S 1 Engine

Peter Mærsk Machinery Operating Manual
1: Machinery Operating Manual 2.3 Condensate and Feed Systems 2.13 Electrical Power Distribution
2.3.1 Condensate System 2.13.1 Distribution and Loading
List of Contents: 2.3.2 Drains Systems 2.13.2 Shore Power
2.3.3 Boiler Feed System 2.13.3 Main Alternators
Issues and Updates 2.3.4 Boiler Water Sampling and Treatment System 2.13.4 Emergency Alternator
Mechanical Symbols 2.13.5 Preferential Tripping and Sequencial Restart
Electrical and Instrument Symbols 2.4 Sea Water Systems 2.13.6 Uninterruptible Power Supplies (UPS)
Colour Scheme 2.4 1 Main and Auxiliary Sea Water Systems 2.13.7 Batteries, Transformers, Rectifiers and Chargers
Introduction 2.4.2 Sea Water General Service System 2.13.8 Cathodic Protection System
2.4.3 Engine Room Ballast System
Part 1: Operational Overview 2.4.4 Evaporator 2.14 Accommodation Systems
2.4.5 Distilled Water Transfer and Distribution 2.14.1 Domestic Fresh Water System
1.1 To Bring Vessel into Live Condition 2.14.2 Domestic Refrigeration System
2.5 Fresh Water Cooling Systems 2.14.3 Accommodation Air Conditioning Plant
1.2 To Prepare Main Plant for Operation 2.5.1 Main Engine Jacket Cooling Fresh Water System 2.14.4 Miscellaneous Air Conditioning Units
2.5.2 Central Fresh Water Cooling System 2.14.5 Sewage Treatment
1.3 To Prepare Main Plant for Manoeuvring from 'In Port' Condition 2.14.6 Incinerator and Garbage Disposal
2.6 Fuel Oil and Diesel Oil Service Systems
1.4 To Change Main Plant from Manoeuvring to Full Away 2.6.1 Main Engine Fuel Oil Service System 2.15 Inert Gas (Top-up System) Generators
2.6.2 Auxiliary Engines Fuel Oil Service System 2.15.1 Main Inert Gas System
1,5 To Prepare for UMS Operation 2.6.3 Auxiliary Boilers Fuel Oil System 2.15.2 Topping Up System
2.6.4 Incinerator Fuel Oil System 2.15.3 Maintenance (Routine Maintenance in Operation
1.6 To Change from UMS to Manned Operation only)
2.7 Fuel Oil and Diesel Oil Transfer Systems
1.7 To Change Main Plant from Full Away to Manoeuvring 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer Illustrations
System 2.1.1a Main Engine
1.8 To Secure Main Plant at Finished With Engines 2.7.2 Fuel Oil and Diesel Oil Purifying System 2.1.2a Main Engine Control - Manoeuvring
2.1.2b Main Engine Bridge Control System
1.9 To Secure Plant for Dry Dock 2.8 Lubricating Oil Systems 2.1.3a Main Engine Safety System
2 8.1 Main Engine Lubricating Oil System 2.2.1a Auxiliary Boiler
Illustrations 2.8.2 Stern Tube Lubricating Oil System 2.2.2a Boiler Control Panel
2.8.3 Lubricating Oil Purifying Systems 2.2.3a Sootblowers
Location Plan of Engine Room - 2nd and 3rd Platforms 2.8.4 Lubricating Oil Filling and Transfer System 2.2.4a Medium Pressure Steam System
Location Plan of Engine Room - 4th Platforms and Floor 2.2.5a 6kg/cm2 Steam System
2.9 Bilge Systems 2.2.6a Exhaust Gas Boiler
Part 2: Main Engine and Auxiliary Systems 2.9.1 Engine Room Bilge System 2.3.1a Condensate System
2.9.2 Pump Room Bilge System 2.3.2a Heating Drains / Contaminated Water System
2.1 Main Engine 2.9.3 Bosun's Store, Fore Hydraulic Oil Pump Room 2.3.3a Boiler Feed Water System
2.1.1 Main Engine Details and Chain Locker Bilge System 2.3.4a Water Sampling and Treatment System
2.1.2 Main Engine Manoeuvring Control 2.4.1a Main and Auxiliary Sea Water Cooling System
2.1.3 DPS 2100 Main Engine Safety System 2.10 Air Systems 2.4.2a Sea Water General Service System
2.10.1 Starting Air System 2.4.3a Engine Room Ballast System
2.2 Boilers and Steam Systems 2.10.2 General Service Air System 2.4.4a Evaporator
2.2.1 General Description 2.10.3 Control Air System 2.4.5a Distilled Water Transfer and Distribution System
2.2.2 Boiler Control Systems 2.5.2a Central Fresh Water Cooling System
2.2.3 Sootblowers 2.11 Steering Gear 2.6.1a Main Engine Fuel Oil Service System
2.2.4 Medium Pressure Steam System 2.6.1b Viscosity - Temperature Graph
2.2.5 Low Pressure Steam System 2.12 Electrical Power Generators 2.6.2a Auxiliary Engine Fuel Oil Service System
2.2.6 Exhaust Gas Boiler 2.12.1 Diesel Generators 2.6.3a Auxiliary Boiler Fuel Oil Service System
2.12.2 Emergency Diesel Generator 2.6.4a Incinerator Fuel Oil Service System
Issue: 1 List of Contents - Page 1
PREVIOUS PAGE MAIN MENU EXIT NEXT PAGE

2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer Illustrations Part 6: Communications
System 3.1.1a IMS System Overview
2.7.2a Fuel Oil and Diesel Oil Purifying System 3.1.2a Operator Stations 6.1 UMS 2100 System
2.8.1a Main Engine Lubricating Oil System 3.1.3a Screen Displays 6.2 Sound Powered Telephone System
2.8.2a Stern Tube Lubricating Oil System 3.1.5a Trending Display 6.3 Automatic Telephone and Public Address System
2.8.3a Lubricating Oil Purifying System 3.1.6a UMS Layout 6.4 Public Address and Talkback System
2.8.4a Lubricating Oil Filling and Transfer System 3.2a Engine Control Room Console
2.9.1a Engine Room Bilge System Illustrations
2.9.3a Forward Bilge System Part 4: Emergency Systems 6.1a UMS 2100 System Layout
2.10.1a Starting Air System 6.1b UMS 2100 Operator Panels
2.10.2a General Service Air System 4.1 Fire Hydrant System 6.2a Sound Powered Telephone System
2.10.3a Control Air System 4.2 CO2 Flooding System 6.4a Public Address and Talkback System
2.11a Steering Gear 4.3 Quick Closing and Remote Closing Valve System
2.12.1a Diesel Generators 4.4 Fresh Water Spray Extinguishing System
2.12.2a Emergency Diesel Generator. 4.5 Safety Systems
2.13.1a Distribution and Loading
Illustrations
2.13.1b Power Management System
4.1a Engine Room Fire Hydrant System
2.13.2a Shore Power
4.2a CO2 Flooding System
2.13.4a Emergency Alternator Electrical/Automation
2.13.7a Emergency Battery Charging and 24V Distribution 4.3a Quick Closing and Remote Closing Valve System
2.13.8a Cathodic Protection System 4.4a Fresh Water Spray Extinguishing System
2.14.1a Domestic Fresh Water System 4.5a Safety Systems
2.14.2a Domestic Refrigeration System
2.14.3a Accommodation Air Conditioning Plant Part 5: Emergency Procedures
2.14.5a Sewage Treatment System
2.14.6a Incinerator and Operating Panel 5.1 Flooding in Engine Room
2.15.1a Inert Gas System in Engine Room 5.2 Emergency Operation of Main Engine
5.3 Emergency Steering
Part 3: Main Machinery Control 5.4 Emergency Fire Pump Operation
3.1 Integrated Management System 5.5 Fire in Engine Room
3.1.1 System Overview 5.6 Escape Systems and Fire doors
3.1.2 Operator Stations
Illustrations
3.1.3 Screen Displays
3.1.4 Alarm List
5.2a Emergency Operation of Main Engine
3.1.5 Trending
5.3a Emergency Steering
3.1.6 UMS - Manned Hand-over
5.4a Emergency Fire Pump
3.2 Engine Control Room, Console and Panels 5.5a Fire Control Station
5.6a Escape System and Fire Doors
Issue: 1 List of Contents - Page 2
PREVIOUS PAGE MAIN MENU EXIT NEXT PAGE

Issue and Update Control This manual was produced by:

Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and update
control. Controlling documents ensures that: WORLDWIDE MARINE TECHNOLOGY LTD. List of Contents January 2000
Issues and Updates January 2000
• Documents conform to a standard format;
Machinery Symbols January 2000
For any new issue or update contact:
• Amendments are carried out by relevant personnel; Electrical and Instrument Symbols January 2000
Colour Scheme January 2000
The Technical Director
• Each document or update to a document is approved Introduction January 2000
WMT Technical Office
before issue;
The Court House
Text
• A history of updates is maintained; 15 Glynne Way
1.1 January 2000
Hawarden
1.2 January 2000
• Updates are issued to all registered holders of Deeside, Flintshire
1.3 January 2000
documents; CH5 3NS, UK
1.4 January 2000
• Sections are removed from circulation when obsolete. 1.5 January 2000
E-Mail: manuals@wmtmarine.com
1.6 January 2000
Document control is achieved by the use of the footer 1.7 January 2000
provided on every page and the issue and update table 1.8 January 2000
below. 1.9 January 2000
In the right hand corner of each footer are details of the
Illustrations
pages section number and title followed by the page
Loc’n Plan of E.R - 2nd & 3rd Platforms January 2000
number of the section. In the left hand corner of each
Loc’n Plan of E.R - 4th Platform & Floor January 2000
footer is the issue number.
Details of each section are given in the first column of the Text
issue and update control table. The table thus forms a 2.1 January 2000
matrix into which the dates of issue of the original 2.1.1 January 2000
document and any subsequent updated sections are 2.1.2 January 2000
located. 2.1.3 January 2000
2.2 January 2000
The information and guidance contained herein is 2.2.1 January 2000
produced for the assistance of certificated officers who by 2.2.2 January 2000
virtue of such certification are deemed competent to 2.2.3 January 2000
operate the vessel to which such information and 2.2.4 January 2000
guidance refers. Any conflict arising between the 2.2.5 January 2000
information and guidance provided herein and the profes- 2.2.6 January 2000
sional judgement of such competent officers must be 2.3 January 2000
immediately resolved by reference to Maersk Technical 2.3.1 January 2000
Operations Office. 2.3.2 January 2000
2.3.3 January 2000
2.3.4 January 2000
2.4 January 2000
2.4.1 January 2000
2.4.2 January 2000
2.4.3 January 2000
2.4.4 January 2000
2.4.5 January 2000
2.5 January 2000
Issue: 1 Issues and Updates - Page 1
PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Text
2.5.1 January 2000 Illustrations
2.5.2 January 2000 2.1.1a January 2000
2.6 January 2000 2.1.2a January 2000
2.6.1 January 2000 2.1.2b January 2000
2.14.1 January 2000 2.11a January 2000

Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Illustrations Illustrations
2.14.3a January 2000 5.2a January 2000
5.6a January 2000
Text
3.1 January 2000 Text
3.1.1 January 2000 6.1 January 2000
3.1.5 January 2000
3.1.6 January 2000 Illustrations
3.2 January 2000 6.1a January 2000
6.1b January 2000
Illustrations 6.2a January 2000
3.1.2a January 2000
3.1.3a January 2000
3.1.5a January 2000
3.1.6a January 2000
3.2a January 2000
Text
4.1 January 2000
4.2 January 2000
4.3 January 2000
4.4 January 2000
4.5 January 2000
Illustrations
4.1a January 2000
4.2a January 2000
4.3a January 2000
4.4a January 2000
4.5a January 2000
Text
5.1 January 2000
5.2 January 2000
5.3 January 2000
5.4 January 2000
5.5 January 2000
5.6 January 2000

Mechanical Symbols
Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Overboard Discharge
Screw Down Non-Return Water Separator Spool Piece

Flow Control Valve Expansion Bend Pipe
Valve
P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve Discharge/Drain
Normally Open
Angle Screw Down Non- Gear or Screw Type Pump N.O or N.C or
Solenoid Valve Orifice
Return Valve Normally Closed
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Tank Penetration
Valve
Swing Check Non-Return Temperature Control Spectacle Flange

Mono Screw Pump Air Horn
Valve Valve (With Hand Wheel) ( Open, Shut)
3-Way Temperature Control Sounding Head with Dresser Type

Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap Expansion Joint
Sounding Head with Self

Wax Expansion Temperature Not Connected
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve Crossing Pipe
Cock (Self Closing)
3-Way Wax Expansion Liquid Level Gauge

Ball Valve Suction Bell Mouth Connected Crossing Pipe
Temperature Control Valve
2-Way Cock Water Transducer Vent Pipe Cylinder Piston Actuator T Pipe
A Butterfly Valve With Vent Pipe with Filter Regulating Valve

3-Way Cock (L-Type) Hose Valve
Air Actuator Flame Screen With Strainer
3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Flow Meter Non-Return Ball Valve
Safety / Relief Valve Float Valve Duplex Strainer Hydraulic Operated Valve
Reciprocating Type Pump (Open/Shut)
Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Manometer
Regulating Valve Spark Arrester Rose Box Filter
Self Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box
Quick-Closing Valve
Valve Locked Open Steam Trap Without Strainer FB Foam Box
(Pneumatic Operated)
Quick-Closing Valve Bellows Type

Steam Trap With Strainer Accumulator
(Wire Operated) Expansion Joint
Issue: 1 Mechanical Symbols

Electrical and Instrumentation Symbols
CP Compound Gauge
Trip Automatic Trip DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Interlock FD Flow Detector
FS Flow Switch
FT Flow Transmitter
Locally Mounted IL Indication Lamps
XX
Instrument (2 letters) LAH Level Alarm High
LAL Level Alarm Low
Locally Mounted LI Level Indicator
XXX LIC Level Indicating Controller
Instrument (3 letters)
LS Level Switch
LT Level Transmitter
XXX Remotely Mounted
PAH Pressure Alarm High
XXXX Instrument
PAL Pressure Alarm Low
PI Pressure Indicator
Letters outside the circle
XXX PIC Pressure Indicating Controller
of an instrument symbol
XXXX
HH indicate whether high (H), PIAH Pressure Indicator Alarm High
high-high (HH), low (L) PIAL Pressure Indicator Alarm Low
or low-low (LL) function
is involved PIAHL Pressure Indicator Alarm High Low
O = Open PS Pressure Switch
C = Closed PT Pressure Transmitter
SAH Salinity Alarm High
TAH Temperature Alarm High
TAL Temperature Alarm Low
TI Temperature Indicator
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxillary Unspecified Switch
ZI Position Indicator
ZS Limit Switch
Issue: 1 Electrical and Instrumentation Symbols

Maersk Machinery Colour Scheme
Dom. Fresh Water
H.T. Cooling Water
L.T. Cooling Water
Sea Water
Hydraulic Oil
Lubricating Oil
Saturated Steam
Condensate
Feed Water
Fire/Deck Water
CO2
Fuel Oil
Marine Diesel Oil
Air
Bilges
Electrical Signal
Instrumentation
Issue: 1 Illustration Machinery Colour Scheme

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

Part 1
Operational Overview

Part 1: Operational Overview

1.1 To Bring Vessel Into Live Condition
Dead Ship Condition

Supply Power to 440V & 220V Emerg.Switchboards 2.13
Shore SupplyAvailable
Shore Supply Available No Shore Supply Available
Prepare Central F.W. Cooling Systems.
2.5.2
Establish Shore Supply. Start Central C.W. Pumps.
Ensure Emergency
Tank Level Generator Fuel
is Adequate. 2.13..4
Check Phase Sequence, 2.13.2
Voltage and Frequency.
Start up Instrumentation Air System. 2.10.3
Supply Main Switchboard. 2.13.4 Start Emergency Generator. 2.13.4

Disconnect Shore Supply. 2.13.2
Stop Emergency Generator and
2.12.2
place on Standby.
Place Emergency Generator
2.12.2
on Standby.
Isolate Sequential Restart System.

All Ancillary Equipment set to Manual to avoid
Low Pressure Auto Start. 2.13
Reset Preference Trips. 2.13.5
Supply Emergency 440V Switchboard.
Supply Emergency 220V Switchboard.
Prepare S.W. Cooling System. 2.4.1

Start Emergency Air Compressor and Top Up
2.10.1
Auxiliary Air Reservoir if required. Start S.W. Cooling Water Pump. 2.4.1
Start a Generator Engine L.O. Priming Pump. 2.13.3 Start Engine Room and Accommodation
2.14.3
Ventilation Fans. Start Air Conditioning.
Start Generator Engine Air Driven D.O. Pump. 2.6.2 Ensure the CO2 Systems are
4.2
Ready for Use.
Prepare an Auxiliary Engine for Starting. 4.2

2.12.1 Ensure Foam System is Ready for Use.
Start Auxiliary Generator. Cargo
Start I.G.S. Deck Seal Supply Pump. 2.15.2

Supply Power to Main 440V & 220V Switchboards. 2.13 Pressurise Fire Main. 4.1
Issue: 1 1.1 To Bring Vessel Into Live Condition - Page 1

1.1 To Bring Vessel

Into Live Condition
Start Domestic Water System with Electric Heater. 2.14.1
Put Refrigeration System into Operation. 2.14.2
Put G.S. Air System into Operation. 2.10.2
Pump Bilges to Bilge Holding Tank as Required. 2.9.1
Put all Ancillary Equipment on Standby.

Restore Sequential Restart System.
Put remaining Auxiliary Diesel Generators
on Standby.
PLANT IS NOW IN LIVE CONDITION
One Diesel Generator in Use,

Other Diesel Generators on Standby.
Emergency Generator on Standby.
Boiler and Steam System Shut Down.
S.W. and C.F.W. Systems in Use.
Domestic Services in Use.
Start Fire Pump on Standby. 4.1
Start Sewage Treatment Plant. 2.14.5
Issue: 1 1.1 To Bring Vessel Into Live Condition - Page 2

1.2 To Prepare Main Plant

For Operation
Plant is in Live Condition

Boiler and Steam System Shut Down.
S.W. and C.F.W. Systems in Use.
Domestic Services in Use.
Prepare and Flash Up Aux Boiler, using

2.2.1
Diesel Oil and Air Atomising.
Supply Steam to M.E. F.O. Heater.
Start M.E. F.O. Supply and Circulating Pumps.
2.6.1
Start Viscosity Controller.
.
Supply Steam to Low Pressure Steam System. 2.2.5 Circulate F.O. until the D.O. has been Expelled.
Start Feed Pump. Maintain Standby Generators in Warm

2.3.3 2.5.1
Line up Distilled Water Make Up System. Condition using G/E Preheater.
2.2.5 Plant in 'In Port' Condition

Supply Steam to F.O. Tanks and Trace Heating
Supply Steam to Boiler Fuel Oil Heaters. 2.2.5
Start Boiler F.O. Pump and Circulate Fuel. 2.6.3
Change Boiler to Operate on F.O. and Boiler and Steam System in Use.
2.6.3
Atomising Steam. Diesel Generator Running on HFO.
M.E. JCW System in Warm Condition.
M.E. Circulating with Hot F.O.
Put Boiler on Automatic Operation. Prepare other
2.2.2
Boiler and Set to Automatic Operations.
Start F.O. Purifier System. 2.7.2
Change Diesel Generator to Run on H.F.O. 2.6.2
Start M.E. Jacket C.W. Pumps. 2.5.1

Supply Steam to Jacket C.W. Heaters. 2.2.5
Issue: 1 1.2 To Prepare Main Plant For Operation - Page 1

1.3 To Prepare Main Plant For Manoeuvring
From 'In Port' Condition
Plant in 'In Port' Condition

2.10.1
Supply Starting Air and Control Air to the M.E.
Emergency Generator on Standby. Start Aux Blowers and Switch to Auto. 2.1.1
Boiler and Steam System in Use.
Diesel Generator Running on H.F.O.
M.E. JCW System in Warm Condition.
M.E Circulating with Hot F.O. Obtain Clearance from the Bridge, Turn M.E.
5.2
Over on Starting Air from Local Control Stand.
Start L.O. Purifier System. 2.8.3

Close Indicator Cocks.
From the Local Control Stand Start the M.E.
5.2
in the Ahead and Astern Directions.
Start M.E. L.O. Pump. Close Turbo Blower Drains.
2.8.1
Heat Sump if Required.
Change Control to the Engine Control Room. 2.1.2

Start Crosshead L.O Pump. 2.9.1
Change Control to Bridge Control. 2.1.2

Ensure Cylinder Oil Measuring Tank is Full. 2.8.1
Check Telegraph, Bridge/E.R. Clocks and

2.1.2
Start another Diesel Generator and Communications.
2.12.1
Run In Parallel.
Ensure all Standby Pumps are On Auto. 2.13

Start both Steering Motors.
2.11
Carry out Steering Tests.
1.6
Prepare Deck Machinery for Use.
Cargo
.
Obtain Clearance from the Bridge and Turn the
Engines Two or Three Revolutions while Manually
2.1.1 Plant in Manoeuvring Condition
Operating Cylinder Oil Pumps.
Take Out the Turning Gear.
Two Diesel Generators in Use,

Remaining Diesel Generator on Standby.
Put Starting Air System into Use. 2.10.1 Emergency Generator on Standby.
Boilers and Steam System in Use.
Diesel Generators Running on H.F.O.
M.E. Heated and Ready for Use on Bridge Control.
Both Steering Gear in Use.
Deck Machinery Ready for Use.
Issue: 1 1.3 To Prepare Main Plant For Manoeuvring From ‘In Port’ Conditions - Page 1

1.4 To Change Main Plant From Manoeuvring To Full Away
Plant in Manoeuvring Condition

Shut down Deck Machinery. 1.6.2
Cargo
Two
TwoDiesel
DieselGenerators
Generatorsininuse,
Use,
Stop one Steering Gear Motor. 2.11
remaining Diesel Generator on Standby.
Boilers and Steam System in Use.
Diesel Generators Running on H.F.O. Put Dump Steam System into Operation. 2.2.4
M.E. Heated and Ready for Use on Bridge Control.
Both Steering Gear in Use.
Deck Machinery Ready for Use. Operate Turbo Blower Cleaning System
Vessel Manoeuvring on Bridge Control. 2.1.1
if Required.
Ensure Boiler Stops as the Economiser takes over

Put Main Engine on Automatic Run Up Programme. 2.1.2 Steam Generation. Secure Standby Boiler and
2.2.1
Supply Heating to Maintain Pressure above
0.5 kg/cm2 or put in Wet Lay Up Condition.
Shut Down M.E. Jacket Heating Systems. 2.5.1
Start up F.W. generator System.

Do not fill Fresh Water Tanks while in 2.4.2
Operate Auxiliary Boiler Sootblowers while Boiler 2.2.3 Coastal Waters.
is on load.
Transfer and Purify F.O. as Required. 2.7.1

Operate Exhaust Gas Economiser Sootblowers. 2.2.3
When Run Up Program completes, Check that

2.1.2
Pressures and Temperatures Stabilise.
When Bridge notifies Engine Control Room
of Full Away, record the following:
Time.
M.E. Revolution Counter. Reduce the Bilge Water Holding Tank Level
F.O. and D.O. Tank levels. 2.10
through the O.W.S. if vessel is not in Restricted
F.O. and D.O. Counters. Area.
Fresh Water Tank levels.
Shut Down Generators until only One is in Use.

2.12
Ensure Auxiliary Blowers Stop Automatically. 2.1.2 Put Remaining Two Generators on Standby.
Vessel is Full Away on Bridge Control.
Issue: 1 1.4 To Change Main Plant From Manoeuvring To Full Away - Page 1

1.5 To Prepare For UMS Operation
Plant 'Manned' Condition

All Standby Pumps and Machinery Systems
2.13.5
are on Auto Start, Sequential Restart System
Operational.
All F.O., L.O. and Fresh Water Tanks/Sumps Acetylene and Oxygen Cylinder and pipeline
are Adequately Full. Valves are closed.
All Ventilation Fans Running.
Bilges are Dry and High Level Alarms are 2.9.1

Operational. All Combustable Material Stored in a Safe Place. 2.14.6 Main Engine on Bridge Control. 2.1.2
4.1 All Strainers and Filters of Running and Stand By

Smoke and Fire Sensors are Operational. Machinery are in a Clean Condition. Data Logger is programmed to print Parameters
Cargo 3.1
at 0800hrs, 1200hrs and 1730 hrs.
All Piping Systems are Tight and not Temporarily E.R. and Steering Gear Compartment W.T.
Repaired. Doors, Sky Lights and Funnel Dampers are Shut.
Control is on the Bridge and Duty Officer is
3.1
informed of Commencement Time of UMS.
All Alarms and Safety Cut Outs are Operational. 3.1 All Parameters are within Normal Range. 3.1
Duty Officer should be aware of location of
Duty Engineer.
All Drain Tanks are Empty.
E.C.R. Air Conditioning Operating Correctly. 2.14.4
Compressed Air Bottles are Fully Charged. 2.10 Watchkeeper Control switched to
Duty Engineer's Cabin.
Loose Items are Secured.
Purifier Feed Inlets are Suitably Adjusted. 2.7.2

Electric Kettle Plugs Removed in E.C.R. E.R. not to be Unmanned for more than 8hrs.
Emergency Diesel Generator is on Standby. 2.12.2

Workshop Welding Machine Plug is Removed.
Stopped Diesel Generators are on Standby. 2.12.1

Plant in 'UMS' Condition
Issue: 1 1.5 To Prepare For UMS Operation - Page 1

1.6 To Change From UMS To Manned Operation
Plant in 'UMS' Condition
Activate Patrol Man Alarm on Entry into the Engine

Room.
Notify Bridge of Manned Condition.
Inform Bridge why E.R. is Manned if Outside

Normal Hours.
Switch Watchkeeping Control to the E.C.R.
Reset Patrol Man Alarm every 27 minutes when

Duty Engineer only is Manning the E.R.
Examine latest Parameter Print Out.
Handover to on coming Duty Engineer and

inform him 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.
Issue: 1 1.6 To Change From UMS To Manned Operation - Page 1

1.7 To Change Main Plant From Full Away To Manoeuvring Condition
Vessel is Full Away on Bridge Control. Test Fire the Boiler in Use. 2.2.1
Operate E.G.B. Sootblowers and Isolate System. 2.2.6
Ensure that the E.R. Bilges and Bilge Holding

2.9.1
Tank are Empty.
Bridge Informs Engine Control Room of E.O.P.
Prepare Sewage Treatment System for

2.14.5
Port Operation. Record the Following:
Time.
M.E. Revolution Counter.
F.O. & D.O. Tank Levels.
Shut Down F.W.Evaporator Plant. 2.4.4
F.O. & D.O. Counters.
Fresh Water Tank Levels.
Start another Diesel Generator and Place

2.12.1
in Parallel with Running Generator.
Prepare Standby Boiler for Operation. 2.2.1
Supply Steam to J.C.W. Heaters. 2.5.1 1.6.2

Prepare Deck Machinery for Use.
Cargo
Prepare Main Starting Air Compressors for Use.

2.10.1 Check Bridge/E.R. Clocks and Communications. 2.1.2
Check Starting Air System Drains for Water.
If Required to Manoeuvre on D.O. Begin Change Operated Turbo Charger Washing System 2.1.1
2.6.1 if Required.
Over 1 Hour Before E.O.P.

30 mins Before E.O.P. Bridge Begins to
2.1.1
Reduce Speed.
Start Second Steering Motor. Boiler in Use.
2.11
Carry Out Steering Tests. Diesel Generators Running on H.F.O.
Both Steering Gears in Use.
Issue: 1 1.7 To Change Main Plant From Full Away To Manoeuvring Condition - Page 1

1.8 To Secure Main Plant At Finished

With Engines

Emergency Generator on Standby. After a Minimum of 15 mins Stop Main L.O. Pumps.
Boiler and Economiser in Use. Stop Crosshead L.O. Pumps. 2.8.1
Diesel Generators Running on H.F.O. Maintain L.O. Sump Temperature with L.O. Purifier.
Both Steering Gears in Use.
If M.E. was Manoeuvred on D.O. 2.6.1
Bridge notifies Engine Control Room of F.W.E.
Two Diesel Generators will Remain in Use if

Cargo or Ballast Pumps are Required. 2.12.1
Switch Over to Engine Control Room Control. 2.1.2
Prepare Plant for Cargo Operations if Required. 2.2.4

Stop Auxiliary Blowers. 2.1.1
Isolate Starting Air. Prepare Plant for I.G.S. Operations if Required. 2.15.1
Open Indicator Cocks.
Open Turbo Blower Drains. 2.1.1
Vent M.E. Starting Air and Control Air Systems.
Engage Turning Gear. Plant in 'In Port' Condition
Stop Steering Gear. 2.11
Maintain J.C.W Temperature for Normal Port Stay. 2.5.1
Issue: 1 1.8 To Secure Main Plant At Finished With Engines - Page 1

1.9 To Secure Main Plant For Dry Dock
Plant in 'In Port' Condition
Change Diesel Generator to Run on D.O. 2.6.2 Establish Shore Power.

2.13.2
Check Phase Sequence, Voltage and Frequency.
Shut down Diesel Generators until only One is
in Use.
Shut Down Auxiliary Boilers.

Allow to Cool Naturally, Drain if required for 2.2.1 Stop Diesel Generator. 2.12.1
Ensure all Tanks are at the Required Levels to Maintenance OR put in Wet Lay Up Condition.
give the Vessel the Necessary Trim, Draft and
Stability for Entering Dry Dock. Connect Shore Supply.
Connect Shore Supply to Main Switchboard.
Shut Down Feed Pumps and Condensate System. 2.12
2.3 Establish Lighting and Ventilation and any other
Shut Steam Off the J.C.W. Heaters. Allow J.C.W. Isolate Distilled Water Tanks. Essential Services.
2.5.1
Pumps to Run until M.E. has Cooled Down.
Circulate Boiler F.O. System with D.O.

