Maersk Altair Machinery

Maersk Altair Machinery Operating Manual
List of Contents 2.2 Boilers and Steam Systems Illustrations

Issue and Updates 2.2.1 General Description 2.5.1a High Temperature Fresh Water Cooling System
mechanical Symbols and Colour Scheme 2.2.2 Boiler Control Systems 2.5.2a Low Temperature Fresh Water Cooling System
Introduction 2.2.3 Sootblower 2.5.3a Reefer Containers Fresh Water Cooling System
Principal Machinery Particulars 2.2.4 Exhaust Gas Boiler
2.2.5 Steam System
2.6 Fuel Oil and Diesel Oil Service Systems
Machinery Location Plans Illustrations
2.6.1 Main Engine Fuel Oil Service System
Illustrations 2.2.1a Auxiliary Boiler 2.6.2 Generator Engines Fuel Oil Service System
2.2.2a Auxiliary Boiler Local Control Panel 2.6.3 Boiler Fuel Oil System
1a Location Plan of Engine Room - Floor Plan 2.2.2b Boiler Operating Sequence 2.6.4 Engine Room Waste Oil and Drains System
1b Location Plan of Engine Room - 4th Deck 2.2.3a Boiler Sootblower Local Control Panel
1c Location Plan of Engine Room - 3rd Deck Illustrations
2.2.4a Exhaust Gas Boiler
1d Location Plan of Engine Room - 2nd Deck 2.2.5a Steam System 2.6.1a Viscosity - Temperature Graph
1e Location Plan of Engine Room - Elevation 2.2.5b Steam Service System - Engine Room 2.6.1b Main Engine Fuel Oil Service System
2.2.5c Steam System outside the Engine Room 2.6.2a Generator Engines Fuel Oil Service System
2.6.3a Boiler Fuel Oil Service System
Section 1: Operational Overview
2.6.4a Engine Room Fuel Oil Waste and Drains System
2.3 Drains and Feed Water Systems
2.6.4b Engine Room Lubricating Oil Waste and Drains System
1.1 To Bring Vessel into Live Condition
2.3.1 Drains Systems 2.6.4c Waste Oil Transfer System
1.2 To Prepare Main Plant for Operation
2.3.2 Boiler Feed Water System
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
2.3.3 Water Sampling and Treatment System
1.4 To Change Main Plant from Manoeuvring to Full Away 2.7 Fuel Oil and Diesel Oil Transfer Systems
2.3.4 Distilled Water Transfer and Distribution System
1.5 To Prepare for UMS Operation
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
1.6 To Change from UMS to Manned Operation Illustrations
2.7.2 Fuel Oil and Diesel Oil Separating System
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.3.1a Condensate Drains System
1.8 To Secure Main Plant at Finished With Engines Illustrations
2.3.1b Condensate Drains System in the Engine Room
1.9 To Secure Main Plant for Dry Dock 2.3.1c Condensate Drains System Outside the Engine Room 2.7.1a Heavy Fuel Oil Bunkering and Transfer System
2.3.2a Boiler Feed Water System 2.7.1b Diesel Oil Bunkering and Transfer System
Section 2: Main Engine and Auxiliary Systems 2.3.4a Distilled Water Transfer and Distribution System 2.7.1c Emergency Diesel Generator Fuel Oil System
2.7.2a Fuel Oil and Diesel Oil Separating System
2.1 Main Engine 2.7.2b DIesel Oil Separating System
2.4 Sea Water Systems
2.1.1 Main Engine Details 2.7.2c Fuel Oil Separator Control Panel
2.1.2 WECS-9520 Engine Control 2.4 1 Main and Auxiliary Sea Water Cooling Systems
2.1.3 Main Engine Manoeuvring Control 2.4.2 Fresh Water Generator
2.8 Lubricating Oil Systems
2.1.4 Main Engine Safety System 2.4.3 Marine Growth Prevention System
2.1.5 Digital Governor 2 8.1 Main Engine Lubricating Oil System
Illustrations 2 8.2 Turbocharger Lubricating Oil System
Illustrations 2.4.1a Main and Auxiliary Sea Water Cooling System 2.8.3 Generator Engines Lubricating Oil System
2.1.1a Main Engine 2.4.1b Backflushing a Main or Reefer Plate Cooler 2.8.4 Stern Tube Lubricating Oil System
2.1.2a Common Rail Pump 2.4.2a Fresh Water Generator System 2.8.5 Lubricating Oil Separating Systems
2.1.2b Injection Unit Layout 2.8.6 Lubricating Oil Filling and Transfer System
2.1.2c Exhaust Valve Control 2.5 Fresh Water Cooling Systems Illustrations
2.1.2d Starting Valve Control
2.1.3a DMS2100i Bridge Manoeuvring and Sub Panel 2.5.1 High Temperature Fresh Water Cooling System 2.8.1a Main Engine Lubricating Oil System
2.1.3b Main Engine Local Operating Panel 2.5.2 Generator Engine Cooling Water System 2.8.2a Main Engine Turbocharger Lubricating Oil System
2.1.4a DPS 2100 Engine Safety System Panel 2.5.3 Reefer Container Fresh Water Cooling System 2.8.3a Generator Engine LO Transfer and Separating System
2.8.4a Stern Tube Lubricating Oil System
2.8.5a Lubricating Oil Separating System
2.8.5b Generator Engine Lubricating Oil Separating System
2.8.5c Lubricating Oil Separator Control Panel
Issue: Draft 1 - August 2007 IMO No: 9342499 Front Matter - Page 1 of 14
2.8.6a Lubricating Oil Transfer and Filling System 2.13.9 Uninteruptable Power Supply (UPS) and Battery Systems 3.1.2a ICMS Opening Screen Shot
2.13.10 Cathodic Protection System 3.1.2b Main Feed Water System Screen Shot
2.9 Bilge System
3.1.2c ICMS Integrated Keyboard
Illustrations
2.9.1 Engine Room and Cargo Hold Bilge System and Bilge 3.1.2d Machinery Summary Screen Shot
Separator 2.13.1a Main Electrical Network 3.1 3a ICMS Extension Alarm Panel
Illustrations 2.13.1b Main Switchboard Layout
2.9.1a Engine Room Bilge System 2.13.2a Generator and Synchronising Control Panels
3.2 Engine Control Room, Layout and Console and Panels
2.9.1b Cargo Holds Bilge System 2.13.3a Emergency Generator Panel
2.9.1c Cargo Hold Bilge System 2.13.4a HV Switchboard and 440V Feeder Panel 3.2.1 Engine Control Room
2.13.4b Main 220V Distribution and Battery Board
Illustrations
2.10 Air Systems 2.13.4c 440V Feeder Panel and Emergency Distribution
2.10.1 Starting Air System 2.13.4d Main Group Starter Panels (i) 3.2a Engine Control Room
2.10.2 Working Air System 2.13.4e Main Group Starter Panels (ii) 3.2b Engine Room Console
2.10.3 Control Air System 2.13.5a Emergency Generator and Shore Power Panels
2.13.8a Circuit Trips 3.3 Hydraulic Remote Valve Operating System
Illustrations
2.13.10a Cathodic Protection system
2.10.1a Starting Air System Illustrations
2.10.2a Service Air System
2.10.3a Control Air System 2.14 Accommodation Systems 3.3a Hydraulic Valve Remote Control System
2.14.1 Domestic Fresh Water System 3.3b Remote Control Hydraulic Power Pack
2.11 Steering Gear, Thruster Units and Stabilisers 2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning Plant Section 4: Emergency Systems
2.11.1 Steering Gear 2.14.4 Miscellaneous Air Conditioning Units
2.11.2 Bow Thruster 2.14.5 Sewage Treatment
Illustrations 2.14.6 Garbage Disposal 4.1 Fire Hydrant System
2.11.1a Steering Gear Hydraulic System Illustrations Illustrations

2.11.1b Steering Gear Operation 2.14.1a Fresh Water Distribution System (i) 4.1a Fire Hydrant System in the Engine Room
2.11.1c Steering Gear Automatic Isolating and Grease Pump 2.14.1b Fresh Water Distribution System (ii) 4.1b Fire Hydrant System in the Accommodation and on Deck
Control Panels 2.14.2a Domestic Refrigeration System
2.11.2a Bow Thruster Hydraulic Circuit 2.14.2b Domestic Refrigeration Control Panels
2.11.2b Bow Thruster Control Panels 2.14.3a Accommodation Air Conditioning Plant 4.2 CO2 Flooding System
2.14.3b Accommodation Air Conditioning Control Panels (i)
2.12 Electrical Power Generators Illustrations
2.14.3c Accommodation Air Conditioning Control Panels (ii)
2.12.1 Diesel Generators 2.14.3d Accommodation Air Conditioning Hot Water Heating 4.2a CO2 Fire Extinguishing System
2.12.2 Emergency Diesel Generator System 4.2b CO2 Room Plan
Illustrations 2.14.5a Sewage Treatment System
2.14.6a Garbage Management Plan 4.3 Quick-Closing Valves, Fire Damper System and Emergency
2.12.1a WECS2000 Local Display Unit
2.12.2a Emergency Diesel Generator Control Panel Stops
Section 3: Main Machinery Control
Illustrations
2.13 Electrical Systems
3.1 Integrated Control and Monitoring System (ICMS) 4.3a Quick-Closing Valve System
2.13.1 Electrical Equipment
2.13.2 Main Switchboard and Generator Operation 3.1.1 Intergrated Control and Monitoring System (ICMS)
2.13.3 Emergency Switchboard and Generator Operation Overview
2.13.4 Electrical Distribution 3.1.2 ICMS Control Station Operation
2.13.5 Shore Power 3.1.3 Extension Alarm System
2.13.6 Main Alternators Illustrations
2.13.7 Emergency Alternator
2.13.8 Preferential Tripping and Sequential Restarting 3.1.1a Integrated Control and Monitoring (ICMS) System
4.4 Fresh Water Mist Fire Extinguishing System 5.6a Fire Control Station
Illustrations
4.4a Water Mist Fire Extinguishing System
Section 6: Communications
4.5 Safety Equipment 6.1 Sound Powered Telephone System
4.5.1 Fire Detection Equipment 6.2 Automatic Telephone System

4.5.2 Fire Fighting Equipment
4.5.3 Lifesaving Equipment 6.3 Public Address and Talkback System
Illustrations 6.4 Shipboard Management System
4.5.1a Fire Detection System
4.5.1b Fire Alarm Control Panel and Menu Tree Illustration
4.5.1c Fire Detection Equipment Symbols 6.1a Sound Powered Telephone System
4.5.1d Fire Detection Equipment - Engine Room Floor 6.2a Automatic Telephone Exchange System
4.5.1e Fire Alarms Equipment - Engine Room 4th Deck 6.2b Telephone Exchange Display Panel
4.5.1f Fire Detection Equipment - Engine Room 2nd and 3rd 6.3a Public Address and Talkback System
Decks 6.3b Public Address Remote Controller
4.5.2a Fire Fighting Equipment Symbols
4.5.2b Fire Fighting Equipment - Engine Room Floor
4.5.2c Fire Fighting Equipment - Engine Room 4th Deck
4.5.2d Fire Fighting Equipment - Engine Room 2nd 3rd Deck
4.5.2e Fire Fighting Equipment - Engine Room double bottom
4.5.3a Lifesaving Equipment and Escape Route Symbols
4.5.3b Lifesaving Equipment and Escape Routes - Engine Room
Floor
4.5.3c Lifesaving Equipment and Escape Routes - Engine Room
4th Deck
4.5.3d Lifesaving Equipment and Escape Routes - Engine Room
2nd and 3rd Decks
Section 5: Emergency Procedures
5.1 Flooding in the Engine Room - Emergency Bilge Suction
5.2 Emergency Operation of the Main Engine
5.3 Emergency Steering
5.4 Emergency (Secondary) Fire Pump Operation
5.5 Fire in the Engine Room
Illustrations
5.1a Engine Room Bilge System
5.1b Emergency Bilge Operation
5.2a Main Engine Local Control Panel
5.3a Steering Gear Operation
5.4a Emergency Fire Pump
Issue and Updates This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
• Documents conform to a standard format; For any new issue or update contact:
• Amendments are carried out by relevant personnel; The Technical Director

• Each document or update to a document is approved before WMT Technical Office
issue; Dee House
Parkway
• A history of updates is maintained; Zone 2, Deeside Industrial Park
• Updates are issued to all registered holders of documents; Deeside, Flintshire
CH5 2NS, UK
• Sections are removed from circulation when obsolete.
E-Mail: manuals@wmtmarine.com
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right-hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left-hand corner
of each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance refers.
Any conflict arising between the information and guidance provided herein and
the professional judgement of such competent officers must be immediately
resolved by reference to the company’s Technical Operations Office.
Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
ISSUES AND UPDATES TO BE FILLED IN ON ‘FIRST ISSUE’ OF THE MANUALS
Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
ISSUES AND UPDATES TO BE FILLED IN ON ‘FIRST ISSUE’ OF THE MANUALS
Mechanical Symbols and Colour Scheme
Stop Valve 2-Way Cock Hand Pump Breather Valve
Colour Scheme
Three-Way Valve 3-Way Cock (L Port) M Electric Motor Driven Separator
Domestic Fresh Water

Lift Check Valve 3-Way Cock (T Port) A Air Motor Driven Air Filter / Regulator
High Temperature Cooling Water

Screw Down Stop Check Valve Locked Cock S Solenoid Driven Blind Flange
Low Temperature Cooling Water

Swing Check Valve Needle Valve W Wax Driven Fire Hose Box (Built-in Type)
Sea Water
Pressure Reducing Valve Backflow Preventer Filling Cap Storm Valve
Safety / Relief Valve Hopper / Hopper with Cover Float Check Valve Hydraulic Oil
3-Way Soil Branch Valve
Lubricating Oil
Self- Closing Valve Deck Stand Scupper / Scupper with Water Seal Position Control ( )
Regulating Valve Deck Stand (Manual Operated) Y-Type Strainer Hand Operated Saturated Steam
Butterfly Valve Mud Box Orifice Remote Control

Condensate
Rose Box Spectacle Flange
Gate Valve Spring
( Open, Closed)
Feed Water
Hose Valve Hose Coupling Overboard Discharge Float

Fire/Deck Water
Ball Valve Air Vent Pipe (Without Wire Net) Discharge / Drain Weight CO2
Flow Regulating Valve Air Vent Head (Without Wire Net) Flow Meter Drain Silencer
Fuel Oil
Ball Float Valve Air Vent Head (With Wire Net) Observation Glass Exhaust Gas Silencer
Marine Diesel Oil
Foot Valve Air Vent Head (With Filling Cap) Sight Glass HB Fire Hose Box
Sludge/Waste Oil
Quick-Closing Valve Bellmouth Tank Penetration HR Fire Hose Reel

Air
Quick- Opening Valve Sounding Head with Cap Centrifugal Pump FB Foam Box Bilges/Drains
Sounding Head with Self- Ball Float Check Valve

Pressure Regulating Valve Gear or Screw Type Pump Refrigerant
Closing Valve & Test Cock Straight / Angle
Solenoid Regulating Valve Drain Trap / Drain Trap (Ball Float) Piston Pump Flexible Hose Electrical Signal
Remote Operated Valve Simplex Strainer Diaphragm Pump Horn Instrumentation
Piston Valve Unconnected Crossing Pipes Ejector (Eductor Injector)

Duplex Strainer
Diaphragm Valve Connected Crossing Pipes Accumulator
iNTRODUCTION Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilder’s plans and manufacturer’s show that even experienced operators sometimes neglect safety precautions covers several pages the illustration is duplicated above each page of text.
instruction books, there is no single document which gives guidance on through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual all times. Where flows are detailed in an illustration these are shown in colour. A key of all
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform colours and line styles used in an illustration is provided on the illustration.
and guide competent ship’s staff and trainees in the operation of the systems • Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
Details of colour coding used in the illustrations are given in the Mechanical
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
Symbols and Colour Scheme which is detailed on earlier pages in this Front
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices Matter section.
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment.
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be Symbols given in the manual adhere to international standards and keys to the
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. symbols used throughout the manual are also given on previous pages in this
Orders and in no way replaces or supersedes these publications, all of which Front Matter section.
take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major
Information relevant to the operation of this vessel has been carefully collated failure occurs. Notices
in relation to the systems of the vessel and is presented in two on board • Never underestimate the fire hazard of petroleum products,
volumes, a DECK OPERATING MANUAL and MACHINERY OPERATING whether fuel oil or cargo vapour. The following notices occur throughout this manual:
MANUAL
• Never start a machine remotely from the cargo and engine
control room without confirming visually that the machine is WARNING
The vessel is constructed to comply with MARPOL 73/78. These regulations
able to operate satisfactorily. Warnings are given to draw reader’s attention to operations where
can be found in the Consolidated Edition, 1991 and in the Amendments dated
DANGER TO LIFE OR LIMB MAY OCCUR.
1992, 1994 and 1995.
In the design of equipment, protection devices have been included to ensure
The information, procedures, specifications and illustrations in this manual that, as far as possible, in the event of a fault occurring, whether on the part of CAUTION
have been compiled by WMT personnel by reference to shipyard drawings and the equipment or the operator, the equipment concerned will cease to function Cautions are given to draw reader’s attention to operations where
manufacturer’s publications that were made available to WMT and believed to without danger to personnel or damage to the machine. If any of these safety DAMAGE TO EQUIPMENT MAY OCCUR.
be correct at the time of publication. The systems and procedures have been devices are bypassed, overridden or neglected, then the operation of any
verified as far as is practicable in conjunction with competent ship’s staff under machinery in this condition is potentially dangerous.
Note: Notes are given to draw reader’s attention to points of interest or to
operating conditions. supply supplementary information.
Description
It is impossible to anticipate every circumstance that might involve a potential
hazard, therefore, warnings and cautions used throughout this manual are The concept of this manual is to provide information to technically competent Safety Notice
provided to inform of perceived dangers to ship’s staff or equipment. In many ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible,
cases, the best operating practice can only be learned by experience. thus aiding their understanding and knowledge of the specific vessel. Special It has been recorded by International Accident Investigation Commissions
attention is drawn to emergency procedures and fire fighting systems. that a disproportionate number of deaths and serious injuries occur on ships
each year during drills involving lifesaving craft. It is therefore essential that
If any information in these manuals is believed to be inaccurate or incomplete,
The manual consists of a number of parts and sections which describe the all officers and crew make themselves fully conversant with the launching,
the officer must use his professional judgement and other information available
systems and equipment fitted and their method of operation related to a retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
on board to proceed. Any such errors or omissions or modifications to the
ship’s installations, set points, equipment or approved deviation from published schematic diagram where applicable.
operating procedures must be reported immediately to the company’s Technical
Operations Office, who should inform WMT so that a revised document may be The valves and fittings identifications and symbols used in this manual are the
issued to this ship and in some cases, others of the same class. same as those used by the shipbuilder.
Principal Machinery Tables to be inserted here
Machinery Location Plans
Illustration 1a Location Plan of Engine Room - Floor Plan
No.7 Wing Water
Ballast Tank
1. Stern Tube LO Drain Collecting Unit (Port)
2. Stern Tube LO Tank Unit
3. Inter-Shaft Bearing
4. Stern Tube Air Control Unit
5. Stern Tube LO Pumps
6. Main Engine Turbocharger LO Pumps
7. Main Engine Turbocharger LO Cooler
8. Main Engine Turbocharger Bypass Filter
9. Main Engine Air Cooler Chemical Clean. Pump and Tank
10. Oily Water Separators No.8 Wing Water Ballast Tank (Port)
11. Sludge Oil Trap 27
12. Connecting Rod Tools 26
13. Crankcase Tools No.7 HFO
No.1 29
14. Main LO Pumps Void Tank (Port) Clean Dirty FO Overflow Tank (Port)
Up
15. Main LO Coolers Bilge Bilge Tank
16. Engine Room Bilge pump No.2
Tank Tank 28
17. Sludge Pump Em’cy
18. Main LO Transfer Pump Exit
19. Main LO Purifier Feed Pump 18 20
20. Main Engine LO Purifier Heater 12 13 30 31 No.1
Up 16 17 19 21 37
11 No.2
10 Down To No.1
Tank Top
Sulzer 12 RT - Flex 96C 36
3 3 No.1
No.2
1 No.1 No.1 No.2

2 3 Water
5 Tight
4 No.1 7 Door 14 No.1
No.2 No.2
6 35 No.2
No.2 8 25
No.2 No.1 22 No.2
No.3 No.2 No.1 32
No.3
9 15
No.2 No.1
23
No.2 No.1
21. Main Engine LO Purifier and Sludge Tank
22. Hold Bilge Stripping Pump 24
23. Fresh Water Generator Ejector Pump 33 No.7 Low Sulphur
Hold Bilge 34
24. Fresh Water Transfer Pump Tank (Standard)
Void Tank (Starboard) Collecting Tank
25. Main Cooling Sea Water Pumps
26. Control Air and General Service Air Compressors No.2 DO Storage
27. Control and General Service Air Receiver Tank
28. Control Air Dryer
29. Sludge Oil Trap High
30. Decanter Supply Pump Sea
No.8 Wing Water Ballast Tank (Starboard) Chest
31. Fire, Bilge and General Pumps
32. Main Engine Crosshead LO Pumps
33. Main Engine LO Auto Backflushing Filters
34. Main Engine LO Bypass Filter
35. Reefer Cooling Sea Water Pumps
36. Ballast Pumps
37. HFO Transfer Pumps No.7 Wing Water
Ballast Tank
(Starboard)
23 27 29 33 37 41 45 47 51 55 59 63 65 69 73 77 81 83 86 90 94 97 101 104 107 110
Illustration 1b Location Plan of Engine Room - 4th Deck
Cofferdam No.7 Wing Water

Void Tank (Port) No.8 Wing Water Ballast Tank (Port) Ballast Tank
1 2 3 (Port)
Waste Oil
Purifier Storage Tank
Main LO 4
Room
Storage Tank No.3 No.2 No.1
5 7 HFO
No.1 Service Tank
6 No.2
No.3 HFO
8 9
Settling Tank
1. Hydraulic Power Unit for Valve Control Main LO
Cleaning Tank
2. Auxiliary Boiler DO Ignition Pump FO Supply Low Sulphur HFO
3. Auxiliary Boiler FO Booster Pumps/FO Heater Module Space Service Tank No.7
4. HFO Purifiers HFO
Dn Tank
5. Purifier Workbench Low Sulphur HFO
Up (Port)
6. HFO Sludge Tank Em’cy Settling Tank
7. HFO Purifier Feed Pumps Exit
8. No.1 HFO Purifier Heater

9. No.2 and 3 HFO Purifier Heaters 10 11
Dn Up Up Dn Dn
10. Fuel Pump Tools Dn
11. Main Engine FO Inlet Shut-Off Valve Box 12 13
12. Cascade Tank/Observer Tank
13. Atmospheric Dump Drain Condenser 14 No.1
15
No.2
14. Boiler Chemical Dosing Unit (Cascade Tank Top Level)
15. Auxiliary Boiler/Exhaust Gas Boiler Feed Water Pumps No.1
16. Reefer Cooling Fresh Water Pumps No.2
16 17
17. Reefer Fresh Water Heater
18. Chemical Injection Tank for Reefer Cooling System Sulzer 12 RT - Flex 96C No.3
19. Reefer Fresh Water Coolers 18

20. Fresh Water Steriliser for Reefer Cooling System Up 19 20
21. Silver Ion Type Steriliser No.2 No.1
22. Rehardening Filter
23. Fixed Water Based Local Fire Fighting Pump Unit
Dn Dn Dn
24. Fresh Water Generator Up
25. Fresh Water Generator Chemical Dosing Unit

26. Low Temperature Cooling Fresh Water Pumps 22 Low
21 23
27. Central Fresh Water Coolers Sulphur
28. Main Engine Jacket Fresh Water Preheater Tank
24 No.1 DO (Stbd)
29. Main Engine Jacket Cooling Fresh Water Pumps 26
27 Service
30. Cylinder Oil Shift Pumps 25 No.3 No.2 No.1
Tank
No.2 No.1
No.2
28 No.1
No.2 30
29
No.1
No.2 Cylinder No.1 Cylinder DO
Oil Storage Tank Oil Storage Tank Storage
Tank
Cofferdam No.7 Wing Water

Void Tank (Starboard) No.8 Wing Water Ballast Tank (Starboard) Ballast Tank
(Starboard)
29 33 37 41 45 47 51 55 59 63 65 69 73 77 81 83 86 90 94 97 101 104 107 110
Illustration 1c Location Plan of Engine Room - 3rd Deck
No.7 Wing
No.8 Wing Water Ballast Tank No.1 Fresh Water Tank Water Ballast
(Port) (Potable) Cofferdam
Tank (Port)
Up 2 Waste Oil
1 Storage Tank
Generator Engine
Room (Port)
HFO
3 Service Tank
1. Generator Engine Purifier Heater/
4 No.1
Pump Tank HFO
2. Purifier Exhaust Vent Fan with Damper Settling Tank No.7
Arc Welder Low Sulphur HFO
HFO Tank
3. Purifier Workbench No.2 (Port)
4. Generator Engines Service Tank
5. Generator Engine LO Measuring Tank
Up Low Sulphur
Dn 5 HFO
6. Cylinder Head Dismantling Tools Em’cy Settling Tank
Exit
7. Piston Dismantling Tools Up Personnel 9
8. Valve seat Grinding Tools 6 7 8 Lift Buffer
Space 12
9. Generator Engine FO Inlet Dn Dn
Shut-Off Valve Box
10. Cylinder Cover Lifting 13
11. Cylinder Liner Space
12. Sewage Treatment Plant with Pump 10 Sulzer 12RT - Flex 96C
13. Exhaust Valve Dismantling Tool 14
14. Piston
15 16
15. Exhaust Valves
16. Solenoid Valve Cabinet for 17
11
Engine Room Valves
No.1
17. Auxiliary Air Receiver
18. Main Air Receivers 18
19. Generator Engine FO Inlet
20 No.2
Shut-Off Valve Box 19
20. Charging Air Blower Tools Low
21. Generator Engine Jacket Water Main Engine Direct
Air Intake Vent Sulphur
21 Tank
Pre-Heater Unit
22. Generator Engine LO Measuring Tank Up DO (Stbd)
Generator Engine 22
23. Generator Engine Purifier Heater/ 23 Service
Room (Starboard) No.1
24. Purifier Workbench Tank
25. Generator Engines No.2
26. Main Air Compressors 24
25 No.3
27. Valves and Fittings No.3
No.1
26 DO
Up
No.4
Storage
Up 27 Tank
Exit from
Gen. Eng. Room No.1 No.2
No.2 Fresh Water Fresh Water No.7 Wing
No.8 Wing Water Ballast Tank Tank Tank Cofferdam Water Ballast
(Starboard) (Potable) (Distilled) Tank (Stbd)
63 65 69 73 77 81 83 86 90 94 97 99 104 107
Illustration 1d Location Plan of Engine Room - 2nd Deck
Electrical Workshop
1. Cable Drum Transformer Room

2. Generator Engine Fuel Valve 1 2
9
Tester and Bench No.3 No.2 No.1 20
3 4
3. Arc Welder 10 19
5
4. Main Engine Fuel Valve Tester 7 6 Vent
5. Welding Bench with Exhaust Fan 8 17 18 Engineer’s Store
6. Fuel Valve Rack Eng.
11 Workshop
7. Hose Hanger 14
8. Gas Station 12
9. Electric Workbench and Test Panel 15
13
10. Purifier Room Exhaust Vent 13
11. Grinder Up 16
Dn
12. Drilling Machine Vent
Em’cy
13. Tool Board Exit
14. Workbench Personal
WC
Lift
15. Lathe Vent Opening
for Engine
16. Bilge Water Test Bench Store
with Sampling Cooler Exhaust Air
Lifting
17. Refrigerator Space 21
with
18. Desk and Chair Cover Opening
22 with
19. Refrigerator Transformers 23 Bar
Grating
20. No.1 Main Transformer
21. Auxiliary Boiler 24 27 28
22. Burner
23. Main Engine Exhaust Gas Sealing Pot
24. Air Conditioning Refrigeration Plants
25. Air Conditioning Provisions 25 Engine
Refrigeration Plants Control
26. Main Engine Cylinder Oil 26 Room
Measuring Tank
27. Engine Control Consoles Main Engine Direct No.2 No.1
31
28. Low Voltage Switchboard Air Intake Vent
29
29. Calorifier
32
30. Hot Water Circulation Pumps No.1
30
31. Air Conditioning Units for Engine No.2
High Voltage
Control Room Switchboard Room
32. Air Conditioning Unit for High
High Voltage Switchboard
Voltage Switch
33. Galley Transformer
34. No.2 Generator Transformer Transformer Room
35. No.4 Refrigeration Transformers 33 34
35 36 37
Passageway
81 83 86 90 94 99 104
Generator Engine
LO Storage Tank
Illustration 1e Location Plan of Engine Room - Elevation
Engine Room Nav. Deck

Surplus
Exhaust Air
G Deck
F Deck
E Deck
D Deck
(Funnel Base)
C Deck
Exhaust Gas
Boiler B Deck
A Deck
Upper Deck
Auxiliary
Mooring Space No.8F Boiler
ECR 2nd Deck
No.9A No.9F No.8A
Steering Gear Room Cylinder

Liner Engine Engine
Room Room
Crane Spare Crane
Piston
3rd Deck
Reefer FW
Void Tank Coolers
Bilge Bilge
Well Well 4th Deck
(C) (P&S) Sulzer
Water-Tight
Sliding Door 12RT - Flex 96C
Inter-Shaft Inter-Shaft Inter-Shaft Ballast
Bearing Bearing Bearing Pump
Floor
Stern Tube Tank Top
Cold Water Tank Main
Bilge Main Engine Sump Tank Crossover
Bilge Stern Tube Main Engine Well Pipe
Well Bilge
LO Drain Tank Turbo Charger Well
LO Sump Tank
AP 10 20 23 30 40 50 60 63 70 80 90 100 104
Section 1: Operational Overview
1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for Operation
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished With Engines
1.9 To Secure Main Plant for Dry Dock

1.1 To Bring Vessel Into Live Condition
Dead Ship Condition

Disconnect the shore supply. 2.13
Supply power to the 440V and 220V emergency

switchboards. 2.13
Shore Supply Available No Shore Supply Available
Establish shore supply.
Ensure the emergency generator fuel
Check the phase sequence,voltage 2.13.4 2.12.2 Prepare the central sea water cooling system.
oil tank level is adequate.
and frequency. 2.4.1
Start a main sea water cooling pump.
2.13.2 Start LT central FW cooling system. 2.13.7

Supply the main switchboard. Start the emergency generator. 2.12.2
2.13.4
Start up the control air system. 2.10.3
All ancillary equipment is set to manual to avoid a

low pressure auto start.
Supply the emergency 440V switchboard. 2.13 Remove the shore supply cables. 2.13.2
Supply the emergency 220V switchboard. 2.13.4
Stop the emergency generator and
2.12.2
place on standby.
Prepare the low temperature FW cooling system. Place the emergency generator on
2.5.2 2.12.2
Start No.2 or No.2 fresh water circulating pump via standby.
No.2 GSP (Shore power only).
Start No.3 generator engine LO priming pump. 2.8.3

(Shore power only) Reset the preference trips. 2.13.8
Synchronise
Start No.1 main air compressor; top-up the main air
2.10.1 Start the engine room and accommodation
receivers. 2.14.2
ventilation fans. Start the air conditioning plants. 2.14.3
Start the generator engine DO service pump.

2.6.2
(Shore power only) Ensure the CO2 flooding system is ready for use. 4.2
Prepare a generator engine for starting.

2.12.1 Start the hydraulic remote valve operating system. 3.3
Start a diesel generator.
Continues on next page
Issue: Draft 1 - August 2007 IMO No: 9342499 Section 1.1 - Page 1 of 2
1.1 To Bring Vessel Into Live Condition
Continued from previous page
Prepare the water mist system. 4.4

Prepare the fire hydrant system. 4.1
Start the fire detection system 4.5.1
Start the domestic FW system with the electric

2.14.1
heater in line.
Put the domestic refrigeration system into operation. 2.14.2
Put the general service air system into operation. 2.10.2
Start the sewage treatment plant. 2.14.5
Pump bilges to the clean bilge tank as required. 2.9.1
Put the stern tube LO system into operation. 2.8.4
Put all ancillary equipment on standby.

Put the remaining diesel generators on standby.
Plant is now in Live Condition
One diesel generator is in use, the other diesel

generators are on standby.
The emergency generator is on standby.
The boiler and steam systems are shut down.
The SW and LT FW cooling systems are in use.
The domestic services are in use.
1.2 To Prepare Main Plant For Operation
Plant is in Live Condition Start the HFO/LSHFO separating system. 2.7.2
One diesel generator is in use, the other diesel

generators are on standby.
Circulate HFO/LSHFO around the FO system.
Circulate FO until the MDO has been expelled.
The boiler and steam systems are shut down. 2.6.2
Supply steam to the GE FO heater.
The SW and LT FW cooling systems are in use. 2.6.1
Start the viscosity controller.
The domestic services are in use.
Change the diesel generator to run on HFO/LSHFO.
Set up the feed water make-up system.

2.3.2 Start additional diesel generators for cargo needs. 2.12.1
Start the boiler feed water pump.
Start the container FW cooling system as required. 2.5.3
Prepare and carry out ignition of the auxiliary 2.2.1

boiler, using diesel oil. 2.6.3
Start the main engine jacket CW pumps. 2.5.1
Supply steam to the jacket CW heater. 2.2.4
Raise steam in the auxiliary boiler. 2.2.1

Supply steam to the steam system. 2.2.5
2.2.4
Maintain the standby generators in warm condition. 2.5.2
Supply steam to the HFO/LSHFO tanks and trace 2.2.4

heating.
Set up the boiler HFO recirculating system. 2.2.4
Supply steam to the boiler HFO heaters. 2.6.3 Plant in In Port Condition
Change the auxiliary boiler to operate on 2.6.3 The diesel generators are in use as required for cargo
HFO/LSHFO. The other diesel generator(s) are on standby.
The auxiliary boiler and steam systems are in use.
The diesel generator is running on HFO/LSHFO.
Put the auxiliary boiler on automatic operation. 2.2.2 The main engine jacket CW system is in a warm condition.
The main engine is circulating with hot HFO/LSHFO.
The container FW cooling system is in operation.

Supply starting air and control air to the main engine. 2.10
Plant in In Port Condition
Check the telegraph, bridge/engine room clocks

The diesel generators are in use as required by cargo, the 2.1.2
and communications.
other diesel generators are on standby.
The auxiliary boiler and steam system are in use.
The diesel generator is running on HFO/LSHFO. Start the auxiliary blowers and switch to AUTO. 2.1.1
The main engine jacket CW system is in a warm condition. Check that the cylinder oil system operates. 2.8.1
The main engine is circulating with hot FO.
Obtain clearance from the bridge, turn the main
engine over on starting air from the local control 5.2
Start the WECS-9520 Assistant. 2.1 stand.
Start the main and generator LO separator systems. 2.8.5 Close the indicator cocks.
From the local control stand start the main engine
5.2
in the ahead and astern directions.
Start the duty main engine LO pump (heat sump if Close the turbocharger drains.
2.8.1
required). Start the duty crosshead LO pump.
Change control to the engine control room. 2.1.2

Start the duty turbocharger LO pump. 2.8.2
Change control to bridge control. 2.1.3

Start the main engine servo and control oil pumps. 2.1
Ensure the cylinder oil measuring tank is full. 2.8.1 Ensure all standby pumps are on AUTO mode. 2.13
Start the cylinder oil system via the WECS.
Start another diesel generator and run in parallel. 2.12.1 Prepare the deck machinery for use.
.
Start the steering gear and carry out steering test. 2.11.1
Plant in Manoeuvring Condition
Obtain clearance from the bridge and turn the The diesel generator(s) are in use as required by cargo, the
main engine two or three revolutions with the 2.1.1 remaining available diesel generator(s) are on standby.
cylinder oil system operating. The emergency generator is on standby.
Take out the turning gear. The auxiliary boiler and steam systems are in use.
The diesel generators are running on HFO/LSHFO.
The main engine is heated and ready for use on bridge
Put the starting air system into use. 2.10.1 control.
The main engine is circulating with hot HFO/LSHFO.
The steering gear and thruster units are in operation.
The deck machinery is ready for use.
1.4 To Change Main Plant From Manoeuvring To Full Away

Stop the bow thruster unit. 2.11.2
Diesel generator(s) in use as required, Stop two steering gear motors; two remain in use. 2.11.1
remaining available diesel generator(s) on standby.
Emergency generator on standby.
Auxiliary boiler and steam system in use.
Diesel generators running on HFO/LSHFO. Put dump steam system into operation. 2.2.5
Main engine heated and ready for use on bridge
control.
Main engine circulating with hot HFO/LSHFO.
All steering gear pumps and both thruster units Operate turbocharger cleaning system if required.
in operation. Deck machinery ready for use. 2.1.1
Vessel manoeuvring on bridge control.
Container FW cooling system in operation.
Shutdown generator(s) not required.
Put shut down generator(s) on standby. 2.12.1
Put main engine on automatic run up program. 2.1.2
Start up FW evaporator system. 2.4.2

Shut down main engine jacket heating system. 2.5.1 Do not fill FW tanks while in coastal waters.
Operate auxiliary boiler sootblower while boiler Transfer and separate HFO/LSHFO as required. 2.7
2.2.3
is on load, unless on automatic operation.
When run-up program completes, check that 2.1.2

When bridge notifies engine control room pressures and temperatures stabilise.
of Full Away, record the following:
• Time. 2.1.1
• Main engine revolution counter.
• HFO, LSHFO and MDO tank levels.
Reduce the bilge water tank levels through the
• FO and MDO counters. 2.9
OWS if the vessel is not in a restricted area.
• Fresh water tank levels.
• Other information as per Company rules
Ensure auxiliary blowers stop automatically. 2.1.2

Ensure that the auxiliary boiler stops as the 2.2.2
exhaust gas boiler takes over steam generation.
Shut down deck machinery.
Vessel is Full Away on Bridge Control
1.5 To Prepare For UMS Operation
Plant Manned Condition Electric kettle plugs are removed in the ECR.
CO2 and water mist systems are operational. 4
All FO, LO and fresh water tanks/sumps are Workshop welding machine plug is removed.
adequately full. Sounding cocks are all closed.
Acetylene and oxygen cylinder and pipeline

Stopped diesel generator(s) are on standby. 2.12.1 valves are closed.
Bilges are dry and high level alarms are 2.9
operational.
All standby pumps and machinery systems are on

auto start, and the sequential restart system is 2.13.7 Main engine is on bridge control. 2.1.3
operational.
Smoke and fire sensors are operational. 4.5.1
Data logger is programmed to print parameters

All ventilation fans are running. 3.1
as required.
All piping systems are tight and not temporarily
repaired.
All combustible material is stored in a safe place. 2.14.6

Control is on the bridge and the duty officer is 3.1
informed of the commencement time of UMS.
All alarms and safety cut-outs are operational. 3.1
All strainers and filters of running and standby
machinery are in a clean condition.
Duty officer should be aware of the location of the
All drain tanks are empty. duty engineer.
Engine room and steering gear compartment
weathertight doors and funnel dampers are shut.
Watchkeeper control is switched to the duty

Compressed air receivers are fully charged. 2.10 engineer's cabin.
All operating parameters are within normal range. 3.1
HFO separator feed inlet suitably adjusted. 2.7.2 Engine room not to be unmanned for more than
ECR air conditioning is operating correctly. 2.14.4 8hrs.
Emergency diesel generator is on standby. 2.12.2 Loose items are secured. Plant in UMS Condition
1.6 To Change From UMS To Manned Operation

Plant in UMS Condition
Respond to an alarm condition in the accommodation

at the cabin or public room alarm panel.
Notify the bridge of the manned condition of the ER.
Inform the bridge why the engine room is manned

if outside normal hours.
Maintain contact with the bridge to report on safety

when only one person in the engine room.
Examine the latest parameter printout.
Hand over to the on-coming duty engineer and

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

who will decide if they warrant inclusion in the
work list. The duty engineer should be aware of
all maintenance work being carried out and
informed of any changes that occur during the day.
Plant in Manned Condition
1.7 To Change Main Plant From Full Away To Manoeuvring Condition
Vessel is Full Away on Bridge Control Test fire the auxiliary boiler. 2.2.1
Ensure that the engine room and cargo hold bilges Bridge informs the engine control room of EOP.
2.9
and bilge tanks are empty.
Record the following:

Check all items on the arrival checklist and record Time.
details of the checked items. Main engine revolution counter.
HFO, LSHFO and MDO tank levels.
FO and MDO counters.
Fresh water tank levels.
Shut down the FW evaporator plant. 2.4.2 Other items according to Company rules.
Prepare the auxiliary boiler and put it into operation. 2.2.1

Start another diesel generator and place it in
2.12.1
parallel with the running generator(s).
Prepare the deck machinery for use.
Supply steam to the main engine jacket CW heater. 2.5.5 Check the bridge/engine room clocks and
2.1.2
communications.
Check the starting air system drains for water. 2.10.1 Operate the turbocharger washing system if
2.1.1
required.
If required to manoeuvre on MDO begin the Start the thruster unit. 2.11
2.6.1
change over 1 hour before EOP.
30 mins before EOP the bridge begins to reduce

2.1.1
speed. Two or more diesel generators are in use as required by
cargo, the remaining diesel generator is on standby.
The auxiliary boiler is in use.
Start two additional steering motors. The diesel generators are running on HFO/LSHFO.
Carry out steering tests. 2.11.1 The steering gears pumps and thruster are in use.
Shut down the fin stabilisers if running. The deck machinery is ready for use.
1.8 To Secure Main Plant at Finished With Engines
Two or more diesel generators are in use depending upon

cargo, the remaining diesel generator is on standby.
The auxiliary boiler and the exhaust gas boiler are in use.
Maintain the main engine jacket CW temperature
The diesel generators are running on HFO/LSHFO. 2.5.1
for a normal port stay.
All the steering gear pumps and thruster are in operation.
The deck machinery is ready for use.
After a minimum of 15 mins stop the main LO
pumps if work is to be carried out in the crankcase. 2.8.1
Maintain the LO sump temperature with the LO
separator, stop the cylinder lubrication system.
Bridge notifies the engine control room of FWE.
Two or more diesel generators are to operate if

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

The container FW cooling system is operating as 2.5.3
required.
Stop the auxiliary blowers. 2.1.1

Shut down the deck machinery.
Isolate the starting air. Plant in In Port Condition

Open the indicator cocks.
Open the turbine blower drains.
Vent the main engine starting air and control air 2.1.1
systems.
Engage the turning gear.
Stop the steering gear pumps and thruster unit. 2.11
1.9 To Secure Main Plant for Dry Dock
2.12.1
Disconnect and stop the diesel generator.
2.13.2
Plant in In Port Condition The diesel generator will run on MDO from the port
2.6.2
MDO pump (emergency switchboard supply).
Connect the shore supply.

Connect the shore supply to the main switchboard. 2.13
Shut down the diesel generators until only one is 2.12.1 Shut down the auxiliary boiler. Establish lighting and ventilation and any other
in use. 2.13.2 Allow it to cool naturally, drain if required for 2.2.1 essential services.
maintenance or put in the wet lay-up condition.
Ensure all tanks are at the required levels to give Shut down the SW and FW cooling systems. 2.4 & 2.5
the vessel the necessary trim, draught and stability Shut down the feed pumps and condensate system. 2.3.1
for entering dry dock. Isolate the distilled water tanks. 2.3.2
Restart the FW cooling pump and circulate the 2.5.2

Circulate the boiler FO system with MDO. diesel generator until cool.
Shut steam off the main engine JCW heater. 2.6.3
Allow the JCW pumps to run until the main engine 2.5.1 Shut down the boiler FO pumps.
has cooled down.
Restart the refrigeration plant, the accommodation 2.14

Shut down the stern tube LO system. 2.8.4 AC plant and the engine room air conditioning units.
Transfer the main engine LO sump to the main 2.8.6
LO settling tank .
Change the domestic water heating to electric. 2.14.1 Close the quick-closing valves on all the oil tanks to 4.3
ensure isolation of oil tanks duting dry dock.
Shut down the main and generator LO separators. 2.8.5
Shut down the air conditioning and refrigeration 2.5.2 Switch on the fire detection system and Restart 4.5.1
plants until the shore CW supply is established.
Shut down the FO separator. 2.7.2 No.2 main air compressor to supply the air systems. 2.10
Shut down the fire pumps.

The main engine and generators should have been 4.1
Pressurise the fire main from the shore supply. 4.2
manoeuvred on MDO. If not, change over to MDO Secure the CO2 and water mist systems.
4.4
and circulate HFO back to the HFO tank, until the 2.6.1
line has been flushed with MDO. 2.6.2
Stop the main engine FO pumps and viscosity
controller. Isolate the sequential restart system. 2.13.8
The dry dock can now be emptied.
Shut down the deck machinery system.

2.5.3 Establish shore power.
Shut down the container FW cooling system. 2.13.5
Check the phase sequence, voltage and frequency.
Plant Secured for Dry Dock
Section 2: Main Engine and Auxiliary Systems
2.1 Main Engine
2.1.1 Main Engine Details
2.1.2 WECS-9500 Engine Control
2.1.3 Main Engine Manoeuvring Control
2.1.4 Main Engine Safety System
2.1.5 Digital Governor

Illustration 2.1.1a Main Engine
Issue: Draft 1 - August 2007 IMO No: 9342499 Section 2.1.1 - Page 1 of 10
2.1 Main Engine The engine is a single acting, two-stroke, reversible, diesel engine of crosshead Crosshead Bearing Oil System
design with exhaust gas turbocharging and uniflow scavenging. Tie rods bind
Two crosshead LO pumps, one working and one on standby, take their
2.1.1 Main Engine Details the bedplate, columns and cylinder jacket together. Crankcase and cylinder
suction from the main LO supply to the engine and boost the pressure of the
jackets are separated from each other by a partition, which incorporates the
crosshead supply. The bottom end bearings are also supplied with LO from the
Manufacturer: Doosan- Sulzer sealing gland boxes for the piston rods. The cylinders and cylinder heads are
associated crosshead with the oil flowing down a bore in the connecting rod.
fresh water cooled.
Model: 12RT-Flex96C-B The lubrication of crossheads and connecting rod bottom end bearings is made
Type: Electronically controlled two stroke, single acting through articulated lever pipes.
The exhaust gases flow from the cylinders through the hydraulically operated
direct reversible, crosshead diesel engine with exhaust valves into a manifold and then on to the exhaust gas turbochargers
constant pressure turbochargers and electronically that work on the constant pressure charging principle. Turbocharger Lubrication
controlled common rail fuel injection system
The turbochargers are supplied with lubricating oil from the turbocharger
No. of cylinders: 12 The charge air delivered by each turbocharger flows through an air cooler LO system. There are two turbocharger LO pumps, one operating and one on
Cylinder bore: 960mm and water separator into the common air receiver. Air enters the cylinders automatic standby. These pumps supply oil to the turbocharger bearings from
Stroke: 2,500mm through the scavenge ports, via valve groups, when the pistons are nearly at the turbocharger LO service tank via a cooler. The pumps have suction filters
their bottom dead centre (BDC) positions. At low loads two electrically driven and there is also a tank filter unit with its own circulation pump. This pump
Output: ?? kW (93,360bhp) at 102 rpm (MCR)
auxiliary blowers supply additional air to the scavenging air space. should be operating whenever a turbocharger pump is running.
?? kW (79,356bhp) at 96.6 rpm (NCR)
Direction of rotation: Clockwise looking from aft for fixed pitch propeller The pistons are cooled by bearing lubricating oil supplied to the crossheads
Fuel consumption: 121.5g/bhp/h at 79,356bhp (96.6rpm) by means of articulated lever pipes. The thrust bearing and turning gear Cylinder Lubrication System
Daily consumption: Approximately ?? tonnes/day at NCR are situated at the engine driving end. The fuel and servo oil pumps for the
common rail fuel system and exhaust valve actuation are driven by gear wheels The engine is fitted with a Pulse Jet cylinder lubrication system which operates
Approximately ?? tonnes/day at MCR from the crankshaft. by the spraying of cylinder lubricating oil on to the liner surface from a single
(Authors Note: To obtain further information during yard visit) row of quills arranged around the liner, each quill having a number of nozzle
The engine is started by compressed air, which is controlled by the electronic holes. There are eight quills with each quill having five oil jets giving a total of
Turbocharger
starting air system. In case of failure of the engine remote control system 40 lubricating points on the liner surface.
Manufacturer: ?? (from the bridge or the engine room telegraph) the engine can be controlled
No.of sets: 3 from a local (emergency) control stand located at ?? (Authors note Check on The oil jets are individually directed to separate points on the liner surface.
board). There is an ECR back-up control system which is linked with the local There is no atomisation and no loss of lubricating oil to the scavenge air. The
Type: TPL85B12
(emergency) control system. quills are simple non-return valves. Cylinder lubricating oil is delivered to the
quills by a lubricator pump. There is one CLU4 pump unit for each engine
General Description cylinder and this incorporates the cylinder oil reservoir, the pump unit and
Lubricating Oil System (See Section 2.8.1, Main Engine Lubricating Oil
the solenoid valves for operating the pump unit. The pump unit is operated by
System)
The Sulzer RT-Flex engine is essentially a standard Sulzer RTA slow-speed means of oil from the servo system with servo oil being directed to and from
two-stroke marine diesel engine except that, instead of the usual camshaft and The engine lubrication system, with the exception of turbocharger and cylinder the servo unit of the cylinder oil pump by the solenoid valves. These solenoid
its gear drive, fuel injection pumps, exhaust valve actuator pumps, reversing lubrication, is supplied by one of two main pumps, which take suction from the valves are controlled by the WECS-9520.
servomotors, and all their related mechanical control gear, the engine is equipped sump tank and supply the main bearings. One of two crosshead pumps takes
with a common-rail system for fuel injection and exhaust valve actuation and suction from the main pump discharge, after the automatic backflush filter and The WECS-9520 determines the optimum amount of cylinder lubricant
full electronic (computer) control of engine functions. Two control oil pumps supplies oil at increased pressure to the crosshead bearings and to the servo oil required at each piston stroke and also determines when the lubricator will
are provided near the engine local control stand and one of these must always pumps. The turbochargers have a separate lubrication system. operate in order to direct the cylinder lubricant at the liner surface so that the
be operational to ensure that the common rail fuel and exhaust valve operation piston rings may effectively spread the oil over the liner surface. The amount
systems can function. Both are operated at start-up. Main Bearing Oil System of cylinder oil injected depends upon the cylinder load.
The engine main bearings and thrust block are supplied with lubricating oil The servo oil operates the cylinder oil pump for its unit, the operation timing
The engine is monitored and controlled by a WECS (Wartsila Engine Control
by the duty main lubricating oil circulation pump. There are two pumps fitted and cylinder oil delivery rate, being governed by signals from the WECS-9520
System) - 9520 unit. This is a modular electronic system with separate
and these are located at the forward end of the engine with one working and which regulate the servo oil driving the lubricator pump unit.
microprocessor control units for each cylinder. Overall control and supervision
the other switched to automatic standby. The oil is cooled before supply to the
is by means of separate, duplicate microprocessor control units. The cylinder
engine. Oil from the main bearing system is also supplied, via articulated lever The cylinder lubricator pump box is replenished by gravity with oil from
microprocessor control units are mounted on the front of the engine at the
pipes, to cool the working piston crowns. The main bearing and crosshead oil the cylinder oil measuring tank with the supply pipe being trace heated to
common rail in the hot-box, which is located below the top engine platform.
systems are interconnected as the crosshead pumps take their suction from the ensure flow of the cylinder oil in all temperature conditions. The cylinder oil
main bearing LO supply line to the engine. measuring tank is replenished from one of the two cylinder oil storage tanks.
Waste oil from the cylinders drains to the under piston space and any liquid
accumulating in the under piston space is drained to the residue oil trap and at that injector. When the WECS-9520 signals the spool valve to close, the Starting Air System (See Section 2.10.1 Starting Air System)
then to the waste oil tank injection control valve is closed and hence fuel injection stops. Control oil is
The starting air system of the RT-Flex engine is similar to that of a standard
supplied by the servo and control oil manifold at a pressure of 200 bar. The rail
RTA engine except for the control of the cylinder starting air valves which is
valves are bi-stable solenoid valves with a fast actuation time; the valve is not
Cooling Water System (See Section 2.5.1, High Temperature Fresh Water incorporated in the WECS-9520 rather than a starting air distributor. Starting
energised for more than 4ms at any time.
Cooling Systems) air is supplied to the engine starting air manifold from the starting air receivers
via the starting air shut-off valve. The individual cylinders are then supplied
The cooling water must be treated with an approved cooling water inhibitor to The WECS-9520 controls the fuel injection system via the cylinder control
with starting air via branch pipes which have flame arresters fitted.
prevent corrosive attack and the formation of sludge and scale deposits in the module (CCM) which not only regulates the start and end of injection but also
system. The engine cooling water system is classed as the high temperature monitors the quantity of fuel injected. The fuel quantity sensor measures the
The cylinder starting valve is operated by pilot air and the pilot air valve is
system and is linked with the low temperature central cooling system by means actual amount of fuel injected and this information is relayed to the control
controlled electrically by the cylinder control module. The starting pilot air
of a three-way temperature controlled valve. Hot water is diverted from the HT system. The control system then calculates any change in fuel timing required
valve is opened and closed directly by the cylinder control module (CCM) once
engine cooling system to the LT central cooling system when the cooling water from the engine operating conditions and the actual fuel quantity injected. The
every revolution at defined crank angles during the starting period. When the
outlet temperature from the engine exceeds a set temperature (90°C). The HT functioning of the fuel injection system is monitored at each cycle and changes
engine has started the starting system is shut down.
and the LT systems make use of the same cooling water expansion tank and so are made for the next cycle if necessary.
they use the same treated water. There are two HT cooling water circulation
pumps, one set as the duty pump and the other as the standby. HT cooling water Operation of the rail valves is under the control of the WECS-9520, which can Cylinder Exhaust Valve
is used as the heating source for the fresh water generator and this is the only adjust the timing and quantity of fuel injection to suit operating conditions. Each cylinder has a single exhaust valve centrally located in the cylinder cover
direct cooling to which the HT system is subjected. A jacket cooling water Normally all three cylinder fuel injectors, which are of the hydraulically which is hydraulically opened but closed by air pressure acting on the piston
preheater is fitted and this is used to maintain the engine temperature when the actuated type, operate together but as they are independently controlled it is located below the hydraulic actuating cylinder. When hydraulic pressure is
engine is stopped or running at low load; it may also be used for supplementary possible for them to be programmed to operate separately. In the event of one applied to the actuating piston to open the exhaust valve, the air trapped below
heating should that be necessary for operation of the fresh water generator. of the fuel injectors or its actuation system failing, the engine may continue to the air piston is compressed. When the hydraulic opening pressure is removed
operate with the remaining two injectors. At low engine speeds one or two of the air pressure acts on the piston to close the exhaust valveand this is known
Fuel Oil System (See Section 2.6.1, Main Engine Fuel Oil Service System) the fuel injectors can be cut out for each cylinder to minimise exhaust smoke. as the ‘air spring’. The space above the air piston is vented and make-up air is
The remaining operational fuel injector(s) operate at longer injection periods supplied to the space below the piston from the control air system via a non-
The fuel oil is supplied to a common rail by the fuel supply pumps which are with the high fuel pressure maintained by the common rail. With injector(s) return valve to replace any leakage that may have occured.
driven from the crankshaft by a gear system. The fuel pumps are arranged in a cut out the operating injector(s) are changed over every 20 minutes to prevent
V form with three pumps in each bank. The pumps deliver pressurised fuel oil overheating of the cut out injector(s) and to ensure that all of the injectors have The exhaust valve is fitted with a series of vanes on the stem known as a
to a collector which then supplies the common fuel rail which is maintained equal running. spinner. When the exhaust valve is opened, exhaust gas escaping from the
at a pressure of about 1,000 bar at full load (the actual pressure varies with cylinder acts on the spinner and causes the valve to rotate. Rotation of the valve
engine load). All parts of the high pressure fuel system are sheathed to prevent The fuel quantity delivered to the engine by the fuel preparation unit is evens out the temperature of the valve and as the valve is still rotating when it
high pressure fuel leakage from entering the engine room spaces. The fuel considerably greater than is actually required by the engine with the excess reseats it creates a light grinding effect which removes deposits from the valve
supply pumps are driven by a camshaft via three lobed cams. The lobed cams flowing back to the mixing unit of the main fuel preparation unit. The mixing seat and valve face.
and the speed of the camshaft means that each pump makes several strokes unit is located at the FO circulating pump suction and also takes a FO feed
during a crankshaft revolution. There are six fuel supply pumps and the output from the low pressure FO supply pump which draws HFO from the duty HFO The cylinder control module (CCM) controls the exhaust valve opening and
of the pumps is such that five pumps have the capacity to meet the full load service tank. From the circulating pumps the HFO flows through the steam closing. Hydraulic pressure for opening the valve comes from the servo oil
requirements of the engine. With only four pumps operational, the engine load heaters and then to the supply manifold for the high pressure common rail common rail. This is pressurised to a pressure of 200 bar by the servo oil
must be reduced below maximum. The common fuel rail is divided into two supply pumps. A pressure regulating valve, set at 10kg/cm2 is fitted between pumps which are driven by the same gear drive system as the fuel common
equal sections, one serving the forward six cylinders and the other serving the engine FO inlet and outlet lines and this allows the correct fuel oil supply rail pumps. The CCM controls an exhaust rail valve which then activates the
the six aft cylinders. The common rail volume is such that the fuel pressure is pressure to be maintained at the engine inlet. exhaust hydraulic control slide valve and this directs hydraulic oil to and from
constant throughout the operation of the engine. the exhaust valve actuator unit. The servo oil acts on the lower face of the free
The main engine is designed to operate on HFO during manoeuvring. All pipes moving exhaust valve actuator piston and as the piston moves upwards, when
There are three fuel injectors fitted in each cylinder cover and high pressure are provided with trace heating and are insulated. For reasons of safety, all servo oil pressure is applied, it exerts a hydraulic force on the exhaust valve
fuel oil is supplied to these from the common rail. Each cylinder has its own high-pressure pipes are encased by a metallic hose. Any leakage is contained piston and opens the exhaust valve.
injection control unit which controls the fuel supply to the injectors from the and led to an alarmed fuel oil leakage tank. The engine may be operated on
common fuel rail. Each injection control unit has three rail valves and three MDO if necessary. The hydraulic system connecting the upper face of the exhaust valve actuator
injection control valves, one of each for each injector. The rail valve is an piston with the exhaust valve piston (the hydraulic pushrod) is filled with
electrically operated spool valve which can be moved to each end of its casing engine bearing oil and a connection with the bearing circulation system ensures
by electrical signals from the WECS-9520. The spool valve acts as an open or that the space is always fully charged. This arrangement provides a complete
closed valve and when in the open position it directs control oil to the injection separation of servo hydraulic system and valve actuation/bearing lubricating
control valve. The injection control valve opens and allows high pressure fuel
from the common rail to pass to the fuel injector so beginning fuel injection
oil systems and enables the exhaust valves to be serviced without disturbing For supplying scavenge air when starting the engine or when running at low CAUTION
the servo oil system. loads, two electrically driven auxiliary blowers have been provided. These
Up until item o) in the procedure below, the shut-off valves at the starting
should be selected for automatic operation and will start prior to starting
air receivers to the main automatic starting air shut-off valve, must be
the engine or when the operating speed falls below a predetermined value.
Charge Air System closed and the automatic starting air shut-off valve venting valve must
The auxiliary blowers will stop automatically when the engine speed rises
Charge air for combustion in the cylinders is provided by three exhaust gas above a predetermined value and sufficient scavenge air is supplied by the be open.
driven turbochargers. The turbochargers draw air from the engine room turbochargers.
through a filter and deliver it to the scavenge air receiver via a cooler and a) Check the fluid levels of all the tanks in the engine systems
a water separator. The charge air is cooled by water circulating in the low including the leakage drain tanks.
Scavenge Air Space Fire Fighting System
temperature fresh water cooling system. Immediately after passing over the
cooling elements in the scavenge air cooler the air flows through a water The engine is provided with a water spray fire fighting system for the scavenge b) Check that all the shut-offs for the engine cooling water and
separator where water droplets are removed. It is essential that water droplets air space, with the water being supplied from the domestic fresh water system. lubricating oil systems are in the correct position.
are removed from the charge air as any water entering the cylinder with (Authors note: to verify for this vessel)
the scavenge air can remove the lubricating oil film from the cylinder liner c) Open the air supply valves to the shipboard system and to the
resulting in excessive wear. Water entering the cylinder can also combine with engine control air system.
the sulphurous products of combustion and cause cold corrosion in the cylinder Oil Mist Detector
system and uptakes. d) Prepare the fuel preparation unit. This will normally already be
Manufacturer: Graviner working and circulating heated HFO through the system as the
The scavenge air coolers (SACs) must be monitored closely whilst the engine No. of sets: 1 generators are operated on HFO supplied by this unit.
is operating as the scavenge air temperature has a significant influence on Model: Graviner Mk 6
cylinder performance. The charge air temperature must be maintained at 40 e) Start up the pumps for cylinder cooling water, bearing LO and
to 45°C during normal climatic conditions. In tropical waters the temperature Each unit is fitted with individual detector heads which monitor the crankcase crosshead LO and set the pressures to their normal values.
may be allowed to increase by 5°C but it must never be allowed to rise above of the associated unit continuously. The control unit which is located on The piston cooling is part of the bearing lubrication system.
50°C. the main control console in the ECR scans signals from the detector heads The engine cooling water should be preheated to about 60°C
sequentially and all engine detector heads are scanned regularly every 1.2 and the lubricating oil should be preheated to about 35°C. The
High charge air temperature reduces the air density which can result in poor seconds. The system has an alarm priority so that an alarm condition at any turbocharger pump LO should also be started.
cylinder combustion. A high air inlet temperature produces a high exhaust detector head is responded to as soon as it occurs.
temperature and there is a maximum allowed exhaust temperature. If the air Note: If the engine has been stopped for only a short period the cooling
inlet temperature is too high then the engine output may have to be reduced to It is essential that the oil mist detector system is maintained in a full and and lubrication systems will have remained running and the temperatures in
maintain the exhaust temperature within set limits. Too low an air temperature effective operating condition and that any alarms are acted upon immediately, those systems maintained. Where maintenance work has been carried out on
however can cause thermal shock in the cylinder. as this instrument provides an essential safeguard against a crankcase explosion one or more cylinder units, the cooling water and/or the lubrication supply
which can have extremely serious consequences. Activation of the oil mist may have been cut off to the cylinder units concerned. It is essential that all
A high air temperature and an increased temperature difference between detector initiates an engine slowdown. cylinder units are brought up to the same operating temperature by allowing
cooling water inlet and outlet can indicate fouling of the SAC on the water the cooling water and lubricant to circulate for sufficient time.
side. The duty engineer should test the functioning of the mist detector unit each
day. Testing of the unit takes place at the control panel but each detector head f) Check to ensure that all of the system vents are functioning and
A high air temperature accompanied by an increased air pressure drop across is fitted with indicator LEDs and checks must be made daily to ensure that that the systems are vented correctly.
the cooler, together with a reduced temperature difference between the cooling these are functioning. If a detector head fails or transmits an abnormal signal
water inlet and outlet, is indicative of fouling on the SAC air side. an alarm is activated. g) Switch on the WECS-9520 remote and engine control system. All
breakers in the supply boxes must be closed and the green LEDs
The SACs must be cleaned according to the engine builder’s instructions
on all cylinder control modules (CCMs) should be illuminated.
and the frequency of cleaning will depend upon operating circumstances. Procedure for Preparing the Engine for Starting after a Short
The CCM yellow indicator LEDs should flicker indicating that
The turbocharger turbine and impeller must also be cleaned at intervals Shutdown Period the CAN-BUS connections are functioning properly. The three
recommended by the engine builder or as operating circumstances dictate.
green indicator LEDs on the common electronic unit (COM-
Facilities are provided for in-service cleaning of the turbine and impeller and Before starting the engine, the checks and procedures mentioned below must EU) should be illuminated.
the engine builder’s cleaning instructions must be carefully followed to ensure be followed. All components that have been overhauled should have been
effective cleaning and avoid engine damage. The turbocharger suction filter correctly re-assembled and fitted and their function checked. All devices, h) Turn on the WECS-Assistant (computer) in the ECR and ensure
must be maintained in a clean condition and the pressure drop across the filter cleaning rags and tools, which were used, must be removed from the engine, a that the flexView programme is running. Start the MAPEX-PR
differential pressure gauge will indicate when cleaning is required. thorough check must be made to ensure that no items have been left behind.
system and check that the sensors are functioning correctly.
i) Supply power and control air to the control box for the automatic There should be an air supply from the board system via the pressure reducing The engine rotates on air at between 5 and 10 rpm until at least one full
oil filter. valve 23HA and a back-up supply from the starting air system via the pressure revolution of the crankshaft has been completed. The fuel system is then
reducing valve 19HA. These must be checked. released and the normal air start procedure commences.
j) Prepare the control oil system. Start the duty control oil system
pump and check that the system pressurises correctly. u) Preselect the auxiliary blowers at the control panel. The blower The following conditions must be fulfilled before activating the slow turning
switches at their starter panels must be set to AUTOMATIC. operation on air:
k) Prepare the fuel system at the engine and vent the fuel rail by • Turning gear is disengaged
means of the vent function in the flexView programme in the v) Press the EMERGENCY STOP pushbutton on the control panel
WECS-Assistant. and observe if the pressure in the fuel rail drops. After this • The WECS-9520 engine control system must be switched on
press the EMERGENCY STOP pushbutton again to reset the • Oil pumps are operating (bearing oil and crosshead oil)
l) Open and close each exhaust valve a few times using the system. The EMERGENCY STOP pushbutton locks in when it
is pressed and must be pressed again to release and reset. • The control oil pump must be operating
flexView in order to ensure complete venting of the exhaust
valve hydraulic actuators. • The control system is set on REMOTE at the selector switch in
w) Open the check cock of the main automatic starting air shut-off the engine side control panel
m) Open the cylinder indicator cocks and using the turning gear turn valve for a short time and listen for the valve opening, it can be
• Indicator cocks must be closed
the engine at least one full revolution to check that all running heard distinctly. Close the cock again.
gear is in order. Check if any water, oil or fuel has collected on • The handwheel on the engine starting air shut-off valve must be
the piston crown. Operate the cylinder prelubrication system. x) Set the engine control system to the ECR. The changeover set to AUTOMATIC
pushbuttons must be activated and these must indicate which • Shut-off valves on the starting air receivers open
n) Take out the turning gear and secure it in the OUT position. station has control.
• Air pressure for the exhaust valves air springs is correctly set
o) Shut the indicator cocks. Note: Positive action is required at the local control stand for the setting of • During slow turning, the cylinder lubrication must be switched
the control position. The bridge cannot take control of the engine, it must be on
p) Check to ensure that all the crankcase doors are closed with all passed to the bridge from the engine room.
of the latches tight. Note: An Air Run facility is available and this enables the engine to be turned
y) Check to ensure that no personnel are near the flywheel. over on air for a number of revolutions with the indicator cocks open. This
q) Check the pressure in the starting air receivers and open their facility should be used before a start after the engine has been shut down for
drains until any condensate has been drained. z) Inform the bridge of the readiness to start the engine and obtain a prolonged period or following maintenance.
permission to make a slow turn of the engine. When permission
r) Open the drain and test valve on the air manifold until the water has been given, press the SLOW TURNING pushbutton in the
has been drained. ECR console. The engine will make one complete revolution Slow Turning Function
on slow turning. When the slow turn has been successfully
s) Close the starting air system venting valves and open the main completed the engine is ready to operate and control can be The procedure is similar to the starting of the engine.
air shut-off valves on the starting air receivers. Turn the main transferred to the bridge.
starting air supply shut-off valve handwheel to the AUTOMAT The shut-off valve for the starting air is opened by the control valve; starting
position. air then reaches the cylinder starting valves. The cylinder control module
Procedure for Operating the Main Engine (CCM) activates the pilot air solenoid valves so that the main cylinder starting
t) Open the control air supply shut-off cocks. The pressure gauges air valves are opened and closed for short intervals only. This ensures that a
Slow Turning with the Turning Gear
on the pressure gauge panel should now show the starting air reduced amount of starting air enters each cylinder and so the engine turns over
pressures (12kg/cm2 to 30kg/cm2) and control air pressures The crankshaft can be turned at a slow rate using the turning gear as explained slowly.
(7.0kg/cm2 to 9.0kg/cm2). in the procedure for preparing the engine for starting after a short shutdown
period. When the control system senses that the engine crankshaft has completed one
Other gauges should be checked to ensure that they are reading the correct revolution, the slow turning function is deactivated and the pilot air solenoid
pressures. These are: Slow Turning with Starting Air valves are energised for the full starting air period so that main cylinder starting
air valves open for the full starting air admission period. The engine then starts
• Air spring air The crankshaft can be turned at about 5-10 rpm by releasing the starting air by normally on full air pressure.
• Control air a measured amount. This is initiated from the control room and will operate
automatically during manoeuvring when a start is initiated after the engine has
been at standstill for 30 minutes or more.
Procedure for Supplying Fuel to the Main Engine (Contract Maximum Continuous Rating); high engine loads will result in high engine should be stopped and the starting air valve replaced
fuel consumption and this can cause a fuel temperature change in excess of immediately. The faulty starting valve should not be used for
The fuel preparation unit supplies fuel to the main engine-driven fuel pumps 15°C/min. manoeuvring and if it cannot be replaced before the next arrival
and these pressurise the common rail. The setting and operating of the fuel in port, it should be isolated from the starting air system; this is
preparation unit is described in section 2.6.1 of this manual. The main engine achieved by deactivating the air start pilot valve in the WECS-
can be operated on MDO or HFO but it is normally operated at all times on
Procedure for Changing from Heavy Fuel Oil to Marine Diesel 9520 and blanking the main air line to the faulty starting air
HFO. MDO is normally only used when flushing through prior to a prolonged Oil valve.
stay in port or prior to work being carried out on either the main engine or its
fuel system. If environmental circumstances dictate, the main engine may need The change from HFO operation to MDO operation is essentially the reverse 4) Main, crosshead and bottom end bearings are monitored for
to be operated on LSHFO or if necessary MDO. of that described above for changing from MDO to HFO. The change to MDO temperature and any overheating is readily detected. In the event
should take place when the engine is operating at less than 50% CMCR. MDO of oil mist being generated by a hot spot in the crankcase the oil
The fuel preparation unit supplies fuel oil to the engine fuel pump suction rail will gradually replace HFO in the fuel system and the viscometer will control mist detector alarm will sound.
and these pumps then supply high pressure fuel oil to the engine’s common the heater. When the temperature of the circulating fuel oil falls to about 75°C
fuel rail. Excess fuel is always supplied to the fuel pump suction rail to ensure the steam supply to the heater and the trace heating can be shut off. 5) Check all shut-off valves in the cooling and lubricating system
that the fuel pumps have sufficient fuel for all operating loads. Fuel not used for correct position. The shut-offs for the cooling inlets and
by the engine is returned to the mixing unit of the fuel preparation unit. A Procedural Checks when Operating the Main Engine outlets on the engine must always be fully open in service. They
pressure regulating valve at the fuel pumps releases excess fuel to the mixing serve only to cut off individual cylinders from the cooling water
unit; the fuel pressure at the engine fuel pumps should be about 10kg/cm². This It is preferable to operate the engine at constant power. When the speed/load has circuit during overhauls.
arrangement also ensures that when using heated HFO there is a circulation to be altered, it should be done as slowly as possible. During normal running,
of heated fuel to the engine system so the fuel system remains at the correct regular checks have to be made and precautions taken which contribute towards 6) When abnormally high or low temperatures are detected at a
temperature. All of the fuel lines are lagged and trace heated. trouble-free operation. The most important of these are: water outlet, the temperature must be brought to the prescribed
normal value very gradually. Abrupt temperature changes may
When the engine is running on HFO the supply valve from the HFO service 1) Frequent checks of pressures and temperatures. cause damage.
tanks to the fuel preparation unit must be open and the supply valve from
the MDO service tank must be closed; trace heating must also be applied to 2) The values read off the instruments should be compared with 7) The maximum permissible exhaust temperature at turbine inlet
the system. The fuel preparation unit must be operated so that the HFO in must not be exceeded.
those given in the acceptance records and, taking into account
the system remains at the correct temperature to give the required viscosity
engine speed and/or engine power, they provide an excellent
at the fuel pumps. The engine may be started on HFO, but if the HFO in the 8) Check combustion by observing the colour of the exhaust
yardstick by which the engine performance can be assessed.
fuel system has been allowed to cool down, heated HFO must be circulated gases.
through the high pressure circuit of the engine for at least six hours before
The essential readings are:
starting. Preheating of the fuel oil is controlled by the viscometer in the fuel 9) Maintain the correct charge air temperature after the air cooler
preparation unit. The viscosity of the fuel at the fuel pumps should be in the • The load indicator position
with the normal water flow. In general, higher charge air
range 13-17cSt for normal engine operation and the viscometer should be set • Turbocharger speeds temperature will result in poorer filling of the cylinder, which in
to a value in this range. return will result in a higher fuel consumption and higher exhaust
• Charge air pressure
gas temperatures. The WECS-9520 will attempt to compensate
• Exhaust gas temperature before the turbines for this by adjusting the fuel supply to the cylinders.
Procedure for Changing from Marine Diesel Oil to Heavy Fuel
Oil A valuable criterion is also the daily fuel consumption, considering the calorific 10) Check the charge air pressure drop through the air filter and
value. air cooler. Excessive resistance will lead to a lack of air to the
If the engine is started on MDO it should be changed over to HFO operation
as soon as it is running in a stable condition and the HFO is heated in the HFO engine.
service tanks (there is an HFO service tank and a low sulphur HFO service Note: Readings for exhaust temperature and other engine conditions (not
tank). The three-way line valve to the fuel preparation unit must be turned to CFW or LO pressures and temperatures which are controlled externally) are 11) The fuel oil has to be carefully cleaned before being used. Open
HFO supply after the HFO service tank has been prepared for operation and only valid for comparison with earlier values if they are taken under similar the drain cocks on all fuel tanks and fuel oil filters regularly for
the water has been drained from the tank; the line valve from the MDO service load and operating conditions. a short period to drain off any water or sludge which may still
tank must be closed. The viscometer will control the heating of the fuel in have collected there. Maintain the correct fuel oil pressure at
order to maintain the correct viscosity. Heating should take place gradually 3) Leakage of cylinder air start valves can be detected by feeling the inlet to the fuel injection pumps. Adjust the pressure at the
as HFO replaces MDO in the system; the fuel temperature rise should not the air pipes to the valves. Care must be exercised to ensure injection pump inlet manifold with the constant pressure valve.
exceed 15°C/min; temperature increase above this rate can result in seizing of that no injury will result from touching a hot pipe. If a pipe
the fuel pump plungers. Ideally the change of fuel should take place when the shows signs of burning paint then it is much too hot to touch
vessel is operating in open waters at an engine load not exceeding 75% CMCR and indicates serious leakage at the starting air valve. The
12) The HFO has to be sufficiently heated to ensure that its viscosity cables are clear of hot surfaces such as fuel lines and trace Manoeuvring is the operation of leaving port until Full Away on Passage and
at the supply to the common rail fuel pumps is within the heating pipes. It is important that the temperature in the ‘Hot from the port approach until Finished with Engines. The manoeuvring range is
prescribed limits. Box’ is maintained constant and at the desired high value. the speed range up to and including the manoeuvring speeds full ahead and full
astern. This range is divided into four manoeuvring stages with correspondingly
13) Determine the cylinder LO consumption. Extended service 23) Listening to the noise of the engine will reveal any allocated speeds.
experience will determine the optimum cylinder LO consumption. irregularities.
The engine builder’s figures for cylinder LO consumption when Although there is no barred speed range it should be appreciated that if a
the engine has been run in should be taken as a guide but it 24) When the quality of the fuel used changes the maximum cylinder has been cut out for any reason, a barred speed range may exist at
must be realised that although a lower cylinder oil consumption pressure in the cylinder at service power must be determined speeds where no barred range existed previously. The speed range will also
has lubricating oil cost advantages this could result in increased at the earliest opportunity and compared with the pressure differ depending upon which cylinder has been cut out. The engine builder
cylinder liner and piston ring wear. The condition of rings and measured during the corresponding shop trial (speed, power). must be consulted as to what, if any, barred speed range may exist when a
liners may be observed through the scavenge ports when the Fuels may have different ignition quality or CCAI (Closed particular cylinder is cut out.
engine is stopped. Carbon Aromacity Index) and this can influence the time taken
for the fuel to ignite when injected and so change the rate of Full manoeuvring speed is ??rpm, ahead and astern; dead slow speed is ??rpm,
14) The cooling water pumps should be run at their normal temperature and pressure rise. High peak pressures produced slow ?? rpm and half is ?? rpm. The engine can normally be operated without
operating point, ie, the actual delivery head corresponds with by burning a higher ignition quality fuel, without changing the restriction within the manoeuvring speed range provided that there are no
the designed value. If the temperature difference between inlet fuel injection timing, can result in damage in the cylinders and restrictions imposed by the starting fuel limiter or the scavenge air limiter. The
and outlet exceeds the desired value, pump overhaul should be at the top and bottom end bearings. Where excess or very low engine control and manoeuvring system will respond to engine speed requests
considered. combustion pressure is caused by a change in fuel, the fuel but may restrict a rate of speed change due to engine operating conditions.
quality setting (FQS) in the WECS-9520 must be adjusted.
15) The vents at the uppermost points of the cooling water spaces The engine is designed to operate on heavy fuel oil at all times and control is
must be kept open to permit air to escape. 25) Centrifuge the lubricating oil. Samples should be taken at normally from the bridge but if necessary the engine can be controlled from the
regular intervals and sent ashore for analysis. control stand on the ECR console. The engine manoeuvring system has control
16) Check the level in all water and oil tanks, as well as all the of the engine when in bridge or ECR control, the operator simply passing speed
drainage tanks of the leakage piping. Investigate any abnormal 26) Ensure that the scavenge space drains are open and that waste and direction requests to the control system which adjusts the engine controls.
changes. oil in the scavenge space drains freely. It is possible to manually manoeuvre the engine from the Local (Backup)
engine control stand which is located at ?;(Authors note: Check onboard) a
17) Observe the condition of the cooling water. Check for oil 27) Periodically check the lubricating, control, servo and fuel back-up manoeuvring panel is also located in the ECR console. Operation
of the manoeuvring systems is described in section 2.1.3 of this manual and
contamination. oil systems for leaks. Any leak must be attended to as soon
operation of the local (backup) manoeuvring system is described in Section
as possible. The servo and control oil comes from the main
5.2.
18) Check the charge air receiver drain sight glass to see if any water bearing LO system and it is essential that the filtration of this
is draining away and if so, how much. Water should drain from oil removes all solid impurities otherwise damage to rail valves
the water separator at the exit from the scavenge air cooler. can occur. Clean LO for all systems is essential. Increasing the Power up to Sea Speed and Decreasing to
Manoeuvring Speed
19) Drain the scavenge spaces. Check the drains daily to see what
liquid flows out along with the charge air. Manoeuvring
The engine load should only be increased and decreased gradually over a set
Correct manoeuvring and increase in engine load up to service power, as well time span usually 40 to 50 minutes between full manoeuvring power and full
20) Check the pressure drop across the oil filters. Clean them if service power. However, this span should not be less than 30 minutes when
as decrease in load from the service power, is very important with the high
necessary. increasing the load and not less that 15 minutes when decreasing the load.
power which can be developed by the main engine. Changing the load too
quickly in the upper power ranges can result in increased wear and fouling,
21) The temperature of the running gear should be checked The load programme will automatically adjust the engine load and speed during
especially of the piston rings and cylinder liners.
by feeling the crankcase doors. Bearings, which have been this operation but it must be appreciated that a gradual change is important to
overhauled or replaced, must be given special attention for ensure that the engine systems are not overloaded and can react correctly to
Slow load changes allow the piston rings to adapt themselves to the new
some time after being put into service. Ensure that the oil mist the change in operation. It must also be appreciated that the ship will travel for
running conditions and therefore ensure optimum sealing. However, there
detector is functioning. some distance when changing from full sea speed to manoeuvring speed and
must always be sufficient power available within a short time to ensure safe
manoeuvring in ports and waterways. allowance must be made for this by those responsible for navigation.
22) Always keep the covers of the rail unit closed and secured when
the engine is operating. Ensure that the flexible pipes located In case of an emergency manoeuvre, all the restrictions specified above are
within the rail unit box are not being damaged by rubbing lifted, ie, the full power of the engine can be called upon when necessary,
against surfaces. Care must be taken to ensure that pipes and because the safety of the vessel has first priority.
Note: A clear and consistent system of instructions between the bridge and The starting air supply has to be closed as soon as possible after stopping the e) Ensure that the charge air receiver drains are open and that the
engine room must be established for calling for emergency manoeuvring engine: ie, shut the main starting air supply valves on the starting air receivers high level alarm is functioning.
if the engine room is in control of the main engine. These instructions and and open the line venting valve.
the means by which they are applied must be fully understood by everyone f) Set the cylinder lubricator feed at the required rate. Care must
concerned with manoeuvring, on the bridge and in the engine room. The The indicator cocks in the cylinder heads are to be opened and the turning gear be taken when setting the cylinder lubricators in order to ensure
nature of an emergency procedure is such that engineers have to respond engaged. that all lubricator quills are operational and that the correct
immediately and have no time to ask what the procedures mean. All involved quantity of oil is directed to the cylinder. Prelubrication of the
in the manoeuvring and control of the propulsion machinery must be For post-lubrication, the crankshaft must be turned using the turning gear for cylinders should take place before the engine is started.
instructed in the emergency procedures upon joining the ship. three full revolutions.
When running the engine operate as follows:
Where possible, keep the cooling water warm in order to prevent the engine
Operation at Low Loads from cooling down too much, this is achieved by operating the jacket preheater. a) The load-up programme should not be faster than the running-in
Individual cylinder units may be isolated and drained should there be a need for programme indicated in the engine manual.
In addition to the indications for normal operation, note the following: maintenance work on particular cylinder units.
• Auxiliary blowers are switched on b) During running-in the fuel supply must be limited to a load
Turn the engine, at intervals, through several revolutions with the indicator indicated by the manufacturer. Attention must be paid to the
• Keep the fuel temperature at the upper limit cocks open, using the turning gear, (possibly done daily in damp climates). instructions of the manufacturer at all times, especially when
• Keep the jacket cooling water temperature as high as possible Do this with the lubricating oil pump running and operating the cylinder using coated rings, as the properties of these differ with the type
within the normal range lubricating system at the same time. After completing this procedure, ensure of coating.
that the pistons come to rest in a different position each time.
• Keep cooling water temperature to air coolers as high as possible
c) Check the condition of the running surfaces of the rings and
while still maintaining normal flow Repair all the defects detected in service (leaks, etc). liner occasionally. With the engine stopped the condition can be
• Careful treatment of the fuel oil is of even greater importance checked through the scavenge ports.
Follow all the safety regulations when carrying out repair work or any
• Check that the WECS-9520 is operating the fuel injection overhauls, which are due.
nozzles in sequence When running-in the fuel must be the same as for normal operation. If the
engine must be started on MDO the change to HFO must be made as soon as
The WECS-9520 system must remain switched on if the engine is to remain in possible.
The cylinder lubricating oil quantity is automatically adapted to the lower load. a manoeuvrable condition.
The lubricating oil quantities are regulated in accordance with engine load or
position of the intermediate regulating shaft. Cylinder lubricating oil should be that which is normally used for the engine.
Procedure for Running-In New Cylinder Liners and Piston If the fuel has a sulphur content below 0.15% it may be necessary to use a
running-in cylinder oil; the use of fuel with sulphur content below 0.15% is not
Procedure for Stopping the Engine Rings recommended unless the advice of the engine builder and cylinder oil supplier
has been sought and advised adjustments made. Environmental reasons may
The purpose of the running-in procedure is to enable the rings and liners
Under normal circumstances the load on the engine should be reduced gradually. dictate the use of MDO.
to reach operating conditions as quickly as possible with the rings bedded
The engine may be stopped from any of the normal control positions, ie, the
correctly with the liner. This ensures that the rings achieve a good seal against
bridge, the engine control room or the local manoeuvring stand. The running–in programme advised by the engine builder must be followed.
the liner.
This allows for different cylinder oil feed rates for different periods of time on
In an emergency the engine can be stopped by pressing the EMERGENCY different engine loads. The running-in period covers 500 hours. If in doubt the
Before starting the engine fitted with a new liner and piston rings the following
STOP pushbutton located on the bridge control panel, the ECR engine control engine builder should be consulted.
checks must be made:
panel or at the local manoeuvring stand. The WECS-9520 reacts by shutting
off fuel injection. During normal engine operation attention must be paid to cylinder lubrication
a) Carry out the normal prestart engine checks.
to ensure that cylinder liner/piston ring wear is not excessive; the cost of
cylinder lubricating oil is high and a careful balance must be made between
Procedures after Shutting Down the Engine b) Check condition of piston rings and liners through the scavenge
oil costs versus liner/ring costs and maintenance. Only approved cylinder
ports and check for signs of condensation and oil leakage.
lubricants must be used.
After the engine has been stopped, the cooling water and lubricating oil pumps
should be left running for at least a further 20 minutes in order to allow the c) Check the charge air cooler for contamination.
temperatures to equalise. The pistons are cooled by lubricating oil from the
main bearing system. These media should not be cooled down below their d) Ensure that the charge air water separator is clean and
normal inlet temperatures. operational.
Fouling and Fires in the Scavenge Air Spaces Causes of Fires in Scavenge Air Spaces Checks made on the engine after stopping following the extinguishing of
a scavenge fire should include: Cylinder liner running surface, piston and
The principle cause of fouling is blow-by of combustion products between The blow-by of hot combustion gases and sparks which have bypassed the piston rings, air flaps in the scavenge air receiver (to be replaced if necessary),
piston and cylinder into the scavenge air spaces. The fouling will be greater if piston rings between piston and cylinder liner running surface, enter the space possible leakages, piston rod gland, fuel injection nozzles.
there is incomplete combustion of the fuel injected (smoking exhaust). on the piston underside.
After a careful check and any necessary repairs, the engine can be put back on
Backflow at piston BDC, when the gas pressure is higher than the charge air load with cut-in fuel injection and automatic cylinder lubrication.
Causes of Poor Combustion:
pressure, can cause increased contamination of the scavenge air spaces.
Should a stoppage of the engine not be feasible and the fire has died down, the
• The fuel injectors are not working correctly; this may be due to
Leaking piston rod gland sealing rings and blocked scavenge space drains fuel injection can again be cut in, the load increased slowly and the cylinder
carbon trumpets on the nozzle tips.
result in an increase of system and cylinder lubricating oil in the scavenge lubrication brought back again to the normal output. Avoid prolonged running
• The fuel is at too low a temperature. spaces and hence an increased risk of fire. The scavenge air spaces must be with increased cylinder lubrication.
checked frequently, weekly when possible, and cleaned as required.
• Incorrect fuel injection timing.
Preventive Measures
• Operation with a temporary shortage of air during extreme
Indications of a Fire As can be seen from the causes, good engine maintenance goes a long way to
variations in engine loading and with the charge air pressure
dependent fuel limiter in the governor set too high. safeguarding against fires in the scavenge air spaces.
• Sounding of the respective temperature alarms
The following measures have a particularly favourable influence:
• Overloading • A considerable rise in the exhaust gas temperatures of the
cylinder concerned and a general rise in charge air temperature • Use of correctly maintained fuel injectors and keeping the air
• Insufficient supply of air due to restricted engine room
and gas passages clean.
ventilation. • The turbochargers may start surging
• Optimum adjustment of the fuel injection timing for low
• Fouling of the air intake filters and diffuser on the air side of a load operation (WECS-9520); checks to be made that this is
turbocharger. Fire Fighting Measures
taking place together with alternate use of fuel injectors on the
• Fouling of the exhaust gas boiler, the air cooler, the air flaps in a) Reduce engine power. cylinders when on low load.
the charge air receiver and of the scavenge ports. • When running continuously at reduced load, check the cylinder
b) Cut out the fuel injection on the cylinder concerned; this is a lubricating oil feed rate and readjust if necessary.
function in the WECS-9520.
Causes of Blow-By of Combustion Products: • The permanent drain of residue from the scavenge spaces must
c) Increase lubrication to the respective cylinder. always be checked. To prevent accumulation of dirt, the drain
• Worn, sticking or broken piston rings cock on the collector main must be opened for a short time each
• Individual cylinder lubricating quills are not working d) The fire should be extinguished naturally after 5 to 15 minutes, day.
but if it has not, steps must be taken to ensure that the fire is
• Damage to the running surface of the cylinder liners
extinguished as engine damage and the risk of a crankcase Prevention of Crankcase Explosions
explosion is presented by a fire in the scavenge space. The
If one or more of these operating conditions prevail, residues, mainly consisting
extinguishing of a fire can be verified by checking the exhaust The oil mist in the crankcase is inflammable over a very narrow range of
of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the
gas temperatures and by monitoring the temperature of the mixture. Weaker or richer mixtures do not ignite but within the explosion range
following points:
scavenge space doors. a serious explosion can occur. The common factor in all crankcase explosions
• Between piston rings and piston ring grooves is the presence of a ‘hot spot’ such as hot engine components due to a wiped
• On the piston skirts e) A fresh water fire extinguishing system is provided for the bearing, rubbing piston rod gland, gear wheel drive, or even a scavenge fire.
scavenge spaces, and this should be used as required in order to The hot spot vaporises the oil locally and this oil vapour condenses to form
• In the scavenge ports extinguish a persistent fire. very fine mist-like droplets. When the mist/air ratio passes the lower explosion
• On the bottom of the cylinder jacket (piston underside) limit, an explosion can occur and the mist/air mixture is generally ignited by the
f) After the fire has been extinguished, the cause of the fire must same hot spot which vaporises the oil. This explosion is the primary explosion
be established and rectified. Any damage to the engine must be and the severity depends upon how much mist is present. The pressure resulting
corrected, the scavenge space cleaned and all water removed in from the explosion lifts crankcase relief doors and a partial vacuum then occurs
order to prevent corrosion. in the crankcase; air enters the crankcase through badly seated relief doors or
other openings. The shock wave produced by the primary explosion breaks
down the mechanically produced oil droplets in the crankcase into much finer
mist like droplets. A new oil mist/air mixture is then present and this can be crossheads, telescopic pipes, chains, vibration dampers, moment WARNING
ignited by the hot spot producing a secondary, much more severe explosion. compensators, etc.) for signs of overheating. Look for bearing
Special Dangers Around the Main Engine
metal, and discolouration caused by heat (blistered paint, burnt
A secondary crankcase explosion may or may not occur after a primary oil, oxidised steel). Keep possible bearing metal found at the Keep clear of spaces below loaded cranes.
explosion. Much depends upon the strength of the primary explosion, the bottom of the oil tray for later analysis. Prevent further hot
ability of the shock wave to produce finer mist like oil droplet, and upon the spots by preferably making a permanent repair. Ensure that the The opening of cocks may cause discharge of hot liquids or gases.
ability of a fresh air charge to enter the crankcase. respective sliding surfaces are in good condition. Take special
care to check that the circulating oil supply is in order. The dismantling of parts may cause the release of springs.
The engine is equipped with a Graviner Mark 6 oil mist detector, which
constantly monitors concentration of oil mist in the crankcase and triggers an j) Start the circulating LO pumps and turn the engine by means The removal of fuel valves or other valves in the cylinder cover may
alarm if the mist exceeds the density limit. The oil mist detector can detect mist of the turning gear. Check the oil flow from all bearings, spray cause oil to run onto the piston crown. If the piston is hot an explosion
concentrations of 3% of the lower explosion limit thus ample warning should pipes and spray nozzles in the crankcase, gear wheel case and may blow out the valve.
be given of a dangerous situation. However, mist may be accumulating away thrust bearing. Check for possible leakages from pistons or
from the mist detector sampling points and action must be taken to slow or piston rods. Check that oil is flowing from all bearings and that When testing fuel valves do not touch the spray holes as the jets may
stop the engine as soon as a mist detector alarm is triggered; this will normally the supply pressures are correct. pierce the skin.
happen because of the automatic slowdown system fitted.
k) Start the engine. Ensure that the oil mist detector is functioning Beware of high-pressure oil leaks when using hydraulic equipment,
and has been calibrated. After running for about 30 minutes, always wear protective clothing.
Measures to be Taken when an Oil Mist Detector Alarm has
stop and feel over (turning gear engaged). Look for oil mist.
Occurred Especially feel over the sliding surfaces, which caused the Arrange indicator cocks with the pressure relief holes directed away
overheating. There is a possibility that the oil mist is due to from personnel, wear goggles when using the cylinder indicator.
a) Do not stand near crankcase doors or relief valves or in corridors
atomisation of the circulating oil, caused by a jet of air/gas,
near doors to the engine room casing. An explosion can result Do not weld in the engine room if the crankcase is opened before it is
eg. due to the following: Stuffing box leakages (not air tight)
in hot gas and flame passing out of the engine room space into fully cooled.
or blow-by through a cracked piston crown or piston rod
accommodation areas.
(with direct connection to crankcase via the cooling oil outlet
pipe). An oil mist could also develop as a result of heat from Turning gear must be engaged before working on or inside the engine
b) Reduce speed to slowdown level, if not already carried out as the wake from other ship’s in port or waves at sea may cause the
a scavenge fire being transmitted down the piston rod or via
automatically. Ask the bridge for permission to stop briefly propeller to turn. Also, isolate the starting air supply. When personnel
the stuffing box. Hot air jets or flames could also have passed
stating the reason. are working on the engine only those engaged in the particular task
through the stuffing box into the crankcase.
should be able to operate the engine turning gear. Notices must be placed
c) When the engine STOP order is received, stop the engine. Close at the turning gear starter to indicate that personnel are working on the
The oil mist detector panel is located in the engine control room.
the fuel oil supply. engine.
d) Switch off the auxiliary blowers. Vibration Damper Use gloves when removing O-rings and other rubber/plastic based
e) Open the stores hatch, leave the engine room, lock the casing sealing materials which have been subjected to abnormally high working
doors and keep away from them. The engine is fitted with an axial vibration damper of the viscous fluid type. temperatures as they may have a caustic effect.
This should not require any attention during operation of the engine but its
f) Prepare the fire fighting equipment. functioning is critical to the safe operation of the engine. The axial vibration
damper reduces the longitudinal, or axial, vibration of the crankshaft which, if
g) Do not open the crankcase until at least 20 minutes after it occurred, could result in bearing damage and failure of engine components.
stopping the engine. When opening up, keep clear of possible
spurts of flame. Do not use naked lights and do not smoke. An axial vibration monitor is fitted and this has an indicator which displays the
peak to peak displacement. A high axial vibration level can be set to trigger an
h) Stop the lubricating oil pumps. Open all the doors on one side of alarm and also to initiate an engine slowdown. The duty engineer should check
the crankcase. Cut off starting air and engage the turning gear. the monitor daily to ensure that it is functioning correctly.
i) Carry out a complete inspection of the crankcase regions

(including the thrust block) in order to locate the hot spot.
Feel over by hand and visually inspect all the sliding
surfaces (bearings, thrust bearing, piston rods, stuffing boxes,
2.1.2 WECS-9520 Engine control The remote control processes the engine telegraph command with internal Alarm Monitoring System
settings (scaling, load program etc,) to a speed reference signal for the
governing system. The monitoring system receives alarm messages, divided in two groups:
RT-Flex Control Systems Overview
• Some general failures alarm signals are hard-wired for the
The RT-Flex engine control is shared between the WECS-9520 internal engine Flex-View following general failures:
control and the external propulsion control systems which comprise the remote • Leakage Alarms at the rail unit, supply unit and the injection
control system, the safety system, the electronic governor and the alarm The Flex-view software allows the operator to communicate with the WECS components
monitoring system. and enables the operator to see operating parameters as required. A separate
monitor is used for display of the Flex-view (see description later in the • Fuel Pressure Actuator failure
section). • Fuel pump outlet temperature deviation monitoring
WECS-9520 Engine Control System
• Servo oil flow monitoring
The WECS-9520 is the core engine control, it processes all actuation, regulation Electronic Governor System • WECS Power Supply Monitoring
and control systems directly linked to the engine:
The Lyngsø electronic governor system (see Section 2.1.5) supplies the • Other WECS failure signals are transmitted via redundant
• Common rail monitoring and pressure regulation (module-) bus connection The standard WECS-9520 execution
fuel command for the WECS-9520 and regulates the engine speed. The fuel
• Fuel injection, exhaust valve and starting air valve control and command is calculated from the speed reference signal of the remote control uses a Modbus interface to send failure messages to the AMS
monitoring system in relation to the engine load. The fuel limiter in the governor system via the WECS modules FCM No.3 and No.4.
• Interfacing with the external systems via the CANopen or MOD limits the fuel command depending on the actual engine speed and the charge
air pressure in order to avoid engine operation beyond the propeller law curve;
bus
these features are designed to prevent smoke and restrict torque to the normal
WECS Failures on the Alarm Monitoring System
• Engine performance tuning, IMO setting and monitoring range.
Five different groups of WECS failures are transmitted via the CAN/Modbus
The WECS modules are mounted directly on the engine and communicate via to the alarm monitoring system:
an internal CAN-bus. Operator access to the WECS-9520 is integrated in the Engine Safety System • Passive Failures. Failures of redundant sensors, busses or
user interface of the propulsion control system. The manual control panels and components
the flexView system allow for additional communication with the WECS. The Lyngsø engine safety system (see Section 2.1.4) activates slowdowns and
shutdowns in case of overspeed or other abnormal conditions of the engine • Common Failures. Cylinder unit failures without redundancy or
Each engine cylinder has its own module for all cylinder related functions; all or its auxiliary equipment. The functions of the RT-Flex engine are similar to common system failures that do not cause any speed reduction
common functions are shared between the cylinder modules. the conventional RTA engines, with some different/additional functions. The • Cylinder Failures. Any cylinder unit failures that cause a
WECS-9520 uses redundant BUS communication with the safety system. The slowdown via the AMS
engine safety system (not the WECS-9520) directly activates the hardwired
External Engine Systems Remote Control and Monitoring emergency stop solenoid to depressurise the fuel common rail. • Rail Pressure Failures. Common rail pressure failures that cause
System a slowdown via the AMS
The engine safety system delivers the following digital outputs to the WECS • WECS Critical Failures. System critical failures that cause
The Lyngsø remote control system (see Section 2.1.3) is the operator interface via the CAN Module Bus: immediate stopping of main engine and can not be overridden
to the engine allowing four manoeuvring commands to the WECS-9520: by the safety system.
• Inverted main bearing shutdown signals for starting and dry-
• Start (including air braking) running protection of the control oil pumps
• Stop • Shutdown signals to the WECS in order to activate WECS WECS-9520 Functional Design
internal shutdown responses
• Ahead The WECS-9520 system is built with a single multifunctional electronic
• Astern WECS failures which require speed reduction are activated through the Alarm module FCM-20 (Flex Control Module 20); there is one FCM-20 for each
Monitoring System (AMS) to the Engine Safety System. cylinder and these are mounted in a cabinet (E95) below the rail unit.
• Air Run
• Slow Turning An additional online spare FCM-20 module is located in the Shipyard Interface
• Slow Turning Failure Reset Box (SIB - E90).
The FCM-20 modules communicate with each other by means of a fast internal Manual Control Panels • REMOTE CONTROL MODE
CAN open system bus. Additionally each module has two module busses
• ECR MANUAL CONTROL
(a CANopen bus and a MODbus) which are used for communication with There are WECS-9520 Manual Control panels in the engine control room
external systems (such as the propulsion control system and the alarm system), console and at the engine local control stand. • LOCAL MANUAL CONTROL
back-up control panels and actuators.
The manual control panel has a four line display and 15 pushbuttons. Each of Select Speed or fuel control mode Speed or fuel commands are set by means of
the pushbuttons activates a particular manoeuvring function and most are fitted the Speed/Fuel Oil dial on the ECR or Local Control Manual panels.
FCM-20 Hardware with and indicator LED.
The last command is stored, when changing over control between one manual
There are high and low power connections on the FCM-20 modules. panel to other manual panel or when changing from remote to manual
The display provides information necessary for operation of the engine and
On the upper left-hand side of the FCM-20 modules are the interface plugs for control.
this includes:
the high/pulsed power outputs and on the lower right there are the interface
plugs for the low power signals and the data busses. • Speed and/or Fuel Command Speed control mode is only possible, if the speed governor system in the
• Start Interlocks Propulsion Control System and the bus connection is operational.
LEDs indicate I/O condition. Some of these LEDs change their colour
in the event of failures or short circuits. Blink codes give detailed failure • Safety events (SHD, SLD, OVSPD) • SAFETY SYSTEM RESET
information. • Rail pressures Resets shutdowns on the safety system.
• Engine speed • SHD OVERRIDE
FCM-20 Module Functions • Fuel rail pressure Overrides shutdowns if pressed once, next pressing of this
releases override (the red LED indicator in the pushbutton is
The internal FCM-20 functions within the WECS-9520 can be separated in • Servo oil pressure
illuminated when the shutdown override is active).
two groups: • Control oil pressure
• SOUND OFF ALARM ACK
Common Functions
The following pushbuttons are fitted in the Manual Control Panel: Resets the audible alarms from the safety system and slow
• Fuel oil and servo oil rail pressure regulation and monitoring, turning failures on this panel. If the Ack. pushbutton is pressed
• START AHEAD
control oil pump control for more than 5 seconds, WECS-9520 software information
• STOP and all necessary IMO check values are indicated in the screen
• Storage and processing of tuning data (IMO, engine-specific
• START ASTERN display until button is pressed again.
and global settings)
• Internal WECS monitoring (power supply, software watchdog,
Starting air is released when the START AHEAD or START ASTERN
CRC and hardware checks)
pushbuttons is pressed. The engineer must decide, when and for how long
• Calculation and processing of common control variables (VIT, starting air or braking air is supplied.
VEC, VEO, engine state)
• AIR RUN - Releases starting air in the ahead direction to turn
• Interface to propulsion control system and to back-up panels in the engine over on air, as long as the push button is pressed.
the ECR and at the local control stand
• SLOW TURNING - Releases a Slow Turning sequence. Slow
• Failure indications with information from the module LEDs turning failures are indicated in the display. Reset slow turning
• Auxiliary blower request at low charge air pressure failure by pressing the pushbutton again:
• AUX BLOWER PRESEL - Pre-selects blowers for automatic
Cylinder Related Functions mode; start / stop depends on actual charge air pressure.
Blowers may be started manually, if both charge air sensors fail.
• Engine start, fuel injection and exhaust valve control according The display indicated “Aux. Blower Man. Ctrl. / No Blowers
to settings in the data container and commands and parameters running”
received across the CANopen System bus • AUX BLOWER STOP - Stops blowers during automatic mode
• For synchronizing the valve control timing with the crank angle, only if engine is not running. In manual mode stops blowers at
each FCM-20 module reads and processes the crank angle any time.
signals from the SSI-Bus and calculates engine speed, crank • SPEED CONTROL MODE
angle and rotational direction the engine cylinder
• FUEL CONTROL MODE
WECS-9520 Hardware Illustration 2.1.2a Common Rail Pump
Rail Valves FCM-20
The rail valves are ultra-fast switching (approximately 2ms) electro-hydraulic Servo Supply
200 bar
solenoid valves. Due to the high actuation current and the thermal load on the
Volumetric
solenoid coils they may not be energized for more than 4.5ms. This ‘on’- time Cylinder Injection
is sampled, monitored and limited by the WECS-9520. 10 9 8 7 6 5 4 3 2 Control
Rail valves are bi-stable, ie, the selected position remains until counter-
direction is set by WECS. Common Rail (1000 bar)
After installing or replacing a bi-stable valve, its position open/close is

unknown. To make sure the valves are always in the safe ‘No injection’ and Key
Fuel
‘Exhaust valve closed’ position when the engine is stopped, the WECS-9520
Fuel Oil
sends set pulses to all rail valves in regular intervals (approximately every 10
seconds).
Any failure or sticking of a rail valve will result in defective operation of the
fuel injector or exhaust valve. The fault will be recognised by the WECS which
Sensor angle values are compared with TDC pulse signals from a pick-up on
will initiate an engine slowdown and activate an alarm.
the flywheel. If the TDC signal does not match with a sensor’s crank angle
sector around 0°, a common failure or a critical failure (engine stops) is
Crank Angle Detection initiated by the WECS-9520 (depending on the deviation angle).
Without a direct mechanical crank angle transmission to the control elements The final master angle value is calculated from the measured angles and used
for fuel injection and exhaust valves, it is necessary to measure the actual crank to determine crank angle, engine speed and direction of engine rotation.
angle electrically. The crank angle sensors for the WECS-9520 have an absolute
angle resolution, therefore the exact crank angle value is present immediately
after powering up (without having to initialise the angle transmitters before a
vacant output is present).
Two crank angle transmitters are connected with serrated belts to a specially
designed drive shaft. This application prevents transmission of axial and radial
crankshaft movements to the sensors.
Each sensor transforms angle data from an optical code disk into a bit frame.
The FCM modules read these bit frames from a SSI bus (Synchronous Serial
Interface Bus).
In order to synchronise the messages between the FCM-20 modules and CA-
sensors (crank angle sensors), each SSI bus has an own clock bus, the bit
frames are sent via the data bus.
The two last FCM-20 are clock bus masters (eg, No.7 and No.8). No.7 FCM-20
supplies clock pulses to sensor 1 and the other modules on bus 1. No.8 FCM-20
supplies clock pulses to sensor 2 and the other modules on bus 2.
Signals from both crank angle sensors are processed and checked for errors
within each FCM-20.
Fuel Injection Control Injection Deadtimes During any fuel injection the pressure of the injected fuel can only be controlled
after an initial peak. Injecting a certain fuel volume with one fuel injector takes
For a number of reasons there are delay periods in the operation of all items in
The RT-flex engine uses a common rail fuel system in which all cylinders longer than with two or three fuel injectors. This longer injection time allows
the fuel injection system.
are supplied with high pressure fuel from a common fuel rail. The fuel rail a larger part of the fuel to be injected with a controlled pressure and thus
is pressurised by means of a number of reciprocating fuel pumps driven improved atomisation for an optimised combustion.
The time elapsed between the injection command being issued by the WECS
by the engine crankshaft through a system of gears. The common fuel rail and the initial movement of the fuel quantity piston is the injection begin
is maintained at a constant pressure throughout engine operation. The fuel To avoid thermal stress to cylinder liners, the active fuel injectors are cycled
deadtime. Similarly at the end of the injection period the fuel quantity piston
injectors of each cylinder are supplied with fuel, with the correct timing, by a every 20 minutes. Cycling from one fuel injector to another is done with 30
does not stop immediately and this return deadtime must be allowed for by the
cylinder volumetric injection control unit which is activated by servo oil and seconds time delay between each cylinder to prevent speed from dropping
WECS when determining when to issue an injection end signal. No operator
controlled by the cylinder’s FCM-20. down during nozzle transition. When a new relatively cold fuel injector takes
action is required as the WECS determines what deadtime correction is
over injection, smoke emission increases shortly until operational temperature
required for each cylinder at each piston stroke.
for injector is reached.
Injection Control (Volumetric Injection Control)
Each FCM-20 calculates the necessary injection timing for its own cylinder Low Load Operation
by processing the crank angle signal and the fuel command received from the
speed control. At low engine load the WECS-9520 cuts out one or two of the three fuel
injectors per cylinder. This is used to avoid visible smoke emission and to
Normal Operation reduce fuel consumption.
Some degrees before the piston reaches TDC, the FCM-20 calculates the
correct injection begin angle, taking VIT and FQS into consideration. Further
a deadtime is added to compensate the time-difference between the injection Illustration 2.1.2b Injection Unit Layout
command from the control system and the real injection begin. The deadtime
is measured during the injection cycle by comparing the elapsed time between Control Oil
command release and begin of movement fuel quantity sensor. The fuel Control Oil Fuel
quantity sensor further gives a feedback of the amount of injected fuel and is Quantity Signal
compared with the fuel command. Injection begin and end are triggered and
actuated by the FCM-20.
Fuel Injection
When the rail valves are switched to ‘Injection’, fuel is supplied from the
volumetric control unit through injection control valves to the fuel injector
nozzles. During fuel displacement the fuel quantity piston, in the volumetric
control unit, moves inwards and delivers a feedback signal (representing the
injected fuel quantity) to the FCM-20. The cylinder’s FCM-20 compares this Orifices
value with the required amount of fuel necessary to produce the desired power.
When the correct amount of fuel has been injected, the FCM-20 switches the
rail valves to the ‘return’ position. There is a further time delay period before Fuel
Fuel
Injectors Key
the quantity piston movement is actually stopped. This injection return delay is Rail
compensated for inside the WECS-9520. Hydraulic Oil
Fuel Oil
The injection control valves interrupted the fuel supply to the injector nozzles,
due to the rising pressure in volumetric control unit and the fuel quantity piston Fuel
moves back to its initial position.
Exhaust Valve Control Fuel Quality Setting (FQS) and Variable Injection Timing Fuel Pressure Control
(VIT) Engine Starting
The exhaust valve is opened by servo oil pressure and closed by an air spring,
in the same manner as with conventional Sulzer engines. A partition device FQS: Fuel Quality Setting is the manual offset for the injection timing due When the engine is at standstill the actuators respond to the existing pressure in
isolates the (fine-filtered) servo oil for the rail valve loop from the normal to the variation in fuel ignition quality. This is a factor of the fuel and not the the fuel rails and set their output accordingly. With depressurised common rail
bearing oil for the exhaust valve actuation. The stroke of the valves spindle engine. the lever output is 95-100% depending on WECS-9520 parameters. Starting air
is measured by two analogue position sensors for a feedback to the WECS- is released and the engine turns over on air alone until a minimum required fuel
9520. VIT: Variable Injection Timing is the advance or retarding of fuel injection rail pressure is reached. With the engine turning on air the fuel pumps operate
according to engine load for optimised fuel consumption and NOx emission. and increase the fuel pressure in the fuel common rail. The WECS monitors
• The valve opening angle is calculated in each cylinder FCM-20
the fuel rail pressure and releases engine firing as soon as the rail pressure is
according to measured crank angle, nominal opening angle and
The VIT angle calculation for the RT-Flex depends on speed (rpm), charge above 320 bar.
VEO (Variable Exhaust-Valve Opening) requirement.
air pressure and the (new) fuel rail pressure. The (new) fuel rail pressure
• The exhaust rail valves are triggered to the “Open” position. compensates for the differences in injection timing resulting from different Engine Running
Servo oil pressure operates the exhaust control valve which fuel injection pressures in the fuel rail. Higher fuel pressure causes advanced
supplies the servo oil to the space below the partition device. With the engine running the following steps take place for fuel pressure
injection and higher maximum pressure (Pmax). Thus the injection start angle
The partition device piston compresses the oil in the actuator control.
is retarded by a small amount with increasing fuel rail pressure.
pipe, which finally opens the exhaust valve spindle. • Two transmitters supply the actual value of the fuel rail
• The time between the “Open” command and the initial movement pressure. For faster response of the dynamic pressure regulation,
of the spindle is measured. It is called opening deadtime.
Variable Exhaust Valve Opening (VEO) and Variable Exhaust any change of the fuel command for engine speed control is
Valve Closing (VEC) additionally transmitted as feed forward to the control loop.
• At the next revolution this deadtime will be adjusted if necessary
by switching the rail valve a little earlier or later to compensate VEC (Variable Exhaust Valve Closing) is used in order to control cylinder • No.3 or No.4 FCM-20 module calculates the necessary rail
of hydraulic delays. compression pressure and so keep the firing ratio (Pmax/Pcompr) within the pressure and the output signal which must be sent to the fuel
permitted range during advanced injection. pump actuators (4-20mA signal range).
• The valve closing angle is determined and controlled by the
FCM-20 including the VEC (Variable Exhaust Valve Closing) • The fuel pumps charge up the fuel rail pressure via the
and a closing deadtime if required. VEO (Variable Exhaust-Valve Opening) keeps the exhaust gas pressure intermediate fuel accumulator. The resulting pressure in the rail
blowback constant by earlier valve opening at higher speed; this helps improve depends on the quantity of oil coming from the fuel supply unit
fuel economy and reduces deposits on the piston underside.VEC and VEO are and the outgoing fuel to the injectors.
calculated by the WECS-9520 and they cannot be changed manually.
Pressure Regulation
Illustration 2.1.2c Exhaust Valve Control
• The jerk-type fuel pumps react to a new actuator setting only
at the next delivery stroke. This generates a deadtime until the
Key
pumps can compensate for an increasing or reducing fuel rail
Orifice
Hydraulic Oil pressure.
Air Oil Supply • The first event that happens before the system requires more or
Exhaust Rail Exhaust Control less fuel is a change of the fuel command. For faster response
Valve Valve of the dynamic pressure regulation any fuel command change is
additionally transmitted as feed forward to the control loop.
Partition
Device
Position Sensor
Shutdown
Air
A shutdown from the Safety System takes place as follows:
Servo Oil
Exhaust Valve
• The safety system releases the pressurized intermediate fuel
Servo Oil accumulator to the fuel return line by opening the hydraulic fuel
shutdown valve (3.07) via the emergency stop solenoid (3.08).
• The WECS-9520 sets the fuel actuator outputs to zero in order Control Air
to terminate fuel feed to the rail unit; while this is taking place
the engine is not yet stopped. Control air is used for:
• Fuel injection commands are blocked by the WECS-9520. • Actuation of the automatic start valve
• Air supply for the OMD
Servo Oil Pressure Control • Flushing of the automatic filter for servo oil and control oil
circuits
The servo oil rail pressure is controlled depending on the engine load. At part
load the pressure is reduced as the servo oil pressure must adjust the opening • Air spring supply. Correct setting of the air spring pressure is
speed of the exhaust valve due to the lower cylinder firing pressure. essential for correct exhaust valve timing.
• An FCM-20 module uses the fuel command and engine speed
Note: Control air for the air spring has to be adjusted to 6.5 bar at valve
as engine load references in order to calculate the necessary
23HA. Standby control air has to be adjusted to 6 bar at valve 19HA.
set point for the servo oil pressure. Each servo oil pump is
controlled by a different FCM-20 module.
• Bosch Servo Pumps: Pressure command and engine direction
are delivered via CAN bus to the electronic controller cards for
the pump. Illustration 2.1.2d Starting Valve Control
• With the engine at standstill, the control oil circuit feeds the
servo oil rail with oil at a pressure of approximately 75 bar (the
Key
pressure may be adjusted at pressure reducing valve 4.27).
Air
Control Oil Pressure Control Electrical Signal
The control oil pump(s) supply an oil pressure of 200 bar to operate injection Closed
rail valves and to prime the servo oil rail (with reduced pressure), when the Automatic
engine is at standstill. Opened
• Control oil pressure is adjusted at pressure retaining valves on

the control oil block 30 30
bar bar
• A dry-run protection system is provided within the WECS
Signal from Turning
software to afford protection in the event of low bearing oil PS Gear Interlock
Starting Air
pressure
Can Bus
Control Air Cylinder RCS

Bosch Pumps CCM 1-n MCM 1/
for Air Spring Starting
Valve
• From standstill until 50% engine load both control oil pumps
are running
• At higher engine speed one of the pumps is switched off
and restarts only if the control oil pressure delivered by the
remaining pump drops below 170 bar
Starting Valve Control WECS-9520 Power Supply (E85/E87) Servo Oil Pumps
All modules have two redundant power supplies. With one damaged servo oil pump the engine remains operational at full load;
The opening and closing of the starting pilot valves (2.07) is controlled by the with two damaged pumps operation is only possible at part load.
corresponding cylinder FCM-20 module, depending upon the crank angle. The
nominal opening angle is 0° and the closing angle is 110° Sensors
Control Oil Pumps
All vital sensors and transmitters are duplicated and their mean values are used
The automatic starting valve (2.03) is activated by solenoids ZV70113C and for controlling the engine. If one sensor fails, the WECS-9520 indicates the If a control oil pump fails, the servo oil rail feeds the control oil circuit via
ZV7014C via No.1 and No.2 FCM-20 modules, when the remote control specific sensor failure and continues to work with the remaining sensor. non-return valve (4.29) until the second control oil pump builds up pressure.
system sends a START signal over the bus. With both control oil pumps damaged, emergency operation is possible with
exclusive oil supply from servo oil rail.
For slow turning and slow turning failure reset the remote control sends Sensor Redundancy
separate signals to No.1 and No.2 FCM-20 modules. The slow turning speed Crank Angle sensor
can be adjusted in the WECS-9520 parameters by adopting pulse cycles. Other Redundancies
If one of the two crank angle sensors is out of order, WECS stays operational
Fuel Shut Down Valve / Emergency Stop Valve
An Air Run signal enables the engine to be turned over in the ahead direction with the remaining
with start air. With the fuel shutdown valve (3.07) or the emergency stop solenoid (3.08)
damaged, any SHUTDOWN or EMERGENCY STOP commands are only
Crank Angle Sensor
processed by blocking fuel injection commands and setting the fuel actuator
Module Redundancy If both sensors are damaged, the engine cannot be operated. It is necessary to output to zero. Stopping the engine is always possible.
replace at least one sensor.
Redundancy is incorporated in the system to enable emergency operation with
Remote Control/Speed Control System
damaged control parts: TDC Pick-up
With damaged remote control or speed control, the engine can still be operated
Flex Control Module FCM-20 A damaged TDC sensor is signalled by the WECS monitoring system, but will from the manual back-up panel in the engine control room or from the manual
normally not stop or slow down the engine operation. local control panel.
• If a FCM-20 fails, the corresponding cylinder is cut out, all
other cylinders remain operative
Fuel Quantity Sensor If the speed control is still operational either fuel control mode or speed control
• Any FCM-20 module can be exchanged with the on-line spare. mode from the WECS-9520 manual control panels.
The respective software and parameters are already stored With a damaged fuel quantity sensor, the FCM-20 module uses a fixed
within the on-line spare module and no software download or deadtime to calculate the injection begin angle and an artificial fast ramp signal
reprogramming is necessary for the fuel quantity, which results in less injected fuel on the affected unit than The FlexView Software
at normal operation.
• When introducing a new FCM-20 module from stock as the The flexView is available via the separate control room computer, monitor
system on-line spare it will load up the software and parameters and keyboard; it takes its feeds from the WECS-9520 system. The flexView
from the modules already present in the system when it is Exhaust Valve Position Sensor
screen is divided into two sections or pages; each screen section can be selected
installed. If a new module is installed as the on-line spare it Each exhaust valve has two redundant position sensors. If both fail, the individually for convenient access and for monitoring of alarms, indications,
will not have any affect on the operation of the system. If a new FCM-20 module controls the exhaust opening and closing valve angles with engine processes and parameters. For safety reasons, access to certain pages
module is installed in any place other than the on-line spare optimised, fixed opening and closing times and parameters is limited.
position, without having valid software installed, the module
function will only be activated after completing data transfer to
the new module. Pump Redundancy Standard and Operator Access Levels
Fuel Pumps and Actuators For these levels no password is required. Standard and Operator users have
System Redundancy access to 8 common flexView pages. At standard level only a limited group
If a fuel pump or actuator is damaged, the connected regulating linkage(s) of values and commands are indicated. Setting of commands or parameters is
System CANbus, Module Bus (CANopen or MODbus) and SSIbus (CA) can be blocked manually in the full delivery position. The corresponding fuel inhibited. At operator level certain pages can be selected with more details and
pumps will deliver maximum pressure. The (second) actuator(s) regulate(s) some User parameters and commands can be changed for maintenance and
Two buses are always active. If one bus is interrupted, shortened or otherwise
at a lower output and the fuel pressure control valve (3.06) limits the fuel rail component testing.
damaged, the second bus is still available for communication. Engine operation
pressure to 1,050 bar.
is not interrupted.
The Overview section of the screen shows the most common information User Page Trend View is part of the trend curve software and it allows parts of the trend
about the current engine condition without overloading the page with too much curve to be enlarged by scrolling over the desired area while holding the right
The User Page contains information about user parameters such as the fuel
data. trackball button pressed. By clicking the magnifying glass in the Zoom page,
system’s FQS and VIT, the exhaust valve closing and offset, the fuel injection
the trend jumps to the latest available saved data. Movement through the trend
start and offset, and servo oil pump pressure information. There is also
The Alarm section of the screen displays all engine related failures and grid is possible by clicking the arrows which appear as soon as the trackball
information indicating if cylinders are running or cut-out.
indications, WECS slowdowns and shutdowns, events, etc. with time stamps cursor comes close to the borders.
for appearing time and restoring time. The different alarm groups have a colour
Pressing the SHIFT and the UP or DOWN keys at the same time allows
code for easy separations.
commands to be selected. The colour of the box at which the trackball is Service Level
pointing changes to yellow from white indicating a changed command; pressing
These screen sections are displayed by default and supply all necessary data for In this password secured level the operator has access to most of the available
SHIFT and ENTER at the same time executes the selected command.
normal daily use at sea or during manoeuvring. flexView pages. Adjustment of certain parameters is possible for optimising
after component repair or replacement. The Service page shows all accessible
The Overview Screen section displays the following information. Injection and Exhaust Valve Pages parameters on one page.
• Performance These provide operating information regarding the fuel injection equipment
and the exhaust valve system. Fast Trend Curves
Engine speed
During engine operation fast trends of the feedback from injection quantity
Engine power
Diagnostic Page sensors and exhaust valve position sensors can be sampled in Service and
Charge air mean pressure Commissioning mode. The trend type is selected from the VIEW menu. The
The diagnostic page presents information relating to the WECS and enables the
cylinder number and the sampling interval may be selected after the trend type
• WECS operator to see any problem areas in the system rather than the engine.
has been selected.
Master
IMO Page The Fast Trend Curve tool is useful in tracing the erratic behaviour of sensors
Engine state
Operator and service users do not have write access to the IMO page and and rail unit components as the sampling time is very short and operation of
Fuel command these components may be viewed over very brief periods of time.
can call up this page for information only. All IMO relevant parameters are
• Manoeuvre Order monitored for changes from the initial settings, which were approved by the
• Rail Pressures classification society during engine commissioning. In case of any deviations Hydraulic Systems
from the original settings an IMO CRC Alarm is initiated.
Fuel rail set point, mean value and actuator output
The WECS-9520 controls fuel injection and exhaust valve operation via a
Control oil rail pressure Trend View hydraulic servo system and a hydraulic control system. Oil for both of these
Servo oil rail set point reference and mean value hydraulic systems comes from the main engine lubrication system. It is
The WECS-9520 has a number of pre-selected trend curves which are available
essential that the oil in the control and servo systems is absolutely clean in
• Injection and Exhaust Systems to all users. Trend curves can be called up by means of the ‘Open Trend’
order to avoid sticking of control valves. Every effort must be made to ensure
window in the Tools menu. New trend pages can be devised by clicking on any
Fuel injection timing, nozzles in use and VIT + FQS that the crankcase oil is correctly filtered and centrifuged so that all water
value in a flexView page to select the parameter and then clicking on the ‘Add
and debris are removed. Filters in the servo and control oil systems must be
Exhaust valve opening and closing angles to Trend’ option with the right trackball button. Clicking onto a place in the
maintained in a clean and effective condition.
graph generates a dotted line and that indicates the selected momentary values
• Pump Control
in the values column of the table below the trend curve.
If any control valve fails due to sticking or other damage occurs, the likely
Control oil pump in use
cause is contaminated oil. Steps must be taken to ensure that the oil is
Leakages: leak indications from pipes and systems effectively filtered and the source of the contamination must be traced and
corrected. If one such valve fails due to contaminated oil it is likely that other
The Alarm screen section displays information related to any alarm condition, valves are similarly affected; other valves should be inspected at the earliest
indicating the type of alarm, eg, event, slowdown or shutdown, the alarm opportunity in order to avoid the risk of failure when the vessel is manoeuvring
designation and the timing of the alarm and its clearing. The screen is laid out in confined waters.
in tablular form. The background colour of the alarm indicates its status. A
white background indicates that the alarm condition has been removed.
Alarms may be acknowledged by selecting the alarm with the trackball then
pressing SHIFT and ENTER. Double clicking on an alarm event brings up a
window containing troubleshooting hints.
Illustration 2.1.3a DMS2100i Bridge Manoeuvring and Sub Panel
DMS 2100i Manual Control Panel

DMS 2100i BRIDGE MANOEUVRING SYSTEM
ALARM
XXXX :000nnn
XXX :000nnn
ALARM STOP ALARM
XXXX :0.0nn
LIST HORN ACKN.
message
ADD. DISPLAY ADJUST SLOW SHUT MAINTE-

CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST DOWN DOWN NANCE
NEL NEL
AUX. SPEED REMOTE SAFETY
START AIR BLOWER CONTROL AUTOM. SYSTEM
AHEAD RUN PRESEL. MODE CONTROL RESET
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
BRIDGE E.C.R. LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT
CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK CANCEL ECR
SHD
STOP MANUAL
OVERRIDE
CONTROL
STAND 7 STU 8 VWX 9 YZ 0space +/-#

