch
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The control lever is a rotatable +/- 60o with click stop locations for the outputs remote control stands.
0 - 1/2 - 1. The propeller thrust is approximately proportional to the position of
the control lever, via the pitch curve. Starting Operations From The Engine Control Room
The control system controls the pitch, the lever movement is transmitted to
the central unit and fed into a function generator (FG) where the required
relationship between lever position and pitch command can be adjusted.
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Starting and stopping of the hydraulic power packs and the main drive motor
can be carried out at the control panels on the respective main switchboard
panel. Although the starting operation can be carried out at these positions,
on
there is no indication that the fan is running for the bow thruster unit, nor is
Output from the FG is the pitch command, which is fed to the regulator where there any indication that the pitch setting is in on zero before attempting to
it is compared to the actual pitch position (feedback signal). Pitch correction start the main drive motor, additionally, there is no load (amps) indication, or
signal, from load control process and external thrust reduction, is also fed to an overload indication alarm.
the regulator.
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If there is a difference between ordered and actual pitch, the hydraulic pitch
control valve is activated in order to correct the actual pitch setting until the
control error (difference) has disappeared.
Change From Main Bridge To Bridge Wing Control

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Press the COMMAND REQUEST/TEST pushbutton for request of command

and transferring between main bridge and the bridge wing station(s). The pitch
setting should be set to zero before transferring control.

Illustration 2.14.1a Domestic Fresh Water System To Inert GS and Vapour

Collection System
For Exhaust & Foam System
QG14 QG10
Gas Boiler To On Tank Top
Emergency Fresh Water Accommodation Forward
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Generator Cooling Expansion QG39
QG39 To
F.W. Tank Tank
From Engine Room
Upper Deck
Accommodation QG7 Hot Water System
To Bilge
op
Pump
Auxiliary Boiler QG1
Economiser Soot Water Sample Calorifier
Collecting Vessel Cooler To LS
QG16
Accommodation To Bilge
TS Separator
To From QG43
Deck Services Suez Room QG8
QG9 QG1 PI
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Exhaust Boiler Water Softener
Water Sample Unit
Cooler QG8
QG11 QG52 To No.1
L.O. Purifier
QG32
QG16 QG16 QG16 QG16
d
To No.2
L.O. Purifier
QG31
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To Generator
Chemical Dosing Units Chemical Dosing Units
Engine
for Exhaust Gas Boiler for Auxiliary Boiler
QG12 LO Purifier
PI
Fresh Water
QG50
Hydrophore
Unit QG48
To Main Engine
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Drinking Turbocharger
Water Water Wash
QG30
From Fountain
QG2 To Water Mist Working Air
Fresh Water
Tank (Port) QG3
Water Mist
Fire Extinguishing
System
tr System
To Wash
To W.C
To FW Generator
Chemical
on
Fire Extinguishing Basin
QG93
System Supply Pump QG18 Dosage Tank To No.1
LAL
Fresh Water
F.O. Purifier
TG4 QG29
P P Hydrophore
Pumps QG22
On Generator To No.2
From QG38 QG14
QG25 QG26 Engine Platform F.O. Purifier
Fresh Water QG32 QG32 QG32 QG28
Generator
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To D.O.
LAL Purifier
TG7 To No.1 Generator To No.3 Generator QG27
Engine Engine
QG4 Aft Peak To No.2 Generator
Tank Engine
Fresh Water Key
Tank (Starboard) QG39
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QG6
QG94 Main Engine Fresh Water
For Chemical Cleaning
QG95 Scavenge Air Fire Tank of Main Engine Air Cooler
Stern Tube On Tank
To Bilge, Fire Extinguishing System Domestic Hot Water
QG5 Cooling Top Aft
and Ballast Pump QG39
Water Tank
QG37 Air

2.14 Accommodation Systems plant is shut down or during refit. Fresh water is heated to the required value via Position Description Valve
a temperature regulator unit, eg, 60°C which is then circulated around the ship by
Open Inlet valve to calorifier
2.14.1 Domestic Fresh Water System the hot water circulating pump. By continually circulating the hot water around
the ship, water is saved by not having to run as much water off in order to get Open Outlet valve from calorifier
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Domestic Fresh Water (Hydrophore) Pump hot water at an outlet. Both the steam and electrical supplies to the calorifier are Open Inlet to hot water circulating pump QG08
thermostatically controlled. Open Outlet from hot water circulating pump
Maker: Shinko
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Model: VJ40M A separate fresh water pump supplies water from the service fresh water tank b) Start one FW hydrophore pump.
No. of sets: 2 to the water spray fire extinguishing system. This pump is not part of the
Capacity: 6.0m3/h x 4.5kg/cm2 domestic water system. The fresh water system supplies the following: c) Fill the hydrophore tank to about 75% capacity.
• Sanitary system
Hot Water Circulating Pump d) Stop the hydrophore pump.
• Drinking water system
C
Maker: Shinko
• Calorifier and accommodation hot water services e) Slightly open the air inlet valve to the tank until the operating
Model: HJ40M pressure is reached.
No. of sets: 1 • Main engine turbocharger cleaning
Capacity: 2.0m3/h x 2.0kg/cm2 • LO, HFO and MDO purifier operating water systems f) Close the air supply.
d
• Exhaust gas boiler washing
g) Repeat steps (b - f) until the tank is at the operating pressure,
Sterilising Unit • Fresh water cooling system tanks with the water level at about 75% full.
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Maker: Jowa • Chemical dosing units
Type: Silver Ion (Ag-S) h) Switch one hydrophore pump to AUTOMATIC operation.
• Bilge water separator
• Generator engine turbocharger cleaning i) Open the hydrophore tank outlet valve slowly until the system
Rehardening Filter pressurises. Check that the duty hydrophore pump starts and
• Main engine chemical cleaning tank stops in order to maintain the correct system pressure.
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Maker: Jowa
• Main engine air cooler cleaning
j) Start the hot water circulating pump.
• Oil discharge monitoring equipment
Introduction
Fresh water for domestic use is stored in two fresh water storage tanks. Both
tanks are normally filled from the fresh water generator, but if necessary can tr
• Engine room services
• Auxiliary and exhaust gas boiler sample coolers
k) Vent air from the calorifier.
l) Start the electric heater for the calorifier.

on
• Exhaust gas boiler soot collection vessel
be filled from shore. The distilled water produced in the fresh water generator
m) Check that the heater maintains the correct water temperature.
is initially passed through a rehardening filter and then through a silver-ion
steriliser before being supplied to the domestic fresh water storage tanks, see Procedure for Operation of the Domestic Fresh Water System
n) Supply steam to the calorifier when steam is available.
Section 2.4.4, Evaporator and Distilled Water Transfer and Distribution.
a) Set the valves as in the following table.
o) Shut down the electric heater when steam is available and in
Water is supplied to the fresh water system by two pumps, which pressurise
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use.
the hydrophore tank. One of the pumps will be on duty with the other pump Position Description Valve
available should the duty pump fail. The duty pump is selected for automatic Open FW tank outlet valve (open for duty tank) QG3 or QG4 p) The water spray extinguishing system should now be made
mode and will start and stop according to the pressure in the hydrophore tank.
Open No.1 FW hydrophore pump suction valve QG25 ready by setting the following valves:
Cold sterilised fresh water is supplied under pressure to the accommodation for
domestic purposes. The hydrophore tank supplies outlets in the engine room, Open No.2 FW hydrophore pump suction valve QG26
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accommodation and on deck. Open No.1 FW hydrophore pump discharge valve

Open No.2 FW hydrophore pump discharge valve Open FW tank outlet valve QG3 or QG4
Cold water is also supplied to the calorifier where it is heated for the domestic Open Hydrophore tank inlet valve Open Water mist FW pump suction valve QG38
hot water system. The calorifier is a thermostatically controlled vertical storage Open Water mist FW pump discharge valve QG14
Closed Hydrophore tank discharge to FW system
and heating vessel of 0.5m3 capacity, which utilises steam or electricity to
provide the heat. The 30kW electric heater is reserved for use when the steam Open Master valve to accommodation cold system QG11

Illustration 2.14.2a Domestic Refrigeration Plant System
T T
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Ozone
Generator
op
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Vegetable Room:
35.3 + 7.9m³ (+2°C) Meat Room: 26.8m³ (-20°C)
d
Vent
To Deck
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Control Valve
o
Key
OP LP HP OP LP HP
PS DPS Refrigerant Gas PS DPS
PS
No.1 Condensing Unit
tr Refrigerant Liquid
LT Cooling Water
PS No.2 Condensing Unit
on
Instrumentation
Refrigerant Refrigerant
Compressor T Thermostat Compressor
No.1 No.2
Accumulator Thermostatic Expansion Valve Accumulator
Oil Separator
Open To
Open To
Release Air
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Release Air Constant Pressure Valve

TI TI
To and From To and From

Condenser PS Pressure Switch LT FW Condenser
LT FW QB2 QB4
Cooling Cooling
QB1 WPS Water Pressure Switch QB3
System System
WPS WP TI WPS WP TI
WP Water Pressure
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Filter HP High Pressure Filter

and and
Dryer LP Low Pressure Dryer
Charging TI Temperature Indicator Charging

Connection Connection
OP Oil Pressure

2.14.2 Domestic Refrigeration System The liquid refrigerant is returned through a dryer unit and filtered to the cold Operating Procedures
room evaporators.
To Start the Refrigeration Plant
Refrigeration Plant
Maker: Daikin Ind. Ltd The compressors are protected by high pressure, low pressure and low a) At the refrigeration control panel set the power supply breaker
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lubricating oil pressure cut-out switches. Each unit is also fitted with a to the ON position.
No. of sets: 2
crankcase heater.
Model: RSHD 8A b) Check that the sump oil level is correct.
op
Compressor: 3H64QML-F Thermostats in each room enable a temperature regulating device to operate
Condenser: CSS 2712D-14 the solenoid valves independently, so as to reduce the number of starts and c) All stop valves (except the compressor suction) in the refrigerant
running time of the compressor. line should be opened and fully back-seated to prevent the
pressure on the valve reaching the valve gland.
Introduction The air coolers convert the refrigerant as it expands into a super-cooled vapour,
under the control of the expansion valves. This vapour extracts heat from the d) Ensure that the LT fresh water cooling system is operating and
C
Cooling for the meat and vegetable rooms is provided by a direct expansion air blowing over the evaporator and is then returned to the compressor through that cooling FW is circulating correctly.
R-134a system. The plant is automatic and consists of two compressors, two the non-return valves. When all the solenoid valves at the air coolers are closed
condensers and one evaporator coil in the meat room and one evaporator coil by the room thermostats, the low-pressure switch will stop the compressor. e) Open the valves for the condenser cooling water. Check there is
in the vegetable room. sufficient flow.
A back-pressure controlled constant pressure valve is included in the vegetable
d
Air in the cold rooms is circulated through the evaporator coils by electrically- rooms to prevent the temperature dropping too far below the normal set point, f) Open the compressor suction valve one turn.
driven fans. which would damage the provisions, should the inlet solenoid valve fail to
close properly. g) Set the capacity control selection switch to the LOAD position,
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The vegetable room is fitted with an ozone generator, the selection switch and then set the ‘Control’ selection switch to MANU, the compressor
operation indication light is located on the control panel for the refrigeration Any leaks of refrigerant gas from the system will result in the system becoming will now start.
plant. Ozone (O3) as tri-atomic allotrope of oxygen, is a highly reactive undercharged. The symptoms of the system being undercharged will be
oxidising agent and readily breaks down the bacteria that causes fruit and low suction and discharge pressures, with the system eventually becoming h) Continue opening the suction valve slowly, taking care to
vegetables to decay, thus extending the time they will remain fresh. It is ineffective with bubbles appearing in the sight glass. prevent the possibility of liquid returning to the compressor.
o
generated by passing air over an electrical field and is then circulated in the air Also take care to keep the suction pressure above the low
in the vegetable room in a concentration typically between 0.5 and 10ppm. A side effect of low refrigerant gas charge is an apparent low lubricating oil pressure cut-out point.
level in the sump. A low charge level will result in excess oil being entrapped
Ozone naturally depletes after about 20 minutes to ordinary oxygen (O2)
so the generator must remain on for prolonged periods to remain effective.
Ozone will react with airborne molecules and reduce the natural smell inside tr
in the circulating refrigerant, causing the level in the sump to drop.
When the system is charged to full capacity the excess oil will be separated out
i) When the room temperatures are pulled down, move the
‘Control’ selection switch from MANU to OFF. The compressor
will now stop. Set the capacity control switch to AUTO and the
on
the vegetable room and this may be used as a measure of the generator’s and returned to the sump. ‘Control’ switch to AUTO. The compressor will now operate
effectiveness. During depletion it leaves no residual by-products. automatically according to the cooling demand from the rooms.
During operation the level as shown in the condenser level gauge will drop.
The meat room evaporator is equipped with a timer controlled electric If the system does become undercharged the whole system should be checked Whilst Running
defrosting element. The frequency of defrosting is chosen by means of a for leakage.
defrosting relay built into the starter panel. j) Check the inlet and outlet pressure gauges.
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When required, additional refrigerant can be added through the liquid charging
Under normal conditions one compressor/condenser unit is in operation, with line, after first venting the connection between the refrigerant bottle and the k) Check the oil level and oil pressure.
the other on available for use with all valves shut until required. charging connection.
l) Check for leakages.
The plant is not designed for parallel operation of the two systems because of The added refrigerant is dried before entering the system. Any trace of moisture
a risk of transfer of lubricating oil between the compressors. in the refrigerant system will lead to problems with the thermostatic expansion
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valve icing-up and subsequent blockage.

The compressor draws R-134a vapour from the cold room cooling coils and
pumps it under pressure to the low temperature fresh water cooled condenser
where the vapour is condensed and changes state to a liquid.

Illustration 2.14.2a Domestic Refrigeration Plant System
T T
y
Ozone
Generator
op
C
Vegetable Room:
35.3 + 7.9m³ (+2°C) Meat Room: 26.8m³ (-20°C)
d
Vent
To Deck
lle
Control Valve
o
Key
OP LP HP OP LP HP
PS DPS Refrigerant Gas PS DPS
PS
No.1 Condensing Unit
tr Refrigerant Liquid
LT Cooling Water
PS No.2 Condensing Unit
on
Instrumentation
Refrigerant Refrigerant
Compressor T Thermostat Compressor
No.1 No.2
Accumulator Thermostatic Expansion Valve Accumulator
Oil Separator
Open To
Open To
Release Air
nc
Release Air Constant Pressure Valve

TI TI
To and From To and From

Condenser PS Pressure Switch LT FW Condenser
LT FW QB2 QB4
Cooling Cooling
QB1 WPS Water Pressure Switch QB3
System System
WPS WP TI WPS WP TI
WP Water Pressure
U
Filter HP High Pressure Filter

and and
Dryer LP Low Pressure Dryer
Charging TI Temperature Indicator Charging

Connection Connection
OP Oil Pressure

Defrosting The following conditions register in the central alarm system:
• Power failure
The air cooler in the meat room is fitted with electrical defrosting, ie, the
evaporator and drip trays are provided with electric heating elements. The • Overcurrent trip
y
frequency of defrosting is chosen by means of a defrosting relay built into the • High pressure trip
starter panel. The defrosting sequence is as follows:
op
a) The compressor stops and all solenoid valves in the system
close.
b) The fans in the meat room stop working but the fan in the
vegetable room continues the circulation of the warm air over
the cooler. In this way the cooling surfaces are kept free from
C
ice.
c) The electric heating elements in the meat room switch on.
d) As long as the cooler is covered with ice, the melting takes
d
nearly all of the heat supplied by the heating element and the
temperature of the cooler and the refrigerant is constantly kept
near zero. When the ice has melted, the refrigerant temperature
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rises in the meat room. When the temperature reaches the set
point of the defrosting thermostat, (approximately +10°C) the
heating element switches off.
e) The compressor starts.
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f) When the coil surface temperature has gone below the freezing
point, the fan in the meat room starts.
Note: The recommended defrost cycle is 20 to 30 minutes every 11 hours,

however, it may be preferable to defrost every 12 hours so that a time of day tr
on
may be chosen to ensure the room is unlikely to be accessed during defrost.
Note: If twenty to thirty minutes is insufficient to complete a defrost, check

the frequency of visits by catering staff is not excessive and check that the
door seals are in good condition.
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System Running Checks to be Carried Out at Regular Intervals
• Check the lubricating oil levels in the crankcase.

• Check the lubricating oil pressure.
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• Check the moisture indicators.

• Check the suction and discharge pressure and temperature and
any unusual variations must be investigated.
• Check all room temperatures and evaporation coils for any sign
of frosting.

Illustration 2.14.3a Accommodation Air Conditioning Plant
y
TH TH
op
Humidifier Supply Humidifier Supply
TI Air Duct TI Air Duct
Air Heater Air Heater
PI PI
From From
C
QE73 Steam System QE73 Steam System
HU HU
Air Air
TI Cooler TI Cooler
Condensate Condensate
d
Outlet Outlet
lle
Supply Fan Steam Trap Supply Fan Steam Trap
Air Handling Air Handling
Unit Unit
o
Key
Steam
LP
HLS
HP
OPS tr
OP Condensing Unit LP
HLS
HP
OPS
OP Condensing Unit
on
Condensate
Fresh Water Cooling
Refrigeration Gas
Refrigeration Liquid No.1 Open To No.2 Open To

Air Conditioning Release Air Air Conditioning Release Air
Electrical Signal Compressor Compressor
TI TI
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Thermostatic Expansion Valve

To and From
WP Water Pressure Gauge To and From L.T. F.W.
Condenser QB16 L.T. F.W. Condenser QB18
Cooling
WPS Water Pressure Switch Cooling
QB17 QB19 System
System
TH Thermostat
LP Low Pressure Gauge TI WP WPS TI WP WPS

U
HP High pressure Gauge

Filter and Filter and
OP Oil Pressure Gauge Dryer Dryer
HLS High and low Pressure Switch
OPS Oil Pressure Switch

Charging Charging
HU Humidity Controller Connection Connection

2.14.3 Accommodation Air Conditioning Plant The compressor compresses the vapour returning from the evaporator coils and Operation of the Air Conditioning System
delivers the hot refrigerant gas to the condenser where the LT cooling water
Maker: Namirei-Showa Co. Ltd cools the gas and changes its state to a liquid. The air conditioning system is designed to run with one compressor at a time
No of sets: 2 meeting the full air conditioning load of the accommodation. Capacity control
From there the liquid passes through a filter dryer to the thermostatic expansion
y
Refrigeration unit: ACU-3713a is automatic. The other condensing unit is available as required or undergoing
valves where it begins to expand and change state to a vapour. The expansion maintenance.
AHU model: NAHEV-150 continues through the majority of the evaporator coil and in doing so absorbs
heat from the air passing over the coil.
op
To Start the Ventilation System
Introduction The compressor is fitted with an internal oil pressure activated unloading
a) Check that the air filters are clean.
mechanism which affords automatic starting and variable capacity control.
The air is supplied to the accommodation by two air handling units located in
b) Set the air dampers to the outside position.
the air conditioning room situated on the upper deck. The units consist of an The compressor is protected by a high and low pressure cut-out switch and low
electrically-driven fan drawing air through the following sections: lubricating oil pressure trip. A crankcase oil heater is fitted.
C
c) Start the supply fans.
• Filter
Any leakage of refrigerant gas from the system will result in the system
• Mixing chamber for fresh and recirculated air becoming undercharged. WARNING
It is essential that no water should be lying in the air conditioning system
• Preheating coil
as this can become a breeding ground for legionella bacteria which can
d
The symptoms of system undercharge will be low suction and discharge
• Humidifier nozzles pressure and the system eventually becoming ineffective. have serious, or even fatal, consequences. The drains should be kept
clear and areas where water can lie should be sterilised at frequent
• Evaporator coils
intervals.
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A side effect of low refrigerant gas charge is an apparent low oil level in
The air is forced into the distribution trunking which supplies the the sump. A low charge level will result in excess oil being entrapped in the
accommodation. Air may be drawn into the system either from outside or from circulating refrigerant gas, causing the level in the sump to drop. To Start the Air Conditioning Compressor
the accommodation via recirculation trunking.
When the system is charged to full capacity, this excess oil will be separated a) The crankcase heater on the compressor to be used should be
out and returned to the sump. switched on 6 hours prior to starting the compressor.
All cabin ventilation units have been adjusted to supply no more than the
o
maximum air quantity assigned to the individual rooms served by the plant.
During operation, the level as shown in the condenser level gauge will drop. b) Check that the oil level is correct.
Regulation of the air quantity to an individual cabin is made by means of the
control knob on the cabin unit and adjustment is left entirely for the room
occupant to choose. There is a heat exchanger unit which helps reduce the
cooling load or heating load on the air conditioning system. When cooling is
required the incoming air is hotter than the outgoing air and so the incoming tr
If the system does become undercharged, the whole system pipework should
be checked for leakage.
c) All stop valves in the refrigerant line, except the compressor
suction, should be opened and fully back-seated to prevent the
pressure in the valve reaching the valve gland.
on
air is cooled by the exhaust air being vented. When heating is required the When required, additional gas can be added through the charging line, after first
venting the connection between the gas bottle and the charging connection. d) Check that the central fresh water cooling system is operating
incoming air is colder than the outgoing air and so the incoming air is heated
and supplying cooling water to the air conditioning units.
by the exhaust air being vented.
The added refrigerant is dried before entering the system as any trace of
With heating or cooling coils in use, the unit is designed to operate on 70% moisture in the refrigerant will lead to problems with the thermostatic e) Open the valves for the condenser cooling water. Check that
fresh air supply. The ratio of circulation air may be varied manually using the expansion valve icing-up and subsequent blockage. there is sufficient flow.
nc
damper in the air inlet trunking.

Cooling water for the condenser is supplied from the low temperature fresh f) Open the compressor suction valve one turn.
The inlet filters are of the washable mat type and heating is provided by coils water cooling system.
supplied by steam from the 6.0kg/cm2 system. g) Start the compressor.
Cooling is provided by a direct expansion R-134a system. The plant is h) Continue opening the suction valve slowly taking care not
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automatic and consists of two compressor/condenser units supplying the to allow liquid into the compressor. Also ensure the suction
evaporators located in the accommodation air handling units. pressure is above the cut-out point.
Each refrigeration (compressor/condensing) unit is capable of supplying 100%

of the total capacity requirement and under normal conditions one refrigeration
unit will be in use.