2.6.3 Shut Down S.W. and F. W. Cooling Systems. 2.4&2.5
Transfer the Main Engine L.O. Sump to the Shut Down Boiler F.O. Pumps.
2.8.3
L.O. Settling Tank via the Purifier.
Shut Down Stern Tube L.O. System. 2.8.2

Shut Down Control and G.S. Air Systems. 2.10
Shut Down L.O. Purifier. 2.8.3
Change Domestic Water Heating to Electric. 2.14.1

Restart F.W. Cooling Pump and Circulate
Shut Down F.O. Purifier. 2.7.1 2.5.2
Diesel Generator until Cool.
Shut Down Air Conditioning and Refrigeration
2.5.2
M.E. should have been Manoeuvred on D.O. Plants until Shore C.W. Supply is Established.
Secure CO2 System. 4.2
If not, Change Over to D.O. and Circulate F.O.
Back to H.F.O. Tank, until the Line has been 2.6.1
Flushed with D.O. Shut Down Fire Pumps.
4.1
Stop M.E.F.O. Pumps and Viscosity Controller. Pressurise Fire Main from Shore Supply. The Dry Dock can now be Emptied.
2.6.2
Shut Down Deck Machinery System. Isolate Sequential Restart System. 2.13.5
Deck Plant Secured for Dry Dock
Issue: 1 1.9 To Secure Main Plant For Dry Dock - Page 1

2nd Platform
3rd Platform
No.3 H.F.O. No.2 H.F.O. H.F.O. Bunker

Bunker Tank (P) Bunker Tank (P)
Tank No.2 (P)
H.F.O. Bunker
Tank No.3 (P)
No.1 H.F.O.
Elect. Bunker Tank (P)
H.F.O. Bunker
Fresh Water Wkshop Tank No.1 (P)
Tank &
Store Engine
Control
Room Engine Store
DN UP
UP
Lift Space
UP
Turbine Oil Tank
DN
Cyl. Oil Tank No.1
Cyl. Oil Tank No.2

Pump
DN Workshop Room
M/E L.O. Storage Tank
Pipe Trunk UP
Distil. Water Tank
M/E L.O. Settling Tank
Purifiers and Heaters

F.O. Pumps
H.F.O. Bunker Tank No.1 (S)
and Heaters
H.F.O. Bunker
H.F.O. Settling Tank Tank No.1 (S)
D.O. Service H.F.O. Bunker
Fresh Water Tank H.F.O.
Tank Service Tank Tank No.2 (S)
A/E L.O. Storage Tank
Refrig. & Aircon. A/E L.O. Settling Tank Cascade

Compressor Space No.3 H.F.O. Tank
Bunker Tank (P)
D.O.
Service Tank H.F.O
Service Tank H.F.O.
Settling Tank
Issue: 1 Location Plan Of Engine Room - Page 1

4th Platform
H.F.O. Bunker H.F.O. Bunker

Tank No.3 (P) Tank No.2 (P)
Floor Level
Bilge Well
H.F.O. Bunker High Sea Chest
Tank No.1 (P)
L.O Drain
Tank
Diesel Oil
Tank (Port)
UP DN Clean Bilge F.O

Water Tank Bilge Well Overflow F.O Overflow
Tank Tank
UP DN Bilge Well
L.O Sump Tank Pump

Room
DN Dirty Bilge UP
Water Tank
Bilge Well
UP DN
Bilge Well
Cofferdam
Diesel Oil
Tank (Starboard)
H.F.O. Bunker Low Sea Chest

Tank No.1 (S) Bilge Well
H.F.O. Bunker
Tank No.2 (S)
Issue: 1 Location Plan Of Engine Room - Page 2

Part 2
Main Engine and Auxiliary Systems

Illustration 2.1.1a Sulzer 7RTA62U Hydraulic Exhaust Exhaust Manifold
Valve Actuator
Cylinder Head
Turbo' Blower
Air Cooler
Camshaft
Scavenger Port
Piston Rod
Crosshead Guide
Crosshead Lub. Shoe
Oil Pipe
Lubricating Oil
Scavenge Air
Combustion Gas
Fresh Water
Main Bearing Bolts
Issue: 1 Illustration 2.1.1a Main Engine

2.1. Main Engine The pistons are cooled by bearing lubricating oil. The thrust bearing and Cooling water system description
turning gear are situated at the engine-driving end. The camshaft is driven by The cooling water supplied by the jacket cooling water pump is divided in two
2.1.1 Main Engine Details gear wheels from the crankshaft. part streams, after the heater. One part stream, of a basic setting of about 15%
water flow, by-passes the cooler. This is led via the jacket cooling water cooler
Maker: Dalian - Sulzer The engine is started by compressed air, which is controlled by a starting air by-pass to provide a minimum water flow to the primary cooling piping, where
Model: 7RTA62U distributor. it joins cooling water allotted by the 3-way diverting valve.
Type: Two stroke, single acting direct reversible,
In case of failure of the pneumatic control system, the engine can be controlled The main water flow of about 85% flows through the main jacket cooling
cross head diesel engine with two constant
from an emergency control stand. water cooler line, through the automatic temperature control valve to the 3-way
pressure turbo chargers and air coolers.
Number of cylinders: 7 diverting valve at the engine inlet. The automatic temperature control valve
Lubricating Oil System regulates the water flow through the cooler in order to keep the water outlet
Cylinder bore: 620 mm
The engine lubrication system, (with the exception of cylinder and exhaust temperature constant in the return piping at about 85°C.
Stroke: 2,150 mm
valve spindle lubrication), is supplied by one of two main pumps, which take
Output (M.C.R.): 15540 bhp at 113 rpm
suction from the sump tank and supply the main bearings. Two cross-head The cooling water flowing back from the air separator and turbo-charger is led
Direction of rotation: Clockwise looking from aft
pumps take suction from the main pump discharge after the automatic back- again back to the cooling water pump suction, where it joins the outlet from the
Specific fuel oil consumption: 124.3 g/bhp per hour
flush filter and supply the cross-head bearings. buffer tank.
Firing order: 1-6-3-4-5-2-7
Main bearing oil system From the 3-way diverting valve, the cooling flow for the turbo-chargers is
Turbocharger
Main bearing oil, at an operating pressure of 2.5 to 3.5 kg/cm2 is also supplied branched off. The 3-way diverting valve distributes the water flow in corre-
Maker: A.B.B. via an articulated lever to cool the working piston crown. Main bearing and spondence with the control command, on one side via connecting piping to the
No.of sets: 2 cross-head oil systems are interconnected through a non-return valve. The primary cooling water piping, on the other side to the secondary cooling water
Type: VTR564-3 integrated damper (axial de-tuner) and the balancer are also cooled with piping.
bearing oil.
General Description The cooling water which has been branched off the inlet piping flows through
If the cross-head bearing oil pump should fail, then the cross-head oil system the turbo-charger turbine casing via a common return piping and back to the
The RTA-engine is a single acting, two-stroke, reversible, Diesel engine of is supplied with oil from the main L.O. pumps. Under such conditions, the cooling water outlet. The water flow through the turbo-charger is set by
cross-head design with exhaust gas turbo-charging and uniflow scavenging. engine can only be operated at reduced load (Load Indicator Position, max. orifices in the water inlets.
Tie rods bind the bed-plate, columns and cylinder jacket together. Crankcase 4.5).
and cylinder jackets are separated from each other by a partition, which incor-
porates the sealing gland boxes for the piston rods. The cylinders and cylinder Cross-head bearing oil system
heads are fresh water-cooled. The operating pressure of the cross-head bearing oil is 10 - 12 kg/cm2. This
pressure is reduced via a pressure-retaining valve to 4.5 - 6 kg/cm2 for the
The exhaust gases flow from the cylinders through the hydraulically operated operation of the flexible coupling which is arranged in the balancer casing at
exhaust valves into an exhaust gas manifold. The exhaust gas turbo-chargers the free end.
work on the constant pressure charging principle.
The oil for the exhaust-valve actuator pumps passes from the cross-head
The engine is provided with two electrically-driven blowers. The suction side bearing oil system through an air separator. For actuating the exhaust valves,
of the blowers are connected to the scavenge air space after the air cooler. the oil pressure is raised by the actuator pumps to about 160 kg/cm2.
Between the air cooler and the scavenge air receiver, non-return valves are
fitted, which automatically close when the auxiliary blowers supply the air. The lubrication of cross-heads and connecting rod bottom end bearings is
The auxiliary blowers will start operating before the engine is started and will through articulated levers. The reversing servomotors are actuated by cross-
ensure sufficient scavenge air to obtain a safe start. head bearing oil.
During operation of the engine, the auxiliary blowers will start automatically Cylinder lubrication system
each time the engine load is reduced to about 30-40%, and they will continue The power dependent lubrication of the pistons, cylinders and exhaust valve
operating until the load again exceeds approximately 40-50%. spindles is performed by a separate cylinder lubrication system.
The charge air delivered by the turbo-chargers, flows through air coolers and Cooling Water System
water separators into the air receiver. It enters the cylinders via air flaps The cooling water must be treated with an approved cooling water inhibitor to
through the scavenge ports when the pistons are nearly at their B.D.C. At low prevent corrosive attack, sludge formation and scale deposits in the system.
loads independently driven auxiliary blowers supply additional air to the
scavenging air space.
Issue: 1 2.1.1 Main Engine Details - Page 1

Fuel Oil System e) Start up the pumps for cylinder cooling water, bearing and cross- p) Set the switch at the control panel for the auxiliary blower to
The fuel oil is delivered via a supply pipe to the injectors. The delivered fuel head bearing lubricating oil and set the pressures to their normal AUTOMATIC.
quantity is considerably greater than that actually required by the engine. The values.
specified booster pressure is adjusted by a pressure-retaining valve. The q) Bring the safety cut-out to operating position.
surplus fuel is led via a return pipe back to the system. f) Check to ensure that all system vents are open. r) Press the EMERGENCY STOP button on the control panel and
observe if the safety cut-out on the fuel injection pumps reacts,
The main engine is designed to operate on fuel oil during manoeuvring. All g) Open each cylinder head indicator cock. Using the turning gear, i.e. their suction valves are lifted. After this check, press the
pipes to the fuel distributors on the cylinder heads are provided with trace turn the engine through a minimum of one full revolution to check EMERGENCY STOP RESET button.
heating and are insulated. Fuel distributors and injection valves are kept hot by that all the running gear is in order. Check if any large quantities
a separate circulation system. For reasons of safety, all high-pressure pipes are of water, oil or fuel has collected on the piston crown. Operate the s) Check whether the pressure gauge on the supply unit for cylinder
encased by a metallic hose. Any leakage is contained and led to an alarm tank cylinder pre-lubrication system. lubrication indicates 40 kg/cm2.
circulation system.
h) Shut the indicator valves. t) Take out the turning gear and secure the lever.
Injection valves and fuel distributors are kept hot by circulation of heated fuel.
u) Open the check cock 2.06 of the main automatic starting air shut-
For this a supply circulating line is led from the supply pipe to each cylinder i) Check to ensure that all the crankcase doors are closed with all the
off valve 2.04 for a short time and listen for the valve opening
head. After flowing through the three injection valves and distributor, the fuel latches tight. (can be heard distinctly). Close the cock again.
enters via a return circulating line into a common return collector main. The
circulation return is led again to a spill pipe via an orifice after the pressure- j) Check to ensure that cutting out devices for all the fuel injection v) Check hydraulic system of exhaust valve drive for tightness.
retaining valve. pumps are correctly positioned.
w) The levers on the local manoeuvring stand must be put into the
Procedure for Preparing the Engine for Starting k) Check that the fuel regulating linkage moves freely: correct position the corresponding to where the engine will be
started, (the bridge, the control room or the auxiliary local stand).
Before starting the engine, the below mentioned checks and procedures must Disengage the fuel control lever at the auxiliary manoeuvring stand from the The changeover buttons of the remote control must be activated.
be followed: position REMOTE CONTROL and engage it into the regulating linkage lever.
Loosen the fuel control lever lock, pull the handgrip up and move the fuel x) Check again to ensure that no personnel are near the flywheel.
All components that have been overhauled should have been correctly re- control lever backwards and forwards between the range '0' and '10'. After
assembled and fitted and their function checked. carrying out this check, put the fuel control lever back to the position y) Inform the bridge.
REMOTE CONTROL and lock it by tightening the wing nuts of the hand
All devices and tools, which were used, have been removed from the engine wheel. Procedure for the Operation of the Main Engine
and that no cleaning rags or other items have been left behind.
l) Check the pressure in the starting air receivers and open their Slow Turning
! CAUTION drains until any condensate has been drained.
Up until point ‘n’ the shut-off valves AE003 and AE004 of the starting air a) Turn by the turning gear. The crankshaft can be turned at a slow
receivers to the main automatic starting air shut-off valve must be closed m) Open the drain and test valves AE035 and AE036 until all water rate using the turning gear.
and the venting valve AE007 must be open (see illustration 2.10.1a) has been drained.
b) Slow turning with starting air. The running gear can be turned at
a) Check the fluid levels of all the tanks in the engine systems n) Close venting valve AE007 and open the main shut-off valves about 12 rpm by releasing the starting air by a measured amount.
(including the leakage drain tanks). AE003V and AE004 on the starting air receivers. This is initiated from the control room.
b) Check that all the shut-offs for the engine cooling water and o) The pressure gauges should now indicate the following pressures: The following conditions must be fulfiled before activating the slow turning
lubricating oil systems are in the correct position. operation:
Safety control air and stand by supply for air spring air on
Turning gear is disengaged.
c) Open the air supply to the shipboard system and from the starting the pressure reducing valve 23HA (6 kg/cm2)
air receivers to the control air supply. Oil pumps are operating (bearing oil and cross-head oil).
Air spring air supply on the pressure reducing valve 19HA
(7.5 kg/cm2) Fuel interlock not released. Reversing lever is set on REMOTE
d) Prepare the fuel. CONTROL.
Control air stand by supply on the pressure reducing valve
Speed control on minimum (Pos. ‘0’).
19HB (7 kg/cm2)

Indicator valves closed. d) When abnormally high or low temperatures are detected at a p) Check the charge air receiver drain manifolds sight glass to see if
water outlet, the temperature must be brought to the prescribed any water is draining away and if so, how much.
Shut-off valves on the starting air receivers open.
normal value very gradually. Abrupt temperature changes may
Air pressure for air spring correctly set. cause damage. q) Drain the scavenge spaces. To do this, open the drain cock of the
leakage manifold daily and look to see if any liquid flows out
During slow turning, the cylinder lubrication must be switched on.
e) The maximum permissible exhaust temperature at turbine inlet along with the charge air.
must not be exceeded.
Slow turning function r) Check the pressure drop across the oil filters. Clean them if
f) Check combustion by observing the colour of the exhaust gases. necessary.
The procedure is similar to starting the engine.
g) Maintain the correct charge air temperature after the air cooler s) The temperature of the running gear should be checked by feeling
The shut-off valve for starting air is opened by the control valve and starting with the normal water flow. In principle, higher charge air the crankcase doors. Bearings, which have been overhauled or
air reaches starting cut-off valve 215HA on the starting air distributor as well temperature will result in poorer filling of the cylinder, which in replaced, must be given special attention for some time after
as the starting air valves in the cylinder heads. return will result in a higher fuel consumption and higher exhaust being put into service.
gas temperatures.
Via the starting cut-off valve, a measured amount of starting air reaches the t) Listening to the noise of the engine will reveal any irregularities.
starting air distributor. This valve transmits the pneumatic signal to the h) Check the charge air pressure-drop through the air filter and air
respective cylinders. cooler. Excessive resistance will lead to a lack of air to the engine. u) Hand drawn indicator diagrams and Premet XL data provide
information on the combustion process and pressures within the
By this signal the valves 134HA-M before the starting valves are controlled in i) The fuel oil has to be carefully cleaned before being used. Open cylinder. When the quality of the fuel used changes the maximum
such a way that the starting valves are opened and shut for only short intervals. the drain cocks of all fuel tanks and fuel oil filters regularly for a pressure in the cylinder at service power must be determined at
short period to drain off any water or sludge, which may have the earliest opportunity and compared with the pressure measured
Procedure for Operating the Main Engine collected there. Maintain the correct fuel oil pressure at the inlet during the corresponding ship trial (speed, power).
to the fuel injection pumps. Adjust the pressure at the injection
It is preferable to operate the engine at constant power. When the speed / load pump inlet with the pressure-regulating valve in the fuel oil return v) Centrifuge the lubricating oil. Samples should be taken at regular
has to be altered, it should be done as slowly as possible. pipe so that the fuel oil circulates within the system at the normal intervals.
delivery capacity of the booster pump.
During normal running, regular checks have to be made and precautions taken w) Replenish the air cushion in damping vessels of fuel oil system.
which contribute towards trouble free operation. The most important of these j) The heavy fuel oil has to be sufficiently heated to ensure that its
are: viscosity before inlet to the fuel injection pumps lies within the x) Check the inspection glasses in the upper casing of the exhaust
prescribed limits. valve periodically and note if the air spring cylinder of each
a) Regular checks of pressures and temperatures. exhaust valve is rotating. If not, the offending valve must be
k) Determine the cylinder lubricating oil consumption. Extended overhauled at the next opportunity.
b) The values read off the instruments compared with those given in service experience will determine the optimum cylinder
the acceptance records and taking into account engine speed lubricating oil consumption. Manoeuvring
and/or engine power, provide an excellent yardstick for the engine
performance. Compare temperatures by feeling the pipes. l) The cooling water pumps should be run at their normal operating Correct manoeuvring and the resulting increase in engine load up to service
-point, i.e. the actual delivery head corresponds with the designed power, as well as decrease in load from the service power, is very important
The essential readings are: The load indicator position, turbo-charger speed, value. If the temperature difference between inlet and outlet with the usual high engine powers of today. Changing the load too quickly in
charge air pressure, exhaust gas temperature before the turbine. A valuable exceeds the desired value, pump overhaul should be considered. the upper power ranges can result in increased wear and fouling, especially of
criterion is also the daily fuel consumption, considering the lower calorific the piston rings and cylinder liners.
value. m) The vents at the uppermost points of the cooling water spaces
must be kept closed. Slow load changes allow the piston rings to adapt themselves to the new
c) Check all shut-off valves in the cooling and lubricating system for running conditions and therefore ensure optimum sealing.
their correct position. The shut-offs for the cooling inlets and n) Check the level in all water and oil tanks, as well as all the
outlets on the engine must always be fully open in service. These drainage tanks of the leakage piping. Investigate any abnormal
serve only to cut off individual cylinders from the cooling water changes.
circuit during overhauls.
o) Observe the condition of the cooling water. Check for oil contamination.

On the other hand, there must always be sufficient power available within a The cylinder lubricating oil quantity is automatically adapted to the lower load. Fouling and fires in the scavenge air spaces.
short time to ensure safe manoeuvring in ports and waterways. The lubricating oil quantities are regulated in accordance with engine load or
position of intermediate regulating shaft. The principle cause of fouling is blow-by of combustion products between
Manoeuvring is the operation of leaving port until ‘Full Away on Passage’ and piston and cylinder into the scavenge air spaces. The fouling will be greater if
from the port approach until ‘Finished With Engines’. Procedures after Shutting Down the Engine there is incomplete combustion of the fuel injected (smokey exhaust).
The manoeuvring range is the speed range up to and including the After the engine has been stopped, the cooling water and lubricating oil pumps Causes of poor combustion:
manoeuvring speeds FULL AHEAD and FULL ASTERN. This range is should be left running for at least a further 20 minutes in order to allow the
The fuel injectors are not working correctly.
usually divided into four manoeuvring stages with correspondingly allocated temperatures to equalise. These systems should not be cooled down below
speeds. their normal inlet temperatures. The fuel is at too low a temperature.
Poorly adjusted injection pump timing.
Possible critical barred speed ranges have to be taken into account. The starting air supply has to be closed as soon as possible after stopping the
engine i.e. shut the valves AE004V and AE005V on the starting air receivers Operation with a temporary shortage of air during extreme variations
Normally the FULL manoeuvring speed for engines driving fixed pitch and open the venting valve AE007V. in engine loading and with the charge air pressure dependent fuel
propellers corresponds to about 70% of the nominal speed, which in turn limiter in the governor set too high.
represents about 35% of the nominal power. This means that, with the vessel The indicator cocks in the cylinder heads are to be opened and the turning gear Overloading.
sailing straight ahead, about 2/3 of the nominal ship's speed will be reached. In engaged.
principle, a fully operational engine can be manoeuvred within the above Insufficient supply of air due to restricted engine room ventilation.
manoeuvring range without any time or performance restrictions. Post-lubrication of the cylinders: Fouling of the air intake filters and diffuser on the air side of the turbo-charger.
The engine is designed to operate on heavy fuel oil at all times. For the post-lubrication of the cylinders, the crankshaft must be turned by the Fouling of the exhaust gas boiler, the air cooler, the air flaps in the
turning gear. During this the cylinder lubrication (push-button for ‘post- charge air receiver and of the scavenge ports.
Increasing the power up to sea speed and decreasing to manoeuvring lubrication’) must also be switched on for the same period.
speed. Causes of blow-by of combustion products:
a) Close the shut-off valves from the starting air receivers.
The engine load should only be increased and decreased over a certain time Worn, sticking or broken piston rings.
span usually 40 to 50 minutes, beating full manoeuvring and service power. b) Where possible, keep the cooling water warm in order to prevent Individual cylinder lubricating quills are not working.
However, this time span may not be less than 30 minutes when increasing the the engine from cooling down too much. The jacket cooling water
load and 15 minutes when decreasing. Damage to the running surface of the cylinder liners.
pump should be kept running unless required to be stopped for
maintenance work. If one or more of these operating conditions prevail, residues, mainly
In case of an emergency manoeuvre, all the restrictions specified above are consisting of incompletely burnt fuel and cylinder lubricating oil, will
lifted, i.e. the full power of the engine can be called on when necessary, c) Turn the engine, at intervals, through several revolutions with the accumulate at the following points:
because the safety of the vessel has first priority. indicator cocks open, using the turning gear, (possibly done daily
Between piston rings and piston ring grooves.
in damp climates). Do this with the lubricating oil pump running
Operation at Low Loads and operating the cylinder lubricating pumps at the same time. On the piston skirts.
After completing this procedure, ensure that the pistons come to
In the scavenge ports.
In addition to the indications for normal operation, note the following:- rest in a different position each time.
On the bottom of the cylinder jacket (piston underside).
1. Auxiliary blowers are switched on.
d) Repair all the defects detected in service (leaks, etc.).
2. Keep the fuel temperature at the upper limit. Causes of the fires:
e) Follow all the safety regulations when carrying out repair work or The blow-by of hot combustion gases, and sparks which have
3. Heat the fuel injection pipes.
any overhauls which are due. bypassed the piston rings between piston and cylinder liner running
4. Keep the jacket cooling water temperature as high as possible
surface, enter the space on the piston underside.
within the normal range.
5. Keep cooling water temperature to air cooler as high as possible Any residues present can ignite.
while still maintaining normal flow.
6. Careful treatment of the fuel oil is of even greater importance.
7. Check that the fuel injection nozzles are in excellent condition.

Indications of a fire: The permanent drain of residue from the piston underside must always l) Start the circulating oil pump and turn the engine by means of the
be checked. To prevent accumulation of dirt, the drain cock on the turning gear. Check the oil flow from all bearings, spray pipes and
Sounding of the respective temperature alarms if the engine has the collector main must be opened for a short time each day. spray nozzles in the crankcase, chain-case and thrust bearing.
necessary monitoring instrumentation installed. Check for possible leakages from pistons or piston rods.
Prevention of crankcase explosions
A considerable rise in the exhaust gas temperatures of the cylinder
concerned and a general rise in charge air temperature. The oil mist in the crankcase is inflammable over a very narrow range of m) Start the engine. After running for about 30 minutes. Stop and feel
mixture. Weaker or richer mixtures do not fire. There must always be an over. Look for oil mist. Especially feel over the sliding surfaces,
The turbo-charger may start surging. which caused the overheating. There is a possibility that the oil
extraneous cause to set off ignition, such as hot engine components. Only
Fire fighting measures: under these circumstances and the presence of a critical mixture ratio of oil mist is due to:
mist and air can an explosion occur. ‘Atomisation’ of the circulating oil, caused by a jet of air / gas.
Reduce engine power.
Engines are equipped with an oil mist detector, which constantly monitors Stuffing box leakages (not air tight).
Cut out the fuel injection pump of the cylinder concerned.
intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds
Blow-by through a cracked piston crown or piston rod (with
Increase lubrication to the respective cylinder. the density limit.
direct connection to crankcase via the cooling oil outlet pipe).
(If a serious fire occurs shut down the engine and operate the fixed fire Measures to be taken when Oil Mist has occurred An oil mist could also develop as a result of heat from a
extinguishing system.) scavenge fire being transmitted down the piston rod or via the
a) Do not stand near crankcase doors or relief valves or in corridors stuffing box.
A fire should have died down after 5 to 15 minutes. This can be near doors to the engine room casing.
verified by checking the temperatures of the exhaust gas and the doors Hot air jets or flames could also have passed through the
to the piston bottoms. b) Reduce speed to slow-down level, if not already carried out auto- stuffing box into the crankcase.
matically. Ask the bridge for permission to stop.
Afterwards the engine must be stopped as soon as possible and the WARNING
cause of the fire established. c) When the engine STOP order is received: Stop the engine.Close
the fuel oil supply. Keep clear of spaces below loaded cranes.
Checks should include:
d) Switch-off the auxiliary blowers. The opening of cocks may cause discharge of hot liquids or gases.
Cylinder liner running surface, piston and piston rings, air flaps in the
receiver (to be replaced if necessary), possible leakages, piston rod e) Open the skylight(s) and / or ‘stores hatch’. The dismantling of parts may cause the release of springs.
gland, fuel injection nozzles.
f) Leave the engine room. The removal of fuel valves or other valves in the cylinder cover may cause
After a careful check or if necessary repair, the engine can be put back oil to run onto the piston crown. If the piston is hot an explosion may blow
on load with cut-in fuel injection pump and automatic cylinder g) Lock the casing doors and keep away from them.
out the valve.
lubrication. h) Prepare the fire-fighting equipment.
When testing fuel valves, do not touch the spray holes as the jets may
Should a stoppage of the engine not be feasible and the fire has died pierce the skin.
i) Do not open the crankcase until at least 20 minutes after stopping
down, the fuel injection pump can again be cut in, the load increased
the engine. When opening up, keep clear of possible spurts of
slowly and the cylinder lubrication brought back again to the normal Beware of high-pressure oil leaks when using hydraulic equipment. Wear
flame. Do not use naked lights and do not smoke.
output. Avoid running for hours with considerably increased cylinder protective clothing.
lubrication. j) Stop the lubricating oil pump. Take off/open all the lower most Arrange indicator cocks with pressure relief holes directed away from
doors on one side of the crankcase. Cut off the starting air, and personnel. Wear goggles when taking indicator cards.
Preventive measures
engage the turning gear.
As can be seen from the causes, the following engine maintenance goes a long Do not weld in the engine room if the crankcase is opened before fully
k) Locate the ‘hot spot’. Feel over, by hand all the sliding surfaces
way to safeguarding against fires in the scavenge air spaces: cooled.
(bearings, thrust bearing, piston rods, stuffing boxes, cross-heads,
Use of correctly spraying fuel injectors and keeping the air and gas telescopic pipes, chains, vibration dampers, moment compen- Turning Gear must be engaged before working on or inside the engine as
passages clean. sators, etc.). Look for squeezed-out bearing metal, and dis- the wake from other ships in port or waves at sea may cause the propeller
colouration caused by heat (blistered paint, burnt oil, oxidised to turn. Also, isolate the starting air supply.
Optimum adjustment of the fuel cams and of the fuel injection pump steel). Keep possible bearing metal found at bottom of oil tray for
timing. later analysing. Prevent further ‘hot spots’ by preferably making Use gloves when removing O-rings and other rubber/plastic based sealing
a permanent repair. Ensure that the respective sliding surfaces are materials, which have been subjected to abnormally high working tem-
When running continuously at reduced load, check the cylinder
in good condition. Take special care to check that the circulating peratures as they may have a caustic effect.
lubricating oil feed rate and readjust if necessary.
oil supply is in order.

Ahead Astern
Illustration 2.1.2a Main Engine Control - Manoeuvring
Remote Control
Cooling Water Run
Run Run Stop
Cooling Water Start Start
Upper Level
Lower Level
Emergency
Reverse Reverse Stop
Start Ahead Astern
Turning
Gear
Starting Air
Remote Control
Take Over Stop
From/To
High Level To Other Cyl.
Tank Remote Control
On
Control Air
Board Supply
Oil Mist
El. Actuator Detector
To P/T Panel
To P/S Panel
Camshaft
Key Overspeed and

Safety Shutdown Pick-up
Starting Air Signal

Remote
Control Air Signal Control
Emergency Control
Starting Signal
Stop Signal
Vec-Cyl
Astern Signal Oil
Ahead Signal Vit-Cyl
Hydraulic Oil
Issue: 1 Illustration 2.1.2a Main Engine Control - Manoeuvring

2.1.2 Main Engine Manoeuvring Control Button Action Slowed. reset: Resets the system when the slowdown condition is
removed. Speed returns to normal
Maker: Lyngso Marine Bridge Control: Indication or request/acknowledgement of Automatic
Bridge Shutd. active: Indicates an automatic shutdown signal is activated
Type: DMS 2100
Shutd. cancel: Cancels shutdown signal, until key is pressed again
ECR Control: Indication or request/acknowledgement of ECR
DMS 2100 Bridge Manoeuvring System control (manual or automatic) (Note ! A shutdown will be reset by moving bridge telegraph lever to stop
position).
The DMS 2100 system is designed to control the ship’s engine directly from Emergency control: Indication or acknowledgement of emergency (local)
the bridge. Automatic operation is also possible from the ECR. The normal control Cylinder Lubric. Pressing key starts the cylinder pre-lubrication. This
operating condition of the DMS is with the lever of the bridge telegraph unit should be done before engine starts. (ECR panel only)
but the ECR position may be used for additional monitoring/control etc. Slow Turning: Indicates the request for slow turning. Pressing
this key after request starts the slow turning of Menu: Displays 6 sub menus accessed by ‘S’ function keys
DMS controls the following functions: the engine. This should be done if requested
Status list: Displays critical engine condition and limits
Starting, stopping and reversing the propulsion plant before engine start.
VIT on/off: Pressing this key switches the VIT function on or off Maintenance: Displays the date/time, lamp test facility, display
Acceleration and deceleration of main engine speed controls etc
(ECR panel only)
Engine speed sensing Dimmer: Adjusts the display brightness
Sensing the control lever orders VIT Low Nox: Pressing this key switches the VIT mode ‘Low Nox’
Edit, Esc, Ent.: For changing parameters
on or off. This mode only active if VIT is on.
Quick progress through critical speed ranges Arrow keys: Moves cursor around the display positions
Monitoring manoeuvring sequences Sea mode:
Cancel limits: Overrides limitations, acceleration and deceleration
Self monitoring a) If not in manoeuvre mode then the button is for indication only. set points
This order indicates, by LED illumination: ‘No need to man the
Control of engine auxiliary systems engine room’ Order adjust: Automatic bridge mode only, for fine setting of
Selection of control and operation modes engine speed
b) If in manoeuvre mode:
Automatic limitations Sea mode is active if the LED is on, speed set value released to RPM limit: Automatic bridge mode only, ECR activated function
SEA FULL AHEAD. Pressing the key again extinguishes LED. to limit available RPM
The DMS system is serial connected to both the DPS engine safety system and Manoeuvre mode is activated and therefore the speed set value is
the UMS/UCS alarm, monitoring and control system. The requested orders Alarm ackn. Optical alarm acknowledgment
limited.
from the telegraph system are internally processed and routed as a set speed Stop horn Audible acknowledgment
value to the electronic governor (EGS 2000). Stand by: Engineers order for stand by conditions in engine
room Alarm list: Displays every current alarm state, with new alarms
The hardware consists of 3 main groups: at the top of the list
F.W.E.: Pressing this key gives ‘Finished with Engines’ order.
Bridge and ECR operating panels An alarm is activated and the LED will flash until the Ranges
Propulsion control cabinet (PCC) following conditions are met:
Acceleration and deceleration ramps are preset into the DMS to ensure the
Electronic governor (EGS 2000) Main air start valve is blocked most efficient operation of the main engine. The total range between minimum
Start air distributor is blocked and rated range is divided into four individual ranges:
Bridge and ECR DMS Operating Panels
Control air is off Lower manoeuvring range approx 25 - 65% load 40 - 60 seconds
The operating panels enable communication with the the DMS system. The
display is able to show operating state information. All nominal and actual Safety air is off Upper manoeuvring range approx 65 - 75% load 60 seconds
values, operating data and list contents can be read and adjustments made to Lower sea range approx 75 -90% load 10 minutes
F.W.E. order acknowledged from ECR
the operating state. Any faults or alarms within the system are shown and
accompanied by a warning buzzer. Slowdown: Indicates the activation of automatic slowdown Upper sea range approx 90 - 100% load 30 - 60 minutes
The astern speed has only one range which has an adjustable upper limit.
The following shows the facilities and operations available from the bridge and Slowed. cancel: Pressing this key cancels the slowdown signal,
ECR operating panels. pressing again reactivates the slowdown
Issue: 1 2.1.2 Main Engine Manoeuvring Control - Page 1

Illustration 2.1.2b Main Engine Bridge Control System
Control Location DMS2100 Control Panel Manoeuvring Telegraph Bridge Bridge Bridge Bridge
Manoeuvre
Handle O/H Console Wings Printer
ECR Bridge Console
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine
ALARM FAULT
ALARM STOP ALARM

LIST HORN ACKN.
STATUS
LIST
MAINT EDIT
S1 S2 S3 S4 DIMMER
Engine Speed
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
BRIDGE ECR EMERG ALARM ALARM ALARM ALARM
CTRL
ESC ENT
CTRL CTRL GROUP2 GROUP3 GROUP4 GROUP5
7 STU 9 YZ Ospace
8 VWX +/-
SEA STAND F.W.E. ALARM ALARM ALARM ALARM
MODE BY GROUP7 GROUP8 GROUP9 GROUP10
Manoeuvring Engine Speed ECR

Control Location Handle
DMS2100 Control Panel DPS2100 Control Panel EGS2000 Control Panel
ECR Local Bridge
EGS2000 EGS2000 GOVERNOR SYSTEM Lyngso Marine
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine
ALARM FAULT
ALARM FAULT ALARM FAULT
ENGINE SAFETY SYSTEM
SYSTEM OK BLOCKED
ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN.
ACTUAL SPEED: 65 RPMt
STATUS MAINT TEST ALARM HAYES!

STATUS MAINT EDIT EDIT MENU LIST ACKN.
S1 S2 S3 S4 DIMMER S1 S2 S3 S4 DIMMER
LIST
BRIDGE ECR
1 ABC
EMERG
2 DEF 3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM ESC ENT
Auto Speed 2 DEF 3 GHI 4 JKL
SLOWD.
5 MNO
SLOWD.
6 PQR
SLOWD. ESC ENT
AUTO
SELECT
ESC ENT
CTRL CTRL CTRL GROUP2 GROUP3 GROUP4 GROUP5
+/-
Control ACTIVE CANCEL RESET
7 STU 9 YZ Ospace
8 VWX 9 YZ Ospace
8 VWX RPM POWER MODE
SEA STAND F.W.E. ALARM ALARM ALARM ALARM SHUTD. SHUTD.
MODE BY GROUP7 GROUP8 GROUP9 GROUP10 ACTIVE
ECR PCS Cabinet

INDICATION PANEL
Auxiliary Blower DMS2100 CONTROL UNIT DPS2100 CONTROL UNIT EGS2000 CONTROL UNIT
Control
Telegraph
Receiver
Engine Room
Solenoid Emergency/local
Valve Box Control
Valve Position
Feedback
Governor Actuator
Aux. Blower Control
Engine Speed
Sensors
Issue: 1 Illustration 2.1.2b Main Engine Bridge Control System

Barred Ranges Fourth row Control Modes
Emergency This button is protected by a plate over it, in case of
Due to certain physical principles, rotary oscillation occurs at specific speeds stop accidental operation. Pressing the button operates the The following control modes operate the propulsion plant:
inside the main engine’s range. DMS takes these speeds into account and if emergency stop. Automatic control from the bridge
selected will automatically convert the request to the nearest ‘safe’ position.
Wrong Illuminates if the bridge telegraph direction and the reversing Automatic control from the ECR
Engine Control Room Sub-panel way mechanism is different.
Manual control from the ECR
power on This push button has two functions:
This is installed in the ECR console next to the operating panel.It consists of lamp test Manual control from the local control station (emergency control)
several operating and indicating facilities in order to handle the main engine 1. Signals that the supply voltage is available.
The Control Modes are changed at:
when in ‘Manual ECR’ control.
2. Testing of lamps can be carried out.
The local control station to LOCAL or REMOTE
The following shows the facilities and operations available at the panel.
On the right hand side of the panel are the following switches:
The ECR station to ECR-MANUAL or BRIDGE-AUTO or ECR-AUTO
Button Action
Auto/Manual Selected after the change over from the Local to (Note ! The DMS 2100 only has control when in BRIDGE-AUTO mode).
First row Remote control is activated.
Blower 1 This button pre-selects Blower 1 to be started and run, Change of Control Modes
pre-run depending on the charge air pressure. (Note ! Before changing the control mode from automatic to manual control,
the speed order should be set to the same level as indicated by the lever match
Blower 1 This button stops Blower 1. In ‘automatic mode’ the blower menu on the EGS2000 display. This prevents a rough speed change over.)
off is stopped only as long as the button is activated. A signal
light indicates when the blower is switched off. Start/Stop Selected for starting, stopping and reversing the BRIDGE CONTROL
engine when in Remote Manual mode. STATION
Local Indication light on if local control in ECR is selected. Transfer takes place
ctrl Manual Governor Used to adjust the engine speed when in manual immediately
set point control mode. Transfer
Transfer only Transfer
and without
Manual Indicator light on if manual control in ECR is active. potentiometer only possible
possible with takes place
with proposal, request
immediately
ECR acknowledgement E.C.R. CONTROL
Propulsion Control Cabinet (PCC) acknowledgement or acknowledgement
and without
from active control
from active STATION request
Second row control station
from proposal,
active control
or acknowledgem
station
The propulsion control cabinet has no user accessible functions. These cabinets station (Notefrom
! Cannot be
Blower 2 This button pre-selects Blower 2 to be started and run, active
house the electronic modules that make up the system. These include the control station
prevented.)
pre-run depending on the charge air pressure.
interface extension modules SEM 402, central memory ZSM 401, speed relay (Note ! Cannot be
Blower 2 This button stops Blower 2. In ‘automatic mode’ the module DZM 402, input/output module IOM 402, control module RM 401,
off blower is stopped only as long as the button is activated. A relay and input module REM 401 and inter-connections for the serial bus, LOCAL CONTROL
signal light indicates when the blower is switched off. which links the various systems. The EGS2000 electronic governor directly STATION
connects to the speed relay module, the DZM 402, which is the central module
Turning gear Indication light on if turning gear is engaged. It is not in the DMS system containing the process control software.
engaged possible to start the main engine when light is on.
Two Engine Order Telegraph Units
Emerg. This button is used if the DMS 2100 system fails. (Note ! The local control station is the operating station with the highest
remote Changeover from Local to Remote Manual takes place. These are responsible for the operation of the main engine and are located in priority. Interlocks prevent accidental energising of the solenoid change-over
take over the following locations: valves during local control mode.)
ECR console and used for automatic engine room control Any change of control mode is monitored on the Bridge and ECR operating
Third row.
Blower 3 This button pre-selects Blower 3 to be started and run, Bridge console and used for automatic bridge control panels and the ECR sub panel.
pre-run depending on the charge air pressure.
One of the bridge wing telegraph units can be selected as a master unit, and The feedback signal of the selected control mode is also monitored for loss of
Blower 3 This button stops Blower 3. In ‘automatic mode’ the blower will transmit its lever position to the bridge console unit. signal, or if more than one feedback signal is present simultaneously. In which
off is stopped only as long as the button is activated. case, the control mode with the highest priority becomes active.
A signal light indicates when the blower is switched off.