SEA CON-
BY F.W.E. SLOWD. SHUTD. STATUS SET- AUX. FUEL LOCAL SOUND
MODE TROL START SLOW
RESET RESET INGS ASTERN TURNING
BLOWER CONTROL MANUAL OFF-ALM
STOP MODE CONTROL ACKN.
WECS-9520 Manual Control SULZER RT-flex
_
+
EMERGENCY
STOP
Wrong Way
SUPPLY
Alarm
WCH SERVICE SPEED / FUEL OIL DIAL
2.1.3 Main Engine Manoeuvring Control DMS2100i System Overview The DMS2100i operator panel on the bridge and in the ECR is equipped with
the following additional functions:
Bridge Manoeuvring System (DMS2100i) The DMS2100i controls the functions of the Sulzer 12RT-flex two-stroke • A four line display with 40 characters on each line
slow-speed propulsion engine by means of the DMS2100i programmable logic
Manufacturer: Lyngsø Marine A/S controller (PLC), which is located in the DMS control cabinet, together with • Soft pushbuttons S1 to S4 for operation of the DMS functions
Model: DMS2100i the units for the DPS2100i (Diesel Protection System) engine safety system. • Six selection pushbuttons: ESC, ENT and four Arrow
The main engine safety system is completely independent of the DMS. pushbuttons
Introduction The alarm and monitoring part of the machinery components controlled by • Selection of DMS control functions of STATUS, SELECT,
the DMS2100i are handled by other Gamma programmable logic controllers SETTINGS and CONTROL
The Diesel Manoeuvring System - DMS2100i is a bridge manoeuvring system (PLCs) in the UCS2100 alarm and control system. • Control location selection and indication for BRIDGE CTRL.,
used for the remote control of the ship’s main diesel engine which is connected ECR CONTROL and LOCAL CTRL.
to a fixed pitch propeller (FPP). The DMS2100i and the UCS2100 alarm and control system are independent
• Sub-Telegraph selection and indication for SEA MODE,
systems, each with its own PLCs, they are only connected by a network to
The DMS2100i is operated by means of telegraph levers and standard STANDBY and FWE (finished with engine) mode
transfer alarms and information to the graphic operator station (GOS) and
DMS2100i panels with built-in four line displays. printers (Telegraph Order Printer). • SLOWDOWN, SLOWDOWN CANCEL and SLOWDOWN
RESET pushbuttons
The DMS2100i is operated as a completely independent stand-alone system, Slowdown signals for the main engine are transferred as hard-wired signal • SHUTDOWN, SHUTDOWN CANCEL and SHUTDOWN
with all information and internal alarms displayed on the DMS operator lines for safety reasons. The slowdown inputs to the DMS2100i are defined RESET pushbuttons
panels. as supervised inputs, which means that malfunction of the signal transmission
cable can be detected. All hardware component and logic circuitry of the • LIMITS CANCEL indication and operation pushbutton
The DMS2100i works as an integrated part of the universal control system. DMS2100i and the UCS2100 alarm and control system is independent, which • START BLOCKING indication and operation pushbutton
The systems are interconnected by means of a communication network, so means that it is still possible to control the propulsion machinery even in event
that alarms, indications and measurement values from the DMS2100i can also of a total breakdown of the alarm and monitoring system. • UMS2100 pushbuttons for the following alarm functions in the
be displayed on the graphical operator station (GOS) and alarm panels in the DMS computer:
alarm and control system. The power supply for the DMS2100i is an uninterruptible power supply (UPS) • STOP HORN and ALARM ACKNOWLEDGE
and is protected. There is a separate fuse for the DMS2100i PLC, the DPS PLC pushbuttons
The DMS2100i can be configured to provide complete control for: and the remaining hardware connected to this system.
• ALARM LIST and ADDITIONAL LIST pushbutton
• Main engine start/stop
• DISPLAY CHANNEL and ADJUST CHANNEL
• Start blocking indications DMS Panels for Remote Control
pushbuttons
• Main engine set point The DMS is connected with DMS operator panels positioned at all control
• MAINTENANCE and DIMMER pushbuttons
locations. Each panel has instruments for indicating engine rpm and starting air
• Main engine shutdown indications from the main engine safety pressure and a pushbutton for emergency stop. Panels are situated as follows: • ALARM, WRONG WAY and FAULT indication lamps
system
• One in the engine control room (ECR)
• Main engine slow down system The LIMITS CANCEL, RESET and CANCEL pushbuttons for the SHUTDOWN
• One on the bridge and SLOWDOWN pushbuttons only work at the panel which is currently in
• Main engine speed measurement and indication control, however, the SLOWDOWN RESET can be configured to always have
• Two panels on the bridge wings, starboard and port
• Control transfer for bridge/ECR/local control stations to be reset from the ECR panel.
• Sub-telegraph with finished with engine (FWE), standby and DMS Panel Functions The STOP HORN and ALARM ACKN. pushbuttons can be configured to
sea mode
The following are available at the DMS panels work under different conditions:
• Serial interface to the EGS2000-RTF electronic governor
• Analogue instruments for indication of main engine rpm 1. Both pushbuttons always work in the ECR with the BUZZER
• Alarm announcement and indication and STOP HORN working at any of the bridge panels for all
• Analogue instruments for indication of main engine starting air alarms which are announced on the bridge (configurable), but
pressure the ALARM ACKN. pushbutton will not work on the bridge.
• Dimmer potentiometer for illumination of the analogue 2. Both pushbuttons work at the current DMS control location, ie,
instruments (bridge only) working at any of the bridge panels and at the ECR panel.
• Emergency stop pushbutton with cover
In connection with the integrated UMS alarm system, the function of both WECS-9520 system by means of a CAN-bus serial interface. Local/manual Main Engine Speed Measurement
pushbuttons follows the UMS watch station. operation is described in Section 5.2 of this machinery operating manual.
The DMS2100i uses a Tacho Adapter Module to interface the tacho pick-ups
(mounted close to the turning wheel on the engine (Authors note:Check on
The local manual control panel also contains the following:
The ECR Manual Control Panel board) to one of the CPUs on the serial interface board used for measurement
• An illuminated OVERRIDE SHUTDOWN pushbutton with a of the main engine speed.
The ECR Manual (Back-up) Control Panel is installed in the ECR console next plastic protective cover
to the DMS operator panel and the telegraph receiver. This panel is used for • A RESET SHUTDOWN pushbutton Telegraph Transmitter and RPM Set Point Control
manual ECR control of the main engine. It consists of the Sulzer WECS-9520
manual control panel and a fuel command/Speed set point potentiometer dial, • WRONG WAY indication lamp with buzzer The bridge main operation station is equipped with a telegraph transmitter;
which are both connected directly to the Sulzer WECS-9520 system by means the transmitter is equipped with a set point potentiometer and is located in the
• Illuminated SUPPLY (Power) pushbutton
of a CAN-bus serial interface. bridge centre console. The bridge telegraph transmitter is connected with the
• ENGINE SPEED RPM Tacho instrument, controlled from the port and starboard bridge wing control panels. The ECR is equipped with a
safety system similar telegraph receiver. The bridge and ECR telegraph levers are equipped
The WECS-9520 manual control panel contains a four line display and the
following pushbuttons: • FWE indicator lamp with potentiometers with hardware connections to the DMS system.
• Engine run pushbuttons for START AHEAD, STOP and START • Standby indicator lamp
ASTERN Electrical Shaft System
• Sea Mode indicator lamp
• Control location pushbuttons for REMOTE AUTOM. The electrical shaft system which interconnects the bridge telegraph with
CONTROL, ECR MANUAL CONTROL and LOCAL The Local Telegraph Receiver is also mounted in the Local Control Panel. the bridge wing control telegraphs is a synchronising system, in which non-
MANUAL CONTROL activated control levers follow the active control lever. For example, when the
bridge control is master, the two bridge wing levers automatically follow the
• Engine fuel mode control pushbuttons for SPEED CONTROL Safety System for the Main Engine master lever in the wheelhouse.
MODE and FUEL CONTROL MODE
• Auxiliary blower pushbutton for AUX. BLOWER PRESEL and The DMS2100i works in conjunction with the independent DPS2100i safety
Bridge and Bridge Wing Control Transfer
AUX BLOWER STOP system for main engine emergency stop, overspeed and shutdown protection.
In the engine control room the DPS2100i safety system has its own DPS panel, Each telegraph transmitter on the bridge’s electrical shaft system is equipped
• SLOW TURNING and AIR RUN pushbuttons which displays the relevant information for each shutdown input channel, with a TAKE OVER-ON SERV pushbutton for control transfer. Pressing the
• System pushbuttons for SAFETY SYSTEM RESET, SHD actual main engine rpm etc; it is also possible to make adjustments and cut- TAKE OVER-ON SERV pushbutton at any of the linked control stations in the
OVERRIDE and SOUND OFF-ALM ACKN outs on the shutdown input channels. Three pushbuttons with LED indication electrical shaft system, selects that control station as master. As the telegraph
on the DPS panel are used for Shutdown indication, Shutdown Cancel function levers are already synchronised by the electrical shaft system, there is no
In addition to the Sulzer WECS-9520 Manual Control Panel the ECR manual and Shutdown Reset function. At the bridge, the shutdown and shutdown cancel need for alignments before pressing the TAKE OVER-ON SERV pushbutton.
control panel is fitted with an illuminated EMERGENCY STOP pushbutton; functions are shown on two pushbuttons on the DMS panel. Indicator lamps, fitted with a dimmer, indicate which one of the three control
the emergency stop pushbutton is protected against accidental operation by a positions has been selected as the master control unit.
plastic cover. The following functions are included in the DPS2100i safety system:
• Shutdown stop output for the main engine Emergency Telegraph System
The ECR manual control panel also contains the following:
• Overspeed stop of the main engine For back-up communication of telegraph orders from the bridge to the
• WRONG WAY indication lamp with buzzer engine side local control stand, during local control, the system is fitted
• Shutdown inputs
• Illuminated POWER ON/LAMP TEST pushbutton with a separate emergency telegraph system. The emergency telegraph is
• Emergency stop of the main engine completely independent of the DMS2100i bridge control system and the
• Watch service station selector switch normal communication telegraph levers.
• Alarm outputs to the alarm system
• Tacho output for main engine rpm to instruments By means of a dial indicator and lamps for each telegraph order, the
The Local Manual Control Panel
• Cancel and reset inputs from the DMS System, ECR and local communication telegraph indicates the requested order. On the bridge the
The Local (engine side) manual control panel is installed on the main engine control dial is moved to the position for the new order and the indicator lamp for that
at the middle platform level, port side, forward. This panel is used for local direction and speed will start flashing. At the engine side control station a bell
• Local/remote and DMS control feedback will start sounding and the engine side emergency telegraph will start flashing
manual control of the main engine via the WECS-9520 system. The local panel
consists of the Sulzer WECS-9520 manual control panel and a fuel command/ for the desired speed and direction position.
speed set point potentiometer dial. Both are similar to the devices installed in
the ECR manual control panel and both are connected directly to the Sulzer
To accept the new order the dial at the engine side control station telegraph • The ECR Manual Control Panel Note: Transfer to a control stand (target takes control) with higher priority
must be turned to correspond with the desired engine speed and direction. The is always possible without pre-selection (proposal/request) at an active
ECR Manual Fuel Control Mode
lamp will change to a steady light and the bell will stop. control stand with lower priority. This transfer cannot be prevented at the
ECR Manual Speed Control Mode
control stand with lower priority. The local (engine side) control stand is the
The emergency telegraph system also functions for the back-up manual engine Remote Automatic Control operating station with the highest priority. The engine control room has the
control panel located in the ECR except in this case the telegraph operates next highest priority and the bridge controls station the lowest priority.
through the telegraph control lever. • The ECR DMS Operator Panel
ECR Automatic Control Mode
Pushbuttons at the telegraph receivers may be pressed in order to allow the Automatic Mode
emergency telegraph to operate at the desired manual location. Bridge Automatic Control Mode
Local Control to Automatic Mode ECR
• The Bridge DMS Operator Panel
Start Condition: Control Mode in Local Control
DMS2100i Operational Description ECR Automatic Control Mode
Selection of Control Modes Bridge Automatic Control Mode The actual control mode is displayed at the operating panel on the bridge and in
the ECR. The LED in the pushbutton LOCAL MANUAL CONTROL. shows
There are different control modes available to operate the propulsion plant: Back-up control is from the local control stand and ECR; automatic control a steady yellow light. In the first line of the display the text ‘LOCAL CTRL’
• Automatic control from the bridge (Automatic Bridge Control) may be from the ECR or the bridge. indicates the actual control mode.
• Automatic control from the ECR (Automatic ECR Control) Note: Only in the automatic mode does the bridge manoeuvring system, To Change the Control Mode to Automatic
• Manual speed control from the WECS-9520 ECR manual DMS, have influence over the engine.
• Press the REMOTE AUTOM CONTROL pushbutton at the local
panel
In Manual Speed Control Mode, the WECS-9520 sends a desired RPM speed control panel. Change from local control to Remote Automatic
• Manual fuel control from the WECS-9520 ECR manual panel set point signal from the Speed/Fuel Dial to the EGS2200 Governor, which Control is always to Automatic ECR control. The ECR panel
• Local manual speed control from the WECS-9520 local control calculates the required Fuel Command to maintain the speed set point. selector switch should be in the AUTOMATIC position
panel • Bridge automatic control may be selected by pressing the
In Manual Fuel Command Mode, the WECS manual control panel Speed/Fuel TAKE OVER/ON SERVICE pushbutton at the bridge telegraph.
• Local manual fuel control from the WECS-9520 local control Dial directly changes the Fuel Command which is used to control the main
panel Control transfer initially goes to the ECR.
engine speed.
Control modes are selectable/changeable at the: Note: A change from local control directly to automatic bridge control is not
When operating in bridge control mode the main engine can be operated
possible. There is only one exception: If an ECR telegraph potentiometer fault
• Local Control Station directly from the Bridge Operator Panel (wheelhouse or bridge wings) via the
is present at the time of change request, the proposal to change to automatic
telegraph lever.
LOCAL MANUAL bridge control is automatically given and has to be acknowledged.
REMOTE AUTOMATIC (Bridge or ECR) When BRIDGE CTRL. or Automatic ECR CTRL. is selected, the speed and
ECR MANUAL direction of the main engine are controlled by the position of the respective Automatic ECR to Automatic Bridge Mode
telegraph lever. The Gamma PLC located in the DMS2100i main cabinet Start Condition: Control mode in Automatic ECR Control
• Engine Control Room converts the telegraph lever set point into a speed setting signal, which is
AUTOMATIC (Bridge or ECR) transmitted on the serial interface to the EGS2200 Governor. The Gamma PLC The actual control mode is displayed at the operating panel on the bridge and
for the EGS2200 Governor then calculates the required Fuel Command signal in the ECR. The LED implemented in the button ECR CTRL. shows a steady
BACKUP (ECR) to maintain the desired speed. This signal is transmitted on the serial interface yellow light. In the first line of the display the text ‘AUTO CR’ indicates the
between the Governor and the Sulzer WECS-9520, and then the WECS-9520 actual control mode.
Control modes are changeable at (highest priority first): takes care of the actual fuel injection.
• Local Manual Control Panel There are two ways to change control mode to automatic bridge control:
Transfer of control modes can be pre-selected at the active control stand but
Local Manual Fuel Control Mode • By proposal from ECR to bridge
will only be executed after acknowledgement at the desired control stand.
Local Manual Speed Control Mode • By request from bridge to ECR
Remote Automatic Control The transfer can be:
• Proposed by the active control stand with the higher priority
• Requested by the target control stand with the lower priority
• Taken by the target control stand with the higher priority
To Propose the Change of Control Mode from the Engine Room: To Request the Change of Control Mode from the Bridge To indicate the new control mode
The pushbutton BRIDGE CTRL. has to be pressed at the ECR panel; following The button ECR CTRL. has to be pressed at the bridge panel. Following this, • The text ‘LOCAL CTRL’ is displayed at both operating and
this: the LEDs in the pushbutton ECR CTRL in: indication panels
• The LED in the button BRIDGE CTRL at bridge panel starts • The bridge panel starts flashing yellow to indicate the request to • The indication lamp LOCAL MANUAL CONTROL at the local
flashing yellow to indicate the proposal to change the operating change operating mode. engine side control panel is illuminated
mode.
• The ECR panel starts flashing yellow to indicate the request to
• The LED in the button BRIDGE CTRL at ECR panel starts change operating mode. Note: It is not possible to prevent the change at the bridge, because the local
flashing yellow to indicate the proposal to change the operating control stand has the highest priority.
mode. The request is audibly signalled at the ECR panel. The request has to be
acknowledged by pressing the pushbutton ECR CTRL at the ECR panel.
Back-up Control
The proposal is audibly signalled at the bridge panel by a buzzer. The proposal Following the acknowledgement, the LEDs in the pushbutton ECR CTRL in
has to be acknowledged by pressing the pushbutton BRIDGE CTRL at the both panels turn to steady yellow light to indicate the change to Automatic
A facility exists for back-up manual control from the ECR. In this mode the
bridge panel. Following the acknowledgement, the LEDs implemented in ECR. Additional the text ‘AUTO CR’ is displayed.
engine is started, stopped and reversed from the engine control room; the
the pushbutton BRIDGE CTRL in both panels turn to steady yellow light to
engine speed changes are made by means of the Speed/Fuel dial.
indicate the change to automatic bridge control. Additionally the text ‘AUTO Note: Pressing the pushbutton BRIDGE CTRL at the still active bridge control
BRIDGE’ is displayed. stand cancels the proposal. The control mode as well as the indications at the In order to implement backup control the engine must be in automatic control
operating panels remain in the previous state. and then the ECR MANUAL CONTROL mode selector button on the ECR
Note: Pressing the pushbutton ECR CTRL at the still active ECR control panel is pressed. Orders are transferred from the bridge to the ECR by means
stand cancels the proposal. The control mode as well as the indications at the To take control in the ECR the pushbutton ECR CTRL has to be pressed at of the telegraph which no longer has control of the engine. The telegraph now
operating panels remain in the previous state. the ECR panel. Following this, the control mode immediately changes to acts as a means of requesting engine movements.
Automatic ECR. The text ‘AUTO CR’ is displayed as indication. The LEDs in
To Request the Change of Control Mode from the Bridge the pushbutton ECR CTRL in: The engine is started in the desired direction by pressing the START AHEAD
• The bridge panel starts flashing yellow to indicate the change of or START ASTERN pushbutton. The Speed/Fuel dial should have previously
The pushbutton BRIDGE CTRL has to be pressed at the bridge panel. been turned to about 15% in order to allow for a fuel supply for starting the
Following this, the LEDs in the pushbuttons BRIDGE CTRL in: operating mode.
engine. Speed control is exercised by means of the Speed/Fuel dial.
• The bridge panel starts flashing yellow to indicate the request to • The ECR panel starts flashing yellow to indicate the change of
change the operating mode operating mode. Illustration 2.1.3b Main Engine Local Operation Panel
• The ECR panel starts flashing yellow to indicate the request to The change is audibly signalled at the bridge panel. It has to be acknowledged
change the operating mode by pressing the pushbutton ECR CTRL at the bridge panel. Following the
acknowledgement, the LEDs in the pushbutton ECR CTRL in both panels turn
The request is audibly signalled at the ECR panel by a buzzer. The request has to a steady yellow light.
to be acknowledged by pressing the pushbutton BRIDGE CTRL at the ECR
panel. The acknowledgement does not change the control mode. It is only Note: The change cannot be prevented at the bridge, because the ECR has
an agreement to the request and results in a proposal to change as described the higher priority.
before. If this proposal is acknowledged at the bridge, the change of control
mode takes place. START AIR AUX SPEED REMOTE SAFETY
Local Control AHEAD RUN BLOWER

PRESEL
CONTROL
MODE
AUTOM
CONTROL
SYSTEM
RESET
Automatic Bridge to Automatic ECR Mode ECR

The selection of local control is always made directly without any previous STOP
MANUAL
CONTROL
SHD
OVERIDE
Start Condition: Control mode in Automatic Bridge Control request by pressing the LOCAL MANUAL CONTROL pushbutton. Following
this, the LED in the pushbutton LOCAL MANUAL CONTROL in the panel START
ASTERN
SLOW
TURNING
AUX.
BLOWER
FUEL
CONTROL
LOCAL
MANUAL
SOUND
OFF - ALM
The control mode is displayed at the bridge and ECR operating panels The of the last active control stand turns to a flashing yellow light to indicate STOP MODE CONTROL ACKN.
BRIDGE CTRL pushbutton LEDs show a steady yellow light. In the first line the change of operating mode. The change is also audibly signalled at the
of the display the text ‘AUTO BRIDGE’ indicates the actual control mode. last active control stand, and has to be acknowledged there by pressing the WECS-9520 MANUAL CONTROL
There are two ways to change control mode to automatic ECR Control: pushbutton LOCAL CTRL. The LED in the pushbutton LOCAL CTRL in
• By request from bridge to ECR the former active control stand turns to steady yellow light at the moment the
change is carried out.
• By taking to the ECR
Sub-Telegraph Conditions for Sea Condition Start Blocking
The following conditions are necessary for sea condition: If the engine is not ready for start, ie, it is start blocked, the Start Block LED
The sub-telegraph is used to give an order to the engine staff. The sub-telegraph on the panel is illuminated and a <Startblok> indication is displayed at line two
is a one way communication system, ie, the bridge gives an order and the • WECS-9520 is operational
of the Start/Stop control display, ie, on the line above the pushbuttons. When
engine staff acknowledge it by pressing the panel pushbutton associated with • Control and safety air on the engine is ready for start, the indication is changed to either STOPPED
the order. The following orders can be signalled: or SLOWD REQ, indicating if the next start will be with or without slow-
• Main start valve not blocked
turning.
FWE: Finished with engines. The main engine is stopped, and • Turning gear not engaged.
cannot be started.
Start blocking is activated by the following:
Standby: The main engine is ready or running but engine staff
Note: The conditions for the sub-telegraph can be customised from the
are needed on standby duty. • Main engine local control on
customising tool.
Sea Mode: The main engine is running normally and engine staff
• Main engine safety system shutdown or emergency stop
are no longer required for main engine operations.
Main Engine Start/Stop Automatic Bridge Control • Start failure (Start air time-out or maximum number of failed
There will always be one of these orders present in the system. start attempts)
When Bridge Control is selected and the system is not in FWE mode; starting, • Slow turning failure (time-out)
When the bridge wants to change to a new order, the desired panel pushbutton stopping and control of the main engine speed is controlled by the position of
on the bridge panel must be pressed. The LED in the panel pushbutton will start • Main start valve blocked
the bridge telegraph handle. Moving the telegraph handle from stop to ahead
flashing, both on the bridge and the corresponding LED in the engine control or astern will cause the starting sequence to be activated, ie, the WECS-9520 • Turning gear engaged
room panel. The changeover buzzer will also sound and the LED indicating the will be instructed to supply starting air until the main engine rpm has reached
old order will remain as a steady light. • Control air pressure low
starting level. At this point starting air is removed and fuel is supplied and the
engine speed is controlled as required. • Safety air pressure low
When the engineer has pressed the flashing panel pushbutton the changeover
• Start air pressure low
buzzer will stop, but the LED will continue flashing until all the conditions If the main engine start attempt failed, a new repeated start will automatically
for the order have been fulfilled. When the conditions for the order have been be executed immediately. After three failed start attempts a start blocking • Auxiliary blowers not in automatic
fulfilled, the LED will switch to a fixed light, and the LED indicating the old occurs, and the bridge has to move the telegraph handle to the stop position • Engine running
order will be extinguished before a new start can be performed.
• Safety system off
If the order is not acknowledged, the flashing LED in the pushbutton can be If the main engine is ordered to move in the opposite direction whilst still • DMS malfunction
pressed again to cancel the change of order. rotating, starting air will not be supplied until the engine’s speed has decreased
• Plant interlocked
below the reversing level. The WECS-9520 controls braking air application to
Note: Direct change from FWE to Sea Mode is disabled. the engine and the engine can be brought to the reversing speed quickly as it is
possible to regulate the braking air supply timing. Reversing
Conditions for Finished With Engine During a normal ahead (or astern) start from standstill, the DMS will instruct
The desired engine speed may be set to any speed on the telegraph scale, eg, the WECS-9520 to activate the starting air pilot valves in the correct sequence
The following conditions are necessary for FWE: dead-slow, slow, half and full in both directions, in addition to stop. to turn the engine in the desired direction.
• Control air pressure off
• Safety air pressure off Main Engine Start/Stop Engine Control Room Control Slow Turning
• Main start valve blocked. Slow turning of the main engine is normally used before the engine is started
When ECR Control is selected the starting, stopping, reversing and speed-
after a prolonged period of standstill and is done by turning the engine for 1-2
control of the main engine is handled from the ECR telegraph handle located
Conditions for Standby revolutions on reduced starting air.
in the engine control room control console.
The following conditions are necessary for standby:
The engine is automatically slow turned when it has been stopped for more
When the bridge requests a speed change the main engine direction and speed
• WECS-9520 is operational than 30 minutes. The WECS-9520 activates the starting air system to supply
is altered by moving the bridge telegraph control handle to the desired position
• Control and safety air pressure on starting air to the cylinders in reduced quantities so that the engine turns over
and this will initiate the telegraph alarm. An engineer in the ECR moves the
slowly on a reduced starting air pressure.
• Main start valve not blocked ECR telegraph handle to the same position as that of the bridge telegraph.
This performs the necessary speed and direction change and at the same time
• Starting air distributor not blocked acknowledge the telegraph alarm.
• Turning gear not engaged.
If the slow turning is not completed within the preset time the WECS-9520 Repeated Start When the shutdown memory has been activated, the reason for the shutdown
signals a failure and blocks a further start until the cause of the failure has been must be removed and the shutdown reset, before a new start of the engine is
If the start attempt is unsuccessful a second start attempt is initiated and REP.
rectified. possible. When the reason for the shutdown has been removed, the shutdown
START is indicated in the display and a repeated start alarm is released. When
must be reset from the operating control location; in bridge control the bridge
the engine speed drops down below the firing speed the WECS-9520 will shut
A manual slow turning is requested by pressing the SLOW TURN pushbutton telegraph must be placed in the stop position to reset.
down the fuel supply to the engine fuel injectors and will initiate another start
at the ECR DMS2100i operator panel.
procedure. The emergency stop function is also a part of the safety system with
independent pushbuttons on the bridge, in the ECR and at the engine side local
Air Run If the engine stops again after the maximum number of start attempts (normally position, each wired in parallel to the safety system. Activation of one of the
three), the start sequence is terminated with an alarm for three start attempts pushbuttons will cause an emergency stop of the engine even if the panel is not
A facility exists for prolonged turning over of the engine on air and this is
and a start blocking, which must be reset by putting the telegraph lever to the in control. When the engine has been stopped by use of the emergency stop
known as Air Run. This facility is normally used after engine maintenance in
stop position before any further start attempts can be made. function, restart of the engine is blocked until the emergency stop pushbutton
order to check that the engine will turn readily or after prolonged stop in port.
The cylinder indicator cocks should be open when operating the air run facility. has been released again and the shutdown memory is reset from the present
During air run the fuel command is automatically set to zero so there is no risk Main Engine Shutdown control location.
of the engine starting. The air run facility functions at engine standstill only and
the engine turns on air whilst the AIR RUN pushbutton in the Manual Control The DPS2100i safety system takes care of the engine shutdown in case of a Main Engine Slowdown
panel is pressed. shutdown, overspeed or emergency stop alarm by activating the emergency
stop directly. All the shutdown inputs are connected directly to the DPS, then The main engine slowdown system is an integrated part of the DMS system.
Start/Stop sent as group alarms to the DMS, for indication on the DMS panels. The slowdown inputs are connected directly to the DMS. Automatic slowdowns
initiate an engine speed reduction after a delay period of 60 seconds.
When the engine has achieved the desired rotational speed on air the WECS- Two pushbuttons on the DPS panel are used for the following functions:
9520 signals the rail valves to operate in order to supply fuel to the cylinder
• SHUTDOWN: Indicating shutdown activated (steady light) and Parameter Value Action
fuel injectors in the correct quantity to produce the desired engine speed. When
a stop is requested the WECS-9520 signals the rail valves to shut off fuel from activating the shutdown status list display Crankcase oil mist Slowdown
the injectors. • SHUTD. CANCEL: Indicating shutdown prewarning (flashing Cooling water, low pressure (engine) 2.8 bar Slowdown
light) or activating and indicating if the shutdown is cancelled Cooling water, high temperature 97°C Slowdown
Crash Stop (steady light) Lubricating oil, low pressure 4.6 bar Slowdown
Lubricating oil, high temperature 55°C Slowdown
The preconditions for a crash stop detection is that the telegraph lever set point At the DMS panels on the bridge and in the ECR, the shutdown information
must be above 75 rpm ahead for more than 60 seconds when the operator makes Crosshead oil, low pressure 9 bar Slowdown
is shown on similar pushbuttons, corresponding to the two pushbuttons on the
a reverse order to more than 20 rpm astern. The telegraph lever set point must DPS2100i panel in the ECR. In case of a shutdown, operators at the bridge and Turbocharger oil, low pressure 0.6 bar Slowdown
be below 75 rpm ahead again for more than 15 seconds before the preconditions ECR receive a shutdown prewarning alarm before the shutdown is executed Turbocharger oil, inlet high temperature 65°C Slowdown
for detection of a crash stop is reset. The crash stop condition is maintained until by the safety system. During the prewarning delay for the shutdown, the LED Turbocharger oil, high outlet temperature 95°C Slowdown
either the astern set point order is moved below a speed of 10 rpm astern, or in the SHUTD. CANCEL pushbutton on the DMS panel will flash. After the Piston oil, high temperature 85°C Slowdown
the actual rpm comes within 5 rpm of the astern set point limit of 20 rpm, or a prewarning delay time-out, the LED in the Shutdown pushbutton on the DMS
maximum time-out of 300 seconds. Thrust pad (ahead) temperature high 65°C Slowdown
panels changes to steady illumination and the main engine is stopped by the
Scavenge air, high temperature 70°C Slowdown
safety system.
Note: The speeds and times are adjustable. Scavenge air under piston (fire detection) 120°C Slowdown
To silence the alarm buzzer the STOP HORN pushbutton must be activated, Exhaust gas, high temperature 530°C Slowdown
When the operator initiates a crash stop, the DMS will request the WECS-9520 and to acknowledge the alarm the ALARM ACKN. pushbutton is pressed. If Exhaust gas, differential temperature ±70°C Slowdown
to shut off fuel from the engine and apply braking air in order to reduce engine more alarms are present, the ALARM ACKN. pushbutton is pressed again until Spring air, low pressure 5 bar Slowdown
speed. When the engine speed has reduced sufficiently starting air is applied all alarms are acknowledged.
Air cooler drain separator(s) condensation water Slowdown
fully in order to start the engine in the reverse direction.
level high
During the prewarning delay the operator is able to cancel/override the
The WECS-9520 is programmed to apply braking air safely so that engine parts shutdown, by pressing the SHUTD. CANCEL pushbutton; the LED at the
are not excessively stressed and the engine reverses as quickly as possible. pushbutton changes to a steady red light.
If the engine is already stopped before the SHUTD. CANCEL pushbutton

is activated, the shutdown must also be reset before it is possible to start the
engine again. To remove the cancel/override shutdown function, the SHUTD.
CANCEL pushbutton must be activated once more.
The slowdown information is shown on three pushbuttons at the DMS panel, Shutdowns Automatic Start of the Engine
on the ECR and on the bridge. It is also possible to see the status information
about each slowdown on the slowdown status display. The slowdown inputs are Parameter Value Action Function Time
The engine may be started in automatic mode if the REMOTE AUTO
treated like an alarm input to the alarm system. Delay (sec)
CONTROL has been selected at the main panel. When the engine has been
Engine overspeed 110% Shutdown 0 prepared for sea and no start interlock is active the engine may be started
The three pushbuttons on the DMS panel are used for the following Cooling water, low pressure 2.5 bar Shutdown 60 via one of the telegraph units on the bridge. The auxiliary blowers must be
functions: (cylinder) preselected for starting before the main engine is started.
• SLOWDOWN: Indicates slowdown activated (steady light), and Lubricating oil, low pressure 4.1 bar Shutdown 60
activates the slowdown status list display. Turbocharger oil, low pressure 0.4 bar Shutdown 5 Start interlocks are activated by the following conditions:
• SLOWD. CANCEL: Indicates slowdown prewarning (flashing Piston oil inlet pressure differential 0.6 bar Shutdown 15 • Starting air pressure low
light) and indicates if the slowdown is cancelled. Piston oil no flow Shutdown 15 • Turning gear engaged
• SLOWD. RESET: Activates reset of the slowdown memory. Spring air, low pressure 4.5 bar Shutdown 0 • Line break of valves
• Loss of automatic power signal
In the event of a slowdown the operator at the bridge and/or ECR receives a Main Engine Speed Set Point System
slowdown prewarning alarm, before the slowdown is executed by the DMS • Loss of manual power signal
system. The set point system converts the potentiometer set points from the telegraph • Loss of sensor power signal
levers mounted on the bridge and in the ECR, to the main engine rpm set point
During the prewarning delay for the slowdown, the LED in the SLOWD. • Actuator blocked
output for the WECS-9520 and electronic governor. No adjustments should be
CANCEL pushbutton on the DMS panel will flash. After the prewarning delay made without just cause and without the authority of the Chief Engineer. • Electronic governor fault
time-out, the LED in the SLOWD ACTIVE pushbutton on the DMS panel will
change to a steady light, and the main engine rpm set point will be reduced • WECS-9520 failure
to the slowdown level by the DMS set point system. To silence the buzzer the Slow Turning • Safety system off
STOP HORN pushbutton must be pressed and to acknowledge the alarm the
ALARM ACKN. pushbutton pressed. • Serial interface to safety system lost
Slow turning of the engine is possible by pressing the SLOW TURNING
pushbutton in the ECR console operating panel. If the engine has been stopped • Slow turning failure
During the prewarning delay the operator is able to cancel/override the for longer than a preset period (adjustable) a slow turning is initiated by
• Plant interlock
slowdown by pressing the SLOWD. CANCEL pushbutton. To remove the the control system upon the next start. On the display the message SLOW
cancel/override slowdown function, the SLOWD. CANCEL pushbutton must TURNING REQUESTED is displayed and the LED on the request button is
A start interlock is alarmed and indicated at the control panels on the bridge
be pressed once more. illuminated when in automatic mode. If a slow turning has been initiated by
and in the ECR.
pressing the SLOW TURNING pushbutton, the pushbutton flashes.
When a slowdown has been activated, the reason for the slowdown must be
A start is carried out by moving the lever of the active telegraph unit from the
removed and the system reset before the load on the engine can be increased to Slow turning failure results in a start interlock. Acknowledging the alarm at the
STOP position to another position in the ahead or astern direction. If reversing
the command level. When the reason for the slowdown has been removed, the operating panel resets the interlock and enables a new slow turning or engine
is required, this is undertaken by the system as explained above. Auxiliary
slowdown memory is reset by pressing the SLOWD. RESET pushbutton on the start to be activated.
blowers are preselected by the DMS when the engine is ordered to start. A
DMS panel, or by moving the telegraph lever in command to below the limit
further start sequence only proceeds when at least one auxiliary blower sends
speed for slowdown and then increasing it again. A slowdown is also reset if Note: If slow turning failure occurs the engine must not be started until an ON signal. When a start is initiated the WECS-9520 activates the air start
the engine is stopped by putting the telegraph lever in the STOP position. the reason for failure has been determined and corrected. In an emergency system, controls the exhaust valves and activates the fuel injection system.
situation the start interlock can be cancelled by the CANCEL LIMITS at the
The EMERGENCY STOP and overspeed are non-cancellable shutdowns as is bridge panel and the engine can be started.
the crankcase oil mist high level and the main bearing very low inlet lubricating Failure to Start
oil pressure. These shutdowns and alarms are activated immediately. If the engine fails to start when the starting sequence is initiated the following
measures are taken.
All other shutdowns are cancellable with an alarm delay of 3 seconds and a
prewarning function delay of between 5 and 60 seconds as indicated in the If no engine speed is sensed within the maximum starting time the starting
following table. air pilot valves are de-energised and the Start Fault alarm is triggered on the
operating panels.
If the engine turns but does not reach ignition speed or falls below ignition speed If a fault becomes active it is sensed by the DMS and this triggers audible and
again, the Repeat Start alarm is triggered and two further attempts at starting visual alarms; these are indicated at the operating panels on the bridge and in
are carried out. If these attempts fail the Start Fault alarm is triggered. the ECR. The audible alarm is only activated at the station in control.
If the engine exceeds the ignition speed but stops within 20 seconds, a further To comply with classification society rules, the system freezes the momentary
start attempt takes place. Another attempt may also take place if this fails to operating conditions as far as possible. In a frozen condition the operator has
produce the desired speed. If the engine stops after this attempt, the Engine to transfer control to manual mode in the ECR or at the engine local station. A
Stopped alarm is triggered. The Start Fault and Engine Stopped alarms are reset can only be done in manual mode.
automatically reset when the active telegraph lever is moved to the stop
position.
Restarting the Engine in the Same Direction

When the active telegraph lever is moved to the stop position the Fuel Zero
order is activated. If the active telegraph lever is moved out of the stop position
to a position in the same direction as the engine is turning and the engine is
still turning above the ignition speed (due to the drag effect of the water on the
propeller), the Fuel Zero order is deactivated and fuel admission to the engine
is allowed.
If the engine has stopped or is turning at a speed below the ignition speed a
normal automatic start is carried out as described above.
Governor Speed Set Point

The position of the telegraph handle creates the desired value in the form of a
milli-voltage, this signal is processed in the DMS and sent as the speed set point
to the WECS-9520 and then to the electronic speed governor (EGS 2200i). The
telegraph lever covers the range between stop to full ahead and full astern.
System Supervision and Fault Indication
The DMS hardware and peripherals are constantly monitored by the DMS in
order to identify any faults which might develop. Supervision is carried out
for:
• The bridge telegraph and ECR telegraph
• The speed sensing circuit
• The electronic governor
• The auxiliary voltages
• The solenoid valves
• The internal analogue/digital and digital/analogue converters
• The memory check
• The computer cycle
2.1.4 Main Engine Safety System alarm. In such cases the DPS will also send the following signal to the bridge faults are shown on the display and by signal lights; they are audibly signalled
manoeuvring system: via a buzzer.
Manufacturer: Lyngsø Marine A/S
Model: DPS2100 A SHUTDOWN request and a SHUTDOWN alarm At the left side of the display are 2 signal lights:
Type: Electronic • Signal light ALARM illuminated if a limit value is exceeded.
The alarm is activated before the slowdown or shutdown action is carried out
No. of sets: 1 by the DPS in parallel with the DMS. • Signal light FAULT illuminated if an internal hardware or
interface failure exists.
Introduction DPS Hardware Directly below the signal lights are 3 pushbuttons for selecting the alarm list,
The hardware configuration of the DPS consists of: stop horn and alarm acknowledge.
The engine safety system (Diesel Protection System, DPS) is designed to
monitor the main engine’s performance and speed and control the safety • A group of electronic modules installed in the propulsion
functions, such as shutdown and slowdown, if the engine’s monitored control cabinet (PCC) Pushbutton Functions Description
operations exceed defined limits. The safety system provides the following • The operating panel, located in the ECR ALARM LIST All active alarms, if acknowledged or not, are recorded
control and monitoring facilities: in the alarm list. They are shown on the display after
• The illuminated emergency stop pushbuttons, located in each
bridge wing console, on the bridge console, on the ECR console pressing this pushbutton.
Control of: and on the local panel in the engine room. STOP HORN Audible acknowledge.
ALARM ACKN Visual acknowledge.
• Emergency stop
DPS Electronic Modules MAINTENANCE A menu is shown on the display after pressing this
• Engine shutdown pushbutton and it is possible to carry out lamp test and
The electronic components consists of two electronic modules. They are also
• Engine slowdown dimmer activities.
located inside the PCC. The electronic modules are:
DIMMER Setting of the background light and the contrast of the
1. The Speedrelay Module, DZM 402 displayed text.
Monitoring of:
This module is the central module of the DPS and contains EDIT, ESC, ENT These three pushbuttons are only used for changing
• Engine speed the software for the DPS2100i. It is also responsible for speed parameters. The ESC pushbutton also is used for
sensing and overspeed monitoring. leaving menus and lists.
• Engine overspeed
CURSOR The four cursor pushbuttons are used for scrolling
• Engine shutdown sensors 2. The Input/Output Module, IOM 402 Pushbuttons up and down lists and to select the digit position of
• Engine slowdown sensors This module has 16 digital inputs and 12 solid state outputs. The numbers.
inputs and outputs are designed for line break monitoring. MENU After pressing this pushbutton:
• RPM detectors
S1 Suppression
• Emergency stop switches S2 Operating values
The Operating Panel
S3 Parameter is shown on the display.
The function must be selected by pressing the relevant
Main Operating Features Using the operating panel located in the ECR console, the operator is able to
pushbutton S1 to S3
communicate with the DPS. The front panel is divided into 3 parts:
SHUTD ACTIVE This pushbutton is without function. It is used only as
The engine safety system (DPS) is installed in parallel to the bridge • The display, located in the upper left part an indication light in case of a shutdown.
manoeuvring system (DMS). It monitors, controls and protects the propulsion
plant independently of the DMS and protects the plant against inadmissible • Three rows of pushbuttons below the display SHUTD CANCEL Pressing this pushbutton activates the shutdown cancel,
operating states in such a way that an alarm is not created until one of the limit • A group of 2 signal lights and 3 columns of pushbuttons at the ie, the shutdown signal will be suppressed as long as
values is exceeded. All limits are set to a value far below that which might left side the cancel is active. Further pressing of the pushbutton
result in engine damage if it were exceeded. The alarms are visually indicated deactivates this function, and the shutdown signal
on the assigned operating panel and indicated audibly by buzzer in the ECR. The display has 4 rows, each with 40 segments or characters, and these contain becomes active again.
information about the engine system operating state. It is possible to read all SHUTD RESET This key has to be pressed when the shutdown
The limit values, delay times and consequences of the individual measuring nominal and actual values, and other operating data, or the contents of lists. condition has been corrected and the DPS shutdown
points are written in the form of parameters. The parameters are part of the The request to change the operating state and condition is carried out by using system has to be reset
software and stored on the DZM module. In case of exceeding very important the pushbuttons, the requests are shown on the display. Alarms and internal
or, at least, dangerous limit values such as high cooling water temperature,
low lubricating oil pressure etc, the DPS will activate an audible and a visual
Emergency Stop (Pushbuttons) Sensor Supervision Parameter, Suppressions and Operating Values
For the manual release of an emergency stop signal of the main engine Standard three-wire proximity sensors are used where monitoring for signal To display and/or change parameters, suppressions and operating values, the
EMERGENCY STOP pushbuttons are fitted on the bridge, in the ECR and at line wire breakage is difficult. Therefore, the two sensors monitor each other MENU pushbutton is pressed. This activates the sub-menu system which
the engine side local control. The manually released emergency stop is hard- crosswise for missing impulses, additionally, a plausibility check monitors for requires pushbuttons S1, S2 or S3 to be pressed.
wired from one contact of each pushbutton to the solenoid. A second contact loss of impulses when there should be impulses according to the operating
is wired to the electronic modules as an input and rerouted to the solenoid via condition of the engine. Button Function
an output. An automatic operation of the emergency stop is carried out if the
S1 Opens the list of inputs to the DPS2100 and allows the switching
DPS2100 detects an engine overspeed. Margins for supervision are sufficiently high to prevent alarms during non-
on or off of single inputs.
continuous engine shaft movement, eg, before stopping. Sensor failure is
alarmed. S2 Operating values are displayed
Engine Speed Sensing S3 Opens the parameter list recorded in the DZM402 central module,
Measuring Principle allowing for parameter display or change.
Fast Filtering ESC Pressing this pushbutton allows the operator to leave the menu or
Impulse transmitters sense teeth on the flywheel. Two sensors with a 90°
submenu.
(electrical) phase shift are necessary for calculation of speed and direction of The speed signal is represented by the mean value of the engine speed for one
rotation. For the frequency range used for slow speed engines the time interval revolution due to one ignition in the cylinder. Therefore, the time sum for 360°
between impulses is used as the basis for calculation of speed as well as per cylinder is used for the calculation of the speed signal. Note: When in the menu or sub-menu the system display is automatically
direction. Both sensors are used for calculation of speed so that if one sensor shown if the operator does not intervene within the 20 second time out
fails no interruption of speed calculation will occur. period.
One Turn Counter
A one turn signal is necessary for slow turning purposes and for stroke Parameter Changing
counting. The signal is set to come on after a complete turn continuously in
one direction. In the parameter list the operator may scroll through the list using the up and
down arrow pushbuttons, alternatively a numerical value for the parameter may
Illustration 2.1.4a DPS2100 Engine Safety System Panel be listed by pushbuttons, followed by pressing the ENT pushbutton. Pressing
the ESC pushbutton allows an entered parameter number to be ignored.
DPS 2100 ENGINE SAFETY SYSTEM
Lyngso Marine Parameters are password protected and cannot be changed except by the
password holder. No parameters should be changed without authority. There
!,!2- are three password levels;
ALARM STOP ALARM

Service Password Only used by commissioning
LIST HORN ACKN. personnel
Expert Password Used by restricted personnel

MAINTE- EDIT MENU S1 S2 S3 S4 DIMMER
NANCE User Password Used by authorised operators
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ESC ENT
7 STU 8 VWX 9 YZ 0 SPACE . +/-#

SHUTD. SHUTD. SHUTD.
ACTIVE CANCEL RESET
Changing Parameter Values Pressing the S1 pushbutton opens the suppression list and it is possible to
change suppression states. This can be done at the bridge and ECR panels.
Note: Because the programme uses the RAM value, a change of parameter
has an immediate effect. Changes to parameter values should normally only In the suppression list, pressing the up or down arrow pushbuttons allows
be made when the engine is stopped. If the engine is running, parameter the operator to scroll though the suppression list. When the desired sensor
value changes should be made with small steps. input appears in line 2 of the display, the operator can suppress shutdown or
slowdown activation by pressing S1. To re-enable a shutdown or slowdown S2
To release a parameter for value setting, the parameter is first selected from is pressed.
the menu and the EDIT pushbutton must then be pressed. If the adjustment
of parameters is not released the operator is requested to enter the password; Operating Values
the level of password requested depends upon the selected parameter. After
entering the password the ENT pushbutton is pressed. If the password is The process is initiated by pressing the MENU pushbutton. The operating
correct, the previously selected parameter is displayed and may be opened for value list is opened by pressing S1; the up and down arrow pushbuttons allow
editing by pressing the EDIT pushbutton. for scrolling through the list to select an operating value. The operating values
of faults occurring is displayed on the list and these can be reset by pressing
The parameter value may be changed by one of two methods: S1.
1. By actuating the up and down arrow pushbuttons to increase or To leave the menu or sub-menus the ESC pushbutton is pressed.
reduce the selected digit in the parameter value. The selected
digit is chosen by use of the left and right arrow pushbuttons.
2. By entering the desired numerical value for the parameter. To

set the value the 0 pushbutton is pressed to open the parameter
value for changing. The desired new parameter value is entered
using the numerical pushbuttons.
When the desired value has been selected and entered, the parameter change
process must be completed by pressing the ENT pushbutton to save the new
value. By pressing the ESC pushbutton the new value is not accepted. To leave
the parameter adjusting procedure the ESC pushbutton is pressed; the menu is
displayed again.
Note: If the parameter adjustment session is not completed by pressing the

ESC pushbutton, the session is automatically completed at the expiry of the
time-out period. The new parameter value is automatically accepted. This is
also the case if the parameter change is not completed by pressing the ENT
pushbutton and the parameter was still open for changing.
Suppressions
The shutdown function of individual sensors, except for all emergency stop
inputs, may be suppressed. When a shutdown is suppressed the monitoring
system remains active and alarm signals will still appear on the operating panel
when a sensor responds to a condition.
To activate sensor suppression the MENU pushbutton is pressed to bring up the

menu; to leave the menu the ESC pushbutton is pressed, alternatively the menu
will be left at expiry of the time-out period.
2.1.5 Digital Governor The set point selector also receives information from the DMS2100 which Minimum Selector
informs it of the control location status. In the event of a cable failure or signal
The Minimum Selector limits the calculated fuel demand (from the optimal
Manufacturer: Lyngsø Marine A/S error, the set point selector will maintain the set point value prior to the error.
controller) before passing on the final value of the fuel command to the WECS-
Model: EGS2200 The failure or error will initiate an alarm on the EGS2200 control unit.
9520 engine control system. The calculated fuel demand is limited by three
Type: Electronic signals:
Shaft Speed Control
• Scavenge air limit
General Description The optimal controller takes care of filtering the input signals and the
• Engine torque limit
calculation of the fuel command for the WECS-9520. The parameters within
the optimal controller vary constantly as a result of engine condition. The result • Index MAX (The maximum index set by use of this function)
The Electronic Governor System EGS2200 is a control system designed to
accurately maintain the output shaft speed of the main propulsion engine to is that the controller provides three separate modes of operation:
The fuel command to the WECS-9520 is limited to zero when a STOP or
a given order. The WECS-9520 electronic control system receives the fuel • RPM mode
SHUTDOWN signal is active.
command signal from the governor and controls fuel injection to the engine
• POWER mode
cylinders. The EGS2200 must, therefore, communicate effectively with the
WECS-9520. • INDEX mode Start/Stop System
The EGS2200 START/STOP system controls the fuel command during start
The EGS2200 governor function resides in the DMS2100 and the WECS- In RPM mode the EGS2200 will maintain constant shaft speed even in rough
and stop of the engine. When a STOP or SHUTDOWN signal is received,
9520, there being no separate governor unit as all fuel changes are made by weather, with small fluctuations imposed from the weather. This will result in
the EGS2200 immediately gives a zero fuel command demand to the WECS-
the WECS. The EGS2200 reacts to changes in engine operating conditions and varying power output and thus varying thermal load.
9520.
issues fuel adjustment requests to the WECS in conjunction with the power
orders active in the DMS. In POWER mode the EGS2200 will maintain approximately constant shaft
When a START request is received the EGS2200 sets the fuel command to a
power. This gives optimal engine performance in moderate to rough weather
predetermined level. The governor/control system waits until the engine rpm is
The EGS2200 governor system is called up in the DMS2100 panel and all conditions. In this mode full control is retained over the shaft speed should it
above the ignition rpm before the fuel command starting level is released and
changes to the governor system are through this panel. become too high.
then the fuel command is issued according to the requested speed.
In INDEX mode the EGS2200 will maintain a fixed fuel command for the
Tachometer System
WECS-9520. This mode is mainly used when measuring engine performance EGS2200 Governor System
Engine speed is measured by a tachometer system, using two independent through cylinder pressure indication. RPM control is automatically retained if
pickups, Tacho 1 and Tacho 2. The pickups are located close to the turning gear rpm becomes too high or the speed order is altered. The EGS2200 governor only exists in the DMS system and the WECS, there
wheel. Tacho signal processing is carried out by a dedicated input processor on is no separate governor unit or control panel. Interaction between the operating
the S1/O unit of the Gamma computer. From here the rpm signal for the speed engineer and the EGS2200 is via the DMS2100 panel. The EGS2200 system is
Engine Limits Module
control of the main engine is passed on to the Gamma computer. called up at the DMS2100 panel by selecting the ‘EGS2200 Main Menu’; this
The filtered Ps (scavenge air pressure) signal is transmitted to the scavenge is done by first pressing the SELECT pushbutton on the DMS2100 panel which
The tacho selector selects which of the two signals is to be used. This is done air limit block. The filtered rpm is transmitted to the engine torque limit block brings up the ‘Select Control Group’ in the display. Using the Arrow and ENT
by checking that the two signals are within the valid range. If both signals are and the actuator index demand is passed to the MIN selector. The scavenge air pushbuttons the operator may then select ‘EGS2200 Main Menu’.
in order, but slightly different, then the tacho selector will choose the signal pressure fuel limit function in the EGS2200 ensures that the correct amount
which is the highest of the two and use this for the calculation of the rpm value. of fuel is provided for each cylinder in relation to how much scavenge air is The EGS Main Menu provides a number of screen display pages through
Real time signal processing is used to detect malfunction of a pickup signal. available. This ensures clean burning of the fuel injected. which the operator may interface with the EGS2200 governor system. Using
The pickup signal is automatically disregarded if a fault is detected. In nearly the Arrow pushbuttons the operator may scroll through the main governor
all cases where a tacho fails, the signal goes to zero. In these cases, the failed During periods of acceleration the normal lack of sufficient turbocharger speed menu and select a particular item by pressing the ENT pushbutton on the
tacho will be disregarded and the other tacho is automatically selected. in relation to engine speed makes the fuel to air ratio within each cylinder too DMS2100 panel.
rich. This means that not enough air is available to burn all the fuel injected
which results in poor combustion and the production of smoke containing When in the governor main menu display pressing the STATUS pushbutton in
Set Point Selector
pollutants. Restricting the actuator fuel index in accordance with the available the DMS2100 panel brings up the EGS (Status) display which lists all of the
The set point selector receives the rpm set point signals from the Automatic scavenge air alleviates this problem. governor controller limitations.
Remote bridge and the ECR continuously. During Back-up Control mode,
ECR or engine side, the fuel command for the WECS-9520 is sent directly The EGS2200 contains an engine torque limitation function, the purpose of
from the potentiometer at the speed selector dial. The fuel command output of which is to protect the engine against torque overload.
the EGS2200 is fixed during back-up control.
EGS2200 Governor Parameter Adjustments OPS (Overload Protection System) Option line 3 and there is a space in line 4 for the new parameter value. The new value
is typed into line 4 and the ENT pushbutton pressed to accept the value.
The governor parameters may be adjusted if required but no adjustments Selecting OPS Option brings up the EGS (Control) display which allows for
should be made without the authorisation of the Chief Engineer as improper manual cancelling and adjustment of the Overload Protection System and
This procedure may be repeated for other smoke limit conditions in the list.
adjustment can have serious implications for main engine operation. Governor Limiters such as the Power Limiter and the RPM Limiter.
Pressing the STATUS pushbutton when the Charge Air Pressure Dependent
Limiter is displayed will bring up the Charge Air Limiter Status list which
Pressing the STATUS pushbutton in the DMS2100 panel when in the OPS
Maximum Fuel Index shows detailed information about all smoke limiter conditions.
Option brings up the status of each of the limitations in the Overload Protection
When the EGS Main Menu is displayed pressing the SETTINGS pushbutton System. Limitations include Shaft Torque, Power, Charge Air Pressure and
in the DMS2100 panel will bring up ‘Max Index and Fuel Max Factor’ in the RPM Torque. RPM Torque Limiter
display. Using the Arrow pushbuttons and the ENT pushbutton the operator
Selecting RPM Torque Adjust brings up the Torque Limiter display which
may select either Max Index or Fuel Max Factor. This function is password Pressing the SETTINGS pushbutton in the DMS2100 panel when in the OPS
allows for adjustment of the RPM dependent torque limiter in the EGS2200.
protected and when the correct password has been entered the display will Option brings up the Main Power Limit display and this display allows for
change with the old parameter value in line 3 and a space for the new value to adjustment of the Manual Power Limit by typing a new value in line 4 of the
Adjustment is level 2 password protected.
be typed in line 4. display and pressing the ENT pushbutton.
From the list of torque limiters one is selected using the Arrow and ENT
After the new value has been typed the ENT pushbutton is pressed and when
Tacho System pushbuttons. The password request screen will appear and when the password
the parameter change procedure is complete the ESC pushbutton is pressed.
is correctly entered the display shows the existing limit parameter in line 3 with
Selection of the Tacho System from the Governor Control Function list brings
a space in line 4 for the new parameter value to be entered. The new value is
up the Governor Tacho display which allows for selection of the operating
EGS2200 Governor Control Function typed into the space in line 4 and the ENT pushbutton pressed.
tacho pickups. The default is Auto Select but under certain circumstances it
The EGS2200 control group is selected from the main menu using the Arrow may be necessary to select a particular tacho pickup as the operating unit.
and ENT pushbuttons. A status list is displayed showing: Pressing the STATUS pushbutton in the DMS2100 panel when the RPM
Torque Limiter display is open will bring up the RPM Torque Limiter Status
Mode Selector Test Mode display. This display gives details of the RPM Torque Limits currently set.
OPS (Overload Protection System) Option Selecting Test Mode from the Governor Control Function list brings the Fuel
Tacho System Command Test display and this allows for the selection of a test mode for Note: The operator must study the Lyngsø DMS2100 manual before making
testing the fixed fuel command output to the WECS-9520 control system; this any adjustments to the system via the control panel.
Test Mode function is level 3 password protected.
Charge Air Adjust No change to system parameters must be made without the express
The Fuel Command Test must take place with the STOP order in remote permission of the Chief Engineer.
RPM Torque Adjust control. After the test the conditions must be returned to normal operation at
the DMS2100 Operating Panel. Changing system parameters can have an adverse influence on the engine
The operator may select any of these items from the list using the Arrow and performance. Changing any EGS2200 parameter must be considered as an
ENT pushbuttons. After a RESET CPU or Power-Up condition the Fixed Fuel Command Test extreme measure and not as a daily routine operational requirement.
mode is abandoned.
Mode Selector
When in Test Mode pressing the STATUS pushbutton brings up the Test Status
When this is selected the display changes to Governor Mode Selector (Control)
display which indicates set conditions of the test system.
display which allows the operator to manually select the running mode. Options
are RPM, Power, Index and Auto.
Charge Air Limiter Adjustment
The default is Auto and in Auto mode RPM mode will be selected automatically Selecting Charge Air Adjust brings up the EGS Charge Air Pressure Dependent
during manoeuvring and during fair weather. Should the operator wish, any Limiter display. This allows for adjustment of the EGS2200 smoke limiter as
mode may be selected to suit operating circumstances. smoke is a function of air supply and fuel. This adjustment is level 2 password
protected.
If the STATUS pushbutton in the DMS2100 panel is pressed when ‘EGS Mode
Selector’ is displayed the Governor Mode Selector Status list will appear in To make an adjustment one of the smoke limit conditions must be selected
the display. This gives details of the settings of the governor mode selector from the list displayed using the Arrow and ENT pushbuttons. When the ENT
system. pushbutton is pressed the password request will appear and when this has been
correctly entered the display changes showing the current parameter value in
2.2 Boilers and Steam Systems
2.2.1 General Description
2.2.2 Boiler Control Systems
2.2.3 Sootblower
2.2.4 Exhaust Gas Boiler
2.2.5 Steam System

2.2 boilers and steam systems Operating Procedure Illustration 2.2.1a Auxiliary Boiler
2.2.1 General Description The following steps should be taken before attempting to flash up the boiler: Manhole
Safety Valve
The steam generating plant consists of one auxiliary oil fired boiler and one a) All foreign materials must be removed from the internal pressure
exhaust gas boiler. parts.
Steam Out
Stay Bar
In port the steam demand of the vessel is served by the oil fired boiler but while b) Ensure all gas side-heating surfaces are clean and all refractory
at sea the vessel’s steam demand is normally met by the exhaust gas boiler. The is in good condition.
steam produced by the exhaust gas boiler is usually sufficient to meet all of
the demands of the consumers but the oil fired boiler can be left on automatic c) The furnace bottom and the burner wind box is to be cleaned of
standby ready to cut in should the steam pressure drop below a predetermined oil and other debris.
Emergency
set point. Feed Inlet
d) Ensure all personnel are clear. Main Feed

Inlet
Water Level
Oil Fired Boiler e) All manhole covers are to be securely tightened.
Water
Gauge
Manufacturer: Aalborg Industries f) Inspect safety valves and see that gags have been removed and
Model: AQ10/12 easing levers are in good condition.
Type: Vertical cylindrical with horizontal smoke tube bank Sootblower
Lance
Evaporation: 4,000kg/h g) Open root valves for all instruments and controls connected to
the boiler.
Steam condition: 6.0kg/cm2 saturated steam
Fuel oil: At cold start MDO, thereafter HFO h) Open the vent valve of the combined steam/water drum.
Fuel oil viscosity: HFO up to 700cSt at 50°C
Burner type: Rotary cup i) Open all pressure gauge valves and ensure that all valves on the
Burner model: Vesta - KB350W pressure gauge piping are open.
j) Check and close all blow-off valves and drain valves. Combustion
Description Gas
k) Fill the boiler until about 25 to 50mm of water appears in

General Construction the gauge glasses. This allows for expansion and subsequent
The oil fired auxiliary boiler is of the steel welded, vertical, cylindrical design, increase in the level after firing. The selected boiler feed pump
with a closely spaced tube bank in the upper section. The tube bank rests in the should be operated manually when filling the boiler. The selector
combined steam/water drum which is cylindrical with two flat plates on the top switch at the feed pump starter panel may be set to LOCAL and
and bottom. Due to the internal pressure, the flat plates are mutually connected the pump started by pressing the START pushbutton. The pump
Raising Pressure with no Steam Available from the Exhaust
by vertical solid stays. Steam is generated by the hot gases flowing vertically is stopped, by pressing the STOP pushbutton when the boiler
up through the tube bank which contains the boiler water. The boiler is oil fired water reaches the desired level in the boiler. Gas Boiler
by a horizontal burner situated in the lower section.
l) Check the operation of gauge glasses and compare with remote a) Set up the diesel oil system for the pilot burner and for the main
Where necessary, manholes and peepholes are provided for easy access and reading instruments. burner as no steam is available to preheat the HFO. (See section
inspection. 2.6.3 of this machinery operating manual.)
Note: Remote reading instruments may not be accurate until steam is being b) Purge the furnace with the forced draught fan for one minute
The combined steam/water drum has a feed water internal pipe, surface blow generated.
off internal pipe and water sampling pipe. with the vanes fully open.
Insulation is provided on the outer surface of the boiler and the outermost c) Reduce the air pressure at the wind box to between 10 and
surface is covered with a galvanised steel casing. 20mm water gauge and close the fuel recirculating valve.
d) Initiate the pilot burner sequence and flash the main burner, c) Reduce the air pressure at the wind box to between 10 and g) When the fuel oil has been purged, shut down the fuel system.
adjust the air flow and the fuel pressure, to ensure stabilised 20mm water gauge.
combustion, using the furnace observation port and smoke After the boiler has been shut down for 4 hours the forced draught fan may be
indicator to check the quality of combustion. d) Close the recirculating valve. used to assist cooling down, but to avoid damage to refractory allow the boiler
to cool down naturally if possible.
e) When raising the pressure, keep the burner firing for 5 minutes e) Fire the main burner and adjust the air flow and the fuel pressure
and out of service for 15 minutes repeatedly at the lowest oil to ensure stabilised combustion, using the furnace observation If the boiler is being shut down during passage because the exhaust gas boiler
pressure (2.5kg/cm2) for one hour. Again, repeatedly light and port and smoke indicator. is operating, the oil fired boiler may be maintained in a warm condition ready
shut down the burner to raise pressure as recommended by the for starting at the end of the passage, by means of the heating coil; steam valve
manufacturer. A guideline would be to aim for 6.0kg/cm2 after When raising the pressure, keep the burner firing for 5 minutes and out of C24 must be open together with drain valves C25 and T153V.
1.5 hours firing. service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for
one hour. Again, repeatedly light and shut down the burner to raise pressure as CAUTION
f) When the drum pressure has risen to about 1.5kg/cm2, close the recommended by the manufacturer. A guideline would be to aim for 6.0kg/cm2 Do not attempt to cool down the boiler by blowing down and then by
drum vent valve. after 1.5 hours firing. A steam heating or warming through coil is provided, filling with cold water.
water in the boiler may be warmed using this coil thus reducing the period of
g) Drain and warm through all steam supply lines to ancillary time taken to raise steam by means of the burner. If the boiler is shut down for
equipment before putting the boiler on load. a period of only a few days it should be maintained in a warm condition by Shutting Down in an Emergency
means of the heating coil.
h) Supply steam to the HFO service and settling tanks. When the Should the boiler trip (when the burner is in use) due to the water level ‘too
HFO settling tank is of sufficient temperature to be pumped by f) When the drum pressure has risen to about 1.5 kg/cm2, close the low’ alarm, and the subsequent trip of the fuel oil supply, shut down the steam
the FO pump, change over from MDO to HFO and supply steam drum vent valve. stop valve, feed valve and forced draught fan after purging the furnace.
to the FO heater once HFO is flowing through the heater.
g) Drain and warm through all steam supply lines to ancillary Note: Never attempt to fill the boiler with feed water until the boiler has
i) Continue circulating FO until the correct temperature/viscosity equipment before putting the boiler on load. cooled sufficiently.
has been achieved.
Shutting Down Flame Failure
j) Stop firing the boiler and change over the valves so that HFO is
supplied to the boiler; it is necessary to change over the boiler
a) Operate the sootblower before shutting down the boiler whenever In the event of flame failure, close the oil inlet valve and reduce the air pressure
fuel supply line relief valves so that the HFO valve is operative.
possible. to prevent over cooling the furnace. Purge the furnace before relighting the
(The boiler fuel system is described in section 2.6.3 of this
manual.) burner. Always use the pilot burner for ignition.
b) Shut down the burner.
k) Start firing the boiler on HFO and ensure that a stable flame is Note: Never attempt to relight the burner from the hot furnace refractory.
c) Continue the operation of the forced draught fan for a short
produced. while after shutting down keeping an air pressure of 150mm
water gauge at the burner inlet and purge the furnace of Taking the Boiler Out of Service
l) At working pressure, switch the boiler to automatic operation. combustible gases.
When taking a boiler out of service, the wet lay up method is preferable, because it
Raising Pressure with Steam Available from the Exhaust Gas d) Maintain the water level visible at about 50mm in the gauge requires less preparation and the boiler can be quickly returned to service.
Boiler glass.
When the boiler is in the cooling down process following shutdown, inject into
a) Start the forced draught fan, open the inlet vanes and purge the e) Open the drum vent valve before the boiler reaches atmospheric the drum appropriate quantities of boiler chemicals, using the boiler chemical
furnace. pressure. dosing unit. To ensure adequate protection of the boiler, follow the guidelines
given by the chemical supplier. Excessive chemical treatment may be more
f) Change the fuel system to diesel oil and circulate it back to the detrimental than insufficient treatment.
b) Start the HFO burning pump and circulate oil through the heater
and burner manifold. Open the recirculating valve and discharge tank.
When the pressure is approaching atmospheric pressure, open the steam drum
the cold heavy oil in the line.
Note: If steam is available from the exhaust gas economiser, the boiler HFO air vent valve.
Note: At normal sea going conditions, the boiler HFO system tanks and lines system should remain in use.
When the pressure is off the boiler, supply distilled water until it issues from
will contain heated HFO. the vent valve, then close the vent valve.
Put a hydrostatic pressure of 2.5 to 4.0kg/cm2 on the boiler. Hold this pressure
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 1.5 to
3.0kg/cm2 on the boiler.
Take a periodic boiler water sample and replenish any spent chemicals.
Before returning the boiler to service, drain the boiler to the normal working
level and return the chemical content concentration to the normal level by
blowing down.
Maintaining the Boiler in a Warm Condition
At sea the oil fired boiler should be maintained in a warm condition by

supplying steam to the heating coil in the lower drum. This is done by opening
the heating steam inlet valves ST004F and C24 and the drain trap inlet valve
C25. The boiler pressure should be maintained at 0.5kg/cm2 or above. When
the heating coil is not in use the steam inlet valve is closed and the drain trap
valves left open.
Illustration 2.2.2a Auxiliary Boiler Local Control Panel
WATER LEVEL ALARM PANEL

LOAD CONTROLLER
CONTROLLER LOAD CONTROLLER
WATER LEVEL
CONTROLLER INDICATION PANEL ALARM PANEL ALARM PANEL
AALBORG
1 2 3 ON AALBORG
1 2 3 ON
INDUSTRIES INDUSTRIES
AALBORG
INDUSTRIES
1 2 3 ON AALBORG
INDUSTRIES
1 2 3 ON 79.9 79.9 CONTROL VOLTAGE ON
SET POINT NORMAL STOP

IGNITION PUMP ON
OIL VALVE OPEN

1
2
3
TOO LOW WATER LEVEL
HIGH STEAM PRESSURE

1
2
3
1
2
3
HIGH LEVEL IN MIX TANK
LOW LEVEL IN MIX TANK

LOW WASTE OIL PRESSURE
1
2
3
800 800 DIESEL OIL OPERATION HEATING ON BURNER BURNER SWING OUT
79.9 79.9
HEAVY FUEL OIL OPERATION CHEMICAL DOSING PUMP ON
4 OVERLOAD COMBUSTION AIR FAN 4 4 HIGH TEMP. ON WASTE OIL PREHEATER 4
5 5 5 OVERLOAD COMBINED PUMP AND GRINDER 5
1 1
OVERLOAD BURNER MOTOR
BURNER MOTOR ON AIR VALVE OPEN
COMBUSTION AIR FAN ON AIR VALVE CLOSED

6
7
FLAME FAILURE
HIGH OIL TEMPERATURE
6
7
6
7
OVERLOAD WASTE OIL PUMP
TOO LOW WORKING AIR PRESSURE (STOP SEQ)
6
7
HIGH LEVEL IN MIX TANK
SAFETY INTERLOCKS OK SOOT BLOWER MOTOR ON
8 LOW OIL TEMPERATURE 8 8 LOW WORKING AIR PRESSURE (HOLD SEQ) 8
2 LOW LEVEL IN MIX TANK 2

MANUAL OPERATION
9 LOW OIL PRESSURE ON BURNER 9 9 OVERLOAD SOOT BLOWER MOTOR 9
AUTOMATIC OPERATION
HIGH WATER CONTENT
10 FIRE IN WIND BOX 10 10 SOOT BLOWER SEQUENCE FAILURE 10
WASTE OIL OPERATION IN WASTE OIL
LAMP TEST
RESET TEST
POWER ON
ALARM RESET TEST
POWER ON
ALARM
3 LOW WASTE OIL PRESSURE 3
1 2
800 800 ALARM PANEL ALARM PANEL
4
5
HIGH TEMP. ON WASTE OIL PREHEATER
OVERLOAD COMBINED PUMP AND GRINDER
4
5
1 LOW COMBUSTION AIR PRESSURE 1 1 HIGH SALINITY IN FEED WATER 1
6 OVERLOAD WASTE OIL PUMP 6
7 7
2 LOW ATOMIZING AIR PRESSURE 2 2 HIGH OIL CONTENT IN FEED WATER 2
3 OVERLOAD IGNITION OIL PUMP 3 3 3 TOO LOW WORKING AIR PRESSURE (STOP SEQ)
4 AUTO STANDBY OIL PUMP STARTED 4 4 4
5 5
8 8
5 LOW STEAM PRESSURE 5
6 TOO HIGH WATER LEVEL STOP FWP 6 6 6 LOW WORKING AIR PRESSURE (HOLD SEQ)
7 HIGH WATER LEVEL 7 7 7
9 9
8 8 8 8
OVERLOAD SOOT BLOWER MOTOR
LOW WATER LEVEL
9 OVERLOAD DIESEL OIL PUMP 9 9 9

10 HIGH TEMP. ON HFO PREHEATER 10 10 10
RESET TEST
POWER ON
ALARM RESET TEST
POWER ON
ALARM
10 SOOT BLOWER SEQUENCE FAILURE 10
INSTRUCTION
POWER ON
LABEL
RESET TEST ALARM
INDICATION PANEL ALARM PANEL 9
A
10 1. ?
1 1 2. ?
CONTROL VOLTAGE ON IGNITION PUMP ON TOO LOW WATER LEVEL 3 4 5 11 12 13 14 15 18 19
SET POINT NORMAL STOP OIL VALVE OPEN 2 HIGH STEAM PRESSURE 2 3. ?
DIESEL OIL OPERATION HEATING ON BURNER 3 BURNER SWING OUT 3 4. ?
HEAVY FUEL OIL OPERATION CHEMICAL DOSING PUMP ON 4 OVERLOAD COMBUSTION AIR FAN 4 5. ?
BURNER MOTOR ON AIR VALVE OPEN 5 OVERLOAD BURNER MOTOR 5 ON ON ON 16 ON ON ON 6. ?
COMBUSTION AIR FAN ON AIR VALVE CLOSED
6 FLAME FAILURE 6
17 22 7. ?
7 HIGH OIL TEMPERATURE 7 8. ?
SAFETY INTERLOCKS OK SOOT BLOWER MOTOR ON OFF OFF OFF OFF OFF OFF
8 LOW OIL TEMPERATURE 8
MANUAL OPERATION 6 7 8 18 20 21 9. ?
9 LOW OIL PRESSURE ON BURNER 9
AUTOMATIC OPERATION M
ERGENC 10. Ammeter
10 FIRE IN WIND BOX 10
Y
WASTE OIL OPERATION HIGH WATER CONTENT
IN WASTE OIL
11. ?
LAMP TEST POWER ON 12. ?
RESET TEST ALARM
13. ?
14. ?
15. ?
INSTRUCTION 16. ?
LABEL
17. ?
ALARM PANEL ALARM PANEL
18. Emergency Stop
24 19. ?
23
20. ?
21. ?
1 LOW COMBUSTION AIR PRESSURE 1 1 HIGH SALINITY IN FEED WATER 1 22. ?
2 LOW ATOMIZING AIR PRESSURE 2 2 HIGH OIL CONTENT IN FEED WATER 2 23. ?
3 OVERLOAD IGNITION OIL PUMP 3 3 3 24. ?
4 AUTO STANDBY OIL PUMP STARTED 4 4 4
5 LOW STEAM PRESSURE 5 5 5
6 TOO HIGH WATER LEVEL STOP FWP 6 6 6
7 HIGH WATER LEVEL 7 7 7
8 LOW WATER LEVEL 8 8 8 Author’s Note: Panel details
10
9 OVERLOAD DIESEL OIL PUMP
HIGH TEMP. ON HFO PREHEATER 10

9 9
10
9
10
to be confirmed during ship
POWER ON POWER ON
visit
RESET TEST ALARM RESET TEST ALARM
2.2.2 Boiler Control Systems REMOTE mode at their starter panels and at the Pump Control System mimic The burner sequence control unit is designed for control and supervision of the
in the GOS one pump is selected as the master or operating pump and the other oil burner in automatic operation. A motor driven camshaft activates electric
Auxiliary Boiler Burner as the standby pump. The standby pump will start if the master pump fails. switches which control the burner servo motor, burner motor, ignition and
solenoid valves. The control unit is connected to a photo cell and in normal
Manufacturer: Vesta The safety system consists of two independent means of shutting off the fuel operation it controls the flame supervision circuit.
Type: Rotary cup supply to the burner if the water level in the boiler falls to an unacceptably low
Model: KB 350W level. A separate low level float switch shuts off the fuel supply when the water Note: The burner sequence control unit has no function when the oil burner
level falls to a low value. Limit switches, located on the boiler control panel, is running in manual mode.
are connected to the differential pressure transmitter which operates the feed
The burner is of the rotary cup type and so does not require any atomising
water controller. During start-up the control unit operates the oil burner in a prefixed start-up
steam or air supply. Control air is needed for valve actuation and purging and
an electrical supply is required to operate the rotary cup. Combustion air is sequence. In the event of fault during start-up or in normal operation, the fuel
These provide the following: supply is instantaneously interrupted, and the sequence control unit stops the
supplied by means of an electrically driven forced draught fan. The air supply
is regulated by means of dampers. The forced draught fan is situated on top of • Shut off the fuel supply to the burner at low water level oil burner. The lock out indication which is placed in the viewing window of
the wind box and it supplies air for the primary fan, which is an integrated part the control unit shows where the fault has occurred in the sequence. The fault
• A low water level alarm signal lamp and the reset button are located in the window.
of the burner. Primary air represents about 10% of the total air supplied, the
remaining 90% being secondary and tertiary air from the forced draught fan. • A high water level alarm
The secondary air for combustion is supplied to the wind box and is directed • Stop the feed water pump at too high a water level Features
into the flame by means of vanes.
The control unit is provided with the following additional safety features:
Correct control of the secondary air is essential to efficient combustion through Boiler Control Panel
• Detector and extraneous light test is restarted immediately
the turn-down range of the burner. Draught control is performed by means of The boiler control panel provides operation, control and interlock devices following the tolerated afterburn time. This means that open or
a secondary air damper connected to the compound regulator by a rod linkage. required for the running of the boiler. This control panel performs the automatic not fully closed fuel valves initiate a lockout immediately after
The fuel oil compound regulator is the final control element which meters out and manual operation of the boiler and it gives an alarm to warn the operator this time has elapsed. The test ends only on completion of the
fuel oil and combustion air to the burner. if an abnormality occurs during operation. prepurge time of the next burner start-up.
• The correct functioning of the flame supervision circuit is
The rate of fuel flow is controlled in a linear manner by a rotary valve in the The feed water regulator operates continuously and acts to open or close the
automatically checked during each burner start-up sequence.
compound regulator. A cam is used to regulate the air damper control lever to automatic boiler feed water supply valve in response to the level of water in
compensate for the non-linear operation of the secondary air control damper. the boiler. • The unit permits burner operation with or without post purge.
• The control contacts for fuel release are checked for welding
Ignition of the burner is by means of a diesel oil igniter inserted through the The boiler control system stops the boiler in an emergency situation, by
during the post purge time.
wind box and air register. The ignition burner lance and nozzle are automatically immediately shutting down the fuel oil supply to the boiler, if such an
purged with air when the ignition period has ended. abnormality should be too serious to continue running any longer. • A built-in unit fuse protects the control contacts against
overload.
The boiler is normally operated on HFO (or LSHFO in environmentally Master Boiler Control Panel • Fan motors with a power consumption of up to 4 amps can be
sensitive regions) with MDO being used for the igniter. It is possible to burn directly connected.
waste oil in the boiler and the boiler control panel has a facility for changing to This panel contains the system power supply unit, the controller for the burner
waste oil operation. MDO is used when flashing up from cold. control and automatic process control plus various relay units. • Separate control outputs for OPEN, CLOSE and MIN (low
flame position) of the air damper actuator.
The system has alarms and trips which provide for safe operation of the boiler.
Water Level Control • Supervised air damper control to ensure prepurge with the
The alarms bring an abnormality in operation to the notice of the engineer and
nominal amount of air. Checked positions for CLOSED or MIN
Feed water supply to the boiler is handled by a single element control system. a trip initiates a shutdown. The alarm and control panel is provided with a test
(low flame position) at the start, OPEN at the beginning and
It is designed to maintain the boiler water level and provide an alarm and safety system which enables the lamps to be tested; this should be carried out daily in
MIN on completion of the prepurge time. If the actuator does
shutdown should the level not stay within set limits. A transmitter is mounted order to enable failed indicator lamps to be detected and replaced.
not drive the air damper in the required position, the burner
on the boiler, which sends a signal to the controller, which in turn regulates the start-up sequence will be interrupted.
opening of the feed water control valve. Burner Control System
• Functional test of air pressure monitor at start-up and supervision
The feed water control valve has a valve positioner for automatic operation, with This system controls the remote, manual and automatic operations of the of the air pressure from the beginning of the required prepurge
a handwheel for manual operation. The duty feed pump operates continuously burner in the boiler. The unit contains a programmable sequence controller time until the controlled shutdown.
and the feed control valve regulates the amount of water directed to the boiler, which operates the furnace purge, pilot burner and the automatic operation of
the burner valve. • Separate control output for an ignition fuel valve which is
depending upon the current water level. The feed pumps are selected for closed after the second safety time has elapsed.
Illustration 2.2.2b Boiler Operating Sequence
Start Pre-Purge Ignition Establish Burner Flame Automatic Combustion Control Stop Fire Post-Purge Stop
A B C D
Control
Pressure T R
P
Switch
2.5 Seconds
37.5 Seconds
M1
M
FD Fan
M2
5 Seconds
Ignition
Z
Transformer
2.5 Seconds
Fuel Oil
Shut Off BV1
Valve
12.5 Seconds
Load LR
Controller R
12.5 Seconds
M 100%
Air
Damper Min
LK
0
Fuel Oil
Control Valve RV
15 Seconds
Flame
Sensor FS
• Two control outputs for release of the second output stage or the Start-Up Sequence Burner Operation
burner load control.
Start Command by the Pressure Switch During burner operation the load controller drives the air damper into nominal
• For burners with expanding flame it is possible to increase the load or low flame position, depending on the demand for heat. The release
a) The pressure switch closes and the sequence mechanism starts
safety time from 2.5 seconds to 5 seconds. of the nominal load is carried out by the auxiliary switch in the air damper
to run. At the same time the fan motor is started on prepurge.
actuator.
• When load control is enabled, the control outputs for the air
damper actuator are galvanically separated from the control b) After a preset time has elapsed the fan motor is activated in
section of the unit. prepurge and post-purge mode. Controlled Shutdown
• Connection facilities for remote lock-out warning device, a) The fuel valves are closed immediately. At the same time the
remote reset and remote emergency shutdown. c) On completion of a further time interval the control command sequence mechanism starts again.
to open the air damper is given. During the running time of
the actuator, the sequence mechanism stops. Only after the air b) Post purge time. Shortly after the start of the post purge time the
Mode of Operation damper has fully opened does the sequence mechanism continue air damper is driven into the MIN position.
The control programme sends the necessary input signals to the control section to run.
of the control unit and the flame supervision circuit. If the required input c) The complete closing of the damper starts shortly before the
signals are not present, the control unit interrupts the start-up sequence and d) Prepurge time with fully opened air damper. During the prepurge post purge time has elapsed. This is initiated by a control signal
initiates a lockout where this is required by the safety regulations. time the correct functioning of the flame supervision circuit is which also remains under a supply voltage during the following
tested. The control unit goes into the lock-out position in case burner-off period.
of an incorrect function of the relay.
Operating Procedure
d) Permissible after burn time. During this time the flame
• The START command is given by the pressure switch of the e) After completion of the prepurge time, the control unit drives supervision circuit may still receive a flame signal without
installation the air damper into the low flame position. During the damper initiating a burner lockout.
• Start-up sequence running time the sequence mechanism stops again.
• The burner is in operation, according to the control commands f) Pre-ignition time. The process of ignition is started with air and End of Control Program
of the load controller fuel being supplied in the correct proportion and the pilot burner e) On completion of the post purge time the detector and extraneous
• Controlled shutdown through a pressure switch operated. light test starts again, as soon as the sequence mechanism has
reset the control contacts into the start position.
• The sequence mechanism runs into the start position for post g) Safety time. This delay period allows for ignition of the main
purge burner and the photocell to detect the flame before the end of the f) During the burner off period a faulty flame signal of only a few
safety time. The flame must be continuously present otherwise seconds initiates lock-out. Short ignition pulses of the UV-tube,
Note: During burner off periods the flame supervision circuit has a voltage the control unit initiates a lock-out and interlocks itself in the eg, caused by radiation, do not initiate burner lock-out.
applied in order to carry out the detector and extraneous light test. lock-out position.
h) Second safety time. On completion of the second safety time the Procedure for Automatic Burner Operation
Pre-Requisites for Burner Start-Up
main burner must have been ignited by the pilot burner.
The description below assumes that the fuel system is ready for operation with
• Burner not interlocked in the lock-out position
i) End of start-up programme. After a preset time interval has heated HFO available. (See section 2.6.3 of this manual.)
• Air damper is closed
elapsed, the load controller is released. This ends the start up
• The control contacts for the fuel valves closed must be in the a) Check the fuel and burner system for leaks and ensure that the
sequence of the control unit. The sequence mechanism switches
CLOSED position boiler is ready for operation.
off itself, either immediately or after a few idle steps, ie, steps
• The normally closed contact for the air pressure monitor must without change of the contact positions, depending on the
b) Turn on the main power source to the burner control panel and
be closed times.
check that the fuel supply valves are open.
• The contacts of the gas pressure monitor and those of the limit
thermostat or pressure switch must also be closed c) Check all panel lamps by pressing the LAMP TEST
pushbutton.
d) Check that the water level in the boiler is within acceptable pressing the START SOOTBLOWER pushbutton on the local panel as required j) If there is a good ignition flame, press the OIL VALVES
limits with one feed pump selected as the operating pump and and the sootblower will follow a set sequence once only. pushbutton and keep both the IGNITION and OIL VALVES
the other as the standby pump. pushbuttons depressed for a maximum period of 5 seconds.
e) Select one fuel oil pump as the operating pump by turning

Manual Operation k) Release both pushbuttons, a steady flame should be established.
the switch to the MAN position and the select the other as the The burner will remain firing; the oil valve and flame will be
The manual operation system allows for firing of the boiler, in the event of
standby pump by turning its switch to the STBY position. Both supervised by the manual flame scanner. The burner modulation
faults in the automatic sequence control or components of safety monitoring
pumps can be selected for MAN if required. Start the selected may be selected as AUTO or MANUAL.
equipment.
pump by pressing the START pushbutton. The Fuel Selector
switch should be turned to the HEAVY positions. l) If no flame is established when the ignition and oil valve
Procedure for Changing to Manual Operation pushbuttons are released the start up sequence must be repeated
When burning waste oil the grinding pump is operated to ensure an even from step e) above.
temperature in the waste oil service tank and an even distribution of water a) Turn the burner ON/OFF switch to the OFF position.
droplets throughout the oil. One of the waste oil burning pumps is operated to m) Burner firing is stopped by turning the burner operation mode
supply waste oil to the burner. In this case the selected waste oil pump switch b) Turn the Burner Modulation Mode Selection switch to the switch to the AUTO position.
is turned to the MAN position and the START pushbutton is pressed. When MANUAL position.
burning waste oil the fuel selector switch should be turned to the WASTE CAUTION
position. c) On the boiler front, replace the auto flame scanner with the In Manual Operation mode the safety interlocks are reduced to:
manual flame scanner.
f) Turn the burner operating mode switch to the AUTO position. • Too low water level
d) Turn the Burner Operation Mode switch to the MANUAL • High steam pressure
g) Turn the burner ON/OFF switch to the ON position. The burner position. The burner servo unit is now moved to the minimum
will be started and stopped by a signal from the start/stop • Burner swing out
position, when it reaches that position the burner motor and the
pressure switch or the steam pressure transducer. The start-up combustion air fan motor are started. With the fan in operation • Overload combustion air fan and burner motor
sequence and flame supervision are controlled by the burner the INCREASE BURNER LOAD and DECREASE BURNER • Flame failure
sequence controller. LOAD pushbuttons become active.
It is essential that the boiler is constantly supervised by a competent
h) When the start-up sequence is complete turn the Boiler e) Press the INCREASE BURNER LOAD pushbutton until the fan engineer when operating in manual mode.
Modulation Mode Selection switch to the AUTO position. air damper reaches its maximum position.
The burner will be modulated according to the setting of the burner modulation f) Allow the boiler furnace purge to operate for at least 60
mode switch. There are two burner modulation modes, Auto and Manual. seconds.
Auto Modulation: The Burner Modulation mode switch is in the AUTO position
and the burner load is controlled automatically by the load controller. WARNING
It is essential that the boiler furnace be purged correctly in order to
reduce the risk of furnace explosion.
Manual Modulation: The Burner Modulation mode switch is in the MANUAL
position and the burner is controlled by the INCREASE BURNER LOAD and g) After purging the furnace press the manual DECREASE
DECREASE BURNER LOAD pushbuttons. BURNER LOAD pushbutton until the fan air damper reaches
its minimum position.
In an emergency, the control system shuts off the fuel supply to the burner for
the boiler protection. h) Check that the boiler fuel oil pressure and temperature are
correct.
An EMERGENCY STOP pushbutton is provided at the boiler control panel to
enable the operator to stop the burner operating should that be necessary. i) Press the IGNITION pushbutton on the manual operation box
and keep it depressed. Check visually that the ignition flame is
The sootblower is also controlled from the burner control panel. If the established before continuing.
Sootblower Selector switch is set to the AUTO position the sootblower will
operate automatically on a timed sequence at set intervals. If the Sootblower
Selector switch is set to LOCAL/REMOTE the sootblower is started by
Illustration 2.2.3a - Boiler Sootblower Local Control Panel
2.2.3 SOOTBLOWERS Procedure for the Operation of the Sootblower h) Ensure the drain water flows freely through the drain
connection.
a) The boiler should be operating on a minimum of 50% of full
Auxiliary Boiler Sootblower
load. i) On completion of water washing, flush through the drain valve
Manufacturer: ??? with fresh water, then close and refit blank flange.
No. of sets: 1 b) Open the steam isolating supply valve ST004F. When this has
Model: ??? been opened, the STEAM VALVE OPEN lamp on the control j) Refill the exhaust gas boiler with feed water.
panel will illuminate and the STEAM VALVE CLOSED lamp
Air supply pressure: 20-30kg/cm2
will be extinguished. k) If time permits leave the inspection door open and allow the
Working pressure: 25kg/cm2 exhaust gas side of the boiler to dry naturally. If dry soot
Air consumption: 72nm3/min c) Turn the sootblower switch to the ON position and allow the deposits form after drying out, remove them using an industrial
Blowing time/sequence: 45 seconds sootblower to operate. A complete operating sequence takes vacuum cleaner.
approximately 45 seconds. When this is complete, turn the
Sootblowing of the oil fired auxiliary boiler has to be carried out at regular switch to the OFF position. If necessary repeat the operation for l) On completion, close all of the exhaust gas boiler inspection
intervals to ensure that the heat transfer surfaces are kept clear of deposits as a second sequence. doors.
these retard heat transfer and can constitute a fire hazard.
d) On completing the operation, close the steam supply isolating CAUTION
Sootblowing should be operated two or three times a day whenever the boiler valve ST004F. The STEAM VALVE OPEN lamp on the control When restarting the main engine after water washing the exhaust gas
is in service but the position of the vessel and any local legislation concerning panel will be extinguished and the STEAM VALVE CLOSED boiler, a considerable amount of sparks will be discharged from the
pollution and clean air must be taken into account before doing so. The lamp will be illuminated. funnel. It is therefore important to ensure no cargo handling operations
sootblower should also be operated immediately after leaving port or prior to are on-going either on board or ashore when the engine is started, and
shutting down. Exhaust Gas Boiler Soot Cleaning the bridge must be informed of the potential risk. This can be alleviated
somewhat by drying out the exhaust gas boiler after water washing by
The sootblower operates using saturated steam supplied from the steam main As there is no sootblower fitted to the exhaust gas boiler, soot removal will be
re-establishing the boiler feed water supply.
via manual isolating valve and a motorised valve operated by the sootblower by a hand held water lance as per the following procedure:
control system. This is opened whenever the sootblower is operated. The
WARNING
valve and its actuator are set at commissioning and should require no further CAUTION
adjustment. Ensure that during water washing that the person carrying out this task In the event of a soot fire occurring, the bridge must be informed and the
is wearing the correct protective clothing including safety helmet, gloves, main engine stopped as soon as possible.
(Author`s Note: The text below must be checked for accuracy when a sootblower goggles and mask.
manual becomes available.) (Authors Note: Check onboard the preferred method of extinguishing an uptake
a) Isolate and drain the water from the exhaust gas boiler. fire. Alter the text accordingly to reflect owner`s standard procedures.)
Before starting the sootblowing operation, open the steam supply isolating
valve ST004F and allow the line to warm through. Once the process has been b) Ensure that the main engine is stopped and has been isolated
initiated, the lance directs a jet of steam over the tube surfaces to remove any before opening the exhaust gas boiler inspection doors.
deposits that may have adhered to the tubes. An electric motor driving through
a gearbox moves the lance in and out of the boiler and rotates the lance through c) Open the cleaning water drain outlet valve/remove blank
a specified angle to direct the steam jet as necessary over the entire tube nest. flange.
Each operating sequence takes approximately 45 seconds (check) during which
time steam is continually injected. Sealing air is applied to the lance unit in
d) Ensure the drain water enters the hopper at the bottom of the
order to prevent the escape of gases from the boiler during boiler operation.
exhaust casing and does not flow into the main engine exhaust
inlet duct.
The sootblower is operated manually by the start selector switch on the
boiler main control panel. Turning the switch to the ON position operates the
e) Maintain the water pressure to the lance at 4 ~ 7kg/cm2.
sootblower and returning the switch to the OFF position stops the operation.
f) Direct the water washing nozzle perpendicularly to the heating
element surface.
g) Heavy deposits around studs should be dislodged manually.
2.2.4 Exhaust Gas Boiler The feed pumps deliver constant water flow and if the feed regulator valve Illustration 2.2.4a Exhaust Gas Boiler
is shut in or closed, water passes back to the feed tank. There is an auxiliary
feed line for use if the feed water regulator valve fails and this requires manual Gas Flow
Exhaust Gas Boiler
control of the feed water system.
Steam Outlet
Manufacturer: Kangrim
No. of sets: 1 It is essential that the exhaust gas boiler heat transfer surfaces are kept clean
Model: EA40012 on the gas side in order to maintain operating efficiency and reduce the risk of
a soot fire. Optimum main engine cylinder combustion will reduce the amount
Type: Vertical cylindrical smoke tube of soot which is present in the exhaust gas but some soot will still accumulate Safety Valve
Evaporation: 4,000kg/h Connections
on the tube surfaces. A manometer with connections at the gas inlet and
Working pressure: 7.0kg/cm 2
outlet sides of the exhaust gas boiler provides an indication as to the need for
Safety valve setting: 9.0kg/cm 2 cleaning.
Exhaust gas inlet: 272°C
Soot is removed from the tube surfaces by means of a hand lance when the
Exhaust gas outlet: 253°C engine is stopped and the exhaust gas boiler is not operating. Water washing of
the tube surfaces should only be required infrequently and is not expected to be
a normal routine requirement. However, a check must be kept on the exhaust
Introduction
pressure drop across the waste heat boiler in order to assess the boiler surface
cleanliness.
The exhaust gas boiler is of the vertical smoke tube type and is supplied
with exhaust gas from the main engine. There is no facility for exhaust gas
Deposits on the water side of the exhaust gas boiler are minimised by the use
bypassing the boiler and so steam is generated at the rate dictated by the heat Manhole
of distilled water feed and effective boiler water treatment as covered in section
energy in the exhaust gas. Should there be insufficient exhaust gas energy, the
2.3.3 (Water Sampling and Treatment System) of this machinery operating
auxiliary boiler can be fired to supplement the steam generated by the exhaust
manual.
gas boiler. At times of low steam demand the exhaust gas boiler will generate
steam at a higher rate than it is consumed. In order to prevent an increase in
The exhaust gas boiler is provided with scum and blowdown valves which
pressure, the excess steam is dumped to the dump condenser/drain cooler. The
allow for the removal of surface scum and water from the boiler. Scum and
steam dump valve is set to release steam when the steam pressure in the main
blowdown operations are carried out in the same way as for the oil fired boiler
steam supply line exceeds 6.86kg/cm2. When open the dump steam flows to the
and the same precautions must be observed.
dump condenser/drain cooler as shown in illustration .
The exhaust gas boiler is fitted with a warming or simmering coil which is used
The smoke tubes are connected to upper and lower tube plates and the space
in port in order to maintain the exhaust gas boiler in a warm condition so that
between the tube plates and the outer shell contains the water and steam space;
it may be operated as soon as sufficient exhaust gas is available.
the water level may be lowered during operation and it is permissible to empty
the boiler provided that the exhaust gas inlet temperature is below 400°C.
Passage through the exhaust gas boiler is the only way in which main engine
exhaust gas can reach the funnel outlet and in the event of a serious boiler
On passage through the smoke tubes in the water space, the exhaust gas gives
defect the boiler must be operated in the dry condition. This means that water
up heat to the water and converts some of the water into steam. Steam collects
must be drained from the boiler and the boiler is operated just as a silencer.
at the top of the boiler and is taken off for use throughout the ship.
When dry running there is an increased risk of soot fires and attention must be
The exhaust gas boiler is supplied with feed water from the two boiler feed
paid to engine cylinder combustion in order to reduce the risk of soot deposits.
water pumps, one of which will be operating at all times. If the oil fired boiler
The exhaust gas boiler must be thoroughly drained before dry running and all
was operating at the same time as the exhaust gas boiler, feed water would be
water and steam connection valves closed. The exhaust gas inlet temperature
supplied to both units. Manhole
must be kept below 400°C.
The water level in the exhaust gas boiler is maintained by means of a feed A defective tube must be replaced as soon as possible and this is undertaken Blowdown
regulator valve located in the feed line between the feed pumps and the boiler when the boiler has been taken out of service and drained. After removal of the Connection
feed check valves. The feed regulator valve opens and closes in response to the damaged tube, the holes in the tube plates must be dressed in order to provide
level of water in the boiler and is compressed air operated by means of signals for a good contact surface for the new tube.
from the control panel.
Illustration 2.2.5a Steam System 50
Funnel Top Key

Funnel Top Waste Set
Service Tank 70°C Saturated Steam
From Fresh Water
TC
Service System To Air Conditioning
and other Sanitary To Preheating 50 ST008F Condensate
150 PIAH Chemical 25
1522 Services in Accommodation System for TC
Dosing Unit Accommodation
PAC 125 Air Conditioning Set 90°C ST007F
PS PT PI 1512 ‘B’ Deck
100 100 65 Plant A ST068F Calorifier
PIC To Engine Room
ST002F ST006F
EV1 Service System
ST001F 25 ST
150 150 (Starboard)
EV1 EV2 184F (See Illustration 2.2.5b)
15 Auxiliary Boiler
40
Waste Oil Heater
LT LIAHL LS G260
EV5 1521
SB052
50 50 Main Feed
Exhaust Gas 50 ST110F
EV3 EV16 EG6 15
Boiler 50 50 Auxiliary Feed
(4.0t/h x 7 bar 150 From Engine Room
Service System (Port)
EV22 (See Illustration 2.2.5b)
150
EV9 To Engine Room C
PIAH
EV23 65 1504 PT PI PS To Condensate
XA
Service System
65
B (Port) 125 Return Pipe
65
EV4 EV4 (See Illustration EPCON
40 C1 ST003F 2.2.5b) ST009F ST011F
To Condensate 150
C1 C2
Water Line ST010F SD003F Condensate from Engine
ST004F 100 125
LT Room Service System
50 LAHL C123 10 ST012F (See Illustration xxx)
50 1503 M
PS PS
C5 15 From Fresh Water
SB053F SD004F
Sootblower 50 Service System TI PI
SB106F SB107F To Bilge Well C3 C4 W1
40 Auxiliary Chemical
C9 50
Boiler Dosing Unit LI TI 125
C3 C4
(4.0t/h x 7 bar 25
‘2nd’ Deck (Port) SD005F
Boiler Water C16 C24 Atmospheric
40 Sampling Cooler 15 Dump/Drain 10
8 65 125
XA XA Condenser
WG087F 1518 1519 C25
8 XA XA OAH
8 1501 1502 C7 ST183F 15
C7 2055
Sink 50 From Distilled WG028F
To 40
15 Water Tank LAH
Condensate 50 15 2056
(Gravity)
40 WG029F
25 25
From Fresh 50 50
50 WG
Water Service 030F
50 TC TI 25
To Bilge System Cascade/Filter
ST013F ST015F 100
Well Tank
15 OL146
To Bilge Well 10 ST014F (5m3)
SB SB SB SB LAL
SB058F SB055F 2057
050F 054F 057F 051F
Auxiliary Boiler BC BC
SB003F BC005F
EGB Feed 006F 007F 40
Water Pumps PIAL PIAL
From Fresh 4th Deck
Authors Note: Needs checking as some valve 2157 2158 10
(12.5m3/h x 12 bar) Water Service (Starboard)
numbers, etc shown on yard drawing are not clear XA Auto
PI XI
2157C
PI
XI System
SAH
2055
2157SB 2158C 50
SB102F CH-VR Chemical 50
Set 10 bar No.1 To LO
PI No.2 PI Dosing Unit
SB103F Drain Tank
Floors ‘4th’ Deck
SB001F SB002F 40 To Bilge
80 Well
To Bilge Well
2.2.5 Steam System d) Open all steam line drain valves and drain the sections of steam Description Valve
pipe of condensate as the pipe warms up. Where drain traps
Heavy fuel oil settling tank temperature controlled valve outlet ST033F
are fitted line drain valves may be left open after the pipe has
General Description warmed through, otherwise the drain valve must be closed when
valves ST034F
the pipe is warm and steam issues from the drain valve. Heavy fuel oil service tank temperature controlled valve (set at ST027F
Saturated steam is led from the oil fired auxiliary boiler or the exhaust gas 90°C)
boiler at a normal pressure of 6.0kg/cm2. The steam line from each boiler goes Heavy fuel oil service tank temperature controlled valve outlet ST031F
e) Operate the steam system valves, shown in the following table,
to the common 6.0kg/cm2 steam line from where steam is distributed to the end valves ST032F
when required for use. Where steam inlet lines to a service
users. The common steam line, near the exhaust gas boiler has a branch to the
steam dump valve which is pressure controlled and dumps any excess steam to are fitted with a temperature controlled valve a bypass valve Waste oil storage tank temperature controlled valve (set at 45°C) ST026F
the dump condenser as shown in illustration 2.2.5a. is normally fitted; this bypass valve is usually closed and the No.1 HFO purifier heater temperature controlled valve inlet valve ST046F
temperature controlled valve regulates the steam supply. No.1 HFO purifier heater temperature controlled valve bypass ST047F
CAUTION valve
Description Valve No.1 HFO purifier heater temperature controlled valve (set at ST045F
Water hammer in steam lines can be a problem and can cause damage
to the pipe system and even steam line failure resulting in scalding of Auxiliary boiler sootblower and heating coil steam supply valve ST004F 98°C) operational
personnel. It is essential that all steam lines are drained of condensate Isolating valve to engine room services (starboard) valve No.2 HFO purifier heater temperature controlled valve inlet valve ST049F
and that steam is supplied to cold lines gradually with line drain valves Accommodation hot water system heater valve No.2 HFO purifier heater temperature controlled valve bypass ST050F
open. This allows the steam line to warm through and for the condensate Calorifier temperature controlled valve (set at 70°C) ST008F valve
to drain. Drain valves are located at a number of places in the steam Calorifier temperature controlled valve bypass valve ST068F No.2 HFO purifier heater temperature controlled valve (set at ST048F
system and these must be opened before the steam valve to that section 98°C) operational
Waste oil tank temperature controlled valve (set at 90°C)
of line is opened. No.3 HFO purifier heater temperature controlled valve inlet valve ST052F
Waste oil tank temperature controlled valve bypass valve
Auxiliary boiler waste oil heater valve ST110F No.3 HFO purifier heater temperature controlled valve bypass ST053F
Procedure for Supplying Steam to the System Auxiliary boiler waste oil heater temperature controlled valve
valve
bypass valve No.3 HFO purifier heater temperature controlled valve (set at ST051F
The auxiliary boiler is operating on automatic control and generates saturated 98°C) operational
steam at a pressure of 6.0kg/cm2. The description assumes that the entire steam Waste oil storage tank temperature controlled valve inlet valve ST104F
system is shut down and is being warmed through from cold.
Port Side Steam Service Valves Waste oil storage tank temperature controlled valve (set at 45°C) ST044F
a) Ensure that the boiler is operating correctly and that the correct Auxiliary boiler FO heater temperature controlled valve inlet ST084F
Description Valve valve
steam pressure is being generated.
Isolating valve to steam supply line ST021F Auxiliary boiler FO heater temperature controlled valve outlet ST082F
b) Open the boilers steam outlet valves as shown in the following No.2 generator engine FO safety filter ST072F valve
table: No.1 generator engine FO safety filter ST071F Auxiliary boiler FO heater temperature controlled valve bypass ST085F
Main engine FO indicator filters ST019F valve
Description Valve ST020F Main engine FO heaters temperature controlled valve inlet valve ST079F
Auxiliary boiler steam outlet valve C2 Generator engine LO purifier heater ST016F Main engine FO heaters temperature controlled valve bypass ST078F
Auxiliary boiler steam line valve ST003F Generator engine LO sludge tank ST017F valve
Exhaust gas boiler steam outlet valve EV2 Isolating valve to steam supply line ST086F Main engine FO heaters temperature controlled valve outlet valve ST076F
Exhaust gas boiler steam line valve ST001F Low sulphur fuel oil settling tank temperature controlled valve ST030F Main engine No.1 FO heater inlet valve ST074F
Steam dump control valve inlet valve ST009F (set at 70°C) Main engine No.2 FO heater inlet valve ST075F
Steam dump control valve outlet valve ST011F Low sulphur fuel oil settling tank temperature controlled valve ST037F Main engine FO automatic filter inlet valve ST099F
Steam dump control valve (operational) ST010F outlet valves ST038F Main engine FO bypass filter inlet valve ST100F
Steam dump control valve bypass valve ST012F Low sulphur fuel oil service tank temperature controlled valve ST029F Generator engines FO heaters temperature controlled valve inlet ST069F
(set at 90°C) valve
c) Start the main sea water cooling and low temperature central Low sulphur fuel oil service tank temperature controlled valve ST035F Generator engines FO heaters temperature controlled valve ST070F
fresh water cooling system and ensure that there is a fresh water outlet valves ST036F bypass valve
flow through the dump condenser/drain cooler tubes. Heavy fuel oil settling tank temperature controlled valve (set at ST028F
70°C)
Illustration 2.2.5b Steam Service System - Engine Room No.1 Generator No.2 Generator From Boilers Steam Outlet (2.2.5a)
Set at Main Engine Engine Fuel Engine Fuel B
TC
95°C To Port Side Services
Heavy Fuel Oil ST016F Fuel Oil Indicator Oil Safety Filter Oil Safety Filter
Generator Engine
Sludge Tank Filter
Lubricating Oil Port From Boilers Steam Outlet (2.2.5a)
ST ST A Generator Engine
Purifier Heater To Starboard Side Services Side Services
ST 071F 072F Lubricating Oil
TT EPCON Set at 019F Set at
Purifier Heater
98°C No.3 Generator No.4 Generator TC
Set at ST 95°C
No.1 ST ST Engine Fuel Oil Engine Fuel Oil
Generator TC
45°C 018F ST ST ST024F
ST ST ST ST017F 073F Safety Filter Safety Filter
Engine 020F 092F 063F Starboard
044F 045F 046F
Lubricating
Heavy Fuel Oil ST ST ST ST
TC ST Oil Sludge
Purifing Heaters 189F 021F 080F 180F
047F Tank (Port)
Set at Set at Generator
TT EPCON Set at TC
Engine
45°C 98°C ST ST 45°C
Waste Oil Heavy Fuel Oil Heavy Fuel Oil Low Sulphur Heavy Low Sulphur Heavy ST025F Lubricating
No.2 105F 023F
ST ST Storage Tank Serving Tank Settling Tank Fuel Oil Serving Tank Fuel Oil Settling Tank Oil Sludge
ST ST ST Tank
048F 049F
Heavy Fuel Oil 022F 186F 190F (Starboard)
Purifing Heaters ST
050F
ST ST ST ST ST ST ST ST
TT EPCON Set at
98°C 031F 032F 033F 034F 035F 036F 037F 038F
No.3
ST ST
ST
051F 052F Key
028F ST ST ST ST
ST
104F ST TC TC 027F TC 028F TC 029F TC 030F Saturated Steam
053F
Set at Set at Set at Set at Set at
Condensate
45°C 90°C 70°C 90°C 70°C
Electrical Signal
Instrumentation
ST ST ST Control Air
ST ST ST ST ST 043F
062F 189F
039F 040F 041F 083F 042F Steam Tracing
Main ST VIC ST ST
VIC
Lubricating 077F Auxiliary Boiler 077F 086F
M M Set at 70°C
Oil Cleaning No.1 No.1 Fuel Oil Heater
ST ST DN15 ST ST ST DN15 ST TC Main Engine Jacket
Tank
065F 067F 069F 074F 076F 079F ST Water Preheater
No.1 ST058F
No.2 ST DN15 ST 087F
No.2
ST ST ST ST Main 082F 084F
066F 070F Main 075F 078F Engine ST
Generator ST085F
Engine Fuel Engine Fuel Oil 099F
TC Set at
45°C Oil Heaters Fuel Oil AUto Filter and ST
ST To Fuel Oil Leakage Pipe Main Engine
ST054F Heaters By-Pass Filter 101F
100F ST088F Set at 20°C TC
ST
Set at
Near Sea TC 108F ST059F
Setting 90°C Fuel Oil
TC Chest (Port) ST055F
45°C Overflow ST
ST061F Tank 056F
Dirty ST Reefer Fresh
BIlge ST 107F Water Heater
Main Lubricating ST
Tank 191F Oil Purifier Heater 057F Near Sea
ST Chest (Starboard)
Clean
ST Set at To Atmospheric 089F
BIlge ST C
093F 45°C Dump/Drain
Tank 097F TC
ST ST ST ST Condenser (2.2.5a)
098F ST060F
096F 095F 094F
Main Engine
Lubricating Oil ST
Main Engine Cooler
Lubricating Oil Fuel Oil Waste Drain Sludge Tank 091F To Double Bottom Heavy Fuel Oil
Chemical Clean Tank ST D
Drain Tank Drain Tank Tank Storage Tanks (See Illustration 2.2.5c)
090F
Generator engines FO heaters temperature controlled valve outlet ST067F Description Valve
valve Waste oil supply to decanter ST083F
Description Valve Waste oil supply to boiler ST184F
Generator engines No.1 FO heater inlet valve ST065F Waste oil transfer pump suction ST185F
Generator engines No.2 FO heater inlet valve ST066F Waste oil transfer from sludge tank outlet ST186F
Main LO cleaning tank temperature controlled valve (set at ST054F Waste oil transfer sludge collection pump discharge ST187F
45°C)
Main engine FO automatic filter drain ST188F
Isolating valve to steam supply line ST087F
Lubricating oil drain line (port) ST189F
Main engine jacket water heater temperature controlled valve (set ST058F
Lubricating oil drain line (starboard) ST190F
at 70°C)
Main engine lubricating oil drain line ST191F
Reefer fresh water heater temperature controlled valve (set at ST059F
70°C) Main engine fuel oil leakage pipe ST088F
Fuel oil overflow tank heating coil ST056F
f) When a steam line is warmed through and steam is issuing from
Main engine LO sludge tank heating coil temperature controlled ST060F the drain, close the drain valve.
valve (set at 45°C)
Main LO purifier heater temperature controlled valve (set at ST055F g) Ensure that each steam line’s associated drain valves are open
90°C) and that the drain trap is functioning (see section 2.3.1 of this
Waste oil drain tank heating coil ST094F machinery operating manual).
Fuel oil drain tank heating coil ST095F
Lubricating oil drain tank heating coil ST096F Note: The drain inlet system to the dump condenser and the observation tank
Dirty bilge tank temperature controlled valve (set at 45°C) ST061F must be functioning.
Clean bilge tank heating coil ST097F
h) Frequently check the steam system for signs of steam leakage.
Main engine cooler chemical cleaning tank heating nozzle ST090F
Tracing Steam Lines Authors Note: The valve line-ups for the starboard side services to be included and
details of the steam supply to the double bottom tanks to be listed.
Description Valve
Heavy fuel oil transfer line (port) ST091F
Heavy fuel oil transfer suction ST042F
Heavy fuel oil transfer pump discharge ST108F
Heavy fuel oil purifier line to heater ST039F
Heavy fuel oil purifier line pump suction ST081F
Heavy fuel oil purifier heater to tank ST040F
Main engine FO supply line to unit ST062F
Main engine FO supply and return ST101F
Generator engine FO supply line to unit ST063F
Generator engine FO supply and return main line ST073F
Boiler FO service line ST077F
Heavy fuel oil drain (port) ST064F
Heavy fuel oil drain (port) ST092F
Heavy fuel oil drain (starboard) ST105F
Main engine cylinder oil service line ST106F
Sludge pump suction and discharge ST104F
Illustration 2.2.5c Steam System Outside the Engine Room
No.7 No.6 No.5 No.4 No.3 No.2

Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank
(Port) (Port) (Port) (Port) (Port) (Port)
Low Sulphur Tank No.7 No.6 HFO Tank No.6 No.5 HFO Tank No.5 No.4 HFO Tank No.4 No.3 HFO Tank No.3 No.2 HFO Tank No.2
(Port) Cargo (Port) Cargo (Port) Cargo (Port) Cargo (Port) Cargo (Port) Cargo
Hold Hold Hold Hold Hold Hold
Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS
Suction Suction Suction Suction Suction Suction
Pipe Pipe Pipe Pipe Pipe Pipe
(2 Turns) (2 Turns) (2 Turns) (2 Turns) (2 Turns) (2 Turns)
TIAH TIAH TIAH TIAH TIAH TIAH
TT TT TT TT TT TT
ST ST ST ST ST ST ST ST ST ST ST ST
522F 521F 518F 517F 514F 513F 510F 509F 506F 505F 502F 501F
ST ST ST ST ST ST
573F 564F 555F 548F 540F 532F
575F 574F 567F 565F 558F 557F 550F 549F 542F 541F 534F 533F
ST SD ST SD ST SD ST SD ST SD ST SD
572F 541F 563F 539F 556F 537F 547F 535F 539F 533F 531F 531F
Steam Supply
(See Illustration ST ST ST ST
ST 585F 584F 583F 582F
2.2.5a) 586F SD SD SD SD SD
605F 604F 603F 602F 601F
D
ST
Condensate 581F
Return ST
551F
576F 542F 569F 540F 560F 538F 552F 536F 544F 534F 536F 532F
579F 578F 571F 570F 562F 561F 554F 553F 546F 545F 538F 537F
ST ST ST ST ST ST
I/P 577F I/P 568F I/P 559F I/P 551F I/P 543F I/P 535F
523F 524F 519F 520F 515F 516F 511F 512F 507F 508F 503F 504F
TT TT TT TT TT TT
Fuel Oil Fuel Oil Fuel Oil Fuel Oil Fuel Oil Fuel Oil
Pipe ICMS Pipe ICMS Pipe ICMS Pipe ICMS Pipe ICMS Pipe ICMS
Key No.6 No.5 No.4 No.3 No.2
Low Sulphur Tank No.6 HFO Tank Cargo No.5 HFO Tank Cargo No.4 HFO Tank Cargo No.3 HFO Tank Cargo No.2 HFO Tank Cargo
Saturated (Starboard) (Starboard) Hold (Starboard) Hold (Starboard) Hold (Starboard) Hold (Starboard) Hold
Steam (Dangerous)
Condensate No.7 No.6 No.5 No.4 No.3 No.2
Electrical Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank
Signal (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
2.3 Drains and Feed Water Systems
2.3.1 Drains Systems
2.3.2 Boiler Feed Water System
2.3.3 Water Sampling and Treatment System
2.3.4 Distilled Water Transfer and Distribution System

Illustration 2.3.1a Condensate Drains System 50
Key
Funnel Top
From Fresh Water
Service System To Air Conditioning TC
150 and other Sanitary
PIAH Chemical Services in Accommodation To Preheating 50 25
ST008F Condensate
1522
Dosing Unit System for TC
PAC 125 Accommodation Set 90°C
PS PT PI 1512 ‘B’ Deck Air Conditioning ST007F
100 100 65
Plant A ST068F Calorifier
PIC
To Engine Room
EV1 ST002F ST006F Service System
ST001F
150 150 25 ST (Starboard)
EV1 EV2
184F (See Illustration 2.2.4b)
40 Auxiliary Boiler
15 Waste Oil Heater
LT LIAHL LS G260
EV5 1521
SB052
50 50 Main Feed
Exhaust Gas 50
EV3 EV16 EG6 ST110F
Boiler 150 15
50 50 Auxiliary Feed
(4.0 t/h x 7 bar
From Engine Room
EV22
150 Service System (Port)
To Engine Room (See Illustration 2.2.4b)
EV9 PIAH Service System C
EV23 65 PT PI PS
XA 65
1504 A (Port)
(See Illustration To Condensate
EV4 EV4 125 Return Pipe 65
2.2.4b)
40 EPCON
C1 ST003F
To Condensate 150 ST009F ST011F
C1 C2
Water Line
ST004F ST010F SD003F Condensate from Engine
LT 100 125
C123 10 Room Service System
50 LAHL PS PS 15 From Fresh Water
50 1503 M ST012F (See Illustration xxx)
C5 SB053F Service System
Sootblower 50
Chemical TI PI
SD004F
40 Auxiliary Dosing Unit
C9 50
Boiler
C3 C4 ‘2nd’ Deck (Port) LI TI 125
(4.0 t/h x 7 bar
Boiler Water C16 C24 SD005F
Sampling Cooler Atmospheric
40 15
8 XA XA Dump/Drain 10 125
65
WG087F 1518 1519 C25 Condenser
8 XA XA
8 1501 1502 C7 ST183F 15 OAH
C7 2055
Sink From Distilled WG028F
To 50 50
40
15 Water Tank LAH
Condensate 15 2056
(Gravity)
40 WG029F
From Fresh 50 25
50
50 WG
Water Service 030F
To Bilge System 50 TC TI 25
ST013F ST015F 100 Cascade/Filter
Well
15
Tank OL146F
To Bilge Well ST014F (5m3)
SB SB SB SB 10 LAL
SB058F SB055F 2057
050F 054F 057F 051F
From Fresh SB003F BC005F
EGB Feed 10 006F 007F 40
Water Pumps PIAL PIAL Water Service 4th Deck
Authors Note: Needs checking as some valve 2157 2158
System
(12.5m3/h x 12 bar) (Starboard)
PI XI
2157C
PI
XI Chemical SAH
2055 50
SB102F 2157SB
CH-VR
2158C Dosing Unit 50
Set 10 bar No.1 ‘4th’ Deck To LO
PI No.2 PI Drain Tank
SB103F Floors
Well
To Bilge Well
80
2.3 DRAIN AND FEED WATER SYSTEMS Water from the cascade tank provides the boiler feed pumps with a positive • Main LO cleaning tank
suction head so ensuring that the pump casings are always primed. The
• Dirty bilge tank
2.3.1 DRAINS SYSTEM condensate outlet temperature from the atmospheric condenser should be
sufficient as to maintain a temperature of approximately 90°C inside the • Clean bilge tank
cascade/filter tank (Author’s Note:- Check). • LO drain tank
Introduction
A salinity sensor has been fitted in the feed pump suction line and this is linked • FO drain tank
Drains from the auxiliary steam services are returned to the cascade/filter tank to an alarm that goes through to the ECR. The probe has been fitted to detect • Waste oil drain tank
via the atmospheric drain condenser which is cooled by the LT cooling system. any salt water contamination in the system but it can be isolated if required.
The condensate is then returned to the boiler water feed system as detailed in • Main LO purifier sludge tank
Section 2.3.2. There are two boiler feed pumps fitted and these supply feed water to the oil- • Generator engine LO sludge tank
fired auxiliary boiler and the exhaust gas boiler. Each boiler has two feed water
As there is a possibility of hydrocarbon contamination from the oil heating • Main engine fuel oil heaters
lines with the main feed line on each boiler having an automatic control valve
services, the condensate drains are checked in the inspection tank before which regulates the water level in each boiler. To ensure there is always a flow • Main engine fuel leakage pipe heating
returning to the boiler feed system. The inspection tank is also fitted with of water through the duty feed pump casing even when the feed control valve • Steam tracing
an oil content probe which alarms through to the ECR in the event of oil is closed, a return from the pump’s outlet back to the cascade/filter tank has
contamination being detected. From the inspection tank the condensate returns been fitted. This line has an orifice plate which regulates the amount of water • Main engine jacket FW preheater
to the main body of the cascade tank via an internal weir and a filter grid. The returning and reduces the pressure of the water going into the cascade/filter • Generator engine LO and main engine LO purifier heaters
atmospheric condenser is also used to condense excess steam generated by the tank.
exhaust gas boiler to maintain the correct steam pressure in the system. The • Reefer fresh water heater
water level in the atmospheric condenser is maintained by a water trap in the The auxiliary feed line on each boiler allows for the manual control of the • Calorifier
water outlet. water level should there be a malfunction in the feed control system and when
• Auxiliary boiler fuel oil heater
initially filling the boilers.
Valves positioned at the entry to the atmospheric condenser enable the • Auxiliary boiler waste oil heater
condenser to be bypassed if necessary. This allows the condensate to flow Steam traps have been fitted around the system that allow for the passage of • Main engine and generator engine fuel oil filter heaters
directly to the inspection tank which enables the condensate system to remain condensate but not steam. These allow for the efficient use of steam but if a
operational when the atmospheric condenser has been taken out of service for drain trap is defective, it will allow steam to pass which will result in reduced • Heat exchanger for accommodation air conditioning
repair or survey. thermal efficiency. • Oil-fired and exhaust gas boiler systems heating coils
Water flows from the bottom of the inspection tank to the cascade/filter tank • HFO bunker tanks
Oil Contamination
which is provided with a steam injection system to heat the boiler feed water • Air handling unit
to the required temperature. The steam injection is regulated by a thermostatic If oil contamination occurs, every effort must be made to avoid pumping oil
control valve and is normally set at 85ºC. The level in the cascade/filter tank into the boilers and the scum valve opened to remove oil from the surface of
is maintained automatically by transferring water from the distilled water tank the inspection tank. The temperature in the inspection tank should also be Procedure for Preparing the Main Condensate System for
under the action of gravity via a float valve fitted inside the cascade/filter tank. maintained to assist in the oil separation and removal operation. If oil is present Operation
In addition to this the cascade/filter tank is equipped with a high and low level in the inspection tank, the drains from the steam traps on all the oil system
and a low temperature alarm. steam services must be checked until the defective service has been located and
isolated for repair. After the completion of the repair, the drain line and steam This description assumes that the system is not yet operational.
The inspection tank is fitted with an inspection window and hydrocarbon trap must be cleaned to remove all traces of oil that may still be present. The
monitoring sensor. Should any oil be detected inside, an alarm will sound and inspection tank and the oil content monitor probe must also be cleaned. a) Ensure that all of the pressure gauge and instrumentation valves
immediate steps must then be taken to prevent the pumping of oil into the are open.
boilers. The flow from the inspection tank into the cascade/filter tank is from The condensate from the following services returns to the inspection tank via
the bottom of the inspection tank so this will help reduce the risk of oil carry- the atmospheric condenser:- b) Fill the cascade/filter tank to operating level by gravity from the
over (depending on how big the oil leakage is) but this must not be relied upon. distilled water tank. This is done by opening the inlet valve on
• HFO and LSHFO settling and service tanks the cascade/filter tank float valve WG029F and the outlet valve
Any floating sediment or oil contamination found in the inspection tank should
be immediately drained through the scum line to the LO drain tank. • Waste oil storage tank on the distilled water tank WG005F.
• Waste oil service tank
c) Check the cascade/filter tank is at the correct level when the
• Fuel oil overflow tank boiler is at its operating level.
• HFO separator sludge tank
Illustration 2.3.1b Condensate Drain System in the Engine Room Auxiliary Boiler
Waste Oil WO Heater
Serving Tank
From Auxiliary From Air From Exhaust From Reheating
Waste Oil
Key Boiler Drum Handling Gas Boiler System for
Waste Oil Supply to Boiler ST
Condensate Heating Unit Drum Heating Accommodation
Transfer from 156F
AIr Conditioning Calorifier
Sludge Tank Plant
Generator Engine Outlet ST
ST
Lubricating Oil ST 115F
114F
Purifier Heater 113F
Generator Engine
No.1 Main Engine No.2 Lubricating Oil
ST Fuel Oil ST ST ST ST ST ST
No.1 No.2 No.4 Purifier Heater
117F Indicator 151F 143F 144F No.3 181F 182F 116F
Generator Generator Generator Generator
Filter Engine Fuel Generator
Generator ST Engine Fuel Engine Fuel Engine Fuel
Engine 152F Oil Safety Oil Safety Oil Safety Oil Safety Engine
ST
Lubricating Filter Filter Filter Filter Lubricating
194F
Oil Sludge Oil Sludge
Tank ST ST ST ST Tank
Low Sulphur Low Sulphur
119F 145F 146F 118F
Waste Oil Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
Heavy Fuel Oil
Storage Tank Service Tank Settling Tank Service Tank Settling Tank
Purifier Heaters
No.1 Generator Generator

ST ST ST ST ST ST ST ST ST Main Engine
Engine Fuel Engine Fuel
121F 127F 128F 129F 130F 132F 133F 135F 136F Jacket Water
Heavy Fuel Oil Oil Supply/ Oil Supply
No.2 ST Preheater
Sludge Tank Return Main Line Line to Unit
ST 124F
122F
ST
No.3 ST Heavy Fuel ST ST ST 175F
ST 126F Oil Separator 131F 134F Main Engine 137F
123F
Line Pump Boiler Fuel Fuel Oil Main Engine
ST ST Suction Fuel Server Supply Line
120F 109F ST ST Reefer
to Unit ST
159F 153F Fresh Water Heater 177F
ST ST ST ST Auxiliary Boiler
138F 139F 125F 168F Main Engine Heavy Fuel Oil Fuel Oil Heater
Heavy Fuel Waste Oil Heaters ST
Oil Purifier Supply to Sludge Pump 178F
Heater to Tank Decanter Suction Discharge ST
Steam Tracing No.1
Heavy Fuel Steam ST 157F Steam Dump
Main Lubricating 147F Heavy Fuel
Oil Separator Tracing
Oil Cleaning Tank Oil Drain ST009F ST011F
Heater Line to Lubricating Lubricating No.2 ST
(Port)
Heater Oil Drain Oil Drain ST 192F Atmos
ST010F
(Port) (Starboard) 148F Dump
Generator No.1 Main Engine Main Engine SD003F Cond
ST ST ST012F TI
Engine Fuel Oil Auto Fuel Oil Supply PI SD
141F 149F
Fuel Oil Filter and and Return 004F
ST Heaters No.2 ST ST Bypass Filter ST
ST ST LI TI
140F 197F 198F 154F
142F 150F
SD005F
Waste Oil Heavy Fuel Waste Oil Fuel Heavy Fuel
Main Engine Transfer Oil Drain Transfer Oil Oil Transfer 10
Sludge (Port) Pump ST Overflow ST Line (Port)
ST 161F OAH
Collection ST ST ST Suction Main Lubricating Oil Tank ST 179F
160F 2055
Pump 195F 166F 193F Separator Heater 162F
Discharge Fresh WG028F
DIrty ST ST ST ST Water LAH
ST ST ST ST 2056
BIlge 199F 167F 173F 174F Supply
165F 169F 171F 172F Heavy Fuel
Tank Oil Drain
ST WG029F WG
163F (Starboard) 030F OL146F
TC TI
Clean Main Engine Heavy Fuel Heavy Fuel 100 Cascade/Filter
BIlge Lubricating Oil Transfer Oil Transfer Tank
Tank Oil Drain Suction Pump (5m3)
ST Lubricating Fuel Oil Waste Oil Main Lubricating Discharge
LAL To LO
SB003F 2057
164F Oil Drain Tank Drain Tank Drain Tank Oil Purifier Sludge Tank Drain Tank
d) Set up the drain system valves according to the following tables: Position Description Valve Position Description Valve
It has been assumed that the LT cooling system is in operation.
Open LSHFO service tank heating coil drain valves ST132F Open Waste oil drain tank ST171F
ST133F Open Generator engine LO sludge tanks ST118F
Note: The drain valves for all of the systems are normally left open when a
Open Auxiliary boiler FO heater drain valve ST158F ST119F
steam trap is fitted, however, if a service is shut down for maintenance, the
drain valve should be closed as well as the steam valve after the line has Open Condensate return from HFO bunker tank SD551F Open Main LO purifier sludge tank ST172F
been allowed to cool down. The cooling down period is required to ensure a heating port Author’s note:- Check location Open Main engine fuel oil heater No.1 ST147F
vacuum is not formed in the steam line by the remaining steam in the heating of valve Open Main engine fuel oil heater No.2 ST148F
coil/heater condensing. Open Condensate return from HFO bunker tank SD552F Open Generator engine fuel oil heater No.1 ST141F
heating starboard Author’s note:- Check
location of valve Open Generator engine. fuel oil heater No.2 ST142F
Condensate System Open Main engine jacket water preheater ST175F
Position Description Valve Open HFO purifier heater No.1 ST121F
HFO Bunker Tanks Condensate Drain Valves are as Follows:-
Open LT cooling water outlet valve from atmospheric WF237F. Open HFO purifier heater No.2 ST122F
condenser Position Description Valve Open HFO purifier heater No.3 ST123F
Open LT cooling water inlet valve to atmospheric WF238F Open No.2 HFO port SD531F. Open Main LO purifier heater ST161F
dump/drain condenser Open No.2 HFO starboard SD532F Open Generator engine LO purifier heater No.1 ST117F
Closed Atmospheric condenser cooling bypass valve WF239F Open No.3 HFO port SD533F Open Generator engine LO purifier heater No.2 ST116F
Open Drains inlet valve to atmospheric condenser SD003F Open No.3 HFO starboard SD534F Open Reefer FW heater ST178F
Open Drains outlet valve from atmospheric SD005F Open No.4 HFO port SD535F Open Calorifier ST115F
condenser cooler Open No.4 HFO starboard SD536F Open Auxiliary boiler heating coil ST183F
Closed Drains bypass valve for atmospheric SD004F Open No.5 HFO port SD537F Open Exhaust gas boiler heating coil Identify
condenser Open No.5 HFO starboard SD538F Open Auxiliary boiler fuel oil heater ST157F
Operational Steam dump valve ST010F Open No.6 HFO port SD539F Open Auxiliary boiler waste oil heater ST156F
Open Steam dump valve inlet valve ST009F Open No.6 HFO starboard SD540F Open Main engine FO indicator filter STI51F
Open Steam dump valve outlet valve ST011F Open Low sulphur HFO tank port SD541F ST152F
Closed Steam dump valve bypass valve ST012F Open Low sulphur HFO tank starboard SD542F Open Generator engine FO safety filters Nos. 1,2,3 ST143F
Closed Inspection/cascade/filter tank scum valve OL146F and 4 ST144F
Closed Inspection/cascade/ filter tank drain valves BC005F Condensate Returns Steam Traps With Outlet Valves are Listed as ST181F
BC006F Follows:- ST182F
BC007F
Position Description Valve Steam tracing condensate return steam traps with outlet valves are as listed
Open HFO service tank ST126F. below. They should be put into service as required.
System Drain Valves
Open HFO settling tank STI31F
Position Description Valve Position Description Valve
Open LSHFO service tank ST134F
Open Exhaust gas boiler heating coil drain valve EV23 Open HFO transfer line port ST179F.
Open LSHFO settling tank ST137F
Open Auxiliary boiler heating coil drain valve C25 Open HFO transfer pump suction ST173F
Open Waste oil storage tank ST124F
Closed Auxiliary boiler heating coil steam trap bypass ST183F Open HFO transfer pump discharge ST174F
Open Waste oil service tank ST114F
valve Open HFO purifier line to heater ST139F
Open FO overflow tank ST162F
Open HFO settling tank heating coil drain valves ST129F Open HFO purifier heater to tank ST138F
ST130F Open HFO sludge tank ST120F
Open Main LO cleaning tank ST140F Open Main engine FO supply line to unit ST153F
Open HFO service tank heating coil drain valves ST127F
Open Dirty bilge tank ST163F Open Main engine FO supply and return ST154F
ST128F
Open Clean bilge tank ST164F Open Generator engine FO supply line to unit ST145F
Open LSHFO settling tank heating coil drain ST135F
valves ST136F Open LO drain tank ST165F Open Generator engine FO supply/return main ST146F
line
Open FO drain tank ST169F
Illustration 2.3.1c Condensate System Outside the Engine Room
No.7 No.6 No.5 No.4 No.3 No.2

Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank
(Port) (Port) (Port) (Port) (Port) (Port)
Low Sulphur Tank No.7 No.6 HFO Tank No.6 No.5 HFO Tank No.5 No.4 HFO Tank No.4 No.3 HFO Tank No.3 No.2 HFO Tank No.2
(Port) Cargo (Port) Cargo (Port) Cargo (Port) Cargo (Port) Cargo (Port) Cargo
Hold Hold Hold Hold Hold Hold
Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS Fuel Oil ICMS
Pipe Pipe Pipe Pipe Pipe Pipe
TT TT TT TT TT TT
522F 521F 518F 517F 514F 513F 510F 509F 506F 505F 502F 501F
ST ST ST ST ST ST
573F 564F 555F 548F 540F 532F
575F 574F 567F 565F 558F 557F 550F 549F 542F 541F 534F 533F
572F 541F 563F 539F 556F 537F 547F 535F 539F 533F 531F 531F
ST ST ST ST
ST 585F 584F 583F 582F
586F SD SD SD SD SD
Steam 605F 604F 603F 602F 601F
Supply
ST
Condensate 581F
Return (See ST
Illustration 581F
2.3.1a) ST SD ST SD ST SD ST SD ST SD ST SD
576F 542F 569F 540F 560F 538F 552F 536F 544F 534F 536F 532F
579F 578F 571F 570F 562F 561F 554F 553F 546F 545F 538F 537F
ST ST ST ST ST ST
I/P 577F I/P 568F I/P 559F I/P 551F I/P 543F I/P 535F
523F 524F 519F 520F 515F 516F 511F 512F 507F 508F 503F 504F
TT TT TT TT TT TT
Fuel Oil Fuel Oil Fuel Oil Fuel Oil Fuel Oil Fuel Oil
Pipe ICMS Pipe ICMS Pipe ICMS Pipe ICMS Pipe ICMS Pipe ICMS
Key No.6 No.5 No.4 No.3 No.2
Low Sulphur Tank No.6 HFO Tank Cargo No.5 HFO Tank Cargo No.4 HFO Tank Cargo No.3 HFO Tank Cargo No.2 HFO Tank Cargo
Saturated (Starboard) (Starboard) Hold (Starboard) Hold (Starboard) Hold (Starboard) Hold (Starboard) Hold
Steam (Dangerous)
Condensate No.7 No.6 No.5 No.4 No.3 No.2
Electrical Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank Wing Water Ballast Tank
Signal (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
Position Description Valve
Open Boiler FO service ST159F
Open HFO drain port ST166F
Open HFO drain starboard ST167F
Open Main engine cylinder oil service line ST176F
Open Sludge pump suction/discharge ST170F
ST168F
Open Waste oil supply to decanter ST125F
Open Waste oil supply to boiler ST113F
Steam trap units on HFO bunker tanks are listed below and should be put into
service as required:-
Tank Steam trap unit

No.2 HFO port SD501F-SD502F
No.2 HFO starboard SD503F-SD504F
Low sulphur tank port SD521F-SD522F
Low sulphur tank starboard SD523F-SD524F
Note: Excessive temperature at the drain cooler would indicate a defective

steam trap. Services should be isolated in turn, until the defective trap is
located
These units are fitted with test valves to check for oil contamination.
Steam traps fitted on the HFO steam tracing lines are listed below.
They should be put into service as required.
SD611F, SD612F, SD613F, SD614F, SD615F, SD616F, SD601F, SD602F,

SD603F, SD604F
Steam tracing is provided for the heavy fuel oil bunker tanks fuel transfer and
overflow lines.
Illustration 2.3.2a Boiler Feed Water System 50
Key
Funnel Top
From Fresh Water
Service System To Air Conditioning TC
150 and other Sanitary
PIAH Chemical Services in Accommodation To Preheating 50 25
ST008F Condensate
1522
Dosing Unit System for TC
PAC 125 Accommodation Set 90°C
PS PT PI 1512 ‘B’ Deck Air Conditioning ST007F
100 100 65
Plant A ST068F Calorifier
PIC
To Engine Room
EV1 ST002F ST006F Service System
ST001F
150 150 25 ST (Starboard)
EV1 EV2
184F (See Illustration 2.2.4b)
40 Auxiliary Boiler
15 Waste Oil Heater
LT LIAHL LS G260
EV5 1521
SB052
50 50 Main Feed
Exhaust Gas 50
EV3 EV16 EG6 ST110F
Boiler 150 15
50 50 Auxiliary Feed
(4.0t/h x 7 bar
From Engine Room
EV22
150 Service System (Port)
To Engine Room (See Illustration 2.2.4b)
EV9 PIAH Service System C
EV23 65 PT PI PS
XA 65
1504 A (Port)
(See Illustration To Condensate
EV4 EV4 125 Return Pipe 65
2.2.4b)
40 EPCON
C1 ST003F
To Condensate 150 ST009F ST011F
C1 C2
Water Line
ST004F ST010F SD003F Condensate from Engine
LT 100 125
C123 10 Room Service System
50 LAHL PS PS 15 From Fresh Water
50 1503 M ST012F (See Illustration xxx)
C5 SB053F Service System
Sootblower 50
Chemical TI PI
SD004F
40 Auxiliary Dosing Unit
C9 50
Boiler
C3 C4 ‘2nd’ Deck (Port) LI TI 125
(4.0t/h x 7 bar
Boiler Water C16 C24 SD005F
Sampling Cooler Atmospheric
40 15
8 XA XA Dump/Drain 10 125
65
WG087F 1518 1519 C25 Condenser
8 XA XA
8 1501 1502 C7 ST183F 15 OAH
C7 2055
Sink From Distilled WG028F
To 50 50
40
15 Water Tank LAH
Condensate 15 2056
(Gravity)
40 WG029F
From Fresh 50 25
50
50 WG
Water Service 030F
To Bilge System 50 TC TI 25
ST013F ST015F 100 Cascade/Filter
Well
15
Tank OL146F
To Bilge Well ST014F (5m3)
SB SB SB SB 10 LAL
SB058F SB055F 2057
050F 054F 057F 051F
From Fresh SB003F BC005F
EGB Feed 10 006F 007F 40
Water Pumps PIAL PIAL Water Service 4th Deck
Authors Note: Needs checking as some valve 2157 2158
System
(12.5m3/h x 12 bar) (Starboard)
PI XI
2157C
PI
XI Chemical SAH
2055 50
SB102F 2157SB
CH-VR
2158C Dosing Unit 50
Set 10 bar No.1 ‘4th’ Deck To LO
PI No.2 PI Drain Tank
SB103F Floors
Well
To Bilge Well
80
2.3.2 BOILER FEED WATER SYSTEM Procedure for Preparing the Boiler Feed Water System for Exhaust Gas Boiler
Operation Position Description Valve
Boiler Feed Water Pumps Open Feed regulator inlet valve SB052F.
The following description assumes that the feed water pumps are set to supply
Manufacturer: Details to be supplied. the oil-fired auxiliary boiler and exhaust gas boiler with one pump set as the Operational Feed regulator valve EG6
Model: ?? duty pump and the other as the standby pump. The main feed valves are being Open Main feed check valve on boiler EV16
No. of sets: 2 used via the feed regulator. Closed Auxiliary feed check valve on boiler EV3
Type: ??
a) Ensure that the pressure gauge and instrumentation valves are The feed water pumps can be started and stopped locally or from the pump
Capacity: 12.5m3/h at 12bar
open and that the cascade/filter tank high salinity and oil content control screen display in the ECR. At the control screen one of the pumps can
Rating: alarms are operating. be started as the duty pump and another selected as the standby. The standby
pump will start automatically in the event of a pump failure or if the operating
b) Set up the valves in accordance with the following tables: pump is unable to maintain pressure for any reason. A pressure switch on the
Introduction
discharge side of the pumps provides the start signal for the standby pump. The
The boiler feed water system is the section of the steam generating plant which Boiler Feed Pump System Local/Remote selector switch for each pump is located on its respective group
circulates feed water from the cascade/filter tank to the oil-fired auxiliary starter panel (GSP) on the main switchboard. Author’s note:- Check the feed
boiler and the exhaust gas boiler via the boiler feed water pumps and the feed Position Description Valve water pump starting arrangements and adjust the text accordingly. Add extra
water regulators. Open Boiler feed pumps suction valve from cascade/ SB003F. details accordingly.
filter tank
The feed water flow to each boiler is automatically controlled by the feed water Open No.1 feed water pump suction valve SB001F For initial start only:
regulating valve in accordance with the variation in water level in the boiler to Open No.2 feed water pump suction valve SB002F
maintain the water level constant. Two boiler feed pumps take suction from the a) Shut the discharge valve of the selected feed pump.
Open No.1 feed water pump return to cascade tank SB054F
cascade/filter tank and supply the boilers at a maximum rate of 12.5m3/h and
pressure of 12 bar. The feed pumps supply the oil-fired auxiliary boiler and the Open No.2 feed water pump return to cascade tank SB055F b) Start the feed pump locally and slowly open the discharge valve
exhaust gas boiler via the main and auxiliary feed lines. The main lines to each Open No.1 feed water pump discharge valve to SB050F until the discharge line reaches the working pressure.
boiler are fitted with feed water control valves which automatically regulate the auxiliary and exhaust gas boiler main feed
flow of water to the boilers to maintain the correct water level. The auxiliary water lines c) Check the operation of the feed water valves on the boiler.
feed lines provide for direct feed supply but manual control of the water level Open No.2 feed water pump discharge valve to SB051F
in the boiler is required when using the auxiliary feed line. auxiliary and exhaust gas boiler main feed Note: When supplying chemical feed treatment to the boiler(s), the treatment
water lines supply valves to the feed water pipe on the boiler in use must be opened and
A small amount of water is directed back to the cascade/filter tank from each Closed No.1 feed water pump discharge to auxiliary SB058F the chemical treatment dosing pumps started.
feed pump outlet which ensures there is always a flow of water through the feed water line
pump casing even when the the flow control valves are in the closed position. Closed No.2 feed water pump discharge to auxiliary SB057F d) Start one of the main feed pumps and fill the boiler until a level
This return line has an orifice plate fitted which controls the amount of water feed water line of 100-150mm appears in both gauge glasses. Then stop the
being returned and reduces the pressure of the water flowing into the tank. main feed pump.
There are three chemical dosing units fitted which supply treatment chemicals Oil Fired Boiler
CAUTION
to the boiler system. Each dosing unit has a pump fitted which supplies a
Position Description Valve Care should be taken when filling the boiler so as not to empty the
measured quantity of diluted treatment chemical into the feed system over a set
Open Feed regulator inlet valve SB053F. cascade/filter tank. Running the pumps dry will cause damage.
period of time. The chemicals held in these tanks are diluted with water from
the fresh water system. Operational Feed regulator valve W1
e) Visually check around the boiler for any water leaks. Pay special
Open Main feed check valve on boiler C4
attention to any areas where maintenance work is known to have
One unit pumps treatment chemical into the feed suction line before the feed Closed Auxiliary boiler inlet valve C3
water pumps while the other two are used for pumping chemicals into the feed recently been carried out.
line of the oil fired and exhaust gas boilers respectively. Which unit is in use
will be dependant on which boiler is in service. The boiler is now sufficiently full of water and ready to commence the firing
procedure. Initial firing can be carried out with no feed pump running. As the
water level starts to fall when steam generation commences, the feed pump can
be started to top-up the level.
Note: Care should be taken when the boiler is being flashed from cold not
to over-supply feed water to the boiler. Although the feed regulator may be
functioning normally, the actual feed valve may leak past, providing more
water than is required at the low firing rates required at start-up. To counter
this, the feed pumps may be stopped as this will not cause the boiler any harm
as long as the pump is switched on again when the water level falls.
Whenever filling the auxiliary or exhaust gas boilers from cold, the vent valve
on the boilers must be open and must remain open until steam is being generated
and issues from the vent to prevent air entrapment in the steam system.
Firing the Steam System from Cold
It should be noted that the operation of the steam system Section 2.2.5, the
condensate and drains system Section 2.3.1 and the boiler feed system Section
2.3.2 are all interlinked and as such, these systems would normally be shut
down, and brought into operation together as the boiler is brought on line.
To achieve a co-ordinated run-up of these systems, the steam system (with the
exception of the main boiler stop valves) and drains system will normally be
left in the fully operational condition with all of the drain valves open when
the boiler is shut down. Then, as the boiler is flashed, steam and the resulting
condensate can permeate both systems as the steam pressure rises. This will
achieve the same result without the need to individually start these systems.
The condensate system and the boiler feed system may well be shut down
completely, especially if maintenance is to be carried out on the boiler. In any
case, the three systems will be brought in to use together and as such, all three
systems should have their valve set-ups checked simultaneously prior to the
initial flashing of the boiler. Otherwise all comments in the procedures for the
operations of these systems still apply and should be read in conjunction and
understood with respect to each other.
Once satisfied that the auxiliary systems listed above are ready for the firing
sequence, the boiler can be fired using the procedure outlined in Section 2.2.1
of this manual, Boiler General Description.
2.3.3 WATER SAMPLING AND TREATMENT SYSTEM Both the auxiliary boiler and the exhaust gas boiler use the same feed tank Chemical Treatment Supply to the Boiler Feed Water
and so they use the same treated feed water. When shutting down one of the
boilers for a short period of time (such as the exhaust gas boiler when the ship After analysis of the boiler water a decision must be made as to the amount
Introduction is in port) it is essential to ensure that the water in the boiler has been correctly and type of chemicals which are to be added to the boiler feed water, if any.
treated. A water test should be carried out as soon as possible after a boiler that The chemical treatment supplier’s instructions must be followed precisely as
Sampling and treatment of the boiler water is undertaken to prevent corrosion has been shutdown is put back on line. under-treatment or over-treatment can result in boiler damage.
and scale formation in the auxiliary and exhaust gas boilers and to prevent the
degradation of the steam quality. Incorrect or inadequate boiler water treatment Chemical treatment of the condensate system is undertaken by directly
will seriously damage the boilers and frequent testing and treatment is needed Procedure for Taking a Sample of Boiler Water injecting chemicals into the boiler feed water pump suction line from the feed
to reduce the risk of damage. Even though distilled water is used for boiler filter tank. The chemicals are added to the auxiliary boiler and the exhaust gas
feed, the risk of corrosion is present. WARNING boiler by separate chemical injection units. Each unit pumps chemical into
The sampling lines from the boiler are under boiler pressure and the each boiler feed water line, before the water level control valve. This ensures
The pH of the water changes in service and oxygen can dissolve in the water that the chemicals mix thoroughly with the boiler feed water and it allows
temperature of the water being drawn from the boiler is high. Care must
where the feed system is open to the atmosphere. Although maintaining the the natural water circulation system within the boiler to move the chemicals
be taken when operating the sampling equipment. The cooling water
feed water temperature at a relatively high value (above 90°C) will minimise around the boiler and ensures an even distribution. The chemicals added will
supply must be confirmed to be flowing before the boiler sample valve is
the amount of dissolved oxygen, the problem is ever present. be for oxygen scavenging and condensate treatment.
opened. Valves must be opened slowly.
Analytical tests and chemical treatment must be undertaken in accordance with Chemical addition must be carried out in accordance with the manufacturer’s
a) Open the sample cooler fresh water inlet valve WG087F and
the instructions supplied by the chemical manufacturer. The treatment must be instructions. There are different types of treatment available and this can affect
check the flow of fresh water through the sample cooler.
added to maintain the chemical levels within an acceptable range. Excessive the method of addition to the systems.
treatment can often result in more severe damage than insufficient treatment.
The results of chemical analysis on the boiler water must be recorded and the b) Open the water sample inlet valve on the sample cooler for the
effects of the treatment added can be monitored over a period of time. Floating required boiler, slowly open the sampling valve on the boiler Note: It is essential that details of water analysis are recorded together with
solid materials in the boiler can be removed periodically by means of the from which a water sample is to be taken and allow boiler water details of the treatment added. Only with detailed information is it possible
scum valve for each boiler, whilst dissolved solids can be reduced by blowing to flow through the sample cooler. Ensure that water is leaving to determine the cause of possible future problems.
some of the water out of the boiler and replacing it with fresh distilled feed the sample cooler outlet and not a mixture of steam and water. If
water. This is boiler blowdown and it is accomplished by opening the boiler the temperature of the boiler water leaving the sample cooler is WARNING
blowdown valve for each boiler. The scum and blowdown lines connect to the too high, reduce the flow of boiler water to the sample cooler. When handling boiler chemicals, personal protective equipment such as
same blowdown line which connects to an overboard discharge located below suitable gloves, face shield, apron, etc, must be used at all times.
the ship’s waterline. c) After the boiler water has been flowing for a couple of minutes
collect a sample of the boiler water for analysis.
The auxiliary boiler and the exhaust gas boiler are provided with a water Boiler Blowdown
sampling connection, the outlet from this being directed to a sample cooler d) Close the boiler sampling valve then close the sample cooler
which is cooled by water from the domestic cold water system. When taking cooling water valve and the sample inlet valve. If the level of boiler water dissolved solids is too high, some of the water must
a sample of water from the boilers the water must be allowed to run from be removed from the boiler and replaced with distilled water from the feed
the boiler for some time to ensure that a truly representative sample is being e) Analyse the sample of boiler water in accordance with the tank. The procedure for blowing down the boiler safely must be followed. If
obtained. The sampling valve on the boilers is located so that it will produce instructions of the chemical treatment supplier and record the the ship is in port the bridge must be consulted in order to ensure that blowing
a representative sample but old water in the lines and cooler must be removed information. Add chemical treatment to the boiler feed water down the boiler will not cause danger.
before the testing sample is drawn. The boiler water testing period should be dosing units as required.
according to the company’s procedures. The instructions supplied by the water WARNING
treatment test kit suppliers must be followed precisely to ensure that the boiler Note: Always ensure that the analysis and treatment relate to the chemicals No boiler blowing down is to be carried out with divers in the water in
water is correctly treated. Chemical treatment is introduced into the feed water currently being used on the ship. the vicinity of the vessel.
supply line by means of a dosing pump system.
Note: Boiler valves are numbered according to the boiler manufacturer’s
Chemicals to be added to the boiler water are mixed with water in chemical numbering system and not the ship’s valve numbering system.
dosing unit tanks. Chemical treatment from two of these is units injected into
the feed lines after the feed pumps and the feed water regulator for each boiler.
The feed water line to the pumps has its own injection pump and dosing tank.
Boiler Blowdown e) Refill the boiler to the high water level position and blow down
If the level of auxiliary boiler and exhaust gas boiler water dissolved solids is the boiler using the blowdown valve. After the blowdown of the
too high, some of the water must be removed from the boilers and replaced boiler, close the boiler blowdown valve and then close the line
with distilled water from the feed filter tank. The procedure for blowing down and ship’s side valves.
the boilers safely must be followed.
f) Test the boiler chemical concentrations and adjust as
Boiler blowdown, when conducted through the valves directly on the water necessary.
drum, imposes a considerable load on a boiler as the natural water circulation
within the boiler is disrupted. Therefore, blowdown must only be undertaken 2. Using Scumming Valves
with the boiler in low load conditions. Normally, scumming from the boiler
a) Removal of surface scum from the steam drum of the boiler may
steam drum will be sufficient to maintain chemical limits of the boiler water,
be accomplished via the same ship’s side valves and the scum
with blowing down from the water drum being carried out during periods
valves (C5 and EV5) on steam drum of the auxiliary and exhaust
of low load as mentioned above. If in port, the duty deck officer should be
contacted, to ensure the discharge from the ship’s side will not make contact gas boilers respectively.
with barges and jetties, etc.
b) Scumming is carried out during normal sea load conditions
as there is very little extra load placed on the boiler as just
WARNING the surface scum is being removed. Scumming can generally
No boiler blowing down is to be carried out when divers are in the water control the boiler water conditions whilst the vessel is under
in the vicinity of the vessel. way, until water drum blowdown can be carried out during low
load conditions.
WARNING
When blowing the boiler down the overboard discharge valves must be c) After scumming the boiler, close the boiler scum valves and
opened before the boiler or scum blowdown valves. Opening the boiler then close the ship’s side blowdown valves.
valves first will subject the blowdown line to full boiler pressure.
On completion of boiler blowdown/scumming, test the boiler chemical
concentrations, and dose as necessary.
Procedure for Blowing Down the Auxiliary and Exhaust Gas
Boilers
The blowdown procedure must be performed during low load.
1. Using Blowdown Valves

a) Check with the bridge that it is safe to blow down the boiler if
the ship is in port.
b) Open the ship’s side blowdown valves SB102F and SB103F

then open the valve on the blowdown line for the required
boiler.
• SB106F for the exhaust gas boiler.
• SB107F for the auxiliary boiler.
c) Ensure that the boiler is filled to the high water level.
d) Slowly open the boiler scum valve and reduce the water level to
the normal position, then close the scum valve.
Illustration 2.3.4a Distilled Water Transfer and Distribution System To Condensate Condensate from Engine Room
Return Pipe EPCON Key
Service System
Fresh Water Filling Station (Accommodation) 125 125 Fresh Water
Steam from Return from Auxiliary
Engine Room ST009F ST010F ST011F SD003F Boiler/Exhaust Gas Boiler
Service System Water Pumps Air
Drains
ST012F
Electrical Signal
TI PI
No.1 Fresh Water No.2 Fresh Water Distilled Water Tank SD 15 65