Whilst Running a) Shut the liquid outlet valve on the condenser and the outlet from
a) Check the inlet and outlet pressure gauges. the filter.
b) Check the oil level and oil pressure. b) Run the compressor until the low pressure cut-out operates.
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c) Check for leakages. c) After a period of time the suction pressure may rise in which
case the compressor should be allowed to pump down again
op
until the suction pressure remains low.
Compressor - Running Checks
d) Shut the compressor suction and discharge valves.
• The lubricating oil pressure should be checked daily.
• The oil level in the crankcase should be checked daily. e) Close the inlet and outlet valves on the cooling water to the
condenser.
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• The suction and discharge pressure should be checked daily.
• The temperature of oil, and the refrigerant gas suction and f) The compressor discharge valve should be marked closed and
discharge temperatures should be checked daily, together with the compressor motor isolated to prevent possible damage.
the motor bearing temperatures.
d
• A periodic check should be kept on any undue leakage at the
shaft seal.
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To Stop the Compressor for Short Periods
a) Close the condenser liquid outlet valve and the outlet from the
filter.
b) Allow the compressor to pump out the system so that the low
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level pressure cut-out operates.
c) Isolate the compressor motor.
d) Close the compressor suction valve.

tr
on
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the air
conditioning refrigeration unit.
g) Switch on the crankcase heater.

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To Shut Down the Compressor for a Prolonged Period

If the cooling system is to be shut down for a prolonged period, it is advisable
to pump down the system and isolate the refrigerant gas charge in the
condenser.
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Leaving the system with full refrigerant pressure in the lines increases the risk
of charge leakage through the shaft seal.

2.14.4 Miscellaneous Air Conditioning Units Shutting Down Procedure for the Operation of the Galley Package Air
a) Turn the selector switch to the OFF position. Conditioning Unit
Maker: Carrier Corporation
Model: 90 MA 308-621 The package air conditioning unit will shut down but with the main power a) At the cooling water booster pump, open the cooling water inlet
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Refrigerant: R134A switch still in the ON position the compressor crankcase heater will remain and outlet valves.
No. of sets: 2 on.
b) Open the cooling water inlet and outlet valves for the condenser
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b) Close the condenser cooling water inlet and outlet valves. in the air handling unit room. Start the cooling water pump,
Package air conditioning units are provided to supply the following spaces: ensure the correct pressure is obtained at the condenser.
• Engine control room Under normal circumstances the package air conditioning unit is turned off
using the above procedure. If the compressor unit needs to be isolated for c) Ensure the power is available for the unit, then on the temperature
• Workshop
maintenance the maintenance manual must be consulted in order to ensure that controller set the temperature required in the galley.
C
The units are all self-contained, comprising a fan, compressor, refrigerant no refrigerant gas is released.
When the current temperature is displayed on the LCD press the
circuit, filters and controls and are supplied with cooling water from the low
Routine maintenance of the package air conditioning unit involves cleaning of SET key once, the display will change to a blinking read out.
temperature central fresh water cooling system.
the filter elements on a monthly basis. Press the UP or DOWN keys to set the required temperature,
holding in the required key for longer than 4 seconds will
d
Procedure for the Operation of the Package Air Conditioning advance the temperature range more rapidly.
Galley Air Conditioning Unit
Units
d) When the required setting has been reached release the UP or
Starting
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Maker: York Refrigeration DOWN button then press the SET button for at least 5 seconds,
a) Turn the main power switch to the ON position. This Model: HIP-5WDS this will then store the required value.
automatically switches on the compressor crankcase heater and Refrigerant: R134a
the heater should be turned on at least 12 hours before the unit Cooling capacity: 14,600kcal/h e) Press the START button, the unit will now control the galley
is operated. temperature, starting and stopping under automatic control.
Heating capacity: 12,900kcal/h
o
b) Ensure that the LT fresh water cooling system is operating and Compressor: MTZ 80
open the inlet and outlet valves to the package air conditioning No. of sets: 1
c)
unit.
Open the condenser refrigerant inlet and outlet valves.

tr
A package type air conditioning unit for the galley is located in the air handling
room on upper deck. The unit consists of a single stage hermetically sealed
type compressor which feeds into a water cooled condenser. The cooling water
on
d) Check for any signs of leakage of refrigerant and lubricating is supplied from the engine room LT cooling system which has a booster pump
oil. fitted in the supply line to the condenser, the pump and its associated starter
panel is located adjacent to the incinerator on the upper platform.
e) Ensure that the air filter is clean.
From the condenser the liquid is supplied to a direct expansion evaporator
f) Turn the unit’s control switch to FAN and check that the fan
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which is controlled by a temperature controller which is fitted onto the front

operates correctly. of the unit. A 0.75kW double suction muti-blade centrifugal fan located in the
unit which is rated at 1,000m3/h circulates the cooled (or warmed) air into the
g) Turn the control switch to COOL if cooling is required or to galley.
HEAT if heating is required.
The package unit is also fitted with a steam heater which is used in cold
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h) The temperature may be regulated by turning the thermostat dial climates.

to a selected position in the COOLER or WARMER scales.
The galley uptake from the centre of the room is fitted with a fixed CO2 fire
The package air conditioning unit is now operating and temperature may be extinguishing unit, in the event that the front cover is opened to allow access
adjusted as in item h) above. to the CO2 cylinder, the galley package air conditioning unit is automatically
tripped.

Illustration 2.14.5a Sewage Treatment System
RD12 RD13 Accommodation Grey
y
Waste Water
Hospital Hospital Accommodation
Upper Deck Black Water Galley Water
Water Water
op
Working Air
RD28 RD8
RD6
C
Oil Trap
RD10
RD18
RD4
d
Engine RD11 RD16
RD2
Room WC
lle
RD7 RD5 RD3
o
RD9
tr
on
Aeration Tank
RD14
AX
Chlorination Clarification
RD15 Tank Tank
nc
From SW
RD23 RD20 Cooling System
Key
Sewage Pipes
U
Overflow to
Clean Bilge Water Tank
Air
Below Sea Water Cooling System

Waterline

2.14.5 Sewage Treatment System 2. Settling Compartment The bacteria charge is destroyed by disinfectants and commercial chemicals
Here the bacteria settle out and are returned to the aeration compartment via used for cleaning lavatory pans. These should never be used.
Maker: Lu Zhou - Hamworthy the air-lift tube. The tube takes its supply from the bottom of the compartment,
Model: Super Trident ST-3A via a visual pipe which allows a check to be made on the returning sludge. The If the ship is in port for a prolonged period, or in dock, and discharge from the
sewage plant is not permitted the contents of the chlorine contact compartment
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Capacity: 4.66m3/day sloping sides prevent the settled sludge from accumulating and help direct it to
the suction side of the air-lift. The effluent enters the compartment through a must be discharged to a shore reception facility.
filter and stilling chamber. It rises through the clarifier before discharging into
op
Introduction the chlorine compartment through a weir at the top of the clarifier. A surface Alarms
skimmer is provided to skim off and return surface debris back to the aeration
A high level alarm in the chlorine contact compartment is activated if the
The sewage treatment plant treats all sewage in a three tank unit using activated compartment.
high level switch in that compartment is not reset within a set period of time
sludge and extended aeration. Discharge from the sewage treatment plant
of it being activated. The switch is reset when the compartment level falls
meets all regulations of the US Coastguard and complies with the regulations
3. Chlorine Contact Compartment indicating that the pump is operating.
of the UK Department of Trade and Industry for sewage treatment plants.
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The effluent is stored in this compartment to allow time for the chlorine to
kill off any harmful bacteria. This is achieved by chlorine tablets being added A thermal relay alarm will indicate overcurrent in the pump motor.
Sewage Treatment Plant into two tubes with the effluent passing over them. The effluent absorbs the
required amount of chlorine before flowing into the chlorine contact tank, Note: Rules governing the discharge of raw sewage must be complied
The sewage treatment unit consists of three separate tanks through which where it is finally discharged overboard. with at all times and the discharge of raw sewage overboard must only be
d
the sewage passes, during that passage through the tanks bacteria effectively contemplated should the sewage plant not be serviceable. The bacterial
breaks down the raw sewage so that the discharge into the final tank is clean The discharge may be controlled manually or automatically. The control action requires a regular supply of raw sewage and the discharge of raw
water. This cleaned water is treated with chlorine to destroy harmful pathogens equipment includes facilities for high level control and alarm functions using sewage overboard can impair effective bacterial action.
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before it is discharged overboard. Because the sewage is digested by bacteria it signals from float switches fitted in the treatment tank.
is essential that there is a steady supply of sewage to the tank in order to ensure
that the bacteria can thrive. Procedure for Operating the Sewage Treatment Plant
The contents of the chlorine contact compartment may be discharged
manually, by turning the pump mode selector switch to the HAND position,
Note: The use of disinfecting chemicals for cleaning lavatory pans, or the a) Set the system valves as in the following table.
or automatically by turning the discharge pump mode selector switch to the
o
disposal of such chemicals in lavatory pans, will kill the bacteria in the AUTO position. If HAND is selected the pump is started and stopped locally
sewage treatment plant and such practices are forbidden. and the operator must ensure that the pump is stopped before the chlorine Position Description Valve
contact compartment is empty, as dry running of the pump could cause Open Sewage tank inlet valve from accommodation RD3
A series of valves enables raw sewage from the accommodation to be directed
to the sewage treatment plant or overboard if necessary, although the latter
option must only be carried out in accordance with legislation. The hospital
sewage discharge should go directly to the sewage treatment plant. Although
tr
damage. When the pump mode selector switch is in the AUTO position the
discharge pump will be started when the high level float switch is activated
and stopped by activation of the low level float switch.
Open
Open
Sewage tank waste water inlet valve from
accommodation
Sewage tank inlet valve from engine room
RD5
RD9
on
WC
the sewage treatment plant discharge pump is normally set for overboard The chlorine contact compartment of the sewage treatment plant overflows Closed Sewage discharge direct overboard RD2
discharge, effluent from the sewage treatment plant may also be discharged to to the clean bilge water tank, this provides a storage reserve for the short
the shore connections on the port and starboard sides of the ship. Closed Waste water discharge direct overboard RD4
term should discharge from the sewage treatment plant not be possible. If the
sewage treatment plant does overflow to this tank, then the clean bilge water Open Hospital water inlet to sewage tank RD7
tank should be pumped out, via the oily water separator as soon as possible. In Closed Hospital water discharge direct overboard RD6
Tank Construction
nc
the long term, discharge of treated sewage effluent must be to a shore reception Open Galley water oil trap inlet valve RD10
1. Aeration Compartment facility if it cannot be discharged overboard. Open Oil trap discharge to sewage tank RD11
The incoming sewage enters the aeration compartment, where it is digested Closed Oil trap outlet to bilge tank RD16
by aerobic bacteria and micro-organisms. This is assisted by the addition It is essential that the sewage treatment plant receives a regular supply of
sewage in order to maintain the bacteria in an active condition. Should the Closed Galley water discharge overboard RD8
of atmospheric oxygen delivered by the compressors. The resulting CO2 is
emitted through the vent pipe and the water and bacteria cells are displaced sewage supply be restricted the bacteria will become inactive and if a sewage Closed Sea water inlet to sewage treatment plant RD20, RD23
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into the settling compartment. Air is supplied by one of two compressor units; supply is withheld for a prolonged period most of the bacteria will die. When Open Chlorination contact compartment outlet
one compressor must be operating at all times in order to supply air for the the sewage supply is restored it will take about 10 days for an effective bacteria valve
air-lifts and for aeration of the sewage treatment compartments. Air is bubbled charge to develop and for the sewage treatment plant to become effective Closed Aeration compartment outlet valve
through the aeration compartment and this agitates the effluent and ensures again. For this reason it is essential that the sewage treatment plant remains
Closed Settling compartment outlet valve
mixing of the sewage and the bacteria; the air supplies essential oxygen for fully operational at all times, even on a long oceanic passage.
Open Pump discharge valve RD19
bacterial action.

Illustration 2.14.5b Sewage Treatment Tank
y
Vent to Funnel DISCHARGE
COMPRESSOR SUPPLY PUMP
RUNNING AVAILABLE RUNNING
op
HIGH LEVEL 440V Supply

0 0
1 2 ALARM
ABNORMAL
ALARM
To Alarm
Black Water System
C
Inlet
OFF ON
PI
d
Working Air
lle
Air Blowers
RD28
Chlorinator
RD18
o
Emergency Overflow
to Clean Bilge Water Tank To Overboard
Aeration Tank
tr
Clarification
Tank
Chlorination
Tank
XA High
Alarm
Level
Switch
Key
Sewage
To Shore
Connection
on
Vent/Drains
High
Level Electrical Signal
Switch
Compressed Air
RD15
nc
Low
Level
Switch
From SW
U
Cooling Discharge
System RD20RD23 Pump

Position Description Valve k) The discharge pump will only operate when the chlorine contact Maintenance
compartment is full enough to activate the high level float
Open Pump discharge valve to overboard discharge RD15 Daily Checks
alarm.
line
Check that the sludge is being returned to the activation chamber from the
Open Overboard discharge line valve RD18
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Over a period of time sludge will build up in the aeration and settling settling chamber, and that the discharge pump and duty air compressor are
Open Overboard discharge valve RD1 compartments and much of this sludge will need to be discharged in order to working. Check that the chlorination unit is functioning correctly and replenish
Closed Pump discharge valve to shore discharge line RD14 ensure that the sewage treatment plant remains effective. It is only permissible as necessary.
op
Closed Port shore discharge valve RD12 to discharge sewage sludge in certain areas, so planning is necessary in order
to ensure that the sludge is discharged before it becomes a problem. Check the operation of the air-lift returns. Check that the air supply pressure is
Closed Starboard shore discharge line RD13
correct at the air inlet to the sewage treatment plant.
Closed Air supply valve from general service air RD28
system to overboard discharge valve clearing CAUTION
Sewage treatment plant compartments may only be discharged to sea in Weekly Checks
C
b) The sewage treatment plant should be initially filled with water waters where such discharge is permitted.
Check the residual chlorine level; this should always be between 1ppm and
and activated sludge added if it has been emptied for any reason 5ppm.
or when commissioning the plant for the first time. This will not The chlorine level in the discharge effluent must be checked using the chlorine
be required when the unit has been operating previously but the test kit. A sample of the effluent must be obtained from the chlorine contact
description is included for completeness. compartment using the sampling valve. If the residual chlorine content is less Monthly Checks
d
than 1ppm additional chlorination tablets must be added to the tablet feed Check that air flows are correct and that compartment vents are clear. Clean
c) Turn the sewage treatment plant main switch to the ON tubes. the compressor suction strainer and change over the blowers.
position.
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WARNING Check that the chlorinator unit is clear and that the float switches are operating
d) Select one compressor for starting and start that compressor. Care must be taken in the storage and handling of the sodium correctly.
Ensure that the compressor is operating correctly and that hypochlorite tablets (chlorine tablets). They must never be in contact
compressed air is being supplied to the sewage treatment plant. with bare skin and must not be exposed to high temperature or fire.
Check that the air-lift systems are operating. Chlorine tablets must never be exposed to damp conditions and must
o
not be allowed to get wet in storage because this causes chlorine gas to
e) Turn the overboard discharge pump mode selector switch to be released.
the AUTO position and turn the starter switch to the START
f)
position.
Check that the discharge pump has the correct rotation. tr

Sewage Discharge Ashore
When in confined waters where the overboard discharge of treated sewage is

on
g) Check that there are sufficient chlorine tablets in the chlorine prohibited it is necessary to discharge the treated effluent ashore. Approval
contact compartment. must be obtained from the harbour authorities and the reception facility must
be provided which can accommodate the amount of treated sewage to be
discharged. The blank is removed from the port or starboard discharge pipe
Note: The number of tablets and number of tubes in use may need to be
and the hose to the reception facility connected. The overboard discharge valve
adjusted depending upon the throughput of the sewage plant.
is closed and the discharge valve to the shore connection is opened together
nc
with the required shore connection line valve on the port or starboard side of
h) Check that the discharge pump is operating correctly in response
the ship.
to the float switches in the chlorination compartment.
Treated effluent is discharged by operating the sewage treatment plant
i) Check that ample air is being supplied and that sludge is being
discharge pump.
returned to the activation tank from the settling compartment.
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j) The sewage treatment plant is now operating.

Illustration 2.14.6a Garbage Management Plan
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REGULATIONS FOR GARBAGE DISPOSAL AT SEA
(ANNEX V OF MARPOL 73/78
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*** OFFSHORE
GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS &
ASSOCIATED VESSELS
C
PLASTICS - INCLUDES
SYNTHETIC ROPES, FISHING DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
NETS AND PLASTIC BAGS
FLOATING DUNNAGE, LINING

> 25 MILES OFFSHORE DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
AND PACKING MATERIALS
d
PAPER, RAGS, GLASS, METAL,
> 12 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
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BOTTLES, CROCKERY AND
SIMILAR REFUSE
* ALL OTHER GARBAGE

INCLUDING PAPER, RAGS,
GLASS, etc. COMMINUTED OR > 3 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
GROUND
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FOOD WASTE NOT
> 12 MILES > 12 MILES DISPOSAL IS PROHIBITED
COMMINUTED OR GROUND
OR GROUND tr
* FOOD WASTE COMMINUTED
> 3 MILES > 12 MILES > 12 MILES
on
MIXED REFUSE TYPES **** **** ****
* COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH
SIZE NO LONGER THAN 25 MM.
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** GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH
REGULATION 5 OF ANNEX V IN "MARPOL."
*** OFFSHORE PLATFORMS AND ASSOCIATED VESSELS INCLUDE ALL FIXED OR FLOATING PLATFORMS
ENGAGED IN EXPLORATION OR EXPLORATION OF SEABED MINERAL
RESOURCES, AND ALL VESSELS ALONGSIDE OR WITHIN 500 M OF SUCH PLATFORMS.
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**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCE HAVING DIFFERENT DISPOSAL OR
OR DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.

2.14.6 garbage disposal and Incinerator Garbage Disposal Procedures Larger items of garbage for disposal which cannot conveniently be stored in
the garbage room are stored in other suitable locations where safe storage is
Summary of Regulations available.
Food Waste
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Food waste production for approximately 50 people is given as 15 to 25kg per When disposing of garbage ashore harbour regulations must be complied with
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
day or 75 to 125 litres per day without compacting. at all times and only approved collection agents and disposal facilities must be
by Garbage from Ships, controls the way in which waste material is treated on
board ships. used. A record must be kept of all garbage disposals.
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The daily food waste produced is collected in bags in the galley and transported
by hand to the waste management room on the upper deck port side.
Although it is permissible to discharge a wide variety of garbage at sea, Incinerator Plant
preference should be given to disposal utilising shore facilities where available.
A summary of the garbage disposal regulations are given next. Dry Waste
Incinerator
Dry waste production for approximately 50 people is given as approximately Maker: Luzhou - Teamtec (Golar)
The special areas are as follows:
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30kg per day or 1,000 to 1,500 litres per day, without compacting.
Type: OGS 200
• The Mediterranean Sea
The volume can be reduced by a factor of 5 by shredding or compacting the Capacity: 350,000kcal incineration capacity
• The Baltic Sea
waste. 301,000kcal/h of solid waste
• The Black Sea 52 Litres/h sludge oil
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• The Red Sea Dry waste from the accommodation is collected in the waste management
Combustion chamber
room and compacted.
• The Persian Gulf temperature: 1,200°C (maximum)
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• The North West European Waters Dry waste from the engine room is taken directly to the garbage room. Combustion chamber
temperature: 850°C - 1,200°C (in operation)
• The Gulf of Aden
Other Waste Flue gas temperature: 400°C (maximum)
• The Antarctic
Cans that have contained oils or chemicals must be stored in the garbage room Flue gas temperature: 200°C - 350°C (in operation)
• The Wider Caribbean Area before discharge ashore.
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Garbage Outside Special Areas The Maersk company Garbage Management Plan procedures must be complied Introduction
with at all times. This plan designated individuals who are responsible for:
Disposal of plastics, including plastic ropes and garbage bags, are prohibited.
Floating dunnage, lining and packaging are allowed over 25 miles offshore. tr
Garbage management procedures
Disposal of garbage
The incinerator consists of a combustion chamber with burner unit, sludge
burning equipment and electric control panel all assembled in one complete
unit. A flue gas fan and damper are fitted separately in the flue gas duct. The
on
The collection of garbage starter for the fan is installed in the incinerator control panel. The unit is fitted
Paper, rags, glass, bottles, crockery and other similar materials are allowed at the upper engine room platform level, on the starboard side aft.
The processing of garbage
over 12 miles offshore.
The storing of garbage The incinerator can burn solid garbage waste, engine room waste oil and diesel
All other garbage including paper, rags, etc, are allowed over 3 miles oil to assist the total combustion when required. The unit is capable of burning
offshore. There are procedures for the collection, disposal, processing and storage of 52 litres of waste oil per hour or the heat output equivalent of 301,000kcal/h
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garbage and these must be complied with. of solid waste or a combination of both to a maximum of 350,000kcal/h.
Food waste can be disposed of in all areas over 12 miles offshore.
The incinerator consists of four main parts:
Due regard should also be taken of any local authority, coastal, or port Collection Facilities • Combustion chamber with diesel oil burners, sludge burners
regulations regarding the disposal of waste. To ensure that the annex to and electric control panel
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MARPOL 73/78 is complied with, waste is treated under the following cases: The garbage room, located on the A deck aft at the starboard side of the
• Flue gas fan
accommodation, acts as the central collection area for all garbage from the
• Food waste
accommodation areas of the ship. Each cabin is provided with two garbage • Flue gas damper
• Combustible dry waste, plastic and others containers, one for plastic waste and one for other waste. Garbage is collected
• Waste/sludge oil circulating pump and tank heater
• Non-combustible dry waste from cabins on a frequent basis and taken to the garbage room for storage and
packaging into larger containers for subsequent disposal ashore.
• Other waste, including oily rags and cans and chemical cans