Selection of Control Modes c) To acknowledge the request, the button ’ECR CTRL’ has to be Procedure to propose from the engine room to the bridge:
pressed at the ECR panel.
1. Local control to Manual ECR.(normal change over) a) Press the ‘BRIDGE CTRL’ button at the ECR panel.
Automatic ECR control is now indicated on the ECR and Bridge panels, by the
(Note ! Any change of control mode from ‘Local Control‘ to ‘Remote Control’ steady green light on the ‘ECR CTRL’ button LED, the display text ‘AUTO
has to be done with main engine at standstill.) This causes the ‘BRIDGE CTRL’ button LED on the bridge panel to start
CR’ and the local control station indicating ‘Remote Control’.
flashing yellow and the button LED on the engine room panel to start flashing
With the control mode in ‘Local Control’ proceed as follows: Restrictions green, both with a buzzer signal.
a) Turn the Start/Running direction switch on the sub-panel to (Note ! If the automatic signal is disturbed the change over will not be accepted b) Press the ‘BRIDGE CTRL’ button at the bridge panel to
‘Stop’. and will result in the alarm ‘Control Select Fault’.) acknowledge the signal.
b) Turn the mode selection switch to ‘Manual’. The following conditions will lead to a ‘Control Select Fault’ alarm: Following the acknowledgement, the ‘BRIDGE CTRL’ button LEDs on both
the engine room and bridge panels turn to a steady green light and the display
c) Move the local levers to the ‘Remote’ position. WB control signal I/P-converter (mechanical governor)
text changes to ‘AUTO BRIDGE’.
Loss of sensor supply (depending on parameter setting)
d) Request the change by pressing the ‘Remote Control’ button at
the local control panel. Procedure to request from the engine room to the bridge:
Speed sensing fault
e) To acknowledge the request, the button ’ECR Control’ has to be Module 1 IOM402 fault a) Press the ‘BRIDGE CTRL’ button at the ECR panel.
pressed at the ECR panel.
Module 2 REM401 fault
This causes the ‘BRIDGE CTRL’ button LED on the bridge panel to start
Manual ECR control is now indicated on both the ECR and Bridge panels by Module 3 REM401 fault flashing green and the button LED on the engine room panel to start flashing
the steady green light on the ‘ECR CTRL’ button LED and the display text yellow, both with a buzzer signal.
‘MANUAL ECR’. Module 4 REM401 fault
2. Local control to Manual ECR (emergency change over) Module 1 RM401 fault b) Press the ‘BRIDGE CTRL’ button at the engine room panel to
acknowledge the signal.
Default-parameter loaded DZM
If the DMS fails, change over from ‘Local Control’ to ‘Remote Control’ is
carried out as follows; Default-parameter loaded ZSM (Note ! The acknowledgement does not change the control mode, but is only
an agreement to the request and results in a proposal to change. When this
EEPROM-parameter fault DZM
a) Turn the Start/Running direction switch on the sub-panel to proposal is acknowledged on the bridge, the change takes place. Pressing the
‘Stop’. EEPROM-parameter fault ZSM button ‘ECR CTRL’, at the ECR panel or at the bridge panel, cancels the
proposal. The control mode as well as the indications at the operating panels
Actuator blocked remain in the previous state.)
b) Turn the mode selection switch to ‘Manual’.
Serial interface lost to electronic governor
c) Move the local levers to the ‘Remote’ position.
Loss of VIT module supply
d) Press the ‘Emergency Remote Take over’ button at the ECR Sub
panel. If the engine is not running and the active telegraph is not in the ‘Stop’
position, the message ‘PUT TELEGRAPH TO STOP’ is given, which can be
Manual ECR control is now indicated on both the ECR and Bridge panels, by acknowledged by moving the lever to ‘Stop’.
the steady green light on the ‘ECR CTRL’ button LED and the display text
‘MANUAL ECR’. 4. Automatic ECR to Automatic Bridge
3. Local control to Automatic ECR Initially the control mode on both the bridge and engine room panels will be
‘Automatic ECR’, with the ‘ECR CTRL’ button LED showing a steady green
With the control mode in ‘Local Control’ proceed as follows: light. The display text shows ‘AUTO CR’, indicating the control mode.
a) Move the local levers to the ‘Remote’ position.
There are two ways to change the control mode to ‘Automatic Bridge’:
b) Request the change by pressing the ‘REMOTE CTRL’ button at
the local control panel. 1. By proposal from the engine room to the bridge
2. By request from the bridge to the engine room.

5. Automatic Bridge to Automatic ECR b) Press the ‘ECR CTRL’ button at the active control stand panel to A start interlock is alarmed and indicated on the Operating Panels of the ECR
acknowledge the signal. and Bridge.The start will be carried out by moving the Telegraph lever out of
Initially the control mode on both the bridge and engine room panels will be the ‘STOP’ position and into the ‘AHEAD’ or ‘ASTERN’ position.
‘Automatic BRIDGE’, with the ‘ECR CTRL’ button LED showing a steady The ‘ECR CTRL’ button LED in the non active control stand
green light. The display text shows ‘AUTO BRIDGE’, indicating the control panel changes to a steady green light to indicate the new control The DMS 2100 then controls the following :
mode. mode. The text ‘MANUAL CR’ is displayed on both operating
Reversing of F.O. Pumps and Start Air Distributor.
and indication panels, and the indication lamp ‘MANUAL ECR’
There are two ways to change the control mode to ‘Automatic ECR’: at the ECR-Sub panel lights up. Pre-selection of Auxiliary blowers.
Energising of Air Start Solenoid Valve.
1. By request from the bridge to the engine room (Note ! There is no possibility of preventing the change at the bridge, because
the ECR has the higher priority.) Gradual and controlled acceleration of Main Engine during start.
2. By talking to the engine room.
Admitting fuel and shutting off air at the correct engine RPM.
Starting, Stopping, Slow Turning and Reversing the Main Engine.
Procedure to request from the bridge to the engine room: Three start attempts are possible and are limited to 8 seconds each. A restart
See the Section 2.1.1 Main Engine for procedures regarding manual start of will be carried out when the engine speed falls below the ‘Ignition Speed’.
a) Press the ECR Control button at the bridge panel. Main Engine.
If the Main Engine (M.E.) fails to start the following occurs:
This causes the ‘ECR CTRL’ button LED on the bridge panel to start flashing Automatic Start of the Main Engine
green and the button LED on the engine room panel to start flashing yellow, When no M.E. speed is sensed within the maximum starting time, the
both with a buzzer signal. Before the automatic start of the Main engine, a number of preconditions have air start valve is de-energised and the ‘START FAULT’ is alarmed on
to be fulfiled. the Operating Panels.
b) Press the ‘ECR CTRL’ button at the engine room panel to
acknowledge the signal. 1. The control mode ‘Automatic Bridge’ or ‘Automatic ECR’ has to be If M.E. starts to turn, but does not reach, or falls below ignition speed
selected. the ‘REPEATED START’ alarm is signalled.
Following the acknowledgement, the LEDs in the button ‘ECR CTRL’, in both
panels, turn to a steady green light to indicate the change to ‘Automatic ECR’, 2. The ‘Ready for Sea’ procedure has to be carried out. If M.E. exceeds the ignition speed, but stops after 20 seconds, a further
start attempt takes place. But if after 3 attempts, the M.E. again stops
followed by the text displaying ‘AUTO CR’.
the ‘ENGINE STOPPED’ alarm is signalled.
3. Ensure the following interlocks are not active:
(Note ! Pressing the button ‘BRIDGE CTRL’, at either the engine room panel, (Note ! The alarms ‘START FAULT’ and ‘ENGINE STOPPED’ are automat-
Start Air Pressure low
or bridge panel, cancels the request and the control mode will remain in the ically reset when the telegraph lever is set to stop.)
previous state). Turning gear engaged
Restarting the Engine when turning in the same direction.
Line break of valves
6. Automatic Mode to Manual ECR
Loss of automatic supply If the vessel is running at a certain speed, and the Telegraph lever is set to
Initially the control mode will be in either ‘Automatic Bridge’ or ‘Automatic ‘STOP’, the ‘Fuel Zero Order’ signal will be energised. If however,the
ECR’. Loss of manual supply Telegraph Lever is now moved out of the stop position and towards the same
Loss of sensor supply direction as the M.E. is turning (with the M.E. speed still above the ignition
! CAUTION
speed due to the propellers drag effect) the ‘Fuel Order Zero’ signal will be de-
Before changing the control mode from ‘AUTOMATIC’ to ‘MANUAL Actuator blocked energised. This will allow fuel to be admitted into the M.E. and, as the
ECR’ the set points should be set to the same value (‘LEVER MATCH’),
Electronic governor fault governor will be set to the momentary actual speed value, the M.E. will
because the change from the original set-point (Automatic bridge or
accelerate or decelerate depending on the speed set by the Telegraph lever.
Automatic ECR) is done in one step. A large deviation between the set- Serial interface from VIT-module to governor lost
points will result in a rough change of the engine speed.
Safety system off If the drag effect is too small, so that the M.E. either stops or turns at a speed
below the ignition speed, a normal automatic start is carried out.
Procedure to change from Automatic Mode to Manual ECR: Serial interface to Safety system lost
a) Change selection switch at ECR sub-panel to ‘MAN’ position. Slow turning failure
Plant interlock
The LED in the ‘ECR CTRL’ button in the panel of the previous active control
stand flashes yellow, with a buzzer signal, to indicate the change of operating
mode.

Reversing of the Main Engine Stopping the Main Engine The EGS2000 system consists of the following components:
Depending on the requested direction of the main engine and also before A normal ‘STOP’ of the main engine is commanded by the DMS2100 when Power unit: Contains the electronic units to convert speed signals
carrying out a slow turn or engine start, the DMS controls the positioning of the active Telegraph Lever is moved to the stop position, or a reverse direction. to actual movement and the Lyngso Marine ‘STELLA
the reversing mechanism for the start air distributor as well as the fuel pumps GAMMA’ monitoring computer.
by energising the respective directional solenoid valve (even if they are still in The command activates the following devices:
the correct direction from a previous manoeuvre). Control unit: Located in the ECR console, the operator interface.
‘Fuel Zero Order’ to the F.O. system.
Actuator: The electro-mechanical device to convert demand
One symmetrical cam for each fuel pump is mounted on the camshaft. ‘Governor Stop’ signal to the governor. signals to fuel rack movement.
Selection of injection point, ahead or astern, is achieved by moving the fuel
pump roller guide relative to the cam axis by a pneumatic cylinder. The M.E. can also be stopped by using the EMERGENCY STOP buttons, after Tacho sensor: The proximity switches sensing flywheel speed.
which the M.E. can only be restarted from the telegraph stop position. If the
Each fuel pump has its own reversing mechanism including a pneumatic telegraph is out of the stop position, an alarm is indicated at both the Bridge Scavenging: A sensor to monitor the air pressure and therefore
cylinder. However the power of the cylinder is not powerful enough to reverse and ECR Operating Panels. air sensor engine output power.This allows the system to restrict
the roller guides at standstill, they can only support the movement. The roller power to avoid low air to fuel ratios.
guides will change their position during the start sequence because of the Operating Modes
camshaft rotation, so it follows that the engine has to be started without respect The governor actuator consists of the actuator position control loop and the
to the reversing mechanism position. The following Operating Modes are selectable during Automatic Control actuator itself. The power for the actuator motor comes from a power supply
Mode: unit within the power unit cabinet. The actuator consists of a motor and
The roller guides mechanically maintain their position and the solenoid valves gearbox with a brake, tacho-generator and position transmitter. The actuator
are de-energised at the end of the start settling time. 1. SEA MODE uses very large mechanical forces and the brake is a safety feature. If the
In this mode the Main Engine is able to accelerate through all the supply fails the brake is engaged immediately, blocking the actuator in its
Slow Turning speed ranges up to the end of the UPPER SEA RANGE (Rated Speed). position and activating an alarm.
2. MANOEUVRING MODE
(Note ! Slow turning should be done before an engine start.) In this mode the M.E. is only able to accelerate through all speed Using the position transmitter and the tacho generator, the actuator can move
ranges up to the end of the UPPER MANOEUVRING RANGE and quickly and precisely to the required position, without overshoot. The actuator
After the M.E. has been at a standstill for 30 minutes, a slow turning is has its own limit switches which will stop the actuator at its extreme limits
requested by the text displaying ‘SLOW TURNING REQUESTED’ and the only if the Telegraph Lever is set to FULL AHEAD.
regardless of any further signals.
button LED illuminating (in automatic mode only). 3. CANCEL LIMITS MODE
If the slow turning has been initiated by pressing the ‘SLOW TURNING’ In this mode all Propulsion Plant Limitations are cancelled and the The scavenge air limit function ensures that the correct amount of fuel is
button,this is indicated by the flashing of the button LED. acceleration and deceleration of the governor set-point will change to provided according to the amount of scavenge air available. This is especially
a faster value. important during acceleration when the slow turbo-charger speed means that
The DMS2100 monitors the slow turning by counting the speed pulses. If the there is not normally enough air available to burn all the injected fuel. This
result within 30 seconds is not sufficient, the alarm ‘SLOW TURNING WARNING may lead to poor combustion and pollution. Restricting the fuel index during
FAILURE’ is initiated by flashing LEDs on both Operating Panels and a CANCEL LIMITS should only be activated in case of an emergency these times alleviates this problem.
buzzer on the active control stand Operating Panel. which could cause damage to the vessel. e.g. if a crash manoeuvre is
required. When a start or stop order is given to the DPS system, the governor controls
The buzzer can be reset at the Operating Panel of the active control stand and the index. For a start request, the governor moves the actuator to a pre-
the LED acknowledged at the ECR panel only. Finished With Engines determined position to ensure the correct ratios for run up. On receiving a
The ‘SLOW TURNING FAILURE’ alarm leads to a ‘START INTERLOCK’ shutdown signal the EGS2000 immediately moves the actuator to the zero
alarm, which will be reset by the LED acknowledgement at the ECR panel. A The ‘FINISHED WITH ENGINES’ command cancels the ‘SEA MODE’ and position.
new slow turning of the M.E. can then start. ‘STAND BY’ commands.
The governor computer contains load curves/ramps for the correct loading of
WARNING EGS2000 Electronic Governor the M.E. These curves are kept in the engine limits curve software module
If a ‘Slow Turning Failure’ occurs, do not attempt to restart the Main within the Gamma computer.
Engine as serious damage could result. Investigate the reason for the The electronic governor is serial connected to the DMS system and also to the
failure first. DPS system. The basic task of the EGS system is to regulate the speed of the The EGS2000 is completely self-monitoring and will activate external alarms
M.E. by translating the speed signal given by the operator into movement of via the UCS/UMS system for all internal and external equipment failures. The
the engine fuel rack. system even includes a monitor within the EGS2000 to monitor the operation
of the computer hardware.

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

Illustration 2.1.3a Engine Safety System
EMERGENCY
STOP
Bridge
DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine
ALARM FAULT
SYSTEM OK EMERGENCY
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ACTUAL SPEED: 65 RPMt STOP
EDIT MENU
Operating S1 S2 S3 S4 DIMMER
2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
Panel SLOWD.
ACTIVE
SLOWD.
CANCEL
SLOWD.
RESET
ESC ENT
9 YZ Ospace
8 VWX
SHUTD. SHUTD.
ACTIVE
Engine Control Room
Engine Room
EMERGENCY
STOP
Local Control Box
S.E.M.
Interface Input/Output
Extension Speed Relay
Module Module Electrical Signal
Module
D.Z.M. I.O.M.
Interface to DMS 2100
Issue: 1 Illustration 2.1.3a Main Engine Safety System

2.1.3 DPS 2100 Main Engine Safety System Slowed. active: Indicates activation of automatic slowdown If the fault, which activated the slowdown, clears during the countdown time,
the slowdown is cancelled.
The DPS 2100 operates in parallel with the DMS system but monitors, controls Slowed. cancel: Pressing key cancels slowdown signal, pressing
and protects the main engine independently from the DMS system. again reactivates slowdown In the case of an emergency, the Slowdown can be overridden by activation of
Slowed. reset: Resets the system when slowdown condition the ‘SLOWED. CANCEL’ button.
The system protects the engine from inadmissible operating states, in that an is removed, speed returns to normal Specific faults can exclude or include the slowdown cancel facility (available
alarm is not created until one of its limits is exceeded. All limits are set to via parameters).
values that in no way endanger the engine. Any limits exceeded are optically Shutd. active: Indicates an automatic shutdown signal activated
and audibly indicated in the ECR. Specific limits such as low lub oil pressure, Shutd. cancel: Cancels shutdown signal, until the key is pressed On clearing the fault which caused the slowdown, the system can be reset by
high high temperature water temperature are additionally protected by again moving the telegraph lever below the slowdown speed and activating the
shutdown and slowdown facilities. ‘SLOWED. RESET’ button.
The DPS system receives it’s engine speed signal from two proximity switches
The system consists of an SEM interface extension module, speed relay DZM mounted close to the flywheel. These switches count the flywheel teeth passing Automatic Shutdown
module (DPS limit values, delay times and actions/consequences are stored in by and input the signal to the DZM module. This module calculates the engine
software within the DZM module), input/output modules (all mounted within speed for indication and protection functions etc. The two sensors enable In case of an automatic shutdown, the engine is stopped immediately. The
the propulsion control cabinets) and illuminated emergency stops mounted on cross-monitoring, plausibility and redundancy in case of breakdown. signal acts directly on the shutdown system of the main engine.
bridge wings, bridge, ECR and engine local control station.
The DPS provides the following functions: Delayed Shutdown
The emergency stops are wired with two circuits. One is wired directly to the Slowdown If a shutdown criterion occurs a pre-alarm is activated. On activation the
stop solenoid on the engine. The other is wired to the electronic modules as an optical and audible alarms sound and the delay time starts to count down to
input and the stop solenoid as an output. This provides the correct alarms and Shutdown
actual shutdown. This countdown time and the cause of the shutdown (eg: Lub
printout etc. The location of the emergency stop activation will also be Slowdown with subsequent shutdown oil pressure. low) are displayed on the operating panels.The delay time for the
displayed. pre-alarm can be adjusted via parameters.
The inputs on the central module DZM 401/402 for the speed measurement
The operators panel is mounted in the ECR from the proximity switches are fixed. Also the outputs for speed indication The horn signal is reset on the Operating Panel by actuating the stop horn key,
and emergency stop on over-speed are fixed. The inputs on the IOM 402 optical acknowledgement is possible in the alarm list only. By actuating the
Operator panel functions modules are freely configurable for slowdown and shutdown via parameters. key for alarm acknowledgement, the alarm is optically acknowledged and the
On occurrence of a Slowdown or a Shutdown criterion, the particular function ‘ALARM LED’ changes to a steady light. After expiry of the shutdown delay
Alarm light: Illuminated if a set value is exceeded becomes active, taking the parameter setting for the input into account. time, the shutdown process is started and is optically indicated on the bridge
Fault light Illuminated if an internal hardware or panel, on the ECR panel and in the engine room.
Operation and indication are effected via the Operating Panel in the ECR with
interface failure occurs illuminated push-buttons and LED displays in the engine room. The optical
Restart of the engine is now only possible after elimination of the the fault
alarms as well as system conditions are simultaneously displayed at all places
Key Functions which causes the shutdown and must be reset by moving the telegraph lever to
of indication (bridge, ECR, engine room ). The audible alarms are given only
stop and activating the ‘RESET SHUTDOWN’ button.
Alarm list: Displays every current alarm state, at the place of indication from which the ship is operated (e.g. operation from
new alarms at the top of the list the bridge). This also applies to the acknowledgement of alarm signals as well
If the fault which activated the shutdown clears during the countdown time, the
as to control functions ‘Cancel’ and ‘Reset’.
Alarm ackn. Optical alarm acknowledgment shutdown is cancelled. The display will continue to indicate an unacknowl-
edged alarm.
Stop horn Audible acknowledgment Automatic Slowdown
In the case of an emergency, the shutdown can be overridden by activation of
Maintenance: Displays date/time, lamp test facility, display The automatic slowdown serves to relieve stress on the engine by reducing
the ‘SHUTD. CANCEL’ button.
controls etc speed.
Specific faults can exclude or include the shutdown cancel facility (available
Dimmer: Adjust display brightness Delayed Slowdown via parameters). If this button is activated after the engine has stopped a
Edit, Esc, Ent.: For changing parameters shutdown reset is necessary. If the button is activated during the countdown
If a slowdown criterion occurs then a pre-alarm is activated immediately. On
time the engine will keep running.
Arrow keys: Moving cursor around display positions activation the optical and audible alarms sound and the delay time starts to
count down to actual slowdown. This countdown time and the cause of the
On clearing the fault which caused the shutdown, the system can be reset by
Menu: Displays 3 sub menus accessed by ‘S’ slowdown (eg: cam shaft lub oil pressure low) are displayed on the operating
function keys moving the telegraph lever to stop and activating the ‘SHUTD. RESET’
panel. The delay time is adjustable via parameters. After expiry of the
button. This also applies to an emergency stop push button activated shutdown.
slowdown time the slowdown signal is transmitted to the DMS system.
Issue: 1 2.1.3 DPS 2100 Main Engine Safety System - Page 1

Automatic slowdown followed by shutdown Adjustment of System parameters and Passwords If suppressed however, the input will still activate an alarm at the operating
panel.
The functional sequences for a slowdown followed by a shutdown are On pressing the S3 key, the parameter list is displayed. By operating the cursor
practically identical to the procedures described above (selection and keys the number of the parameter required can be increase or decrease. The The suppression list is available after pressing the MENU key followed by the
adjustment available through parameters). The only difference being that one parameters to be displayed can also be accessed by numerical setting of the S1 key. By pressing the up/down cursor keys the operator can view the sensor
follows another. number by first entering ‘0’, pressing ‘ENTER’ then it displays the required inputs one after another.
parameter.
Alarm Indication and acknowledgement
When the required sensor appears on line two of the display the operator can
The alarms are divided into two groups: To release a selected parameter for resetting the EDIT key must be pressed and suppress the slowdown or shutdown activation by pressing the S1 key.
then according to its security level, the adjustment is released or the password Alternatively, the slowdown or shutdown activation can be re-enabled by
1. Engine faults - leading to a slowdown or shutdown is requested. pressing the S2 key. These suppressed or enabled states are stored in the
2. System faults - monitoring equipment/module failure, line break Parameters are blocked for unauthorised personnel by principle. Three system EEPROM. There is a suppression count table shown in the display
password levels protect the system. The parameters for the EXPERT showing the amount of sensors currently suppressed.
All alarms are indicated audibly as a common alarm at:
PASSWORD and USER PASSWORD are hidden, the display showing the
Bridge immediate parameters above or below. Operating Values
ECR The SERVICE PASSWORD is required for changing critical parameter values The operating value list is available after pressing the ‘MENU’ key followed
Engine room space such as engine speed. The service password releases the parameters for the by the ‘S2’ key. By pressing the up/down cursor keys the operator can view the
USER and EXPERT passwords. This password should only be known by the inputs one after another.
All alarms are indicated optically as a common alarm at: commissioning personnel.
For example the over-speed setting 82.9 RPM will be shown here.
Bridge, via DMS panel The EXPERT PASSWORD is required for changing critical parameter values.
ECR, alarm on DPS panel The expert password releases the parameters to the USER password. Speed indication
Engine room space, at LED indicators The USER PASSWORD is required to change non-critical parameter values.
As well as the speed indication at the ECR operating panel the system provides
All locations with UCS/UMS general operator stations and basic To complete the password input, the password must be followed up with two +/- 10V analogue outputs for external speed indication.
alarm panels ENTER. Passwords must always be four digits.
One is connected to the DPS and feeds three outputs providing speed
All alarms are indicated optically as a single alarm at: After accessing the required parameter, after password entry, the EDIT key indication at various points around the ship. If this source fails the watchdog
must be pressed again. There are two ways to change the actual values: within the DPS will switch the three outputs to the signal available from the
Bridge, via DMS and alarm list
a) By operating the up/down cursor keys the value of the parameter DMS, fed by the other signal. This system provides a high degree of
ECR, via display and alarm list can be increase or decrease. redundancy and availability. Negative values at the displays indicate astern
running.
All locations with UCS/UMS general operator stations and basic b) By numerical setting of the value by first entering ‘0’.
alarm panels Speed indication is available at the following locations:
Pressing ENTER completes the operation.
Parameters, Suppressions and operating values ECR console
To display parameters, suppressions and operating values, first press the As the old stored parameter value is continuously on display during this Engine local control console
MENU key. operation, the operator is kept aware of the adjustment/change required.
Bridge console and front wall
This will indicate a sub menu, selection is by keys S1 to S3: Pressing ESC completes the parameter adjustment session. All new parameters Port and starboard wings, port and starboard wing consoles
are now stored in the system EEPROM. If the session is not terminated with
S1: This key opens a list of inputs to the DPS and allows each one Chief Engineer's office
the ESC key, the system will do this automatically after a timed period.
to be switched on or off At DZM speed module (within PCC cabinet)
Suppressions
S2: This key displays actual operating values
The operator has the option to suppress shutdown and slowdown activation by
S3: This key opens the parameter list, as recorded in the central
DZM module, for display or changes individual sensor inputs, except for emergency stop push-buttons, with this
facility.
To leave a menu or sub menu the ESC key must be pressed.

DPS System Engine Slowdowns
Cylinder cooling fresh water pressure low
Piston coolant no-flow
Oil mist in crankcase
Cylinder exhaust gas high temperature
Cylinder cooling fresh water high temperature
Cylinder lub. oil no-flow
Scavenge air box fire
Stern tube bearing high temperature
DPS System Engine Shutdowns

Engine lub. oil pressure
Over-speed
Camshaft lub. oil pressure
Thrust bearing/pad temperature high
Emergency stop push-buttons

Illustration 2.2.1a AQ18 Auxilliary Boiler
Steam Atomizer
Burner Main Steam
Outlet
Air Inlet Steam Dryer
Steam Drum
Manhole
Feed Water
Inlet
Generating
Tube Bank
Flue Gas
Outlet
Sockets for
Water Washing
FURNACE
Membrane Walls
Inspection
Door
Access
Door Cross Sectional View Showing Gas Flow
Manhole
Water Drum Heating Coil
Issue: 1 Illustration 2.2.1a Auxiliary Boiler

2.2 Boilers and Steam Systems The water wall tubes are welded to the water and steam drums with no headers i) Open all pressure gauge valves and check to see that all valves on
provided. The boiler is downward fired from the roof using a steam assisted the pressure gauge piping are open.
2.2.1 General Description pressure jet burner.
j) Check and close all blow-off valves and drain valves.
The steam generating plant consists of two auxiliary boilers and one exhaust Boiler Casing k) Fill the boiler until the water level appears 25 to 50 mm high in
gas boiler. In port the steam demand of the plant is served by the auxiliary the gauge glasses. Allow for swell in level after firing.
The furnace of the boiler is made completely gas tight by the adoption of
boilers. At sea, steam demand is met by the exhaust gas boiler. The gas boiler
welded water wall construction. The welded water wall construction is also
is arranged in the funnel to take waste heat from the main engine exhaust. An l) Check operation of gauge glasses and compare with remote
adopted in the front and rear walls of the rear evaporating tube section where reading instruments.
auxiliary boiler may be required at sea in low temperature areas, as well as
tubes are exposed to the combustion gas.
reduced power operation of the main engine, such as during manoeuvring or
slow steaming on passage. Cargo and tank cleaning operations at sea will also Insulation is provided on the outer surface of the furnace water walls. (Note ! Remote-reading instruments may not be accurate until steam is being
require a boiler to supplement the steam supply. generated.)
Insulation is applied to the outer surface of the water walls and the outermost
Auxiliary Boilers surface of the furnace is covered with galvanised steel casing except for the Raising Pressure With No Steam Available From the Other Boiler.
furnace roof and floor.
No. of sets: 2 a) Set up the fuel system for diesel oil and circulate the fuel until all
Steam Drum and Fittings
Maker: Aalborg Ltd heavy fuel has been discharged from the fuel lines.
Model: AQ18 The steam and water drums are cylindrical with two flat plates, top and bottom.
Type: Oil fired vertical water tube marine boiler Due to the internal pressure, the flat plates are mutually connected by vertical b) Set burner for air atomising, using an air pressure of 4 kg/cm2 and
Evaporation: 25,000 kg/h solid stays. fuel pressure of 3 kg/cm2, purge furnace with forced draught fan
Steam Condition: 16 kg/cm2 saturated steam. for one minute with vanes full open.
A steam separator is provided to completely remove the moisture. These can
Fuel Oil: H.F.O up to 700 cSt at 50oC
be dismantled for removal. c) Reduce the air pressure at the windbox to between 10 and 20 mm
Safety Valve Setting: 18 kg/cm2
Fuel Oil Consumption: 1880 kg/h at 100% evaporation The steam drum also has a feed water internal pipe, surface blow off internal water gauge and close the recirculating valve.
pipe and water sampling pipe.
Description d) Light the burner and adjust air and fuel pressure to ensure
Operating Procedures: stabilised combustion, using the furnace observation port and
General Construction smoke indicator.
The following steps should be taken before attempting to flash up the boiler:
The boiler is of a two drum type construction, with one steam drum and one a) All foreign materials have been removed from internal pressure e) When raising the pressure keep the burner firing for 5 minutes and
water drum and includes; boiler casing, fuel firing equipment, mountings, parts. out of service for 15 minutes repeatedly at the lowest oil pressure
fittings and other accessories. (2.5kg/cm2) for one hour. Again, repeatedly light and shut down
b) All gas side-heating surfaces are clean and all refractory is in the burner to raise pressure as recommended by the manufactur-
The boiler structure is supported with the water drum as a supporting basis. good condition. er. A guideline would be to aim for 1kg/cm2 after 1.5 hours firing,
The whole boiler construction is designed so as to be able to withstand the 5kg/cm2 after 2 hours firing and 12 kg/cm2 after 2.5 hours firing.
rolling and pitching of the ship. Careful consideration is also given to the c) The furnace bottom and the burner wind box have been cleaned
of oil and other debris.
movement by thermal expansion of the boiler. f) When the drum pressure has risen to about 2 kg/cm2, close the
d) All personnel are clear. drum vent valve.
Combustion gas leaves the furnace through the deflected tubes at the bottom
and passes through the generating bank before leaving the boiler. Efficient e) All manhole covers are securely tightened. g) Drain and warm through all steam supply lines to ancillary
circulation in the boiler is achieved because a number of tubes in the coldest equipment before putting the boiler on load.
part area act as down comers. f) Inspect safety valves and see that gags have been removed and
easing levers are in good condition. h) Supply steam to F.O. tank. When the tank is of sufficient
Furnace g) Open root valves for all instruments and controls connected to the temperature to be pumped by the F.O. pump, supply steam to the
boiler. F.O. heater and prepare to change over from D.O to F.O. firing,
Closely spaced water wall tubes are arranged in a staggered configuration. This circulating F.O. as before. Then continue pressure raising.
increases the heat absorption in the furnace and to makes it strong enough to h) Open the vent valve of the steam drum.
withstand vibration etc. i) At working pressure, switch to automatic operation.
Issue: 1 2.2 Boilers and Steam Systems - Page 1

Raising Pressure with Steam Available from Other Boiler. Shutting Down Taking the Boiler out of Service.
a) Start the Forced Draught Fan, open the inlet vanes and purge the a) Operate the sootblowers before shutting down the boiler When taking a boiler out of service, the wet lay up method is preferable, as it
furnace. whenever possible. requires less preparation and can be quickly returned to service.
b) Start the F.O. burning pump and circulate oil through the heater b) Shut down the burner. When the boiler is in the cooling down process following shut down, inject
and burner manifold. Open the recirculating valve and discharge into the drum appropriate quantities of boiler chemicals, using the boiler
the cold heavy oil in the line. c) Continue operation of the forced draught fan for a short while chemical injection device. To ensure adequate protection of the boiler, follow
after shutting down keeping an air pressure of 150 mm water the guidelines given by the chemical supplier.
(At normal sea going condition, the boiler F.O. system will be continually gauge at the burner inlet and purge the furnace of combustible
circulating heated F.O.) gases. When the pressure is approaching atmospheric pressure, open the steam drum
air vent valve.
c) Reduce the air pressure at the windbox to between 10 and 20 mm d) Maintain the water level visible at about 50mm in the gauge glass.
water gauge. When the pressure is off the boiler, supply distilled water until it issues from
e) Open the drum vent valve before the boiler reaches atmospheric the vent valve, then close the vent valve.
d) Close the recirculating valve. pressure.
Put a hydrostatic pressure of 3.5 to 5 kg/cm2 on the boiler. Hold this pressure
e) Light the burner and adjust air and fuel pressure to ensure f) Change the fuel system to diesel oil and circulate back to the tank. until the boiler has cooled to ambient temperature. Bleed the boiler using the
stabilised combustion, using the furnace observation port and (If steam is available from the other boiler or economiser, the vent valve to be sure all the air is out. Maintain a hydrostatic pressure of
smoke indicator. boiler F.O. system should remain in use.) 2 to 3.5 kg/cm2 on the boiler.
When raising the pressure keep the burner firing for 5 minutes and out of g) When fuel oil has been purged, shut down the fuel system. Take a periodic boiler water sample and replenish any spent chemicals.
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 After the boiler has been shut down for 4 hours the forced draught fan may be Before returning the boiler to service, drain the boiler to the normal working
recommended, by the manufacturer. A guideline would be to aim for 1kg/cm2 used to assist cooling down, but to avoid damage to refractory allow the boiler level and return the chemical content concentration to the normal level by
after 1.5 hours firing, 5kg/cm2 after 2hours firing and 12kg/cm2 after 2.5 hours to cool down under natural means if possible. blowing down.
firing.
! CAUTION Maintaining Boiler in Warm Condition
f) When the drum pressure has risen to about 2 kg/cm2, close the Do not attempt to cool down the boiler by blowing down and then by
drum vent valve. filling with cold water. At sea, with one boiler being circulated through the waste heat economiser, the
standby boiler should be maintained in a warm condition by supplying steam
g) Drain and warm through all steam supply lines to ancillary Shutting Down in an Emergency to the heating element in the bottom drum. This is done by closing the heating
equipment before putting the boiler on load. coil drain valve and opening the inlet and outlet valves. The boiler pressure
Should the boiler trip, when the burner is in use, due to the low low alarm and should be maintained at 0.5 kg/cm2 or above. When the heating element is not
with the subsequent trip of the fuel oil supply, shut down steam stop valve, feed in use, the inlet and outlet valves are closed, and the drain left open.
valve and forced draught fan after purging the furnace. Never attempt to feed
water until the boiler has cooled sufficiently. In port, with the exhaust gas boiler shut down, an auxiliary boiler is maintained
at 2 kg/cm2 or above by switching the burner on and off. Do not use the bottom
Flame failure drum heater.
In case of flame failure, close the oil inlet valve and reduce air pressure to
prevent over cooling the furnace.
Purge the furnace before relighting the burner. Always use the pilot burner for
ignition. Never attempt to relight the burner from the hot furnace refractory.
Issue: 1 2.2 Boilers and Steam Systems - Page 2