Tank Port Tank Starboard Starboard
TI LI 004F
LIAL (208.6m3) LIAL (208.6m3) (80.2m3) LIAL
2022 2023 2021
Atmospheric 125
WG WG WG WG SP WG WG SP Dump/Drain SD005F
LI 002F 001F LI 003F 004F 002F 043F 005F 001F LI Condenser OAH
2055
WG WG WG 40
LAH
077F 079F 082F WG028F 2056
40 TI
50 50 Cascade/
WG029F WG030F OL
65 TC 100 Filter Tank 146F
Steam from (5m3)
25 LAL
50 Engine Room 2057
To Stern Tube Cooling Service System ST013F ST014F ST015F
Fresh Water Tank 65 65 WG009F
25 BC BC BC
SB 005F 006F 007F
To Local Fire 003F
WG WG Fighting Unit
010F 011F 50 25 25 SAH
2055 To Bilge
Silver Ion Steriliser (1.5m3/h) To Auxiliary Boiler/Exhaust Gas Boiler To Lubricating Oil
Feed Water Pumps Drain Tank
25 WG
041F SAH XA XI
1831B 1831A 1831C
PI
25
To Bilge WG019F DI
25 25
WG042F WG020F WG021F WG022F

25
Fresh Water Generator (35Ton/Day)
Auto
WG WG CH-VR
PI PI PAL
111F 016F To
2101 To
Fresh Water Service To Bilge 40
Rehardening Engine
System (2.14.1a)
Filter (1.5m3/h) WG023F No.1 WG050F Room
25 Fresh Water Ciculation Pumps Back Flow Prevention Valve
(10m3/h x 7 bar) WP WG
WG018F 002F 053F
PI PI 50
50 40
To
Engine
To Bilge WG025F WG051F WG054F Room
No.2
To Bilge
2.3.4 DISTILLED WATER TRANSFER AND DISTRIBUTION
SYSTEM
Set Fresh water generator distillate pump discharge
regulating valve
Introduction Open Distilled water tank direct filling line valve WG041V
Open Distilled water tank direct filling tank valve WG043V
Water for engine room duties and domestic purposes is produced on board by
a 35 ton/day fresh water generator. The distilled water produced by the fresh Closed Rehardening filter inlet valve WG042V
water generator for domestic consumption, is treated in a silver ion steriliser Closed Rehardening filter bypass valve WG016V
and a mineraliser on the inlet side of the fresh water tanks of the domestic
fresh water system. The silver ion steriliser destroys bacteria by catalytic action c) Start up the fresh water generator as described in Section 2.4.2
and so purifies and disinfects the potable water. The mineraliser produces the of this manual.
correct pH and imparts essential chemical salts to the distilled water making it
fit for human consumption. d) Switch on the on the fresh water generator salinometer.
The output from the evaporator is discharged through a salinometer detector e) Open the fresh water generator discharge valve and start the
probe and flow meter. A solenoid valve which is positioned before the distillate pump. The discharge should be dumped until the
flow meter opens when the salinometer detects too high a salinity level and salinometer automatically shuts the dump solenoid valve when
recirculates the water back to the evaporator shell. the water quality is at the required standard. When the salinity is
satisfactory, the discharge will change over to filling the tank.
Compartment Capacities at 100%
Fresh water tank (port) 208.6m3
Fresh water tank (starboard) 208.6m3
Distilled water tank (starboard) 80.2m3
The distilled water is stored in the starboard distilled water tank and is supplied
directly to the tank by the fresh water generator. When filling the distilled
water tank, the mineraliser and the silver ion steriliser are both bypassed and
the tank filled directly via valves WG041F and WG043F. The distilled water
is then supplied to the cascade/filter tank under the action of gravity via valves
WGOO5F and WG029F.
Procedure for Filling the Distilled Water Tank
It is assumed that the distilled water tank is ready to be filled with all of the
access panels closed and drain valves closed:
a) Prepare the fresh water generator for operation as described in

Section 2.4.2 of this manual.
b) Set the valves as shown in the following table:
2.4 Sea Water Systems
2.4 1 Main and Auxiliary Sea Water Cooling Systems
2.4.2 Fresh Water Generator
2.4.3 Marine Growth Prevention System

Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System
125
Fresh Water Generator
(35 Ton/Day)
TI
Central Fresh Reefer Fresh Key
Water Coolers Water Coolers
(Each 50%) (Each 50%) Sea Water
No.1 TI TI No.2 No.1 TI TI No.2
PI WS038F WS042F WS020F WS024F Electrical Signal
TI
PI PI PI PI
WS039F WS043F WS021F WS025F
WS155F
PI TI PI TI
PI WS040F WS044F WS022F WS026F
WS151F
TI PI TI PI
PI
0418
400
125 TI
0417 650 650
TI
400
650
100
From Fire, General Service Pump
FD024F WS031F WS034F WS037F 400
WS152F WS030F WS033F WS036F WS013F WS016F WS019F

XA
PI
AUTO PS PS PS WS012F WS015F WS018F WS050F
XA
Fresh Water Generator CH-VR
PI PI PI 4th Deck
Ejector Pump AUTO PS PS PS
No.1 No.2 No.3
(72m3/h x 5 bar ) Main Sea Water CH-VR
PI
Cooling Pumps PI PI PI
(1,450m3/h x 2.3 bar) No.1 No.2 No.3
Upper Deck Reefer Sea Water
(Each 50%)
WS047F PI PI PI Cooling Pumps
(600m3/h x 2.3 bar)
3rd Deck WS051F (Each 50%)
WS029F WS032F WS035F Upper Deck
WS048F 65
PI PI PI 3rd Deck
To No.1 Fire, Bilge and 150 350
To No.1 Ballast Pump 650
General Service Pump
Floor WS011F WS014F WS017F 25
VA101F
To No.2 Fire, Bilge and 150 350
To No.2 Ballast Pump
General Service Pump AR
AR 049F WS046F
048F WS005F
250
WS007F WS028F
25 Floor
VA
800 800
100F High
WS001F WS004F WS006F Sea Chest Common
WS003F
(Starboard) Overboard
WS002F Sea Chest
Low (Starboard)
Sea Chest
(Port) Drain to
Drain to
Bilge Bilge
2.4 Sea Water Systems which have been given in greater detail in Section 2.4.2 of this The sea water cooling pumps can be selected for either LOCAL or REMOTE
manual operation at the pump starter panels. When the mode switch is set to LOCAL,
2.4.1 Main and Auxiliary Sea Water Cooling the pumps are started and stopped by means of the START and STOP
SystemS All of the sea water cooling pumps take their suction from the sea water crossover pushbuttons at the pump starter panel. When selected for REMOTE, the pump
main which connects with the low sea chest on the port side of the ship and the can be operated through the ICMS.
high sea chest on the starboard side. The common sea water suction manifold
Main Sea Water Cooling Pumps has suction strainers at each end with the strainers connecting with the port and In the ICMS a pump can be selected for duty or standby or it can be stopped.
Manufacturer: Taiko Kikai Industries Co. Ltd. starboard sea chests at the sides of the vessel. Clicking on the pump icon allows the pump to be selected for a particular
mode. The duty pump will then operate and deliver sea water to the system.
No. of sets: 3
A marine growth prevention system (MGPS) is fitted inside the suction strainers The standby pump(s) will then be started if the operating duty pump(s) fail
Type: Vertical centrifugal and this provides chlorine and copper injection into the sea water main to inhibit to maintain the system pressure or in the event of a pump failure. Pressure
Model: ESDS-400MC marine growth inside the system. The MGPS control panel is located near the port switches fitted on the discharge side of each pump housing will initiate the start
Capacity: 1,450m3/h at 2.3 bar sea water suction main and must be operational at all times when a sea suction of a selected standby pump.
Motor: 132kW, 440V, 60Hz, 1,200 rpm chest is operational. A flow switch at each sea chest monitors the sea water flow
in the system and regulates the operation of the MGPS for that sea chest. The standby pump start and stop limits can be set at the relevant ICMS screen
mimic. Two cooling sea water pumps can be selected as duty pumps at times
Reefer Sea Water Cooling Pumps The sea suction valves at each sea chest are normally operated by hydraulic deck of high sea water temperature and if necessary all three pumps can be in use.
Manufacturer: Taiko Kikai Industries Co. Ltd. stand valves located at the 3rd deck level, but if necessary they can be operated (Authors Note: Check the above terminology for accuracy - no information
manually via an extended spindle after a drive key has been inserted into the drive available on the pump starters or ICMS screen mimics).
No. of sets: 3 mechanism and the operating cylinder control lever turned to the bypass position.
Type: Vertical centrifugal The overboard discharge valve for the main sea water circulating system is also Other pumps that take their suction from the SW crossover main are as
Model: ESCS-260MCT operated hydraulically from the 4th deck, but this too can be overridden and follows:
Capacity: 600m3/h at 2.3 bar manually operated if necessary.
• The No.1 and No.2 fire, bilge and general service pumps
Motor: 55kW, 440V, 60Hz, 1,800 rpm • The No.1 and No.2 ballast pumps
The main cooling sea water pumps discharge to a common manifold which
supplies sea water to the two central fresh water coolers with each having a
Fresh Water Generator Ejector Pump capacity of 50% of the total maximum cooling load. The sea water then flows Both sea chests have vent pipes extending to the upper deck level and steam/air
overboard through the ship side overboard valve into the common starboard connections have been provided for weed clearing.
Manufacturer: Taiko Kikai Industries Co. Ltd. overboard sea chest.
No. of sets: 1
The reefer cooling sea water pumps also discharge into a common manifold
Procedure for the Operation of the Sea Water System
Type: Vertical centrifugal
Model: ESCS-125MDT which supplies the two reefer fresh water coolers with each of these having a
a) Ensure that all of the suction strainers are clear.
capacity of 50% of the total maximum cooling load. The sea water then flows
Capacity: 72m3/h at 5.0 bar
overboard through a ship side valve into the common overboard sea chest as
Motor: 22kW, 440V, 60Hz, 1,800 rpm used by the main sea water ccooling system. The details of this have been Note: When checking a suction strainer, care must be taken to ensure that the
provided in illustration 2.4.1a. inlet and outlet valves to the strainer are completely closed and the strainer
vent and drain valves proved to be open.
Introduction The main central fresh water coolers and the reefer fresh water coolers have
a facility for backflushing which can be operated to remove debris from the CAUTION
The main sea water cooling system is made up of three sets of cooling water
sea water side of the cooler. Doing this helps to maintain the effectiveness and When lifting the cover off a suction strainer casing, the joint must be
pumps that can be divided and described as follows:
hence the thermal efficiency of the coolers. Each cooler has an inline filter broken with the nuts still attached to the cover studs as this allows the
• The main sea water cooling pumps that supply cooling sea water fitted at the sea water inlet which should be maintained in a clean condition by cover to be bolted back into position should water be leaking into the
to the low temperature central fresh water coolers removal and manual cleaning as necessary. The interval between the cleaning casing.
• The reefer cooling sea water pumps that supply sea water to the of this filter (and backflushing) depends upon the nature of the sea water in
two container fresh water coolers which the vessel is operating. An increase in the sea water pressure drop across b) Ensure that all of the pressure gauge and instrumentation valves
the cooler indicates fouling and cleaning of the in-line filter will be necessary. are open and that the instrumentation is reading correctly.
• A fresh water generator ejector pump that operates the vacuum If the cleaning process does not reduce the pressure drop, the cooler should be
ejector on the fresh water generator and provides cooling water backflushed.
to condense the vapour produced during its operation. It also c) Set up the valves as shown in the table below. The description
supplies the fresh water generator with feed water, the details of assumes that the starboard high suction is in use.
Illustration 2.4.1b Backflushing a Main or Reefer Plate Cooler
650
400
WS050F
4th Deck
No.1 Backflushing No.2 Backflushing
650
No.1 TI TI No.2 No.1 TI TI No.2

PI PI PI PI
Central Fresh Reefer Fresh
WS039F WS043F Water Coolers WS021F WS025F Water Coolers
(Each 50%) (Each 50%)
PI TI PI TI
TI PI TI PI

WS046F
WS028F
650 400
Common
Overboard
Sea Chest
(Starboard)
From Main Sea Water From Reefer Sea Water

Cooling Pumps Cooling Pumps
(1,450m3/h x 2.3 bar) (600m3/h x 2.3 bar)
Key (Each 50%) (Each 50%)
Sea Water
Low Temperature Cooling Water
Valve Open
Valve Closed
Position Description Valve Position Description Valve Position Description Valve
Open Starboard sea chest vent valve VA101F Open No.1 central cooler outlet valve WS038F Open No.3 reefer sea water cooling pump WS019F
Closed Starboard sea chest air blow connection valve AR049F Closed No.1 central cooler backflushing valves WS040F discharge valve
Open Starboard sea chest outlet valve to strainer WS006F WS039F Open No.1 reefer cooler inlet valve WS023F
Open Starboard sea suction strainer outlet valve to WS004F Open No.2 central cooler inlet valve WS045F Open No.1 reefer cooler outlet valve WS020F
sea water crossover main Open No.2 central cooler outlet valve WS042F Closed No.1 reefer cooler backflushing valves WS021F
Closed Starboard sea suction strainer drain valve ?? Closed No.2 central cooler backflushing valves WS043F WS022F
Closed Starboard sea suction strainer vent valve WS005F WS044F Open No.2 reefer cooler inlet valve WS027F
Open Port sea chest vent valve VA100F Open Discharge valve to overboard sea chest WS046F Open No.2 reefer cooler outlet valve WS024F
Closed Port sea chest air connection valve AR048F Closed No.2 reefer cooler backflushing valves WS025F
d) The pumps should be selected for automatic operation so that WS026F
Closed Port sea chest outlet valve to strainer WS047F
the duty pumps will operate as required according to the cooling Open Overboard discharge valve WS028F
Closed Port sea suction strainer outlet valve to sea WS001F load. If the sea water temperature is above 26°C, two sea water
water crossover main pumps may be required and the third selected as the standby d) The pumps should be selected for automatic operation so that
Closed Port sea suction strainer drain valve WS002F pump (Confirm). the duty pumps will operate as required according to the cooling
Closed Port sea suction strainer vent valve ?? requirement. If the sea water temperature is above 26°C two
e) Put the MGPS system into operation. reefer sea water pumps may be required and the third selected
d) The sea water crossover main is now operational using the as the standby pump (Confirm).
starboard (high) sea suction. f) Check that there are no leaks in the sea water system and that
water is flowing correctly. e) The MGPS system must be in operation.
The procedure for operating the sea water crossover main on the port (low)
suction is exactly the same except for the setting of the valves. f) Check that there are no leaks in the sea water system and that
Procedure for the Operation of the Reefer Sea Water Cooling
water is flowing correctly.
System
Procedure for the Operation of the Main Sea Water Cooling
System a) Ensure that the sea water crossover main is operational as Procedure for the Operation of the Backflushing System on the
described above. Central Fresh Water Coolers
a) Ensure that the sea water crossover main is operational as
described above. b) Ensure that all of the pressure gauge and instrumentation valves The coolers are backflushed as required depending upon the sea water pressure
are open and that the instrumentation is reading correctly. drop across the cooler and the overall performance. Only one of the coolers
b) Ensure that all of the pressure gauge and instrumentation valves should be backflushed at any time.
are open and that the instrumentation is reading correctly. c) Set up the valves as shown in the tables below. The line drain
valves located before and after each cooler must normally be a) Ensure that the cooling load may be supplied by one of the
c) Set up the valves as shown in the tables below. The line drain closed. central coolers and check that both coolers are operating.
and vent valves located before and after each cooler should be
closed. Position Description Valve b) Set the central FW cooler valves as indicated below:
Open No.1 reefer sea water cooling pump suction WS011F
Position Description Valve valve For Backflushing No.1 Central Fresh Water Cooler
Open Main suction valve from sea water suction WS007F Open No.1 reefer sea water cooling pump WS013F
crossover main discharge valve Position Description Valve
Open No.1 main sea water pump suction valve WS029F Open No.2 reefer sea water cooling pump suction WS014F Close No.1 cooler sea water inlet valve WS041F
Open No.1 main sea water pump discharge valve WS031F valve Close No.1 cooler sea water outlet valve WS038F
Open No.2 main sea water pump suction valve WS032F Open No.2 reefer sea water cooling pump WS016F Open No.2 cooler sea water inlet valve WS045F
Open No.2 main sea water pump discharge valve WS034F discharge valve Open No.2 cooler sea water outlet valve WS042F
Open No.3 main sea water pump suction valve WS035F Open No.3 reefer sea water cooling pump suction WS017F Open No.1 cooler backflush inlet valve WS039F
valve Open No.1 cooler backflush outlet valve WS040F
Open No.3 main sea water pump suction valve WS037F
Open No.1 central cooler inlet valve WS041F Closed No.2 cooler backflush inlet valve WS043F
Position Description Valve c) Sea water will flow through the cooler which is operating e) When required for operation, start the ejector pump for the FW
normally. From the outlet of that cooler it will flow into the generator.
Closed No.2 cooler backflush outlet valve WS044F
reefer cooler being backflushed via the outlet connection and
Open Overboard discharge valve WS046F will flow out via the inlet connection. Debris on the cooler
surfaces will be dislodged by this counter flow of sea water and
c) Sea water will flow through the cooler which is operating will be discharged overboard.
normally. From the outlet of that cooler it will flow into the
central cooler being backflushed via the outlet connection and d) Leave the backflush system operating for at least 15 minutes and
will flow out via the inlet connection. Debris on the cooler then open the cooler line outlet valve WS024F and the cooler
surfaces will be dislodged by this counter flow of sea water and inlet valve WS027F, and close the cooler backflushing valves.
will be discharged overboard. Check the sea water flow through the cooler. The cooler is now
back in operation and the other cooler can be backflushed.
d) Leave the backflush system operating for at least 15 minutes and
then open the cooler line outlet valve WS038F and the cooler If backflushing does not improve the performance of the cooler it will be
inlet valve WS041F, and close the cooler backflushing valves. necessary to remove and clean the strainer fitted in the inlet header. If this does
Check the sea water flow through the cooler. The cooler is now not restore performance then it will be necessary to open the cooler and clean
back in operation and the other cooler can be backflushed. the plates with a pressure washer or manually.
If backflushing does not improve the performance of the cooler it will be

necessary to remove and clean the strainer fitted in the inlet header. If this does Procedure for the Operation of the Fresh Water Generator Sea
not restore performance then it will be necessary to open the cooler and clean Water System
the plates with a pressure washer or manually.
The FW generator ejector pump supplies sea water as feed water, operating
water for the ejector and provides cooling water to condense the vapour
Procedure for the Operation of the Backflushing System on the produced during the operation of the fresh water generator. The fresh water
Reefer Fresh Water Coolers generator ejector pump takes suction from the sea water crossover main.
The coolers are backflushed as required depending upon sea water pressure a) Ensure that the sea water crossover is operational as described
drop across the cooler and overall performance. Only one of the coolers may above.
be backflushed at any time.
b) Ensure that all of the pressure gauge and instrumentation valves
a) Ensure that the cooling load can be supplied by one of the are open and that the instrumentation is reading correctly.
central coolers and check that both coolers are operating.
c) Ensure that the fresh water generator is ready for operation.
b) Set the reefer FW cooler valves as indicated below:
d) Set up the valves as shown in the tables below.
For Backflushing No.2 Reefer Fresh Water Cooler
Open Main suction valve from sea water suction WS007F
Open No.1 cooler sea water inlet valve WS023F crossover main
Open No.1 cooler sea water outlet valve WS020F Open FW generator ejector pump suction valve WS051F
Close No.2 cooler sea water inlet valve WS027F Open FW generator ejector pump discharge valve WS152F
Close No.2 cooler sea water outlet valve WS024F Closed FW generator connection from fire main FD024F
Closed No.1 cooler backflush inlet valve WS021F Open FW generator outlet valve WS155F
Closed No.1 cooler backflush outlet valve WS022F Open FW generator overboard discharge valve WS151F
Open No.2 cooler backflush inlet valve WS025F Open Main overboard discharge valve WS046F
Open No.2 cooler backflush outlet valve WS026F
Open Overboard discharge valve WS028F
Illustration 2.4.2a Fresh Water Generator System SAH XA XI SAH Fresh Water Generator
1831B 1831A 1831C 1831B
(35 Ton/Day)
Fresh Water Filling Station (Accommodation)
PI
Distilate Pump
50
DI TI
WG
010F 125
LIAL No.1 Fresh Water Tank (Port) LIAL No.2 Fresh Water Tank (Starboard) Distilled Water Tank (Starboard) LIAL From
2022 2023 2021 High Temperature
(208.6m3) (208.6m3) (80.2m3) WF392F
Fresh Water WF
WG WG WG WG SP WG WG SP 394F
TI TI
Cooling System
LI 002F 001F 65
LI 003F 004F 002F 043F 005F 001F LI
125
WF393F
WG WG WG
077F WG 079F 082F
011F
65 TI PI
50 50 To
25 High Temperature
50 Fresh Water
To Stern Tube Cooling 125 Chemical
WG009F Cooling System Dosing Tank
Fresh Water Tank
25
WG To To Local PI
25 041F Cascade Fire Fighting 125
50 25 Tank Unit
WS155F WS151F
Silver Ion Steriliser (1.5m3/h)
From Fire, To Bilge From Reefer

25 100 650
General Service Fresh Water
To Bilge WG019F Pump FD024F Coolers
25 25
To To 125
WG042F WG020F WG021F WG022F Accommodation 40
Engine
25 Room
50 Back Flow Prevention Valve
WP WG
Auto 002F 053F 4th Deck
WG WG CH-VR
PI PI PAL WS
111F 016F 2101 To 152F
50 40
Rehardening Engine PI
Filter (1.5m3/h) WG023F No.1 WG050F WG054F Room
25 Fresh Water Ciculation Pumps Fresh Water Generator WS
(10m3/h x 7 bar) Ejector Pump 046F
WG018F
(72m3/h x 5 bar) PI
PI PI
To Main Cooling Sea Water Pumps

To Bilge WG025F WG051F
No.2
Upper Deck WS WS WS WS Upper Deck
035F 032F 029F 051F
To Bilge
65 25 65 25
3rd Deck 150 650 To Reefer Cooling Sea Water Pumps 3rd Deck
To No.1 Fire, Bilge and
VA AR VA AR
General Service Pump 350
100F 048F To No.1 Ballast Pump 101F 049F
WS WS WS WS WS WS
005F To No.2 Fire, Bilge and 150 350 007F 011F 014F 017F 005F Floor
General Service Pump 250 800 800
High
WS WS WS001F WS004F WS006F Sea Chest
003F Key
002F (Starboard)
Low Drain to Bilge Fresh Water Drains Sea Water Drain to Bilge
Sea Chest
(Port) Air Electrical Signal High Temperature Cooling Water
Reference Shipyard Drawing Number: MB101.40 (1/5), MB101.40 (4/5) Cooling Water System
2.4.2 Fresh water Generator fire and GS pumps allowing these pumps to supply the evaporator in the event Water Rehardening and Sterilising
of a failure of the ejector pump.
Manufacturer: Alfa Laval The output from the fresh water generator is pumped to the fresh water storage
The evaporator shell contains a plate type heat exchanger through which hot tanks or to the starboard distilled water tank. Distilled water is pumped directly
Type: D-PU-36-C100
water circulates from the main engine jacket cooling system; this hot water heats to the distilled water tank but domestic fresh water is pumped to the fresh water
Capacity: 35m3/day the brine supplied to the evaporator by the ejector pump. Due to the vacuum storage tanks via a rehardening filter/mineraliser and a silver ion steriliser. The
inside the chamber, the sea water will boil off at the relatively low temperature mineraliser restores essential salts to the distilled water and adjusts the pH so
Silver Ion Steriliser created by the circulating jacket water. The vacuum of approximately 85% is that the water is fit for human consumption.
maintained by the ejector and this produces evaporation of the sea water.
Manufacturer: Sam Kun Century Co. The silver ion steriliser fitted in the drinking water pipework destroys all
No. of sets: 1 Vapour produced by boiling the sea water rises to the upper chamber, via bacteria which has not been destroyed by the evaporation process.
Type: Silver Ion (SS 2000) a deflector plate and through demister pads, where any entrained sea water
droplets are removed. The upper chamber houses the plate type condenser WARNING
Capacity: 1,500 litres/h
which is supplied with sea water by the ejector pump and condenses the
Fresh water for human consumption must not be produced when the
vapour. The condensed vapour (distillate) is drawn off by the distillate pump.
vessel is operating in restricted waters.
Rehardening Filter/Neutralising Unit
The main engine jacket water system provides the heating medium in the lower
Manufacturer: ??
chamber, passing into the heating coil at approximately 80°C and returning Procedure for Starting the Fresh Water Generator
No. of sets: 1 at approximately 70°C. The flow of jacket water through the evaporator, and
Model: ?? hence the rate of evaporation, is regulated by an orifice plate in the evaporator To operate the fresh water generator, the main sea water cooling system and the
Capacity: 1,500 litres/h bypass line. main engine jacket cooling water system would normally both be operational.
The following procedure assumes that the main engine is operating under
The evaporator feed water is injected with a foaming and scale inhibiting steady conditions:
Introduction compound via a chemical injection unit which incorporates an injection control
system to regulate the quantity of chemical injected. In the event that fresh a) Ensure the alarm and the control panels are switched on, that
The evaporator consist of the following main components: water production is required when the main engine is stopped or running at low instrument and gauge cocks are open and that all instrumentation
speeds, steam can be used as the heating medium by application to the jacket is reading correctly.
• Evaporator section
water preheater.
• Condenser section b) Close the air vent valve on the evaporator shell.
• Combined brine/air ejector The distillate produced is pumped to the fresh water storage tanks or the
distilled water storage tank by the distillate pump. The distillate is monitored c) Set the sea water valves as shown in the following table:
• Ejector pump by a salinity indicator and should the salinity rise above a set amount,
• Fresh water distillate pump (approximately 10ppm), a solenoid valve in the discharge line is activated and
the water is diverted from the storage tank discharge line to the shell of the
• Salinometer fresh water generator for re-evaporation. When the distillate salinity level drops Open Ejector pump suction valve WS051F
• Control panel to below the maximum allowable setting, the solenoid valve will close and the Open Ejector pump discharge valve WS052F
discharge of distillate to the fresh water storage tanks will resume. Closed Crossover valve from bilge, fire and GS pumps FD024F
The fresh water generator unit utilises jacket water from the main engine as a Set Feed inlet regulating valve
heating medium and is capable of producing up to 35 tons per day of distillate. Note: Because the fresh water generation uses the low temperature process it Open Evaporator outlet valve WS155F
The basic working principle is that the evaporator section boils sea water in a is important to sterilise the water before it can be used for drinking.
high vacuum at a temperature of less than 48°C. The vapour produced passes Open Evaporator overboard discharge valve WS151F
through a demister and is condensed by sea water in the condenser section Open Cooling sea water overboard discharge valve WS046F
before being pumped to the fresh water storage tanks. The quality of distillate is
continuously monitored by a salinity indicator which is fitted with an alarm. d) Start the ejector pump to create a vacuum inside the unit.
An ejector pump provides a continuous supply of sea water for the evaporator. e) Once a minimum vacuum of 90% has been achieved, set the
This sea water supply acts to cool the vapour to condense it but also serves as main engine jacket cooling fresh water valves as shown in the
a feed supply to the evaporator and is the driving fluid supply for the brine/air following table:
ejector. The ejector creates a vacuum within the evaporator and removes the
brine from the chamber. The ejector pump is cross-connected with the bilge,
Illustration 2.4.2a Fresh Water Generator System SAH XA XI SAH Fresh Water Generator
1831B 1831A 1831C 1831B
(35 Ton/Day)
Fresh Water Filling Station (Accommodation)
PI
Distilate Pump
50
DI TI
WG
010F 125
LIAL No.1 Fresh Water Tank (Port) LIAL No.2 Fresh Water Tank (Starboard) Distilled Water Tank (Starboard) LIAL From
2022 2023 2021 High Temperature
(208.6m3) (208.6m3) (80.2m3) WF392F
Fresh Water WF
WG WG WG WG SP WG WG SP 394F
TI TI
Cooling System
LI 002F 001F 65
LI 003F 004F 002F 043F 005F 001F LI
125
WF393F
WG WG WG
077F WG 079F 082F
011F
65 TI PI
50 50 To
25 High Temperature
50 Fresh Water
To Stern Tube Cooling 125 Chemical
WG009F Cooling System Dosing Tank
Fresh Water Tank
25
WG To To Local PI
25 041F Cascade Fire Fighting 125
50 25 Tank Unit
WS155F WS151F
Silver Ion Steriliser (1.5m3/h)
From Fire, To Bilge From Reefer

25 100 650
General Service Fresh Water
To Bilge WG019F Pump FD024F Coolers
25 25
To To 125
WG042F WG020F WG021F WG022F Accommodation 40
Engine
25 Room
50 Back Flow Prevention Valve
WP WG
Auto 002F 053F 4th Deck
WG WG CH-VR
PI PI PAL WS
111F 016F 2101 To 152F
50 40
Rehardening Engine PI
Filter (1.5m3/h) WG023F No.1 WG050F WG054F Room
25 Fresh Water Ciculation Pumps Fresh Water Generator WS
(10m3/h x 7 bar) Ejector Pump 046F
WG018F
(72m3/h x 5 bar) PI
PI PI
To Main Cooling Sea Water Pumps

To Bilge WG025F WG051F
No.2
Upper Deck WS WS WS WS Upper Deck
035F 032F 029F 051F
To Bilge
65 25 65 25
3rd Deck 150 650 To Reefer Cooling Sea Water Pumps 3rd Deck
To No.1 Fire, Bilge and
VA AR VA AR
General Service Pump 350
100F 048F To No.1 Ballast Pump 101F 049F
WS WS WS WS WS WS
005F To No.2 Fire, Bilge and 150 350 007F 011F 014F 017F 005F Floor
General Service Pump 250 800 800
High
WS WS WS001F WS004F WS006F Sea Chest
003F Key
002F (Starboard)
Low Drain to Bilge Fresh Water Drains Sea Water Drain to Bilge
Sea Chest
(Port) Air Electrical Signal High Temperature Cooling Water
Reference Shipyard Drawing Number: MB101.40 (1/5), MB101.40 (4/5) Cooling Water System
Position Description Valve j) Open the outlet valve for the distillate pump.
Open Evaporator jacket water inlet valve WF392F
k) Start the silver ion steriliser and check that it is operating
Open Evaporator jacket water outlet valve WF393F correctly.
Closed Evaporator jacket water bypass valve WF394F
l) Ensure the distillate pump discharge pressure is correct and that
The vacuum will now drop as the evaporation process commences. the distillate is being pumped to the correct fresh water tank.
f) Check that the sea water chemical injection unit has sufficient The output capacity is normally regulated by the orifice plate fitted in the jacket
chemical, that the power is switched on and that the unit is cooling water bypass line but the operator can reduce the capacity of the fresh
operating. The dosage drum is topped-up from the domestic water generator further by throttling the bypass valve WF394F on the bypass
fresh water system. Set the feed treatment flow control to line.
approximately 5.5 litres/hour. Authors Note: Feed treatment rate
to confirm. WARNING
Do not operate the plant in polluted water. Fresh water must not be
g) Ensure the feed water is flowing into the evaporator shell produced from polluted water, as the produced water will be unsuitable
and that the brine eductor is drawing the brine from the shell for human consumption and do not operate the plant within coastal
preventing the water level from rising. waters. Stop the plant at least 10 miles away from the nearest coast.
h) Allow the evaporator to stabilise and check that the temperatures

are not excessive. Once evaporation has stabilised, operate the Stopping the Plant
salinity alarm to prove it is functioning correctly.
a) Fully open the fresh water generator jacket water bypass valve
i) Set the valves for the fresh water rehardener and silver ion WF394F and close the inlet and outlet valves, WF392F and
steriliser as shown in the following table. The table assumes that WF393F.
the discharge to the distilled water tank has been isolated and
that the port fresh water tank is being filled: b) Turn off the salinity alarm.
c) Stop the distillate pump and close the discharge valve.

Closed Distillate pump discharge to the distilled WG041F d) Switch off the salinometer.
water tank
Open Rehardener filter inlet valve WG042F e) Allow the fresh water generator to cool down before stopping
Set Rehardener filter three-way inlet valve the ejector pump and closing the sea water system valves.
Set Rehardener filter three-way outlet valve
Open Rehardener filter outlet valve WG018F f) Shut down the chemical injection unit.
Closed Rehardener filter bypass valve WG016F
g) Open the air vent.
Closed Rehardener filter flushing valve WG111F
Closed Fresh water tank direct filling valve WG011F
Closed Shore connection filling valve WG010F
Open Steriliser inlet valve
Open Steriliser outlet valve
Open Port fresh water tank filling valve WG001F
Closed Starboard fresh water tank filling valve WG003F
2.4.3 Marine Growth Prevention system Anode Renewal
The MG and TC anodes have a life expectancy of approximately 3 years and
Marine Growth Prevention System Equipment therefore will require renewal every 3 years. This can be carried out when the
vessel is in dry dock.
Manufacturer: Cathelco Limited
Supply: 230V, 1 phase, 60Hz
Current Settings
Authors Note: It is understood that the MGPS is a standard Cathelco system so The ‘in operation’ current settings for the MG type anodes is 1.6 amps and for
the text that follows has been based on that. This needs to be confirmed during the TC type anodes is 1.8 amps. The ‘not in use’ current settings for the MG
the ship visit and adjustments made as necessary. type anodes and the TC type anodes is reduced to 0.2 amps.
The Cathelco anti-fouling system is specifically designed for the control of CAUTION
marine growth and the reduction of corrosion of metal in contact with water. Incorrect setting of the current can result in inadequate protection
Two types of anode are employed; marine growth (MG) and trap corrosion against marine growth or excessive wastage of the anodes.
(TC) anodes.
The anodes are located in the vessel’s two sea suction filters. There is one MG
and one TC anode in each filter chest, a total of 4 anodes in all.
The MG anodes are manufactured from copper and release ions during
electrolysis which combine with those released from the sea water, forming an
environment which discourages minute organisms from entering and adhering
to the sea main so preventing marine growth.
The TC anodes are manufactured from aluminium. The reaction of the

aluminium with sea water results in the formation of aluminium hydroxide
which is positively charged and when dispersed down the pipe work, forms an
anti-corrosive barrier.
Fresh Water Operation

If the vessel is in fresh or brackish water the digital display of the monitoring
unit may not reach the recommended current settings causing the alarm LED
to activate.
In-Service Adjustments and Current Settings

The effective working of the system can only be determined by inspection and
it is suggested by the manufacturers that, if after 6 months of operation, the
opportunity arises to examine a strainer, length of pipe or heat exchanger, then
this should be done.
In the event of there being signs of infestation, the current to each anode in the
relevant sea suction filter should be increased by a maximum of 0.2 amps. If
there is no sign of infestation, the current may be reduced by a maximum of
0.2 amps. This routine can be repeated at intervals, the current being adjusted
accordingly.
2.5 Fresh Water Cooling Systems
2.5.1 High Temperature Fresh Water Cooling System
2.5.2 Low Temperature Fresh Water Cooling System
2.5.3 Reefer Container Fresh Water Cooling System

Illustration 2.5.1a High Temperature Fresh Water Cooling System From Fresh Water
Service Tank
WF086F
For Key
Chemical
Dosing
Cooling Fresh
Water
Expansion Tank
LAL
2058
(3m3)
Sea Water
LC
Main Engine (12RT - Flex 96C) WF390F
WF413F
250
Upper Deck
25
80
To Bilge From Generator
Well Engine Jacket
TIAH TIAH TIAH TIAH TIAH TIAH TIAH Cooling Water System
0404 0405 0406 0407 0408 0414 0415 40 TI
TI TI TIAH TIAH TIAH TI TI TI 300 WF394F 125

0409 0410 0411
TIAH TIAH
WF392F TI
0412 0413
To Low Temperature 65 SAH
125
CFW Pump Suction 1831B
WF393F
EPCON
Main Engine Jacket
Throttle Orifice Water Preheater Fresh Water Generator
Set (35 Ton/Day) - (4th Deck)
Set 5.9 bar
300
90°C TI
10
TC
No.1 No.2 No.11 No.12 AUTO XA
65
Cylinder Cylinder Cylinder Cylinder PI CH-VR
PI XI WF406F
2155C 200
PI To/From Low
WF400F
TI Temperature
200
Set Set WF402F CFW System
3 bar 70°C WF396F WF399F Overboard Sea
No.1 WF405F WF268F
300 XI To Clean Chest (Starboard)
PS TIAL TI 2156C LO WF404F
0403 100 100
PI PI Bilge Tank
250 300 Copper Pipe Set
From Low 5 ppm
WF398F WF401F WF403F DAH 65
PIAL PI PS No.2 2062 Temperature DAH
0401 2155 Main Engine Jacket CFW System BG332F
LC WF397F 40 40
Set CFW Pump Drain
4 bar To Hold Bilge From Reefer
(611m3/h x 2.7 bar) 40
40 BG330F Collecting Tank CFW System
40 Vent Line
Oil
PI PI
25 Detector 80
BG302F
125 From Main Engine
40 BG303F
Air Cooler Drain
Cylinder Cooling WF269F WF323F and Condensate
Water Drain Pipe Fresh Water Transfer 80
WF270F Pump (Self-Priming) 50
(10m3/ h x 3.5 bar) 50 50 50
To 80% LAH
Cylinder Cooling Bilge Well 80% 2061
Water Drain LAH Main Engine
Level Setting 2060 CFW Drain Tank Main Engine Air
(31m3) Cooler Drain Tank
(6.4m3)
2.5 FRESH WATER COOLING SYSTEMS is normally left open. Valves WF406F and WF268F are closed when warming The HT system can be drained to the main engine cooling fresh water drain
through the HT system via the main engine jacket water preheater. tank and when a unit or units are being refilled, the water drained into the tank
2.5.1 HIGH TEMPERATURE Fresh WATER Cooling can be transferred back to the system via isolating valve WF397F (normally
SYSTEM The high temperature water flowing into the fresh water generator is regulated locked closed) and the fresh water transfer pump.
by an orifice plate in one of the bypass lines so when the generator is in
operation, the inlet and outlet valves WF392F and WF393F can be opened The expansion tank can be replenished using the fresh water service system
Main Engine Jacket Cooling Fresh Water Pump fully. Between the inlet and outlet lines there is also a manual bypass valve and is fitted with a low level alarm that goes through to the ECR as well as a
Manufacturer: Taiko Kikai Industries Co. Ltd. (WF394F) which must be fully open whenever the generator is not in operation. local level indicator.
The fresh water generator is the only direct means of cooling the water that is
No. of sets: 2
circulating in the HT system, hence the need for the transfer of water between To prevent corrosion and scale formation in the HT and LT cooling water
Type: Vertical centrifugal the HT and LT systems. systems, chemical treatment must be added via the fresh water expansion tank.
Model: ESD-300MCT Because this is common to both systems, only one application of treatment
Capacity: 611m3/h at 2.7 bar A jacket cooling water preheater has been fitted and this is provided with steam needs to be undertaken. It is essential that cooling water samples are taken
Motor: 65kW, 440V, 60Hz, 1,800 rpm from the 6.0kg/cm2 saturated steam system as detailed in Section 2.2.5 of this at regular intervals and the correct chemicals added to prevent corrosion in
manual. The preheater is used whenever it is necessary to warm through the the system. A log must also be kept of the tests performed and the chemicals
main engine prior to starting and normally the engine will be circulated with added.
Fresh Water Transfer Pump hot water to maintain the system temperature. The preheater can also be used
Manufacturer: Taiko Kikai Industries Co. Ltd. to maintain the main engine jacket cooling water temperature when the main
engine is on low load. A valve bypassing the preheater (WF398F) can be used Preparation for the Operation of the Main Engine Jacket
No.of sets: 1 to throttle and control the amount of water passing through the heater and to Cooling Water System
Type: Horizontal centrifugal, self priming ensure there is a flow of water through the preheater at all times.
Model: TMC-32MT The following description has assumed that the system is being started from
Jacket cooling fresh water is supplied by the circulating pumps to the engine cold.
Capacity: 2.0m3/h at 3.5 bar
cooling water inlet pipe and from this it is directed to the individual cylinder
Motor: 2.2kW, 440V, 60Hz, 3,600 rpm a) Ensure that the HT cooling fresh water system is fully charged
units which are provided with inlet and outlet valves. These valves allow
individual cylinders to be isolated for maintenance and drains at the cylinder with water and that all air has been vented from the system.
Main Engine Cooling Water Preheater units allow water to be drained to the main engine cooling freshwater drain Ensure that the cooling fresh water expansion tank is at
tank. Each cylinder unit can be isolated and drained as necessary. the correct level and top-up from the fresh water system as
Manufacturer: ?? necessary.
No. of sets: 1 The upper part of the engine cooling water system is connected to the cooling
Type: Shell and tube water expansion tank by means of a vent pipe which allows for any thermal b) Ensure that power is available at the three-way temperature
expansion and contraction in the system and for the venting of air. control valve and that the valve is operational.
Introduction When the engine is operating, the water entering the main engine jacket cooling c) Ensure that all the pressure gauge and instrumentation valves are
fresh water pump suction is a mixture of water from the HT and LT systems. open and that all instruments and gauges are reading correctly.
The main engine high temperature (HT) cooling system has two cooling water The actual mixture depends upon the temperature of the water leaving the main
pumps fitted and each is rated at 611m3/h at a pressure of 2.7 bar. The pumps engine and the opening of the three-way valve WF405F. d) Ensure that the fresh water generator is bypassed by opening
supply cooling water to the main engine jackets, cylinder heads and exhaust valve WF394F. Close the inlet and outlet valves WF392F and
valves. A portion of the circulating cooling water may be directed through the main WF393F respectively.
engine jacket water preheater with the quantity being regulated by the bypass
The system operates on a closed circuit principle with the pumps discharging valve WF398F. The preheater is normally maintained in operation whenever e) Ensure that all the main engine individual cylinder inlet and
water to the engine cooling system. From the engine the cooling water returns the engine is stopped or operating at low load but may also be used to ensure outlet valves are open.
to the pump suction. Cooling water from the engine outlet can also be passed sufficient heat is available for the operation of the fresh water generator. The
through the fresh water generator as the heating medium in the production steam supply to the preheater is automatically controlled by a temperature f) Ensure that all the main engine cylinder vent and drain valves
of fresh water. The return water from the fresh water generator is then led sensor located at the cooling water inlet to the main engine which is set at are closed.
back to the pump suction. A three-way valve fitted in the return to the pump 70ºC.
suction also has a connection with the low temperature (LT) central cooling
system allowing cooler water from the LT system to flow into the HT system
should the temperature at the engine outlet exceed the set value of 90°C. Water
flowing from the LT to the HT system via valve WF268F replaces hotter water
from the HT system which flows to the LT system via valve WF406F which
Illustration 2.5.1a High Temperature Fresh Water Cooling System From Fresh Water
Service Tank
WF086F
For Key
Chemical
Dosing
Cooling Fresh
Water
Expansion Tank
LAL
2058
(3m3)
Sea Water
LC
Main Engine (12RT - Flex 96C) WF390F
WF413F
250
Upper Deck
25
80
To Bilge From Generator
Well Engine Jacket
TIAH TIAH TIAH TIAH TIAH TIAH TIAH Cooling Water System
0404 0405 0406 0407 0408 0414 0415 40 TI
TI TI TIAH TIAH TIAH TI TI TI 300 WF394F 125

0409 0410 0411
TIAH TIAH
WF392F TI
0412 0413
To Low Temperature 65 SAH
125
CFW Pump Suction 1831B
WF393F
EPCON
Main Engine Jacket
Throttle Orifice Water Preheater Fresh Water Generator
Set (35 Ton/Day) - (4th Deck)
Set 5.9 bar
300
90°C TI
10
TC
No.1 No.2 No.11 No.12 AUTO XA
65
Cylinder Cylinder Cylinder Cylinder PI CH-VR
PI XI WF406F
2155C 200
PI To/From Low
WF400F
TI Temperature
200
Set Set WF402F CFW System
3 bar 70°C WF396F WF399F Overboard Sea
No.1 WF405F WF268F
300 XI To Clean Chest (Starboard)
PS TIAL TI 2156C LO WF404F
0403 100 100
PI PI Bilge Tank
250 300 Copper Pipe Set
From Low 5 ppm
WF398F WF401F WF403F DAH 65
PIAL PI PS No.2 2062 Temperature DAH
0401 2155 Main Engine Jacket CFW System BG332F
LC WF397F 40 40
Set CFW Pump Drain
4 bar To Hold Bilge From Reefer
(611m3/h x 2.7 bar) 40
40 BG330F Collecting Tank CFW System
40 Vent Line
Oil
PI PI
25 Detector 80
BG302F
125 From Main Engine
40 BG303F
Air Cooler Drain
Cylinder Cooling WF269F WF323F and Condensate
Water Drain Pipe Fresh Water Transfer 80
WF270F Pump (Self-Priming) 50
(10m3/ h x 3.5 bar) 50 50 50
To 80% LAH
Cylinder Cooling Bilge Well 80% 2061
Water Drain LAH Main Engine
Level Setting 2060 CFW Drain Tank Main Engine Air
(31m3) Cooler Drain Tank
(6.4m3)
g) Ensure that the condensate drain line is open from the jacket i) Select and start one main engine jacket HT cooling pump as
water preheater (ST175F) and that there is a steam supply the duty pump and set the other as the standby. Author’s Note:
available. Confirm also that the steam supply temperature Check the pump starting terminology during the visit to the ship
control valve is operational and the temperature control switch and amend accordingly
is set to 70ºC.
j) Vent the system, including all of the engine cylinders.
h) Set the remaining system valves in accordance with the
following table: k) Supply steam to the preheater via the system steam isolating
valve and the steam control valve. Check that condensate flows
Position Description Valve from the preheater.
Open No.1 main engine jacket cooling fresh water WF402F.
pump suction valve l) Slowly bring the jacket cooling water temperature up to the corret
operating temperature in line with the engine manufacturer’s
Open No.1 main engine jacket cooling fresh water WF400F
recommendations. The steam supply control valve is regulated
pump discharge valve
by the temperature of the jacket cooling water being supplied to
Open No.2 main engine jacket cooling fresh water WF403F the main engine. The normal engine inlet temperature should be
pump suction valve 70°C.
Open No.2 main engine jacket cooling fresh water WF401F
pump discharge valve
Throttled Main engine preheater bypass valve WF398F Note: With the HT and LT systems effectively isolated, greater control over
the rise in temperature can be exercised.
Open Main engine preheater inlet valve WF399F
Open Main engine preheater outlet valve WF396F m) As the temperature approaches normal operating temperature,
Open Main engine jacket individual cylinder the LT link valves, WF268F and WF 406F, should be opened.
cooling water inlet valves The HT and LT system are now linked.
Open Main engine jacket individual cylinder
cooling water outlet valves n) Test the system for chemical concentration and add chemicals
Open Main engine outlet valve to cooling FW as required. The system is connected to the LT central cooling
expansion tank system and so both systems are tested and treated together.
Open Main engine cooling system line valve to WF390F
expansion tank o) When the jacket system is at the correct temperature and the
main engine has been warmed through for the required period
Open Fresh water generator bypass valve WF394F
of time, the main engine can be started provided that all other
Closed Fresh water generator inlet valve WF392F systems are operational. The preheater bypass valve WF398F
Closed Fresh water generator outlet valve WF393F must be throttled-in when the main engine is started.
Operational Three-way valve connecting HT and LT WF405F
freshwater cooling systems p) When the engine is at full power, circulate water through the
Closed HT inlet valve to LT cooling water systems WF406F fresh water generator and operate as required.
Closed LT inlet valve to HT cooling water system WF268F
Note: When the engine is warmed through from the cold condition attention
Open Line valve from FW expansion tank to main WF404F must be paid to all pipe connections, joints and valves to ensure that any
engine jacket cooling FW pumps suction leaks can be quickly detected.
(locked open)
Closed Individual cylinder drain valves
Closed Drain line valve to main engine cooling fresh W269F
water drain tank
Illustration 2.5.2a Generator Engine Cooling Water System 15 25
125 200 250 15 From Fresh Water
100 150 200 Service
15 15 100 15 15 100 15 15 100 15 15 100 WF383F

40 From Main Engine
WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF 50 50 Jacket Cooling System
362F 364F 386F 388F 363F 366F 367F 408F 410F 368F 369F 370F 372F 374F 375F 376F 377F 379F 381F 382F WG WF
80 100 Set 80 100 80 100 80 100 086F 390F
91oC 15
Cooling Fresh Water

TI TI TI TI TI TI TI TI PI PI Expansion Tank
LAL
LC 2058 (3.0m3)
TI Lubricating TI TI TI Lubricating TI TI Lubricating TI TI Lubricating TI
Oil Cooler Oil Cooler Oil Cooler Oil Cooler WF413F
80
PI PI
Gen. Air Air Jacket Gen. Air Air Jacket Gen. Air Air Jacket Gen. Air Air Jacket
Cooler Cooler Cooler Cooler Cooler Cooler Cooler Cooler Cooler Cooler Cooler Cooler LO
Set 50oC Set 50oC Set 50oC Set 50oC To Bilge Well
WF351F 65
Set TAL PAL TAL PAL Set TAL PAL TAL PAL Set TAL PAL TAL PAL Set TAL PAL TAL PAL FS
45oC 45oC 45oC 45oC To Main Engine
Set Set Set Set Set Set Set Set High Temperature
TI TI TI TI TI TI TI TI TI Main Air Compressors
2.5 bar 2.5 bar 2.5 bar 2.5 bar 2.5 bar 2.5 bar 2.5 bar 2.5 bar Fresh Water Cooling
(350Nm3/h)
No.1
WF262F TI
Generator
Engine
Pre-Heater
No.1 No.2 No.3 No.4 WF (75KW) WF263F TI
Generator Generator Generator Generator 360F
Engine Engine Engine Engine
80 125 80 40 80 125 80 40 125 80 125 80 40 80 125 80 40 50 No.2
WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF WF264F TI
254F 255F 352F 353F 256F 257F 354F 355F 258F 259F 356F 357F 260F 261F 358F 359F 80 80
200 WF265F TI
250 65 No.3
WF266F TI
200 125 200
100
100
To Generator Engine
150 WF267F
Cooling Water System To/From Refrigeration
FI TI TI FI Provision Plants 150 WF244F
and Air Conditioning
Plants Condenser WF WF WF245F WF WF PI TI
No.1 No.2 252F 272F 200F 201F Main Engine Air Coolers
WF241F WF243F PIAL 350
Workshop XA TI TI 0402
Unit Cooler 1807 WF205F No.1 No.2 No.3 WF218F
TIAH PI PI TI No.1
TI
WF240F WF242F TI WF 0403
LC 350
350F
250 TI TI TI TI TI TI
Control Air Compressors (150Nm3/h) 65 WF219F
To Bilge Well WF 300
TI TI PI PI TI
Key Atmospheric Condenser 203F
250 300 300 350
LT Cooling Water TI
WF237F WF WF223F WF220F
239F No.2 TI PI WF PS PI PI PI TI No.2
250 WF Auto CH-VR
Electrical Signal 208F
300 271F 350 350
TI PI WF238F
EPCON WF224F Set No.1 WF211F WF216F WF221F
Drains Main Engine TC XA
Turbocharger 50 TI PI WF 2122 2.5 PS PI PI 500
209F bar Central Fresh Water Coolers (Each 50%)
Lubricating Oil WF228F 300 TI 350 500 WF
Intermediate Propeller Shaft Bearings Cooler TI PI 215F
WF225F No.2 WF212F 40
50 No.1 TI PI EPCON 500 WF PS PI PI WF
WF235F WF233F WF231F LC To Bilge Well
WF 210F 217F
WF229F 300 350 200 To/From Main Engine Jacket
25 25 25 214F
No.3 No.2 No.1 WF226F No.3 WF213F Cooling Fresh Water 3-Way
WF WF WF 200
Main Lubricating Oil Temperature Control Valve
236F 234F 232F Low Temperature Cooling Fresh Water Pumps (830m3/h x 2.5 bar) (Each 50%)
65 Coolers (Each 50% Capacity)
EPCON To Cooling Fresh Water Drain Tank
To Bilge Well
65 500 WF
LC 230F
40
To Bilge Well
Reference Shipyard Drawing Number: MB 101.40 (2/5), (3/5), 4/5) Cooling Water System
2.5.2 LOW TEMPERATURE fresh WATER cooling the temperature in the LT system. (Author’s Note: Check and insert the correct standby. Any excess heat from the operating generators and other equipment
SYSTEM operating temperature) in use will be removed by sea water being circulated through the central fresh
Both of the central fresh water coolers only have a capacity of 50% of the total water coolers.
cooling requirement of the system and so during periods of heavy demand it
Low Temperature Cooling Fresh Water Pump may be necessary to have both coolers in operation at the same time. The generator engine cooling fresh water system has been provided with a
Manufacturer: Taiko Kikai Industries Co. Ltd. 72kW electric preheater which allows the generator engines to be warmed
No. of sets: 3 The LT central cooling system supplies the following: through when they have been shut down for a prolonged period. The preheater
unit is electrically operated and is fitted with two circulation pumps that can be
Type: Vertical centrifugal • Main engine charge air coolers (3)
switched between duty and standby.
Model: ESD-300MCT Main engine lubricating oil coolers. Two coolers each rated at
Capacity: 830m3/h at 2.5 bar 50% of full load capacity) a) Replenish the system via the fresh water expansion tank as
Motor: 75kW, 440V, 60Hz, 1,800 rpm Main engine turbocharger lubricating oil cooler required. This would normally be done from the fresh water
system by opening valve WG086F.
• No.1, 2, 3 and 4 generator engines and generator air coolers,
Introduction charge air coolers, LO and jacket water coolers b) Ensure that all of the pressure gauge and instrumentation valves
• Propeller shaft intermediate bearings (3) are open and that the instruments and gauges are operating
The low temperature (LT) central fresh water cooling system works on the correctly.
closed circuit principle but is linked to the HT main engine cooling water • Atmospheric condenser
system as detailed in Section 2.5.1 of this manual. • No. 1, 2 and 3 main air compressors c) Set up valves in accordance with the following table:
• Nos. 1 and 2 control air compressors
The LT system is as shown in illustration 2.5.2 and includes the following: Position Description Valve
• Accommodation air conditioning units
• Three circulating pumps which supply the services at a rate of Open Cooling FW expansion tank outlet valve to WF351F.
830m3/h and a pressure of 2.5 bar. Each is rated at 50% of the • Provision refrigeration units LT system (normally locked open)
full load capacity. • No.1 and No.2 ECR and high-voltage switchboard unit coolers Operational Central cooler three-way temperature WF215F
• Pressure switches on the pump discharges which start the controlled valve
• Workshop unit cooler
standby pump(s) on low system pressure or pump failure. Open No.1 central FW cooler inlet valve WF218F
• Two central fresh water coolers which are cooled by sea water Each generator engine is provided with an integral cooling water pump Open No.1 central FW cooler outlet valve WF219F
with each being rated at 50% of full load capacity. for circulating the charge air and LO cooler and another integral pump for Open No.2 central FW cooler inlet valve WF220F
circulating the jacket cooling water. Open No.2 central FW cooler outlet valve WF221F
• A fresh water expansion tank which provides a positive head to
the system, as well as allowing for thermal expansion. This tank Open No.1, 2, 3 and 4 generator engine LT pumps WF216F
A generator engine jacket water preheater and pumps circulates the standby
can be topped-up from the fresh water system or via the fresh supply valve from LT system
generator engines with heated water ready for starting.
water transfer pump to the HT system from the main engine Open No.1 LT cooling FW pump suction valve WF211F
cooling fresh water drain tank. The positive head ensures that Open No.1 LT cooling FW pump discharge valve WF208F
The main engine LO coolers and turbocharger LO coolers are provided with
in the event of a failure at the coolers, the fresh water will leak
temperature controlled three-way valves WF271F and WF214F which maintain Open No.2 LT cooling FW pump suction valve WF212F
into the sea water system and not vice versa. This helps prevent
the LO temperatures at the preset value. (Author’s Note: Check and insert the Open No.2 LT. cooling FW pump discharge valve WF209F
contamination of the fresh water system by sea water which
correct operating temperatures) These valves diverts some of the cooling water
could subsequently cause corrosion. Open No.3 LT cooling FW pump suction valve WF213F
flow directly into the outlet line from the coolers so reducing the cooling effect
on the LO circulating through the coolers. Open No.3 LT cooling water pump discharge valve WF210F
The water in the LT system circulates through individual systems as required Open Connecting valves to and from main engine W268F
to maintain the desired temperatures in those systems and is permanently HT cooling system WF406F
vented from the highest point to the expansion tank which is common with Preparation for the Operation of the Low Temperature Fresh Operational Main LO cooler three-way temperature WF271F
the HT system. The low temperature cooling pumps take their suction from Water Cooling System control valve
the central coolers and discharge into a common outlet main. A three-way
temperature controlled valve on the discharge side of the coolers allows some Open No.1 main LO cooler FW inlet valve WF226F
The description that follows has assumed that the system is being set up for
of the circulating water to bypass the coolers and go directly to the LT pumps. the first time. In practice the system will normally be operating with at least Open No.1 main LO cooler FW outlet valve WF225F
Because of this, the water discharging from the LT pumps is a combination of one generator engine running so cooling water will always be circulating. The Open No.2 main LO cooler FW inlet valve WF224F
water which has passed through the coolers and water which has bypassed the generator engine jacket cooling is part of the low temperature cooling system Open No.2 main LO cooler FW outlet valve WF223F
coolers. The setting of the three-way valve WF215F is important and controls and so heated water will be available to the jacket systems of any engines on
100 150 200 Service
15 15 100 15 15 100 15 15 100 15 15 100 WF383F

40 From Main Engine
80 100 Set 80 100 80 100 80 100 086F 390F
91oC 15
Cooling Fresh Water

LAL
LC 2058 (3.0m3)
80
PI PI
WF351F 65
(350Nm3/h)
No.1
WF262F TI
Generator
Engine
Pre-Heater
80 125 80 40 80 125 80 40 125 80 125 80 40 80 125 80 40 50 No.2
200 WF265F TI
250 65 No.3
WF266F TI
200 125 200
100
100
To Generator Engine
150 WF267F
TIAH PI PI TI No.1
TI
LC 350
350F
TI TI PI PI TI
250 300 300 350
LT Cooling Water TI
250 WF Auto CH-VR
300 271F 350 350
TI PI WF238F
WF225F No.2 WF212F 40
WF 210F 217F
25 25 25 214F
WF WF WF 200
To Bilge Well
65 500 WF
LC 230F
40
To Bilge Well
Operational Main engine turbocharger LO cooler three- WF214F Open No.2 control air compressor cooling water WF243F Closed LT cooling water drain valve at central FW WF217F.
way temperature control valve outlet valve coolers to cooling fresh water drain tank
Open Main engine turbocharger LO cooler FW WF229F Open LT cooling water isolating valve to AC units WF245F (normally locked closed)
inlet valve Open LT cooling water isolating valve from AC WF244F Closed LT cooling water drain valve at ME
Open Main engine turbocharger LO cooler FW WF228F units turbocharger LO cooler to cooling fresh
outlet valve Open No.1 ECR AC unit cooling water inlet valve WF247F water drain tank (normally locked closed)
Open Main engine air cooler inlet line cooling WF205F Open No.1 ECR AC unit cooling water outlet valve WF246F Open Atmospheric condenser cooling water inlet WF238F
water isolating valve valve
Closed Drain and vent valves
Open LT cooling water supply line valve to the WF203F Open Atmospheric condenser cooling water outlet WF237F
Open No.2 ECR AC unit cooling water inlet valve WF249F valve
main engine and shaft bearings
Open No.2 ECR AC unit cooling water outlet valve WF248F Closed Atmospheric condenser cooling water bypass WF239F
Open No.1, 2 and 3 main engine air cooler inlet
valves Closed Drain and vent valves valve
Open No.1, 2 and 3 main engine air cooler outlet Open Workshop AC unit cooling water inlet valve WF272F Closed Atmospheric condenser emergency cooling WF350F
valves Open Workshop AC unit cooling water outlet valve WF252F fresh water supply valve (normally
Open No.1 intermediate shaft bearing cooling WF232F Closed Drain and vent valves locked closed)
water inlet valve Open High voltage switchboard AC unit cooling WF251F
Open No.1 intermediate shaft bearing cooling WF231F water inlet valve Note: System valves in the above table are shown as open but they must be
water outlet valve Open High voltage switchboard AC unit cooling WF250F closed if an item of equipment is being isolated for repair or maintenance.
Open No.2 intermediate shaft bearing cooling WF234F water outlet valve
water inlet valve Closed Drain and vent valves Generator and Generator Engine Cooling Water Systems
Open No.2 intermediate shaft bearing cooling WF233F Open No.1 refrigerated provision plant cooling
water outlet valve water inlet valve The generator (alternator) air coolers are cooled by water supplied directly
Open No. 3 intermediate shaft bearing cooling WF236F Open No.1 refrigerated provision plant cooling from the main LT fresh water pumps, but each engine also has an integral
water inlet valve water outlet valve cooling water pump fitted that takes its suction from the LT main and supplies
Open No.3 intermediate shaft bearing cooling WF235F Closed Drain and vent valves cooling water to the engine’s charge air and LO coolers. The supply for these
water outlet valve is taken from the the main LT cooler outlet side.
Open No.2 refrigerated provision plant cooling
Open No.1 main air compressor cooling water inlet WF263F water inlet valve
Each engine also has an integral but separate cooling water pump fitted
valve Open No.2 refrigerated provision plant cooling that circulates cooling water around the generator’s HT system. This is
Open No.1 main air compressor cooling water WF262F water outlet valve subsequently circulated through and cooled by the LT system and the central
outlet valve Closed Drain and vent valves fresh water coolers.
Open No.2 main air compressor cooling water inlet WF265F Open No.1 air conditioning refrigeration plant
valve cooling water inlet valve Generator Air Coolers
Open No.2 main air compressor cooling water WF264F Open No.1 air conditioning refrigeration plant
outlet valve cooling water outlet valve Position Description Valve
Open No.3 main air compressor cooling water inlet WF267F Closed Drain and vent valves Open No.1 generator air cooler cooling water inlet WF254F.
valve valve
Open No.2 air conditioning plant condenser
Open No.3 main air compressor cooling water WF266F cooling water inlet valve Open No.1 generator air cooler cooling water outlet WF362F
outlet valve valve
Open No.2 air conditioning plant condenser
Open No.1 control air compressor cooling water WF240F cooling water outlet valve Closed Local drain and vent valves
inlet valve Closed Drain and vent valves Open No.2 generator air cooler cooling water inlet WF256F
Open No.1 control air compressor cooling water WF241F valve
Closed Air conditioning plant condenser cooling WF276F
outlet valve water bypass valve Open No.2 generator air cooler cooling water outlet WF366F
Open No.2 control air compressor cooling water WF242F valve
inlet valve Closed Local drain and vent valves
100 150 200 Service
15 15 100 15 15 100 15 15 100 15 15 100 WF383F

40 From Main Engine
80 100 Set 80 100 80 100 80 100 086F 390F
91oC 15
Cooling Fresh Water

LAL
LC 2058 (3.0m3)
80
PI PI
WF351F 65
(350Nm3/h)
No.1
WF262F TI
Generator
Engine
Pre-Heater
80 125 80 40 80 125 80 40 125 80 125 80 40 80 125 80 40 50 No.2
200 WF265F TI
250 65 No.3
WF266F TI
200 125 200
100
100
To Generator Engine
150 WF267F
TIAH PI PI TI No.1
TI
LC 350
350F
TI TI PI PI TI
250 300 300 350
LT Cooling Water TI
250 WF Auto CH-VR
300 271F 350 350
TI PI WF238F
WF225F No.2 WF212F 40
WF 210F 217F
25 25 25 214F
WF WF WF 200
To Bilge Well
65 500 WF
LC 230F
40
To Bilge Well
Position Description Valve Position Description Valve Operation
Open No.3 generator air cooler cooling water inlet WF258F Open Cooling water outlet valve from jacket cooler WF368F a) Start one low temperature cooling fresh water pump and set
valve Open Air cooler vent valve WF4O8F the other pump for standby operation. (Author’s Note: Check
Open No.3 generator air cooler cooling water outlet WF369F terminology and alter text accordingly.)
Open Jacket cooler vent valve WF410F
valve Open Line valve from preheater/recirculating WF355F
Closed Local drain and vent valves b) Supply sea water cooling to the central fresh water coolers in
Operational Air/LO cooler temperature control valve accordance with Section 2.4.1 of this manual. The fresh water
Open No.4 generator air cooler cooling water inlet WF260F Operational Jacket water temperature control valve (set at in the central cooling system will bypass the central coolers by
valve 91ºC) means of the temperature controlled three-way valve until the
Open No.4 generator air cooler cooling water outlet WF376F water reaches the desired temperature.
valve
No.3 Generator Engine
Closed Local drain and vent valves c) Check the level of chemical treatment in the system and dose as
Position Description Valve necessary.
Generator Engines Open Cooling water inlet valve to engine air and LO WF259F.
cooling water pump d) Start the generator engine preheater and raise the temperature
A generator engine preheater unit enables the engines to be warmed through of one or more generator engine jacket cooling systems. When
after a prolonged shutdown or dead ship situation and also to ensure the Open Cooling water outlet valve from engine air WF370F
cooler and LO cooler the temperature is correct, the duty generator can be started. As
standby generators are kept warm ready for an immediate start. The valves for it operates and takes on load, it will supply heated water to the
the preheater and its pumps would normally be left open and the bypass valve Open Cooling water inlet valve to engine jacket WF356F
central cooling system.
(WF360F) closed. cooling pump
Open Cooling water outlet valve from jacket cooler WF375F e) The central LT cooling system will slowly warm up due to heat
No.1 Generator Engine Open Air cooler vent valve WF372F supplied by the generator engine. Other machinery systems can
Open Engine jacket cooler vent valve WF374F be operated as required
Open Line valve from preheater/recirculating WF375F
Open Cooling water inlet valve to engine air and LO WF255F. If the ship has been on shore power, a number of systems may already be
Operational Air/LO cooler temperature control valve
cooling water pump operating at their correct temperature. When the systems come on line check
Operational Jacket water temperature control valve (set at that the correct temperatures are being maintained throughout the system and
Open Cooling water outlet valve from engine air WF364F
91)C) that there are no leaks. Vent as necessary the sections on the system.
cooler and LO cooler
Open Cooling water inlet valve to engine jacket WF352F
cooling pump No.4 Generator Engine f) When the low temperature central cooling system is operating at
the desired temperature the generator engine preheater unit can
Open Cooling water outlet valve from jacket cooler WF363F Position Description Valve be shut down.
Open Air cooler vent valve WF386F Open Cooling water inlet valve to engine air and LO WF261F.
Open Jacket cooler vent valve WF388F cooling water pump g) Check the water condition in the central cooling system on a
Open Line valve from preheater/recirculating WF353F Open Cooling water outlet valve from engine air WF377F regular basis and add treatment chemicals as required.
Operational Air/LO cooler temperature control valve cooler and LO cooler
Operational Jacket water temperature control valve (set at Open Cooling water inlet valve to engine jacket WF358F Note: Chemicals may be added to the cooling fresh water expansion tank
91º) cooling pump via the hopper at the top of the tank.
Open Cooling water outlet valve from jacket cooler WF382F
No.2 Generator Engine Open Air cooler vent valve WF379F
Open Jacket cooler vent valve WF381F
Open Line valve from preheater/recirculating WF359F
Open Cooling water inlet valve to engine air and LO WF257F.
Operational Air/LO cooler temperature control valve
cooling water pump
Operational Jacket water temperature control valve (set at
Open Cooling water outlet valve from engine air WF367F
91ºC)
cooler and LO cooler
Open Cooling water inlet valve to engine jacket WF354F
cooling pump Note: System valves in the above tables are shown as open, but they must be
closed if an item of equipment is being isolated for repair or maintenance.
Illustration 2.5.3a Reefer Containers Fresh Water Cooling System
400 From Fresh

To / From Water Service
Piping Space WG085F
Reefer Fresh Water TI

Heater Silver Ion
Steriliser (1.5m3/h)
TI WF300F Reefer Cooling Fresh
Water Expansion Tank
LAL (1.0m3)
WF301F 2059
To Main Engine Air
WF307F Cooler Drain Tank
25
WF414F
To Bilge
400 To Bilge
WF322F
25 25 400
WF309F WF321F
Reefer Fresh Auto Set
Chemical Water Coolers CH-VR 4 bar
(Each 100% 50
Injection Tank Reefer Cooling Fresh
(200 Litres) Capacity) Water Pumps
(520m3/hx3.5 bar)
WF317F PI TI To/From Sea Water WF310F

PS
Cooling System PI PI
XA XI
2131D 2131C
PI TI (See Illustration
2.4.1b) 300 300
Key
WF318F WF313F
Fresh Water 400 No.1
No.1 400
Drains WF311F
PS
400 400 XA XI
PI PI
Electrical Signal No.2 2132D 2131C
300 300
Locked Closed To/From Sea Water
WF319F PI TI WF314F WF324F
Cooling System 400 No.2
Locked Open (See Illustration
PI TI 400
Set 2.4.1b) PS
WF312F
38°C XA XI
EPCON WF320F PI PI 2133D 2133C
TI TC
300 300
WF315F
To Bilge No.3
WF316F
400 To Bilge
2.5.3 REEFER CONTAINER FRESH WATER COOLING Introduction c) Ensure that the inlet and outlet valves for the holds are open and
SYSTEM that the supply and return valves for each tier of containers are
Container cooling fresh water is supplied by a separate fresh water circulation also open.
system which has its own fresh water pumps, coolers, heater, sea water pumps,
No.1 Reefer Cooling Fresh Water Pump
expansion tank, chemical dosing plant and steriliser unit. The expansion tank d) Supply sea water to the container cooling fresh water coolers as
Manufacturer: Taiko Kikai Industries Co. Ltd. is supplied with make-up water from the fresh water service system and is detailed in Section 2.4.1.
No. of sets: 1 provided with a low level alarm.
Type: Vertical centrifugal (two speed) e) Set the system valves in accordance with the following table:
The container cooling fresh water system operates on demand from the reefer
Model: ESD-300MCT container system and the coolers are supplied with sea water from the reefer Position Description Valve
Capacity: 520/345m3/h at 3.5/1.5 bar cooling sea water pumps as detailed in Section 2.4.1 of this manual.
Open No.1 reefer cooling FW pump suction valve WF313F.
Motor: 90kW/26kW, 440V, 60Hz, 1,800/1,200 rpm
The fresh water heater in the system maintains a minimum temperature of 3°C Open No.1 reefer cooling FW pump discharge WF310F
(Check) in the circulating water system on return from the reefer containers valve
No.2 and No.3 Reefer Cooling Fresh Water Pumps Open No.2 reefer cooling FW pump suction valve WF314F
which prevents the water freezing in the pipeline.
Manufacturer: Taiko Kikai Industries Co. Ltd. Open No.2 reefer cooling FW pump discharge WF311F
No. of sets: 2 A three-way temperature controlled valve located in the cooler outlet line valve
Type: Vertical centrifugal (single speed) regulates the water flow through the coolers and bypasses them to maintain the Open No.3 reefer cooling FW pump suction valve WF315F
Model: ESD-300MCT water temperature being supplied to the reefer containers to 38°C (Confirm). Open No.3 reefer cooling FW pump discharge WF312F
Capacity: 520m3/h at 3.5 bar valve
A silver ion steriliser is fitted to a branch line on the cooling main and should
Motor: 90kW, 440V, 60Hz, 1,800 rpm always be operational with its inlet and outlet valves open to ensure that the Closed Cooling water expansion tank drain valve WF414F
water is maintained in a sterile condition. Open Silver ion steriliser inlet valve
Open Silver ion steriliser outlet valve
Reefer Cooling Sea Water Pump
A 200 litre chemical injection tank has also been fitted to allow for the Closed Chemical injection tank filling valve WF322F
Manufacturer: Taiko Kikai Industries Co. Ltd. introduction of corrosion inhibiting chemicals to the cooling water system. To Closed Chemical injection tank inlet line valve WF309F
No. of sets: 3 operate, the tank must be isolated from the system, a charge of chemicals put
Closed Chemical injection tank outlet line valve WF312F
Type: Vertical centrifugal in the tank and then the supply and return valves opened so that the chemicals
can be discharged into the main. Open Reefer FW heater inlet valve WF301F
Model: ESCS-260MCT
Open Reefer FW heater outlet valve WF300F
Capacity: 600m3/h at 2.3 bar Three fresh water cooling water pumps have been fitted with the No.1 pump Operational Reefer FW coolers three-way temperature WF316F
Motor: 55kW, 440V, 60Hz, 1,800 rpm being dual speed and the remaining two single speed. The dual speed option controlled valve
on the No.1 pump provides it with different characteristics and by selecting Open No.1 reefer FW cooler inlet valve WF317F
which pumps to use, the operator can select the optimum configuration for the
Silver Ion Steriliser Open No.I reefer FW cooler outlet valve WF318F
most efficient supply of cooling water. This will be dependent on the number
Manufacturer: Sam Kun Century Co. of reefer boxes being carried and the ambient conditions. Open No.2 reefer FW cooler inlet valve WF319F
No. of sets: 1 Open No.2 reefer FW cooler outlet valve WF320F
Open Hold container supply and return valves ??
Type: Silver Ion (SS 2000) Procedure for Operating the Reefer Container Fresh Water
Capacity: 1,500 litres/h Cooling System
Note: Each tier of containers has a supply and return manifold with inlet
and outlet cooling water valves at the pipe connections to the container
a) Check that the container cooling fresh water expansion tank is
Heater hoses. The manifold valves must be open when a reefer container is
at the correct level and top-up as necessary. This is achieved
Manufacturer: ?? operational.
by means of the filling valve WG085F from the fresh water
Type: Shell and tube hydrophore system.
f) Select one of the container cooling fresh water pumps as the duty
pump and the others as standby. The number of pumps required
b) Check all instrumentation on the system and ensure that it is
will depend upon the cooling requirement which is determined
operational and reads correctly.
by the number of reefer containers on board. Each pump is rated
as 50% of the total reefer load and each cooler 100% of the total
reefer load , therefore the pump and cooler requirements will be
determined by the reefer load being carried. Starting and setting
the Master and Standby pump operations are detailed in Section
2.5.1 (Author’s note: Check pump starting arrangements and
add details as necessary.)
g) Start the duty pump and check that water is circulating around
the container cooling fresh water system and that the correct
temperature is being maintained.
h) Start the silver ion steriliser unit and ensure that it is operating
correctly.
i) Open the reefer fresh water heater steam supply and drain valves
and ensure that the temperature control valve (set at 20ºC) is
operating for the steam supply.
j) Open the supply and return valves at the reefer containers as

required and check their operation.
k) Check that the container cooling fresh water system is being

maintained at the correct temperature and that there are no
leaks.
l) Test the concentration of corrosion inhibiting chemical in the

circulating water at regular intervals and operate the dosing unit
to add treatment chemicals as necessary.
2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engines Fuel Oil Service System
2.6.3 Boiler Fuel Oil System
2.6.4 Engine Room Waste Oil and Drains System

Illustration 2.6.1a Fuel Oil Viscosity - Temperature Graph
Temperature °C -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Bu
nk
10,000 er 10,000 10,000
Fu
el
Oi
l
5,000 5,000 5,000
2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes Viscosity - Temperature
1,000 1,000 Relationships 1,000
Typical Marine Fuels

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

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

usually between
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
sO -3
80
il
IF
-1
80
IF
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 Temperature °C
2.6 FUEL OIL AND DIESEL OIL SERVICE SYSTEMS Heavy fuel oil is stored on board in twelve storage tanks, two of which are The outlet valves from all of the engine room fuel tanks are of the quick-
dedicated to low sulphur fuel (LSHFO). Because of the differences in the fuels, closing type with a collapsible bridge which can be operated from the fire
2.6.1 MAIN ENGINE FUEL OIL SERVICE SYSTEM separate HFO and LSHFO settling and service tanks have been provided on control station on A deck. After being tripped, the valves must then be reset
board. locally at the valve.
Main Engine and Generator Engine Fuel Oil Supply Pump There are also two diesel oil storage tanks and a diesel oil service tank for The FO service and settling tanks are also fitted with self-closing test cocks
Manufacturer: IMO Pumps use by the main and generator engines but under normal operating conditions to test for the presence of water and to drain any water that may be present.
Model: SNF 210 R 40 M1-04 they operate continuously on HFO. Only when environmental circumstances Tundishes under the self-closing test cocks drain any liquid to the fuel oil drain
dictate is the fuel oil system changed over to LSHFO and only during periods tank as detailed in Section 2.6.4. All of the HFO/LSHFO tanks and heaters are
No. of sets: 2
of prolonged shutdown or maintenance are the engines switched over to diesel supplied with steam from the ship’s steam supply with the condensate flowing
Type: Horizontal oil. to the atmospheric condenser and then into the cascade/filter tank which is
Capacity: 20.1m3/h x 5 bar fitted with a hydrocarbon monitoring sensor.
Motor: ABB M3AA 160L-2 The HFO or LSHFO is transferred from the storage tank(s) to the associated
settling tank by means of the HFO transfer pump and from the settling tank The steam supply to both ME fuel oil heaters is regulated by the viscosity and
the fuel oil is passed through a centrifugal separator before being discharged to temperature control. All HFO and LSHFO pipework is trace heated by small
Main Engine and Generator Engine Fuel Oil Circulating Pump the associated service tank. There are two HFO transfer pumps, No.2 pump is bore steam pipes laid adjacent to the fuel oil pipe and encased in the same
Manufacturer: IMO Pumps usually set up as the diesel oil transfer pump. A crossover pipe system allows lagging.
either pump to be used for HFO or MDO as required. The HFO transfer pump
Model: SNF 940 R 54 M2-10
is normally used to transfer HFO from the storage to the settling tanks, but Heated and filtered fuel oil is supplied to the main engine from the HFO service
No. of sets: 2 it may be used to transfer HFO between the storage tanks (if necessary) in tank or the LSHFO service tank if operating on low sulphur fuel. It is possible
Type: Horizontal order to maintain the trim and stability of the vessel. The DO transfer pump is to run the main engine on MDO however, but during normal operations the
Capacity: 20.1m3/h x 5 bar normally used to transfer MDO between the two DO storage tanks. valve from the HFO and LSHFO service tanks (OF086F) will be open and the
Motor: ABB M2AA 180M-2 valve from the MDO service tank (OD018F) closed.
There are three centrifugal separators which are used to process HFO and
fill the appropriate HFO service tank. Each separator has its own feed pump Heavy fuel oil from the HFO/LSHFO service tank is supplied to one of two
Main Engine Fuel Oil Heater but cross-connection valves allow the pumps to be used with any separator. main engine and generator engine fuel oil supply pumps. The second pump
Centrifugal separator No.3 can also be used for diesel oil separation and is will be switched to automatic standby and will start in the event of a pressure
Manufacturer: DongHwa Entec
generally set up for this operation. drop or a voltage failure of the running pump. A suction filter has been fitted
No. of sets: 2 immediately before each FO supply pump and an automatic 10µm backflush
Type: Shell and tube At least one of the HFO separators will normally be running at all times, filter with a manual bypass filter has been fitted after the pumps. A fuel flow
Capacity: Each 100% capacity with the throughput balanced to match the fuel consumption of the main and meter has been fitted after the backflush filter and measures the amount of
generator engines and the auxiliary boiler. If required the main engine can be fuel being delivered to the main and generator engines. A pressure regulating
changed over to diesel oil operation but in this case the generator engines will valve set to operate at 5.0 bar is located after the FO supply pumps and this
Introduction also have to run on MDO. The four diesel generator engines normally operate controls the oil pressure in the fuel main and returns any excess back to the
on HFO with the supply being taken from the same fuel oil preparation unit pump suction.
The main engine and diesel generator engines are all designed to operate on as the main engine but they can be run on MDO independently from the main
heavy fuel oil (HFO) at all times but this fuel normally has a viscosity of up to engine. The main engine and generator engine FO supply pumps discharge through
700cSt at 50°C. This is too high for effective atomisation and combustion so it the flow meter to the fuel mixing unit from which the FO circulation pumps
must be heated before it is delivered to the engine’s fuel injection system. For A flow meter in the fuel oil preparation unit after the main engine and take their suction. There is also a connection to the fuel mixing unit from the
effective engine operation, a viscosity of between 12cSt and 17cSt is needed at generator engine FO supply pumps enables the main engine fuel consumption main engine and generator engine return fuel lines. Valve OF252F connects the
the fuel injectors. The temperature to which it is heated depends upon the initial to be calculated. Flow meters in the diesel generator engine fuel supply and return FO line to the fuel mixing unit. This return line is also provided with
viscosity of the fuel so a viscosity-temperature chart as detailed in illustration return lines also enable the fuel consumption of the diesel generator engines an automatic regulating valve from the main engine FO supply line and is set
2.6.1a has been provided so that the heating temperature can be determined for to be measured. to open at 12 bar. If necessary the FO return can be directed back to the HFO
any fuel of known viscosity. service tank via OF251F. In normal operations this valve is locked shut.
The boiler HFO supply is taken from the HFO or LSHFO settling tanks and
The viscosity controller monitors the viscosity directly and adjusts the heating supplied to the burner unit via the auxiliary boiler FO supply pumps and the Heavy fuel oil is drawn from the fuel mixing unit into the operating FO
accordingly so that there should be no need for the duty engineer to intervene. auxiliary boiler FO heater. The boiler may also burn MDO from the DO service circulating pump which discharges to the FO heaters and viscosity control
Knowing what the heating temperature should be, however, allows the engineer tank and waste or sludge oil from the waste oil service tank. The boiler pilot unit. The second main engine and generator engine FO circulating pump will
to check the functioning of the controller and enables manual intervention burner operates on diesel oil. Further details on this system have been given in be selected for automatic standby and will start in the event of a pressure drop
should the controller malfunction. Section 2.6.3 of this manual. or voltage failure of the running pump.
Illustration 2.6.1b Main Engine Fuel Oil Service System
From No.1/2 Generator From Heavy Fuel Oil Purifier

Engine Diesel Oil Return Diesel Oil Outlet Line
OD050F
From No.3/4 Generator
Engine Diesel Oil Return
Low Sulphur
Heavy Fuel Oil Diesel Oil
DPI Heavy Fuel Oil
From Heavy Fuel Service Tank Service Tank
Service Tank
OF251F OF423F 80 Oil Purifiers (150m3) (150m3)
(150m3)
Outlet Line
OF OF161F FI OF OF OF051F OF055F OD016F
TI
125 424F PI 0215 156F 158F 80
OF252F
Return OF160F OF159F PI DPAH PI
0211A
Pipe 50
(2090 Litres)
OF152F OF153F OF154F
OF OF OF061F OF060F
OF TI 165F 166F PI PI
271F
125 OF086F OF018F
OF
273F
OF OF150F No.1 OF087F
1003
OF 421F OF
FI
AUTO Main / Generator Engine

274F 155F PIAL
FI 100
2105 CH-VR Fuel Oil Supply
Pumps (20.1m3/x5 bar)
XA
2105SB PI PI To Auxiliary Boiler
Diesel Oil Service
From Generator
Key OF151F No.2 OF088F
Engine Fuel Oil To Generator Engine
Return Line Diesel Oil Pumps
Heavy Fuel Oil
Marine Diesel Oil Set at

12 bar
Steam 125
PI Viscosity
Condensate XA VIAHL and Temp.
0214 0213 Controller Main / Generator Engine
Main Set 14 bar Fuel Oil Circulating
Air Steam
Engine Fuel Pumps (50.9m3/x7 bar)
Main Engine TI
Oil Heaters
Electrical Signal Viscorator PI PI
XI
2107C
No.1
DPAH
OF208F OF210F
Pressure Retaining OF OF TI OF212F XA OF162F
Valve Set at 0212 2107SB
206F 207F PIAL
No.1
PI 3~5 bar PI Condensate 2107 AUTO
100 100 CH-VR No.2
OF OF205F Steam OF238F PI PI
XI
Set 14 bar 2108C
OF250F 239F
Main Engine
OF TI
(12RT-Flex96C)
240F OF213F OF163F
No.2
OF190F OF209F OF211F 80 To Generator Engine
TI
To Fuel Oil
Fuel Oil Heaters
Drain Tank
Condensate
To Fuel Oil
Drain Tank
Reference Shipyard Drawing Number: MB 101.20(3/9) Fuel Oil System
The fuel oil circulating pump discharges through a pair of fuel oil heaters Operation of the rail valves is under the control of the WECS-9520, which can Procedure for Preparing the Main Engine Fuel Oil Service
where the oil is heated to a temperature corresponding to a viscosity of 12cSt adjust the timing and quantity of fuel injection to suit operating conditions. System for Operation
using steam at a pressure of 7kg/cm². A viscosity controller is located in the Normally all three cylinder fuel injectors, which are of the hydraulically
fuel line after the heaters and is used to regulate the steam supply to the heaters actuated type, operate together but as they are independently controlled it is It should be remembered that the main engine and the generator engines
to maintain the correct fuel viscosity but in the event of malfunction it can possible for them to be programmed to operate separately. In the event of one normally operate on HFO at all times and they use the same HFO system. A
be bypassed if necessary. Normally only one of the fuel oil heaters will be of the fuel injectors or its actuation system failing, the engine may continue to change to MDO can be made for reasons given below and either the entire
required to be in service to maintain the fuel oil at the required temperature. operate with the remaining two injectors. At low engine speeds one or two of fuel system or the generator engine fuel system can be changed to MDO
the fuel injectors can be cut-out for each cylinder to minimise exhaust smoke. operation. This would be done for example prior to shutting down for major
The heated HFO passes through a final ME FO indicator filter (50µm) to the The remaining operational fuel injector(s) operate at longer injection periods maintenance.
main engine fuel rail which then supplies the common rail fuel pumps. The with the high fuel pressure maintained by the common rail. With injector(s)
main engine fuel system is provided with a pressure retaining valve set at cut out the operating injector(s) are changed over every 20 minutes to prevent A generator engine diesel oil pump is provided to flush MDO through a
between 3 and 5 bar and this valve regulates the pressure at the inlet to the overheating of the cut-out injector(s) and to ensure that all of the injectors have generator engine’s fuel system and supply MDO to the generator engines
main engine fuel pumps, diverting excess oil to the FO outlet line then from equal running. separately from the main fuel preparation unit. There are separate HFO and
the engine to the fuel oil mixing unit. MDO supply and return lines for all of the generator engines. The HFO and
Note: If circumstances require a change to low sulphur fuel, consideration LSHFO supply line to the generator engines from the HFO preparation unit has
The main engine operates on the common rail fuel system with a number of must be given to changing the main engine cylinder lubricant. Normally the a pressure retaining valve (set at 7 bar) after the generator engines HFO supply
engine-driven high pressure fuel pumps pressurising the fuel rail. The fuel cylinder lubricating oil has a high alkalinity in order to neutralise the acid inlets. This returns HFO to the fuel mixing unit. The generator engine common
pumps are arranged in a V form with three pumps in each bank. The pumps products of combustion. If the engine fuel is changed to one with a very low supply line from the fuel preparation unit has a pressure retaining valve set at 7
deliver pressurised fuel oil to a collector which then supplies the common fuel sulphur content (below about 1.5%) the high alkaline additive in the cylinder bar and this returns fuel to the fuel mixing unit. The No.1, 2, 3 and 4 generator
rail which is maintained at a pressure of about 1,000 bar at full load (the actual oil can result in deposits on the cylinder line which can cause damage to engine diesel oil return lines from the generator engine MDO pump also has a
pressure varies with engine load). All parts of the high pressure fuel system the line and piston rings. The engine builder and cylinder lubricant supplier dedicated pressure retaining valve that is set to operate at 4 bar. Each of these
are sheathed to prevent high pressure fuel leakage from entering the engine must be consulted for advice on cylinder lubrication if the main engine is to return excess fuel to the diesel oil service tank.
room spaces. The common fuel rail is divided into two equal sections, one operate for prolonged periods on very low sulphur fuel.
serving the forward six cylinders and the other serving the six aft cylinders. The following procedure illustrates starting from cold, with the entire fuel
The common rail volume is such that the fuel pressure is constant throughout system charged with MDO and in a shutdown condition. This will only occur
the operation of the engine. Generator Engines
during dry docking when shore power is being used; the generator engines
The generator engine HFO supply is taken from the main engine and generator would then be flushed through with MDO and would need to be changed
There are three fuel injectors fitted in each cylinder cover and high pressure engine fuel oil circulating pumps discharge. The FO return line from the to HFO operation when the main fuel system is changed back to HFO. The
fuel oil is supplied to these from the common rail. Each cylinder has its own generator engines joins the main engine fuel return system between the main main engine is to be started on MDO and changed over to HFO operation
injection control unit which controls the fuel supply to the injectors from the engine outlet and the fuel mixing unit. when running. Changing to HFO operation should take place when the main
common fuel rail. Each injection control unit has three rail valves and three engine is operating below 75% of MCR and this power restriction should be
injection control valves, one of each for each injector. The rail valve is an CAUTION maintained until the fuel temperature has stabilised at the correct value.
electrically operated spool valve which can be moved to each end of its casing
Care must always be exercised when dealing with fuel oil and the
by electrical signals from the WECS-9520. The spool valve acts as an open or
overheating of HFO and MDO in the service tanks and the fuel system Note: The main engine is designed to run and manoeuvre on HFO and the
closed valve and when in the open position it directs control oil to the injection
must be avoided. change to MDO operation should only be made if the fuel system is to be
control valve. The injection control valve opens and allows high pressure fuel
flushed through for maintenance work or when the plant is to be shut down
from the common rail to pass to the fuel injector so beginning fuel injection
Note: The main and generator engines are normally operated continuously for prolonged periods or environmental reasons.
at that injector. When the WECS-9520 signals the spool valve to close, the
injection control valve is closed and hence fuel injection stops. on HFO. The fuel preparation unit supplies the main and generator engines
and so if the fuel supply to the fuel preparation unit is changed to MDO a) Start one of the HFO separators and fill the HFO service tank/
The WECS-9520 controls the fuel injection system via the cylinder control or LSHFO the main and generator engines will be supplied with the same LSHFO service tank from the appropriate FO settling tank
module (CCM) which not only regulates the start and end of injection but also fuel. (see Section 2.7.2 of this manual for details). Ensure that the
monitors the quantity of fuel injected. The fuel quantity sensor measures the MDO service tank has sufficient fuel available and replenish if
actual amount of fuel injected and this information is relayed to the control required.
system. The control system then calculates any change in fuel timing required
from the engine operating conditions and the actual fuel quantity injected. The b) Ensure that the filters are clean.
functioning of the fuel injection system is monitored at each cycle and changes
are made for the next cycle if necessary. c) Ensure that the HFO service tank/LSHFO service tank is heated
to the desired temperature and that trace heating is available at
the HFO lines. A steam supply must be available for tank and
trace heating.

OD050F
Low Sulphur
DPI Heavy Fuel Oil
Service Tank
(150m3)
Outlet Line
TI
125 424F PI 0215 156F 158F 80
OF252F
0211A
Pipe 50
(2090 Litres)
OF OF OF061F OF060F
271F
125 OF086F OF018F
OF
273F
1003
OF 421F OF
FI

274F 155F PIAL
FI 100
XA
Diesel Oil Service
From Generator
Heavy Fuel Oil

12 bar
Steam 125
PI Viscosity
Air Steam
Main Engine TI
Oil Heaters
XI
2107C
No.1
DPAH
OF208F OF210F
206F 207F PIAL
No.1
100 100 CH-VR No.2
XI
Set 14 bar 2108C
OF250F 239F
Main Engine
OF TI
(12RT-Flex96C)
240F OF213F OF163F
No.2
TI
To Fuel Oil
Fuel Oil Heaters
Drain Tank
Condensate
To Fuel Oil
Drain Tank
d) Ensure that all of the instrumentation valves are open and that Position Description Valve Individual generator engines can be changed to HFO operation off load as
all instruments and gauges are reading correctly. described in Section 2.6.2 of this manual. The generator engine MDO pump
Open No.1 ME FO heater inlet valve OF210F
suction valve OD022F and discharge valve OD052F are normally left open.
e) Set up the valves as in the following table: Open No.1 ME FO heater outlet valve OF208F
Closed ME FO heater bypass valve OF238F f) Check that there is sufficient HFO in the HFO service tank
Note: It is assumed that the HFO service tank is to be used and return Open No.2 ME FO heater inlet valve OF211F and that the fuel in the tank has been heated to the correct
oil will pass to the fuel mixing unit when the change is made to HFO Open No.2 ME FO heater outlet valve OF209F temperature.
operation. Open Steam supply valve to ME FO heaters ST079F
g) Select and start the duty main engine and generator engine fuel
ST076F
ST074F oil supply pump and the duty main engine and generator engine
ST075F fuel oil circulating pump.
Open HFO service tank quick-closing outlet valve OF051F.
Open HFO line isolating valve OF061F Closed ME FO heaters viscosity controller steam ST078F
The FO circulating and supply pumps can be started and stopped locally or
supply bypass valve
Closed LSHFO service tank quick-closing outlet OF055F from the pump control screen display in the engine control room; at the control
valve Open ME FO heaters condensate drains valves ST147F screen one of the pumps is started as the duty pump and the other is selected
ST148F as the standby pump. The standby pump starts automatically if the operating
Closed LSHFO line isolating valve OF060F
Open Viscosity controller inlet valve OF207F pump is unable to maintain pressure for any reason. A pressure switch on the
Closed HFO/LSHFO supply valve to fuel preparation OF086F
unit Open Viscosity controller outlet valve OF206F discharge side of the pumps provides the start signal for the standby pump.
Closed Viscosity controller bypass valve OF205F (Author’s note:- Check pump control arrangements for this vessel)
Open ME and GE FO supply pump pressure control OF152F
valve isolating valves OF154F Operational Viscosity and temperature controller
h) Start and run the main engine on MDO and ensure that it
Operational Supply pump pressure control valve (set at 5 OF153F Open ME FO indicator filter inlet valves operates correctly. When the time has come to change over to
bar) Closed Line sample valve OF239F HFO operation and the engine is operating steadily below 75%
Open No.1 FO supply pump suction valve OF087F OF240F MCR, proceed as follows.
Open No.1 FO supply pump discharge valve OF150F Operational ME fuel line pressure retaining valve (set at
Open No.2 FO supply pump suction valve OF088F 3~5 bar) i) Open the engine HFO line trace heating steam and drain valves
Open Quick-closing FO inlet valve to main engine OF190F together with the steam supply and drain valves for the fuel
Open No.2 FO supply pump discharge valve OF151F
Open FO outlet valve from main engine OF250F heaters.
Open Auto backflush filter inlet valve OF166F
Open Auto backflush filter outlet valve OF165F Closed FO return valve to HFO service tank (normally OF251F
j) Check that the trace heating lines are warm and that the HFO in
locked closed)
Open Auto backflush filter drain valve to FO drain OF155F the HFO service tank is at the correct temperature.
tank Open FO return valve to mixing unit OF252F
Operational Auto backflushing FO filter k) Check that the HFO service tank quick-closing outlet valve
Closed Manual bypass filter inlet valve OF158F OF051F and line isolating valve OF061F are open and the
The main engine is initially supplied with MDO from the MDO service tank LSHFO quick-closing valve OF055F and line isolating valve
Closed Manual bypass filter outlet valve OF156F via tank quick-closing valve OD016F and line isolating valve OD018F which OF060F are closed. Open the HFO/LSHFO supply valve
Open Flow meter inlet valve OF159F are open. OF086F to the fuel oil supply pumps suction and close the
Open Flow meter outlet valve OF160F MDO supply valve OD018F to the pumps. Heated HFO will
Closed Flow meter bypass valve OF161F The generator engines will be operating on MDO which is supplied by the be drawn from the HFO service tank and will flow through the
generator engine MDO pump. When the fuel oil preparation unit is operating system. It will be mixed with returning MDO flowing back to
Open Mixing unit breather valve isolating valve OF423F
it may also be used to supply MDO or HFO to the generator engines. When the fuel mixing unit, the viscosity controller will monitor the
Operational Mixing unit the fuel oil preparation unit is changed to HFO the generator engines can be mixture and adjust the steam supply to the heater to obtain the
Closed Mixing unit drain valve (normally locked OF421F supplied with HFO from the fuel preparation unit. The generator engine FO correct viscosity.
closed) heaters and viscosity controller must be operating and the generator engine
Operational Mixing unit pressure relief valve (6.5 bar) OF424F fuel inlet and outlet valves changed over. This may cause instability in power
l) Monitor the engine operation for any abnormal conditions. The
Open No.1 FO circulating pump suction valve OF162F generation and electrical supply due to changes in fuel temperature. In order to
engine conditions will fluctuate slightly during the transition
avoid this the generator engines should be supplied with MDO by the generator
Open No.1 FO circulating pump discharge valve OF212F phase from MDO to HFO operation and exhaust temperatures
engine DO pump until the main engine is operating satisfactorily on HFO.
Open No.2 FO circulating pump suction valve OF163F and speed will vary slightly.
Open No.2 FO circulating pump outlet valve OF213F

OD050F
Low Sulphur
DPI Heavy Fuel Oil
Service Tank
(150m3)
Outlet Line
TI
125 424F PI 0215 156F 158F 80
OF252F
0211A
Pipe 50
(2090 Litres)
OF OF OF061F OF060F
271F
125 OF086F OF018F
OF
273F
1003
OF 421F OF
FI

274F 155F PIAL
FI 100
XA
Diesel Oil Service
From Generator
Heavy Fuel Oil

12 bar
Steam 125
PI Viscosity
Air Steam
Main Engine TI
Oil Heaters
XI
2107C
No.1
DPAH
OF208F OF210F
206F 207F PIAL
No.1
100 100 CH-VR No.2
XI
Set 14 bar 2108C
OF250F 239F
Main Engine
OF TI
(12RT-Flex96C)
240F OF213F OF163F
No.2
TI
To Fuel Oil
Fuel Oil Heaters
Drain Tank
Condensate
To Fuel Oil
Drain Tank
m) Gradually all of the MDO in the return line and the fuel mixing a) Ensure that the main engine is operating under stable conditions c) Check that the MDO service tank quick-closing valve OD016F
unit will be used and the engine will be operating on HFO with and that the HFO and LSHFO service tanks have sufficient fuel is open. This valve will always be left open to supply MDO to
the viscosity controller maintaining the correct fuel viscosity. for prolonged operation of the main and generator engines and the generator engine DO pump and auxiliary boiler.
The time taken for all of the MDO to be displaced depends upon the auxiliary boiler.
the engine’s fuel consumption but all MDO in the engine fuel d) Shut off the steam supply to the FO heaters and the trace heating
supply system should have been used in about 15 minutes. b) Ensure that the fuel tanks are at the correct temperature, that all lines.
trace heating is satisfactory and that the fuel preparation unit is
n) When the engine is running under stable conditions on HFO, the operating correctly. e) When the temperature of the HFO in the FO heaters has dropped
load can be increased above 75% MCR to the desired value. to about 25ºC above the temperature in the MDO service tank,
c) Open the quick-closing outlet valve OF055F from the LSHFO but not below 75ºC, open the supply valve OD018F from the
o) The outlet quick-closing valve OD016F from the MDO service service tank and the LSHFO line isolating valve OF060F. Close MDO service tank to the ME and GE fuel oil supply pumps and
tank must be left open as MDO is supplied to the generator the quick-closing outlet valve OF051F from the HFO service close the HFO/LSHFO supply valve OF086F from the HFO/
engines via the generator engine MDO pump and the auxiliary tank and the line isolating valve OF061F. LSHFO will be LSHFO service tanks
boiler. supplied to the fuel preparation unit and will gradually replace
all of the HFO in the fuel system. The main and generator f) Diesel oil is now fed to the ME and GE fuel oil supply pumps
engines will then operate on LSHFO. and as the HFO is gradually used by the engine MDO will fill
p) The main engine is now operating on HFO. the fuel lines.
d) The returning fuel from the main engine goes to the FO mixing
CAUTION unit and not to the HFO service tank Returning fuel from the
boiler fuel unit goes to the FO drain tank. Note: If after the changeover the temperature at the heater suddenly drops,
Trace heating should not be applied to sections of pipeline isolated by the transition must be moderated by carefully supplying a small amount of
any closed valves on the fuel oil side as damage could occur due to the steam to the heater (which now contains diesel oil).
restricted expansion of the contents. The procedure for changing the fuel system from LSHFO to HFO operation is
the same as that described above except that the HFO tank quick-closing outlet
In normal operation the main engine and generator engines take fuel from the valve and line isolating valve are opened and the LSHFO service tank quick- Note: The generator engines will be changed to MDO operation at the
same fuel preparation unit so changing from HFO to MDO or vice versa will closing outlet valve and isolating valve are closed. same time as the main engine and the operation of the generator engines
cause both engine systems to operate on the same fuel. The main engine and must also be monitored during this period. To prevent generator engine
generator engines are designed to run on HFO at all times, however, changeover Note: The HFO and LSHFO service tanks should be replenished from the instability problems during the changeover, it is preferable to change at least
to MDO may become necessary if for instance, an engine is expected to have associated settling tank via the separator system to maintain an adequate one generator engine to MDO operation separately prior to carrying out the
a prolonged inactive period due to major repairs of the fuel system or a dry supply in the tank. changeover operation.
docking resulting in stopping the main engine. Additionally, environmental
legislation may require the use of low sulphur fuels. If there is a need to change Procedure for Changing the Fuel Preparation System From
the main and generator engines to LSHFO or MDO for environmental or other Procedure for Changing the Entire Fuel System to Diesel
reasons, the entire fuel system can be charged with LSHFO or MDO as detailed Oil Operation From Heavy Fuel Oil Whilst the Engine is Heavy Fuel Oil Supply to Diesel Oil Supply During Standstill
in the following: Running Ideally the change to MDO should be undertaken whilst the main engine is
running but under some circumstances it may be necessary to flush the fuel
A changeover can be performed at any time during engine running but is
Procedure for Changing the Entire Fuel System to Low Sulphur more usually carried out just prior to arrival in port. To protect the injection
system with MDO whilst the engine is stopped. It should be remembered that
Heavy Fuel Oil Operation From Heavy Fuel Oil Whilst the the main engine is normally manoeuvred on HFO and HFO will remain in the
equipment against rapid temperature changes, which can cause sticking/
fuel system whilst the engine is stopped under normal circumstances. Heavy
Engine is Running scuffing of the fuel valves and of the fuel pump plungers and suction valves,
fuel oil is recirculated from the main engine fuel manifold outlet back to the
the changeover is carried out as follows (manually).
fuel mixing unit from where the ME and GE fuel oil circulating pumps take
A change from HFO to LSHFO may be made at any time whilst the engine
their suction. When changing from HFO to MDO during engine standstill, the
is running without any special precautions as the LSHFO has similar heating This procedure puts the entire fuel system on MDO operation and so the
HFO in the fuel lines will be replaced by MDO. The procedure described below
requirements as the HFO. Under normal circumstances a changeover to LSHFO generator engines will also be changed to MDO operation.
assumes that the fuel preparation unit is still being circulated with hot HFO
will be made before the vessel arrives at the environmentally sensitive region
supplied from the HFO service tank and is supplying the generator engines.
and a change from LSHFO to HFO operation will be made when the vessel is a) Check that there is sufficient MDO in the MDO service tank
at sea moving away from the environmentally sensitive region. and replenish the tank as necessary. Open the sludge cock on the
The generator engines should be changed over to MDO supply from the GE
MDO service tank to remove any water that may be present. diesel oil pump prior to flushing the fuel preparation unit system with diesel
oil.
b) Reduce the main engine load to 50% of MCR load.

OD050F
Low Sulphur
DPI Heavy Fuel Oil
Service Tank
(150m3)
Outlet Line
TI
125 424F PI 0215 156F 158F 80
OF252F
0211A
Pipe 50
(2090 Litres)
OF OF OF061F OF060F
271F
125 OF086F OF018F
OF
273F
1003
OF 421F OF
FI

274F 155F PIAL
FI 100
XA
Diesel Oil Service
From Generator
Heavy Fuel Oil

12 bar
Steam 125
PI Viscosity
Air Steam
Main Engine TI
Oil Heaters
XI
2107C
No.1
DPAH
OF208F OF210F
206F 207F PIAL
No.1
100 100 CH-VR No.2
XI
Set 14 bar 2108C
OF250F 239F
Main Engine
OF TI
(12RT-Flex96C)
240F OF213F OF163F
No.2
TI
To Fuel Oil
Fuel Oil Heaters
Drain Tank
Condensate
To Fuel Oil
Drain Tank
a) Shut off the steam supply to the main engine FO heaters the
generator engine FO heaters and the trace heating system.
b) Ensure that there is sufficient ullage in the HFO service tank

to accommodate the oil displaced from the fuel system. Excess
fuel from the fuel preparation unit normally flows to the fuel
oil drain tank but when flushing through the system the fuel oil
returns should be directed to the HFO service tank by opening
the fuel oil returns inlet valve OF251F to the tank and closing
the mixing unit fuel oil returns valve OF252F.
c) Sludge the MDO service tank to remove any water.
d) Open the MDO service tank quick-closing outlet valve to the

main engine, generator engines and boiler OD016F and the
MDO inlet valve to the fuel oil supply pumps OD018F.
e) The ME and GE fuel oil supply pumps and ME and GE fuel

oil circulating pumps will draw MDO into the fuel system and
displace the HFO or LSHFO.
f) When the HFO has been replaced by MDO, open the inlet valve
OF252F to the fuel mixing unit and close the return line valve
OF251F (normally locked closed) to the HFO service tank. It
will take about 10 minutes for all of the HFO in the system to
be displaced by MDO. A check can be made on the temperature
of the inlet line to the HFO service tank as a drop in temperature
will indicate the return of MDO rather than heated HFO. Some
MDO will be pumped to the HFO service tank but the quantity
will be small and the MDO will be diluted in the HFO in the
tank.
g) When the system is filled with MDO stop the viscosity and
temperature controllers.
h) The main engine and generator engine fuel oil supply and main
engine and generator engine fuel oil circulating pumps may be
stopped if the generator engines are to continue to be supplied
by the generator engine diesel oil pump
Illustration 2.6.2a Generator Engine Fuel Oil Service System From Heavy Fuel Oil Purifier
Set at 4 bar
OD050F Diesel Oil Outlet Line
50
PI
PI
Set at 7 bar Low Sulphur
Heavy Fuel Oil
OF251F Service Tank Service Tank
Generator Engine Room Starboard Set at OF423F 80 Service Tank
(150m3) (150m3)
7 bar From Heavy Fuel (150m3)
No.4 Generator Engine OF OF161F
40 PI
FI Oil Purifiers
125 424F PI 0215 OF051F OF055F OD016F
OF OF Outlet Line
OF244F OF235F
LAH PIAL TI 293F 295F OF252F
32 TI
1403 1401 1402
DPAH
Return OF160F OF159F
1422 OF294F OF236F Pipe
40 FI (200 Litres)
1003 OF OF
OF262F 32 165F 156F OF061F OF060F
To Lubricating Oil OF263F PI
Drain Tank OF OF
273F 271F 50 OF086F OF018F
No.3 Generator Engine OF DPAH DPI
40 OF274F 421F 0211A
OF243F OF OF OF233F PI
LAH PIAL TI 290F 292F 32 OF
From PI PI
1303 1301 1302
DPAH OF 158F
OF291F OF234F Heavy Fuel Oil 166F
1322
40 Supply System
OF260F 32 155F
Viscosity Main / Generator Engine
To Lubricating Oil XA VIAHL and Temp. PIAL
FI AUTO
OF261F Controller CH-VR Fuel Oil Supply
Drain Tank 1005 1004 2105
Set at Pumps (20.1m3/x5 bar)
4 bar XA
Main Engine 2105SB PI PI To Auxiliary Boiler
PI
Viscorator Diesel Oil Service
Generator Engine Room Port
OF151F No.2 OF088F
OF OF
OF OF 219F 220F
OF242F OF231F 125
LAH PIAL TI 287F 289F
1203 1201 1202
DPAH
1222 OF288F OF232F Main / Generator Engine
40 Generator Set 14 bar Fuel Oil Circulating
Steam
OF258F 32
Engine Fuel Pumps (50.9m3/x7Bar) XI
TI
Oil Heaters 2107C
To Lubricating Oil OF259F PI PI
PIAL PIC
Drain Tank FI
1001 EPCON No.1
1002
No.1 Generator Engine OF216F OF214F
40 TI OF212F XA OF162F
PIAL 2107SB
OF241F OF OF OF229F OF OF No.1
247F 245F Condensate 2107 AUTO
LAH PIAL TI 249F 286F 32 80
1103 1101 1102
CH-VR No.2 XI
DPAH 2108C
1122 OF285F OF230F OF248F OF OF OF OF218F Steam OF237F PI PI
40 223F 222F 221F Set 14 bar
TI
OF256F 32 25
OF213F OF163F
To Lubricating Oil OF257F OF OF OF224F OF225F
227F 226F No.2
Drain Tank
PI PI OF217F OF215F Main Engine
TI
AR044F GE Emergency Diesel Fuel Oil Heaters
Oil Pump (2.5m3/h x 7 bar)
OD051F OD021F Condensate To Fuel Oil
Key Air
AR038F PI PI Drain Tank
Heavy Fuel Oil Air Blackout Signal
40 50
Marine Diesel Oil Drain / Bilge Generator Engine Diesel OD052F OD022F
Oil Pump (10m3/h x 8 bar) ESB To Fuel Oil
Steam Electrical Signal Drain Tank
Reference Shipyard Drawing Number: MB 101.20(3/9), MB 101.20(4/9) Fuel Oil System
Condensate
2.6.2 GENERATOR ENGINEs FUEL OIL SERVICE SYSTEM of a malfunction of the pressure regulating valve, it can be bypassed but in Return MDO lines from the generator engines flow to the DO service tank. Two
doing so the system pressure must be carefully monitored by the duty engineer fuel pressure retaining valves in the return lines to the DO service tank (one for
to ensure correct operation. No.1 and No.2 engines, the other for No.3 and No.4) are set at a pressure of 4
Generator Engine Diesel Oil Pump
bar which allows fuel pressure to be maintained in the generator MDO system.
Manufacturer: IMO Pumps HFO flowing to and from the generator engines passes through flow meters on A fuel pressure regulating valve set to operate at 7 bar is also fitted to the HFO
Model: ACG 052N7 NVBP the supply and return lines allowing the fuel consumption to be calculated by return line from the generator engines.
No. of sets 1 subtracting the outlet flow meter reading from the inlet flow meter reading.
Each generator engine has separate inlet and outlet valves for HFO/LSHFO
Type: Horizontal An electrically-driven feed pump circulates fuel round the engine high pressure supply from the main fuel preparation unit or MDO from the generator engine
Capacity: 10m3/h x 8 bar pumps with the pumps delivering fuel to the injection system via duplex filters. MDO pump. Because of this individual generators can be changed to MDO
Motor: Brook Crompton WU-DA 132MB-D-4 The system pressure is set by a spring-loaded overflow valve set at 4 bar and operation as required with the other engines operating on HFO.
located on the fuel return line. Excess fuel not needed by the injection pumps
is passed through the overflow pipe and delivered into the fuel return manifold. For reasons of safety, quick-closing valves have been fitted immediately before
Generator Engine Emergency Diesel Oil Pump (Air driven) The fuel is returned to the mixing unit of the fuel preparation unit or the HFO each engine fuel oil inlet and can be operated from the fire control station (check
Manufacturer: IMO Pumps service tank along with any fuel flowing through the 7 bar HFO pressure location). These allow individual engines to be stopped in an emergency.
Model: ACE 038K3 NVBP retaining valve. This principle ensures that:
No. of sets 1 • There is always an adequately large amount of pressurised fuel Procedure for the Operation of the Generator Engine Fuel Oil
Type: Horizontal, air driven available to each engine Service System From the Fuel Preparation Unit
Capacity: 2.5m3/h x 7 bar • The heated fuel can be circulated for warming-up the piping
Air Pump: GAST 6AM-ARV-54 P-ACE-251 system and the injection pumps prior to engine starting a) Operate the HFO system for the main engine in accordance with
Section 2.6.1 of this manual.
• The necessary fuel oil temperature can be maintained
Generator Fuel Oil Heater b) Ensure that all of the instrumentation valves are open and check
With the engine stopped, fuel will circulate along the fuel supply rail and back
Manufacturer: DongHwa Entec to the FO return pipe. A bypass line with a non-return valve is fitted round that all instrumentation is reading correctly.
No. of sets: 2 the fuel feed pump to allow circulation when the feed pump is stopped. The
engine FO supply rail and injection pumps will thus be kept hot and ready for c) Ensure the filters are clean.
Type: Shell and tube
use when HFO is being used.
Capacity: Each 100% capacity d) Set the valves in accordance with the following table.
Drains from the fuel injection equipment (clean leakage) are lead to a special
tank which is equipped with a float switch; when activated by excessive HFO System
Introduction
leakage the switch will trigger an alarm. Drains from the engine entablature
(dirty leakage) are lead to a separate leakage tank, equipped with a similar Position Description Valve
The four generator engines are designed to run on HFO at all times but they float switch. The drains from clean and dirty leakage tanks are lead to the FO Open No.1 generator fuel oil heater inlet valve OF214F
can operate on MDO should that become necessary. There are two fuel supply drain tank. Open No.1 generator fuel oil heater outlet valve OF216F
systems to the generator engines with the fuel preparation unit being the usual
source of HFO/LSHFO supply to the engines via dedicated fuel oil heaters and Open No.2 generator fuel oil heater inlet valve OF215F
The generator fuel systems can also be supplied by two fuel pumps which draw
a viscosity controller. In addition the generator engines can be supplied with Open No.2 generator fuel oil heater outlet valve OF217F
fuel from the MDO service tank and discharge directly to the generator fuel
MDO from one of the generator engine diesel oil pumps. Each generator engine system filter. The pumps are provided to supply the generators with diesel fuel Closed Generator fuel oil heater bypass valve OF237F
has individual fuel oil inlet and outlet valves from each of the two systems but should there be a failure in the main fuel supply system or should the main Open Generator fuel oil heater viscosity controller OF220F
there is also a connecting line with isolating valves, OF226F and OF227F that electrical power system fail. The MDO supply pump is powered by an electric inlet valve
are normally locked open, from the emergency diesel oil pump. motor which is supplied from the emergency switchboard. The emergency Open Generator fuel oil heater viscosity controller OF219F
MDO supply pump is powered by an air-driven motor with compressed air outlet valve
Heavy fuel oil is supplied to the generator engines from the main fuel being supplied from the general air service system. The MDO supply pump
preparation unit after the main engine and generator engine fuel oil circulating Closed Generator fuel oil heater viscosity controller OF218F
is normally used during start-up conditions, such as after dry docking. In an bypass valve
pumps via the generator fuel oil heaters and viscosity controller. The HFO emergency such as a blackout, there will be a period where there is no electrical
supply lines to the generators are fitted with trace steam heating to ensure the Operational Generator fuel oil heater viscosity controller
power available, either from the main or emergency switchboards. At the point
fuel remains at its optimum temperature. A pressure regulating valve is located of blackout the air-driven emergency DO pump will receive a start signal and
in the supply line to the engines and this should be set to give a pressure of begin to supply DO to the generator fuel system.
8 bar in the generator engine fuel supply line. In the event of low fuel oil
pressure, an alarm will be initiated if the pressure falls to 6.5 bar. In the event
Illustration 2.6.2a Generator Engine Fuel Oil Service System From Heavy Fuel Oil Purifier
Set at 4 bar
OD050F Diesel Oil Outlet Line
50
PI
PI
Set at 7 bar Low Sulphur
Heavy Fuel Oil
OF251F Service Tank Service Tank
Generator Engine Room Starboard Set at OF423F 80 Service Tank
(150m3) (150m3)
7 bar From Heavy Fuel (150m3)
No.4 Generator Engine OF OF161F
40 PI
FI Oil Purifiers
125 424F PI 0215 OF051F OF055F OD016F
OF OF Outlet Line
OF244F OF235F
LAH PIAL TI 293F 295F OF252F
32 TI
1403 1401 1402
DPAH
Return OF160F OF159F
1422 OF294F OF236F Pipe
40 FI (200 Litres)
1003 OF OF
OF262F 32 165F 156F OF061F OF060F
To Lubricating Oil OF263F PI
Drain Tank OF OF
273F 271F 50 OF086F OF018F
No.3 Generator Engine OF DPAH DPI
40 OF274F 421F 0211A
OF243F OF OF OF233F PI
LAH PIAL TI 290F 292F 32 OF
From PI PI
1303 1301 1302
DPAH OF 158F
OF291F OF234F Heavy Fuel Oil 166F
1322
40 Supply System
OF260F 32 155F
Viscosity Main / Generator Engine
To Lubricating Oil XA VIAHL and Temp. PIAL
FI AUTO
OF261F Controller CH-VR Fuel Oil Supply
Drain Tank 1005 1004 2105
Set at Pumps (20.1m3/x5 bar)
4 bar XA
Main Engine 2105SB PI PI To Auxiliary Boiler
PI
Viscorator Diesel Oil Service
Generator Engine Room Port
OF151F No.2 OF088F
OF OF
OF OF 219F 220F
OF242F OF231F 125
LAH PIAL TI 287F 289F
1203 1201 1202
DPAH
1222 OF288F OF232F Main / Generator Engine
40 Generator Set 14 bar Fuel Oil Circulating
Steam
OF258F 32
Engine Fuel Pumps (50.9m3/x7Bar) XI
TI
Oil Heaters 2107C
To Lubricating Oil OF259F PI PI
PIAL PIC
Drain Tank FI
1001 EPCON No.1
1002
No.1 Generator Engine OF216F OF214F
40 TI OF212F XA OF162F
PIAL 2107SB
OF241F OF OF OF229F OF OF No.1
247F 245F Condensate 2107 AUTO
LAH PIAL TI 249F 286F 32 80
1103 1101 1102
CH-VR No.2 XI
DPAH 2108C
1122 OF285F OF230F OF248F OF OF OF OF218F Steam OF237F PI PI
40 223F 222F 221F Set 14 bar
TI
OF256F 32 25
OF213F OF163F
To Lubricating Oil OF257F OF OF OF224F OF225F
227F 226F No.2
Drain Tank
PI PI OF217F OF215F Main Engine
TI
AR044F GE Emergency Diesel Fuel Oil Heaters
Oil Pump (2.5m3/h x 7 bar)
OD051F OD021F Condensate To Fuel Oil
Key Air
AR038F PI PI Drain Tank
Heavy Fuel Oil Air Blackout Signal
40 50
Marine Diesel Oil Drain / Bilge Generator Engine Diesel OD052F OD022F
Oil Pump (10m3/h x 8 bar) ESB To Fuel Oil
Steam Electrical Signal Drain Tank
Reference Shipyard Drawing Number: MB 101.20(3/9), MB 101.20(4/9) Fuel Oil System
Condensate
Position Description Valve No.1 Generator Engine No.4 Generator Engine
Open Generator fuel oil heaters steam supply ST069F Position Description Valve Position Description Valve
valves ST067F Open HFO inlet valve to generator fuel system OF229F Open HFO inlet valve to generator fuel system OF235F
ST065F
Closed MDO inlet valve to generator fuel system OF230F Closed MDO inlet valve to generator fuel system OF236F
ST066F
Open Inlet valve to generator fuel oil booster pump OF286F Open Inlet valve to generator fuel oil booster pump OF295F
Closed Generator fuel oil heater viscosity controller ST070F
steam supply bypass valve Open Outlet valve from fuel oil booster pump OF249F Open Outlet valve from fuel oil booster pump OF293F
Open Generator fuel oil heaters condensate drain ST141F Closed Fuel oil booster pump bypass valve OF285F Closed Fuel oil booster pump bypass valve OF294F
valves ST142F Open Quick-closing fuel inlet valve OF241F Open Quick-closing fuel inlet valve OF244F
Open Generator fuel pressure regulating valve inlet OF221F Open Generator engine HFO outlet valve OF256F Open Generator engine HFO outlet valve OF262F
valve Closed Generator engine MDO outlet valve OF257F Closed Generator engine MDO outlet valve OF263F
Open Generator fuel pressure regulating valve OF223F
outlet valve No.2 Generator Engine e) The generator engines will operate on HFO from the main fuel
Closed Generator fuel pressure regulating valve OF225F preparation unit with the fuel oil circulating pumps discharging
bypass valve Position Description Valve via the generator fuel oil heater viscosity controller and pressure
Operational Generator fuel pressure regulating valve OF222F Open HFO inlet valve to generator fuel system OF231F regulating valve OF222F. The viscosity will be regulated by
Closed MDO inlet valve to generator fuel system OF232F the controller with the heaters increasing the temperature to the
Open Generator engine HFO supply flow meter OF245F
required value.
inlet valve Open Inlet valve to generator fuel oil booster pump OF289F
Open Generator engine HFO supply flow meter OF247F Open Outlet valve from fuel oil booster pump OF287F
Note: When a generator engine is shut down, heated HFO will be circulated
outlet valve Closed Fuel oil booster pump bypass valve OF288F through the fuel system by the main circulating pumps and the fuel system
Closed Generator engine HFO supply flow meter OF248F Open Quick-closing fuel inlet valve OF242F will remain ready for an engine restart. The fuel bypass flow control valve
bypass valve allows some circulating fuel to bypass the engine and this ensures that the
Open Generator engine HFO outlet valve OF258F
Open Generator engine HFO return flow meter OF273F fuel system is maintained in a warm condition.
Closed Generator engine MDO outlet valve OF259F
outlet valve
Set Generator engine HFO return flow meter OF271F If any maintenance is to be carried out on the fuel system of the generator
manual flow control valve No.3 Generator Engine engine, the fuel system can be flushed through with MDO. The generator
Closed Generator engine return flow meter bypass OF274F engine MDO pump suction and discharge valves must be open, together with
valve the MDO service tank quick-closing valve OD016F to enable this.
Open HFO inlet valve to generator fuel system OF233F
Operational HFO pressure retaining valve (set at 7 bar) OF264F Closed MDO inlet valve to generator fuel system OF234F
Open Inlet valve to generator fuel oil booster pump OF292F Procedure for Flushing a Generator Fuel System With Diesel
MDO System Open Outlet valve from fuel oil booster pump OF290F Oil When the Engine is Stopped Using the Diesel Oil Pump.
Position Description Valve Closed Fuel oil booster pump bypass valve OF291F
a) Ensure that the engine is shut down and the starting system is
Open MDO service tank quick-closing outlet valve OD016F Open Quick-closing fuel inlet valve OF243F disabled.
Open Generator engine diesel oil pump inlet valve OD022F Open Generator engine HFO outlet valve OF260F
Open Generator engine diesel oil pump outlet valve OD052F Closed Generator engine MDO outlet valve OF261F b) Ensure that there is sufficient MDO in the MDO service tank
and that the service tank quick-closing outlet valve OD016F is
Open Generator engine emergency MDO pump OD020F
open.
inlet valve (locked open)
Open Generator engine emergency MDO pump OD051F c) For the generator engine concerned set the valves in accordance
outlet valve (locked open)
with the following:
Open Isolating valves on crossover line to HFO OF226F
preparation module (locked open) OF227F

OD050F
Low Sulphur
DPI Heavy Fuel Oil
Service Tank
(150m3)
Outlet Line
TI
125 424F PI 0215 156F 158F 80
OF252F
0211A
Pipe 50
(2090 Litres)
OF OF OF061F OF060F
271F
125 OF086F OF018F
OF
273F
1003
OF 421F OF
FI