The combustion chamber is a box chamber with a hinge-mounted feeding A steam heating coil supplied off the 6.0kg/cm2 steam service system keeps the m) Close the ash door and loading door.
sluice and an ash door which can only be opened when the incinerator is waste/sludge oil temperature in the tank to approximately 80 - 85°C.
not burning. The feeding sluice is flare-back safe and can be used during n) The exhaust dampers should be fully opened.
incineration. The control system interlocks prevent the door from being opened A drain valve is fitted for draining off any water.
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before the correct cooling down temperature has been reached. The furnace should be warmed up by burning diesel oil at first, as the best
Incinerator ash must be stored on board if less than 12 miles offshore, otherwise combustion cannot be established in a cool furnace.
The flue gas outlet is located at the top of the chamber. The garbage is ignited the ash can safely be dumped overboard
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by radiant heat from the oil-fired burner. Remnants of particulate matters in the The incinerator MDO service tank outlet valve QU1 should be open and the
gas flow are neutralised by the burner. As the fumes leave the chamber, cooling MDO supply valve to the incinerator pilot diesel oil pump QU2 should also
air drawn from the lower part of the casing, is mixed with the flue gases to Procedure for the Operation of the Incinerator be open.
bring the temperature down to approximately 330°C before discharge.
Preparation The incinerator may be operated to burn waste/sludge oil and or solid waste
The burning process is monitored by the PLC (Programmed Logic Controller) material. Only engine room solid waste material, such as oily rags, is normally
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a) Drain any water from the tank.
and scanned by a photo resistor. The temperatures are also monitored/regulated burned in the incinerator. In order to burn solid waste the combustion chamber
automatically by the PLC control system. A sight hole in the inspection door is temperature is raised using MDO or waste/sludge oil. The burning of MDO or
b) Heat the waste oil service tank to 80-85ºC which should ensure
provided to enable the operator to observe the functioning of the system. waste/sludge oil may take place at the same time as the burning of solid waste
most of the water is driven out of the sludge.
in order to ensure that the solid waste burns correctly.
The combustion chamber is of steel construction and insulated. A double steel
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c) Open the waste oil supply valve to the incinerator QU15 and the
casing with a cooling air jacket forms the outside of the combustion chamber.
return valve QU4. Open the sludge valve to remove any water Control Panel
The combustion chamber is equipped with a two-stage diesel oil burner and an
from the waste oil tank then close the valve when all water has The control panel has a number of switches and indicators.
atomising nozzle for sludge. The burner unit is monitored by the PLC and has
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been discharged.
a built-in primary air fan and diesel oil pump.
d) Turn the incinerator Power switch to the ON position and start Power On
The electrical control panel is installed on the incinerator and it contains fuses,
the waste oil circulating pump by turning the pump switch to the The Power switch is used to supply power to the incinerator system and control
starters, a PLC and an operator panel. The operator panel has a display and
ON position. Waste/sludge oil will be circulated from the waste panel.
switches for selecting burner modes.
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oil tank back to the waste oil tank.
The purpose of the flue gas fan is transportation of the flue gas from the Flue Gas Fan
When the Power switch is turned to the ON position the switch indicator
combustion chamber and to create a negative pressure in the furnace. The same
fan draws ambient air through the cooling jacket on the combustion chamber
and the hot gas from the furnace is diluted with the cooling air at the flue
gas outlet on the combustion chamber in order to reduce the temperature to tr
lamp will be illuminated, the temperature controller will be energised and the
temperatures in the flue gas duct and combustion chambers will be displayed;
the door locks will be energised and it will be possible to open the doors.
The flue gas fan ON/OFF switch operates the fan.
Flue Gas Damper

on
approximately 330°C.
e) Inspect the combustion chamber for foreign objects and ash or The flue gas damper control has two switches, a MAN/AUTO switch and
slag and remove these if necessary. a OPEN/CLOSED switch which is used when MAN is selected at the main
The automatic flue gas damper adjusts the gas flow in the flue gas duct and is
switch. There is a flue gas combustion pressure indicator (mmWG) which
controlled from the electric control panel which senses the negative pressure in
f) Check the combustion chamber air inlets are clear. shows the pressure in the combustion chamber. This will automatically be
the furnace and regulates the damper to give the desired pressure. The damper
adjusted to approximately -24mmWG when the damper switch is set to AUTO.
is normally selected for AUTO operation, but it can be selected for manual
g) Clean the photocell. If set to MAN the operator must ensure that the damper is correctly set to give
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(MAN) operation in which case it is opened and closed by means of a separate

this combustion chamber pressure. It is essential that there is always a negative
OPEN/CLOSED switch.
h) Check the ignitor electrodes and clean if necessary. pressure in the combustion chamber to ensure flow of air into the chamber and
correct combustion in the incinerator.
Waste/sludge oil is transferred to the incinerator from the waste oil service
i) Check the condition of the refractory.
tank by means of a circulating pump and the return line ensures an even
temperature throughout the waste oil charge. A quick-closing valve with a
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j) Check and clean the diesel oil burner.

collapsible bridge is fitted to the waste oil tank outlet valve to the incinerator.
The incinerator MDO tank outlet valve is also of the quick-closing type. The
k) Check and clean the waste oil burner.
quick-closing valves are operated from the ship’s fire control centre.
l) Supply atomising steam to the burner unit.

Diesel Oil Burner Burning Solid Waste e) When burning is complete stop the incinerator.
The diesel oil burner has two stages of operation. Stage 1 is the initial a) Undertake the routine described above in Preparation.
operation and is selected by turning the Diesel Oil Burner switch to position 1. Slagging
When selected the burner controller will start and the doors are locked. After b) Turn the Flue Gas Fan switch to the ON position and turn the
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Ensure that all solids are burned and are not still burning. Switch the Flue
32.5 seconds from the start position the burner will ignite at stage 1. Diesel Flue Damper MAN/AUTO switch to the AUTO position. Turn
Gas Damper to the MAN position and close the damper. Open the incinerator
oil burning heats the combustion chamber and assists in the burning of waste/ the Diesel Oil Burner switch to position 1. The burner will start
doors and remove the ash. Close the doors and make the incinerator ready for
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sludge oil and solid waste. and heat up the combustion chamber. If more heat is required
operation.
the Diesel Oil Burner switch may be turned to position 2 but
If the switch is turned to 1+2 an additional diesel oil solenoid valve will open attention must be paid to the temperatures in order to avoid
and the diesel oil burner will operate with additional firing at stage 2; the overheating. Emergency Stops
damper is automatically opened to maximum.
c) Open the feeding doors and put a waste bag into the sluice The incinerator may be stopped in an emergency by turning the main switch on
C
then close the sluice door. Turn the sluice so that the waste bag the control panel to the OFF position. The incinerator waste oil quick-closing
Sludge Circulating Pump
is deposited into the furnace then rotate the sluice back to its valves and the incinerator DO service tank quick-closing valve may be tripped
The Sludge Circulating Pump ON/OFF switch is used for starting and stopping original position. The procedure may be repeated with other from the ships’ fire control station.
the sludge circulating pump. waste bags after each bag has burned. Attention must be paid to
the temperatures and amounts of solid waste material reduced if In the event of a loss of electrical power during a blackout when the incinerator
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Sludge Burner oily rags are being burned. is running it is important to start the flue gas fan as soon as possible upon
restoration of electrical power in order to cool the combustion furnace
The sludge burner has an OFF position when the burner is switched off and d) When burning is complete stop the incinerator. effectively. The incinerator program automatic restart is set to AUTO and the
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an AUTO position when sludge burning is controlled automatically. There STOP pushbutton is pressed.
are also positions 1, 2 and 3 which are used to allow for manual control over
sludge burning. Burning Waste Oil
a) Undertake the routine described above in Preparation. CAUTION
With the switch in the AUTO position the controller regulates the sludge Oily rags etc, must be loaded in small quantities only (approximately
burning process, actuating the sludge dosing pump and the atomising steam b) Turn the Flue Gas Fan switch to the ON position and turn the 1.5kg per loading) and must not be present in the combustion chamber
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solenoid valve in order to obtain effective waste/sludge oil burning. The Flue Damper MAN/AUTO switch to the AUTO position. Turn unless the induced draught fan is running.
controller also regulates the flue damper and the diesel oil burner to ensure the Diesel Oil Burner switch to position 1. The burner will start
correct combustion. When the combustion chamber temperature reaches 600ºC and heat up the combustion chamber. If more heat is required
the burning of waste/sludge oil commences and when the combustion chamber
temperature reaches 850ºC the diesel oil burner is stopped and waste/sludge
oil alone is burning. tr the Diesel Oil Burner switch may be turned to position 2 but
attention must be paid to the temperatures in order to avoid
overheating.
incinerator.
WARNING
Do not attempt to burn explosives or aerosol spray cans in the
on
When burning waste/sludge oil with a high water content the burner is turned c) Turn the Sludge Burner switch to the AUTO position. The
to position 1 and this allows for more heat in the combustion chamber. diesel oil burner(s) will operate to raise the combustion
chamber temperature and when the temperature exceeds the
Positions 2 and 3 on the sludge burner switch allow the incinerator to operate start temperature for sludge burning (600ºC) the sludge dosing
in automatic mode but in each case with no automatic regulation of the dosing pump starts and runs at steady speed. The burning of waste/
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pump so that constant waste oil supply is directed to the burner. Position 3 gives sludge oil takes place and the rate is adjusted automatically
a higher flow rate than position 2. Attention must be paid to the combustion by the controller. When the combustion chamber temperature
chamber and flue gas temperatures when burning in these modes. exceeds 850ºC the diesel oil burner will stop and waste/sludge
oil only will be burned, although maintaining the temperature at
Stopping 850°C will depend upon the quality of the sludge.
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The switches for the sludge burner, diesel oil burner, sludge circulating pump d) Solid waste may be burned in the incinerator at the same time
and flue gas fan are turned to the OFF positions. After the burner pumps are as waste/sludge oil and the procedure for loading is the same
stopped the flue gas fan will continue operating until the cooling time (about 4 as described above. Attention must be paid to the temperatures
hours) has elapsed before it will stop. as overheating can occur if rags with a high oil content are
burned.

Illustration 2.15.1a Inert Gas Generator In Engine Room
Open Deck
P
Open Deck
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No.1 Blower In Funnel
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QR47 From Control PI PZA PIC
Air System No.2 Blower
To Deck
System
PIC BN30 BN64
S
IGG
C
DO Tank P
(6.5m3) From DO
Transfer
System
BN8 PC
TI TZA
d
TI TZA
PZA
TI
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PI PI PT
Pilot Burner From
QIR 7 kg/cm2
Main Steam System
Burne
r
PZA QT QIR BN12
Combustion
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Condensate To
Chamber
Atmospheric
LZA Condenser
F1
Fuel Oil
Unit
tr PZA
PI
PZA PZA
PI
No.6
W.B.T.
(S)
on
tt PI
BN72
BN94
N2
O2
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Key Return To BN93

A
LT Cooling Inert Gas Generator
LT Cooling Water Water System Cooling Water
BN5 BN6
Circulating Pump QA17 QA25 QA24
B.W.L.
Sea Water Supply From (6m3/h)
LT Cooling
Inert Gas Water System B.W.L. P P QA15
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Fuel Oil Deck Seal

IGG Jacket Cooling
BN16 Sea Water Pumps 3m3/h
Water Overboard Discharge QA39 QA32 QA16 QA14
Air
QA18 I.G. Scrubber
Sea Water
Saturated Steam Pump
Main Pipe
From Bilge, (280m3/h)
Condensate Ballast and Fire Pump

2.15 Inert Gas Generator Fuel Oil Pump Before ignition or start-up of the unit, and with the fuel pump running, all the
fuel flows back to the IGG DO tank via the fuel oil overflow valve. This valve
Maker: Danfoss
2.15.1 Inert Gas Generator also serves to regulate the delivery pressure of the pump.
No. of sets: 2
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The inert gas plant, installed in the engine room, produces inert gas which is Model: NVBGRM-DC The fuel oil flows to the nozzle of the main burner via two solenoid valves and
used to provide a gas explosion protection system for the cargo oil tanks and two fuel oil regulating valves.
Blower
slop tanks. This is achieved by maintaining a slight overpressure in the tanks
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at all times. Maker: A&N A programme switch in the local control panel regulates one of the solenoid
Model: CHAE 245S valves which operates the pilot burner and initial firing.
During the discharging of the cargo, liquid pumped out of the tanks is replaced
by inert gas. At all times, pressure of the inert gas in the tanks is maintained The inert gas plant is locally operated. The main burner is ignited by a pilot burner. The main fuel oil burner is of the
slightly above atmospheric pressure. high-pressure atomising type. The fuel is directed to the burner orifice through
tangential slots which ensure that the fuel leaves the burner as a thin rotating
C
The operating principle is based on the combustion of a low sulphur content Working Principle membrane which is atomised just after the nozzle as it mixes with the contra-
fuel and the cleaning and drying of the exhaust gases. rotating combustion air.
Inert gas is produced by the combustion of diesel oil supplied by the fuel oil
The inert gas plant includes an inert gas generator, a scrubbing tower unit, pump and air provided by blowers, taking place in the combustion chamber of The capacity control of the unit is arranged so that the burner unit is able to
move in and out of the casing, as this capacity control movement is taking
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blowers, an effluent water seal, a fuel injection unit, deck seal and an the inert gas generator.
instrumentation / control system. place the combustion air slots increase and decrease accordingly, as does the
Good combustion is essential for the production of a good quality soot-free fuel supply and therefore maintaining the correct air to fuel ratio.
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Inert gas delivery rate(m3/h) 3,750 low oxygen inert gas.
Inert gas composition (% vol) O2 2 to 4%
The products of the combustion are mainly carbon dioxide, water and small
Inert gas composition CO2 14% maximum
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
Inert gas composition CO (max) 500ppm nitrogen content is generally unchanged during the combustion process and the
Inert gas composition SO2 (max) 50ppm inert gas produced consists mainly of 83% nitrogen and 14% carbon dioxide.
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Nitrogen balance to 100% Balance
Inert gas composition ‘soot’ Bacharach 0 Initially, the hot combustion gases produced are cooled indirectly in the
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
Associated Equipment
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mainly occurs in the scrubber section of the generator, where the sulphur
oxides are washed out. The sea water for the inert gas generator is supplied by
the inert gas scrubbing pump or from the fire, ballast system.
on
Scrubber Pump
Maker: Shinko The combustion gas is directed out of the IG generator via a demister, where
Model: RVP200M any trapped moisture and water droplets are separated out before delivery to
the deck main via a deck water seal.
Capacity: 280m3/h
Deck Seal Pump The inert gas system can supply fresh air instead of inert gas with the same
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capacity.
Maker: Shinko
Model: HJ40M
Burner Description
Capacity: 3m3/h
The combustion air is supplied to the main burner by one of two blowers, each
IGG Fresh Water Cooling Pump supplying 100% of the total capacity of the generator.
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Maker: Shinko
Model: VJ40M Fuel (MDO) is supplied at a constant pressure by the fuel pump which has a
built-in pressure overflow valve.
Capacity: 6m3/h

Illustration 2.4.1b Inert Gas Generator Control Panels No.2 and 3
I.G.G LOCAL CONTROL

ROOM PANEL 2 I.G.G CARGO CONTROL ROOM
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PANEL 3
PURGE
ERGENC ERGENC
INSTRUMENT AIR OPEN M M
Y
E
E
op
2114
6021
TO PNEUMATIC EQUIPMENT
DELIVERY
6001 6041
PZA-L PZA-H
1505 2105 2103 2336
FUEL OIL 1012
QIRA
TZA-H 7001 CLOSED
2335
FUEL PUMP 1 OXYGEN OXYGEN ANALYSER
LOW HIGH FAILURE
RUNNING
M
1013 FAILURE
PZA-L
1053
OVERBOARD TZA-H
2312
BURNER
ON STOP GENERATOR STOP
FW LT FLAME
RETURN FAILURE
FUEL OIL 1022 2021/2121
1056 2040 COOL SEA WATER
FUEL PUMP 2 PUMP RUNNING PURGE
M GENERATOR
RUNNING 1023 FAILURE
BURNER
RUNNING NOT
FUEL OIL START CLOSED PURGE VALVE
C
POSITION
INERT GAS
PRODUCTION
AMBIENT AIR 2202
OPEN
2205 PZA-H LZA-H CARGO CONTROL ROOM AIR PRODUCTION
BLOWER 1 PZA-L
2321 2322
PICA COMMON FAULT
2353
8008 DECK MAIN LINE
GENERATOR STANDBY PRESSURE
M
RUNNING 2203 FAILURE
PZA-L
2011 FW LT COMMON DECK SEAL WATER ERROR REMOTE SOURCE SUPPLY FOR DELIVERY DELIVERY
SUPPLY PZA-L FAULT PRESSURE LOW COMMUNICATION PLC HIGH
2320 VALVE DECKMAIN
AMBIENT AIR 2222 COMMON FAULT 6041 ISOLATING VALVE INERT GAS
2225
2403
BLOWER 2
OPEN OXYGEN HIGH/LOW
M
LOW
SEA WATER RUNNING 2223 FAILURE CLOSED
POWER FAILURE
d
OVERBOARD
GENERATOR GENERATOR
READY TO STANDBY
START FOR DELIVERY
EMERGENCY STOP LOW - LOW
COOLING WATER POWER POWER EMERGENCY PLC

PUMP RUNNING 24VDC FAILURE STOP BATTERY FRESH OR SEAWATER
LOW
RESET ACKNOWLEDGE LAMP TEST BURNER COOLING
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SEAL WATER
OXYGEN ANALYSER
LA-L
6104 DECKSEAL PRESSURE / VACUUM
PZA-L
BREAKER
POWER FAILURE 6121
CALIBRATION OPERATING
INSTRUCTION CHART
RESET ACKNOWLEDGE LAMP TEST EMERGENCY ERROR REMOTE
OVERBOARD
POWER ON COMMUNICATION
PLC
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SET ESC
OPSIS OXYGEN MONITORING MODEL O 2000 tr OVERRIDE

START DELIVERY
1
CONTROLLER DECK
MAINLINE PRESSURE
0
50
1
RECORDER
1 - DECK PRESSURE 0-250mBAR
2 - OXYGEN CONTENT 0-5%
100
2
150
3
200
4
250
5%
on
COOLING WATER
VALVES BURNER
POSITION POSITION
FRESH WATER SEA WATER
MODE SELECT OUTLET

1 - SYSTEM LOCK (TOP)
1 DELIVERY TO FUNNEL BLOWER SELECT
START/STOP GENERATOR 2 - IG PRODUCTION 1 - BLOWER 1 SCRUBBER PUMP
3 - AIR PRODUCTION 2 DELIVERY TO DECK ON / OFF
2 - BLOWER 2
1 2 1 2 1
2 3
INLET
1 0 (BOTTOM)
1
2
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3
PMA
MAIN SWITCH
SMIT SMIT
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GAS SYSTEMS GAS SYSTEMS

2.15.2 Operation The starting program runs as follows: (Page 21 of the maker’s operating
instruction sets out the automatic start-up sequence time period for the plant.) Illustration 2.15.2b Inert Gas Generator Capacity Control Panel
The operation of starting and stopping of the inert gas generator plant is
undertaken by the engineering department. a) The blower purges the system with air for 60 seconds before the
pilot burner is ignited by the spark plug.
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a) Open all valves for the associated utilities, ie, sea water, fuel,
b) The pilot burner is ignited. As soon as the flame is detected the 1
fresh water cooling, instrument air, overboard discharge valves,
main burner is started (85 seconds after start-up).
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etc. Ensure the deck seal is in operation. In normal operations a
deck seal pump is in constant operation supplying the deck seal, c) After flame detection of the main burner and flame stabilise, the
with the second pump arranged as duty standby. Ensure the IGG pilot burner is shut down (90 seconds after start-up).
room fan is in operation. 2 3
d) After approximately five minutes of operation the O2 content

b) Supply electrical power to the inert gas generator panel. should be within limits, at this point the STAND BY selection
Normally the main power switch is left in the ON position in
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switch can be set to ON (‘1’).
order to maintain outputs to the remote panels etc.
1 - IG main pressure.
e) On the SCC control panel the GENERATOR STANDBY
c) Carry out a calibration test on the oxygen analyser. FOR DELIVERY indication light will light up, control is now 2 - Set point value.
taken by the deck officer in the SCC by turning the START
d) Determine if the burner head assembly is to be fresh or sea DELIVERY switch to the START position. 4 3 - % Modulation position of overcapacity valve;
d
water cooled; in normal operations fresh water cooling is the 100 = 100%, overcapacity valve fully closed i.e.,
fully delivery to deck.
preferred method. Ensure the manual three-way valves at the -ve 100 indicates the % value the overcapacity
burner head are correctly set for fresh water circulation, then Shutting the IGG Plant Down valve is modulating at with the IG main pressure
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set the selection switch on the local control panel to FRESH When cargo operations have finished the deck officer will turn the START
higher than the set point value.
WATER COOLING. 5 6
DELIVERY selection switch to the off position, ‘0’. This will now shut the 4 - Toggles between set point indication and
delivery valve to deck and open the purge valve to atmosphere. overcapacity valve position.
Note: It is important to avoid contamination of the LT cooling system with
5 - Decrease set point value.
sea water, therefore always visually check that the three-way valves are both The engine room should now be informed that the IGG plant can be shut
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set correctly. down. 6 - Increase set point value.
e) Ensure that the scrubber pump is set to remote operation.

Pressing the STOP button on the local control panel once will shut down
f) If fresh water cooling of the burner head is to be used and the
pump is set to REMOTE operation, start the pump from the
stop/start pushbutton panel in the IGG room. tr
the burner unit but leave the blower running in order to purge the furnace
and uptake. If the stop button is pressed twice in rapid succession then an
emergency stopping of the plant will take place with the burner and fan
stopping immediately.
on
g) Set the mode selection switch to IG PRODUCTION.
Leave the SW scrubber pump and FW cooling pump running for a minimum of
h) If all of the initiation parameters are satisfactory the 30 minutes in order that the jacket and burner end plate are fully cooled down
GENERATOR READY TO START indicator light will be lit. before stopping the pumps.
The generator is started by operating the green START button.
The complete starting process is fully programmed and safety The overboard discharge valve from the sea water jacket cooling line is located
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interlocked.
aft of the control air dryer unit on the starboard side aft, the effluent overboard
i) The purge line to atmosphere is opened when the generator is discharge is located below the floor plate level starboard aft.
started and will remain open until the oxygen content drops to For long standstill periods it is recommended to purge the sea water cooling
within required limits. At this point the supply to deck valve system with fresh water.
will open and the purge valve will close when the SCC change
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their selection switch to START DELIVERY.