Illustration 2.2.2a Boiler Control Panel
WARNING: In Emergency Operation the Safety Interlocks are reduced to Too Low Water
Operating Instructions For Burner level and Flame Failure.
THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S
AUTOMATIC OPERATION: ENGINEERING PERSONNEL.
Start of Burner (EMERGENCY OPERATION key switch in position AUTOMATIC)
1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL. Stop of Burner
2. Please refer to Combustion Mode Instructions below for setting of Combustion Control. 1. Burner firing is stopped by turning the EMERGENCY OPERATION switch to position AUTOMATIC or by
3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal pushing the OIL VALVE CLOSE push button on the local Emergency Operation Box.
from the Start/Stop Pressure Switch.
Combustion Mode Instructions For Burner
Stop of Burner
1. Select BURNER MODE switch to STOP. Automatic Cascade Mode (steam load depending firing rate)
1. Select TA1 in position CASC. The Master output will be set point for Oil and Air Flow Controllers.
EMERGENCY OPERATION: 2. Select TA5 in position AIR and TA4 in position AUTO.
Start of Burner 3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the
Following instructions must be observed step by step during change over to Manual Operation: Boiler steam pressure. Air and Oil ratio is automatically controlled.
1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START.
2. Select TA1 on Air/Oil Combustion Controller to position AUTO. Oil and Air Automatic Mode (constant firing rate)
3. Adjust Air Flow to Purge position, minimum 50% Air flow, by TA2 and TA3. 1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3
4. Permit Boiler Furnace Purge to perform for minimum 60 seconds. 2. Select TA5 in position AIR and TA4 in position AUTO.
3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3.
WARNING: Insufficient Purging may cause Danger of Furnace Explosions. Air and Oil ratio is automatically controlled.
5. The Air and Oil flow to be adjusted to Ignition position, approx. 25% Oil flow, by TA2 and TA3. Oil and Air in Manual Mode
6. For manual Ignition sequence please refer to Instructions on local Emergency Operation Box. 1. Select TA5 in position AIR and TA4 in position HAND.
7. Flame Supervision is made by the Emergency Operation Flame Scanner. Air and Oil flow have to be adjusted to the 2. Select TA5 in position OIL and TA4 in position HAND.
desired firing rate by TA2 and TA3 on the Combustion Controller. 3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.
4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL. Common Section
Boiler Section Item List 1. Steam Dump Valve Controller
1. Air Flow Common Section 2. Steam Pressure Indicator
BOILER SECTION 1 + 2 2. Oil Flow COMMON SECTION 1. Fuel Oil Pressure Controller COMMON SECTION 3. High Steam Pressure Exhaust Gas Boiler
3. Air/Oil Controller 2. Fuel Oil Temperature Preheater 4. High Flue Gas Temp. Exh. Gas Boiler Inlet
4. Oil Flow 3. Steam Pressure Controller 5. High Flue Gas Temp. Exh. Gas Boiler Outle
1 2
5. Atomizing Steam Pressure 4. Low Pressure Operation 6. Main Steam Pressure Dump Valve Controlle
6. Too High water Level/Stop 5. High Pressure Operation 7. A - Meter
Feed Water Pump 6. Inert Gas Operation 8. A - Meter
6 3 9. A - Meter
3 5 10 7. Water Level High 1 2 3 7. Diesel Oil Operation 1 6
4 8. Water Level Low 8. Heavy Fuel Oil Operation 10. Hour Counter
7
9. Water Level Too Low 9. High Temperature Preheater 2 4 11. Hour Counter
8 10. Water Level 10. Stand By Oil Pumps Started 12. Hour Counter
11 5
11. Air/Oil Ratio 11. Stand By Feed Water Pump 13. Stand By - 0 - Auto - Man
9
12. Oil Flow - Increase/Decrease Oil Fired Boiler Started 14. Stand By - 0 - Auto - Man
12 13 13. Air Flow - Increase/Decrease 12. Stand By Feed Water Pump 15. Stand By - 0 - Auto - Man
FEED W. PUMPS OIL FIRED BOILER
14 14. Air/Oil Flow Local Control Aux. Boiler Started 7 8 9 16. Start/Run
15. Atomizing Steam Valve Open 13. High Oil Temperature 17. Stop
16. Furnace Purge Open 14. Boiler 1 Master - Boiler 2 Slave 18. Start/Run
17. Ignition 15. Boiler 2 Master - Boiler 1 Slave 10 11 12 19. Stop
18. Fuel Oil Valves 16. Boiler 1 Auto - Boiler 2 Manual 20. Start/Run
15 16 17 18 19 20 21 22 23 24 19. Steam Purge Valve Open 4 5 6 7 8 9 10 11 12 13 17. Boiler 2 Auto - Boiler 1 Manual 21. Stop
20. Overload Combustion Air Fan 18. Low Oil Pressure 22. Chemical Dosing Pump
13 14 15
25 26 27 28 29 30 21. Low Atomizing Steam Pressure 14 15 16 17 18 19 20 19. High Salinity In Feed Water Line 23. Space Heating
22. High Temperature In Boiler Uptake 20. Low Oil Temperature 24. Space Heating
23. High Steam Pressure 21 22 21. Boiler Operation Mode 16 17 18 19 20 21 22 25. Space Heating
24. Lance Not Inserted 22. Boiler Mode 26. A - Meter
25. Burner Normal Stop 23. Control Voltage On/Off 23 24 25 27. A - Meter
26. Safety Interlocks OK 24. Reset 28. A - Meter
27. Ignition Lance Inserted 25. Lamp Test 29. A - Meter
AUX. FEED W. PUMPS FUEL OIL PUMPS 30. Hour Counter
28. Flame Failure 26. Overload Pilot Burner Pump 26 27 28 29
31 32 33 34 COMBUSTION AIR FAN
29. Sequence Failure 27. Emergency Stop 31. Hour Counter
39
30. Oil Valves Not In Position 28. Pilot Burner Pump 1/2 32. Hour Counter
35 36 37 38
31. Emergency Operation 30 31 32 33
33. Hour Counter
32. Burner Start/Run 34. Stand By - 0 - Man
40 33. Control Voltage On/Off 35. Stand By - 0 - Man
34. Soot Blower Start/Run 36. Stand By - 0 - Man
OPERATING 35. Emergency Operation IGNITION OIL PUMPS 34 35 36 37 37. Stand By - 0 - Man
INSTRUCTION 41 42 43 36. Emergency Operation 23 24 25 26 38. Start/Run
37. Reset 38 39 40 41 42 43 44 45 39. Stop
44 27 28
38. Chemical Dosing Pump 40. Start/Run
Burner Mode 46 47 41. Stop
39. A-Meter 42. Start/Run
40. Hour Counter 43. Stop
41. Space Heating Comb - Air Fan 44. Start/Run
42. Manual Start/Run 45. Stop
43. Manual Stop 46. Space Heating
44. Auto/Manual Control 47. Space Heating
Issue: 1 Illustration 2.2.2a Boiler Control Panel

2.2.2 Boiler Control Systems Master/slave mode description. The control panel is divided into three parts: i.e. common section, boiler 1
section and boiler 2 section.
Maker; Aalborg Sunrod
Any of the two boilers can be selected as the master boiler, and can operate in
one of the following modes: The common section consists of:
This system provides operation, control and interlock devices required for the
running of the boilers. It performs the automatic and manual operation of the Plant operation mode selection for MASTER/SLAVE and AUTO/MAN.
1. Fully automatic parallel operation.
boilers. (It gives an alarm to warn the operator if an abnormality occurs during
If the steam pressure in the common line drops to below the set point, the Master steam pressure controller
operation.)
master boiler will start, and after a successful ignition, the burner will modulate
until the steam pressure is equal to the required set point. Fuel oil pressure controller
Operating principle
Fuel oil temperature controller
The system allows: The slave boiler will only start if the load on the master boiler exceeds and
remains above a pre-determined value for a certain time. Once the slave boiler Operation of fuel oil pumps
2 boilers to operate on a master/slave system, in a fully automatic has started and stabilised, the load is shared equally between the two boilers.
Each boiler section consists of:
mode, depending only on the steam pressure. The slave boiler will shut down when the load on the master burner reaches a
pre-determined cutting out load, which should be identical with the minimum Burner mode selection (emergency operation locally at burner)
2 boilers operated in manual mode, independently or simultaneously.
load.
Operation of combustion air fan
One boiler selected as master, the other is started and stopped automatically
at a pre-determined fixed burner load. 2. Mixed automatic/manual operation. Water level controller
This allows the master boiler to operate in a normal automatic mode with the
The boilers may be operated at an adjustable steam pressure. The set point is Atomising steam pressure controller
other boiler placed in a predetermined, manually adjusted, steady load.
adjustable and a maximum limit on burner load in a low pressure mode is Air/oil controller and air/oil ratio controller
implemented. Should the steam pressure rise above the set point, both burners will stop
simultaneously. When the steam pressure drop below the set point the two Burner management control by means of the sequence
Operating modes available are: controller(PLC)
burners will repeat the starting cycle as required.
Emergency mode. Procedure for the Preparation of Boiler Control System
This allows the burners to be operated with reduced safety Control Panel
interlocks when in emergency firing mode. The automatic a) Turn on the power switches of the boiler control panel.
sequence controller is by-passed and the burner has to be operated The panel contains the controllers, which are electronic micro processors, and
locally. allows automatic/manual operation of output and set point adjustment of the
b) Check the action of each pilot lamp and buzzer using the buzzer
following systems:
and lamp test switch on the control panel.
Normal 16kg/cm2 mode.
When this mode is selected the boiler pressure will start to rise, Fuel oil temperature.
with the burner kept at its minimum load, until the steam pressure This is kept at a steady pre-determined value by controlling the steam c) Supply air to all the control devices.
has reached the pressure of the main steam line. At this point the flow to the fuel oil heaters.
modulation is set free, and the burner load will follow the actual d) Reset the boiler interlock alarm.
steam load. If the steam pressure rises to above the set point Burner fuel oil pressure.
pressure the burner will stop, and automatically restart This is required to keep the fuel oil pressure at the desired value, and e) Check that all alarm lamps are out.
when the pressure falls to slightly below the p r e s s u r e s e t is achieved by controlling the recirculation to the suction side of the
point. fuel oil pumps. Procedure for Operating the Burner:
Inert gas mode Boiler water level.
The EMERGENCY OPERATION key switch must be in the AUTOMATIC
Only one of the boilers is operated in this mode, at 16kg/cm2 The desired liquid level in the boilers is achieved by controlling the
pressure, and the start / stop switch is bypassed. When the boiler position
feed water flow to the boiler.
pressure equals the main steam line pressure the burner will
continue to operate, at between 30% and 100% load. Any excess Atomising steam pressure. (Note ! The air/oil combustion controller will automatically drive the air and
steam will be dumped to the atmospheric condenser, so To keep the pressure at the preset value the steam flow is controlled oil control valves to minimum, purge and ignition position, according to the
maintaining a satisfactory quality of inert gas for the use on deck. down-stream of the control valve. activated burner sequence step.)
Reduced 6kg/cm2 mode Main line steam pressure For ‘automatic cascade mode’ (steam load determining firing
This mode is normally elected during low demand at sea. The This is achieved by controlling the oil flow and in accordance with rate) proceed as follows:
boiler pressure is controlled to by a combination the burner and this, the air flow to the burner.
the excess steam dump valve to the atmospheric condenser.
Issue: 1 2.2.2 Boiler Control Systems - Page 1

Illustration 2.2.2a Boiler Control Panel
WARNING: In Emergency Operation the Safety Interlocks are reduced to Too Low Water
Operating Instructions For Burner level and Flame Failure.
THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S
AUTOMATIC OPERATION: ENGINEERING PERSONNEL.
Start of Burner (EMERGENCY OPERATION key switch in position AUTOMATIC)
1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL. Stop of Burner
2. Please refer to Combustion Mode Instructions below for setting of Combustion Control. 1. Burner firing is stopped by turning the EMERGENCY OPERATION switch to position AUTOMATIC or by
3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal pushing the OIL VALVE CLOSE push button on the local Emergency Operation Box.
from the Start/Stop Pressure Switch.
Combustion Mode Instructions For Burner
Stop of Burner
1. Select BURNER MODE switch to STOP. Automatic Cascade Mode (steam load depending firing rate)
1. Select TA1 in position CASC. The Master output will be set point for Oil and Air Flow Controllers.
EMERGENCY OPERATION: 2. Select TA5 in position AIR and TA4 in position AUTO.
Start of Burner 3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the
Following instructions must be observed step by step during change over to Manual Operation: Boiler steam pressure. Air and Oil ratio is automatically controlled.
1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START.
2. Select TA1 on Air/Oil Combustion Controller to position AUTO. Oil and Air Automatic Mode (constant firing rate)
3. Adjust Air Flow to Purge position, minimum 50% Air flow, by TA2 and TA3. 1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3
4. Permit Boiler Furnace Purge to perform for minimum 60 seconds. 2. Select TA5 in position AIR and TA4 in position AUTO.
3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3.
WARNING: Insufficient Purging may cause Danger of Furnace Explosions. Air and Oil ratio is automatically controlled.
5. The Air and Oil flow to be adjusted to Ignition position, approx. 25% Oil flow, by TA2 and TA3. Oil and Air in Manual Mode
6. For manual Ignition sequence please refer to Instructions on local Emergency Operation Box. 1. Select TA5 in position AIR and TA4 in position HAND.
7. Flame Supervision is made by the Emergency Operation Flame Scanner. Air and Oil flow have to be adjusted to the 2. Select TA5 in position OIL and TA4 in position HAND.
desired firing rate by TA2 and TA3 on the Combustion Controller. 3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.
4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL. Common Section
Boiler Section Item List 1. Steam Dump Valve Controller
1. Air Flow Common Section 2. Steam Pressure Indicator
BOILER SECTION 1 + 2 2. Oil Flow COMMON SECTION 1. Fuel Oil Pressure Controller COMMON SECTION 3. High Steam Pressure Exhaust Gas Boiler
3. Air/Oil Controller 2. Fuel Oil Temperature Preheater 4. High Flue Gas Temp. Exh. Gas Boiler Inlet
4. Oil Flow 3. Steam Pressure Controller 5. High Flue Gas Temp. Exh. Gas Boiler Outlet
1 2
5. Atomizing Steam Pressure 4. Low Pressure Operation 6. Main Steam Pressure Dump Valve Controller
6. Too High water Level/Stop 5. High Pressure Operation 7. A - Meter
Feed Water Pump 6. Inert Gas Operation 8. A - Meter
6 3 9. A - Meter
3 5 10 7. Water Level High 1 2 3 7. Diesel Oil Operation 1 6
4 7 8. Water Level Low 8. Heavy Fuel Oil Operation 10. Hour Counter
9. Water Level Too Low 9. High Temperature Preheater 2 4 11. Hour Counter
8 10. Water Level 10. Stand By Oil Pumps Started 12. Hour Counter
11 5
11. Air/Oil Ratio 11. Stand By Feed Water Pump 13. Stand By - 0 - Auto - Man
9
12. Oil Flow - Increase/Decrease Oil Fired Boiler Started 14. Stand By - 0 - Auto - Man
12 13 13. Air Flow - Increase/Decrease 12. Stand By Feed Water Pump 15. Stand By - 0 - Auto - Man
FEED W. PUMPS OIL FIRED BOILER
14 14. Air/Oil Flow Local Control Aux. Boiler Started 7 8 9 16. Start/Run
15. Atomizing Steam Valve Open 13. High Oil Temperature 17. Stop
16. Furnace Purge Open 14. Boiler 1 Master - Boiler 2 Slave 18. Start/Run
17. Ignition 15. Boiler 2 Master - Boiler 1 Slave 10 11 12 19. Stop
18. Fuel Oil Valves 16. Boiler 1 Auto - Boiler 2 Manual 20. Start/Run
15 16 17 18 19 20 21 22 23 24 19. Steam Purge Valve Open 4 5 6 7 8 9 10 11 12 13 17. Boiler 2 Auto - Boiler 1 Manual 21. Stop
20. Overload Combustion Air Fan 18. Low Oil Pressure 22. Chemical Dosing Pump
13 14 15
25 26 27 28 29 30 21. Low Atomizing Steam Pressure 14 15 16 17 18 19 20 19. High Salinity In Feed Water Line 23. Space Heating
22. High Temperature In Boiler Uptake 20. Low Oil Temperature 24. Space Heating
23. High Steam Pressure 21 22 21. Boiler Operation Mode 16 17 18 19 20 21 22 25. Space Heating
24. Lance Not Inserted 22. Boiler Mode 26. A - Meter
25. Burner Normal Stop 23. Control Voltage On/Off 23 24 25 27. A - Meter
26. Safety Interlocks OK 24. Reset 28. A - Meter
27. Ignition Lance Inserted 25. Lamp Test 29. A - Meter
AUX. FEED W. PUMPS FUEL OIL PUMPS 30. Hour Counter
28. Flame Failure 26. Overload Pilot Burner Pump 26 27 28 29
31 32 33 34 COMBUSTION AIR FAN
29. Sequence Failure 27. Emergency Stop 31. Hour Counter
39
30. Oil Valves Not In Position 28. Pilot Burner Pump 1/2 32. Hour Counter
35 36 37 38
31. Emergency Operation 30 31 32 33
33. Hour Counter
32. Burner Start/Run 34. Stand By - 0 - Man
40 33. Control Voltage On/Off 35. Stand By - 0 - Man
34. Soot Blower Start/Run 36. Stand By - 0 - Man
OPERATING 35. Emergency Operation IGNITION OIL PUMPS 34 35 36 37 37. Stand By - 0 - Man
INSTRUCTION 41 42 43 36. Emergency Operation 23 24 25 26 38. Start/Run
37. Reset 38 39 40 41 42 43 44 45 39. Stop
44 27 28
38. Chemical Dosing Pump 40. Start/Run
Burner Mode 46 47 41. Stop
39. A-Meter 42. Start/Run
40. Hour Counter 43. Stop
41. Space Heating Comb - Air Fan 44. Start/Run
42. Manual Start/Run 45. Stop
43. Manual Stop 46. Space Heating
44. Auto/Manual Control 47. Space Heating
Issue: 1 Illustration 2.2.2a Boiler Control Panel

a) Start the combustion air fan on START/RUN if AUTO-MAN For ‘oil and air in manual mode’ proceed as follows: h) Press the IGNITION button and keep depressed. check ignition is on.
switch is selected to MANUAL.
a) Start the combustion air fan on START/RUN if AUTO-MAN i) If ignition is successful, press the OPEN OIL VALVE button and
In AUTO the air fan is automatically started and will run for a minimum of 20 switch is selected to MANUAL. keep depressed for approx. 5 seconds.
minutes to avoid more than 3 starts per hour.
In AUTO the air fan is automatically started and will run for a minimum of 20 j) Release both buttons and check the flame. If flame the fails to
b) Select TA1 in position CASC. minutes to avoid more than 3 starts per hour. ignite, repeat furnace purge for 60 seconds before a new start is
attempted.
The master output will be the set point for the oil and air flow controllers. b) Select TA5 in position AIR and TA4 in position AUTO.
When the flame is established, supervision is made by the emergency flame
c) Select TA5 in position AIR and TA4 in position AUTO. c) Select TA5 in position OIL and TA4 in position AUTO. scanner. Air/oil flow to the burner can to be adjusted by TA2/TA3 on the air/oil
combustion controller to the desired flow rate.
d) Select TA5 in position OIL and TA4 in position AUTO. The air flow is increased on TA6 or decreased on TA7 with TA5 in position
AIR, and the oil flow is increased on TA6 or decreased on TA7 with TA5 in WARNING
The set point from the master steam pressure controller decides the boiler position OIL. In emergency operation the safety interlocks are reduced to TOO LOW
steam pressure. The air and oil ratio will be automatically controlled. WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
d) Select burner mode switch to START/RUN. be carefully and continually supervised by the ship’s engineering staff.
e) Select burner mode switch to START/RUN.
The burner will automatically be started and stopped by a signal from the The burner firing can be stopped by turning the EMERGENCY
The burner will automatically be started and stopped by a signal from the start/stop steam pressure switch. OPERATION switch to the AUTOMATIC position, or by pushing the OIL
start/stop steam pressure switch. VALVE CLOSE / STEAM PURGE VALVE OPEN button for 15 seconds on
To stop the burner manually select the mode switch to stop. the local emergency operation box.
To stop the burner manually select the mode switch to stop.
Emergency Operation Procedure: Boiler cold start
For ‘oil and air in automatic mode’ (constant firing rate) proceed as follows:
a) Turn on emergency key switch. This mode is selected to start from cold with the burner atomising steam and
a) Start the combustion air fan on START/RUN if AUTO-MAN the F.O. heating steam not available.
switch is selected to MANUAL. (Note ! The set point for the air/oil combustion controller is, by default, left in
minimum and must be adjusted to purge, ignite and firing position by hand Diesel oil fuel is used along with atomising air.
In AUTO the air fan is automatically started and will run for a minimum of 20 operation as described here.)
minutes to avoid more than 3 starts per hour. When the ‘F.O.Temp By-pass’ switch is selected, the F.O. low temperature
b) Select combustion air fan to MANUAL and START/RUN. alarm and trip are inhibited and the Burner control and A.C.C. operation
b) Select TA1 in position AUTO. reverts to manual.
c) Select TA1 on air/oil combustion controller to AUTO.
c) Select the set point for the oil and air flow controllers manually
on TA2 and TA3. d) Adjust air and oil on TA2/TA3 to purge position, minimum 50%
air flow.
d) Select TA5 in position AIR and TA4 in position AUTO.
Allow boiler furnace to be purged for a minimum of 60 seconds.
e) Select TA5 in position OIL and TA4 in position AUTO.
WARNING
The firing rate has been selected manually on TA2 and TA3 and the air and oil Insufficient purging may cause a dangerous furnace explosion
ratio will be automatically controlled.
e) Adjust air and oil flow on TA2/TA3 to an ignition position of
f) Select burner mode switch to START/RUN. approximately 25%.
f) Replace the auto flame scanner with the emergency flame

The burner will automatically be started and stopped by a signal from the scanner.
start/stop steam pressure switch.
g) Press the push button for OPEN ATOMISING STEAM VALVE.
To stop the burner manually select the mode switch to stop.
Issue: 1 2.2.2 Boiler Control Systems - Page 2

Illustration 2.2.3a Sootblowers

Start
Soot
Blowing
No.4 No.1
No. 1 Soot Soot
No. 3
Sootblower Blower Blower
Sootblower
Timer Timer
No.3 No.2
Soot Soot
Furnace Room Blower Blower
Timer Timer
No. 4 No. 2 No.2 No.3

Sootblower Sootblower Soot Soot
Blower Blower
Timer Timer
Smoke Outlet
Photo
No.1 No.4
Soot Soot
Blower Blower
Soot
Blower
Nozzle
Solenoid
Valves Key
Air Supply Air

Main 20-30 kg/cm2
Valve
Orifice
Working Air Pressure after orifice
12-15 kg/cm2
Issue: 1 Illustration 2.2.3a Sootblowers

2.2.3 Sootblowers
Auxiliary Boiler Sootblowers
Maker : Aalborg Industries

No. of sets : 4 fitted to each boiler
Air supply: 20-30 kg/cm2
Working pressure; 12-15 kg/cm2
Air consumption: 14.8 nm3/min
Blowing time/sequence: 16 secs
Sootblowing has to be carried out at regular intervals to ensure that the heat
transfer surfaces are kept clear of deposits, as these retard heat transfer and can
constitute a fire hazard.
Sootblowing should be operated daily when boilers are in use, bearing in mind
the position of the vessel and any local legislation concerning pollution and
clean air. They should be operated when leaving port prior to shutting down the
boiler.
Before operation, request permission from the bridge and notify the bridge on
completion.
Procedure for the Operation of the Auxiliary Boiler Sootblowers:
a) The boiler should be on a minimum of 50% of full load.
b) Open the air supply valve.
c) Start the sequence.
Sequence is automatic and will consist of either one or two operations of the
sootblowers.
d) At the completion of sootblowing, shut the master valve.
(Note ! The main air pressure must be kept in the 20-30 kg/cm2 range to
maintain the nozzle pressure at 12-15 kg/cm2. An orifice is fitted in the air
supply line to create a pressure reduction at the nozzle.)
WARNING
Do not operate the auxiliary boiler sootblowers during inert gas
operations
Issue: 1 2.2.3 Sootblowers - Page 1

Illustration 2.2.4a Medium Pressure Steam System
001V
105V
024V
129V 130V
106V
To Condensate Exh
131V
System 107V 005V
To C.O.T
216V
002V 138V 003V Heating
In
No 1 C.O.P
004V Turbine
To 6 kg/cm2
No 1
008V 139V 009V Reducing Valve
Auxiliary
Boiler
013V
To Vacuum 108V
Condenser
Drain 109V
Exh
Separater 110V 006V
To Atmospheric In
Condenser
No 2 C.O.P
Turbine
114V
116V
115V
217V
107V
To Condensate
System
113V 112V
Exh
080V 007V
No 2
Auxiliary
Key
Boiler 078V In
079V
No 3 C.O.P
Saturated Steam Turbine
To Condensate
System
Issue: 1 Illustration 2.2.4a Medium Pressure Steam System

2.2.4 Medium Pressure Steam System Open No.2 Cargo Pump Line Drain 109 g) Open the master steam valve 001V.
General Description Open No.1 Cargo Pump Line Drain 106 h) Close the warming through valve 024V.
Saturated steam is led from both boilers at a normal pressure of 16 kg/cm2. Closed No.3 Cargo Pump Steam Valve 007 When vacuum is raised in the condenser:
Steam is branched off the main line through reducing valves to supply the 6 kg/cm2
steam service system and the cargo oil tank heating system. Closed No.3 Cargo Pump Line/Turbine Warming Through Valve 107 a) Close the exhaust valve drain valves.
The main line supplies the three cargo oil pump turbines. Excess steam Closed No.2 Cargo Pump Steam Valve 006 b) Supply the gland sealing steam to each turbine.
pressure is taken care of by dumping steam to the vacuum condenser via the
c) Open the cargo pump turbine exhaust valves ensuring the limit
16kg/cm2 steam system. The medium pressure system also supplies the cargo Closed No.2 Cargo Pump Line/Turbine Warming Through Valve 108
switch is activated.
oil tank heating system and make up to the 6kg/cm2 steam system.
Closed No.1 Cargo Pump Steam Valve 005 d) Open the turbine casing warming through valves.
Cargo Pump Turbine
Closed No.1 Cargo Pump Line/Turbine Warming Through Valve 105 Before starting the pumps:
Maker: Shinko
Model: RX1 Closed No.1 Cargo Pump Exhaust Valve 001 a) Close the turbine drains.
Output: 1, 290kW
Governor: Woodward UG10DM Closed No.2 Cargo Pump Exhaust Valve 002 b) Open the turbine steam supply valve.
Preparation for Supplying Steam to the Cargo Pump System Closed No.3 Cargo Pump Exhaust Valve 003 c) Close the line warming through valve.
The boilers are on automatic control supplying the 16 kg/cm2 and 6 kg/cm2 Open No.1 Cargo Pump Turbine Drains d) Close the casing warming through valve.
steam systems.
Open No.2 Cargo Pump Turbine Drains e) Start the pumps when required.
Set up the valves as shown in the following table:
Open No.3 Cargo Pump Turbine Drains
Position Description Valve
Open No.1 Cargo Pump Exhaust Line Drain Valve 015
Closed Steam Supply Master Valve 001
Closed Steam Supply Warming Through Valve 024
Open Main Line Drain Trap Inlet 114
a) Slowly open the cargo pump steam inlet line warming through
Open Main Line Drain Trap Outlet to Condensate System 115 valve 024V.
Closed Main Line Drain Outlets to Bilge 10V, 110 and 113 b) Supply the cooling water to the vacuum and air ejector
condensers.
Closed Main Line Drain Trap Bypass 116
c) Open the steam supply to one of the vacuum condenser air
Open Cargo Pump Line Drain Trap Inlet 080 electors.
Open Cargo Pump Line Drain Trap Outlet 079 d) When a level is established in the vacuum condenser, start one of
the condensate pumps.
Closed Cargo Pump Line Drain Trap Bypass 078 e) Put the other pump on standby.
Open No.3 Cargo Pump Line Drain 112 f) Open the line warming through valves to each pump.
Issue: 1 2.2.4 Medium Pressure Steam System - Page 1

Steam for Scavenge Fire
Illustration 2.2.5a 6kg/cm2 Steam System Extinguishing
190V
To
Cargo Pumps
010V 141V 011V 206V 207V
M 062V
012V Main Engine To
008V 156V 139V 009V Atmospheric
Condenser HFO Service H.F.O.
059V 161V 145V 160V No.1 F.O. Indicator Filter 093V Transfer Line Main Engine
018V
Purif. Heater Tracing
013V
Burner 120V 094V
To Deck M
To Air Seal Steam Tracing for
Conditioning Unit Sludge Discharge Pipe 095V
Unit M 062V 162V 140V 163V No.2 F.O. Near M/E H.
Exhaust Purif. Heater Temp. F.W. Pump
Gas 064V 134V
020V 142V159V 021V M
Boiler Near Vac. Cond.
Incinerator 083V Near C.O.B. C.W. Pump
175V Cascade 065V 063V 147V 065V No.3 F.O. 136V
Turbine
Tank Purif. Heater 135V
067V
Near Incinerator 022V
189V
Near M/E F.O.
132V No.1 Burner 096V
L.O. Cooler Overflow Tank
F.O. Heater 182V
Incinerator
Waste Oil Near Sewage Steam
083V Sludge
Service Tank Treat.Plant Tracing to
179V 097V
F.O. Leak Tank Tank
021V 212V
and F.O. Recirc. Line
Waste Oil No.1 Burner
118V 164V 148V 119V No.1 M/E L.O. Main L.O.
No.1 Settling Tank 083V F.O. Heater
098V
In Workshop Purif. Heater Sump Tank
Auxiliary
180V 120V
Boiler
068V No.3 H.F.O.
F.W. 025V 167V 151V 027V Piston Underside
Bunker Tank (P)
Calorifier 046V 137V Drain Tank
121V 165V 149V 122V No.2 M/E L.O.
Near M/E & 028V 069V
Purif. Heater M
A/E F.O. Unit Near Bilge
Steam Tracing to Inc. Sludge Pipe 133V 123V
M/E J.F.W. Separator
137V
A/E L.O. Heater?
Settling Tank 047V 124V 166V 150V 125V A/E L.O.
M/E & A/E Purif. Heater
F.O. Unit 050V 026V 100V Bilge
Tank
070V No.2
No.2 H.F.O.
H.F.O.
M/E L.O. 030V 168V 152V 029V Bunker 101V
048V Bunker Tank
Tank (P)
(P)
Settling Tank
Sludge 031V 071V
No.2 Tank 088V Oily
Auxiliary 102V Water Tank
041V Near Turb. 072V No.1 H.F.O.
Boiler To M/E 033V 169V 153V 032V
181V Oil Tank 213V Bunker Tank (P)
F.O. Trac.
034V 073V L.O.
089V 103V
043V 140V 157V 042V Drain Tank
053V 052V 143V 159V 051V
090V To F.O. No.2 H.F.O.
PI 036V 170V 154V 035V 074V
H.F.O. Purif. L. Trac. Bunker Tank (S)
084V 054V F.O.
To Service Tank 091V 104V
Fuel Oil 037V 075V Drain Tank
Line 085V Key
204V 049V Tracing
Emergency 086V No.1 H.F.O. To Sea Chest (L)
To 053V 052V 143V 159V 051V Saturated Steam 039V 171V 155V 038V 076V
Gen. Room Bunker Tank (S) 127V
Steering Gear
Room and 087V H.F.O. 054V 040V 077V To Sea Chest (H)
205V 044V Emergency Settling Tank Condensate
Fire Pump Room 128V
Issue: 1 Illustration 2.2.5a 6kg/cm2 Steam System

2.2.5 Low Pressure Steam System Accommodation services
Inert gas uptake valve cleaning
General Description
Sea Chest clearing
The low pressure steam system is branched off the 16 kg/cm2 through a
Cascade tank
reducing valve to a pressure of 6 kg/cm2 This system supplies all the necessary
heating and general purpose services through out the vessel. M.E. steam smothering
Deck seal water unit heating
The services supplied by the low pressure steam system are listed as follows:
H.F.O. storage, settling and service tanks Steering gear, emergency generator and emergency fire pump rooms
steam smothering.
Boiler drum heating
Dump to atmospheric condenser.
F.O. line tracing steam
Hose connections in engine room.
Air conditioning plant
M.E. F.O. heaters Preparation for the Operation of the 6 kg/cm2 Steam System
M.E. jacket F.W. pre-heater All services should be shut down when not required.
M.E. residue tank
The following valve preparation should be carried out prior to warming
M.E. L.O. sump. through the 16 kg/cm2 steam system.
M.E. piston underside drain tank.
Line drain valves to the bilge should be open when system is shut down and
M.E. H.F.O. service indicator filter. closed before warming through.
Auxiliary Engine F.O. heaters
6 kg/cm2 Steam System
Auxiliary boilers F.O. heaters
HFO purifier heaters Position Description Valve
L.O. purifier heaters Open 6 kg/cm 2 reducing valve inlet valve 008
F.O. overflow tank Open 6 kg/cm2 reducing valve outlet valve 009
Bilge water tank
Closed 6 kg/cm2 reducing valve by-pass valve 013
Waste oil settling tank
Closed Master Valve for Cargo Tank Heating 002
Oily water Tank.
Warming through the system will normally take place at the same time as
L.O. drain tank. putting the 16 kg/cm2 steam system into service. If this is not possible due to
F.O. drain tank. only a partial shut down of the steam system, warm through the system using
the 6 kg/cm2 reducing valve inlet valve 008V.
Sludge tank
M.E. L.O. settling tank Supply steam to services as required.
Aux. engine L.O. settling tank
Incinerator burner atomising.
Incinerator waste oil service tank
Calorifier
Issue: 1 2.2.5 Low Pressure Steam System - Page 1

Gas Flow
Illustration 2.2.6a Exhaust Gas Boiler -Type AQ2
Steam Outlet
Manhole
Blowdown
Connection
Issue: 1 Illustration 2.2.6a Exhaust Gas Boiler

2.2.6 Exhaust Gas Boiler Set up the valves as in the following table:
Description Position Description Valve
Maker : Aalborg Sunrod Open No.1 feed pump suction valve 007
Type : AQ-2
Open No.1 feed pump discharge valve 040
Evaporation : 2500 kg/h
Steam Condition : 6 kg/cm2 saturated steam. Open No.2 feed pump suction valve 008
The exhaust gas boiler is arranged in the funnel to take the waste heat from the Open No.2 feed pump discharge valve 039
main engine exhaust gas. It can be operated separately or in connection with
Open Boiler feed inlet valves (2)
the auxiliary boilers.
Open 1st steam outlet valve
It is an all welded construction, consisting of a nest of tubes with vertical
smoke tubes and a steam space with a cone. Open Steam line drain valve 203
It is possible to lower the water level or even empty the boiler completely, The boiler water circulating pump can then be started. If the system is prone to
provided the gas temperature does not exceed 4000C. water hammer at this stage, it may be advisable to start the pump with the
discharge valve throttled in, gradually opening the valve as the economiser
Excess steam is normally dumped to the atmospheric condenser. warms up.
Operation Procedures: The other pump is put on standby.