274F 155F PIAL
FI 100
XA
Diesel Oil Service
From Generator
Heavy Fuel Oil

12 bar
Steam 125
PI Viscosity
Air Steam
Main Engine TI
Oil Heaters
XI
2107C
No.1
DPAH
OF208F OF210F
206F 207F PIAL
No.1
100 100 CH-VR No.2
XI
Set 14 bar 2108C
OF250F 239F
Main Engine
OF TI
(12RT-Flex96C)
240F OF213F OF163F
No.2
TI
To Fuel Oil
Fuel Oil Heaters
Drain Tank
Condensate
To Fuel Oil
Drain Tank
No.1 Generator Engine Position Description Valve No. 1 Generator Engine
Position Description Valve Open Quick-closing fuel inlet valve OF244F Position Description Valve
Closed HFO inlet valve to generator fuel system OF229F Open Generator engine HFO outlet valve OF262F Open HFO inlet valve to generator fuel system OF229F
Open MDO inlet valve to generator fuel system OF230F Closed Generator engine MDO outlet valve OF263F Closed MDO inlet valve to generator fuel system OF230F
Open Inlet valve to generator fuel oil booster pump OF286F Closed Inlet valve to generator fuel oil booster pump OF286F
d) Shut off tracing steam to the fuel system of the generator engine
Open Outlet valve from fuel oil booster pump OF249F Closed Outlet valve from fuel oil booster pump OF249F
concerned.
Open Fuel oil booster pump bypass valve OF285F Open Fuel oil booster pump bypass valve OF285F
Open Quick-closing fuel inlet valve OF241F e) Close the crossover valves OF226F and OF227F from the Open Quick-closing fuel inlet valve OF241F
Open Generator engine HFO outlet valve OF256F generator engine MDO system to the fuel preparation module Open Generator engine HFO outlet valve OF256F
Closed Generator engine MDO outlet valve OF257F (normally locked open). Start the generator engine MDO pump Closed Generator engine MDO outlet valve OF257F
and supply MDO to the fuel system of the generator engine
concerned. HFO will be forced out of the generator engine
No.2 Generator Engine system and be replaced by MDO. The HFO will flow back No. 2 Generator Engine
Position Description Valve through the FO return line and into the fuel mixing unit. Position Description Valve
Closed HFO inlet valve to generator fuel system OF231F Open HFO inlet valve to generator fuel system OF231F
f) When the HFO has been replaced by MDO stop the generator
Open MDO inlet valve to generator fuel system OF232F engine DO pump. Open the MDO outlet valve for the generator Closed MDO inlet valve to generator fuel system OF232F
Open Inlet valve to generator fuel oil booster pump OF289F engine concerned and close the HFO outlet valve for that engine. Closed Inlet valve to generator fuel oil booster pump OF289F
Open Outlet valve from fuel oil booster pump OF287F Close the generator engine fuel oil booster pump bypass valve Closed Outlet valve from fuel oil booster pump OF287F
Open Fuel oil booster pump bypass valve OF288F for the engine. Purging of the HFO from the generator engine Open Fuel oil booster pump bypass valve OF288F
Open Quick-closing fuel inlet valve OF242F system will take about 5 minutes. When the temperature of the Open Quick-closing fuel inlet valve OF242F
fuel outlet pipe from the engine falls this will indicate that MDO
Open Generator engine HFO outlet valve OF258F Open Generator engine HFO outlet valve OF258F
is flowing.
Closed Generator engine MDO outlet valve OF259F Closed Generator engine MDO outlet valve OF259F
g) Open the crossover non-return valves from the generator engine
No.3 Generator Engine diesel oil pump system to the GE HFO system from the fuel No.3 Generator Engine
preparation unit.
Closed HFO inlet valve to generator fuel system OF233F The generator engine fuel oil system is now charged with MDO. If the fuel Open HFO inlet valve to generator fuel system OF233F
Open MDO inlet valve to generator fuel system OF234F system of another generator is to be flushed through with MDO, the same Closed MDO inlet valve to generator fuel system OF234F
Open Inlet valve to generator fuel oil booster pump OF292F procedure is repeated for that engine. Closed Inlet valve to generator fuel oil booster pump OF292F
Open Fuel oil booster pump bypass valve OF291F Procedure for Flushing the Generator Engine Fuel System Open Fuel oil booster pump bypass valve OF291F
Open Quick-closing fuel inlet valve OF243F With Heated Heavy Fuel Oil for Starting Open Quick-closing fuel inlet valve OF243F
Open Generator engine HFO outlet valve OF260F Open Generator engine HFO outlet valve OF260F
Closed Generator engine MDO outlet valve OF261F a) Ensure that heated HFO is circulating in the fuel preparation Closed Generator engine MDO outlet valve OF261F
unit and that the fuel preparation unit is functioning correctly.
No.4 Generator Engine b) Ensure that the generator engine concerned is disabled and No.4 Generator Engine
cannot be started accidentally or by the power management
system.
Closed HFO inlet valve to generator fuel system OF235F Open HFO inlet valve to generator fuel system OF235F
Open MDO inlet valve to generator fuel system OF236F c) For the generator engine concerned, set the valves in accordance Closed MDO inlet valve to generator fuel system OF236F
Open Inlet valve to generator fuel oil booster pump OF295F with the following: Closed Inlet valve to generator fuel oil booster pump OF295F
Open Fuel oil booster pump bypass valve OF294F Open Fuel oil booster pump bypass valve OF294F
Open Quick-closing fuel inlet valve OF244F
Open Generator engine HFO outlet valve OF262F
Closed Generator engine MDO outlet valve OF263F
d) Heated HFO will circulate through the generator engine fuel oil
system and the displaced MDO will flow to the fuel mixing unit
and will mix with the HFO already in the system.
e) Once heated HFO is flowing through the system open the

generator engine fuel oil booster pump inlet and outlet valves
and shut the bypass valve.
Note: Although the system described above allows MDO to flow into
the HFO circulation system, the amount is very small compared with the
quantity of HFO circulating and the dilution effect is small. Allowing the
MDO to flow into the HFO system prevents any HFO from getting into the
MDO system.
Illustration 2.6.3a Boiler Fuel Oil System S
Air Waste Oil Service Tank (6m3) Waste Oil Storage Tank
LS LAH 65 40
2081
(171.6m3)
S
From Forced From S
OF350F
Air 50 From Sludge
Draft Fan P A Fan
S S OF OF OF400F LAL Collection Pump
2082 LI
XI 301F 401F
1514 25 PI PI
XA 20
1515 To Dirty Bilge Tank
OF352F OF354F
PAL SS
40 From Dirty
S
1513
TI TIAHL
Decanter Sludge Supply Pump
1510 (0.5m3/h x 2.5 bar) Bilge Oil Tank
M
ZS ZS OF355F
OF 25
25 25 314F PI PI
40 From Waste
PAL PI Oil Drain Tank
1511 OF OF356F
PI
Auxiliary Boiler 311F OF To Lubricating Oil Drain Tank 15 From Auxiliary
OF306F OF307F 351F
Boiler Marine
To Air System OF357F
Waste Oil Grinding Pump Waste Oil Transfer Pump 25 25 Diesel Oil Pumps
Heavy Low Diesel Oil (25.9m3/h x 0.4kg/cm2) (0.95m3/h x 5kg/cm2) Drains
Fuel Oil Sulphur Service
Settling Heavy Tank
Steam Decanter
Tank Fuel Oil (150m3)
(150m3) Tank TI
Decanter
(150m3)
Super Sludge
OF053F OF057F OD016F Pump
Waste
Oil Heater
LS
TI
OF363F
OF OF OF OF
DPI
083F 059F 310F 309F
TI
To Main / Generator 25 25
Engine Fuel Oil 25
OD018F Supply Pumps Decanter Transfer Pump Clarified Oil LS
TS OF308F PI PS OF
PI TT (1.0m3/h x 2.5 bar) Reservoir
364F
To Generator Engine LS
PI PI
Emergency
Diesel Oil Pump LS
OF FI
1516
076F
40 25 15
OF
OF079F OF081F OF312F 367F
Steam
OF082F Auxiliary Boiler Fuel Oil Supply Pumps
ZS
OD (1.1m3/h x 5kg/cm2) TI
077F To Heavy Fuel Oil Settling Tank To Lubricating Oil Drain Tank
40 XI XA
CPI PI CPI PI 1506 1507
TT
25 25 25 Auxiliary Key
Boiler Fuel To Heavy Fuel Oil Drain Tank
OD023F OD100F No.1 Oil Heater TI
Heavy Fuel Oil
Auxiliary Boiler Diesel Oil Ignition Pump TI
AUTO PI Marine Diesel Oil
(0.006m3/h x 27kg/cm2) OF OF
ST-SP
XI XA 302F 304F Steam
CPI PI CPI PI 1508 1509 XA 25 25
1506
25 25 25 Condensate
OD025F OD101F No.2 OF303F Air

Auxiliary Boiler Diesel Oil Pump
Electrical Signal
(1.06m3/h x 5kg/cm2)
To Decanter Sludge
Supply Pump
OF357F To Fuel Oil Drain Tank Reference Shipyard Drawing Number: MB 101.20(5/9) Fuel Oil System
2.6.3 BOILER FUEL OIL SYSTEM Waste Oil Grinding Pump The boiler burner is of the rotary cup type, therefore no atomising steam or air
is required.
Manufacturer: ??
Auxiliary Boiler Fuel Oil Supply Pump Model: ?? (Author’s note: Check pump starting arrangements for the boiler and add
Manufacturer: IMO Pumps No. of sets: 1 details as necessary).
Model: ACE 025L3 NVBP Type: Centrifugal (Mill type)
No. of sets: 2 Capacity: 25,9m3/h x 0.4kg/cm2 Procedure for the Operation of the Boiler Fuel Oil Service
Type: Twin unit, screw pumps System From Cold
Capacity: 1.06m3/h x 5kg/cm2 Waste Oil Heater
Motor: Brook Crompton WU-DA 80MJ-D-2 As no steam is available to heat HFO when starting from cold, the boiler
Manufacturer: ??
must be initially fired on MDO. Once the system has warmed-up and steam is
Model: ?? available, the HFO tank heating and auxiliary boiler FO heaters can be brought
Auxiliary Boiler Fuel Oil Heater No .of sets: 1 into operation and the boiler switched to HFO.
Manufacturer: DongHwa Entec Type: ??
a) Check the levels of oil in the HFO settling tank, the LSHFO
No. of sets: 1
settling tank and the MDO service tank. Replenish the tank to
Type: Shell and tube Introduction be used as necessary.
Capacity: 100%
Fuel oil for the boiler is normally taken from the HFO settling or LSHFO b) Check that all of the system filters are clean.
settling tanks but the boiler can also be operated on diesel oil from the MDO
service tank when being started from cold or when setting the supply line c) Ensure that all of the instrumentation valves are open and that
Manufacturer: ?? for sludge burning. MDO is also used in the ignition burner which provides the instruments are reading correctly.
Model: ?? ignition for the main burner. The heavy fuel oil is supplied to the boiler’s main
No. of sets: 1 burner by one of two auxiliary boiler FO supply pumps. d) Ensure that the control system is functioning correctly, that
there is power at the combustion control system and at the FO
Type: The boiler can also burn sludge oil/waste oil taken from the waste oil service heater control unit.
Capacity: 1.06m3/h x 5kg/cm2 tank which is filled using the sludge collection pump or the decanter transfer
pump. Oil from the waste oil service tank is supplied to the boiler by the waste e) Set up the valves in accordance with the following table. The
oil transfer pump which has a sludge grinder milling pump operating in series valve settings assume that the boiler will be started on MDO
Auxiliary Boiler Diesel Oil Ignition Pump
which has pulverising blades attached. The grinder pump homogenises the oil but will be changed to HFO operation when sufficient steam has
Manufacturer: ?? mixture before discharging it to either the waste oil transfer pump or back to been raised with the HFO being taken from the HFO settling
Model: ?? the waste oil service tank. tank. If environmental conditions dictate, the boiler could be
No. of Sets: 1 operated on LSHFO if required.
Heavy fuel oil and sludge oil are heated before being supplied to the boiler
Capacity: 0.006m3/h x 7kg/cm2
main burner in the auxiliary boiler FO heater or waste oil heater as shown in
Note: Valves without numbers are part of the boiler fuel oil supply unit
illustration 2.6.3a. These are located in ?? and are supplied with steam from the
which is fitted in the ship as a complete module.
Waste Oil Transfer Pump 7 bar saturated steam system as shown in illustration 2.2.5b. (Author’s Note:
Check location of heaters)
Manufacturer: ?? HFO/LSHFO System
Model: ?? The boiler HFO supply pumps take their suction from either the HFO settling
tank or the LSHFO settling tank. Depending on which tank is in service, the Position Description Valve
No. of sets: 1
quick-closing outlet valve and the line non-return valves from the required tank Open HFO settling tank quick-closing outlet valve OF052F.
Type: ??
must be open. These are OD053F and OD083F for the HFO settling tank and Open HFO settling tank non-return line valve OF083F
Capacity: 0.95m3/h x 5kg/cm2
OD057F and OD059F for the LSHFO settling tank respectively. Closed LSHFO settling tank quick-closing outlet OFO57F
valve
The boiler’s diesel oil ignition pump supplies MDO to the ignition burner Closed LSHFO settling tank non-return line valve OFO59F
and the supply solenoid valve at the boiler inlet is controlled by the automatic
Open Isolating valve to boiler HFO supply pumps OF076F
combustion control system.
Open Flow meter inlet valve OF079F
LS LAH 65 40
2081
(171.6m3)
S
From Forced From S
OF350F
Air 50 From Sludge
Draft Fan P A Fan
2082 LI
XI 301F 401F
1514 25 PI PI
XA 20
OF352F OF354F
PAL SS
40 From Dirty
S
1513
TI TIAHL
M
ZS ZS OF355F
OF 25
25 25 314F PI PI
40 From Waste
1511 OF OF356F
PI
OF306F OF307F 351F
Boiler Marine
Settling Heavy Tank
Steam Decanter
(150m3) Tank TI
Decanter
(150m3)
Super Sludge
Waste
Oil Heater
LS
TI
OF363F
OF OF OF OF
DPI
083F 059F 310F 309F
TI
Engine Fuel Oil 25
TS OF308F PI PS OF
364F
PI PI
Emergency
Diesel Oil Pump LS
OF FI
1516
076F
40 25 15
OF
Steam
ZS
40 XI XA
TT
Heavy Fuel Oil
(0.006m3/h x 27kg/cm2) OF OF
ST-SP
CPI PI CPI PI 1508 1509 XA 25 25
1506
25 25 25 Condensate

Electrical Signal
(1.06m3/h x 5kg/cm2)
To Decanter Sludge
Supply Pump
Position Description Valve Boiler Changeover Valves m) Supply steam to the boiler FO heater.
Open Flow meter outlet valve OFO81F Position Description Valve n) When the temperature of the HFO is correct for burning, operate
Closed Flow meter bypass valve OFO82F Set Boiler unit supply and return MDO valves . the fuel changeover system and supply HFO to the boiler.
Open No.1 auxiliary boiler FO supply pump suction lined up for boiler operation on MDO
valve Set Boiler unit supply and return HFO/sludge o) Start the boiler firing on HFO. Carefully monitor the fuel
Open No.1 auxiliary boiler FO supply pump valves lined up for boiler operation on HFO temperature at the fuel heater outlet and check the firing of the
discharge valves boiler
Open No.2 auxiliary boiler FO supply pump suction (Author’s note:- Check changeover system)
valve p) Monitor the boiler closely until stable operation exists.
Open No.2 auxiliary boiler FO supply pump Note: This description assumes that the boiler is going to change from MDO
discharge valves firing to HFO when steam is available; if environmental circumstances The boiler is designed to operate and remain on standby using HFO. Changeover
dictate that LSHFO has to be burned the changeover procedure is the same to MDO is usually only necessary when maintenance is required and for long
Open Auxiliary boiler FO heater inlet valve OF302F
except that fuel is taken from the LSHFO settling tank and not the HFO periods of shutdown such as during a refit.
Open Auxiliary boiler FO heater outlet valve OF304F
settling tank.
Closed Auxiliary boiler FO heater bypass valve OF303F Note: The changeover to HFO takes place while still firing the boiler but
Open HFO pressure relief valve inlet valve OF312F f) Supply electrical power to the boiler burner unit control system care should be taken as the changeover can lead to unstable flame conditions
Operational HFO pressure relief valve and ensure that the rotary cup is operating. and the possible tripping of the boiler due to flame failure or incorrect
Open HFO return line valve from burner unit temperature settings at the heater.
g) Start the auxiliary boiler diesel oil pump.
Changing the boiler operation from HFO back to MDO is the reverse of the
Sludge System h) Start the auxiliary boiler diesel oil ignition pump and flash-up above procedure. Any trace heating should be shut off when firing is stopped
Position Description Valve the boiler ignition burner using the electrical ignition. on HFO and the valves changed from HFO to MDO supply. The steam on the
heater must also be shut off at this point.
Open Waste oil service tank quick-closing outlet OF301F.
i) Start the combustion control system so that the main burner
valve In environmentally sensitive areas where local requirements insist on low
starts with MDO supply.
Open Grinding pump valves sulphur emissions, LSHFO must be used instead of HFO. The burning of
Open Waste oil transfer pump inlet valve OF306F j) Raise steam at the rate recommended by the boiler LSHFO is the same as the burning of HFO but when changing between the
Open Waste oil transfer pump outlet valve OF307F manufacturer. two it is necessary to ensure that the settling tank quick-closing outlet valves
Open Waste oil heater inlet valve OF309F are set correctly. When changing from HFO to LSHFO the LSHFO settling
k) When steam is available, supply heating steam to the HFO and tank quick-closing outlet valve OF057F and the line valve OF059F must be
Open Waste oil heater outlet valve OF310F
LSHFO settling tanks and raise the temperature of the HFO opened and the HFO settling tank quick-closing outlet valve OF053F and line
Closed Waste oil heater bypass valve OF308F valve OF083F closed. When switching back to HFO the valve alignment is
in the tanks. When the temperature of the HFO in the settling
Open Waste oil return line isolating valve tank reaches approximately 75°C, supply trace heating steam to opposite.
Open Waste oil pressure relief valve inlet valve OF311F the boiler fuel lines and open the drains from the trace heating
Operational Waste oil pressure relief valve lines. Burning Waste Oil in the Boiler
(Author’s note:- The decanter is specified on the shipyard drawing as a future
MDO System CAUTION installation. Check onboard and revise the text accordingly.)
Trace heating should not be applied to sections of pipeline isolated by
Position Description Valve any closed valves on the FO side as damage could occur due to the The boiler can burn waste oil from the waste oil service tank which will contain
Open MDO service tank quick-closing outlet valve OD016F. expansion of the contents. oil transferred from the decanter unit or sludge transferred by the sludge
Closed MDO isolating valve to decanter sludge OF357F collection pump. The sludge collection pump can take its suction from various
pump When sufficient steam pressure is available: systems and these have been described in Section 2.6.4.
Open Inlet valve to boiler MDO supply pump OD025F
l) Stop firing the boiler and start one of the auxiliary boiler FO The sludge oil decanter system is a centrifugal separator designed for the
Open Outlet valve from boiler MDO supply pump OD101F treatment of sludge. It is intended to process sludge oil and transfer the
supply pumps. HFO will be taken from the HFO settling tank
Open Inlet valve to MDO ignition pump OD023F and pumped through the boiler FO heater. Due to the setting residual liquid to the waste oil service tank for burning in the boiler. The sludge
Open Outlet valve from MDO ignition pump OD100F of the boiler three-way changeover valves the HFO will be decanter removes heavy particles from the waste oil and discharges ‘clarified’
returned to the pump suction. oil. The heavy material separated from the sludge is known as super sludge
LS LAH 65 40
2081
(171.6m3)
S
From Forced From S
OF350F
Air 50 From Sludge
Draft Fan P A Fan
2082 LI
XI 301F 401F
1514 25 PI PI
XA 20
OF352F OF354F
PAL SS
40 From Dirty
S
1513
TI TIAHL
M
ZS ZS OF355F
OF 25
25 25 314F PI PI
40 From Waste
1511 OF OF356F
PI
OF306F OF307F 351F
Boiler Marine
Settling Heavy Tank
Steam Decanter
(150m3) Tank TI
Decanter
(150m3)
Super Sludge
Waste
Oil Heater
LS
TI
OF363F
OF OF OF OF
DPI
083F 059F 310F 309F
TI
Engine Fuel Oil 25
TS OF308F PI PS OF
364F
PI PI
Emergency
Diesel Oil Pump LS
OF FI
1516
076F
40 25 15
OF
Steam
ZS
40 XI XA
TT
Heavy Fuel Oil
(0.006m3/h x 27kg/cm2) OF OF
ST-SP
CPI PI CPI PI 1508 1509 XA 25 25
1506
25 25 25 Condensate

Electrical Signal
(1.06m3/h x 5kg/cm2)
To Decanter Sludge
Supply Pump
which is discharged to a drum by a super sludge pump and then sent ashore for d) Start the grinding pump and the waste oil transfer pump. Waste
disposal. The cleaned or clarified oil is removed from the sludge oil decanter oil will be circulated by these pumps taking suction from the
by the decanter transfer pump. waste oil service tank and returning oil to the same tank via the
waste oil heater
The burning of clarified sludge oil in the boiler should not present any
problems as long as the clarified sludge does not have a high water content e) The steam supply and condensate drain valves to the waste oil
or is mainly LO. Water can be manually drained from the waste oil service heater must must be open and the bypass valve closed. When
tank by means of the self-closing water drain valve. Clarified oil derived from the temperature of the tank is at the correct value the burning of
lubricating oil sludge can present problems when it is being burned depending waste/clarified oil can commence. The temperature should be
upon the specification of the oil as many lubricating oils contain high levels of such as to give a viscosity of approximately 20cSt at 50°C.
anti-oxidants which inhibit ignition and good combustion. Because of this the
boiler furnace must be thoroughly heated before burning waste oil with a high f) The boiler should be operating normally on HFO or LSHFO as
LO content and the temperature of the oil must be sufficiently high to ensure described above.
safe ignition and stable combustion.
g) The waste oil transfer pump is started from the boiler control
Prior to burning oil from the waste oil service tank the grinding pump must panel. Clarified/waste oil will be pumped through the heater and
be operated. This ensures an homogenous mix is achieved with an even returned to the waste oil service tank through the recirculation
temperature distribution throughout the charge and also ensures that the valve. The grinding pump remains in operation.
clarified oil is effectively pulverised. The grinding pump must remain in
operation whenever the burning of sludge oil is taking place. A collector tank h) When the waste/clarified oil is at the correct temperature for
located after the grinding pump is fitted with a water content monitor and a burning, set the selector switch on the boiler control panel to
water drain valve. Any water that collects should be drained from the line when the SLUDGE position. The pneumatic cylinder will swing the
the water monitor indicates a high water level. HFO/sludge three-way valve directing the clarified oil to the
boiler burner. The grinding pump must remain in operation; it
Procedure for Burning Waste Oil or Clarified Oil in the Boiler has a greater capacity than the waste oil transfer pump and the
excess oil is returned back to the clarified oil boiler tank.
a) Check the contents in the waste oil service tank and apply
steam heating. The self-closing drain valve on the tank should
i) The auxiliary boiler fuel oil supply pump be maintained in
be operated to drain away any water that may be present to the
operation to continue circulation in the HFO system.
dirty bilge tank.
j) Check that the waste/clarified oil burns correctly and that the
b) For burning waste oil from the service tank, the grinding pump
boiler operates normally without smoke.
must be in service to ensure an even temperature distribution
throughout the tank and homogenisation of the contents.
k) When the level of the waste oil service tank reaches about 20%
the burning of clarified oil is stopped. The operator must be
c) Set the valves in accordance with the following table:
prepared to change back to the burning of HFO if the boiler is to
continue in operation. The fuel type selection switch is set into
Position Description Valve the ‘Heavy’ position, the pneumatic control cylinder will swing
Open Waste oil service tank quick-closing outlet OF301F. the three-way valve into the HFO position.
valve
Open Grinding pump discharge valve OF306F l) The sludge grinding pump and the waste oil transfer pump
Open Waste oil transfer pump discharge valve OF307F should now be stopped before the pumps lose suction. Shut off
Open Waste oil heater inlet valve OF309F the steam heating on the waste oil heater.
Open Waste oil heater outlet valve OF310F
Closed Waste oil heater bypass valve OF308F
Operational Waste oil recirculation line valve
Illustration 2.6.4a Engine Room Fuel Oil Waste and Drains System
No.1 Generator Engine From Emergency No.2 Generator Engine From From No.3 Generator Engine From From No.4 Generator Engine
Heavy Fuel Oil Feed Pump No.1, 2 Generator Engine Heavy Fuel Oil Feed Pump No.1, 2 Marine Heavy Fuel Oil Feed Pump No.3, 4 No.3, 4 Heavy Fuel Oil Feed Pump
Generator Engine Generator Engine Diesel Oil Generator Engine Generator Engine
Clean Heavy Heavy Fuel Oil Tank Clean Heavy Heavy Fuel Oil
Fuel Oil 25 25 Dirty Drain Coaming Fuel Oil Dirty Drain
Drain Drain
OF
403F
40 40 25 40 40 50 40 40 40 40
50 50
No.1 and 2
No.1, 2, and 3 Main Engine No.1 and 2 Generator Engine No.1 and 2 No.1 and 2 Main Engine Main Engine and Auto Backflushing Heavy Fuel Oil Purifier Coaming
Heavy Fuel Oil Heavy Fuel Oil Generator Engine Marine Diesel Oil Pump Main Engine and Generator Engine Generator Engine Heavy Fuel Oil
50
Purifier Heaters Indicator Filter Heavy Fuel Oil Heater and Emergency Heavy Fuel Oil Heater Heavy Fuel Oil Heavy Fuel Oil Filter and
Air Driven Pump Circulation Pumps Supply Pumps Manual By-Pass Filter
40
40 40 40 40 40 40 40
Heavy Fuel Oil Purifier Feed Pumps

Heavy Fuel Oil Heavy Fuel Oil
Purifier Heaters Purifier Sludge
Tank Top
From From
50 40 40 40 Main Engine Main Engine
40 40 40
80 80
Heavy Fuel Oil Transfer Pump
From
Heavy Fuel Oil Auto Filter
and Main Engine,
Generator Engine
OF Heavy Fuel Oil Heater
434F
Key
40
From Decanter Oil
Reservoir Overflow Waste Oil
OF409F 25 80 100
Heavy Fuel Oil Drain Tank

(9.3m3)
Reference Shipyard Drawing Number: MB 101.20(2/9), (3/9), (5/9), (6/9) Drain System
2.6.4 ENGINE ROOM WASTE OIL AND DRAINS SYSTEM Introduction • HFO auto backflushing and manual bypass filter pressurised
drains
There are a number of tanks in the engine room which take waste/drain oil or
Sludge Collection Pump sludge from systems in the engine room. These include drains from oil tanks • Main engine FO heater drains
which can contain water drained from the tank. The tank drain valves are of the
Manufacturer: ?? • Generator engine FO heater drains
spring-loaded self-closing type.
Model: ?? • ME and GE fuel oil supply pumps drains
No. of sets: 1 The waste oil enters the tanks via non-return valves and all of the waste/drain oil • ME and GE fuel oil circulating pumps drains
Capacity: 10m3/h x 4 bar tanks are fitted with heating coils to reduce the viscosity of the oil for pumping.
The contents of the tanks listed below can be pumped by the sludge collection • HFO purifier coaming
Motor: ??
pump either to the waste oil storage tank for treatment in the decanter unit or if • HFO purifier feed pumps and heaters
suitable, to the waste oil service tank for burning in the boiler.
Sludge Pump • HFO purifier sludge tank top
• Waste oil storage tank
Manufacturer: IMO Pumps • Auxiliary boiler FO supply pump, auxiliary boiler ignition
• Generator engine LO purifier sludge tanks port and starboard pump and auxiliary boiler DO pump drains
Model: PL300
• HFO purifier sludge tank • Auxiliary boiler FO heater and waste oil heaters
No.of sets: 1
Type: Horizontal gear pump • Dirty bilge tank • Main engine FO pumps clean leakage drain
Capacity: 50m3/h x 4 bar • Clean bilge tank • Main engine FO pumps dirty leakage drain
Motor: Nord, 11kW, 440V, 60Hz • Main LO purifier sludge tank • HFO transfer pump trays
• LO drain tank • Decanter oil reservoir overflow.
Decanter Sludge Supply Pump • Waste oil drain tank
Manufacturer: IMO Pumps • Fuel oil drain tank Lubricating Oil Drain Tank
Model: SNF 210 R 40 M1-04 The LO drains tank is pumped using the sludge collection pump and receives
No. of sets: 2 The waste oil storage tank contents can be pumped ashore or to a barge using oil from the following systems:
Type: Horizontal the sludge pump via the manifold assemblies on the port and starboard sides
of the ship on A deck. The waste oil storage tank can also be pumped by the • Vent pipe drains
Capacity: 20.1m3/h x 5 bar decanter sludge supply pump to the decanter unit for treatment and subsequent • Oil mist detector vent collection pipe
burning. The decanter sludge pump also has a direct suction to the dirty bilge
• Sludge collection pump
Decanter Transfer Pump tank and the waste oil drain tank.
• Hydraulic power pack unit
Manufacturer: ?? After treatment in the decanter unit the clarified oil is pumped using the • Nos. 1, 2, 3, and 4 generator engine coamings
Model: ?? decanter transfer pump to the waste oil service tank for burning in the boiler.
No. of sets: 1 • Generator engine LO purifiers
Type: ?? The fuel oil drains tank receives drains from the systems listed below and is • Workbench for generator engine LO purifiers
pumped out using the HFO transfer pump and discharged into the HFO or
Capacity: 1m3/h x 2.5 bar • Port and starboard generator engine LO purifiers
LSHFO settling tanks (see Section 2.7.1 of this manual for details of pumping
Motor: ?? arrangement.) • Generator engine LO storage tank
• Generator engine Nos. 1, 2, 3 and 4 fuel oil feed pump trays • Main engine cylinder oil measuring tank
Decanter Super Sludge Pump
• Generator engine Nos. 1, 2, 3 and 4 clean fuel oil drains • No.6 solenoid valve cabinet
Manufacturer: ??
• Generator engines Nos. 1, 2, 3and 4 dirty fuel oil drains • Main engine LO storage tank
Model: ??
• Emergency generator trays • Main engine LO cleaning tank
No.of sets: 1
Type: ?? • HFO and LSHFO service and settling tank trays and drains • Main LO purifier feed pump
Capacity: ?? • DO service tank trays and drains • LO transfer pump
Motor: ?? • HFO purifier heaters • ER bilge pumps
• Sludge collection pump
Illustration 2.6.4b Engine Room Lubrication Oil Waste and Drain System
From LO Mist Vent
Collection Pipe
From Vent
Pipe Drain
40
40
From Workbench for From Generator From Workbench for From Generator
No.1 Generator Engine Engine LO From No.6 Solenoid No.2 Generator Engine Engine LO
LO Purifier Purifier (Port) Valve Cabinet LO Purifier Storage Tank
40 From Generator
From Hydraulic From Vent
From Cylinder Oil Engine LO
Power Pack Unit No.1 Generator No.2 Generator Pipe Drain No.3 Generator No.4 Generator
Measuring Tank Purifier (Stbd)
Engine Room Engine Coaming Engine Coaming 40 25 Engine Coaming Engine Coaming 40 40
Sludge Pump 25 40 25 25 25
40 40 40 40 40 40 40 40
50 50 50 50 40
From Cylinder Oil

50 Flowmeter
From Main LO
Storage Tank and
Cleaning Tank 25
40
From Cylinder Oil
Storage Tank
40
and Shift Pump
40
Leakage From Main Engine
LO Auto. Backflush Filter
From Main LO Purifier From Main Engine
Feed Pump and Turbocharger LO
From Main Engine LO Main Engine LO
LO Transfer Pump Pump, Filter
Decanter Leakage From Crosshead Pump Auto filter and Cooler
Decanter Sludge Main Engine
Sludge Supply Pump LO Supply Unit
Engine Room Collecting 25 25 OL156F 25
50
Bilge Pump Pump 25 25
100
40 BG261F
40 40 40 40 OL122F To Vent 65 To Sludge
50 System Collecting Pump
LI
Engine Room
OL123F
40 100 OL124F Aft Bulkhead
80 TI 50
80
LAH
2073
Lubrication Oil
Drain Tank
(3.4m3)
• Decanter Procedure for Transferring Oil from the Sludge/Drain Tanks Position Description Valve
• Decanter sludge supply pump to the Waste Oil Storage Tank (See Illustration 2.6.4c) Open Discharge valve from sludge collection pump BG200F
• Main engine LO drains to waste oil storage tank
For all the tanks listed below the procedure is the same except for the setting of
Closed Discharge valve from sludge collection pump BG207F
• Cylinder oil flowmeter the valves. The line valve BG205F to the waste oil storage tank from the engine
to waste oil service tank
room bilge pump is closed. The sludge collection pump is also used to transfer
• Cylinder oil storage tank and shift pump
the contents of the waste oil storage tank to the waste oil service tank.
• Main engine crosshead LO pump d) Ensure that the blanks are secure on the shore discharge
connections and that the sludge pump discharge valve BG205F
• Main engine LO autofilter Sludge oil can be transferred from the following tanks to the waste oil storage
to the waste oil storage tank is shut.
tank using the sludge collection pump.
• Main engine turbocharger LO pump filter and cooler
• Main LO purifier sludge tank e) Start the sludge collection pump and transfer the contents of
• LO drain tank the LO drain tank to the waste oil storage tank. Stop the pump
Waste Oil Drain Tank before the pump loses suction to prevent damage to the pump.
The contents of this tank can be pumped using the sludge collection pump • Waste oil drain tank
or the decanter sludge supply pump and receives drains from the following • Dirty bilge tank f) At the end of the sludge transfer, stop the pump and close all
systems: valves which have been opened and record the transfer in the Oil
• Clean bilge tank
• Main engine LO drains Record Book.
• Generator engine LO purifier sludge tanks port and starboard
• Main engine scavenge air receiver drains The contents of the waste oil storage tank can be transferred to the decanter
• HFO purifier sludge tank
• Main air compressor LO drains unit for sludge separation, using the decanter sludge supply pump or, using
The procedure described below is for pumping waste oil from the LO drain the sludge collection pump, to the waste oil service tank for burning in the
tank to the waste oil storage tank. The procedure is the same for pumping auxiliary boiler
Separator Sludge Tanks
sludge/waste oil from the other tanks listed above, except for the setting of the
The separator sludge tanks are listed below: valves. There is a direct connection to the decanter sludge supply pump suction from
the dirty bilge oil tank and the waste oil drain tank.
• Generator engine LO separator sludge tank port
a) Check the contents in the LO drain tank and ensure that the
• Generator engine LO separator sludge tank starboard waste oil storage tank has sufficient capacity for the amount to Procedure for Pumping the Waste Oil Storage Tank Ashore or
• HFO separator sludge tank be pumped. to a Barge Via the Port or Starboard Shore Connection.
• Main LO separator sludge tank
b) Ensure that tank heating is on so that the contents of the tank The port and starboard shore connections for the discharge of waste oil are
These tanks receive sludge from their associated centrifugal separators. The being pumped are at the correct temperature for pumping. located on A deck. Blanks are fitted to the shore discharge pipes and the blank
contents of the sludge tanks may be pumped as described below into the waste is removed from the port or starboard shore connection as required. The hose
oil storage tank using the sludge collection pump. c) Set the valves as in the following table: must be securely attached to the shore discharge connection being used and a
check made on the shore connection not being used.
Sludge and waste oil in the waste oil storage tank can be transferred ashore Position Description Valve
or to a barge by use of the sludge pump. There are shore connections on the Open Suction valve from LO drain tank to sludge BG261F. Ensure that the tank steam heating is on so that the tank contents are at the
port and starboard sides of the ship on A deck. Blanks are fitted to the shore collection pump correct temperature for pumping. The sludge pump is used for this operation.
discharge pipes and the blank on one side of the ship must be removed to Closed Suction valve from clean bilge tank to sludge Before pumping starts agreement must be reached with the shore facility or
attach the flexible shore connection hose. The same restrictions and conditions collection pump barge about the amount of sludge/waste oil being transferred and the rate of
apply to the discharge ashore of sludge oil as they do to the loading of fuel (see transfer. When all is set for transfer the sludge pump can be started. If more
Closed Suction valve from waste oil drain tank to BG259F
Section 2.7.1 of this manual.) than one tank is being discharged the suction valve to the new tank must be
sludge collection pump
opened before the sludge pump loses suction.
Closed Suction valve from main LO purifier sludge BG262F
tank to sludge collection pump Trace heating should be supplied to the lines which are to be used before
Open Line non-return valve to sludge collection BG021F pumping starts.
pump
Closed Suction valve from waste oil storage tank to BG269F
sludge collection pump
Illustration 2.6.4c Waste Oil Transfer System
125 125
‘A’ Deck LS
25
125 125 Waste Oil
Service Tank
(6m3) 65
125
Upper Deck From
To Air Decanter
Vent
System 50
BG205F
125
2nd Deck
50
50
LAH
2080
Waste Oil 50
125
Service Tank 50
Water Drain Waste Oil Waste Oil
Storage Tank Storage Tank
Sludge Pump
(171.6m3) (50m3/h x 4 bar) (171.6m3)
To Air
Vent BG268F From Generator From Generator
BG256F PI PI
System Engine LO Engine LO
25 125
LI Purifier Sludge Purifier Sludge 40
40
BG257F TI BG255F BG206F 50 Tank (Port) Tank (Starboard)
100 OF350F
BG271F
4th Deck 50 50 From Engine To Decanter
Room 65 Sludge
To LO Bilge Pump Supply Pump
Drain Tank
LAH BG342F (See 2.9.1a)
2053
65 50
BG258F
40 50
BG200F BG207F
Skimmer Set
From From From HFO 1 bar PS
65
Oily Water Engine Room Purifier PI
Separator Bilge Pump Sludge Tank Sludge Collection
Flexible Oil Discharge (See 2.9.1a) Manual Start Pump (10m3/h x 4 bar)
Hose (See 2.9.1a) Auto Stop WG118F
65 PI From Fresh
Water
Service System
Dirty Bilge To Decanter
Tank 40
Sludge Supply 65
(66.9m3) Dry Running Protection:
OF359F Pump BG269F
BG253F
Before Pump Starts Solenoid Valve Must Be
To LO
65 65 Drain Tank Open For 10 Seconds.
OF254F BG250F Solenoid Valve To Be Closed When Pump

LI BG201F Discharge Pressure Reaches 1.0 bar
TI
BG270F To Oily Water From Main LO 65
65 Separator Purifier Sludge Tank
BG266F (Water Suction)
BG324F From LO 65
(See 2.9.1a)
Drain Tank
From Waste Oil 65 65

Drain Tank
From Clean 65
Bilge Tank
Open Waste oil storage tank quick-closing outlet BG268F.
valve
Open Sludge pump suction valve BG255F
Open Sludge pump discharge valve BG206F
Closed Sludge pump discharge line to waste oil BG205F
storage tank line non-return valve
Closed Line valve from ER bilge pump
CAUTION
Trace heating should not be applied to sections of pipeline isolated by
any closed valves as damage could occur due to the expansion of the
contents.
When the transfer has been completed, stop the sludge transfer pump and allow
the discharge pipe to drain. Disconnect the flexible pipe and refit the blank.
Close all system valves and record the transfer in the Oil Record Book.
Tank Vents
Any tank containing oil or other volatile substance (such as gas generated
by sewage decomposition) must be vented to a safe position. This prevents
overpressure in the tank which could result in damage and reduces the risk
of an explosion. Explosive gases must be liberated to atmosphere though an
element which will prevent the blowback of flame should the gases or vapours
ignite after release. These elements should be checked at intervals to ensure
that they are correctly in position and are not damaged. Any damage must be
reported and the element changed immediately. All lines connecting tanks to
the release vent or the vent/oil mist box must be clear without obstruction to
flow. The oil mist box located in the funnel has vent line connections from the
main engine crankcase
2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Purifying System

Illustration 2.7.1a Heavy Fuel Oil and Diesel Oil Bunkering and Transfer System No.7 Wing Water No.6 Wing Water No.5 Wing Water No.4 Wing Water No.3 Wing Water No.2 Wing Water
Ballast Tank (Port) Ballast Tank (Port) Ballast Tank (Port) Ballast Tank (Port) Ballast Tank (Port) Ballast Tank (Port)
TI PI OD501F OD502F PI TI
Key OF531F OF529F OF527F OF525F OF523F OF521F
OD503F 150 OD504F
Heavy Fuel Oil
TI PI OF541F 350 350 350 350 350 350
OF542F PI TI
Diesel Oil 150
OF543F 500 OF544F
400 Low Sulphur No.6 HFO No.5 HFO No.4 HFO No.3 HFO No.2 HFO
Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port)
500
250 250 250 250 250 250
LCH LCH 250
2005A 200 2007A 200
OF001F
300 OF511F OF521F OF509F OF507F OF505F OF503F OF501F

HFO
Service Tank LCL LCL
OF002F
Low Set 5K
(166.4m3) 2005B HFO Low Sulphur 2007B OF005F 200
Settling Sulphur
HFO
OF007F Tank Service Tank OF006F HFO
Settling 80
(166.4m 3) HFO Transfer Pipe 300
TI TI TI (166.4m3) TI 200
Tank 100
OF030F
TIAH (166.4m )
3
TIAH TIAH TIAH
2006B 2005D 2008D 2007D OF512F OF522F OF510F OF508F OF506F OF504F OF502F
OF035F
250 250
OF003F 250 250 250 250 250
OF410F OF412F OF414F OF416F No.6 HFO No.5 HFO No.4 HFO No.3 HFO No.2 HFO
Low Sulphur
OF008F OF010F OF012F OF015F 400 Tank (Stbd) Tank (Stbd) Tank (Stbd) Tank (Stbd) Tank (Stbd) Tank (Stbd)
40
OF411F OF413F OF415F OF417F OF004F
150 65 65 150 65
25 25 25 500
40 150 350 350 350 350 350 350
25
65 65
OF532F OF530F OF528F OF526F OF524F OF522F
400
50 50 50 50 50 50 50
No.7 Wing Water No.6 Wing Water No.5 Wing Water No.4 Wing Water No.3 Wing Water No.2 Wing Water
Ballast Tank (Starboard) Ballast Tank (Starboard) Ballast Tank (Starboard) Ballast Tank (Starboard) Ballast Tank (Starboard) Ballast Tank (Stbd)
Set 5K
100
150 OD002F
OF026F 500
150
FAH OD003F
2063 150 150
Auto
ST-SP OD004F
FAH Diesel Oil OD015F

2064 OF019F OF021F PI PI OD007F PI PI
Service Tank No.1 Diesel Oil
75% (150.5m3)
LAH OD006F OD008F Storage Tank
OF022F OF024F OF018F OF016F LC (227.9m3)
2065 No.2
TI HFO Transfer Pump
Heavy Fuel Oil 65 No.1 250
OF017F (As DO Pump)
Overflow Tank OF029F HFO Transfer Pump (150m3/h x 3.5 bar) OF418F
TI OD013F
(297.2m3) (150m3/h x 3.5 bar) OD012F
To Air LC 25
Vent System 25
LAL 25% 200 65
OF025F 50 50
2066
LAH To No.3 HFO
LI
2068 TI OF036F 50
Separator for
50 80 200 50 DO Purifying
200
Fuel Oil Confusion Between Shipyard Drawings: MB 101.25 and MB 101.20 (1/9) OD010F No.2 Diesel Oil
Drain Tank
(9.3m3)
Items marked to be verified Storage Tank
OD011F (127.4m3)
2.7 FUEL OIL AND DIESEL OIL TRANSFER All of the service and settling tanks have been fitted with a self-closing test Capacities (SG 0.990)
SYSTEMS cock to test for the presence of water and to drain any water that may be Compartment Volume 100% Weight 90%
present. Tundishes, under the test cocks drain any liquid to the fuel oil drain
(m3) (Tonnes)
tank as shown in illustration 2.6.4a. All of the FO settling, service and bunker
2.7.1 FUEL OIL AND DIESEL OIL BUNKERING AND Low sulphur HFO settling tank
tanks are provided with remote level and temperature indication displayed on
TRANSFER SYSTEM the relevant ICMS screen mimics. All of the HFO tanks are also fitted with Low sulphur HFO service tank
heating coils with the heating steam being supplied from the main 7 bar steam Total LSHFO in settling/service tanks
HFO/MDO Transfer Pumps system. The condensate from the heating coils then flows to the atmospheric
condenser and cascade/filter tank where it is checked for contamination. All of
Manufacturer: IMO Pumps HFO overflow tank
the FO transfer lines are trace heated by steam.
No. of sets: 2
Type: Vertical screw pump The HFO transfer pump is normally set for automatic operation, being started Total HFO/LSHFO capacity on board
Model: LPQ 110N1 IRYP and stopped by float switches in the HFO and LSHFO settling tanks. A selector
Capacity: 150m3/h x 3.5 bar switch on the LGSP for the HFO transfer pump has the following options:
Precautions to be Observed Prior To and During the Loading
Motor: Brook Crompton, WP-UDF 280SNE-D-6 1 Manual operation of Bunkers
Rating: 52kW, 440V, 60Hz, 1,180 rpm 2 Low sulphur HFO settling tank
Company bunkering procedures must be observed at all times and all personnel
3 HFO settling tank
involved in the bunkering procedure, whether planning or in the actual
Introduction operation of bunkering, must be fully aware of the contents of the document
Heavy Fuel Oil Tanks Oil Transfer Procedures - Bunkering and the Chief Engineer’s Standing Orders
Heavy fuel oil for the main engine, generator engines and boiler is stored in for bunkering. It is essential that all personnel involved in the bunkering
ten HFO storage tanks located between No.2 and No.6 cargo holds as shown Capacities (SG 0.990) procedure know who is in charge of the bunkering operation. The following
in illustration 2.7.1a. In addition to these there are two LSHFO storage tanks Compartment Volume 100% Weight 90% licensed/certificated officers are generally designated as persons in charge:
located in No.7 cargo hold. All of these tanks are filled from bunker lines (m3) (Tonnes)
• Chief Officer
at the port and starboard bunker stations which are located on A deck at the No.2 HFO bunker tank port
accommodation sides. The bunkering manifold crossover line is fitted with a No.2 HFO bunker tank starboard • Chief Engineer
relief valve (OF005F) which is set to operate at 5.0kg/cm2 with the discharge
No.3 HFO bunker tank port • First Engineer/Second Engineer
flowing directly into the HFO overflow tank. If overfilled the HFO and LSHFO
storage tanks also overflow into the HFO overflow tank. No.3 HFO bunker tank starboard
The Chief Engineer is in overall charge of the bunkering operation, but if he is
No.4 HFO bunker tank port
unable to be present the 1st/2nd engineer will take charge. The 3rd/4th engineer
There are also two MDO storage tanks fitted and these are filled from separate No.4 HFO bunker tank starboard is normally responsible for carrying out the tasks involved in the bunkering
lines fitted at the same bunker stations. No.5 HFO bunker tank port operation and they must not undertake a night duty when bunkering is taking
No.5 HFO bunker tank starboard place; if it is the 3rd/4th engineer’s duty night then a replacement duty engineer
All of the fuel oil storage tanks are fitted with high and high/high level alarms
No.6 HFO bunker tank port must be assigned.
which are activated when the tanks are 90% and 95% full respectively (confirm
settings). In normal operations the bunker tanks should only ever be filled No.6 HFO bunker tank starboard • All engineers and other personnel involved in the bunkering
to a maximum of 90% but some local port regulations can reduce this even Total HFO in bunker tanks process should know exactly what role they are to play and
further. what their duties are to be. Personnel involved should know
the location of all valves and gauges and be able to operate
LSHFO bunker tank port the valves both remotely and locally if required. A bunker plan
There are two HFO transfer pumps fitted and heavy fuel oil is transferred from
the storage tanks to the settling tanks by one of the pumps. The other transfer LSHFO bunker tank starboard should be drawn up prior to bunkering and all personnel involved
pump is normally dedicated to MDO transfer but because of the incorporation Total LSHFO in bunker tanks in bunkering must be fully aware of the contents of the plan and
of crossover valves it can also be used on the HFO system. understand the entire operational procedure. Before bunkering
HFO settling tank a meeting must take place so that all personnel involved in
The HFO/LSHFO bunker tanks are all fitted with remotely operated suction the bunkering operation understand the requirements of the
HFO service tank
and filling valves which are operated via the ICMS while the outlet valves bunkering operation and their duties in that operation.
from the HFO/LSHFO settling and service tanks are remotely operated quick- Total HFO in settling/service tanks
closing valves operated from the ship fire control station. If any of the valves
are tripped they must be reset locally at the valve.
OD503F 150 OD504F
Heavy Fuel Oil
TI PI OF541F 350 350 350 350 350 350
OF542F PI TI
Diesel Oil 150
OF543F 500 OF544F
500
250 250 250 250 250 250
LCH LCH 250
2005A 200 2007A 200
OF001F

HFO
OF002F
Low Set 5K
Settling Sulphur
HFO
Settling 80
TI TI TI (166.4m3) TI 200
Tank 100
OF030F
TIAH (166.4m )
3
TIAH TIAH TIAH
OF035F
250 250
OF003F 250 250 250 250 250
Low Sulphur
40
150 65 65 150 65
25 25 25 500
40 150 350 350 350 350 350 350
25
65 65
400
50 50 50 50 50 50 50
Set 5K
100
150 OD002F
OF026F 500
150
FAH OD003F
2063 150 150
Auto
ST-SP OD004F

75% (150.5m3)
2065 No.2
OF017F (As DO Pump)
TI OD013F
(297.2m3) (150m3/h x 3.5 bar) OD012F
To Air LC 25
Vent System 25
LAL 25% 200 65
OF025F 50 50
2066
LAH To No.3 HFO
LI
2068 TI OF036F 50
Separator for
200
Drain Tank
(9.3m3)
OD011F (127.4m3)
• Shore or barge tanks, whichever form is being used, should be • Drip trays are to be provided at bunker hose connections and d) Open the filling valve(s) on the HFO storage tanks to be filled
checked for water content. means of containing any oil spills must be in place. Spill from the ICMS screen display.
cleaning equipment must be checked before bunkering and must
• Representative samples are to be drawn using the continuous
be available at the bunkering station during bunkering. The operator responsible for the bunkering procedure at the mimic must ensure
drip method for the duration of the loading operation and
dispatched for analysis. Samples should be taken at the bunker • The bunkering operation is carried out from the ECR with control that the valves are set correctly. When HFO is being loaded the individual tank
supply manifold inlet to the ship system. of the bunker filling valves via the ICMS screen display. filling valves are controlled manually from the mimic to ensure that the tanks
are filled to the required capacity.
• As far as possible new bunkers should be segregated from • The initial loading rate must be agreed with the barge or shore
existing bunkers on board. If bunkers being received are to be station and bunkering commenced at an agreed signal. Only
loaded into the same tanks as existing bunkers on board, great upon confirmation of no leakage and fuel only going into the Tank Filling Valves
care must be taken to avoid problems of incompatibility. If nominated tank, should the loading rate be increased to the Description Valve
there is any doubt about the compatibility between the new and agreed maximum. On this vessel the maximum loading rate is
existing bunkers the new bunkers should not be loaded on top of ??? the topping-off rate is ??? No.2 HFO bunker tank port OF521F
existing bunkers. No.2 HFO bunker tank starboard OF522F
• When the tank being filled reaches 80% full, the filling rate
• No internal transferring of bunkers should take place during should be reduced by diverting some of the flow to another No.3 HFO bunker tank port OF523F
bunker loading operations, unless permission has been obtained bunker tank. When the final tank is being filled the pumping No.3 HFO bunker tank starboard OF524F
from the Chief Engineer. rate must be reduced to a maximum value of ???m³/h when No.4 HFO bunker tank port OF525F
the 80% capacity has been reached. Filling of the tank must be No.4 HFO bunker tank starboard OF526F
• The Chief Engineer should calculate the estimated finishing
stopped when the tank reaches 90% full. For the final tank the
ullages/dips, prior to the starting of loading. No.5 HFO bunker tank port OF527F
filling rate must be reduced at the barge or shore station and not
• Bunker tanks should not exceed 90% full; high and high/high by throttling the filling valve. No.5 HFO bunker tank starboard OF528F
level alarms are fitted at 90% and 95% full level for all tanks. No.6 HFO bunker tank port OF529F
(confirm) CAUTION No.6 HFO bunker tank starboard OF530F
• Any bunker barges attending the vessel are to be safely moored At least one bunker tank filling valve must be fully open at all times LSHFO bunker tank port OF531F
alongside before any part of the bunker loading operation during the bunkering operation. LSHFO bunker tank starboard OF532F
begins.
• Level alarms fitted to bunker tanks should be tested prior to any All relevant information regarding the bunkering operation is to be entered in
Line Valves
bunker loading operations. the Oil Record Book. Information required to be entered includes date, time,
quantity transferred, tanks used and individuals involved. Position Description Valve
• The soundness of all lines should be verified by visual
inspection. As required Port HFO bunker connection valve OF541F
The fuel transfer lines and valves should be pressure tested once each year and
As required Starboard HFO bunker connection valve OF542F
• The pre-bunkering checklist must be completed. details of the tests inserted in the Engine Room Log Book.
As required HFO bunker tank filling line valve OFO35F
• The Chief Engineer, or other designated licensed/certificated As required HFO bunker tank filling line valve OF004F
officer as indicated above, is responsible for bunker loading Procedure for the Loading of Fuel Oil Bunkers From a Shore
As required Line valve to HFO storage tanks OF002F
operations, assisted at all times by a sufficient number of Station or Barge
officers and ratings to ensure that the operation is carried out
safely. Note: It is essential that the tank valve is open for any particular tank together
a) At the bunker connection to be used, remove the blank and
with the line valves connecting that tank to the bunker supply manifold.
• A watch must be kept at the manifold during loading. connect the bunkering hose. Check the joint and fit a new one if
Failure to open all valves will prevent the tank from being filled and will
there are any signs of damage.
• All personnel involved in the bunkering operation must be in result in over-pressure in the bunker line.
radio contact.
b) Ensure that the blanks on the other bunkering connections are
• The maximum pressure in the bunker manifold should be below secure and that all valves are closed, including the drain and Note: Ensure that the vent line valve to the overflow tank is open (Author’s
5.0kg/cm2, at which point the line relief valve will discharge to sampling valves. The drip tray must be empty and the drain note: Check vent line)
the HFO overflow tank. valve closed.
• Safe means of access to barges/shore shall be used at all times.
c) Set the manual valves in the system, ensure that the bunker line
• Scuppers and save-alls, including those around bunker tank drain valves are both shut.
vents, should be effectively plugged.
OD503F 150 OD504F
Heavy Fuel Oil
TI PI OF541F 350 350 350 350 350 350
OF542F PI TI
Diesel Oil 150
OF543F 500 OF544F
500
250 250 250 250 250 250
LCH LCH 250
2005A 200 2007A 200
OF001F

HFO
OF002F
Low Set 5K
Settling Sulphur
HFO
Settling 80
TI TI TI (166.4m3) TI 200
Tank 100
OF030F
TIAH (166.4m )
3
TIAH TIAH TIAH
OF035F
250 250
OF003F 250 250 250 250 250
Low Sulphur
40
150 65 65 150 65
25 25 25 500
40 150 350 350 350 350 350 350
25
65 65
400
50 50 50 50 50 50 50
Set 5K
100
150 OD002F
OF026F 500
150
FAH OD003F
2063 150 150
Auto
ST-SP OD004F

75% (150.5m3)
2065 No.2
OF017F (As DO Pump)
TI OD013F
(297.2m3) (150m3/h x 3.5 bar) OD012F
To Air LC 25
Vent System 25
LAL 25% 200 65
OF025F 50 50
2066
LAH To No.3 HFO
LI
2068 TI OF036F 50
Separator for
200
Drain Tank
(9.3m3)
OD011F (127.4m3)
e) Open the valve at the selected bunkering station, OF541F for the q) Open the bunker line vent valve and allow the hose to drain back Procedure for Transferring Heavy Fuel Oil From the Heavy
port bunker station or OF542F for the starboard bunker station. to the supplier. Allow the bunkering line to drain to a suitable Fuel Oil Storage Tanks To the Heavy Fuel Oil Settling Tanks
Check that the manifold drain and sampling valves are closed. bunker tank.
After the bunker line is set for loading HFO into selected tanks HFO is transferred from the HFO storage tanks to the HFO settling tank
the line settings must be checked to ensure that they are lined up r) Close all bunker station valves, the line valves and tank filling as required. The normal arrangement is for automatic transfer using the
correctly. valves. Check that all valves are closed. HFO transfer pump in automatic mode, the pump being started and stopped
according to the level in the HFO (or LSHFO depending the setting on the
f) Establish effective communication between the ship’s control s) Disconnect the hose and replace the blank at the bunker station pump automatic control selection switch) settling tank.
centre, the ECR, the deck filling manifold and the bunkering connection.
shore station using UHF sets. Bunkering control is normally When the HFO transfer pump is selected for automatic operation the pump
from the screen mimic in the ECR (check). t) Check tank levels and agree quantity supplied then, if satisfied, is started when the level in the selected settling tank falls to approximately
sign the bunker receipt. 40% full and the pump stops again when the tank level rises to approximately
g) Agree and understand the filling rates and signalling systems 85% full (XXm³ and XXm³ for the HFO and LSHFO tanks respectively). The
with the barge or shore station. Agree the quantity and pump can be manually operated if required but that will require constant
specification of the fuel oil to be supplied. Procedures for Handling High H2S Bunker Fuel supervision by the duty engineer during the pumping operation. When selected
for automatic operation the HFO transfer pump will maintain the desired level
h) Signal to the shore station to commence bunkering HFO at the In recent years it has become more evident that residual bunker fuel is in the settling tank, starting and stopping as necessary.
agreed slow rate. containing naturally higher values of H2S. MARPOL Annex VI. Annex C
outlines the precautions and general guidance when dealing with residual The duty engineer must ensure that the HFO storage tank from which fuel
i) Check the ship-to-shore connection and pipeline for leaks. fuels which contain H2S. The description outlines how the H2S levels increase is being taken has sufficient HFO to ensure that the transfer pump does not
with heating, agitation during transfer and the size of the vapour head space lose suction at any time during automatic operation. During UMS periods the
j) Check that HFO is flowing into the required tank(s) and not to available in a tank containing the fuel. A vapour monitoring period on the operating bunker tank must always contain fuel. For final stripping-out of the
bunkered tanks carried out every 24, 48 and 72 hours should take place. The duty HFO tank, the pump should be switched to manual, stopping the pump
any other tank.
maximum permissible H2S value after the first 24 hour period following the when it finally losses suction.
taking of bunkers is 200ppm, if the recorded level in a tank(s) vapour space
k) Increase the bunkering rate to the agreed maximum which for
is higher than this, then the tank must be vented under controlled conditions a) Select the HFO transfer pump for automatic operation, either
this vessel is ?? (details to add)
after a risk assessment has be carried out. Annex C gives general guidance on position 2 or 3 depending which settling tank is being filled.
the risk assessment points that need to be considered before venting a vapour
l) Commence taking the bunker sample at the cock at the deck
space.
manifold. b) Set the valves as in the following table. The description assumes
that HFO is being taken from the No.6 port HFO storage tank
Hydrogen sulphide is classed as an enzyme inhibitor which has the effect of
m) As the level in the first storage tank approaches 80%, open and transferred to the HFO settling tank.
temporarily stopping the transport of oxygen between body tissues. The gas,
another tank filling valve to top-up the tank slowly, then close
which is heavier than air, invisible to the naked eye and highly explosive, will
the first tank’s filling valve when the required 90% (normal kill immediately in concentrations over 1,000ppm. Position Description Valve
maximum allowed) full level is reached. At least one tank filling Open No.6 port HFO storage tank suction valve OF509F.
valve must be open at all times when filling at the maximum The gas, which has a smell similar to rotten eggs, will kill the sense of smell Closed Suction valves from other HFO/LSHFO
rate. in 3 to 15 minutes when in concentrations above 100ppm, there will also be storage tanks
a stinging of the eyes and throat. In concentrations above 200ppm there will Open HFO suction line quick-closing valve OF030F
n) Fill the remaining tanks in the same way. For the final storage additionally be losses of the sense of reasoning and balance. Above 500ppm
tank the filling rate must be reduced to a maximum value of ?? Open Line isolating valve OF036F
unconsciousness will quickly set in with respiratory paralysis within 30
by slowing the pumping operation, this must be signalled to the to 45 minutes. At 700ppm, breathing will stop unless immediate artificial Closed HFO transfer pump suction valve from MDO OF025F
barge or shore station. resuscitation is administered in a safe area. system (locked closed)
Closed HFO transfer pump suction valve from HFO/ OF026F
o) When the final tank is full (90% maximum), the barge or shore LSHFO settling and service tanks
station must be signalled to stop pumping. Open HFO transfer pump suction filter OF020F OF019F
inlet and outlet valves OF021F
p) Ensure that the sample containers are properly sealed and
Open HFO transfer pump suction filter OF023F OF022F
have them despatched for analysis, as required by the Chief
Engineer’s Standing Orders.
Open HFO transfer pump discharge valve OF018F
OD503F 150 OD504F
Heavy Fuel Oil
TI PI OF541F 350 350 350 350 350 350
OF542F PI TI
Diesel Oil 150
OF543F 500 OF544F
500
250 250 250 250 250 250
LCH LCH 250
2005A 200 2007A 200
OF001F

HFO
OF002F
Low Set 5K
Settling Sulphur
HFO
Settling 80
TI TI TI (166.4m3) TI 200
Tank 100
OF030F
TIAH (166.4m )
3
TIAH TIAH TIAH
OF035F
250 250
OF003F 250 250 250 250 250
Low Sulphur
40
150 65 65 150 65
25 25 25 500
40 150 350 350 350 350 350 350
25
65 65
400
50 50 50 50 50 50 50
Set 5K
100
150 OD002F
OF026F 500
150
FAH OD003F
2063 150 150
Auto
ST-SP OD004F

75% (150.5m3)
2065 No.2
OF017F (As DO Pump)
TI OD013F
(297.2m3) (150m3/h x 3.5 bar) OD012F
To Air LC 25
Vent System 25
LAL 25% 200 65
OF025F 50 50
2066
LAH To No.3 HFO
LI
2068 TI OF036F 50
Separator for
200
Drain Tank
(9.3m3)
OD011F (127.4m3)
Position Description Valve Author’s Note: The HFO transfer pump suctions from the HFO storage tanks Position Description Valve
need checking. The pipelines on the drawing MB101.20(1/9) and MB101.25
Closed HFO transfer pump line valve to HFO OF016F Open Line valve to HFO transfer pump suction OF036F
appear not to interface properly.
bunkering line Closed HFO transfer pump suction from MDO system OF025F
Closed HFO transfer pump discharge valve to MDO OF017F (locked closed)
system (locked closed) Procedure for Transferring Heavy Fuel Oil between Heavy Closed HFO transfer pump suction valve from HFO/ OF026F
Closed HFO transfer pump discharge valve to HFO OF035F Fuel Oil Storage Tanks Using the Heavy Fuel Oil Transfer LSHFO settling and service tanks
storage tanks Pump Closed HFO transfer pump suction valve from fuel OF027F
Closed HFO transfer pump discharge valve to LSHFO OF006F oil drain tank
settling tank It is possible to transfer HFO between the port and starboard HFO storage Open HFO transfer pump suction filter OF020F OF019F
Open HFO transfer pump discharge valve to HFO OF007F tanks for trim or other purposes and to do this the HFO transfer pump is used. inlet and outlet valves OF021F
settling tank The transfer pipeline is set up at the ICMS screen mimic as the tank suction and
Open HFO transfer pump suction filter OF023F OF022F
filling valves are of the remotely operated type. The HFO transfer pump valves
c) As the pump is selected for automatic operation it will start and are manually operated and must be set locally. Normally the HFO transfer
pump suction and discharge valves are maintained in the open position. Open HFO transfer pump discharge valve OF018F
stop according to the operation of the level switches in the HFO
Open HFO transfer pump line valve to bunkering OF016F
settling tank.
Note: Transferring fuel oil between storage tanks can have an adverse effect line
on the stability of the ship. Such transfer should only be undertaken after Closed Port and starboard bunker connection valves OF541F
Note: The duty engineer must always ensure that there is sufficient HFO in
consultation with the deck department when details of the amount of oil to and blanks OF542F
the selected HFO bunker tank, especially during a period of UMS operation.
When a bunker tank is nearly empty the duty engineer should operate the be transferred and the tanks involved are discussed. Closed HFO settling tank filling valve OF007F
transfer pump in manual mode, pumping oil until the pump loses suction. The Closed LSHFO settling tank filling valve OF006F
operator should then realign the valves to take suction from another bunker a) Select the HFO transfer pump to manual operation. Open HFO transfer pump remotely operated OF035F
tank. Selection of the operating HFO bunker tank should always be made in discharge valve to HFO/LSHFO storage
co-operation with the deck department to ensure stability of the vessel. b) Determine how much fuel is to be transferred and check that tanks
there is sufficient capacity in the receiving HFO storage tank to
The procedure for taking HFO/LSHFO from any of the other HFO storage accommodate the HFO being transferred. d) Confirm the amount of HFO to be transferred and the tanks
tanks is the same as that described above except for the setting of the storage between which the transfer is to take place; check that the
tank suction valves. Note: The system valves are remotely operated and are normally set from the pipeline system valves have been correctly set. Check that the
ICMS screen mimic. The pump valves and pump system connection valves blanks are fitted at the bunker station connections.
are manually operated and must be set in the engine room.
Low Sulphur Fuel Oil e) Start the HFO transfer pump in manual mode and commence
c) Set up the pump valves as in the following table. The description the transfer of HFO between the selected tanks. Check that the
Low sulphur heavy fuel oil is stored in the port and starboard LSHFO storage used assumes that the HFO transfer pump is being used and that HFO is going from the selected tank to the designated tank and
tanks. The procedure for the transfer of LSHFO from the storage tanks to the HFO is being transferred from the No.6 starboard HFO storage not any other tanks. The pipeline system must be checked for
LSHFO settling tank is the same as the procedure for transferring HFO from
tank to the No.6 port HFO storage tank. leaks.
the storage tanks to the HFO settling tank, except for the setting of the valves
and the pump selector switch. (Author’s note:- Check this selector switch)
Note: On no account must HFO be transferred to the LSHFO tanks. f) Stop the operating HFO transfer pump when the desired quantity
The LSHFO settling tank has low and high level float switches which start of HFO has been transferred.
and stop the HFO transfer pump. The operator must ensure that the pump is Position Description Valve
selected for LSHFO transfer to ensure that the pump operates according to the g) Close the tank and line valves as necessary.
Open No.6 starboard HFO storage tank suction OF510F
level switches in the LSHFO settling tank. valve
h) Record details of the HFO transfer in the Oil Record Book.
Open No.6 port HFO storage tank inlet valve OF529F
The remotely operated line valves are changed at the fuel mimic to set up the
Closed Suction and filling valves from all other HFO/ Note: The procedure is the same for transferring HFO between any other
system for LSHFO transfer. The remotely operated suction valve OF511F OR
LSHFO storage tanks tanks except for the setting of the system and tank valves.
OF512F from either the port or starboard LSHFO storage tank is opened and
the suction valves from the other HFO storage tanks are all closed. The filling Open HFO storage tank suction line quick-closing OF030F
valve on the LSHFO settling tank, OF006F is opened and the filling valve on valve
the HFO settling tank, OF007F closed. Closed Line isolating valves OF004F
OF035F
Illustration 2.7.1b Diesel Oil Bunkering and Transfer System No.7 Wing Water No.6 Wing Water No.5 Wing Water No.4 Wing Water No.3 Wing Water No.2 Wing Water
OD503F 150 OD504F
Diesel Oil
TI PI OF541F 350 350 350 350 350 350
OF542F PI TI
Heavy Fuel Oil 150
OF543F 500 OF544F
500
250 250 250 250 250 250
LCH LCH 250
2005A 200 2007A 200
OF001F

HFO
OF002F
Low Set 5K
Settling Sulphur
HFO
Settling 80
TI TI TI (166.4m3) TI 200
Tank 100
OF030F
TIAH (166.4m )
3
TIAH TIAH TIAH
OF035F
250 250
OF003F 250 250 250 250 250
Low Sulphur
40
150 65 65 150 65
25 25 25 500
40 150 350 350 350 350 350 350
25
65 65
400
50 50 50 50 50 50 50
Set 5K
100
150 OD002F
OF026F 500
150
FAH OD003F
2063 150 150
Auto
ST-SP OD004F

75% (150.5m3)
2065 No.2
OF017F (As DO Pump)
TI OD013F
(297.2m3) (150m3/h x 3.5 bar) OD012F
To Air LC 25
Vent System 25
LAL 25% 200 65
OF025F 50 50
2066
LAH To No.3 HFO
LI
2068 TI OF036F 50
Separator for
200
Drain Tank
(9.3m3)
OD011F (127.4m3)
Procedure for Pumping Contents of Fuel Oil Drain Tank • Generator engine HFO heater drains The outlet valves from the diesel oil storage tanks and service tank are of
the remote operated quick-closing type with a collapsible bridge which can
• Main engine and generator engine fuel oil supply pumps drains
The fuel oil drain tank contents can be pumped into the HFO settling tank using be pneumatically operated from the ship’s fire control station. After being
the HFO transfer pump • Main engine and generator engine fuel oil circulating pump remotely tripped however, the valves must be reset locally at the valve. The DO
drains service tank is also fitted with a self-closing test cock to test for the presence
Note: On no account must HFO be transferred to the LSHFO tanks • HFO purifier coaming of water and to drain any water present. A tundish under the test cock drains
any liquid to the fuel oil drain tank. All tanks are provided with temperature
• HFO purifier feed pumps and heaters indication plus remote level indication which registers in the ECR. The MDO
The valves are set as follows: • HFO purifier sludge service tank overflows to the No.2 MDO storage tank and the storage tanks
have an overfill alarm set at 95% capacity (check).
• Auxiliary boiler fuel oil supply pump, auxiliary boiler ignition
Position Description Valve pump and auxiliary boiler diesel oil pump drains
Open FO drain tank outlet valve to HFO transfer OF027F. • Auxiliary boiler fuel oil heater and waste oil heaters Procedure for Loading Diesel Oil From a Shore Station or
pump Barge
• Main engine fuel oil pumps clean leakage drain
Closed HFO transfer pump suction valve from HFO OF026F
and LSHFO settling and service tanks • Main engine fuel oil pumps dirty leakage drain The precautions and organisation for loading MDO which should be followed
Closed HFO transfer pump suction valve from MDO OF025F are the same as described for HFO. There is a relief valve set at 5kg/cm2 on the
• HFO transfer pump trays
tanks(locked closed) MDO bunker line.
• Decanter oil reservoir overflow.
Closed HFO transfer pump suction valve from HFO OF036F
a) The bunker line blank is removed and the bunkering hose
and LSHFO storage tanks
connected at the bunker connection to be used. The joint should
Open HFO transfer pump suction filter OF020F OF019F Diesel Oil System be inspected and replaced if it shows signs of damage.
Open HFO transfer pump suction filter OF023F OF022F Diesel oil for all purposes on board the ship is stored in the No.1 and No.2 MDO b) A drip tray is arranged beneath the bunker pipe connection and
inlet and outlet valves OF024F storage tanks and the MDO service tank. The diesel oil is transferred from the equipment should be organised to deal with any oil spill.
Open HFO transfer pump discharge valve OF018F storage tanks to the service tank using the No.3 HFO/MDO separator which
can be used for either HFO or MDO but is normally set to operate on MDO. c) Ensure that the blank on the other bunkering connection is
Closed HFO transfer pump discharge valve to bunker OF016F Diesel oil can be supplied to the main engine, generator engines and boiler, but
manifold secure and that the valve is closed. Ensure that the drain and
under normal circumstances only the boiler pilot burner will be burning MDO.
Closed HFO transfer pump discharge valve to MDO OF017F sampling valves are closed.
The emergency generator uses MDO from its own service tank.
system (locked closed)
d) Set the valves as in the following table. This assumes that the
Open HFO transfer pump discharge valve to HFO OF007F The MDO storage tanks are filled from the MDO bunkering lines with the
No.1 MDO storage tank is being filled from the port bunker
settling tank bunker connections being located on the port and starboard side of the ship at
station.
Closed HFO transfer pump discharge valve to LSHFO OF006F A deck level. The diesel oil transfer pump is located in the engine room at floor
settling tank plate level and is used to transfer MDO between the diesel oil storage tanks.
The fuel oil drains tank receives drains from the following systems: Open No.1 MDO storage tank remotely operated OD003F.
Diesel Oil Tanks
filling valve
• Generator engine Nos.1, 2, 3 and 4 fuel oil feed pump trays
Capacities (SG 0.890) Closed No.1 MDO storage tank quick-closing outlet OD015F
• Generator engine Nos.1, 2, 3 and 4 clean fuel oil drains Compartment Volume 100% Weight 90% valve
• Generator engines Nos.1, 2, 3 and 4 dirty fuel oil drains (m3) (Tonnes) Closed No.2 MDO storage tank remotely operated OD004F
No.1 MDO storage tank filling valve
• Emergency generator trays
No.2 MDO storage tank Closed No.2 MDO storage tank quick-closing outlet OD011F
• HFO and LSHFO service and settling tank trays and drains valve
MDO service tank
• DO service tank trays and drains Total Capacity of MDO Onboard Closed MDO line valve to HFO transfer pumps OD006F
• HFO purifier heaters Open Port bunker station manifold valve OD501F
Closed Starboard bunker station manifold valve OD502F
• HFO auto backflushing and manual bypass filter pressurised
Closed Bunker manifold drain valves OD503F
drains
OD504F
• Main engine HFO heater drains
Illustration 2.7.1b Diesel Oil Bunkering and Transfer System No.7 Wing Water No.6 Wing Water No.5 Wing Water No.4 Wing Water No.3 Wing Water No.2 Wing Water
OD503F 150 OD504F
Diesel Oil
TI PI OF541F 350 350 350 350 350 350
OF542F PI TI
Heavy Fuel Oil 150
OF543F 500 OF544F
500
250 250 250 250 250 250
LCH LCH 250
2005A 200 2007A 200
OF001F

HFO
OF002F
Low Set 5K
Settling Sulphur
HFO
Settling 80
TI TI TI (166.4m3) TI 200
Tank 100
OF030F
TIAH (166.4m )
3
TIAH TIAH TIAH
OF035F
250 250
OF003F 250 250 250 250 250
Low Sulphur
40
150 65 65 150 65
25 25 25 500
40 150 350 350 350 350 350 350
25
65 65
400
50 50 50 50 50 50 50
Set 5K
100
150 OD002F
OF026F 500
150
FAH OD003F
2063 150 150
Auto
ST-SP OD004F

75% (150.5m3)
2065 No.2
OF017F (As DO Pump)
TI OD013F
(297.2m3) (150m3/h x 3.5 bar) OD012F
To Air LC 25
Vent System 25
LAL 25% 200 65
OF025F 50 50
2066
LAH To No.3 HFO
LI
2068 TI OF036F 50
Separator for
200
Drain Tank
(9.3m3)
OD011F (127.4m3)
e) When all of the pipes and connections have been checked, e) Ensure that the port and starboard bunker station MDO filling Emergency Generator Fuel System
signal the shore station or bunker barge to commence pumping valves are shut and the lines blanked.
at the agreed low rate. The maximum bunkering rate allowed for Fuel for the emergency diesel generator is stored in the emergency generator
this class of ship is ??m³/h and ??m³/h during topping-off which f) Start the diesel oil transfer pump and pump the desired quantity MDO tank located in the emergency generator room and must always hold
should take place when the tank level reaches 80%. of oil. Stop the pump when the correct amount has been sufficient fuel for at least 24 hours continuous operation of the engine at full
transferred. load.
f) When it has been confirmed that there are no leaks, signal to
increase the delivery rate to the agreed maximum. g) Close all tank, line and pump valves. Record the transfer in the The emergency generator fuel tank has a capacity of 5.4m3 and is filled from
Oil Record Book. a connection on B deck from oil storage drums. The oil is pumped into the
g) Begin taking a sample of the delivered MDO. emergency generator fuel tank as required using a hand operated pump. The
plug on the tank filling line must be removed before filling the tank and must
h) As the level in the DO storage tank approaches 80% signal the Procedure for the Transfer of Diesel Oil Using the No.2 Oil be replaced securely after the tank has been filled.
barge or shore station to slow the pumping rate to top-off the Transfer Pump
storage tank slowly. When the tank is 90%, full signal to stop Illustration 2.7.1c Emergency Diesel Generator Fuel Oil System
pumping. The No.2 HFO transfer pump can be used to pump MDO as explained in the
section above. To pump the fuel ashore, set the system valves in accordance B Deck
i) Open the vent and allow the bunker hose to drain. with the following. It has been assumed that the fuel is being discharged
through the port side manifold.
j) Disconnect the hose and refit the blank.
Position Description Valve Emergency
Wire Rope
Generator
k) Collect the MDO sample and have it sent for analysis. Closed No.2 transfer pump suction valve OD008F Engine Diesel
LAL
Oil Tank
Closed No.2 transfer pump discharge valve OD007F (5.4m3)
2051
Emergency
l) Check the quantity of MDO delivered to the storage tanks, agree Generator Engine
Open Crossover suction valve from MDO system OF025F
the delivery quantity with the supplier and sign the receipt. to HFO transfer pump (normally locked OF OF OD XI
Standby
430F429F 024F 0801
closed) XI
Run
Procedure for the Transfer of Diesel Oil Using the No.2 Oil Closed Crossover discharge valve to HFO transfer OF017F 0802
Transfer Pump pump (normally locked closed) XI

0803
Emergency
Trip
Closed Bunker manifold drain valves OD503F XI
Start Fail
MDO is transferred between the No.1 or No.2 MDO storage tanks using the OD504F 0804
Battery
No.2 HFO transfer pump set up as the diesel oil transfer pump. The diesel oil Open Port bunker manifold discharge valve OD501F
XI
0805 Charge
service tank can also be pumped by opening the tank outlet valve OD013F to Closed Starboard bunker manifold discharge valve OD502F Abnormal
the MDO transfer pump suction and removing the spade blank.
a) The HFO transfer pump can be started in manual mode and the
a) Open the required MDO storage tank quick-closing outlet valve OD
desired quantity of MDO pumped ashore. 403F
OD015F for the No.1 storage tank or OD011F for the No.2 tank.
Check that the MDO service tank outlet line valve OD013F to
To Fuel Oil
the transfer pump is closed and the spade blank is in position. Drain Tank A Deck
b) Open the line valve to the DO transfer pump OD012F and the
pump suction valve OD008F and discharge valve OD007F.
Open the discharge line valve OD006F.
c) Ensure that the interconnecting suction and discharge line

valves OF025F and OF017F, to the HFO transfer pump, are
locked closed. This is the normal state.
d) Open the remotely operated filling valve to the required MDO

storage tank, OD003F for No.1 or OD004F for No.2.
Illustration 2.7.2a Fuel Oil and Diesel Oil Separating System To Air
Key
From Main Engine From Decanter From Nos.1 and 2 Vent System
and Generator Engine Heavy Fuel Oil Compressed Air Sludge Generator Engine
Fuel Oil Return Transfer Pump DO Return
Diesel Oil Steam
50
50
65
65 50 40
65
65 50
OF106F OF121F OF111F OF123F OF118F OF125F OD050F Diesel Oil
HFO Separator From Nos.3 and 4 Service Tank
Heaters Generator Engine (150m3)
HFO HFO Low Sulphur Low Sulphur (4th Deck - Port) DO Return
Service Tank Settling Tank HFO HFO EPCON EPCON
98°C EPCON 98°C 98°C
(150m3) (150m3) Service Tank Settling Tank TC TC TC
(150m3) (150m3) 50 50 50 50
OF051F OF053F OF055F OF057F OD016F

TI TI TI
Steam Steam Steam OD017F
50
OF050F OF052F OF054F OF056F No.1 No.2 No.3
50
When Diesel 50
TI TI Oil Purifying, TI
Close This
OF108F OF112F
Valve OF117F 40
LC
50
40 40 40
40 50
65
40 40 40 40
OF059F To Main Engine, OD026F

100 100 40 To Auxiliary Boiler 50 50
Generator Engine
OF061F OF060F FO Service System 50 50 50
and Auxiliary Boiler
DO Service System
100 To Main Engine To FO
and Generator Engine Drain Tank
FO Service System
50 TT
TT OD027F
65 TT
50
200
65 65 50 From Diesel
PI PI
OF092F Oil
65 50
No.1 HFO Separator No.2 HFO Separator No.3 HFO Separator Storage Tank
65 OF062F OF100F OF119F
65 50
No.1 XI XI XI
OF063F HFO Separator 1601 1604 1607
XA XA XA
65 Feed Pumps OF103F 1602
FI
1605
FI
1608
FI
OF064F (9.2m3/h x 2.5 bar) TIAH TIAH TIAH

1603 1606 1609
50
OF065F PI PI 50 From
65 50 Compressed Workbench
Air PI PS PI PS PI PS
OF066F OF101F In Purifier
65 Room
No.2
OF067F 15
65 AR037F
OF104F
OF068F 125 125 125
To Air
OF420F LC
PI PI BG263F Vent System ZS ZS ZS
OF069F LAH
65 50 OF404F 50
1601 OF405F 50 OF406F 50
85 50
150
OF070F OF102F
65
No.3 HFO Separator 40
OF071F TI Sludge Tank
65
(8m3)
OF072F To To FO
Fuel Oil To Sludge
Drain Tank
Drain Tank Collecting
OF091F
Pump
2.7.2 FUEL OIL AND DIESEL OIL SEPARATING SYSTEM There are three centrifugal self-cleaning HFO separators fitted, two are Being of the self-cleaning type, the accumulated solids within the holding
dedicated to use on HFO while the third (No.3) can operate on either HFO space are ejected at predetermined intervals depending on the quality of the
or MDO. The HFO/MDO separator is normally set for MDO operation but it oil. The cleaning cycle is achieved automatically; a number of control valves
Heavy Fuel Oil Separator
can be switched to HFO operation if necessary. Normally one HFO separator act to allow the oil to bypass the separator and to open the bowl for a set time.
Manufacturer: Westfalia will be in use with the second being cleaned or ready to use. Each separator There is a water monitoring system (WMS), which controls the discharge of
No. of sets: 3 is equipped with a supply pump, duplex filter and steam heater and all of the water and a sludge monitoring system (SMS), which controls the discharge of
Model: OSD80 equipment is located in the purifier room. sludge.
Capacity: 9.2m3/h Instrument air is supplied to the separators to control the supply of oil to the
Motor: 26kW bowl and the automatic discharge facility while fresh water is supplied for Separator Control System
sealing and flushing purposes. (Authors Note: No vendor information supplied but this type of separator
normally operates with a D10 controller. Check on board and confirm that the
Heavy Fuel Oil Separator Feed Pump following text applies.)
The HFO separators normally draw from the HFO and LSHFO settling tanks,
Manufacturer: IMO Pumps although they can if necessary take their suctions from the HFO and LSHFO
service tanks. The ‘clean’ HFO or LSHFO is processed through the separator The D10 control unit is used for the automatic ejection control and condition
Type: Horizontal screw type
and discharged to the HFO or LSHFO service tank. monitoring of the fuel oil separator. Each fuel oil separator has its own control
No. of sets: 3 unit and each has three modes of operation.
Model: ACG 060N7 NTBP
Normally the separator throughput is set to match the fuel consumption in 1) Partial ejections
Capacity: 9.2m3/h x 2.5 bar the main and generator engines and in the auxiliary boiler. If the separator
2) Total ejections
Motor: Brook Crompton, WU-DA 132SG-D-6 throughput exceeds the consumption the excess delivered to the service tank
Rating: 3.5kW, 440V, 60Hz, 1,160 rpm will overflow back to the settling tank when the service tank becomes full. 3) Preselected partial ejections followed by total ejection
The separator feed pump feeds oil to its associated separator via a heater. The The monitoring and control system provides two basic monitoring systems.
HFO Separator Heaters steam heaters maintain an oil temperature of 98ºC for HFO and from the heater 1) Water monitoring system (WMS)
Manufacturer: DongHwa Entec the HFO flows into the separator. After cleaning the oil is discharged to the
HFO service tank, or to the low sulphur HFO service tank if applicable. The 2) Sludge space monitoring system (SMS)
No. of sets: 3
separator has an alarm which activates if the HFO temperature exceeds 108ºC
Model: Shell and tube, steam heated or falls below 88ºC (check temperatures). Water Monitoring System
Water which is separated from the oil collects in the outer part of the bowl. The
Introduction Separator Operation separating disc in the bowl continuously directs a small flow from the outer
part of the bowl to the sensing liquid pump, which discharges this flow to a
WARNING Liquid mixtures and solid/liquid mixtures can be separated by two methods, conductivity sensor. If the conductivity sensor detects the presence of water it
Care must be taken when operating the separator system. Hot oil and the gravity field of a settling tank or the centrifugal field of a separator bowl. means that a reasonable amount of water is present in the bowl. The control
steam are present and can result in serious injury if leakage occurs. Both systems rely on the product components having different densities. Since system then opens a solenoid operated valve to discharge the water through
There is a fire risk from the presence of hot oil and all precautions must the centrifugal force of a separator is considerably more effective than the the dirty water outlet; the separator is operating as a purifier. When the water
be taken to prevent a fire and to deal with one should an outbreak occur. gravity field of a settling tank the centrifugal force method is used. The heated has been discharged the valve is closed and the separator resumes operation as
The extinguishing system must be checked frequently. dirty oil enters the separator and the centrifugal force created by the rotating a clarifier.
bowl causes the liquid mixture to separate into its different constituents within
the disc stack. Sludge Monitoring System
CAUTION
Centrifuges operate on an automatic sludging system but failure of the The solid particles suspended in the oil settle on the underside of the discs Desludging of the bowl normally takes place at timed intervals, which are
system to effectively discharge sludge can cause overload and subsequent and slide down into the solids holding space at the periphery of the bowl. The changed to suit the quality of the oil being treated. A sensor in the sludge
breakdown of the bowl arrangement which rotates at high speed. After smooth disc surfaces allow the solids to slide down and provide self-cleaning monitoring system detects the buildup of sludge/water in the sludge space of
manual cleaning, care is needed to ensure that the bowl is assembled of the discs. Each bowl assembly is fitted with a regulating ring, sometimes the bowl. If the amount of sludge becomes excessive, the system will activate
correctly, as incorrect assembly can result in disintegration at high referred to as a gravity disc. The diameter of the gravity disc will determine the the automatic desludging procedure even though a timed desludging operation
rotational speed. All operating and maintenance precautions stipulated position of the interface between the oil and the collected separated water and is not due. If there are more than two untimed desludging operations between
by the manufacturer in the maintenance manual must be observed. is set according to the density of the oil to be cleaned. normal timed desludging operations an alarm is activated and this requires the
intervention of an engineer.
Illustration 2.7.2a Fuel Oil and Diesel Oil Separating System To Air
Key
Diesel Oil Steam
50
50
65
65 50 40
65
65 50
(150m3) (150m3) 50 50 50 50

TI TI TI
50
50
When Diesel 50
Close This
OF108F OF112F
Valve OF117F 40
LC
50
40 40 40
40 50
65
40 40 40 40

Generator Engine
DO Service System
FO Service System
50 TT
TT OD027F
65 TT
50
200
PI PI
OF092F Oil
65 50
65 OF062F OF100F OF119F
65 50
No.1 XI XI XI
XA XA XA
FI
1605
FI
1608
FI

1603 1606 1609
50
65 Room
No.2
OF067F 15
65 AR037F
OF104F
OF068F 125 125 125
To Air
OF420F LC
OF069F LAH
65 50 OF404F 50
1601 OF405F 50 OF406F 50
85 50
150
OF070F OF102F
65
65
(8m3)
OF072F To To FO
Fuel Oil To Sludge
Drain Tank
OF091F
Pump
The illuminated Liquid Crystal Display (LCD) provides information about the The fuel oil separators require compressed air and fresh water supplies for Position Description Valve
operating parameters of the separator; all the relevant process data and alarm control and bowl operation/flushing. Supply systems for these are covered
Closed HFO separator feed pump crossover valves OF103F
conditions are displayed. The components which are controlled or monitored in the relevant control air system and fresh water Sections, 2.10.3 and 2.14.1
OF104F
by the control system include: respectively.
Set No.1 HFO separator manual flow control valve OF107F
• Oil inlet/bypass valve (three-way circulation valve)
Each separator discharges sludge from the separator to the FO sludge collection Open No.1 HFO separator FO returns valve to HFO OF105F
• Flushing water tank. settling tank
• Operating water Closed No.1 HFO separator FO returns valve to LSHFO OF106F
settling tank
• Circuit and water discharge valve Procedure for Separating Heavy Fuel Oil in the Centrifugal
Open Inlet valve to No.1 HFO separator heater OF108F
• Water sensor Separator System
Open Outlet valve from No.1 HFO separator heater OF109F
• Oil inlet temperature The procedure described is for one separator operation, with a single separator Operational No.1 HFO separator heater
• Audible alarms dealing with the HFO and the other unit being cleaned or awaiting operation. Operational No.1 HFO separator three-way valve
The description assumes that HFO is being treated. The description is for No.1 Open No.1HFO separator discharge valve
Illustration 2.7.2c Fuel Oil Separator Control Panel and No.2 HFO separators set for HFO separation. It is assumed that the No.3
Open No.1 HFO separator discharge valve to HFO OF120F
HFO separator has been set for MDO separation, this operation is described
service tank
later.
Closed No.1 HFO separator discharge valve to LSHFO OF121F
a) Ensure that the automatic HFO settling tank filling system is service tank
Westfalia Separator AG
Pa r t i a l E j ec t i on : 4 operating as described in Section 2.7.1 of this manual. Open No.2 HFO separator feed pump inlet valve from OF067F
St ep : Ci r cu l a t i on HFO settling tank
P r o d u c t T emp : 098 °C
R S e p . T i me : 1 800 s b) Check and record the level of oil in the HFO settling tank and Closed No.2 HFO separator feed pump inlet valve from OF068F
S
the HFO service tank. This should be done daily. HFO service tank
M
F1 F2 F3 F4
Closed No.2 HFO separator feed pump inlet valve from OF065F
c) All valves in the separator system are to be initially closed. LSHFO settling tank
Closed Inlet valve to No.2 HFO separator from LSHFO OF066F
d) Clean the separator feed pump strainers. service tank
1 2 3 4 5
SF
SERIES
ESC
Open No.2 HFO separator feed pump outlet valve OF101F
DC5V
Process
STOP
Process
START
1 2 HELP
e) Set the valves as indicated in the table below, to take suction
Set No.2 HFO separator manual flow control valve OF113F
Lamp Test
FRCE
RUN
6 7 8 9 0
from the HFO settling tank and discharge ‘clean’ HFO to the
STOP FEED SLUDGE
PID
HOME
EDIT ENTER
HFO service tank. The operator must check that the valves are Open No.2 HFO separator FO returns valve to HFO OF110F
correctly set before starting the separator. settling tank
Closed No.2 HFO separator FO returns valve to LSHFO OF111F
Position Description Valve settling tank
Software assignment for each separator is carried out in the factory using Open Inlet valve to No.2 FO separator heater OF112F
Open HFO settling tank quick-closing suction valve OF052F.
a password function. Any alterations to the set parameters should only be Open Outlet valve from No.2 FO separator heater OF114F
carried out by a person authorised to make such changes. Changes in parameter Closed LSHFO settling tank quick-closing suction valve OF056F
Closed HFO service tank quick-closing suction valve OF050F Operational No.2 separator heater
settings is not an operational requirement of the separators and is not normally
necessary once the system has been configured for the type of fuel oil being Closed LSHFO service tank quick-closing suction valve OF054F Operational No.2 HFO separator three-way valve
treated. If any change in parameter settings is required this must only be carried Open No.1 HFO separator feed pump inlet valve from OF063F Open No.2 HFO separator discharge valve
out with the approval of the Chief Engineer and after consultation with the HFO settling tank Open No.2 HFO separator discharge valve to HFO OF122F
control system manual. Closed No.1 HFO separator feed pump inlet valve from OF064F service tank
HFO service tank Closed No.2 HFO separator discharge valve to LSHFO OF123F
The desludging time interval is initially set so that the bowl will open and service tank
discharge the sludge and water before the sludge space is filled. If the Closed No.1 HFO separator feed pump inlet valve from OF092F
desludging time interval is too short there is excessive sludging and efficiency LSHFO settling tank
of the system can suffer. Closed No.1 HFO separator feed pump inlet valve from OF062F
LSHFO service tank
Open No.1 HFO separator feed pump outlet valve OF100F
Illustration 2.7.2b Diesel Oil Separating System To Air
Key
Diesel Oil Steam
50
50
65
65 50 40
65
65 50
(150m3) (150m3) 50 50 50 50

TI TI TI
50
50
When Diesel 50
Close This
OF108F OF112F
Valve OF117F 40
LC
50
40 40 40
40 50
65
40 40 40 40

Generator Engine
DO Service System
FO Service System
50 TT
TT OD027F
65 TT
50
200
PI PI
OF092F Oil
65 50
65 OF062F OF100F OF119F
65 50
No.1 XI XI XI
XA XA XA
FI
1605
FI
1608
FI

1603 1606 1609
50
65 Room
No.2
OF067F 15
65 AR037F
OF104F
OF068F 125 125 125
To Air
OF420F LC
OF069F LAH
65 50 OF404F 50
1601 OF405F 50 OF406F 50
85 50
150
OF070F OF102F
65
65
(8m3)
OF072F To To FO
Fuel Oil To Sludge
Drain Tank
OF091F
Pump
50
CAUTION n) Once the HFO temperature is above the minimum setting, start Separating Fuel Oil from the Heavy Fuel Oil Service Tank
the programme by pressing PROCESS START soft pushbutton
Before operating a separator a second check must be made to ensure
on the D10 control panel. This will initiate a start sequence The HFO separators may be used for cleaning oil from the HFO/ LSHFO
that the correct valves are open for the separator, heater and pump to
including a sludge and discharge test and operate the separator service tanks and returning the ‘clean’ oil back to the HFO/LSHFO service
be operated as well as the HFO tank system.
in automatic mode. Once the separator is running and no tanks. If this is to be undertaken the valves should be set in accordance with
signs of abnormal vibrations are evident, all temperatures and the following table. It has been assumed that the No.1and 2 separators are lined
The separator heater is supplied with steam as the heating medium and the pressures should be recorded. Check the levels of the fuel tanks up for operation on HFO and No.3 on MDO.
drain valve from the heater must always be open. The heater is controlled by in use.
the control system and the main separator control system regulates the steam
supply to give the correct temperature for the grade of oil. This temperature
Note: The separator will operate automatically, sludging at timed intervals Open HFO service tank quick-closing outlet valve OF050F.
will have been set at commissioning and will not require changing unless the
or when the control system detects a high level of sludge in the bowl. Water
grade of HFO is changed. Closed LSHFO service tank quick-closing outlet OF054F
will be discharged automatically from the bowl. Manual intervention is not
valve
required but visual checks must be undertaken frequently to ensure that the
The separator regulating inlet valve should be set for the desired flow rate and Closed HFO settling tank quick-closing outlet valve OF052F
system is functioning correctly.
should not be adjusted during normal running conditions. Closed LSHFO settling tank quick-closing outlet OF056F
The HFO separator may be operated continuously as required but it must be shut valve to separators
f) Ensure the separator brake is off and that the separator is free to
down periodically for cleaning and inspection according to the manufacturer’s Open No.1 HFO separator feed pump suction valve OF064F
rotate. Check the separator gearbox oil level.
recommendations. from HFO service tank
g) Turn the separator power supply switch to the ON position and Closed No.1 HFO separator feed pump suction valve OF062F
The controller has been pre-programmed to perform the desired cycle for from LSHFO service tank
check that there is power at the control box and that the control HFO separation. A change in the programmed settings may be required if
panel is illuminated. Closed No.1 HFO separator feed pump suction valve OF063F
the specification of the HFO is changed. The controller handbook must be from HFO settling tank
consulted for instructions on changing system parameters. Parameters must
h) Ensure that the D10 control unit is switched on and that it is only be changed by approved personnel and with the permission of the Chief Closed No.1 HFO separator feed pump suction valve OF092F
fully functional. The LAMP TEST pushbutton, on the D10 Engineer. from LSHFO settling tank
panel, must be pressed to test all illuminated indicators. Open No.1 HFO separator feed pump discharge OF100F
valve
i) Start the separator feed/supply pump by pressing the Start/Run Procedure to Stop the Separator Closed HFO separator feed pump crossover valves OF103F
pushbutton at the separator local panel on LGSP 8. The three- OF104F
way valve will ensure the HFO bypasses the separator and a) Press the PROCESS STOP soft pushbutton. Two total ejections
Open No.1 HFO separator heater inlet valve OF108F
returns to HFO settling tank. will be triggered and the separator will stop automatically. The
HFO will be automatically recirculated through the three-way Open No.1 HFO separator heater outlet valve OF109F
j) Start the separator by pressing the Start/Run pushbutton at the valve back to HFO settling tank. Operational No.1 separator heater
separator local panel on LGSP 8. Ensure that the bowl runs up Set No.1 HFO separator manual flow control OF107F
to speed smoothly before continuing. Monitor the load on the b) Regulate the steam to the heater and allow the oil to cool. valve
separator as it runs up, when the amps (load) drop back this will Open No.1 HFO separator FO returns valve to OF105F
indicate that it is up to full speed. c) The feed pump will need to be stopped manually. HFO settling tank from flow control valve
and
k) Using the manual valves on the solenoid valves ensure the d) Close the control air and operating water valves to the separator three-way valve
operating water opens and closes the bowl. along with any other valves opened prior to start-up. Closed No.1 HFO separator FO return valve to OF106F
LSHFO settling tank
l) Slowly open the steam supply for the separator heater; the drain e) Once the separator has come to a complete stop the brake can be
Operational No.1 HFO separator three-way valve
valve is normally left open. applied and preparations made for cleaning if required.
Open No.1 HFO separator outlet valve
m) Check that the automatic controller has taken control of the CAUTION Open No.1 HFO separator discharge valve to HFO OF120F
system and is maintaining the oil at the correct temperature. service tank
It is essential that the manufacturer’s instructions regarding the stopping
and dismantling of the separator are followed exactly to avoid the risk of Open No.1 HFO separator discharge valve to OF121F
damage. Separator bowls rotate at very high speed and any imbalance LSHFO service tank
or loose connection can have serious consequences. Open No.2 HFO separator feed pump suction valve OF068F
from HFO service tank
Illustration 2.7.2b Diesel Oil Separating System To Air
Key
Diesel Oil Steam
50
50
65
65 50 40
65
65 50
(150m3) (150m3) 50 50 50 50

TI TI TI
50
50
When Diesel 50
Close This
OF108F OF112F
Valve OF117F 40
LC
50
40 40 40
40 50
65
40 40 40 40

Generator Engine
DO Service System
FO Service System
50 TT
TT OD027F
65 TT
50
200
PI PI
OF092F Oil
65 50
65 OF062F OF100F OF119F
65 50
No.1 XI XI XI
XA XA XA
FI
1605
FI
1608
FI

1603 1606 1609
50
65 Room
No.2
OF067F 15
65 AR037F
OF104F
OF068F 125 125 125
To Air
OF420F LC
OF069F LAH
65 50 OF404F 50
1601 OF405F 50 OF406F 50
85 50
150
OF070F OF102F
65
65
(8m3)
OF072F To To FO
Fuel Oil To Sludge
Drain Tank
OF091F
Pump
50
Closed No.2 HFO separator feed pump suction valve OF066F Closed No.1 HFO separator feed pump suction valve OF063F Closed No.2 HFO separator discharge valve to HFO OF122F
from LSHFO service tank from HFO settling tank service tank
Closed No.2 HFO separator feed pump suction valve OF067F Open No.1 HFO separator feed pump suction valve OF092F Open No.2 HFO separator outlet valve to LSHFO OF123F
from HFO settling tank from LSHFO settling tank service tank
Closed No. 2 HFO separator feed pump suction OF065F Open No.1 HFO separator feed pump discharge OF100F
valve from LSHFO settling tank valve
Diesel Oil Separator System
Open No.2 HFO separator feed pump discharge OF101F Closed HFO separator feed pump crossover valves OF103F
valve OF104F Diesel oil is cleaned in the same way as HFO but under normal operating
Open No.2 HFO separator heater inlet valve OF112F Open No.1 HFO separator heater inlet valve OF108F conditions it is only the No.3 separator used for this purpose.
Open No.2 HFO separator heater outlet valve OF114F Open No.1 HFO separator heater outlet valve OF109F
Operational No.2 HFO separator heater Operational No.1 HFO separator heater MDO is drawn from either the No.1 or No.2 diesel oil storage tanks by the
separator feed pump and can be passed through the heater in cold climates
Set No.2 HFO separator manual flow control OF113F Set No.1 HFO separator manual flow control OF107F
before entering the separator. Under normal ambient conditions, however, the
valve valve
heater can be bypassed and the MDO pumped directly to the separator. Once
Open No.2 HFO separator FO returns valve to OF110F Closed No.1 HFO separator FO returns valve to HFO OF105F processed, the ‘clean MDO’ is discharged to the service tank. It is also possible
HFO settling tank settling tank to arrange for the separator feed pump to take suction from the MDO service
Closed No.2 HFO separator FO returns valve to OF111F Open No.1 HFO separator FO returns valve to OF106F tank and have the ‘clean’ oil returned to the MDO service tank.
LSHFO settling tank LSHFO settling tank
Operational No.2 HFO separator three-way valve Operational No.1 HFO separator three-way valve If the heater is being used in the separation process, great care must be taken
Open No.2 HFO separator outlet valve Open No.1 HFO separator outlet valve not to increase its temperature too high as this can cause gassing in the lines
and make the fuel very volatile. The maximum heating temperature for the
Open No.2 HFO separator discharge valve to HFO OF122F Closed No.1 HFO separator discharge valve to HFO OF120F
MDO should be restricted to 60°C.
service tank service tank
Open No.2 HFO separator discharge valve to OF123F Open No.1 HFO separator discharge valve to OF121F The separator, feed pump and heater have the same specification as the HFO
LSHFO service tank LSHFO service tank separators and because of the inclusion of cross-over valves it can also be used
Closed No.2 HFO separator feed pump suction valve OF068F for separating HFO/LSHFO if necessary.
from HFO service tank
Separating Low Sulphur Fuel Oil
Closed No.2 HFO separator feed pump suction valve OF066F
from LSHFO service tank Procedure for Operating the Diesel Oil Separator
The HFO separators may be used for treating low sulphur fuel oil in exactly
the same way as described in the procedure above for cleaning HFO. LSHFO Closed No.2 HFO separator feed pump suction valve OF067F The following procedure has assumed that MDO is being taken from No.1
is taken from the LSHFO settling tank and cleaned in the operating separator from HFO settling tank MDO storage tank and discharged to the MDO service tank. The separator
then discharged to the LSHFO service tank. Open No.2 HFO separator feed pump suction valve OF065F heater is supplied with steam as the heating medium and the drain valve from
from LSHFO settling tank the heater must always be open. The heater is controlled by the separator’s
The procedure is the same as above except for the setting of the valves. Open No.2 HFO separator feed pump discharge OF101F control system and the control system regulates the steam supply to give the
valve correct temperature for the grade of oil.
Position Description Valve Open No.2 HFO separator heater inlet valve OF112F
Closed HFO service tank quick-closing outlet valve OF050F. Open No.2 HFO separator heater outlet valve OF114F a) Check and record the level of oil in the MDO storage and
Closed LSHFO service tank quick-closing outlet OF054F service tanks.
Operational No.2 HFO separator heater
valve
Set No.2 HFO separator manual flow control OF113F b) All valves in the separator system are to be initially closed.
Closed HFO settling tank quick-closing outlet valve OF052F valve
Open LSHFO settling tank quick-closing outlet OF056F Closed No.2 HFO separator FO returns valve to HFO OF110F c) Clean the separator feed pump strainers.
valve settling tank
Closed No.1 HFO separator feed pump suction valve OF064F Open No.2 HFO separator FO returns valve to OF111F d) Set the valves, as in the table below, to take suction from No.1
from HFO service tank LSHFO settling tank DO storage tank and discharge to the DO service tank.
Closed No.1 HFO separator feed pump suction valve OF062F Operational No.2 HFO separator three-way valve
from LSHFO service tank Open No.2 HFO separator outlet valve
Position Description Valve The separator regulating inlet valve should be set for the desired flow rate and The MDO separator is batch operated in order to replenish the MDO service
should not be adjusted during normal running conditions. tank as required.
Open No.1 DO storage tank quick closing outlet OD015F.
valve
e) Ensure the separator brake is off and that the separator is free to The controller has been preprogrammed to perform the desired cycle for
Closed No.2 DO storage tank quick closing outlet OD011F rotate. Check the separator gearbox oil level. MDO separation. A change in the programmed settings may be required if
valve the specification of the MDO is changed. The controller handbook must be
Open DO storage tanks line valve to separators OD027F f) Turn the separator power supply switch to the ON position and consulted for instructions on changing system parameters. Parameters must
Closed DO service tank quick-closing outlet valve OD017F check that there is power at the control box and that the control only be changed by approved personnel and with the permission of the Chief
Closed DO service tank line valve to separators OD026F panel is illuminated. Engineer.
Open No.3 separator MDO suction valve to separator OF091F
feed pump g) Ensure that the D10 control unit is switched on and that it is Procedure to Stop the Separator
fully functional. The LAMP TEST pushbutton, on the D10
Closed No.3 separator feed pump suction valve from OF072F a) Press the PROCESS STOP pushbutton. Two total ejections
panel, must be pressed to test all illuminated indicators.
HFO service tank will be triggered and the separator will stop automatically. The
Closed No.3 separator feed pump suction valve from OF070F h) Start the separator feed/supply pump by pressing the Start/Run MDO will be automatically recirculated through the three-way
LSHFO service tank pushbutton at the separator local panel on LGSP 8. The three- valve back to the MDO storage tank.
Closed No.3 separator feed pump suction valve from OF071F way valve will ensure the MDO bypasses the separator and
HFO settling tank returns to MDO storage tank. b) Regulate the steam to the heater and allow the oil to cool.
Closed No.3 separator feed pump suction valve from OF069F
LSHFO settling tank i) Start the separator by pressing the Start/Run pushbutton at the c) The feed pump will need to be stopped manually.
Open No.3 separator feed pump discharge valve OF102F separator local panel on LGSP 8. Ensure that the bowl runs up
to speed smoothly before continuing. Monitor the load on the d) Close the control air and operating water valves to the separator
Open No.3 separator heater inlet valve OF117F along with any other valves opened prior to start-up.
separator as it runs up, when the amps (load) drop back this will
Open No.3 separator heater outlet valve OF115F
indicate that it is up to full speed.
Operational No.3 separator heater e) Once the separator has come to a complete stop the brake can be
Open No.3 separator heater re-circulating valve OF140F j) Using the manual valves on the solenoid valves ensure the applied and preparations made for cleaning if required.
Closed Manual flow control valve OF116F operating water opens and closes the bowl.
Closed No.3 separator fuel oil returns valve to HFO OF362F Note: It is essential that the separator manufacturer’s instructions regarding
settling tank from flow control valve and k) Slowly open the steam supply for the separator heater; the drain the stopping and dismantling of the separator are followed exactly to avoid
three-way valve valve is normally left open. the risk of damage. Separator bowls rotate at very high speed and any
imbalance or loose connection can have serious consequences.
Closed No.3 separator fuel oil returns valve to LSHFO OF118F
settling tank l) Check that the automatic controller has taken control of the
system and is maintaining the oil at the correct temperature.
Open No.3 separator MDO returns valve OF119F Separating Marine Diesel Oil from the Marine Diesel Oil
Operational No.3 separator three-way valve m) Once the MDO temperature is above the minimum setting, Service Tank
Open No.3 separator outlet valve start the programme by pressing the PROCESS START soft
Closed No.3 separator discharge valve to HFO service OF124F pushbutton on the D10 control panel. This will initiate a start It is possible to clean the MDO already in the MDO service tank using No.3
tank sequence including a sludge and discharge test and operate the MDO/HFO separator. The procedure is exactly the same as that above for
separator in automatic mode. Once the separator is running and cleaning MDO in the MDO storage tanks and transferring the clean MDO to
Closed No.3 separator discharge valve to LSHFO OF125F
no signs of abnormal vibrations are evident, all temperatures the MDO service tank.
service tank
Open No.3 separator discharge valve to DO service OD050F and pressures should be recorded. Check the levels of the fuel
tanks in use. The line outlet valve from the Nos 1 and 2 MDO storage tanks OD027F must
tank be closed and the quick-closing outlet valve and line valve from the MDO
service tank OD017F and ODO26F opened.
Note: The separator will operate automatically, sludging at timed intervals
CAUTION or when the control system detects high level of sludge in the bowl. Water
The separator and separator pump valves remain set as in the procedure above.
Before operating a separator a second check must be made to ensure will be discharged automatically from the bowl. Manual intervention is not
No.3 MDO/HFO separator is operated as above and MDO will be taken from
that the correct valves are open for the separator, heater and pump to required but visual checks must be undertaken frequently to ensure that the
the MDO service tank and returned to the MDO service tank.
be operated, as well as the MDO tank system. system is functioning correctly.
2.8 Lubricating Oil Systems
2 8.1 Main Engine Lubricating Oil System
2 8.2 Turbocharger Lubricating Oil System
2.8.3 Generator Engines Lubricating Oil System
2.8.4 Stern Tube Lubricating Oil System
2.8.5 Lubricating Oil Separating Systems
2.8.6 Lubricating Oil Filling and Transfer System

Illustration 2.8.1a Main Engine Lubricating Oil System
Key
65 Bunker Station 65
Port Starboard
A Deck
Lubricating Oil
Upper Deck
Drains
65 Set 5 bar
Instrumentation
OL070F
OL006F 100 OL007F
Electrical Signal
100 65
3rd Deck
32
65 65 Void
LS To Main LO
Cylinder Oil LAL
Auto Backflushing Temperature
No.1 Cylinder Oil No.2 Cylinder Oil LS Control Valve
Measuring Tank 0304 LO Filter
Storage Tank Storage Tank (4.5m3) with Manual WF271F (2.5.2a)
(125.5m3) (125.5m3) OL140F Bypass Filter 10
OF351F OL352F 50 OL OL
400F 25
139F 25 No.1
2nd Deck TI PI
OL141F OL143F 300
OL402F OL404F 25 OL208F OL211F
DPAH
0303A OL217F
LI OL142F OL144F LI Set
350 PI PI 350 No.1 Main
45°C
To LO Lubricating
32 25 TI
TC
AUTO Drain Tank No.2 Oil Cooler
40 40 ST-SP
OL431F 50%
3rd Deck (Stbd) TI PI
OL209F OL212F 300
40 25 DPAH
XA 0303B
From NC 1823 CPI PI
50 PI PI 450
350 OL218F
To LO 350
Main LO 40
Cleaning No.2 Drain Tank
OL357F 25
Tank Crosshead
TI PI
(2.8.5a) 40 XA
1824 CPI PI
LO Pumps
OL210F OL213F 300
(144m3/h x 6.9 bar) OL219F
No.1 (Interlock with Main Floor (Stbd)
32 450 No.2 Main
40 25
4th Deck LO Pumps) Lubricating
10
Main Engine OL250F 15 Oil Cooler
25 Cylinder Oil 200 25 To LO 50%
TI PI
Shift Pumps Drain Tank
200
40 (2m3/h x 2.0 bar)
OL251F OL252F 25 300
XA OL220F
To LO 2111SB
PI PI No.2
Drain Tank No.1
AUTO Set at
CH-VR 11 Bar 450 40
XI
2111C PI PI
XI
25
2111C To Bilge Well
OL OL206F OL201F OL203F 65
205F
65
PIAH TIAH
To LO
0301 0302 Drain Tank 200 OL200F OL202F
400 450
OL137F Set at
25 TIAH TIAH TIAH TIAH
XI XI
OL207F 2109C PI PI 2109C 5 Bar
0311 0312 0313 0314
BG259F AUTO XA
65 To Sludge OL221F No.1 CH-VR 2109SB
Collecting Pump 25
Main Lubricating No.2
40 To Decanter Oil Pumps OL204F
For Sampling
65 Sludge Supply Pump (1,104m3/h x 6.9 bar)
OF361F
Main LO Sump Tank

Waste Oil Drain Tank (85m3)
(8.8m3)
Reference Shipyard Drawing Number: MB 101.30(3/5) Lub Oil System
2.8 Lubricating Oil Systems Introduction Crosshead Bearing Lubricating Oil System
2.8.1 Main Engine Lubricating Oil System The main engine has four separate lubricating oil systems: One of two crosshead pumps takes suction from the main pump discharge after
the auto backflushing LO filter and supplies the crosshead bearings at the rate of
• Main lubricating oil system
144m3/h and at a boost pressure of 6.9 bar. The pumps cannot be started unless
Main Lubricating Oil Pump • Crosshead booster lubricating oil system one of the main lubricating oil pumps is running.
Manufacturer: ?? • Cylinder oil system
No. of sets: 2 The automatic changeover of the crosshead bearing LO pumps is set at 11 bar.
• Turbocharger lubricating oil system (see Section 2.8.2)
Type: ??
The lubricating oil flows to the crosshead via an articulated lever pipe from
Model: ?? where it is distributed to lubricate the crosshead bearing and the bottom end
Capacity: 1,104m3/h at 6.9 bar
Main Bearing, Gear Drive and Piston Cooling Lubricating Oil
bearing.
System
The oil from both the main and crosshead systems drains from the crankcase
Main Crosshead Lubricating Oil Pump The main or crankcase lubrication system is supplied by one of two pumps,
back to the LO sump.
Manufacturer: IMO one of which will be operating with the other on standby, set for automatic
cut-in should there be a lubricating oil pressure reduction or pump failure. The
No. of sets: 2
main LO pumps take their suction from the main engine sump and discharge Cylinder Lubricating Oil System (Author’s note: Check cylinder oil
Type: Horizontal screw oil to the engine via the main LO coolers and an automatic backflushing LO system for this vessel)
Model: ACF 125N4 IRBQ filter unit. There are two automatic backflushing filters and both will normally
Capacity: 144m3/h at 6.9 bar be in operation. The plate type LO coolers are cooled by water from the low The Pulse Jet cylinder lubricating system ensures improved distribution of
temperature central fresh water cooling system with each rated at 50% of the cylinder lubricating oil on the running surface of the cylinder liner, with precise
Rating: 63kW at 1,770 rpm
maximum thermal load. The supply pressure in the main lubrication system is feed timing and dosage of lubricating oil.
6.9 bar and each pump has a rated capacity of 1,104m3/h. The main LO system
Main Lubricating Oil Coolers supplies oil to the main bearings, the control and servo oil pump systems, The Pulse Jet cylinder lubricating system involves the spraying of cylinder
vibration damper and pistons, where it acts as a coolant. Piston cooling oil lubricating oil on to the liner surface from a single row of quills arranged around
Manufacturer: KPHE
flows to the crosshead through an articulated lever pipe and then flows up a the liner, each quill having a number of nozzle holes. There are eight quills with
No. of sets: 2 bore in the piston rod to cool the piston; the cooling oil then flows back to the each quill having five oil jets giving a total of 40 lubricating points on the liner
Type: Plate crosshead and into the engine sump via a discharge pipe and flow indicator. surface.
Model: B134 MGS10/7
Capacity: Each 50% capacity Main bearing oil is also supplied to the control and servo oil pumps as feed oil, The oil jets are individually directed to separate points on the liner surface.
which acts to control the fuel injection and exhaust valve systems. Oil from There is no atomisation and no loss of lubricating oil to the scavenge air. The
the main bearing system also acts as make-up oil for the hydraulic actuating quills are reliable, simple non-return valves. Cylinder lubricating oil is delivered
Auto Backflushing Lubricating Oil Filter system for the exhaust valves, the supply to the hydraulic pushrod being via a to the quills by a lubricator pump which is powered by the engine’s pressurised
Manufacturer: ?? non-return valve. servo oil system. The feed rate and timing are electronically controlled through
No. of sets: 2 a solenoid valve at the lubricator pump. There is full flexibility in the setting
The crosshead bearing LO booster pumps are supplied by a branch pipe from of the lubricator timing point, and volumetric metering ensures constant spray
Type: ?? the main bearing/piston cooling system after the filter unit. patterns across the engine’s load range. The dosage is precisely regulated even
Model: ?? for low feed rates.
Capacity: ?? The lubricating oil temperature is regulated by means of a three-way control
valve WF271F, which regulates the cooling water flow through the cooler
Note: Correct cylinder lubrication is essential to efficient engine operation,
in order to maintain an lubricating oil supply temperature of 45°C. The
Main Engine Cylinder Oil Shift Pump minimum lubricating oil costs and optimum maintenance costs. It is essential
automatic changeover of the main LO pumps is set at 5 bar. that the cylinder lubricators are correctly set and that the correct cylinder
Manufacturer: IMO lubricating oil is used for the fuel being burned. No adjustment should be
No. of sets: 2 made to the engine cylinder lubrication system without express permission
Type: Horizontal screw of the Chief Engineer.
Model: ACE 038K3 NVBP
The cylinder lubricator pump box is replenished by gravity with oil from the
Capacity: 2m3/h at 2 bar
cylinder oil measuring tank. The supply pipe is trace heated in order to ensure
Rating: 0.6kW at 1,100 rpm flow of the cylinder oil in all temperature conditions.
Key
Port Starboard
A Deck
Lubricating Oil
Upper Deck
Drains
65 Set 5 bar
Instrumentation
OL070F
OL006F 100 OL007F
Electrical Signal
100 65
3rd Deck
32
65 65 Void
LS To Main LO
Cylinder Oil LAL
400F 25
139F 25 No.1
2nd Deck TI PI
OL141F OL143F 300
DPAH
0303A OL217F
45°C
To LO Lubricating
32 25 TI
TC
40 40 ST-SP
OL431F 50%
OL209F OL212F 300
40 25 DPAH
XA 0303B
From NC 1823 CPI PI
50 PI PI 450
350 OL218F
To LO 350
Main LO 40
OL357F 25
Tank Crosshead
TI PI
(2.8.5a) 40 XA
1824 CPI PI
LO Pumps
OL210F OL213F 300
(144m3/h x 6.9 bar) OL219F
32 450 No.2 Main
40 25
10
TI PI
200
40 (2m3/h x 2.0 bar)
OL251F OL252F 25 300
XA OL220F
To LO 2111SB
PI PI No.2
Drain Tank No.1
AUTO Set at
CH-VR 11 Bar 450 40
XI
2111C PI PI
XI
25
2111C To Bilge Well
205F
65
PIAH TIAH
To LO
400 450
OL137F Set at
XI XI
0311 0312 0313 0314
BG259F AUTO XA
Collecting Pump 25
For Sampling
OF361F
Main LO Sump Tank

(8.8m3)
The cylinder oil measuring tank is replenished from one of the two cylinder oil Position Description Valve i) Select one crosshead LO pump as the master pump and the
storage tanks using one of two main engine cylinder oil shift pumps. other as the standby pump. Start the duty (Master) crosshead LO
Open No.2 auto backflushing LO filter outlet valve OL209F
pump.
Waste oil from the cylinders drains to the under piston space and any liquid Closed Manual bypass filter inlet valve OL213F
accumulating in the under piston space is drained to the residue oil trap and Closed Manual bypass filter outlet valve OL210F j) Allow the pressure and temperature in the system to stabilise
then to the waste oil drain tank. (Author’s note: Confirm) and check the flows at all locations. The LO system is ready
Closed Sample test cock OL207F and the engine may be started provided that other systems are
OL221F operating correctly.
Turbocharger Lubricating Oil System Open No.1 crosshead lubricating oil pump inlet valve OL205F
Open No.1 crosshead lubricating oil pump outlet valve OL251F The main engine lubrication system is replenished from the main LO storage
The main engine turbochargers have a separate lubrication system which is tank, the lubricating oil may also be transferred to the LO cleaning tank for
Open No.2 crosshead lubricating oil pump inlet valve OL206F
described in Section 2.8.2 of this manual. treatment in the separator system; see Section 2.8.5 of the manual.
Open No.2 crosshead lubricating oil pump outlet valve OL252F
Closed Crosshead lubricating oil pumps return valve to OL250F
Procedure for Operating the Main Engine Lubricating Oil main LO sump tank Cylinder Lubricating Oil System
System (Author’s note: System below to be confirmed when information is available)
Note: It is assumed that all engine lubricating valves remain in the open The cylinder lubricating system uses different oil from that employed for the
It is assumed that the engine is stopped but is being prepared for starting. position. main system and it is important that the oils are kept separate.
a) Check the level of oil in the main LO sump tank and replenish if (Author’s note:- The system below to be confirmed when IMCS details are The quantity of cylinder oil injected at the individual injection points is
necessary. known) controlled by the WECS-9520.
e) Select one main LO pump as the duty pump and the other as the
b) Ensure that the low temperature central cooling system is standby pump. The LO supply pumps can be started and stopped The cylinder lubrication system can be considered as two separate parts, that
operating and that fresh water is circulating through the main locally or from the pump control screen display in the engine part for supplying cylinder LO to the cylinder oil measuring tank, and that
LO coolers (see Section 2.5.2). control room. One of the pumps is started at the control screen part dealing with the lubricator injection pumps and cylinder lubricators.
as the duty pump and another is selected as the standby pump. Cylinder oil falls by means of gravity from the cylinder oil measuring tank
c) Ensure all pressure gauge and instrumentation valves are open The standby pump starts automatically if the operating pump is to the cylinder lubricator pump station. The two cylinder oil storage tanks are
and that instruments are reading correctly. unable to maintain pressure for any reason. A pressure switch on filled from the deck filling connections located on A-deck, port and starboard,
the discharge side of the pumps provides the start signal for the at the accommodation block.
d) Set up valves as in the following table: standby pump. The Local/Remote selector switch for each pump
is located on its respective group starter panel (GSP) on the main
Position Description Valve Procedure for Filling the Cylinder Lubricating Oil Measuring
switchboard and must be in the REMOTE position.
Open No.1 main lubricating oil pump discharge valve OL201F Tank
Left clicking the trackball with the cursor on the pump icon will bring up the
Open No.2 main lubricating oil pump discharge valve OL203F The description assumes that oil is being taken from the No.1 cylinder oil
command faceplate, a dashed line will surround the selected pump. Select the
Closed Main LO pumps oil return valve to sump OL204F appropriate option then press the Enter key, the pump will then go into the storage tank and that one of the electrically-driven main engine cylinder oil
selected mode. shift pumps is in use.
Open No.1 main LO cooler inlet valve OL220F
Open No.1 main LO cooler outlet valve OL219F The electrically-driven main engine cylinder oil shift pumps have an automatic
f) Keep the LO system circulating and allow the temperature of the
Open No.2 main LO cooler inlet valve OL218F system to gradually increase to normal operating temperature. start/stop facility which is controlled by level switches in the cylinder oil
measuring tank. The operator will normally start a cylinder oil shift pump and
Open No.2 main LO cooler outlet valve OL217F allow the pump to stop automatically when the high level switch in the cylinder
g) Check the outlet flows from the individual units. Check that
Operational Main LO temperature control valve and LT WF271F oil measuring tank is activated. The operator may also manually stop the pump
temperatures are similar and that all pressure gauges are reading
cooling water system (Section 2.5.2) if required. The cylinder oil measuring tank overflows to the cylinder oil storage
correctly.
Operational Auto backflushing LO filters tanks.
Open No.1 auto backflushing LO filter inlet valve OL211F h) When temperatures and pressures are stable the lubricating oil
crosshead pump may be started. a) Check that there is cylinder lubricating oil in the cylinder oil
Open No.1 auto backflushing LO filter outlet valve OL208F storage tank to be used; in this case No.1 cylinder oil storage
Open No.2 auto backflushing LO filter inlet valve OL212F tank.
Key
Port Starboard
A Deck
Lubricating Oil
Upper Deck
Drains
65 Set 5 bar
Instrumentation
OL070F
OL006F 100 OL007F
Electrical Signal
100 65
3rd Deck
32
65 65 Void
LS To Main LO
Cylinder Oil LAL
400F 25
139F 25 No.1
2nd Deck TI PI
OL141F OL143F 300
DPAH
0303A OL217F
45°C
To LO Lubricating
32 25 TI
TC
40 40 ST-SP
OL431F 50%
OL209F OL212F 300
40 25 DPAH
XA 0303B
From NC 1823 CPI PI
50 PI PI 450
350 OL218F
To LO 350
Main LO 40
OL357F 25
Tank Crosshead
TI PI
(2.8.5a) 40 XA
1824 CPI PI
LO Pumps
OL210F OL213F 300
(144m3/h x 6.9 bar) OL219F
32 450 No.2 Main
40 25
10
TI PI
200
40 (2m3/h x 2.0 bar)
OL251F OL252F 25 300
XA OL220F
To LO 2111SB
PI PI No.2
Drain Tank No.1
AUTO Set at
CH-VR 11 Bar 450 40
XI
2111C PI PI
XI
25
2111C To Bilge Well
205F
65
PIAH TIAH
To LO
400 450
OL137F Set at
XI XI
0311 0312 0313 0314
BG259F AUTO XA
Collecting Pump 25
For Sampling
OF361F
Main LO Sump Tank

(8.8m3)
b) Check the amount of oil in the cylinder oil measuring tank and There is one CLU4 pump unit for each engine cylinder and this incorporates Piston Rod Stuffing Box and Scavenge Space Drain System
determine the amount of oil to be transferred to that tank. the cylinder oil reservoir, the pump unit and the solenoid valves for operating
the pump unit. The pump unit is operated by means of oil from the servo (Author’s note: System to be confirmed when more information is available)
c) Check that the cylinder oil shift pumps automatic stop is system with servo oil being directed to and from the servo unit of the cylinder The piston rod gland or stuffing box provides a seal for the piston rod as it
functioning correctly. oil pump by the solenoid valves. These solenoid valves are controlled by the passes through the separating plate between the crankcase and the scavenge air
WECS-9520. space. The stuffing box has two sets of segmented rings which are in contact
d) Set the valves as in the following table: with the piston rod; the upper set of rings prevent oily deposits in the scavenge
The WECS-9520 determines the optimum amount of cylinder lubricant space from entering the crankcase and the lower set of rings scrape crankcase
Position Description Valve required at each piston stroke. oil from the piston rod.
Open No.1 cylinder oil storage tank quick-closing outlet OL351F It also determines when the lubricator will operate in order to direct the cylinder At the middle of the stuffing box there is a ‘dead space’ which should normally
valve lubricant at the liner surface so that the piston rings may effectively spread the be dry if the rings are working effectively. Any oil or scavenge space material
Closed No.2 cylinder oil storage tank quick-closing outlet OL352F oil over the liner surface. The amount of cylinder oil injected depends upon the which enters this space is drained directly to the waste oil tank.
valve cylinder load.
Open No.1 cylinder oil shift pump inlet valve The scavenge space is drained to the No.1 and No.2 residue oil traps via inlet
The servo oil operates the cylinder oil pump for its unit, the operation timing valves LD27 and LD36 respectively. The residue oil trap allows sludge and oil
Open No.1 cylinder oil shift pump outlet valve and cylinder oil delivery rate, being governed by signals from the WECS-9520 to separate out and the solids fall to the bottom of the trap with the oil floating
Closed No.2 cylinder oil shift pump inlet valve which regulate the servo oil driving the lubricator pump unit. above. An outlet at the upper part of the trap allows the separated oil to flow
Closed No.2 cylinder oil shift pump outlet valve to the waste oil tank.
Open Cylinder oil measuring tank quick-closing outlet OL400F The quills are equally spaced around the circumference of the liner at the same
valve height. The residue oil trap drain valve is normally kept closed but is opened in order
to drain sludge solids from the trap to the waste oil tank The residue oil trap
Closed Cylinder oil measuring tank drain valve OL139F Each lubricator quill has five injection holes in the nozzle and each of these vent valve should normally be kept closed as should the bottom drain valve.
Open Cylinder oil flowmeter inlet valve OL404F sprays a small amount of oil at a different point on the liner surface between The residue oil traps are provided with steam heating coils and heating should
Open Cylinder oil flowmeter outlet valve OL402F the quill and the next quill. This means that as there are eight quills there are be maintained in order to assist in separation of oil and sludge.
Closed Cylinder oil flowmeter bypass valve OL403F effectively 40 cylinder oil points around the liner surface giving a very even
Open Cylinder oil system valves on main engine distribution of cylinder oil around the circumference of the liner. The cylinder
oil pump also supplies a small amount of oil to the exhaust valve for spindle General Lubricating Oil Systems
lubrication.
e) Start the No.1 cylinder oil shift pump and transfer the desired There are LO daily tanks are used for manual lubrication of engine systems.
quantity of oil to the cylinder oil measuring tank. The pump These tanks are replenished from the main LO storage tanks. Oil is drawn from
Cylinder lubricating oil differs from the oil used for crankcase lubrication as
has an automatic stop when the level in the tank reaches the the daily tanks as required.
it needs to neutralise the acid products of combustion, maintain an oil film at
set point. The operating engineer should monitor the pump and
conditions of high temperature and pressure, and keep the liner surface clean
cylinder oil measuring tank to ensure that the pump stops.
at all times. It is essential that the correct cylinder lubricating oil is used for
the fuel being burned. If the sulphur content of the fuel being burned falls
Note: The cylinder oil shift pumps are fitted with relief valves which allow below 1.5% the engine builder and cylinder oil supplier should be consulted
released oil to flow back to the pump suction. for advice on the use of the cylinder oil on board which is normally formulated
to deal with sulphur content between 1.5% and 3.0%.
Note: The cylinder oil storage tanks and the cylinder oil measuring tank are
fitted with water drain valves. These valves must be operated periodically in Cylinder lubrication is normally automatically controlled via the engine
order to drain any water from the tanks after a period of settling. control system. Lubrication of the cylinders is load dependent and the WECS-
9520 will adjust the signal to the lubricator unit to increase or decrease the flow
(Author’s note: System to be confirmed when more information becomes rate and the timing if necessary. The system also allows for pre-lubrication of
available) the cylinders before the engine is started and post-lubrication after the engine
has stopped.
Cylinder oil flows from the cylinder oil measuring tank to the cylinder oil pump
units via a filter at the inlet to the cylinder oil pump units. The inlet and outlet
valves to the filter must be open and the bypass shut.
Illustration 2.8.2a Main Engine Turbocharger Lubricating Oil System
To LO Mist
Vent Pipe
PIAL
0375
TI
No.3 PI 150
Turbocharger
PIAL
0374
TI
No.2 PI
TI
Turbocharger
PIAL
100 0373
TIAH TI
0378
40 15 No.1 PI
Vent D 100 TI
Turbocharger
r ain
100
PS 250 TIAH
Slow D 40 0377
own 15
80 100
Vent D TI
r ain
100
100 TIAH
40 0376
15
Vent D 100
r ain
250
XA
2113SB
Set
AUTO Main Engine
at 2 Bar CH-VR Turbocharger
CPI
LO Pumps To Main Engine Turbochargers
PI PS (29.0m3/h x 4.0 bar) LO Temperature Control Valve WF214F
(2.5.2a)
OL300F No.1 XC OL305F
PI
DPI
To LO Mist CPI TI
Vent Pipe PI PS
100
OL308F PI
OL303F No.2 OL306F Main Engine 100
Turbocharger
CPI LO Cooler 25 Main Engine Turbocharger
OL316F
PI PS PI Auto Backflushing Filter
80 Set (32µ) With Bypass Filter
Set 4 bar 60°C
OL319F OL321F OL309F
TC
OL307F DPAH
0379
OL322F TI TI Floor (Stbd) PI PI
125 Floor (Stbd) 100
Blind Flange Floor (Stbd) Key
25
for Local Filling 25
LI 40 25 Lubricating Oil
Connection 40
Floor (Stbd) 50 25 25 Drains
Instrumentation
25
Main Engine Turbocharger
LAL Low Electrical Signal
LO Sump Tank (9.1m3) To Engine Room To Bilge
2072 40%
OL310F Bilge Well Well
To LO
Tank Top (Stbd) (Port, Aft)
Drain Tank Reference Shipyard Drawing Number: MB 101.30(4/5) Lub Oil System
2.8.2 Turbocharger Lubricating Oil System From the main engine turbocharger LO auto backflushing filter outlet the Position Description Valve
turbocharger LO flows to the inlet manifold supplying all three turbochargers.
Open Main engine turbocharger LO cooler inlet valve OL308F
Under normal circumstances a LO supply is always maintained to the
Main Engine Turbocharger Lubricating Oil Pumps
turbochargers in order to ensure that they are always available for service and to Open Main engine turbocharger LO cooler outlet valve OL309F
Manufacturer: IMO prevent damage. A LO supply must be maintained when the engine is stopped Operational Main engine turbocharger LO temperature WF214F
No. of sets: 3 as any natural draught through the turbocharger will cause the rotor to turn and control valve and LT cooling water system
Type: Horizontal screw hence the bearings must be lubricated. (Section 2.5.2)
Model: ACF 080N4 NVBO
The LO inlet valve for each turbocharger is locked open with a pin arrangement
Open Main engine turbocharger LO auto backflushing OL311F
Capacity: 29m3/h at 4.0 bar filter inlet and outlet valves OL340F
to ensure it cannot be accidentally closed. (Author’s note: System to be confirmed
when more information is available) Open Main engine turbocharger LO auto backflushing OL316F
filter drain valve
Turbocharger Lubricating Oil Cooler
The LO temperature to the turbocharger is maintained at 45°C by means of three- Closed By-pass filter inlet valve OL313F
Manufacturer: KPHE way bypass valve WF214F, which regulates the cooling water flow through the Closed By-pass filter outlet valve OL341F
No. of sets: 1 cooler and hence the temperature of the LO flowing to the turbochargers.
Closed Bypass filter drain valve OL307F
Type: Plate
Operational Pressure regulating valve OL322F
Model: QE055 MGS10/3 Procedure for operating the turbocharger lubricating oil
system e) Check that the main engine turbocharger LO auto backflushing
Main Engine Turbocharger LO Auto Backflushing Filter filter is clean and operational
a) Ensure that the main engine turbocharger LO sump tank is filled
Manufacturer: ?? to the correct level and replenish if necessary. The tank is refilled f) Start the selected main engine turbocharger LO pump and check
No. of sets: 1 from the main LO storage tank. that oil is flowing to all three turbochargers and returning from
Type: Auto the turbocharger bearings.
Model: ?? b) Ensure that valves to all instruments are open and that the
instruments are reading correctly. g) Select the second main engine turbocharger LO pump as the
Capacity: ??
standby pump. The arrangement for selecting the Master and
c) Check that the low temperature central cooling system is Standby pump is illustrated in Section 2.8.1 for the main LO
Introduction operating and that cooling water is circulating through the pumps.
turbocharger LO cooler.
The three MET-83MA (Author’s note:- Check specifications) turbochargers h) The turbocharger LO system is now operational and the
have their own bearing lubrication system which is totally independent of d) Set the valves as in the following table. turbochargers may be operated.
the main lubrication system for the engine. Oil drains from the turbocharger
bearings to a main engine turbocharger LO sump tank (capacity 5.0m3), it is Position Description Valve Note: The turbocharger LO must be tested frequently in order to determine
from this tank that the main engine turbocharger LO pumps take their suction. Locked LO inlet valve to each turbocharger whether or not it is fit for further service. Samples should be taken from the
There are two main engine turbocharger LO pumps, one is normally sufficient open circulating oil and not directly from the tank.
for duty for the three turbochargers. One pump is set as the duty (Master) pump Open No.1 main engine turbocharger LO pump suction OL300F
and the other as the standby pump which will start automatically should the valve
duty pump fail to maintain pressure in the outlet pipe. Open No.1 main engine turbocharger LO pump OL305F
discharge valve
The pumps discharge through a cooler and then an auto backflushing filter (with
Open No.2 main engine turbocharger LO pump suction OL303F
bypass filter) to a line which supplies the three turbochargers. The outlet line
valve
from the turbocharger LO auto backflushing filter is fitted with a pressure relief
valve and this relief valve discharges back to the turbocharger LO sump tank. Open No.2 main engine turbocharger LO pump OL306F
The relief valve is set at a pressure of 2.3 bar. The turbocharger LO cooler is discharge valve
circulated with fresh water from the low temperature central cooling system Open No.3 main engine turbocharger LO pump suction OL319F
(see Section 2.5.2 of this manual). valve
Open No.3 main engine turbocharger LO pump OL321F
discharge valve
Illustration 2.8.3a Generator Engine LO Transfer and Separating System From LO Filling
Manifold (2.8.5a)
OL005F
50 100 Upper Deck
15 Generator Engine LO
No.1 Generator Engine No.2 Generator Engine No.3 Generator Engine No.4 Generator Engine Storage Tank (20m3)
40
OL036F OL135F LI
OL136F
TIAH PIAL TIAH PIAL TIAH PIAL TIAH PIAL
25
40
40 25
Generator Engine LO Generator Engine LO
Measuring Tank Measuring Tank
(100 Litres) (100 Litres)
Capillary Tube Set 95°C Capillary Tube Set 95°C To LO
Drain Tank
3.5 bar 3.5 bar
TC TC
TI PI Steam TI PI Steam