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Part 3
Main Machinery Control
Illustration 3.1.1a Intergrated Management System Layout

UCS586
UCS587
Wheelhouse Console
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UCS634/5 GOS UCS630
UCS654/5 GOS UCS650
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UCS631
UCS651 UMS 2100 BASIC ALARM PANEL Lyngso Marine
220V
220Voc ALARM
ALARM
FIRE
STOP
FAULT
ALARM BAP Bridge UCS41

24Vdc
LIST HORN ACKN.
GOS Box
ADD. DISPLAY ADJUST
LIST CHAN- CHAN- S1 S2 S3 S4 DIMMER
GOS Box
NEL NEL

DEAD PRINTER ALARM ALARM ALARM ALARM ALARM
WATCH CON- ESC ENT
MAN GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL
Cargo Control Room

+/-
Lyngso Marine
7 STU 8 VWX 9 YZ Ospace
MAIN-
UMS 2100 BASIC ALARM PANEL
ASSIST ALARM ALARM ALARM ALARM ALARM
DUTY
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
UCS636
NANCE
UCS656
ALARM FIRE FAULT
ALARM STOP ALARM

BAP - ECR
C
LIST HORN ACKN.
ADD. DISPLAY ADJUST

UCS588 UCS589
NEL NEL

WATCH CON- ESC ENT
TROL
7 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY
NANCE
UCS54 Master
24Vdc UCS128 UCS129

UCS614/5 GOS
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UCS610
Accommodation Area UCS41
24Vdc
UCS631
UCS582/583
220V
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UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
24Vdc
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP - ECR
ADD. DISPLAY ADJUST
S1 S2 S3 S4
UCS53
CHAN- CHAN- DIMMER
LIST
NEL NEL
24Vdc
PRINTER
UCS644/5
DEAD ALARM ALARM ALARM ALARM ALARM ESC ENT
Engine Control Room

WATCH CON-
GOS UCS60
TROL
UCS52 GOS Box

DUTY
Slave
NANCE
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
UCS641
ALARM FIRE FAULT
UCS51 ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 12
220Voc 24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
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ADD. DISPLAY
UCS614/5
LIST CHAN- S1 S2 S3 S4 DIMMER
GOS
ALARM FIRE FAULT NEL
UCS50 ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 11
1 ABC 2 DEF
ALARM
GROUP1
ALARM
GROUP2
3 GHI
ALARM
GROUP3
4 JKL 5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UCS610
24Vdc
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
GOS Box
ADD. DISPLAY
LIST CHAN- ASSIST S1 DUTY S2 MAIN- S3 ALARMS4 ALARM ALARM
DIMMER ALARM ALARM
TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT NEL CALL
AAP 10
NANCE
UCS49 UCS631
ALARM STOP ALARM ALARM ALARM ALARM ALARM ALARM
LIST HORN ACKN. ESC ENT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
UCS581
UCS127
+/-
UCS646 Chief Engineers Office
tr
220V
ADD. DISPLAY
LIST CHAN- ASSIST S1 DUTY
S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
AAP 09
NANCE
UCS48 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
UCS126

UCS580
UCS587 UCS586 UCS125
ADD. DISPLAY
ALARM ALARM ALARM
AAP 08
NANCE
UCS47
24Vdc
UCS124
STOP ALARM ALARM ALARM ALARM ALARM ALARM
ALARM
HORN ACKN.
ESC ENT
LIST GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
UCS 02 A,B,C,D
+/-
UCS123
ADD. DISPLAY
ASSIST S1 S2 MAIN- S3 ALARM S4 ALARM ALARM
DIMMER ALARM ALARM
LIST CHAN- DUTY
ALARM FIRE FAULT NEL
AAP 07
NANCE

on
UCS122
HORN ACKN.
ESC ENT
LIST GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
UCS121 Gamma Outstation No 2

ADD. DISPLAY
DIMMER ALARM ALARM
AAP 06
NANCE
UCS45 STOP ALARM

UCS120 Engine Control Room

ALARM ALARM ALARM ALARM ALARM ALARM
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine UMS 2100 LOCAL OPERATOR PANEL
UCS119
ADD. DISPLAY ALARM FAULT

ALARM ALARM ALARM
ALARM FIRE FAULT TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
24Vdc
NEL CALL
AAP 05
ALARM STOP ALARM
NANCE LIST HORN ACKN.
UCS44
ADD. DISPLAY ADJUST
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR CHAN- CHAN- S1 S2 S3 S4 DIMMER
UCS118
LIST
NEL NEL
LIST HORN ACKN. ESC ENT 1 ABC
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
24Vdc
DEAD
MAN
PAGE ESC ENT
SELECT UP
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine 7 STU 8 VWX 9 YZ 0 space +/-
UCS 01 A,B,C,D
ASSIST MAIN- CON- SET- PAGE
UCS117
CALL TE- STATUS TROL TINGS DOWN
7 STU 8 VWX 9 YZ Ospace +/- NANCE
ADD. DISPLAY
ALARM ALARM ALARM
AAP 04
NANCE
UCS116 Alarm
24Vdc

+/-
UCS115
ADD. DISPLAY
Printer
CHAN- ASSIST S1 S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
Gamma Outstation No 1
LIST DUTY
AAP 03
NANCE
UCS42 ALARM STOP ALARM

1 ABC 2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM
UCS114

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UCS113
ADD. DISPLAY
ALARM ALARM ALARM
AAP 02
NANCE UMS 2100 LOCAL OPERATOR PANEL
UCS700
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR ALARM FAULT
STOP ALARM
UCS112
LIST HORN ACKN. ESC ENT ALARM STOP ALARM
220V
LIST HORN ACKN.
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine ADD.

LIST
DISPLAY
CHAN-
ADJUST
CHAN- S1 S2 S3 S4 DIMMER
NEL
UCS111
NEL
UCS701
ADD. DISPLAY 1 ABC
ASSIST S1 S2 MAIN- S3 ALARMS4 DIMMER 2 DEF 3 GHI 5 MNO 6 PQR
CHAN- ALARM ALARM ALARM ALARM DEAD 4 JKL
PAGE ESC ENT
LIST DUTY MAN
ALARM FIRE FAULT TE-
UP
SELECT
NEL CALL
AAP 01
NANCE 7 STU 8 VWX 9 YZ 0 space +/-
ASSIST MAIN- CON- SET- PAGE
CALL TE- STATUS TROL TINGS DOWN
NANCE
UCS110
UCS109 Alarm
ADD. DISPLAY
ALARM ALARM ALARM
NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS108
ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS107
UCS810
DUTY
Rotating Light
NANCE
UCS130
UCS106
UCS105
UCS131
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UCS104
UCS811
UCS202/3. 500/1 Horn
UCS100
UCS101
UCS812 Stop Horn
Engine Control Room

3.1 Integrated Management System necessary facilities for use of the alarm system including alarm acknowledge,
duty engineer selection, control of printer etc.
3.1.1 System Overview
The accommodation alarm panel is installed in the cabins of the duty engineers/
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Maker: Lyngsø Marine officers and in the public rooms. The accommodation alarm panel is used for
alarm signalling and duty call of crew members, etc, in the accommodation
areas.
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Main System Components
The extended alarm display is used together with the basic alarm panel to
The machinery monitoring, alarm and control system can be divided into four extend the amount of information to be displayed simultaneously. (In the
groups: Universal Control System UCS 2100, the function of the extended alarm
• DPS 2100 main engine remote control and safety system display is an integrated part of the Graphic Operator Station (GOS).)
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• DMS 2100 bridge manoeuvring system The alarm/log printers are used for printing the different logs and reports. This
• UCS 2100 universal alarm and monitoring system system contains alarm panels which allow remote alarm annunciation at the
bridge, at the engineers’ cabins and in the public rooms. A printer which logs
• PMS 2100 power management system all the alarms and events is connected to the system.
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The DPS and DMS 2100 systems are described in detail in Section 2.1.2, Main When the system is selected for ‘unmanned machinery space’ any alarm
Engine Manoeuvring Control. condition will activate an audible alarm in the cabin of the engineer who
has been selected on duty, as well as in the public rooms, enabling the duty
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The UCS and PMS systems are grouped by the manufacturer under the system engineer to move freely between any of these locations and still be sure to
title: ‘UMS/UCS2100 Universal Alarm and Monitoring System’. receive the alarm. To acknowledge the alarm, the duty engineer must go to
the engine control room. The system contains extended alarm displays which
The systems are all interconnected using an RS485 data bus, any alarms on present more information, giving the operator an improved overview.
a system group will sound common alarms according to the mode selected
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(UMS etc) at the designated control position.
UMS 2100 System Overview

The system is formed by a number of standard hardware units as shown in
Illustration 3.1.1a. tr
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• Outstations with Local Operator Panels
• Basic Alarm Panels
• Accommodation Alarm Panels
• Extended Alarm Display
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• Alarm / Log printer
The outstation is equipped with a Gamma computer which handles the

functions of the alarm detection, and additionally one of the outstations controls
the alarm panels (basic alarm panels and accommodation alarm panels). The
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outstation is supplied with local operator panels, which provide the operator
with alarm information directly on the front of the outstation.
The basic alarm panel is normally installed on the bridge, in the ship`s control
centre and in the engine control room. It provides the operator with all the

Illustration 3.1.2.a Operator Stations
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EAD - [Trend Log - FO TANK TEMP - 10 min.] UCS/UMS 2100 LT 2004-05-29 15:24:29
File Trend Shortcuts View Window Help
Alarms: Watch: 1 ECR / UNATTENDED

Manual Suppresions: Duty: 6 2ND ENGINEER
Unack'ed Alarms: Backup: - NONE
Acknowledge
Oldest Unack. Alam:
F Alarm List
+150.0 2
F Group
+130.0 3 Overview
F Group
Bridge
+110.0 4 Display
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F Additional
+90.0
5 List
+70.0 F Event Log

6
+50.0 F Trend Log

7
+30.0 F Display
8 Channel
+10.0
F Bargraph
9
-10.0
F Thermonitor
2
-30.0
F Journal
3
-50.0
12:12:00 F Alm. Sys.
LT 5 Status
2004-05-29
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F System
7 Status
LyngsoMarine
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Chief Engineer's Office F2 Alarm List F5 Additional List F9 Bar graph
F3 Group Overview F6 Event Log F11 Stop Horn
F4 Group Display F7 Trend Log F12 Acknowledge Alarm
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F8 Properties
F2 F3 F4 F5 F6 F7 F8 F9 F11 F12 Function Keys
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Ship’s Control Centre
Master Slave
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Engine Control Room

3.1.2 Operator Stations Alarm Handling Operations Unacknowledged Alarm Within a Display Channel Diagram
a) Left click on the ‘!’ icon.
The Graphic Operator Station (GOS) is basically a personal computer The following is a description on carrying out the most common alarm
approved for marine use. The various displays feature a wide range of handling tasks:
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machinery components made up of standard function blocks. The blocks are Reports and Data Collection Logging
a combination of graphical symbols and corresponding control programs and
Open Alarm List
include a process interface and a man/machine interface. Daily, monthly and yearly reports are available as standard based on
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a) Left click on the ALARM LIST soft key in the menu on the compressed data from the log. To generate a daily report the data is compressed
Operation is by using the trackball device to control the position of a cursor right of the screen or press the F2 function key. further to provide values for each hour. Detailed reports show the 60 values for
and pointing at a symbol. The activation pushbutton (left) will then activate a each hour plus the total values for a day. Reports can be printed out on request
pop-up menu of available commands. The right button will acknowledge and Open Lists for Cut Outs, Simulation, Sensor Fail or Device Fail or at specified times. Other reports may be user configured. Data may also be
open ‘display channel’ dialogue. exported in DIF file format for analysis using other PC applications.
a) Left click on the ADD. LIST soft key in the menu on the right
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Operator workstations have facilities for the display of logged data as trend of the screen or press the F5 function key. Analogue and binary parameters may be logged on the operator station hard
curves and they can be used to generate reports. These reports, trend curves drive for later analysis. All condition changes of parameters and values, defined
and other screen displays can be printed on request. Open Alarm Group Diagram to be logged, covering the previous 24 hours, are stored for 30 days.
The GOS has the facility to display information such as lists for alarms, Most important alarm lists are listed in the main menu and are opened by left
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clicking on the group title text label. If the group name is not shown: Printers and Screen Dumps
suppressions (cut-outs), analogue values and alarm limits.
Printers connected to each operator workstation allow for the printing of:
a) Left click on GROUP OVERVIEW (F3) in the menu bar or
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Alarm System select GROUP DISPLAY (F4). • Hard copy of the total screen including all windows
Alarms relative to the controlled machinery are displayed on the group display • Hard copy of the active window of the screen
selected and alarm group screen images with an indication of the alarm state b) Select alarm group from the drop-down menu.
• Hard copy of trend curves
and the cut-out state. A steady red square indicates an acknowledged alarm, a
c) Left click on the OK button. • Daily, monthly and yearly reports
flashing red square indicates an unacknowledged alarm and a light blue square
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indicates a cut-out. By pointing and clicking on the square the actual process • Trend values in tabulating form
state can be read. When an alarm occurs, the label for the relevant system Stop Horn
• System documentation
flashes on the overview display. a) Left click on the STOP HORN button in the header or press the
In the alarm list, the overview of all the present machinery alarms, suppressions
and system failures can be seen. Alarms are presented as alarm lists and alarm tr F11 function key, or press the STOP HORN pushbutton on the
basic alarm panel.
• Event log
The Alarms and Main Events are printed on the text printer directly connected
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groups; there are many groups and these link all associated alarms covering a to a Gamma computer, which is related to the UMS 2100 alarm handling
particular operational area. Acknowledge the Oldest Unacknowledged Alarm function of the system.
a) Left click on the ACKN. soft key in the header or press the F12
Alarm Handling From Graphic Operator Stations function key. The Thermonitor (Relative Measuring System)
The thermonitor function is a relative measurement system for supervision of,
Acknowledgment of alarms is carried out at the alarm watch station and must Acknowledge Alarms
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for example, the exhaust gas temperatures of the main engine cylinders with
be preceded by silencing the alarm horn by pressing the STOP HORN function individual alarms for high temperature, high mean value and an alarm for large
a) Right click anywhere on the alarm line, left click on
key on the keyboard. The oldest unacknowledged alarm is always on display deviations from the mean value. The display presentation includes an overview
ACKNOWLEDGE on the drop-down menu or left click
in the header. Acknowledgment is by pressing the ACKNOWLEDGE function diagram for all of the cylinders and two graph-diagrams each presenting up to
anywhere on the alarm line, select alarm and acknowledge by
key. Alarms from the alarm list can be acknowledged by pointing and clicking five cylinder temperatures.
left clicking on the ‘!’ icon.
using the mouse.
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The thermonitor screen can be selected either by the keyboard function key or
Unacknowledged Alarm Within a Mimic Diagram from the screen menu.
a) Right click on the icon in alarm, left click on ACKNOWLEDGE
on the drop-down menu.

3.1.3 Screen Displays Thermonitor Display Mode The possible states for an alarm channel are as follows:
Up to 16 thermonitors (temperature measurements) may be contained within
The extended alarm display of the graphic operator stations is divided into the UMS 2100. Data gathered may be processed and displayed in a graphical State Appearance Description
two parts; a header window and a selectable working area window which form such as bar graphs but the system is also able to process the temperature NORM Steady Green Alarm channel in normal state
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will be a control overview or an alarm list. Part of the header is the menu bar to determine average temperatures and deviations from an average, maximum, ALM Flashing Red Unacknowledged alarm: Priority 1
which is located vertically on the right-hand side of the screen. The menu bar minimum or other temperature condition.
and header with status information are always present. For enhanced safety ALM Steady Red Acknowledged alarm: Priority 1
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the header constantly displays the most essential information from the alarm ALM Flashing Magenta Unacknowledged alarm: Priority 2
Channels (data inputs from sensors such as cylinder exhaust) may be selected
system, independent of the actual control assignment, such as: for thermonitor operations may be selected when the thermonitor drop-down ALM Steady Magenta Acknowledged alarm: Priority 2
• Oldest unacknowledged alarm window appears on selection of the ‘Thermonitor’ option in the menu. ALM Flashing Yellow Unacknowledged alarm: Priority 3
• Number of present and unacknowledged alarms ALM Steady Yellow Acknowledged alarm: Priority 3
3.1.4 Alarm Display FAIL Flashing Red Unacknowledged alarm: Sensor fail
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• Number of present manual suppressions (inhibited alarm
FAIL Steady Red Acknowledged alarm: Sensor fail outside
channels)
The alarm display is a display of all standing alarms both acknowledged range
• Actual watch station, duty officer and back-up officer and unacknowledged. The system can include from 1 to 4 systems (bridge, NORM/CA Steady Blue Standing alarm: Suppressed/Cut-out
machinery, etc), each alarm system has its own alarm list.
• Date and time ? Steady White GOS/GAMMA Computer hardware
failure
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Below the header is the main screen which is used to display alarm lists, Up to 20 alarms can be displayed on the screen, if there are over 20 alarms the
graphs, bar graphs, thermonitor, etc. A list of available displays is given at the actual number is shown in the bottom of the display. There are also lists for alarm suppressions and alarm failures.
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right of the screen and the display may be activated by left clicking on the soft
key for that display. The colour of the alarm text is normally green with the alarm ‘state’ text in
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A Display Channel Diagram
Function keys act as shortcuts and allow for rapid movement through the various right click on the alarm brings up a small menu with two texts: DISPLAY This displays detailed information of an alarm channel and it is possible to
screens. Use of a function key is possible when any screen is displayed. CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE adjust some parameters although these are password level 1 protected. The
allows the alarm to be acknowledged or if not possible, the text is shown display channel diagram includes the following:
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F2 Alarm List in grey (already acknowledged or horn not silenced etc). Left clicking on
F3 Group Overview DISPLAY CHANNEL opens the display for the particular system the alarm Type: Analogue or Binary
originates from. Detailed alarm information, such as delays and limits etc, is
F4 Group Display
F5 Additional List
F6 Event Log tr
also shown.
Trend Displays
Alarm system
Outstation
Address
Name of alarm system to which the channel belongs
Name of the outstation where PLC is located
Address number for PLC
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F7 Trend Log One to five graphs for supervised parameters can be displayed in the same The channel parameters are also shown here and may include:
trend display with individual colour and measuring scale. The individual
F8 Display Channel
colour is used to separate the ID number, the measuring scale, the trend curve, Limit Binary has 1 limit, analogue may have 3 for an alarm
F9 Bargraph and the digit valve for each measurement. See Section 3.1.5. and 4 for an event
Type Binary/low limit/high limit
Although the alarm lists are used extensively, other screens can be displayed
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Alarm Groups Message Message text

at the operator workstation and these assist in interpretation of operating data.
Trend displays, bar graphs and thermometry information can be displayed. An alarm group is a list of alarms for one machinery component (independent Prio Alarm channel priority
These screens can be customised by configuring the information which is of alarm state). Up to 100 alarm groups are available. The list is sorted Value Limit value for analogue channels
displayed. alphabetically after the ID. Delay on/off Delay times/adjustment etc
M.cut Manual cut-out on/off, adjustment etc
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Pop-up windows display messages to the operator and some dialogue boxes
also appear as pop-up windows. Using these the operator may make selections
as required.
Final Draft No.1. July 2008 Section 3.1.3/4 - Page 1 of 1

3.1.5 Trending The graph can be retrieved by clicking the element name once more or for all
by clicking at a field placed just to the right for all the graph names. Being
The system can display one to six graphs for parameters under analysis in able to deactivate one or more graph displays can, for example, be helpful in
the same trend display with individual colours and measuring scales. The situations where two graphs completely or partially cover one another, or in
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individual colour is used to separate the ID number, the measuring scale, the situations where one of several graphs is desired to be examined more closely
trend curve and the value for each measurement. or even printed separately.
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Trend curves showing values for the previous 24 hours (maximum 4 days) Illustration 3.1.5a Trending Display
or part of that period, are based upon the continuously logged data. A Trend
display for a period exceeding the last 24 hours (maximum 4 days) are based EAD - [Trend Log - FO TANK TEMP - 10 min.] UCS/UMS 2100 LT 2004-05-29 15:24:29
upon the compressed values. The time interval for displayed data points may File Trend Shortcuts View Window Help
be changed as required.
Alarms: 1 Watch: ECR / UNATTENDED
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Parameters for trending may be set in groups during configuration of the Manual Suppresions: 6 Duty: 2ND ENGINEER
system with up to six parameters (such as cylinder exhaust temperatures) being Unack'ed Alarms: - Backup: NONE
Acknowledge
selected for a trend group which is given a title, such as ME Exhaust, and this Oldest Unack. Alam:
group is then stored. The group may be selected at any time from the pop-up
window which appears when trending is selected. A number of graph trend
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F Alarm List
groups can be configured, each one displaying graphs of up to 6 variables of +150.0 2
predetermined element values. F Group
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+130.0 3 Overview
If the operator selects one or more elements, the graph diagram will
automatically include these. (More than one element can be selected by +110.0
F Group
4 Display
keeping the [shift] key pressed when selecting the elements). Regardless of
how it is opened, a graph window has a fixed position and size on the screen. F Additional
+90.0
5 List
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The graphical pictures can be particularly helpful in identifying and analysing F Event Log
+70.0
the operating disruptions. 6
Start Time and Window Period for Graphs

After opening a graph window, the operator may change the time interval for tr+50.0
+30.0
F Trend Log
7
F Display
on
displayed data from the SET TIME option. This enables the operator to see 8 Channel
short or long term trends in monitored parameters as required. Short term +10.0
F Bargraph
trends are useful if an operating condition has just been changed and it is 9
necessary to determine the effects of that change. Long term trends allow the -10.0
operator to check the deterioration in operation of monitored systems. F Thermonitor
2
-30.0
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A start time which goes back in time up to 90 days can be determined but this F Journal
requires that the relevant data is still accessible on the hard disk. 3
-50.0
12:12:00 12:32:00 12:52:00 13:12:00 13:32:00 13:52:00 14:12:00 14:32:00 14:52:00 15:12:00 15:32:00 F Alm. Sys.
LT 12:22:00 12:42:00 13:02:00 13:22:00 13:42:00 14:02:00 14:22:00 14:42:00 15:02:00 15:22:00 5 Status
Changing the Presentation of a Graph Display 2004-05-29
During monitoring, the display of the graphs can be changed in a number of + 4 9 . 4 ° C N O . 2 F. O . B U N K E R ( P ) H . T E P M + 2 0 . 4 ° C N O . 1 F. O . B U N K E R ( P ) H . T E P M

F System
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7 Status
different ways. The display of one or more of the (up to six) graphs can be
+ 9 8 . 5 ° C F. O . S E RV I C E TA N K T E M P. + 1 9 . 9 ° C N O . 1 F. O . B U N K E R ( S ) H . T E M P
removed from the graph window. This is done by clicking the element name
+ 7 1 . 8 ° C F. O . S E T T I N G TA N K T E M P. + 3 5 . 3 ° C N O . 2 F. O . B U N K E R ( S ) H . T E M P
in the window. The name will now be displayed with a weak type, and the
accompanying graph is closed.

3.1.6 UMS - Manned HandOver g) The senior engineer delegates the work list and discusses
relevant safety practices.
The following procedures are followed when changing over to manned
operation: h) The duty engineer should be aware of all the maintenance being
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carried out and should be informed of any changes to the day’s
The information given is for guidance and Chief Engineer’s Standing Orders schedule.
must be observed at all times. When the engine room is manned by a single
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individual it is essential that the bridge is kept informed that the person is safe. i) The duty engineer can then proceed with his normal tour of
A simple mishap such as a fall resulting in bleeding can seriously endanger inspection.
that person through loss of blood if assistance is not available within a short
period of time. Any engineer entering the engine room during a period when j) If the new duty engineer is to set the engine room for unmanned
the engine room is normally unmanned should contact the bridge watch-keeper operation this is done at the operator workstation in the
at regular intervals, not exceeding about 30 minutes. ECR where the duty engineer is selected (so that alarms are
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activated in the duty engineer’s cabin) and watch is selected for
unmanned.
Due to Alarm Initiation
a) When summoned by the extension alarm system, the duty Before going unmanned the duty engineer must comply with the Chief
engineer proceeds to the ECR. Engineer’s Standing Orders regarding UMS operation. Oil tanks must be
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checked and changed over if necessary. The engine room must be left in a safe
b) Inform the bridge of manned condition and the alarm cause. condition.
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c) Change watch-keeping control to the ECR.
d) Rectify the alarm condition, if necessary call for assistance.
e) After the fault has been corrected, check that the system is
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working properly and if satisfied reset the engine room for
UMS operation.
Normal Handover
a) The duty engineer proceeds to the ECR. tr
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b) Inform the bridge of manned condition.

c) Change watch-keeping control to the ECR.
d) Examine the data logger printouts generated during the UMS

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period.
e) Hand over to the oncoming duty engineer, discussing any

irregularities. Ideally the handover should be carried out in front
of the other engineers to provide them with continuous plant
operation knowledge.
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f) Inform the senior engineer of any plant defects. He will then

decide if they should be included in the present day’s work
list.