The following steps should be taken before attempting to operate the boiler: If filling after the boiler has been heated by exhaust gas, preheat the water, or
if not possible to preheat, introduce feed water very slowly to avoid sudden
a) All foreign materials have been removed from internal pressure
cooling of hot surfaces.
parts.
b) All gas side-heating surfaces are clean. j) Fill the boiler until water level appears 25 to 50 mm high in the
gauge glasses.Allow for swell in level after heating.
c) All personnel are clear.
k) Check operation of gauge glasses and compare with remote
d) All manhole covers are securely tightened. reading instruments. Open drain valve and then top and bottom
valve alternatively, escaping air should be heard.
e) Inspect safety valves and see that gags have been removed and
l) Vent air from the boiler.
easing levers are in good condition.
f) Open root valves for all instruments and controls connected to the m) Raise steam slowly to avoid local overheating in the boiler.
boiler.
n) When boiler pressure is at 6 kg/cm2 slowly open 2nd steam outlet
g) Open the vent valve at the boiler top. valve 202V and close drain valve 203.
h) Open all pressure gauge valves and check and see all valves on
the pressure gauge piping are open. (Note ! Remote-reading instruments may not be accurate until steam is being
generated.)
i) Check and close all blow-down valves and drain valves.
When the load from the main engine has increased to normal, the exhaust gas
boiler can now generate sufficient steam to supply the vessels services. The
auxiliary boiler firing is then stopped.
Issue: 1 2.2.6 Exhaust Gas Boiler - Page 1

Illustration 2.3.1a Condensate System
From 16kg/cm2
Steam Dump System
015V 014V 013V
Distilled
From 16kg/cm2 Water Tank
Steam System PS
(72.4m3)
Vacuum Condenser
For COPT
Air Ejectors XM006V
(540mm/HG)
LS
CP
TI
LS
Air Ejectors
Condenser
From No.1 Cargo Oil
Pump Turbine Exhaust
S.W.
Cooling
From No.2 Cargo Oil
008V 007V
From No.3 Cargo Oil

026V 025V
PI Condensate Pumps PI
(50m3/h)
No.2 No.1
PI PI
235V 234V
PS PS 151V Key
128V 127V
Sea Water
Feed Water
From Atmospheric
Condenser From Feed Pumps Condensate
LAH 009V Saturated Steam

Cascade Tank
014V (20.9m3) LI
Exhaust Steam
015V
TI LAL
To Oily Water To Feed Pumps
Tank 001V Instrumentation
013V 012V 011V 049V 050V
Issue: 1 Illustration 2.3.1a Condensate System

2.3 Condensate and Feed Systems Procedure for Preparing the Main Condensate System for Operation Procedure for Preparing the Vacuum Condenser Condensate System for
Operation
2.3.1 Condensate System a) Ensure pressure gauge and instrumentation valves are open.
a) Start the vacuum condenser seawater cooling pump.
Description b) Fill the cascade tank from the distilled tank.
Check the condition of any condensate already in the condenser, to check if it
The main condensate system, as part of the steam generating cycle, is the c) Check the correct operation of the level control valve. is of a suitable quality to be pumped into the system. If necessary, drain the
section concerned with the circulation of boiler feed water from the vacuum condensate side of the condenser to the bilge.
and atmospheric condensers via the cascade/filter tank to the main feed pumps. d) Set up the valves as in the following table.
b) Set up the valves as shown in the following table.
Exhaust steam from the cargo pumps is condensed under vacuum in the Condensate System
seawater cooled vacuum condenser, the cooling water is supplied by the Vacuum Condenser Condensate System
condenser cooling water pump. The vacuum in the condenser is maintained by Position Description Valve
one of two steam operated air electors. Open Inlet Valve to Atmospheric Condenser 005 Position Description Valve
Open No.1 Condensate Pump Discharge Valve 127
The collected condensate is then transferred via one of two condensate pumps Open Outlet Valve from Atmospheric Condenser 006
to the cascade/filter tank, the level of which is maintained by a float switch that Open No.1 Condensate Pu mp Suction Valve 007
operates a solenoid valve. This provides make up water from the Distilled Closed Atmospheric Condenser Bypass Valve 004
Water storage tank. The condition of the condensate is monitored by a high Open No.1 Condensate Pump Mechanical Seal Supply Valve 234
salinity alarm. Open Distilled Tank Outlet Valve to Cascade
Tank Float Control Valve XM006 Open No.1 Condensate Pump Balance Line Valve 025
Exhaust steam from the dump steam line and other auxiliaries is condensed in
the seawater cooled atmospheric condenser. A three-way control valve Open Inlet Valve to Cascade Tank Float Control Valve 015 Open No.2 Condensate Pump Discharge Valve 128
maintains a level in the condenser. The condensate is then transferred to the
cascade/filter tank via the observation tank. Hydrocarbon contamination is Closed Cascade Tank Float Control Valve By-pass Valve 009 Open No.2 Condensate Pump Suction Valve 008
detected by the oil detecting alarm and the returns can be manually diverted to
the waste oil tank. Any floating sediment can be drained through a scum line Closed Observation Tank Scum Valve to Waste Oil Tank 014 Open No.2 Condensate Pump Mechanical Seal Supply Valve 235
to the observation tank, which can then be drained to the bilge holding tank. A
weir in the observation tank outlet to the cascade tank prevents oil being Closed Observation Tank Drain Valve to Bilge Holding Tank 013 Open No.2 Condensate Pump Balance Line Valve 026
carried over. The tank has a high and low level alarm. The cascade tank can
also be drained to the bilge holding tank. Closed Cascade Tank Drain Valves to Bilge Holding Tank 049, a) Supply steam to one of the air electors.
050, 011 and 012.
Water from the cascade/filter tank provides the main feed pumps with a b) Ensure that there is a level in the condenser.
positive inlet head of pressure to the pump suctions. Open Outlet to Feed Pumps 001
c) Start one of the circulating pumps.
The condensate outlet temperature from the atmospheric drain/dump The feed pumps and boiler can now be put into operation.
condenser should be maintained between 75°C and 90°C. A steam heating coil d) Put the other pump on standby.
is provided in the cascade tank should extra heating be required. Oil Contamination
e) Check the operation of the three-way recirculating valve.
If oil contamination occurs, divert the returns to the waste oil tank. Check the
drain on the drain traps on all the steam services until the defective service is
located, then isolate for repair.
After repair, flush the drain line of the defective service and clean drain trap.
Clean observation tank and the oil content monitor probe.
Issue: 1 2.3.1 Condensate System - Page 1

Condensate
From Air
Illustration 2.3.2a Heating Drains/Contaminated Water System
From Deck From Deck From Incinerator Waste
Service Cond. Plant Water Seal Oil Tank Heating
A/E L.O. From Sludge Discharge
010V 056V
Settling Tank Pipe Steam Tracing
137V
145V 157V H.F.O. Trans.
No. 1 M.E. L.O. A.E. L.O. No.3 H.F.O 162V
No. 1 M.E. L.O. Line Trac.
Purifier Heater Purifier Heater Bunk Tank
063V Purifier Heater 094V
M/E L.O. (Port)
Settling Tank 106V
138V 146V 158V
163V H.F.O. Trans.
079V 082V 089V 095V Line Trac.
064V Waste Oil
Settling Tank 059V 107V
175V 173V 077V 173V 080V 160V 087V
164V H.F.O. Trans.

078V 081V 088V 030V Line Trac.
065V
129V No.2 H.F.O
Calorifier 147V 031V 108V
Bunk Tank
Exhaust 139V
068V (Port)
Gas Boiler 156V M/E F.O.L. Trac. 098V H.F.O. Trans.
165V
Line Trac.
066V
083V 148V 032V
109V
F.O.
019V 097V Overflow Tank
116V 157V M/E F.O.L. Trac. 166V
033V
No.1 BLR 084V
F.O. Heater 004V 005V 034V 110V Sludge
117V 118V From
158V F.O. Purif. Heater Tank
Deck Seal
Atmospheric 149V 135V No.1 H.F.O 167V
Tank
119V 016V Condenser Bunk Tank
085V (Port) Oily
Burner 098V 111V
Burner No.2 BLR Water Tank
F.O. Heater
159V F.O. Purif. Heater 150V 136V 168V
006V 099V 238V

No.1 017V 086V 112V Piston Underside
Auxiliary 037V Drain tank
Boiler Damping 240V
067V M/E
No. 1 F.O. No. 2 F.O. No.3 F.O. Vessel
174V Purifier Heater Purifier Heater M/E L.O.
Purifier Heater
Cascade Tank Sump Tank
018V 074V 151V 169V
130V
090V 091V 092V 100V
052V 113V
124V L.O.
038V No.2 H.F.O
142V 046V 143V 048V 144V 050V Drain Tank
134V H.F.O. Bunk Tank
053V 140V 170V
120V Service Tank 152V 039V (Starboard)
047V 049V 051V
075V 114V
101V F.O
121V 122V Drain Tank
249V 253V
153V 040V 171V
176V 054V 141V Sludge
123V Incinerator H.F.O. Tank xxxV
102V 115V
Sludge Tank Settling Tank 161V
Burner 069V 076V 250V
Burner 041V
055V 093V
Emergency M/E and A/E

Gen. Room 177V F.O. Tracing F.O. Unit 042V
No. 2
Auxiliary 020V
Boiler 154V 043V
070V No.1 H.F.O
Bunk Tank
061V (Starboard)
103V
178V F.O. Tracing From
131V Steering Gear Room
155V 044V
Key
133V and Emergency
071V
Fire Pump room
125V 104V Saturated Steam
062V
179V F.O. Tracing 060V From M/E
045V J.W. Preheater
072V Condensate
136V 021V
132V
180V F.O. Tracing 105V
126V
022V
073V
Issue: 1 Illustration 2.3.2a Heating Drains/Contaminated Water System

2.3.2 Drains Systems Procedure for Preparing the Drains System for Operation
General Description
a) Ensure pressure gauges and instrumentation valves are open.
Condensate from the auxiliary steam services is returned to the cascade tank, Set up the valves as in the following table.
through a seawater cooled atmospheric condenser and cascade tank. The
condensate is then returned to the feed water system. As there is a possibility Drains System
of contamination from hydrocarbons from oil heating services, the drains are
segregated and checked in the observation tanks before returning to the system. Position Description Valve
The following services return to the cascade tank through the atmospheric Closed Atmospheric Condenser By-pass Valve 004
condenser:
Open Atmospheric Condenser Outlet Valve 006
H.F.O. storage, service and settling tanks.
Calorifier. Open Atmospheric Condenser Inlet Valve 005
Steam tracing. Open Cooling Water Inlet Valve 021

L.O. sump tank.
Open Cooling Water Outlet Valve 022
Accommodation services
M.E. and Auxiliary engine. L.O. settling tanks. Open Main Drain Valve from Deck Seal 019
M.E. and Auxiliary Boiler F.O. heaters. Open Main Drain Valve from Purifier Services 010
M.E. residue tank.
Open Main Drain Valve from Oil Drain Tanks 012
M.E. damping vessel
M.E.piston underside tank b) Open the suction and discharge valves (019 and 049) for the
cooling water pump and then start the pump.
M.E. F.O. service indicator filter
Cargo heating system. c) The various services can now be put into operation as required, by
opening the associated drain trap outlet valve.
Incinerator waste oil tank heating.
Excessive temperature at the drains cooler would indicate a defective drain
H.F.O. and L.O. purifier heaters.
trap. Services should be isolated in turn until the defective trap is located.
Waste oil tank.
F.O. overflow tank.
Bilge holding tank.
Sludge tank
Inert gas deck water seal.
Jacket Cooling Water Heaters.
Auxiliary boilers F.O. heaters.
Auxiliary and Exhaust Gas boilers water heaters
Cascade tank heating.
F.O. and L.O. Drain Tanks
Steering Gear, Emergency Generator and Emergency Fire Pump
rooms steam smothering.
Issue: 1 2.3.2 Drains Systems - Page 1

Illustration 2.3.3a Boiler Feed Water System
Exhaust Gas
Boiler 2500 kg/h
No 2 Auxiliary Boiler No 1 Auxiliary Boiler

25000 kg/h 25000 kg/h
From Chemical 063V 061V 062V 064V

Dosing Station
045V
032V 006V 005V 048V
From Chemical From Chemical

Dosing Station Dosing Station
046V 047V
039V 040V
PI PI
Exhaust Gas Feed

No.2 Water Pump No.1
7.0 m3/h 033V 034V 043V 035V 036V 042V 037V 038V 041V
PI PI
PS PS PS Feed Water LAH

Cascade Tank
PI PI PI (20.0m3) LI 014V
008V 007V
Auxiliary Boiler TI LAL
Feed Water Pumps No.3 No.2 No.1
31.0m3/h To Bilge Water
Tank
PI PI PI
Key
004V 003V 002V
Feed Water
003V
Issue: 1 Illustration 2.3.3a Boiler Feed Water System

2.3.3 Boiler Feed System Procedure for Preparing the Boiler Feed System for Operation: Boiler In Use
Main Boiler Feed Pumps a) Ensure that pressure gauge and instrumentation valves are open. Open Feed Regulator Inlet Valve
Type: LV 40/5/U2D W1
Capacity: 31m3/h b) Set up the valves as in the following table: Open Feed Regulator Outlet Valve
Number: 3
Boiler Feed Water System Open Main Feed Check Valve
Exhaust Gas Boiler Feed Pumps
Type: CR2-90 Position Description Valve Closed Auxiliary Feed Check Primary Valve
Capacity: 7.0m3/h
Number: 2 Open Feed Pump Suction Valve from Cascade Tank 001 Closed Auxiliary Feed Check Secondary Valve
System Description Open No.1 Boiler Feed Pump Suction Valve 002 For initial start only:
The boiler feed system is the section of the steam generating plant, which Open No.2 Boiler Feed Pump Suction Valve 003 a) Shut the discharge valve of the selected pump.
circulates feed water from the cascade tank into the steam drum of the boilers
via the boiler feed water pumps and the feed water regulator. Open No.3 Boiler Feed Pump Suction Valve 004 b) Start the pump and slowly open the discharge valve until
discharge line reaches working pressure.
The feed water flow is automatically controlled by the feed water regulating Open No.1 Boiler Feed Pump Recirculating Valve 041
valve in accordance with the variation in water level in the steam drum and the c) Check the operation of feed check valve.
steam flow signal to maintain the water level constant. Open No.2 Boiler Feed Pump Recirculating Valve 042
d) Fill the boiler to working level.
Three boiler feed pumps take suction from the cascade tank and supply the Open No.3 Boiler Feed Pump Recirculating Valve 043
boilers at a rate of 31m3/h. These feed pumps are designed to supply the boilers e) Check the operation of salinometer.
during cargo operations. Open No.1 Boiler Feed Pump Main Feed Discharge Valves 037V, 038
f) Switch the remaining pump(s) to standby.
Two exhaust gas boiler feed pumps take suction from the cascade tank and Open No.2 Boiler Feed Pump Main Feed Discharge Valves 035V, 036
supply the boilers at a rate of 7.0m3/h. These feed pumps are designed to The boiler can now be brought into operation.
supply the boiler’s needs during normal sea going conditions. Open No.3 Boiler Feed Pump Main Feed Discharge Valves 033V, 034
Each pump returns a small proportion of the discharge back to the cascade tank Closed No.1 Boiler Feed Pump Auxiliary Feed Discharge Valves
through an orifice, which prevents pump overheating when the feed water
regulator is closed and when the boiler is on low load. Closed No.2 Boiler Feed Pump Auxiliary Feed Discharge Valves
The salinity alarm sensor is positioned in the cascade tank. Open No.1 Exhaust Gas Boiler Feed Pump Suction Valve 007
Feed water is supplied to the boilers through the feed water regulator. Feed Open No.2 Exhaust Gas Boiler Feed Pump Suction Valve 008
water can also be supplied to the boilers using a by-pass auxiliary line, which
can be used in an emergency. The standby feed pump will cut in on the failure Open No.1 Exhaust Gas Boiler Feed Pump Discharge Valve 040
of a running unit.
Open No.2 Exhaust Gas Boiler Feed Pump Discharge Valve 039
Boiler water chemical treatment is administered by injecting directly to the
boiler drum using a chemical dosing unit.
Issue: 1 2.3.3 Boiler Feed System - Page 1

Illustration 2.3.4a Boiler Water Sampling and Treatment System
Key
Blow Down Line
Exhaust Gas Feed Water

Boiler 2500 kg/h
Dom. Fresh Water

No 2 Auxiliary Boiler No 1 Auxiliary Boiler
25000 kg/h 25000 kg/h
To F.W.
Cooling
From F.W.
Service System
025V 045V 032V 006V
026V 050V
Feed Line
From F.W. From F.W.
To Boiler
Service System Service System
024V 046V 047V 023V Sample
To F.W. Cooler
Dosing Cooling
Pump
Unit
028V 059V
From F.W. 027V

With Open / Close Indicator From Auxiliary Cooling
Boiler Feed 020V
Sample Water Pump
Cooler
Sink
044V 010V Dosing Dosing
L.B.L. Pump Pump
Unit Unit
From F.W. 029V
Cooling
021V
Sink
Issue: 1 Illustration 2.3.4a Boiler Water Sampling and Treatment System

2.3.4 Boiler Water Sampling and Treatment System Idle Storage of Boilers
Sampling When the boiler is cold and idle, the boiler should be filled completely with
water and an oxygen scavenger added to prevent the onset of corrosion.
Boiler water samples are taken directly from the water drum of each boiler
through a sample cooler which is cooled by the fresh water cooling system. QC Liquid is used to react with the dissolved oxygen, which, with the incor-
porated catalyst, is designed to achieve complete removal of oxygen in
When obtaining boiler water samples care is to be exercised, so as to take a seconds.
sample that truly represents the boiler water.
The chemical is injected directly into the boiler drum by means of a metering
Boiler Water Treatment pump.
The chemical used on this vessel for boiler water treatment is Drew Ltd. Dosage
QC3/QC4 is a blend of alkali, phosphate, and organic polymer in a liquid form. 1) For short-term storage, up to a maximum of seven days:
The ratio of alkali to phosphate is such that control can be easily maintained
by a simple alkalinity test. Add 0.15 litres of QC4 liquid / tonne of boiler water just before
shut down.
The formulation also incorporates a highly effective 'Transport Polymer'. This
product assists in transporting solids such as iron and corrosion products out of 2) For long- term storage:
the boiler through the boiler blowdown.
Add 0.3 litres of QC4 Liquid / tonne of boiler water just before
The chemical is injected into the boiler drum by means of a metering pump. shut down.
The boiler water is tested on a daily basis, using the QC Test Kit and the 3) Maintain a sulphite reserve of between 100 to 200 ppm at all
chemical dosage altered as required. times using the MO246A Motor Ship Test Kit. Testing on a
minimum weekly basis is required during the period of wet lay
The initial dosage of chemical for an empty boiler is 0.40 litres per tonne. up.
The following boiler water characteristics should be maintained ! CAUTION

All personnel, even if not involved with the chemical handling and dosage,
P-alkalinity : 100-300 ppm should be familiar with the Hazards Identification, First Aid Measures,
Chlorides : 300 ppm max Fire Fighting Measures and other information contained in the Material
Total Dissolved Solids (TDS) : 1500 ppm Safety Data Sheets, which are supplied by the chemical manufacturer for
each chemical.
Issue: 1 2.3.4 Boiler Water Sampling and Treatment System - Page 1

Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System
To
Overboard TI
047V 021V
Atmosphere To Scrubber and Inert Gas
052V Condenser Generator
To 022V
Overboard TI Upper Deck
046V
007V
Vacuum
Condenser
To Sanitary
006V
Discharge
009V F.W.
For Dry System
Generator
008V Docking in Engine Room
PI PI To
Air Ejector Condenser Overboard
For Vacuum Condenser
014V 013V 025V 064V
No.2 No.1
029V Central Central From Fire and
Cooler PI PI Cooler 065V 066V General Service
Pump
030V
015V 012V
To Scupper
049V 050V 051V
024V For Dry 043V
Docking
N.C. PS
PI PI PI
PI
Atmospheric Fresh Water
010V 011V Scrubber Sea I.G.G. Sea
039V 040V 041V 042V Condenser Generator
Water Pump Water Pump
Cooling S.W. Pump
(200m3 / h) (42m3 / h)
S.W. Pump (70m3 / h)
PS PS PS (200m3 / h) PI PI PI PI
PI PI PI PI 019V 020V 026V 023V
No.1Main No.2 Main No.3 Main

Vacuum Cond. Sea Water Sea Water Sea Water
Sea Water Pump Pump With Self Pump With Self Pump With Self
(1200m3 / h) Priming Device Priming Device Priming Device
(450m3 / h) (450m3 / h) (450m3 / h)
To Deck
PI PI PI PI BM014V Seal Pumps
Emergency
005V 016V 017V 018V
Bilge Suction High
AS Sea Chest
(Starboard)
003V 004V 002V
Key
001V
Bilges
Low
Sea Chest Sea Water
(Port)
Issue: 1 Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

2.4 Sea Water Systems Vacuum condenser and air ejector condenser system. Open No.2 C.S.W. Pump Discharge Valve 041
The vacuum condenser and air ejector condenser is supplied by the main or Open No.3 C.S.W. Pump Suction Valve 018V
2.4.1 Main and Auxiliary Sea Water Systems
vacuum condenser C.S.W. pumps, depending on the number of cargo pumps in
Open No.3 C.S.W. Pump Discharge Valve 042
Fresh Water Generator Sea Water Supply pump use.
No of sets: 1 Closed No.3 C.S.W. Pump Emergency Bilge Suction Valve BM014
Atmospheric condenser
Capacity: 70 m3/h x 4.2 kg/cm2
Open No.1 F.W. Cooler Inlet Valve 012
Services: F.W. generator The atmospheric condenser is supplied from the atmospheric condenser
C.S.W. pump and can be backed up by the main C.S.W. and vacuum condenser Open No.1 F.W. Cooler Outlet Valve 013
Atmospheric Condenser Cooling Sea Water pump
C.S.W. pumps.
No of sets: 1 Closed No.2 F.W. Cooler Inlet Valve 015
Capacity: 210 m3/h x 3.0 kg/cm2 Fresh Water Generators Closed No.2 F.W. Cooler Outlet Valve 014
Services: Atmospheric condenser, central coolers,
vacuum condenser and air ejector condenser. The Fresh Water Generators are supplied by the Fresh Water Generator Sea Closed Cross-Over to Atmospheric Condenser 024
Main Cooling Sea Water pumps Water pump. The system is backed up by the Fire and G.S. pump. Open Main Overboard Discharge Valve 047
No of sets: 3
Capacity: 450 m3/h x 2.5 kg/cm2 Operation Preparation for the Operation of the Vacuum Condenser Sea Water
Services: Central Coolers, atmospheric condenser, System
Preparation for the Operation of the Main Cooling Sea Water System
vacuum condenser and air ejector condenser.
a) Ensure the suction strainers are clear.
Vacuum Condenser Cooling Sea Water pump a) Ensure that the suction strainers are clear.
No of sets: 1 b) Ensure all the pressure gauge and instrumentation valves are
Capacity: 1,200 m3/h x 2.0 kg/cm2 b) Ensure all the pressure gauge and instrumentation valves are open.
Services: Vacuum condenser, air ejector condenser, open.
central coolers, atmospheric condenser c) Set up the valves as shown in the tables below.
c) Set up the valves as shown in the tables below. In this case the low
Main system suction is in use. Position Description Valve
The main system is supplied by three main cooling sea water pumps and can Position Description Valve
be backed up by the vacuum condenser C.S.W. pump and atmospheric Open Vacuum Condenser Pump Suction Valve 005
condenser C.S.W. pump. Open Low Suction Ship's Side 001 Closed Vacuum Condenser Pump Discharge Valve 039
All pumps take suction from a common sea water suction line, using either the Closed Cross-Over to Main System 010
Open Low Suction Strainer Outlet 003V
low suction on the port side or the high suction on the starboard side. The low Open Air Ejector Condenser Inlet Valve 030
suction will normally be in use at sea and when surface contamination, such as Closed Low Suction Strainer Drain Valve 035
Open Air Ejector Condenser Outlet Valve 029
weed, is present and also in light ballast conditions when ingress of air is likely.
Closed Low Suction Strainer Vent Valve 038
The high suction will be used when in silted or shallow water conditions. A Open Vacuum Condenser Inlet Valve 006
suction strainer is fitted at both suctions. Both ship's side suction valves are Closed High Suction Ship's Side 002 Open Vacuum Condenser Outlet Valve 007
remote, hydraulically operated from the control station.
Open High Suction Strainer Outlet 004 Closed Cross-over from Atmospheric condenser System 008
The pump discharges to the low temperature Central F.W. coolers, and then Open Overboard Valve 046V
Closed High Suction Strainer Drain Valve 036
through the overboard valve. The pump can also supply the atmospheric
condenser.and vacuum condenser. Closed High Suction Strainer Vent Valve 037
The No.3 main C.S.W. pump has a direct emergency bilge suction. Open No.1 C.S.W. Pump Suction Valve 016
The pumps can be started and stopped locally. Auto start can be selected from Open No.1 C.S.W. Pump Discharge Valve 040
the control room. Pressure switches on the discharge side of the pumps operate
Open Crossover to Central F.W. Coolers 011
the start signal for the selected standby pumps.
Closed Crossover to Vacuum Condenser 010
Open No.2 C.S.W. Pump Suction Valve 017
Issue: 1 2.4 Sea Water Systems - Page 1

Illustration 2.4.2.a Sea Water General Service System

To Deck Fire Hydrants
and Foam System
To
Overboard
To Engine Room
Fire Hydrant
PI
BM041V
BM049V
To Inert Locked
PI
Gas System Closed
Locked
and F.W BM007V
BM011V BMOIOV Closed
Evaporator
BM009V
BM012V BM008V BM013V
PI PI
Bilge / Fire / Ballast
Bilge / Fire / G.S
Pump PI Pump
(185/350 m3/h)
(185/350 m3/h)
PV PV
BM070 BM071 Key
Sea Water
To and From BM005V BM003 BM002 BM001 Bilge Water

BM004V Locked
Aft Peak Tank Open
BM006V Locked Closed From Locked Closed Locked Closed Locked Open
Fresh Water
F.W. Tanks
From
Bilge
Engine Room Bilge Pump Suctions
Sea Water Suction
Sea Water Cross Connection Main
Issue: 1 Illustration 2.4.2a Sea Water General Service System

Procedure for the Operation of the Vacuum Condenser C.S.W. System Preparation for the Operation of the F.W. Generator Pump. 2.4.2 Sea Water General Service System
a) Start the vacuum condenser water pump with the discharge valve a) Ensure that the suction strainers are clear. The auxiliary seawater services are supplied by the following pumps:
closed.
b) Ensure that all pressure gauge and instrumentation valves are Bilge, Fire, Ballast and G.S. Pumps
When the pump is up to speed, slowly open the discharge valve. This is only open.
required at initial start up, after which the discharge valves of all pumps remain Maker: Shinko
open when on standby. c) Set up the valves as shown in the tables below. No.of sets: 2
Model: RVP200-2MS
b) Vent the air ejector condenser. F.W. Generator Pump Capacity: 185/350 m3/h at 110/45 mth
c) Vent the vacuum condenser. Position Description Valve Both pumps are permanently set up for foam and fire main service, with the
During the following conditions e.g. low sea temperatures, low cargo pump discharge and suction valves locked open. In an emergency the pumps can also
load or when the main vacuum condenser pump is out of service, the system Open F.W. Gen. S.W. Pump Suction Valve 023 pump bilges directly overboard, from either the bilge main or a direct suction
can be supplied by the main C.S.W. pump, by opening the crossover valve Open F.W. Gen. S.W. Pump Discharge Valve 043 in the port bilge well. Both bilge suction valves on each pump are normally
010V locked closed. Both pumps can provide a backup for the inert gas scrubber
Closed Cross-Over from Fire and G.S. Pumps BM011 and BM013 system and F.W. Generator and can supply the engine room ballast tanks and
Preparation for the Operation of the Atmospheric Condenser Sea Water Open F.W. Generator Inlet Valve 009 if necessary, pump out the F.W. tank.
System Open F.W. Generator Outlet Valve 025
The Fire and G.S. pump is normally kept ready on fire mains as, in addition to
Open Overboard Valve 064 the emergency fire pump, this pump can also be started from the bridge.
a) Ensure that the suction strainers are clear.
Procedure for the Operation of the F.W. Generator Pumps Scrubber Pump
b) Ensure all the pressure gauge and instrumentation valves are
open.
a) Start the pump with the discharge valve closed. When the pump Maker: Shinko
is up to speed, slowly open the discharge valve. No.of sets: 1
c) Set up the valves as shown in the tables below.
Model: SVS150-2M
The F.W. Generator can be supplied from the Fire and G.S. pump. Capacity: 200 m3/h at 4.5 kg/cm2
Auxiliary Sea Water Systems Inert Gas Generator S.W. Pump
Open Atmospheric Condenser C.S.W. Pump Suction Valve 019
Open Atmospheric Condenser C.S.W. Pump Discharge Valve 049 Other Sea Water Systems taking suction from the main sea suction line are: Maker: Shinko
Closed Cross-over to Central F.W. Coolers 024 No.of sets: 1
Open Atmospheric Condenser Inlet Valve 021 Inert Gas Scrubber Pump. Model: SVP100M
Capacity: 42 m3/h at 4.5 kg/cm2
Open Atmospheric Condenser Outlet Valve 022 Inert Gas Generator S.W. Pump.
Open Vacuum Condenser By-pass Valve 052 Deck Water Seal Pump (2 sets). The scrubber pump and the inert gas generator pumps take suction from the sea
Open Overboard Valve 047 and discharges to the main inert gas scrubber unit and the inert gas topping up
Bilge, Fire and Ballast Pump. generator.
Procedure for the Operation of the Atmospheric Condenser C.S.W. System: Bilge, Fire and G.S. Pump.
Deck Water Seal Pumps
a) Start the atmospheric condenser water pump with the discharge
valve closed. When the pump is up to speed, slowly open the Maker: Naniwa
discharge valve. No.of sets: 2
Model: BH-40
b) Vent the atmospheric condenser. Capacity: 5 m3/h at 4.5 kg/cm2
The system can be supplied by the main C.S.W. pumps and vacuum condenser The deck water seal pumps supply the inert gas deck water seal.
pump.
Issue: 1 2.4 Sea Water Systems - Page 2

Illustration 2.4.3.a Engine Room Ballast System To Deck Fire Hydrants

and Foam System
To
Overboard
To Engine Room
Fire Hydrant
PI
BM041V
BM049V
To Inert PI Locked
Gas System Closed
Locked
and F.W BM007V
BM011V BMOIOV Closed
Evaporator
BM009V
F.W.
BM012V BM008V BM013V
Tank
Port PI PI
Bilge / Fire / Ballast
Steering Gear Room Bilge / Fire / G.S
Pump PI Pump
(185/350 m3/h)
(185/350 m3/h)
PV PV
Emergency
Fire Pump
Key
Room
BM070 BM071 Sea Water
Bilge Water
BM005V BM003 BM002 BM001
Aft Peak BM004V Locked From
Tank Open F.W. Tanks Fresh Water
BM015V BM006V Locked Closed Locked Closed Locked Closed Locked Open
From
Engine Room Bilge Pump Bilge
Sea Water Suction Suctions
Issue: 1 Illustration 2.4.3a Engine Room Ballast System

2.4.3 Engine Room Ballast System Deballasting
The engine room ballast system consists of the Aft peak tank which is to be full a) All the valves are closed.
during ballast condition.
b) Ensure that the transmitters for the remote reading gauges are in
This tank is used in conjunction with the main ballast system to trim the vessel. operation.
It can also be used during certain loaded conditions to provide optimum trim
for efficient operation of the main engine. c) Open the tank filling/suction valves.
The Aft peak tank is serviced by the Bilge, Fire and Ballast pump with the d) Set up the valves as shown below.
Bilge Fire and G.S. pump available for filling the tank if required.
The aft peak tank has a filling/suction valve, which is normally used during
ballast operations. Open Aft Peak Ballast Tank Filling/Suction Valve BM015
Closed Bilge, Fire and Ballast Pump Sea Suction Valve BM004
Procedure for Ballasting / Deballasting the Engine Room Tanks
Closed Bilge, Fire and Ballast Pump Bilge Suction Valve BM005
Ballasting Open Bilge, Fire and Ballast Suction Valve BM006
Open Overboard Discharge BM041
a) All the valves are closed.
Closed Discharge Valve to Ballast Tank BM012
b) Ensure that the transmitters for the remote reading gauges are in Closed Discharge Valve to Overboard Discharge Line BM010
operation.
Start the Fire, G.S. Pump
c) Open the tank filling/suction valve.
a) Open the discharge valve BM010V slowly until discharge piping
d) Set up the valves as shown below. is pressurised.
Position Description Valve b) Empty the Aft Peak tank, taking care that the pump is not run dry.
Open Aft Peak Ballast Tank Filling/Suction Valve BM015 c) Shut the pump discharge valve and stop the pump.
Open Bilge, Fire and Ballast Pump Sea Suction Valve BM004
d) Close all valves.
Closed Bilge, Fire and Ballast Pump Bilge Suction Valve BM005
Closed Overboard Discharge BM041
Closed Discharge Valve to Aft Peak Tank BM012
To Start the Bilge, Fire and Ballast Pump
a) Open the discharge valve BM012V slowly until discharge piping

is pressurised.
b) Fill the tank to the required level.
c) Shut BM012V discharge valve and stop the pump.
d) Close all valves.
Issue: 1 2.4.3 Engine Room Ballast System - Page 1

Illustration 2.4.4a Evaporator
064V
Distilled Water From Fresh

Tank Stbd XM004V Water
72.4 m3 Generator
Pump
Fresh Water
Tank Fresh Water
(Port) Generator
XM001V 043V
250.8 m3 (36m3/24h)
PI
Fresh Water Fresh Water
Tank Generator TI
(Starboard) S.W. Supply Pump PI

178.5 m3 (70m3/h)
CP
XM009V 009V
023V
TI
Sea Water Crossover Main Pipeline From
F.W.
To and From System
Main Engine
Jacket Water
XM021V
Chemical
Dosing Tank
PI
025V
XM032V XM013V Fresh Water

Rehardening
Filter
8 m3/h
Key
PI OT
Fresh Water
H.T. Cooling Water

059V
FG
Distillate
Sea Water
Pump
XM034V
To Bilge
Holding Tank
Issue: 1 Illustration 2.4.4a Evaporator