LAL LAL OL104F LAL LAL OL102F
25 Separator Heater 25 Separator Heater
(Port) (Starboard)
OL076F NC 25 TI OL079F NC 25 TI
OL053F OL037F
40
NO TT
OL056F 40
NO TT
OL039F
OL063F OL064F OL054F OL065F OL066F 25 15 OL038F OL047F OL048F OL074F OL049F OL050F 25 15
OL030F 40 OL077F 40 OL080F
OL057F OL055F OL041F OL040F
25 15 25 15
25 25
Lever 25 Lever 25
25 25

40 40 40 40
TIAH XA TIAH XA
1633 1632 1643 1642
25 FI 25 FI
XI XI
1631 1641
No.1 Generator No.2 Generator
Engine LO Separator Engine LO Separator
OSD6 OSD6
(1,200 Litres/Hour) PS PI (1,200 Litres/Hour) PS PI
32 32
AR019F AR002F
To Air 15 To Air 15
Air Air
BG264F Vent System BG265F Vent System
ZS OL132F Blowing ZS OL133F Blowing
32 40 32 40
50 80 80 80 80
OL061F OL045F
65 Generator Engine 65 Generator Engine
LAH (Port) LO Separator LAH (Starboard) LO Separator
1634 1644
Sludge Tank Sludge Tank
TI TI
To Sludge (1.0m3) 25 To Sludge (1.0m3) 25
Collecting Collecting
Pump Pump
OL058F OL042F
32 PI PI
Engine LO Separator Key Engine LO Separator
Feed Pump PI Feed Pump PI
32
(1.2m3/h x 2.5 bar) Lubricating Oil (1.2m3/h x 2.5 bar)
25 Drains 25
OL060F OL043F
32 Steam 32
To LO To LO
Drain Tank Drain Tank
2.8.3 Generator Engines Lubricating Oil System
(Author’s note: System to be confirmed when more information is available)

Introduction
Each generator engine has its own engine-driven lubricating oil circulation
pump and an electrically-driven pre-lubrication pump which ensures that all
running surfaces are effectively lubricated before the engine is started. After
the engine has started and the engine-driven lubrication pump is supplying oil
at the correct pressure, the pre-lubrication pump is stopped. Both pumps take
suction from the engine sump.
The oil supply from both pumps passes through a filter and a cooler before flowing
to the engine system. The flow of oil through the cooler is regulated by means
of a three-way valve which allows some or all of the circulating lubricating oil
to bypass the cooler in order to maintain the correct LO temperature. The three-
way valve is controlled by the temperature of the LO flowing to the engine.
Generator engine main bearings, crankpin bearings, top end bearings, camshaft
system, valve rocker units and the turbocharger bearings are lubricated from
the system. A flow of cooling oil is also directed to the piston and the cylinders
are lubricated by oil from the crankcase. The entire lubrication system is part
of the engine construction and there are no valves which need to be operated
within the engine lubrication system. The turbocharger bearing is lubricated
by oil from the main circulating system via a branch from the inlet line to the
engine.
An additional cylinder lubrication system is provided and this has its own
pump.
The lubricating oil in each of the generator engine sumps must be maintained at
the correct level and the sumps are replenished with oil taken from the generator
engine LO storage tank.
The sump LO of any generator engine may be cleaned on a continuous basis by

means of an associated centrifugal separator. The generator engine lubricating
oil separating system is described in Section 2.8.5 of this machinery operating
manual.
Generator engine lubricating oil should be sampled and tested at intervals

suggested by the lubricating oil supplier. The results of the testing provide an
indication as to engine operation and the need for lubricating oil replacement.
Illustration 2.8.4a Stern Tube Lubricating Oil System
PI DPI
PI
From General 40
15
Key PIAL Service Air
PI
0709 Flow Controller AR039F System (2.10.2a)
Lubricating Oil
Flow Controller PI
Air OL483F
Fresh Water 15 From Fresh Water

NC Hydrophore System
Drains PI (2.14.1a)
15
TI PI
Instrumentation 50
3rd Deck
Electrical Signal Bulkhead Set 2.5 bar
50 15 Air Control Unit AR
15 050F
A Marked Valves to be Closed and
50
B Marked Valves to be Opened for OL478F 32
Emergency Stern Tube Oil Stern Tube
OL OL Lubricating
Lubricating (Standpipe System) OL473F Set 1 bar AUTO XA B LAH
479F CH-VR 2115SB 456F Oil 0710
32 DPS Tank
(200 Litres) LAL
XI A
PI PI 0711
25 OL480F OL493F
No.1
#1 #2 #3 #3S #4 #5 25 40
A
XI PI PI
OL457F
No.2
32 25 50
Stern Tube LO Forward Seal Pumps A OL458F
25
(0.5m3/h x 3 bar)
LC OL481F
TIAH TIAH TIAH TIAH 15 25 15
0706 0707 0705 0704 Set 1 bar AUTO XA 40
15
Aft Bearing Fwd Bearing LC CH-VR 2115SB
OL OL DPS
OL492F 472F 474F 32
LC OL476F XI
DPAH PI PI
OL453F OL OL465F 0714
475F
40 No.1
OL485F OL487F 50
15 40
Drain Collecting Unit XI PI PI
(10 Litres) 32
PI 32 50
15 OL488F No.2 OL490F LC B
LAH 25 Non-Flow
PI FAL
0708 0713 Alarm Stern Tube LO Circulating Pumps
LC 32 (4.0m3/h x 3 bar)
12 OL451F
From Main
OL470F 15 LO Storage
LC LC 25 25 50
OL OL484F Tank / Main
OL468F
466F OL034F Lubricating
Oil Separator
15 50 (2.8.5a)
25 40 OL035F To LO Transfer
LI 80 50
Coaming with Drain Plug Pump / Main
50 80
LO Separator (2.8.5a) OL450F
Stern Tube
Lubricating Oil Engine Room
Bilge Well Drain Tank 50
LAL
Aft Bulkhead
0712 (9.8m3)
In Shaft
Tunnel Space Reference Shipyard Drawing Number: MB 101.30(5/5) Lub Oil System
2.8.4 Stern Tube Lubricating Oil System An example of setting of the pumps in Master and Standby mode is given in The pressure in the stern tube LO tank provides the same effect as a gravity
Section 2.8.1. standpipe fitted in the LO system, which is for emergency use should the air
Stern Tube Seals
supply to the stern tube LO tank fail.
Manufacturer: ?? The pumps take suction from the stern tube LO drain tank via suction filters and
Type: Lip seals deliver the oil under pressure to the space between the two sealing rings (No.4 The stern tube LO tank level is maintained by taking LO from the stern tube
Model: ?? and No.5 of the stern tube seal). The aftermost sealing ring (No.4 ring of the LO drain tank and pumping it to the stern tube LO tank until the desired level
stern tube seal) seals the lubricating oil in the stern tube bearing. Both sealing is achieved. The stern tube lubricating oil tank is located 2.0m above the shaft
rings face aft. The oil outlet pipe is connected to the top of the seal housing and centre line.
Stern Tube Lubricating Oil Circulating Pumps the oil flows back to the stern tube LO drain tank.
Manufacturer: IMO Air for the air control unit is supplied from the general service air system via
The return line is fitted with a sight glass and a non-flow alarm which allows the valve AR039F.
No of pumps: 2 oil flow to be monitored.
Type: Horizontal screw The air control unit has two flow regulators, either of which can be used, and
Model: ACG 045N7 NVBP Note: In the event of a non-flow alarm, start the standby forward seal pump these are adjusted to provide an air flow rate of approximately 50 litres/minute
Capacity: 4.0m3/h at 3.0 bar manually and check the condition of the duty pump. (Author.s note:- Check flow rate) to the stern tube seal. The constant flow seal
air is directed to the void space between seals No.2 and No.3, a small amount
Rating: 1.8kW at 1,120 rpm
of air then bubbles out past No.2 seal into the chamber formed by No.1 and
Aft Seal No.2 seal. Air from this chamber then bubbles past No.1 seal to the sea. The
Stern Tube Lubricating Oil Forward Seal Pump The aft seal consists of three parts: air line pressure, and hence the pressure in the space formed by No.2 and No.3
seals, corresponds with the external sea water pressure plus 0.20 to 0.40 bar.
Manufacturer: IMO • Four rubber lip sealing rings
Any change in draught of the ship is automatically compensated for by the flow
No of pumps: 2 • The metal housing which carries the lip sealing rings rate of the air. Additionally, the pressure directed to the top of the stern tube LO
Type: Horizontal screw tank is adjusted automatically in order to maintain the correct pressure in the
• A chrome steel liner which rotates with the propeller shaft
Model: ACE 025N3 NVBP chamber formed by No.3 and No.3S sealing rings; this pressure is the pressure
Capacity: 0.5m3/h at 3.0 bar The main lip seal rings are No.1 (the aftermost) No.2, No.3 and No.3S (the in the chamber formed by No.2 and No.3 sealing rings plus 0.3 to 0.5 bar.
Rating: 0.3kW at 920 rpm foremost). Seal rings No.1 and No.2 face aft whilst seal rings No.3 and No.3S
face forward. The leakage past No.1 and No.2 sealing rings will be dependent on the general
condition of the seals and the condition of the surface on the shaft liner. Any
The stern tube provides a bearing support for the propeller shaft and is oil oil or sea water that may be present in this space is drained down to the drain
lubricated. The stern tube is sealed at both ends using lip type seals; the shaft is The aft main seal is an air type seal operation, clean filtered compressed air is
used as the means controlling and maintaining the seal differential pressure. collection tank. The unit should be checked regularly as it warns the duty
supported by two Railko Sternsafe bearing bushes, which are located between engineer of any seal leakage problems. If the tank contains sea water, No.1 and
the forward and aft seals. Air is supplied to the space formed by No.2 and No.3 sealing rings which then
flows into space formed by No.1 and No.2 sealing rings before flowing out to No.2 seals are leaking but if it contains LO, then it is seal No.3 that is leaking.
Fresh water in the tank through which the stern tube passes, provides for stern sea. This air is supplied from the air control unit, the flow rate is adjusted so
that there is always the same differential pressure no matter what the draught Should the air supply fail or there is a disruption in the air supply from the air
tube cooling. control unit to the stern tube lubricating oil tank the aft seal can be converted to
of the vessel. The space formed by No.2 and No.3 sealing rings is open to the
drain collection unit. If the oil sealing rings (No.3 and No.3S) are damaged any the emergency seal condition. This is done by supplying lubricating oil, instead
Seals are provided at the forward and aft ends of the stern tube. At the aft end of compressed air to the chamber formed by No.2 and No.3 seal rings.
the seals prevent the entry of sea water into the stern tube system and prevent oil entering the space formed by No.2 and No.3 sealing rings is drained to the
oil leaking out to sea. At the forward end of the stern tube the seals prevent oil drain collection unit.
In the event of air supply failure the control system actuates an alarm and system
leaking into the machinery space. As a complete seal unit there are six sealing valves must be changed in order to ensure that an oil supply is maintained at
rings, four in the aft seal and two in the forward seal; seal rings are numbered The spaces between No.3 and No.3S seal is subjected to oil pressure, the oil
being supplied by the stern tube LO circulating pump. The pressure differential the aft seal. This operation is described later in this section. In the event of loss
1, 2, 3, 3S 4 and 5 from aft. of air pressure the stern tube bearing system must be converted to a standpipe
between the oil pressurised chamber and air pressurised chamber of the seal
remains the same no matter what the draught of the vessel. system in order to maintain the desired LO pressure; this is necessary because
Forward Seal there will be no air pressure acting on the stern tube LO tank unit, which must
Stern tube bearing lubricating oil is supplied by one of the stern tube LO be vented.
The forward seal has two sealing rings (No.4 and No.5) and oil pressure for
the seal is supplied by one of the two stern tube LO forward seal pumps. One circulating pumps. One of these pumps will be running and the other selected
for standby. The pumps normally take suction from the pressurised stern tube The aft seal space between sealing rings No.1 and No.2 may be flushed through
of the pumps operates as the duty pump and the other pump is selected as the with fresh water when necessary.
standby pump, which will be started automatically should the duty pump fail to LO tank which is maintained under pressure by air from the air control unit. Oil
maintain the LO pressure. returning from the stern tube bearing flows back to the pressurised stern tube
LO tank.
PI DPI
PI
From General 40
15
PI
Lubricating Oil
Flow Controller PI
Air OL483F

Drains PI (2.14.1a)
15
TI PI
Instrumentation 50
3rd Deck
15 050F
50
OL OL Lubricating
479F CH-VR 2115SB 456F Oil 0710
32 DPS Tank
(200 Litres) LAL
XI A
PI PI 0711
25 OL480F OL493F
No.1
#1 #2 #3 #3S #4 #5 25 40
A
XI PI PI
OL457F
No.2
32 25 50
25
(0.5m3/h x 3 bar)
LC OL481F
0706 0707 0705 0704 Set 1 bar AUTO XA 40
15
OL OL DPS
OL492F 472F 474F 32
LC OL476F XI
DPAH PI PI
OL453F OL OL465F 0714
475F
40 No.1
OL485F OL487F 50
15 40
(10 Litres) 32
PI 32 50
LAH 25 Non-Flow
PI FAL
LC 32 (4.0m3/h x 3 bar)
12 OL451F
From Main
LC LC 25 25 50
OL468F
Oil Separator
15 50 (2.8.5a)
LI 80 50
50 80
Stern Tube
LAL
Aft Bulkhead
0712 (9.8m3)
In Shaft
This water is supplied at the connection to the air control unit. When flushing Procedure for Operating the Stern Tube Bearing and Aft Seal Position Description Valve
through the aft seal drain line must be directed to the drain collection unit. Lubricating Oil System
Open Stern tube LO inlet valve OL472F
When the system is operating as an emergency (standpipe) arrangement, return The description below is for the aft seal unit operating with an air supply and Closed Stern tube LO drain valve OL491F
oil from the stern tube bearing flows to a standpipe by opening valve OL456F the stern tube bearing LO system operating with the pressurised stern tube LO Open Stern tube LO return valve to stern tube LO tank OL473F
and closing valve OL457F to the stern tube LO tank. This directs return oil tank unit in service . Open Stern tube oil return from 3/3S seal chamber OL479F
to the standpipe and not back to the LO tank. The stern tube LO pumps are
changed to take suction from the stern tube LO drain tank and not from the stern a) Ensure that all instrumentation valves are open and that Open Stern tube oil return to stern tube LO tank OL480F
tube LO tank. (Author’s note:- Check this standpipe system) instruments are reading correctly. Closed Stern tube oil return to standpipe OL456F
The emergency (standpipe) system allows oil to flow back to the stern tube LO b) Ensure that there is sufficient oil in the stern tube LO drain e) Check that the stern tube LO pump suction filters are clean and,
drain tank via an overflow connection and sight glass. tank and the stern tube LO tank unit; replenish the tanks if if necessary, clean these filters.
necessary.
f) Select one stern tube LO pump as the duty pump and the other
Procedure for the Operation of the Forward Stern Tube Seal
c) Ensure that a GS air supply is available at the air control unit pump as the standby pump.
Oil System and that the air control unit is operational. The unit must be set
to supply the correct air flow rate. g) The stern tube bearing and aft seal LO systems are now
a) Ensure that all instrumentation valves are open and the operating.
instruments are reading correctly.
d) Set valves as in the following table. It is assumed that the air
control unit valves are correctly set for operation; these valves are
b) Ensure that there is sufficient oil in the stern tube LO drain tank Stern Tube Lubrication and Seal Checks During Engine
not numbered on the drawing. Air is normally supplied to the unit
and replenish the tank if necessary.
via the filter. Operation
• Check the pressure gauge readings daily
c) Set valves as in the following table:
Position Description Valve • Check the stern tube LO temperature daily
Position Description Valve Open Air supply to air control unit AR039F • Check the forward seal LO temperature or casing temperature
Open Stern tube LO forward seal pumps OL450F Operational Air control unit daily
suction valve from stern tube LO Open Air control unit inlet valve to stern tube AR050F • Check for any discolouration of the LO and for the presence of
drain tank lubricating oil tank unit water daily
Open No.1 stern tube LO forward seal Open Air control unit outlet valve to stern tube system OL478F • Check the operation of LO filters and clean as required, or at
pump suction valve Closed Stern tube lubricating oil tank vent valve least every month
Open No.1 stern tube LO forward seal Closed Stern tube lubricating oil tank drain valve OL493F
pump discharge valve • Check that the air control unit is functioning correctly
Open Stern tube lubricating oil tank outlet valve to stern OL458F
Open No.2 stern tube LO forward seal tube lubricating oil pumps
pump suction valve Note: The oil in the stern tube system must be sampled and analysed at
Open Stern tube lubricating oil pump recirculating valve OL457F intervals suggested by the oil supplier.
Open No.2 stern tube LO forward seal
pump discharge valve Locked Stern tube LO pumps suction valve from stern OL451F
closed tube LO drain tank Note: When the vessel is in dry dock the oil supply to the bearings and seals
Locked Forward seal drain valve OL481F
closed Open No.1 stern tube LO pump suction valve OL487F must be switched off and the stern tube drained. When the dry dock is being
Open No.1 stern tube LO pump discharge valve OL485F flooded the stern tube LO system must be restored.
d) Select one of the stern tube LO forward seal pumps as the duty Open No.2 stern tube LO pump suction valve OL490F
pump and the other as the standby pump. Start the duty pump. Open No.2 stern tube LO pump discharge valve OL488F
Set to Stern tube LO pumps discharge 3-way valve OL465F
e) Check that oil is flowing from the stern tube forward seal by Stern tube
observing the oil return sight glass. The forward stern tube seal
Open Stern tube seal 3/3S chamber oil inlet valve OL475F
system now operational.
Closed Drain valve OL476F
f) There is a non-flow alarm fitted to the system at the oil return Open Stern tube LO inlet valve OL474F
sight glass. Open Drain valve from aft seal No. 2/3 chamber OL453F
PI DPI
PI
From General 40
15
PI
Lubricating Oil
Flow Controller PI
Air OL483F

Drains PI (2.14.1a)
15
TI PI
Instrumentation 50
3rd Deck
15 050F
50
OL OL Lubricating
479F CH-VR 2115SB 456F Oil 0710
32 DPS Tank
(200 Litres) LAL
XI A
PI PI 0711
25 OL480F OL493F
No.1
#1 #2 #3 #3S #4 #5 25 40
A
XI PI PI
OL457F
No.2
32 25 50
25
(0.5m3/h x 3 bar)
LC OL481F
0706 0707 0705 0704 Set 1 bar AUTO XA 40
15
OL OL DPS
OL492F 472F 474F 32
LC OL476F XI
DPAH PI PI
OL453F OL OL465F 0714
475F
40 No.1
OL485F OL487F 50
15 40
(10 Litres) 32
PI 32 50
LAH 25 Non-Flow
PI FAL
LC 32
12
(4.0m3/h x 3 bar) OL451F
From Main
LC LC 25 25 50
OL468F
Oil Separator
15 50 (2.8.5a)
LI 80 50
50 80
Stern Tube
LAL
Aft Bulkhead
0712 (9.8m3)
In Shaft
Loss of Air Supply to the Air Control Uunit
In the event of loss of air supply to the air control unit, or failure of the air control
unit, a low air pressure alarm activates. The system must be changed over to a
standpipe system in which the standpipe arrangement maintains lubricating oil
pressure. The position of the following valves must be changed:

Open Stern tube LO pump suction valve from stern tube LO OL451F
drain tank
Closed Stern tube LO pumps suction valve from stern tube OL458F
LO tank
Closed Stern tube LO pumps LO return to stern tube LO tank OL457F
Open Stern tube LO return to stern tube LO system emergency OL456F
standpipe.
Closed Stern tube LO return to stern tube LO tank OL480F
The stern tube aft seal and bearing systems are now operating as a standpipe
system where pressure is maintained by the head of oil in the standpipe.
In the event of failure of No.3 sealing ring resulting in large quantities of oil
flowing into the space between No.2 and No.3 sealing rings (this will appear at
the drain collection tank) valves OL475F and OL479F must be closed. These
are the supply and return valves for the space formed by sealing rings No.3 and
No.3S. In this situation ring No.3S now acts as the sealing ring for the stern
tube bearing.
Sea Water Pressure Head and Corresponding Air Seal Pressure

Calculations
In order to determine if the pressures in the aft seal air is at its correct value, the
following calculation can be used.
Pressure head of sea water (Psw) = γs x (Da -Hs) x 0.0098
γs = density of sea water (1.025)
Da = Draught of ship at the stern (m)
Hs = Height from the base line of the ship to the centre of the shaft (m)
Therefore the aft air seal pressure gauge (to give the pressure in the chamber
formed by seals No.2 and No.3) should indicate:
(Psw + 0.10 to 0.20) bar
Illustration 2.8.5a Lubricating Oil Separating System Main Engine LO
Separator Heater
Port Starboard Set 90°C Capillary Tube
A Deck
Upper Deck Steam TC

PI TI
100
80
OL103F
Set 5 bar
TI
OL069F
To Generator Engine
OL001F OL002F 65 OL031F
LO Storage Tank (2.8.3a) TT
80 65 80 25 100 50 50
50
Main Lubricating Oil Main Lubricating Oil
Storage Tank Cleaning Tank OL073F
(98m3) (98.5m3)
OL075F
50
OL071F OL019F TI

LC XA TIAH
1622 1623
OL004F FI
LI OL125F OL127F LI XI
1621
Main Engine
LO Separator
OSD35
65 65 65 (9,800 Litres/Hour) PI PS
40
40
LC
65 40 To Main Engine AR036F From GS Air
125 To Air
Cylinder Oil System (2.8.1a) 15
System
25 OL010F 40 25 OL354F BG262F OL130F ZS Vent System
OL024F 50 (2.10.2a)
40 50 125
OL025F Main LO Separator LAH

65
65 65 OL011F Sludge Tank 1624
To LO (1.0m3)
Drain Tank
PI OL026F TI
To Sludge
LO Transfer Pump
Collecting
(15m3/h x 3 bar)
Pump
PI 50
25 OL072F
25 PI
80 Main LO Separator
65 OL015F 50 50 25 Feed Pump
(9.8m3/h x 2.5 bar)
OL014F PI
Key
OL013F
80 OL027F 25
80 65 Lubricating Oil
From/To
Stern Tube OL035F 50 65
OL028F Drains
Lubricating Oil 65 OL016F 65
Drain Tank OL018F
50 OL017F 50 Steam
(2.8.4a) 40
OL034F OL022F OL023F LIAL
Condensate
2071
Air
To LO
Main LO Sump Tank
Drain Tank
(89.6m3)
2.8.5 Lubricating Oil Separating Systems The main lubricating oil separator is supplied with oil by the main LO separator Illustration 2.8.5c Lubricating Oil Separator Control Panel
feed pump which passes the LO through a steam heater before it enters the
separator. Instrument air is supplied to the separator to control the supply of oil
Main Engine Lubricating Oil Separating System to the bowl. Domestic fresh water is supplied for sealing, actuation and flushing
purposes. Westfalia Separator AG
Main Engine Lubricating Oil Separator Pa r t i a l E j ec t i on : 4
St ep : Ci r cu l a t i on
Manufacturer: Westfalia WARNING R
P r o d u c t T emp : 090 °C
S e p . T i me : 1 800 s
No. of sets: 1 Care must be taken when operating the separator system. Hot oil and S
steam are present and can result in serious injury if leakage occurs. F1 F2 F3 F4
Model: OSD36 M
There is a fire risk from the presence of hot oil and all precautions must
Type: Automatic self-cleaning be taken to prevent a fire and to deal with one should an outbreak occur.
Control device: D10 The extinguishing system must be checked frequently.
Capacity: 9,800 litres/h 1 2 3 4 5
CAUTION
SF
DC5V
Process Process
1
SERIES
2 HELP ESC
STOP START Lamp Test
Main Engine Lubricating Oil Separator Heater Centrifuges operate on an automatic sludging system but failure of the FRCE
RUN
6 7 8 9 0
system to effectively discharge sludge can cause overload and subsequent ENTER
PID EDIT
STOP FEED SLUDGE HOME
Manufacturer: ?? breakdown of the bowl arrangement which rotates at high speed. After
No. of sets: 1 manual cleaning, care is needed to ensure that the bowl is assembled
Type: ?? correctly, as incorrect assembly can result in disintegration at high
rotational speed. All operating and maintenance precautions stipulated Separator Control System
by the manufacturer in the maintenance manual must be observed.
Main Engine Lubricating Oil Separator Feed Pump The D10 control unit is used for the automatic ejection control and condition
monitoring of the lubricating oil separator.
Manufacturer: IMO Separator Operation
No. of sets: 1 The control unit has three modes of operation:
Model: ACG 060N7 NVBP The heated dirty oil enters the separator and the centrifugal force created by the 1) Partial ejections
Capacity: 9.8m3/h at 2.5 bar rotating bowl causes the liquid mixture to separate into its different constituents
within the disc stack. 2) Total ejections
3) Preselected partial ejections followed by total ejection
The solid particles suspended in the oil settle on the underside of the discs
Lubricating Oil Transfer Pump and slide down into the solids holding space at the periphery of the bowl. The The monitoring and control system provides two basic monitoring systems:
smooth disc surfaces allow the solids to slide down and provide self-cleaning
Manufacturer: IMO 1) Water monitoring system (WMS)
of the discs. Each bowl assembly is fitted with a regulating ring, sometimes
No. of sets: 1 referred to as a gravity disc. The diameter of the gravity disc will determine the 2) Sludge space monitoring system (SMS)
Model: ACG 060N7 NVBP position of the interface between the oil and the collected separated water and
Capacity: 15m3/h at 3.0 bar is set according to the density of the oil to be cleaned.
Water Monitoring System
As the separator is of the self-cleaning type, the accumulated solids within the Water which is separated from the oil collects in the outer part of the bowl. The
holding space are ejected at predetermined intervals depending on the quality separating disc in the bowl continuously directs a small flow from the outer
Introduction of the oil. The cleaning cycle is achieved automatically; a number of control part of the bowl to the sensing liquid pump, which discharges this flow to a
valves act to allow the oil to bypass the separator and to open the bowl for a conductivity sensor. If the conductivity sensor detects the presence of water
There is one centrifugal self-cleaning LO separator dedicated to the main engine, set period of time. There is a water monitoring system (WMS), which controls it means that a reasonable amount of water is present in the bowl. The control
this can clean LO from the main LO sump tank or the main engine LO cleaning the discharge of water and a sludge monitoring system (SMS), which controls system then opens a solenoid operated valve to discharge the water through
tank or storage tank. It can also clean LO from the stern tube LO drain tank. The the discharge of sludge. the dirty water outlet; the separator is operating as a purifier. When the water
separator can be used for batch treatment or for continuous treatment. has been discharged the valve is closed and the separator resumes operation
as a clarifier. Under normal circumstances very little water should be present
Cleaned oil from the separator can be discharged to the main engine LO sump in lubricating oil but leakage at cooler, etc. can result in large quantities of
tank, the main engine LO cleaning tank, main LO storage tank or the stern tube water being present. If more than small quantities of water are detected in the
LO drain tank. lubricating oil the operator should suspect a water leakage into the LO system
Separator Heater
A Deck
Upper Deck Steam TC

PI TI
100
80
OL103F
Set 5 bar
TI
OL069F
To Generator Engine
OL001F OL002F 65 OL031F
80 65 80 25 100 50 50
50
(98m3) (98.5m3)
OL075F
50
OL071F OL019F TI

LC XA TIAH
1622 1623
OL004F FI
1621
Main Engine
LO Separator
OSD35
40
40
LC
125 To Air
System
OL024F 50 (2.10.2a)
40 50 125

65
To LO (1.0m3)
Drain Tank
PI OL026F TI
To Sludge
LO Transfer Pump
Collecting
(15m3/h x 3 bar)
Pump
PI 50
25 OL072F
25 PI
65 OL015F 50 50 25 Feed Pump
(9.8m3/h x 2.5 bar)
OL014F PI
Key
OL013F
80 OL027F 25
From/To
OL028F Drains
Drain Tank OL018F
50 OL017F 50 Steam
(2.8.4a) 40
Condensate
2071
Air
To LO
Main LO Sump Tank
Drain Tank
(89.6m3)
and take immediate steps to detect the source of water leakage. Procedure for Operating the Main Engine Lubricating Oil Position Description Valve
Sludge Monitoring System Separating System Taking Oil from the Main LO Sump Tank Closed Main LO separator discharge valve to stern tube OL026F
Desludging of the bowl normally takes place at timed intervals, which are and Returning it to the Main LO Sump Tank LO drain tank
changed to suit the quality of the oil being treated. A sensor in the sludge
monitoring system detects the buildup of sludge/water in the sludge space of Note: The separator is controlled by the D10 control unit. This controller
the bowl. If the amount of sludge becomes excessive, the system will activate controls the sludging of the bowl according to information received from the The separator heater is supplied with steam as the heating medium and the
the automatic desludging procedure even though a timed desludging operation separator and the water and sludge monitoring systems. drain valve from the heater must always be open. The heater is controlled by
is not due. If there are more than two untimed desludging operations between the control system and the main separator control system regulates the steam
normal timed desludging operations an alarm is activated and this requires the For separating main engine LO from the main LO sump tank back to the main supply to give the correct temperature for the grade of oil. This temperature will
intervention of an engineer. The illuminated Liquid Crystal Display (LCD) LO sump tank the separator normally operates continuously from the main LO have been set at commissioning and will not require changing unless the grade
provides information about the operating parameters of the separator; all the sump tank when the main engine is running. of the main engine LO is changed.
relevant process data and alarm conditions are displayed. The components
which are controlled or monitored by the control system include: a) Check and record the level of oil in all LO tanks. The separator regulating discharge valve should be set for the desired discharge
pressure and should not be adjusted during normal running conditions.
• Oil inlet/bypass valve (three-way circulation valve)
b) All valves in the separator system should be initially closed.
• Flushing water f) Ensure the separator brake is off and that the separator is free to
c) Open the control air valves and fresh water supply valve to the rotate. Check the separator gearbox oil level.
• Operating water
separator.
• Circuit and water discharge valve g) Start the separator supply pump by pressing the feed pump start
d) Ensure that there is electrical power at the separator control box. pushbutton at the local panel. The three-way valve will ensure
• Water sensor
the LO bypasses the separator and returns to main engine LO
• Oil inlet temperature e) Set the valves, as shown in the following table. sump tank.
• Audible alarms
Position Description Valve h) Start the separator by pressing its start pushbutton at the local
Software assignment for each separator is carried out in the factory using a panel. Ensure that the bowl runs up to speed smoothly before
Open Main LO separator feed pump suction valve from OL023F
password function. Any alterations to the set parameters should only be carried continuing. There is no ammeter on this separator with which to
main LO sump tank
out by a person authorised to make such changes. Changes in parameter settings gauge when the separator has reached its working speed.
Open Main LO separator feed pump inlet valve from OL028F
is not an operational requirement of the separators and is not normally necessary main LO sump tank
once the system has been configured for the type of lubricating oil being treated. i) Using the manual valves on the solenoid valves ensure the
If any change in parameter setting is required this must only be carried out Closed Main LO separator feed pump isolating valve from OL017F operating water opens and closes the bowl.
with the approval of the Chief Engineer and after consultation with the control main LO storage tank and main LO cleaning tank
system manual. It is essential that the correct separating temperature is set for Closed Main LO separator feed pump suction valve from OL027F j) Ensure that the control unit is switched on and that it is fully
the grade of lubricating oil being centrifuged. Too low a temperature can result stern tube LO drain tank functional. The LAMP TEST pushbutton must be pressed to test
in inefficient separation but too high a temperature can have a damaging effect Open Main LO separator feed pump discharge valve OL072F all illuminated indicators.
on the lubricating oil. Open Main LO separator heater inlet valve OL031F
k) Slowly open the steam supply for the separator heater; the drain
Open Main LO separator heater outlet valve OL103F valve is normally left open.
The desludging time interval is initially set so that the bowl will open and
Open Main LO separator heater steam inlet valve ST055F
discharge the sludge and water before the sludge space is filled. If the desludging
time interval is too short there is excessive sludging and performance of the Open Main LO separator heater condensate return valve ST162F l) Check that the automatic controller has taken control of the
system can suffer. Operational Main LO separator heater temperature control system and is maintaining the oil at the correct temperature.
valve
The lubricating oil separator requires compressed air and fresh water supplies m) Once the LO temperature is above the minimum setting, start
Set Separator manual flow control valve OL073F
for control and bowl operation/flushing. Supply systems for these are covered the programme by pressing PROCESS START pushbutton on
Operational Main LO separator 3-way valve the control panel. This will initiate a start sequence including a
in the relevant control air system and fresh water sections of this machinery
Open Main LO separator 3 way valve outlet valve OL075F sludge and discharge test and operate the separator in automatic
operating manual, 2.10.3 and 2.14.1 respectively.
Closed Main LO separator discharge valve to main LO OL024F mode. Once the separator is running and no signs of abnormal
cleaning tank vibrations are evident, all temperatures and pressures should be
Open Main LO separator discharge valve to main LO OL025F recorded.
sump tank
Separator Heater
A Deck
Upper Deck Steam TC

PI TI
100
80
OL103F
Set 5 bar
TI
OL069F
To Generator Engine
OL001F OL002F 65 OL031F
80 65 80 25 100 50 50
50
(98m3) (98.5m3)
OL075F
50
OL071F OL019F TI

LC XA TIAH
1622 1623
OL004F FI
1621
Main Engine
LO Separator
OSD35
40
40
LC
125 To Air
System
OL024F 50 (2.10.2a)
40 50 125

65
To LO (1.0m3)
Drain Tank
PI OL026F TI
To Sludge
LO Transfer Pump
Collecting
(15m3/h x 3 bar)
Pump
PI 50
25 OL072F
25 PI
65 OL015F 50 50 25 Feed Pump
(9.8m3/h x 2.5 bar)
OL014F PI
Key
OL013F
80 OL027F 25
From/To
OL028F Drains
Drain Tank OL018F
50 OL017F 50 Steam
(2.8.4a) 40
Condensate
2071
Air
To LO
Main LO Sump Tank
Drain Tank
(89.6m3)
The main LO separator may be operated continuously as required but it It should be noted that the main LO sump tank holds 89.6m3 lubricating oil Procedure for Separating Lubricating Oil from the Stern Tube
must be shut down periodically for cleaning and inspection according to the whereas the main LO cleaning tank holds 98.5m3 and therefore it is possible to Lubricating Oil Drain Tank and Returning it to the Stern Tube
manufacturer’s recommendations. The controller has been preprogrammed transfer the entire contents of the LO sump tank to the LO cleaning tank.
Lubricating Oil Drain Tank
to perform the desired cycle for LO separation. A change in the programmed
settings may be required if the specification of the LO is changed. After settling, the self-closing drain valve OL127F and OL128F on the main
The procedure for separating LO from the stern tube LO drain tank and returning
LO cleaning tank must be opened in order to drain any water from the tank.
it to the stern tube LO drain tank is the same as that above for separating from
The controller handbook must be consulted for instructions on changing system
the main LO sump tank back to the main LO sump tank, except for the setting
parameters. Parameters must only be changed by approved personnel. The quick-closing discharge valve OL021F from the main LO cleaning tank
of line valves.
may then be opened and the separator system operated as above with the valves
set as in the table below. The cleaning process operating on the cleaning tank to
Procedure to Stop the Separator cleaning tank should be maintained for as long as necessary, before returning
It must be noted that the stern tube LO is of high quality and generally in a clean
condition in normal operations, it would therefore be necessary to clear the
the charge to the sump.
a) Press the PROCESS STOP pushbutton. Two total ejections will lines, heater and filter to the main LO cleaning tank with the first few minutes
be triggered and the separator will stop automatically. The LO suction on the stern tube LO drain tank before discharging back to the stern
It is assumed the quantity of LO from the main LO sump tank has already been
will be automatically recirculated through the three-way valve tube LO drain tank.
transferred to the LO cleaning tank.
back to the LO sump tank.
b) Regulate the steam to the heater and allow the oil to cool. Position Description Valve
Closed Main LO separator feed pump suction valve from OL028F
Closed Main LO sump tank outlet valve to separator OL023F
main engine sump
c) The feed pump must to be stopped manually. Open Main LO separator feed pump suction inlet valve OL028F
Open Main LO separator feed pump suction valve from OL035f
from main LO cleaning tank
stern tube LO drain tank
d) Close the control air and operating water valves to the separator Closed Main LO separator feed pump suction valve from OL027F
Open Main LO separator feed pump suction valve from OL027F
along with any other valves opened prior to start-up. stern tube LO drain tank
stern tube LO drain tank
Closed Main LO storage tank outlet valve to separator OL010F
e) Once the separator has come to a complete stop the brake can be Open Main LO separator feed pump discharge valve OL072F
Open Main LO cleaning tank quick-closing outlet valve OL021F
applied and preparations made for cleaning if required. Open Main LO separator heater inlet valve OL031F
to separator
Open Main LO separator heater outlet valve OL103F
Locked Main LO cleaning tank valve to cylinder oil storage OL354F
CAUTION Set Separator manual flow control valve OL073F
closed tank
It is essential that the manufacturer’s instructions regarding the stopping Operational Main LO separator 3-way valve
Open Main LO separator feed pump discharge valve OL072F
and dismantling of the separator are followed exactly to avoid the risk of
Open Main LO separator heater inlet valve OL031F Open Main LO separator 3 way valve outlet valve OL075F
damage. Separator bowls rotate at very high speed and any imbalance or
loose connection can have serious consequences. Open Main LO separator heater outlet valve OL103F Closed Main LO separator outlet valve to main LO sump OL025F
Set Separator manual flow control valve OL073F tank
Operational Main LO separator 3-way valve Open Main LO separator outlet valve to stern tube LO OL026F
Procedure for Separating Lubricating Oil from the Main drain tank
Open Main LO separator 3-way valve outlet valve OL075F
Engine Lubricating Oil Cleaning Tank and Returning it to the Closed Stern tube LO drain tank filling valve from main OL034F
Open Main LO separator outlet valve
Main LO Sump Tank LO separator
Open Main LO separator outlet valve to main LO sump OL025F
The procedure for separating LO from the main LO cleaning tank and returning Closed Outlet valve from main LO storage tank OL016F
it to the main LO sump tank is the same as that above for separating from the Closed Main LO separator outlet valve to main LO OL024F
main LO sump tank back to the main LO sump tank, except for the setting of cleaning tank
tank and feed pump valves. Lubricating oil from the main LO sump tank must Closed Main LO separator outlet valve to stern tube LO OL026F
be pumped to the main LO cleaning tank as described above and allowed to drain tank supply
settle there for at least 12 hours with steam heating applied. Generally this
operation is carried out during refit periods where it is necessary to enter the
main engine sump tank for inspection. Note: After the main LO cleaning tank has been used for batch cleaning via
the separator, the tank must be thoroughly cleaned out.
Ensure that the main LO cleaning tank is in a clean condition before it is used
to store the sump contents.
Illustration 2.8.5b Generator Engine Lubricating Oil Separating System From LO Filling
Manifold (2.8.5a)
OL005F
50 100 Upper Deck
40
OL036F OL135F LI
OL136F
25
40
40 25
Drain Tank
3.5 bar 3.5 bar
TC TC
Separator Heater Separator Heater
25 (Port) 25 (Starboard)
OL053F OL037F
40
NO TT
OL056F 40
NO TT
OL039F
OL030F 40 OL077F 40 OL080F
25 15 25 15
25 25
Lever 25 Lever 25
25 25

40 40 40 40
TIAH XA TIAH XA
1633 1632 1643 1642
25 FI 25 FI
XI XI
1631 1641
OSD6 OSD6
32 32
AR019F AR002F
To Air 15 To Air 15
Air Air
32 40 32 40
50 80 80 80 80
OL061F OL045F
1634 1644
TI TI
Pump Pump
OL058F OL042F
32 PI PI
32
25 Drains 25
OL060F OL043F
32 Steam 32
To LO To LO
Generator Engine Lubricating Oil Separating System Procedure for Separating Generator Engine Lubricating Oil Position Description Valve
Generating Engine Lubricating Oil Separator from a Generator Engine Lubricating Oil Sump Tank and Closed Generator sump outlet valve to sludge OL061F
Manufacturer: Westfalia
Returning it to the Generator Engine Sump collection pump and purifier sludge tank
No. of sets: 2 a) Check and record the level of oil in all LO sumps. Normally open No.1 GE LO separator outlet valve to OL077F
Model: OSD6 generator engine sumps
Type: Automatic self-cleaning b) Open the control air valves to the separator three-way valve and Closed No 1 GE LO separator outlet valve to OL076F
the fresh water supply for separator operation. Ensure that there filling line
Control device: D10
is electrical power at the separator control box. Closed GE LO storage tank quick-closing outlet OL036F
Capacity: 1,200 litres/h
valve
c) Set the valves, as shown in the following tables.
Generating Engine Lubricating Oil Separator Heater
Manufacturer: XX No.1 Generator Engine
No. of sets: 2 Position Description Valve Open No.1 generator engine LO separator OL060F
Type: Shell and tube Open No.1 generator engine LO separator OL060F supply pump suction valve
supply pump suction valve
Generating Engine Lubricating Oil Separator Feed Pump Open No.1 generator engine LO separator OL058F Open No.1 generator engine LO separator OL058F
supply pump discharge valve supply pump discharge valve
Manufacturer: IMO
Open Generator LO separator heater port inlet OL056F Open Generator LO separator heater port inlet OL056F
No. of sets: 2 valve valve
Model: ACE 032N3 NVBP Open Generator LO separator heater port OL104F Open Generator LO separator heater port outlet OL104F
Capacity: 1.2m3/h at 2.5 bar outlet valve valve
Rating: 0.6kW at 1,100 rpm Open Generator LO separator heater port Open Generator LO separator heater port steam
steam inlet valves inlet valves
Open Generator LO separator heater port Open Generator LO separator heater port
Introduction condensate outlet valve condensate outlet valve
Operational Generator LO separator heater port Operational Generator LO separator heater port
The generator engine LO separators operate on the same principle as the
temperature control valve Set at 95ºC temperature control valve set at 95ºC
main engine LO separator. Each two of the four generator engines has its own
dedicated LO separator. The generator engine LO separators have their own Set No.1 GE LO separator manual flow OL055F Set No.1 GE LO separator manual flow OL055F
feed pumps and heaters. control valve control valve
Operational No.1 GE LO separator three-way valve Operational No.1 GE LO separator three-way valve
Lubricating oil from the generator engine sump tank flows from the sump tank Open No.1 GE LO separator three-way valve OL057F
to the suction side of the relevant separator feed pump, via a suction filter. From Open No.1 GE LO separator three-way valve OL057F
outlet valve to LO return line
the separator the cleaned oil returns to the generator engine sump tank. outlet valve to LO return line
Open No.1 GE LO separator non-return
discharge valve Open No.1 GE LO separator discharge valve
Sludge from the generator engine LO separators flows to the generator engine
Open No.1 generator engine outlet valve from OL064F Open No.2 generator engine outlet valve from OL066F
LO sludge tank port or starboard. Under normal circumstances a separator
sump sump
will operate continuously when the generator engine is running, taking LO
from the engine sump tank and returning it to the same sump tank. Generator Open No.1 generator engine inlet valve to OL063F Open No.2 generator engine inlet valve to OL065F
engine sumps are supplied with make-up LO from the generator engine LO sump from separator sump from separator
storage tank.. The generator engine sumps may be pumped out using the sludge Closed Generator engine sump LO filling valve OL030F Closed No.2 generator engine sump LO filling OL054F
collection pump to the waste oil tanks. Set 3-way sump outlet valve. Set for No.1 OL078F valve
generator engine. Set 3-way sump outlet valve. Set for No. 2 OL078F
Separators may be programmed to perform particular functions at preset generator engine.
Set 3-way sump inlet valve. Set for No.1 OL067F
times. The generator separator controllers are programmed at commissioning
generator engine
and should not require reprogramming unless the grade of generator LO is
changed.
Illustration 2.8.5b Generator Engine Lubricating Oil Separating System From LO Filling
Manifold (2.8.5a)
OL005F
50 100 Upper Deck
40
OL036F OL135F LI
OL136F
25
40
40 25
Drain Tank
3.5 bar 3.5 bar
TC TC
Separator Heater Separator Heater
25 (Port) 25 (Starboard)
OL053F OL037F
40
NO TT
OL056F 40
NO TT
OL039F
OL030F 40 OL077F 40 OL080F
25 15 25 15
25 25
Lever 25 Lever 25
25 25

40 40 40 40
TIAH XA TIAH XA
1633 1632 1643 1642
25 FI 25 FI
XI XI
1631 1641
OSD6 OSD6
32 32
AR019F AR002F
To Air 15 To Air 15
Air Air
32 40 32 40
50 80 80 80 80
OL061F OL045F
1634 1644
TI TI
Pump Pump
OL058F OL042F
32 PI PI
32
25 Drains 25
OL060F OL043F
32 Steam 32
To LO To LO
Set 3-way sump inlet valve from separator. OL067F Set 3-way discharge valve to sump from OL051F Set 3-way sump inlet valve. Set for No.4 OL051F
Set for No 2 generator engine separator. Set for No.3 generator engine generator engine
Closed Generator sump outlet valve to sludge OL061F Closed Generator sump outlet valve to sludge OL061F Closed Generator sump outlet valve to sludge OL045F
collection pump and purifier sludge tank collection pump and purifier sludge collection pump and purifier sludge tank
tank Normally open No.2 GE LO separator outlet valve to OL080F
Normally open No.1 GE LO separator outlet valve to OL077F
generator engine sumps Normally open No.2 GE LO separator outlet valve to OL080F generator engine sumps
generator engine sumps Closed No.2 GE LO separator outlet valve to OL079F
Closed No.1 GE LO separator outlet valve to OL076F
Closed Starboard separator outlet valve to filling OL079F filling line
filling line
line Closed GE LO storage tank quick-closing outlet OL036F
Closed GE LO storage tank quick-closing outlet OL036F
Closed GE LO storage tank quick-closing outlet OL036F valve
valve
valve
The separator heater is supplied with steam as the heating medium and the
No.3 Generator Engine No.4 Generator Engine drain valve from the heater must always be open. The heater is controlled
by the control system and the generator engine LO separator control system
Position Description Valve Position Description Valve regulates the steam supply to give the correct temperature for the grade of oil.
Open No.2 generator engine LO separator OL043F Open No.2 generator engine LO separator OL043F This temperature will have been set at commissioning and will not require
feed pump suction valve supply pump suction valve changing unless the grade of the generator engine LO is changed. The separator
Open No.2 generator engine LO separator OL042F regulating discharge valve should be set for the desired discharge pressure and
feed pump discharge valve Open No.2 generator engine LO separator OL042F
should not be adjusted during normal running conditions.
supply pump discharge valve
Open Generator LO separator heater starboard OL039F
inlet valve Open Generator LO separator heater starboard OL039F d) Ensure the separator brake is off and that the separator is free to
inlet valve rotate. Check the separator gearbox oil level.
Open Generator LO separator heater starboard OL102F
outlet valve Open Generator LO separator heater starboard OL102F
Open Generator LO separator heater starboard outlet valve e) Start the separator supply pump by pressing the feed pump start
steam inlet valves Open Generator LO separator heater starboard pushbutton at the local panel on LGSP 9. The three-way valve
steam inlet valve will ensure the LO bypasses the separator and returns to selected
Operational Generator LO separator heater starboard
generator engine LO sump.
temperature control valve set at 95 ºC Open Generator LO separator heater starboard
condensate return valve
Open Generator LO separator heater starboard f) Start the separator by pressing the separator start pushbutton at
Operational Heater temperature control valve the local panel. Ensure that the bowl runs up to speed smoothly
condensate outlet valve
Set No.2 GE LO separator manual flow OL040F Set Starboard separator manual flow control OL040F before continuing. Monitor the load on the separator as it runs
control valve valve up, when the amps (load) drop back this will indicate that it is up
Operational Starboard separator three-way valve to full speed.
Operational No.2 GE LO separator three-way valve
Open No.2 GE LO separator three-way valve OL041F Open Starboard separator three-way valve OL041F g) Using the manual valves on the solenoid valves ensure the
outlet valve to LO return line outlet valve to LO return line operating water opens and closes the bowl.
Open Separator outlet valve Open No.2 GE LO separator discharge valve
h) Ensure that the control unit is switched on and that it is fully
Open No.3 generator engine outlet valve OL048F Open No 4 generator engine outlet valve from OL050F functional. The LAMP TEST pushbutton must be pressed to test
from sump sump all illuminated indicators.
Open No.3 generator engine inlet valve OL047F Open No.4 generator engine inlet valve to OL049F
to sump from separator sump from separator i) Slowly open the steam supply for the separator heater; the drain
Closed No.3 generator engine sump LO filling OL038F Closed Generator engine sump LO filling valve OL074F valve is normally left open.
valve j) Check that the automatic controller has taken control of the
Set 3-way sump outlet valve. Set for No. 4 OL052F system and is maintaining the oil at the correct temperature.
Set 3-way sump outlet valve. Set for No. 3 OL052F
generator engine.
generator engine.
k) Once the LO temperature is above the minimum setting, start
the programme by pressing PROCESS START pushbutton on
the control panel. This will initiate a start sequence including a
sludge and discharge test and operate the separator in automatic
mode. Once the separator is running and no signs of abnormal
vibrations are evident, all temperatures and pressures should be
recorded.
The generator engine LO separator should be operated continuously when an

associated generator engine is operating but it must be shut down periodically
for cleaning and inspection according to the manufacturer’s recommendations.
The controller has been preprogrammed to perform the desired cycle for
LO separation. A change in the programmed settings may be required if the
specification of the LO is changed. The controller handbook must be consulted
for instructions on changing system parameters. Parameters must only be
changed by approved personnel.
Procedure to Stop the Separator
a) Press the PROCESS STOP pushbutton. Two total ejections will

be triggered and the separator will stop automatically. The LO
will be automatically recirculated through the three-way valve
back to the generator engine LO sump tank.
b) Regulate the steam to the heater and allow the oil to cool.
c) The feed pump will need to be stopped manually.
d) Close the control air and operating water valves to the separator
along with any other valves opened prior to start-up.
e) Once the separator has come to a complete stop the brake can be
applied and preparations made for cleaning if required.
CAUTION
It is essential that the manufacturer’s instructions regarding the stopping
and dismantling of the separator are followed exactly to avoid the risk of
damage. Separator bowls rotate at very high speed and any imbalance or
loose connection can have serious consequences.
Illustration 2.8.6a Lubricating Oil Transfer and Filling System 65 Bunker Station 65
Port Starboard 32
Port
80 80
Starboard A Deck
A Deck Bunker Station LS
Upper Deck Cylinder Oil LAL
Upper Deck LS Measuring Tank 0304
65 Set 5 bar
(4.5m3)
80
OL070F OL140F
OL069F 100 OL006F 100 OL007F 50 OL OL
OL
OL Set 65 400F 139F 25
001F 2nd Deck
002F 65 5 bar 100 3rd Deck
80 65 80 25 100 65 65 Void 25
Main Lubricating Oil Main Lubricating No.1 Cylinder Oil No.2 Cylinder Oil Main Engine
Storage Tank Oil Cleaning Storage Tank Storage Tank Cylinder Oil 32 To Lubricating Oil
OL019F AUTO OL Drain Tank
(98m3) Tank (98.5m3) (125.5m3) (125.5m3) Shift Pumps ST-SP 404F
OL128F OL021F
OL TI
OL126F OL071F OL141F OL143F (2m3/h x 2.0 bar) OL
LC OF351F OL352F
004F XA 431F
CPI PI
1823 OL
LI OL127F LI
OL125F LI OL142F OL144F LI 402F
No.2
50
65 65 3rd Deck (Stbd)
65 XA
CPI PI
40 40 40 40 1824 25 32
40
LC NC To Main
40 No.1 To Lubricating Oil
65 40 40 Generator Engine
40 4th Deck Drain Tank (2.8.1a)
25 40 25 40
25
50
OL
To Lubricating OL011F 024F 40 OL Upper
Oil Drain Tank From Main Engine 005F Deck
OL 50 100
025F Lubricating Oil To Lubricating
System (2.8.1a) Oil Drain Tank Generator Engine
OL 15 Lubricating
026F Oil Storage Tank
No.1 Generator Engine No.2 Generator Engine No.3 Generator Engine No.4 Generator Engine OL036F LI
40 (20m3)
OL135F
TIAH PIAL TIAH PIAL TIAH PIAL TIAH PIAL OL136F
40
65 65 25
PI
Lubricating Oil Transfer Pump
(15m3/h x 3 bar) 40 25
PI
25
To Lubricating Generator Engine LO To Lubricating
Oil Drain Tank Measuring Tank Oil Drain Tank
80 OL (100 Litres)
65 50 50
015F
OL To Main Lubricating LAL LAL LAL LAL
014F Oil Separator Feed
OL
Pump (2.8.5a) OL
013F OL OL OL OL OL OL OL OL OL OL OL
80 030F 064F 066F 048F 40
063F 054F 065F 038F 047F 074F 049F 050F
80 65
From/To 40 OL 40 OL
Stern Tube OL035F 50 65 Lever 053F 037F
Lever
Lubricating Oil 65 OL016F 65 25 25
Drain Tank OL018F
50 OL017F 50 OL067F OL078F OL078F Key
(2.8.4a) 40 40 OL067F 40 40
OL034F LIAL Lubricating Oil
OL022F OL023F 2071 From Generator Engine From Generator Engine
25 25
Lubricating Oil Lubricating Oil Drains
Separator Heater (Port) Separator Heater (Port) (2.8.3a)
Main Lubricating Instrumentation
Oil Sump Tank To No.1 Generator To Generator To No.1 Generator
(89.6m3) Engine Lubricating Engine Lubricating Engine Lubricating
Electrical Signal
Oil Separator Feed Oil Measuring Tank Oil Separator Feed
Pump (2.8.3a) (2.8.3a) Pump (2.8.3a)
2.8.6 Lubricating Oil Filling and Transfer Procedure for Transferring Main Engine Lubricating Oil by Procedure for Transferring Generator Engine Lubricating
System Gravity Oil
Lubricating oil is stored in the following main storage tanks, located in the a) Close the outlet valve OL021F from the main engine LO Filling the generator engine LO filling tank:
engine room. cleaning tank and open the main engine LO storage tank outlet
valve OL071F and then the following valves depending on the a) All valves should be initially closed.
Tank Volume 100% Outlet service selected.
(m3) valve b) Check how much oil is in the generator engine LO filling tank
Main LO sump tank 89.6 OL022F Tank Description Outlet Valve and how much is to be transferred.
Main LO storage tank 98.0 OLO71F Line valve to main engine sump OL016F
c) Turn the three-way valve LT41 so that the flow of oil is from the
Main LO cleaning tank 96.5 OLO21F Line valve to turbocharger LO tank OL033F
storage tank to the filling tank.
No.1 cylinder oil storage tank 125.5 OL351F Line valve to stern tube LO drain tank OL035F
No.2 cylinder oil storage tank 125.5 OL352F d) Open the generator engine LO storage tank quick-closing outlet
Cylinder oil measuring tank 4.5 OL400F b) When the desired quantity of lubricating oil has been transferred valve OL036F.
close all valves and record the quantity of oil transferred.
Generator engine LO storage tank 40.2 OL036F
e) Run down the desired quantity of oil to the generator engine LO
Stern tube LO drain tank 9.8 OL035F
Procedure for Transferring Cylinder Oil from the Storage Tank filling tank and then close the generator engine LO storage tank
outlet valve. Record the quantity of LO transferred.
Outlet valves from the main LO storage tanks are remote quick-closing valves to the Cylinder Oil Measuring Tank
with a collapsible bridge, which can be operated from the fire control station.
After being tripped the valves must be reset locally. Cylinder oil is pumped from the cylinder oil storage tanks to the cylinder oil Procedure for Transferring from the Generator Engine
measuring tank by use of one of the two ME cylinder oil shift pumps. Gravity Lubricating Oil Storage Tank to the Generator Engine Sumps
Each tank is also fitted with a self-closing test cock to test for the presence of feed takes the cylinder oil from the measuring tank to the lubricator feed line.
water and to drain any water present. Tundishes under the self-closing test cock
a) All valves are initially closed.
drain any test liquid to the lubricating oil drain tank. a) Ensure that all valves are initially closed. Open the quick-
closing outlet valve on the required cylinder oil storage tank, in b) Determine the level of LO in the generator engine sump and
Lubricating oil is moved from the storage tanks to the main engine sump, this case number one, OL351F. estimate the amount of LO which needs to be transferred.
the main engine cylinder lubrication system and the generator diesel engine
sumps. The main engine sump LO can be pumped or centrifuged to the main b) Open the electrically-driven cylinder ME cylinder oil shift pump c) Open the required generator engine sump filling valve:
LO cleaning tank before being centrifuged back to the sump. It should be noted suction valves and discharge valves.
that the capacity of the main LO sump tank is 89.6m3 whereas the capacity • No.1 generator engine sump filling valve OL030F
of the main LO cleaning tank is 96.5m3, to allow the LO sump tank to be c) Check and record the level in the cylinder oil measuring tank. • No.2 generator engine sump filling valve OL054F
transferred to the cleaning tank when required.
• No.3 generator engine sump filling valve OL038F
d) Start a cylinder oil shift pump and transfer oil from the selected
A heating coil is fitted to the main LO cleaning tank. All storage tanks are filled cylinder LO storage tank to the cylinder LO measuring tank. The • No.4 generator engine sump filling valve OL074F
from connections on both sides of the ship at the upper deck level; the main LO cylinder LO measuring tank is fitted with a float switch which
storage tank, the generator engine LO storage tank and the cylinder LO storage stops the cylinder oil shift pump automatically when the tank d) Note the level of oil in the generator engine LO storage tank.
tanks have separate filling lines in order to prevent contamination. reaches the high level provided that the pump is selected for Open the generator engine LO storage tank quick-closing outlet
automatic operation. The cylinder oil-measuring tank overflows valve OL036F.
to the cylinder oil storage tanks.
e) Set the generator engine LO line three-way valve to GE LO
e) Record the quantity of LO transferred and close all valves. measuring tank (OL053F for Nos.1 and 2 generator engines.
OL037F for Nos.3 and 4) When the desired amount of oil has
been transferred to the GE LO measuring tank change the LO
line three-way valve to fill the required generator engine sump.
Illustration 2.8.6a Lubricating Oil Transfer and Filling System 65 Bunker Station 65
Port Starboard 32
Port
80 80
Starboard A Deck
A Deck Bunker Station LS
Upper Deck Cylinder Oil LAL
Upper Deck LS Measuring Tank 0304
65 Set 5 bar
(4.5m3)
80
OL070F OL140F
OL069F 100 OL006F 100 OL007F 50 OL OL
OL
OL Set 65 400F 139F 25
001F 2nd Deck
002F 65 5 bar 100 3rd Deck
80 65 80 25 100 65 65 Void 25
Main Lubricating Oil Main Lubricating No.1 Cylinder Oil No.2 Cylinder Oil Main Engine
Storage Tank Oil Cleaning Storage Tank Storage Tank Cylinder Oil 32 To Lubricating Oil
OL019F AUTO OL Drain Tank
(98m3) Tank (98.5m3) (125.5m3) (125.5m3) Shift Pumps ST-SP 404F
OL128F OL021F
OL TI
OL126F OL071F OL141F OL143F (2m3/h x 2.0 bar) OL
LC OF351F OL352F
004F XA 431F
CPI PI
1823 OL
LI OL127F LI
OL125F LI OL142F OL144F LI 402F
No.2
50
65 65 3rd Deck (Stbd)
65 XA
CPI PI
40 40 40 40 1824 25 32
40
LC NC To Main
40 No.1 To Lubricating Oil
65 40 40 Generator Engine
40 4th Deck Drain Tank (2.8.1a)
25 40 25 40
25
50
OL
To Lubricating OL011F 024F 40 OL Upper
Oil Drain Tank From Main Engine 005F Deck
OL 50 100
025F Lubricating Oil To Lubricating
System (2.8.1a) Oil Drain Tank Generator Engine
OL 15 Lubricating
026F Oil Storage Tank
No.1 Generator Engine No.2 Generator Engine No.3 Generator Engine No.4 Generator Engine OL036F LI
40 (20m3)
OL135F
TIAH PIAL TIAH PIAL TIAH PIAL TIAH PIAL OL136F
40
65 65 25
PI
Lubricating Oil Transfer Pump
(15m3/h x 3 bar) 40 25
PI
25
To Lubricating Generator Engine LO To Lubricating
Oil Drain Tank Measuring Tank Oil Drain Tank
80 OL (100 Litres)
65 50 50
015F
OL To Main Lubricating LAL LAL LAL LAL
014F Oil Separator Feed
OL
Pump (2.8.5a) OL
013F OL OL OL OL OL OL OL OL OL OL OL
80 030F 064F 066F 048F 40
063F 054F 065F 038F 047F 074F 049F 050F
80 65
From/To 40 OL 40 OL
Stern Tube OL035F 50 65 Lever 053F 037F
Lever
Lubricating Oil 65 OL016F 65 25 25
Drain Tank OL018F
50 OL017F 50 OL067F OL078F OL078F Key
(2.8.4a) 40 40 OL067F 40 40
OL034F LIAL Lubricating Oil
OL022F OL023F 2071 From Generator Engine From Generator Engine
25 25
Lubricating Oil Lubricating Oil Drains
Separator Heater (Port) Separator Heater (Port) (2.8.3a)
Main Lubricating Instrumentation
Oil Sump Tank To No.1 Generator To Generator To No.1 Generator
(89.6m3) Engine Lubricating Engine Lubricating Engine Lubricating
Electrical Signal
Oil Separator Feed Oil Measuring Tank Oil Separator Feed
Pump (2.8.3a) (2.8.3a) Pump (2.8.3a)
f) When the desired amount of oil has been transferred to the selected h) Remove the supply pipe and refit the blank.
generator engine sump, turn the generator engine LO measuring
tank three-way line valve to the closed position and close the i) Check and record the levels in all LO tanks and record the
selected generator engine sump filling valve and GE LO storage amount of oil loaded.
tank quick-closing outlet valve.
g) Record the quantity of oil transferred.
Procedure for Loading Lubricating Oil
The preparation and operation procedures for loading should be followed as

described in Section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer
System. The precautions to be observed when loading LO are the same as for
loading fuel. Main and generator engine LO, and cylinder LO have separate
filling line connections on the port and starboard sides of the ship.
Main engine LO may be directed to the main LO storage tank engine LO , the
main LO cleaning tank or the GE LO storage tank.
a) Check that there is sufficient capacity in the tank to accommodate

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

supplied.
c) Remove the line blank to the required filling line and thoroughly
clean the connection area.
d) Connect the loading hose and open the appropriate tank valve.
Note: Absolute cleanliness is essential when loading lubricating oil and it is

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

Main LO storage tank filling valve OL001F
Main LO cleaning tank filling valve OL002F
Generator engine LO storage tank filling valve OL005F
No.1 cylinder oil storage tank filling valve OL006F
No.2 cylinder oil storage tank filling valve OL007F
e) Proceed with the loading operation.
f) Ensure that oil is being correctly transferred.
g) When the required quantity of oil has been loaded, signal for
the pumping to stop. Allow the pipe to drain and then close all
valves.
2.9 Bilge System
2.9.1 Engine Room and Cargo Hold Bilge System and Bilge Separator
Illustration 2.9.1a Engine Room Bilge System 40 To Dirty Port Starboard
Bilge Tank ‘B’ Deck FD015F 50 125 Deck Fire 125
7 bar BG327F (Near Exhaust Main
Control Air Funnel Top Gas Boiler)
Set 2K
Oily Water BG333F PI
80 Passage
Separator Way
10 Pump 1.5K-6K 125
FD014F
Upper Deck 50 65
(Port) Fr.86 FD018F
Oil 50 2nd Deck
80 FD013F
Detecting DPI PI
50 2nd Deck 50 (Starboard) Fr.96
Monitor FD019F
(Port) Fr.86 50 3rd Deck
Swimming FD012F
BC008F 3rd Deck 50 (Starboard) Fr.101
Pool FD020F
LS LS (Port) Fr.94 FD011F 80 50 4th Deck
Auto Overflow Shaft
MESB Stop 4th Deck 50 (Starboard) Fr.101
15 65 Upper Tunnel Space FD021F
PPT-BWS (Port) Fr.90 65 50 4th Deck
Deck
Oily 100 4th Deck 50 65 (Starboard) Fr.84
(Port) FD022F
Water Separator FD008F 50 Floor
Signal Line From FD FD (Starboard) Fr.94
(10m3/h - 5ppm) Transmitter Box 009F 010F
(Port) (Starboard) To Fresh Water
Aft Draft Floor Floor 100 Generator for
Measuring (Port) (Port) Emergency Sea
BG328F 80 (Fr.65) (Fr.91) 125
80 VS200F PI Water Supply
50 150 BG335F 1835
BG329F 200
Overboard 200
FD005F
Sea Chest Overboard 125
Aft Bilge 15 From Fresh 25
Well Sea Chest
Water BG
Service System FD BG LO FD
337F 002F 338F 004F
10 From
50 25
80 Compressed
To Sludge Fire, Bilge and PI
To Dirty PI Air
Pump General Service S S
From Fresh Bilge Tank No.1
Water Transfer
40 10 50 To Shore Pump (Self-Priming) AR047F AR046F
(See 2.6.4c) No.2
Upper Deck Pump Connection (120/460 x 9.0/3.0 bar)
From Main Engine PI 25 PI 25
50 Air-Cooling Drain Tank Sacrificial Sacrificial
65 and CFW Drain Tank Flange To Bilge Flange To Bilge
For 50 BG BG Well Well LO
Void 80% BG 308F 309F 150
LAH BG
Mooring (Centre) 1939 326F BG BG LC 013F From Main
65 65 65 Set LC 011F LC 026F WS053F
Deck 65 PS 1 bar LO Sea Suction
65 Clean Bilge 150 Crossover Line
LAH Steering PI To Ballast
1932
Gear Tank 65 65 200
LAH LAH (66.9m3) Stripping WS054F
1940 1933 Room Engine Room
From Fresh Bilge Pump Eductor
Bilge Hat Water Tank Deck Scupper
(10m3/h x 4 bar) 50 50
Line
(Port, Stbd (Gravity Filling) BG PI
For OWS LI
and Centre) 65 65 3rd Deck Auto Stop 313F For Engine
Floor (Port) 300
(Low Level) Void Void Room Bilge
4th Deck 30% BG
65 Void LS 315F BG BG (Port) (Stbd) Suction LAH
Shaft Air Test
1934
(Centre)
Tunnel 65 311F 312F 200
TI
BG341F 50 Space BG343F To LO
Drain Tank LC LC BG035F
BG316F 50 Deck Scupper From Dirty
Line 65 To Sludge BG003F BG004F Bilge Well
BG317F 50 Bilge Tank (Engine Room
(Water Suction) 65 Collection Pump 65
WG027F 40 Forward - Port)
(See 2.6.4c) 65 LC
Stern Tube BG318F 25 200 200 300 From Cargo Hold
Cooling Water Bilge Main
Tank (65m3) BG319F25 BG005F BG017F BG001F
65
LAH
No.7 Water
BG 1936 Ballast Tank
BG 007F Bilge Well (Port)
008F 50 65 (Engine Room - Aft) Cofferdam
65 Around Sump Tank Engine Room Hull
BG 65 Deck Scupper
65 010F Line
50 65 LAH BG021F 200
1938 Aft BG 100
Bilge Well Cofferdam 030F LAH
100
1906 BG BG BG Overboard LAH Bilge Well
1935
65 018F 019F 020F
15
Sea Chest 80% (Engine Room
PI BG002F Forward - Stbd)
No.9A
LAH
Bilge Hat No.9F 1937 Hold Bilge Hold Bilge
Main Engine Collecting Tank Stripping Pump
(P & S) 65 Sunken Area
50 Key
No.8A (133.9m3) (85m3/h x 4 bar)
150
Void PI
LAH LAH WG103F Bilges
(Centre) 1931 1930 LI 15 From Fresh Water
Bilge Well LAH
BG024F Service for Priming Fresh Water
150
(Centre) 1929
BG Bilge Well Bilge Well BG023F Sea Water
012F (Port) BG (Stbd) BG BG344F
015F 016F Air
Stern Tube 125
Cooling 125 150 Fire Water
Water Tank
2.9 Bilge System Oily Water Separator Feed Pump The oily water separator feed pump can take suction from:
Manufacturer: IMO • Clean bilge tank
2.9.1 Engine Room and cargo hold Bilge System No. of sets: 1 • Dirty bilge tank
and Bilge Separator
Type: Helical rotary
• Hold bilge collecting tank
Model: Borger AL50
Engine Room Bilge Pump
Capacity: 10.0m3/h at 3.7 bar The oily water separator pump can discharge to:
Manufacturer: IMO Motor: 1.7kW at 420 rpm • Oily water separator
No. of sets: 1
Oil Monitoring Device
Type: Horizontal screw The hold bilge stripping pump can take suction from:
Model: Borger PL300 Manufacturer: Deckma Hamburg
• Hold bilge main
Capacity: 10m3/h at 4 bar No. of sets: 1
• Hold bilge collecting tank
Model: OMD 2005
• Engine room aft bilge wells (port, starboard and centre)
Sludge Collection Pump
Manufacturer: IMO Introduction The hold bilge stripping pump can discharge to:
No. of sets: 1 • Hold bilge collecting tank
The engine room bilge pump can take suction from:
Type: Horizontal screw • Directly overboard
• Engine room bilge main
Model: Borger AL50
Capacity: 10m3/h at 4.0 bar • Cargo hold bilge main The fire and bilge pumps can take suction from:
Motor: 3.0kW at 400 rpm • Cargo hold bilge collecting tank • Engine room bilge suction main
• Stern tube cooling water tank • Sea water suction main
Hold Bilge Stripping Pump • Clean bilge tank • Cargo hold bilge main
Manufacturer: IMO • Dirty bilge tank • Port and starboard forward engine room bilge wells
No. of sets: 1
Type: Horizontal screw The engine room bilge pump discharges to: The fire, bilge and GS pumps can discharge to:
Model: CL390 • Clean bilge tank • Overboard
Capacity: 85m3/h at 4.0 bar • Dirty bilge tank • The fire and wash deck system
Motor: 15.5kW at 450 rpm • Shore connections on the port and starboard side, A deck
There are two emergency bilge suction systems:
• Waste oil storage tank (via the shore discharge line)
Fire, Bilge and General Service Pumps • Via the ballast stripping eductors, operated via ballast valves
The sludge collection pump can take suction from: BA005F and BA006F
Manufacturer: Taiko Kikai Industries Co. Ltd
No. of sets: 2 • Waste oil storage tank • Via No.3 ballast pump, which is provided with an emergency
bilge suction, operated via valve BA011F which has a spindle
Type: Horizontal centrifugal • Dirty bilge tank extended 460mm above the lower platform
Model: VSE - 250 MB • LO and FO sludge and drain tanks
Capacity: 120/460m3/h at 9.0/3.0 bar CAUTION
• Clean bilge tank
Motor: 90kW at 1,800 rpm The direct overboard discharge is not to be used for discharging bilges
The sludge collection pump discharges to: unless under emergency conditions.
Oily Water Separator • Waste oil service tank
Manufacturer: Norddeutsche - Filter • Waste oil storage tank
Model: PPT - BWS/MESB - 10000 • Shore connections on the port and starboard side, A deck
Capacity: 10.0m3/h at 5ppm
Set 2K
80 Passage
Separator Way
10 Pump 1.5K-6K 125
FD014F
Upper Deck 50 65
(Port) Fr.86 FD018F
Oil 50 2nd Deck
80 FD013F
Detecting DPI PI
Monitor FD019F
Swimming FD012F
Pool FD020F
Auto Overflow Shaft
Deck
(Port) FD022F
BG328F 80 (Fr.65) (Fr.91) 125
50 150 BG335F 1835
BG329F 200
Overboard 200
FD005F
Well Sea Chest
Water BG
337F 002F 338F 004F
10 From
50 25
80 Compressed
To Dirty PI Air
Water Transfer
(See 2.6.4c) No.2
Void 80% BG 308F 309F 150
LAH BG
65 65 65 Set LC 011F LC 026F WS053F
1932
Gear Tank 65 65 200
(10m3/h x 4 bar) 50 50
Line
For OWS LI
Floor (Port) 300
4th Deck 30% BG
Shaft Air Test
1934
(Centre)
Tunnel 65 311F 312F 200
TI
(See 2.6.4c) 65 LC
65
LAH
No.7 Water
BG 65 Deck Scupper
65 010F Line
50 65 LAH BG021F 200
1938 Aft BG 100
100
1935
65 018F 019F 020F
15
No.9A
LAH
50 Key
No.8A (133.9m3) (85m3/h x 4 bar)
150
Void PI
Bilge Well LAH
150
(Centre) 1929
015F 016F Air
Stern Tube 125
Water Tank
Procedure for Pumping the Engine Room Bilges to the Clean Valves are shown as closed but will be open when pumping a particular space. Multi-Phase Separator (MPS) (1st Stage)
Bilge Tank Using the Engine Room Bilge Pump The steering gear compartment bilge is drained to the aft bilge well by manually
This is a horizontal pressure vessel with phase insert plates for separation of oil
operated self-closing drain valves, BG341F and BG316F.
and solids with the following ancillary components:
a) Clean all suction strainers.
Hold bilges may be pumped using the engine room bilge system provided that • Automatic oil drain valve
b) Check that all instrumentation is working correctly. the hold bilge line valve BG001F is open. The cargo hold bilge valves are • Oil level sensor
remotely operated via the bilge screen display in the ECR or SCC.
• Test cock at the oil collecting dome
c) Set the pump valves as in the following table:
e) Check the valve settings for the engine room bilge pump • Safety valve (set at 3.8 bar)
The valve settings assume suction from the bilge main. Bilge spaces are pumped discharge and for the desired tank suction.
• Pressure gauge (range 0-6.0 bar)
via the bilge main and the appropriate valves must be opened.
f) Press the Start pushbutton and ensure that the fresh water priming • Solenoid valve for the scavenger line
solenoid valve opens for 10 seconds before the ER bilge pump
starts. Mechanical Emulsion and Foam Breaker (MESB) (2nd Stage)
Open ER bilge pump suction valve from bilge main BG312F
Closed ER bilge pump suction valve from clean bilge tank BG311F g) Once the ER bilge pump has started, ensure that the fresh water This is a horizontal pressure vessel with emulsion foam breaker elements for
Open ER bilge pump discharge valve to clean bilge tank BG326F priming solenoid valve closes when the pump discharge pressure separation of very fine mechanically emulsified oil droplets.
Closed ER bilge pump discharge valve to dirty bilge tank BG308F reaches 1.0 bar. Check that the correct bilge well/chamber is
being emptied and that the bilge water is flowing to the clean This unit has the following ancillary parts:
Closed ER bilge pump discharge valve to shore connection BG309F
bilge tank. • Automatic oil drain valve
d) If a bilge well or another compartment is to be pumped out, the • Oil level sensor
h) When the bilge well/chamber is empty, stop the bilge pump or
appropriate suction valves must be opened. The table below
select another bilge well for emptying. • Test cock at the oil collecting dome
indicates valves connected to the bilge main. The cargo hold
bilges may be pumped via the bilge main; in that case the line • Differential pressure switch (set at 1.5 bar)
valve to the cargo hold bilge system BG001F (normally locked The Oily Water Separator OWS • Pressure gauge (range 0-4.0 bar)
closed) must be opened, together with the particular hold bilge
suction valve. The NFV Bilge Water Separator works by gravity and coalescence. It consists • Solenoid valve for scavenger line
of two main units, a Multi Phase Separator (MPS) and a Mechanical Emulsion • Spring loaded non-return valve (set at 0.7 bar)
Bilge Main Suction Valves and Foam Breaker (MESB). In addition to the main units there is a rotary supply
pump which feeds bilge water into the 1st stage unit (the PPT-BWS unit). The • Three-way valve with actuator
Position Description Valve OWS supply pump draws water from the clean bilge tank, which is fitted with
Closed Stern tube cooling water tank suction valve (line BG008F two level switches, one to activate a high level alarm (80%) and one to stop Operation
normally blanked off) the supply pump at low level (30%). The low level switch prevents air being
drawn into the separator and been trapped in the oil collecting domes. There is Operation of the Multi-Phase Separator (MPS) (1st Stage)
Closed Aft cofferdam suction valve BG010F
a connection from the fresh water services system (Section 2.14.1) to allow the The helical rotary pump transfers the bilge water from the clean bilge tank
Closed Aft cofferdam bilge well suction valve BG007F
OWS to be flushed and cleaned when required. into the (1st stage) of the oily water separator. In this MPS stage the larger oil
Closed Aft bilge well suction valve BG005F drops and solids are separated by gravity and the oil flows upwards into the oil
Closed Main engine sunken area suction valve BG030F An OMD-2005 5ppm oil monitoring unit is located in the discharge line from collecting dome.
Closed Cofferdam around sump tank suction valve BG008F the 2nd stage MESB unit. The oily water monitor OMD continuously monitors
Closed Forward port ER bilge well suction valve BG035F discharge from the oily water separator and if the discharge water oil content The remaining oily water mixture flows through the 1st stage Multi Phase
Closed Forward starboard ER bilge well suction valve BG002F exceeds 5ppm the three-way controlled valve is turned so that the discharge Separator (MPS) where it passes through an arrangement of parallel wave-form
water is directed to the oily bilge tank (dirty) rather than overboard. An alarm plates. Under the influence of gravity and the coalescing effects, the smaller
Locked Suction valve from hold bilge main BG001F
is activated at the same time. oil droplets collect on the undersides of the MPS plates where they form larger
closed
droplets. These larger droplets of oil flow upwards to the top of the plates and
Locked Void space port bilge suction valve BG003F they then pass out of the plate pack through holes in the plates. These larger oil
closed droplets flow to the oil collecting dome.
Locked Void space starboard bilge suction valve BG004F
closed
Set 2K
80 Passage
Separator Way
10 Pump 1.5K-6K 125
FD014F
Upper Deck 50 65
(Port) Fr.86 FD018F
Oil 50 2nd Deck
80 FD013F
Detecting DPI PI
Monitor FD019F
Swimming FD012F
Pool FD020F
Auto Overflow Shaft
Deck
(Port) FD022F
BG328F 80 (Fr.65) (Fr.91) 125
50 150 BG335F 1835
BG329F 200
Overboard 200
FD005F
Well Sea Chest
Water BG
337F 002F 338F 004F
10 From
50 25
80 Compressed
To Dirty PI Air
Water Transfer
(See 2.6.4c) No.2
Void 80% BG 308F 309F 150
LAH BG
65 65 65 Set LC 011F LC 026F WS053F
1932
Gear Tank 65 65 200
(10m3/h x 4 bar) 50 50
Line
For OWS LI
Floor (Port) 300
4th Deck 30% BG
Shaft Air Test
1934
(Centre)
Tunnel 65 311F 312F 200
TI
(See 2.6.4c) 65 LC
65
LAH
No.7 Water
BG 65 Deck Scupper
65 010F Line
50 65 LAH BG021F 200
1938 Aft BG 100
100
1935
65 018F 019F 020F
15
No.9A
LAH
50 Key
No.8A (133.9m3) (85m3/h x 4 bar)
150
Void PI
Bilge Well LAH
150
(Centre) 1929
015F 016F Air
Stern Tube 125
Water Tank
As a result of different densities, suspended solids fall down to the top side of If the oily water separator pump loses suction due to the clean bilge water tank f) Close the ball valves in the scavenger lines to the suction side of
the MPS plates, from where they slide to the ends of the plates and then fall becoming empty it will draw air which will enter the separator and be trapped the oily water separator feed pump.
through the open gaps to the solids collecting area in the bottom of the MPS in the oil collecting domes.
separator. The solids can be drained through drain valves. g) Turn the main switch to the ON position. Start the feed pump by
The level electrode of the first or the second oil dome will sense the air and turning the feed pump switch to the MANUAL position.
The collected oil in the 1st stage oil collecting dome is automatically drained will then open the oil discharge valve together with the solenoid valve of the
into dirty bilge tank via the discharge valve, which is activated by a signal from respective scavenger line. The opening time is monitored by a time relay in the The bilge water separator unit will now be filled through the service line and the
the oil level sensor located in the oil collecting dome. control cabinet. After exceeding a preset time, the unit will automatically be pump. Air is vented automatically until the water level reaches the upper level
stopped and a general alarm will be activated. electrode and the oil discharge valves are closed automatically.
After passing through the 1st stage, the remaining oily water mixture is
discharged to the 2nd stage of the oily water separator, the Mechanical Emulsion By means of the scavenger line, bilge water from the oily water separator is h) Stop the feed pump immediately, if water comes out of the
and Foam Breaker (MESB). used to prime the oily water separator feed pump, but only if the valve in the manometer cock.
suction line valve is closed or the suction strainer is clogged.
i) Close the filling line and switch the manometer cock to the
Operation of the Mechanical Emulsion Breaker (MESB) (2nd Stage)
The solenoid valves of the scavenger line are installed on both the 1st stage MEASURE position.
The oily water from the 1st stage flows through the MESB, where emulsified and 2nd stage. The function of the scavenger line is not only for the dry-run
oil droplets are separated from the water. De-emulsification is by means of a protection of the oily water separator feed pump, it is also for the automatic j) Open the ball valves in the scavenger lines to the suction side of
coalescing action in the fibre bed of the 2nd stage unit. residual oil return for the oil which is collected in this area. the pump.
During passage of the bilge water through the fibre bed, very fine droplets of the The pressure drop over the fibre bed elements in the 2nd stage is monitored by The bilge water separator unit is now filled and ready for operation.
oil attach themselves to the surface of the fibres. a differential pressure switch. If the maximum allowed differential pressure
is exceeded, eg, if the elements are blocked by dirt, the unit is automatically
With the passage of more oily water the oil droplets become larger and eventually switched OFF and the necessary replacement of elements will be indicated by Procedure for Operating the Oily Water Separator
break away from the fibres. These larger oil droplets rise to the 2nd stage oil the indicator light GENERAL ALARM. After replacement of the elements,
collecting dome by gravity. the alarm must be reset by pushing the RESET illuminated pushbutton on the The procedure assumes that bilge water is being taken from the clean bilge tank
control cabinet. and being discharged overboard after passing through the oily water separator.
The collected oil in the 2nd stage is automatically discharged to the dirty bilge
tank via the discharge valve, which is activated by a signal from the oil level An oil-in-water monitor is connected to the clean water outlet of the 2nd stage a) Ensure that there is a compressed air supply at the oily water
sensor located in the oil dome. via a sample water line and a three-way ball valve. The ball valve is connected separator.
to a flushing line from the hydrophore system for flushing and zero-setting of
An oil monitor sampling point is located at the clean water outlet of the 2nd the monitor. b) Ensure that the valve in the piping connection between the PPT-
stage. The oil content of the water discharged from the 2nd stage is continuously BWS and the MESB is in the OPEN position.
monitored and when this result is 5ppm or less, the cleaned water is directed to
Preparation for Operation of the Oily Water Separator c) Set the valves as in the following table. The description assumes
the overboard discharge valves, but if the oil content of the water is greater than
5ppm the bilge water is directed back to the clean bilge tank. that bilge water is being taken from the clean bilge tank.
a) Open the compressed air supply valve (there should be an air
pressure of 4.5 bar to 6.0 bar at the supply line).
The oil levels in the oil collecting domes of the 1st stage and 2nd stage are Position Description Valve
monitored by the level sensors. At maximum oil level, the level electrode Open Clean bilge tank suction valve BG315F
The following steps must be carried out during the first filling of the unit and
initiates a signal for the corresponding oil drain valve to open, and the oil is Open Inlet valve to suction strainer BG313F
after maintenance. Only use clean oil-free water for the filling of the unit.
drained off to the waste oil tank.
Closed OWS feed pump suction valve from dirty bilge BG324F
b) Ensure that the valve in the piping connection between the PPT- tank
As the level sensors also react to air, the vessels are also vented through the
WS and the MESB is in OPEN position. Open OWS feed pump suction valve from clean bilge BG327F
oil drain valves. The oil drain time is monitored by a time relay in the control
cabinet. If the oil drain valve is open longer than a certain preset time, it is either tank
c) Open all valves in the feed and discharge lines to and from the Closed OWS feed pump suction valve from hold bilge BG344F
an indication that the feed pump is running dry, or an indication of excessive oil
bilge water separator unit. collecting tank
content in the feed. In both cases the unit will stop automatically and an alarm
will be activated. Open OWS feed pump flushing valve from FW services BG333F
d) Open the filling line to the suction side of the pump.
Set Oil monitoring device three-way valve (set for
The oil drain valves can also be manually operated, by pushing the corresponding OWS discharge input)
e) Turn the manometer cock to the VENT position.
pushbutton on the control cabinet.
Set 2K
80 Passage
Separator Way
10 Pump 1.5K-6K 125
FD014F
Upper Deck 50 65
(Port) Fr.86 FD018F
Oil 50 2nd Deck
80 FD013F
Detecting DPI PI
Monitor FD019F
Swimming FD012F
Pool FD020F
Auto Overflow Shaft
Deck
(Port) FD022F
BG328F 80 (Fr.65) (Fr.91) 125
50 150 BG335F 1835
BG329F 200
Overboard 200
FD005F
Well Sea Chest
Water BG
337F 002F 338F 004F
10 From
50 25
80 Compressed
To Dirty PI Air
Water Transfer
(See 2.6.4c) No.2
Void 80% BG 308F 309F 150
LAH BG
65 65 65 Set LC 011F LC 026F WS053F
1932
Gear Tank 65 65 200
(10m3/h x 4 bar) 50 50
Line
For OWS LI
Floor (Port) 300
4th Deck 30% BG
Shaft Air Test
1934
(Centre)
Tunnel 65 311F 312F 200
TI
(See 2.6.4c) 65 LC
65
LAH
No.7 Water
BG 65 Deck Scupper
65 010F Line
50 65 LAH BG021F 200
1938 Aft BG 100
100
1935
65 018F 019F 020F
15
No.9A
LAH
50 Key
No.8A (133.9m3) (85m3/h x 4 bar)
150
Void PI
Bilge Well LAH
150
(Centre) 1929
015F 016F Air
Stern Tube 125
Water Tank
Position Description Valve e) Close the valve in the clean water filling line and close the Procedure Pumping Bilges to the Bilge Holding Tank
overboard discharge valve and lock it in the CLOSED position.
Operational OWS three-way discharge line valve
Close the valves opened as in the table above Engine room bilge wells, void spaces, the main engine recess and other spaces
Open OWS overboard discharge valves BG328F may be pumped to the bilge holding tank using the bilge transfer pump. The
BG329F f) The main power switch should always remain in the ON position bilge transfer pump may also pump these spaces to oily bilge tank (clean) and
in order to operate the standstill heaters. the shore connections.
d) Turn the main control panel power switch to the ON position.
Start the pump by turning the Pump switch to MANUAL
CAUTION Note: Bilge suction strainers should always be maintained in a clean condition
position.
The oily water separator is designed to separate oil from water, not water so that they are able to allow bilge pumping at all times.
The pump will start and take suction from the oily bilge tank (clean). Bilge from oil. If the bilge supply to the separator contains excessive amounts
water will be pumped through the oily water separator. of oil it will render the equipment useless and result in unnecessary
maintenance.
Procedure for Pumping the Clean Bilge Tank to the Shore
Connection Using the ER Bilge Pump
Discharge from the OWS will be monitored by the oil content monitor and if
the oil content is 5ppm or less the three-way discharge valve will be set for Solids may be drained from both units of the oily water separator by means of
the drain valves at the bottom of the tanks. a) The bilge pump valves should be arranged as follows:
overboard discharge. If the oil content exceeds 5ppm the three-way discharge
valve will be turned automatically and the outlet water from the OWS will be
directed back to the clean bilge tank from which it has been taken. The maximum flow capacity should not be exceeded as excess flow will prevent Position Description Valve
effective separation. The oily water separator feed pump suction strainer should Open ER bilge pump suction valve from clean bilge tank BG315F
be kept clean in order to avoid large solid particles entering the separator as Open ER bilge pump suction valve BG311F
Note: At the first operation with new MESB fibre elements the elements need
these will have a detrimental effect on separation.
a conditioning period, which can last several operating hours, depending on Closed ER bilge pump suction valve from bilge main BG312F
the oil content in the waste water. During this conditioning period, the special Closed ER bilge pump suction valve from hold bilge collecting BG344F
fibres in the elements are wetted by oil. Only after a certain oil film has been Note: The oily water separator feed pump may also take suction from the tank
built on the fibre surface will the MESB elements have reached their maximum hold bilge collecting tank via suction valveBG344F or the dirty bilge tank
Open ER bilge pump discharge valve to shore connection BG309F
separation efficiency. Until the MESB elements are fully conditioned some via suction valve BG324F. The bilge water in any of these tanks may be
processed through the oily water separator in the same way as water from the Closed Discharge valve to waste oil storage tank BG205F
fine oil droplets may pass through the fibre bed resulting in frequent OMD
alarms. clean bilge tank as described above. Open Shore connection at either port or starboard side of
A-deck
Procedure for Stopping the Oily Water Separator Routine Oily Water Separator Maintenance Closed ER bilge pump discharge valve to clean bilge tank BG326F
Closed ER bilge pump discharge valve to dirty bilge tank BG308F
Weekly
The oily water separator unit must be flushed with fresh water before stopping
in order to manually discharge the separated oil from the oil collecting domes. • Clean the measuring cell of the OMD with fresh water and zero b) Remove the line blank and connect the shore discharge pipe.
the unit Arrange with the reception facility the procedure for discharge.
a) Open the fresh water filling line isolating valve BG333F while Ensure that the blank on the other shore discharge connection is
• MPS (1st stage); drain sludge (more frequently if necessary) secure. Determine the quantity of bilge water to be discharged
separator unit is still in operation.
and agree this with the reception facility.
b) Close the suction valve BG327F on the line from the clean bilge Monthly
tank to the pump. c) Agree a discharge starting time and pumping rate. Start the bilge
• MPS (1st stage); check the oil discharge system using the test transfer pump in order to pump out the clean bilge tank. Check
c) Allow fresh water from the hydrophore system to flow to the cocks that there are no leaks in the system and confirm that the bilge
oily water separator feed pump for about 15 minutes, manually water is being pumped as required.
activate the oil discharge valves two or three times in order to The MESB (2nd stage) elements must be replaced when the maximum
drain the oil domes of the remaining oil. The oil discharge valves differential pressure (1.5 bar) is reached. d) Stop the bilge transfer pump when the clean bilge tank is dry.
are manually operated by pressing the valve pushbuttons on the Disconnect the discharge pipe after it has drained, close all
control panel. valves and refit the blank.
d) After flushing for about 15 minutes turn the oily water separator e) Record bilge water discharge in the Oil Record Book and obtain
feed pump switch to the ‘0’ position. a receipt from the reception facility.
Illustration 2.9.1b Cargo Holds Bilge System Key
Bilge
Void No.8 Wing Water No.7 Wing Water No.6 Wing Water No.5 Wing Water No.4 Wing Water No.3 Wing Water No.2 Upper Wing No.1 Lower Water Electric Signal
Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Water Ballast Tank Ballast Tank
(Port) (Port) (Port) (Port) (Port) (Port) (Port) (Port) (Centre) Control Air
BG
BG BG BG
611F LAH
BG609F BG616F 615F BG605F 607F BG601F 603F
LAH LAH
Stabiliser
Room LAH 65
(Port)
LAH LAH LAH BG BG LAH
548F 583F
125
BG LAH
508F
BG BG BG BG BG BG BG BG BG BG BG
BG515F
520F 561F 552F 519F 550F 518F 517F 546F 516F 544F 514F
125 125 125 125 125 125 125 125 125 125 125 125
BG BG BG BG BG BG BG BG BG BG BG BG BG From
BG555F
563F 535F 512F 559F 510F 558F 557F 506F 556F 504F 542F65 554F 501F Forward
To Engine Room Bilge
LAH LAH Bilge Pump LAH LAH LAH LAH LAH BG LAH BG System
LC 502F 541F (2.9.1c)
NC
300 300 300 300 150 LAH
Void
250 Bow Thruster
Tank BG BG Void
(Centre) 001F 529F Bilge Holding Tank Room
150 150 (50m3)
80
BG BG BG
BG 023F BG BG BG BG BG
536F 513F 511F 509F 507F 505F 503F 522F
To Hold Bilge
125 125 125 125 125 125 BG BG
StrippingPump BG
Steering Gear BG BG BG BG BG BG 523F 521F
Room 562F 553F 551F 549F 547F 545F 543F PI
BG
528F
Hold Bilge LAH BG

Pump 25
560F
Compressed
(Air Driven) Air
LAH LAH LAH BG LAH 80
(30m3/h BG527F
534F
Stabiliser LAH x 30mth) BG525F BG
Room 65
To Shore 524F
LAH (Starboard) LAH
Connection
80
LAH
BG BG BG BG
612F BG614F 613F BG606F 608F BG602F 604F
BG610F
Void No.8 Wing Water No.7 Wing Water No.6 Wing Water No.5 Wing Water No.4 Wing Water No.3 Wing Water No.2 Upper Wing No.1 Upper Wing Water
Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Ballast Tank Water Ballast Tank Ballast Tank
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard) (Starboard)
No.9 Cargo Hold No.8 Cargo Hold Engine Room No.7 Cargo Hold No.6 Cargo Hold No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo Hold
Dangerous Cargo Hold
Reference Shipyard Drawing Number: MB 601.20 Bilge System
The same procedure can be used for pumping the contents of the dirty bilge The overboard discharge valve BG335F is normally kept open; this valve should Note: All the valves in the table below are normally closed. Valves should
tank , the cargo hold bilge collecting tank and bilge wells to a shore reception be closed and opened each week to ensure that it is in an operational condition only be opened when a particular bilge well is being pumped.
facility. The valve settings are different but the operation is the same as for at all times.
pumping the clean bilge tank.
The deck scuppers drain to the port and starboard forward bilge wells and the Locked Isolating valve from hold bilge main system to BG001F
Open Overboard discharge valve BG335F closed engine room bilge main system
aft bilge well.
Open No.1 fire, bilge and GS pump overboard discharge BG337F Open Hold bilge stripping pump suction valve from hold BG023F
valve bilge main
Procedure for Pumping Bilges Using the Fire, Bilge and G/S Closed No.2 fire, bilge and GS pump overboard discharge BG338F Closed Hold bilge isolating valve to OWS system BG344F
Pumps valve
Closed Aft hold bilge remotely operated valves BG015F
Closed No.1 fire, bilge and GS pump discharge valve to fire FD002F BG016F
The fire, bilge and GS pumps are self-priming and are normally used to supply main
sea water to the fire and wash deck system, but in an emergency they may also Closed Hold bilge stripping pump suction from hold bilge BG024F
Open No.1 fire, bilge and GS pump suction valve from bilge BG011F collecting tank
be used for pumping the cargo hold bilges and other bilges connected to the main (Normally locked closed)
bilge main, in which case the bilges are discharged directly overboard. Closed FW priming valve WG103F
Closed No. 1 fire, bilge and GS pump direct bilge suction BG026F Open Hold bilge stripping pump discharge valve to hold BG018F
CAUTION valve from port forward ER bilge well (normally bilge collecting tank
locked closed) Closed Hold bilge stripping pump discharge valve BG019F
The use of a fire bilge and GS pump for bilge pumping is an emergency
procedure and should only be undertaken in extreme circumstances Closed No.1 fire, bilge and GS pump sea suction valve WS054F overboard
when the stability and safety of the vessel is in danger. (normally locked open)
Locked No.2 fire, bilge and GS pump suction valve from main WS053F The following remotely operated bilge valves should be opened as required:
open sea suction
WARNING
Locked No.2 fire, bilge and GS pump suction valve from bilge BG013F Position Description Valve
As the pumps are connected to the fire main great care is needed in
closed main Closed No.3 cargo hold BG504F
operation after the pumps have been used for bilge pumping in order to
ensure that no oily residues enter the fire main. BG505F
d) Open the bilge well suction valves as required. BG515F
No.1 and No.2 fire, bilge and GS pumps sea suction valves are normally locked Closed No.4 cargo hold BG506F
e) Start the No.1 fire bilge and GS pump and pump the contents of BG507F
open and the bilge suction valves are normally locked closed. No.2 fire, bilge
the selected bilge overboard. As the No.1 fire bilge and GS pump BG516F
and GS pump is designated as the fire pump and therefore the fire main discharge
has a direct bilge suction BG026F rom the port forward bilge
valve FD004F is locked in the open position. Closed No.5 cargo hold BG508F
well, in an emergency this may be used more conveniently than
BG509F
pumping via the bilge main.
Plates are located at the pump discharge valves stating that the discharge valve BG517F
to the fire main must always be kept open and that the overboard discharge Closed No.6 cargo hold BG510F
valves must be closed after use. It is the duty of the operator to ensure that the WARNING
BG511F
valves are correctly set for the pumping required. (Author’s note:- Check this Before any bilges are pumped directly overboard, a check must be made BG518F
is the case) to ensure that no local or international anti-pollution regulations will be
Closed No.7 cargo hold BG512F
contravened except where safety of the ship or personnel is involved.
BG513F
a) Check that the bilge strainers are clear. BG519F
b) Determine which pump is to be used for pumping the bilges.
Procedure for Pumping the Cargo Hold Bilges to the Hold Bilge Closed No.8 cargo hold BG015F
Collecting Tank Via the Hold Bilge Stripping Pump BG016F
c) Set the fire, bilge and G/S pump valves as in the following table, Closed No.9 cargo hold BG012F
to ensure that the No.1 fire, bilge and GS pump is set for bilge a) Check that the bilge strainers are clear.
pumping while the No.2 fire, bilge and GS pump remains on fire In addition, there are manually operated bilge valves BG533F and BG532F
main duty. b) Set the hold bilge stripping pump suction and discharge valves for the bow thruster room bilge wells and BG623F and BG624F for the the 1st
and the bilge suction valves as in the following table: stringer level bilge wells below the bosun’s store.
Illustration 2.9.1c Cargo Hold Bilge System
Paint Bosun Store

Store
Upper Deck BG622F Upper Deck Level
N.O
Mooring Deck 2nd Deck Level
Steering Gear No.9 Cargo Hold

Room BG623F(Port) LAH
LAH BG624F(Starboard)
1st Stringer Level
LAH
Bilge Hat No.8 Cargo Hold LAH
BG621F
LAH No.8 Wing Water
Void Ballast Tank
Bilge Hat for
BG (Port and Starboard)
Steering Gear
012F
Room
Bow Thruster
Room Void (Central)
To Bilge
Main To Bilge
Stern Tube Line Main Line
Central Water To Bilge
Tank Well in To Cargo Holds
Engine Bilge System
Room (2.9.1b)
BG BG
LAH
572F 532F
BG622F
Void (Port) No.8 Wing Water Paint
Store Upper Deck
Ballast Tank (Port) Scupper
Bilge Hat LAH Upper Deck
Bilge Hat
Bilge Hat
BG
BG561F 623F
BG621F
LAH
BG015F
To Bilge Main
Line in Engine 1st Stringer Level Chain
Room Engine Room Locker
BG063F (2.9.1a)
BG016F Chain
Locker
BG062F
Bilge
Hat
BG
Bilge Hat 624F
LAH Key
LAH
To Bilge Main Bilge Hat
Bilges/Drains
Line in Engine
Room
Hydraulic Oil
No.8 Wing Water WARNING

Void (Starboard)
Ballast Tank (Starboard) Scupper Close Valve
after Use
Note: Before discharging the bilge wells in the bosun’s store, the bilge well Position Description Valve Emergency Bilge Suction
contents must be checked to ensure there is no oil in it. If there are traces of Closed No.1 cargo hold BG501F The emergency bilge suction is provided to deal with serious flooding of the
oil, alternative means of discharging the bilge well must be used. Closed No.2 cargo hold BG514F machinery spaces. Under such circumstances when the situation threatens the
BG502F safety of the vessel, it is permissible to use this means to pump the bilge water
The chain lockers are drained directly overboard by opening the drain valves BG503F directly overboard. The emergency bilge suction valve is part of the ship’s safety
BG626F and BG627F and the remotely operated overboard valve BG622F. equipment and must be maintained operational with at least weekly testing and
greasing.
c) Open the compressed air supply valve AR553F, located on the
International Maritime Dangerous Goods (IMDG) Hold Bilge port side of the main deck to start the IMDG bilge pump and
System pump out the bilge well.
d) When the bilge is empty stop the IMDG pump by closing

IMDG Bilge Pump
the compressed air supply valve AR553F, the bilge suction
Manufacturer: ?? valve BG523F and the IMDG bilge holding tank filling valve
No. of sets: 1 BG521F.
Type: Compressed air driven
When practicable, the IMDG bilge holding tank can be discharged to a shore
Capacity: 30m3/h at 30mth
terminal for correct disposal. The IMDG pump would be used to discharge
the liquid ashore via the connection points on deck. (Author’s note:- Check
An IMDG bilge pump is located in cargo hold No.2 and located directly below location)
the pump is a bilge holding tank (50m3) which can accept the discharge from
the IMDG pump. In the event of leakage of a liquid type IMDG cargo in a cargo
hold space, plus any dispersant/dilution wash water, the liquid collected in the In Port or Coastal Waters
bilge well can be pumped out using the IMDG bilge pump and directed to the Any bilges which require pumping when in port, should only be pumped to the
IMDG bilge holding tank, or if acceptable overboard, or to a discharge line on clean bilge tank, or other bilge water tanks, using the engine room bilge pump.
deck for transfer to shore for controlled disposal. The valves for the system are The contents of the bilge tanks can then be processed via the OWS unit when
located ?? (Author”s note: Check location) the vessel is in open water.
The system is isolated from the cargo hold bilge system by valve BG529F,
At Sea
located in No.3 cargo hold, which is normally in the closed position.
The engine room bilges and the contents of the bilge tanks must only be
If it is necessary to clear/clean the pump suction filter when an operation is pumped overboard through the oily water separator system. Any oil will then
being carried out, then the operator must be wearing a full chemical protection be separated out and discharged to the dirty bilge tank and the clean water will
suit and a CABA set. It is therefore important to ensure that the bilge wells and be discharged overboard. If the discharge water to the overboard connection is
strainers, cargo tank tops and walkway areas are kept as clean as possible. contaminated with an oil content above 5ppm it will be diverted automatically
back to the bilge tank from which it has been taken.
Procedure for Operating the IMDG Bilge Pump

The Sludge Pump
a) Open the IMDG bilge pump suction valve BG523F from the The sludge collection pump is used for pumping sludge and waste oil from the
bilge main and discharge valve BG522F to the IMDG bilge sludge tanks and waste oil tank for processing and subsequent burning in the
holding tank. Ensure the overboard discharge valve BG524F is boiler. This is covered in Section 2.6.3 of this machinery operating manual.
closed.
b) Open the bilge valve for the cargo hold which has the IMDG
contamination liquid as follows:
2.10 Air Systems
2.10.1 Starting Air System
2.10.2 Working Air System
2.10.3 Control Air System

Illustration 2.10.1a Starting Air System Set 33 bar Set 8.8 bar
Open to Safe Area 65
Upper Deck
PI
N.C. 30-8 bar
To General Service From Control and General
Air System (2.10.2a) 65 40 Service Air Receiver
PI
Auxiliary Set 8.8 bar 40
Air Set 33 bar Set 33 bar
PI
Receiver 40
N.C. 30-8 bar
0.3m³ To Control Air
System (2.10.3a) 40
PI
PIAL PI
1701
No.1 No.2 PIAL

1702
Main Air Receiver Main Air Receiver
65
(17m³ x 30 bar) (17m³ x 30 bar)
3rd Deck
40
25 65
To LO Drain Tank
40 200 ICMS
40 40 200 65 65
AS003F
PI
15
N.O. To Main Engine
No.1 Generator Hydraulic Top Bracing
40 40
Engine AS004F
Starting Air
For
Control
System 40 65
15 40
AS010F 3rd Deck 3rd Deck
PI AS009F
N.O. 40 15 40
AS002F
No.2 Generator 40 PIAL AS012F
AS005F Starting Air To Lubricating To Lubricating
Engine 0101
To Main Engine Oil Drain Tank Oil Drain Tank
15 40
PI AS001F Main Air Compressors AS014F

N.O. Air LO (350Nm³/h x 30 bar) Air LO
No.3 Generator AS013F Air LO
High Low High Low
Engine 40 High Low
AS006F PIAH TIAH TS PS TS PS
TS PS
0301 0302 Auto Auto Auto
Start/Stop Start/Stop Start/Stop
15 No.1 No.2
AS011F No.3
PI To/From To/From To/From

TAH PAL XA XA TAH PAL XA XA TAH PAL XA XA
N.O. Main Engine (12RT-flex96C) LTFW 1711 1712 1715 1716
LTFW 1721 1722 1725 1726
LTFW 1731 1732 1735 1736
No.4 Generator Key Cooling Cooling Cooling
XC XC XI XI XC XC XI XI XC XC XI XI
Engine 40 System 1713 1714 1717 1718 System 1723 1724 1727 1728 System 1733 1734 1737 1738
AS007F Air (2.5.2a) (2.5.2a) (2.5.2a)
Bilges/Drains
Electrical Signal 40
To Waste Oil
50
Instrumentation Drain Tank
To Bilge Well
Reference Shipyard Drawing Number: MB 101.50(1/4) Compressed Air System
2.10 Air Systems Both of these alarms are indicated on the local group starter panel (LGSP ?), d) Check that there are no alarm conditions present on the LGSP
the panel also contains the reset for these shutdown conditions. Author’s note: for the compressors.
Check on this vessel) The bearings are lubricated by a gear pump fitted at the
2.10.1 Starting Air System end of the crankshaft. e) Set up valves as in the following table:
Main Air Compressors Each main air compressor has an automatic unloader arrangement which Position Description Valve
operates when the compressor starts and stops. This allows the compressor to
Manufacturer: Jonghap Pneumatic Co. Ltd Open No.1 main air compressor discharge valve AS00IF
start and stop off load, thus reducing the loading on the electric drive motor
No. of sets: 3 and the compressor running gear. The compressors are started and stopped by Open No.2 main air compressor discharge valve AS013F
Type: 2 stage water cooled pressure switches situated on the inlet line to the starting air receivers, one
switch for each compressor. Open No.3 main air compressor discharge valve AS014F
Model: H-274
Capacity: 350m3/h at 30 bar Open No.1 main air receiver inlet valve
An auxiliary starting air receiver is provided for the generator engines and this
Rating: 90kW at 1,800 rpm Open No.2 main air receiver inlet valve
is filled by the main air compressors. Normally the auxiliary air receiver will
be maintained in the full condition with the outlet valve closed, starting air Open Line valve to auxiliary air receiver AS002F
for the generator engines being supplied by the main air receivers; normally Open Auxilliary air receiver filling valve
Main Air Receiver one main air receiver is designated as the duty air receiver and the other is Open No.1 main air receiver automatic drain trap
Manufacturer: DongHwa Entec fully pressurised with its outlet valves closed when at sea. When the ship is valves
No. of sets: 2 manoeuvring both main air receivers are used.
Open No.2 main air receiver automatic drain trap
Capacity: 17m3 at 30 bar valves
Switches at the LGSP enable the compressors to be manually started and
stopped. Each compressor has a pressure switch connected to the control Open Auxilliary air receiver automatic drain trap
system which allows for automatic start/stop and manual start/auto stop. The valves
Auxiliary Air Receiver
compressors are selected for automatic operation at the selector switch located Closed No.1 main air receiver manual drain trap
Manufacturer: DongHwa Entec on the main console in the ECR with one compressor being selected as the valves
No. of sets: 1 lead compressor and the others as the first follow on and the second follow-on. Closed No.2 main air receiver manual drain trap
Capacity: 0.3m3 at 30 bar The lead compressor will start first to maintain the pressure in the starting air valves
receivers but if the pressure continues to fall the first follow-on compressor Closed Auxilliary air receiver manual drain trap
will start and then the second follow on compressor as required. No.1 main valves
Introduction air compressor is supplied from the emergency switchboard. The selected lead
Open No.1 main air receiver outlet valve to main
compressor should be changed periodically in order to arrange the running
engine starting air supply
The starting air system is supplied by three main air compressors which provide hours on the compressors to suit maintenance requirements.
air to the two main air receivers. The compressed air is used to start the main Open No.2 main air receiver outlet valve to main
engine and the four generator engines; the generators may also be supplied In an emergency the control air and GS air systems can be supplied from the engine starting air supply
with starting air from the auxiliary air receiver which is replenished by the starting air system through reducing valves, but are normally supplied by the Closed Main engine starting air drain valve AS012F
main air compressors. Compressed air from the main compressed air system is control and GS air compressors. Open No.1 main air receiver outlet valve to
also supplied directly to the main engine top bracing cylinders. pressure reducing unit, main engine
hydraulic top bracing, main engine staring
The two main air receivers are supplied through an oil/water separator situated Procedure for Filling the Starting Air Receivers and Supplying air control system and generator engines
on the discharge from the main air compressors. Each main compressor is the Main Engine and Generator Engines with Starting Air Open No.2 main air receiver outlet valve to
fitted with two safety valves, one after the first stage compression and the pressure reducing unit, main engine
other after the second stage compression. Cooling water is supplied by the a) Ensure that all pressure gauge and instrumentation valves are
hydraulic top bracing, main engine staring
low temperature central FW cooling system (see Section 2.5.2 of this manual). open and that gauges and instruments are reading correctly.
air control system and generator engines
Pressure switches connected to the automatic control system automatically
b) Check the oil level in the compressors and check the compressor Open Air supply valve to main engine hydraulic
stop the compressor should the LO pressure fall to 1.0 bar or the outlet air
sumps for water. top bracing
temperature rise to 90°C.
Open Main engine safety and control system air AS009F
c) Ensure that the LT central cooling water system is operating as valve
described in Section 2.5.2 of this manual. Open Main air receivers starting air isolating valve AS003F
to generator engines
Illustration 2.10.1a Starting Air System Set 33 bar Set 8.8 bar
Open to Safe Area 65
Upper Deck
PI
N.C. 30-8 bar
To General Service From Control and General
Air System (2.10.2a) 65 40 Service Air Receiver
PI
Auxiliary Set 8.8 bar 40
Air Set 33 bar Set 33 bar
PI
Receiver 40
N.C. 30-8 bar
0.3m³ To Control Air
System (2.10.3a) 40
PI
PIAL PI
1701
No.1 No.2 PIAL

1702
Main Air Receiver Main Air Receiver
65
(17m³ x 30 bar) (17m³ x 30 bar)
3rd Deck
40
25 65
To LO Drain Tank
40 200 ICMS
40 40 200 65 65
AS003F
PI
15
N.O. To Main Engine
No.1 Generator Hydraulic Top Bracing
40 40
Engine AS004F
Starting Air
For
Control
System 40 65
15 40
AS010F 3rd Deck 3rd Deck
PI AS009F
N.O. 40 15 40
AS002F
No.2 Generator 40 PIAL AS012F
AS005F Starting Air To Lubricating To Lubricating
Engine 0101
To Main Engine Oil Drain Tank Oil Drain Tank
15 40
PI AS001F Main Air Compressors AS014F

N.O. Air LO (350Nm³/h x 30 bar) Air LO
No.3 Generator AS013F Air LO
High Low High Low
Engine 40 High Low
AS006F PIAH TIAH TS PS TS PS
TS PS
0301 0302 Auto Auto Auto
Start/Stop Start/Stop Start/Stop
15 No.1 No.2
AS011F No.3
PI To/From To/From To/From

TAH PAL XA XA TAH PAL XA XA TAH PAL XA XA
N.O. Main Engine (12RT-flex96C) LTFW 1711 1712 1715 1716
LTFW 1721 1722 1725 1726
LTFW 1731 1732 1735 1736
No.4 Generator Key Cooling Cooling Cooling
XC XC XI XI XC XC XI XI XC XC XI XI
Engine 40 System 1713 1714 1717 1718 System 1723 1724 1727 1728 System 1733 1734 1737 1738
AS007F Air (2.5.2a) (2.5.2a) (2.5.2a)
Bilges/Drains
Electrical Signal 40
To Waste Oil
50
Instrumentation Drain Tank
To Bilge Well
Reference Shipyard Drawing Number: MB 101.50(1/4) Compressed Air System
Position Description Valve high demand due to frequent stops and starts both main starting air receivers
must be open.
Closed Generator engine starting air drain valve AS010F
Normally No.1 generator engine starting air inlet valve AS004F
Auxiliary Air Receiver
open
Normally No.2 generator engine starting air inlet valve AS005F The auxiliary air receiver acts as air storage for starting the generator engines
open and it is replenished from the main air compressors via the filling line for
the main air receivers. The auxiliary air receiver does not have any separate
Normally No.3 generator engine starting air inlet valve AS006F
pressure switches for controlling the main air compressors but the pressure
open
switches fitted to the main air receiver filling line act to control the main air
Normally No.4 generator engine starting air inlet valve AS007F compressors.
open
Closed Auxiliary air receiver outlet valve The auxiliary air receiver acts as a back-up air supply for starting the generator
engines. The filling valve for the auxiliary air receiver and the line valve
Assuming that all three compressors are operational and filling both main air AS002F from the main air compressors must be open when filling the auxiliary
receivers which are both in use. air receiver. The outlet valve from the auxiliary air receiver to the generator
engines should normally be closed as air for starting the generator engines is
f) Check that the starting air compressors are receiving water normally supplied from the main air receivers. The automatic drain trap valves
from the low temperature central cooling system and that the for the auxiliary air receiver should be open at all times and the manual drain
circulation is correct. valve is normally closed.
g) Check that all automatic drain traps are operational and that the
unloader gear is functioning.
h) Check that the starting air receiver automatic drains are

functioning correctly and that the compressor automatic drains
are functioning correctly.
i) Set the running mode switch on the LGSP for each compressor,
manual or automatic. Select the air compressors for lead and
follow-on duty as required on the control console in the ECR.
The control switch has three positions as follows (Author’s note:
Check)
Position Lead First Follow-On Second Follow-On

1 1 2 3
2 2 3 1
3 3 1 2
j) Drain any liquid from the receivers and oil/water separator.
The duty compressor will operate and supply air to the main air receivers.
Under normal operating conditions only one receiver would be in use at any
time, with the second receiver fully charged and isolated.
Under certain circumstances both might be opened to ensure that adequate air
at the correct pressure is available to meet demand. The duty engineer needs
to assess the rate at which compressed air is being used and the rate at which
the receivers are being replenished. During manoeuvring when there will be
Illustration 2.10.2a Service Air System
To Generator Control Air To Passageway (Port) To Engine Store To Passageway (Starboard)
Near Exhaust 15
Engine Diesel AR009F
To Master Air Horn Oil Pump Gas Boiler AR004F To Reheating System
From Main Near Engine Control Room
Accommodation Near the Lathe
AR024FPackage Air Conditioning
15 15 15
Air Receivers 40 Air Conditioning Plant AR010F
Set 8.8 bar 25 25
Near Auxiliary Boiler CO2 Room 2nd Deck Service
15 15 15 15
AR025F(Near Air Conditioning Plant)
AR008F 15
40 PI AR001F
30-8 bar N.C. N.O. Engine Room Workshop Near Main Engine
25 15 (Near Work bench)
AR026FExhaust Valve Grinder
AR011F 15
65 40
AR003F
Set 8.8 bar 40 Near Fuel Valve Tester
15
AR012F
PI
Near No.2 Generator Engine
30-8 bar N.C. 40 15
AR015F Welding Work bench
15
Near Generator Engine AR013F
40
15 LO Purifier Workbench 40
AC004F AR016F Electric Work bench
15 To Generator Engine LO
40 To Generator Engine Lubricating AR014F
15 Oil Purifier Sludge Tank (Port) 15 Sludge Tank (Starboard)
Open to Safe Area Near Generator Engine
AR027FLO Work bench
AC003F 15
To Main Engine
40 40 25 25 Turbocharger Cleaning
Set 5 bar Near No.3 Generator Engine

Set 15
AR028F
8.8 bar To Main Engine Lubricating
40 15 Oil Purifier Sludge Tank
XA PS 40
65 1708 To Local Fire
Near Main Engine
To Control 40 15 Fighting Unit
15
AR021FLO Purifier Workbench
AC005F Control Air AC006F 40 Air System Near Reefer Cooling
Dryer Floor Service (Near Sea Chest)
15
AR022F
15
AR029FFresh Water Cooler
(150Nm³/h x 8 bar)
Near Central Fresh
PIAL PIAL PI
15
1703B 1703A 25 AR030FWater Cooler
Control and
General Service 25 40 To Bilge Main and Fire and General
AC011F AC007F 4th Deck Service (Near
Air Receiver 25 Service Pump Priming Unit 15
ICMS To Bilge Well AR031FFresh Water Generator)
(3m³ x 8 bar) To Ballast Pump Priming Unit
50 40 25
Floor (Near Sea Chest)
15
AR032F
AC002F AC001F
Auto Auto
TS XA TS XA 15
Start/Stop 1704 Start/Stop 1706
Near Main Engine
XI XI 15
1705 1707 AR033FTurbocharger LO Cooler
40
40 RUN HOUR TEMP. SOURCE
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
To Stern Tube
Air Seal Unit
PSI PSI
PSI PSI PSI PSI
15
x10hr °C
Water Water
Separator Separator
E - 1: EMERGENCY E - 3: WATER
REMOTE Near Stern Tube
15
MODE PROGRAM RESET
AL : CAUTION AR020FAir Seal Unit
AIR TEMP. AIR FILTER
No.1 Control and No.2 Control and START
General Service General Service OVER CURRENT (COMP.) OIL FILTER
Compressor Compressor OVER CURRENT (FAN) OIL SEPARATOR

STOP Key
(150Nm³/h x 8 bar) (150Nm³/h x 8 bar) UNLOAD STOP LUB. OIL
3rd Deck Air
Bilges/Drains
25
Electrical Signal
To LO Drain Tank 40
Instrumentation
Detail of Control Air Compressor
To Bilge Well
Microprocessor Controller
To Waste
50 Oil Drain
Tank Reference Shipyard Drawing Number: MB 101.50(1/4) Compressed Air System
2.10.2 General Service Air System • Emergency generator room Position Description Valve
Control and General Service Air Compressors • Turbocharger cleaning unit Open Line valve to working air system AC004F
Manufacturer: Tanabe Pneumatic Machinery Co. Ltd • Boiler burner Open GS air pressure piston valve AR003F
No. of sets: 2 • Diesel generator rooms Open Line valve to master air horn (locked open) AR001F
Type: Screw, water cooled Open Air supply at accommodation hot water system AR053F
• Workshop expansion tank AR054F
Model: Task 1018GW-J
• Engine room air horns and ship’s main air horn Open Air supply to CO2 room
Capacity: 150m3/h x 8.0 bar
• Stern tube seal air control unit Open Air supply to GE port LO purifier sludge tank AR019F
• Ballast pumps priming unit Open Air supply to HFO purifier sludge tank AR037F
Open Air supply to air-driven GE DO fuel pump AR038F
• Bilge, fire and GS pumps priming unit
Control and General Service Air Receivers Open Air supply to main LO purifier sludge tank AR036F
• Local firefighting unit Open Air supply to bilge, fire and GS pumps priming unit AR046F
Manufacturer: DongHwa Entec
No. of sets: 2 • Control air system AR047F
Capacity: 3.0m3 at 8 bar Open Air supply to ballast pumps priming unit
Procedure for Preparing the General Service Air System for Open Air supply to GE starboard LO purifier sludge tank AR002F
Introduction Open Air supply to ME turbocharger cleaning AR040F
Operation
Open Air supply to local fire fighting unit
The general service air system and control air system is supplied by air from the
a) Ensure that all instrumentation valves are open and that the Open Air supply to stern tube seal air control unit AR039F
control air and GS air receiver. The general service air receiver is replenished
by two control and GS air compressors. A back-up air supply in the event of instrumentation is reading correctly. Service User Valves
the control and GS air compressors not being able to meet demand is provided Open User outlet near exhaust gas boiler AR004F
by the main air compressors via the pressure reducing unit. Should the control b) Check the oil level in the compressors.
Open Port passageway supply valve
air and GS air pressure fail, air is shut off the GS air system by control valve
AR003F. c) Set the compressor valves for operation ensuring that the drains Open Starboard passage way supply valve
are operational. Open User outlet near auxiliary boiler AR008F
Note: The air for the priming units on the bilge, fire and GS pumps and Open User outlet at engine store AR009F
d) Set up valves as shown in the table below:
ballast pumps is supplied by this line, as is the GE emergency diesel oil Open User outlet near lathe AR010F
supply pump. Open User outlet near ER workshop bench AR011F
Outlet air supply valves at locations are shown as open but this will only be the
case when air is being used at that location. Open User outlet near fuel valve tester AR012F
The control and GS air compressors discharge to the control and GS air
receiver. The compressors are controlled by the pressure in the receiver, Open User outlet at welding workbench AR013F
loading and unloading as required. System Supply Valves Open User outlet at electrical workbench AR014F
Open User outlet near No.2 GE AR015F
The remotely operated quick-closing valve system is supplied from the control Open User outlet near GE LO purifier workbench AR016F
air system or the pressure reducing unit. Open No.1 control and GS air compressor outlet valve AC002F
Open User outlet near FO supply module space AR017F
Open No.2 control air and GS compressor outlet valve AC001F
Open User outlet at HFO workbench in purifier room AR019F
The control and general service air system supplies the following services: Open Control and GS air receiver inlet valve
Open User outlet near ECR air conditioning unit AR024F
• Deck services Open Control and GS air receiver outlet valve
Open User outlet 2nd deck service near air conditioning AR025F
• CO2 alarm horns Open Control and GS air receiver automatic drain trap plant
valves
• Quick-closing air receiver and fire fan flap damper control Open User outlet near ME exhaust valve grinder AR026F
Closed Control and GS air receiver manual drain valve
• Engine room services Open User outlet near GE LO workbench AR027F
Closed 30/8kg/cm2 GS and control air pressure reducing unit
Open User outlet near No.3 GE AR028F
• Accommodation service inlet valves
Open User outlet near reefer CFW cooler AR029F
. Generator engine emergency air-driven DO pump Closed 30/8kg/cm2 GS and control air pressure reducing unit
outlet valves Open User outlet near central FW cooler AR030F
• Separator room Open Line valve to control air dryer AC003F Open User outlet 4th deck service near FW generator AR031F
Illustration 2.10.2a Service Air System
To Generator Control Air To Passageway (Port) To Engine Store To Passageway (Starboard)
Near Exhaust 15
Engine Diesel AR009F
To Master Air Horn Oil Pump Gas Boiler AR004F To Reheating System
From Main Near Engine Control Room
Accommodation Near the Lathe
AR024FPackage Air Conditioning
15 15 15
Air Receivers 40 Air Conditioning Plant AR010F
Set 8.8 bar 25 25
Near Auxiliary Boiler CO2 Room 2nd Deck Service
15 15 15 15
AR025F(Near Air Conditioning Plant)
AR008F 15
40 PI AR001F
30-8 bar N.C. N.O. Engine Room Workshop Near Main Engine
25 15 (Near Work bench)
AR026FExhaust Valve Grinder
AR011F 15
65 40
AR003F
Set 8.8 bar 40 Near Fuel Valve Tester
15
AR012F
PI
Near No.2 Generator Engine
30-8 bar N.C. 40 15
AR015F Welding Work bench
15
Near Generator Engine AR013F
40
15 LO Purifier Workbench 40
AC004F AR016F Electric Work bench
15 To Generator Engine LO
40 To Generator Engine Lubricating AR014F
15 Oil Purifier Sludge Tank (Port) 15 Sludge Tank (Starboard)
Open to Safe Area Near Generator Engine
AR027FLO Work bench
AC003F 15
To Main Engine
40 40 25 25 Turbocharger Cleaning
Set 5 bar Near No.3 Generator Engine

Set 15
AR028F
8.8 bar To Main Engine Lubricating
40 15 Oil Purifier Sludge Tank
XA PS 40
65 1708 To Local Fire
Near Main Engine
To Control 40 15 Fighting Unit
15
AR021FLO Purifier Workbench
AC005F Control Air AC006F 40 Air System Near Reefer Cooling
Dryer Floor Service (Near Sea Chest)
15
AR022F
15
AR029FFresh Water Cooler
(150Nm³/h x 8 bar)
Near Central Fresh
PIAL PIAL PI
15
1703B 1703A 25 AR030FWater Cooler
Control and
General Service 25 40 To Bilge Main and Fire and General
AC011F AC007F 4th Deck Service (Near
Air Receiver 25 Service Pump Priming Unit 15
ICMS To Bilge Well AR031FFresh Water Generator)
(3m³ x 8 bar) To Ballast Pump Priming Unit
50 40 25
Floor (Near Sea Chest)
15
AR032F
AC002F AC001F
Auto Auto
TS XA TS XA 15
Start/Stop 1704 Start/Stop 1706
Near Main Engine
XI XI 15
1705 1707 AR033FTurbocharger LO Cooler
40
40 RUN HOUR TEMP. SOURCE
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
100
1000
200
3000
To Stern Tube
Air Seal Unit
PSI PSI
PSI PSI PSI PSI
15
x10hr °C
Water Water
Separator Separator
E - 1: EMERGENCY E - 3: WATER
REMOTE Near Stern Tube
15
MODE PROGRAM RESET
AL : CAUTION AR020FAir Seal Unit
AIR TEMP. AIR FILTER
No.1 Control and No.2 Control and START
General Service General Service OVER CURRENT (COMP.) OIL FILTER
Compressor Compressor OVER CURRENT (FAN) OIL SEPARATOR

STOP Key
(150Nm³/h x 8 bar) (150Nm³/h x 8 bar) UNLOAD STOP LUB. OIL
3rd Deck Air
Bilges/Drains
25
Electrical Signal
To LO Drain Tank 40
Instrumentation
Detail of Control Air Compressor
To Bilge Well
Microprocessor Controller
To Waste
50 Oil Drain
Tank Reference Shipyard Drawing Number: MB 101.50(1/4) Compressed Air System
Open User outlet floor near sea chest AR032F
Open User outlet near ME turbocharger LO cooler AR033F
Open User outlet near stern tube air seal unit AR020F
e) Start the control and GS air compressor by pressing the START

pushbutton on the controller panel, the standby machine
emergency stop button should be operated to ensure it will not
initially start. The duty compressor will cut-in at 6.8kg/cm² and
cut-out at 7.8kg/cm². When the cut-out pressure is reached the
compressor will continue to run off load for approximately 5
minutes, if the cut-in pressure is not reached in that period the
machine will shut down. (Author’s note: Check the above)
f) When the duty compressor operation has been established

release the standby machine emergency stop button, this
machine will now only start if the low pressure control switch is
operated.
g) Check the system drain traps are operational and that the
compressor starts and stops automatically as required.
h) Ensure that remote user outlets are receiving air. Air valves
to user locations should be opened periodically to blow them
through in order to remove condensate and prevent seizure.
Note: The working air system is normally supplied with air by the working
air compressors via the working air receiver. The working air system may be
supplied from the main starting air receivers via the pressure reducing valve
AS008F and its associated inlet and outlet valves.
Illustration 2.10.3a Control Air System To Generator
Engine Diesel Control Air
To Master Air Horn Oil Pump Key Emergency Shut-off
From Main
Air Receivers Air Valve and Pneumatic
Set 8.8 bar 25 25 Fire Damper Tank Level Gauge
Bilges/Drains
40 PI AR001F
N.O. Electrical Signal
30-8 bar N.C.
To Service Air System Instrumentation Fire and General Alarm
65 40 Horn (Funnel Casing A Deck)
AR003F
Set 8.8 bar CO2 Alarm Horn
(Funnel Casing A Deck)
PI
Exhaust Gas Boiler Feed
30-8 bar N.C. Water Control Valve
40 Fire and General Alarm Auxiliary Boiler Feed
AC004F Horn (3rd Deck Port Fore) 15 Water Control Valve
15
No.1 Generator CO2 Alarm Horn Auxiliary Boiler Burner Control
Engine FO Inlet (3rd Deck Port Fore) To Passageway (Port)
OF241F 25
Open to Safe Area Generator Engine
Lubricating Oil Purifier (Port) To Passageway (Port) Fire and General Alarm
AC003F No.2 Generator AC019F Horn (3rd Deck
Engine FO Inlet OF242F Starboard Fore)
To CO2 Alarm Horn
Main Engine Control Air (In Hold Area On Passageway No.3 Generator CO2 Alarm Horn
Starboard) Engine FO Inlet OF243F (3rd Deck Starboard Fore)
Set 5 bar
Set Fire and General Alarm Horn Generator Engine Lubricating
8.8 bar N.O. AC017F (2nd Deck Starboard Fore) Oil Purifier (Starboard)
40 15 No.4 Generator AC020F
XA PS CO2 Alarm Horn
65 1708 Engine FO Inlet OF244F
(2nd Deck Starboard Fore)
40
AC005F Control Air AC006F 40 40 15
Dryer 25 No.1 HFO Purifier
15
(150Nm³/h x 8 bar)
PIAL PIAL PI 15 15 No.2 HFO Purifier
1703B 1703A 40 15
Control and General No.3 HFO Purifier

25 40 No.1 HFO Purifier Heater
AC011F AC007F
ServiceAir Receiver CO2 Alarm Horn Temperature Control Valve
ICMS (3m³ x 8 bar) To Bilge Well (HFO Purifier Room) No.2 HFO Purifier Heater
Spare Temperature Control Valve
50 40
No.3 HFO Purifier Heater
No.1 and 2 Generator
Temperature Control Valve
AC002F AC001F Engine HFO Heater
Auto Auto Temperature Control Valve Spare
TS XA TS XA
Start/Stop Start/Stop 25 15 15
1704 1706 No.1 and 2 Main Engine Main Engine
XI XI HFO Heater
1705 40 1707 40 Temperature Control Valve OF190F FO Inlet
AC021F
Main and Generator Control Air Back-up LT Cooling Fresh
200 200
200 200 200 200
3000 3000
3000 3000 3000 3000
100 100
100 100 100 100
1000 1000
1000 1000 1000 1000
PSI PSI
PSI PSI PSI PSI
Engines FO Auto Filter Auto On/Off Horn Water Control Valve

Water Water Generator Engine FO CO2 Alarm Horn LO Temperature
Separator Separator Service Control Valve (3rd Deck Centre Fore) Control Valve
Spare Fire and General 4th Deck
No.1 Control and No.2 Control and Alarm Horn (3rd Deck No.1 Main Engine
General Service Centre Fore) 3rd
General Service 4th Deck Purifier Room LO Auto Filter
Compressor Deck
Compressor No.2 Main Engine
(150Nm³/h x 8 bar) (150Nm³/h x 8 bar) To Steam 25 LO Auto Filter
3rd Deck Main LO Dumping Valve Spare
Purifier Floor For Piping Space
25 Oily Water Reefer Cooling Fresh Water
Separator Fire and General Alarm AC009F
40 Horn (4rd Deck
To LO Drain Tank Spare Fresh Water Overboard
Starboard Fore) Control Valve
To Bilge Well CO2 Alarm Horn
Floor (4rd Deck Floor Floor
To Waste
Starboard Fore)
50 Oil Drain
Tank Reference Shipyard Drawing Number: MB 101.50 (1/4), MB 101.50 (2/4) Compressed Air System
2.10.3 Control Air System Procedure for Preparing the Control Air System for Position Description Valve
Operation Open Supply valves to port passageway
Control Air Dryer Open Supply valve to generator engines LO
a) Ensure that all instrumentation valves are open and that the
Manufacturer: Kyung Nam Dryer Co. Ltd separator port
instrumentation is functioning correctly. Open the line valve
No. of sets: 1 AC004F from the control and GS air receiver to the GS air Open Supply valve to fire and general alarm horn
Model: KADM - 150 system. - 2nd deck starboard forward
Type: Refrigerating with air-cooled condenser Open Supply valve to CO2 alarm horn - 2nd deck
b) Check that there is electrical power at the control air dryer. Start forward starboard
the dryer operating by setting the RUN/STOP switch in the Open Supply valve to main engine and generator
RUN position, ensure that the dryer is functioning correctly. engine fuel oil auto filter
Introduction Open Supply valve to generator engines fuel oil
The indicator lamp will light when the refrigerant pressure gauge point moves service control valves
into the green area after approximately 10 minutes.
The control air system is supplied from the control and GS air receiver. This Closed Spare supply valves
receiver is replenished by the control and GS air compressors or the control c) Ensure that there is air in the Control and GS air reservoir at the Open Supply valve to Main LO separator
air system may be supplied from the main starting air system via the pressure desired pressure and that the Control and GS air compressors Open Supply valve to oily water separator
reducing unit. The pressure in the control air system is 8. bar. The air supply are operating, as in Section 2.10.2 of this machinery operating
from the main air system is a back-up and the valves are normally closed. manual. Open Supply valve to No.1 HFO separator
Open Supply valve to No.2 HFO separator
The arrangement for operating the working air compressors has been described
in Section 2.10.2. Control air is processed through a refrigerated control air d) Set up valves as shown in the following table: Open Supply valve to No.3 HFO separator
dryer and associated filters before supplying the control air services. The Open Supply valve to CO2 alarm horn HFO purifier
control air dryer can be bypassed. Position Description Valve room
Open Line valve from control and GS air receiver AC003F Open Nos.1 and 2 generator engines HFO heater
Control Air Dryer Operating Principle to control air dryer temperature control valve
Open Control air dryer inlet valve AC005F Open Nos.1 and 2 main engine HFO heater
• The humid air flows into the air inlet connection and is precooled Open Control air dryer outlet valve AC006F temperature control valve
in the heat exchanger before it enters the evaporator
Closed Control air dryer bypass valve AC007F Open No.1 HFO separator heater temperature
• As the air passes through the evaporator, which is cooled by the Open Control air dryer auto drain valve control valve
liquid refrigerant, the air temperature drops to 10°C, which is Open No.2 HFO separator heater temperature
Open Supply valve to fire and general alarm horn
the dew point at which the moisture in the air is condensed control valve
funnel casing A deck
• The condensed water is now separated from the air and is Open Supply valve to CO2 alarm horn funnel Open No.3 HFO separator heater temperature
purged out of the system through the automatic drain trap casing A deck control valve
• The high pressure liquid refrigerant now passes through the Open Supply valve to exhaust gas boiler feed water Open Supply valve to steam dumping valve
expansion valve and is evaporated in the evaporator, before control valve Open Supply valve to piping space ACOO9F
returning to the compressor to continue the refrigeration cycle Open Supply valve to auxiliary boiler feed water Open Supply valve to fire and general alarm horn
control valve - 4th deck forward starboard
The control systems are supplied via grouped outlet valves for particular areas
Open Supply valve to auxiliary boiler burner
or systems. Open Supply valve to CO2 alarm horn - 4th deck
control
forward starboard
Locked Supply valve to emergency shut-off valve
Note: It is essential that the control air is dried before entering the control Open Supply valve to fire and general alarm horn
open and pneumatic fire damper control locker in
system as any moisture in the control air can cause problems at actuators or - floor level forward starboard
emergency fire control room
other parts leading to failure at these devices. Only in the event of failure of Open Supply valve to CO2 alarm horn floor forward
the control air dryer should the dryer bypass valve be opened. Open Supply valve to tank level gauge system starboard
Locked Supply valve to main engine control air AC017F Open Supply valve to air purge for feed water tank
open system
Illustration 2.10.3a Control Air System To Generator
Engine Diesel Control Air
To Master Air Horn Oil Pump Key Emergency Shut-off
From Main
Air Receivers Air Valve and Pneumatic
Set 8.8 bar 25 25 Fire Damper Tank Level Gauge
Bilges/Drains
40 PI AR001F
N.O. Electrical Signal
30-8 bar N.C.
To Service Air System Instrumentation Fire and General Alarm
65 40 Horn (Funnel Casing A Deck)
AR003F
Set 8.8 bar CO2 Alarm Horn
(Funnel Casing A Deck)
PI
Exhaust Gas Boiler Feed
30-8 bar N.C. Water Control Valve
40 Fire and General Alarm Auxiliary Boiler Feed
AC004F Horn (3rd Deck Port Fore) 15 Water Control Valve
15
No.1 Generator CO2 Alarm Horn Auxiliary Boiler Burner Control
Engine FO Inlet (3rd Deck Port Fore) To Passageway (Port)
OF241F 25
Open to Safe Area Generator Engine
Lubricating Oil Purifier (Port) To Passageway (Port) Fire and General Alarm
AC003F No.2 Generator AC019F Horn (3rd Deck
Engine FO Inlet OF242F Starboard Fore)
To CO2 Alarm Horn
Main Engine Control Air (In Hold Area On Passageway No.3 Generator CO2 Alarm Horn
Starboard) Engine FO Inlet OF243F (3rd Deck Starboard Fore)
Set 5 bar
Set Fire and General Alarm Horn Generator Engine Lubricating
8.8 bar N.O. AC017F (2nd Deck Starboard Fore) Oil Purifier (Starboard)
40 15 No.4 Generator AC020F
XA PS CO2 Alarm Horn
65 1708 Engine FO Inlet OF244F
(2nd Deck Starboard Fore)
40
AC005F Control Air AC006F 40 40 15
Dryer 25 No.1 HFO Purifier
15
(150Nm³/h x 8 bar)
PIAL PIAL PI 15 15 No.2 HFO Purifier
1703B 1703A 40 15
Control and General No.3 HFO Purifier

25 40 No.1 HFO Purifier Heater
AC011F AC007F
ServiceAir Receiver CO2 Alarm Horn Temperature Control Valve
ICMS (3m³ x 8 bar) To Bilge Well (HFO Purifier Room) No.2 HFO Purifier Heater
Spare Temperature Control Valve
50 40
No.3 HFO Purifier Heater
No.1 and 2 Generator
AC002F AC001F Engine HFO Heater
Auto Auto Temperature Control Valve Spare
TS XA TS XA
Start/Stop Start/Stop 25 15 15
1704 1706 No.1 and 2 Main Engine Main Engine
XI XI HFO Heater
1705 40 1707 40 Temperature Control Valve OF190F FO Inlet
AC021F
Main and Generator Control Air Back-up LT Cooling Fresh
200 200
200 200 200 200
3000 3000
3000 3000 3000 3000
100 100
100 100 100 100
1000 1000
1000 1000 1000 1000
PSI PSI
PSI PSI PSI PSI
Engines FO Auto Filter Auto On/Off Horn Water Control Valve

Water Water Generator Engine FO CO2 Alarm Horn LO Temperature
Separator Separator Service Control Valve (3rd Deck Centre Fore) Control Valve
Spare Fire and General 4th Deck
No.1 Control and No.2 Control and Alarm Horn (3rd Deck No.1 Main Engine
General Service Centre Fore) 3rd
General Service 4th Deck Purifier Room LO Auto Filter
Compressor Deck
Compressor No.2 Main Engine
(150Nm³/h x 8 bar) (150Nm³/h x 8 bar) To Steam 25 LO Auto Filter
3rd Deck Main LO Dumping Valve Spare
Purifier Floor For Piping Space
25 Oily Water Reefer Cooling Fresh Water
Separator Fire and General Alarm AC009F
40 Horn (4rd Deck
To LO Drain Tank Spare Fresh Water Overboard
Starboard Fore) Control Valve
To Bilge Well CO2 Alarm Horn
Floor (4rd Deck Floor Floor
To Waste
Starboard Fore)
50 Oil Drain
Tank Reference Shipyard Drawing Number: MB 101.50 (1/4), MB 101.50 (2/4) Compressed Air System
Position Description Valve Note: The valve arrangement given above indicates that control air is being
Open Supply valve for generator engines LO supplied by the control and GS air compressors and is being taken from the
separator starboard control and GS air reservoir. If this system is inoperative for any reason air
Open Supply valve for LT CFW temperature control will be taken from the main starting air system via the 30/8 bar pressure
valve reducing unit, the inlet and outlet valves which must then be locked open.
Open Supply valve to LO temperature control
valve g) Check the operation of the control air system periodically and
ensure that the dryer is working effectively.
Open Supply valve for reefer CFW temperature
control valve
Open Supply valve for FW overboard control
valve
Open Supply valve for No.1 main engine LO filter
Open Supply valve for No.2 main engine LO filter
Note: Although valves are shown as open this is their normal operating
condition and they will be closed if the service is not being used.
Note: There are direct control air lines to the following systems:
• No.1 and No.2 generator engines fuel oil shut-off inlet valves
• No.3 and No.4 generator engines fuel oil shut-off inlet valves
• Fire and general alarm horn - 3rd deck forward port
• CO2 alarm horn - 3rd deck forward port
• Main engine fuel oil inlet valve
• Control air back-up auto on/off valve horn - 3rd deck forward
starboard
• CO2 alarm horn - 3rd deck forward centre
• Fire and general alarm horn - 3rd deck forward centre
• Fire and general alarm horn - 3rd deck forward starboard
• CO2 alarm horn - 3rd deck forward starboard
e) Check that the control air dryer drain is open and that the drain
is operating and draining water from the dryer. This is normally
done automatically but it is important to ensure that the valve
operates effectively.
f) Start the control air system operating and check that control air
is available at all of the outlets as required.
2.11 Steering Gear, Thruster Units and Stabilisers
2.11.1 Steering Gear
2.11.2 Bow Thruster

Illustration 2.11.1a Steering Gear Hydraulic System
No.4 Pump Unit
No.4 Transfer
No.2 Safety Valve Valve
No.3 Pump Unit
No.3 Cylinder No.1 Cylinder

(No.2 Power (No.1 Power
Actuating System) Actuating System)
No.2 Automatic
M
Isolation Valve
No.3 Transfer
Valve
No.2 Valve Block LA LL
(No.2 Power Actuating System) L
No.2 Pump Unit
Steering No.1 Valve Block

Gear (No.1 Power Actuating System) No.2 Transfer
Valve
M
No.1 Automatic
Isolation Valve
No.4 Cylinder No.2 Cylinder
No.1 Pump Unit
Key
Hydraulic Oil
M
No.1 Transfer
Valve
No.1 Safety Valve LA LL
L
2.11 Steering Gear response will be dependent upon the number of pumps in service. If a failure If a leak occurs on one of the actuating systems, the oil reservoir tank low level
occurs in one actuating system, the isolation valves are closed causing the two alarm on that system will be activated. The auto-isolation system will then
2.11.1 Steering Gear systems to be isolated from each other. The intact system will remain fully immediately operate to ensure steering capability is maintained as follows:
operational and the steering capability maintained although at a reduced speed
• Both isolation valves will be closed
Manufacturer: Yoowon-Mitsubishi of 50% of full away as only 50% of the rudder torque will be available.
• The standby pump on the affected system will be started and the
Type: Four cylinder, two ram, rapson slide type running pump stopped
Under normal operating conditions two steering gear pumps will be in service,
Model: YDFT-660-4 usually one from each actuating system, with the second pump of each system • One pump in the ‘operational’ power actuating system will be
Serial number: YS-7348-51 being switched to standby. When operational conditions permit, the steering started (if not already running)
Main pump type: 4 x 3V-FH2B-MK Janney type pump gear can be operated by just one pump.
• Visible and audible alarms will be activated on the bridge and in
Auxiliary pump type: 4x trochoidal the engine control room (ECR)
The steering gear is remotely controlled by the autopilot control or by hand
Motor: 90kW, 440V, 3-phase, 60Hz, 1,200 rpm
steering from the wheelhouse while emergency control is carried out by the
Tiller type: Solid, keyless manual operation of the servo control lever of the pump unit. When operating The No.1 actuating system will now be connected to the No.1 and No.2
Rudder angle: 35° (maximum working angle) under emergency conditions in local control, only one hydraulic pump can be operating cylinders and the No. 2 power actuating system will be connected to
used. the No.3 and No.4 operating cylinders. There are now two separate hydraulic
Limit rudder angle: 37.5°
systems operating and oil will flow to and from the two pairs of cylinders
The variable flow pumps are operated by a control linkage, which activates the independently.
Rudder Grease System tilting lever of the pump cylinder causing the oil to be discharged to the steering
gear hydraulic cylinders. When the tiller reaches the required angle, the tilting If the level of oil in the reservoir tank of the affected power actuation system
Manufacturer: HanilLubtec Co. Ltd. continues to fall the low low level alarm will be activated and the auto-isolation
lever is restored to the neutral position and the pump stops discharging.
Control panel model: HEA-1E-D system will operate as follows:
Number of pumps: 2 All orders from the bridge to the steering compartment are transmitted • The isolation valve in the affected system will be opened
electrically. The electrical steering signals from the bridge operate torque
motors which are located at the pumps and the torque motors operate the servo • The running pump in the affected system will be stopped
Introduction assisted levers which control the delivery of the pumps. Steering gear feedback
transmitters supply a signal to the torque motors giving the rudder’s actual Both pumps in the affected system will now be stopped and the affected
The steering gear is as shown in illustration 2.11.1a and consists of two hydraulic position. When the actual position corresponds to the required position, the system is isolated from the ‘operational’ system. The isolation valve in the
rams with four hydraulic cylinders that are powered by four electrically-driven torque motor sets the pump control lever to the neutral position and oil delivery affected system is opened to bypass the defective hydraulic system and allow
pumps. The No.1 and No.2 pumps with their associated hydraulics constitute stops. The rudder angle is limited to 35° port or starboard by means of limit the ‘operational’ system to function normally. This will prevent hydraulic lock.
the No.1 actuating system while the No.3 and No.4 pumps with their hydraulic switches and mechanical stops are positioned at 37.5° port and starboard. At this point the vessel’s speed should be reduced to take into account the
systems constitute the No.2 system. Each system has an oil reservoir tank reduction of available torque to the steering gear.
which is equipped with low level and low low level alarms and shutdowns. Under normal operating conditions at sea, all four steering gear cylinders will be
in use with two hydraulic pumps running and two pumps switched to standby. Note: A timer has been fitted to the level switch circuits to prevent the
The No.2 and No.4 motors are supplied from the main switchboard (confirm) When the vessel is manoeuvring or proceeding in confined waters, it is normal isolation system being operated by the rolling of the ship. (Confirm this
and the No.1 and No.3 motors are supplied from the emergency switchboard. for all four pump units to be running to provide maximum manoeuvrability. facility exists).
The pumps are of the variable displacement axial piston type with the stroke
being servo controlled. The main Mitsubishi Janney pumps are accompanied The No.1 and No.2 pumps operate the No.1 and No.2 cylinders and the No.3
by a trochoidal gear type auxiliary pump which supplies oil to the servo system and No.4 pumps operate the No.3 and No.4 cylinders. Under normal operations Operation
and also circulates the oil and cools the pump casing. any pump or pumps will power all four cylinders but if the systems are isolated
because loss of oil, the pumps will only power their respective two cylinders. If failure of one of the systems occurs, the ship’s speed should be reduced,
The steering gear is capable of being operated as two totally isolated steering as only 50% of the torque for the steering gear operation is available. By
systems but with two pumps operating the steering gear is capable of putting switching the AUTO/MANUAL changeover switch on the automatic isolating
the rudder through the working angle of 66° in the specified time of 28 seconds. Automatic Isolation System control unit panel the isolation valves can be operated either manually or
Additional pump units can be connected at any time by starting the motor. automatically. The switch is normally set to the AUTO position.
The automatic isolation system provides for rapid isolation of the two
Automatic isolation has been provided between the two actuating systems by independent power actuating systems should the oil tank level in one of the
electrically operated isolating valves fitted on the crossover lines. In normal systems fall. At sea two pump units will be operating, usually one pump from
operation the valves are open allowing all the rudder operating cylinders to be each system and all four hydraulic cylinders will be powered.
moved by any (or all) of the four hydraulic pumps. The speed of the rudder
Illustration 2.11.1b Steering Gear Operation
No.2 Valve Block OPERATING INSTRUCTION

No.4 Pump Unit
ELECTRO-HYDRAULIC STEERING GEAR
(No.2 Power No.2 Safety Valve
Actuating System)
No.4 Transfer
D Valve
ACTUATOR
F POWER UNIT POWER UNIT

No.3 Cylinder No.1 Cylinder No.2 Automatic
(No.2 Power (No.1 Power C
Isolation Valve STARTER E/M PUMP PUMP E/M STARTER
No.3 Pump Unit
STARTER E/M PUMP PUMP E/M STARTER
M
TORQUE MOTOR TORQUE MOTOR
No.3 Transfer
Valve
LA L EMERGENCY MANUAL CONTROL LEVER
LL
STEERING METHOD PROCEDURE OF OPERATION
No.2 Pump Unit
No.2 Transfer 1. SERVE THE REMOTE STEERING GEAR CONTROL SYSTEM

Valve AND POWER UNITS WITH ELECTRICAL POWER.
REMOTE STEERING
2. OPERATE THE MODE SELECTION SWITCH OF THE
(BRIDGE)
No.1 Valve Block M
REMOTE STEERING GEAR CONTROL SYSTEM.
(No.1 Power 3. OPERATE THE POWER UNITS BY MEANS OF E/M
Actuating System) No.1 Automatic START SWITCHES.
Isolation Valve
No.4 No.2
No.1 Pump Unit 1. PUT THE SELECTOR SWITCH OF AUTO PILOT CONTROL BOX
(RUDDER SERVO UNIT) TO LOCAL OR OFF POSITION.
B 2. SELECT WHICH JANNEY PUMP IS TO BE USED FOR
MANUAL STEERING.
EMERGENCY MANUAL
3. WITH EMERGENCY MANUAL CONTROL LEVER IN MID POSITION
CONTROL LEVER
E M
OPERATE THE SELECTED JANNEY PUMP.
STEERING
No.1 Transfer 4. OPERATE EMERGENCY MANUAL CONTROL LEVER IN
A Valve (S/G COMPARTMENT)
No.1 Safety Valve
ACCORDANCE WITH STEERING COMMAND.
LA L
LL 5. EMERGENCY MANUAL CONTROL LEVER TO BE RETURNED TO
NEUTRAL POSITION ON ACHIEVING ORDERED RUDDER ANGLE.
REMARKS
OPERATION INSTRUCTION
1. THE CASE OF 1,2 ARE NORMAL USE AND 3 ARE EMERGENCY USE. NOTES
WORKING WORKING BYPASS AUTO.ISOLATION 2. IN CASE OF 3 THE SPEED OF VESSEL SHOULD BE HALF OF FULL SPEED.
CASE
PUMP CYLINDER
STOP VALVE
VALVE VALVE
NOTICE
3. WHEN OPERATING THE JANNEY PUMP MANUALLY IN THE STEERING GEAR ROOM. 1. CHANGE-OVER OF THE POWER UNITS SHOULD BE DONE BY OPERATING
A B C D E F No.1 No.2
(1) SWITCH OFF THE CONTROL BOX POWER CONNECTION. ELECTRIC MOTOR START/STOP SWITCHES.
(2) FIT THE MANUAL CONTROL LEVER TO THE SERVO CONTROLLER 2. WHEN AN ALARM IS GIVEN FOR FAILURE IN ANY POWER UNIT:
1-1 1&2 SERVING THE PUMP TO BE OPERATED.
1-2 1&3 (3) OPERATE THE MANUAL CONTROL LEVER IN ACCORDANCE WITH a) TWO POWER UNITS OPERATION : STOP THE POWER UNIT CONCERNED,
VALVE TO
1-3 1&4 BE OPEN STEERING COMMAND. b) ONE POWER UNIT OPERATION : START ANOTHER POWER, AND THEN
1 1-4 NORMAL 2&3 1, 2, 3, 4 (4) PULL THE MANUAL CONTROL LEVER BACK TO THE NEUTRAL POSITION STOP THE POWER UNIT CONCERNED.
1-5 2&4 IMMEDIATELY UPON TURNING THE RUDDER TO THE ORDERED ANGLE.
4. SHOULD THE AUTO PILOT TORQUE MOTOR FAIL, PULL OUT THE CORRESPONDING IN THIS CASE, INVESTIGATE THE DEFECTIVE PART.
1-6 3&4
VALVE TO PIN (O) OR(R) OR(S) OR(T) AND THEN SWITCH TO THE MANUAL OPERATION 3. IN CASE OF ANY FAILURE IN THE HYDRAULIC CIRCUIT, OPERATE THE
2 1, 2, 3, 4 PRESCRIBED IN 4 ABOVE.
BE CLOSED POWER UNIT AND VALVES SUITABLY IN ACCORDANCE WITH THE OPERATING
3 - 1 AUTO.ISOLATING 1 1&2 5. THE AUTOMATIC ISOLATION VALVES ARE AUTOMATICALLY OR MANUALLY
3
3 - 2 SYSTEM USE 3 3&4 OPERATED. INSTRUCTION MOUNTED IN THE STEERING GEAR COMPARTMENT.
YOOWON INDUSTRIES LTD. YOOWON INDUSTRIES LTD.