Illustration 3.2a Engine Control Room Console
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12 15 16 20 23 25 47 48
38 45
1 2 3 4 5 6
12
op
11 1
min 7 8 9 10 2
4 5 6
x10 Nm
9 3
1 2 3
13 17 18 26
x10 Km
* 0 _ 8
7 5
4
49 50 58 59
7 6
F U RU N O
@ @
@
46 400 SPEED
0.0
STW
24
@ @ kt MENU ENT
200
@ @
353 . 92
DISTANCE STW
DISP DIM
21
@
@ 0 DISTANCE INDICATOR nm *
@
@ DS-840 PWR
@ 200
@ @
@
14 19 27
1 2 4 7 7 2 1 2
39 41 42 52 53
C
GGGG
8
22
GGGG
Lyngso Marine
GGGG GGGG GGGG GGGG
GGGG GGGG GGGG GGGG

GGGG
GGGG
43 OFF
44 OFF
51
OPEN CLOSED OPEN CLOSED
OMRON FSFASF
Salwico CS3004
POWER ON
OFF AUTO RUN AHEAD FIRE SEC 2 DET 13
FIRE
DISCONNECTION
1 (1)
2 13
40
ECR TEST......
ALARM TRANSFER
Navigation Full 125 SECTION DETECTOR EXTERNAL ALARM
MENU DELAY OFF.....
Full 100 SYSTEM FAULT..
Half 85 F1 F2 F3 F4 ABNORMAL COND.
Slow 65 ALARM MUTE

FAULT
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL
ALARM
Dead Slow 35
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET
ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET
Dead Slow 35
d
Slow
Half
65
85
SECTION / DETECTOR
NOT RESET
Consilium 0 ON OFF TIMER LIST
Full 100
Navigation Full N/A
ASTERN
63
lle
11 28 29 30
Automatic Telephone and Public Address Index ACM48
Group
1
Ext
No LOCATION
101 W/H Console
Group No
Ext
LOCATION
1,4 131 Steering Gear
61
1 102 Radio Space 1,4 132 Working Room
1,2 103 Bridge Wings 1 133 SP Corridors
UMS 2100 BASIC ALARM PANEL Lyngso Marine 1,3 104 Captain Room 1 134 SP BRG Wings
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine EGS2000 EGS2000 GOVERNOR SYSTEM Lyngso Marine 1,3 105 1st ENG Room 1,4 135 Spare Officer E
ALARM FIRE FAULT 1,3 106 Chief ENG Room 1,4 136 Crew A
BAP - ECR
54
ALARM FAULT ALARM FAULT ALARM FAULT 1,3 107 Chief OFF Room 1,4 137 Crew B
ENGINE SAFETY SYSTEM 1 108 Conference Room 1 138 Crew C
ALARM STOP ALARM
HORN ACKN.
SYSTEM OK 1 109 Pilot Room 1 139 Crew D
LIST
ALARM STOP ALARM ALARM STOP ALARM BLOCKED
LIST HORN ACKN. LIST HORN ACKN.
ACTUAL SPEED: 65 RPMt
1,3 110 OFF Spare D 1,3 140 Crew E
1,2 111 FWD Mooring 1,3 141 Crew F
ADD. DISPLAY
CHAN-
ADJUST
CHAN- S1 S2 S3 S4 DIMMER 1,2 112 AFT Mooring 1,3 142 Crew G
LIST
NEL NEL STATUS MAIN EDIT
S1 S2 S3 S4 DIMMER
EDIT MENU
S1 S2 S3 S4 DIMMER
STATUS MAINT TEST ALARM HAYES!
1,3 113 2nd Engineer 1,3 143 Crew H
LIST LIST ACKN.
1,3 114 Officer Spare C 1,3 144 Crew I
1 ABC
PRINTER
2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
1,3 115 1st Officer 1,3 146 SAT-B
MAN
WATCH CON- GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1,3 116 Officer Spare B 1,3 147 W/H Alarm Console
TROL BRIDGE ECR EMERG ALARM ALARM ALARM ALARM AUTO
CTRL CTRL ESC ENT SLOWD. SLOWD. SLOWD. ESC ENT ESC ENT 1,3 117 2nd Officer
CTRL GROUP2 GROUP3 GROUP4 GROUP5 ACTIVE CANCEL RESET SELECT
1,3 118 Ship ASS A 1 84 General Call
ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM 1,3 119 Ship ASS B 2 85 Group No. 2
DUTY 7 STU 9 YZ Ospace
8 VWX +/- 9 YZ 8 VWX
z
CALL
NANCE SEA STAND F.W.E. ALARM ALARM ALARM ALARM SHUTD. SHUTD. RPM POWER MODE
1,3 120 Off A 3 86 Group No. 3
BY GROUP7 GROUP8 GROUP9 GROUP10
MODE ACTIVE 1,3 121 Officers Smoke 4 87 Group No. 4
1 122 Crew’s Dayroom 5 88 Empty
1,3 123 Chief Steward
1 124 Duty Mess 99 Answer Paging
1 125 Dining Room 801 Program Radio-Cas
GHGgggghhghbhgghghga
9
1 126 Galley 800 Program Off
60
1 127 Ship’s CON Room 70 Station Reset GHGggggh
34 33 32
1 128 Hospital 783 Set Volume GHGgggghhghbhggh
1 129 Gymnasium 7883 Wake-up Call
1,4 130 E.C.R. 785 Set Time Date
56
GHGgg
o
GHGgggghhghbhgghgh
Hgtdshshshsadsa
Hgtdshshsh hbhgghghga
Hgtdshs GHGgggghhghbhgghghga
37
Hgtdshshsh GHGgggghhghbhggh
Hgtdshshshsadsa GHGgggghhghbhgghghga
Hgtdsh
INSTRUCTIONS EXT. No 2
INST R UCTIONS
INST R UCTIONS
INST R UCTIONS
INST R UCTIONS
1 2 3 2 INST R UCTIONS
62 4 5 6 5
10
tr SLOWDOWN
OVERIDE
ONLY IN ECR
CONTROL
31 55
7 8 9
8
INSTR
UCTIONS
57
VINGTOR
Marine a.s
10
on
35 36
1. DC 24V Power On 18. Main Engine LO Camshaft Pressure 35. Main Engine Control Lever (Bridge) 51. Consilium Fire Alarm Remote Panel
2. AC 220V Power from Main Switchboard 19. Main Engine Piston Cooling Oil Inlet Pressure 36. Main Engine Control Lever (Engine Room) 52. Auxiliary Boiler Burner On
3. AC 220V Power from Emergency Switchboard 20. Main Engine RPM 37. Bridge/ ECR Control Changeover Switch 53. Auxiliary Boiler Emergency Stop
4. 220V MSB/ESB Power Available Indicators 21. Main Engine Rev Counter 38. Main Engine Output Monitor 54. Automatic Telephone and PA Index
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5. Steering Gear No.1 Running 22. Main Engine Panel 39. Fuel Oil Viscosity Indicator 55. Automatic Telephone and PA System Panel
6. Steering Gear No.2 Running 23. Main Engine Turbocharger RPM 40. F.O Indicator 56. Automatic Telephone
7. Rudder Angle Indicator 24. Fuel Pump Index 41. High Sea Water Suction Open/Close Indication 57. Intrinsically Safe Telephone
8. Lyngsø Marine Monitor 2100 - 7 25. Main Engine Starting Air Inlet Pressure 42. Low Sea Water Suction Open/Close Indication 58. Alarm Monitor
9. Keyboard 26. Main Engine Control Air Inlet Pressure 43. High Sea Water Suction Switch 59. Speed Log Repeater
10. Trackball 27. Main Engine Scavenger Air Inlet Pressure 44. Low Sea Water Suction Switch 60. Keyboard
11. UMS 2100 Basic Alarm Panel 28. DMS 2100 45. Engine Room Clock 61. Printer
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12. Main Engine Jacket Cooling Water Inlet Pressure 29. DPS 2100 46. Clock Adjuster 62. Slowdown Cancel
13. Main Engine Jacket Cooling Water Inlet Temperature 30. EGS 200 47. Exhaust Boiler Steam Pressure 63. Manoeuvring Speeds
14. Main Engine Scavenge Air Cooler Cooling Water Inlet Pressure 31. Instruction Panel 48. Exhaust Boiler Water Level
15. Main Engine LO Inlet Temperature 32. Manual RPM Reduction 49. Auxiliary Boiler Steam Pressure
16. Main Engine LO Inlet Pressure 33. Main Engine Remote Control Failure 50. Auxiliary Boiler Water Level
17. Main Engine FO Inlet Pressure 34. Lamp Test

3.2 Engine Control Room, Console and Panels • Main engine monitoring panel
• Fuel oil viscosity control
The engine control room is situated on the port side of the upper platform of
the engine room, where all the necessary equipment and controls are located • MDO/HFO in use indicator lights
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to permit the centralised supervision of machinery operations. Automatic and • High/low sea water suction valve control switches
remote control systems are provided to allow the machinery spaces to run
unattended at sea and in port during cargo operations. • Engine room clock
op
• Auxiliary boiler and exhaust gas boiler steam pressure and
It contains the following: water level indicators
• Main engine control and operating console • Auxiliary boiler emergency stop pushbutton
• Main switchboard • Ship performance monitor
• Computer workstations
C
• Ship speed log repeater panel
• UMS2100 remote control system cabinet and UCS2100 panel • Alarm printer
• DMS2100 remote control system cabinet
The main switchboard contains:
• Inert gas generator alarm repeater panel
d
• Diesel generators input and power management panels
• Instruction books cabinet and shelves
• Main 440V and 230V power distribution panels
• Air conditioning unit
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• Safety plan posters
• Two life jackets
• One EEBD unit
o
The main engine control and operating console contains:
• Two UMS monitor screens with keyboards and mouse
• Local operator stations for:
• UMS2100
• DMS2100 tr
on
• DPS2100
• EGS2000
• Main engine telegraph lever (bridge control)
• Main engine manoeuvring control lever (engine room control)
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• Automatic telephone, sound powered telephone and talkback

telephones
• Rudder angle indicator
• Steering gear motor running indicator
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• Fire alarm panel

• Temperature and pressure gauges for the main engine air,
lubricating oil and fuel oil systems
• Main engine rpm counter

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op
C
d
lle
o
tr
on
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Part 4
Emergency Systems
Illustration 4.1a Engine Room Fire Hydrant System

To Accommodation
To Deck Wash and Areas
Fire System
To Foam
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Fire System To Cleaning
From Emergency Cargo Tank
Fire Pump System
Foam Room Upper Deck
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Upper
Platform
Steering Gear Port Aft
Compartment
C
Upper Upper Upper
Platform H Platform Platform
Starboard Aft H FS Port Forward Starboard Forward
d
Lower Lower
Platform Platform
H Lower Lower
Starboard Aft Port Aft
H Platform Platform
Port Forward Starboard Forward
o lle
Sea Water Crossover Main
Floor
QD28 QD27 Port Forward
FS
Floor
Port Aft
tr QD37 QD39
H Floor
on
Starboard Forward
H
QD25 QD26
Bilge, Ballast and
Key
Fire Pump
Floor
QD23 160/280m3/h
Starboard Aft
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Fire/Deck Water
QD31
Main Fire Pump QD30 QD35 QD34 Sea Water
160/280m3/h
Aft Peak
QD42 Bilges
QD32 QD33
QD40 QD29
U
H Hose Box

Port Forward Well Fire Hydrant
QD45
Emergency Supply to Foam Station with Hose, 2 x 25 litre
IGG Plant FS Foam Compound, Foam Branch
QD20
Bilge Main Applicator with Dip Tube
Suction

4.1 Fire Hydrant System The pumps in the engine room take suction from the main sea water crossover c) All fire hydrant outlet valves must be closed.
line in the engine room, the suction for the emergency fire pump is from its
own sea chest in the emergency fire pump room. The emergency fire pump sea d) Set up the valves as shown in the table below:
Bilge, Ballast and Fire Pump
chest is fitted with a connection for weed and steam blowing.
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Maker: Shinko
Engine Room
No. of sets: 1 The emergency fire pump supplies the fire main only. It is an electrically-
Model: RVP 200MS driven self-priming vertical centrifugal pump and is situated in the emergency Position Description Valve
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Capacity: 160/280m3/h fire pump room which can only be accessed from the poop deck. The power Open Main fire pump sea suction valve QD28
supply for this pump is taken from the emergency switchboard.
Open Main fire pump discharge valve to fire main QD37
Main Fire Pump The pumps can be started and stopped from the following locations: Locked Closed Main fire pump bilge suction valve QD25
Maker: Shinko Closed Main fire pump discharge valve to overboard QD30
• Locally, plus at the entrance to the emergency fire pump
Closed Main fire pump suction valve from ballast tanks QD31
C
No. of sets: 1 compartment (emergency fire pump only)
Model: RVP 200MS Open Bilge, ballast and fire pump sea suction valve QD27
• Ship’s control centre in the fire station area
Capacity: 160/280m3/h Open Bilge, ballast and fire pump discharge valve to QD39
• Wheelhouse, below the main fire detection control panel fire main
• Foam room, except the emergency fire pump Locked Closed Bilge, ballast and fire pump bilge suction valve QD26
d
Emergency Fire Pump
Locked Closed Bilge, ballast and fire pump direct bilge suction QD23
Maker: Shinko • ECR main switchboard at the 440V group starter panel for each
valve
No. of sets: 1 pump, except the emergency fire pump
Closed Bilge, ballast and fire pump discharge valve to QD34
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Model: RVP 130MS Located in close proximity to the two aft fire hydrants on the floor level and overboard
Capacity: 72m3/h adjacent to the starboard aft upper platform area are foam station boxes. Each Closed Bilge, ballast and fire pump suction valve from QD35
foam station box contains a hose, 2 x 25 litre foam compound and a foam ballast tanks
branch applicator with dipper tube. Open Emergency fire pump suction valve
Introduction
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Open Emergency fire pump discharge valve
The fire and wash down main runs the full length of the vessel and is branched
The above pumps can supply sea water to the following services:
off to the fire hydrants, which are located so that two jets can be directed onto
• The fire hydrants in the engine room the fire source. Deck
• The fire hydrants on deck
• The fire hydrants serving the accommodation block tr
Isolating valves are positioned along the main deck, between each set of
hydrants on the fire main line.
Position
Closed
Description
Supply valves to focsle services
Valve
on
• The fire hydrants in the pump room Closed Port hawse pipe supply valve
Closed Starboard hawse pipe supply valve
• Ballast/void space eductor drive Preparation for the Operation of the Fire Hydrant System
• Main foam system Foam Room
a) Set the suction and discharge valves of the bilge, ballast and
• Hawse pipe anchor wash fire and the main fire (GS) pumps for supplying sea water to
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• Forward bilge eductors the fire main. The description assumes that the sea water main
is already connected to the sea via the low suction. Open Isolating supply valve to deck
• Emergency supply to inert gas generator scrubber Open Supply valve to main deck fire main
• Water to the tank cleaning system Ensure the bilge suction valves for these pumps are positively Open Supply valve from emergency fire pump
shut to ensure that no bilge water can be discharged into the fire Open Supply valve to the accommodation areas
• Filling the residual tank main.
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All of the above pumps are ready to be started remotely from the locations as
The main fire pump and the bilge, ballast and fire pump are permanently set Ensure the emergency fire pump suction and discharge valves
up for the fire and foam main service with the discharge and suction valves previously indicated.
are open.
open.
b) All of the intermediate isolating valves along the fire main on
the upper deck must be open.

Illustration 4.1b Fire Hydrant System - Deck

D Deck
H H
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C Deck
H H To Swimming Pool
op
B Deck
H H
A Deck
H H
C
H
d
H
Focsle
H
H
lle
To Bosun’s H
Store for Bilge
H H H H H H
Educting Drive
and Hawse Pipe
Wash
To Ballast Pump
o
H Room Bilge Eductor
To Residual
Focsle H
tr Tank
H
Foam Room
H
on
To Foam
System
To Cargo Tank
Cleaning System
Emergency Fire
Pump
(72m3/h)
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To Engine Room Weed Blow Connection,

Fire Hydrants Steam and Air
Key
QD30 QD34
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Deck Fire Water
Emergency Fire
QD37 QD39
Pump Sea
Bilge
Chest
Main Fire Bilge, Ballast & Fire
H Hose Box Pump Pump
(160/280 m3/h) (160/280 m3/h)

Note: Whenever a bilge, ballast and fire pump, or the emergency fire pump
is operating, at least one fire hydrant valve must be open to ensure a flow
of water through the pump to prevent overheating, this would usually be an
anchor washer.
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After use, any hose and nozzle unit used must be properly stowed in the hose
box ready for future use. Any defects in the hose, nozzle, valve or system
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must be reported immediately and rectified as soon as possible. Hose boxes
must never be left with components which are defective.
Emergency Fire Pump
C
If the emergency fire pump is to be used this can be started remotely. The
suction and discharge valve to the fire main from this pump are always
kept open so the pump can be started and can supply water to the fire main
immediately. The valves should, however, be operated periodically to ensure
that they are operational and free to be closed should the need arise.
d
The Fire Main
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The fire main has outlets in the engine room, around the accommodation
block and on the deck forward and aft. At each hydrant outlet is a hose box
containing a fire hose and nozzle unit. The hydrant outlet valves should be
operated at frequent intervals to ensure that they will open satisfactorily should
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it be necessary in the event of an emergency.
Intermediate valves in the fire main along the deck should be kept open at
all times to ensure that water will be available at all deck hydrants whenever
required.
tr
on
International Ship Shore Connection
There is a single international ship/shore connection located in storage box on

the port side of A deck adjacent to the entrance door into the accommodation.
It must be kept readily available for use in port where it may be necessary to
utilise the shore-based fire authorities to assist in fighting a fire.
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Illustration 4.2a CO2 Flooding System A. Pilot Cylinders D E

B. CO2 Cylinders For For For IGG
Engine Room Pump Room For ECR Room
C. Release Box
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D. Control Valve No.1 for Gang Release
E. Control Valve No.2 for Distribution Valve Via Timer Cylinder
C
op
CO2 Room
Control Cylinders
16 17
D E 20 20
IGG Cylinders
C
Pump Room Cylinders
Fire Control Station 24 24
ECR Cylinders
C
Vent Stop
to ESB / MSB
d
For Engine For Pump For ECR For IGG Control
Room Room Room Cylinders Power Supply
(AC 24V)
Junction Box ECR Console
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P
P P P RL
IGG Room
A B A B A B
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Ballast Pump Inert Gas
Room and ECR Generator Engine Room
4 Cylinders Room
tr
3 Cylinders
Engine Control
Room (ECR)
Pump Room
RL
RL
on
RL
Key
RL
Engine Room, Engine Control Room, Inert Gas Generator Room or RL
CO2 Pipeline
Pump Room Release from Remote Release Box or from CO2 Room
1. Open Release Box door (C) to the room on fire. Control Line
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2. Confirm that all personnel have left the room. Pilot Line to
Timer Cylinder and
3. Open the valve on one of the control cylinders. Distribution Valve
4. Open Control Valve No.1 (D) for main gang for the room on fire.
Electrical Signal
5. Open Control Valve No.2 (E) for distribution valve operation cylinder with timer release
unit for the room on fire.
Air
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CO2 Nozzles Check Valve

Engine Room, Engine Control Room, Inert Gas Generator Room
or Pump Room Emergency Release from CO2 Room CO2 Nozzles P
Distribution Valve
CO2 Nozzles
1. Open the Distribution Valve (C) manually to room on fire. Distribution Valve
Air Supply Operation Cylinder
2. Open the required number of CO2 Cylinders (A) + (B) to the room on fire. with Timer

4.2 CO2 Flooding System h) Open the engine room release box, the alarm horns and flashing Pump Room, Engine Control Room and Inert Gas Generator
lights will operate in the engine room. Room CO2 Flooding Systems
The CO2 flooding system for the engine room/engine control room/inert gas
generator room and ballast pump room consists of 121 high pressure cylinders i) Open one control cylinder valve fully, then from the release Maker: Unitor
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each containing 45kg of CO2. These are contained in the CO2 room, situated box open No.1 and No.2 control valves. Control CO2 gas will
Type: High pressure
on the port side of the A deck. pass via No.1 valve to the pilot cylinder for the main gang
of cylinders which will then open all 121 cylinders ready for Capacity: 4 cylinders each containing 45kg
op
In the event of a fire in the ballast pump room or engine control room, only four release into the engine room.
cylinders would be released in each case, three cylinders would be released for In the Event of Fire in the Pump Room, ECR or IGG Room
the inert gas generator room. All 121 cylinders will be released for an engine Control CO2 gas passing through No.2 control valve will be
room fire. The illustration above gives an indication of which cylinders are directed to the distribution valve via a CO2 timer cylinder which a) Obtain the key from one of the master keyholders.
used for each protected space. is set at approximately 30 seconds. After the time-release unit
has operated, the main distribution valve on the line to the b) Go to the master control cabinet located in the CO2 room or fire
C
The system can be operated from the ship’s fire station or locally in the CO2 engine room will open. control station for either the pump room, ECR or IGG room.
room.
j) If the CO2 operated system fails to operate, the main distribution c) Ensure all personnel have evacuated the space/area that will be
valve can be opened manually from the CO2 room and the injected with CO2.
Engine Room CO2 Flooding System cylinders released by hand.
d
Maker: Unitor d) Close and check that all doors, hatches and fire flaps are shut for
Type: High pressure k) Do not re-enter the engine room for at lease 24 hours and ensure the spaces/areas that are to be injected with CO2.
that all reasonable precautions have been taken. These include:
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Capacity: 121 cylinders each containing 45kg
maintaining boundary inspections; noting cooling-down rates e) Unlock the control cylinder cabinet (only in the FCS, the
Discharge time: 2 minutes control cylinders in the CO2 room are free-standing) and open
and/or any hot spots which may have been found.
the door.
WARNING l) After this period, an assessment party, donning breathing
Release of CO2 into any space must only be considered when all other apparatus can quickly enter the space through a door which is f) Stop the appropriate fans, FO and hydraulic pumps, generator
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options have failed and then only on the direct instructions of the Chief then shut behind them. engines, etc, consistent with the space being injected with
Engineer, who will have consulted the Master. CO2. Close all doors, hatches and fire flaps. A list of the ESS
m) Check that the fire is extinguished and that all surfaces have emergency stops are indicated below.
In the Event of Fire in the Engine Room
a) Obtain the key from one of the master keyholders. tr cooled prior to ventilating the engine room. Premature opening
could cause re-ignition if oxygen comes into contact with hot
combustible material.
ESS-1
No.1, No.2, No.3 and No.4 engine room fans
on
b) Go to the master control cabinet located in the CO2 room or fire n) Do not enter the engine room without breathing apparatus No.1 and No.2 main engine auxiliary blowers
control station. until the engine room has been thoroughly ventilated and the ECR air conditioning unit
atmosphere proved safe. 45D power distribution board
c) Ensure all personnel have evacuated the engine room and have
been accounted for. ESS-2 (Also located outside the galley)
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(Accommodation fans and galley equipment)

d) Close and check that all doors, hatches and fire flaps are shut. Air conditioning fans
47D and 4AD power distribution panels
e) Stop the main engine, generating engines and auxiliary boiler. 22D and 23D 220V power distribution panels
f) Operate the HFO, MDO and LO tank quick-closing valves and

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ESS-3
stop the engine room fans.
Ballast fans in ballast pump room
g) Unlock the control cylinder cabinet (only in the FCS, the
control cylinders in the CO2 room are free-standing) and open
the door.