2.4.4 Evaporator Main Components Operating Procedures
Maker: Alfa Laval The freshwater generator consists of the following components: WARNING
Type: JWP - 26 - C100 Do not operate the plant in polluted water. Freshwater must not be
Evaporator section: produced from polluted water, as the produced water will be unsuitable
An evaporator is installed which utilises the heat from the jacket cooling water for human consumption.
system. The evaporator can be operated during long periods at anchor by using The evaporator section consists of a plate heat exchanger and is enclosed in the
the main engine jacket water heater as a heat source. separator vessel. Starting and Stopping Procedures
Separator vessel:
The combined brine/air ejector driven by the ejector pump creates a vacuum in Starting-Up The Plant With Jacket Cooling Water Heating
the system in order to lower the evaporation temperature of the feed water. The separator separates the brine from the vapour.
a) Open the valves on the suction and discharge side of the
The feed water is introduced into the evaporator section through an orifice, and Condenser section: ejector/cooling water pump.
is distributed into every second plate channel (evaporation channels).
Just like the evaporator section the condenser section consists of a plate heat b) Open the overboard valve for the combined brine/air ejector.
The hot water is distributed into the remaining channels, thus transferring its exchanger enclosed in the separator vessel.
heat to the feed water in the evaporation channels. c) Close the air screw(vacuum release valve) on the separator.
Combined brine/air ejector:
Having reached boiling temperature, which is lower than at atmospheric The ejector extracts brine and incondensable gases from the separator vessel. d) Start that S.W. supply pump to create a vacuum of a minimum of
pressure, the feed water undergoes a partial evaporation and the mixture of 90%.
generated vapour and brine enters the separator vessel. Here the brine is S.W supply pump:
separated from the vapour and extracted by the combined brine/air ejector. Pressure at the combined brine/air ejector inlet should be a minimum of
The S.W. supply pump is a single-stage centrifugal pump. 3.0kg/cm2. Back pressure at the combined brine/air ejector outlet should be no
After passing through a demister the vapour enters every second plate channel more than 0. 6 kg/cm2.
in the condenser section. This pump supplies the condenser with sea water and the brine/air ejector with
jet water, as well as feed water for evaporation. Evaporation
The sea water supplied by the combined cooling/ejector water pump
distributes itself into the remaining channels, thus absorbing the heat being Freshwater pump: When there is a minimum of 90 % vacuum (after maximum 10 minutes).
transferred from the condensing vapour.
The freshwater pump is a single-stage centrifugal pump. ! CAUTION
The produced freshwater is extracted by the freshwater pump and led to the To ensure that the boiler water and the jacket water do not mix, the two
freshwater tank. The freshwater pump extracts the produced freshwater from the condenser and butterfly valves in the steam injector circuit must be closed.
pumps the water to the freshwater tank.
Freshwater Quality e) Open the valve for feed water treatment. Ensure that the chemical
Salinometer: dosing tank is full.
To continuously check the quality of the produced freshwater, a salinometer is
provided together with an electrode unit fitted on the freshwater pump delivery The salinometer continuously checks the salinity of the produced water. The f) Open the hot water inlet and outlet valves.
side. alarm set point is adjustable.
g) Start the hot water supply to that distiller by adjusting the bypass
If the salinity of the produced freshwater exceeds the chosen maximum value, Control panel: valve to increase the temperature in steps of 10°C, until the
the dump valve and alarm are activated to automatically dump the produced desired jacket water temperature is reached.
freshwater to the bilge. The control panel contains motor starters, running lights, salinometer, contacts
for remote alarm. The boiling temperature will now rises while the obtained vacuum drops to
If there are no special requirements from the authorities, the produced approximately 85%.
freshwater can be used directly as drinking water.
This indicates that evaporation has started.
Issue: 1 2.4.4 Evaporator - Page 1

Illustration 2.4.4a Evaporator
064V
Distilled Water From Fresh

Tank Stbd XM004V Water
72.4 m3 Generator
Pump
Fresh Water
Tank Fresh Water
(Port) Generator
XM001V 043V
250.8 m3 (36m3/24h)
PI
Fresh Water Fresh Water
Tank Generator TI
(Starboard) S.W. Supply Pump PI

178.5 m3 (70m3/h)
CP
XM009V 009V
023V
TI
Sea Water Crossover Main Pipeline From
F.W.
To and From System
Main Engine
Jacket Water
XM021V
Chemical
Dosing Tank
PI
025V
XM032V XM013V Fresh Water

Rehardening
Filter
8 m3/h
Key
PI OT
Fresh Water
H.T. Cooling Water

059V
FG
Distillate
Sea Water
Pump
XM034V
To Bilge
Holding Tank
Issue: 1 Illustration 2.4.4a Evaporator

Condensation
After approximately 5 minutes the boiling temperature will drop again, and a
normal vacuum is re-established.
a) Open the valve to freshwater tank.
b) Switch on the salinometer.
c) Start the freshwater pump.
(Note ! The freshwater pump pressure must be between 1.2 -1.6 kg/cm2.)
Adjustment Of Jacket Water Flow
In order to obtain the specified flow of hot water, it is necessary to adjust the
bypass valve until the desired flow is achieved. For maximum output the outlet
temperature of the heating water should be about 68.5ºC
Adjustment Of Sea Water Flow
The sea water flow is correct when the inlet pressure at the inlet to the brine/air
ejector is between 3.0- 4.0 kg/cm2.
Stopping the Plant
a) Stop the distillate pump.
b) Switch off the salinometer.
c) Stop the ejector pump.
d) Close the valve for the feed water treatment.
e) Open the air screw (vacuum release valve).
f) Close the inlet and outlet valves for the ejector pump.
g) Close the overboard valve for the combined brine/air ejector.
h) Close the valve to the fresh water tank.
! CAUTION
All valves must be shut while the generator is out of operation, except the
air screw.
Issue: 1 2.4.4 Evaporator - Page 2

Illustration 2.4.5a Distilled Water Transfer and Distribution
To I.G Room
Upper Deck (Port) To Exhaust Gas Boiler To Upper Deck XM053V

For Water Washing Foam System P1 P2
XM056V To Cool F.W.
Expansion Tank
XM004V To Near Vacuum XM022V XM031V XM023V
To Exhaust Near Sewage Pump Motor
To F.W. XM045V
Gas System Treatment Plant
Tanks XM041V
Distilled Water In Engine Work
Tank Shop XM024V PI
72.4 m3 XM005 XM046V
To Aux. Boiler Feed
Water Chemical In Purifier
From F.W.
To Bilge Room
System & Dosing Unit
Separator XM047V
XM012V Steriliser XM026V
To Hull
To F.W. F.W. Supply To Sludge Near C.O.P.T.
Calorifier System Near M/E Pump XM048V
XM006 XM019V
L.O. Cooler
XM018V Forward In XM025V
To Bildge Floor
XM038V Pump XM049V
XM039V
Aft In Floor XM020V
XM013 XM040V
XM037V
XM050V XM051V XM052V
XM032V XM027V
To F.W.
Steriliser
To F.W.
Spray To No.3 To No.2 To No.1
XM033V Fire A/E A/E A/E XM028V
XM017V XM036V
Extinguishing
System
Upper Deck (Starboard) XM035V To Main Engine

XM021V Water Washing
Systems
SB009 Cascade
Tank
To F.W.
SB015V Generator To No.3 H.F.O. To A/E L.O.
Chemical Purifier Purifier
Fresh Water Dosage
Rehardening Unit
Filter To No.2 H.F.O. To No.2 M/E L.O.
8 m3/h Purifier Purifier
To No.1 H.F.O. To No.1 M/E L.O.

Purifier Purifier
Key
From F.W.
Generator Fresh Water
XM034V
Issue: 1 Illustration 2.4.5a Distilled Water Transfer and Distribution System

2.4.5 Distilled Water Transfer and Distribution
The fresh water generator distillate pump discharges through a salinometer and
a flow-meter. Positioned before the flow-meter is a solenoid valve and this
opens when the salinometer detects too high a salinity level, dumping the
distillate pump output to the bilge tank.
The discharge from the pump leads to the filling valves of the distilled water
tanks. The tank supplies the distilled water system by supplying make up water
to the cascade tank and operating water to the following:
H.F.O. and L.O. Purifiers
Fresh water spray extinguishing system
Domestic fresh water system (via steriliser)
Procedure for Operation of the Distilled Water Transfer System
The valves should be set up as follows:
Closed Distillate pump discharge Valve

Closed Inlet to the re-hardening filter
Closed Outlet from the re-hardening filter
Open Bypass to the re-hardening filter

Open Outlet Valve distilled line
Closed Inlet to distilled Tank XM005
a) Start up the F.W. generator.
b) Open the inlet valve of the distilled tank.
c) Start the distillate pump. Discharge should be to the bilge.
d) Open the distillate pump discharge valve.
e) Switch on the salinometer.
If the reading is satisfactory the discharge will change over to fill the tank.
Issue: 1 2.4.5 Distilled Water Transfer and Distribution - Page 1

Illustration 2.5.2a Central Fresh Water Cooling System
PI
065V
TI PI TI
TI 093V 091V 051V
Low Temp. Fresh Water Expansion Tank Eng.Cont.
066V
Room
A.C. Unit No.1 061V
No.1 Ref. 046V No.1 Accomm. 026V
Condenser A.C. Condenser
067V
094V 036V 060V 062V
047V Work Shop 068V Main Air Compressors TI
PI 027V
TI TI PI A.C. Unit
TI 020V
PI 069V No.2 063V
PI
TI PI M/E Jacket Wtr
TI 092V 090V 050V Pre-Heater 021V 025V 064V

Condenser A.C. Condenser TI
TI
049V 029V
TI PI PI
TI PI No.1 C.O.P.T. 037V
To and From
L.O. Cooler
Boiler Feed Water
Sample Cooler
023V 038V
No. 1 Auxiliary Engine 052V TI
To and From
010V 011V TI
Fresh Water
Heater 022V Generator
Jacket Air Clr.
No.2 C.O.P.T. 039V
L.O. Cooler
030V 040V
Pump L.O. Key
Cooler. Main Engine 024V TI
HT Cooling Water
031V
LT Cooling Water TI
No. 2 Auxiliary Engine 053V TI TI

No.3 C.O.P.T. 041V PI
M/E Air M/E Air L.O. Cooler
012V 014V
Heater Cooler Cooler
056V 057V 042V
Jacket Air Clr. PI
013V TI TI 015V TI
L.O. 032V
Pump
Cooler.
033V PI No.1 PI
PI PV No.1
PI
PV PS
No. 1
054V 001V TI Central
No. 3 Auxiliary Engine 080V 016V No.1
005V 077V Cooler.
076V PI
PI
H. T. Cooling F.W Pumps PI
Heater
M/E
(165m3/h) PV
No.2
PS 002V TI
Jacket 008V TI
Air Clr. L.O.
034V Cooler 019V
PI No.2 059V 006V 078V
PI PV 082V PI
PI
Pump L.O. No.3
Cooler. 009V TI PV PS No. 2
035V 081V 017V 003V TI No.2
Central
044V 018V Cooler.
PI
007V 079V
Inter. Shaft L. T. Cooling F.W Pumps
Bearing 004V TI
055V (450m3/h)
045V
Issue: 1 Illustration 2.5.2a Central Fresh Water Cooling System

2.5 Fresh Water Cooling Systems Position Description Valve 2.5.2 Central Fresh Water Cooling Systems
Open No.1 High Temp. Pump Suction Valve 016 Introduction

2.5.1 Main Engine Jacket Cooling Fresh Water System
Open No.1 High Temp. Pump Discharge Valve 080 The low temperature central fresh water cooling system works on the closed
The system has two cooling water pumps rated at 165m3/h with a pressure of circuit principle. The system has the following features:
Open No.2 High Temp. Pump Suction Valve 017
3kg/cm2. The system supplies cooling water to the main engine jackets,
cylinder heads and exhaust valves. Open No.2 High Temp. Pump Discharge Valve 081 Three circulating pumps which supply the services at a rate of 450 m3/h at 3 kg/cm2.
Open Pre-heater Inlet Valve 021 A pressure switch on the common pump discharge starts the standby pump
The system operates on a closed circuit principle. The pumps discharge
Open Pre-heater Outlet Valve 020 on low pressure.
through the main engine then through the jacket cooling water pre-heater. The
pre-heater maintains the main engine jacket cooling water temperature when Closed Pre-heater Bypass Valve 025 Two central coolers, which in turn are cooled by sea water.
the main engine is at idle or on low load. Open F.W. Generator Bypass Valve 022 An expansion tank which provides a positive head to the system as well as
Closed F.W. Generator Inlet Valve 023 allowing for thermal expansion.
The hot water from the jacket is then passed through the evaporator, which
performs an initial cooling effect. A three way control valve controls the Closed F.W. Generator Outlet Valve 024 This tank can be topped up from the domestic fresh water system.
temperature by admitting low temperature cooling water into the system, Open Expansion Tank Run Down Valve O36 The pumps receive suction from the system after the coolers at a temperature
depending on the jacket water outlet temperature.
Open Run Down Valve to Pump Suction 059 of approximately 36°C. The temperature is controlled by a three way valve,
which by-passes the coolers at low temperatures.
The system is continually vented at the highest point to the buffer Closed Expansion Tank Drain Valves 094 and 060
unit/expansion tank. There are branches from the main cooling water supply to Water is supplied to the auxiliary engine L.O. and scavenge air coolers directly
each cylinder. Isolating valves are fitted to the inlet and outlet mains for each Operation from the central fresh water circulating pump discharge. The auxiliary engine
cylinder to allow cylinders to be individually isolated for maintenance jacket coolers are supplied from a point just before the return to the pump
purposes. a) Check the system level and replenish if required. suction.
The steam supply to the pre-heater is automatically controlled. b) Start the preheating pump. The system is permanently vented from the highest point of the system to the
expansion tank.
Preparation for the Operation of the Jacket Cooling Water System c) Vent the J.C.W. cooler.
The low temperature cooling water pumps supply the following services :-
a) Replenish the system using the fresh water filling to the d) Vent the pre-heater. Both fresh water coolers which are cooled by sea water.
expansion tank.
Main engine scavenge air coolers.
e) Supply steam to the pre-heater.
b) Ensure all the pressure gauge and instrumentation valves are Main engine L.O. cooler.
open. f) Slowly bring the jacket temperature up to operating temperature.
Cargo pump L.O. coolers.
c) Ensure the F.W. Generator is bypassed. g) Test the system for chemical concentration and add chemicals as Shaft bearing
required.
d) Ensure all the Main Engine individual cylinder inlet and outlet Generator engine jackets, L.O. coolers, air coolers and generators.
valves are open. h) Start one J.C.W. pump. Engine control room air conditioning unit
e) Ensure all main engine individual cylinder vent and drain valves i) Switch the other J.C.W. pump to standby. Both accommodation air conditioning compressors.
are closed. Boiler water sample cooler.
j) When the engine is at full power, steam supply to the pre-heater
f) Set the valves as shown in the tables below. can be isolated and water circulated through the F.W. generator. Workshop air conditioning unit.
Both main air compressors.
k) Vent the F.W. generator.
Refrigeration plant.
Issue: 1 2.5 Fresh Water Cooling Systems - Page 1

Illustration 2.5.2a Central Fresh Water Cooling System
PI
065V
TI PI TI
TI 093V 091V 051V
Low Temp. Fresh Water Expansion Tank Eng.Cont.
066V
Room
A.C. Unit No.1 061V
Condenser A.C. Condenser
067V
094V 036V 060V 062V
047V Work Shop 068V Main Air Compressors TI
PI 027V
TI TI PI A.C. Unit
TI 020V
PI 069V No.2 063V
PI
TI PI M/E Jacket Wtr
TI 092V 090V 050V Pre-Heater 021V 025V 064V

Condenser A.C. Condenser TI
TI
049V 029V
TI PI PI
TI PI No.1 C.O.P.T. 037V
To and From
L.O. Cooler
Boiler Feed Water
Sample Cooler
023V 038V
No. 1 Auxiliary Engine 052V TI
To and From
010V 011V TI
Fresh Water
Heater 022V Generator
Jacket Air Clr.
No.2 C.O.P.T. 039V
L.O. Cooler
030V 040V
Pump L.O. Key
Cooler. Main Engine 024V TI
HT Cooling Water
031V
LT Cooling Water TI
No. 2 Auxiliary Engine 053V TI TI

No.3 C.O.P.T. 041V PI
M/E Air M/E Air L.O. Cooler
012V 014V
Heater Cooler Cooler
056V 057V 042V
Jacket Air Clr. PI
013V TI TI 015V TI
L.O. 032V
Pump
Cooler.
033V PI No.1 PI
PI PV No.1
PI
PV PS
No. 1
054V 001V TI Central
No. 3 Auxiliary Engine 080V 016V No.1
005V 077V Cooler.
076V PI
PI
H. T. Cooling F.W Pumps PI
Heater
M/E
(165m3/h) PV
No.2
PS 002V TI
Jacket 008V TI
Air Clr. L.O.
034V Cooler 019V
PI No.2 059V 006V 078V
PI PV 082V PI
PI
Pump L.O. No.3
Cooler. 009V TI PV PS No. 2
035V 081V 017V 003V TI No.2
Central
044V 018V Cooler.
PI
007V 079V
Inter. Shaft L. T. Cooling F.W Pumps
Bearing 004V TI
055V (450m3/h)
045V
Issue: 1 Illustration 2.5.2a Central Fresh Water Cooling System

Preparation for the Operation of the Low Temperature Cooling Water Open M.E. Scavenge Air Aft Cooler Inlet Valve 012
System
Open M.E. Scavenge Air Aft Cooler Outlet Valve 013
a) Replenish the system from the expansion tank which is filled Open M.E. L.O. Cooler Inlet Valve 009
from the accommodation fresh water system.
Open M.E. L.O. Cooler Outlet Valve 008
b) Ensure all pressure gauge and instrumentation valves are open. Open A.C. & Refrig. Plant Isolating Inlet Valve 010
c) Set up valves as shown in the tables below. Open A.C. & Refrig. Plant Isolating Outlet Valve 011
Open No.1 A.C. Condenser Inlet Valve 027
Open No.1 A.C. Condenser Outlet Valve 026
Open No.1 L.T. Cooling Water Pump Suction Valve 005
Open No.1 A.C. Plant to Expansion Tank 051
Open No.1 L.T. Cooling Water Pump Discharge Valve 077
Open No.2 A.C. Condenser Inlet Valve 029
Open No.2 A.C. Condenser Outlet Valve 028
Open No.2 L.T. Cooling Water Pump Discharge Valve 078
Open No.2 A.C. Plant to Expansion Tank 050
Open No.3 L.T. Cooling Water Pump Discharge Valve 079 Open No.1 Dom. Ref. Condenser Inlet Valve 047
Open Recirculating Valve 019 Open No.1 Dom. Ref. Condenser Outlet Valve 046
Open No.1 Central Cooler Inlet Valve 002 Open Cooling Water Controller Inlet Valve 091
Open No.1 Central Cooler Outlet Valve 001
Open No.2 Dom. Ref. Condenser Inlet Valve 049
Closed No.2 Central Cooler Inlet Valve 004
Open No.2 Dom. Ref. Condenser Outlet Valve 048
Closed No.2 Central Cooler Outlet Valve 003
Open Cooling Water Controller Inlet Valve 090
Open No.1 Cargo Pump L.O. Cooler Inlet Valve 038
Open No.1 Cargo Pump L.O. Cooler Outlet Valve 037 Open Shaft Bearing Inlet Valve 045
Open No.2 Cargo Pump L.O. Cooler Inlet Valve 040 Open Shaft Bearing Outlet Valve 044
Open No.2 Cargo Pump L.O. Cooler Outlet Valve 039 Open No.1 Generator Engine Cooler Inlet Valve 031
Open No.3 Cargo Pump L.O. Cooler Inlet Valve 042 Open No.1 Generator Engine Cooler Outlet Valve 030
Open No.3 Cargo Pump L.O. Cooler Outlet Valve 041 Open No.2 Generator Engine Cooler Inlet Valve 033
Open No.1 Main Compressor Cooler Inlet Valve 062 Open No.2 Generator Engine Cooler Outlet Valve 032
Open No.1 Main Compressor Cooler Outlet Valve 061
Open No.3 Generator Engine Cooler Inlet Valve 035
Open No.2 Main Compressor Cooler Inlet Valve 064
Open No.3 Generator Engine Cooler Outlet Valve 034
Open No.2 Main Compressor Cooler Outlet Valve 063
Open No.1 Gen. Engine to Expansion Tank 052
Open E.C.R. A.C. Unit Inlet Valve 067
Open E.C.R. A.C. Unit Outlet Valve 066 Open No.2 Gen. Engine to Expansion Tank 053
Open Workshop A.C. Unit Inlet Valve 069 Open No.3 Gen. Engine to Expansion Tank 054
Open Workshop A.C. Unit Outlet Valve 068 Closed Expansion Tank Drain Valves 094 and 060
Closed Vent Valve 065 Open Expansion Tank Run Down Valves 036 and 076
Open M.E. Scavenge Air Forward Cooler Inlet Valve 014
Open M.E. Scavenge Air Forward Cooler Outlet Valve 015
Issue: 1 2.5 Fresh Water Cooling Systems - Page 2

Illustration 2.6.1a Main Engine F.O. Service System.
Key
Marine Diesel Oil
Fuel Oil
Saturated Steam
D.O. H.F.O.
Service Tank Service Tank Condensate
(34.4m3) (91.7m3)
Electrical Signal
002V 003V
Control Air
Engine
To 7RTA624 Indicator
F.O. Drain Tank Filter
Compensating
Tank
Flowmeter
M/E And A/E

From A/E. F.O. Supply Unit 001V 15kg/cm2 019V
To Save All
Flowmeter
Control
Air
Drain to F.O. To A/E.

Drain Tank
PDS
018V
PI PI
F.O. Deaerator
FAO10 FAO11
FAO12 FAO13 FAO17 Viscosity FAO15
M Supply Pumps No.1 Heater No.2 Heater Unit
F.O. Circulating FAO16

020V
Bypass Filter Pumps
To Aux.
Engines To Saveall
To Saveall
To Condensate
Drain System
Saturated
Steam
Issue: 1 Illustration 2.6.1a Main Engine Fuel Oil Service System

2.6 Fuel Oil and Diesel Oil Service Systems Fuel oil is drawn from the deaerator by one of two fuel oil circulating pumps. Open Back-flush Filter Inlet Valve
The second pump will be on automatic stand-by, and will start in the event of
2.6.1 Main Engine Fuel Oil Service System Open Back-flush Filter Outlet Valve
discharge pressure drop or voltage failure of the running pump. The fuel oil
circulating pumps discharge through one of a pair of fuel oil heaters where the Closed Bypass Filter Inlet Valve
Introduction
oil is heated to a temperature corresponding to a viscosity of 12cSt using steam
Closed Bypass Filter Outlet Valve
Fuel oil is stored on board in five fuel oil storage tanks, and then transferred to at 6kg/cm2.
a fuel oil settling tank, when required, by a fuel oil transfer pump After fuel oil Open Pressure Control Valve Inlet Valve
has been transferred to the settling tank, any water or other sediment is drained The heated fuel oil then passes through the viscosity controller which controls
Open Pressure Control Valve Outlet Valve
off using a self closing test cock. steam to the heater. The oil is then supplied to flow meters, one supplying the
generator engines, and the other to the main engine fuel rail, via the indicator Closed Pressure Control Valve By-pass Valve
From the fuel oil settling tank, fuel oil can be supplied direct to the boiler and filters, and into the suction side of the main engine high pressure fuel oil
is centrifuged in one of three F.O. purifiers to the fuel oil service tank. Fuel oil Open Main Flow Meter Inlet Valve
injection pumps. A control valve regulates the pressure at the main engine rail,
is supplied to the main engine and generator diesel engines from the fuel oil diverting excess pressure to the F.O. damping unit. A valve is fitted on this Open Main Flow Meter Outlet Valve
service tank, using a combined fuel supply system. The main engine and three section of line to flush the system back to the service tank when changing over
auxiliary engines are designed to run on F.O. at all times. One of the fuel oil to diesel when at a standstill. Closed Main Flow Meter By-pass Valve
purifiers will be running at all times, with the throughput balanced to match the Open No.1 F.O. Circulating Pump Suction Valve
fuel consumption of the main engines and generator diesel engines. The high pressure fuel oil lines on the engine are sheathed, any leakage from
the annular spaces formed by the sheathing is lead to a fuel oil leakage tank Open No.1 F.O. Circulating Pump Discharge Valve
All outlet valves from all fuel tanks are remote quick closing valves with a
collapsible bridge which can be pneumatically operated from the fire control fitted with a high level alarm which gives advance warning of a leaking fuel Open No.2 F.O. Circulating Pump Suction Valve
station. After being tripped from the fire control station the valves must be reset injection pipe.
Open No.2 F.O. Circulating Pump Discharge Valve
locally. Each tank is also fitted with a self closing test cock to test for the
presence of water and to drain any water present. Tundishes under the self Preparation for the Operation of the Main Engine Fuel Oil Service System: Open No.1 F.O. Heater Inlet Valve FA010
closing test cock drain any test liquid to the waste oil tank. All tanks and heaters Open No.1 F.O. Heater Outlet Valve FA011
a) Put a F.O. purifier in use, filling the service tank from the settling
are supplied with steam at 6kg/cm2 from the ship’s steam supply, with
tank. Closed No.2 F.O. Heater Inlet Valve FA012
condensate flowing to the observation tank which is fitted with an oil detection
unit. Closed No.2 F.O. Heater Outlet Valve FA013
b) Ensure that the filters are clean.
The steam supply to both F.O. supply heaters is controlled by a viscosity Open Viscosity Controller Inlet Valve FA014
controller. All fuel oil pipe work is trace heated by small bore steam pipes laid c) Ensure that all the instrumentation valves are open.
adjacent to the fuel oil pipe and encased in the same lagging. Open Viscosity Controller Outlet Valve FA015
The following procedure illustrates starting from cold with the system charged Open Viscosity Controller By-pass Valve FA016
Heated and filtered fuel oil is supplied to the main engine and generator engines with diesel oil and in a shut down condition.
from the fuel oil service tank (under abnormal conditions the settling tank can Open M.E. Master F.O. Inlet Valve
be used). Fuel oil from the fuel oil service tank, is supplied to one of two fuel Set up the valves as in the following table: Open M.E. Outlet Valve
oil supply pumps. The second pump will be on automatic stand-by, and will
start in the event of discharge pressure drop or voltage failure of the running Position Description Valve Closed M.E. By-pass Valve 001
pump. The fuel oil supply pumps discharge through the fuel oil auto back flush Open Deaerator Return Valve to Service Tank
filter with a by-pass basket filter for use during maintenance on the main filter. Closed H.F.O. Service Tank Suction Quick Closing Valve O03
The filter is an automatic self cleaning filter with an air operated cleaning Open Return Flow Meter Inlet Valve
Open Diesel Oil Tank Suction Valve O02
mechanism activated by an increasing differential pressure. The debris Open Return Flow Meter Outlet Valve
discharged from the auto filter is piped to the fuel oil overflow tank.The fuel Open Diesel Oil Suction Valve O20
then flows to the F.O. deaerator unit. A pressure relief valve on the supply Closed Return Flow Meter By-pass Valve
Open Fuel Oil Suction Valve O18
pump discharge maintains the supply pump’s discharge pressure at 5kg/cm2 by Open Pressure Control Valve Discharge to Service Tank.
recirculating oil from the pump discharge back to the suction. Open No.1 Supply Pump Suction Valve
Open No.1 Supply Pump Discharge Valve
Open No.2 Supply Pump Suction Valve
Open No.2 Supply Pump Discharge Valve
Issue: 1 2.6.1 Main Engine Fuel Oil Service System - Page 1

Illustration 2.6.1b Viscosity-Temperature Graph
TEMPERATURE 0C
-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
elO
il
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
KINEMATIC VISCOSITY - Centistokes
KINEMATIC VISCOSITY - Centistokes

100 100 100
50 50 50
Boiler Atomization Viscosity

usually between 15 and 65 centistokes
M
ar
ine
Di
es
el
20 O il 20 20
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 0C
Issue: 1 Illustration 2.6.1b Viscosity - Temperature Graph

Procedure to Start Up the Main Engine F.O. Service System and Change A major repair of the fuel oil system etc. Change-over from Heavy Fuel to Diesel Oil During Running.
Over to H.F.O.
A docking.
To protect the fuel oil injection equipment against rapid temperature changes,
a) Supply steam heating to the H.F.O. service tank. More than five days stoppage. which may cause scuffing with the risk of sticking of the fuel valves and of the
fuel pump plungers and suction valves, the changeover to diesel oil is
b) Open all the individual fuel inlet valves on the M.E. fuel inlet Environmental legislation requiring the use of low sulphur fuels.
performed as follows (manually):
main.
Change-over can be performed at any time, with engine running or engine
c) Open the main H.F.O. Suction Valve 003V. standstill. a) Ideally the fuel in the D.O. service tank should be 50ºC.
d) Supply trace heating to the fuel oil service system pipe lines. In order to prevent fuel pump and injector sticking/scuffing, poor combustion, b) Shut off the steam supply to the fuel oil pre-heater and heat
fouling of the gas ways. It is very important to carefully follow the change- tracing.
! CAUTION over procedures.
Trace heating should not be applied to sections of pipeline isolated by c) Reduce the engine load to 75% of MCR load.
closed valves on the F.O. side as damage could occur due the expansion Change-over from Diesel Oil to Heavy Fuel During Running
of the contents. d) Change to diesel oil when the temperature of the heavy oil in the
To protect the injection equipment against rapid temperature changes, which pre-heater has dropped to about 25ºC above the temperature in the
e) Manually start supplying steam to the on line F.O. heater. diesel oil service tank, however, not below 75ºC.
may cause sticking/scuffing of the fuel valves and of the fuel pump plungers
f) Supply air pressure to the buffer unit. and suction valves, the change-over is carried out as follows (manually):
e) Open diesel oil supply valve 020V. Close H.F.O. supply valve
g) Start one fuel oil supply pump. a) First, ensure that the heavy oil in the service tank is at normal 018.
h) Start one circulating pump. temperature level.

Fuel oil is now led to the supply pumps.
i) Raise the temperature to about 75ºC. b) Reduce the engine load to 75% of normal. Then, by means of the
thermostatic valve in the steam system, or by manual control of (Note ! If, after the change-over, the temperature (at the pre-heater) suddenly
j) Start the viscosity controller. the viscosity regulator, the diesel oil is heated to maximum 60-80ºC, drops considerably, the transition must be moderated by supplying a little
in order to maintain the lubrication ability of the diesel oil and in steam to the pre-heater, which now contains diesel oil.)
k) Open the M.E. Bypass valve 001V
this way minimise the risk of plunger scuffing and the consequent
l) D.O. will now be expelled to the H.F.O. service tank, at the same risk of sticking. This preheating should be regulated to give a Change-over from Heavy Fuel to Diesel Oil during Standstill
time drawing in H.F.O. from the service tank. temperature rise of about 2ºC per minute. a) Stop the preheating.
m) Continually raise the temperature manually. c) Due to the above mentioned risk of sticking/scuffing of the fuel b) Stop trace heating.
n) When the set point is reached on the viscosity controller, change injection equipment, the temperature of the heavy fuel oil in the
it's setting to auto. service tank must not be more than 25ºC higher than the heated Regarding temperature levels before change-over, see 'Change-over from
diesel oil in the system (60-80ºC) at the time of changeover. Heavy Fuel to Diesel Oil during Running'.
o) Change the operation of the steam control valve to auto. Open
steam inlet valve fully. (Note ! The diesel oil viscosity should not drop below 2cSt, as this might cause c) Open diesel oil supply valve 020.
fuel pump and fuel valve scuffing, with the risk of sticking.)
H.F.O. is now circulating through the system. d) Close Fuel Oil supply valve 018.
d) For some light diesel oils (gas oil), this will limit the upper
p) Switch the other F.O. supply pump to standby. temperature to somewhat below 80ºC. When 60-80ºC has been e) Open main return valve to the H.F.O. tanks. so that the fuel oil is
reached, the change to heavy oil is performed by turning the pumped to the F.O. service tank. Ensure that there is sufficient
q) Switch the other F.O. circulating pump to standby. change-over cock. Open fuel oil supply valve 018V. Close diesel ullage in the service tank.
Fuel change-over oil supply valve 020V.
f) When the heavy fuel oil is replaced by diesel oil, close the above
The Main Engine is designed to run on H.F.O. at all times. However, change- The temperature rise is then continued at a rate of about 2ºC per minute, until return valves.
over to diesel oil can become necessary if, for instance, the vessel is expected reaching the required viscosity.
to have a prolonged inactive period with a cold engine, i.e. due to: g) Stop the viscosity controller.
h) Stop the fuel oil pumps.
Issue: 1 2.6.1 Main Engine Fuel Oil Service System - Page 2

Illustration 2.6.2a Auxiliary Engine F.O. Service System.
Key
010V
Fuel Oil
No.1 Gen.
008V
Engine
Marine Diesel Oil
009V D.O. H.F.O.
Service Tank Service Tank Saturated Steam
011V
(34.4m3) (91.7m3)
Condensate
002V 003V
Air
010V 8kg/cm2
No.2 Gen.
008V Engine
009V
011V
Main Engine and Auxiliary Engine

010V F.O. Supply Unit From M.E.
No.3 Gen.
008V Flowmeter.
Engine
009V
PDS To Save All
H.F.O.
011V Supply
Pumps To M/E
To 018V
Overflow Tank PI PI
Deaerator
Viscosity
Unit
020V H.F.O.
Circulating Heater Heater
Pumps
PI PS
To Save All
D.O.Supply Pumps
Flowmeter.
161V
To Condensate
G.S. Air Drain System
017V
Saturated
Steam
Issue: 1 Illustration 2.6.2a Auxiliary Engine Fuel Oil Service System