BUSAN, KOREA TEL: (051) 205-8541-5 FAX: (051) 205-8540 BUSAN, KOREA TEL: (051) 205-8541-5 FAX: (051) 205-8540
Procedure to Put the Steering Gear into Operation Test Operation from the Steering Compartment Alarms
a) Switch the rudder servo unit to LOCAL control. • No.1 hydraulic tank low level alarm
It is assumed that the system valves are set for normal operation.
b) Start a pump, using the TEST function if one is not already • No.1 hydraulic tank low low level alarm
a) Check the level and condition of the oil in the hydraulic oil running.
reservoir tanks and refill with the correct grade as required. • No.2 hydraulic tank low level alarm
c) Operate the steering gear using the NFU port and starboard • No.2 hydraulic tank low low level alarm
b) Check that the pin in the servo control lever is correctly fitted pushbuttons on the rudder servo cabinet. (Authors Note: Details
and that all starter cabinet switches are in the ON position, of servo panel to confirm.) Indicator Lamps
with the motor control switch set to NORMAL. Ensure that
the isolation system is in the AUTOMATIC mode and ensure • No.1 isolation valve OPEN
CAUTION
REMOTE servo operation positions to allow for operation
from the bridge. (Authors Note: Details of motor controls to Operating the steering gear from the servo cabinet requires two personnel • No.1 isolation valve CLOSED
confirm.) as the operator cannot see the rudder angle indicator. As such it does not • No.2 isolation valve OPEN
qualify as an emergency steering position. (Authors Note: Confirm)
• No.2 isolation valve CLOSED
c) Ensure that the rudder is in the mid position as indicated by the
mechanical indicator on the steering gear and check that the Emergency Operation • Source
bridge rudder angle indicators read the correct rudder position. • Automatic/Manual
During emergency operation, the operator has direct control of the pump unit.
As it would be impossible to simultaneously move the controls of both units
d) Check that the lines of communication between the steering
in an identical fashion, emergency steering must only ever be carried out with Pushbuttons/Switches
gear compartment and the bridge are clear.
one pump running:
• AUTO/MAN selector switch
e) With an engineer standing by in the steering gear compartment,
a) Contact the bridge by telephone or talkback.
start the selected electro-hydraulic pump unit(s) from the • Lamp and buzzer test
bridge. Check that one of the grease pumps is operational and is
b) Ensure that only one pump is running in LOCAL control, with
switched to AUTO mode. Check the grease levels in both pots.
the AUTOPILOT/RUDDER CONTROL switch on the main System Checks
cabinet turned OFF.
f) Carry out pre-departure tests in accordance with the vessel’s Daily Checks
standing orders.
c) With the pump control lever in the neutral position remove the • Check the oil level in the reservoir tanks and refill as necessary.
pin connecting the torque motor to the servo control arm. The level should not exceed ¾ of the glass at the normal working
g) Check for any abnormal noises and leakages. Rectify if
necessary. Check the operating pressures. temperature.
d) Move the torque motor arm clear, then take hold of the servo
control arm and control the steering gear according to bridge • Check the system pipework and valves for leakage.
Note: In cold weather (<10°C) the steering gear motors should be started instructions. Moving the lever will induce port or starboard • Check the lubrication system and replenish the grease injection
at least 30 minutes before the vessel’s departure to allow the hydraulic oil movement in the rudder while bringing it back to the neutral pump tanks as required.
system to warm through. position will hold the rudder in its current position.
• Note the temperature of the oil in the hydraulic system.
e) Follow the steering instructions as directed by the bridge. • Visually check the components such as the indicators and
Operating Procedures linkage arms.
Normal Operation from the Bridge Pump Unit Alarm on the Bridge • Check the gauges for any abnormal readings.
a) Start and stop the pumps from the control console, using one a) Stop the defective pump and start another pump. • Check for abnormal noise when the rudder is moving.
pump from each actuating system for normal operation. Refer
to the Bridge Manual for instructions on bridge steering. b) Investigate and repair the pump defect immediately if possible.
b) If considered necessary, use all four pumps. The automatic isolation control panel incorporates the following alarms and
indicator lamps:
Illustration 2.11.1c Steering Gear Automatic Isolating and Grease Pump Control Panels
S/G Automatic Isolating Key

Electric Control Panel 1 - No.1 Tank Low Level
Control Panel For Grease Pump
2 - No.1 Tank Low, Low Level
3 - No.2 Tank Low Level
16 17 18 19 20 4 - No.2 Tank Low, Low Level
11 1 2 3 4
5 - No.1 Isolating Valve Open
6 - No.1 Isolating Valve Shut
21 22 23 24 25 7 - No.2 Isolating Valve Open
8 - No.2 Isolating Valve Shut
9 - Automatic
10 - Source
13 5 7 9
26 27 28 29 12 - Manual - Auto Changeover Switch
13 - Buzzer Stop Pushbutton
14 - Buzzer Test Switch
15 - Alarm Buzzer
14 7 8 10
16 - Source
Manual Automatic 17 - No.1 Pump Run Lamp
18 - No.2 Pump Run Lamp
19 - Resting Lamp
20 - Cycle Lamp
21 - Overpressure Lamp
15 12
22 - No.1 Tank Low Level Lamp
30 31 32
23 - No.2 Tank Low Level Lamp
24 - No.1 Motor Overload Lamp
25 - No.2 Motor Overload Lamp
26 - Ammeter
33 34 35 36 27 - Resting Time Timer
28 - Running Time Timer
29 - Running Meter
30 - Manual - Auto Selector Switch
31 - No.1 Pump - No.2 Pump Selector Switch
32 - Buzzer
33 - Start Pushbutton
34 - Stop Pushbutton
35 - Buzzer Stop Pushbutton
36 - Fault Reset Pushbutton
Monthly Checks
• Check the tightness of all coupling bolts and pipe connections.

• Check the settings of the limit switches.
• Carry out a function test on the entire alarm system (see
operating manual).
• Check that the rudder indicator is functioning correctly.
Procedure for Transferring Hydraulic Oil from the Steering

Gear Lubricating Oil Storage Tank
The oil reservoir tanks are replenished from a storage tank which is located
in the steering compartment. The storage tank has a capacity of 2,700 litres
and oil is transferred to the reservoir tanks by a hand pump. The following
procedure assumes No.1 tank needs filling:
a) Check the amount in the storage tank and record the level.
Ensure there is sufficient to complete the transfer successfully.
b) Set the system valves as per the following table:

Open Storage tank outlet valve
Open No.1 hydraulic unit inlet valve
Closed No.2 hydraulic unit inlet valve
c) Operate the hand pump until the required amount of oil has been
transferred.
d) Close all valves associated with the transfer.
e) Complete the Oil Record Book with all necessary information.
Illustration 2.11.2a Bow Thruster Hydraulic Unit
Remote
PI
Control
Station
Low
Level
Hydraulic Alarm
Amp Oil Gravity Tank
PI
M
Bosun’s
Store B A
PI
Upper Deck
TI
Gravity Tank Pirot
(80 Litres) Check Suction
Valve FIlter
Hydraulic Unit
2nd Deck
Void
(Centre) Main
Blade Angle Motor
Transmitter
32 50
Bow Thruster Room
Hand
Pump
W
R
Motor A2 Hydraulic
HG504F
15 32 25 25 25 A1 Pump
W H R A2 A1
Key
Hydraulic Oil Bow Thruster
Hub Unit
Electrical Signal
Instrumentation
Reference Shipyard Drawing Number: MF 609.41 Hydraulic System for Bow Thruster
2.11.2 Bow Thruster Bow Thruster Unit Thruster Operating Limits
Controllable Pitch Propeller The thruster unit must operate within specified limits of draught and vessel
Manufacturer: Kawasaki Heavy Industries speed. The draught of the vessel must be such that the centre line of the thruster
No. of sets: 1 Power from the prime mover drives a uni-directional controllable pitch
propeller hub is a minimum of ??m below the water-line. Insufficient draught
propeller through a flexible coupling, input shaft and bevel gear. The propeller
Type: Kawasaki KT-255B5, 4 blades, skewed type, can result in damage to the propeller due to cavitation, which is indicated by
is made up of four blades and a propeller hub with a hydraulic servomotor and
Controllable Pitch hunting of the drive motor ammeter.
a sliding block mechanism. The propeller blades are fixed to the blade carriers
Power: 3,000kW by blade bolts which provide easy exchange of blades in the thruster tunnel.
Thrust: 419kN Bolts are also used to fix the gear case, which carries the propeller assembly to CAUTION
Motor: Totally enclosed induction motor, vertical type the thruster tube, again providing easy overhauling of components inside the At speeds above 5 knots and at shallow draughts there is a risk of
tube. Pressurised oil from the solenoid valve is fed to the hydraulic servomotor drawing air into the thruster tunnel. This will affect the performance
Power: 3,000 kW, 3 phase, 3,300V, 60Hz, IP44
through pipes in the propeller shaft, resulting in the reciprocal movement of of the thruster and can cause cavitation damage to the blade tips.
Rating: 60 minutes the servomotor piston. This movement of the piston is converted into rotary Cavitation can be detected by the hunting of the propulsion motor
Rotation: Clockwise viewed from the prime mover movement of the blades by the sliding block mechanism. The propeller blades ammeter and should be avoided. If cavitation occurs at speeds below 5
Controlling blade angle: +27.5° (maximum) are of sufficient strength to withstand cavitation. knots, the propeller pitch should be reduced until there is no risk of air
Rated blade angle: +20.7° being drawn in.
Input speed: 880 rpm Lubricating Device
To protect the electric motor, the thruster can only be started and stopped when
The bevel gear and all the bearings inside the gear case are lubricated by the blades are in the neutral zone (zero pitch). The system is interlocked to
Oil Service Pump the bath lubricating method. The lubricating oil in the gear case is slightly prevent the main motor from starting if the blade pitch is outside set limits and
pressurised by the connection with the gravity tank which is sited above the interlock switches also prevent the main motor from starting if the gravity tank
Type: Horizontal type LVP017-110RO-R1600 waterline to prevent ingress of sea water. level is low or if the control oil pressure is low.
No. of sets: 1
Discharge pressure: 120 bar, 29 litres/minute Pitch Control Device Operating Procedure
Relief valve: 130 bar
The device consists of a remote control system for controlling the propeller
Motor: Totally enclosed induction motor pitch and a hydraulic unit for regulating the blade angle. Operation and control of the bow thruster is normally only undertaken from
Rating: 7.5kW, 440V, 60Hz, 1,800 rpm the bridge. To provide the bridge with system control the LOCAL/REMOTE
switch on the main switchboard motor control panel must be set for REMOTE
Remote Control System operation. If control of the thruster is required to be carried out from the starter
Introduction The remote control system is of the electrical type, and serves to transmit panel, the control selection button must be pressed for LOCAL (Authors Note:
the command to change propeller pitch given through the control lever on Check the location and terminology). Normally the command to start or stop
The purpose of the bow thruster is to turn the ship when operating at slow the bridge. A solenoid valve will operate to adjust the propeller blade angle the thruster unit would be made from the bridge control console. The thruster
speeds or when manoeuvring. The thrust is produced by rotation of a propeller accordingly and hold the propeller pitch. Blade angle and motor load indicators can be controlled remotely from the bridge control console or either of the
unit which is housed in a transverse cylindrical ducting, the propeller unit being are incorporated in the bridge control panel. bridge wing consoles. In an emergency the thruster unit would be stopped
rotated by means of a vertical electric motor via bevel gears. using the emergency stop button situated on the thruster control panel on the
bridge control console and bridge wing control stands.
Hydraulic Unit
The propeller blade pitch is controllable in order to obtain the desired
magnitude and direction of thrust required. The thruster is specially designed The hydraulic unit consists of a hydraulic pump which can be selected for
Thruster Control Panel
with sufficient strength to withstand vibration and corrosion. Most of the REMOTE operation and should be left in this condition. The hydraulic unit also
mechanisms for pitch control are conveniently positioned inside the vessel, includes a solenoid valve, relief valve and check valve. The starter panel has an The thruster control panel has a number of system abnormal alarms. These
thus offering higher accessibility, safety and reliability. individual overload indicator as well as a low oil pressure alarm, a gravity tank include:
low level alarm, test switches and a space heater switch for the pump. • AC source fail
The thruster comprises a number of separate sections:
When the command to change the propeller pitch is given, two servo cylinders • DC source fail
• The electric motor unit with drive shaft and bevel gears
are activated as oil is transferred from one side of the servomotor to the other, • Controller abnormal
• The propeller unit which will change the blade angle to the required angle.
• Oil low level
• The hydraulic unit which changes the pitch of the propeller
• Oil low pressure
• The control system which regulates the blade pitch in accordance
with demand • Pump overload
Illustration 2.11.2b Bow Thruster Control Panels
Wheelhouse Panel
THRUSTER CONTROLLER
Bridge Wing Panel
AC SOURCE FAIL DC SOURCE FAIL CONTROLLER ABNORMAL
OIL LOW LEVEL OIL LOW PRESS PUMP OVERLOAD
MAIN MOTOR OVERLOAD MAIN MOTOR TRIP MAIN MOTOR START FAIL
EMERG
STOP
THRUSTER CONTROLLER
AUTO PITCH REDUCT INSULATION LOW
MAIN SOURCE ON POWER AVAILABLE FAN RUN

CONTROLLER ABNORMAL EMERG
READY TO START MOTOR FULL LOAD HYD PP SOURCE ON CONTROL THRUSTER
POWER STOP
AVAIL RUN
REQUEST INTEGRATED ALARM
PITCH INDICATOR
LAMP BUZZER 10 5 0 5 10
DARK BRIGHT BUZZER FLICKER MOTOR LOAD (%)
TEST STOP
0 50 100 PORT STBD

LAMP BUZZER
CONT MODE CONT. STATION DARK BRIGHT BUZZER FLICKER
TEST STOP
NON
FOLLOW
PITCH INDICATOR
FOLLOW W/H WING
UP
UP
10 5 0 5 10
! CAUTION
OPERATION PORT STBD
1. DON'T USE THE THRUSTER AT THE SHIP
CONTROL PUMP THRUSTER SPEED OVER 5 KNOTS
POWER RUN RUN 2. SET THE CONTROL DIAL AT THE SAME
ON
POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.
CONTROL PUMP THRUSTER
POWER
KAWASAKI Nabtesco
STOP STOP
OFF
HEAVY INDUSTRIES. LTD.
! CAUTION
1. DO NOT USE THE THRUSTER AT THE SHIP
SPEED OVER 5 KNOTS PORT STBD
2. SET THE CONTROL DIAL AT THE SAME
POSITION AS ORIGINAL TO KEEP A
CONSTANT PITCH WHEN CHANGE OVER
THE CONTROL STATION.
KAWASAKI Nabtesco
HEAVY INDUSTRIES. LTD.
• Main motor overload f) Start the main motor by pressing the THRUSTER RUN button. Bridge Wings
• Main motor trip The main motor will only start if the interlocks have been
removed and the motor is ready for starting. When the motor is The thruster can be controlled from either of the two bridge wings and transfer
• Main motor start/fail running the lamp in the pushbutton will be illuminated. of control is enabled by pressing the WING pushbutton on the central control
• Automatic pitch reduction panel. The CONTROL AVAILABLE illuminated pushbuttons on the port and
g) Turn the pitch control lever to alter the blade angle to the desired starboard bridge wing panels will then flash and a buzzer will sound. Control
• Insulation low position. The thruster will now assist the movement of the bow can be taken at either wing by pressing the pushbutton on the relevant panel.
in the required direction. When control has been transferred, the pushbutton will be steadily lit and the
An emergency stop button is also incorporated in the panel. buzzer will stop. Only FU control is available at the bridge wings and this is by
means of the control lever on the panel. Control is returned to the wheelhouse
Note: The main motor must not be restarted after stopping until the Control Mode by pressing the W/H pushbutton on the wheelhouse panel.
transformer has had a chance to cool; a period of approximately 30 minutes
is required for cooling. The bow thruster is controlled remotely via a Nabtesco micro-computer and
there are two methods of control that can be used; these are either follow-up CAUTION
(FU) pitch control or non-follow-up (NFU) pitch control. Before changing over the control position, the control lever that will be
Starting and Stopping the Thruster Unit taking control must be matched with the actual blade angle. The pitch
Normally FU pitch control is used and this is selected by pressing the indicators in the wheelhouse and on the wings always show the actual
The bow thruster can only be started from the wheelhouse at the central illuminated FOLLOW UP mode selection pushbutton. In FU mode the pitch blade angle.
stand; it cannot be started from the bridge wings. The description that follows control lever is used to control the thruster blade pitch. This dial is moved to the
therefore refers to the buttons and indicators on the wheelhouse panel. port or starboard side and the magnitude of the thrust can be varied from zero
to position 10 for maximum thrust. The dial is connected to a potentiometer
Stopping
When it is required to operate the bow thruster, proceed as follows: and the voltage produced by moving this is amplified and used to activate the
a) To protect the motor, the propeller pitch must be set to the zero
appropriate solenoid valve of the hydraulic system. Feedback from the thruster
a) Inform the engine room of the intention to start the bow thruster; (neutral) position before the thruster is stopped.
blades then cancels the voltage as the blades move to the desired position and
two generators must be connected to the switchboard whenever when the blades are in the desired position the voltage from the potentiometer
the bow thruster is operation. Confirm that the oil level in b) Transfer control to the centre console. Turn the pitch control
is cancelled. The thruster blades effectively follow the pitch command from the
the hydraulic oil gravity tank is satisfactory and replenish as dial. Moving the dial to the zero position removes pitch from the blades. lever to alter the blade angle to zero pitch.
necessary.
NFU mode is selected by pressing the NON FOLLOW UP mode pushbutton. c) Press the THRUSTER STOP pushbutton. The thruster drive
b) Ensure that the selector switch on the local starter panel is set to In the NFU mode, operation is by means of the two pushbuttons, PORT and motor will stop and the THRUSTER RUN lamp will be
the REMOTE position and that the hydraulic oil pump starters STBD, which are located on the central thruster control panel in the wheelhouse extinguished. The THRUSTER STOP and the READY FOR
are switched to REMOTE. but not on the bridge wings. The blades will move whilst one of the pushbuttons START lamps will become illuminated.
is pressed and will remain in that position when the pushbutton is released. In
c) On the bridge press the CONTROL POWER ON pushbutton. order to return the blades to the neutral position the other pushbutton must be d) Allow a period of time for the unit to cool down, then press the
The indicator lamp will now be illuminated as should be the pressed until the blade angle is zero. PUMP STOP pushbutton. The hydraulic servo pump will be
MAIN SOURCE ON indicator lamp. stopped and the PUMP RUN lamp will be extinguished.
CAUTION
d) If the OIL LOW PRESSURE is illuminated and an audible e) Press the CONTROL POWER OFF pushbutton. The CONTROL
Before changing over the control mode from non-follow-up to follow-up, POWER ON lamp will be extinguished and control voltage to
alarm activated, press the BUZZER/FLICKER STOP. Ensure the control dial that will be taking control must be matched with the
that the HYD PP SOURCE ON lamps are illuminated. the panels disconnected.
actual blade angle.
e) Press the PUMP RUN pushbutton. A signal is sent for the Note: EMERGENCY STOP pushbuttons have been fitted to all three
fan and duty oil pump to start, once they are running the of the wheelhouse control panels but these must only ever be used in an
FAN RUN and READY TO START indicator lamps will be emergency situation. If the thruster has been operating on one of the bridge
illuminated providing all the interlock conditions are satisfied. wing consoles, the control should be transferred back to the central control
If insufficient power is available, the POWER REQUEST lamp position and the thruster stopped in a controlled way as already detailed.
will illuminate and should be pressed if the operator is sure
that the diesel generator is available for automatic start. The
POWER AVAILABLE lamp will illuminate when sufficient
capacity is available to start the unit.
Overload Protection
When the main motor’s load current exceeds the preset load current, the blade
angle is automatically reduced to reduce the load current and thus protect the
main motor from overload and possible damage. At the same time the MAIN
MOTOR OVERLOAD indicator lamp on the wheelhouse control panel will be
illuminated. As the main motor’s load current decreases, the blade angle will
automatically return to the blade angle equivalent to the control dial position
and the MAIN MOTOR OVERLOAD will be extinguished.
CAUTION
After long term lay up and/or anchoring periods, the input power might
be increased due to the build-up of fouling by marine growth on the tube
and propeller. To avoid this, operate the thruster periodically (preferably
biweekly) to limit the growth and any subsequent difficulties.
Emergency Stops
Emergency stops have been fitted to all three wheelhouse control panels
and a bulkhead emergency stop has also been fitted next to the servo motor
starter panel in the bow thruster room. These should never be used for the
routine stopping the thruster but only when the thruster must be brought to an
immediate stop.
Authors Note: Confirm the presence of the emergency stop at the hydraulic
servo module.
Alarms
Description High
Bow thruster motor R winding temperature 135°C
Bow thruster motor S winding temperature 135°C
Bow thruster motor T winding temperature 135°C
Authors Note: High temperature alarm settings to be confirmed during the ship
visit.
2.12 Electrical Power Generators
2.12.1 Diesel Generators
2.12.2 Emergency Diesel Generator

2.12 Electrical Power Generators System Description Normal Alarm Trip System Description Normal Alarm Trip
Range Range
2.12.1 Diesel Generators LO Main bearing temperature >110°C >120°C Combustion Exhaust gas temperature 343 ~ >420°C
Oil mist detector failure Failure at outlet to turbocharger 360°C
Diesel Engine Oil mist detector High level High level
Manufacturer: Wartsila Crankcase pressure -25 to 3.0 mbar Description Normal Value Trip
No. of sets: 4 25 mbar Engine speed, first trip 720 rpm 806 rpm
Type: 6L32 Main bearing temperature 110°C 120°C Engine speed, second trip 720 rpm 828 rpm
No. of cylinders: 6 Air start pressure low 30 bar < bar
Bore/Stroke: 320mm/400mm System Description Normal Alarm Trip Control air pressure 7.0 bar > bar
Range
Speed: 720 rpm
FO Fuel leakage tanks High level Miscellaneous Alarms
Capacity: 2,880kW
Pressure before high 7.0 bar < 4.0 bar
Rotation: Clockwise viewing from flywheel end pressure pumps, minimum Description Normal Alarm Trip
Inlet temperature, 135°C Range
Turbocharger maximum Cylinder liner temperature 160°C 180°C
Manufacturer: ?? Fuel pump rack position 43
Type: ?? System Description Normal Alarm Trip Exhaust valve temperature deviation from 50/80°C
Range average of cylinders
Governor Cooling HT water pressure at 2.5 bar <1.5 bar +
Manufacturer: ?? Water engine inlet + static static head
Type: ?? head
Introduction
HT water temperature high 96°C >105°C >110°C
Alternator at engine outlet Four diesel generators that operate in the medium speed range have been
HT water temperature low 85°C <50°C installed to supply and meet the full electrical load of the ship. Each engine
Manufacturer: Hyundai Heavy Industries at engine inlet is rated at 2,880kW although the alternator’s full generating capacity is
Type: HSJ 807-10P LT pressure at engine inlet 2.5 bar <1.0 bar + 2,750kW.
Capacity: 3,928.6kVA + static static head
Rating: 6,600V AC, 3-phase, 60Hz, 2,750kW/3928.6kVA head The engines have six cylinders and are turbocharged, unidirectional, four
at 720 rpm LT water temperature at 38°C 45°C stroke, trunk piston, in-line engines which are normally operated on heavy fuel
Cooling: Fresh water/air cooled engine inlet, high oil. They can also be supplied with marine diesel oil, which is used for flushing
through, prior to shutting down for prolonged periods or for maintenance.
System Description Normal Alarm Trip
Alarms and Shutdown Functions Starting Air System
Range
The generator engines are equipped with various alarm and shutdown Combustion Charge air pressure after 3.0 bar The engine is started by direct admission of compressed air into the engine
functions which are indicated on the generator alarm system. These include cooler cylinders. Starting air is controlled by a master valve which is mounted on
the following: the engine and is operated manually at the engine or remotely. Each cylinder
Charge air temperature 40°C ~ 75°C
after cooler 60°C head is provided with an air start valve and starting air passes to the air start
System Description Normal Alarm Trip
Charge air cooler 0 -200 75 mbar valve via the master valve. The air start valves are opened by pilot air, which
Range
pressure difference mbar is controlled by an engine-driven air distributor. Starting air passes to the air
LO LO pressure drop at filter 0.8 bar 0.8<bar distributor when the master valve is opened. The pilot air is directed to the
Deviation from average 50/80°C
LO pressure at engine 5.0 bar <3.0 bar 2.0 bar cylinder air start valves in a sequence which causes the engine to rotate. A
of cylinders
inlet blocking device is fitted in the air supply to the air distributor, the blocking
Exhaust gas temperature ~ °C 500 >°C device is activated when the engine turning gear is engaged.
LO temp. before cooler 78°C >°C
cylinder outlet
LO temp. at engine inlet 66°C >80°C °C
The engine is also equipped with an air reservoir which is filled from the air
Prelubrication pressure 0.5 bar 0.3 bar
inlet via a non-return valve. Air from the reservoir is used to operate pneumatic
cylinder/piston units one of which is connected to each high pressure fuel pump Each engine cylinder is provided with a high pressure fuel injection pump, Lubricating Oil System
rack. The pistons act to return the fuel pump rack to the zero position, stopping which delivers fuel to a single fuel injector. An electrically-driven feed pump
All running gear on the engine is force lubricated by an engine-driven gear type
the engine. A solenoid valve in the supply line to the stop cylinders controls the circulates fuel round the engine high pressure pumps; the pump delivers fuel
pump that supplies oil at a pressure of 5.0 bar. The pistons are also supplied
air supply to the cylinders; the solenoid valve is connected to the engine control to the injection system via duplex filters. The system pressure is set by a spring
with oil as a cooling medium via the bottom end bearings and drillings in the
system and is energised by a stop command or alarm shutdown signal loaded overflow valve located on the fuel return line.
connecting rod. A prelubrication pump is fitted to each engine to supply oil to
the bearings and other running gear before the engine starts.
Excess fuel not needed by the injection pumps is passed through the overflow
Turbocharger System
pipe and delivered into the fuel return manifold. The fuel is returned to the
This reduces wear on the engine in the period between the engine starting and
Each generator engine is fitted with an exhaust gas driven turbocharger. The supply unit or the HFO service tank. This principle ensures that:
the engine-driven pump building up lubricating oil pressure. The prelubrication
turbocharger compressor draws air from the engine room via a suction filter,
• There is always an adequately large amount of pressurised fuel pump is driven by an electric motor and runs continuously whilst the engine is
compresses it and passes it through a charge air cooler to the cylinders. The
available to each engine on automatic stand-by.
charge air cooler is supplied with cooling water from the low temperature
central fresh water cooling system. Lubricating oil for the turbocharger • The heated fuel can be circulated for warming-up the piping
The engine-driven pump and the electrically-driven pre-lubrication pump
bearings is supplied from the engine’s main LO system. system and the injection pumps prior to engine starting
both take suction from the engine sump, and discharge through a cooler and
• The necessary fuel oil temperature can be maintained automatic filter to the engine oil supply rail. The LO temperature is controlled
Cooling Water System by a three-way temperature control valve set at 66°C. The valve regulates how
The injection pumps deliver fuel oil under high pressure through the injection much of the oil passes through the cooler. The turbocharger is supplied from
All cooling water requirements for the generators are provided by water from
pipes to the injection valves. Cams on the camshaft operate the injection the main LO circuit via an orifice. The LO cooler is a stainless steel plate heat
the central low temperature fresh water cooling system. The engines have a
pumps. With the engine stopped, fuel will circulate along the fuel supply rail exchanger, with oil circulating through the flow channels and water from the
low temperature (LT) and high temperature (HT) system and each is provided
and back to the FO return pipe. A bypass line with a non-return valve is fitted central fresh water cooling system circulating through the parallel channels in
with an engine-driven circulating pump. The alternator is supplied with cooling
round the fuel feed pump to allow circulation when the feed pump is stopped. a counter-flow manner.
water directly from the central low temperature fresh water cooling system.
The engine FO supply rail and injection pumps will thus be kept hot and ready
for use when HFO is being used. The main LO filter is supplemented by a bypass centrifugal filter mounted at
The engine LT system comprises the charge air cooler and lubricating oil (LO)
cooler. The LT pump draws water from the central low temperature fresh water the engine base frame. During operation a part of the lubricating oil supplied
Drains from the fuel injection equipment (clean leakage) are lead to a special from the engine-driven LO pump enters the centrifugal filter and returns to the
cooling system and circulates through the air cooler and then the LO cooler.
tank which is equipped with a float switch; when activated by excessive oil sump. The filter is driven by the oil supply and relies on centrifugal force to
Cooling water leaves the LO cooler via a temperature controlled 3-way valve,
leakage the switch will trigger an alarm. Drains from the engine entablature remove high-density sub-micron particles. Two LO separators are provided to
which directs water back to the pump suction or to the central low temperature
(dirty leakage) are lead to a separate leakage tank, equipped with a similar purify the generator oil. Each separator system is equipped with a supply pump
fresh water coolers. The valve operates to maintain the LT cooling water inlet
float switch. The drains from clean and dirty leakage tanks are lead to the FO and heater. One separator serves No.1 and No.2 generators and one serves No.3
temperature to the engine at 38°C.
drain tank. and No.4 generators; the LO separator system is described in Section 2.8.5 of
The HT pump circulates cooling water through the cylinder jackets and this manual.
The generator fuel systems can also be supplied by two fuel pumps which
cylinder heads. The cooling water leaves the engine via a temperature
draw fuel from the DO service tank and discharge directly to the generator fuel The generator engine is fitted with an oil mist detector system which continuously
controlled 3-way valve, which directs water back to the pump suction or to the
system filter. The pumps are provided to supply the generators with diesel fuel monitors the level of oil mist within the crankcase. Increased levels of oil mist
central low temperature fresh water coolers. The valve operates to maintain the
should there be a failure in the main fuel supply system or should the main can indicate problems such as overheating bearings or piston blow-by. These
engine inlet temperature of 85°C. The HT system is equipped with an electric
electrical power system fail. The DO supply pump is powered by an electric type of defects can lead to crankcase explosions if not addressed. The oil mist
preheater and preheater circulating pumps, which allows the engine to be
motor which is supplied from the emergency switchboard. The emergency DO detector provides an essential safeguard against a crankcase explosion, which
warmed through before starting. As the preheater pumps draw water from the
supply pump is powered by an air-driven motor; compressed air is supplied can have extremely serious consequences Activation of the oil mist detector
‘hot’ side of the engine HT 3-way temperature control valves, the heated water
from the general air service system. The DO supply pump is used during start- initiates an engine shutdown if a very high mist level is detected. All cylinder
from running generators can be used to help to maintain the temperature of idle
up conditions, such as after dry docking. In an emergency such as a blackout, units and the camshaft drive gear casing are fitted with detector heads which
engines. Further heating to achieve a minimum engine temperature of 60°C is
there will be a period where there is no electrical power available, either from monitor the crankcase of the associated unit continuously. The control unit
by use of the electric preheaters, which can be set to automatic control.
the main or emergency switchboards. At the point of blackout the air-driven scans the signals from the detector heads sequentially. The system has an alarm
emergency DO pump will receive a start signal and begin to supply DO to the priority so that an alarm condition at any detector head is responded to as soon
Fuel System generator fuel system. as it occurs.
The generator engines are designed to operate on heavy fuel oil (HFO) at all
times but they can also run on marine diesel oil (MDO) prior to maintenance. It is essential that the oil mist detector system is maintained in a full and
The generator engine fuel rail is normally supplied from the main engine/ effective operating condition and that any alarms are acted upon immediately.
generator engine HFO supply unit. The generator engines can also be supplied The duty engineer must test the functioning of the mist detector unit at least
with MDO by separate diesel oil service pumps which are described below. each day. Testing of the unit takes place at the control panel and each detector
The fuel supply system is described in Section 2.6.2 of this manual. head is fitted with indicator LED. Checks must be made to ensure that these are
functioning correctly; if a detector head fails or transmits an abnormal signal Illustration 2.12.1a WECS 2000 Local Display Unit Procedure to Prepare a Diesel Generator for Starting
an alarm is activated. Detector heads should be cleaned every month. (Authors
Note: Details of the oil mist detector to confirm.) The procedure described below assumes that the generator is to be started on
HFO and that power is available from the main switchboard to start the cooling
In addition to the oil mist detector the crankshaft main bearings are equipped water pumps and other auxiliary service pumps.
with temperature probes, the bearing temperatures being monitored by the
engine control and monitoring system. a) Check that the measurement valves in the operator station are
In the event of a bearing temperature exceeding 110°C an alarm is activated ?? normal for standstill.
and if the temperature exceeds 120°C the engine is shut down.
b) Set the engine to local control by selecting LOCAL on the
Control and Monitoring System engine side mode selector switch.
The generator engines are controlled and monitored by a Wartsila Engine c) Set up the fuel oil service system as described in Section 2.6.2
Control System (WECS). The WECS 2000 comprises: of this manual. Start the engine FO pump and circulate fuel
• Engine safety system aound the high pressure injection pumps to heat up the fuel
Key injection system.
• Starting and stopping functions
• Automatic shutdown and start blocking d) Set up the central low temperature fresh water cooling system
Starts/Blocks and Air Pressures
• Load reduction request and generator HT cooling water system as described in Section
Engine Performance 2.5.2. Ensure that the engine cooling water system is completely
• Engine and turbocharger speed measurement filled and vented. Check the system for leaks and ensure that the
Exhaust Gas jacket cooling water spaces are vented. (Authors Note: Details
• Signal processing of all monitoring and alarm sensors
of chemical dosing to be confirmed.)
• Facilitates a graphical display of engine parameters Cylinder Liners
• Communicates with external systems such as alarm and Crankcase e) Start one of the HT cooling water preheating pumps and set
monitoring systems the preheater control to automatic. The HT water temperature
Water System Injection Status should be at least 60°C before starting.
The engine is equipped with a local display unit and local controls. The local
Fuel Oil System
controls include start, stop and shutdown reset pushbutton. An engine mode f) Check the level of lubricating oil in the sump and top-up as
switch allows the operator to select remote or local control, starting blocked or Menu necessary.
blow. The blow function allows the operator to turn the engine over on starting
air with the fuel pump racks held in the zero position. A manual stop lever Main Page g) Switch the generator engine prelubricating oil pump to AUTO
which acts directly on the fuel pump racks is also located at the engine side. (automatic) operation and check that the lubricating oil pressure
(Authors Note: Blow function details to confirm and the fitting of an emergency ?? Help On Using Control Panel
builds up. Check at the generator engine local control panel
stop button to confirm.) for the pressure being supplied. If the prelubricator pump is in
History
MAN (manual) mode, the engine should be prelubricated at least
The local display unit is as shown in illustration 2.12.1a and displays engine 2 minutes prior to the starting. The engine will be prelubricated
Shift Key
parameters such as engine speed, common engine alarms, and exhaust gas automatically whilst on stand by in AUTO mode.
temperature deviation. Other information pages are available, to give analogue Scroll Up
values and bargraphs related to engine performance, exhaust gas, water and oil h) Check the LO pressure before and after the filter. Check the
systems. Enter turbocharger LO pressure. Check the system for leaks. Start the
LO purifiers, refer to the procedures detailed in Section 2.8.5.
Scroll Down
Speed Control System
i) Check the governor oil level and replenish if necessary.
The engine is equipped with a mechanical/hydraulic speed governor (Woodwrard
type PGG). Loading and unloading is normally performed automatically by the
j) Open the indicator cocks and turn the engine through at least
power management system, The power management system also performs
two complete revolution using the engine turning gear.
frequency and power sharing corrections by adjusting the speed reference
of individual engines. (Authors Note: Power management system details to
k) Disengage the engine turning gear.
confirm.)
l) Turn the engine over slowly on starting air from the local b) Thoroughly check the engine to ensure there are no leaks and Procedure to Stop a Diesel Generator Engine
position; set the engine mode selector switch to ‘blow’ and press the engine is running smoothly and firing on all cylinders.
the start button. Watch for signs of water or oil at the indicator a) Before stopping the engine, ensure that the load has been
cocks. (Authors Note: Details of procedure for turning on air to c) Check that the LO pressures and temperatures are normal and removed then run the engine for a few minutes off-load for
confirm.) that the pressure drop across the filters is normal. cooling down purposes.
m) Close the cylinder indicator cocks. d) Check that the FO pressure and temperature are normal. b) Press the STOP pushbutton on the local start panel.
Note: If the engine has been drained for overhaul or maintenance, check e) Check the engine speed on the local display unit and on the oil c) Check that the prelubrication pump starts when the engine
the level in the central fresh water cooling expansion tank and refill with mist detector. stops.
fresh water if necessary.
f) Check that the ‘normal status’ LED on the oil mist detector is d) Check that the HT preheater pump has started, if not already
n) Open the vent on the cooling water outlet line on the generator illuminated. running.
air cooler and release any trapped air.
g) Check that the engine hour counter is working.
o) Check that all of the fuel pump indices are at index ‘0’, when
the regulating shaft is in the stop position. h) Connect the generator to the switchboard.
p) Check that all of the fuel pump linkages can be pressed by hand i) Ensure that the engine temperatures and pressures remain within
to full index and return to ‘0’ when the hand is removed. normal limits as the load is applied to the engine and the engine
slowly heats up.
q) Check that the stop cylinders for the fuel pump racks operate
correctly when shutting down normally and at overspeed and j) Check the exhaust gas temperatures for deviation from normal
shut down. Testing is done by simulating these situations. and check the exhaust gas for smoke.
r) Set the engine side manual stop lever to WORK. k) Monitor the charge air pressure and temperature as the engine
(Authors Note: Confirm terminology.) load is increased.
s) Select the engine for REMOTE operation at the local control The diesel generator engines can be started from the following positions:
panel. • Locally at the engine by means of the START pushbutton at the
local start panel
t) Select the generator for AUTOMATIC operation at the
• Locally at the engine by manually operating the master starting
switchboard panel, so that it operates as part of the power
valve.
management system. (Authors Note: Details regarding
switchboard controls to confirm.) • Remotely and manually at the generator panel in the electrical
switchboard
Note: If maintenance work has been carried out on the engine, or if the • Remotely and automatically via the Power Management
engine has been idle for more than 3 days, start the engine as below prior to System.
selecting the engine to automatic operation.
Procedure to Start a Diesel Generator Engine
a) At the local control panel select the engine for local control by
setting the engine mode selector switch to LOCAL. Carry out
the checks detailed in the procedure above to prepare the engine
for starting. Undertake the checks as described previously.
When the checks have been satisfactorily completed, start the
engine by pressing the START pushbutton and allow it to run
up to normal speed.
Illustration 2.12.2a - Emergency Diesel Generator Control Panel to Insert Here
2.12.2 Emergency Diesel Generator Note: When the emergency generator is set in the automatic mode, only the The engine is normally started by means of an electric starter motor with
overspeed shutdown is operational. power to the motor being supplied by batteries. The batteries are provided
with an isolation switch and are maintained in a fully charged condition by a
Emergency Generator Set
battery charger which operates continuously. The charger is equipped with an
Manufacturer: Lindenberg-Anlagen Introduction alarm which is activated if the charger fails. A back-up hydraulic starter is also
No. of sets: 1 fitted with the hydraulic power being manually generated via a hand pump.
The emergency diesel generator is a self-contained diesel engine driven An accumulator charged by the hand pump provides the pressure to drive the
electrical generator set. The generator is located in the emergency generator hydraulic motor which connects with the flywheel. This system can be utilised
Diesel Engine room, which is located on the port side of the engine casing on A deck with when starting the engine from the dead ship condition when the starting
Manufacturer: MAN access from the deck. batteries may not be available.
Type: 4 stroke, 6 cylinder turbocharged diesel engine
Upon power failure of the main diesel generators the emergency generator set The engine can be started locally using either the electric or hydraulic starter
Model: D 2876 LE203 will start automatically and connect to the emergency switchboard to maintain motor but when switched to automatic operation only the electric starter motor
No. of sets: 1 supplies to essential services. It will also be used to get the ship under power is utilised. The engine should be started at least once a week and run up to full
Bore: 128mm from a dead ship condition and will enable power to be supplied to essential load monthly. Whenever the engine has been started the diesel oil tank must be
Stroke: 166mm services without the need for external services such as starting air, fuel oil checked and refilled if the level has dropped below the 24 hour operation level.
supply and cooling water. The cooling water level in the radiator and oil level in the sump must also be
Output: 461kW
checked each week.
Speed: 1,800 rpm The engine is an in-line, 6-cylinder, turbocharged engine, 128mm bore and
Rating: Continuous 160mm stroke, with a self-contained cooling water system. The cooling water The engine is fitted with a local control and monitoring panel that can be seen
Displacement: 12.8 litre is circulated by an engine-driven pump and cooled in a radiator. Cooling air in illustration 2.12.2a. The control and monitoring system is microprocessor
is forced through the radiator by an engine-driven fan. The cooling water is controlled and incorporates the following equipment and alarms:
mixed with anti-freeze in order to prevent freezing of the cooling water in • LO pressure gauge
Generator cold conditions. An electric heater, thermostat and electric circulation pump
Manufacturer: Stamford are fitted in the engine cooling water system to maintain the engine in a • Cooling water temperature gauge
condition ready for immediate starting. (Authors Note: The fitting of an electric • Hour counter
Model: HCM 534 C
circulation pump to confirm.)
Type: Self exciting, brushless • Tachometer
Capacity: 437.5kVA/350kW The engine-driven cooling water pump supplies the LO cooler and after leaving • Start/stop pushbutton
Voltage: 440V, 60Hz, 3phase the engine, the cooling water flows to the thermostat and back to the radiator
or engine circulation pump. (Authors Note: Details of charge air cooler to • Normal/test selector switch
Speed: 1,800 rpm
confirm.) • Reset alarm/lamp test pushbutton
• OFF/LOCAL/AUTO selector switch
Alarms and Shutdown Functions The engine running gear is force lubricated by an engine-driven gear pump
which draws oil from the integral sump and discharges it through the cooler
The alarm and indicator lights include the following functions:
The emergency generator engine is equipped with various alarm and shutdown and a filter to the LO rail. A pressure regulating valve fitted in the system
functions which are indicated on the ICMS system. These include: prevents the over pressure of the LO supply to the engine. • Overspeed shutdown (2,070 rpm)
• LO low pressure alarm
Description Normal Alarm Trip The emergency generator is supplied with fuel from a dedicated 5.4m3 tank
which is located in the emergency generator compartment. Fuel from the tank • LO high temperature alarm
Range
flows to a feed pump which forces the fuel through filters to the injection • Start failure
LO pressure low <1.2 bar 1.0 bar
pump. Excess fuel from the injection pump is returned to the tank via an
LO temperature high >120°C overflow valve. The engine speed is controlled by an electronic governor which • Cooling water high temperature
Cooling water temperature high >93°C >97°C acts on the injection pump control lever. The engine speed is measured by a • Cooling water pressure low
Cooling water pressure low <0.2 bar magnetic speed sensor.
• Injection pipe leakage
Overspeed 2,070 rpm
Fuel injection pipe leakage Level high Engine shutdowns are by the operation of the injection pump control lever
except for the overspeed trip which activates a solenoid valve located between
the feed pump and injection pump.
Authors Note: Normal operating range and fuel leakage alarm system (tank?)
to confirm.
The diesel engine is equipped with automatic shutdowns but when it is set to Procedure for Manual Start of the Emergency Diesel Engine n) When the engine has stopped and cooled, turn the selector
operate in the automatic mode only the overspeed shutdown is operational. (Using the Electric Starter) switch to the AUTO position to allow for automatic starting in
When set to operate in the manual mode, the low LO pressure and high cooling the event of a failure in the main electrical power system.
water temperature shutdowns then become operational. a) Ensure that electrical power is available at the control panel and
that electrical power is available to start the engine. Check that Note: The switches and pushbuttons in the procedures above are located on
Also located at the engine side are the battery charger control panel and the the battery isolator switch is closed. the emergency generator control panel in the emergency generator engine
black start panel. (Authors Note: Details of black start panel to confirm.) room.
b) Ensure that the engine OFF/AUTO/MANUAL selector switch
Procedure to Prepare the Emergency Diesel Engine for at the local panel is set to the MANUAL position.
Automatic Starting Procedure for Manual Start of the Emergency Diesel Engine
c) Check the level of oil in the engine sump and top-up as necessary Using the Hydraulic Starter
with the correct grade of oil.
a) Ensure that electrical power is available at the control panel and
that electrical power is available to start the engine. Check that a) Ensure that the engine OFF/AUTO/MANUAL selector switch
d) Check the level of water in the radiator and top-up as necessary at the local panel is set to the MANUAL position.
the battery isolator switch is closed.
with clean distilled water.
b) Ensure that the engine OFF/AUTO/MANUAL selector switch Note: In the event of complete electrical failure this will have no immediate
e) Check the level of diesel oil in the emergency generator diesel
at the local panel is set to the MANUAL position. The OFF influence but when electrical power is available the control panel will
oil service tank and top-up as required. Check the tank drain for
position is used for stopping the engine and the switch is set in function again.
water and sludge.
this position to prevent starting. In normal operation the switch
is set to the AUTO position to allow for automatic starting in the b) Check the level of oil in the engine sump and top-up as necessary
f) Open the fuel oil supply to the diesel engine. It is normally open
event of a failure in the main electrical power system. with the correct grade of oil.
when the engine is stopped. Bleed the fuel system to remove any
trapped air; refer to the manufacturer’s manual for the correct
c) Check the level of oil in the engine sump and top-up as necessary c) Check the level of water in the radiator and top-up as necessary
procedure.
with the correct grade of oil. with clean distilled water.
g) Press the reset/test pushbutton and check that all indicator lamps
d) Check the level of water in the radiator and top-up as necessary d) Check the level of diesel oil in the emergency generator diesel
operate.
with clean distilled water. oil service tank and top-up as required. Check the tank drain for
h) Press the START/STOP pushbutton on the control panel until water and sludge.
e) Check the level of diesel oil in the emergency generator diesel
the engine turns over and fires on fuel. When the engine is
oil service tank and top-up as required. Check the tank drain for e) Open the fuel oil supply to the diesel engine. It is normally open
running release the pushbutton.
water and sludge. when the engine is stopped. Bleed the fuel system to remove any
i) Check that the engine is firing smoothly. trapped air; refer to the manufacturer’s manual for the correct
f) Open the fuel oil supply to the diesel engine. It is normally open procedure.
when the engine is stopped. Bleed the fuel system to remove any
j) Check the engine oil pressure, cooling water pressure, excitation,
trapped air; refer to the manufacturer’s manual for the correct f) Check that the hydraulic starter feed tank is filled to the
frequency, voltage and the engine’s speed. Investigate any
procedure. correct level with hydraulic fluid. Check that the feed tank is
abnormalities.
vented. Refer to the manufacturer’s instructions for the correct
g) Press the reset/test pushbutton and check that all indicator lamps procedure.
k) Check that as the engine heats up and that the thermostat
operate.
operates to allow cooling water to flow to the radiator.
g) Operate the hydraulic hand pump to charge the hydraulic
h) Turn the control mode switch to the AUTO position and then set accumulator to a pressure of approximately 310 bar.
l) With the engine on load check the air intake filter contamination
the emergency generator for automatic standby at the emergency
indicator. Change the filter as required or every 200 hours. Do
switchboard. h) Pull the relay valve operating lever until resistance is felt (this
not attempt to wash the filter.
engages the starter motor drive with the engine dog) continue to
m) If required, load the engine, otherwise allow it to run idle then pull the lever and the engine will rotate. Release the lever when
stop it by pressing START/STOP on the engine control panel. the engine starts.
Note: It is important that the relay valve operating lever is pulled smoothly
without jerking. The first movement of the lever allows the starter motor to
engage with the engine before the full hydraulic force of the accumulator is
applied to turn the engine.
i) Check that the engine is firing smoothly.
j) Check the engine oil pressure, cooling water pressure and

engine speed.
k) Check that as the engine heats up the thermostat operates to

allow cooling water to flow to the radiator.
l) With the engine on load check the air intake filter contamination
indicator. Change the filter as required or every 200 hours. Do
not attempt to wash the filter.
m) If required, load the engine, otherwise allow it to run idle.

Stop the engine by turning the OFF/AUTO/MANUAL selector
switch to the OFF position.
n) When the engine has stopped, turn the control switch to the
AUTO position to restore the engine to automatic standby.
Procedure for Stopping the Engine After Running On Load
a) Allow the engine to idle for 5 minutes before shutting down,

to allow the cooling water and LO to carry away heat from
the combustion chambers, bearings, turbocharger, etc. It is
particularly important for the turbocharger where a sudden stop
can result in damage to the bearings and seals.
Note: Long periods of idling will result in poor combustion and a build-up
of carbon deposits in the engine combustion chamber, exhaust manifold and
turbocharger.
b) Move the engine mode selector switch to the OFF position on

the local control panel.
c) When the engine has stopped, ensure that the operating mode
selector switch is set to the AUTO position to allow for automatic
starting of the emergency generator in the event of failure of the
main electrical supply. The engine must remain in the automatic
standby condition.
To test the electrical side of the emergency generator, please refer to Section
2.13.3 of this manual.
2.13 Electrical Systems
2.13.1 Electrical Equipment
2.13.2 Main Switchboard and Generator Operation
2.13.3 Emergency Switchboard and Generator Operation
2.13.4 Electrical Distribution
2.13.5 Shore Power
2.13.6 Main Alternators
2.13.7 Emergency Alternator
2.13.8 Preferential Tripping and Sequential Restarting
2.13.9 Uninteruptable Power Supply (UPS) and Battery Systems
2.13.10 Cathodic Protection System

Illustration 2.13.1a Main Electrical Network
HV Switchboard
Key
No 5 Reefer Transformer
Transformer
6,600 V
440 V
No 3 Reefer Transformer 24V DC Battery Charging
220 V
Emergency Switchboard and Discharge Board
LV Switchboard
No 3 Main Transformer Fans and Motors x 14 24V DC
GSP Emergency
M 24V DC Services
No 2 220V
440V Services
DG4 440V
Feeder
No 2
DG3 General Transformer No 2
Emergency GSP
Fans and Motors
EVT
Bus Tie M
440V/225V
Bus Tie
EVT 440V/225V
DG2 440V Services Accommodation

220V Feeder Panel
440V Services
440V 440V From
Feeder General Transformer No 1 Emergency
DG1 No 1 Generator
EG
No 2 Main Transformer GSP
M
No 1 220V Services
Fans and Motors x 15
No 1 Main Transformer
E/R Shore Power
220V IN
Feeder
Auto
Transformer
M
Bow Thruster
2.13 Electrical Systems The number of generators required depends on the electrical load of the ship • The main 440V LV switchboard is fed via the No.1, No.2 and
at the time. The generators can be manually run up and connected to the main No.3 High Voltage (HV) 6,600/450V transformers. Both halves
2.13.1 electrical equipment switchboard as required but in normal operation the power management system of the switchboard are again connected via the bust ie for normal
controls the operation of the generators and the major operational aspects of operation
the main switchboard. The generator configuration for the various conditions
Main Diesel Generator is as follows:
• The circuit breakers in the 220V feeder panel will be closed
Type: HSJ7 807-10P • Normal seagoing without reefer containers - one main connecting the feeder panel to the 440/225V transformers
No. of sets: 4 generator. supplying 220V to the ship’s mains
Rating: 6,600V AC, 3-phase, 60Hz, 2750kW/3928.6kVA • Normal seagoing with full load of reefer containers - two main
at 720 rpm Control of the high voltage side safety interlocks is carried out locally or by the
generators.
Location: 3rd Deck - No.1 and No. 2 port side, No.3 and ICMS. The four 6600/440V transformers have manually operated safety key
• Manoeuvring without reefer containers, without the bow thruster interlocks on their secondary (440V) side vacuum circuit breakers (VCB).
No.4 starboard side - two main generators.
Generator Cooling: Water/air The bus tie lines provide both redundancy and supply continuity in the event
• Manoeuvring without reefer containers and with the bow
thruster - two main generators. of any system failures.
Emergency Diesel Generator • Manoeuvring with full load of reefer containers, without the Arc detectors are provided in the circuit breaker, cable entry and bus
Engine: MAN D 2876 LE 203 bow thruster - two main generators. compartments.
Alternator: Newage HCM 534 D • Manoeuvring with full load of reefer containers and with the
No. of sets: 1 bow thruster - three main generators. The main engine room and machinery space motors, pumps and fans are fed
from the main 440V LV switchboard group starter panels No.1 and No.2. The
Rating: 440 VAC, 3-phase, 60Hz, 350kW/437.5kVA at • Cargo handling without reefer containers - one main generator. other engine room equipment, machinery space and deck 440V consumers are
1,800 rpm • Cargo handling with reefer containers - two main generators fed from the main switchboard 440V feeder panels (No.1 and No.2) and from
Location: Emergency Generator Room ‘A’ deck distribution boards located throughout the ship.
Manual control of some functions can be carried out via the integrated control
and monitoring system (ICMS) from one of two locations, the ECR and the The main 220V consumers are fed from the main switchboard 220V section.
Main HV Switchboard This section is fed from either of two main 440V feeder sections (B and G) via
Wheelhouse. These panels also display monitoring alarm information for the
Manufacturer: Terasaki electrical as well as other systems. The ICMS panel in the SCC has no control the 440/225V main transformers. Only one of these transformers can feed the
Rated voltage: 7.2kV facility (check). 220V switchboard at any time as the secondary side breakers are mechanically
interlocked.
Service voltage: 6.6kV
Rated frequency: 60Hz Note: A full reefer cargo of 602 containers represents an electrical load of
3,311kW. High Voltage
Busbar rated current: 1250A
Measuring voltage: 220VAC High voltage circuits are potentially more dangerous than low or medium
The emergency generator has sufficient capacity to supply the auxiliaries
voltage circuits. This is not only due to the increased voltage, but also the
Heating voltage: 220VAC required to start a main diesel generator in the event of total power failure.
explosion risk and because, under certain circumstances, high voltage circuits
Protective relays: 110VDC can retain a lethal charge even when switched off. In addition, dangerous
Protection: IP32 (outer cover) Power Distribution System potentials exist some distance from the actual live high voltage conductors, the
Protection: HP42 (high voltage compartment) distance being determined by the conductor voltage and the dielectric strength
Temperature: 45°C (maximum ambient) From illustration 2.13.1a, it can be seen that the main network consists of a of the insulating materials (including air) surrounding the conductor.
main 6.6kV switchboard, main 440V switchboard and the 440V emergency
switchboard. The normal operating condition of the network is as follows: WARNING
Introduction • Both halves of the main 6.6kV switchboards will be linked, ie, It is therefore essential that all persons who may be required to work
the bus tie breakers will be closed effectively forming one 6.6kV on or operate high voltage apparatus are fully aware of the hazards and
The electrical power generating plant consists of four diesel generating sets switchboard so that any of the diesel generators can feed the how to avoid the associated danger. Personnel carrying out high voltage
feeding the main 6.6kV switchboard and an emergency diesel generator network isolation, earthing, maintenance and inspection should have attended a
feeding the 440V emergency switchboard. recognised high voltage safety training course. High voltage apparatus
is classified as any apparatus, equipment and conductors which are
normally operated at a voltage exceeding 1,000 volts.
Illustration 2.13.1a Main Electrical Network
HV Switchboard
Key
Transformer
6,600 V
440 V
No 3 Reefer Transformer 24V DC Battery Charging
220 V
Emergency Switchboard and Discharge Board
LV Switchboard
No 3 Main Transformer Fans and Motors x 14 24V DC
GSP Emergency
M 24V DC Services
No 2 220V
440V Services
DG4 440V
Feeder
No 2
DG3 General Transformer No 2
Emergency GSP
Fans and Motors
EVT
Bus Tie M
440V/225V
Bus Tie
EVT 440V/225V
DG2 440V Services Accommodation

220V Feeder Panel
440V Services
440V 440V From
Feeder General Transformer No 1 Emergency
DG1 No 1 Generator
EG
No 2 Main Transformer GSP
M
No 1 220V Services
Fans and Motors x 15
No 1 Main Transformer
E/R Shore Power
220V IN
Feeder
Auto
Transformer
M
Bow Thruster
Main HV Switchboard The main 6.6kV generator panels are equipped with an ammeter, voltmeter, The operator controls the load sharing of the diesel generators, the starting and
wattmeter and power factor meter. This display unit is the operator interface connecting via the ICMS. In the event of a blackout both the diesel generator
The main switchboards are of the air insulated type and the metal clad
and display for the generator. and the emergency generators will start automatically and feed their respective
switchboard cubicles house withdrawal type vacuum circuit breakers. Each
switchboards.
cubicle is divided into various compartments for power equipment (circuit
breaker, bus bar and feeder) and for auxiliaries (instrumentation). Main 440V Switchboard
Group starter and distribution boards are provided in suitable positions to
The main 440V LV switchboard is mounted in the engine control room and supply the various power, heating, lighting, communication and navigation
The circuit breakers are of the vacuum type HVF1041-CS444A with automatic
consists of the following panels: equipment throughout the vessel. Each 440V or 220V distribution circuit is
shutters. The bus tie breaker is type HVF1042-CS444A. The operating
• Panel A and B - No.1 440V feeder panels protected against over-current and short-circuit current by a moulded case
characteristics and specifications of both breakers are the same apart from the
circuit breaker (MCB). These are fitted on the switchboard or panel board with
current rating. Breakers HVF1041 are rated at 630A and HVF1042 rated at • Panel C - No.1 6,600/440V transformer incomer panel inverse time over-current and instantaneous short-circuit trip units enclosed
1,250A.
• Panel D - No.2 6,600/440V transformer incomer panel within the casing.
All incoming and outgoing sections have facilities for earthing and short- • Panel E - Bus tie panel The integrated control and monitoring system (ICMS) is fed from its own
circuiting for maintenance purposes.
• Panel F - No.3 6,600/440V transformer incomer panel dedicated uninterruptible power supply (UPS) which is in turn fed from the
main and emergency networks. A 24V DC battery charging switchboard,
The bus bars in the HV and LV switchboards are arranged as follows: • Panel G and H - No.2 440V feeder panels
located in the electrical equipment room supplies the essential low voltage
• Panel J - 220V feeder services.
AC DC Positions viewed from cubicle front
• Group starter panels No.1 and No.2
R, U (Red) + Left Top Front
No.1, No.2 and No.3 Main High Voltage Transformers
S, V (White) Middle Middle Middle
220V Feeder Panel The 6,600V at the 6.6kV main switchboards is transformed down to 440V
T, W (Blue) – Right Bottom Rear
The main 440V switchboards have a 220V feeder section which is fed from the via three main HV transformers to feed the 440V switchboards. The No.1
The main 6.6kV switchboard consists of 17 sections mounted in the starboard 440V switchboard via air circuit breakers and two 200kVA transformers. transformer is located in the port transformer room on the engine room
switchboard room: 2nd deck while the No.2 and No.3 transformers are located in the starboard
transformer room also on the engine room 2nd deck. The transformers are
• Section A - Bow thruster ATR panel Emergency Switchboard configured such that one is working and other two are on standby.
• Section B - Bow thruster starter panel The emergency switchboard is mounted in the emergency generator room and
consists of 5 panels: Manufacturer: ??
• Section C - Feeder to 450V No.1 reefer transformer
Model: ??
• Panel A - Shore connection panel
• Section D - Feeder to 450V No.2 reefer transformer Capacity: 4,200kVA, 3-phase
• Panel B - Emergency generator incomer panel
• Section E - No.1 main transformer feeder panel No. of sets: 3
• Panel C - 440V feeder panel Primary voltage: 6,600V
• Section F - No.2 main transformer feeder panel
• Panel D - Emergency group starter panel Secondary voltage: 450V
• Section G - No.1 main diesel generator panel
• Panel E - 220V feeder panel Frequency: 60Hz
• Section H - No.2 main diesel generator panel
Insulation class: H
• Section J - No.1 earthed voltage transformer (EVT) panel The main 440V switchboard feeds the emergency switchboard via a vacuum Cooling: Air cooled natural (AN)
• Section K - Bus tie and synchronising panel circuit breaker (VCB). A shore connection is also available at this switchboard
Protection level: IP23
which allows external power to be connected to the vessel if required for
• Section L - No.2 earthed voltage transformer (EVT) and bus periods such as when the vessel is in dry dock. The shore connection panel
riser panel provides an input to the LV switchboard bus at section H.
• Section M - No.3 main diesel generator panel
• Section N - No.4 main diesel generator panel
• Section P - No.3 main transformer feeder panel
• Section Q - Feeder to 450V No.3 reefer transformer
• Section R - Feeder to 450V No.4 reefer transformer
• Section S - Feeder to 450V No.5 reefer transformer
Illustration 2.13.1b Main Switchboard Layout
AC220V No.1 AC440V No.1 AC440V No.1 No.2 Bus No.3 No.2 AC440V No.2 AC440V
Feeder Feeder Feeder Incoming Incoming Tie Incoming Feeder Feeder
Panel Panel Panel Panel Panel Panel Panel Panel Panel
High Voltage Reefer Transformers No.1 and No.2 440/220 Volt Emergency Transformers Manufacturer: ??
The 6,600V is transformed down to 440V via five Reefer transformers to The 440V at the emergency switchboard is transformed down to 230V by one Model: ??
supply the reefer distribution boards. Transformers No.1 to 3 are located in the of two emergency transformers to feed the 220V section of the emergency Capacity: 120kVA, 3-phase
port transformer room on the 2nd deck and transformers No.4 and 5 are located switchboard. The emergency transformers are located in the emergency No. of sets: 1
in the transformer room on the 2nd deck, starboard side. There is capacity for generator room.
Primary voltage: 440V
602 reefer containers on this vessel at 5.5kW each which equates to a total load
of 3,311kW. Manufacturer: ?? Secondary voltage: 440V
Model: ?? Frequency: 60Hz
Manufacturer: ?? Insulation class: B
Capacity: 90kVA, 3-phase
Model: ?? Cooling: Air cooled natural (AN)
No. of sets: 2
Capacity: 1,200kVA, 3-phase Protection level: IP23
No. of sets: 5
Secondary voltage: 225V
Primary voltage: 6,600V
Frequency: 60Hz Bow Thruster Control
Secondary voltage: 450V
Insulation class: B
Frequency: 60Hz The bow thruster motor is rated at 3000kW and is supplied from the bow
Cooling: Air cooled natural (AN)
Insulation class: H thruster starting transformer in section A. The starter panel is in section B.
Protection level: IP23 A blade angle transmitter is located in the wheelhouse for control of the bow
Cooling: Air cooled natural (AN)
thruster pitch.
No.1 and No.2 440/220 General Transformers
The bow thruster must be limited to two start attempts from cold or one start
No.1 and No.2 Main Low Voltage Transformers Manufacturer: ?? attempt from hot. A cooling delay of 60 minutes must be allowed after two
These two transformers reduce the main 440V switchboard supply down to Model: ?? consecutive start attempts.
230V to feed the 220V section of the port side of the main LV switchboard in Capacity: 200kVA, 3-phase
the ECR. A mechanical interlock in the 220V section prevents both transformers No. of sets: 2 Bow Thruster Auto-Transformer
from being connected at the same time. Primary voltage: 450V Manufacturer: ??
Secondary voltage: 225V Model: ??
Manufacturer: ??
Frequency: 60Hz Type: Dry insulated auto-transformer
Model: ??
Insulation class: B Rated power: 800 kVA??
Capacity: 200kVA, 3-phase
Cooling: Air cooled natural (AN) No. of sets: 1
No. of sets: 2
Protection level: IP23 Primary voltage: 6,600V
Secondary voltage: 225V Tappings: 50, 65 and 80%
Frequency: 60Hz Galley and Laundry 440/440 Volt Isolating Transformer Frequency: 60Hz
Insulation class: B Section G of the main 440V switchboard feeds the 440V galley and laundry Insulation class: H
Cooling: Air cooled power distribution board via a 440/440V isolation transformer. The galley and Cooling: Air cooled natural (AN)
laundry transformer is located in the starboard side transformer room. Protection level: IP23??
No.1 and 2 Group Starter Panels

These panels are located at each end of the main switchboard and contain the
starters for the motors, pumps and fans in various locations.
The motors can be between 0.25kW for a seal pump motor up to 375kW for
the main LO pump motor. The No.1 and 2 GSP panels supply each of the
following services:
• No.1 and No.2 main LO pumps Integrated Control and Monitoring System (ICMS) Interlocks Overview
• No.1 and No.2 main engine crosshead LO pumps Interlocks are arranged the prevent configurations that are not allowed which
Manufacturer: Samsung may result in damage or a safety hazard.
• No.1 and No.2 main engine turbocharger LO pumps
Type: Integrated Control and Monitoring System (ICMS)
• No.1 and No.2 stern tube LO forward seal pumps
Earthing and Isolation Key Interlock System - Main Switchboards
• No.1 and No.2 stern tube LO pumps Two CRT/TFT? displays are mounted on the ECR console for monitoring of
ICMS data and these displays will show the status of alarms from various The key interlocking system allows for safe access to high voltage equipment
• No.1 and No.2 main engine and generator engine fuel oil equipment throughout the vessel. for maintenance and repair. It ensures that the access to high voltage parts
circulating pumps is prohibited in all cases, where the correct switch off/down and earthing
• No.1 and No.2 main cooling sea water pumps The main switchboard and generators can be controlled in one of two ways: procedure of the main breaker is not performed completely or in the wrong
order. A specific step by step procedure is required to gain access to the keys
• No.1 and No.2 low temperature cooling fresh water pumps • Manually, from the main switchboard. for the converter cubicles and filter rooms.
• No 3 low temperature cooling fresh water pumps (No.2 GSP) • Semi-automatically, from the ICMS station.
• No.1 and No.2 low temperature cooling fresh water pumps, • Automatically, via the ?? No information on any fully automatic WARNING
main engine jacket cooling fresh water pumps system. It is essential that all persons who may be required to work on or operate
high voltage apparatus are fully aware of the hazards and how to avoid
• No.1 and No.2 low temperature cooling fresh water pumps,
The generators can also be started and stopped manually at their local control the associated dangers. Personnel carrying out high voltage isolation,
auxiliary boiler and exhaust gas boiler feed water pumps
panels at the engine. See Section 2.12.1 of this manual for further details. earthing, maintenance and inspection should have attended a recognised
• No.1 and No.2 engine room supply/exhaust fan (reversible) high voltage safety training course.
• No.4 and No.5 engine room supply fans The ICMS controls the diesel generators operation and semi-automatic
starting, synchronising, load sharing and stopping for the ship’s generators. Earthing of the 6.6kV main switchboards’ bus bars is carried out by means
• No 3 main engine turbocharger LO pump (No.1 GSP) When connecting the generators, the system automatically equalises the of a bus bar earthing switch located on each of the measuring panels. In
generator frequency with the main bus frequency and energises the generator’s order to prevent closing of the earthing switch while the bus bar is still live,
Standard Motors VCB to connect the two circuits at the moment when the phases coincide a key interlock system is employed which ensures that the circuit breakers
(synchronising). Automatic load sharing then ensures that each generator is for all incoming circuits that can supply power to the bus bar must be opened
The 440V motors are generally of the squirrel cage induction type with equally loaded. and withdrawn to the test position before the bus bar earthing switch on the
a standard frame designed for AC 440V, three-phase 60Hz supply. The measuring panel can be closed.
exceptions are the motors for domestic service and small capacity motors of The system ensures that the requirements for the ship’s unmanned machinery
0.4kW or less. space (UMS) operation are met. Each of these incoming circuits are controlled by a circuit breaker and contain
a fixed earthing switch. An electrical and mechanical interlock ensures that the
Where continuously rated motors are used, the overload setting ensures the The operation of the ICMS is described in Section 2.13.2, Main Switchboard circuit breaker must be opened and withdrawn to the test position before the
motor trips at 110% of its full load current. The motors in the engine room are Control and Operation. respective earthing switch can be closed.
of the totally enclosed fan-cooled type.
Sequential Restarting When the earthing switch is closed, an interlock prevents that particular breaker
440 Volt Starters from being moved from the withdrawn to the inserted position.
Essential service motors which were in service before a blackout, are started
The starters are generally arranged in group control panels and motor starters automatically on recovery of the main bus voltage. They will start according The earthing switches are fitted with key interlocks which prevent the earthing
are arranged in group starter panels located throughout the vessel. Duplicated to the predetermined restarting sequence and motors that were selected for switch from being used with the breaker in position.
equipment starters are split between different switchboards supplied from duty before the blackout are automatically returned to duty after the blackout.
separate port or starboard sides of the main switchboard. Interlocked door Similarly, motors selected for standby will be automatically returned to The circuit breakers are also provided with key interlocks. When the breakers
isolators are provided for all starters. For group starter boards this switch is the standby. See Section 2.13.8 for further information. are opened and withdrawn, they can be locked in order to prevent the breaker
moulded case circuit breaker (MCB) which functions as both disconnecting
being inserted and the key can be removed. The keys for the different circuit
means and overcurrent protection of the motor circuit.
Preferential Tripping breakers are not interchangeable.
Non-essential loads are interrupted automatically in the case of an overcurrent Capacitive indication lamps are provided on the panels of the circuits that can
on any one of the main generators. This provides continuity of supply to the supply power to the main bus bar. These lamps will indicate the presence of
essential consumers. See Section 2.13.8 for further information. voltage on the incoming side of the respective circuit breakers (confirm).
Mechanical Interlock Procedure for Generator/Transformer/Feeder and
Motor Circuits
a) Open the circuit breaker.
b) Use key (1K1) to open the cover for the CB draw in/out
handle.
c) Draw out the breaker using the handle.
d) For the generator only - use the key (1K4) to obtain de-excitation
and remove it.
e) For the generator only - use key (1K4) to release the interlock
for the earthing switch.
f) Close the earthing switch with the earthing handle.
g) Use key (1K2) and open the rear cable compartment.
h) Use key (DOK1) to open the upper cable compartment.
On completion of maintenance reverse the above procedure.
Authors Note: Inset photographs here of the key interlocks to support the
text above.
Illustration 2.13.2a Generator and Synchronising Control Panels
Diesel Generator Panel Synchro Panel
Key
Key
1 Generator Run Switch 1

No.1 Diesel
Generator
No.2 Diesel
Generator
Bus Bus No.3 Diesel
Generator 15 Watt Meter (0~4,200kW)
2 Ammeter (0~500A) 1000 1500
200 400 200 400
16 Voltmeter (0~900V)
500 1000 500 1000 200 400 200 400 200 400
500 2000
0 A 2500 0 V 600 0 F 600
3 Volt Meter (0~900V)

0 kW 1500 0 kW 1500 0 V 600 0 F 600 0 W 600
18
2 3 4 15 15 16 17 19 17 Frequency Meter (55~65Hz)
4 Frequency Meter (55~65Hz)
20 21 22 20 21 22 20 21 22
18 Synchronising Lamps
16 17
5 Generator Protection Device TOO FAST TOO SLOW
19 Watt Meter (0~4,200kW)

200 400 200 400
24 24 24
6 Panel Heater Switch
0 V 600 0 F 600
20 Vacuum Circuit Breaker Open

To be Checked 23 23 Generator Generator 20
23
7 xxx xxx 26 26 26
on Ship Alarm
21 Generator Run
8 Panel Heater Switch 25 25 29 30 31 32 33 24 Reset 25
28 28 28
22 Vacuum Circuit Breaker Closed
9 Ammeter Switch 37
27 27 34 35 36 24 24 24 27 23 Ready to Start
5
10 Voltmeter Switch No.1 Diesel No.2 Diesel No.3 Diesel
Generator Generator Lamp
Test
Generator 24 Spare
11 De-excitation Key Switch 6
GOVERNOR GOVERNOR GOVERNOR
7
OFF ON
41 42 43 25 Vacuum Circuit Breaker Trip

12 Voltmeter Section Switch 38 38 38
GOVERNOR GOVERNOR GOVERNOR 26 Reverse Power Trip
13 Current Test Terminal
AMMETER VOLTMETER
8 27 Over Current Trip

OFF ON 39 39 44 45 46 39
14 Voltage Test Terminal
28 Vacuum Circuit Breaker Non Close
11
9 10
40 40 40 29 Preferential Trip Source Fail
30 Preferential Trip
31 Insulation Low for DC110V Circuit

32 DC110V Source
12 47
33 DC24V Source
34 HIgh Voltage
35 Low Voltage
36 Low Frequency
37 Alarm Reset
38 Vacuum Circuit Breaker Control Switch
39 Governor Control Switch

40 Engine Control Switch
41 Voltage Frequency Switch
42 Synchro Switch
43 Lamp Test

45 Check Synchroniser Switch
13 13 14 48
46 Control Position Switch
47 Voltmeter Section Switch

2.13.2 main switchboard and generator operation Procedures for the Manual Operation of Generators d) Adjust the frequency to 60Hz using the GOVERNOR CONTROL
SWITCH GCS on the synchronising panel. This is a spring-
A generator can be started manually at the engine provided control selection loaded centre off switch The rated values are indicated by red
Manual/Automatic Operation of the Main Switchboards and at the engine local control box is set to LOCAL and the ready to start light is marks on the synchronising panel frequency meter.
Generators illuminated. Start the generator by pressing the Start button.
e) The check synchronising device will be automatically
The generators can be controlled manually from the main switchboard For control of the engine from the main switchboard in the ECR, the generator overridden allowing the generator to connect to the bus without
synchronising panel or remotely through the ICMS. Manual control is selected engines must be set to REMOTE at the engine local control box. The main synchronising. Turn the CB CONTROL switch to the CLOSE
by turning the CONTROL POSI switch COS-M at the main switchboard switchboard GEN CONTROL switch COS-M is set to the MSB position. position. The VCB closes and the generator supplies the main
synchronising panel to the MSB position. Remote control is selected by turning Control of all available generators is then manual via an operator at the main switchboard. The VCB CLOSED lamp will be illuminated on
this switch to the ICMS position. When manual control has been selected, the switchboard. the generator panel and the main bus voltmeter will now show
ICMS has no control over the generating set. 6,600V.
When switched to the ICMS position, control of the generators can be either 1. Generator Starting and Stopping From the Switchboard
f) Supply equipment as required by closing supply breakers.
semi-automatic, from the operator stations or automatic via the ICMS. Ensure the main switchboard control voltage is correct. The generators can be
remotely started at the relevant main switchboard generator panel as follows:
Semi-automatic control means that the generators are given commands from 3. Single On-Load Generator Stopping Procedure
an operator which are then carried out by the automation system. Automatic a) Ensure the generator is ready to start (see Section 2.12.1 Diesel a) To stop a generator, first reduce its load by stopping or isolating
control means that the generators will be controlled automatically by the ICMS Generators) and switch the control position to REMOTE at the any equipment supplied from the switchboard.
with no operator intervention required. The starting, stopping, connection, generator’s local control panel. The generator’s READY TO
synchronising and loading of the main generators will normally be controlled START lamp will be illuminated at the ICMS. b) When the load is as low as possible, turn the CD CONTROL
by the ICMS operating in the automatic mode. switch to the OPEN position. The VCB opens and the VCB
b) At the main switchboard generator panel, start the generator by OPEN lamp will be illuminated and the ship blacked out. The
A generator engine can be operated locally at the engine control panel, turning the ENG CONTROL switch to the START position. generator can now be stopped.
remotely at the main switchboard or remotely via the ICMS operator stations.
Diesel generator local control is selected by means of the LOCAL/REMOTE c) The generator will start. When voltage has been established, the c) Stop the generator by turning the ENG CONTROL switch to the
switch at the generator engine. This switch must be set to the REMOTE generator’s voltmeter will indicate 6,600V and the generator STOP position, the generator stops.
position to enable either manual starting/stopping from the main switchboard panel GEN RUN lamp will be illuminated. If the engine fails to
or semi-automatic starting/stopping from the ICMS. reach a speed greater than 300 rpm within 15 seconds, a START Avoid opening the VCB when the load is too high as this will cause a sudden
FAILURE alarm will be raised. rise in the engine speed and possible overspeed trip.
The main switchboard bus tie vacuum circuit breaker (VCB) is normally in the
closed position. If the bus tie VCB is open, the source of the main switchboard d) To stop the engine, turn the ENG CONTROL switch to the
control voltage will be from whichever bus side is live via an automatic 4. Parallel Running Procedure
STOP position. The generator stops and the GEN RUN lamp
changeover relay circuit. will be extinguished. a) Start the second generator by following the same procedure as
for starting the first generator.
A closing supply is therefore available for the bus tie VCB in the event of one
side of the bus being dead. The bus tie VCB must only be closed when one side 2. Single Generator Running and Connection Procedure - Onto Dead
b) Confirm that the voltage and frequency of the second generator
is completely dead. Bus
in its ‘no-load’ condition is correct.
a) At the main switchboard, start the engine as previously
WARNING described. When the voltage has been established, the GEN c) Select the correct generator on the synchroscope switch (SYS)
Under no circumstances can the main switchboard bus tie VCB be closed RUN lamp will be illuminated on the generator panel. and turn the check synchro switch (COS-CH) to ON.
when both sides of the main switchboard are live. One side must be
disconnected from its power source and at zero volts before an attempt b) At the rated speed, the voltage will rise to 6,600V, as indicated d) Adjust the speed of the incoming generator until the synchroscope
is made to close the bus tie VCB. by the voltmeter. is rotating slowly clockwise at less than one revolution in 20
seconds.
c) At the synchronising panel, turn the SYNCHROSCOPE to the
incoming generator’s position (G1, G2, G3 or G4). e) Close the incoming generator breaker when the synchroscope
turns in the FAST direction and is slowly closing on the
top centre mark, as close to the twelve o’clock position as
possible.
Illustration 2.13.2a Generator and Synchronising Control Panels
Diesel Generator Panel Synchro Panel
Key
Key
1 Generator Run Switch 1

No.1 Diesel
Generator
No.2 Diesel
Generator
Bus Bus No.3 Diesel
Generator 15 Watt Meter (0~4,200kW)
2 Ammeter (0~500A) 1000 1500
200 400 200 400
16 Voltmeter (0~900V)
500 1000 500 1000 200 400 200 400 200 400
500 2000
0 A 2500 0 V 600 0 F 600
3 Volt Meter (0~900V)

0 kW 1500 0 kW 1500 0 V 600 0 F 600 0 W 600
18
2 3 4 15 15 16 17 19 17 Frequency Meter (55~65Hz)
4 Frequency Meter (55~65Hz)
20 21 22 20 21 22 20 21 22
18 Synchronising Lamps
16 17
5 Generator Protection Device TOO FAST TOO SLOW
19 Watt Meter (0~4,200kW)

200 400 200 400
24 24 24
6 Panel Heater Switch
0 V 600 0 F 600
20 Vacuum Circuit Breaker Open

To be Checked 23 23 Generator Generator 20
23
7 xxx xxx 26 26 26
on Ship Alarm
21 Generator Run
8 Panel Heater Switch 25 25 29 30 31 32 33 24 Reset 25
28 28 28
22 Vacuum Circuit Breaker Closed
9 Ammeter Switch 37
27 27 34 35 36 24 24 24 27 23 Ready to Start
5
10 Voltmeter Switch No.1 Diesel No.2 Diesel No.3 Diesel
Generator Generator Lamp
Test
Generator 24 Spare
11 De-excitation Key Switch 6
7
OFF ON
41 42 43 25 Vacuum Circuit Breaker Trip

12 Voltmeter Section Switch 38 38 38
GOVERNOR GOVERNOR GOVERNOR 26 Reverse Power Trip
AMMETER VOLTMETER
8 27 Over Current Trip

OFF ON 39 39 44 45 46 39
14 Voltage Test Terminal
28 Vacuum Circuit Breaker Non Close
11
9 10
40 40 40 29 Preferential Trip Source Fail
30 Preferential Trip
31 Insulation Low for DC110V Circuit

32 DC110V Source
12 47
33 DC24V Source
34 HIgh Voltage
35 Low Voltage
36 Low Frequency
37 Alarm Reset
38 Vacuum Circuit Breaker Control Switch
39 Governor Control Switch

40 Engine Control Switch
42 Synchro Switch
43 Lamp Test

45 Check Synchroniser Switch
13 13 14 48
46 Control Position Switch
47 Voltmeter Section Switch

Note: Closing the VCB while the synchroscope is turning in the SLOW 7. Synchronising Using the Synchronising Lamps either manual starting/stopping from the main switchboard or semi-automatic
direction may cause operation of the reverse power relay. starting/stopping from the ICMS.
If the synchroscope fails, the synchronising lamps can detect the synchronising
condition.
f) If the frequency difference between the two generators in parallel Generator Standby Selection
operation exceeds 3Hz, the synchroscope will not revolve. With When the order of illumination of the synchronising lamps is clockwise, the
Authors Note: Details to add when information becomes available.
this in mind, operate the governor RAISE/LOWER handle to frequency of the generator is higher then that of the bus. Turn the generator
decrease this difference. Observe the bus/incoming generator governor motor switch in the decelerating LOWER direction. When the order
frequency meter for reference. in which the lamps illuminate is counter-clockwise, the frequency of the Generator Load Sharing Mode Selection
generator is lower then that of the bus. Authors Note: Details to add when information becomes available.
5. Load Sharing
Turn the governor motor switch in the accelerating RAISE direction. When
a) Having achieved parallel operation as above, load sharing is the top lamp is completely dark and the two bottom lamps are the same Semi-Automatic Operation of the Generators and the Main
carried out by increasing the input from the incoming engine. intensity, synchronisation (phase matching) is achieved. Slightly in advance Switchboard
of this position, close the VCB for the incoming generator in order to attain
The input (speed) is increased by means of the governor control switch. The synchronism when the main contacts of the VCB close. It is assumed that the ship is in normal voyage/in port conditions with at least
governor, when raised, speeds up the incoming generator causing the first one generator on load and the ICMS selected at the CONTROL POSI switch
generator to lose load and gain speed, thus causing the frequency to rise. COS-M.
Alternator Space Heaters
To prevent this, the governor handle of the first generator must be turned in
the LOWER direction. This action also causes the load to be transferred to A space heater is provided in each alternator to prevent condensation forming • The synchronising panel GEN CONTROL switch COS-M is set
the incoming generator. Ensure the frequency remains constant during this on the windings. The space heater switch is located on the individual generator to the ICMS position.
operation. panel and should always be in the ON position. The heater is interlocked with • The standby generator(s) are switched to REMOTE operation.
the VCB, which switches the heater off when closed and switches it on when The generator’s READY TO START lamps are illuminated.
b) Equalise the load of both generators. opened. An indicator lamp on each generator panel will illuminate when the
heater is on. • The standby generator is selected as ‘Standby 1’ (1st standby).
• The next standby generator is selected as ‘Standby 2’ (2nd
6. Load Shift and Disconnection of a Generator Running in Parallel
standby).
Before disconnecting an on-load generator ensure that the remaining connected Procedures for ICMS Operation of the Generators
• Automatic load sharing is enabled (balanced).
generator(s) has sufficient spare capacity to handle the extra load; by
disconnecting non-essential consumers if necessary. The automatic starting, stopping, connection, synchronising and loading of
the main generators is controlled by the ICMS after operator initiation. The If the standby generator does not start, synchronise or connect, an alarm will be
actual software and hardware equipment for the ICMS is part of the Samsung raised and the next standby generator started and connected. The first standby
a) While observing the kW meter of the generator to be disconnected,
automation system. generator fault must be reset by pressing the ALARM RESET pushbutton at
reduce the kW load to around zero with the governor control. the synchronising panel before another attempt is made to start, synchronise or
This load will transfer to the other running generator(s). close the VCB for this generator.
Semi-Automatic Control
b) When the kW load approaches zero, open the VCB with the
When this is selected, the operator starts, stops and connects generators via Semi-Automatic Operator Initiated Generator Starting and Stopping
VCB control switch. commands at the ICMS. For example, to run up, connect and load a generator,
the operator clicks on the required generator and selects START from the A start is requested by an operator from the ECR ICMS operator station. The
c) Check that the bus frequency remains at 60Hz and if necessary command window. Provided the generator is ‘ready to start’, the generator then ICMS will initiate the following sequence:
adjust the running generator’s governor control to achieve this. automatically starts, synchronises and connects to the main switchboard, the
on-load generators then automatically load share. a) The start signal will be sent to the generator.
d) After the recommended cooling down period, shut down the
off-load engine by turning the engine control switch on the To stop a generator, the operator selects ENG. STOP and the generator b) The generator starts. When the voltage has built up, the ICMS
generator panel to STOP. automatically unloads, disconnects and stops. designates the generator as RUNNING. If the generator fails to
start within 60 seconds, a START FAIL alarm will be raised via
When the main switchboard GEN CONTROL switch is set to the MSB the ICMS. The generator is then start-blocked.
position, the ICMS has no control of a generating set. A generator can be
operated locally and also at the main switchboard. The diesel generator c) The operator selects auto synchronisation at the ICMS. The
local control is selected by means of the LOCAL/REMOTE switch at the generator’s speed is stabilised at the rated speed by automatic
generator engine. This switch must be set to the REMOTE position to enable operation of the governor and synchronisation occurs.
d) The generator VCB will close within 60 seconds. If this does not VCB Trip/Overload Bow Thruster control
occur an alarm will be initiated at the switchboard and ICMS. A VCB trip will occur if any of the following situations arise:
For the bow thruster start condition the following must be valid:
e) Automatic load sharing is selected at the ICMS and the load is • Engine emergency/manual stop
• Blade angle pitch set at zero
shared with the existing on-load generator. • Generator internal short-circuit
• Hydraulic oil tank level correct
The above sequence can be reversed for removing a generator from the bus. If • Under-volt or over-volt (between 35% and 70%)
• Hydraulic oil pressure normal
load sharing between generators deviates by more than 10% of the generator’s • Mechanical trip
output, an alarm will be raised (confirm setting). • Bow thruster room fan running (manual control wheelhouse and
• Over current (300% instant trip or 120% for 40 seconds) HV switchboard)
• Reverse power (10% for 10 seconds) • Bow thruster hydraulic oil pump running (manual control
Bus Abnormality: Bus Remains Live
wheelhouse and HV switchboard)
The normal voltage and frequency levels at the main switchboard bus are: The abnormal trip alarm will be indicated at the ICMS. If the bus condition is
• Voltage: 6,600V dead a blackout will result. If the bus is still live, forced or preferential trips When the start button is pressed, if insufficient power is available to run the
may be carried out either manually or from the ICMS. thruster, a standby generator will be started via the ICMS.
• Frequency: 60Hz
Should an overload occur which is represented by an increase of 120% for 10
Under certain fault conditions, the voltage and frequency may raise or lower seconds, preferential trips will reduce this overload.
according to the fault. These fluctuating levels are undesirable for the operation
of the ship’s plant.
Main Generator Protection Equipment
There are bus abnormality limits for the main bus voltage and frequency
deviation and the limits for these are set as follows: The ship’s generators are protected from the abnormal conditions by means
of their differential trip, reverse power trip, short circuit trip, undervoltage trip
• Low voltage: 6,270V for 5 seconds (95%)
and overcurrent trips.
• High voltage: 6,930V for 5 seconds (105%)
• Low frequency: 57Hz for 5 seconds (95%) Abnormality Due to Current Differential
• High frequency: 63Hz for 5 seconds (105%) For each phase, the current is measured on each side of the generator, ie, at
the star point side and at the consumer side. If the difference between these
If any of the above limits are reached an ICMS alarm will be activated. two readings exceeds 20%, the differential trip device will operate to trip the
excitation and the breaker.
In any of the following cases alarms will also be activated:
• Diesel generator overspeed
• Diesel generator low lubricating oil pressure
• Diesel generator high cooling water temperature
• A bus abnormality limit (as listed above) is detected when a
single generator is running or when one of the two generators
on-load trips.
If any of the above limits are reached, start and connect the 1st standby
generator. The abnormal condition generator will have tripped and been
stopped.
In the case of an abnormal generator trip, the preferential trips will operate
immediately to reduce the load on the main switchboard.
Illustration 2.13.3a Emergency Generator Panel
Key
1 2 3 8 9 10 17 18 19
1 Shore Source Lamp
2 Shore MCCB Open Lamp

11 12 20 21
3 Shore MCCB Closed Lamp
4 4 Watt Hour Meter
5 Phase Sequence Indicator
6 Phase Sequence Test Button

13 22 23 24
8 8 888
7 Incoming Shore Power MCCB
8 Main Switchboard Power Supply Lamp

5 14 25 26
9 Bus Tie Open Lamp
27
OFF ON
10 Bus Tie Closed Lamp

OFF ON
6 15 28 29 11 Frequency Meter
GOVERNOR
12 Volt Meter
13 24V DC Source Lamp
14 Bus Tie ACB Trouble Reset Button
15 Frequency and Voltmeter Switch

16 Shore Power Breaker
7
17 Generator Running Lamp
18 ACB Open Lamp
19 ACB Closed Lamp
16 30 20 Ammeter
21 Kw Meter
22 Space Heater Lamp

23 Hour Meter
24 Emergency Generator Stand-by Lamp
25 Space Heater Switch

26 Emergency Generator ACB Trouble Reset Button
27 Emergency Generator Sequence Test Switch

28 Ammeter Switch
29 ACB Control
30 E/G Power Breaker
2.13.3 emergency Switchboard and Generator Automatic Operation: Emergency Generator Start and Connection Onto f) After a suitable cooling down period, stop the diesel engine by
Operation Dead Bus pressing the STOP button on the engine control panel.
a) The emergency generator interlocks are normal and the engine
The purpose of the emergency switchboard is to supply essential services in the The emergency switchboard will now be supplied from the main switchboard.
is ready to start.
event of a loss of power from the main switchboard. The shore power is also
connected via this switchboard when required. A separate ACB is provided for b) The emergency generator mode switch is set to AUTO at the Emergency Generator Test Running - Blackout Condition
the shore supply and is rated at 1,250A. (COS-A) switch, and the STANDBY lamp is illuminated on the The procedure to test the emergency generator engine is as follows:
emergency switchboard.
Manual Operation: Generator Start and Connection onto a Dead Bus a) The emergency generator interlocks are normal and the engine
c) The main switchboard bus tie breaker opens due to a zero volt is ready to start.
a) The emergency generator interlocks are normal and the engine
situation (blackout).
is ready to start.
b) The emergency generator operation switch is set to AUTO at
d) The emergency switchboard bus voltage drops to zero and the the generator engine control panel and the STAND BY lamp
b) The emergency generator mode switch is set to MANUAL at the
emergency generator engine receives a start command. illuminated at the emergency and main switchboards.
switchboard (COS-A) switch.
e) When voltage has been established, the emergency generator c) The operator turns the SEQUENCE TEST switch (EG SEQ
c) At the generator engine control panel, the operator presses the
RUNNING lamps on the emergency generator panel and the TEST), located behind the front panel in the emergency
START pushbutton. The emergency generator engine starts via
main switchboard synchronising panel will be illuminated. switchboard generator section to the ENG & ACB position. The
its electric starter. If the emergency generator engine fails to
reach 350 rpm within 25 seconds, an alarm will be displayed at bus tie breaker will then receive a trip command.
f) If the emergency switchboard bus voltage is still dead, the
the switchboard.
emergency generator ACB receives a close command and
CAUTION
closes. The emergency generator ACB CLOSED lamp will be
d) When voltage has been established, the emergency generator With the test switch in the ENG & ACB position a blackout will occur
illuminated.
running lamp will be illuminated. for approximately 45 seconds until the ACB energises. With the switch
The emergency generator now feeds the emergency switchboard. in the ENG position a blackout will not occur.
e) At the generator panel of the emergency switchboard, the
operator pulls and turns the ACB CONTROL switch (BCS) d) The engine start command is given and the generator starts.
to the CLOSE position. The generator ACB closes and the Note: The emergency generator ACB will close within 45 seconds of a
When voltage is established within 25 seconds (350 rpm), the
emergency generator ACB CLOSED lamp will be illuminated. blackout being detected.
emergency generator standby lamp will be extinguished.
The emergency generator will now feed the emergency switchboard. Manual Changeover to Normal Power Supply - Main Switchboard Power e) The ACB closes and power supplied to the emergency
Restored switchboard bus by the emergency generator.
Manual ACB Disconnection a) The emergency generator is running and supplying the emergency
switchboard. The mode select switch at the main switchboard is f) When the test is complete, the operator must turn the E/G SEQ.
a) If possible, reduce the load on the generator by disconnecting TEST switch to the NORMAL position. The ACB will open.
some consumers. set to AUTO.
b) The main switchboard power is restored. Reduce the power g) Stop the emergency generator engine by pressing the STOP
b) Pull and turn the ACB CONTROL switch (BCS) on the button on the engine control panel.
emergency generator panel to the OPEN position. The generator supplied by the emergency switchboard as far as possible by
ACB will then open, the ACB OPEN lamp illuminates and the disconnecting consumers.
To test the engine without energising the bus, at c) above, turn the E/G SEQ.
ACB CLOSED lamp extinguishes. The ESB bus will now be TEST switch to the ENG position. The engine will start and reach at least 350
dead. c) Open the emergency generator ACB by pulling and turning
the ACB control switch (BCS) to OPEN. The emergency rpm in 25 seconds. The engine will idle. Turn the SEQ. TEST switch back to
switchboard bus is now dead. normal.
c) After a suitable cooling down period, stop the diesel engine by
pressing the STOP button on the engine control panel.
d) Turn the bus tie breaker switch BC to CLOSE. The tie breaker
will close and supply power to the emergency switchboard from
the main switchboard.
e) Restore power to any consumers previously disconnected.
Emergency Feedback Mode
When the vessel is on shore supply or in an extreme emergency such as
a blackout, the emergency switchboard can backfeed the main 440V LV
switchboards.
The following conditions are assumed for the following procedure:

• The 6.6kV main switchboards are dead
• All four 6.6kV generator circuit breakers are open
• The emergency generator is running and connected to the
emergency switchboard
a) At the emergency switchboard, turn the bus tie breaker to
FEEDBACK.
b) The emergency switchboard and the main 440V switchboards

are now being supplied from the emergency generator.
WARNING
When in feedback mode, the load on the emergency generator must be
closely monitored to prevent overload and possible blackout.
Emergency Generator Protection Equipment
The emergency generator is protected from abnormal conditions by means of

its short-circuit trip, undervoltage trip and overcurrent trips.
The emergency generator ACB is also fitted with an undervoltage device

identical in operation to the main generator.
2.13.4 ELECTRICAL DISTRIBUTION
Illustration 2.13.4a HV Switchboard and 440V Feeder Panel HV Switchboard
No.2 EVT
No.5 Reefer No.4 Reefer No.3 Reefer No.3 Main No.4 Diesel No.3 Diesel Bus Tie and No.1 EVT No.2 Diesel No.1 Diesel No.2 Main No.1 Main No.2 Reefer No.1 Reefer Bow Thruster
and Bus
Transformer Transformer Transformer Transformer Generator Generator Synchro Panel Panel Generator Generator Transformer Transformer Transformer Transformer
Riser Panel
VCB
Normally
Auto
Closed Transformer
VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB
65% Tap
UVT UVT UVT UVT
No.5 Reefer No.4 Reefer No.3 Reefer No.3 Main No.2 Main No.1 Main No.2 Reefer No.1 Reefer
Transformer Transformer Transformer Transformer Transformer Transformer Transformer Transformer
6,600V/450V 6,600V/450V 6,600V/450V 6,600V/450V 6,600V/450V 6,600V/450V 6,600V/450V 6,600V/450V
1,200kVA 1,200kVA 1,200kVA 4,200kVA 4,200kVA 4,200kVA 1,200kVA 1,200kVA
DG DG DG DG M
No.5 Sub. No.4 Sub. No.3 Sub. No.2 Sub. No.1 Sub.
Reefer Reefer Reefer No.4 No.3 No.2 No.1 Reefer Reefer Bow
Distribution Distribution Distribution Main Diesel Main Diesel Main Diesel Main Diesel Distribution Distribution Thruster
Board Board Board Generator Generator Generator Generator Board Board 3,000kW
2,750kW 2,750kW 2,750kW 2,750kW
LV Switchboard
Bus Tie No.1 AC440V Feeder Panel No.1 Group Starter Panel
UVT Panel UVT UVT
See
Illustration
2.13.4c No.3 Incoming Normally No.2 Incoming No.1 Incoming
Panel Closed Panel Panel
No.1 General Transformer M M M M M M M M

200kVA AC450V/225V
ER AC220V Feeder Panel
Spare M M M M M M M
No.1 Switchgear Starter No.1 Main Engine LO Pump
Spare
No.2 Switchgear Starter No.1 Main Engine Crosshead LO Pump
Spare
No.1 Auxiliary Blower No.1 Main Engine Turbocharger LO Pump
Aft AC440V Distribution Board
(No.1 Section) Boiler Control Panel No.1 Stern Tube LO Forward Seal Pump
Spare No.3 Local Group Starter Panel No.1 Stern Tube LO Pump
(No.1 Section)
Refrigeration Provision Plant No.1 Main Engine and Generator Engine
No.4 Local Group Starter Panel Fuel Oil Supply Pump
Anti-Heeling Pump
(No.1 Section)
No.1 Main Engine and Generator Engine
Spare No.5 Local Group Starter Panel Fuel Oil Circulating Pump
No.1 DC 110V Battery Charger No.6 Local Group Starter Panel No.1 Main CSW Pump
for HV Switchboard (No.1 Section)
No.1 Main Engine Control Oil Pump No.3 Main CSW Pump
No.7 Local Group Starter Panel
No.1 Packaged AC for ECR Compressor Fan No.1 Low Temperature CFW Pump
No.1 Main Engine Jacket CFW Pump
Engine Room AC440V Distribution Board (No.1 Section)
No.9 Local Group Starter Panel No.1 Auxiliary Boiler and Exhaust Gas Boiler
Forward AC440V Distribution Board
Feed Water Pump
(No.1 Section) No.11 Local Group Starter Panel No.1 Engine Room Supply/Exhaust Fan
No.17 Local Group Starter Panel (Container Hold Vent Fans)
(Container Hold Vent Fans) No.4 Engine Room Supply Fan
No.15 Local Group Starter Panel (Container Hold Vent Fans) No.3 Main Engine Turbocharger LO Pump
(Container Hold Vent Fans)
Illustration 2.13.4b Main 220V Distribution and Battery Board
Engine Room AC220V Feeder Panel Accommodation AC220V Feeder Panel
Mechanical
Interlock
Spare Low Voltage Switchboard

Spare Spare AC220V Feeder Panel
Main Engine Remote Control System Room Unit Reheater Distribution Board
Spare Main Control Unit for Anti-Heeling System
CO2 Alarm Relay Box Main Amplifier for Public Addressor
Cargo Hold Smoke Detection System Navigation Light Control Panel
Spare Fire Alarm Relay Panel
HV Switchboard Bus Tie Panel - Space Heater Power LAN System AC220V Distribution Board
Accommodation AC220V Feeder Panel Galley/Laundry AC220V Equipment Distribution Board
No.2 AC220V No.1 AC220V
Engine Control Console General General Upper and A Deck Light Distribution Board
Spare Transformer Transformer B, C and D Deck Light Distribution Board
No.2 Starboard Under Deck Passageway Lighting (200kVA, (200kVA, E and F Deck Light Distribution Board
Distribution Board AC450V/225V) AC450V/225V) Navigation and G Deck Light Distribution Board
No.2 Port Under Deck Passageway Lighting
Distribution Board Navigation and Safety Equipment Distribution Board
No.1 Starboard Under Deck Passageway Lighting
Distribution Board
No.1 Port Under Deck Passageway Lighting
Distribution Board
No.2 Engine Room Lighting Distribution Board
No.1 Engine Room Lighting Distribution Board
DC24V Battery Charging and Discharging Board
Auto Changeover
+
+
Rectifier With Mechanical
Interlock
Spare LVSB No.2 AC440V Feeder Panel

AUDC
Spare ESB Emergency AC440V Feeder Panel

GJB
Spare
Spare Battery Lead Acid
Personnel Lift Sealed Type
Wheelhouse Group Panel (DC24V, 200AH/10HR)
LV Switchboard Bus Tie Panel
Engine Control Console
Illustration 2.13.4c 440V Feeder Panel and Emergency Distribution LV Switchbaord
No.2 Group Starter Panel No.2 AC440V Feeder Panel

See
Illustration
2.13.4a
Spare No.2 General Transformer

M M M M M M M 200kVA AC450V/225V
Spare
ER AC220V Feeder Panel
Spare
M M M M M M M AC440V Galley/Laundry
Aft AC440V Distribution Board (No.2 Section) Equipment Transformer
No.5 Engine Room Supply Fan Air Conditioning Plant 200kVA AC450V/450V
No.2 Engine Room Supply/Exhaust Fan Spare Galley/Laundry AC440V
No.2 Auxiliary Boiler and Exhaust Gas Boiler DC24V Battery Charger and Discharging Board Distribution Board
Feed Water Pump Spare No.4 Switchgear Starter
No.2 Main Engine Jacket CFW Pump No.2 Auxiliary Blower
No.2 DC 110V Battery Charger for HV Switchboard
No.3 Low Temperature CFW Pump No.2 Main Engine Control Oil Pump
Packaged AC for HV Switchboard
No.2 Low Temperature CFW Pump Room Compressor Fan No.3 Local Group Starter Panel (No.2 Section)
No.2 Main CSW Pump No.2 Packaged AC for ECR Compressor Fan No.4 Local Group Starter Panel (No.2 Section)
No.2 Main Engine and Generator Engine Spare Spare
Fuel Oil Circulating Pump
Forward AC440V Distribution Board No.6 Local Group Starter Panel (No.2 Section)
No.2 Main Engine and Generator Engine (No.2 Section)
Fuel Oil Supply Pump No.7 Local Group Starter Panel
No.2 Stern Tube LO Pump (Container Hold Vent Fans) No.8 Local Group Starter Panel (No.2 Section)
No.2 Stern Tube LO Forward Seal Pump No.16 Local Group Starter Panel No.9 Local Group Starter Panel (No.2 Section)
No.2 Main Engine Turbocharger LO Pump (Container Hold Vent Fans) No.12 Local Group Starter Panel
No.2 Main Engine Crosshead LO Pump No.14 Local Group Starter Panel (Container Hold Vent Fans)
No.2 Main LO Pump (Container Hold Vent Fans)
Emergency Switchboard
Emergency AC220V Feeder Panel Emergency Group Starter Panel Emergency AC440V Feeder Panel Emergency Generator Panel
Mechanical M M
Interlock
Shore
Spare Connection
Spare Spare No.3 Switchgear Starter
Box
Spare Spare Spare
Spare Spare DC24V General Service Battery Charging
and Discharging Board
Main Engine Remote Control System Electric Heater in Emergency
M M Generator Room No.1 DC110V Battery Charger for
Local Fire Fighting Control Panel
Breathing Air Compressor HV Switchboard Emergency
CO2 Alarm Relay Box
CO2 Room No.3 Engine M No.2 DC110V Battery Charger for EG Generator
Cargo Hold Smoke Detection System Spare
Exhaust Room Supply/ HV Switchboard AC450V
Spare Spare
Fan Exhaust Fan No.3 No.1 Main Engine and Generator Engine
Main Amplifier for Public Addressor Spare
Generator Fuel Oil Supply Pump
Power Panel for Emergency Generator M M No.3 Local Group Starter Panel Engine LO
Electric Governor (No.3 Section) No.1 Main Engine and Generator Engine
Priming Fuel Oil Circulating Pump
Coolant Heater for Emergency Generator Switchgear Additional Control Panel for Starboard Pilot Door Pump
Battery Charger for Emergency Generator Room Supply Fire Control Panel for Port Pilot Door No.1 Auxiliary Boiler and Exhaust Gas Boiler
Feed Water Pump
Fire Alarm Relay Panel Fan Pump Hydraulic Power Pack for Valve
Remote Control Generator Engine Diesel Oil Supply Pump/
Engine Control Console Shaft Tunnel Watertight Sliding Door
Navigation Light Control Panel Local Firefighting Pump Starter
Spare No.1 Main Air Compressor
Port Under Deck Passageway
Emergency Lighting Distribution Board No.1 450V/220V Whistle
Starboard Under Deck Passageway Emergency Elevator
Emergency Lighting Distribution Board Transformer
Workshop AC440V Distribution Board
Engine Room Em’cy Lighting Dist. Board
No.2 Accom. Em’cy Lighting Dist. Board No.2 450V/220V
(Nav, C,B,A and Upper Decks) Emergency
No.1 Accom. Em’cy Lighting Dist. Board Transformer
(Nav, G,F,E and D Decks)
Nav. and Safety Equip. Distribution Board
Illustration 2.13.4d Main Group Starter Panels (i)
No.1 Main Engine Turbo Charger No.1 Stern Tube

No.1 Main Lubricating Oil Pump No.1 Main Engine Crosshead No.1 Engine Room Supply/ No.1 Engine Room Lubricating Oil Pump Lubricating Oil Pump
Lubricating Oil Pump Exhaust Fan (Rev.) Supply Fan
A A
A 150 150
150 0 0 0 0 2 5
0 0 0 0 2 5
0 0 0 0 2 5 100 100
100
50 50
50 0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0
0
A A A
2 2
2 1 1
150 150 150
0 0 0 0 2 5
0 0 0 0 2 5
0 0 0 0 2 5
1
100 100 100
Key
50 50 50
0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0 0
2 2 2 3 3
1 1 1
3 1 Ammeter
4 6 4 6
3 3 12 3 12 18 18
OFF ON OFF ON 2 Hour Meter
4 6 9 5 7 5 7
10 18 18 Source
6 13 6 3
OFF ON
4 11 4 OFF ON OFF ON
5 7 8 8
OFF ON OFF ON OFF ON
4 Stop
OFF ON 5 7 5 7 5 7 No.1 Stern Tube Lubricating No.1 Main Engine Generator &
8 Oil Forward Seal Pump Engine Fuel Oil Supply Pump 5 Space Heater
8 8 8 A A
Start/Run
150 150
0 0 0 0 2 5
0 0 0 0 2 5
6
100 100
50 50
0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0
2 2
1 1
7 Space Heater
14 15 14
3 3
8 ??
4 6 4 6
18 19 ??
OFF ON OFF ON
9
No.3 Main Engine Turbo No.1 Main Central No.3 Main Central No.1 Low Temperature 5 7 5 7
??
10
Charger Lubricating Oil Pump Sea Water Pump Sea Water Pump Central Fresh Water Pump OFF ON OFF ON
8 8
11 Exhaust Start/Run
No.1 Main Engine and Generator
No.1 Main Engine Jacket Engine FUel Oil Circulating Pump 12 ??
A A A A
Central Fresh Water Pump

150 150 150 150
0 0 0 0 2 5
0 0 0 0 2 5
0 0 0 0 2 5
0 0 0 0 2 5
100 100 100 100
50 50 50 50
Supply Start/Run
0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0 0 0 0 2 5 A
13
150
0 0 0 0 0 0 0 0 2 5
100
2 2 2 2 50
0 0 0 0 0 2
1 1 1 1
5
A 2
50
100
150
0 0 0 0 2 5 1 14 Stop
0 0 0 0 0 2 5
3 3 3 3
0
2 3
1 15 ??
18 20 20 21 4 6
4 6 4 6 4 6 4 6 22 16 ??
3
OFF ON
OFF ON OFF ON OFF ON OFF ON

5 7 ??
5 7 5 7 5 7 5 7 17
21
4 6
OFF ON
8 ??
OFF ON 8 OFF ON 8 OFF ON 8 OFF ON 8 18
OFF ON
5 7
No.1 Auxiliary Boiler and
19 ??
EGB Feed Water Pump
OFF ON 8
A
150
20 ??
3 15
0 0 0 0 2 5
100
50
0 0 0 0 0 2 5
2
OFF ON 1 21 ??
4 16 17 3
22 ??
4 6
23
OFF ON
5 7
OFF ON
Illustration 2.13.4e Main Group Starter Panels (ii)
No.2 Stern Tube No.2 Main Engine Turbo Charger

Lubricating Oil Pump Lubricating Oil Pump No.4 Engine Room No.2 Engine Room Supply/ No.2 Main Engine Crosshead No.2 Main Lubricating Oil Pump
Supply Fan Exhaust Fan (Rev.) Lubricating Oil Pump
A A
150 150 A
0 0 0 0 2 5
0 0 0 0 2 5 150
100 100 0 0 0 0 2 5
100
50 50
0 0 0 0 0 2 5
0 0 0 0 0 2 5 50
0 0 0 0 0 2 5
0 0
0
A A A
2 2
1 1 2
150 150 150
0 0 0 0 2 5
0 0 0 0 2 5
0 0 0 0 2 5
1
100 100 100
50 50 50
0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0 0 0 0 2 5
Key
0 0 0
3 3 2 2 2
1 1 1
3
1 Ammeter
4 6 4 6
10 10 3 12 3 12 3
Hour Meter
OFF ON OFF ON
4 6 2
5 7 5 7 9
10 10 19
13 6
OFF ON OFF ON
4 6 11 4 OFF ON
3 Source
8 8 5 7
7 7 7 4 Stop
No.2 Main Engine Generator & No.2 Stern Tube Lubricating 5 5 5 OFF ON
Engine Fuel Oil Supply Pump Oil Forward Seal Pump 8

5 Space Heater
A
100
150
0 0 0 0 2 5
A
100
150
0 0 0 0 2 5
8 8 8
Start/Run
50 50
0 0 0 0 0 2 0 0 0 0 0 2
6
5 5
0 0
2 2
1 1
14 14 15 7 Space Heater
3 3
8 ??
4 6 4 6
17 10
OFF ON OFF ON
9 ??
5 7 5 7 No.2 Low Temperature No.2 Main Central No.2 Main Central
OFF ON OFF ON
Central Fresh Water Pump Sea Water Pump Sea Water Pump 10 ??
8 8
No.2 Main Engine and Generator
Engine FUel Oil Circulating Pump No.2 Main Engine Jacket ??
A A A
12
Central Fresh Water Pump
150 150 150
0 0 0 0 2 5
0 0 0 0 2 5
0 0 0 0 2 5
100 100 100
50 50 50
A 0 0 0 0 0 2 5
0 0 0 0 0 2 5
0 0 0 0 0 2 5
150
0 0 0 0 2 0 0 0
Supply Start/Run
5
100
50
0 0 0 0 0 2
2 2 2 13
1 1 1
5
2 A
1 150
0 0 0 0 2 5
Stop
100
14
50
0 0 0 0 0 2 5
3 3 3
0
3 2
1
15 Supply Start/Run
4 6 20 21 21
17 4 6 4 6 4 6
3
OFF ON
5 7 OFF ON OFF ON OFF ON
5 7 5 7 5 7
4
18 17 ??
6
OFF ON
8
8 8 8
??
OFF ON
18
5 7
No.2 Auxiliary Boiler and
EGB Feed Water Pump 19 ??
OFF ON 8
A
150
??
0 0 0 0 2 5
100
50
0 0 0 0 0 2 5
20
0
2
1 OFF ON
21 ??
3 4 15 16
4 6
16
OFF ON
5 7
OFF ON
Illustration 2.13.5a Emergency Generator and Shore Power Panels
Key
1 2 3 8 9 10 17 18 19
1 Shore Source Lamp
2 Shore MCCB Open Lamp

11 12 20 21
3 Shore MCCB Closed Lamp
4 4 Watt Hour Meter
5 Phase Sequence Indicator
6 Phase Sequence Test Button

13 22 23 24
8 8 888
7 Incoming Shore Power MCCB
8 Main Switchboard Power Supply Lamp

5 14 25 26
9 Bus Tie Open Lamp
27
OFF ON
10 Bus Tie Closed Lamp

OFF ON
6 15 28 29 11 Frequency Meter
GOVERNOR
12 Volt Meter
13 24V DC Source Lamp
14 Bus Tie ACB Trouble Reset Button
15 Frequency and Voltmeter Switch

16 Shore Power Breaker
7
17 Generator Running Lamp
18 ACB Open Lamp
19 ACB Closed Lamp
16 30 20 Ammeter
21 Kw Meter
22 Space Heater Lamp