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CO2 Release Box for CO2 Release Box for CO2 Release Box for
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Engine Room Ballast Pump Room Engine Control Room
C
Timer Release Unit
d
Distribution Valve for
the Pump Room
the IGG Room
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CO2 Control Cylinders
the Engine Room
CO2 Release Box for

Timer Release Cylinder
IGG Room
the ECR
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tr Distribution Valve
Operation Cylinder
on
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CO2 Cabinet Release Boxes and Control Cylinders in the CO2 Room CO2 Distribution Valves and Timer Release Cylinders in the CO2 Room
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ESS-4 Allow time for the CO2 to extinguish the fire and the space to
HFO and MDO purifiers cool down.
Auxiliary boiler control panel
41D power distribution board j) Do not re-open the space until all reasonable precautions have
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FO feeder units No.1 and 2 been taken to ascertain that the fire is out. Premature opening
FO feeder units control panel could cause re-ignition if oxygen comes into contact with hot
combustible material.
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Incinerator
42D power distribution board
Hydraulic power pack control panel k) When the fire is out, ventilate the space thoroughly.
l) Do not enter the pump room/ECR/IGG room without breathing

ESS-5 apparatus until the room has been thoroughly ventilated and the
No.1, No.2 and No.3 generator engines atmosphere proved safe.
C
ESS-6 Alarms for Engine Room and Ballast Pump Room System
(Cargo and inert gas system)
No.1 and No.2 inert gas fans Should any cylinder discharge accidentally, it will pressurise the main line up
d
IGG FO pump to the stop valve. This line is monitored by a pressure switch and will activate
Ballast pump room fan the CO2 Leakage alarm in the Lyngsø alarm and monitoring system.
No.1, No.2, No.3 and No.4 hydraulic power packs
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Overpressure of the main line is prevented by a safety valve, which will vent
Emergency stop pushbuttons are provided in the wheelhouse for: the gas to atmosphere. The pressure of the control air in the release cabinets is
monitored by a pressure switch. A drop in pressure will activate the Pilot Air
• Accommodation fans and galley equipment
Pressure Low alarm in the Lyngsø alarm and monitoring system.
• Engine room fans and auxiliary blowers
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• Ballast pump room fans Should the power supply to the system fail, the CO2 Power Failure alarm will
operate in the Lyngsø alarm and monitoring system.
g) Open the release box for the space/area to be injected with CO2,
the alarm horns and flashing lights will operate in that space/
area.
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Paint Locker CO2 System
The paint locker is covered by a fixed CO2 system containing a single 45kg
on
h) Open one control cylinder valve fully, then from the release CO2 cylinder. Ensure that there are no personnel in the room and that the space
box open No.1 and No.2 control valves. Control CO2 gas will for the fan is stopped and its mushroom vent is closed on the fore deck port
pass via No.1 valve to release the designated pilot cylinder for side before releasing the CO2 into the space.
the area being injected, which when operated will activate the
remaining three cylinders ready for release into the ECR/pump
room/IGG room as appropriate. Galley CO2 System
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Control CO2 gas passing through No.2 control valve will be The galley has a local CO2 system containing a single 18.9kg CO2 cylinder
directed to the appropriate distribution valve via a CO2 timer which is activated from the galley and provides extinguishing capability in the
cylinder which is set at approximately 30 seconds. After the event of a fire in the exhaust duct. In the case of fire in the exhaust duct switch
time release unit has operated the distribution valve on the line off the galley fans and close the fire dampers at the switches outside the galley
to the ECR/pump room/IGG room as appropriate will open. then release the CO2. When the release protection door is open the galley fans
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are automatically stopped.

i) If the CO2 operated system fails to operate, the distribution
valve can be opened manually from the CO2 room and the
cylinders released by hand.

Illustration 4.3a Quick-Closing and Remote Closing Valve System
Fire Control Station

PS To Safety (Ship’s Control Centre)
Area No.1 No.2 Main Engine
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PI Main Engine Main Engine Cylinder Oil Main Engine LO Main Engine LO Generator Engine LO Incinerator
PAL Cylinder Oil Cylinder Oil Measuring Tank Storage Tank Settling Tank Storage Tank MDO Tank
Storage Tank Storage Tank
op
NO Reservoir P RS37 P RS36 P RS32 P QS3 P QS2 P QS1 P QU1
P
(30 Litres)
30 bar 7 bar
To Cylinder Oil To Cylinder Oil To Main To Main Engine To LO Transfer To Generator To Incinerator
1 2
Measuring Tank Measuring Tank Engine LO Sump Tank Pump Engine LO Purifier
Feed Pump
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3 4 Incinerator
IGG
Waste Oil
MDO Tank
Service Tank
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For Upper Platform
P P
P
For Lower Platform
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For Hydraulic Oil Tanks
For Fuel Oil Storage Tanks
RK132 and Diesel Oil Service Tank
To I.G.G
To Incinerator
HFO Unit
From
Starting Air Hydraulic Oil
System MDO Service Tank
o
Storage Tank
RR8 RR9 QR39 RR10 HFO Settling Tank HFO Service Tank
Wire Operated
Type
P
tr
P
P
P P
P
P
P
P RR7 P QR37 P QR36 P RR6
Main
Engine
P
on
To Generator
To HFO
Emergency Diesel Engine MDO
To Boiler To HFO Purifier Transfer To HFO
Generator Supply Pump
To MDO Feed and Transfer Pump and Supply Unit
MDO Tank To MDO Purifier P RR1
P
RR74 Supply Unit Pumps Boiler
Feed and Transfer
To Emergency Pumps to Boiler
Generator
Hydraulic Oil
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Drain Tank
No.1 No.2 HFO No.2 No.1

HFO Tank HFO Tank Minor Tank HFO Tank HFO Tank
P (Port) (Port) (Starboard) (Starboard)
Key
Fuel Oil
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P QR9 P QR10 P QR7 P QR24 P QR8

P
P
Lubricating Oil
To HFO To HFO To HFO To HFO To HFO

Diesel Oil Transfer Pump Transfer Pump Transfer Pump Transfer Pump Transfer Pump
Air

4.3 Quick-Closing Valve System, Fire Tank Service Valve ESS-1
Dampers and Emergency Stops Valves for Lower Platform (Outlet 2) No.1, No.2, No.3 and No.4 engine room fans
HFO settling tank To auxiliary boiler RR7 No.1 and No.2 main engine auxiliary blowers
ECR air conditioning unit
Introduction HFO settling tank To FO purifiers QR37
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45D power distribution board
HFO service tank To FO transfer pump QR36
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil HFO service tank To FO preparation unit RR6 ESS-2 (Also located outside the galley)
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could flow to feed a fire, are equipped with air-operated quick-closing valves
HFO service tank To main engine RR1 (Accommodation fans and galley equipment)
which are controlled from a cabinet located inside the ship’s fire station area.
The cabinet contains a 30 litre air reservoir, four control section valves, a low Air conditioning fans
pressure alarm transmitter, pressure indication, a pressure reducing valve and Valve for Fuel Oil Tanks (Outlet 3) 47D and 4AD power distribution panels
filter. The reservoir is supplied through a non-return valve from the starting air No.2 HFO bunker tank (port) To FO transfer pump QR10 22D and 23D 220V power distribution panels
system in the engine room at a pressure of 30 bar, this pressure is regulated No.1 HFO bunker tank (port) To FO transfer pump QR9
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down to a working pressure of 7 bar on the outlet side from the reservoir. The HFO minor tank To FO transfer pump QR7 ESS-3
tanks are grouped into four systems with one valve operation for each system.
No.2 HFO bunker tank To FO transfer pump QR24 Ballast fan in ballast pump room
In normal operation, the supply to each group of tanks is vented to atmosphere,
(starboard)
but when the cock is opened, air is supplied to the pistons of the valves and
these collapse the bridge of each valve in the group. No.1 HFO bunker tank To FO transfer pump QR8 ESS-4
d
(starboard)
HFO and MDO purifiers
The valves are reset by venting the air supply and turning the valve handwheel Auxiliary boiler control panel
in a close direction in order to reset the bridge mechanism, after this the valves Valve for Hydraulic Oil Tanks and MDO Service Tank (Outlet 4) 41D power distribution board
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are opened in the normal way. Valves in each of the four groups are shown in Hydraulic oil storage tank To hydraulic oil transfer pump FO feeder units No.1 and 2
the table below. Hydraulic oil drain tank To hydraulic oil transfer pump FO feeder units control panel
Incinerator
MDO service tank To FO preparation unit RR8
The emergency generator diesel oil tank quick-closing valve is operated by a 42D power distribution board
directly connected wire from outside the emergency generator room. MDO service tank To auxiliary boiler RR9 Hydraulic power pack control panel
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MDO service tank To MDO purifier QR39
Tank Service Valve MDO service tank To generator engines RR10 ESS-5
Wire Operated No.1, No.2 and No.3 generator engines
Emergency generator MDO tank Emergency generator MDO RR74
tank outlet
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Fire Dampers (Fire Flaps)
Fire dampers operate to close the ventilation openings in the event of a fire
in the engine room spaces. Some dampers are automatic and will close when
ESS-6
on
(Cargo and inert gas system)
Tank Service Valve the fan stops but most engine room dampers are manual and have to be closed No.1 and No.2 inert gas fans
Valves for Upper Platform (Outlet 1) by means of a lever or handwheel located outside the compartments. Damper IGG FO pump
No.1 cylinder oil tank To cylinder oil transfer pump RS37 operating mechanisms are situated aft of the accommodation on A, B and C Ballast pump room fan
decks. The funnel vents are closed from outside the funnel casing by means No.1, No.2, No.3 and No.4 hydraulic power packs
No.2 cylinder oil tank To cylinder oil transfer pump RS36
of handwheels located on C deck. The ECR, the dry provision store and the
Main engine cylinder oil daily Tank outlet valve RS32 galley have remotely operated fire dampers, the ECR damper being closed
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service tank From Ship’s Control Centre

from the Ship’s Fire Station and CO2 room the dry provision store and the
Main LO storage tank To main engine and stern tube QS3 galley fire dampers being closed from the internal passageway outside the Emergency stops ESS-1, ESS-2, ESS-3, ESS-4, ESS-5 and ESS-6 are located
sump/drain tanks galley entrance. in the Ship’s Fire Station area.
Main LO settling tank To LO purifiers feed pump QS2
Generator engine LO storage To LO transfer pump and QS1 From the Wheelhouse
Emergency Stops
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tank generator engine sumps

Emergency stop pushbuttons are provided in the wheelhouse for:
Incinerator MDO tank Tank outlet valve QU1
The emergency stops are located in the ship’s control centre area behind the
Incinerator waste oil service tank Outlet to incinerator • Accommodation fans and galley equipment
cargo operations console.
Inert gas generator MDO tank Outlet to inert gas generator • Engine room fans and auxiliary blowers
outlet • Ballast pump room fans

Illustration 4.4a Fresh Water Spray Extinguishing System

Solenoid Release Valves Located
Outside Entrance to ECR/Workshop from Accommodation
Auxiliary Boiler
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Fresh Water
Tank Port
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Main Engine Area
QG3
Incinerator
C
Control Panel Generator Engine No.3
Supply Pump
d
Starter
Fresh Water FO Booster Unit
Tank
Starboard PI
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Generator Engine No.2
QG4
Reservoir
Tank (400 litres) Generator Engine No.1
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To FW Fresh Water
Hydrophore Spray System
Unit Purifier Room
HP Pump
PI
QG14
PI
trZS
on
QG38
PI
Fresh Water Spray
Fire Extinguishing
System Supply Pump
(6m3/h at 4.5 bar)
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Cylinders Located in Steering Gear Room

Key
PI
Domestic Fresh Water
Water Mist System Water

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Electrical Signal
Section Isolation Valve

with Bypass for Manual Release
Water Cylinders Nitrogen Cylinders

4.4 Fresh Water Mist Extinguishing The back-up fresh water and nitrogen cylinders are located in the steering gear • Emergency stop activated
System room and the solenoid valves are located outside of the forward ECR door in
• Key switch in the STOP position
the passageway from the accommodation. Additionally, each solenoid valve
also has a manual screw operated bypass valve for manual release of the water • System OFF
Maker: Sem-Safe
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mist if necessary. • Main bus/emergency bus supply failure
Pump capacity: 100 litres/min
Working pressure: 90kg/cm2 Each protected space has a local activation pushbutton for that space. There • Main valve closed (indicator switch)
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Reservoir tank: 400 litre are activation pushbuttons for all spaces in the engine control room and in the • Low water level in reservoir tank
ship’s fire control station. Activation of the system for a protected space is by
Back-up cylinders • Low nitrogen cylinder pressure
pressing the activation pushbutton for that zone. At the valve operating panel
Water: 6 cylinders each of 80 litre in the ship’s fire control centre indicator lamps are provided for:
Nitrogen: 5 cylinders each of 80 litre Operation
• System ready (lamp)
Fresh water supply pump: 6m3/h at 4.5 bar
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• System failure (lamp) Should a fire occur in any of the above spaces, the system may be operated:
Description • Pump running (lamp) • Automatically upon activation of two fire detectors in a
protected space.
The water mist system is supplied by a high pressure pump which takes There are pushbuttons for:
• Remotely from the ship’s fire station control panel for the water
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suction from a reservoir tank. The reservoir tank contains fresh water and is • Reset system failure (including mute for buzzer) mist system. The water mist release pushbutton for a protected
replenished from the domestic fresh water tanks by the fresh water mist system space is pressed; indicator lamps show that the system has been
• Lamp test
supply pump.
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activated.
In addition, the ship’s fire station control panel has a key switch for the • Locally by pressing the water mist release pushbutton located
Seven zones are protected by the water mist system and each zone has its own
change of a released section. The key switch is turned and simultaneously the outside the protected space.
solenoid valve which is opened when a fire is detected in that zone and the
pushbutton for another protected section is pressed; this releases water mist
release system is activated. When the release system is activated for a zone the • Locally from the engine control room. The water mist release
into that section and shuts off water mist from the previous section.
fresh water mist system HP pump is started and the solenoid valve for the zone pushbuttons for each section are located near the aft door in the
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is opened. Water is directed to the distribution line for the protected space and engine control room.
The system may be operated manually for any section by pressing the
the high pressure water issues from the nozzles in that protected zone in the
pushbutton for that section, but generally it will be activated automatically
form of very fine water mist. Water mist cools the zone and excludes oxygen The HP pump will start and deliver high pressure fresh water to the nozzles
by the ship’s fire monitoring and detection system. The water mist is released
so it is ideal for protecting spaces where oil fires can occur.
The system is designed to use 80 litres/min when all nozzles for the largest
system (main engine area) are open, the water mist system supply pump is
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into a designated space when there are at least two fire detectors in a protected
space in alarm at the same time.
in the protected space when the pushbutton for a protected space is manually
operated, or when an automatic release is initiated. The fresh water spray
fire extinguishing system supply pump is automatically started in order to
on
Zone isolation valves are provided for the following spaces: replenish the reservoir tank. When the fire has been extinguished, stop the
designed to supply in excess of this amount to ensure that the system will pump manually and reset all the valves to their standby positions.
remain operating with a ready supply of fresh water in the reservoir tank. • Main engine (11 nozzles)
• Diesel generator room No.1 and No.2 (3 nozzles each engine) If the main HP water spray pump is not operational, the emergency back-
In addition to the HP pump, the water mist system has a back-up arrangement up system comprising the water and nitrogen cylinders may be operated to
consisting of six water cylinders and five nitrogen cylinders. Should the HP • Diesel generator room No.3 (3 nozzles)
protect any compartment. This emergency system has a limited water capacity
pump not be able to operate, the nitrogen cylinders will discharge the water
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• Incinerator (2 nozzles) for 5 minutes of operation. After release of the back-up system the water and
cylinders to the protected space when the back-up system is activated. The nitrogen cylinders must be replenished as soon as possible.
back-up system provides 5 minutes of water flow to the largest system (main • Purifier room (6 nozzles)
engine area), the system is activated automatically by the controller should the • Auxiliary boiler 2 nozzles)
HP pump fail or be shut down due to a low low level in the reservoir tank; this Emergency Operation
• FO booster unit (2 nozzles)
pump shutdown ensures that the pump does not operate without water. In the event of failure of the control system the water mist system may be
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The water mist system activates the following alarms in the general alarm operated in emergency mode. The HP pump key switch is turned to the
The main control panel for the pump unit is situated at the HP pump unit EMERG START position (this overrides the electric motor thermal protection
system:
which is located at the upper platform level on the starboard side aft, near the and reservoir low low level cut-out) and the water is supplied to the protected
FW hydrophore tank. The main key switch has AUTO, SYSTEM OFF and • System failure space by manually opening (screwing out) the bypass valve for that protected
EMERGENCY START positions. Normally the key switch is in the AUTO • Pump motor thermal failure space’s solenoid valve.
position to enable the system to operate as required.

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on
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Part 5
Emergency Procedures
Illustration 5.1a Emergency Bilge Suction To/From Deck Valve Hydraulic System

(Mid Deck Level Forward)
Sea Chest
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Vent Line
op
Sea Chest
Vent Line
QA27 QA2
QA1
QA28
C
Low
Sea Chest QA43
QA8 QA29
To Fire Hydrant No.1
System Central
d
Cooler TI
QD37 QD39 QA41

QD26 QA9
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QD25
Bilge, Ballast and
Fire Pump
QD23 160/280m3/h
QA21 QA11
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QD31 1
Main Fire Pump QD30 QD35 QD34 No.2
160/280m3/h QA7
Main Cooling Central
Sea Water Pumps Cooler
300m3/h TI
To/From
Aft Peak
QD40 QD29
QD32
tr QD33
QD42
QA20
QA42
QA10
on
2
QD45 QA6
QD20
To IGG
QA19
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3
QA5
Key
Priming
RK133 Unit
Sea Water
Port Forward Well LT Cooling Water
Bilge Main
Suction QA23
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Bilges
Direct Bilge
Injection Air
Hydraulic Oil
Fire Hydrant Line

5.1 flooding in the engine room
Procedure
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Is engine room bilge pump running? Normal Priority
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Urgent Priority
NO
YES
Start pump Level still rising. Level not rising.
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Is pump pumping? Open the emergency bilge suction valve Find and isolate the source of ingress of
QA23 for No.3 main cooling sea water water.
pump and discharge directly overboard. Restrict the rate of entry by any means
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available, such as shoring, bandaging or
YES caulking, if the source of water cannot
NO
be isolated by valves.
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Level rising.
Check the following :
1. Position of all valves, particularly any
extra suction valve which may be open.
Inflow of water is exceeding
2. Pump or bilge suction strainer is not the capacity of the pump
Level still rising. Level not rising.
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choked.
Start main fire pump taking suction
If pump does not pump from the bilge system.
Find and isolate the source of ingress of
proceed to next task. Is pump pumping?
NO YES tr water.
Restrict the rate of entry by any means
available, such as shoring, bandaging or
on
Start main fire pump taking suction caulking, if the source of water cannot
Advise the bridge.
from the bilge system. be isolated by valves.
Stop the main engine and secure it
Level rising. against the ingress of water.
Is pump pumping? Isolate equipment from the main
Start bilge, ballast and fire pump switchboard before the equipment is
taking suction from bilge system. flooded.
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Level not rising. Before the sea water pumps are flooded,
NO YES Is pump pumping?
it will be necessary to shut down the
Find and isolate the source of ingress boiler, stop the main generators and start
NO YES of water. the emergency diesel generator.
Check as for engine
Restrict the rate of entry by any
room bilge pump.
means available, such as shoring,
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If pump does not Level rising

bandaging or caulking, if the source
pump proceed to next
Summon assistance using the of water cannot be isolated by
task.
engineer’s call bell. valves.