2.6.2 Auxiliary Engines Fuel Oil Service System Preparation for the Operation of the Auxiliary Engines Fuel Oil Service Open No.2 F.O. Circulating Pump Suction Valve
System
Open No.2 F.O. Circulating Pump Discharge Valve
Introduction
a) Put a F.O. purifier in use, filling the service tank from the settling Open No.1 F.O. Heater Inlet Valve FA010
Fuel oil is supplied to the generator diesel engines from the fuel oil service tank.
Open No.1 F.O. Heater Outlet Valve FA011
tank, using a fuel supply line from the combined system. The three auxiliary
engines are designed to run on F.O. at all times. b) Ensure that the filters are clean. Closed No.2 F.O. Heater Inlet Valve FA012
Closed No.2 F.O. Heater Outlet Valve FA013
The steam supply to both F.O. supply heaters is controlled by a viscosity c) All engines are stopped.
controller. All fuel oil pipe work is trace heated by small bore steam pipes laid Open Viscosity Controller Inlet Valve FA014
adjacent to the fuel oil pipe and encased in the same lagging. d) Ensure that all instrumentation valves are open.
Open Viscosity Controller Outlet Valve FA015
Heated and filtered fuel oil is supplied to the main engine and generator The following procedure illustrates starting from cold with the system charged Open Viscosity Controller By-pass Valve FA016
engines from the fuel oil service tank (under abnormal conditions the settling with diesel oil and in a shut down condition.
Open No.1 Generator Engine F.O. Inlet Valve 008
tank can be used). Fuel oil from the fuel oil service tank is supplied to one of
two fuel oil supply pumps. The second pump will be on automatic stand-by, Set up valves as in the following table: Open No.2 Generator Engine F.O. Inlet Valve 006
and will start in the event of discharge pressure drop or voltage failure of the
running pump. The fuel oil supply pumps discharge through the fuel oil auto Position Description Valve Open No.3 Generator Engine F.O. Inlet Valve 004
back flush filter with a by-pass basket filter for use during maintenance on the Open No.1 Generator Engine F.O. Return Valve 009
Closed H.F.O. Service Tank Suction Quick Closing Valve O03
main filter. The filter is an automatic self cleaning filter with an air operated
cleaning mechanism activated by an increasing differential pressure. The Open Diesel Oil Tank Suction Valve O02 Open No.2 Generator Engine F.O. Return Valve 007
debris discharged from the auto filter is piped to the fuel oil overflow tank.The Open No.3 Generator Engine F.O. Return Valve 005
Open Diesel Oil Suction Valve O20
fuel then flows to the F.O. deaerator unit. A pressure relief valve on the supply
pump discharge maintains the supply pump’s discharge pressure at 5kg/cm2 by Open Fuel Oil Suction Valve O18 Open Return Flow Meter Inlet Valve
recirculating oil from the pump discharge back to the suction. Open Return Flow Meter Outlet Valve
Fuel oil is drawn from the deaerator by one of two fuel oil circulating pumps. Open No.1 Supply Pump Discharge Valve Closed Return Flow Meter By-pass Valve
The second pump will be on automatic stand-by, and will start in the event of Closed M.E. By-pass Valve 001
discharge pressure drop or voltage failure of the running pump. The fuel oil
circulating pumps discharge through one of a pair of fuel oil heaters where the Open No.2 Supply Pump Discharge Valve Procedure to Start Up the Auxiliary Engines F.O. Service System and
oil is heated to a temperature corresponding to a viscosity of 12cSt using steam Change Over to H.F.O.
Open Back-flush Filter Inlet Valve
at 6kg/cm2.
Open Back-flush Filter Outlet Valve a) Supply steam heating to H.F.O. service tank.
The heated fuel oil then passes through the viscosity controller which controls
Closed Bypass Filter Inlet Valve b) Supply trace heating to the fuel oil service system pipe lines.
steam to the heater. The oil is then supplied to flow meters, one supplying the
generator engines, and the other to the main engine fuel rail, via the indicator Closed Bypass Filter Outlet Valve
filters, and into the suction side of the generator engine high pressure fuel oil ! CAUTION
Open Pressure Control Valve Inlet Valve Trace heating should not be applied to sections of pipeline isolated by
injection pumps. A control valve regulates the pressure at the main engine rail,
diverting excess pressure to the F.O. damping unit. A valve is fitted on this Open Pressure Control Valve Outlet Valve closed valves on the F.O. side as damage could occur due the expansion
section of line to flush the system back to the service tank when changing over of the contents.
Closed Pressure Control Valve By-pass Valve
to diesel when at a standstill.
Open Auxiliary Flow Meter Inlet Valve c) Manually start supplying steam to the on line H.F.O. heater.
The high pressure fuel oil lines on the engine are sheathed. Any leakage from
the annular spaces formed by the sheathing is lead to a fuel oil leakage tank Open Auxiliary Flow Meter Outlet Valve d) Start one fuel oil supply pump.
fitted with a high level alarm which gives advance warning of a leaking fuel Closed Auxiliary Flow Meter By-pass Valve
injection pipe. e) Start one circulating pump.
Open No.1 F.O. Circulating Pump Suction Valve
Open No.1 F.O. Circulating Pump Discharge Valve f) Raise the temperature to about 75ºC.
Issue: 1 2.6.2 Auxiliary Engines Fuel Oil Service System - Page 1

Illustration 2.6.2a Auxiliary Engine F.O. Service System.
Key
010V
Fuel Oil
No.1 Gen.
008V
Engine
Marine Diesel Oil
009V D.O. H.F.O.
Service Tank Service Tank Saturated Steam
011V
(34.4m3) (91.7m3)
Condensate
002V 003V
Air
010V 8kg/cm2
No.2 Gen.
008V Engine
009V
011V
Main Engine and Auxiliary Engine

010V F.O. Supply Unit From M.E.
No.3 Gen.
008V Flowmeter.
Engine
009V
PDS To Save All
H.F.O.
011V Supply
Pumps To M/E
To 018V
Overflow Tank PI PI
Deaerator
Viscosity
Unit
020V H.F.O.
Circulating Heater Heater
Pumps
PI PS
To Save All
D.O.Supply Pumps
Flowmeter.
161V
To Condensate
G.S. Air Drain System
017V
Saturated
Steam
Issue: 1 Illustration 2.6.2a Auxiliary Engine Fuel Oil Service System

g) Start the viscosity controller. Changing Over Fuel When Auxiliary Engine(s) Are Running
h) Operate the change over cocks. to divert the return oil to the Procedures similar to that used for the main engine (section 2.6.1) could be
service tank. used, but it would be more advisable to change over fuel supply when the
vessel’s power is being supplied by an auxiliary engine running on D.O.
i) Continually raise the temperature manually. supplied by the emergency fuel pump and system.
j) When the set point is reached on the viscosity controller, change

the operation of the steam control valve to auto.
k) Open the steam inlet valve fully.
H.F.O. is now circulating through the system.
l) Operate the change over cock to divert the fuel to the return pipe.
Change-over from Heavy Fuel to Diesel Oil During Standstill
a) Stop the preheating.
b) Stop the trace heating.
Regarding temperature levels before change-over, see 'Change-over from

Heavy Fuel to Diesel Oil during Running'. in section 2.6.1
c) Open the diesel oil supply valve 020 in the supply unit.
d) Open the D.O. service tank suction valve 002.
e) Close the H.F.O. service tank suction valve 003.
f) Operate the return change over cock to divert the fuel to the
H.F.O. service tank. Ensure that there is sufficient ullage in the
service tank.
g) When the heavy fuel oil is replaced by diesel oil, close the change
over cock.
h) Operate the return change over cock to divert the fuel to the return
pipe.
If the auxiliary engines are going to operate on D.O. at this stage, operate the
inlet and outlet change over cocks for each engine.
i) Stop the viscosity controller.
j) Stop the fuel oil pumps if system is not required.
Issue: 1 2.6.2 Auxiliary Engines Fuel Oil Service System - Page 2

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
To F.D. Fan
Control
D.O. H.F.O.
030V 031V Service Service H.F.O.
TS 013V
No.1 Aux. 002V Tank Tank Settling Mixing
Boiler TI PI (34.4m3) (91.7m3) Tank Tube
DPT
No.1 Boiler No.1 F.O

PI
No.2 Boiler 034V
Ignition Pump Heater
Ignition Pump
010V 007V
PI PI
S
030V 031V 009V
054V 051V
PI
H.F.O.
PS Supply Unit
To To F.O. Dosing Unit
PT
Bilge Tank
PI
From Compressed
Air System PT TS PS TT TT
PI TI
From Steam
System 022V 032V 021V 014V PI
From Compressed
Air System 023V
012V
039V
S
To Condensate TI PI
System 027V
No.2 F.O
PI 071V 052V 015V
To F.D. Fan Heater
Control
016V
011V 044V
TS
No.2 Aux.
DPT Boiler
To Key
Bilge Tank
Fuel Oil
Marine Diesel Oil

PI
PS Compressed Air
PT
Electrical Signal
From Compressed
Air System
Saturated Steam
PI TI
From Steam Condensate
System 024V 033V 020V
From Compressed
Air System 025V
To Condensate
System 026V
Issue: 1 Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System

2.6.3 Auxiliary Boilers Fuel Oil System Preparation for the Operation of Auxiliary Boilers Fuel Oil Service System
Introduction a) Ensure the filters are clean.
b) Ensure that all instrumentation valves are open.

Fuel oil is stored on board in five fuel oil storage tanks, and then transferred to
a fuel oil settling tank, when required, by a fuel oil transfer pump After fuel oil The following procedure illustrates starting from cold with the system charged
has been transferred to the settling tank, any water or other sediment is drained with diesel oil and in a shut down condition.
off, using a self closing test cock. Fuel oil is supplied directly to the boilers
from the fuel oil settling tank. Set up the valves as in the following table:

Diesel oil can be supplied to the boilers from the diesel oil service tank for
starting from cold. Open Settling Tank Suction Quick Closing Valve 001
Open D.O. Service Tank D.O. / H.F.O. Change Over Cock 051
The steam supply to both F.O. supply heaters is controlled by a temperature
controller. All fuel oil pipe work is trace heated by small bore steam pipes laid Open D.O. Cross Over to H.F.O. Suction Line 036
adjacent to the fuel oil pipe and encased in the same insulation. Open Diesel Oil Service Tank Suction Quick Closing Valve 003
Fuel oil from the fuel oil settling tank is supplied to one of two fuel oil pumps. Open Inlet Valve to Flowmeters 020, 021
The second pump will be on automatic stand-by and will start in the event of Open Outlet Valve from Flow-meter 022, 024
a discharge pressure drop or a voltage failure of the running pump. The fuel oil
pumps take suction from the settling tank. A pressure control valve, with its Closed Flow-meter By-Pass Valve 02, 025
sensing point on the pump discharge, maintains the pump discharge pressure at Open No.1 F.O. Pump Suction Valve
20 kg/cm2 by recirculating oil from the pump discharge back to the mixing
tube. The oil in the mixing tube returns to the pump suction after the flow- Open No.1 F.O. Pump Discharge Valve
meter. The vent from the mixing tube returns to the H.F.O. settling tank. Open No.2 F.O. Pump Suction Valve
The fuel oil pump’s discharge through one of a pair of fuel oil heaters where Open No.2 F.O. Pump Discharge Valve
the oil is heated to the required temperature.
Closed No.1 F.O. Heater Inlet Valve 010
The oil is fed to both boilers via a pressure control valve, controlled by the Closed No.1 F.O. Heater Outlet Valve 013
boiler steam pressure. When the boilers are in a standby condition a solenoid
Closed No.2 F.O. Heater Inlet Valve 011
valve on the return line automatically opens to circulate fuel back to the air
separator, keeping the fuel oil at working temperature immediately before the Closed No.2 F.O. Heater Outlet Valve 012
burner. On the recirculating line is a change over cock, where the fuel can be
Open F.O. Heaters By-Pass Valve 014
diverted from returning to the air separator to either the H.F.O. settling tank or
D.O. service tank. This changeover cock would normally be used for flushing Closed Both F.O. Heater Vent Valves 002, 039
fuel oil back to the H.F.O. tank when changing from D.O. to H.F.O. or vice
Closed Both F.O. Heater Drain Valves 007, 044
versa.
Open Inlet Valve to No.1 Boiler Burner before Solenoid Valve
Each boiler has a pilot burner pump which takes suction from the D.O. service
Open No.1 Boiler Recirculating Valve 027
tank via the pump suction filter.
Open Inlet Valve to No.2 Boiler Burner before Solenoid Valves
A steam connection is fitted to the F.O. line to the burner after the double shut
off solenoid valves, for automatic purging of the burner prior to shut down. Open No.2 Boiler Recirculating Valve 026
Open No.1 Pilot Burner Pump Suction Valve 030
Open No.2 Pilot Burner Pump Suction Valve 031
Open No. 1 Pilot Burner Pump Discharge Valve 049
Open No. 2 Pilot Burner Pump Discharge Valve 050
Issue: 1 2.6.3 Auxiliary Boilers Fuel Oil System - Page 1

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System
To F.D. Fan
Control
D.O. H.F.O.
030V 031V Service Service H.F.O.
TS 013V
No.1 Aux. 002V Tank Tank Settling Mixing
Boiler TI PI (34.4m3) (91.7m3) Tank Tube
DPT
No.1 Boiler No.1 F.O

PI
No.2 Boiler 034V
Ignition Pump Heater
Ignition Pump
010V 007V
PI PI
S
030V 031V 009V
054V 051V
PI
H.F.O.
PS Supply Unit
To To F.O. Dosing Unit
PT
Bilge Tank
PI
From Compressed
Air System PT TS PS TT TT
PI TI
From Steam
System 022V 032V 021V 014V PI
From Compressed
Air System 023V
012V
039V
S
To Condensate TI PI
System 027V
No.2 F.O
PI 071V 052V 015V
To F.D. Fan Heater
Control
016V
011V 044V
TS
No.2 Aux.
DPT Boiler
To Key
Bilge Tank
Fuel Oil
Marine Diesel Oil

PI
PS Compressed Air
PT
Electrical Signal
From Compressed
Air System
Saturated Steam
PI TI
From Steam Condensate
System 024V 033V 020V
From Compressed
Air System 025V
To Condensate
System 026V
Issue: 1 Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System

Procedure to Start Up the Boiler F.O. Service System and Change Over The boiler is designed to operate and remain on standby using H.F.O. Change
to H.F.O. over to D.O. is only necessary when maintenance is required and for long
periods of shut down, such as refit.
a) Start one boiler fuel oil pump.
j) After the boiler is firing on H.F.O. put the other F.O. pump on
b) Flash up the boiler on D.O. using atomising air. auto start.
When steam is available: (Note ! Change over to H.F.O. can take place while still firing the boiler. The
recirculating line would remain lined up to the air separator and the fuel would
a) Open supply steam heating to H.F.O. settling tank. change over by normal usage. However, this could lead to unstable flame
conditions due to incorrect temperature settings at the heater.)
b) Open supply trace heating to the fuel oil service system pipe lines.
! CAUTION
! CAUTION Do not change to steam atomising until the system is charged with H.F.O.
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the F.O. side, as damage, such as blown flange joints,
could occur due the expansion of the contents.
When enough pressure is available:
a) Stop firing the boiler.
b) Open the selected F.O. heater inlet and outlet valves.
c) Manually start supplying steam to the selected on line F.O. heater.
d) Operate suction change over cock 051V to take suction from the
H.F.O. settling tank.
e) Close the D.O. suction crossover valve 036V.
f) Operate the return change over cock 034V to direct the returns to
the H.F.O. settling tank.
D.O. will now be expelled to the H.F.O. settling tank, at the same time drawing
in H.F.O. from the settling tank.
g) Continually raise the F.O. temperature manually.
h) Change the operation of the heater steam control valve to auto by

opening the steam inlet valve fully.
i) When the D.O. has been expelled,operate the return change over
cock to direct the return oil to the air separator.
H.F.O. is now circulating through the system.
The boiler is now ready for firing on H.F.O. using steam atomising.
Issue: 1 2.6.3 Auxiliary Boiler Fuel Oil System - Page 2

Illustration 2.6.4a Incinerator Fuel Oil Service System
Waste Oil
Settling Tank
Incinerator EA005V
LI D.O. Tank
LAL LS
004V
Waste Oil Tank

For Incinerator
Exhaust to
Funnel
M
Flue Gas Fan
Flue Gas Damper

W.O. Supply Pump
XA
XS
From Control Air System
Key
D.O. Supply Pump
018V
Sludge
0.5 Bar 053V
Marine Diesel Oil
Combustion Air
Chamber 019V
Electrical Signal
Issue: 1 Illustration 2.6.4a Incinerator Fuel Oil Service System

2.6.4 Incinerator Fuel Oil System Procedure for the Operation of Transferring Waste Oil to the Incinerator Waste
Oil Settling Tank:
The incinerator burner is supplied with D.O. from the incinerator D.O. service
tank. This is used to burn garbage and to assist the burning of waste oil which a) All valves are closed.
is injected through a rotary cup burner.
b) Open supply steam to the heating coils of the tanks to be
A waste oil service tank for the incinerator is filled from the waste oil settling transferred.
tank and supplies the incinerator steam assisted sludge burner via the oil
c) Open supply steam to the steam tracing lines.
pressure pump.
d) Open the one of the following suction valves.
The incinerator waste oil settling tank is supplied by either the sludge or bilge
transfer pumps. These pumps also discharge to the shore connections and Description Valve
residual tank connections.
C.O.P.T. oil sumps BM067
The sludge pump takes suction from the following: Purifier sludge tank BM020
C.O.P.T oil sumps. Fuel oil drain tank BM021
Purifier sludge tank. Dirty bilge tank BM022, BMO25
Fuel oil drain tank. Sludge Tank BM023
Dirty bilge tank. L.O. drain tank. BM024
Sludge tank.
e) Ensure that the sludge pump suction filter is clean.
L.O. drain tank.
f) Set up the remaining valves as in the table below:
If necessary the bilge transfer pump can supply the waste oil tank from the
bilge system and bilge holding tank. Position Description Valve
Open Sludge Pump Discharge Valve BM027
Open Incinerator Waste Oil Tank Inlet Valve BM037
Closed Bilge pump discharge valve BM031
Closed Inlet Valve to O.W.S. Overboard Discharge BM069
Closed Residual Tank Filling valve
Closed Incinerator Waste Oil Service Tank Valve BM035
Closed Incinerator Waste Oil Service Tank Drain Valve FA005
g) Start the sludge pump.
h) Stop the sludge pump when the waste oil settling tank is at
maximum working level.
i) Shut off the steam heating.
j) Open the supply steam heating to the incinerator waste oil tank.
k) Shut off the steam tracing.
l) When the line has cooled, shut all the isolating valves.
Issue: 1 2.6.4 Incinerator Fuel Oil System - Page 1

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
032V 003V 004V 030V
5.5kg/cm2
To F.O Overflow 031V 016V 012V
017V 028V
048V
Tank
008V 013V
047V
010V 009V 011V 013V 012V 006V 005V
Upper Deck
No. 1 H.F.O No. 1 H.F.O

Bunker Tank No. 2 H.F.O No. 3 H.F.O D.O. Service H.F.O. Service H.F.O. Settling No. 2 H.F.O Bunker Tank
(Port) Bunker Tank Bunker Tank Tank Tank Tank Bunker Tank (Starboard)
(Port) (Port) (Starboard)
TT TIAH TT TIAH
LI LT LI LT
LI LT TI LI LT TI LI LT TI LI LT LI LT LI LT
008V
004V 006V LS LAH LS LAH LS LSH
002V 010V 040V
LS LAL LS LAL LS LSL
033V
To Purifier
032V Feed Pump
028V
029V
014V 027V
P 034V P
Key
XS
Heavy Fuel Oil
PV D.O Transfer Pump F.O Transfer Pump PV
50m3/h 50m3/h
Marine Diesel Oil
To No. 3 H.F.O
Purifier Feed Pump 016V 011V Electrical Signal
030V
017V 018V 015V
025V 026V
031V 024V
H.F.O.
D.O. Storage D.O. Storage Overflow
Tank (P) Tank (S) Tank
LS LAH LS LAH
FT037V FT038V FT036V
Issue: 1 Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System

2.7 Fuel Oil and Diesel Oil Transfer Systems F.O. System Tanks k) Complete the pre-transfer check list.
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System Heavy Fuel Oil Tanks l) All personnel involved should be aware of the contents of the
Chief Engineers bunker loading plan.
Introduction Compartment Capacities (S.G. 0.980)
m) The Chief Engineer is responsible for bunker loading operations,
Fuel oil, for all purposes on board the ship, is stored in five fuel oil bunker Volume 100% (m3) Weight 98% (Tons) assisted at all times by a sufficient number of officers and ratings
tanks located forward of the engine room on the port side and starboard side. No.1 H.F.O. Tank (Port) 709.4 695.2 to ensure the operation is carried out safely.
From the storage tanks, fuel oil is transferred to a fuel oil settling tank where No.1 H.F.O. Tank (Starboard) 646.1 633.2
it is allowed to settle prior to being purified into the fuel oil service tank. Fuel No.2 H.F.O. Tank (Port) 304.3 298.3 n) A watch should be kept at the manifold during loading.
oil is supplied to the main engine and the generator engine from the fuel oil No.2 H.F.O. Tank (Starboard) 1084.0 1106.1
service tank. The boilers are supplied directly from the settling tanks. No.3 H.F.O. Tank 684.7 671.0 o) Personnel must be in radio contact with the shore and engine
H.F.O. Settling Tank 91.7 89.9 room.
The fuel oil storage tanks are filled from a fuel oil bunkering line located at the H.F.O. Service. Tank 91.7 89.9
cargo manifold. The bunkering line is fitted with a relief valve set at Total 3611.9 3583.6 p) The maximum pressure in the bunker line should be below
5.5kg/cm2, which discharges into the fuel oil overflow tank. The fuel oil 5.5 kg/cm2 at which point the line relief valve will discharge to
transfer pump is located forward on the engine room floor and is used to Preparation and Procedure for Loading and Transfer of Bunkers the F.O. overflow tank.
transfer F.O. from the storage tanks to the settling tanks at a rate of 50 m3/h and
a pressure of 5.0 kg/cm2. It is possible to use the diesel oil transfer pump for Before and during bunkering, the following steps should be complied with: q) Safe means of access to barges / shore shall be used at all times.
fuel oil service, and vice versa in an emergency. The spectacle pieces
separating the suction lines and discharge lines are normally closed. The fuel a) The purpose of this procedure is to ensure that bunkers of the r) Scuppers and save-alls (including those around bunker tank
oil transfer pump is started and stopped automatically by means of level correct specification and agreed quantity are received on board in vents) should be effectively plugged.
switches on the fuel oil settling tank. Fuel oil is transferred to the service tank a safe and efficient manner.
by the F.O. purifiers. s) Drip trays are provided at bunker hose connections.
b) Shore and barge tanks should be checked for water content.
The overflow tank is fitted to collect the overflow from the settling tank in the t) Oil spill containment and clean up equipment must be deployed
event of over-fill. However, the service tank overflows to the settling tank. The c) Representative samples are to be drawn using the continuous drip and ready for use.
fuel oil transfer pump is used to pump the contents of the fuel oil overflow method for the duration of the loading operation and dispatched
tank to the fuel oil bunker tanks or settling tank. The fuel oil can be transferred for analysis. u) Loading should start at the agreed minimum loading rate. Only
from one storage tank to another for trim or other purposes, using the transfer upon confirmation of no leakage and fuel going into only the
pump and the bunkering line. The service tank can be drained to the overflow d) Where possible new bunkers are to be segregated on board prior nominated tanks, should the loading rate be increased.
tank. to use until results of laboratory analysis are received.
v) When topping off, the flow of oil to the tank in question should
All outlet valves from all fuel tanks are remotely operated quick closing valves e) No internal transferring of bunkers should take place during be reduced by diverting the flow of oil to another tank. In the case
with a collapsible bridge which can be pneumatically operated from the fire bunker loading operations, unless permission has been obtained of the final tank, the loading rate should be reduced to the agreed
control station. After being tripped from the fire control station the valves must from the Chief Engineer. minimum at least 20 minutes before the finishing ullage is
be reset locally. Each tank is also fitted with a self closing test cock to test for reached.
the presence of water and to drain any water present. Tundishes under the self f) The Chief Engineer should also calculate the estimated finishing
closing test cock drain any liquid to the waste oil tank. All tanks are provided ullages / dips, prior to the starting of loading. !CAUTION
with local temperature indication, plus remote level and temperature indication At least one bunker tank filling valve must be fully open at all times
in the control room. The tanks also have an over-fill alarm. g) Bunker tanks should not exceed 97% full. during the bunkering operation.
All fuel oil tanks are fitted with heating coils, heating steam being supplied at h) Any Bunker barges attending the vessel are to be safely moored Relevant information is to be entered in the Oil Record Book on completion of
6 kg/cm2 from the heating steam system. Condensate from the heating coils alongside before any part of the bunker loading operation begins. loading.
flow to the cascade tank via an oil detector and observation tank. All fuel oil
transfer lines are trace heated by steam also at 6kg/cm2. i) Level alarms fitted to bunker tanks should be tested prior to any
bunker loading operations.
j) Verify that all lines are sound, by visually inspection.
Issue: 1 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System - Page 1

032V 003V 004V 030V
5.5kg/cm2
017V 028V
048V
Tank
008V 013V
047V
010V 009V 011V 013V 012V 006V 005V
Upper Deck

TT TIAH TT TIAH
LI LT LI LT
008V
002V 010V 040V
033V
To Purifier
032V Feed Pump
028V
029V
014V 027V
P 034V P
Key
XS
Heavy Fuel Oil
50m3/h 50m3/h
Marine Diesel Oil
To No. 3 H.F.O
030V
017V 018V 015V
025V 026V
031V 024V
H.F.O.
LS LAH LS LAH
Issue: 1 Illustration 2.7.1a Fuel Oil Bunkering and Transfer System

Procedure to Load Bunkers from Shore / Barge k) Repeat above until only two tanks remain open, then signal to e) Open the suction valve from port storage tanks 024.
shore to reduce the pumping rate.
a) At the bunker connection to be used, remove the blank and f) Open the suction valve from starboard storage tanks 026.
connect the bunkering hose. l) When down to the final tank, signal to shore to further reduce the
flow rate until the tank is full and then signal to stop. g) Open the fuel oil transfer pump discharge valve 027.
b) Ensure that the blank on the other bunkering connections are
secure and that the valves are closed, All drain and sampling m) Close the valve at the bunkering connection. h) Start the fuel oil transfer pump.
valves are closed and the drip trays are empty and drains closed.
n) Open the vent at the bunkering connection and allow the hose to i) Check that fuel oil is being correctly transferred, i.e. that it is
c) Open the filling valve(s) on the fuel oil storage tanks to be filled. drain back to the supplier. being transferred from the required storage tank to the designated
destination.
o) Disconnect the hose connection, and replace the blank.
Description Valve j) Stop the pump when the required amount of oil has been
No.1 Port F.O. Storage Tank Filling Valve OF010 p Close tank filling valves. transferred.
No.2 Port F.O. Storage Tank Filling Valve OF009 k) Close all valves at the end of the operation.
To Transfer Fuel Oil using the Fuel Oil Transfer Pump
No.1 Stb'd F.O. Storage Tank Filling Valve OF005
a) At the tank to be transferred from, open the self closing test cock Under normal operation the transfer pump will remained lined up to the
No.2 Stb'd F.O. Storage Tank Filling Valve OF006 settling tank, where it will start and stop automatically, controlled by the
to test for the presence of water, and close it again when all water
has been drained. settling tank level switches.
No.3 F.O. Storage Tank Filling Valve OF011
d) Open the valve at the selected bunkering connection at the cargo b) Open the suction valve from the storage tank to be transferred. To Transfer Fuel Oil using the Diesel Oil Transfer Pump
manifold or aft connections.
Description Valve a) Rearrange the spectacle pieces in the discharge and suction
Description Valve crossover lines between the diesel oil and fuel oil pumps to the
F.O. Overflow Tank 036
open position.
Manifold Port Forward 002 No.1 Port F.O. Bunker Tank 002
No.2 Port F.O. Bunker Tank 004 b) Open the diesel oil transfer pump suction valve, 016V.
Manifold Port Aft 003
Manifold Stb'd Forward 001 No.1 Stb'd F.O. Bunker Tank 010 c) Open the diesel oil transfer pump discharge valve, 034V.
Manifold Stb'd Aft 004 No.2 Stb'd F.O. Bunker Tank 008
d) Open the selected storage tank suction valve.
Port Aft 013 No.3 F.O. Bunker Tank 006
e) Open the selected tank inlet valve.
e) Establish effective communication between the control room and c) Open the required inlet and line valves of the tank to be filled.
the bunkering shore station. f) Ensure all diesel tank inlet valves are closed.
Description Valve
f) Signal to the shore station to commence bunkering fuel oil at a Settling Tank Filling Valve 012 g) Start the diesel oil transfer pump and follow the previous
slow rate. procedures.
Discharge to Settling Tank Loading Line 028
g) Check the ship to shore connection and pipeline for leaks. No.1 Port F.O. Storage Tank Filling Valve OF010 (Note ! The diesel oil transfer pump will not be started and stopped by the
No.2 Port F.O. Storage Tank Filling Valve OF009 settling tank level switches.)
h) Check that fuel oil is flowing into the required fuel oil storage
tank(s), and not to any other tank. No.1 Stb'd F.O. Storage Tank Filling Valve OF005 ! CAUTION
No.2 Stb'd F.O. Storage Tank Filling Valve OF006 Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior
i) Speed up bunkering to the agreed maximum rate. to restoring it to diesel oil service. This can be achieved by opening the
No3 F.O. Storage Tank Filling Valve OF011 diesel oil suction, and pumping for a few moments with a discharge to the
j) As the level in the first fuel oil storage tank approaches 95%, fuel oil tanks open. Before starting the pump to transfer diesel oil, make
Master Valves to Storage Tanks Loading Line 029, 011V
close in the filling valve to top up the tank slowly, then close the absolutely sure that all discharges to the fuel oil system are securely closed
filling valve completely when the required level is reached. d) Open the fuel oil transfer pump suction valve, 011. and spectacle pieces in the suction and discharge are restored to the closed
position.

032V 003V 004V 030V
5.5kg/cm2
017V 028V
048V
Tank
008V 013V
047V
010V 009V 011V 013V 012V 006V 005V
Upper Deck

TT TIAH TT TIAH
LI LT LI LT
008V
002V 010V 040V
033V
To Purifier
032V Feed Pump
028V
029V
014V 027V
P 034V P
Key
XS
Heavy Fuel Oil
50m3/h 50m3/h
Marine Diesel Oil
To No. 3 H.F.O
030V
017V 018V 015V
025V 026V
031V 024V
H.F.O.
LS LAH LS LAH
Issue: 1 Illustration 2.7.1a Fuel Oil Bunkering and Transfer System

Diesel Oil System b) Open the filling valve(s) on the diesel oil storage tanks to be b) Open the suction valve from the storage tank to be transferred.
filled.
Introduction Description Valve
Description Valve
Diesel oil for all purposes on board the ship is stored in two diesel oil storage Port D.O. Storage Tank 037
tanks located in the engine room. From the storage tanks D.O. can be Master Valve to Engine Room 008
Starboard D.O. Storage Tank 038
transferred to the diesel oil service tank using the D.O. transfer pump. Port Storage Tank Filling Valve 017
However, it is normally transferred from the D.O. settling tank to the D.O. Secondary Valve from Port Storage Tank 031
service tank by means of a purifier. D.O. is then supplied to the main engines, Stb'd Storage Tank Filling Valve 018
Secondary Valve from Stb'd Storage Tank 030
generator engines, boiler, inert gas system and incinerator from the diesel oil c) Open the valve at the bunkering connection at the cargo manifold
service tank. c) Open the inlet valve of the tank to be filled.
or aft main deck.
The diesel oil storage tanks are filled from a diesel oil bunkering line located Description Valve
Description Valve
at the cargo manifold and port and starboard connections located on the aft Service Tank Filling Valve 013
main deck. The bunkering line is fitted with a relief valve set at 5.5 kg/cm2, Port Manifold 016
which discharges into the port diesel oil storage tank. The diesel oil transfer Discharge to Filling Line 033
Stb'd Manifold 017
pump is located forward on the engine room floor and is used to transfer D.O. d) Remove the blank in the filling line.
from the storage tanks to the service tanks at a rate of 50 m3/h and a pressure Stb'd. Aft Main Deck 012
of 5.0 kg/cm2. It is possible to use the fuel oil transfer pump for diesel oil d) Establish effective communication between the control room and e) Open the diesel oil transfer pump suction valve, 016V.
service, and vice versa. The diesel oil transfer pump is manually started and the bunkering shore station.
stopped and there is a high and low level alarm in the service tank. f) Open the diesel oil transfer pump discharge valve, 034V.
e) Signal to the shore station to commence bunkering diesel oil at a g) Start the diesel oil transfer pump.
Diesel Oil System Tanks slow rate.
h) Check that diesel oil is being correctly transferred, i.e. that it is
Diesel Oil Tanks
f) Check the ship to shore connection and pipeline for leaks. being transferred from the required storage tank to the designated
Compartment Capacities destination.
g) Check that diesel oil is flowing into the required diesel oil storage
Volume 100% (m3) Volume 98% tank(s), and not to any other tank. i) Stop the pump when the required amount of oil has been
D.O. Storage Tank (P) 84 82.3 transferred.
D.O. Storage Tank (S) 94.2 92.3 h) Speed up bunkering to the agreed maximum rate.
j) Close all valves.
D.O. Service Tank 34.4 33.7 i) As the level in the first diesel oil storage tank approaches 95%,
Total 222.6 208.3 To Transfer Diesel Oil using the Fuel Oil Transfer Pump
close in the filling valve to top up the tank slowly, then close the
All outlet valves from all diesel tanks are remotely operated quick closing filling valve completely when the required level is reached. ! CAUTION
valves with a collapsible bridge which can be pneumatically operated from the Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to
j) Repeat above until only two tanks remain open, then signal to using it on diesel oil service. This can be achieved by opening the diesel oil
fire control station. After being tripped from the fire control station the valves shore to reduce the pumping rate.
must be reset locally. Each tank is also fitted with a self closing test cock to test suction, and pumping for a few moments with a discharge to the fuel oil
for the presence of water and to drain any water present. Tundishes under the k) When down to the final tank, signal to shore to further reduce the tanks open. Before starting the pump to transfer diesel oil, make
self closing test cock drain any liquid to the waste oil tank. All tanks are flow rate until the tank is full and then signal to stop. absolutely sure that all discharges to the fuel oil system are securely
provided with indication, plus remote level indication in the control room. The closed.
storage tanks also have an over-fill alarm set at 98 % capacity. l) Close the valve at the bunkering connection.
a) Rearrange the blanks in the crossover between the D.O. and
m) Open the vent at the bunkering connection and allow the hose to H.F.O. pump discharge and suction connections to the open
Preparation for the Operation of Loading Diesel Oil
drain back to the supplier. position.
The procedures for loading D.O should followed, as described for H.F.O b) Open the fuel oil pump suction valve OF41.
n) Disconnect the hose connection, and replace the blank.
To Load Bunkers From Shore/Barge o) Close all tank filling valves. c) Open the discharge valve OF42 .
At the bunker connection to be used, remove the blank and connect the d) Start the fuel oil transfer pump and follow the previous procedure.
To Transfer Diesel Oil using the Diesel Oil Transfer Pump
bunkering hose. Arrange a drip tray beneath the connection.
a) At the tank to be transferred from, open the self closing test cock
a) Ensure that the blank on the other bunkering connections are to test for the presence of water, and close it again when all water
secure and that the valves are closed, and drain and sampling has been drained.
valves closed.

Illustration 2.7.2a F.O. and D.O. Purifying System
TS TI TS TI TS TI
014V 013V 012V Key

No. 3 F.O. No. 2 F.O. No. 1 F.O.
009V 010V 011V Fuel Oil
Purifier Heater Purifier Heater Purifier Heater
Diesel Oil
015V 016V 017V Electrical Signal
019V To H.F.O. Overflow

Tank
018V
TSL TSH 039V TSL TSH 037V
038V
FI FI FI
025V 036V TI 035V TI 034V TI
TSL TSH
PI PI PI PI PI PI
PSL PSL PSL
CS CS CS
026V 029V 031V
No. 3 F.O. No. 2 F.O. No. 1 F.O.

007V 027V Purifier 030V Purifier 032V Purifier
PSL PI (3.5m3/h) PSL PI (3.5m3/h) PSL PI (3.5m3/h)
028V 033V
TE TE TE
008V
ISL ISL ISL
D.O. Service H.F.O. H.F.O.