23 Hour Meter
24 Emergency Generator Stand-by Lamp
25 Space Heater Switch

26 Emergency Generator ACB Trouble Reset Button
27 Emergency Generator Sequence Test Switch

28 Ammeter Switch
Authors Note: Additional Details on the Shore Power MCCB and Panel 29 ACB Control
to be Added During Ship Visit
30 E/G Power Breaker
2.13.5 Shore Power supply breaker is closed. This arrangement prevents the shore supply being l) Proceed to supply essential services such as fire detection,
paralleled with any other supply. lighting, etc.
Shore power supply: 440V AC, 3-phase, 60Hz
Note: Due to the location of the main and emergency switchboards, it may be m) If no maintenance is scheduled for the emergency generator,
Maximum current: 600A
helpful to set up personal communication, such as via UHF hand held radios, it may be returned to automatic standby by setting the control
to reduce blackout time to a minimum. switch on the engine control panel to the AUTO position. It will
Introduction then feed emergency lighting, etc, in the case of failure of the
shore supply.
Procedure for the Operation of Shore Power Reception
A shore connection panel is fitted on the left-hand side of the emergency
generator panel to accept electrical power supply cables during a refit or dry n) The shore supply should be closely monitored to ensure that the
a) Isolate the emergency generator to ensure that it does not start 600A current limit is not exceeded.
dock. The shore cables connect into the panel via a door fitted in the base
and set the engine control switch to MANUAL.
of the panel. The shore power connects via a moulded case circuit breaker
(MCCB) to the bus tie line between the main and emergency switchboards. The Procedure to Transfer From Shore Supply to Diesel Generator
b) Ensure that the shore connection circuit breaker is open at the
bus tie ACB at the main switchboard end of the bus tie line is not fitted with
under voltage trips and so will remain closed during shore power connection
shore connection box. Supervise the connection of the shore Supply
power cables onto the bus bars inside the shore connection
operations.
panel. a) Isolate the emergency generator to ensure that it does not start.
When the ship is being supplied by shore power the emergency switchboard
can be supplied as normal through the main/emergency switchboard bus tie c) Request the switching on of the shore supply from ashore. b) Isolate all non-essential services. Reduce the load at the main
circuit breakers. Confirm the presence of shore power and check the voltage. The switchboard to the absolute minimum.
SHORE SOURCE indicator should be illuminated at the shore
The monitoring lamps for SHORE SOURCE (white lamp), SHORE MCCB connection panel. c) Ensure that the main switchboard GEN CONTROL switch COS-
CLOSED (green lamp), and SHORE MCCB OPEN (red lamp) for the shore P on the synchronising panel is in the MANUAL position.
supply are located on the shore power section of the emergency switchboard. d) Check the phase sequence by pressing the PHASE SEQUENCE
Additionally, there is a SHORE MCCB ON lamp at the main switchboard bus TEST pushbutton. The CORRECT lamp should illuminate. d) Run up the selected main diesel generator on local control.
tie panel E.
e) Isolate all non-essential services. Reduce the load at the main e) At the main switchboard synchronising panel, turn the
A phase sequence monitoring system is fitted on the shore connection panel. switchboard to the absolute minimum and ensure that only one SYNCHROSCOPE to the incoming generator’s position (G1,
The phase sequence should be checked before switching on the shore power diesel generator is on load. G2, G3 or G4).
circuit breaker. Correct or incorrect phase sequence is shown by the SHORE
POWER PHASE SEQUENCE indicator. If the phase sequence is correct f) Set the main switchboard GEN CONTROL switch on the f) Adjust the frequency to 60Hz by means of the generator’s
for this vessel, the CORRECT lamp will be illuminated when the PHASE synchronising panel to the MANUAL position. This is to ensure GOVERNOR control handle on the synchronising panel.
SEQUENCE TEST pushbutton is pressed. In the event of incorrect phase that no main generators start when the vessel blacks-out.
sequence, the WRONG lamp will be illuminated and the shore supply must g) Open the breaker for shore power at the shore connection panel.
be isolated and two supply phases changed over. The supply should then be g) Open the running generator’s ACB, the ship will black-out. The ship will blackout.
reinstated and the phase sequence checked again. If there is a fault on the shore
supply, both lamps will be illuminated. h) Close the shore connection circuit breaker at the shore connection h) Turn the relevant generator VCB CONTROL switch to the
panel, the SHORE MCCB CLOSED monitoring lamps will be CLOSE position. The VCB closes and the generator supplies the
When the shore supply has been connected at the box, it should be switched on illuminated. main switchboard. The VCB CLOSE indication at the relevant
ashore. The SHORE SOURCE indication lamps on the shore connection box generator panel will be illuminated.
will be illuminated. i) At the main switchboard, close the emergency switchboard tie
line ACB. The main switchboard is now being supplied with i) Check the voltage and adjust the frequency to 60Hz. Supply
The kilowatt/hour meter is provided on the shore connection box panel to shore power. Supply consumers as required. main lighting, fire detection, etc.
measure and record the power consumed by the vessel when on shore supply.
j) At the emergency switchboard close the bus tie breaker, which j) At the emergency switchboard, close the bus tie breaker, which
Interlocking is provided between the ship’s main diesel generator ACBs, the will have opened when the ship blacked-out, by turning the BUS will have opened when the ship blacked out, by turning the BUS
emergency generator ACB and the shore supply breaker. The shore supply TIE CONTROL switch (BC) to the CLOSE position. TIE CONTROL switch (BC) to the CLOSE position.
breaker cannot be closed if any of the ship’s generator ACBs are closed.
Conversely, none of the ship’s generator ACBs can be closed if the shore k) The emergency switchboard is now being supplied by shore k) Ensure that the emergency generator is returned to the normal
power. automatic start condition.
Photographs of a Main Alternator to Insert Here
2.13.6 Main Alternators The alternator is equipped with emergency opening facilities which may be
operated in the case of failure of the cooling system.
Manufacturer: Hyundai
Type: HFJ5 807-10P Space Heaters
Rating: 6600 V AC, 3-phase, 60Hz, 344A, A single-phase, 220V 1,000W space heater is provided in each alternator
2,750kW/3,928.6kVA, 10 pole, PF 0.7 to prevent internal condensation forming on the windings during shutdown
Speed: 720 rpm (counter-clockwise from prime mover end) periods. The space heater switch is located on the individual generator panel
Weight: 15.3 tons at the main switchboard and should always be in the ON position. The heater
Heating: 220V, 1,000W is interlocked with the CB, which switches the heater off when closed and
switches it on when opened.
Enclosure: IP23
The electrical power system, fed by the generators, is designed with
Introduction discrimination on the distribution system, so that the generator breaker is the
last to open if any abnormalities occur.
Four main diesel generators have been fitted on the vessel and they are all of
the totally enclosed, self-excited, brushless type, with a single sleeve bearing at One diesel generator provides electrical power under normal conditions at sea
the non-drive end. The load voltage is kept constant by the automatic voltage and in harbour, with the remaining generators on standby.
regulator (AVR), which controls the excitation current to the exciter. Output
power from the stator is fed into a current/voltage compound transformer and
the thyristor regulated output of this is fed through the exciter stator windings.
The magnetic field in the exciter stator induces AC into the exciter rotor, which
is rectified by the rotating three phase bridge connected rectifier set and passed
to the main rotor DC windings. In this way the excitation levels are boosted
for heavy loads and reduced for light loads. This provides a constant output
voltage independent of load levels. Initial voltage build-up is via residual
magnetism in the rotor.
Should a fault occur in a generator winding it will be detected by the

differential protection relay. This is located in the synchronising panel of the
main switchboard and causes the demagnetising relay to operate which shorts
the output of the exciter rectifier transformer so producing an immediate drop
in generator terminal voltage.
Cooling
Generator cooling is provided by passing air over an integral fresh water cooler,
using closed circuit air circulated by a shaft-mounted fan. The cooler is fitted
with double-walled tubes to reduce the chances of leakage. The space between
the tubes drains to a chamber where a sensor will activate an alarm if liquid is
detected. The temperature of the cooling air is monitored by a PT100 sensor.
Embedded PT100 sensors monitor the stator temperature in each phase, and
there is a spare sensor in each winding. The single main bearing also has a
PT100 temperature sensor.
If the cooling system fails the alternator can be run on reduced load with the
emergency ventilation in operation, ie, the end covers are removed from the
alternator which then runs with natural ventilation. The temperatures of the
windings must be closely monitored during running in this condition.
Photographs of the Emergency Alternator to Insert Here
Issue: Draft 1 - August 2007 IMO No: 9342499 Heading - Page x of x

2.13.7 Emergency alternator The alternator is fitted with a space heater to prevent condensation when the
generator is stationary or idling. The heater is interlocked with the alternator
Manufacturer: Stamford ACB.
Engine type MAN D 2876 LE 203
The primary method of starting the generator engine is electrical via a battery
Alternator type Newage HCM 534 D
which is charged via its own wall-mounted battery charger. The secondary
No. of sets: 1 method of starting is via a hydraulic starting system.
Rating: 440V AC, 3-phase, 60Hz, 350kW/437.5kVA PF 0.8,
4 pole
Speed: 1,800 rpm
AVR type: MX 341
Excitation: ??
Heating: 220V, 240W
Enclosure: IP23
Insulation: Class H
Location: Emergency generator room
Introduction
A self-contained emergency diesel generator, of the single bearing (non-drive

end) type rated at 350kW, is fitted in the emergency generator room on the ‘A’
deck port side for use in an emergency. The generator is of the self-excited,
brushless type and can be set for manual or automatic operation. Automatic
(AUTO) is normally selected, with manual being used for testing the generator.
The alternator has been sized to ensure that it has sufficient capacity to enable
the starting of all necessary machinery to power-up the vessel from a dead
condition.
The emergency switchboard is normally supplied from the main 440V

switchboard. When AUTO is selected, the emergency generator is started
automatically by detecting zero-voltage on the emergency switchboard
bus bar. The emergency generator air circuit breaker (ACB) will connect
automatically to the emergency switchboard after confirming the continuation
of zero-voltage. The emergency generator is designed to restore power to
the emergency switchboard within 45 seconds. The bus tie breaker on the
emergency switchboard, which connects to the main 440V switchboards is
opened automatically when zero-voltage is detected on the switchboard bus.
The alternator’s automatic voltage regulator (AVR) is fitted inside the alternator
terminal cover. There is a potentiometer inside the switchboard cubicle to
enable the voltage to be manually adjusted. The AVR used is an MX341 which
is a two-phase sensed type. Excitation power is derived from a three phase
permanent magnet generator (PMG) to isolate the AVR control circuits from
the effects of non-linear loads and to reduce radio frequency interference on the
generator terminals. The AVR senses the voltage in the main generator winding
and controls the power fed to the exciter stator and hence the main rotor to
maintain the generator output voltage within the specified limits, compensating
for load, speed, temperature and power factor of the generator.
Issue: Draft 1 - August 2007 IMO No: 9342499 Heading - Page x of x

Illustration 2.13.8a Circuit Trips
Trips
Key Circuit No.1 AC Feeder Panel INST. ES1 ES2 ES3 ES4 PT1 PT2
INST. - Instantaneous Trip 1P-01 No.1 AC 220V GENERAL TRANSFORMER (3P 200kVA AC450/225V)
ES1 - Emergency Stop FO/LO Pumps and Fans in E/R 1P-02 No.1 STEERING GEAR STARTER
ES2 - Emergency Stop Other Fans Except E/R Fan 1P-03 No.2 STEERING GEAR STARTER
ES3 - Emergency Stop CO2 Release for E/R 1P-04 No.1 AUXILIARY BLOWER
ES4 - Emergency Stop CO2 Release for Cargo Hold 1P-05 BOILER CONTROL PANEL
PT1 - 1st Preferential Trip 1P-06 No.3 LOCAL GROUP STARTER PANEL (No.1 SECTION)
PT2 - 2nd Preferential Trip 1P-07 No.4 LOCAL GROUP STARTER PANEL (No.1 SECTION)
1P-08 No.5 LOCAL GROUP STARTER PANEL
1P-09 No.6 LOCAL GROUP STARTER PANEL (No.1 SECTION)
1P-10 No.7 LOCAL GROUP STARTER PANEL
1P-11 No.8 LOCAL GROUP STARTER PANEL (No.1 SECTION)
6.6kV Switchboard 1P-12 No.9 LOCAL GROUP STARTER PANEL
PT1 PT2
1P-13 No.11 LOCAL GROUP STARTER PANEL (CONTAINER HOLD VENT FANS)
No.1 Reefer Transformer 1P-14 N0.13 LOCAL GROUP STARTER PANEL (CONTAINER HOLD) VENT FANS)
No.2 Reefer Transformer 1P-15 No.15 LOCAL GROUP STARTER PANEL (CONTAINER HOLD VENT FANS)
No.3 Reefer Transformer 1P-16 No.17 LOCAL GROUP STARTER PANEL (CONTAINER HOLD VENT FANS)
No.4 Reefer Transformer 1P-17 FWD 440V DIST. BOARD (1PD) (No.1 SECTION)
No.5 Reefer Transformer
1P-18 E/R AC 440V DIST. BOARD (4PD)
1P-19 No.1 PACKAGED AIR COND. FOR ECR
1P-20 No.1 M/E CONTROL OIL PUMP
Circuit 440V Group Starter Panel 1 ES1 ES3 1P-21 No.1 DC 110V BATTERY CHARGER FOR H.V SWBD
1GP-01 No.1 MAIN L.O. PUMP 1P-22 SPARE
1GP-02 No.1 MAIN CROSSHEAD L.O. PUMP 1P-23 ANTI-HEELING PUMP
1GP-03 No.1 M/E T/C L.O. PUMP 1P-24 REF. PROVISON PLANT
1GP-04 No.1 STERN TUBE L.O. FWD SEAL PUMP 1P-25 SPARE
1GP-05 No.1 STERN TUBE L.O. PUMP 1P-26 AFT 440V DIST. BOARD (5PD) (No.1 SECTION)
1GP-06 No.1 M/E AND G/E F.O. SUPPLY PUMP 1P-27 SPARE
1GP-07 No.1 M/E AND G/E F.O. CIRC. PUMP 1P-28 SPARE
1GP-13 No.1 E/R SUP/EXH FAN
1GP-14 No.4 E/R SUP. FAN Circuit No.2 AC 440V feeder panel
1GP-15 No.3 M/E T/C L.O. PUMP 2P-01 No.2 AC220V GENERAL TRANSFORMER (3P 200kVA AC450/225V)
2P-02 ACMV GALLEY/LAUNDRY EQUIPMENT TRANSFORMER (3P 120kVA AC450/450V)
2P-03 No.4 STEERING GEAR STARTER
Circuit 440V Group Starter Panel 2 ES1 ES3 2P-04 No.2 AUXILIARY BLOWER
2GP-01 No.2 MAIN L.O. PUMP 2P-05 No.2 M/E CONTROL OIL PUMP
2GP-02 No.2 MAIN CROSSHEAD L.O. PUMP 2P-06 No.3 LOCAL GROUP STARTER PANEL (No.2 SECTION)
2GP-03 No.2 M/E T/C L.O. PUMP 2P-07 No.4 LOCAL GROUP STARTER PANEL (No.2 SECTION)
2GP-04 No.2 STERN TUBE L.O. FWD SEAL PUMP 2P-08 SPARE
2GP-05 No.2 STERN TUBE L.O. PUMP 2P-09 No.6 LOCAL GROUP STARTER PANEL (No.2 SECTION)
2GP-06 No.2 M/E AND G/E F.O. SUPPLY PUMP 2P-10 No.7 LOCAL GROUP STARTER PANEL
2GP-07 No.2 M/E AND G/E F.O. CIRC. PUMP 2P-11 No.8 LOCAL GROUP STARTER PANEL (No.2 SECTION)
2GP-13 No.2 E/R SUP/EXH FAN 2P-12 No.9 LOCAL GROUP STARTER PANEL (No.2 SECTION)
2GP-14 No.5 E/R SUP. FAN 2P-13 No.12 LOCAL GROUP STARTER PANEL (CONTAINER HOLD) VENT FANS)
2P-14 No.14 LOCAL GROUP STARTER PANEL (CONTAINER HOLD) VENT FANS)
2P-15 No.16 LOCAL GROUP STARTER PANEL (CONTAINER HOLD) VENT FANS)
Circuit 440V Emergency Swbd 440V Feeder ES1 ES3 PT1 2P-16 No.18 LOCAL GROUP STARTER PANEL (CONTAINER HOLD) VENT FANS)
2P-17 FWD 440V DIST. BOARD (1PD) (No.2 SECTION)
EP-08 No.1 M/E AND G/E F.O. SUPPLY PUMP 2P-18 SPARE
EP-09 No.1 M/E AND G/E F.O. CIRC. PUMP 2P-19 No.2 PACKAGED AIR COND. FOR ECR
EP-11 G/E D.O. SUPPLY PUMP/S.T. W/T SLIDING DOOR 2P-20 PACKAGED AIR COND. FOR H.V SWBD ROOM
EP-13 No.3 G/E L.O. PRIMING PUMP 2P-21 No.1 DC llOV BATTERY CHARGER FOR H.V SWBD
EP-14 WORKSHOP 440V DISTRIBUTION BOARD (3PD) 2P-22 SPARE
EP-19 HYDRAULIC PWR PACK FOR V/V REMOTE CTRL 2P-23 24V DC BATTERY CHARGING AND DISCH. BOARD
2P-24 SPARE
Circuit Emergency Group Starter ES2 ES3 2P-25 AIR CONDITIONING PLANT
EGP-02 No.3 E/R SUP/EXH FAN 2P-26 AFT 440V DISTRIBUTION BOARD (5PD) (No.2 SECTION)
EGP-03 STEERING GEAR ROOM SUPPLY FAN 2P-27 SPARE
2P-28 SPARE
2P-29 SPARE
SP-51 EMERGENCY SWITCHBOARD
2.13.8 Preferential Tripping and Sequential 2. Abnormal Trip of the Generator VCB - Two Stage Tripping Sequential Restart
Restart
An abnormal trip of the generator VCB can be caused by any of the The ICMS will automatically restart the required machinery to restore power
following: to the vessel after a blackout. To fulfil this requirement, at least one diesel
Introduction generator must be left in the automatic standby mode.
• Low lubricating oil pressure
Preferential Tripping - Main Switchboard
• High fresh water cooling temperature The essential machinery is started automatically according to the sequence
Preferential tripping has been fitted to reduce the possibility of the loss of
• Overspeed of generator engine shown below for group starter panels 1 and 2. The sequence is started when
essential vessel supplies should an overload occur. It has been arranged that
power is restored to the 440V main switchboard.
load reduction will be achieved by an ordered disconnection of non-essential • Short circuit current
supplies to prevent a blackout that may put vessel’s safety at risk.
• Nuisance trip Sequential start delay time in seconds:
Should an overcurrent condition occur the preferential trips will operate to try • 5 seconds - No.1 and No.2 main engine turbocharger LO
and reduce the electrical load to permissible levels. There are two stages of Should such a trip occur then the remaining preferential trips will operate pumps
preferential tripping as follows: simultaneously. The first stage trips have already been detailed, the second
stage trips are as follows: • 5 seconds - No.1 and No.2 main engine and generator engine
• 1st Stage - Non-critical ship systems fuel oil circulating pumps
• No.s11 to 18 local group starter panels (cargo hold vent fans)
• 2nd Stage - Cargo hold vent fans and packaged air conditioning • 5 seconds - No.1 and No.2 main cooling sea water pumps
units • No.1 and No.2 packaged air conditioning for ECR
• 10 seconds - No.1 and No.2 main LO pumps
• Packaged air conditioning for HV switchboard room
The preferential trips can be triggered in three ways regardless of the generators • 15 seconds - No.1 and No.2 low temperature cooling fresh water
being under ICMS or manual control: When normal conditions resume, the above breakers must be manually reset. pumps
1. An overcurrent condition in a main generator for a preset time • 15 seconds - No.3 main engine turbocharger LO pump (No.1
will initiate first stage trips. GSP)
3. Manual tripping
2. An abnormal trip of an on-load generator VCB will cause all • 20 seconds - No.1 and No.2 main engine crosshead LO pumps
three stages of the preferential trips to operate. The bus tie panel carries emergency stop contacts ES1 to ES4 and preferential • 20 seconds - No.1 and No.2 stern tube LO forward seal pumps
trips PT1 and PT2 (Check where the buttons are located)
• 20 - No.1 and No.2 stern tube LO pumps
1. Overcurrent of a Diesel Generator for a Preset Time - First • PT1 operates the first stage preferential trips
• 25 seconds - No.3 low temperature cooling fresh water pump
Stage Tripping • PT2 operates the second stage preferential trips (No.2 GSP)
If the current on a running generator reaches 120% of the rated full load When normal conditions resume, the tripped breakers must be manually reset. • 25 seconds - No.1 and No.2 low temperature cooling fresh water
current for a period of 10 seconds, the breaker overcurrent protection circuit pump main engine jacket cooling fresh water pumps
will initiate the release of the first stage of preferential tripping. If the 120% To trip the specific consumers, their circuit breakers are fitted with undervoltage • 25 seconds - No.1 and No.2 low temperature cooling fresh
overload condition should continue for 40 seconds the generator VCB itself (UV) trips. The supply to these UV trips is interrupted by the preferential water pump, auxiliary boiler and exhaust gas boiler feed water
would trip, initiating the 2nd and 3rd stage trips. tripping relays. pumps
The identification labels of the consumers configured for preferential tripping • 30 seconds - No.1 and No.2 engine room supply/exhaust fans
The first stage preferential trips disconnect the following circuits:
are coloured yellow with either PT1 or PT2 engraved into them. (reversible)
• Galley/Laundry 440V
• 30 seconds - No.4 and No.5 engine room supply fans
• No 5 Local group starter panel Preferential tripping stages are accompanied by alarms via the ICMS.
• Workshop 440V distribution board The identification labels of the consumers configured for sequential restarting
are coloured green. Less important motors that were selected for duty
• Aft 440V distribution board section 1 and 2 before the blackout will be automatically returned to duty when power is
• Air conditioning plant restored. Similarly, motors selected for standby will automatically return to
standby. If the machinery designated for duty does not restore normal system
• Refrigerated provisions plant conditions, such as pressure, within a preset time, the standby motor will cut-in
automatically. If power is only restored to the emergency switchboard, motors
When normal conditions resume, the above breakers must be manually reset. whose supply is from the emergency switchboard will start irrespective of any
previous selection.
2.13.9 Uninterruptable Power Supply (UPS) and The battery charger section of the unit has the following equipment mounted Earth Faults
battery systems on the front:
When an earth is present on an outgoing circuit, the earth leakage alarm will
• Operation and alarm indicating panel sound. The insulation meter will indicate a low resistance reading and one of
HV Switchboard Battery Charger Board (2 sets) the earth lamps (ELP/ELN) will illuminate brightly while the other will dim.
• Earth leakage meter
Careful isolation of the outgoing circuits (mindful of essential consumers), will
Manufacturer: Samsung Co. Ltd • Earth leakage lamps locate the faulty circuit, the meter returning to its normal reading, the alarm
Type: ?? • Earth test pushbutton clearing and the earth lamps returning to equal brilliance once the faulty circuit
Voltage (supply): 440V AC, 60Hz 3-phase is isolated.
• Supply circuit breaker
Voltage output: 110 ~ 130V DC
Rated current: 30A DC The following alarms are fitted and either will raise a common alarm via the ICMS UPS
Rating: Continuous main alarm and monitoring system: Three dedicated UPS rectifier units are fitted in the ECC 220V AC power
• Battery charge abnormal distribution box to supply the ICMS. These units can be bypassed in the event
of failure or for maintenance.
Batteries • Low insulation
Manufacturer: ?? A UPS is also provided for the ICMS in the wheelhouse.
Batteries: Lead-acid HSE-50-12 (GS) Operating Procedure (HV Switchboard UPS)
Capacity: 50AH/10h
Voltage (nominal): 12V, (2V/Cell) The battery charger is a fully automatic constant current charging device which
automatically charges the 110V storage battery. The charger has a facility to
Voltage (Total charged): 120.5V
adjust the charging voltage. This, however, should not be altered once the
Number of cells: 9 charger has been commissioned. The operator may change the unit to manual
operation. Equalising and floating charge modes may also be selected.
The UPS system is used to provide guaranteed supplies to essential equipment
in the event of a blackout or major supply failure. This is achieved by using The operating and alarm panel has keys for adjusting the value of the alarm
batteries which are maintained in a fully charged state. These UPS supplies settings. The time delay settings for the alarms can also be set via this panel,
can be either 24V DC, or 220V AC by use of an inverter. In the case of the HV however, once set up these settings should not be tampered with.
switchboard the UPS supply is 110V DC.
Floating and Equalising Charge Modes
The radio/GMDSS equipment is backed up by a separate radio use battery
system. The back-up batteries are located in the battery room on the bridge While the storage battery is fully charged, it is subjected to a floating charge. In
deck. The radio use batteries are of the sealed, maintenance-free type. this condition, the charger supplies the 110V system with power. In the event
of failure of the power source, the battery will take over. A constant voltage is
A separate 24V battery and charger system is provided for the emergency applied to the battery regardless of any load, power or temperature variation
generator starting arrangements; this is located in the emergency generator and the charging current varies according to the charged state, thus maintaining
room. the battery in a fully charged condition.
There is a general service 24V battery charger and discharge board supplied If the battery has been subjected to a period of duty due to power failure, on
from the emergency switchboard circuit EP-05. restoration of the power supply the battery charger is automatically transferred
to equalising charge and this rapidly charges the battery. As soon as the battery
The HV switchboard battery charger and discharge board is located in becomes fully charged, it reverts to floating charge. The charge performed after
the battery room. The board is supplied with 440V from the emergency the recovery from a power interruption is controlled by the silicon controlled
switchboard 440V feeder panel (circuits EP-06 and EP-07), and 440V from rectifier (SCR) control system, which protects the battery and charging circuits
the main LV switchboard (circuits 1P-21 and 2P-21). The batteries must be from excess current.
kept on float charge. This provides supplies for the main contactors etc, in the
event of a blackout.
Illustration 2.13.10a Cathodic Protection System
ECR Remote
Monitoring Panel
300A Loop Anodes Reference Electrode Aft Power Unit 100A Anodes Located Reference Electrodes Forward Power Unit
Located at Frame 18 Located at Frame 22 Port Input 440V 60Hz 1PH at Frame127 - Port Located at Frame 141 Input 440V 60Hz 1PH
Port and Starboard and at Frame 34 Starboard Output 600A DC 24V and Starboard Port and Starboard Output 200A 24V DC
0 250
Monitoring Panel mV
300A Loop Anode Reference Cell in Engine Control Room 100A Anode Reference Cell
CAMS
Shaft Millivolt
Monitoring Brushes
(Insulated From
JB JB JB JB
Earth/Mounting)
Shaft Earthing
Aft Power Unit Brushes
Input 440V Control, Alarm and
Output 600A Monitoring System Authors Note: Check Frame Numbers and Propeller Shaft
DC 24V (CAMS)
Earthing and Monitoring Arrangement.
Forward Power Unit

Input 440V
Output 200A
24V DC Propeller Shaft
Slip Ring
JB JB JB JB
Simplified System
Connection Arrangement
Propeller Shaft Earthing
and Monitoring Arrangement
300A Loop Anode Reference Cell 100A Anode Reference Cell
2.13.10 Cathodic Protection System Principle of Operation The aft unit is located on the engine room floor at frame 21 and is supplied
from distribution board ???. The system consists of one 600A control panel,
Protection is achieved by passing low voltage DC current between the hull
Manufacturer: K.C Ltd two 300A surface-mounted loop anodes and two zinc reference electrodes.
metal and anodes, insulated from the hull, but in contact with the sea water.
Type: Impressed Current The electrical potential of the hull is maintained more negative than the
Power supply: AC 440V, 60Hz, anodes, ie, cathodic. In this condition corrosion is minimised. Careful control Propeller and Rudder Stock Earthing
is necessary over the flow of impressed current, which will vary with the ship’s
To avoid electrolytic corrosion of the propeller, a slip ring is clamped to the
speed, salinity and temperature of the sea water and the condition of the hull
shaft and is earthed to the hull via brushes. A separate brush, insulated from
Introduction paintwork. If the potential of the hull is made too negative with respect to the
earth, monitors the shaft mV potential and this signal is fed to a millivolt meter.
anode, then damage to the paint film can occur electrolytically or through
This unit is also fitted with POWER and ALARM LEDs on the front panel.
The vessel is provided with an impressed current cathodic protection the evolution of hydrogen gas between hull steel and paint. The system on
An alarm will be raised remotely via the CAMS system in the event of under-
(ICCP) system. This method of corrosion protection automatically controls this vessel controls the impressed electrical current automatically to ensure
protection. To ensure efficient bonding, the slip ring should be cleaned on a
electrochemical corrosion of the ship’s hull structure below the waterline. optimum protection. Current is fed through titanium anodes situated port
regular basis. The shaft potential value should ideally remain below 75mV.
Cathodic protection can be compared to a simple battery cell, consisting of two and starboard on the ship. The titanium prevents the anodes themselves from
plates in an electrolyte. One of the battery plates in the electrolyte will waste corroding and the surfaces are streamlined into the hull. Fixed zinc reference
The rudder stock is also earthed for protection via a 70mm2 flexible earth cable
away through the action of the flow of electrical current, if the two battery electrodes, port and starboard, are used to compare the potential of the hull with
between the deckhead and rudder stock to minimise any electrolytic potential
electrodes are connected electrically. When two metals are immersed in sea that normally found between unprotected steel and zinc electrodes. Sufficient
across the bearings and bushes.
water, which acts as the electrolyte, one of the metals acts as the anode and current is impressed via the anodes to reduce this to a level of between 150
will waste away. Which metal, in any pair, acts as the anode depends upon their and 250mV.
relative positions in the electrochemical series but steel will act as an anode to Routine Checks
copper, brass or bronze. The strength of the electric current generated in the Operation
corrosion cell, and hence the rate at which wastage takes place, depends upon • Record the output current and all voltages on a daily basis
the metals involved and the strength of the electrolyte. Once the unit is switched on, the unit’s transformer rectifier converts the • Check the reference electrode voltage on a daily basis
ship’s 440V AC supply to a low voltage, finely controlled DC current. The DC
positive is connected to the anodes and the DC negative is connected to the • Check and clean the propeller shaft slip ring and brushes every
If a third electrode is added to the cell and current is forced to flow, the third
ship’s hull. The system is completely automatic in normal use. In the normal week or as indicated on the earthing meter
electrode acts as the cathode and the old anode will act as the new cathode.
This is how an impressed current cathodic protection system functions. When a operating mode, the display will show the following readings: • Inspect the rudder stock earth strap every month
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential • Anode current and voltage • Return completed log sheets to the manufacturer for scrutiny
more negative that the surrounding sea water. For this reason, loading and every month
discharging terminals normally comply with the ISGOTT Recommendation • Reference cell millivolt reading
20.6, Earthing, Bonding and Cathodic Protection. This states, referring to IMO • Inspect and clean the power supply unit cooling fans and grille
recommendations for the safe transport, handling and storage of dangerous The various system readings can be read by pressing the UP/DOWN arrow every three months
substances in port areas, that ship/shore bonding cables should be discouraged. keys on the control panels. The system should be regularly monitored and the
Hence, high currents that can occur in earthing cables and metallic connections readings taken once a day. The monitoring unit has a changeover switch to The anodes and reference cells must be externally inspected every dry dock
are avoided. These are due to potential differences between ship and terminal enable the display of the forward or aft system readings. period. The anodes are fitted with an insulating shield cover to prevent
structure particularly due to the residual potential difference that can exist for excessive local over-protection and the condition of this shield must be closely
up to 24 hours after the shipboard ICCP has been switched off. These terminals Electrical Installation inspected at this time.
usually utilise insulating flanges on hose connections to electrically isolate the
The system consists of a monitoring panel and two power supply units. The
ship and terminal structure. During preparations for berthing at terminals where Note: Ensure that the anodes and reference cells are not painted over during
power supply units, one forward and one aft, are wired to port and starboard
such insulation is not employed, or where earth connections are mandatory by dry dock hull repainting.
reference electrodes and port and starboard anodes. The monitoring unit is
local regulation, or when bunker barges come alongside, the ICCP should be
fitted in the ECR console and is equipped with facilities to raise an external
switched off at least 24 hours in advance. Detailed instructions are available in the manufacturer’s manual.
alarm to give warning of any system abnormalities, via the Control, Alarm and
Monitoring System (CAMS). The display can be switched between the forward
Fresh Water Operation and aft systems and is normally set to cycle between system values such as Sacrificial Anodes
When the vessel enters a river estuary, the fresh or brackish water may limit anode current and voltage.
The areas of the hull shielded from the hull face, such as the bow thruster tunnel,
the spread of current from the anodes, due to the higher resistance of the water. rudder and the high and low sea chests, receive only limited protection from
Normally, the voltage output increases to compensate for this and would be The forward control and power supply unit is located in the forward Bosun's
the cathodic protection system. These areas are therefore fitted with separate
accompanied by very low current levels and the reference electrode potentials store and is supplied from distribution board ?? The system consists of one
sacrificial anodes. Sacrificial zinc anodes are provided within the water ballast
may indicate under-protection. However, in this system, the output is adjusted 200A control panel, two 100A recessed circular anodes and two zinc reference
tanks, details can be found in the yard drawing Arrangement of Anodes.
automatically and the system returns the hull to the optimum protection level electrodes.
when the vessel returns to sea water.
2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning Plant
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment
2.14.6 Garbage Disposal

Illustration 2.14.1a Fresh Water Distribution System (i) To Condensate Condensate from Engine Room
Return Pipe EPCON Key
Service System
Fresh Water Filling Station (Accommodation) 125 125 Fresh Water
Steam from Return from Auxiliary
Engine Room ST009F ST010F ST011F SD003F Boiler/Exhaust Gas Boiler
Service System Water Pumps Air
Drains
ST012F
Electrical Signal
TI PI
No.1 Fresh Water No.2 Fresh Water Distilled Water Tank SD 15 65

Tank Port Tank Starboard Starboard
TI LI 004F
LIAL (208.6m3) LIAL (208.6m3) (80.2m3) LIAL
2022 2023 2021
Atmospheric 125
WG WG WG WG SP WG WG SP Dump/Drain SD005F
LI 002F 001F LI 003F 004F 002F 043F 005F 001F LI Condenser OAH
2055
WG WG WG 40
LAH
077F 079F 082F WG028F 2056
40 TI
50 50 Cascade/
WG029F WG030F OL
65 TC 100 Filter Tank 146F
Steam from (5m3)
25 LAL
50 Engine Room 2057
To Stern Tube Cooling Service System ST013F ST014F ST015F
Fresh Water Tank 65 65 WG009F
25 BC BC BC
SB 005F 006F 007F
To Local Fire 003F
WG WG Fighting Unit
010F 011F 50 25 25 SAH
2055 To Bilge
Silver Ion Sterilizer (1.5m3/h) To Auxiliary Boiler/Exhuast Gas Boiler To Lubricating Oil
Feed Water Pumps Drain Tank
25 WG
041F SAH XA XI
1831B 1831A 1831C
PI
25
To Bilge WG019F DI
25 25
WG042F WG020F WG021F WG022F

25
Fresh Water Generator (35 Ton/Day)
Auto
WG WG CH-VR
PI PI PAL
111F 016F To
2101 To Engine
Fresh Water Service To Bilge 40
Rehardening Room (See
System (2.14.1b)
Filter (1.5m3/h) WG023F No.1 WG050F Illustration
Back Flow Prevention Valve 2.14.1b)
25 Fresh Water Ciculation Pumps
(10m3/h x 7 bar) WP WG
WG018F 002F 053F
PI PI 50
To Engine
50 40 Room (See
To Bilge WG025F WG051F WG054F Illustration
No.2
2.14.1b)
To Bilge
2.14 accommodation systems Introduction Drinking Water System
2.14.1 Domestic Fresh Water System The water for domestic use is made on board by a fresh water generator as This system covers the water supply to drinking fountains and accommodation
detailed in Section 2.4.2 of this manual. Before being used for domestic purposes use in cabins and the galley.
the distilled water has to be treated in a silver ion steriliser and rehardening
Fresh Water Circulating Pump
filter and then stored in the fresh water tanks. The silver ion steriliser is used
Manufacturer: to destroy bacteria and leaves a residue of silver ions in the water so providing Domestic Hot Water System
Model: effective sterilisation whilst the water is kept in storage. The rehardening filter
produces the correct pH value and imparts essential chemical salts into the This system supplies the hot water to the accommodation for domestic purposes.
No. of sets: 2 Water is circulated continuously by one of two hot water circulating pumps, the
water making it fit for human consumption.
Capacity: 10m3/h x 7 bar water being passed through a calorifier which can be either steam or electrically
Rating: Although water is normally produced on board by the fresh water generator it heated to raise the water to the correct temperature (90°C). This arrangement
may also be loaded from shore or a barge via the deck connections. It must be of constant water circulation ensures that hot water is available at an outlet
appreciated that water taken for a shore facility or a barge may not be of the same immediately a tap is opened which reduces water loss due to cold water flowing
Silver Ion Steriliser before hot water reaches the outlet.
high quality as water produced on board and may not have been sterilised.
Manufacturer:
No. of sets: 1 The following description deals with domestic fresh water use, the water being Engine Room Services
Model: drawn from one of the two fresh water storage tanks. Normally one domestic
FW tank will be in use, with the second being filled or made ready for use. This system supplies water to engine room services including the following:
Type: Silver ion
Capacity: 1.5m3/h From the fresh water generator the water is delivered to the fresh water storage • Central fresh water cooling expansion tank
tanks via the silver ion sterilising unit and the rehardening filter. As the water • Reefer fresh water cooling expansion tank
Mineraliser / Rehardening Filter passes between the two sterilising unit electrodes, through which a small current
• Auxiliary and exhaust gas boiler chemical dosing units
is passed, the silver ions are released and these sterilise the water. Sterilisation
Manufacturer: by this method ensures that the water is maintained in a good condition, even • Generator engine turbocharger cleaning
No. of sets: 1 when stored in the tanks for a period of time. The silver electrodes should be • Oily water separator
Model: inspected and changed when all of the silver coating has depleted. The dosing
of the water is automatic and is set depending on the flow of the water. • FO and LO separators
Type:
• Boiler water sample cooler
Capacity: 1.5m3/h There are two fresh water circulating pumps fitted which take their suction from
the fresh water tanks and discharge to the fresh water system. The pressure • Main engine turbocharger water washing
Hot Water Circulating Pumps in the system controls the starting and stopping of the pumps. As the water • General engine room services and water outlet connections
is used, the pressure drops allowing one of the pumps to start automatically.
Manufacturer: • Fan room port and starboard air filter cleaning
As the pressure in the system increases to a predetermined value the pump
No. of sets: 2 will automatically stop. One pump is normally in use, with the second pump • Auxiliary and exhaust gas boiler water washing
Capacity: 2.0m3/h x 1.0 bar switched for automatic standby. (Author’s Note: Check the pump starting
Motot: arrangements and operating pressures.) Note: Boiler feed water make-up is normally taken from the distilled water
tank and added to the cascade/filter tank as detailed in Section 2.3 of this
From the freshwater circulating pumps the water flows into three systems: manual.
Calorifier
• Drinking water and accommodation services
Manufacturer: The No.2 fresh water tank and the distilled water tank also supply the local fire
• Domestic hot water system fighting system. The main fresh water suction lines in the starboard No.2 fresh
No. of sets: 1
• Engine room services water tank and distilled water tank are placed to ensure that there will always
Type: Steam heated with 15kW electric heater be a minimum reserve of water in the tanks to allow operation of the local fire
Capacity: O.3m3 fighting unit.
Illustration 2.14.1b Fresh Water Distribution System (ii) WG055F WG056F
Fan Room (Port) 15 15 Fan Room (Starboard)
Accommodation To/From For Air Filter Cleaning For Air Filter Cleaning
40
Fresh Water Service Accommodation WG057F
Emergency 15 40 To Exhaust Gas Boiler
Upper Deck 15 To Boiler Water Generator Room For Water Washing
Sampling Cooler 15 To Exhaust Gas Boiler
Engine Room Toilet (2nd) Chemical Dosing Unit
15 To Main Engine Exhaust To Cool Fresh Water 15 40 To Auxiliary Boiler
Gas Sealing Pipe Expansion Tank (Upper Deck)
Wash Basin Water Washing
WG059F To Reefer CFW 15
15 40
32 32 Workshop (2nd Deck - Port) Expansion Tank
Cold Water 40
WC Passageway (Port)
Fountain 15 To Auxiliary Chemical
Near Engine Dosing Unit 25 To Reheating System for Accommodation
15 15 40 WG060F Air Conditioning Plant
Control Room 25 15 WG063F
Near STP ? 15 Near Air Conditioning
15 25
15 25 To Generator Engine Plant (2nd Deck - Starboard)
LO Separator (Port) 15 Near No.3 Generator Engine
WP003F No.2 Generator Engine 25
Exhaust Gas Sealing Pipe
To Bilge
WH 15
For Turbocharger Cleaning
WH WH 004F Calorifier No.3 Generator Engine
005F 006F Unit (3rd Deck - Port) 15
For Turbocharger Cleaning
25
PI PI PI 15 To Nos.1/2 Generator Engines Unit (3rd Deck - Port)
Hot Water
Exhaust Gas Sealing Pipe 25 To Generator Engine
To Bilge Circulating
40 LO Separator (Starboard)
Pumps No.1 No.2 To HFO Separators
TI TIAH To Boiler Chemical Dosing Tank
(2m3/h x 1 bar) 1830
40 25 40
PI PI To Oily Water Separator
WH WH Set 90°C 40 25 WG065F
(0.3m3) To Main Engine LO Separator
50 002F 003F 15
Near Reefer Fresh Water Cooler
WG062F
32 40 15 WG067F
50 50 Near Low Sea Chest 15
Near Central Fresh Water Cooler
WH001F (15kW)
Fresh Water Chemical Dosing
Unit (4th Deck - Starboard)
WG068F
2nd Deck 15 Near Fresh Water Generator
(4th Deck)
40
40
40
To Bilge
40
Near High WG069F

15
50 Sea Chest
WG (Starboard)
Key WG071F 15 070F
WG054F 40 Main Engine Main Engine Main Engine
15
Air Cooler Air Cooler Air Cooler
Fresh Water To Cargo Hold
WG072F
15 WG075F Bilge Stripping
Pump
Floor (S)
WG076F
WG073F 40 Main Engine Air Cooler
WP002F WG053F Chemical Tank LAH LAH LAH LAH LAH LAH
PI Pump (1.5m3/h x 3 bar) 0618 0621 0618 0621 0618 0621
Back-Flow Prevention Valve

25 Self
WG074F
Priming BG321F
PI
50 TI
40
From Distilled Water Transfer and 50 BG322F
Distribution System (See 2.14.1a) 125
Main Engine
50 Air Cooler
50 Chemical Tank 40
To Stern Tube 15 (1.5m3)
Air Seal
WG110F 50 125 To Main Engine
Floor (S) AC Drain Tank
BG323F
Procedure for Operating the Domestic Water System Position Description Valve • Accommodation air conditioning plant reheating
Open Fresh water circulating pump relief valve inlet WG022F • Near air conditioning plant 2nd deck
The description assumes that the No.1 fresh water tank port and No.1 fresh valve
water circulating pump are in use. • Near No.3 generator engine exhaust gas sealing pipe
Open Fresh water circulating pump relief valve outlet WG020F
• No.3 generator engine turbocharger cleaning unit
a) Check that there is sufficient water in the domestic fresh water valve
Operational Fresh water circulating pump relief valve WG021F • Generator engine LO purifier starboard
tank to meet the immediate demand.
Closed Fresh water circulating pump relief valve bypass WG019F • Boiler chemical dosing tank
Note: The No.2 fresh water tank starboard outlet valve WG004F must be valve
• Near reefer fresh water cooler
closed as this tank will be filling from the fresh water generator. The No.2 Open Outlet valve to hot water system and WP002F
fresh water circulating pump suction valve WG025F and the discharge valve accommodation fresh water services • Near central fresh water cooler
WG051F will be open to allow that pump to operate should No.1 pump fail. Open Outlet valve to cold water fountain WP003F • Fresh water generator chemical dosing unit
The local fire fighting system supply valves from the No.2 fresh water tank Open Outlet valve to engine room fresh water services WG053F • Near fresh water generator
starboard and the distilled water tank must always be open.
Open Outlet valve to engine room fresh water services WG054F
• Main engine turbocharger air cooler chemical cleaning tank and
b) Put the No.1 domestic fresh water pump in automatic mode at pump
There are connections to the following services with local valves at these
the control panel and allow it to cut-in and out as required to services.
maintain pressure in the system. All the above services are supplied by valve WG054F
• Fan room port and starboard for air filter cleaning
Water is automatically supplied to all outlet points from the system and when
Procedure for Operating the Cold Water System • Emergency generator engine room
an outlet valve is opened water will be immediately available.
• Auxiliary and exhaust gas boiler water washing
Operate the domestic fresh water system as in parts a) to d) above and then set
• Exhaust gas and auxiliary boiler chemical dosing units Procedure for Operating the Hot Water System
valves as in the following table. Valves for systems shown as closed will be
opened when that system is operating or the unit requires refilling. Water supply • Auxiliary boiler water washing
valves are not normally kept open unless shown as such. Operate the fresh water system as above and open the hot water valves as
• Cooling FW expansion tank
follows:-
• Reefer CFW expansion tank
Open No.1 fresh water tank port outlet valve WG002F • Passageway port Position Description Valve
Closed No.2 fresh water tank starboard outlet valve WG004F • Boiler water sample cooler Open Fresh water supply valve WP002F
Open Calorifier filling valve WH001F
Open Distilled water tank outlet valve to cascade/filter WG005F • Main engine exhaust gas sealing pipe
tank Open No.1 hot water circulating pump suction valve WH005F
• Workshop 2nd deck port
Closed No.1 fresh water tank port drain valve WG077F Open No.1 hot water circulating pump discharge valve WH002F
• Near STP
Closed No.2 fresh water tank starboard drain valve WG079F Open No.2 hot water circulating pump suction valve WH006F
Closed Distilled water tank starboard drain valve WG081F • Generator engine LO purifier port Open No.2 hot water circulating pump discharge valve WH003F
Closed Crossover valve from fresh water tanks to WG009F • Generator engine turbocharger cleaning unit Open Hot water calorifier outlet valve WH004F
distilled water tanks (normally locked shut) • No. 1 and No.2 generator engine exhaust gas sealing pipe
Open No.2 fresh water tank starboard outlet valve to a) After opening the hot water system supply valve from the cold
• HFO purifiers
local fire fighting unit water system, allow the system to fill.
Open Distilled water tank starboard outlet valve to local • Oily water separator
fire fighting unit • Main engine LO purifier b) Ensure that the hot water circulating pumps are primed then start
Open No.1 fresh water circulating pump suction valve WG023F a hot water circulating pump.
• Near low sea chest
Open No.1 fresh water circulating pump discharge WG050F
c) Open the steam supply or switch on the electrical supply to the
valve All the above services are supplied by valve WG053F calorifier and set the system temperature to 90°C.
Open No.2 fresh water circulating pump suction valve WG025F
Open No.2 fresh water circulating pump discharge WG051F d) Check that the system is circulating correctly and that the
valve temperature is maintained at all parts of the hot water system.
Procedure for Filling the Stern Tube Cooling Water Tank with
Fresh Water from the Domestic Fresh Water Tanks
a) Check the level of water in the stern tube cooling water tank and
assess the quantity of water needing to be transferred. The stern
tube cooling water tank is filled from the No.1 fresh water tank
port or the No.2 fresh water tank starboard.
b) Open the stern tube cooling water tank filling valve.
Illustration 2.14.2a Domestic Refrigeration System
Key
Meat Room Meat Room Vegetable Room
Refrigerant Liquid
Refrigerant Gas
Low Temperature
NRV NRV Cooling Water
28S 28S Lubricating Oil
KVP
Meat Room 22
Meat Room GBC Vegetable Room
GBC 24.2m3 GBC
16S -20oC 16S 24.2m3 16S 28.0m3
HFS-4-SS -20oC +2oC
REG TN2(03) REG TN2(03) HFS-4-SS REG15 TN2(01) HFS-2
15 GBC
28S 15
GBC EVR6
28S EVR6 EVR6 GBC Ozone
22S GBC Generator
GBC GBC
12S 12S 12S
Upper Deck
GVC42S
MT
KP5 P PI PI P KP 1 KP 1 P PI PI P KP5
Oil
Reservoir
Compressor Compressor
PI P PI KP 2
P
Condensor Condensor
Liquid Filter Moisture

Charging Indicator
Compressor Module
Valve
Cooling Water In/Out
2.14.2 Domestic Refrigeration System The meat room evaporators are equipped with timer controlled electric the display changes to show the alarm condition, indicated as an alarm code
defrosting elements with the frequency of defrosting being set by a relay built number. The alarms and trips include:
Manufacturer: Hi-Pres Korea into the fan starter panel. A maximum defrosting time is also set at the relay
• High discharge pressure (12 bar)
Type: R134a direct expansion and the defrosting program is stopped when the temperature of the refrigerant
in the evaporator rises to approximately +10°C. The defrost program will be • Cooling water pressure (cut-out 0.4 bar, cut-in 0.8 bar)
stopped however when the maximum allowable duration of the program has • Over current
Compressor been reached, regardless of the refrigerant temperature. The defrosting cycle
can also be initiated manually. A ‘cooling down fail alarm’ will be activated one • High moisture level in the refrigerent
Manufacturer: Hi-Pres Korea
hour after the defrosting program has been completed if the room temperature
Model: 4CC-6, 2Y-40S has not decreased. A low suction pressure cut-out also operates to automatically stop and start the
Type: Semi hermetic, 4 cylinder at 1,750 rpm compressor, but this does not activate an alarm. The cut-out is set to operate at
No. of sets: 2 Under normal operating conditions only one compressor/condenser unit will -0.2 bar and the cut-in at 0.8 bar.
Cooling capacity: 10.86-4.59kW be in operation at a particular time with the other unit shut down with the
compressor and condenser valves closed. The refrigerant leaves the evaporator A separate common oil reservoir is provided for the compressors and a
as a cold gas and is drawn through a heat exchanger and then passed to the regulator is fitted in each compressor crankcase to maintain the correct level;
Condenser compressor. The compressor discharges the refrigerant as a hot gas under the oil flows from the reservoir into the crankcase via a filter. The refrigerant
pressure and it passes to the condenser where it is cooled by water circulating gas leaving the compressor passes through an oil separator and the oil which
Model: CRKF-221218 is removed from the gas flows to the oil reservoir. The compressors are also
from the low temperature (LT) fresh water cooling system. The purpose of
Type: Horizontal shell and tube equipped with an additional cooling fan which is electrically driven. The fan
the condenser is to return the refrigerant gas back into a liquid with the heat
No. of sets: 2 generated from the gas being compressed being transferred to the cooling motor is connected in parallel to the compressor motor and so operates to blow
Cooling water: Fresh water at 4.3m3/h water. The liquid gas now passes through a filter/dryer and returns to the cold air over the compressor cylinder heads when the compressor starts.
Refrigerant capacity: 18 litres (net) room evaporators via the heat exchanger. The heat exchanger further cools
the liquid refrigerant and warms the gas returning from the evaporators. This Any leaks of refrigerant gas from the system will result in the system becoming
increases overall plant efficiency and serves to protect against over-cooling undercharged. The symptoms of a system being undercharged are low suction
Introduction the return gas and subsequent compressor chatter (liquid droplets entering the and discharge pressures with the system eventually becoming ineffective.
compressor). The compressor suction line from the evaporators is equipped Bubbles may also appear in the refrigerant sight glass positioned near the filter
Cooling for the two meat rooms and vegetable room is provided by a direct with a moisture transmitter and the moisture level in the refrigerant gas is dryer. If the system does become undercharged the whole system should be
expansion R-134a refrigeration system. The compressor modules for this are shown on the compressor control panel. checked for leakage.
located in the engine room at the 2nd deck level, are automatic in operation and
consist of two compressors and two condensers. When required, additional refrigerant can be added through the charging
Note: The system is not designed for the continuous parallel operation of the
line after first venting the connection between the refrigerant bottle and the
compressors. If it is necessary to run both compressors due to an increased
Three evaporator coils have been provided and these are located in the charging connection to prevent any air in the connection pipe from entering
thermal load such as after loading provisions in the tropics, the compressors
vegetable room and the two meat rooms. The vegetable room is also equipped the system.
should only be run together for a maximum of 36 hours. During the parallel
with an ozone generator to sterilise the atmosphere. (Author’s Note: The ship’s running, the oil level in both compressors should be carefully monitored as it
drawing shows only one meat room but the suppliers manual refers to two is possible to get a carry-over of oil from one machine to the other. Note: To comply with the Montreal Protocol, the maximum annual leakage
throughout.) of this refrigeration gas into the atmosphere should be restricted to 10% of
The compressors are splash lubricated and are protected by high pressure, the total system charge. To verify this and to monitor the number of times
The plant is designed to maintain temperatures in the rooms as follows: low pressure and condenser cooling water failure cut-out switches. Each the system has to be recharged, a record has to be made in the Refrigerant
compressor unit is also fitted with a crankcase heater. Recharge Log. A regular system of leak detection to minimize gas leaks is to
• Vegetable room (28m3) +2°C
be implemented to ensure leaks are detected at an early stage.
• Meat rooms (24.2m3) -20°C Control of the compressors is achieved through the REF-AT-01 microprocessor
based controller as detailed in illustration 2.14.2b. The control system The added refrigerant is dried before entering the system as any trace of
Liquid R-134a refrigerant is passed to the evaporator coils in the provision incorporates an anti-recycling function, which can be used to limit the number moisture in the refrigerant system will lead to problems with the thermostatic
rooms and a thermostat in each room operates a solenoid valve to control the of times the compressor is started and stopped by the low pressure cut-out expansion valves icing-up and subsequent blockages.
flow of refrigerant to the evaporator according to the room temperature. The within a set period of time. The control panel is equipped with a numerical
liquid refrigerant then expands across a thermostatic valve as it enters the coil display, indicator LED’s for alarms, compressor duty, anti-recycling and The temperature control of the rooms and operation of defrosting system
and in doing so changes state from being a liquid to a vapour. In changing state, crankcase heaters. There are also switches for compressor starting, alarm are carried out by separate microprocessor controllers (AE-CC-01), which
heat is extracted from the evaporator over which air from the room is passed. resetting and crankcase heaters. The numerical display normally shows the are located in the provision fan control panel. The controllers operate the
The air is then circulated through the evaporator coils and round the rooms by compressor motor current and the hours run, but when an alarm is initiated liquid refrigerant solenoid valves, evaporator fans and defrost heaters. The
electrically-driven fans. control panel is equipped with LED’s to show the solenoid valve status, fan
Illustration 2.14.2b Domestic Refrigeration Control Panels
Author’s Note: Panel Colours to be Confirmed During Ship Visit
AE-CC-01 Provisions Room Controller REF-AT-01 Compressor Controller Front Panel
17
16 18 POWER
1 TEMP. 1 4 5 FAN c Hr
19
20
RUN
ALARM
2 TEMP. 2 6 SOL. V/V 21 HEATER
22 STAND-BY
3 Hour 7 DEFROST 24
23 ANTI-RECYCLING
8 ALARM
AMP
25 26 RESET
FAN MANUAL HEATER SET UP DOWN START STOP
SWITCH DEFROST REF-AT-01 CONTROLLER HI-PRESS

KOREA
9 10
11 12 13 14 15
Key
0/1 D S 1
2
-
-
Room Temperature Indicator
Cooling Pin Surface Temperature Indicator
15
16
-
-
Parameter Setting Switch
Clearing Switch
AE - CC - 01 CONTROLLER 3 - Fan Running Hour Indicator 17 - Hour Counter

4 - Alphanumeric Display 18 - Power Indicator
5 - Fan Run Indicator 19 - Run Indicator
6 - Solenoid Valve Open Indicator 20 - Alarm Indicator
7 - Defrosting Element Running Indicator 21 - Heater Indicator
Note: The controller’s alphanumeric display indicates the room temperature, running hours or the surface temperature on the
cooling coil. By using the display value changing switch ‘D’ (Number 14). Any error code or parameter can be displayed under 8 - Alarm Indicator 22 - Stand-by Indicator
relevant conditions. 9 - Fan Start Switch ‘On’ Indication 23 - Anti-Recycling Indicator
10 - Manual Defrosting Switch ‘On’ Indication 24 - Ammeter
11 - Fan Start and Stop Switch 25 - System Settings and Heater Switches
12 - Raise Switch 26 - Compressor Start and Stop Switches
13 - Manual Defrosting Switch, or ‘Set Switch +’ Lower Switch
14 - Display Changing or Alarm Reset Switch
and defrosting program operation. The control panel is also equipped with a If the compressor starts making a knocking noise, it is an indication of liquid Defrosting
numerical display and parameters such as the temperature of the rooms and refrigerant returning to the compressor. In that case the suction valve must be
The evaporators in the meat room are fitted with an electrical defrosting
evaporator surface temperatures can be read on the display. System alarms closed immediately and the process of opening repeated more slowly. A fully
system. The evaporator, drip tray and drain are provided with electric heating
including the room temperature ‘cooling down fail alarm’ and ‘evaporator closed suction valve with the compressor running may cause foaming of the
elements. The frequency and duration of the defrosting program is chosen
surface temperature high’ are also indicated on the control panel. lubricating oil in the crankcase.
by means of a defrosting relay built into the provision fan control panel.
The defrosting program can be set to automatic or manual operation. During
k) Visually inspect the plant for abnormalities. automatic operation the program is as follows:
Operating Procedures
To Start the Refrigeration Plant l) Start the provision room fans and check that the evaporator a) All of the solenoid valves in the system close and the compressor
solenoid valves open. stops.
a) Check that the compressor and provision fan control panels are
supplied with power.
m) Check that the provision rooms cool down to the correct b) The fans in the meat rooms stop but the fan in the vegetable
temperatures and that the refrigerant solenoid valves operate at room will continue to run.
b) The crankcase heater on the compressor to be used should be
the temperature settings at the controller.
switched on a least 12 hours prior to starting the compressor to
boil any refrigerant from the compressor oil. c) The electric heating elements in the meat rooms switch on.
n) Check that the automatic defrosting system operates correctly.
c) Check that both compressor suction valves and the standby d) With the evaporator covered in ice, the melting takes nearly
o) Check that the compressor oil regulator is working correctly and all of the heat supplied and the temperature of the evaporator
compressor discharge valve are closed. Check that the standby
that LO is returned to the compressor crankcase. and refrigerant is kept near zero. When the ice has melted, the
compressor condenser outlet valve is closed. All other system
valves should be opened and fully back-seated to prevent the refrigerant temperature rises in the evaporators.
pressure in the valve reaching the valve gland. The compressor will operate and stop automatically when the plant reaches
normal operating temperatures. The low pressure cut-out will trip the plant e) When the temperature of the refrigerant in the evaporator reaches
d) Check that the compressor oil level is correct and check the when the solenoid valves are closed and no refrigerant is flowing in the +10°C the defrost heaters are turned off and the compressor is
oil level in the common oil reservoir. Oil should be showing in system. started. The maximum duration of the defrost program is set
the lower sight glass. (Details regarding the required level to by a timer and the program will be stopped when this time has
confirm.) Shutting Down the Refrigeration Plant lapsed, regardless of the refrigerant temperature.
a) Shut the liquid outlet valve from the condenser and pump down
e) To protect the compressor from accidental damage check that f) When the surface temperature of the evaporator coil has reached
the refrigerant in the evaporators to the condenser.
the safety pressure switches are set at the correct value. the temperature setting of the meat rooms, the evaporator fans
will be restarted
b) Stop the evaporator fans and check that the refrigerant solenoid
f) Open the condenser cooling water inlet and outlet valves and
valves close.
supply cooling water to the condenser. Refer to Section 2.5.2, g) The system is now back on the refrigeration program.
Low Temperature Cooling Water System.
c) Allow the temperature in the evaporators to rise, then repeat the
Because the operating temperature of the vegetable room remains above zero,
evacuation process.
g) Purge any air completely from the cooling water system by the evaporators do not require defrosting and so no heaters are fitted.
opening the air purge valve for the condenser.
d) When the suction pressure is slightly above atmospheric, stop
h) Check that the provision room temperature settings are correct.
the compressor. Shut the compressor suction and discharge Shutting Down the Refrigeration Plant for Maintenance
valves.
Check that the defrost control is set to automatic.
If the plant has to be shut down for maintenance or repair and it involves
e) Shut off the cooling water supply to the condenser. opening up the compressors or breaking into the refrigerant lines, the refrigerant
i) Open the duty compressor suction valve 1/4 a turn to avoid
must first be pumped down to the condenser and locked in as described in the
excessive pressure reduction on start-up.
f) The liquid refrigerant is now trapped in the condenser. section for routine shutting down of the refrigeration plant. Particular emphasis
is to be made on evacuating the system by repeating the process of allowing
j) Start the selected compressor and gradually open the compressor
g) Isolate the electrical supply to the compressor and provision fan the compressor to cut-out on low suction pressure, so ensuring maximum gas
suction valve until fully opened and back-seated. entrapment in the receiver. When complete, the inlet and outlet valves must
control panels.
be kept closed until all maintenance work has been completed and the system
returned to normal operation.
Illustration 2.14.2a Domestic Refrigeration System
Key
Meat Room Meat Room Vegetable Room
Refrigerant Liquid
Refrigerant Gas
Low Temperature
NRV NRV Cooling Water
28S 28S Lubricating Oil
KVP
Meat Room 22
Meat Room GBC Vegetable Room
GBC 24.2m3 GBC
16S -20oC 16S 24.2m3 16S 28.0m3
HFS-4-SS -20oC +2oC
REG TN2(03) REG TN2(03) HFS-4-SS REG15 TN2(01) HFS-2
15 GBC
28S 15
GBC EVR6
28S EVR6 EVR6 GBC Ozone
22S GBC Generator
GBC GBC
12S 12S 12S
Upper Deck
GVC42S
MT
KP5 P PI PI P KP 1 KP 1 P PI PI P KP5
Oil
Reservoir
Compressor Compressor
PI P PI KP 2
P
Condensor Condensor
Liquid Filter Moisture

Charging Indicator
Compressor Module
Valve
Cooling Water In/Out
If more substantial repairs are to be undertaken, it may be necessary to remove Before reintroducing any refrigerant into the system, all repair works must
all of the refrigerant gas/liquid from the system. Because this operation have been completed and the pipelines and compressors checked for integrity.
involves evacuating the condenser and pressurising storage cylinders, it should A vacuum pump, not the recovery pump, must then be used to create a vacuum
only be undertaken by a member of ship’s staff trained in this operation or by in the system. This will allow leakage checks to be undertaken and also ensure
a qualified service engineer. For safety reasons, reference should also be made any atmospheric moisture has been removed before refrigerant is introduced.
to the manufacturer’s operating manuals before undertaking this task.
System Running Checks at Regular Intervals
The first stage in this process is to shut down the refrigeration plant in
accordance with the previously described routine shutdown procedure. For full • Lubricating oil levels in the crankcase and oil reservoir
refrigerant evacuation, a designated gas recovery unit must be used together
with dedicated gas recovery cylinders. The cylinders used to charge the system • Moisture indicators
with gas cannot be used as they only have a single non-return valve on the • Suction and discharge pressure and temperature; any unusual
top of the bottle as opposed to a normal recovery bottle that has two isolating variations must be investigated
valves, one for gas and one for liquid, and an internal dropper pipe inside the
cylinder off the liquid valve. • Check all room temperatures
• Check evaporation coils for any sign of frosting to ensure the
The liquid valve from the recovery cylinder must first be connected via a defrost program is working correctly
flexible hose and isolating valve to the bottom of the condenser (or to the
charging connection on the filter dryer housing) and the gas valve of the
recovery cylinder connected in a similar manner to the suction side of the
recovery pump. The discharge side of the recovery pump must then be
connected to the top/gas side of the condenser. With the valves open to the
recovery bottle and pump, the pump is to be started and run until all of the
liquid refrigerant has been evacuated. The purpose of the pump is to compress
gas evaporating from the top of the recovery bottle and use it to put a positive
pressure inside the condenser on top of the liquid refrigerant. When all of
the liquid has been expelled, the connections to the recovery pump need to
be changed. The suction side of the pump now needs to be connected to the
condenser. The pump’s discharge should be connected to the liquid connection
on the recovery bottle and the gas valve on the recovery bottle either left closed
or also connected to the inlet side of the recovery pump. Using this method all
of the gas is then removed from the condenser.
The gaseous refrigerant passes through the recovery pump where it is condensed
in its own air-cooled condenser and pumped into the liquid connection on the
recovery bottle. When the unit has been run sufficiently and allowed to pull
a small vacuum on the condenser, all of the refrigerant gas will have been
removed. Switching off the pump and closing all of the valves will allow any
necessary maintenance work to then be undertaken. During this operation a
set of weighing scales must be used to ensure the recovery bottles are not
overfilled.
Note: It is important to ensure that any bottle used is only filled to 80%
capacity. The scales will also allow a record of the amount of gas recovered
to be logged in the Refrigerant Log Book.
Illustration 2.14.3a Accommodation Air Conditioning Plant
Junction Junction
Box Box
Junction Box Junction Box
PS3 M M PS4
PS1 TS3 TS4 PS2
M M
TS1 TS2
Air Handling Unit Air Handling Unit
Galley
Air Handling Unit
Upper Deck
N.C
SCV125
195PSI N.C 195PSI
SCV50
Condensate Condensate
Condenser Condenser
Saturated Steam Saturated Steam
PT PI PT PI
LT LPT HPT Upper Deck HPT LPT LT
195PSI 195PSI
HT HT
OT Key OT
Compressor Refrigerant Liquid Compressor

OPT OPT
LUC Refrigerant Gas LUC
Lubricating Oil
Condensate
Saturated Steam
Electrical Signal
2.14.3 Accommodation Air Conditioning System Hot Water Heating System Heat Exchanger Air is drawn into the air handling unit (AHU) through a washable polyamide
filter. Preheating of the air is achieved by a single row heat exchanger which is
Manufacturer: LHE Co. Ltd.
supplied from the 7.0 bar steam system.
Air Handling Unit Type: Steam coil
Manufacturer: Hi Press Korea Model: OBPS-3A-IPI-22 The air then passes through a heat recovery section, which consists of a rotary
Type: HPB-10E Heating capacity: 49,157kcal/h enthalpy exchanger. The purpose of the enthalpy exchanger is to recover heat
No. of sets: 1 No. of sets: 1 or precool the incoming fresh air, depending upon the external environmental
conditions. Air is drawn from the accommodation by the exhaust fan and this
Supply fan capacity: 32,958m3/h passes over the upper half of the enthalpy rotor. The rotor is heated or cooled
Exhaust fan capacity: 27,518m3/h Hot Water Heating System Circulation Pumps by the exhaust air; moisture is also extracted from the exhaust air by the rotor.
Manufacturer: Desmi As the rotor is turned into the incoming air stream the fresh air is heated or
cooled and moisture is added. This improves the overall efficiency of the air
Refrigeration Plant Compressor Type: Vertical centrifugal conditioning system and reduces the heating/cooling load on the air handling
Manufacturer: Sabroe Model: PVLN1025.21 unit. The enthalpy exchanger is turned by an electric motor, via gears and a
Refrigerant: R-134a Heating capacity: 5.08m³/h V-belt and is controlled by two thermostats which are installed on the fresh air
Model: SMC 112S Total head: 35.3mth intake.
Type: Reciprocating, single stage, 12 cylinders No. of sets: 2
Reheating of the air is achieved by a single row heat exchanger which is
Compressor speed: 1185 rpm supplied from the 7.0 bar steam system. Preheating and reheating is controlled
Cooling capacity: 319.6kW Introduction by regulating valves in the steam supply line to the heater coils. A temperature
No. of sets: 2 sensor is located after the preheater section; the steam regulating valves are
The air conditioning system is a single pipe system designed to cool or heat the controlled by universal controllers (type RWD 62).
air as required to achieve a comfortable environment in the accommodation.
Refrigeration Plant Condenser The cooling section consists of four cooling coils which are supplied with liquid
Moisture is removed or added to the air as required so that the humidity is at
Model: MCU 112/ 32702D the correct level for comfort. A comfortable atmosphere is a combination of refrigerant. As the fresh air stream is cooled, moisture in the air will condense
temperature and humidity and both must be suitably controlled. on the cooling coils and the air dried. Water injection nozzles are situated
No. of sets: 2
after the cooling section and the humidity of the air is controlled to provide
Type: Horizontal shell and tube, fresh water cooled a comfortable atmosphere. A hygrometer is located in the Chief Engineer’s
Air is supplied to the accommodation by an air handling unit which is located
Cooling water flow: 90m3/h in the air handling unit room on the starboard side of ‘A’ deck. The air is office to measure the relative humidity of the atmosphere; the water supply to
filtered, cooled and preheated in the air handling unit before being distributed the air handling unit nozzles is controlled by a humidistat accordingly. A water
round the system to the individual cabin units. The distribution system in the filter is located after the humidifier section to remove any free water droplets.
Refrigeration Plant Compressor
accommodation is equipped with various types of room units and exhaust
Manufacturer: terminals, which allows for individual control of the cabin temperature. Some Depending on climatic conditions the air handling unit can supply air that
of the room units are fitted with a hot water heating coil, the flow of hot has been heated by the steam heat exchangers, or cooled by the evaporator.
Refrigerant: R-134a
water through each unit is controlled at the unit. The hot water heating system Temperature sensors in the air handling unit regulate the cooling and heating
Model: SMC 112S functions to the set point of the system.
consists of a separate heat exchanger and circulating pumps; this system is
Type: Reciprocating, single stage, 12 cylinders
described below.
Compressor speed: 1185 rpm Air Conditioning Fan Starter Panel
Cooling capacity: 319.6kW The air handling unit is equipped with two belt-driven fans; a supply fan and an
The AHU supply fan and exhaust fan motors are controlled from the air
No. of sets: 2 exhaust fan. The supply fan draws air through the following sections:
conditioning fan starter panel which is located in the air handling unit room.
• Filter mesh Other functions controlled from the panel include:
Galley Air Conditioning System • Preheating • Universal controller for preheater steam valve
Refrigerant: R-134a • Enthalpy exchanger • Universal controller for reheater steam valve
Cooler coil model: HIF-8DED, direct expansion • Reheater • Econovent fan control (enthalpy exchanger?)
Cooling capacity: 23.3kW
• Cooling • Humidifier control switch
Electric heating: 15kW
• Humidifier
Fan capacity: 2,700m3/h The panel is equipped with indicator LED’s to show the status of the various
• Fan fans and humidifier.
Illustration 2.14.3b Accommodation Air Conditioning Control Panels (i)
18
Authors Note: Panel Details and Colours to be Confirmed During Ship Visit
AIR CONDITIONING CONTROL PANEL
3 19
NO.1
4 5 6
A
7 8 9
ENTER
20 21 22 23
10
NO.2
11 12 13 24 27
1 A
17
26
14 15 16
ENTER
25 28
Key
1 - XXX Handle 12 - No.2 XXX Pilot Lamp 22 - Time Schedule Button - Takes the Operator to the Time Schedule (Inactive).
2 - XXX Pilot Lamp 13 - No.2 XXX Pilot Lamp 23 - Alarm Button - This Button Acknowledges the Alarm. The Alarm Light Will Stop Flashing But Will Stay On If The Alarm
3 - No.1 Ammeter 14 - No.2 XXX Selector Switch Still Exists. The Light Will Disappear When No Alarms Are Active.
4 - No.1 XXX Pilot Lamp 15 - No.2 XXX Pushbutton 24 - Scroll Up Button - Scrolls The Menu Upwards
5 - No.1 XXX Pilot Lamp 16 - XXX 25 - Scroll Down Button - Scrolls The Menu Downwards
6 - No.1 XXX Pilot Lamp 17 - Cam Switch 26 - Enter Button - The Enter Button Confirms The Field To Operate, And After a Value Change Confirms And Saves The
7 - No.1 XXX Selector Switch 18 - HMI (Human Machine Interface) Panel Value Change.
8 - No.1 XXX Pushbutton 19 - HMI Screen 27 - ‘+’ Button - Has Two Functions, One To Navigate To The Field To Operate. The Other To Change The Value Upwards
9 - XXX 20 - Home Button - Back To The First Menu In The HMI And Move Parallel To The Right.
10 - No.2 Ammeter 21 - Back Button - Return One Menu Back 28 - ‘- ’Button - Has Two Functions, One To Navigate To The Field To Operate. The Other To Change The Value Downwards
11 - No.2 XXX Pilot Lamp And Move Parallel To The Left.
Cooling System Any leakage of the refrigerant gas from the cooling system will result in the displays values such as fresh air temperature, refrigerant gas superheat and
system becoming undercharged. The symptoms of undercharge are low suction evaporator expansion valve (EEV) position. In the set menu the operator can
Cooling is provided by a direct expansion R-134a system which consists of
and discharge pressures on the compressor and a slow increase in system make system adjustments and alter setting values. The operator enters various
two compressors, two condensers and two liquid refrigerant receivers. The
temperatures. During operation, the level in the liquid receiver will drop. If ‘blocks’ and these include:
refrigeration system supplies the four evaporator coils contained within the
the system does become undercharged, the whole system pipework should be
accommodation air handling unit. The refrigeration system also supplies the • Compressor auto/manual operating mode: Automatic operation
checked for leakage.
galley air conditioning system evaporator coils. The galley air conditioning or manual load stepping.
system which is described later.
For the vessel to comply with modern environmental restrictions, the maximum • AHU air control: Cooling start and stop, supply air temperature
annual leakage of refrigerant gas into the atmosphere should be restricted to setting.
Each compressor can provide 60% of the total requirement of the air handling
10% of the total system charge. To verify this and to monitor the number of • Pump down mode: Suction pressure setting for stopping the
unit. Individual compressor loading is controlled by a pressure transmitter
times the system has to be recharged, a record should be kept, with a log of compressor.
in the compressor suction. The transmitter causes solenoid valves to operate
when and how much gas was added. A regular system of leak detection to
which load the compressor cylinders to give four stages of capacity. The • Cooler superheat settings
minimise gas leaks should be implemented, to ensure leaks are detected at an
compressor crankcase is also equipped with a heater which is used to evaporate
early stage. • Evaporator expansion valve settings
refrigerant gas from the lubricating oil before starting. The gas discharged from
the compressor passes through an oil separator with the oil flowing back to the • Alarm parameter setting: Compressor functions, superheat,
When necessary, additional gas can be added through the charging line, after
crankcase. (Details of a compressor oil cooler and filter to confirm.) lubricating oil system etc.
first venting the connection between the gas bottle and the charging connection.
Care must be taken to ensure that no moisture or dirt is drawn into the system • Maximum evaporator pressure
The compressors take suction from the returning superheated gas leaving the
when charging. Any trace of moisture in the refrigerant may lead to problems
evaporator coils inside the air handling unit. After compression and raising the • Alarm list
with icing of the expansion valves and subsequent blockage.
pressure and temperature of the gas it passes to a condenser, where it is cooled
• Controller parameter settings
by water supplied from the LT fresh water system. The hot refrigerant gas
condenses back into a cool liquid. WARNING • Timer settings
It is essential that no water should be lying in the air conditioning system
The liquid refrigerant passes from the condenser to the liquid receiver and as this can become a breeding ground for legionella bacteria, which can After entering the required block the operator uses the HMI key pad to check
then back to the coils in the air handling unit via filter dryer units and a liquid have serious or even fatal consequences. The drains must be kept clear and make adjustments; the settings are password protected.
flow sight glass. Solenoid valves control the flow of liquid refrigerant to the and water traps checked regularly. Areas where water can lie should be
evaporator coils. The solenoid valves are activated by the control system sterilised at frequent intervals as per M notice guidance and company Alarms
which has temperature sensors located inside the air handling unit. The liquid instructions.
refrigerant enters the evaporator coils via expansion valves and in expanding When an alarm is activated the alarm lamp on the display will flash and the
the liquid turns into a gas. The latent heat required for this process is extracted alarm parameter will be added to the alarm list. The alarm list includes the
from the fresh air which is passing over the coils. The refrigerant gas then Air Conditioning Control Panel compressors and air handling unit. Compressor alarms include:
returns to the compressor via a heat exchanger located inside the condenser. High discharge pressure
The gas passes through tubes which are fitted to the bottom of the condenser. The air conditioning control panel is equipped with various controls and
The cold gas cools the liquid refrigerant in the condenser and is warmed before indicators for the operation of the compressors and air handling unit (AHU). High discharge temperature
entering the compressor. Warming the gas prevents compressor chatter (liquid Starters are provided for the compressors and indicator LED’s are provided to Low superheat at the compressor
droplets entering the compressor) and cooling the liquid refrigerant increases show compressor functions such as loading solenoid valve status, crankcase
heaters and alarm indication. The control system is based on a Saphir PLC with Low suction temperature at the compressor
the overall efficiency of the plant.
a visual display screen and interface controls. The PLC controls the compressor High lubricating oil temperature
The gas superheat level is controlled by the evaporator expansion valve and and AHU functions and allows the operator to read the system parameters on
Low lubricating oil differential pressure
the superheat value is calculated and controlled by the air conditioning system the display screen and to make adjustment to various settings. The operator
PLC controller. first enters the Main Menu and this comprises of two sub-menus: Low cooling water pressure
• Running condition Thermal overload
The compressors are protected by various alarms and safety trips which are
reported via the control system. The trips must be reset at the air conditioning • Set mode Abnormal sensor reading
control panel. The compressors are also stopped by a low suction pressure
cut-out, which is reset when the suction pressure rises. The alarms are detailed In the running condition menu the operator can read the input and calculated The following air handling unit alarms can also be shown:
below. valves of the plant, no adjustments to the settings are possible in this menu. • Fresh air temperature low
Two main sections are displayed, the compressor side and the AHU side.
The compressor side displays compressor operating parameters such suction • Fan alarm
pressure, discharge pressure and lubricating oil pressure. The AHU side • Abnormal sensor reading
Illustration 2.14.3c Accommodation Air Conditioning Control Panels (ii) Authors Note: Panel Details and Colours to be Confirmed During Ship Visit
Air Handling Unit Fan Starter Panel Galley Control Panel Hot Water Pump Control Panel
TEMP. CONTROLLER
26
AIR COND. FAN STARTER HOT WATER PUMP CONTROL PANEL

POWER START HEATER COOL1 COOL2
1
SUPPLY FAN No.1 HOT WATER PUMP
2 3 4 5 6 27 28 29 30 31 39 40 41
38
A 37 A
32 33 34 35 36
ON ON ON
OFF OFF OFF
42 43 44
START STOP HEATER COOL1 COOL2
7 8 9 10
45
Key
No.1 HOT WATER PUMP
1 - Supply Fan Ammeter 47 48 49 50
46 A
11 2 - Supply Fan XXX Pilot Lamp
EXHAUST FAN
12 13 14 3 - Supply Fan XXX Pilot Lamp
51 52
A
18 4 - Supply Fan XXX Pilot Lamp
5 - Supply Fan XXX Pilot Lamp
53
6 - XXX Pilot Lamp
15 16 17 7 - Supply Fan XXX Pushbutton
8 - Supply Fan XXX Pushbutton 54
9 - Supply Fan XXX Selector Switch

10 - Supply Fan XXX Selector Switch
11 - Exhaust Fan Ammeter
ECONOVENT
19 20 21 12 - Exhaust Fan XXX Pilot Lamp
13 - Exhaust Fan XXX Pilot Lamp
14 - Exhaust Fan XXX Pilot Lamp
31 - Cooler No.2 Indicator Lamp 47 - No.2 Hot Water Pump Ammeter
15 - Exhaust Fan XXX Pushbutton
32 - Start Pushbutton 48 - No.2 Hot Water Pump XXX Pilot Lamp
22 23 16 - Exhaust Fan XXX Pushbutton
33 - Stop Pushbutton 49 - No.2 Hot Water Pump XXX Pilot Lamp
17 - Exhaust Fan XXX Selector Switch
34 - Heating Lock Switch 50 - No.2 Hot Water Pump XXX Pilot Lamp
18 - Isolating Switch
35 - Cooling No.1 Lock Switch 51 - No.2 Hot Water Pump XXX Pushbutton
19 - Econovent Fan XXX Pilot Lamp
NO.1 NO.2 36 - Cooling No.2 Lock Switch 52 - No.2 Hot Water Pump XXX Pushbutton
24 25 37 - No.1 Hot Water Pump Hour Meter 53 - ???
38 - No.1 Hot Water Pump Ammeter 54 - Temperature Controller
22 - Econovent Fan XXX Selector Switch
39 - No.1 Hot Water Pump XXX Pilot Lamp
23 - Econovent Fan XXX Selector Switch
40 - No.1 Hot Water Pump XXX Pilot Lamp
24 - No.1 Steam Heat Act?? Valve Controller
41 - XXX Pilot Lamp
25 - No.2 Steam Heat Act?? Valve Controller
42 - No.1 Hot Water Pump XXX Pushbutton
26 - Temperature Indicator
43 - No.1 Hot Water Pump XXX Pushbutton
27 - Power Indicator Lamp
44 - No.1 Hot Water Pump XXX Selector Switch
28 - Start Indicator Lamp
45 - Isolating Switch
29 - Heater Indicator Lamp
46 - No.2 Hot Water Pump Hour Meter
30 - Cooler No.1 Indicator Lamp
Hot Water Heating System The refrigerant gas then returns to the compressors together with the gas from Procedure for Starting the Air Conditioning Compressor
the accommodation AHU.
In addition to the heating supplied via the AHU, a hot water heating system is a) Open all the stop valves on the refrigeration system except the
incorporated in 86 of the accommodation room units (type MAV-32B0 which The control panel for the air conditioning system is located on the AHU. The compressor suction valves and the isolation valves between the
are distributed between the upper deck and G deck. controls include pushbuttons for operating the supply fan and switches for refrigeration systems. The valves should be opened and fully
the cooling system and heater with LED’s indicating the status of the system back-seated to prevent the pressure in the valve reaching the
The system consists of two circulating pumps, a heat exchanger, header tank and functions. A temperature controller is also located on the control panel and valve gland.
control panel as shown in illustration 2.14.3d. All of the equipment is mounted this allows the operator to set the temperature of the air supply. The operator
on a common bed plate and the pumps circulate water around a distribution selects the cooling system(s) or heater at the control panel, the control system b) Switch on the main power switch at the air conditioning control
system which supplies heating coils in the individual room units. The room will then maintain the required air temperature automatically. When heating panel. Check that the temperature regulation switch on the front
units are equipped with a control which allows the operator to regulate the flow is required the electric heating element is controlled by a thermostat. (Authors of the panel is set to NORMAL (compressor No.1 supplying
of hot water through the coil; the air supplied via the AHU is blown across Note: Details of temperature controller and setting to confirm.) cooler No.1 and compressor No.2 supplying cooler No.2).
the coil. The water then flows through the heat exchanger before returning to
the pump suction. The heat exchanger is supplied with steam from the 7.0 bar The galley is also provided with an air extraction fan and an additional fan c) The crankcase heater on the compressors should be switched
system and a temperature sensor located on the water outlet line allows the which supplies fresh air to the galley hood. on a least 3 hours prior to starting the compressor. (Crankcase
control system to regulate the steam supply to maintain the temperature at the heater time to confirm.)
desired set point. The system is equipped with a high temperature alarm.
Procedure for Starting the Accommodation Ventilation
System d) Check that the crankcase oil levels are correct.
The system is equipped with a header tank to allow for thermal expansion
and is connected to the suction side of the pumps to provide a positive suction e) The condenser cooling water comes from the LTFW cooling
head. The top of the tank is connected to the general service compressed air a) Check that the AHU air filters are clean.
system and this will probably already be running. Ensure that
system which provides the required head for the system and pumps. The tank is the supply and return valves to the condensers are open.
provided with a gauge level glass and a connection to the domestic fresh water b) Check that the AHU air intake and exhaust fire dampers are
system allows the tank to be replenished when required. open.
f) Supply cooling water to the condensers and check that the
c) Switch on the main power switch at the fan starter panel and supply of water from the LTFW cooling system is correct. Purge
The control panel is shown in illustration 2.14.3c and is equipped with pump
start the AHU supply and exhaust fans. Check that the fans air completely from the cooling water system by opening the air
motor start and stop pushbuttons, pump selector switch and indicator lamps to
are operating correctly and that the desired amount of air vent valves on the pipelines.
show the pump status. The steam regulating valve controller (type RWD 62)
is located in the panel, together with the high temperature alarm. The panel is recirculation is being achieved.
g) At the air conditioning control panel start the compressors. The
also equipped with hour meters and ammeters for the pumps.
d) Start the enthalpy exchanger and set the selector switch to compressors will start on automatic operation.
automatic. Check that the rotor is turning smoothly.
Galley Air Conditioning System (Details of automatic operation to confirm Allow one compressor to supply the evaporator; allow the machine to stabilise
before starting the second machine. Depending upon the refrigeration load, two
The galley is provided with a separate air handling unit (AHU) which is compressors may not be required.
e) Check that air is flowing to all parts of the accommodation.
equipped with evaporator coils, an electric heating element and supply fan.
The AHU is located in the galley. Fresh air is drawn into the AHU through h) Adjust the compressor suction valve gradually until it is fully
f) Check that the manual steam supply valves are open for
a washable filter and passes over the evaporator coils. The evaporator coils open. If the compressor starts making a knocking noise close the
preheating and reheating the air.
are supplied with liquid refrigerant from the accommodation air conditioning valve immediately. When the noise stops open the valve again.
refrigeration system. The electric heating elements are located after the cooling Repeat this operation until the noises completely disappear.
g) Set the temperature control to give the desired air temperature.
section and the air leaves the heating section, passing into the supply fan which The evaporator solenoid valves will operate to allow gas to the
discharges into the galley ventilation system. (Authors Note: Location of AHU Whilst the compressor is running:
evaporator coils to reduce the air temperature.
to confirm.) • Check the inlet and outlet pressure gauges
h) Set the humidity level to the desired value. Switch on the • Check the oil level and oil pressure
The cooling section is equipped with two coils, one supplied from each of the
humidifier. The water valve will operate as required to inject
main air conditioning refrigeration systems. Solenoid valves control the flow • Check the crankcase for foaming
water into the air flow. The humidity level is measured in the
of liquid refrigerant to the evaporator coils. The solenoid valves are activated
Chief Engineer’s office. • Check for gas leakages using the appropriate equipment
by the control system, a temperature sensor being located at the outlet of the
AHU. The liquid refrigerant enters the evaporator coils via the expansion
i) Ensure that the water drains from the AHU are working
valves and in expanding, the liquid turns into a gas extracting heat from the air.
satisfactorily and that no water is lying in the drain trays.
Illustration 2.14.3d Accommodation Air Conditioning Hot Water Heating System
To/From Cabin
Reheat Units
Accommodation Deck
To/From Cabin
Reheat Units
Accommodation Deck
To/From Cabin
Reheat Units
Accommodation Deck
To/From Cabin
Reheat Units
Accommodation Deck
Electronic Controller To/From Cabin

Reheat Units
Accommodation Deck
To/From Cabin
TI
Reheat Units
M Accommodation Deck
Steam TS PI LI
Heat Exchanger
Condensate
TS
To Drain
Working Air
Expansion
TI
Tank
From Fresh Water Service
Key
PI PI
Reheat Circuit
Saturated Steam
PI PI To Drain
Condensate
Air
Reheat Circulating Pumps
Fresh Water
Instrumentation
Electrical Signal
Compressor running checks: d) Close the condenser cooling water inlet and outlet valves. Drain The gaseous refrigerant passes through the recovery pump where it is condensed
the condenser of water. in its own air-cooled condenser and pumped into the liquid connection on the
• The lubricating oil pressure should be checked at least daily.
recovery bottle. When the unit has been run sufficiently and allowed to pull
• The oil level in the crankcase should be checked daily. e) The compressor discharge valve should be marked closed and a small vacuum on the condenser, all of the refrigerant gas will have been
• The suction and discharge pressure should be checked twice per the compressor motor isolated to prevent possible damage. removed. Switching off the pump and closing all of the valves will allow any
day. necessary maintenance work to then be undertaken. During this operation a
set of weighing scales must be used to ensure the recovery bottles are not
• The temperature of oil, suction and discharge should be checked Shutting Down the Refrigeration Plant for Maintenance overfilled.
twice per day. A twice daily check on motor bearing temperature
should also be kept. If the plant has to be shut down for maintenance or repair and it involves opening
Note: It is important to ensure that any bottle used is only filled to 80%
up the compressors or breaking into the refrigerant lines, the refrigerant must
• A check should be kept for any sign oil leakage at the shaft capacity. The scales will also allow a record of the amount of gas recovered
first be pumped down to the liquid receiver and locked in as described in the
seal. to be logged in the Refrigerant Log Book.
section for routine shutting down of the refrigeration plant. Particular emphasis
is to be made on evacuating the system by repeating the process of allowing
Procedure for Stopping the Compressor for Short Periods the compressor to cut-out on low suction pressure, so ensuring maximum gas Procedures for Starting the Galley Ventilation System
entrapment in the receiver. When complete, the inlet and outlet valves must
a) Close the liquid receiver outlet valve. be kept closed until all maintenance work has been completed and the system The procedure described below assumes that the cooling system is to be used.
returned to normal operation.
b) Allow the compressor to pump down the system to the condenser a) Check that the galley AHU air filters are clean and check that
and receiver so that the low level pressure cut-out operates. If more substantial repairs are to be undertaken, it may be necessary to remove the galley AHU air intake fire dampers are open.
all of the refrigerant gas/liquid from the system. Because this operation
involves evacuating the liquid receiver and pressurising storage cylinders, it b) Start the accommodation ventilation system and air conditioning
c) Stop the compressor.
should only be undertaken by a member of ship’s staff trained in this operation system as described in the procedures above.
or by a qualified service engineer. For safety reasons, reference should also be
d) Close the compressor suction and discharge valves.
made to the manufacturer’s operating manuals before undertaking this task. c) Start the galley AHU supply fan from the galley AHU control
e) Close the condenser cooling water inlet and outlet valves. panel.
The first stage in this process is to shut down the refrigeration plant in
accordance with the previously described routine shutdown procedure. For full d) Check the temperature setting on the control panel. Adjust the
Procedure for Shutting Down the Compressor for a Prolonged refrigerant evacuation, a designated gas recovery unit must be used together setting as required.
Period with dedicated gas recovery cylinders. The cylinders used to charge the system
with gas cannot be used as they only have a single non-return valve on the e) When the refrigeration compressor has stabilised, press the
If the air conditioning system is to be shut down for a prolonged period, it is top of the bottle as opposed to a normal recovery bottle that has two isolating
COOL pushbutton for the running compressor on the control
essential to pump down the system and isolate the refrigerant gas charge in the valves, one for gas and one for liquid, and an internal dropper pipe inside the
panel. The cool LED on the panel should illuminate.
liquid receiver. cylinder off the liquid valve.
If the galley AHU is required to heat the incoming fresh air repeat steps a) to
Leaving the system with full refrigerant pressure in the lines increases the The liquid valve from the recovery cylinder must first be connected via a
d) above, then press the HEATER pushbutton on the control panel. The heater
tendency to lose charge through the compressor shaft seal: flexible hose and isolating valve to the bottom of the liquid receiver (or to
element will be switch on as required by the control system in order to maintain
the charging connection on the filter dryer housing) and the gas valve of
the temperature setting on the controller.
a) Close the liquid receiver outlet valve. the recovery cylinder connected in a similar manner to the suction side of
the recovery pump. The discharge side of the recovery pump must then be
b) Allow the compressor to pump down the system to the condenser connected to the top/gas side of the receiver. With the valves open to the Procedure for Operating the Hot Water Heating System
and receiver so that the low level pressure cut-out operates. After recovery bottle and pump, the pump is to be started and run until all of the
a period of time the suction pressure may rise, in which case the liquid refrigerant has been evacuated. The purpose of the pump is to compress a) Check the level in the system header tank and replenish as
compressor should be allowed to pump down again, until the gas evaporating from the top of the recovery bottle and use it to put a positive necessary. Do not overfill the tank as the level will rise when the
pressure inside the receiver on top of the liquid refrigerant. When all of the system heats-up.
suction pressure remains low and the compressor does not start
liquid has been expelled, the connections to the recovery pump need to be
again automatically.
changed. The suction side of the pump now needs to be connected to the liquid b) Check that the general service compressed air supply for the
receiver. The pump’s discharge should be connected to the liquid connection on header tank is available and that the tank is pressurised correctly.
c) Shut the compressor suction and discharge valves.
the recovery bottle and the gas valve on the recovery bottle either left closed or Refer to Section 2.10.2 of this manual.
also connected to the inlet side of the recovery pump. Using this method all of
the gas is then removed from the receiver.
c) Open the vent valves on the heat exchanger and release any
trapped air from the water space.
d) Set the system valves according to the following table:

Open Header tank outlet valve 20
Closed Header tank drain valve 19
Operational Header tank relief valve 10
Open Compressed air supply valves to header tank 23
Open Heat exchanger inlet valve
Open Heat exchanger outlet valve
Closed Heat exchanger bypass valve 18
Open No.1 circulating pump suction valve 15
Open No.1 circulating pump discharge valve 16
Open No.2 circulating pump suction valve 15
Open No.2 circulating pump discharge valve 16
Open Steam supply isolation valve to heating system 21
Operational Steam control valve for heat exchanger supply 4
Open Heat exchanger condensate drain valve 22
Authors Note: The valve numbers are those used by the manufacturer.
e) Switch on the main power switch on the control panel.
f) Select one of the pumps on the control panel and start the pump.
(Authors Note: The function of the selector switch to confirm.)
g) Check that the pump is operating correctly and that water is

circulating round the system. Check the room units are supplied
with hot water when the control valves are opened.
h) Check the circulation system air trap which is located at the

highest point on G deck. Open the vent valve and release any air
from the trap.
i) Check that the steam control valve is operating correctly and

that the water heats to the set point on the controller.
2.14.4 Miscellaneous Air Conditioning Units For operational details and adjustment procedures of the PLC unit, refer to the Author’s note: The method of operation to check during visit to the ship as no
manufacturer’s instruction manual. vendor information available for the packaged air conditioning units.
Engine Control Room Package Air Conditioning Units
The condensers are water-cooled and of the shell and tube type with the
Manufacturer: ?? cooling water being supplied from the low temperature central cooling fresh
Type: ?? water system as detailed in Section 2.5.2.
Refrigerant: ??
No. of sets: 2 The pressurised refrigerant gas is led into the body of the condenser and heat
Cooling Capacity: 15,000kcal/hour is transferred to the water which is passing through the cooling tubes. The
Air flow: 3,960m³/hour refrigerant then leaves the condenser as a cool liquid.
High Voltage Switchboard Room (HVSB) Package Air Conditioning Unit A fan blows air over the evaporator coils and its temperature is reduced as it
imparts heat to the evaporator. As the surface temperature of the evaporator
Manufacturer: ?? will normally be lower than the dew point temperature of the air, part of the
Type: ?? moisture in the air is condensed, lowering the absolute humidity and thereby
Refrigerant: ?? achieving dehumidification.
No. of sets: 1
Cooling Capacity: 30,000kcal/hour
Air flow: 7,8000m³/hour Operation of the Unit Coolers
Prior to operating the units the cooling water inlet and outlet valves from the
Engine Room Workshop Package Air Conditioning Units low temperature central cooling system must be opened.
Manufacturer: ??
Type: ?? Engine Control Room No.1 Air Conditioning Unit
Refrigerant: ??
No. of sets: 1 Position Description Valve
Cooling Capacity: ??kcal/hour Open Cooling fresh water inlet valve WF247F
Air flow: ??m3/hour
Open Cooling fresh water outlet valve WF246F
Author’s note: Deatils of units fitted not available.
Engine Control Room No.2 Air Conditioning Unit
Introduction Position Description Valve
Open Cooling fresh water inlet valve WF249F
Self-contained package air conditioning units are fitted in the engine control Open Cooling fresh water outlet valve WF248F
room (ECR), engine room workshop and in the high voltage switchboard room
where the temperatures are likely to vary due to local conditions compared
with the accommodation’s more stable conditions. The ECR contains sensitive Workshop Air Conditioning Unit
electronic equipment and is therefore fitted with two units with each capable
of handling 50% of the cooling requirement. (Author’s Note: Capacity of AC
units to confirm.) Open Cooling fresh water inlet valve WF272F
Open Cooling fresh water outlet valve WF252F
The air conditioning units are controlled by programmable logic controllers
(PLCs), which perform the following functions: High Voltage Switchboard Room Air Conditioning Unit
• Setting of the thermostat set points.
• Monitoring the plant’s functions. Open Cooling fresh water inlet valve WF251F
• Adjust the plant’s operating parameters and alarm set points. Open Cooling fresh water outlet valve WF250F
• System alarm indication and self-check functions.
Illustration 2.14.5a Sewage Treatment System Black Water Grey Water IMO Standard Sewage International
Black Water Black Water from from Shore Connection with Blind Flange Fresh Meat and Grey Water Grey Water
(Port) (Starboard) Infirmary Infirmary Vegetable Room (Port) (Starboard)
A
Port Deck Starboard
Upper Deck Accommodation Sewage Drain
50 50 65 65 50 50 25 25 50 50 65
50 80 65 80
From Toilet 40
in Engine Room
2nd Deck (Port) 25
VA107F
65 125 BS014F
BS
007F 65 65
BS
65 008F
BS BS BS009F BS013F
125
001F 002F
125
Key
PI PS
BS BS BS Drains
010F 011F 012F
Electrical Signal
PS PS
Control Air
From Air
Blower
PI
S
50 80 125 65 125
XA
1802
PI
LS U.V
Ragiator
LS 65
Vacuumarator
Auto
LS Start/Stop To No.1 Ballast
Sea Overboard
Tank 1 Tank 2 Tank 3 Stripping Eductor
Box in (Port)
Discharge
Pumps
(12m3/h x 1.6 bar) 65 80
BS100F BS101F
BS
016F
65
Vacuumarator BS102F BS103F
Sewage Treatment Plant with Pump (for 35 Persons)
LAH
2054
Sewage Holding Tank
(59.9m3)
To Scupper
Reference Shipyard Drawing Number: MB 101.10(3/3) Sanitary & F.W Serv. System
2.14.5 Sewage Treatment The black water collection system is by means of a vacuum which is generated between the micro-organisms and the biodegradable matter, with the oxygen
by the two vacuumarators. The sewage treatment plant is under atmospheric being supplied by a blower and a tube diffuser in the activation chamber which
pressure and the vacuum is only generated in the collection pipes between ensures an adequate dispersion of the air throughout the chamber.
Sewage Treatment Plant
the lavatory pans and the vacuumarators. The vacuumarators are started and Details of chamber surface etc. to confirm.
Manufacturer: ?? stopped according to the vacuum in the collection pipes and operate on a lag/
Type: Biological type lead principle as long as they are both switched to AUTOMATIC. Normally
No.2 (Settling) Chamber
Model: ?? only one vacuumarator operates but if this is unable to maintain the correct
vacuum the second will also operate. After a period of time in the activation chamber the bacterial action will have
Capacity 35 persons/day reduced the biodegradable organic matter to water, gas and sludge. The treated
The vacuum pipe is connected via a network of pipes to the lavatory pans effluent is then discharged to the settling chamber where the solid sludge
Discharge Pumps throughout the ship. When a lavatory pan is flushed the discharge valve at the settles out. The sludge contains biomass (bacteria) which increases due to
rear opens to discharge the contents and draw surrounding air into the pan. the bacterial action in the activation chamber. The biomass is returned to the
Manufacturer: ?? A synchronised valve allows fresh water into the pan for flushing and for activation chamber by an air lift where it reacts with the incoming raw sewage.
No. of units: 2 sealing the main discharge valve. This system provides for effective flushing The clean effluent then flows from the settling chamber into the disinfection
Type: ?? of the pans and only uses about 1.0 litre of water per flush. The vacuumarator chamber via a weir.
Capacity: 12m³/hr at 1.6 bar macerates the waste from the sewage pipe and discharges it to the first stage
(the activation chamber) of the sewage treatment plant. The operation of the No.3 (Disinfection) Chamber
Motor: ??
plant is described below.
In the disinfection chamber the pathogens (colliform bacteria) are destroyed.
After treatment in the sewage treatment plant the effluent is pumped overboard A level switch in the disinfection chamber starts the discharge pump when the
Vacuumarator
by means of the discharge pumps (if allowed). If overboard discharge is not level reaches a predetermined point and the pump is stopped when the low level
Manufacturer: ?? permitted, the treated effluent is pumped to the sewage holding tank, which has switch is activated.
No. of units: 2 a capacity of 59.9m³. When overboard discharge of treated sewage effluent is
Type: ?? permitted the sewage holding tank is pumped out by No.1 ballast strip eductor. Normally treated effluent is pumped overboard by the discharge pump but in
The sewage treatment plant also overflows to the sewage holding tank and the some areas the discharge of sewage effluent, even when treated and sterilised,
Model: ??
tank is fitted with a high level alarm. The sewage plant discharge pumps can is not permitted. In this case the effluent is pumped to the sewage holding tank
also discharge the contents of the plant ashore via connections on the port and until the overboard discharge is permitted.
Authors Note: Details regarding type of treatment plant fitted not available. The
starboard side of A deck.
information in red italic writing that follows is based on a standard biological The discharge pump can take its suction from any of the treatment tank
unit but this must be checked out during the WMT visit to the vessel chambers if maintenance or the discharge of excess sludge is required.
No.1 (Activation) Chamber
Introduction All of the black water from the toilets, urinals and the hospital black water are CAUTION
collected by the vacuum system and discharged to the activation chamber of The discharge overboard of treated sewage effluent must only ever
The sewage treatment plant is a biological unit working on the activated sludge the sewage treatment plant. The action of the vacuumarator breaks the sewage take place with the permission of the bridge. There must be effective
principle and constructed to meet the rules and regulations in MARPOL 73/78 into small particles which makes it more readily treatable. Should there be communication between the bridge and the engine room so that the
Annex IV and is approved according to IOM MEPC 2(VI) which specify the a problem with the treatment plant the vacuumarators can discharge to the engine room is immediately aware when the vessel enters waters where
following effluent values: sewage holding tank. In an emergency the vacuumarators can also discharge such a discharge is not permitted.
• Suspended solids <100mg/litre overboard, but this method of disposal should only ever be used with permission
from the bridge and in authorised areas. The sewage treatment plant operates automatically once it has been set up,
• Coliform bacteria <200 off/100ml
but periodic attention is required and the unit must be monitored for correct
• BOD5 < 50mg/litre The grey water from the wash basins and showers flows separately to the operation. The vacuumarators and discharge pumps should be changed over at
activation chamber under gravity and can also be directed to the sewage suitable intervals to ensure that they have similar operating hours.
The plant is fully automatic and will treat black and grey water. There are three holding tank or directly overboard. Discharge overboard is only permitted in
chambers (or tanks) in the unit and each serves a particular purpose in the designated areas and should only take place after permission is obtained from
Note: Rules governing the discharge of raw sewage must be complied
waste water treatment process. the bridge. The grey water from the hospital flows to the activation chamber
with at all times and the discharge of raw sewage overboard must only be
via a separate line and cannot be directed to the sewage holding tank or
• Activation chamber contemplated should the sewage plant be unserviceable. The bacterial action
overboard.
in the sewage treatment plant requires a regular supply of raw sewage and the
• Settling chamber
discharge of raw sewage overboard can impair effective bacterial action.
The activation chamber has fixed biomass growth surfaces which present a large
• Disinfection chamber
surface area for the bacterial action, which breaks down the biodegradable
matter in the sewage and grey water. Oxygen is essential for the reaction
Illustration 2.14.5a Sewage Treatment System Black Water Grey Water IMO Standard Sewage International
Black Water Black Water from from Shore Connection with Blind Flange Fresh Meat and Grey Water Grey Water
(Port) (Starboard) Infirmary Infirmary Vegetable Room (Port) (Starboard)
A
Port Deck Starboard
Upper Deck Accommodation Sewage Drain
50 50 65 65 50 50 25 25 50 50 65
50 80 65 80
From Toilet 40
in Engine Room
2nd Deck (Port) 25
VA107F
65 125 BS014F
BS
007F 65 65
BS
65 008F
BS BS BS009F BS013F
125
001F 002F
125
Key
PI PS
BS BS BS Drains
010F 011F 012F
Electrical Signal
PS PS
Control Air
From Air
Blower
PI
S
50 80 125 65 125
XA
1802
PI
LS U.V
Ragiator
LS 65
Vacuumarator
Auto
LS Start/Stop To No.1 Ballast
Sea Overboard
Tank 1 Tank 2 Tank 3 Stripping Eductor
Box in (Port)
Discharge
Pumps
(12m3/h x 1.6 bar) 65 80
BS100F BS101F
BS
016F
65
Vacuumarator BS102F BS103F
Sewage Treatment Plant with Pump (for 35 Persons)
LAH
2054
Sewage Holding Tank
(59.9m3)
To Scupper
Reference Shipyard Drawing Number: MB 101.10(3/3) Sanitary & F.W Serv. System
Note: Only approved chemical cleaners must be used in lavatory pans as Position Description Valve Procedure for Pumping the Contents of the Sewage Holding
biocidal cleaners will destroy the biomass in the sewage treatment plant. Open Sewage discharge pump suction valve from No.3 Tank Overboard
chamber
No.1 ballast strip eductor is used to discharge the contents of the sewage
Procedure for the Initial Starting of the Sewage Treatment Open No.1 sewage discharge pump suction valve
holding tank overboard.
Plant Closed No.2 sewage discharge pump suction valve
Open Sewage discharge pump discharge valve to BS011F a) Set the system valves according to the following table.
The description assumes that black and grey water are being discharged to overboard
the sewage treatment plant and that the treated effluent is then being pumped Open Sewage discharge pump overboard discharge BS102F Position Description Valve
overboard with No.1 vacuumarator and No.1 sewage discharge pump in use. valves BS103F Open Sewage holding tank suction valve from No.1 BS016F
Closed Sewage discharge pump discharge valve to shore BS010F ballast strip eductor
a) The sewage treatment plant should be initially filled with water. connections
Activated sludge should be added to the unit if it has been Open No.1 ballast strip eductor suction valve from the BS015F
Closed Sewage discharge pump discharge valve to sewage BS012F sewage holding tank
emptied for any reason, or when commissioning the plant for
holding tank Closed No.1 ballast strip eductor suction valve from the BA004F
the first time. This will not be required when the unit has been
operating previously. Closed Discharge pump suction valve from No.1 chamber ballast system
Closed Discharge pump suction valve from No.2 chamber Closed No.1 ballast strip eductor suction valve from the BA005F
b) Turn the power supply switch at the control panel to the ON Closed Sewage holding tank drain valve bilge main
position. Operational No.1 ballast strip eductor non return discharge BA056F
e) Switch the duty vacuumerator to AUTO at the control panel. valve
c) Check that the air blower discharge valves to No.1 chamber and Details of control to confirm. Open No.1 ballast strip eductor discharge valve BA057F
the air lift for No.2 chamber are open. Start the air blower and
Open No.1 ballast strip eductor overboard discharge BA033F
confirm that the air is delivered correctly. f) Check that the duty vacuumarator is operating correctly and
valve
maintaining the desired vacuum in the black water line. Check
d) Set the system valves in accordance with the following table. that the lavatory pans flush satisfactorily.
b) Supply driving water to the ballast strip eductor.
Position Description Valve g) Set the sewage discharge pump to automatic and check that the
c) The eductor will discharge the contents of the sewage holding
Open Black water line valve from port accommodation BS001F pump is started and stopped correctly by the float switches in
tank overboard.
No.3 tank.
Open Black water line valve from starboard BS002F
accommodation d) When the tank is empty, stop the driving water supply to the
The sewage treatment plant is now fully operational with black and grey water
Open No. 1 vacuumarator suction valve eductor and close all the system valves.
being delivered to the sewage treatment plant and the treated effluent being
Closed No. 2 vacuumarator suction valve discharged overboard.
Open No. 1 vacuumarator discharge valve Note: Overboard discharge should only take place when the vessel is in
waters where such discharge is permitted.
Closed No. 2 vacuumarator discharge valve Procedure for Discharging Treated Sewage Effluent to the
Set Vacuumarator discharge line 3-way cock set to Sewage Holding Tank
sewage plant Procedure for Pumping the Treated Sewage from the Sewage
Closed Vacuumarator discharge valve to shore connections BS007F Treated sewage effluent can be pumped to the sewage holding tank if overboard Treatment Plant Ashore
Closed Vacuumarator discharge valve to overboard BS008F discharge is not allowed. The system is operated as in the above procedure but
the discharge pump valve to the sewage holding tank, BS012F, is opened and If the vessel is alongside for an extended period or in dry dock and suitable
Closed Vacuumarator discharge valve to sewage holding BS009F
the overboard discharge line valve, BS011F, is closed. reception facilities are available ashore, the sewage discharge pumps can
tank
pump the contents of the sewage treatment unit to connections on the port and
Set Grey water accommodation 3-way overboard cock BS014F starboard sides of A deck. The vacuumarators can also discharge raw black
Treated sewage effluent will be stored in the sewage holding tank until it can
set to sewage plant water to the same connections. The description detailed below assumes that
be pumped overboard.
Set Grey water accommodation 3-way sewage holding BS013F No.1 sewage discharge pump will be used to discharge the contents of No.3
tank cock set to sewage plant tank to the port shore connection.
Closed Grey water accommodation overboard valves BS100F
BS101F
a) Agree with the shore reception facility the amount of effluent,
the rate of discharge, the date and time of starting the transfer.
b) Connect the shore discharge hose to the port shore station and
ensure that the blank on the starboard station is secure. Open
the valve on the port station and check that the starboard station
valve is closed.
c) Select the sewage discharge pumps for manual operation.
d) Set the system valves according to the following table:

Open Sewage discharge pump suction valve from No.3
chamber
Open No.1 sewage discharge pump suction valve
Closed No.2 sewage discharge pump suction valve
Closed Sewage discharge pump discharge valve to BS011F
overboard
Open Sewage discharge pump discharge valve to shore BS010F
connections
Closed Sewage discharge pump discharge valve to sewage BS012F
holding tank
Closed Vacuumarator discharge valve to shore connections BS007F
Closed Discharge pump suction valve from No.1 chamber
Closed Discharge pump suction valve from No.2 chamber
Open Port shore connection isolation valve
Closed Starboard shore connection isolation valve
e) At the agreed time start the No.1 sewage discharge pump. The
pump will discharge the contents of No.3 tank ashore. Check
the sewage discharge pipe for leaks and check that the sewage
effluent is being pumped ashore.
f) Stop the sewage discharge pump when the sewage holding tank
is empty.
g) Reset the system valves and return the plant to normal overboard
discharge when the vessel is in unrestricted waters for sewage
discharge overboard.
Illustration 2.14.6a Garbage Management Plan
REGULATIONS FOR GARBAGE DISPOSAL AT SEA

(ANNEX V OF MARPOL 73/78
*** OFFSHORE
GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS &
ASSOCIATED VESSELS
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
PAPER, RAGS, GLASS, METAL,

BOTTLES, CROCKERY AND > 12 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
SIMILAR REFUSE
* ALL OTHER GARBAGE

INCLUDING PAPER, RAGS,
GLASS, etc. COMMINUTED OR > 3 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
GROUND
FOOD WASTE NOT

> 12 MILES > 12 MILES DISPOSAL IS PROHIBITED
COMMINUTED OR GROUND
* FOOD WASTE COMMINUTED

OR GROUND > 3 MILES > 12 MILES > 12 MILES
MIXED REFUSE TYPES **** **** ****
* COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH
SIZE NO LONGER THAN 25 MM.
** 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.
**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCES HAVING DIFFERENT DISPOSAL OR
OR DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.
2.14.6 garbage disposal Garbage Disposal Procedures
Food Waste
Summary of Regulations Food waste production for approximately 50 people is given as 15 to 25kg per
day or 75 to 125 litres per day without compacting.
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution
by Garbage from Ships, controls the way in which waste material is treated on The daily food waste produced is collected in bags in the galley and transported
board ships. by hand to the garbage management room on the upper deck starboard side.
Although it is permissible to discharge a wide variety of garbage at sea,

preference should be given to disposal utilising shore facilities where available. Dry Waste
A summary of the garbage disposal regulations are given next. Dry waste production for approximately 50 people is given as approximately
30kg per day or 1,000 to 1,500 litres per day, without compacting.
The special areas are as follows:
• The Mediterranean Sea The volume can be reduced by a factor of 5 by shredding or compacting the
waste.
• The Baltic Sea
• The Black Sea Dry waste from the accommodation is collected in the waste management
room and compacted.
• The Red Sea
• The Persian Gulf Dry waste from the engine room is taken directly to the garbage room.
• The North West European Waters
• The Gulf of Aden Other Waste
• The Antarctic Cans that have contained oils or chemicals must be stored in the garbage room
before discharge ashore.
• The Wider Caribbean Area
The Maersk company Garbage Management Plan procedures must be complied
Garbage Outside Special Areas with at all times. This plan designates individuals who are responsible for:
Garbage management procedures
Disposal of plastics, including plastic ropes and garbage bags, are prohibited. Disposal of garbage
Floating dunnage, lining and packaging are allowed over 25 miles offshore. The collection of garbage
The processing of garbage
Paper, rags, glass, bottles, crockery and other similar materials are allowed over
12 miles offshore. The storing of garbage
All other garbage including paper, rags etc, are allowed over 3 miles offshore. There are procedures for the collection, disposal, processing and storage of
garbage and these must be complied with.
Food waste can be disposed of in all areas over 12 miles offshore.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to Marpol
73/78 is complied with, waste is treated under the following cases:
• Food waste
• Combustible dry waste, plastic and others
• Non-combustible dry waste
• Other waste, including oily rags and cans and chemical cans
Section 3: Main Machinery Control
3.1 Main Machinery Control (ICMS)
3.1.1 Integrated Control and Monitoring System (ICMS) Overview
3.1.2 ICMS Control Station Operation
3.1.3 Extension Alarm System

Illustration 3.1.1a Integrated Control and Monitoring (ICMS) System
Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel SPOWS 5 SPOWS 6 SPOWS 3 SPOWS 4
2nd Officer’s Cabin Chief Officer’s Day Room Captain’s Office Conference Room Chief Engineer’s Office Bridge Control Console VDR Load
Interface Computer
Dimmer Dimmer Dimmer
RAU EXTENSION ALARM PANEL SAMSUNG
ALARM ALARM ALARM ALARM ALARM ALARM
Interface
M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN
M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN
M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN
M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL
Inkjet Printer
UPS UPS
F1 F2 WATCH DIMMER ESC
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
SCC ALARM SCC ALARM SCC ALARM SCC ALARM SCC ALARM SCC ALARM
NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM
F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
INTERVAL CHECK ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
No.5 No.4
SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL
BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL
24V DC 24V DC 24V DC 24V DC Outlet 220V AC Outlet 220V AC Outlet Outlet
No.3 No.4 No.1 220V AC No.2 220V
RST RST RST RST AC
Extension Alarm Panel Accommodation Area 1 2 3 4
3rd Officer’s Cabin
Engine Control Room
ALARM
M/E SHUT DOWN

M/E SLOW DOWN
M/E MANUAL SLOW DOWN
M/E REMOTE CONT. FAIL

MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
24V DC Distribution Board 20V AC, 60Hz, 1 Phase
F3 F4 DUTY ENT
BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM

F5 RESET CALL ON CALL
FIRE
220V AC
SYSTEM ABNORMAL
BUZZER STOP ALARM ACK POWER FAIL
Dimmer Chief Engineer’s

Extension Alarm Panel 220V AC UPS
Wheelhouse Office Ship’s Office
1st Engineer’s Day Room No.3
Bypass Module No.3
RAU EXTENSION ALARM PANEL
ALARM
SAMSUNG SPOWS 1 SPOWS 2
M/E SHUT DOWN
M/E SLOW DOWN

MACHINERY ALARM
SCC ALARM
24V DC To Cabinet No.1 Spows No.3 and No.4 Inkjet Printers
NAVIGATION ALARM
F3 F4 DUTY ENT

F5 RESET CALL
Alarm Printer Log Printer

CALL ON
FIRE
SYSTEM ABNORMAL
Distribution Board 20V AC, 60Hz, 1 Phase

Extension Alarm Panel
Officer’s Smoking Room G? Junction 220V AC
Box
UPS
ALARM
M/E SHUT DOWN

M/E SLOW DOWN
220V AC
No.2 220V 220V 220V 220V
24V DC Bypass Module No.2

AC AC AC AC
MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
F3 F4 DUTY ENT

FIRE
SYSTEM ABNORMAL
To Cabinet No.3, No.4 and No.5

Hub No.1 Hub No.2 220V AC
4th Engineer’s Cabin
RAU
EXTENSION ALARM PANEL SAMSUNG
ALARM
M/E SHUT DOWN

M/E SLOW DOWN
24V DC Patch Panel No.1 Patch Panel No.2

F1 F2
220V AC
WATCH DIMMER ESC
MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
F3 F4 DUTY ENT
220V AC UPS
FIRE
SYSTEM ABNORMAL
No.1
Bypass Module No.1

3rd Engineer’s Cabin
ALARM
SAMSUNG
To Cabinet No.2 and No.6, Spows No.1-No.2,
Hub No.1 and No.2, Alarm and Log Printers
M/E SHUT DOWN
M/E SLOW DOWN

MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
24V DC
F3 F4 DUTY ENT

Key
FIRE
SYSTEM ABNORMAL
Power Supply
Cabinet No.1 Cabinet No.2 Cabinet No.3 Cabinet No.4 Cabinet No.5 Cabinet No.6
24V DC 24V DC 24V DC
ALARM
SAMSUNG
ALARM
SAMSUNG
ALARM
SAMSUNG
ALARM
SAMSUNG Electrical Signal
M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN
M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN
M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN
M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL

MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
SCC ALARM SCC ALARM SCC ALARM SCC ALARM
NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM
F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT
BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM
F5 RESET CALL ON CALL F5 RESET CALL ON CALL F5 RESET CALL ON CALL F5 RESET CALL ON CALL
INTERVAL CHECK ALARM INTERVAL CHECK ALARM INTERVAL CHECK ALARM INTERVAL CHECK ALARM
FIRE FIRE FIRE FIRE
SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL
BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL
Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel MODBUS MODBUS No.1 and MODBUS No.3 and
Electrician Dining Saloon Duty Mess Room Gymnasium Main Engine No.2 Diesel Generators No.4 Diesel Generators
3.1 main machinery control • SPIRU-16 - SSAS-Pro Intelligent remote universal I/O (16 The locations of the various SPOWS are as follows:
channel)
• No.1 SPOWS - Engine control room
3.1.1 integrated control and monitoring system • SPHUB - SSAS-Pro Switch hub with two switch hubs for
• No.2 SPOWS - Engine control room
(ICMS) Overview redundant network lines
• No.3 SPOWS - Ship’s control centre
• SPWR - SSAS-Pro Power supply unit (220VAC/24VDC)
ICMS Equipment • No.4 SPOWS - Ship’s control centre
The operating stations are identified as SPOWS (SSAS-Pro Operation • No.5 SPOWS - Bridge control console
Manufacturer: Samsung
Workstations) and are at a higher level in the configuration hierarchy to
Model: SSAS-Pro interface with other operations. • No.6 SPOWS - Chief Engineer’s office
The devices included in the man/machine interface consist of the following: Standard Function of the ICMS
Introduction
• SPOWS - SSAS-Pro Operation Workstation. This is a workstation Alarm Types
The SSAS-Pro automation system is designed as an Integrated Control and unit which uses a COMPAQ DC7600-SFF with dual port LAN
Monitoring System (ICMS) that provides process measuring, calculation, controller. The SPOWS are equipped with a Microsoft Window The ICMS displays four types of alarm using different colours. These are red,
control and alarm functions for the machinery used on this vessel. compatible operating system pink, yellow and violet. The alarm types are:
• SPDU-19L - SSAS-Pro display unit which is a 19 inch TFT • Critical Alarm - Alarms concerned with main engine stop and
The basic functions include: LCD for the SPOWS slowdown (red)
• Process and system monitoring • SPHUB - SSAS-Pro switch hub which is two switch hubs for • Non-Critical Alarm - Alarms except critical alarms (pink)
• Event logging and monitoring redundant network lines • Blocked - Blocked alarm by automatically or reposed alarm by
• Control functions manually (yellow)
There are alarm specific devices called remote alarm units (RAUs) that are
located remotely in cabins and public spaces to give alarm messages and • I/O Fault - System fault such as, I/O channel, I/O card, work
The system architecture is as shown in illustration 3.1.1a above and is made up station, LAN port etc. (violet)
audible alarms when the engine room is operating in an unmanned condition.
of two distinct levels of hierarchy. One is a ‘process controller’ and the other
Units are also installed in the ECR and on the bridge and provide a safer and
an ‘operator station with a man/machine interface’. Both levels are linked using
more efficient operation of ship in unattended mode. Alarm Display
a redundant data highway.
When an alarm is detected the alarm message is displayed at the workstations
All of the configured equipment can interface with any of the equipment linked ICMS Man/Machine Interface in the ECR and SCC. The alarm message contains the tag name, tag
on this network. The ‘process controller’ level is the lower level to which field description, function code, current value, unit, alarm state, alarm limit, date
measuring signals are connected and from which process control outputs are The software of the ICMS is based on Microsoft Windows and includes two and time. The alarm message will not stop flickering until the alarm has been
generated. The process controller is called RC (remote control). other software packages. These are as follows: acknowledged.
• Alarm Header - Displays a maximum of three alarms on the
All of the process controllers can act as remote control units that can be
GITOS-Pro graphic display window
installed at any location in the ship and can keep pre-programmed control
functions without any assistance from a central controller making this a stand- This is a software package through which the operation of the plant is realised • Alarm Summary - Displays a maximum of thirty alarms on
alone process control system. and consists of signal alarming, graphical display of process and operation alarm summary windows
functions etc. • Alarm History - Displays alarm messages including
All of the components of the process controllers are integrated in a cabinet acknowledged messages and normal state messages
which include the following components:
BUILDER-Pro • Mimic - Display flickering colour corresponding tags on
• RSPC-X32 - Redundant SSAS-Pro CPU Boards with 32Bit mimic
BUILDER-Pro is the engineering tool for the ICMS and consists of various
Micro Processors
functions for editing the mimic display, process control logic, process I/O • EAP (Extension alarm panel) - Display alarmed tag name,
• SPDI-16 - SSAS-Pro digital input (16 channel) database and verifying files/programs and downloading functions. description and function code on RAU LCD both at manned
• SPDO-16 - SSAS-Pro digital output (16 channel) mode and unmanned mode. It also displays the state of the
current mode whether it is manned or unmanned.
• SPAI-16 - SSAS-Pro analog input (16 channel)
• SPRI-16 - SSAS-Pro RTD input (16 channel)
Illustration 3.1.1a Integrated Control and Monitoring (ICMS) System
Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel SPOWS 5 SPOWS 6 SPOWS 3 SPOWS 4
2nd Officer’s Cabin Chief Officer’s Day Room Captain’s Office Conference Room Chief Engineer’s Office Bridge Control Console VDR Load
Interface Computer
Dimmer Dimmer Dimmer
ALARM ALARM ALARM ALARM ALARM ALARM
Interface
M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN
M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN
M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN
M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL
Inkjet Printer
UPS UPS
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
SCC ALARM SCC ALARM SCC ALARM SCC ALARM SCC ALARM SCC ALARM
NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM
F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
F5
BWA
RESET
EM’CY
CALL
BWA
ON
ENG’R
CALL
BRIDGE WATCH ALARM
FIRE
No.5 No.4
SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL
BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL
24V DC 24V DC 24V DC 24V DC Outlet 220V AC Outlet 220V AC Outlet Outlet
No.3 No.4 No.1 220V AC No.2 220V
RST RST RST RST AC
Extension Alarm Panel Accommodation Area 1 2 3 4
3rd Officer’s Cabin
Engine Control Room
ALARM
M/E SHUT DOWN

M/E SLOW DOWN

MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
24V DC Distribution Board 20V AC, 60Hz, 1 Phase
F3 F4 DUTY ENT

FIRE
220V AC
SYSTEM ABNORMAL
Dimmer Chief Engineer’s

Extension Alarm Panel 220V AC UPS
Wheelhouse Office Ship’s Office
1st Engineer’s Day Room No.3
Bypass Module No.3
ALARM
SAMSUNG SPOWS 1 SPOWS 2
M/E SHUT DOWN
M/E SLOW DOWN

MACHINERY ALARM
SCC ALARM
24V DC To Cabinet No.1 Spows No.3 and No.4 Inkjet Printers
NAVIGATION ALARM
F3 F4 DUTY ENT

F5 RESET CALL
Alarm Printer Log Printer

CALL ON
FIRE
SYSTEM ABNORMAL

Officer’s Smoking Room G? Junction 220V AC
Box
UPS
ALARM
M/E SHUT DOWN

M/E SLOW DOWN
220V AC
No.2 220V 220V 220V 220V
24V DC Bypass Module No.2

AC AC AC AC
MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
F3 F4 DUTY ENT

FIRE
SYSTEM ABNORMAL
To Cabinet No.3, No.4 and No.5

Hub No.1 Hub No.2 220V AC
4th Engineer’s Cabin
RAU
EXTENSION ALARM PANEL SAMSUNG
ALARM
M/E SHUT DOWN

M/E SLOW DOWN
24V DC Patch Panel No.1 Patch Panel No.2

F1 F2
220V AC
WATCH DIMMER ESC
MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
F3 F4 DUTY ENT
220V AC UPS
FIRE
SYSTEM ABNORMAL
No.1
Bypass Module No.1

3rd Engineer’s Cabin
ALARM
SAMSUNG
To Cabinet No.2 and No.6, Spows No.1-No.2,
Hub No.1 and No.2, Alarm and Log Printers
M/E SHUT DOWN
M/E SLOW DOWN

MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
24V DC
F3 F4 DUTY ENT

Key
FIRE
SYSTEM ABNORMAL
Power Supply
Cabinet No.1 Cabinet No.2 Cabinet No.3 Cabinet No.4 Cabinet No.5 Cabinet No.6
24V DC 24V DC 24V DC
ALARM
SAMSUNG
ALARM
SAMSUNG
ALARM
SAMSUNG
ALARM
SAMSUNG Electrical Signal
M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN M/E SHUT DOWN
M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN M/E SLOW DOWN
M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN M/E MANUAL SLOW DOWN
M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL M/E REMOTE CONT. FAIL

MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
MACHINERY ALARM
SCC ALARM SCC ALARM SCC ALARM SCC ALARM
NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM NAVIGATION ALARM
F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT F3 F4 DUTY ENT
BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM BWA EM’CY BWA ENG’R BRIDGE WATCH ALARM
F5 RESET CALL ON CALL F5 RESET CALL ON CALL F5 RESET CALL ON CALL F5 RESET CALL ON CALL
INTERVAL CHECK ALARM INTERVAL CHECK ALARM INTERVAL CHECK ALARM INTERVAL CHECK ALARM
FIRE FIRE FIRE FIRE
SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL SYSTEM ABNORMAL
BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL BUZZER STOP ALARM ACK POWER FAIL
Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel Extension Alarm Panel MODBUS MODBUS No.1 and MODBUS No.3 and
Electrician Dining Saloon Duty Mess Room Gymnasium Main Engine No.2 Diesel Generators No.4 Diesel Generators
Alarm Acknowledgement
• Alarm Header - Displayed alarms, a maximum of three alarms

will be acknowledged at one time by clicking ACK P next
to ALARM HEADER or pushing the FLICKERING STOP
pushbutton on the engine control console.
• Alarm Summary - Displayed alarms, a maximum of thirty
alarms will be acknowledged at one time by clicking PAGE
ACK at the bottom of the window. By clicking TAG ACK, the
alarm messages will be acknowledged one by one.
• EAP (Extension alarm panel - RAU) - When an alarm
occurs and the engine room is unmanned, information of the
acknowledgement is at the cabin RAU and this will be displayed
on the other units including the bridge RAU. In response to
a duty call the duty engineer must perform the same actions
as for a normal alarm announcement, first silence the buzzer
and then acknowledge the alarm at the RAU. The final alarm
acknowledgement must always be performed from the ICMS
workstation in the ECR or in the SCC.
Alarm Printers
The alarm printers are connected to the alarm and log station, which record
all the alarms activated and the alarms which have returned to the normal
condition in the ECR and the SCC.
Log Printers
The report printers are connected to the alarm and log station and are used for
process monitoring and reporting in the ECR and the SCC. When the printing
of the log information and daily log information are carried out at the same
time, the daily log will have priority.
Authors Note: Very little functional information has been provided on this
system. Extra information to be gathered during the WMT ship visit and details
added to this section accordingly.
Illustration 3.1.2a - ICMS Opening Screen Shot to Insert Here
3.1.2 ICMS Control Station Operation
Introduction
The graphic displays are shown on the monitor of the operator stations. These
displays show all or part of a system or process using standard symbols to
represent the actual plant, equipment, valves, motors etc. Events such as alarms
and messages are also shown on the displays.
The operator panel is used to interact with the display and control the process.
This is achieved by the use of the mouse and buttons to point and click on
symbols and menus.
Display Layout
The illustration provided in 3.2.2a shows the opening screen shot when the
system is switched on and the display layout for controlling and monitoring
the process via the ICMS workstations.
Authors Note: No information available on the operation of the ICMS or screen

shots etc. Details to be checked during the WMT visit to the ship and details
on the remote operation of generators, pumps, valves etc to be added to this
section.
Illustration 3.1.3a Extension Alarm Panel
ALARM
M/E SHUT DOWN

M/E SLOW DOWN

MACHINERY ALARM
SCC ALARM
NAVIGATION ALARM
F3 F4 DUTY ENT

FIRE
SYSTEM ABNORMAL
3.1.3 Extension Alarm System • Officers’ duty mess room
• Gymnasium
Introduction
Each panel indicates the ‘on duty’ engineer, and provides indication of 12
In addition to the operator and engineering workstations, the ICMS has the system alarm groups, and has an alarm buzzer and local alarm acknowledge. In
facility for advising duty engineers of the occurrence of new alarms through addition to the above, access to the extension alarm system can be gained via
an extension alarm system so making it possible to operate the vessel with an the ICMS screen mimic in the ECR, the SCC and in the wheelhouse (confirm).
unmanned machinery space (UMS). The advising of the duty engineers takes The functions in each of these locations is to select the duty engineer(s), to
place through the alarm panels which are located in the engineers’ cabins and transfer operations to UMS duty and to display the alarm groups.
in the public rooms. The alarms are sent to the remote alarm units (RAUs) as
defined in the ICMS. At the appearance of a new alarm, the ICMS will provide In the case that an extension alarm is not acknowledged by the duty engineer
selective, automatic call (duty call) in the accommodation area. Selective within a 3 minute time scale, an ENGINEERS CALL will be automatically
means that it is possible to select one engineer as the duty engineer, but that generated and go through to all of the extension alarm panels in the
the engineer officer can still move freely around the ship’s accommodation area accommodation.
while being on call.
Located in the ECR is a switch and in the engine room numerous buttons that
When a duty engineer is selected, the accommodation alarm panels in the operate as a ‘patrol man’ function and allow the duty engineer to activate an
public rooms also give an alert when the alarms occur. In response to a duty ENGINEERS CALL. If the buzzers and horns are activated by an ENGINEERS
call the duty engineer must perform the same actions as for a normal alarm CALL, they can only be silenced by the acknowledgement of the alarm in the
announcement, first silence the buzzer and then acknowledge the alarm at the ECR. The alarm cannot be cancelled through the extension alarm panels in the
watch station. The final alarm acknowledgement must always be performed accommodation.
from the ICMS workstation in the ECR or in the SCC.
In the event of a fire alarm system being activated, a FIRE alarm will go
If an alarm call has been acknowledged from the cabin of the duty engineer, through to all of the extension alarm panels. This alarm automatically goes
the horns and buzzers in the accommodation and in the wheelhouse will be through to all of the extension panels and operates whether the engine room is
silenced, but the alarms must still be acknowledged from the watch station. manned or not.
The buzzer can be stopped locally in the public rooms, but this will not be If a MACHINERY ALARM is activated in the engine room when operating on
interpreted as an acknowledgement of the duty call. UMS, all of the extension alarms in the accommodation are activated to warn
the engineers of a problem, but the duty engineer can accept them and silence
The location and make-up of each of the extension alarm panels is as follows: the alarm through his extension alarm panel.
• Wheelhouse
Selection of Duty Engineer
• Chief Engineer’s office
One engineer can be selected as duty engineer at a time. When selected on duty
• Captain’s office he is called in his cabin immediately an alarm occurs in the alarm system. The
• Conference room selection of a duty engineer is made from the ICMS in the ECR.
• Chief Officer’s day room
• 2nd Officer’s cabin
• 3rd Officer’s cabin
• 1st Engineer’s day room
• Officer’s smoking room
• 3rd Engineer’s cabin
• 4th Engineer’s cabin
• Electrical Officer’s cabin
• Officers’ mess room
3.2 Engine Control Room Layout and Console
3.2.1 Engine Control Room

Illustration 3.2a Engine Control Room
7 7 8 9 10 11 12 12 14
5 6 13
18
4 16 16
15
17
24
23
20 21 22
19
Key
1. Book Shelf 6. No.1 GSP 11. No.3 Incoming Panel 16. Chair 21. MIP Cabinet
2. Filing Cabinet 7. No.1 AC440V Feeder Panel 12. No.2 AC440V Feeder Panel 17. Engine Control Console 22. Mapex PR Main Cabinet
3. PCS Cabinet 8. No.1 Incoming Panel 13. No.2 GSP 18. No.4 ICMS Cabinet 23. No.3 ICMS Cabinet
4. No.2 ICMS Cabinet 9. No.2 Incoming Panel 14. No.1 Packaged Air Conditioning Unit 19. Lift 24. No.2 Packaged Air Conditioning Unit
5. AC220V Feeder Panel 10. Bus Tie Panel 15. Table 20. White Board
3.2 Engine Control room layout and • Generator engine viscosity indicator • Mapex PR main cabinet
console • Ship speed indicator • Table
• Rudder angle indicator • White board
3.2.1 Engine Control Room
• Engine room patrol call switch • Book shelf
• PA microphone • Filing cabinet
Introduction
• Telephone directory
The engine control room (ECR) is situated on the 2nd deck level in the engine •. Auto telephone
room and is where the controls are located which permit the centralised
operation and supervision of the engine room machinery. The control is • Sound powered telephone
primarily through the Integrated Monitoring and Control System (IMCS) but • Harbour speed directory
other control panels are also located in the room.
• General emergency alarm
The ECR and switchboard room arrangement is as shown in illustration 3.2.1a • Fire alarm repeater panel
above and the detailed illustration of the main operating console is as shown
• Fire alarm pushbutton
in illustration 3.2.1b
• Light signal column
The equipment mounted on the console includes the following items which are
• Lamp/buzzer test switch
used for indication and control:
• Buzzer stop button
• No.1 and No.2 monitors for the ICMS
• Flicker stop switch
• No.1 and No.2 keyboard and trackballs for the ICMS
• Console power on lamp
• Alarm and log printers for the ICMS
• Electric clock with second adjust button
• Main engine telegraph unit
• Alarm buzzer
• Main engine ECR sub-panel
• Main engine operating panel The control room also contains the following items of equipment:
• Main engine ECR panel for safety system
• PCS cabinet
• Main engine oil mist detector panel
• No.2, No.3 and No.4 ICMS cabinets
• Main engine run hour counter
• Main switchboard that includes:
• Main engine revolution counter
Panel A and B - No.1 440V feeder panels
• Main engine tachometer
Panel C - No.1 6,600/440V transformer incomer panel
• Main engine starting air pressure gauge
Panel D - No.2 6,600/440V transformer incomer panel
• Main engine viscosity indicator
Panel E - Bus tie panel
• Main engine turbo charger speed indicators
Panel F - No.3 6,600/440V transformer incomer panel
• Main engine torque meter display
Panel G and H - No.2 440V feeder panels
• Remote monitor for ICCP system
Panel J - 220V feeder
• Auxiliary boiler steam drum level indicator
Group starter panels No.1 and No.2
• Auxiliary boiler run lamp
• No.1 and No.2 packaged air conditioning units
•. Auxiliary boiler steam pressure level indicator
• Lift
• Auxiliary boiler emergency stop
• MIP cabinet
• Exhaust gas boiler steam drum level indicator
Illustration 3.2b Engine Room Console
Front Elevation
17 19 22 25 28 30 31 32 35 36 37 40 42 43 44
12
11 1 FURUNO
10 2
9 3
20 23 26 46 47
8 4
7 5
6
18 34 38 41
21 24 27
39 45
29
33
Plan View 5 9 11
1 2
3 4
Num
Lock
Caps
Lock
Scroll
Lock
Num
Lock
Caps
Lock
Scroll
Lock
15
6
12 13 14 16
7 10
Key
1. Alarm Printer for ICMS 11. Telephone Directory 20. Exhaust Gas Boiler Steam Drum 27. Light Signal Column 36. Rudder Angle Indicator
2. Log Printer for ICMS 12. Auto Telephone Level Indicator 28. Electric Clock with Second Adjust 37. Main Engine Starting Air Pressure Gauge
3. No.1 Keyboard and Trackball for ICMS 13. Sound Powered Telephone 21. Auxiliary Boiler Run Lamp Button 38. Main Engine Viscosity Indicator
4. No.2 Keyboard and Trackball for ICMS 14. Main Engine ECR Sub-Panel 22. Auxiliary Boiler Steam Pressure 29. Alarm Buzzer 39. Main Engine Operating Panel
5. Engine Room Patrol Call Switch 15. Harbour Speed Directory Level Indicator 30. No.1 Monitor for ICMS 40. Main Engine Tachometer
6. Lamp / Buzzer Test Switch 16. Main Engine Telegraph Unit 23. Exhaust Gas Boiler Steam Drum 31. No.2 Monitor for ICMS 41. Generator Engine Viscosity Indicator
7. Buzzer Stop Button 17. Fire Alarm Repeater Panel Level Indicator 32. Main Engine Torque Meter Display 42. No.1 Main Engine T/C RPM Indicator
8. Flicker Stop Switch 18. Remote Monitor for ICCP System 24. Auxiliary Boiler Emergency Stop 33. Pa Microphone Hook 43. No.2 Main Engine T/C RPM Indicator
9. General Emergency Alarm 19. Auxiliary Boiler Steam Drum Level 25. Console Power On Lamp 34. Main Engine Oil Mist Detector Panel 44. No.3 Main Engine T/C RPM Indicator
10 PA Microphone Indicator 26. Fire Alarm Pushbutton 35. Ship Speed Indicator 45. Main Engine ECR Panel for Safety System
46. Main Engine Run Hour Counter
47. Main Engine Revolution Counter
3.3 Hydraulic Remote Valve Operating System
Illustration 3.3a Hydraulic Valve Remote Control System
Key
Hydraulic Oil
Bosun’s
Passageway Store
ZT504F(P)
VA565F VA563F VA561F
ZT505F(S) 2nd Deck
VA566F VA564F VA562F
Hydraulic No.2 Solenoid