Illustration 5.2a Emergency Operation of Main Engine

Start
Pull Rod Connection 101

Stop
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from Governor
Stop Indicator 102
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100
105
C
A
Emergency Control
C
Indicator
d
Blocking Arm
"Normal Control" Position B
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Stop Indicator
Stop Indicator
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Stop Indicator
Hollow Shaft Connected to

Regulating Handwheel on
Emergency Console
tr C
P
on
Keys and Keyways
Shaft Connected to
Regulating Arms on
Fuel Pumps
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Remote Blocking
Arm
Emergency
P Impact Handwheel
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Plate Connected to Plate Connected Plate Connected to

Regulating Handwheel to Governor Regulating Shaft
Emergency Control Emergency Control Mechanism Normal Control

5.2 Emergency Operation of the Main e) Change the position of the remote/local lever valve 100, from Note: When the governor is disengaged, the engine is still protected against
Engine the REMOTE to the LOCAL position. The air supply is now overspeed by the electric overspeed trip, ie, the engine is stopped automatically
directed to the valves of the manoeuvring system for emergency if the revolutions increase to the overspeed setting. The overspeed shutdown
control from the local control stand. can only be reset by moving the regulating handwheel to the STOP position.
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Emergency Control from Engine Side Manoeuvring must therefore be carried out very carefully, especially when
f) The engine is now ready for starting from the local position at doing so in rough weather. It should also be noted that when operating the
Note: The numbering of parts and valves is according to the MAN B&W the engine side. engine from the local control stand, all of the engine monitoring systems are
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engine operating manual. still functioning.
Note: Always keep the threads of the changeover mechanism well
The engine can be operated from the emergency control stand at the engine lubricated. The auxiliary blowers must be operating and these are started from the starter
side (middle platform, port, aft) in the following circumstances: unit at the local control station. The telegraph and indicator box at the local
1. As a result of breakdown of the normal pneumatic manoeuvring control station provides information on the engine condition, such as speed,
Procedure for Changeover to Engine Side Control with the
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system. turning gear engaged and fuel cam position
Engine Running
2. As a result of a breakdown of the governor or its electronics.
a) Reduce the engine load to a maximum 80% of MCR. Procedure for Controlling the Engine From the Emergency
3. If direct fuel pump index-control is required.
Control Stand
b) Check that the position of ahead/astern lever, valve 105,
d
Note: The engine side control stand has priority over all other control corresponds to the present engine running direction. a) To stop the engine depress the STOP pushbutton valve 102 at
locations. Control may be taken by the engine side control stand at any time
the local control stand.
by turning the valve 100 to the LOCAL position.
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c) Release the regulating handwheel (B) by turning the small
lever (lever A) at the side of the control stand and then move b) To reverse the direction of the engine rotation, the ahead/astern
Changeover with a stopped engine: the regulating handwheel to bring the tapered slots of the lever, valve 105, must be moved to the new position. Reversing
changeover mechanism plates into position opposite each the engine is only possible when the STOP valve has been
a) Check that the valve 105, which is in the telegraph handle of the other. activated.
local control system is in the required position, ahead or astern,
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in which the engine is required to start. d) Put the blocking arm mechanism into the local (emergency) c) When the starting air distributor has been moved to the correct
control position. position for the rotational direction required and its position
Note: Reversing to a new direction is only possible when STOP valve 102 is visually confirmed, the fuel control regulating handwheel can
activated (the pushbutton is depressed).
b) At the local control stand release the regulating handwheel by tr

e) Quickly, move the impact handwheel (P) to the opposite
position. This disconnects the fuel pumps from the governor
and connects them to the regulating handle on the engine side
be moved to a suitable position to give fuel injection and a
running speed of about SLOW.
on
means of the small lever (lever A) located at the side of the control stand. d) To start the engine the START valve 101 must be depressed.
stand. Turn this lever in the anti-clockwise direction to free the
regulating handwheel. f) Move the REMOTE/LOCAL lever, valve 100, to the LOCAL e) When the start level rotational speed has been reached the
position. This leads control air to the valves in the local control START valve is deactivated by releasing the START pushbutton
c) Put the linkage blocking arm on the impact handwheel in the stand. valve. The engine should now be running on fuel.
local (emergency) position.
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g) If the STOP pushbutton valve 102 is not deactivated the engine f) The engine speed can be manually controlled by operating the
d) Turn the regulating handwheel (B) to move the innermost will now receive a STOP order. regulating handwheel which directly regulates the fuel injection
lever of the changeover mechanism (C) to a position where pumps by moving the fuel pump control linkage.
the impact handwheel (P) is able to enter the tapered slots in h) Press the START pushbutton valve 101 briefly to provide an air
both of the levers. Quickly turn the impact handwheel anti- impulse to deactivate the STOP valve 102.
clockwise. This will cause the governor to disconnect from
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the fuel pump control linkage and allow the local control stand i) The engine is now running under control from the local
regulating handwheel to be connected instead. Regulation of the (emergency) control stand. Regulation of the engine speed can
engine speed can now be made locally by turning the regulating now be made locally by turning the regulating handwheel.
handwheel.

5.3 Emergency Steering If this system should fail, manual operation of the steering gear can be carried Emergency Steering Drill
out as follows with one pump unit operating:
If failure occurs in the remote operating system from the wheelhouse, the Emergency steering drill should be carried out at least once every three months
steering can be operated from the steering gear room. a) Select LOCAL for the pump unit to be used then start the when traffic and navigational restrictions permit.
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pump.
It is to consist of the direct operation of the main steering gear by using the
Description b) Push in the red pushbutton on the unloading valve of the manual control within the steering flat. This operation is to be directed from
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operating pump unit and lock it in place by turning the screw the navigation bridge. After each drill, details and the date it was carried out are
The steering gear consists of a tiller, turned by a four cylinder hydraulic locking device; check that the pushbutton remains locked in the to be entered in the Official Log Book and Particulars and Records Book.
system, that in turn is driven by two electric motors. In accordance with IMO depressed position.
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems. c) The tiller can be moved in accordance with the steering
command from the bridge by turning the torque motor shaft
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The steering gear is fitted with an automatic isolation system. This system is knob which is located at the top of the torque motor. This puts
used to divide the hydraulic power circuits in the event of a hydraulic oil loss a stroke on the pump to produce the desired angle of rudder
from the oil tanks. movement. The tiller will stop at the position set by the torque
motor knob.
In accordance with IMO regulations the hydraulic pumps used in the steering
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gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from the
emergency switchboard.
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Procedure for Operation of Steering Gear on Loss of Remote
Bridge Control Torque Motor Shaft Knob
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a) On loss of steering gear control from the bridge, establish
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment Unloading Valve
platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear. When operating with emergency steering only one tr Torque Motor
on
steering gear pump unit must be running. Locking Ring
b) Turn the LOCAL/REMOTE control switch to LOCAL control.
This switch is on the NFU (No Follow Up) panel on the starboard side of the
steering gear room.
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c) Operate the pushbuttons PORT or STARBOARD to turn

the steering gear in the direction request by the bridge. The
pushbutton is depressed for the period it takes to turn the rudder
to the desired position and then it is released in order to stop
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further rudder rotation.
Steering Gear Torque Motor Steering Gear Unloading Valve Block

5.4 Emergency Fire Pump

Maker: Shinko
No. of sets: 1
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Model: RVP 130MS
Capacity: 72m3/h
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The emergency fire pump is located in a compartment which backs onto the
steering gear compartment. The access to the emergency fire pump room is
from the aft deck. The pump is a vertical centrifugal pump type and is primed
by a vacuum pump driven by the pump drive shaft.
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The pump is electrically-driven by power from the emergency switchboard
440V feeder panel.
The pump can supply the fire main at a capacity of 72m3/h.
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Starting and stopping of the pump can take place from the following
locations:
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• Locally at the pump
• At the top of the emergency fire pump compartment
• In the fire control station area in the ship’s control centre
• The wheelhouse
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The emergency fire pump draws from its own sea water chest. The pump
suction valve WD069 and the discharge valve WD072 are always locked in an
open position. The pump discharges into the aft section of the fire main.
Operation of Fire Pump tr

on
When the pump is stopped, no pressure is detected at the pump discharge.
The auto-cylinder pushes the vacuum pump friction drive coupling against the
pump shaft friction drive coupling.
When the pump is started, the pump coupling drives the vacuum pump which
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is sealed by circulating water from the water tank. The vacuum pump draws
air from the pump suction, which in turn primes the pump. The pump picks up
suction and the pressure, detected at the pump outlet, disconnects the vacuum
pump.
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The emergency fire pump discharge line connects directly into the fire main in
the foam room in the accommodation block on upper deck port side forward.

5.5 Fire in the Engine Room p) Prepare to vacate berth if required. The fixed water mist system may be used in certain protected spaces. The
system for a particular protected space is activated at that space by means of
If a fire should occur in the engine room: q) If there is a danger of the release of poisonous gases or an the alarm/activation pushbutton outside the protected space. Water mist may
explosion consider part or total ship abandonment. Ship be operated in a protected space remotely at the main control panel. Before
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drawings, fire plan, cargo plan, etc, should be taken ashore. A operating the water mist system in a protected space the ventilation must
General
crew check is to be carried out. be shut off, all doors closed and quick-closing valves in that space must be
closed.
a) Sound the fire alarm and muster the crew.
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r) Consider using fixed extinguishing systems.
b) If personnel are missing, consider the possibility of searching in
s) On arrival of the fire brigade inform the Chief Fire Officer Emergency Stops
the fire area. about:
From Ship’s Control Centre and Wheelhouse
c) Determine the location of the fire, what is burning, the direction • Any personnel missing
of spread and the possibility of controlling the fire. Purifier room fan
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• Assumed location of fire
No.1 engine room fan
d) If there is the least doubt about whether the fire can be controlled • What is thought to be burning
by the ship’s crew, inform the shore authorities of the situation • Any conditions that may constitute a hazard No.2 engine room fan
on the distress frequencies. No.3 engine room fan
d
t) Assist the chief fire officer by supplying drawings and plans.
e) If the fire fighting capacity is limited, give priority to fire No.4 engine room fan
limitation until the situation is clarified. Forward hydraulic pump room supply fan
Operation of Fixed Fire Extinguishing Systems
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f) If substances which may emit poisonous gases or explode are Emergency fire pump
If the fixed CO2 system fire extinguishing system is to be used, take the
on fire, or close to the fire, direct the crew to a safe position Accommodation air conditioning unit
following action:
before actions are organised.
Welding exhaust fan
a) Stop the main engine and shut down the boiler.
g) Establish the vessel’s position and update the communication
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Main engine auxiliary blower
centre. b) Sound the evacuation alarm.
No.1 blower of IGG
h) If any person is seriously injured request assistance from the
In Port
nearest rescue centre.
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c) Stop all the ventilation fans.
d) Start the emergency generator and put it on load.

No.2 blower of IGG
Auxiliary boiler
Air conditioning unit for ECR
on
i) Activate the emergency shutdown system after first obtaining e) Trip the quick-closing valves and engine room auxiliary
Galley equipment
agreement to do so from the terminal duty personnel. machinery from the fire control centre.
No.1 AC supply/exhaust fan
j) Conduct a crew check. f) Count all personnel and ensure that none are in the engine
room. No.2 AC supply/exhaust fan
k) Organise the crew for fighting the fire. No.1 pump room fan
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g) Close all fire flaps and funnel doors. Close all doors to the inert
l) Inform the local fire brigade even though the fire may appear to gas plant and engine room. No.2 pump room fan
be under control.
Group starter board 3 (accommodation fans)
m) If personnel are missing, consider the possibility of searching in h) Start the emergency fire pump and pressurise the fire main.
the fire area.
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i) Operate the CO2 system.

n) Close all accessible openings and hatches to prevent the
spreading of fire.
o) Prepare to disconnect cargo hoses if required.

From Ship’s Control Centre Only

Main generators
Power distribution board P4 (LO purifiers)
y
Power distribution board P3 (FO purifiers)
Cargo and inert gas systems
op
No.1 crosshead LO pump
No.2 crosshead LO pump
No.1 main LO pump
No.2 main LO pump
C
No.1 FO supply unit
No.2 FO supply unit
No.1 hydraulic oil pump
d
No.2 hydraulic oil pump
DO transfer pump
lle
LO transfer pump
FO transfer pump
Generator engine priming LO pump
o
tr
on
nc
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5.6 Escape system and fire doors

Illustration 5.6a Lifesaving Equipment, Escape System and Fire Doors in Engine Room
y
Engine Room Lower Platform
op
Engine Room Upper Platform
Engine Room Floor
HFO
(Port No.2)
H.F.O. Tank
411m3
H.F.O. Tank (Port No.1) 217.7m3

(Port No.2)
H.F.O. Tank (Port No.1)

H.F.O. Tank Store

D.O. Service Tank Room
(Port No.2)
FO
C
Supply Oil Engine Control Room Settling Tank
F.O. Boiler
Unit Room Electical 51.2m3
Setting Tank Water Tank Workshop x2
High Sea 51.2m3 112.3m3
Chest
FO
F.O. Service Tank
A A
Service Tank
38.4m3
A
d
Purifier
Diesel Oil Tank Room
Ballast Pump Room
(Port)
Ballast Pump Room

Clean Bilge Well Tank
Pump Room
F.O. Drain Tank Workshop
Echo Sounding
lle
Dirty Bilge Well Tank Transducer Space
Framo Hydraulic Power
Pack Room Steer
Gear
Room
A A
Exit
Exit
H.F.O. Tank (Starboard No.1) 217.7m3

A A HFO
H.F.O.
Minor Tank
o
H.F.O. Tank (Stb'd No.1)
Minor Tank
153.7m3

Main Engine No.2 No.1
H.F.O. Tank LO Cylinder Oil Cylinder Oil
(Starboard No.2) Settling Tank Store Tank Store Tank
tr H.F.O. Tank
(Starboard No.2)
Main Engine LO
Storage Tank
30m3
Generator Engine
LO
Storage Tank
11.7m3
HFO
(Starboard No.2)
346.9m3
on
Key
nc
A Fire Door Class A

Self Closing
Secondary
Escape
U
Primary Escape
Life Jacket
Emergency Escape Breathing Device

5.7 fire alarms

Illustration 5.7a Fire Alarm System in Engine Room
y
op
Engine Room Lower Platform
Engine Room Floor Engine Room Upper Platform
H.F.O.
(Port No. 2)
H.F.O. Tank
411m3
H.F.O. Tank (Port No. 1) 217.7m3

(Port No.2)

H.F.O. Tank Store

D.O. Service Tank (Port No.2) Room
C
F.O.
F.O. Boiler Electical
Unit Room
Settling Tank Water Tank Workshop 51.2m3
High Sea 51.2m3 112.3m3
Chest
F.O.
F.O. Service Tank
Service Tank
38.4m3
d
Purifier
Diesel Oil Tank Room
(Port) Ballast Pump Room
Ballast Pump Room

Clean Bilge Well Tank
Pump Room
F.O. Drain Tank Workshop
lle
Echo Sounding x2
Dirty Bilge Well Tank Transducer Space
Framo Hydraulic
Power Pack Room Steer
Gear
Room
Exit
Exit
H.F.O. Tank (Stb'd No. 1) 217.7m3

H.F.O. H.F.O.
Minor Tk Minor Tank
153.7m3

Key
H.F.O. Tank
(Starboard No.2)
tr H.F.O. Tk
(Stb'd No.2)
LO
Settling Tank
Cylinder Oil
Store Tank
Main Engine LO
Storage Tank
30m3
Cylinder Oil
Store Tank
Generator Engine
LO
Storage Tank
11.7m3
HFO
(Starboard No.2)
346.9m3
on
Smoke Detector
Fire Alarm Pushbutton

nc
Heat Detector
Fire Alarm Panel
Alarm Bell
U
Electric Horn for Fire Alarm
Electric Siren for CO2
Rotating Light for CO2

5.8 fire fighting equipment in the engine room

Illustration 5.8a Fire Fighting Equipment in the Engine Room
y
Engine Room Lower Platform Engine Room Upper Platform
op
Engine Room Floor
H.F.O.
(Port No. 2)
H.F.O. Tank
411m3
H.F.O. Tank (Port No. 1) 217.7m3

(Port No.2)

H.F.O. Tank Store

D.O. Service Tank Room
(Port No.2)
FO
C
F.O. Boiler Electical
Unit Room 51.2m3
Setting Tank Water Tank Workshop
51.2m3
co2
High Sea 112.3m3 5.0kg
Chest
FO
P
12kg F.O. Service Tank
P
12kg Service Tank
38.4m3 P
P 12kg
P
12kg
P
12kg
F 12kg
P
12kg
d
Purifier
Ballast Pump Room

P Room P
12kg Diesel Oil Tank 12kg
Ballast Pump Room
(Port) co2
Clean Bilge Well Tank co2 5.0kg
Pump Room
F.O. Drain Tank
5.0kg Workshop
DP
50kg
Echo Sounding
lle
co2
Dirty Bilge Well Tank Transducer Space 5.0kg
Hydraulic
Oil Steer
co2 co2 P
Storage Gear
5.0kg 5.0kg 12kg Room
Tank
P
12kg
P
12kg
Exit
Exit
H.F.O. Tank (Starboard No.1) 217.7m3

co2
5.0kg
H.F.O. H.F.O.
Minor Tank
Minor Tank
153.7m3

o
H.F.O. Tank LO Cylinder Oil Cylinder Oil
(Starboard No.2) Settling Tank Store Tank Store Tank
Key
Hydrant Valve
tr H.F.O. Tank
(Stb'd No.2)
Main Engine LO
Storage Tank
30m3
Generator Engine
LO
Storage Tank
11.7m3
HFO
(Starboard No.2)
346.9m3
on
Hose Box With
Spray/Jet Fire Nozzle
Foam Fire
Applicator Box
nc
CO2 5.0kg CO2 Fire

5.0kg
Extinguisher
P Powder Fire
12kg
Extinguisher (12kg)
U
F 135 Litre Foam
DP
50kg
50kg Mobile Dry Powder
Sand Box

y
op
C
d
lle
o
tr
on
nc
U
Part 6
Communications
Illustration 6.1.1a UMS2100 System Layout

Bridge Control Console
Port Wing Stb'd Wing
Alarm Bell Alarm Bell
UCS613 UCS614
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EAD UCS430 EAD UMS 2100 BASIC ALARM PANEL Lyngso Marine
BAP Bridge
ALARM FIRE FAULT
ALARM STOP ALARM
220V AC
LIST HORN ACKN.
ADD. DISPLAY ADJUST

NEL NEL
220V AC UCS450 1 ABC

PRINTER
2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
op
WATCH CON-
TROL

DUTY
NANCE
EAD Box
EAD Box
24V DC Ship's Control Centre
24V DC 24V DC
Accommodation Area
C
EAD UCS420
1st Engineer
Buzzer
UCS421 Chief Engineer UCS612
220V AC Buzzer
Engineers' Alley
Buzzer UCS611 24V DC
EAD Box
UCS610 24V DC
d
Officers' Smoke 24V DC UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
Chief Engineer's Office Room

ALARM
ALARM
FIRE
STOP
FAULT
ALARM
AAP 08
LIST HORN ACKN.
24V DC UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL
ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS122
Dining Saloon AAP 07
UCS123
ALARM STOP ALARM ALARM ALARM ALARM ALARM ALARM ESC ENT
24V DC
LIST HORN ACKN. GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
24V DC UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

+/-
lle
ADD. DISPLAY
DIMMER ALARM ALARM
Duty Mess AAP 06

NANCE

UCS117
ADD. DISPLAY
ALARM ALARM ALARM
ALARM FIRE FAULT CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
Gymnasium
NEL
AAP 05
NANCE

STOP ALARM
UCS116
ALARM ALARM ALARM ALARM ALARM ALARM ESC ENT
24V DC
Ship Control ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN- S3
TE-
8 VWX
ALARMS4
GROUP6
ALARM
9 YZ
GROUP7
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10
UCS115
Centre AAP 04
NANCE

ALARM STOP ALARM ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS114
UCS113
ADD. DISPLAY
ALARM ALARM ALARM
AAP 03
NANCE

STOP ALARM
UCS112
UCS111
ADD. DISPLAY
ALARM ALARM ALARM
AAP 02
NANCE

STOP ALARM
UCS110
UCS109
ADD. DISPLAY
ALARM ALARM ALARM
AAP 01
NANCE
o
ALARM STOP ALARM
UCS108
UCS107
ADD. DISPLAY
ALARM ALARM ALARM
NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS106
UCS105
DUTY
NANCE
UCS104
tr EAD
on
24V DC
UCS 01 220V AC
UCS 02
UCS 40 UMS 2100 BASIC ALARM PANEL Lyngso Marine
UCS 41 ALARM FIRE FAULT
UCS 42 ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP - ECR
UCS 43 ADD. DISPLAY
CHAN-
ADJUST
CHAN- S1 S2 S3 S4 DIMMER
UCS 44
LIST
NEL NEL

PRINTER
UCS 45
WATCH CON-
TROL
UCS 46
DUTY
NANCE
24V DC UCS 47 EAD Box

UCS 48
UPS UCS 51
UCS 81
UCS 82
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UCS 83 EAD
UCS 84
UCS 85 Engine
Control Room EAD Box
220V AC
UCS 410
220V AC UCS 411 Engine Control Centre
UCS 700
Console
24V DC
Alarm
U
Gamma Outstation No.2

ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
LOP GAMMA 2
ADD. DISPLAY ADJUST
NEL NEL
Gamma Outstation No.1

WATCH CON- ESC ENT
TROL

DUTY
NANCE
Rotating Light
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
LOP GAMMA 1
ADD. DISPLAY ADJUST
NEL NEL

WATCH CON- ESC ENT
TROL

DUTY
NANCE
Horn
Stop Horn

6.1 Communications SYSTEMs Note: Silencing the buzzer/horn has no significance to the alarm state. The Failure to acknowledge the alarm at the ECR panel within predetermined
alarm must be acknowledged in order to avoid the ‘ALL ENGINEERS time (typically 5 minutes) will result in an ‘ALL ENGINEERS CALL’
6.1.1 UMS 2100 System CALL’. announcement on all panels.
y
Maker: Lyngsø Marine A back-up engineer can also be selected if necessary, in case the duty engineer
Type: UMS 2100
Alarms Cut-out does not respond to an alarm.
op
In some cases alarms may need to be disabled (suppressed), eg, if the sensor
is faulty, if work is being carried out that may cause undesired alarms or when
UMS2100 Printer
Introduction
the main engine is stopped resulting in a low fuel oil pressure alarm.
The printer is controlled from the ECR panel and the bridge panel, however,
The purpose of an alarm and monitoring system is to collect the information only the printing of reports are possible from the bridge.
concerning safety on board the ship and to monitor the alarm situation. Suppression of alarms can be activated at the ECR station or the local operating
panel after inserting a valid password.
C
The following information can be printed:
The system carries out the following tasks:
WARNING • Alarm/Event log
• Acquisition of supervision data. ie, sensor values
Alarm suppressions should only be carried out by authorised • Data log
• Detection of alarm states ie, illegal values or states personnel.
• Alarm list
d
• Announcement of detected alarms
• Cut-out list
• Supervision of engineer response Description
lle
• Logging of alarms and events Bridge and Accommodation Alarm System Alarm/Event Log
The advising of an alarm to the duty engineers takes place through the This log contains events concerning:
After discovering an alarm situation, the system will announce this to the duty
Accommodation Alarm Panels (AAPs) which are located in the cabins of the
engineer and the bridge, thereby making it possible to safely operate the ship • Alarms changing from normal to alarm and vice versa
duty engineers and the public rooms, and on the Basic Alarm Panels (BAPS)
with ‘unmanned machinery spaces’.
on the bridge and in the Ship’s Control Centre. • Change of state of event channel
o
The alarm is not only presented as an alarm in general but also as an alarm • Channels entering and leaving cut-out states
When an alarm occurs, the buzzer on the bridge will sound, and the navigator
group. The engineer can determine the nature of the alarm quickly, eg, from
can only silence it locally by pressing STOP HORN at the bridge panel or • System and configuration error messages
either main engine, pumps, power plant, fire, etc.
When the system detects an alarm, it announces it both by a light, a sound

and on various types of text displays. In response to the alarm announcement, tr
the duty officer can silence it by pressing the STOP HORN pushbutton at the
Ship’s Control Centre panel when in port. This will not affect the status of the
alarm anywhere else.
• Entering and leaving of privileged modes
• Change of duty engineers and ‘Unmanned Watch Station’
status
on
the engineer must stop the buzzer/horn and acknowledge the alarm, in order
To select/deselect ‘unmanned machinery spaces’ a request is raised from the • Change of system date and time
to confirm that he is aware of what has happened. Failure to do this, within a
ECR panel to the bridge panel. This may accepted or rejected by the bridge, or
reasonable period of time which is typically 5 minutes, will result in the system
withdrawn by the ECR.
announcing the alarm in all possible locations. Data Log
Any of the AAPs located in the cabins can be brought to function as the panels This is a report on channels showing their current value or status.
An alarm has four states:
nc
in the public rooms. Therefore a cabin panel not selected on duty, can be
• Normal selected to give alert as the alarm occurs. This allows a duty engineer to visit
Alarm List Report
• Normal and not acknowledged another cabin other than their own.
This is a print of the content of the alarm list and it contains all the standing
• Present but not acknowledged and acknowledged alarms in the system at the moment the report was ordered.
Duty Engineer Watch System
• Present and acknowledged It runs continually but can be interrupted for reports of other types, such as
U
When a UMS alarm sounds the duty engineer can acknowledge the alarm Noon Log reports each day.
The ECR station is the centre of the system, and it is from here that the alarms either in his cabin or a public room, depending where the engineer is when it
must be acknowledged, even though the alarm may be muted at other location occurs.
Cut-out List Report
panels.
The action is to first silence the buzzer/horn locally and then proceed to the This contains all the channels which are in the automatic or manual cut-out
ECR panel to silence and acknowledge the alarm at source. list state.