Power Valve Cabinet
No.6 Solenoid
Pack (14 Sets)
Valve Cabinet
Unit
4th Deck (35 Sets)
No.5 Solenoid No.4 Solenoid No.3 Solenoid No.1 Solenoid

Valve Cabinet Valve Cabinet Valve Cabinet Valve Cabinet Void
(13 Sets) (13 Sets) (11 Sets) (16 Sets)
OF521F
OF522F
BA027F BA030F OF509F OF507F OF505F OF503F
OF501F
BA025F BA032F BG510F BG508F BG506F BG504F
BG502F Bow Thruster
BA028F BA031F BA527F BA521F BA519F BA501F OF504F
BA505F Room
BA035F BA026F BA525F OF508F BA515F BA509F BG522F
BA507F BG505F
BA034F BA052F BG512F OF510F BG509F OF506F BA511F BG524F
BA020F BA036F BA033F BA529F BG511F BA522F BG507F BA513F BG521F BA504F
BG015F OD003F BA029F BG513F BA528F BG517F BA520F BG514F BG523F BG501F
OF502F
BG016F OF004F BA024F BA530F BA526F BA523F BA516F BA510F BG503F BG525F BA514F
BA023F OF003F BA001F BG519F BG518F BG524F BG516F BA503F BA506F BA502F
OF002F BG515F BA508F
BG012F BA512F
OD004F OF001F
OF035F OF036F BA517F ZT502F(P)
BG518F ZT503F(S)
No.9 Cargo No.8 Cargo Engine No.7 Cargo No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo
Hold Hold Room Hold Hold Hold Hold Hold Hold Hold
No.8 Wing Water No.7 Double Bottom No.6 Double Bottom No.5 Double Bottom No.4 Double Bottom No.3 Double Bottom No.2 Double Bottom No.1 Lower Wing
Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank Water Ballast Tank
(Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard) (Port and Starboard)
3.3 HYDRAULIC REMOTE VALVE OPERATING Operation Settings In an emergency the valves can be opened or closed by means of one of the two
SYSTEM portable hand pumps that have been provided. Ballast system valves BA020F
Duty pump start 145 bar and BA023F (in the engine room) are provided with dedicated stationary
Duty pump and standby pump stop 165 bar hand pumps for emergency use, these emergency hand pump units are located
Hydraulic Power Pack Unit Standby pump start 145 bar ??(details to add). Valve BA???F at the port heeling tank is of the fail safe type
Manufacturer: Damcos High pressure alarm 170 bar and will close in the event of hydraulic failure (confirm).
No. of sets: 1 hydraulic power pack containing two hydraulic Internal safety valve lift pressure 180 bar
The portable pumps attach to the emergency connections at the individual
pumps Low oil pressure alarm 130 bar valves. Each valve has an extension pinion with a square end; a key may be
Type: Electric motor driven gear pumps Low oil tank level alarm 50% attached to this pinion extension and the valve opened manually.
Pump capacity: 9.5 litres/minute each at 1,740 rpm Low oil tank level trip 25%
Tank capacity: 200 litres Return oil filter clogged 2 bar The power pack unit has three 50 litre oil bladder type accumulators (the
Working pressure: 135 bar (constant pressure) Pressure oil filter clogged 5 bar bladders are initially charged with nitrogen to 125 bar), and two electric motor
driven gear pumps which supply the system oil pressure. The oil accumulator
Accumulator: 3 accumulators at 50 litre capacity each High oil temperature alarm 70°C has sufficient capacity to allow compensation for oil leakage through the
Motor: 4.6kW, 440V, 60Hz, 3-phase direction control valve for approximately ten minutes. In normal operation one
Should there be a failure of the hydraulic power unit valves may be opened and pump is selected as the duty pump and the second as a standby set to cut-in
closed by using an emergency hand pump. should the system pressure drop to 140 bar. The duty pump normally starts
Solenoid Valve Cabinets
when the hydraulic pressure has fallen to 145 bar and both the duty and the
Manufacturer: Damcos The system has pressure and temperature compensating blocks so that variations standby pumps stop when the pressure has recovered to 165 bar.
in pressure and temperature which are not produced by the controller are not
No. of sets: 6
allowed to activate the system. The ICMS mimic display allows valves to be A pump selection switch at the power pack control panel allow the pumps to
selected for opening and closing and also indicates a valve’s current position. be selected as duty (lead P1 - P2 etc) and standby (lag). The pumps should
Portable Hand Pumps be changed according to the Chief Engineer’s standing orders and company
The hydraulic power pack unit operates a number of system valves as procedures to ensure that both power pack pumps achieve approximately equal
Manufacturer: Damcos
follows: running hours. The power pack control panel has a main switch for each pump
No. of sets: 2
• Bilge system for cargo holds plus suction from the bow thruster and a control location switch with LOCAL and CRT positions. Each pump has
compartment a START/RUN illuminated pushbutton and a STOP pushbutton. The control
Introduction panel also contains a LAMP TEST pushbutton and illuminated indicators
• Ballast system valves
for low oil level, low oil pressure, high oil pressure and high oil temperature.
The hydraulic valve remote control system enables tank valves to be operated • FO transfer system (Authors note, Confirm panel details onboard. No details supplied in the
from the integrated control and monitoring system screens (ICMS) in the vendor manual.)
ship’s control centre (SCC) and in the engine control room (ECR). When the There is a central hydraulic power pack located in the engine room on the port
hydraulic power pack is operational, pressurised hydraulic oil is available to side of No.4 deck and this provides the hydraulic power for operating all of The power pack unit is maintained in the operational condition continuously
open and close all of the valves connected to the system. The hydraulic oil the valves. The opening or closing of a valve is initiated by selecting the open to ensure that hydraulic power for actuating the valves in the different systems
supply to the valves works on a constant pressure principle and is regulated at or close option on the respective screen display. All of the valves operated is always available.
135 bar, while the pump(s) operate between a pressure range of 145 and 165 via this system are of the fully open or fully closed type, except the ballast
bar via a start/stop control system. Three accumulators have been fitted and pump discharge valves, BA026F and BA052F , which are of the proportional The solenoid valve panel is located in the engine room on the 4th deck level on
are used to store hydraulic power in the event of a failure of the pumps, but type which can be set to a value between 0 and 100% on the respective screen the port side as shown in general arrangement illustration 1b. The manifolds in
they are also used to dampen out pressure fluctuations. Each pump unit has display. the solenoid valve panels are designed so that individual solenoid valves may
the capacity to open or close two of the largest diameter valves simultaneously be dismantled and replaced without shutting down the system.
from open to close or vice versa within one minute at an ambient temperature Selecting OPEN or CLOSE operates a solenoid valve which directs oil from
of 20°C. the power pack to the valve actuator and returns vent oil from the actuator in
order to move the valve in the desired direction. (Check terminology).
The bladder accumulators have sufficient stored energy to operate two of the
largest butterfly valves simultaneously from full open to fully closed or vice The main ship’s side sea chest suction valves WS006F and WS003F are
versa. operated via a manual deck stand operating unit which is located on the 3rd
deck level in the engine room rather than by means of the hydraulic power
pack.
Illustration 3.3b Remote Control Hydraulic Power Pack
N2 N2 N2
Accumulators
Key
Hydraulic Oil
PT
Test Port
PT
Start M1 Service
(145kg/cm2)
Test Port
Stop M1 Motor
(165kg/cm2)
Start M1 Standby
(140kg/cm2)
Start M2 Service
(145kg/cm2)
Stop M2 Motor
(165kg/cm2)
Pressure Line (See Illustration 3.3a)
Start M2 Standby
(140kg/cm2) 180 bar
High Oil Pressure Alarm
(170kg/cm2) Return Line (See Illustration 3.3a)
Low Oil Pressure Alarm

(130kg/cm2)
PI
PI
Filling Port
M M PI
TI
Hydraulic Power
Pack Unit
Hydraulically Actuated Valves Bilge System in Cargo Hold Fuel Oil Transfer/Filling System Valve
Valve Type Actuator Size Valve Numbers Port low sulphur tank suction valve OF511F
Ballast System in Water Ballast Tank
Butterfly valve BRC1000 10K 150A BG501F Starboard low sulphur tank suction valve OF512F
Valve Type Actuator Size Valve Numbers
Butterfly valve BRC500 10K 125A BG502F 503F 514F No.2 HFO bunker tank port OF521F
Butterfly valve BRC500 5K 250A BA501F 503F 504F 505F
506F 507F 508F 509F 510F Butterfly valve BRC250 5K 125A BG504F 505F 506F 507F No.2 HFO bunker tank starboard OF522F
511F 512F 513F 514F 515F 508F 509F 510F 511F 512F No.3 HFO bunker tank port OF523F
516F 513F 515F 516F 517F 518F No.3 HFO bunker tank starboard OF524F
519F
Butterfly valve BRC500 5K 250A BA519F 520F 521F 522F No.4 HFO bunker tank port OF525F
523F 524F 525F 526F 527F Butterfly valve BRC250 10K 80A BG521F 522F 523F 525F
No.4 HFO bunker tank starboard OF526F
528F. Butterfly valve BRC250 10K 80A BG524F
No.5 HFO bunker tank port OF527F
Butterfly valve BRC1000 5K 350A BA502F 517F 518F Butterfly valve BRC250 5K 125A BG012F 015F 016F
No.6 HFO bunker tank port OF529F
Ballast System in Cargo Hold Diesel Oil System in Engine Room
Valve Type Actuator Size Valve Numbers Valve Type Actuator Size Valve Numbers
LSHFO bunker tank port OF531F
Butterfly valve BRC500 5K 250A BA529F 530F Butterfly valve BRC 250 5K 150A OD003F 004F
LSHFO bunker tank starboard OF532F
Port HFO bunker connection valve OF541F
Ballast System in Engine Room Fuel Oil System in Engine Room
Starboard HFO bunker connection valve OF542F
Valve Type Actuator Size Valve Numbers Valve Type Actuator Size Valve Numbers
Butterfly valve BRC1000 10K 250A BA020F 023F Butterfly valve BRC1000 10K 250A OF001F 003F
Bow Thruster Room Bilge System
Butterfly valve BRC1000 5K 350A BA024F 025F 027F 028F Butterfly valve BRC500 10K 200A OF002F
Bow thruster room suction valves BG532F BG572F
030F 031F 032F 034F Butterfly valve BRC4000 10K 500A OF004F 035F
Butterfly valve BRC4000 10K 500A BA029F Butterfly valve BRC2000 10K 300A OFO36F
Cargo Hold Bilge System
Butterfly valve BRC100 5K 350A BA026F 052F
No.1 hold centre bilge well suction valve BG501F
Butterfly valve BRC4000 10K 500A BA033F
Butterfly valve BRC500 5K 250A BA035F 036F
Valve Identification No.2 hold port bilge well suction valve BG502F
Butterfly valve BRC1000 5K 350A BA001F Fuel Oil Transfer/Filling System Valve
No.2 hold starboard bilge well suction valve BG503F
Port low sulphur tank suction valve OF001F
Fuel Oil Transfer/Filling System in Cargo Hold Forward bilge line isolating valve BG529F
Line valve to No.6 HFO storage tanks OF002F
Valve Type Actuator Size Valve Numbers No.3 hold port bilge well suction valve BG504F
Starboard low sulphur tank suction valve OF003F
Butterfly valve BRC2000 5K, 10K OF501F 502F No.3 hold centre bilge well suction valve BG515F
HFO bunker tank filling line valve OF004F
250A No.3 hold starboard bilge well suction valve BG505F
HFO bunker tank filling line valve OFO35F
Butterfly valve BRC1000 5K, 10K OF503F 504F 505F 506F No.4 hold port bilge well suction valve BG506F
Line isolating valve OF036F
250A 507F 508F 509F 510F. No.4 hold centre bilge well suction valve BG516F
No.2 port HFO storage tank suction OF501F
Butterfly valve BRC500 5K, 10K OF521F 522F No.4 hold starboard bilge well suction valve BG507F
200A No.2 starboard HFO storage tank suction OF502F
No.5 hold port bilge well suction valve BG508F
Fuel Oil System in Passageway No.3 starboard HFO storage tank suction OF504F
Valve Type Actuator Size Valve Numbers No.4 port HFO storage tank suction OF505F
Butterfly valve BRC2000 5K 400A VA561F 562F 563F 564F No.4 starboard HFO storage tank suction OF506F
565F 566F. No.5 port HFO storage tank suction OF507F
No.5 starboard HFO storage tank suction OF508F
No.6 starboard HFO storage tank suction OF510F
Fuel Oil Transfer/Filling System Valve System Checks
No.8 hold port bilge well suction valve BG535F • Check the lamps in the system by pressing the LAMP TEST
No.8 hold starboard bilge well suction valve BG536F pushbutton
No.9 hold centre bilge well suction valve BG520F • Check the oil level in the power pack tank at regular intervals
• Check for system leaks if the power pack tank level falls
Heeling Tank Valves
Port heeling tank suction valve (spring-control self- ?? Change over the pumps according to the Chief Engineer’s standing orders so
closing) that the running hours are approximately equal for each pump.
Starboard heeling tank suction valve ??
Procedure for Operating the Remote Closing Valve System
a) Ensure that the oil system is fully charged and that there are no
leaks evident and the oil level in the reservoir is at the normal
working level. If necessary top-up the reservoir using the correct
grade of oil.
b) Check that the accumulator stop valves are the open position
and that the drain valves are closed.
c) Turn the main switches for each motor starter to the ON position.
The POWER ON indicator lamps for each pump should now be
illuminated.
d) Turn the mode selection switch to the REMOTE position if

control of the pumps is to be controlled via the ICMS system.
e) Turn the pump selector switch to the position for selection of the
duty and standby pumps, ??? or ??? The duty pump will then
start automatically, starting and stopping to maintain the system
pressure. The standby pump will operate when the duty pump
fails or is unable to maintain the system pressure.
f) Check that the appropriate START/RUN lamps illuminate for

the pumps.
g) Check the pressure on the pressure gauge, check that the duty
pump stops at the pressure of 165 bar. The pump should start
again when the pressure falls to 145 bar. Check that the duty
pump starts and stops as required to maintain the system
pressure.
h) The system is now ready for operation.
i) Select the desired system screen display on the ICMS to open or

close the selected valves when lining up the system.
Section 4: Emergency Systems
4.1 Fire Hydrant System

Illustration 4.1a Fire Hydrant System In the Engine Room To Hull Part
Port Service (See Starboard
Illustration 4.1b)
Passageway Passageway
125
Key 50 50
B Deck HR HR 2nd Deck (Starboard)
Near Exhaust Gas Boiler FD015F FD018F Frame 96
Fire Water
50 65 50
Control Air Upper Deck HR HR 3rd Deck (Starboard)
Frame 86 FD014F FD019F Frame 101
Bilge
50 50
HR Hose Reel 2nd Deck (Port) HR HR 4th Deck (Starboard)
Frame 86 FD013F 125 80 FD020F Frame 101
50 65 50
3rd Deck (Port) HR HR 4th Deck (Starboard)
Frame 94 FD012F FD021F Frame 84
50 50
4th Deck (Port) HR HR Floor (Starboard)
Shaft Tunnel Space Frame 90 FD011F FD022F Frame 94
4th Deck (Port) 50 65

HR
Frame 43
FD008F 100 100 To Fresh Water Generator
200 for Emergency Sea Water Supply
FD009F FD010F
PI
HR HR 125
Floor Floor 1835
200 (Port) 125 (Starboard) 25
BG335F FD005F
BG337F FD002F BG338F FD004F
200
25 25
From Control Air
AR047F AR046F
PI
S PI
S
Fire, Bilge and Fire, Bilge and

General Service Pump No.1 General Service Pump No.2
(Self-Priming) (Self-Priming)
(120/460m3/h x 9.0/3.0 bar) PI (120/460m3/h x 9.0/3.0 bar) PI
300 To Bilge Well 300 To Bilge Well

150 150
BG011F BG026F WS054F BG013F WS053F
300 300 150 300 150
From Bilge From Bilge From Main Sea From Bilge From Main Sea
Line Line Suction Crossover Line Line Suction Crossover Line
Reference Shipyard Drawing Number: MB 601.25 Bilge, Fire and General Service in Engine Room
4.1 Fire Hydrant System The fire bilge and general service pumps are normally set so that they can Fire, Bilge and G/S pumps
supply water to the fire main and both pumps can be started either locally, from
the bridge or from fire control station. Both pumps take their suction from the Position Description Valve
Fire, Bilge and General Service Pumps Closed Overboard discharge valve from fire, bilge and GS BG335F
main sea water crossover line in the engine room.
Manufacturer: Taiko Kikai Industries Co. Ltd pumps
No. of sets: 2 Instruction plates are fitted near the fire, bilge and GS pump discharge valves to Open No.1 fire, bilge and GS pump suction valve from WS054F
the fire main which state that the sea suction valves should always be kept open main sea suction crossover line (normally locked
Type: Horizontal centrifugal
and that the overboard discharge valves must be closed after use (confirm). open)
Model: VSE - 250 MB
Closed No.1 fire, bilge and GS pump overboard discharge BG337F
Capacity: 120/460m3/h at 9.0/3.0 bar The additional (emergency) fire pump is located in the bow thruster room and line isolating valve
Motor: 90kW at 1,800 rpm supplies the fire main as shown in illustration 4.1b. It is an electrically-driven Open No.1 fire, bilge and GS pump discharge to fire main FD002F
self-priming vertical centrifugal pump which is supplied with power from the
Closed No.1 pump fire, bilge and GS pump suction valves BG011F
emergency switchboard. As with the fire bilge and general service pumps, the
Additional (Emergency) Fire Pump from ER bilge wells (normally locked closed)
emergency fire pump can be started either locally, or remotely from the bridge
Manufacturer Taiko Kikai or fire control station. Closed No.1 fire, bilge and GS pump emergency bilge BG026F
suction valve (normally locked closed)
Model: VSE -150MBT
The emergency fire pump has its own sea chest and sea water suction and Open No.2 fire, bilge and GS pump suction valve from WS053F
Type: Centrifugal, self-priming; electric motor driven main sea suction crossover line (normally locked
discharge valves (valves FD501F and FD503F respectively). These valves
Capacity: 120m³/h x 90mwc should be kept open at all times so allowing the pump to be put into immediate open)
use, but should be operated at regular intervals to prevent seizure. The discharge Closed No.2 fire, bilge and GS pump overboard discharge BG338F
Introduction
valve is normally kept in the locked open position. line isolating valve
Fire safety plans are located on the upper deck on the port and starboard sides Open No.2 fire, bilge and GS pump discharge to fire main FD004F
of the ship near the accommodation entrances. These enable shore fire parties Note: It is essential that all fire hoses are stored correctly and that the nozzles (normally locked open)
arriving at the ship using either accommodation ladder to see the layout of the are located with the hoses. All items must be maintained in serviceable Closed No.2 fire, bilge and GS pump suction valve from BG013F
ship. These plans must not be removed from the locations and checks must condition at all times and any defects reported to a senior officer. bilge main
be made at frequent intervals to ensure that they are there and that they are Open Fire bilge and GS pumps discharge valve to fire and FD555F
complete and up-to-date. A fire plan is also located on the bulkhead in the Preparation for the Operation of the Fire Hydrant System washdeck system (port side)
accommodation cross alleyway on the upper deck. Open Fire bilge and GS pumps discharge valve to fire and FD556F
a) Ensure that the deck main isolating valves FD555F and FD556F wash deck system (starboard side)
Two international shore connections for the fire main that allow shore hoses are open. Open Accommodation block fire main isolating valve port FD557F
to be connected are stored in the fire control station on the starboard side of A side (normally locked open)
deck. b) All hydrant outlet valves must be closed. Open Accommodation block fire main isolating valve FD558F
starboard side (normally locked open)
The fire hydrant and wash deck system is as shown in illustrations 4.1a and c) Set up the valves as shown in the table below:
4.1b and can supply sea water to the following areas: Open Port and starboard forward fire main isolating valve FD514F
It is assumed that the sea water crossover main is flooded. The emergency fire Closed Hawse pipe water spray isolating valve port FD511F
• The fire hydrants in the engine room
pump sea suction valve FD501F and discharge valve FD503F must be open. Closed Hawse pipe water spray isolating valve starboard FD512F
• The fire hydrants on deck Closed Swimming pool filling valve FD631F
• The water spray system in the bosun’s store There are drain valves on sections of the fire main and these should normally
all be in the closed position. The fire main should be drained if the vessel is to d) Start a fire, bilge pump and GS pump to supply water to the fire
• The fire hydrants in the accommodation block
operate in very cold conditions to prevent freezing of the water that may cause main. The pumps may be started locally, from the fire control
• Fire hydrants in the underdeck passageways the line to rupture. station or from the bridge.
• Hawse pipes
Note: Once the main fire pump is running, at least one of the hydrants must
• Forward bilge eductor system for the Bosun’s store, carpenter’s
remain open at all times to ensure there is always a flow of water through the
store and chain locker
pump’s casing which will prevent overheating.
e) Open the desired hydrant valve(s) on the fire main after connecting
the fire hose. The valves are located as follows:
Illustration 4.1b Fire Hydrant System in the Accommodation and on Deck
HB HB
50 50
FD618F FD617F Navigation Deck Paint Store Bosun’s

HB HB Store
Upper Deck
50 50
FD616F FD615F G Deck
HB HB
50 50 2nd Deck
80 80
Key FD614F FD613F F Deck
Fire Water 50 HB HB
50 50 Void
FD631F To Fire &
(Centre)
HB Hose Box FD612F FD611F E Deck Deck Wash Main
HB HB 125
50 50
100 Locked
FD610F FD609F D Deck Bow PI PI
Open HB
Thruster 150
HB HB Room
FD 50 50 FD503F FD506F
632F Additional Fire Pump
100 FD608F FD607F C Deck FD
(120m3/h x 90mwc)
FD 504F
HB HB 501F
To Scupper 50 50
Pipe
FD606F FD605F B Deck
HB HB
100 50 100 50
FD604F FD603F A Deck FD

507F
HB HB FD
FD FD Locked FD Locked FD FD FD FD FD FD FD FD FD HB
HB HB 524F HB HB HB HB HB
526F 525F 558F 557F 523F 522F 521F 520F 519F 518F 517F 515F
65 65 FD602F Open FD601F Open 125 125 125
FD516F
HB FD FD FD FD FD FD FD FD
HB HB HB HB HB HB HB
547F 546F 125 545F 544F 543F 542F 541F 540F
FD537F HB
Locked FD From
50 FD
Open 555F Additional
Fire Pump 511F
125
FD From
538F Engine Engine Room
No.9 Cargo No.8 Cargo No.7 Cargo No.6 Cargo No.5 Cargo No.4 Cargo No.3 Cargo No.2 Cargo No.1 Cargo Locked FD
Hold Hold Room (See Illustration Hold Hold Hold Hold Hold Hold Hold Open 514F
HB
4.1a)
FD
Locked FD 512F
Open 556F
HB
125
FD FD FD FD FD FD FD FD
HB HB HB
559F 554F 553F 552F 551F 550F 549F 548F
50 65 125 125 125
FD FD FD FD FD FD FD FD FD FD
HB HB HB HB HB HB
536F 535F 534F 533F 532F 531F 530F 529F 528F 527F
Reference Shipyard Drawing Number: MB 601.50 Fire & Wash Deck System
Upper Deck Valve Engine Room Fire Hydrants Valve
Mooring deck aft FD537F Floor FDO22F
FD538F FDO09F
No.9 hold aft FD536F FDO10F
No.9 hold middle FD526F 4th deck FDO11F
No.8/9 hold FD535F FDO20F
FDO21F
No.8 hold FD525F
3rd deck FDO12F
No.7 hold aft FD524F
FDO19F
FD534F
2nd deck FDO13F
Between No.7 and No.6 holds FD523F
FDO18F
FD533F
Upper deck FDO14F
FD533F B deck near exhaust gas boiler FDO15F
FD531F WARNING
Between No.4 and No.3 holds FD520F All of the valves on the fire main system and associated pumps must be
FD530F operated on a regular basis to prevent seizure. It should be possible to
Between No.3 and No.2 holds FD519F operate all of these valves by hand as the requirement for wheel keys in
FD529F an emergency situation is not acceptable.
FD528F
No.1 hold forward FD517F
FD518F
Focsle deck FD515F
FD516F
Accommodation Block Port Starboard

Upper deck FD601F FD602F
A deck FD603F FD604F
B deck FD6O5F FD606F
C deck FD607F FD608F
D deck FD609F FD610F
E deck FD611F FD612F
F deck FD613F FD614F
G deck FD615F FD616F
Navigating deck FD617F FD618F
Swimming pool filling valve FD631F
4.2 CO2 Flooding System
Illustration 4.2a CO2 Fire Extinguishing System To Open Air Fire Control Station
Engine Room Cargo Hold Wheel House
CO2 Room
Key
Pilot Lines
PS
CO2
P P P P P P P P P P
Electrical Signal
Control Air
Smoke Sampling Lines
T.D Time Delay Unit
P P
P P P P P P P P P P
Engine Room Cargo Hold
Fan Motor
Release Line Vent Valve 1 8 9 15

2 7 10 16
3 6 11 17
4 5 12 18
13 19
T.D Smoke 14
Detection Extension
Unit Unit
AC 220V
) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) )
AC 220V To Cargo Hold
Cargo Hold
Air
Supply
S S S S S S S S S S
No.9 No.8 No.7 No.6 No.5 No.4 No.3 No.2 No.1 Cargo No.1 Cargo
Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Cargo Hold Hold (Aft) Hold (Fore)
From CO2 Room
Engine Room
Reference Shipyard Drawing Number: 15585-88-01 CO2 Fire Extinguishing System
4.2 CO2 flooding System WARNING Pilot CO2 cylinders are used for activating the release of the main CO2
cylinders. Two pilot cylinders are located in the CO2 room and two in the fire
DANGER OF ASPHYXIATION
Manufacturer: Unitor control station. One cylinder at each location is a standby cylinder.
Re-entry to a CO2 flooded area should not be made until the are��
a has
��
Type: High pressure been thoroughly ventilated and the atmosphere tested and confirmed as
Capacity: 403 cylinders each containing 45kg being safe. Distribution Valves
Spaces protected: Engine room and cargo holds
A distribution valve is installed in the CO2 discharge pipework between the
System Description CO2 manifold and the discharge nozzles to direct the CO2 gas into the space
Introduction Areas Protected where the fire is located. The distribution valve is opened when the CO2 system
for a particular space is activated. The following sizes are used for each space
The CO2 system consists of a central bank of cylinders installed in a designated
Carbon dioxide acts to reduce the oxygen content of the atmosphere in the and are located in the CO2 room:
compartment in the ship to protect the following areas:
region of a fire and in doing so extinguishes the fire. The oxygen content must 150mm for the engine room CO2 discharge
be reduced sufficiently and it is essential that the correct amount of CO2 is • Engine room including the engine control room
injected into the compartment in which the fire has occurred. The free volume 25mm for the cargo hold discharge
• Cargo holds No.1 to 9
of a protected compartment is determined and from this the amount of CO2
required to give a 35% volume can be determined. CO2 is stored in gas cylinders
Central Bank CO2 System Control Box Positions
and the number of cylinders required to protect a particular compartment
can be determined. It is essential that all of the cylinders designated for a
Discharge of the CO2 is manually operated from a control box. There are control
compartment are released together to achieve the necessary CO2 concentration The central CO2 bank which is located in the CO2 room on the upper deck
boxes connected to the central bank system. These are located as follows:
to extinguish the fire and regulations require that the gas discharge has to be starboard side, consists of 403 cylinders with each containing a 45kg CO2
completed within two minutes. charge.
In the Fire Control Station
Prior to release of the CO2, all ventilation must be stopped and dampers closed These cylinders are connected to discharge nozzles within the protected spaces
to ensure that the CO2 remains in the compartment and that the concentration is via cylinder manifolds and distribution pipework. The pipes in the hold spaces • Master control box for engine room CO2 release
maintained. On this vessel, this action is achieved automatically during the pre- are also used as detection pipes for the smoke detection system and operation • Master control box for cargo holds CO2 release
discharge sequence which is followed to release the gas. CO2 is heavier than of three-way valves is required to change from the normal smoke detection
air and will tend to move to the bottom of the compartment thus the injection mode to CO2 release mode. The smoke detector three-way valves are located
nozzles may be placed above equipment and positioned to give the required in the fire control station in the ship’s control centre on A deck (confirm). In the CO2 Cylinder Room
spread of gas upon release. Any fire in the bilge area will be tackled by the
• Master control box for the engine room CO2 release
descending gas. The system is designed to discharge the required number of cylinders into each
space as indicated in the table on the following page. • Master control box for the cargo holds CO2 release
CO2 does not react with other materials, it does not leave deposits nor does it
conduct electricity. These factors make it suitable for electrical fires and fires in A pressure gauge and pressure switch are fitted to the main CO2 manifold. From the fire control station the CO2 cylinders are released remotely but in the
small compartments containing equipment such as switchgear which contains CO2 room they can be released remotely and manually.
many small parts. After a fire in a compartment there is no mess to be cleaned CO2 Requirements
before the equipment may be returned to service, all that is required is adequate
ventilation. The amount of CO2 required to be carried on board the vessel depends upon the Alarms
volume of the largest protected compartment. The largest hold is No.6 hold at
Even in low concentrations, CO2 will result in asphyxiation and so any 31,332m³��
and at a concentration of 30% by volume of CO2 that would require Various alarms are connected to this system to give warning of CO2 discharge.
compartment into which CO2 has been injected must be thoroughly ventilated ????? of CO2, or 402 cylinders each containing 45kg. The engine room, has They are installed as follows:
before personnel are allowed to enter. The atmosphere of a compartment must a volume of 23,517m³ and for a CO2 concentration of 40% would require • Engine room including the engine control room
be proved safe before entry without breathing apparatus is allowed. Even at this 16,797.86 kg of CO2, or 375 cylinders each containing 45kg.
• Cargo holds
stage, pockets of gas may remain in places like bilge wells and this should be
remembered prior to entering such enclosed spaces. If the release of CO2 is authorised, all ��
375 c��
ylinders are released into the engine
room. For cargo hold CO2 release, the number of cylinders used depends upon They are initiated via a heavy duty relay from switches mounted on the control
the hold and whether it is considered to be in a full or empty condition; this is box doors, on control valves and on main CO2 release valves.
Company procedure regarding the release of CO2 and the subsequent re-entry
into a compartment following the release of CO2 must be read and understood covered later in this section in the operation of the cargo hold system.
by all personnel, not just those with the authority to release CO2 in the event
of a fire.
Illustration 4.2b CO2 Room Plan (Authors Note: To be ammended when individual bottle numbers are available,to insert protected space key)
CO2 Room Plan
Rack 24 Rack 3 Rack 6 Rack 9 Rack 12 Rack 15 Rack 18 Rack 21
Reference Shipyard Drawing Number: 15585-88-02 CO2 Room Arrangement
Cargo Hold System Cargo Hold System Engine Room Control Box
a) Before
��
operating the extinguishing system, ensure that there
Discharge of CO2 to the cargo holds is via a diverter three-way valve block to are no personnel in the cargo space and that all personnel have The system is operated by a supply of CO2 separate from the main fire
any cargo hold. The diverter valves are used where the CO2 system is combined been accounted for. Ensure that all openings including hatch extinguishing central bank of CO2 cylinders. This activation CO2 is stored in
with a smoke sampling system protecting the cargo spaces, when CO2 gas is covers, ventilators, ports, sounding pipes etc, connected with the two 5.4kg pilot cylinders which is installed adjacent to the control boxes at the
required to be injected into a cargo hold space, it is redirected down the smoke compartment are sealed. fire control station and in the CO2 room. The control cylinders are connected to
sampling lines to the cargo space affected. the main pilot system pipework via isolation valves installed within the control
box, both for the engine room and cargo hold system.
b) Take the key from the smash box located at the entrance door
Control Box (Cargo System) to the ship’s control centre and��
open the ��
door for the cargo
For the engine room system ��
isolation valve No.1 is connected via small bore
The system is operated by a supply of CO2 separate from the main fire hold system three-way diverter valves in the fire control station,
pilot gas pipework to the cylinder bank to open cylinders via a time delay unit.
extinguishing central bank of CO2 cylinders. This activation CO2 is stored in reposition the ��
three-way diverter valve for the cargo hold on fire
Isolation valve No.2 is used to direct pilot gas to open the distribution valves
two 5.4kg pilot cylinders which is installed adjacent to the control boxes at the by pulling down the lever��
to redirect CO2 gas down that sample
to the engine room. The isolation valves are positioned so that the control box
fire control station and in the CO2 room. The control cylinders are connected line.
door cannot be closed with the valves in the open position. It is also arranged
to the main pilot system pipework via isolation valves installed within the that the control box door will operate a switch when it is in the open position,
control box, both for the engine room and cargo hold system. When the control c) Using the same key,��
open the release door for the cargo hold
to initiate audible and visual alarms. When the engine room system isolation
cabinet door is opened either in the fire control station or locally in the CO2 manifold block; this will cause the alarm to sound in the cargo
valves are operated, the engine room fans are automatically tripped.
room for the cargo system, alarms are sounded in each hold and the ventilation holds and the ventilation fans for all holds to be stopped. Open
fans are tripped. Operating the levers I, II, III or IV will direct pilot gas onto the manifold valve(s) I to IV as required for the required amount
of main bank cylinders to be released. Open the ‘hold’ valve Machinery CO2 Trips
the gang release system for the required amount of sections that are required.
Operating the HOLD control lever will direct pilot gas to open the distribution situated on the right-hand side of the cabinet.
No.1 engine room ventilation fan (reversible) ?????
valve which will direct CO2 to the three-way diverter valve assemble in the fire
control station. d) Release
��
one pilot CO2 cylinder by opening the pilot cylinder No.2 engine room ventilation fan (reversible) ?????
handwheel valve. Pilot gas will now be directed to release the
No.3 engine room ventilation fan ?????
main gang cylinders and to open the pressure distribution valve
Operating Instructions for the Cargo Hold System for the cargo holds. CO2 will now be directed via the diverter No.4 engine room ventilation fan ?????
valve into the selected hold. No.1 main engine auxiliary blower ?????
The cargo hold system has two different CO2 release arrangements and the one
used depends upon whether the hold is empty or is filled with containers. There No.2 main engine auxiliary blower ?????
Note: During the above procedure and until arriving in port, keep all
are four block numbers and these relate to the number of CO2 cylinders which openings sealed and directional valves open. Do not open the hatches or No.3 main engine auxiliary blower ?????
will be released when the valves are actuated. other openings of the compartment until arrival in port.
Port engine control room unit cooler ?????
Block No. Cylinders of CO2 In the unlikely event of pilot gas initiation failure at the fire control station: Starboard engine control room unit cooler ?????
I 64 Shaft tunnel ventilation fan ?????
II 70 a) The three-way diverter valve should already be set for delivery
of CO2 to the cargo hold on fire. Auxiliary boiler ?????
III 124
IV 145 A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
b) Go
��
to the cargo hold CO2 release box in the CO2 room and c��
arry
Holds Filled Holds Empty out the same procedures c) through to d) as for the operation pressure.
Hold No. Release Block No. Release Block No. from the fire control station. The smash box key is located next
1 I I+IV to the control release cabinet. Time Delay Unit
2 II I+III+IV
Indication that a cylinder has released its charge will be shown by frosting and A time delay unit is provided to initiate a time delay between actuation of
3 IV I+II+III+IV the CO2 injection system and the actual injection of the CO2. The device is
ice developing on the outlet line and the top of the cylinder.
4 IV I+II+III+IV provided for the engine room system and allows time for the alarm to sound
5 IV I+II+III+IV before CO2 is actually released into the engine room. When the time delay
WARNING
6 IV I+II+III+IV has run down, the CO2 charge from the associated CO2 cylinder is released
Discharging CO2 cylinders create large static charges and will freeze to act upon the pilot cylinders in the main gang. The delay time is set by the
7 IV I+II+III+IV anything in direct contact with them. Do not touch a discharging calibrated nozzle and is normally between 30 and 40 seconds. If the delay valve
8 III I+II+III cylinder. fails to operate or a shorter period is need, the time delay unit can be operated
9 III I+II+III in emergency mode by turning the handle to break the seal manually.
Engine Room System In the unlikely event of pilot gas initiation failure:
a) On discovering a fire, shut down machinery, fuel supplies a) Proceed to the engine room release box in the CO2 room��
. With
and ventilation systems. Close all door ventilators and other the control cabinet key from the smash box open the control
openings, having first ensured that all personnel have been cabinet, the alarms will sound in the engine room. The engine
evacuated and accounted for. room ventilation fans should have already been stopped.
b) Take the key from the smash box located at the entrance door b) Open
��
the valve on one of the control cylinders to release pilot
to the ship’s control centre then go to the extinguishing system gas.
control box in fire control station.
c) Pull down the control valve handle No.1 for the main battery
c) Open
��
the engine room control box door. This will cause and time delay unit. The switch will initiate the tripping of the
the alarms to sound in the engine room. The engine room ventilation fans, main engine auxiliary blowers and boiler trip.
ventilation fans and all dampers must be closed before the CO2
is released. d) Pull
��
down the control valve handle No.2��
for the distribution
valve. ��
Extinguishing CO2 gas will be released from the main
d) Open
��
the valve on one of the control cylinders to release pilot cylinder bank to the engine room nozzles after the time delay
CO2. period has expired.
e) Pull down the control valve handle (1) ???(verify on board)

which directs pilot gas to the delay timer device.
f) ��
Pull down the control valve handle��
(2) ???(verify on board)
which directs pilot gas to open the pressure distribution valves.
After the time delay has run down, the charge in the time delay cylinder is
directed to each of the section pilot operating cylinders in the main gang which
in turn releases the remaining gang of cylinders. E��
xtinguishing CO2 gas is now
released from the main cylinder bank to the engine room nozzles.
g) After
��
10 minutes, close the pilot cylinder hand wheel valve in
the remote control cabinet box.
Note: Allow time for structural cooling before opening the engine room, at
least 24 hours prior to ventilating the CO2 gas.
WARNING
Do not enter the space for at least 24 hours. Ensure all reasonable
precautions have been taken, such as maintaining boundary inspections,
noting cooling down rates and/or any hot spots which may have been
found. After this period an assessment party, wearing breathing
apparatus, can enter the space quickly through a door which they shut
behind them. Check that the fire is extinguished and that all surfaces
have cooled prior to ventilating the space. Premature opening can cause
re-ignition if oxygen contacts hot combustible material. An atmosphere
analyser must be used before anyone without breathing apparatus
enters the compartment.
4.3 Quick-Closing Valves, Fire Damper System and Emergency Stops
Illustration 4.3a Quick-Closing Valve System 3-Way Manual Valve Is
Provided In Damper Assembly Side
Emergency Fire Control Room
Control Locker Surplus Air Surplus Air
with Air Receiver (AC018F) Exhaust Louvre Exhaust Louvre
Set 6.0 bar Damper Unit Damper Unit
Pneumatic Damper for
Key PAL Set 9.0 bar Surplus Air Surplus Air
PI
1836 15 15 Emergency Generator Exhaust Louvre Exhaust Louvre
Engine Room Damper Unit Damper Unit
Compressed Air Radiator Cooling
No.1 Supply No.4 Supply
Air Vent Fan Damper Fan Damper
LO Bottle No.1 Local Control Panel Local Control Panel
(150L) Vent Cylinder Oil
No.2 Measuring Tank Fan Damper Fan Damper
15 Vent 15 Local Control Panel Local Control Panel
15 15 15
No.3 Supply
Upper Deck Fan Damper
OL400F
Local Control Panel
15
15
15
Generator From Control
Air System Waste Oil
Engine LO Service Tank 15
Storage Tank (See 2.10.3a)
OL036F OF301F Closing Damper For

Separator Room
15
Exhaust Damper
Damper Unit
Closing Damper For
2nd Deck Separator Room
Supply Damper
Waste HFO HFO Low Sulphur Low Sulphur DO No.1 DO
Storage Service Settling HFO HFO Service Storage
Tank Tank Tank Service Settling Tank Tank
Tank Tank
15 15
OF BG OF OF OF OF OF OF OF OF OD OD OD
Main LO Main LO 350F 268F 050F 051F 052F 053F 054F 055F 056F 057F 016F 017F 015F Cylinder Oil Cylinder Oil
Storage Cleaning Storage Storage
Tank Tank Tank (No.1) Tank (No.2)

4th Deck 4th Deck
15
15
No.2
Dirty Bilge Fuel Oil Diesel Oil
Tank Overflow 15 Storage Engine Room No.7 Cargo Hold
Tank Tank
Floor BG253F OF028F OD011F Piping

Lowest
Point Space
15
OF030F
8
HFO Suction Line
4.3 Quick-Closing Valves, Fire damper Oil Tank Quick-Closing Valves Fire Dampers
System and Emergency Stops
WARNING Fire dampers are fitted for air discharge from the engine room on the upper
Some tanks, such as some LO storage tanks, are not equipped with quick- and 2nd decks and are closed by means of counterweights. Each fire damper is
Quick-Closing Valves fitted with a pneumatic cylinder mechanism which keeps the damper open. The
closing valves. These valves are assumed to remain in the closed position
when not in use. air is supplied to the pneumatic cylinders from the air receiver located in the
All of the outlet valves from the fuel oil and lubricating oil tanks from which fire control station on A deck. When the pneumatic pressure in the cylinder is
oil could flow to feed a fire are fitted with pneumatically operated quick- vented, the weight of the damper together with the effect of the counterweight
closing valves with the valves being controlled from a cabinet located in the In order to trip the associated valves or close the associated dampers, the three-
way valve is turned through 90°. causes the damper to close.
ship’s fire control station on A deck.
All of the fire dampers can be closed locally by the operation of a three-way
The quick-closing valves are activated by turning the three-way valve in the Quick-Closing Valve No.1 valve that vents the pneumatic cylinder. If this vent valve is used to close the
line to the valve actuators. This sends compressed air to the quick-closing fire damper, it can only be opened again by turning the valve back to the open
valve actuators which trips the valve causing it to close under the force of a Description Valve
position which allows an air supply into the operating cylinder.
spring. After a valve has been tripped by the quick-closing device, it must be Cylinder oil measuring tank OL400F
reset manually at the valve. This is done by turning the hand wheel to close the Main LO storage tank OL071F
valve and then turning it in the opposite direction to reopen the valve. Before Fire Damper Valve No.??
Main LO cleaning tank OL021F
reopening, the air supply line to the tripping mechanism must be vented and a
Waste oil storage tank OF350F Description
check made to ensure that the collapsing mechanism is correctly repositioned.
BG268F No.1 supply fan damper
There are three air operating valves in the control cabinet with valves No.1 and HFO service tank OF050F No.2 supply fan damper
No.2 being connected to the quick-closing valves. In addition to operating the HFO settling tank OF052F No.3 supply fan damper
quick-closing valves, the air system also supplies air to the pneumatic cylinders OF053F No.4 supply fan damper
which keep the engine room fan vent dampers, the separator room supply and LSHFO service tank OF054F No.5 supply fan damper
exhaust fan dampers and funnel louvres in the open position. When the air line LSHFO settling tank OF056F
is vented, counterweights on the dampers cause them to close under the action Surplus air exhaust louvres
OF057F
of gravity. The remaining three-way valve in the system is used to close these Surplus air exhaust louvres
DO service tank OD0I7F
fire dampers. Surplus air exhaust louvres
No.1 DO storage tank OD015F
Surplus air exhaust louvres
The quick-closing air receiver is supplied with compressed air from the control Cylinder oil storage tank No.1 OL352F
Purifier room exhaust fan
air system and the inlet valve to the receiver should under normal operating Cylinder oil storage tank No.2 OL351F
conditions be locked in the open position. There is a drain valve on the air Purifier room supply damper
Dirty bilge tank BG253F
bottle and this should be opened at regular intervals to remove any water which
FO overflow tank OF028F
may be present. Emergency Stops
No.2 DO storage tank OD011F
(Author’s note: Remote stops and their location will need to be checked for this
Note: Operation of the quick-closing valve system should be checked in HFO suction line from bunker tanks OF030F
vessel)
accordance with the companies operating procedures to ensure that the valves
function correctly. The testing of the quick-closing valves should be carried Quick-Closing Valve No.2 Emergency stops have been provided in the fire control station for a number
out whenever possible at times when the closing of the valves will not impede of pumps, ventilation systems and items of plant and are used to stop the
the operation of the vessel. Description Valve equipment in an emergency. They must not be confused with the remote stops
HFO service tank OF051F which are available for stopping some pumps when carrying out operational
The emergency generator fuel oil tank outlet quick-closing valve OD024F is LSHFO service tank OF055F duties such as discharging ashore. These can include emergency stops at the
tripped by means of a wire from a position immediately outside the emergency bunker stations for stopping the MDO and HFO transfer pumps, LO transfer
DO service tank OD016F
generator engine room. pump, engine room bilge transfer pump, sludge and sewage transfer pumps.
These emergency stop pushbuttons are located in protective boxes on the ship
side next to the bunker connections.
Illustration 4.3a Quick-Closing Valve System 3-Way Manual Valve Is
Provided In Damper Assembly Side
Emergency Fire Control Room
Control Locker Surplus Air Surplus Air
with Air Receiver (AC018F) Exhaust Louvre Exhaust Louvre
Set 6.0 bar Damper Unit Damper Unit
Pneumatic Damper for
Key PAL Set 9.0 bar Surplus Air Surplus Air
PI
1836 15 15 Emergency Generator Exhaust Louvre Exhaust Louvre
Engine Room Damper Unit Damper Unit
Compressed Air Radiator Cooling
Air Vent Fan Damper Fan Damper
LO Bottle No.1 Local Control Panel Local Control Panel
(150L) Vent Cylinder Oil
No.2 Measuring Tank Fan Damper Fan Damper
15 Vent 15 Local Control Panel Local Control Panel
15 15 15
No.3 Supply
Upper Deck Fan Damper
OL400F
Local Control Panel
15
15
15
Generator From Control
Air System Waste Oil
Engine LO Service Tank 15
Storage Tank (See 2.10.3a)
OL036F OF301F Closing Damper For

Separator Room
15
Exhaust Damper
Damper Unit
Closing Damper For
2nd Deck Separator Room
Supply Damper
Waste HFO HFO Low Sulphur Low Sulphur DO No.1 DO
Storage Service Settling HFO HFO Service Storage
Tank Tank Tank Service Settling Tank Tank
Tank Tank
15 15
OF BG OF OF OF OF OF OF OF OF OD OD OD
Main LO Main LO 350F 268F 050F 051F 052F 053F 054F 055F 056F 057F 016F 017F 015F Cylinder Oil Cylinder Oil
Storage Cleaning Storage Storage
Tank Tank Tank (No.1) Tank (No.2)

4th Deck 4th Deck
15
15
No.2
Dirty Bilge Fuel Oil Diesel Oil
Tank Overflow 15 Storage Engine Room No.7 Cargo Hold
Tank Tank
Floor BG253F OF028F OD011F Piping

Lowest
Point Space
15
OF030F
8
HFO Suction Line
Pushbutton ES-1 (Engine Room Fuel and LO pumps) Pushbutton ES-4 (General Equipment) Sea Water Suction Valves
Equipment Associated with the Stop Equipment Associated with the Stop The sea suction valves at each sea chest are remotely operated by means
Main LO pumps IMDG bilge pump of hydraulic deck stand valves located at the 3rd deck level or they can be
Main engine crosshead LO pumps Cargo hold and deck store fans operated locally if required. The overboard discharge valve for the main sea
Main engine turbocharger LO pumps Passageway fans water circulating system is operated locally or remotely from the 4th deck.
Stern tube LO pumps Fin stabiliser room fans The overboard discharge valves for the reefer cooling sea water system and the
fresh water generator sea water system are operated locally.
Port generator engine fuel oil pump CO2 room fan
Bilge pump Stabiliser emergency hydraulic pump
Cylinder oil transfer pump Windlass hydraulic pump
Main engine and generator engines FO oil supply and circulating pumps Steering gear room fan
FO and LO separators Bow thruster room fan
FO and LO separator supply pumps
HO, MDO and LO transfer pumps Pushbutton ES-5 (Generator Engines)
Main engine auxiliary blowers
Equipment Associated with the Stop
Main engine control oil pumps
No.1 generator engine
Servo oil filter unit
Main engine emergency cylinder oil emergency unit
Engine room and purifier room vent fans
Bilge and sludge pumps and OWS
Hydraulic power pack for remote valve system Pushbutton ES-6 (Galley Equipment)
Auxiliary boiler Equipment Associated with the Stop
Generator engine prelubrication pumps, cylinder oil pumps and auto filters Galley supply and exhaust fan
Galley equipment connected to switch G-1 distribution board
Pushbutton ES-2 (Engine Room Fans) Galley equipment connected to switch G-2 distribution board
No.1 and No.2 engine room supply/exhaust fan Pushbutton IMDG (Cargo Hold Reefer Power Supply)
No.3 and No.4 engine room supply fan Equipment Associated with the Stop
ECR air conditioning units Reefer power supply distribution boards RC-9, RC-10, RC-11, RC-12, RC-
Workshop air conditioning unit 13 and RC-14
Workshop exhaust fan
Separator room exhaust fans
Pushbutton for the Bow Thruster
Pushbutton ES-3 (Air Conditioning Fans)
The bow thrust has emergency pushbutton stops at the entrance to the focsle
Equipment Associated with the Stop area, locally in the bow thrust room and on the bridge main console and
Galley supply and exhaust fans bridge wing consoles.
AHU fans and econovent
Provision refrigeration room fans
Galley fan coil unit
Infirmary exhaust fan
Garbage room exhaust fan
4.4 Fresh Water Mist Fire Extinguishing System
Illustration 4.4a Water Mist Fire Extinguishing System
Fire Control Station

Auxiliary Boiler Burner
Fire Alarm Monitoring
System
FAULT
Power
DISC.
FIRE Menu Home
Test
Alarm Transfer Salwico CS4000 19-06-06 10:11 1 2
ABC
Alarm Device
Alarm Delay
Zone/Unit 4 5
GHI JKL
System Fault HG Friendship

Warning SG-6789
Pre-Alarm 7 8
PQRS TUV
www.Consilium.se 0
Press MENU to Operate
F1
F2 OK
Mute Next Reset
F3
Main Engine
Pump Unit
Release Logic
Unit N.O.
Pump Starter Panel
N.O.
Turbocharger Turbocharger Turbocharger

N.O.
No.2 Fresh Distilled (Port)
Water Water
Tank Tank
Power N.O. No.2 Generator Engine
(Starboard) (Starboard)
Supply (Port)
(208.6m3) (80.2m3)
N.O.
(Starboard)
N.O. No.4 Generator Engine

N.C. SP002F N.O. SP001F
(Starboard)
PI PS
SP003F N.O.
Multi-stage
Inline Pump Auxiliary Boilers Fuel Oil
(18.4m3/h x 156mth) Booster Pump
From General Service Air System Purifier

Key (2.10.2a) (Heavy Fuel Oil Purifiers)
Fresh Water Main Engine and Generator

Sprinkler Local Release Main Engine Engine Supply Unit
Electrical Signal Pushbutton Bilge Well Scavenge Air Space
(Forward) Fire Extinguishing
Air Smoke Detector
PS Pressure Switch Flame Detector
4.4 fresh water mist fire Extinguishing release pushbuttons on the front of the Release Logic Unit panel in the fire The fresh water mist system releases water mist into a compartment
System control station. automatically when a fire is detected by at least two fire detection heads which
are active at the same time. It can also be activated by breaking the glass and
Manufacturer: York - Novenco Fire Fighting An automatic release of water mist into a protected spaces is only initiated if pressing the pushbutton, at the local release unit located near the appropriate
two or more fire detection sensors (one flame and one smoke) in that protected local compartment. These pushbutton units are coloured blue (confirm) and can
Pump model: Grundfos CR20-8 space are in an alarm condition at the same time. therefore be readily distinguished. There are also manual release pushbuttons
No. of sets: 1 on the RLU control panel in the fire control station.
• Purifier Room - Smoke and flame detectors and a local
Type: Vertical multistage centrifugal pushbutton. The local pushbutton is located ???
Capacity: 18.4m3/h at 156mth There are a total of 39 type NHP5 spray nozzles fitted and these are distributed
• Port Generator Room - Smoke and flame detectors and a local as follows:
Pushbutton unit type: LK AO5 pushbutton. The local pushbutton is located at the aft entrance
to the room. Protected Space No. of Nozzles
Introduction • Starboard Generator Room - Smoke and flame detectors Port diesel generator room 6
and a local pushbutton. The local pushbutton is located at the Starboard diesel generator room 6
The fresh water mist fire extinguishing system relies upon the delivery of high forward entrance to the room.
Purifier room 6
pressure water to nozzle heads located at sites of fire risk. Six areas are protected • Boiler Area - Smoke and flame detectors and a local pushbutton.
by the water mist system, these are the two generator engine rooms, the purifier Auxilary boiler burner 2
The local pushbutton is located ???
room, the oil-fired boiler and the top of the main engine. The protected areas Main engine top 19
are each provided with a number of nozzle heads fitted in branch pipes which • Engine Room - Smoke and flame detectors above the main
are connected to the main supply line to that compartment. engine heads and two local pushbuttons. The local pushbuttons
are located ??? Procedure for Setting the Water Mist System for Operation
The principle of the water mist based system is that the very fine droplets of
The fire detector heads in loop No.4 ??, which control the operation of The following description assumes that the starboard distilled water tank is
water exclude oxygen from the atmosphere in the vicinity of the fire thereby
the water mist system work in conjunction with the ship’s main fire alarm being used.
starving the burning material of oxygen. When the fine water droplets come
into contact with the flames they rapidly evaporate because of their large monitoring system. When a detector head is activated an alarm is raised on the
ship’s fire alarm and monitoring system. If a second detector in the same zone a) Check that the tank has a sufficient water reserve of 7m³.
surface area for small mass which produces a rapid cooling effect on the
fire. The steam produced by the evaporation acts to further reduce the space (opposite type of detector head, ie, if a smoke detector was raised first, then it
available for oxygen. Because the water is in mist form, the system is also is necessary for the flame detector to be activated) is activated whilst the first b) Open the supply valve SP001F from the starboard distilled
useful for oil fires. detector is still active, the water mist sprinkler pump will be started and the water tank. This valve should normally always be open except
solenoid valve for the protected space opened. when the tank has been drained for maintenance.
The main supply line to each compartment has a solenoid operated isolating
valve which is activated by the fire control system when at least two fire The water mist fire extinguishing system uses fresh water to reduce the risk of c) Set the valves as in the following table:
detectors (one flame and one smoke) sense a fire in the compartment. The corrosion but the lines are dry between the solenoid valves and the spray heads
water mist pump is started at the same time and when the solenoid valve opens, unless the system is operating. The fresh water is taken from the starboard Note: At the water mist unit each protected space has a manually operated
high pressure water is released to the nozzle spray heads in that compartment. distilled water tank via a dedicated valve SP001F. In an emergency it is also line valve after the solenoid valve. These valves must under normal operating
possible to take water from the much larger No.2 fresh water tank via the conditions be left in the open position. The test/drain valve located between
The fresh water supply is taken from the starboard distilled water tank and the connection line but the normally closed valve WG004F must be opened. the solenoid valve and the manual line valve MUST under normal conditions
suction line is arranged to ensure that there will always be a minimum of 7m³ be closed.
reserve of water in the tank to allow for 20 minutes operation of the mist pump. The pump start, solenoid activation control panel and manifold distribution
This tank has a low level alarm which operates when the level in the tank falls piping is located at the pump on the 4th deck level, starboard side. (Authors Position Description Valve
to a point where there is sufficient water only to cover the largest protected note - Pump starter details to be included on visit.)
Open Water mist supply pump suction valve SP003F
section for 20 minutes.
The water mist pump selector switch on the water mist local control panel must Open Water mist supply pump discharge valve
Control of the system is via a dedicated Release Logic Unit (RLU) in the fire be set to AUTO, as must the keyswitch on the RLU panel in the fire control Operational Solenoid valve to purifier room
control station which takes inputs from the ship’s fire detection sensors (loop station. as required
No.4 ??). The fire detection is handled by the ship’s main fire alarm system Operational Solenoid valve to port diesel generator room
which acts in conjunction with the RLU to operate the water mist system. as required
There are also manual release pushbuttons strategically positioned adjacent Operational Solenoid valve to starboard diesel generator room
to the compartments protected by this system. Additionally, there are manual as required
Illustration 4.4a Water Mist Fire Extinguishing System
Fire Control Station

Auxiliary Boiler Burner
Fire Alarm Monitoring
System
FAULT
Power
DISC.
FIRE Menu Home
Test
Alarm Transfer Salwico CS4000 19-06-06 10:11 1 2
ABC
Alarm Device
Alarm Delay
Zone/Unit 4 5
GHI JKL

Warning SG-6789
Pre-Alarm 7 8
PQRS TUV
www.Consilium.se 0
F1
F2 OK
Mute Next Reset
F3
Main Engine
Pump Unit
Release Logic
Unit N.O.
Pump Starter Panel
N.O.
Turbocharger Turbocharger Turbocharger

N.O.
No.2 Fresh Distilled (Port)
Water Water
Tank Tank
Power N.O. No.2 Generator Engine
(Starboard) (Starboard)
Supply (Port)
(208.6m3) (80.2m3)
N.O.
(Starboard)
N.O. No.4 Generator Engine

N.C. SP002F N.O. SP001F
(Starboard)
PI PS
SP003F N.O.
Multi-stage
Inline Pump Auxiliary Boilers Fuel Oil
(18.4m3/h x 156mth) Booster Pump
From General Service Air System Purifier

Key (2.10.2a) (Heavy Fuel Oil Purifiers)
Fresh Water Main Engine and Generator

Sprinkler Local Release Main Engine Engine Supply Unit
Electrical Signal Pushbutton Bilge Well Scavenge Air Space
(Forward) Fire Extinguishing
Air Smoke Detector
PS Pressure Switch Flame Detector
Position Description Valve d) When sufficient water has been released, reset the alarm at Mechanical Release of Water Mist
the RLU control panel by pressing the RESET RELEASE and
Operational Solenoid valve to boiler burner
RESET BUZZER pushbuttons. Check that the section solenoid It is possible to release water mist into a compartment manually if required
as required
valve closes and that the water mist pump stops. should the control system fail. The pump unit control switch is turned to the
Operational Solenoid valve(s) to main engine top LOCAL position and the solenoid valve to the compartment into which water
as required e) Close the test/drain valve. is to be released is operated by turning the screw on the solenoid unit until the
Operational Solenoid valve to main engine scavenge space fire valve is open. This allows for release of water mist into the compartment when
as required extinguishing f) Repeat the test procedure in steps a) to e) above for the other the pump has been started manually.
sections.
d) At the water mist pump local control panel ensure that the The solenoid valves are located ??? (Authors note - details to be included on
isolation supply breaker at the panel is set to ON and the g) When all of the tests have been completed, check that all of the visit.)
POWER ON lamp is illuminated. Set the sprinkler pump space test/drain valves are closed and open all of the line isolating
heater to ON. The system is supplied from the emergency valves after the solenoid valves.
switchboard.
h) Check that there is sufficient water in the starboard distilled
e) Set the pump start switch to the AUTO position. The water mist water tank and replenish if necessary.
pump will start and pressurise the system when a fire is detected
in one of the protected spaces. i) Record the water mist system test in the log book.
f) At the Release Logic Unit panel ensure that the power switch is The pushbutton unit is tested by inserting the test key. (Authors note - details
in the ON position and set the operating keyswitch to the AUTO to be included on visit.)
position. Press the RESET RELEASE pushbutton and the
REST BUZZER pushbutton to remove any alarm or shutdown
conditions. Purging the System
g) The fresh water mist system is now operational. After the release of fresh water mist into a protected space the lines must
be cleared of water using compressed air. There is a compressed air line
The nozzle heads and valves should be checked at regular intervals to detect for connection at the water mist unit and compressed air can be supplied from the
any leakage. The spray heads have plastic protective covers fitted which should GS system via two isolating valves.
be kept in place to protect them from damage or being painted over. They are
relatively loose fitting however and are designed to blow off when the system After the water mist pump has been stopped and the fire extinguished the
operates. section pipeline can be purged of water using compressed air when it is safe to
enter the space in which the fire has occurred.
System Testing The pump control switch must be turned to the OFF position so that the pump
cannot be operated. The solenoid valve for the protected space can then be
The fresh water mist system should be tested at monthly intervals. opened together with the line isolating valve. The test/drain valve for that
section must be closed. The air supply valves on the water mist unit are then
Procedure for Testing the Fresh Water Mist System opened and compressed air flows through the lines forcing any remaining
water out and drying the pipe. Air should be allowed to flow through the line
a) Close all of the line isolating valves located after the solenoid for between 2 and 3 minutes after the water has all been cleared to ensure that
valves and open the test/drain valve for the section to be tested. the pipes are completely dry.
b) Release a section manually by pressing the section pushbutton After drying a section line, the solenoid valve can be closed together with the
on the Release Logic Unit (RLU) control panel. air supply valves on the water mist unit.
c) Check that the pump starts and that the section solenoid valve
opens. Confirm that water is released at the test/drain valve. The
PRESSURE IN SYSTEM lamp should be illuminated on the
RLU panel.
4.5 Safety Equipment
4.5.1 Fire Detection Equipment
4.5.2 Fire Fighting Equipment
4.5.3 Lifesaving Equipment

Illustration 4.5.1a Fire Detection System Siren
Key
(Authors Note: This illustration to be Checked
on board particularly loops and Zones.)
AC 220V Supply from
FAULT
Power
DISC.
FIRE Menu Home Disc.
Sprinkler Release Button
Emergency Switchboard (P-EL-18) Test

Alarm Transfer Salwico CS4000 19-06-06 10:11 1 2 3
Manual Call Point
ABC DEF
Alarm Device
Alarm Delay
Zone/Unit 4 5 6
GHI JKL MNO

Warning SG-6789
AC 220V Supply from Pre-Alarm 7 8 9
Smoke Detector
PQRS TUV XYZ
Main Switchboard (P-IL-14)

www.Consilium.se 0 OK

Main Fire Detection Panel Heat Detector
on the Bridge Alarm Console F1
F2 OK
Flame Detector
Mute Next Reset
F3
Fire Detection Repeater Panel

in the Fire Control Station
Loop 1: Zones No.????, Accommodation Decks
Stairwell Door
FAULT DISC.
Release F Deck Stairwell Door

Release E Deck
Power
Test
ABC DEF
Alarm Device
Alarm Delay
Zone/Unit 4 5 6
GHI JKL MNO

Warning SG-6789
Pre-Alarm 7 8 9
PQRS TUV XYZ
F1
Stairwell Door
F2 OK
Release D Deck Stairwell Door
Release C Deck
Mute Next Reset
Loop 2: Zones No.???? Engine Room

F3
Stairwell Door
Release B Deck
Fire Detection Repeater Panel

in the ECR
Stairwell Door
FAULT
Power
DISC.
Release A Deck
Loop 3: Zones No.???? Funnel Casing
Test
ABC DEF
Alarm Device
Alarm Delay
Zone/Unit 4 5 6
GHI JKL MNO

Warning SG-6789
Pre-Alarm 7 8 9
PQRS TUV XYZ
Stairwell Door
F1
OK
Release Upper Deck
F2
Mute Next Reset

F3
(Authors Note: Details of the Number of Sensors and Breakglasses

Fitted in Each Loop to be Added When Details Become Known)
Loop 4: Zones No ???? Forward area
4.5 Safety Equipment Fire Alarm Control Panel • Periodic disconnection - This is a disconnection for a certain
time period during certain days of the week. For example,
Fire Alarm Indicator disconnect zone 1 each Tuesday and Friday between 07.00 and
4.5.1 Fire Detection Equipment
The FIRE indication flashes with a red light to indicate that there is a fire alarm 17.00hrs.
in the system. It will turn to a steady light when all of the fire alarms have
Fire Detection Equipment been muted. When this symbol is flashing the following information will be After entering a new disconnection correctly, an acknowledgement will be
Manufacturer: Consilium Marine displayed on the control panel: presented on the control panel. The new disconnection will also be added to
the disconnection list.
Type: CS4000 Salwico Fire Detection System • Number of alarm(s)
• Zone in alarm
Fault Indicator
Introduction • Type of unit in alarm
The fault indication flashes with a yellow light to indicate that there is a fault
• Address number of unit in alarm in the system. It will turn to steady light when all of the fault alarms have
The CS4000 Fire Detection system is a computerised, fully addressable
analogue fire alarm system with analogue detectors. The main operating • Supplementary text (if defined) been muted. If a fault occurs on the system the following information will be
panel, control unit and power supply are contained in the bridge radio table. displayed on the screen:
The supplies are 220V AC from the main switchboard (normal) and 220V AC Pressing the OK button will allow the operator to view more details such as: • The number of faults
from the emergency switchboard (emergency). The unit also contains a battery • Time of alarm • The type of fault
should the other supplies fail.
• Date of alarm • Identification of the faulty unit
Two repeater panels are located in the engine room control console and the fire • Supplementary text 2 about location of detector (if defined) • Supplementary text for the faulty unit (if defined)
control station. The repeater panel allows the ship’s staff to monitor alarms,
accept any alarms and perform any disconnections or reconnections. The Pressing the OK button will allow the operator to view more details such as:
system can also identify defective detectors in each loop. Disconnection Indicator
This is a general indicator showing that there is at least one disconnected • Time when the fault occurred
The CS4000 has an output to the ship’s PA system for sounding of the alarm function in the system such as a zone, detector, external control or alarm device. • Date when the fault occurred
over the public address and also to the engine room light signal columns. There It is possible to disconnect different parts of the system and all disconnections
is also a connection between the fire alarm panel and the fan control to trip the • Supplementary text about the location of the fault (if defined)
are placed in a disconnection list. If this occurs the yellow DISC indication will
accommodation fans after a preset time delay. be lit and will remain lit until all of the disconnections have been reconnected.
To be able to make a disconnection the operator must enter access level 2B as Power Indicator
The fire detection system comprises a wide range of detectors and sensors to detailed later in this section or higher. This will illuminate with a steady green light when the power supply to the
suit different needs and conditions. It includes detectors for different alarm
control panel is on.
parameters, for example, smoke, heat and flame. Manual call points, short WARNING
circuit isolators and a timer are connected to the loop where required. A fault
When a fire detector or zone is disconnected, the fire alarm system Test Indicator
in the system, or a false alarm is detected immediately since the function of
will not be able to detect any fire in that area. It is therefore important
the detectors and other installed loop units are automatically and continuously This will illuminate with a steady yellow light when there is at least one zone
that the number of disconnections are minimised in both quantity and
monitored. in test mode.
duration of time.
System Loops and Zones There are four different types of disconnection available: Note: When a zone is in test mode it will not activate any external alarm
There are four detector loops around the vessel to monitor selected areas which devices or controls in case of a fire. The fire alarms from zones not included
• Permanent disconnection - This disconnection is permanent
can be detailed as follows: in the test mode will not be inhibited.
until it is manually reconnected.
• Timer disconnection - This disconnection is instant and lasts for Each detector being tested will indicate activation with a red LED, but the units
Loop No.1 Navigation deck and accommodation decks B, C and D the time period entered but the maximum disconnection time in alarm will be automatically reset when the heat or smoke concentration is
Loop No.2 Accommodation decks A and the upper deck. available is 23h 59m. under the alarm level. Detectors in the zone will blink during the test mode.
Loop No.3 Engine room 2nd, 3rd and floor decks. Engine casing • Clock disconnection - Enter the reconnection time. The
and emergency generator room. Steering gear room, disconnection is instant and the reconnection will take place
dry powder room and cargo compressor/motor rooms. next time the entered time occurs. The maximum disconnection
Bosun’s store time is 23h 59m.
Loop No 4 Engine room water mist system
Illustration 4.5.1b Fire Alarm Control Panel and Menu Tree
CS4000 Bridge Control Panel
18 19 20
1
FAULT
3
DISC.
2
4 Power HOME
5
FIRE ALARM 1(1) 06:27 1 2 3
Test ABC DEF
6 Alarm Transfer
7 Alarm Device 21 4 5 6 1 Fault alarms 1 Fault list
GHI JKL MNO 22 2 Warning list
8 Alarm Delay
9 Zone Unit
7 8 9 3 Reset all faults
PQRS TUV WXYZ
10 System Fault 2 Fire alarms 1 Fire list
11 Warning 0 OK 2 Pre-alarm list
12 Pre-alarm 23 3 Resound bells
4 Reset all fire alarms
Push OK for list view 3 Disconnections 1 New disconnections 1 Zones

2 Disconnection list 2 Detectors
F1 23
3 Periodic disconnection list 3 External controls 1 All external controls
16 OK 4 Old disconnections 2 Alarm transfer (not applicable)
13 F2 14
5 Remove all disconnections 4 External alarms 1 Alarm device
24 2 Alarm delay
5 Test mode
F3 Mute Next Reset 4 Log in 1 Log in
2 New user
15 17 25 3 Delete user
5 Settings 1 Set Dimmer
2 Set time
Key 3 Set date
4 Test display
1 Alarm Indicator - flashes red in alarm, continuous when muted
5 Alarm delay time
2 Disconnection Indicator - at least one zone has been disconnected
3 Fault Indicator - flashing yellow to show fault, continuous when muted 6 Keyboard beep
4 Power indicator 6 Service menu 1 System details
5 Test Indicator - continuous yellow when at least one zone in test, flashes when panel not initiated at start-up
6 (Not applicable) 2 System boards
7 Alarm Device Indicator - continuous yellow shows alarm device disconnected, flashing shows alarm device output fault 3 Display units
8 Alarm Delay Indicator - continuous yellow shows alarm device outputs are delayed 4 Zones
9 Zone/Unit Indicator - continuous yellow shows detector or zone disconnected, flashing indicates at least one detector or zone is in fault condition 5 Loops
10 System Fault Indicator - flashes yellow to indicate panel or system fault
6 Reload configuration
11 Warning - continuous yellow indicates detector performance fault
12 Pre-alarm - flashing red indicates a pre-alarm state in the system, continuous red when muted
7 History 1 Fire history
13/14 Three programmable keys with labels
15 Mute - audible alarm 2 Fault history
16 More Alarms - flashes red if more than one device in alarm 3 Disconnection history list
17 Next - scroll through the different alarms, returns to first alarm if button not pressed for 20 seconds 4 Common history list
18 Menu - direct access to the main menu
19 Home - direct access to the initial view
20 Disconnections - direct access to the disconnections menu to allow disconnections to be made
21 Alphanumeric display - 14 x 40 characters
22 Numeric keypad - used to enter information, arrow key deletes previous characters
23 OK - used to select a menu or accept a function
24 Arrow keys - up/down scrolls through the menu items, left goes to previous menu, right selects the chosen menu alternative
25 Reset - used to reset alarms
To test a zone, put it into test mode under the MENU/3 DISCONNECTIONS/1 Pre-Alarm Indicator Disconnections Shortcut Button
NEW DISCOM./ 5 TEST MODE then enter the zone number and confirm
This will illuminate with a flashing red light to indicate that there is an un- This button gives direct access to the disconnections menu from where unit or
with the OK button. The indications DISC, TEST and ZONE/UNIT will be
muted pre-alarm in the system. It will turn a steady state when all of the pre- zone disconnections can be made.
illuminated to confirm the test mode. It is now safe to test each detector in
alarms have been muted.
this zone for two hours using suitable testing equipment. The test zone will
automatically return to normal operation after two hours. Alphanumerical Display
The pre-alarm function gives an early alarm to a slow increase in a fire
condition such as if a smouldering fire occurs. The pre-alarm level is lower The blue alphanumerical display on the front of the control panel has a capacity
After testing it is important to return the tested zone to its normal condition but of 14 x 40 characters.
than the ordinary fire alarm level and will activate the local buzzer and the
care must be taken to ensure that no detectors are still in alarm before leaving
PREALARM indication on the control unit. The pre-alarm will also be added
the test mode. The zones in test are listed in the disconnection list found under
to the pre-alarm list and will remain in the list until the fire condition is either Numerical Keypad
the MENU/3 DISCONNECTIONS /2 DISCONNECTION LIST. Choose the
under or over (fire alarm) the level for pre-alarm.
zone in the list and press the RESET button. The numerical keypad is used to enter alphanumeric information into the
system while the left-hand arrow button erases one character at the time.
It is also possible to test the alphanumerical display and all indications on the Custom Keys and Indicators
control panel including the local buzzer with the function test display, found The three custom keys (F1, F2 and F3) have yellow indicators and are
under MENU/5 SETTINGS/4 TEST DISPLAY. OK Button
programmable to customer-specific functions. The functions of these buttons
and indicators are programmed via the definition program and the details are The OK button on the alphanumeric keyboard is used to select a menu
Alarm Transfer Indicator shown in the text window next to the key. alternative or to accept a function.
Not connected in this installation.

Mute Button Arrow Keys
Alarm Device Indicator This button is used to mute and silence alarms but has different functions The arrow keys are used to navigate in the menus and select different menu
depending on the current access level. alternatives. The UP button shows the previous item in the list but if the first
This will illuminate with a steady yellow light when an alarm device output item is displayed it will go to the last item. The RIGHT HAND arrow selects
such as a bell are disconnected. A flashing light indicates that there is a fault • Access level 1 - Pressing the MUTE button causes the internal the chosen menu while the LEFT HAND arrow will take the operator to the
on an alarm device output. buzzer to silence. previous menu. The DOWN button shows the next item in the list but if the last
• Access level 2 or higher - Pressing the MUTE button causes item is displayed it will go to the first item.
Alarm Delay Indicator the internal buzzer and all of the external alarms to silence and
mutes the fire alarm indication. When the alarm is muted, the Reset Button
This will illuminate with a steady yellow light when the outputs for the alarm
FIRE indication stops flashing and turns to a steady light. Press
devices such as bells are delayed. This button is used to reset alarms from the system. Press the RESET button to
OK if more details are required.
reset the fire alarm but it cannot be reset if the fire condition remains.
Zone/Unit Indicator
Next Button All faults in the system are shown in the fault list. To reset a fault:
This will illuminate with a steady yellow light when a fire detector or zone
Pressing the NEXT button will allow the operator to scroll through the different • Go to the fault list under MENU/1 FAULT ALARMS/1 FAULT
has been disconnected. A flashing yellow light indicates that at least one fire
alarms. The list will always return to the first fire alarm after 20 seconds if no LIST
detector or zone is in a fault condition.
buttons have been pressed. If there is more than one fire alarm in the system,
the red LED indicators above the NEXT button will be activated. The first • Choose the fault in the fault list and then press RESET to reset
System Fault Indicator and last fire alarms are always displayed at the control panel. The operator the fault.
can scroll through the different fire alarms by pressing the NEXT button or by
This flashes with a yellow light to indicate an internal fault in the control panel If the cause of the fault alarm remains and the alarm cannot be reset, check
using the UP/DOWN arrows.
or when there is a fault on the system communication. If a fault occurs in the the problem and deal with it, then try to reset the fault again. To reset all of
system it will be displayed at the control panel with information about which the faults:
part of the system is faulty and also a short description of the fault. Menu Shortcut Button
• Go to MENU/1 FAULT ALARMS/3 RESET ALL FAULTS
This button gives direct access to the main menu where all of the functions of
Warning Indicator the CS4000 system can be accessed. • Press OK
The WARNING LED operates to indicate a dirty detector with a yellow steady
light. Home Shortcut Button
This button gives direct access to the initial view.
Operations
Access Levels
To prevent unauthorised operation of the system there are access levels to
protect the different functions. The user has to log in to the system before any
vital operations can be performed. Without access to an authorisation code the
user can only view fire and fault alarms and mute the local buzzer. The system
is in access level 1 when the door is closed or if it is locked by a key. The
system automatically returns to access level 1 after 30 minutes of inactivity.
Description of the Access Levels
• Access Level 1 - This allows the operator to view the fire or

fault alarms with the fire alarms being given priority over the
fault alarms. This level also allows the operator to mute the local
buzzer.
• Access Level 2 - This level is as per access level 1 but also
allows access to the menu system. This provides the operator
with access to the list status and to allows resetting and muting
of alarms.
• Access Level 2B - As per level 2 and allows disconnections to
be made.
• Access Level 3 - As per level 2B but also provides the ability to
make changes to the configured system.
• Access Level 4 - This level allows access to all functions
including advanced service options.
Login
Press MENU from level 1 or go to MENU/4 LOGIN/ 1 LOGIN and enter the
four-digit access code for the desired access level. The system will acknowledge
if the correct code is entered. Entering the system with the key gives direct
access to level 2. The default access codes are:
• Level 2B - 2222
• Level 3 - 3333
Maintenance
A periodic testing/inspection procedure should be carried out in accordance
with manufacturer’s recommendations to monitor any deterioration of the
detector heads due to contamination. Repeated application of test smoke to the
same detector can degrade its performance.
Authors Note: No information available on the operation of the repeater

panels in the ECR and fire control station. This to be added when information
becomes available from Maersk.
4.5.1c Fire Detection Equipment Symbols
Fire Alarm and Detection Equipment
Manually Operated Call Point
Space Monitored by Smoke Detector
Space Monitored by Flame Detector
Space Monitored by Heat Detector
Signal Light Column
Fire Alarm Control Panel
Pushbutton for General Alarm
Electric Horn for Fire and General Alarm

EH
Electric Siren for CO2 Alarm

ES
Emergency Source of Electrical Power

G (Generator)
Emergency Switchboard
Illustration 4.5.1d Fire Detection Equipment - Engine Room Floor
Key
FG Space Monitored by Flame Detector
CO2
Light Signal Column
FG Fire and General Alarm Horn
CO2 CO2 Air Horn
Illustration 4.5.1e Fire Alarms Equipment - Engine Room 4th Deck
Key

FG
CO2
Space Monitored by Flame Detector
Pushbutton for Local Based Fire

Extinguishing System
Light Signal Column
CO2 CO2 Air Horn
Illustration 4.5.1f Fire Detection Equipment - Engine Room 2nd and 3rd Decks
2nd Deck 3rd Deck
Key
CO2 Manually Operated Call Point
FG
S Fire Alarm Sub Panel
CO2
Space Monitored by Heat Detector
FG
S
CO2 Space Monitored by Flame Detector
FG
Pushbutton for Local Based Fire
Extinguishing System
Light Signal Column
CO2 CO2 Air Horn
CO2
FG
4.5.2 FIRE FIGHTING EQUIPMENT
4.5.2a Fire Fighting Equipment Symbols
D
P CO2
12kg 12kg Powder Extinguisher
Remote Control Station for Engine Remote Control for Lube Oil Valves
Room and Cargo Hold CO2
E/R, C/H
Fire Extinguisher
CO2 A Automatic and Remote Operated Fire Damper
5kg (5kg CO2) No1
Remote Control for Fire/Ballast/General (Accommodation and Service Spaces)
Service Pumps
F
45L Wheeled Fire Extinguisher (45L Foam) A Ventilation Remote Control Shut-off
Remote Control for Emergency (Accommodation and Service Spaces)
Fire Pump
F
Wheeled Fire Extinguisher (135L Foam) M Ventilation Remote Control Shut-off
135L
FIRE
Fire Control and Safety Plan (Machinery Spaces)
PLAN
Portable Foam Applicator Unit C Ventilation Remote Control Shut-off
Fire Locker (Cargo Spaces)
W
Fixed Water-Based Local
Fire Fighting System CO2 A Manually Operated Fire Damper
Space Protected by Fire Extinguishing (Accommodation and Service Spaces)
CO2 System (CO2)
Fixed CO2 Fire Extinguisher for
Paint/Lamp Store (Aft) S C Manually Operated Fire Damper
P/S(A)
Space Protected by Sprinkler System (Cargo Spaces)
CO2
Fixed CO2 Fire Extinguisher For Engine
Room and Cargo Hold WL M Manually Operated Fire Damper
E/R, C/H
Space Protected by Water Spray System (Machinery Spaces)
CO2
Fixed CO2 Fire Extinguisher for Galley A Ventilation Fan

G/D
Fuel Pump Remote Shut-off (Accommodation and Service Spaces)
CO2
Remote Control Station for Galley CO2 C Ventilation Fan

G/D Lubricating Oil Pump Remote Shut-off (Cargo Spaces)
CO2
Remote Control Station for
Paint/Lamp Store CO2 (Aft) M Ventilation Fan
P/S(A) (Machinery Spaces)
Remote Control for Fuel Oil Valves
Illustration 4.5.2b Fire Fighting Equipment - Engine Room Floor
Key
F Fire Extinguisher
9 (9L Foam)
W
W P Fire Extinguisher
12 (12kg Dry Powder)
R
R
W
W W
Fire Hydrant
P CO2 F
12 9
P R Hose Reel with Hose and

12
W Spray / Jet Fire Nozzle
F
P W 9 CO2
12 Space Protected by CO2
R
W F
9
Fire, Bilge and General Service
P Pump
12 W
R
W
Illustration 4.5.2c Fire Fighting Equipment - Engine Room 4th Deck
CO2 WL F
9 Key
F Fire Extinguisher
9 (9L Foam)
P Fire Extinguisher
M
12 (12kg Dry Powder)
W
F P M Fire Damper in Vent Duct
9 12 R
W (Machinery Spaces)
W
Fire Hydrant
R Hose Reel with Hose and

CO2 CO2 CO2 W Spray / Jet Fire Nozzle
F CO2
9 Space Protected by CO2
WL Fixed Water Based Local Application

Fire Fighting System
P W F
Exhaust Fan
W
12 9
R
W R
W
CO2
Illustration 4.5.2d Fire Fighting Equipment - Engine Room 2nd and 3rd Decks
2nd Deck 3rd Deck
M Key
CO2
CO2
F F Fire Extinguisher
9 9 (9L Foam)
CO2
CO2 5
CO2 CO2 P Fire Extinguisher
CO2
P 12 (12kg Dry Powder)
12
CO2 Fire Extinguisher (5kg CO2)

5
P F F
12 9 9
F
20 Portable Foam Applicator
W R
(20L Foam)
W P
12
CO2 F Wheeled Fire Extinguisher
F F W 5
20 135 135 (135L Foam)
CO2
R
W
FIRE
Fire Control Plan
WL WL WL WL WL WL PLAN
CO2 CO2
CO2 CO2 CO2 CO2 CO2 CO2

M Fire Damper in Vent Duct
CO2 FIRE
(Machinery Spaces)
PLAN
P
12
Exhaust Fan
P
CO2 12 P P
12 12
CO2 CO2 W
5 Fire Hydrant
W R
W W W
F
9 W
CO2
R Fire Main Section Valve
W
CO2
5
CO2 WL R Hose Reel with Hose and
W Spray / Jet Fire Nozzle
CO2 WL
CO2
Space Protected by CO2
CO2 WL
CO2
5 F
CO2 9 WL Fixed Water Based Local Application
Fire Fighting System
Illustration 4.5.2e Fire Fighting Equipment - Engine Room Double Bottom
CO2
CO2
Key
CO2
Space Protected by CO2
4.5.3 LIFESAVING EQUIPMENT AND ESCAPE ROUTES
4.5.3a Lifesaving Equipment and Escape Routes Symbols
Stretcher
Primary Escape Route Lifebuoy
Medical Locker
Secondary Escape Route Lifebuoy with Self-Igniting Light
Emergency Escape Breathing Lifebuoy with Lifeline Emergency Telephone

Device
Lifebuoy with Self-Igniting Light Satellite EPIRB

Immersion Suit
and Self-Activating Smoke Signal
Search and Rescue Transponder

Life Jacket with Light/Whistle Muster Station (SART)
(Adult)
Two-way VHF Radiotelephone

J Life Jacket Donning Instructions Lifeboat apparatus
Rescue Boat (6 persons) Line Throwing Device (230m line)

M Muster List
Inflatable Liferaft Rocket Parachute Flares

SL Safety Locker (Number of Persons)
Embarkation Ladder Red Hand Flare
Illustration 4.5.3b Life Saving Equipment and Escape Routes - Engine Room Floor
Authors Note: Escape Routes to be Added at Ship Visit
EXIT
Key
Emergency Escape
Breathing Device
EXIT Emergency Exit
Illustration 4.5.3c Life Saving Equipment and Escape Routes - Engine Room 4th Deck
EXIT
Key
Emergency Escape Breathing Device
EXIT Emergency Exit
Illustration 4.5.3d Life Saving Equipment and Escape Routes - Engine Room 2nd and 3rd Decks
2nd Deck 3rd Deck
Key
Immersion Suit
EXIT Life Jacket
EXIT
Emergency Escape Breathing Device
Muster and Emergency Instructions
EXIT Emergency Exit
Section 5: Emergency Procedures
5.1 Flooding in the Engine Room - Emergency Bilge Suction
5.2 Emergency Operation of the Main Engine
5.3 Emergency Steering
5.4 Emergency (Secondary) Fire Pump Operation
5.5 Fire in the Engine Room

Illustration 5.1a Engine Room Bilge System 40 To Dirty Port Starboard
Set 2K
80 Passage
Separator Way
10 Pump 1.5K-6K 125
FD014F
Upper Deck 50 65
(Port) Fr.86 FD018F
Oil 50 2nd Deck
80 FD013F
Detecting DPI PI
Monitor FD019F
Swimming FD012F
Pool FD020F
Auto Overflow Shaft
Deck
(Port) FD022F
BG328F 80 (Fr.65) (Fr.91) 125
50 150 BG335F 1835
BG329F 200
Overboard 200
FD005F
Well Sea Chest
Water BG
337F 002F 338F 004F
10 From
50 25
80 Compressed
To Dirty PI Air
Water Transfer
(See 2.6.4c) No.2
Void 80% BG 308F 309F 150
LAH BG
65 65 65 Set LC 011F LC 026F WS053F
1932
Gear Tank 65 65 200
(10m3/h x 4 bar) 50 50
Line
For OWS LI
Floor (Port) 300
4th Deck 30% BG
Shaft Air Test
1934
(Centre)
Tunnel 65 311F 312F 200
TI
(See 2.6.4c) 65 LC
65
LAH
No.7 Water
BG 65 Deck Scupper
65 010F Line
50 65 LAH BG021F 200
1938 Aft BG 100
100
1935
65 018F 019F 020F
15
No.9A
LAH
50 Key
No.8A (133.9m3) (85m3/h x 4 bar)
150
Void PI
Bilge Well LAH
150
(Centre) 1929
015F 016F Air
Stern Tube 125
Water Tank
5.1 Flooding in the Engine Room Pumps Available for Bilge Pumping Duties Procedure for the Direct Pumping of the Engine Room Bilges
Engine Room Bilge Pump Using the Fire, bilge and GS pumps
Flooding in the engine room can occur due to a defect in the hull structure
possibly due to grounding, berthing or collision damage, or, more likely, due Manufacturer: IMO The No.1 fire, bilge and GS pump would be the second pump used to control
to a defect in the sea water pipeline system. No. of sets: 1 a flooding event if the No.2 ballast water pump was insufficient to control the
Type: Horizontal screw flooding. It has a direct bilge suction and is self priming:
Measures to Prevent or Alleviate Flooding Model: Borger PL300
a) Set the valves as shown in the following table:
• Maintain pipelines externally, tighten slack supports and replace
broken U bolts on pipe brackets to minimise fretting in way of Position Description Valve
the supports. Fire, Bilge and General Service Pumps Open Port bilge well direct suction valve BG026F
Manufacturer: Taiko Kikai Industries Co. Ltd Closed No.1 fire, bilge and GS pump bilge main suction BG011F
• Operate all of the ship’s side valves regularly, so that they can
No. of sets: 2 valve
be operated easily when required. Valves such as the fire pump
suction valves, which are normally open, should be closed and Type: Horizontal centrifugal Closed No.1 fire, bilge and GS pump sea water main WS054F
reopened regularly to prevent a build-up of marine growth. suction valve
Model: VSE - 250 MB
Open No.1 fire, bilge and GS pump discharge valve BG337F
• Before opening any sea water filters for cleaning, make sure Capacity: 120/460m3/h at 9.0/3.0 bar to overboard
the isolating valves are closed tight by opening the vent in the Motor: 90kW at 1,800 rpm
cover. In any case, break open the cover joint before removing Closed No.1 fire, bilge and GS pump discharge valve FD002F
all of the cover bolts. The same applies when opening coolers to fire main
and pipelines anywhere in the system. No.2 Ballast Pump (Emergency Bilge Pump) Closed No.1 fire, bilge and GS pump crossover valve to BG338F
No.2 fire, bilge and GS pump
• Care must always be taken when removing covers or opening Manufacturer: Taiko Kikai
any part of the sea water pipe system as valves which are Open Overboard discharge valve BG335F
No. of sets: 1
indicated as being closed may not be fully closed. Where gate
Type: Vertical centrifugal EMD self-priming b) Start the fire, bilge and GS pump. Ensure that it picks up suction,
valves or through cocks are used for draining and venting, prove
them clear by rodding before removing covers. Model: ESD 350MC using the sea water priming if necessary to assist a quick pick-
Capacity: 1,000m³/h at 2.5 bar up.
• If the source of ingress is rapid and cannot be identified,
shut all remote operated sea and shipside valves. This action c) The level of the bilges should be monitored and kept under
assumes that the levels have reached above the floor plates. The No.2 ballast water pump has a suction from its own emergency bilge
suction valve BA011F, which is operated via an extended spindle above the control using the sea water suction valve B2V to ensure that the
Shipside valves can be closed from the remote stand as shown pump does not lose suction.
in illustration 2.4.1a if required. floor plate level.
• Personnel should be familiar with the position of the bilge It is essential that all bilge suction strainers are cleaned at frequent intervals to
suctions and the pumps that can be utilised for bilge pumping Bilge Suction Strainers ensure that the bilges can be pumped at all times without hindrance.
duties. They should also be familiar with the position of the Bilge suction strainers should be checked and cleaned whenever the opportunity
main sea suction and overboard valves and know which main arises. Frequent checking and cleaning will reduce the risk of a strainer
suction is currently in use. becoming blocked and difficult to clear due to subsequent flooding.
• The emergency bilge suction valve should be operated on a
regular basis. Double bottom sounding pipe cocks and caps It is important to lower any bilge well that is in alarm to the empty level as
should be secured after use. soon as possible to give as much warning as possible should a flooding event
occur.
Emergency Procedure for Pumping Bilges Using the No.2 Illustration 5.1b Emergency Bilge Operation
Ballast Water Pump
Solenoid Valve
Cabinet (3rd Deck)
The No.2 ballast water pump can be used to pump the bilges directly
overboard and therefore must only be used in an emergency. As this pump is No.8
BA
Engine Room
for emergency bilge pumping duties only, there is no 15ppm monitor located Wing Water Low Sea
033F
Ballast Tank Chest (Port)
in the discharge line. Flooding will either be visually detected or will shortly (Port)
From
be picked up by the engine room bilge well alarm system. For this reason, it is Compressed Air 350
important that any anomaly with the bilge alarm system, such as a unexpected/
BA020F
repeating alarm or an alarm which refuses to clear is visually checked by the XI S.P
duty engineer. BA 350
500 PI PI PI PI
024F BA030F
a) Once the duty engineer has established that there is a flooding 350
situation, they should proceed immediately to the nearest BA025F BA026F BA002F BA003F BA001F
telephone and inform the bridge of the situation. The duty No.1 Ballast Pump From Sewage
(1000m3/h x 2.5 bar) Holding Tank
officer on the bridge should be instructed to raise the alarm,
65 350
then open the ballast pump discharge valves BA052F, BA028F 250 BA
and the overboard discharge valve BA029F. The two suction BA
015F
Normally
valves BA031F and BA032F must then be closed together with 035F Closed
crossover valves BA027F and BA036F on the discharge side of 300 200 To/From
Ballast Tanks
the pump. BA057F BA056F PI PI BA004F
No.1 Ballast Stripping Eductor
(150m3/h)
b) The bilge suction valve BA011F is a manually operated valve so BA
Key 005F
must be opened by the duty engineer before the pump is started.
All of the other remotely operated ballast system valves should Sea Water
be closed. 500
From Main
800
BA
Bilge Bilge Line 034F
It should be noted that the duty engineer could also call the ship’s control Hydraulic Oil
BA
centre if they suspect the wheelhouse to be empty, or activate the general alarm 006F
if no reply is received. Should the No.2 ballast pump fail to start remotely from No.2 Ballast Stripping Eductor
(150m3/h) Normally
the ECR or SCC, it can also be started locally at the pump. PI PI
Closed
300 200 To/From
Ballast Tanks
Should the ship’s ballast valves fail to operate from the ICMS, they can be BA059F BA058F BA007F
From BA BA
operated locally from the solenoid valve cabinet. Compressed Air 036F 008F
250
80 350
From Exhaust
CAUTION Solenoid Valve
S.P
Gas Boiler
Before any bilges are pumped directly overboard, it must be ensured that Cabinet (3rd Deck) PI PI PI PI Cleaning Drain
no local or international anti-pollution regulations will be contravened
350
except where the safety of the ship or personnel is involved. Pumping 500 BA028F BA052F BA009F BA010F BA031F
machinery spaces bilges overboard must be conducted using an oil No.2 Ballast Pump (Self Priming)
BA
content monitor EXCEPT in an emergency. 027F
(1000m3/h x 2.5 bar) 350
BA032F
350
WARNING
BA023F
When the pump has picked up suction on the bilges and the flood level No.8 XI Normally
Wing Water BA Closed High Sea Chest
is under control, it is important that the ballast pump is not allowed to 029F BA
Ballast Tank (Starboard)
lose suction. The sea water suction should be utilised to control the rate (Starboard)
011F
Emergency Bilge Suction
at which flood water is removed until such times as the source of the
flooding can be identified and eliminated.
5.2 Emergency Operation of the Main Engine Illustration 5.2a Main Engine Local Control Panel The WECS-9520 Manual Control panel allows for the selection of the control
station and for the starting and stopping of the main engine. In addition to the
pushbuttons the panel houses a four-line display.
Emergency Control from the Engine Side
The WECS-9520 Manual Control panel contains the following pushbuttons:
In the event of a failure of the automatic control system the main engine can be
controlled manually through the main engine’s local control panel but control • START AHEAD, STOP and START ASTERN pushbuttons for
of the engine from this (local) stand must be looked upon as a back-up for engine operation
emergency use only. This panel is directly connected to the controller with the • AIR RUN and SLOW TURNING pushbuttons for turning the
speed settling dial regulating the fuel supply to the engine. main engine on air
START AIR AUX SPEED REMOTE SAFETY
AHEAD RUN BLOWER CONTROL AUTOM SYSTEM
The main engine is controlled electronically by the WECS-9520 system

PRESEL MODE CONTROL RESET
• AUX BLOWER PRESEL and AUX BLOWER STOP for
and the operator must interface with this when operating the engine in local
STOP
ECR
MANUAL
CONTROL
SHD
OVERIDE operation of the auxiliary blowers
(emergency) mode. The WECS-9520 and servo/control oil systems must START
ASTERN
SLOW
TURNING
AUX.
BLOWER
FUEL
CONTROL
LOCAL
MANUAL
SOUND
OFF - ALM • SPEED CONTROL MODE and FUEL CONTROL MODE
STOP MODE CONTROL ACKN.
be operational otherwise the engine will not function. The WECS-9520 pushbuttons for selection of the engine operating mode
controls the operation of the fuel injection system, the exhaust valves, the WECS-9520 MANUAL CONTROL
• Pushbuttons for selection of the engine control location,
cylinder lubrication system and the starting air system. The engine overspeed
REMOTE AUTOM CONTROL, ECR MANUAL CONTROL
monitoring system must be fully operational and correctly set at all times, no
and LOCAL MANUAL CONTROL
matter which control station has control of the engine. ENGINE SPEED SPEED / FUEL DIAL
• Safety System RESET, SHD OVERRIDE and SOUND OFF-

EMERGENCY OVERRIDE
- +
The engine is controlled locally from the local control stand, which is equipped
STOP SHUTDOWN
ALARM ACKN pushbuttons
with all the pushbuttons, switches and dials necessary to start, stop and 50 50
manoeuvre the engine. The local control panel has a telegraph which signals SEA MODE
RESET
SHUTDOWN
In order to change the engine control to the local control stand the operator
engine movements from the bridge and enables the operator to signal to the only has to press the LOCAL MANUAL CONTROL pushbutton at the local
100 rpm 100 WRONG
control stand. Selection of local manual control is only possible with the engine
bridge that a speed/direction command has been complied with.
STANDBY
WAY
FWE SUPPLY stopped. As the local control stand has the highest priority for control, there is
As there is no physical link between the local control stand and the fuel no need for any control transfer from the remote control stations.
injection system (because regulation of the fuel injection system is carried out
electronically by the WECS-9520), there is no changeover linkage to operate.
Procedure for Operating the Main Engine From the Local
In addition to the telegraph the local control panel contains the following; (Engine Side) Control Stand
S
T
• Engine speed and direction indicator
DE OW
SL AD
O
OW
Note: Selection of LOCAL MANUAL CONTROL is only possible with the
SL
AD
DE
P
SLO
• Speed/Fuel control dial W OW
engine stopped.
N
SL
AH
ASTER
EA D
HALF HALF
• WECS-9520 Manual Control Panel
FU
FU
LL LL
Note: When the engine is controlled from the local control stand the operator
• Sub-telegraph pushbuttons for SEA MODE, STANDBY and
must remain at the local control position and must constantly observe the
FWE
STORK-KWANT
engine speed and be prepared to make adjustments as required.
• A RESET SHUTDOWN Illuminated pushbutton SNEEK HOLLAND
• Wrong Way Alarm indicator All engine operating systems must be functioning and the engine must be ready
to start.
• Power supply indicator
• EMERGENCY STOP and OVERRIDE SHUTDOWN a) Check that the WECS-9520 is operating and that control oil,
pushbuttons with protective covers servo oil and fuel oil pressures are within the acceptable range.
Authors Note: Panel Details to Confirm During Visit
b) Switch on the auxiliary blowers by pressing the AUX
BLOWER PRESEL pushbutton. Auxiliary blower No.1 will
start immediately and No.2 auxiliary blower will start about 20
seconds later.
Issue: Draft 1 - August 2007 IMO No: 9342499 Section5.2 - Page 1 of 2

c) Press the SPEED CONTROL MODE pushbutton to select
engine speed control.
d) Press the SLOW TURNING pushbutton to initiate a slow turn.

The AIR RUN pushbutton is pressed to initiate a longer engine
rotation on air with the indicator cocks open; this is normally
done after a prolonged stop or engine maintenance
e) Turn the rotary Fuel Command control dial to the starting fuel
position (about 15% to 20%). This dial sends a signal directly
to the WECS-9520.
f) When a telegraph order is received press the START AHEAD or

START ASTERN pushbutton in order to start the engine in the
direction indicated by the telegraph; answer the telegraph when
the engine starts. If the engine fails to reach firing speed within
8 seconds, or even to turn over on starting air, the cause of the
problem must be investigated before a restart attempt is made.
g) When the engine is running on fuel, the Speed/Fuel control dial

must be adjusted slowly until the engine runs at the desired
speed. In order to stop the engine the STOP pushbutton must be
pressed and the Speed/Fuel control dial must be turned to the 0
position. The engine should stop.
h) The engine is then started in the new direction, or in the same

direction, as indicated in items e) and f) above.
Illustration 5.3a Steering Gear Operation
No.2 Valve Block OPERATING INSTRUCTION

No.4 Pump Unit
ELECTRO-HYDRAULIC STEERING GEAR
(No.2 Power No.2 Safety Valve
Actuating System)
No.4 Transfer
D Valve
ACTUATOR
F POWER UNIT POWER UNIT

No.3 Cylinder No.1 Cylinder No.2 Automatic
(No.2 Power (No.1 Power C
Isolation Valve STARTER E/M PUMP PUMP E/M STARTER
No.3 Pump Unit
STARTER E/M PUMP PUMP E/M STARTER
M
TORQUE MOTOR TORQUE MOTOR
No.3 Transfer
Valve
LA L EMERGENCY MANUAL CONTROL LEVER
LL
STEERING METHOD PROCEDURE OF OPERATION
No.2 Pump Unit
No.2 Transfer 1. SERVE THE REMOTE STEERING GEAR CONTROL SYSTEM

Valve AND POWER UNITS WITH ELECTRICAL POWER.
REMOTE STEERING
2. OPERATE THE MODE SELECTION SWITCH OF THE
(BRIDGE)
No.1 Valve Block M
REMOTE STEERING GEAR CONTROL SYSTEM.
(No.1 Power 3. OPERATE THE POWER UNITS BY MEANS OF E/M
Actuating System) No.1 Automatic START SWITCHES.
Isolation Valve
No.4 No.2
No.1 Pump Unit 1. PUT THE SELECTOR SWITCH OF AUTO PILOT CONTROL BOX
(RUDDER SERVO UNIT) TO LOCAL OR OFF POSITION.
B 2. SELECT WHICH JANNEY PUMP IS TO BE USED FOR
MANUAL STEERING.
EMERGENCY MANUAL
3. WITH EMERGENCY MANUAL CONTROL LEVER IN MID POSITION
CONTROL LEVER
E M
OPERATE THE SELECTED JANNEY PUMP.
STEERING
No.1 Transfer 4. OPERATE EMERGENCY MANUAL CONTROL LEVER IN
A Valve (S/G COMPARTMENT)
No.1 Safety Valve
ACCORDANCE WITH STEERING COMMAND.
LA L
LL 5. EMERGENCY MANUAL CONTROL LEVER TO BE RETURNED TO
NEUTRAL POSITION ON ACHIEVING ORDERED RUDDER ANGLE.
REMARKS
OPERATION INSTRUCTION
1. THE CASE OF 1,2 ARE NORMAL USE AND 3 ARE EMERGENCY USE. NOTES
WORKING WORKING BY-PASS AUTO.ISOLATION 2. IN CASE OF 3 THE SPEED OF VESSEL SHOULD BE HALF OF FULL SPEED.
CASE
PUMP CYLINDER
STOP VALVE
VALVE VALVE
NOTICE
3. WHEN OPERATING THE JANNEY PUMP MANUALLY IN THE STEERING GEAR ROOM. 1. CHANGE-OVER OF THE POWER UNITS SHOULD BE DONE BY OPERATING
A B C D E F No.1 No.2
(1) SWITCH OFF THE CONTROL BOX POWER CONNECTION. ELECTRIC MOTOR START/STOP SWITCHES.
(2) FIT THE MANUAL CONTROL LEVER TO THE SERVO CONTROLLER 2. WHEN AN ALARM IS GIVEN FOR FAILURE IN ANY POWER UNIT:
1-1 1&2 SERVING THE PUMP TO BE OPERATED.
1-2 1&3 (3) OPERATE THE MANUAL CONTROL LEVER IN ACCORDANCE WITH a) TWO POWER UNITS OPERATION : STOP THE POWER UNIT CONCERNED,
VALVE TO
1-3 1&4 BE OPEN STEERING COMMAND. b) ONE POWER UNIT OPERATION : START ANOTHER POWER, AND THEN
1 1-4 NORMAL 2&3 1, 2, 3, 4 (4) PULL THE MANUAL CONTROL LEVER BACK TO THE NEUTRAL POSITION STOP THE POWER UNIT CONCERNED.
1-5 2&4 IMMEDIATELY UPON TURNING THE RUDDER TO THE ORDERED ANGLE.
4. SHOULD THE AUTO PILOT TORQUE MOTOR FAIL, PULL OUT THE CORRESPONDING IN THIS CASE, INVESTIGATE THE DEFECTIVE PART.
1-6 3&4
VALVE TO PIN (O) OR(R) OR(S) OR(T) AND THEN SWITCH TO THE MANUAL OPERATION 3. IN CASE OF ANY FAILURE IN THE HYDRAULIC CIRCUIT, OPERATE THE
2 1, 2, 3, 4 PRESCRIBED IN 4 ABOVE.
BE CLOSED POWER UNIT AND VALVES SUITABLY IN ACCORDANCE WITH THE OPERATING
3 - 1 AUTO.ISOLATING 1 1&2 5. THE AUTOMATIC ISOLATION VALVES ARE AUTOMATICALLY OR MANUALLY
3
3 - 2 SYSTEM USE 3 3&4 OPERATED. INSTRUCTION MOUNTED IN THE STEERING GEAR COMPARTMENT.
YOOWON INDUSTRIES LTD. YOOWON INDUSTRIES LTD.

BUSAN, KOREA TEL: (051) 205-8541-5 FAX: (051) 205-8540 BUSAN, KOREA TEL: (051) 205-8541-5 FAX: (051) 205-8540
5.3 Emergency Steering Emergency Steering (Illustration 5.3a Refers)
If failure occurs in the remote operating system from the wheelhouse, the
Introduction steering gear can be operated from the steering gear room via the torque motor
levers.
The steering gear consists of two hydraulic rams with four hydraulic cylinders
that are powered by four electrically-driven pumps. The No.1 and No.2 pumps a) On loss of steering gear control from the bridge, establish
with their associated hydraulics constitute the No.1 actuating system while the communication with the bridge via the telephone system. A
No.3 and No.4 pumps with their hydraulic systems constitute the No.2 system. telephone is located in the steering gear compartment.
Each system has an oil reservoir tank which is equipped with low level and low
low level alarms and shutdowns. Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. The No.2 and Note: During emergency operation, the operator has direct control of the
No.4 motors are supplied from the main switchboard (confirm) while the No.1 pump unit. As it would be impossible to simultaneously move the controls
and No.3 motors are supplied from the emergency switchboard. The pumps of both units in an identical fashion, emergency steering must only ever be
are of the variable displacement axial piston type with the stroke being servo carried out with one pump running.
controlled.
b) Ensure that only one pump is running in LOCAL control, with
The steering gear is capable of being operated as two totally isolated steering
the AUTOPILOT/RUDDER CONTROL switch on the main
systems but with two pumps operating the steering gear is capable of putting the
cabinet turned OFF.
rudder through the working angle of 66° in the specified time of 28 seconds.
c) With the pump control lever in the neutral position remove the
The steering gear is provided with an automatic isolation system. Both
pin connecting the torque motor to the servo control arm.
hydraulic systems are interconnected by means of solenoid operated isolating
valves that in normal circumstances allow both systems to operate together to
d) Move the torque motor arm clear, then take hold of the servo
produce the torque necessary for moving the rudder. In the event of failure that
results in a loss of hydraulic fluid from one of the systems, the float switches control arm and control the steering gear according to bridge
in the affected system are actuated. This gives a signal to the isolation system instructions. Moving the lever will induce port or starboard
which automatically divides the steering gear into two separate systems. The movement in the rudder while bringing it back to the neutral
defective system is isolated and the pump stopped, whilst the intact system position will hold the rudder in its current position.
remains fully operational so that steering capability is maintained but with
50% of the rudder torque which requires the ship’s speed to be reduced to half e) Follow the steering instructions as directed by the bridge.
speed.
Authors Note: Insert photographs of the steering gear torque motor controls
The steering gear is remotely controlled by the autopilot control or by hand etc. etc. here
steering from the wheelhouse. All orders from the bridge to the steering
compartment are transmitted electrically. Steering gear feedback transmitters
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°.
Under normal operating conditions two steering gear pumps will be in service,
usually one from each actuating system, with the second pump of each system
being switched to standby. When operational conditions permit, the steering
gear can be operated by just one pump.
5.4 Emergency (Secondary) Fire Pump Operation Illustration 5.4a Emergency Fire Pump
Additional (Emergency) Fire Pump

Manufacturer Taiko Kikai Key
Model: VSE -150MBT
Fire Water
Type: Centrifugal, self-priming, electric motor driven
HB Hose Box
Capacity: 120m3/h x 90mwc
Bosun’s
Paint Store Store
An additional (emergency) fire pump is located in the bow thruster room and Upper Deck
supplies the fire main as shown in illustration 5.4a. It is an electrically-driven To Fire &
self-priming vertical centrifugal pump which is supplied with power from the Deck Wash Main
emergency switchboard. As with the fire bilge and general service pumps, the
2nd Deck
emergency fire pump can be started either locally, or remotely from the bridge
or fire control station.
Void
The emergency fire pump has its own sea chest and sea water suction and 125 (Centre)
discharge valves (valves FD501F and FD503F respectively). These valves
should be kept open at all times so allowing the pump to be put into immediate
use but should be operated at regular intervals to prevent seizure. The discharge Locked
Bow PI PI
Open HB
valve is normally kept in the locked open position. Thruster 150
Room
FD503F FD506F
The pump and suction valve should be operated and lubricated weekly. Additional Fire Pump
FD
(120m3/h x 90mwc)
FD 504F
Note: It is essential that all fire hoses are stored correctly and that the nozzles 501F
are located with the hoses. All items must be maintained in serviceable
condition at all times and any defects reported to a senior officer.
Note: Once the emergency fire pump is running, at least one of the hydrants
must remain open at all times to ensure there is always a flow of water
through the pump’s casing which will prevent overheating.
5.5 Fire in the Engine Room d) If the fire is in an isolated compartment close the doors to the c) Inform the local fire brigade even though the fire appears to be
compartment and shut off the ventilation. under control.
WARNING
e) If necessary start the emergency generator to ensure continuity d) If personnel are missing, consider the possibility of searching in
Under no circumstances should anybody attempt to tackle an engine
of electrical supply. the fire area.
room fire alone. It is essential that the fire alarm be raised as soon as the
outbreak of a fire is detected.
f) Have the fire team organised to tackle the outbreak with e) Close all accessible openings and hatches to prevent the fire
maximum speed. The situation must be thoroughly assessed spreading.
The risk of a fire outbreak can be minimised by ensuring that all personnel
before any personnel are directed to the fire and the means
understand the risks, by ensuring that the engine room is maintained in a clean
of tackling the fire and the means by which the fire party can f) If there is a danger of the release of poisonous gases or
condition and that any oil leaks are dealt with immediately. Oily rags and
retreat from the outbreak area if necessary must be understood of explosion consider part or total ship abandonment. Ship
waste must be disposed of a safe manner using metal containers. Empty plastic
by all involved. drawings, cargo plans, etc, should be taken ashore. A crew
containers must never be left around the machinery spaces and they must never
check is to be carried out.
be used as waste bins for oily rags and similar combustible material.
g) If there is the least doubt whether the fire can be controlled by
There must always be an awareness of potential fire ignition sources such as ship’s crew, the safety team must inform the Master so that other g) Consider using the fixed extinguishing systems, depending on
insecure electrical contacts. High temperature points such as exhaust manifolds ships can be informed on the distress frequencies. the extent of the fire.
should always be insulated effectively and this insulation must always be
repaired or replaced when damaged or after overhaul. Combustible materials h) Depending upon the fire and the availability of fire fighting h) On arrival of the fire brigade inform the Chief Fire Officer of:
such as rags, oily waste and plastic containers must never be placed close to capacity, give priority to fire limitation until the situation is • Any personnel missing
exhaust manifolds whether insulated or not. clarified.
• Assumed location of fire
Crankcase explosions are potentially very damaging and the after effects are i) Where appropriate, use portable fire extinguishers on small fires • What is assumed to be burning
more severe if combustible materials like rags, oily waste, lying pools of oil or if safe to do so.
• Any conditions that may constitute a hazard
plastic containers are left in the engine room spaces.
j) If substances which are on fire, or close to a fire, may emit
poisonous gases or explode, direct the crew to a safe position i) Assist the Chief Fire Officer with information and orientation,
All personnel having anything to do with the engine room spaces must know
before actions are organised. by means of drawings and plans.
the locations of the different types of fire extinguisher available in the engine
room and must know which type is suitable for the different types of fire which
can occur. The position of fire hoses and hydrants must also be known; a fire k) Effective communication must always exist between the fire Battening Down of the Machinery Space
in a particular area may prevent the use of the nearest hose and hydrant, so it is fighters and the fire control station. The control station must
a) Stop/shutdown all machinery in the affected area.
essential that the location of alternative fire fighting equipment is known and maintain an open communication with the bridge.
the best route for running hoses is appreciated. Operation of the water mist b) Sound the evacuation alarm.
system and the CO2 fire extinguishing system must be understood. l) If any person is seriously injured, request assistance from the
nearest rescue centre.
c) Stop the appropriate ventilation fans.
If a fire should occur in the engine room, proceed as follows:
m) Prepare to operate the CO2 and water mist fire fighting systems
d) Start the emergency generator and put on load if required.
a) Sound the fire alarm and inform the Chief Engineer and the if necessary.
bridge. Never attempt to tackle the fire alone without informing e) Trip the appropriate quick-closing valves and machinery stops,
others of the situation. Note: A number of areas in the machinery spaces are protected by the water and close all fire flaps and doors for the affected space(s).
mist system which is operated manually. All personnel must understand how
b) If personnel are missing, consider the possibility of searching in to initiate such manual operation and the implications of water mist release. f) Count all personnel and ensure that none are in the affected
the fire area. machinery space.
In Port
c) Determine the location of the fire, what is burning, the direction g) Start the fire pump and pressurise the fire main.
of spread and the possibility of controlling the fire. Determine if a) Inform the port authority and the terminal duty personnel,
oil or other materials are feeding the fire and take steps to cut off prepare to vacate the berth if required.
h) Apply boundary cooling as required.
the supply of combustible material, eg, operate quick-closing or
other accessible valves to shut off oil supply to the fire. b) Conduct a crew check and organise crew for fighting the fire.
i) Operate the CO2 or water mist systems as appropriate.
Section 6: Communications
6.1 Sound Powered Telephone System
6.2 Automatic Telephone System
6.3 Public Address and Talkback System
6.4 Shipboard Management System

Illustration 6.1a Sound Powered Telephone System
Steering Gear Room
Bridge Console I
Auto Telephone
Relay Box
BWAS
Upper Deck, Elect. Trunk Headset
1
24V DC Group Panel K Emergency Generator Room
Junction Box
5
Auto Telephone
Relay Box
Headset
ECC Main Engine Manoeuvring Station

(4th Deck)
Auto Telephone
Relay Box
Headset
6.1 Sound Powered Telephone System Receiving a Call
a) When the telephone bell rings and the lamp lights, lift the
Manufacturer: Marine Radio Company Ltd telephone handset. Proceed with communication.
Type: LC-800
b) On completion of communications, replace the handset in the
cradle
Introduction
The LC-800 emergency battery powered telephone system is installed on board High Noise Areas
to fulfil the demands of emergency communication between vital positions Telephone booths are provided in areas with high ambient noise levels such
during times of power failure or failure of the primary telecommunication as the Engine Room. In these areas an incoming call is indicated by flashing
system. beacons and electric klaxons.
This battery-less telephone (sound powered telephone) uses the power in a

capacitor charged by a hand generator. The charge is sufficient for approximately
30 minutes communication time after 10 turns of the generator.
The system has units at the following positions:

No.1: Wheelhouse main control console (fitted with a dimmer
control).
No.2: Engine control room console
No.3: Steering gear room
No.4: Main engine local control station
No.5: Emergency generator room
(Authors note: Verify locations on board)
Telephones in postions 3 - 5 are connected to the automatic exchange through

a relay box.
The telephones positioned in areas of high ambient noise are fitted with a
headset and a noise cancelling microphone. These telephone units are located
in telephone booths.
Operation Procedure
Calling
a) Lift the handset of the telephone and use the selection switch to
select the required extension.
b) Rotate the hand generator handle approximately 10 turns, the

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

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

cradle.
Illustration 6.2a Automatic Telephone Exchange
Bridge Control Console E Bridge Control Console I Spare Lift SCC FCS Gymnasium Spare
MRC MRC
MRC MRC MRC MRC
1 2 3
24V DC
1 2 3
24V DC
4 5 6
4 5 6
7 8 9 1 2 3
Flush
7 8 9 1 2 3 1 2 3
1 2 3 1 2 3
Flush
DIMMER
* 0 # DIMMER
0 # 4 5 6 4 5 6
*
8
4 5 6
4 5 6 4 5 6
7 9 7 8 9
0 #
Type A-Dk
* * 0 #
7 8 9
Type
7 8 9 7 8 9
* 0 #
* 0 # * 0 #
With MRC With R/P ♪ R/P ♪

R/P ♪
Priority Priority
1 2 3
220V AC Group Panel K 7

4 5
8
6
A-Dk
* 0 #
24V DC Group Panel K G-Deck MRC

R/P ♪
4 x Cabin Extensions
(Captain/Conference Room) Bell
Clock 1
4
2
5
3
7 8 9
A-Dk
* 0 #
R/P ♪
(Chief Engineer) Emegency Generator Room

Relay Box SPT
MRC
220V AC
F-Deck Trunk MRC Switchboard
F-Dk
1 2 3
4 5 6
2 x Cabin Extensions Room
7 8 9
5 x Cabin Extensions 1 2 3
Bell MRC
* 0 # 4 5 6
Bell
Upper Deck Trunk
R/P ♪ 7 8 9
MRC
* 0 #
MRC
1 2 3
JB
4 5 6
♪
220V AC
R/P
7 8 9
* 0 #
F-Dk
1 2 3
4 5 6
Iridium
1 2 3 7 8 9
* 0 #
5
E/R W/S
4 6 MRC
7 8 9
5 x Cabin Extensions HANDSET
E-Deck * 0 #
1 2 3
HEADSET
220V AC
R/P
4 5 6
Inmarsat F 7 8 9
ECC
* 0 #
MRC
D-Deck Trunk
HANDSET
HEADSET
MRC
1 2 3
PA Interface D-Dk 7
4 5
8
6
9
* 0 # LSC
R/P ♪
LAN MRC
Bell
1 2 3
JB
D-Dk 4 5 6
BWAS 7 8 9
M/E Manoeuvring Station

* 0 #
R/P ♪
MRC
Relay Box SPT
1 2 3
220V AC
D-Dk 4 5 6
3 x Cabin Extensions Bell
7 8 9
Are beacons fitted here???

* 0 #
R/P ♪
MRC
JB Steering Gear Room MRC

1
C-Dk
2 3
4 5 6
Relay Box SPT (Sound Powered Telephone) 1 2 3
220V AC
4 5 6
7 8 9
7 8 9
4 x Cabin Extensions * 0 #
* 0 #
R/P ♪ HANDSET
HEADSET
MRC
1 2 3
C-Dk MRC
4 5 6
7 8 9
* 0 # 1 2 3
C-Dk
4 5 6
R/P ♪ 7 8 9
* 0 #
MRC MRC
HANDSET
Bosun’s Store
B-Dk 2 x Cabin Extensions
HEADSET
Bell MRC
B-Dk
1 2 3 1 2 3
4 5 6 4 5 6
1 2 3
7 8 9 4 5 6
7 8 9
B-Dk 1 Watertight
7 8 9
* 0 #
* 0 # * 0 #
Extension (Galley) 220V AC

R/P ♪
R/P ♪
MRC
MRC
Bow Thruster
Bell
1 2 3
Wall MRC
Hospital
4 5 6 1 2 3
4 5 6
Type
7 8 9 7 8 9
* 0 #
* 0 #
1 2 3
4 5 6
R/P ♪
7 8 9
* 0 #
220V AC
6.2 AUTOMATIC TELEPHONE SYSTEM Paging Call ‘0, 8, 9’ Conference Call
a) Lift the handset and check for a dial tone. a) Pick up the handset and press 16.
Manufacturer: Marine Radio Company Ltd.
Type: MCX-2064 b) Press the ‘0, 8 (deck), 9 (engine)’ paging button. b) When the dial tone is heard, dial the first person.
c) Listen for the chime sound in the earpiece and on the public c) When the called person answers press the FLASH button within
Introduction address system. one second and listen for a dial tone. Party No.1 will hear music
while on hold.
The MCX-2064 automatic telephone exchange system is located in the converter
d) Make the required announcement via the telephone handset.
room (check location) and provides internal ship telecommunications. The
d) Call the second party number.
system has a capacity of 37 to 60 extensions and is powered from the ship’s
e) When the announcement is complete replace the handset.
mains with a back-up battery supply in the case of a power failure. The system
e) When the second party answers, press the FLASH button
offers the following features:
Group Call followed by 16. The two parties will now be connected.
• Automatic dialling to other extensions
On this vessel group calls are initiated by dialling *1 - *6 Further numbers can be connected in this way. Only one group at any one time
• Paging facility (PA system and group paging)
is able to use the conference facility.
• Conference call facility a) Lift the handset and check for a dial tone.
• Call transfer f) When the conference call is completed replace the handsets.
b) Dial the group number (*1 - *6) as required.
• Priority call
Call Transfer
• External calls via Inmarsat or a shore telephone connection c) All the extensions in the group will ring simultaneously.
a) On receiving a call for another person, press the FLASH switch
• Group call d) When an extension is answered the group call will cease. once and a dial tone is heard.
Automatic Dialling b) Dial the number for the call destination.

Ring Back
a) Lift the handset and check for a dial tone. If a called number is engaged: c) When the call is answered replace the handset or, if required,
join a 3-way conversation.
b) Dial the extension number required. a) Press # and confirm the engaged tone is silenced.
c) When the ringing tone is heard wait for the called party to b) Hang up the extension. Priority Interruption
answer. (A higher priority extension can interrupt the call of a lower priority extension.
c) When the called extension completes the present call and hangs Priority extensions are marked on the directory with a *)
d) On completion of the call replace the handset. up, the called extension will ring.
a) If the called extension is busy press the * button and listen for
Trunk Calls d) When the called number picks up the handset the caller the tone.
extension will ring. The caller then picks up and carries out the
Four numbers are normally available for external calls. On this vessel Imarsat-
communication. b) The called party hears an interruption tone and then the three
F and Iridium is accessible as follows:
parties are connected.
Inmarsat F - Dial 12 From selected extensions This facility will automatically cancel after 30 seconds.
Iridium - Dial 13 From selected extensions If a busy tone is heard, the caller extension is a lower priority extension and is
unable to carry out the interrupt.
(Authors note: Verify above dial codes on board) Areas of High Ambient Noise
Headphones are provided in area with high ambient noise levels such as the c) Speak to the called party.
When the first number is dialled the dial tone disappears, after dialling the Engine Room, Emergency Generator Room, etc, these can be switched on or
second number the dial tone is heard again. off at the extension. d) Replace the handset when the call is complete.
In these areas an incoming call is indicated by flashing beacons and electric

horns.
Morning Call
Single morning call dial 17 (single call) or 18 (repeat calls) followed by the
time required (24 hour format).
A tone will be heard for 10 seconds to indicate acceptance. At the entered time
the telephone will then ring with a different ring tone to a normal call. If the
handset is not picked up, the extension will ring for 30 seconds followed by a
5 minute delay and then ring for another 30 seconds after which the call will
be released.
To cancel the operation, proceed as follows:
a) Press 17 (or 18).
b) Press * or #, a tone will be heard to indicate cancellation.
Telephone Exchange Front Panel

The details of the telephone exchange front panel are as shown in illustration
6.2b and when operating normally the LCD display will display the time. In an
alarm situation the extension number will be displayed, but if more than one
extension is faulty, the display will show the extension numbers alternating in
a one second cycle.
In a fault situation a buzzer will sound and the red alarm LED will be
illuminated. The buzzer can be silenced by pressing the BUZZER STOP
button. If this is done the LED will flash until the fault is rectified.
The time display may be set by using the minute adjust keys.
Illustration 6.2b - Telephone Exchange Display Panel
POWER DISPLAY
AC DC (TIME NORMAL : ALARM SHOWS EXTENSION NUMBER)
ALARM RUN
TIME ADJUST
BUZZER MIN SEC SYSTEM

MIN
STOP CLEAR RESET
Illustration 6.3a Public Address and Talkback System
Compass Deck Speaker
Wheelhouse Console I
Upper Deck Aft
Upper Deck Aft
Port and Starboard Starboard Bridge Wing
Port Bridge Wing W/H Monitor Speakers
9 BUSY
8
7
6
5
4
FAILURE
3 P/A G/A
2
1
0
MIC MONI OUTPUT

CALL
POWER
MIC MONI DIMM
COMP. TALK CABIN
Main Amplifier Unit

OFF E/R EM'CY
DK BACK PASS
SPEAKER SELECTOR
Ballast Control Console

ALARM TEST
Water Breaker Area
GA Alarm
AUTO
1A 1A
9 BUSY
IN USE FAIL IN USE FAIL 8
FUSE
7
FUSE
6
AUTO MANUAL FIRE HAND
5
4
FAILURE
GENERAL ALARM ALARM 3 P/A G/A
Buttons
2
1
0
MRC P G - 2 7 1 A L A R M G E N E R ATO R
MIC MONI OUTPUT
DIMMER CALL
BUSY
MIC MIC VOL DIMMER
Communal Aerial
SPEAKER SELECTOR
GENERAL EMERGENCY ALARM
CALL
ALL /
OFF ???? ???? ???? ???? EM'CY POWER
MIC MONI DIMM
MRC P 0 - 2 7 1 M A IN C O N T R O L U N I T
Mute In
Fire Alarm System OFF
COMP.
DK
TALK
BACK
E/R
CABIN
PASS
EM'CY
Bridge Alarm (PA Fail, Main Power Fail, Emergency Power Fail) SPEAKER SELECTOR
Telephone Exchange AUTO

Fire Control
Station
Detail of
CD changer F/E-Dk
JB F-Dk Trunk
not known D/C/B-Dk
JB D-Dk Trunk Accommodation Speaker Loops
A/Upp/2nd-Dk
JB Upper-Dk Trunk
OUT LEVEL IN USE FAIL OUTSET
FUSE
MRC PA - 2 8 1 P O W E R A M P L IF IE R

FUSE
ECC
Whistle
Fire Alarm Column

OUT LEVEL
VDR Alarms Out Steering Gear Room

IN USE FAIL OUTSET
FUSE
LSC1
LSC2
E/R Area Workshop, Floor, 2nd Deck
FUSE
ALARM GENERATOR POWER
MAIN EM'CY
MAIN EM'CY
AUTO
POWER IN FAIL FAIL LAMP POWER IN FAIL POWER IN FAIL
FUSE FUSE
MRC PF - 271 ALARM CONTROL UNIT 1A 1A / 3A
220V AC Group Panel K

220V AC Group Panel K
DC
AC
MAIN EM'CY
POWER IN FAIL
MRC P P - 2 7 1 P O W E R S U P P LY U N I T
6.3 PUBLIC ADDRESS AND TALKBACK SYSTEM Alarm Generator Priority Calling
The alarm panel allows the operator to start the fire alarm signal manually The system uses six levels of priority that can be detailed as follows:
Manufacturer: Marine Radio Company Ltd or the general alarm signal automatically or manually, through the ship’s PA
Type: MPA-7400ECD-1 • 1st: Emergency speech and from control panel in wheelhouse
system.
overriding (Mute) general/fire/various alarms.
Introduction • 2nd: Emergency General Alarm
Alarm Control and Power Supply Unit
The MPA-7400DECD-1 Public Address (PA) and talkback system has been • 3rd: Fire/various alarms
produced for the marine industry. Installed on the navigation bridge, the system The alarm control unit indicates the state of the power supply to the unit and
allows for the broadcast of emergency as well as general announcements. The sounds a buzzer if the power fails. LEDs also indicate if the system is operating • 4th: Auto-telephone paging ‘0’
system is also connected to the fire alarm panel so in the event of a fire alarm on main or emergency supply. • 5th: Public addressing from control panel in main unit.
being detected but not acknowledged by an operator within a specified time,
the PA will automatically generate an alarm over the PA system. (Authors note: • 6th: Radio, cassette, CD addressing from control panel in main
Speaker Control Unit unit.
Verify this on board)
This unit electronically connects the speakers as selected by an operator at the
main or remote control units. Speakers are situated throughout the ship. Remote Control Unit
Main System
The main system consists of the following components: The remote control units are situated on the bridge control console and Ballast
Monitor Speaker Unit Control Centre. These units take priority over a broadcast being made from any
• Main control unit This panel allows the operator to monitor an output signal, such as music, from other position.
• Power amplifier (400W) the main control panel. A monitor volume control knob is situated next to the
speaker. Operation
• Radio and cassette unit
• Microphone control unit Before making an announcement check the busy indicator lamp is not lit, this
Radio and Cassette Unit confirms that the system is not already in use.
• Alarm generator
This allows the operator to play pre-recorded audio tapes or live radio over the
• Alarm control and power supply unit PA system. a) Press the speaker selection buttons to select the broadcast
areas.
• Monitor speaker panel
• Power supply unit Power Amplifier Power Switch Unit
b) Press the switch on the microphone and proceed with the
This unit provides the main power supply for the public address system. If the announcement.
Main Control Unit mains power supply fails then the unit is supplied by the emergency power
supply. c) When the announcement is complete release the microphone
This unit has a microphone socket, volume control and six speaker selection switch and de-select the speaker selection buttons.
buttons. Before making a call, check to see if the busy light is illuminated. If
it is, this indicates that the system is already in use from the remote controller Talkback System
or telephone paging system. After selecting a broadcast area, the operator uses The talkback facility is available from the following locations:
the microphone to make an announcement.
• Port and starboard bridge wings
• Forward and aft upper decks
Power Amplifier
Four of these units are situated in the main rack and provide amplification for
Paging
different speaker loops.
Announcements can be made from selected telephone extensions on the ship.
An all-ship announcement can be made by pressing 0 on any phone, and 8 or
Microphone Control Unit
9 for group paging.
This unit electronically connects the audio input as selected by an operator.
Illustration 6.3b Public Address Remote Controller
MRC P/A SYSTEM

REMOTE CONTROLLER 4 6 8
9
8 BUSY 9
7
6
5 FAILURE
4
3
P/A G/A 10
2
1
0
MIC MONI OUTPUT
2 CALL 11
MRC MIC MONI DIM POWER
12
3 5 7
14
1
COMP TALK CABIN EMCY 13
MIC OFF
DECK BACK
E/R
PASS
SPEAKER SELECTOR
Key:
1. Microphone Socket 8. Lamp Dimmer Level Indicator
2. Monitor Speaker 9. Broadcast Indicator
3. Microphone Input Volume Adjustmen t 10. System Failure Indicators
4. Microphone Input Volume Level Indicator 11. Alarm Key - Sounds 800Hz Alarm Tone
5. Monitor Speaker Volume Adjustmen t 12. Power Switch - Turns Unit ON or OFF
6. Monitor Speaker Volume Level Indicator 13. Speaker Selection Keys
7. Lamp Dimmer Adjustment 14. Microphone PTT (Push To Talk) Switch
6.4 Shipboard Management System
The shipboard management system exists to ensure that the vessel is managed
safely and efficiently.
Meetings are held at regular intervals to ensure all personnel are aware of the
objectives of the system.
Weekly meetings are held to discuss the vessel’s forthcoming operations

schedule, as well as mechanical or fabric maintenance due to be completed.
A safety meeting is held each month, with a minimum of one meeting every
three months.
The object of the safety meeting is to discuss safety at sea, prevention of human
injury or loss of life and avoidance of damage to the marine environment and
property.

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Maersk Altair Machinery Operating Manual

List of Contents 2.2 Boilers and Steam Systems Illustrations

2.11.1a Steering Gear Hydraulic System Illustrations Illustrations

4.5 Safety Equipment 6.1 Sound Powered Telephone System

4.5.1 Fire Detection Equipment 6.2 Automatic Telephone System

Section 5: Emergency Procedures

5.1 Flooding in the Engine Room - Emergency Bilge Suction

5.2 Emergency Operation of the Main Engine

5.3 Emergency Steering

5.4 Emergency (Secondary) Fire Pump Operation

5.5 Fire in the Engine Room

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

ISSUES AND UPDATES TO BE FILLED IN ON ‘FIRST ISSUE’ OF THE MANUALS

ISSUES AND UPDATES TO BE FILLED IN ON ‘FIRST ISSUE’ OF THE MANUALS

Stop Valve 2-Way Cock Hand Pump Breather Valve

Domestic Fresh Water

High Temperature Cooling Water

Low Temperature Cooling Water

Butterfly Valve Mud Box Orifice Remote Control

Hose Valve Hose Coupling Overboard Discharge Float

Quick-Closing Valve Bellmouth Tank Penetration HR Fire Hose Reel

Sounding Head with Self- Ball Float Check Valve

Remote Operated Valve Simplex Strainer Diaphragm Pump Horn Instrumentation

Piston Valve Unconnected Crossing Pipes Ejector (Eductor Injector)

Principal Machinery Tables to be inserted here

1 No.1 No.1 No.2

23 27 29 33 37 41 45 47 51 55 59 63 65 69 73 77 81 83 86 90 94 97 101 104 107 110

Cofferdam No.7 Wing Water

8. No.1 HFO Purifier Heater

19. Reefer Fresh Water Coolers 18

25. Fresh Water Generator Chemical Dosing Unit

Cofferdam No.7 Wing Water

29 33 37 41 45 47 51 55 59 63 65 69 73 77 81 83 86 90 94 97 101 104 107 110

1. Cable Drum Transformer Room

Engine Room Nav. Deck

No.9A No.9F No.8A

Steering Gear Room Cylinder

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for Operation

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

1.4 To Change Main Plant from Manoeuvring to Full Away

1.5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change Main Plant from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished With Engines

1.9 To Secure Main Plant for Dry Dock

Dead Ship Condition

Supply power to the 440V and 220V emergency

2.13.2 Start LT central FW cooling system. 2.13.7

Start up the control air system. 2.10.3

All ancillary equipment is set to manual to avoid a

Start No.3 generator engine LO priming pump. 2.8.3

Start the generator engine DO service pump.

Prepare a generator engine for starting.

Continues on next page

Prepare the water mist system. 4.4

Start the domestic FW system with the electric

Put the domestic refrigeration system into operation. 2.14.2