Illustration 6.1.1b UMS 2100 Operator Panels
y
UMS 2100 ACCOMMODATION ALARM PANEL UMS 2100 LOCAL OPERATOR PANEL
op
ALARM FIRE FAULT ALARM FAULT
ALARM STOP ALARM ALARM STOP ALARM

LIST HORN ACKN. LIST HORN ACKN.
C
ADD. DISPLAY ADD. DISPLAY ADJUST
CHAN- S1 S2 S3 S4 DIMMER CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST LIST
NEL NEL NEL
1 ABC 2 DEF 3 GHI 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 5 MNO 6 PQR
4 JKL DEAD 4 JKL
M/E ME ENGINE ESC ENT MAN
PAGE ESC ENT
SHT DWN SLD DOW ALARM SELECT UP
d
7 STU 8 VWX 9 YZ 0 space +/-# 7 STU 8 VWX 9 YZ 0 space +/-
ASSIST DUTY MAIN- REMOTE REDUCED UCS2100 ASSIST MAIN- CON- SET- PAGE
CALL TE- FIRE CTL FAIL RPM ALARMS CALL TE- STATUS TROL TINGS DOWN
NANCE NANCE
o lle
UMS 2100 BASIC ALARM PANEL
ALARM
ALARM
LIST
FIRE
STOP
HORN tr
FAULT
ALARM
ACKN.
on
ADD. DISPLAY ADJUST
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
1 ABC 2 DEF 3 GHI 5 MNO 6 PQR

DEAD PRINTER 4 JKL
MAN
WATCH
CON-
M/E ME ENGINE ESC ENT
SHT DWN SLD DOW ALARM
TROL
nc
7 STU 8 VWX 9 YZ 0 space +/-#

ASSIST DUTY MAIN- REMOTE REDUCED UCS2100
CALL TE- FIRE CTL FAIL RPM ALARMS
NANCE
U

Operator Panels Accommodation Alarm Panels (AAP) Automatic Duty Call Announcement at the Alarm Panels
See illustration 6.1.1b Operator Panels The panel consists of the following features: When a duty engineer has been selected, a duty call is given when a new alarm
appears.
There are 3 types of panels available: • A two line LCD display with backlight
y
• Local Operator Panels (LOP) • A buzzer The call is announced on the panels at the following locations:
• Basic Alarm Panels (BAP) • An alarm LED • In the duty engineer’s cabin
op
• Accommodation Alarm Panels (AAP) • A keyboard • The public rooms
• Alarm group LEDs • On the bridge or Ships’ Control Centre, if ‘Unattended Engine
The main difference between the LOP and the other 2 panel types, is that the
Room’ is selected
LOP gives the operator access to the channels connected to the LOP only, not
the entire UMS 2100 system. LOP panels are fitted at system outstations. Basic Description of Features
The panels react in the following way:
C
The BAPs and AAPs are normally used at the following locations: • LCD display: • The buzzer flashes
• On the bridge (BAP only) Displays the numerical data • The alarm LED flashes
• In the ECR. The panel is used as a watch station (BAP only) • Buzzer: • The duty LED flashes
d
• In the public rooms (AAPs only) Draws the engineer’s attention to any new situation in the
UMS2100 The duty call is acknowledged in the following ways:
• In the engineers’ cabins (AAPs only)
• Alarm LED: • By pressing the ‘STOP HORN’ in the duty engineer’s cabin
lle
During the periods when the engine room is manned, the alarms are announced • By pressing the ‘STOP HORN’ on the BAP
Used for the indication of unacknowledged alarms
and acknowledged from the ECR BAP or the related LOP.
• Keyboard: • Acknowledging the alarm at the LOP
When the engine room is unmanned the AAPs enable the system to distribute Soft keys
the alarm announcement to the duty engineers’ cabin, the public rooms and the When the duty call has been acknowledged the following occurs:
The functions of these keys are shown on the display
o
bridge.
• All buzzers which have been started due to the duty call are
Cursor and select keys stopped
Local Operator Panels (LOP) Used for scrolling in lists and pointing at elements
The panel consists of the following features:
• A four line LCD display with backlight tr

Function keys
Each key enables the operator to access a unique function or
• The duty LED stops flashing
All Engineers Call

on
• A buzzer mode in the UMS 2100
The call is announced on all the panels at the following locations:
• An alarm LED When one of the keys is pressed an LED on the key will be
illuminated • The public rooms
• A keyboard • On the bridge and in the Ships’ Control Centre
• Alarm Group LEDs:
These are able to display the status of ten different alarm groups • In all cabins
Basic Alarm Panels (BAP)
nc
via the group alarm LEDs • In the ECR

The panel consists of the following features:
• A four line LCD display with backlight Duty LED Function Note: When an ‘all engineers call’ is initiated, the buzzers cannot be stopped
• A buzzer locally. All of the buzzers sound until all the alarms have been acknowledged
This is used for the following purposes:
from the ECR watch station-BAP.
• An alarm LED
U
• Indication that a duty engineer has been selected

• A keyboard • Indication that a duty call is unacknowledged
• Alarm group LEDs • Indication that a duty selection is in progress

6.1.2 Sound Powered Telephones g) The signal may be muted after less than 20 seconds by pressing
the ‘Alarm Stop’ located on the front of the station.
Sound Powered Telephones
Illustration 6.1.2a Sound Powered Telephone System
y
An emergency telephone system is supplied to fulfil the demands for emergency
communication between vital positions on board. This system performs the
Common Battery Telephone System Intrinsically Safe Telephone System
op
same functions as the traditional sound power telephones, but instead of being
sound powered the system operates using a low power consumption amplifier Wheelhouse Navigation Console Cargo Control Console
with a capacitor battery.
V V
S S
P P
The system has units at strategic places including the following positions, and
the units have the following index call numbers:
C
1. Wheelhouse
2. Engine Control Room
3. Main Engine Side Bell
d
4. Steering Gear Room Engine Control Bell
Console
5. Emergency Generator Room V
S
P V
lle
S
6. Cargo Control Room

V P
S
P
Pump Room Top

7. Hydraulic Power Pack Room
Emergency Diesel Generator Room Hydraulic Power Pack Room
8. Ballast Pump Room (top and bottom)
Bell
The telephones positioned at noisy areas are of the headset type with a voice
o
compensated microphone, these units are indentified in the illustration 6.1.2a
opposite.
V
S
P
Operating Procedure of the Emergency Telephone System
a) Set the station dial to the required extension.

tr Main Engine Local
Manoeuvring Station Bell
V
S
Bell
on
P
V
S
Pump Room Bottom
b) Turn the call generator until aloud beep tone is heard in the
P
Bell
station calling. This will be about 5 to 6 turns. Steering Gear Side
c) Lift off the handset, press the button in the handset and keep it V
S
P
nc
pressed during the whole conversation.

Key
d) Communication is now possible with full power and without Bell

Bell
distortion for a period of 20 minutes.
Engine Room

e) After 20 minutes the speech time can be extended by turning the Rotating Light
U
call generator again.

Electrical Signal
f) By calling a station with a built-in relay circuit for operating

external lamps and buzzers the relay is activated for about 20
seconds.

Radio Pilot (From Com. Spare

Illustration 6.1.3a Exchange Telephones Space Radio Aerial System) Officer
Amplifier
y
Radio
op
Cassette
(Radio Space)
Plug Box Plug Box Speaker Speaker

(Port) (Stb'd) (Port) (Stb'd)
Captain's Captain's Chief Eng. Ist Eng. Chief Officer's Officer
Bedroom Office Bedroom Day Room Day Room Spare Man.
Cap. Day Chief Eng. Chief Eng. Ist Eng. Chief Officer's Conference Microphone
Room Station From From From From
Day Room Office Bedroom Bedroom Room Telephone 220V DC24V 220V DC24V
C
Exchange
Man.
Station
d
Junction Box 1
Amplifier
Speaker Speaker Speaker Speaker
(Passage - C Deck) (Passage - C Deck) (Passage - B Deck) (Passage - B Deck) Amplifier
lle
Key
Telephone Station Microphone

Volume Control
Volume Control Panel
Panel Junction Box Electric Bell
o
Officer's Officer Ship 2nd Officer Chief Steward
Smoke Saloon Spare(A) Ass.(A) Officer Spare(C) Day Room
Crew's Ship Officer 1st 2nd Chief Steward Speaker
Day Room Ass.(B) Spare(B) Officer Engineer Bedroom
tr Duty
Speaker
(Passage - A Deck)
Speaker
on
Dining Mess (Ship (Passage - A Deck)
Saloon Room Control
Infirmary Galley Centre)
Junction Box 2
Mic.
Speaker (Fore)
Speaker Speaker
Speaker (Upper Deck) (Upper Deck)
(Aft)
Station Telephone Man.
Station Volume
nc
Station Telephone With Microphone Control

Speaker With Microphone
Panel
(Engine Room
Upper Platform)
Speaker Speaker Speaker Speaker Volume
(Steering Gear (Engine Room (Engine Control (Main Engine Control
Room) Electric Bell and Light Workshop) Room) Side) Panel Signal
Crew(A) Crew(B) Crew(C) Crew(D) Crew(E) Crew(F) Crew(G) Crew(H) Crew(I) (Engine Room) Acquisition
Gym Unit
U
Telephone
Handsets
From Relay Man. (Inside From Relay
DC24V Box Station Handset Tel. DC24V Box
Speaker Booth)
(Engine Room
Lower Platform)
Junction Box 4
Junction Box 3

6.1.3 EXCHANGE TELEPHONES 2. Adjusting the Sound Level 7. Muting the Microphone
Push or turn the volume control to required sound level. (The volume control To mute the microphone during a conversation: Press and hold down digit 0.
Automatic Telephone regulates the listening level only.) Release the key to connect the microphone again. The red lamp is off when the
microphone is not connected.
y
The automatic telephone system is a solid state electronic telephone switching 3. Initiating and Cancelling a Hands-Free Call
system with integrated circuit components which ensure high quality 8. Inquiry Call
To call another station:
op
transmission. It is fitted to provide communication throughout the vessel. Each
unit has auto-dialling facilities to the other extensions. The system can be used It is possible to make an Inquiry Call to a third station without disconnecting.
Dial the number of the wanted station or, if the number is pre-programmed
for multi-station conferences.
press the Direct Access key. Press digit 2 to park the ongoing conversation, dial the third station’s number.
Important stations such as those listed below have a priority override feature to
When the call is connected in open mode, a warning tone is heard and the red The parked station will hear a waiting tone. Switch between the two stations
enable them to be connected to an engaged line:
lamp lights on both stations.
C
by pressing digit 2.
• Wheelhouse
To end the call press the C-key.
• Captain’s cabin 9. Call Transfer
• Chief Engineer’s cabin After having made an Inquiry Call to a station it is possible to connect the two
4. Noisy Areas
d
• Engine Control Room other stations (B and C) and disconnect your own station (A):
If stations are in a areas with disturbing background noises, either party can
• Ship’s Control Centre manually control the speech direction by: Make an Inquiry Call to wanted station: press digit 2+ required station number.
lle
• Pressing the M-key while speaking To transfer the call press digit 3.
The exchange is supplied by the 220V system and in the event of power failure,
from the 24V emergency battery system. • Releasing the M-key while listening (Simplex) Only the person initiating the Inquiry Call can make the Call Transfer.
The exchange telephones can activate the public address system for paging To switch back to automatic direction switching (Duplex), press the M-key
purposes. briefly. Other Features
o
(See Manufacturer’s Manual)
Telephones are situated in all officer and crew cabins, including separate 5. Using the Handset for Telephone Conversations
bedrooms, public rooms, galley, emergency generator room, fire control
station, engine room workshop, main engine manoeuvring stations and engine
room floor. Rotating lights and horns are activated when the engine room
telephones are accessed. tr
To call another station: Lift the handset when the dialling tone is heard, dial
the number to wanted station.
To end the conversation: Press the C-key or replace the handset.

1. Conference
Enter the conference channel by dialing the conference directory number. It is
possible to then listen to the conversation going on in the conference.
on
The telephone units on the bridge BMCC, in the SCC and ECR have a direct
2. Remote Set-up of Conference
call function to the bridge, Chief Engineer’s cabin, SCC and the Captain’s 6. Making and Receiving Calls in Privacy Mode
cabin or workplace. It is possible to remotely set up a conference with individual stations or include
Stations used in cabins and mess-rooms have ‘Privacy’ mode as standard. The a group of stations in a conference. The members can be prevented from
incoming calls will behave like normal telephone calls. All incoming calls withdrawing. The initiator has full control of the conference.
Main Features will be indicated by a ringing tone. To accept a call press the M-key for open
nc
1. Programming Direct Access Keys conversation or lift the handset for private conversation.
3. Voice Paging
The main stations are equipped with direct access keys for rapidly establishing If the call is not accepted, it will automatically be cut off after 30 seconds From any station it is possible to search for someone by making a general
connection to frequently used numbers. (default). call.
• Direct a ccess keys are programmed on the actual station:
U
• Dial 784 4. Voice Paging - Group Calls

• + wanted destination or function number A search for someone can be made from any station by making a general
call.
• + actual direct access key.

Radio Pilot (From Com. Spare
Illustration 6.1.3a Exchange Telephones Space Radio Aerial System) Officer
Amplifier
y
Radio
Cassette
(Radio Space)
op
Plug Box Plug Box Speaker Speaker
(Port) (Stb'd) (Port) (Stb'd)
Captain's Captain's Chief Eng. Ist Eng. Chief Officer's Officer
Bedroom Office Bedroom Day Room Day Room Spare Man.
Cap. Day Chief Eng. Chief Eng. Ist Eng. Chief Officer's Conference Microphone
Room Station From From From From
Day Room Office Bedroom Bedroom Room Telephone 220V DC24V 220V DC24V
Exchange
C
Man.
Station
Junction Box 1
d
Amplifier
Speaker Speaker Speaker Speaker
(Passage - C Deck) (Passage - C Deck) (Passage - B Deck) (Passage - B Deck) Amplifier
Key
lle
Telephone Station Microphone
Volume Control
Volume Control Panel
Panel Junction Box Electric Bell
o
Officer's Officer Ship 2nd Officer Chief Steward
Smoke Saloon Spare(A) Ass.(A) Officer Spare(C) Day Room
Crew's Ship Officer 1st 2nd Chief Steward Speaker
Day Room Ass.(B) Spare(B) Officer Engineer Bedroom
tr Duty
Speaker
(Passage - A Deck)
Speaker
on
Dining Mess (Ship (Passage - A Deck)
Saloon Room Control
Infirmary Galley Centre)
Junction Box 2
Mic.
Speaker (Fore)
Speaker Speaker
Speaker (Upper Deck) (Upper Deck)
(Aft)
Station Telephone Man.
Station Volume
nc
Station Telephone With Microphone Control

Speaker With Microphone
Panel
(Engine Room
Upper Platform)
Speaker Speaker Speaker Speaker Volume
(Steering Gear (Engine Room (Engine Control (Main Engine Control
Room) Electric Bell and Light Workshop) Room) Side) Panel Signal
Crew(A) Crew(B) Crew(C) Crew(D) Crew(E) Crew(F) Crew(G) Crew(H) Crew(I) (Engine Room) Acquisition
Gym
U
Unit
Telephone
Handsets
From Relay Man. (Inside From Relay
DC24V Box Station Handset Tel. DC24V Box
Speaker Booth)
(Engine Room
Lower Platform)
Junction Box 4
Junction Box 3

5. Answering a General Call or a Group Call 6.1.4 PUBLIC ADDRESS AND TALKBACK SYSTEM 6.1.5 Shipboard SAFETY Management System
Dial 99 at the nearest station within one minute. Automatically connection is
made to the station/person that initiated the call. Public Address System The shipboard safety management system exists to ensure that the vessel is
managed safely and efficiently.
y
The Master station consists of the public address/talkback amplifier, radio
6. Search List tuner and tape recorder. Meetings should be held at regular intervals to ensure all personnel are aware
Each station can have a pre-programmed search list. The list can include an of the objectives of the system.
op
ordinary directory number, a group call number or a message to a pocket The panel is fitted with a microphone, a monitor speaker, and is able to control
pager. all speakers on board for broadcasting important instructions. Weekly management meetings should be held to discuss the vessel’s forthcoming
operations schedule, as well as mechanical or fabric maintenance due to be
Speakers are provided in the accommodation alleyways, public rooms, working completed.
7. Automatic Search spaces and deck.
The system can be set up so that the search list is automatically activated when A safety meeting is held each month, with a minimum of one meeting every
C
there is an absence message or after time-out for ringing tone. The public address system can be accessed from the automatic telephone 3 months.
system for paging purposes.
The object is to discuss safety at sea, prevention of human injury or loss of life
8. Priority Calls The system is supplied from the main 220V system with back-up from the and avoidance of damage to the marine environment and property.
Each station is assigned a priority level. Calls will behave differently according emergency 24V system.
d
to the priority setting of the calling station.
A facility is provided for overriding the general alarm during announcements.
lle
9. Loud-hailing and Public Address (PA)
Talkback System
The system can be configured to distribute messages, group calls and audio
programs via the integrated Public Address System. Communication can be achieved with out the telephone exchange and sound
powered system by using the talkback system.
To talk into the PA system, dial the directory number for the one-way loud-
o
hailing or PA line, then press the M-key while speaking. Microphones and speakers are supplied at:
• Wheelhouse
10. Alarm Signal Distribution
General and fire alarms with top priority can be distributed through all the
system stations and PA loudspeakers. Display stations have a volume override
when an alarm signal is given.
tr
• Both bridge wings
• Engine control room
• Forward deck
on
• Aft deck
11. Alarm Interruption for Emergency Messages
Specially designed PA panels have a PTT button for cancelling the alarm
during a message announcement.
nc
12. External Telephone

Calls via SATCOM, Shoreline or Cellular Systems by use of the PNCI
Interface.
U
Manual Interface to SATCOM, Shoreline, Cellular or Radio Systems by use of

the VMP-121-2 Manual Interface Unit.
Final Draft No.1. July 2008 Section 6.1.3/4/5 - Page 4 of 4

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Robert Mærsk Machinery Operating Manual

Part 2: Main Engine and Auxiliary Systems

2.1 Main Engine and Propulsion Systems

2.5 tr 2.4.4a Evaporator

Fresh Water Cooling Systems

2.10.1 Starting Air System

2.2 Boilers and Steam Systems 2.10.2a Working Air System

Final Draft No.1. July 2008 Front Matter - Page 1 of 12

2.14 Accommodation Systems Illustrations

Illustrations Part 5: Emergency Procedures

Final Draft No.1. July 2008 Front Matter - Page 2 of 12

CH5 2NS, UK 2.2.1 General Description August 2007

1.7 To Change Main Plant from Full August 2007 Text

with Engines Systems

Upper and Lower Platforms

Final Draft No.1. July 2008 Front Matter - Page 3 of 12

Oil Transfer Pump

2.15.1a Inert Gas Generator in Engine Room August 2007

Final Draft No.1. July 2008 Front Matter - Page 4 of 12

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3

Text 6.1.4 Public Address and Talkback System August 2007

5.5 Fire in the Engine Room August 2007

5.1a Emergency Bilge Suction August 2007

Final Draft No.1. July 2008 Front Matter - Page 5 of 12

Machinery Symbols and Colour Scheme

Normally Open L.T. Cooling Water

Swing Check Non-Return Temperature Control Spectacle Flange Lubricating Oil

3-Way Wax Expansion Liquid Level Gauge

3-Way Cock (L-Type)

Marine Diesel Oil

Ball Valve Incorporating a

Quick-Closing Valve Bellows Type

Final Draft No.1. July 2008 Front Matter - Page 6 of 12

Electrical and Instrumentation Symbols

VCT Vacuum Transmitter

Final Draft No.1. July 2008 Front Matter - Page 7 of 12

Machinery Electric Motor Starter

26 Working air dryer 1 Ultrafilter MSD0225M 16kg/cm2 230

Final Draft No.1. July 2008 Front Matter - Page 8 of 12

Machinery Electric Motor Starter

71 Jacket water preheater 1 CSSC Shell & tube

Final Draft No.1. July 2008 Front Matter - Page 9 of 12

Machinery Electric Motor Starter

Final Draft No.1. July 2008 Front Matter - Page 10 of 12

Fan Electric Motor Starter

Final Draft No.1. July 2008 Front Matter - Page 11 of 12

Final Draft No.1. July 2008 Front Matter - Page 12 of 12

Ballast Pump Room LO Sump Tank Ballast Pump

Thruster Power Pack Exit UP

Final Draft No.1. July 2008 Section 1 - Page 1 of 12

Shelves No.2 HFO

Hydraulic Pump Room

Main Engine LO Generator Engine No.1

Final Draft No.1. July 2008 Section 1 - Page 2 of 12

Part 1:Operational Overview

Prepare the low temperature FW cooling systems.

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

Start the emergency generator. 2.12.2 2.13.4

Isolate sequential restart system.

Ensure the CO2 and water mist systems are 4.2

Start the generator engine DO supply pump. 2.6.2

Start the sewage treatment plant. 2.14.5

Final Draft No.1. July 2008 Section 1 - Page 3 of 12