Tank Service Settling
LAH Tank Tank
H.F.O. Sludge Tank LS
042V 041V 001V No. 1

H.F.O.
Bunker
Tank (S)
040V
043V
006V 005V
023V 024V
P P
No. 2 F.O. No. 1 F.O.
Feed Pump Feed Pump To Incinerator
(3.67m3/h) (3.67m3/h) /Emergency Diesel
PV PV Alternator /I.G.G. No. 3 F.O.
/D.O. Tank Feed Pump D.O. Storage D.O. Storage
002V
(3.67m3/h) Tank (P) Tank (S)
044V P PV To D.O. Transfer
Pump Suction
004V 003V Side
022V FT037V FT038V
045V
Issue: 1 Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

2.7.2 Fuel Oil and Diesel Oil Purifying System F.O. Purification System g) Start the purifier feed pump to be used. Oil will by pass the
purifier by means of a three-way control valve.
Maker: Westfalia No.1 Purifier and No.1 feed pump in use
No.of sets: 3 h) Slowly open the steam supply to the heater to be used.
Model: OSB 35-0136-066 Description Valve
Capacity: 3,500 l/h i) Set the steam temperature control valve to the required
F.O. Settling Tank Outlet Valve 001 temperature.
Each fuel oil purifier has a feed pump and heater and there are cross No.1 Purifier Feed Pump Suction Valve 003
connections, which allow the feed pumps, heaters and purifiers to be used in Fuel Oil will now be circulating through the heater to the tank selected.
No.1 Purifier Feed Pump Discharge Valve 024
any configuration. The purifier feed pumps take suction from the settling tank
and discharge through the heat exchanger to the purifier and then to the fuel oil No.1 Purifier Heater Inlet Valve 017 j) Open the fresh water supply to the fuel oil purifiers.
service tank. The heater uses steam at 6 kg/cm2 to heat the fuel oil up to a
temperature of 98°C, using a temperature control loop which controls the No.1 Purifier Heater Outlet Valve 012 k) Open the flushing and operating water supplies to the purifier to
steam supply to the heater. A control valve at the inlet to the purifier diverts the No.1 Purifier Inlet Valve 034 be used.
fuel oil back to the settling tank while the oil is heating up and until the purifier
is ready for use. No.1 Recirculating Valve to F.O. Settling Tank 031 l) Switch on the control panel of the purifier to be used.
No.1 Purifier Outlet Valve 033
No.3 purifier and feed pump would normally be used for purifying D.O. from m) Start the purifier to be used.
the D.O. storage tank to the D.O. service tank, or could be retained as a standby No.2 Purifier and No.2 feed pump in use
for the other two purifiers. n) When the purifier has run up to speed and the temperature of the
F.O. is satisfactory, press the auto start button.
Description Valve
The centrifugal purifiers are automatically controlled with self-discharging of
sludge to the fuel oil purifier sludge tank. F.O. Settling Tank Outlet Valve 001 The purifier will run through the start up sequence, including a sludge
discharge, before going on line.
No.2 Purifier Feed Pump Suction Valve 004
The bowls of the purifiers are sealed using water from the domestic fresh water
system, and the same water source is used to flush the sludge from the bowl No.2 Purifier Feed Pump Discharge Valve 023 The purifier inlet-recirculating valve should now change position and supply
when the automatic control mechanism switches the purifier to cleaning mode. F.O. to the purifier bowl.
No.2 Purifier Heater Inlet Valve 016
The purifiers and their supply pumps are all locally operated, although they are
remotely monitored.The purifiers, pumps and heaters are all located in the No.2 Purifier Heater Outlet Valve 013 Flow can be regulated using the inlet valves 034V and 035V on each feed
purifier room. pump discharge.
No.2 Purifier Inlet Valve 035
Preparation for the Operation of the F.O. Purifier System No.2 Recirculating Valve to F.O. Settling Tank 029 o) Check that the purifier is operating correctly, and that there is
adequate throughput.
No.2 Purifier Outlet Valve 030
a) Transfer oil to the settling tank using the transfer pump.
(Note ! By operating the crossover valves the above configuration can be p) Ensure that there is no abnormal discharge from the water outlet
b) Check the level of oil in all F.O. tanks. altered.) or sludge discharge.
c) Open the self closing test cock on the settling tank in use, and then a) Open the instrument air supply to the purifier to be used. q) Ensure the water outlet alarm is set correctly, allowing only
close it again when all water and sediment has drained. nominal water discharge. If set incorrectly loss of seal will cause
b) Ensure the purifier brake is off and the purifier is free to rotate. F.O. loss.
d) All valves in the purifier system should be closed.
c) Ensure that the correct gravity disc is fitted. The purifier will now operate on a timer, discharging sludge at pre-set
e) Open the valves as shown in the table below depending on the intervals.
services selected, purifier selected, heater selected and F.O. feed d) Check that the purifier gearbox Lubricating oil level is correct.
pump selected.
e) Check the strainers are clean.
Normal operation would be either No.1/2 feed pump, No.1/2 heater or No.1/2
purifier, with suction taken from the settling tank and discharge to the service f) Supply the tracing steam to the pipelines in use.
tank.
Issue: 1 2.7.2 Fuel Oil and Diesel Oil Purifying System - Page 1

Illustration 2.7.2a F.O. and D.O. Purifying System
TS TI TS TI TS TI
014V 013V 012V Key

No. 3 F.O. No. 2 F.O. No. 1 F.O.
009V 010V 011V Fuel Oil
Diesel Oil
015V 016V 017V Electrical Signal
019V To H.F.O. Overflow

Tank
018V
TSL TSH 039V TSL TSH 037V
038V
FI FI FI
025V 036V TI 035V TI 034V TI
TSL TSH
PI PI PI PI PI PI
PSL PSL PSL
CS CS CS
026V 029V 031V
No. 3 F.O. No. 2 F.O. No. 1 F.O.

007V 027V Purifier 030V Purifier 032V Purifier
PSL PI (3.5m3/h) PSL PI (3.5m3/h) PSL PI (3.5m3/h)
028V 033V
TE TE TE
008V
ISL ISL ISL
D.O. Service H.F.O. H.F.O.

Tank Service Settling
LAH Tank Tank
H.F.O. Sludge Tank LS
042V 041V 001V No. 1

H.F.O.
Bunker
Tank (S)
040V
043V
006V 005V
023V 024V
P P
No. 2 F.O. No. 1 F.O.
Feed Pump Feed Pump To Incinerator
(3.67m3/h) (3.67m3/h) /Emergency Diesel
PV PV Alternator /I.G.G. No. 3 F.O.
/D.O. Tank Feed Pump D.O. Storage D.O. Storage
002V
(3.67m3/h) Tank (P) Tank (S)
044V P PV To D.O. Transfer
Pump Suction
004V 003V Side
022V FT037V FT038V
045V
Issue: 1 Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

To stop the purifier
a) Press the auto stop button on the control panel.
The purifier will commence the shut down sequence and then stop.
b) Apply the brake during the run down period.
c) Shut off the tracing steam.
d) Shut off the steam supply to the heater.
e) Stop the feed pump.
f) Shut off water supplies.
g) Shut all valves when the pipeline contents have cooled.
D.O. Purification System
Example using Port D.O. Storage Tank.
With all valves in the system closed, open the valves listed below.
Operate the system as above without using trace heating and steam pre-heating.
No.1 Purifier and No.1 feed pump in use

Description Valve
Port D.O. Storage Tank Outlet Valve FT037
No.1 Purifier Feed Pump D.O. Suction Valve 021
No.1 Purifier Heater By-pass Valve 009
No.1 Recirculating Valve to D.O. Storage Tanks 025
No.1 Recirculating Valve to Port D.O. Storage Tank 008
No.1 Purifier Outlet Valve to D.O. Service Tank 027
Issue: 1 2.7.2 Fuel Oil and Diesel Oil Purifying System - Page 2

Illustration 2.8.1a Main Engine Lubricating Oil System
PI Hand Pump PI
No.2 No.1
Cylinder Oil Cylinder Oil
Tank Tank
025V 010V LI LI
003V 004V
026V 024V
Cylinder Oil Transfer
Daily Service Pump
Cylinder L.O. (2 m3/h)
Tank AUTO
ST-BY
LAL LS LI
005V 015V
PI
Main
014V Main L.O. Pumps Engine M/E L.O.
(165 m3/h) Sump Tank
SULZER 7RTA62U
LS LAL
PS
PI
TT
011V
To L.O.
Drain Tank
008V 012V
Piston
Underside
Drain Tank
TC
AUTO
PS
ST-BY
009V PV PI
DPAN No.2
PI PI PI TI
006V 017V
M/E Key
001V L.O
PI TI Cooler PV PI L. O.
Electrical Signal
006V M
L.O. Auto Back 007V 018V
002V
Flushing Filter
With Sludge Crosshead
No.1
Checked L.O. Pumps
(35 m3/h)
LAH LS Sludge
Oily Tank
Bypass
Water Tank (On Floor)
LS LAH Filter and Magnet
To Waste Oil Tank
Issue: 1 Illustration 2.8.1a Main Engine Lubricating Oil System

2.8 Lubricating Oil Systems The lubrication of cross-heads and connecting rod bottom end bearings is Main Engine L.O. System
effected through articulated levers. The reversing servomotors are actuated by
2.8.1 Main Engine Lubricating Oil System cross-head bearing oil.
Open No.1 L.O. Pump Discharge Valve 015
Introduction Cylinder lubrication system
Open No. 2 L.O. Pump Discharge Valve 014
The main engine has three separate lubricating oil systems. They are: The power dependent lubrication of the pistons, cylinders and exhaust valve Closed Line Drain Valve to Sump 011
spindles, is performed by a separate cylinder lubrication system. High alkaline
Main lubricating oil system. Open L.O. Inlet Valve to Cooler 001
lubricating oil is supplied to the main engine cylinders on a once through basis
Cross-head lubricating oil system. in order to lubricate the piston rings to reduce wear and counteract the acidity Open L.O. Outlet Valve from Cooler 002
of the products of combustion. The oil is injected when the piston rings are
Cylinder oil system. passing the injection ports on the compression stroke. The supply unit is Open No.1 Cross-head L.O. Pump Suction Valve 007
supplied under gravity from a daily use tank, through filters, which is topped Open No.1 Cross-head L.O. Pump Discharge Valve 018
Main bearing oil system
up from the cylinder oil storage tank, using a transfer pump rated at 2 m3/h at
Open No.2 Cross-head L.O. Pump Suction Valve 006
2 kg/cm2.
The main bearing system, is supplied by one of two main pumps, which take
suction from the sump tank and supply the main bearings at a rate of 184 m3/h Open No.2 Cross-head L.O. Pump Discharge Valve 017
The oil drains from the crankcase back to the L.O. sump. One of both sets of
at 5.0 kg/cm2. Open Inlet Valve to Sludge Tank 009
pumps will normally be running, with the other pump on stand-by, to start in
the event of the running pump discharge pressure failure, or voltage failure. Open Inlet Valve to Piston underside Drain Tank 008
Main bearing oil, at an operating pressure of 2.5 - 3.5 kg/cm2, is also supplied
The pumps discharge through a cooler and then an automatic back flush filter
via an articulated lever to cool the piston crowns. Main bearing and cross-head Open L.O. Cooler Cooling Fresh Water Inlet Valve 009
before the oil is supplied to the main engine. Drains from all the bearings are
oil systems are interconnected through a non-return valve.
led to the main engine sump. Open L.O. Cooler Cooling Fresh Water Outlet Valve 008
The integrated damper (axial de-tuner) and the balancer are also cooled with e) Start one main L.O. pump.
The cooler is circulated with cooling water from the low temperature fresh
bearing oil.
water cooling system. The temperature is controlled by means of three-way
control valve, which controls the lubricating oil flow through the cooler, to f) Put the auto back-flush filter on line.
Should the cross-head bearing oil pump fail, then the cross-head oil system is
maintain an oil supply temperature of 45°C.
supplied with oil from the main L.O. pumps. Under such conditions, the engine g) Switch the other pump to standby.
can only be operated at reduced load (Load Indicator Position, max. 4.5).
Any liquid accumulating in the under piston space is drained to the residue
tank. h) Start one cross-head L.O. pump.
Cross-head bearing oil system
Preparation for the Operation of the Main Engine Lubricating Oil i) Switch the other pump to standby.
Both cross-head pumps takes suction from the main pump discharge after the
System
automatic back-flush filter and supplies the cross-head bearings rate of 35 m3/h j) Supply the cooling water to the L.O. cooler.
at 9 kg/cm2. a) Check the level of oil in the main engine sump and top up if
necessary.
The operating pressure of the cross-head bearing oil is 10 - 12 kg/cm2.
b) Supply steam to the main engine sump heating coil.
This pressure is reduced, via a pressure-retaining valve to 4.5 - 6 kg/cm2 for
the operation of the flexible coupling, which is arranged in the balancer casing c) Ensure all pressure gauge and instrumentation valves are open.
at the free end. The oil for the exhaust-valve actuator pumps passes from the
cross-head bearing oil system through an air separator. For actuating the d) Set up valves as shown in the tables below.
exhaust valves, the oil pressure is raised by the actuator pumps to about 160
kg/cm2.
Issue: 1 2.8.1 Main Engine Lubricating Oil System - Page 1

Illustration 2.8.1a Main Engine Lubricating Oil System
PI Hand Pump PI
No.2 No.1
Cylinder Oil Cylinder Oil
Tank Tank
025V 010V LI LI
003V 004V
026V 024V
Cylinder Oil Transfer
Daily Service Pump
Cylinder L.O. (2 m3/h)
Tank AUTO
ST-BY
LAL LS LI
005V 015V
PI
Main
014V Main L.O. Pumps Engine M/E L.O.
(165 m3/h) Sump Tank
SULZER 7RTA62U
LS LAL
PS
PI
TT
011V
To L.O.
Drain Tank
008V 012V
Piston
Underside
Drain Tank
TC
AUTO
PS
ST-BY
009V PV PI
DPAN No.2
PI PI PI TI
006V 017V
M/E Key
001V L.O
PI TI Cooler PV PI L. O.
Electrical Signal
006V M
L.O. Auto Back 007V 018V
002V
Flushing Filter
With Sludge Crosshead
No.1
Checked L.O. Pumps
(35 m3/h)
LAH LS Sludge
Oily Tank
Bypass
Water Tank (On Floor)
LS LAH Filter and Magnet
To Waste Oil Tank
Issue: 1 Illustration 2.8.1a Main Engine Lubricating Oil System

Preparation for the Operation of the Main Engine Cylinder Lubricating
Oil System
a) Top up the cylinder oil service tank. This is done from the
cylinder oil storage tanks, using the cylinder oil transfer pump.
b) Note the level of the tank for measuring purposes.
c) Set up the valves as in the table below:
Example using No.1 Cylinder Oil Storage Tank
Cylinder L.O. System
Closed M.E. Cylinder Oil Storage Tank Outlet Valve 004
Open Run Down Valve from Service Tank 005
d) Ensure the daily use tank outlet filters are clean.
e) Check the consumption on a daily basis. Ensure the consumption

does not drop below the manufacturer's recommendations. False
economy will result in excessive piston ring and liner wear and
sticking rings, resulting in possible scavenge fires.
f) Check the condition of the liner and the piston rings, especially
during the run in period. Any signs of dryness the consumption
should be increased.
g) Ensure all the cylinder oil injection points are receiving equal
quantities.
Cylinder Lubricators
Issue: 1 2.8.1 Main Engine Lubricating Oil System - Page 2

To AIr
Vent System
In E/R
Illustration 2.8.2a Stern Tube Lubricating Oil System High

Gravity LAL
Key
Tank
Lubrication Oil
025V
To AIr Valves Normally Closed
Vent System
In E/R
Low
Gravity LAL
Tank 012V
026V
013V
014V
005V PI
008V
009V
006V
Forward LAL
LAH Seal
Oil Supply
Unit For Head
Aft Seal Tank
(Dosing Pimp) LAL
010V 011V
007V PS
PI PI 001V
Stern Tube
L.O. Pumps
PV PV (3.0m3/h x 2.5kg/cm2) Stern Tube L.O.
Sump Tank
002V 003V LAL
(800 Litres)
Issue: 1 Illustration 2.8.2a Stern Tube Lubricating Oil System

2.8.2 Stern Tube Lubricating Oil System System Capacities and Ratings g) When operating procedure allows, prove all alarms and check that
the stand-by lub oil pump will cut in at low pressure in the system.
Introduction Stern Tube Aft Bearing: 1 set
Maker: Kobelco Marine Eng Co
The stern tube lub oil system is provided to lubricate the stern tube and the
stern tube seal system. Stern Tube Forward Bearing 1 set
Maker: Kobelco Marine Eng Co
Two stern tube lubricating oil gravity tanks supply the stern tube lub oil
system. The high gravity tank is used in the loaded condition and the low Stern Tube Aft Seal Unit 1 set
gravity tank in the ballasted condition. The tanks are fitted with sight glasses Maker: Kobelco Marine Eng Co
to observe the level and they also have low-level alarms fitted. There is a sight Type Compact Seal CX-670
glass in the overflow line return to the stern tube lub oil drain tank. The tanks
are situated at such a height above the shaft, to provide sufficient head of oil to Stern Tube Forward Seal Unit 1 set
ensure the lips of the stern tube forward seal are correctly sealed. Maker: Kobelco Marine Eng Co
Type Compact Seal CX-670
The lub oil is gravity fed to the stern tube bearing. The oil circulates between
the shaft and its forward and aft bearings. The oil enters the stern tube at the Stern Tube Lub Oil Pumps 2 sets
bottom of the shaft, and is discharged at the top. The oil can then flow through Maker: Taiko
either an overflow sight glass and return to the drain tank, or back to the gravity Type: NHG-2MT
tanks. Flow: 3m3/h
Pressure 2.5kg/cm2
There are two stern tube lub oil pumps; one being normally in use and the other
on auto stand by. Should the discharge line to gravity tanks drop, the other Aft Seal Supplement Pump 1 set
pump will cut in. The pumps take suction from the stern tube lub oil drain tank.
This tank is topped up from the main storage tank. The tank is fitted with a low Operating Procedures
level alarm.
Stern tube and Forward seal system
The forward seal is supplied with lub oil through a separate system to the main
stern tube. Oil is gravity fed to the forward seal from a gravity tank, positioned a) Check the oil level in the stern tube lub oil drain tank, and top up
at such a height above the shaft to enable the seal lips to seal correctly. from the main lub oil storage tanks if required.
The oil is supplied to the forward seal gravity tank from the main gravity tank b) Open the pump's suction valves (002, 003) and discharge valves
system. The forward seal gravity tank is fitted with a sight glass to check the (010, 011).
level, and has a low level alarm.
c) Open the return valves (025, 026) to the lub oil sump tank on the
The aft seal is pressure fed with lub oil through a separate system to enable the overflow line. Start up one of the pumps, ensuring air is vented at
seal lips to seal correctly.The tank has high and low level alarms fitted. the suction strainer. Fill the gravity tanks, checking the overflow
sight glass.
d) Open the valve on the outlet from the stern tube on the overflow
system (005). Oil should now be flowing through the stern tube
and returning through the overflow glass to the system drain tank.
e) Check the level in the forward seal header tank. Top up using
valve 008 if required.
f) Check the level in the aft seal header tank. Top up using valve 006
if required.
Issue: 1 2.8.2 Stern Tube Lubricating Oil System - Page 1

From L.O Filling
Station on Deck
Illustration 2.8.3a Lubricating Oil Purifying System
013V 012V 009V 008V
A/E L.O Storage Tank A/E L.O Settling Tank M/E L.O Settling Tank M/E L.O Storage Tank Key
(10m3) (5m3) (32m3) (54m3)
Lubricating Oil
LP004V LP003V LP002V LP001V
To No 3 Diesel
Generator
From A/E L.O 014V 023V
Storage and
Settling Tanks
TAH TAH TAH
046V TAL TAL TAL

085V 085V
TC 087V TC 076V TC 016V
047V
TI TI TI
076V 080V
088V 027V 082V 089V 090V
No 1 Diesel Generator
A/E L.O No. 2 M/E L.O No. 1 M/E L.O
024V TI FI TI FI TI FI
048V 077V 074V

079V 076V 078V 075V
049V
A/E L.O
No. 2 M/E L.O No. 1 M/E L.O
Purifierr
Purifier Purifier
No 2 Diesel Generator PI PAL PI PAL PI PAL
044V 045V 041A 042A 043A 038V 039V 040V

025V
050V
051V
061V 060V 061V

PI PI
018V PI
A/E L.O Purifier No 2 M/E L.O Purifier
Feed Pump Feed Pump No 2 M/E L.O Purifier
From L.O
PI PI Feed Pump
026V Transfer
Pump From L.O PI
Transfer
Pump 091V 055V
032V
033V 034V 035V
036V 037V
To L.O
019V Transfer Pump
010V To L.O
031V Transfer Pump 056V
To L.O
Transfer Pump Stern Tube
Stern Tube L.O Sump Tank Main Engine
L.O Sump Tank
L.O Sump Tank
Issue: 1 Illustration 2.8.3a Lubricating Oil Purifying System

2.8.3 Lubricating Oil Purifying System Preparation for the Operation of the Purifying Systems: System Discharge Valves.
To M.E. Sump
Maker: Westfalia a) Transfer oil to the respective settling tank using the transfer pump
or prepare to circulate the selected tank. No.1 Purifier Discharge Valve to M.E. Sump 039
Main Engine: b) Check and record the level of oil in all lubricating oil tanks. No.2 Purifier Discharge Valve to M.E. Sump 042
No.of sets: 2
Model: OSA 20-02-066 c) Open the self closing test cock on the tank in use, and then close To M.E. Settling or Storage Tank
Capacity: 8,900 l/h it again when all water and sediment has drained. No.1 Purifier Discharge Valve to M.E. Settling Tank 038
Auxiliary Engine: d) All valves in the purifier system should be closed. No.2 Purifier Discharge Valve to M.E. Settling Tank 041
No.of sets: 1 e) Open the valves, as shown in the table below, depending on the M.E. Settling Tank Filling Valve 009
Model: OSA 7-02-066 system and purifier, selected.
Capacity: 6,000 l/h M.E. Storage Tank Filling Valve 008
Main. Engine L.O. Purifying System
To Stern tube
There are two main engine centrifugal self-cleaning lubricating oil purifiers
fitted. Both can be used on the main and the auxiliary services. The purifiers Description Valve No.1 Purifier Discharge Valve to Stern tube 040
can be run simultaneously on different services. They can be used for batch System Suction Valves. No.2 Purifier Discharge Valve to Stern tube 043
purification or for continuous purification. A purifier will normally be in use From M.E Sump
on the main engine sump while the main engine is running. The lubricating oil
purifiers are supplied by L.O. feed pumps and a steam powered heater. There No. 1 Purifier Feed Pump Suction Valve from M.E. Sump 036 Auxiliary Engine L.O. Purifying System
is also a cross connection, which allow either feed pump to supply any purifier. No. 2 Purifier Feed Pump Suction Valve from M.E. Sump 033
The purifiers and heaters are located in the purifier room, while the feed pumps Description Valve
are located on the engine room floor on the starboard side. Instrument air is M.E. Sump Suction Valve 056
supplied to the purifiers to control the supply of oil to the bowl and the From A.E. Settling Tank
From Stern tube L.O. Sump Tank.
automatic discharge facility. Domestic fresh water is supplied for sealing and
Purifier Feed Pump Suction Valve from A.E. Setting Tank 091
flushing purposes. No. 1 Purifier Feed Pump Suction Valve from Stern tube Sump 037
A.E. Settling Tank Outlet Valve LP003
No. 2 Purifier Feed Pump Suction Valve from Stern tube Sump 034
(Note ! If they have to be crossed over, care must be taken to avoid contami-
nation of different grades.) Stern tube Sump Suction Valve 031 From A.E. Sumps
Purifier Valves. Feed Pump Suction Valve from A.E. Sumps 055
The auxiliary engine purifier is for use on the auxiliary engines alone, and the
sumps would normally be purified during shut down of the engine. It takes No.1 Purifier Feed Pump Discharge Valve 059 No.1 A.E. Sump Suction Valve 024
suction via the L.O. feed pump and discharge to the following systems: No.2 A.E. Sump Suction Valve 025
Auxiliary engine sumps. No.3 A.E. Sump Suction Valve 026
No.1 Purifier Heater Inlet Valve 016
Auxiliary engine storage tank.
No.1 Purifier Heater Outlet Valve 090 System Discharge Valves
Auxiliary engine settling tank.
No.2 Purifier Heater Inlet Valve 017 Purifier Feed Pump Discharge Valve 061
The main engine purifiers take suction via the L.O. feed pumps and discharge Purifier Heater Inlet Valve 027
No.2 Purifier Heater Outlet Valve 089
to the following systems:
No.1 Purifier Flow Regulating Valve Outlet to Purifier By-pass 074 Purifier Heater Outlet Valve 088
Main engine system settling tank.
No.1 Purifier Outlet Valve Purifier Flow Regulating Valve Outlet to Purifier By-pass 076
Main engine system storage tank.
No.2 Purifier Flow Regulating Valve Outlet to Purifier By-pass 075 Purifier Outlet Valve
Main engine lubricating oil sump tank.
No.2 Purifier Outlet Valve
Stern tube drain tank.
Issue: 1 2.8.3 Lubricating Oil Purifying System - Page 1

From L.O Filling
Station on Deck
Illustration 2.8.3a Lubricating Oil Purifying System
013V 012V 009V 008V
A/E L.O Storage Tank A/E L.O Settling Tank M/E L.O Settling Tank M/E L.O Storage Tank Key
(10m3) (5m3) (32m3) (54m3)
Lubricating Oil
LP004V LP003V LP002V LP001V
To No 3 Diesel
Generator
From A/E L.O 014V 023V
Storage and
Settling Tanks
TAH TAH TAH
046V TAL TAL TAL

085V 085V
TC 087V TC 076V TC 016V
047V
TI TI TI
076V 080V
088V 027V 082V 089V 090V
A/E L.O No. 2 M/E L.O No. 1 M/E L.O
024V TI FI TI FI TI FI
048V 077V 074V

079V 076V 078V 075V
049V
A/E L.O
No. 2 M/E L.O No. 1 M/E L.O
Purifierr
Purifier Purifier
No 2 Diesel Generator PI PAL PI PAL PI PAL
044V 045V 041A 042A 043A 038V 039V 040V

025V
050V
051V
061V 060V 061V

PI PI
018V PI
A/E L.O Purifier No 2 M/E L.O Purifier
Feed Pump Feed Pump No 2 M/E L.O Purifier
From L.O
PI PI Feed Pump
026V Transfer
Pump From L.O PI
Transfer
Pump 091V 055V
032V
033V 034V 035V
036V 037V
To L.O
019V Transfer Pump
010V To L.O
031V Transfer Pump 056V
To L.O
Transfer Pump Stern Tube
Stern Tube L.O Sump Tank Main Engine
L.O Sump Tank
L.O Sump Tank
Issue: 1 Illustration 2.8.3a Lubricating Oil Purifying System

To A.E L.O. Sumps The purifier will run through the start up sequence, including a sludge
discharge, before going on line.
No.1 Purifier Discharge Valve to A.E. 045
Inlet to No.1 A.E. Sump 047 The heater outlet recirculating valve should now change position and supply
lubricating oil to the purifier bowl.
Inlet to No.2 A.E. Sump 049
Inlet to No.3 A.E. Sump 051 Flow can be regulated using the by-pass valves (LP36 for No.2 purifier and
LP37 for No.1 purifier).
To A.E. Settling and Storage Tanks
Purifier Discharge to A.E. Settling Tank 044 t) Check that the purifier is operating correctly, and that there is
adequate throughput.
A.E. Settling Tank Inlet Valve 012
A.E. Storage Tank Inlet Valve 013 u) Ensure that there is no abnormal discharge from the water outlet
or sludge discharge.
f) Open the instrument air supply to the purifier to be used.
v) Ensure the water outlet alarm is set correctly allowing only
g) Ensure the purifier brake is off and the purifier is free to rotate. nominal water discharge. If set incorrectly, loss of seal will result
in L.O. loss.
h) Ensure that the correct gravity disc is fitted.
The purifier will now operate on a timer, discharging sludge at pre-set
i) Check the purifier gear box oil level. intervals.
j) Check the strainers are clean. To stop the purifier
k) Start the purifier feed pump to be used. Oil will by pass the a) Press the auto stop button on the control panel.
purifier by means of a three way valve.
The purifier will commence the shut down sequence and then stop.
l) Slowly open the steam supply to the heater to be used.
b) Apply the brake during run down period.
m) Set the steam temperature control valve to the required
temperature. c) Shut off the steam supply to the heater.
n) Lubricating oil will now be circulating through the heater to the d) Stop the feed pump.
tank selected.
e) Shut off the water supplies.
o) Open the domestic fresh water supply to the lubricating oil
purifiers. f) Shut all the valves.
p) Open the flushing and operating water supplies to the purifier to

be used.
q) Switch on the control panel of the purifier to be used.
r) Start the purifier to be used.
s) When the purifier has run up to speed, press the separator control
start button.
Issue: 1 2.8.3 Lubricating Oil Purifying System - Page 2

Illustration 2.8.4a Lubricating Oil Filling and Transfer System
018V 020V
024V 023V
019V 021V
025V 022V
Starboard
Port Manifold Manifold
013V 012V 009V 008V 007V 006V 011V
A/E L.O. A/E L.O. M/E L.O. M/E L.O. No 2 Cyl No 1 Cyl Turb
From M/E L.O. Settling Tank Storage Tank Oil Tank Oil Tank Oil Tank
Storage Tank Settling Tank
Purifier Heater
(10m3) (5m3) (32m3) (54m3) (40m3) (48m3) (54m3)
From A/E L.O.

Purifier Heater
015V
To C.O.P.T
No.1
023V L.O. Sump Tanks
Diesel Generator
024V
058V
057V
No.2
Diesel Generator 025V 084V
L.O. PI
Transfer
Pump
2.5kg/cm2
x 10m3/h
PI
To A/E L.O.
No.3 Purifier Feed Pump Key
Diesel Generator 026V
Lubricating Oil
083V 029V 028V 030V 092V
To M/E
L.O. Purifiers
To A/E L.O.
Purifier Feed Pump
To M/E
L.O. Purifiers
S/T L.O. To M/E

Sludge L.O. Purifiers
Tank Sump Tank
031V
(800 Litres)
Issue: 1 Illustration 2.8.4a Lubricating Oil Filling and Transfer System

2.8.4 Lubricating Oil Filling and Transfer System The pump discharges to: Description Valve
Auxiliary engine lubricating oil settling tank.
Introduction From M.E. Storage Tanks
Auxiliary engine lubricating oil storage tank.
Pump Suction Valve from M.E. Storage Tanks 030
Lubricating oil is stored in the following main storage tanks, located in the
Main engine lubricating oil storage tank.
engine room. Storage Tank Suction Valve LP001
Main engine lubricating oil settling tank.
Settling Tank Suction Valve LP002
Tank Volume 100% (m3)
Sludge tank.
Main Engine L.O. Sump Tank 24.9
Main Engine L.O. Storage Tank 54.0 e) Open the discharge valve(s) to the relevant tank.
! CAUTION
Stern Tube L.O. Tank 0.9 Extreme care must be taken when transferring or purifying lubricating oil
Auxiliary Engine L.O. Storage Tank 10.0 A.E. Storage Tanks
that main engine oil, generator diesel engine oil and turbine oil do not
No.1 Cylinder Oil Storage Tank 48.0 become mixed. The setting of all valves must be checked prior to starting Transfer Pump Discharge Valve to A.E. Tanks 051
No.2 Cylinder Oil Storage Tank 40.0 operations so that oil will only be pumped or purified from the intended
Turbine Oil Storage Tank 5.0 Inlet Valve to A.E. Storage Tank 013
source and to the intended destination.
Inlet Valve to A.E. Settling Tank 012
All outlet valves from all lubricating oil tanks are remote quick closing valves Preparation for the Transfer of Lubricating Oil by Transfer Pump
with a collapsible bridge, which can be pneumatically operated from the fire M.E. System Tanks
control station. After being tripped from the fire control station the valves must a) Check and record the level of oil in all lubricating oil tanks. Transfer Pump Discharge Valve to M.E. Tanks 057
be reset locally. Each tank is also fitted with a self closing test cock to test for
the presence of water and to drain any water present. Tundishes under the self b) Check all tank suction and filling valves are closed. Inlet Valve to M.E. Settling Tank 009
closing test cock drain any test liquid to the waste oil tank.
Inlet Valve to M.E. Storage Tank 008
c) Check the suction filter is clean.
Lubricating oil is run down from these tanks to the main engine, generator
diesel engines and other machinery services. The settling tanks are used to Sludge tank
d) Open the suction valve(s) from the relevant source.
allow the contents of the sump of a generator diesel engine or the main engine Transfer Pump Discharge Valve to Sludge Tank 084
to be transferred prior to being centrifuged back to the sump or re-circulated
Description Valve
back to the settling tank. Heating coils are fitted to the main and auxiliary f) Start a L.O. transfer pump.
engine lubricating oil settling tanks. All storage and settling tanks are filled
Stern tube System
from connections on both sides of the upper deck, one for each grade of oil. g) Ensure that oil is being correctly transferred.
Pump Suction Valve From Stern tube System 029
Oil can be loaded from connections on both sides of the deck, in front of the
h) When the required quantity of oil has been transferred, stop the
accommodation block. A different line is provided for each grade. Stern Tube Drain Tank Suction Valve 031
pump and close all valves.
The lubricating oil transfer pump is used to transfer lubricating oil from one M.E. Sumps
part of the ship to another. Its duties include batch transfer of lubricating oil i) Check and record the levels in all lubricating oil tanks and record
Pump Suction Valve from M.E. L.O. Sump Tank 028 the amount of oil transferred.
from the main and auxiliary engine sumps to the lubricating oil settling tanks
prior to batch purification. M.E. L.O. Sump Tank Suction Valve 056
The pump can take suction from: A.E. L.O. System
Main engine sump. Pump Suction Valve from A.E. System 083
Stern tube lubricating oil drain tank. A.E. Settling Tank Suction Valve LP003
Auxiliary engine sumps. A.E. Storage Tank Suction Valve LP004
Auxiliary engine lubricating oil settling tank. No.1 A.E. Sump Suction Valve 024
Auxiliary engine lubricating oil storage tank. No.2 A.E. Sump Suction Valve 025
Main engine lubricating oil settling tank. No.3 A.E. Sump Suction Valve 026
Main engine lubricating oil storage tank. Run Down Crossover Valve 014
Issue: 1 2.8.4 Lubricating Oil Filling and Transfer System - Page 1

Illustration 2.8.4a Lubricating Oil Transfer and Filling System.
018V 020V
024V 023V
019V 021V
025V 022V
Starboard
Port Manifold Manifold
013V 012V 009V 008V 007V 006V 011V
A/E L.O. A/E L.O. M/E L.O. M/E L.O. No 2 Cyl No 1 Cyl Turb
From M/E L.O. Settling Tank Storage Tank Oil Tank Oil Tank Oil Tank
Storage Tank Settling Tank
Purifier Heater
(10m3) (5m3) (32m3) (54m3) (40m3) (48m3) (54m3)
From A/E L.O.

Purifier Heater
015V
To C.O.P.T
No.1
023V L.O. Sump Tanks
Diesel Generator
024V
058V
057V
No.2
Diesel Generator 025V 084V
L.O. PI
Transfer
Pump
2.5kg/cm2
x 10m3/h
PI
To A/E L.O.
No.3 Purifier Feed Pump Key
Diesel Generator 026V
Lubricating Oil
083V 029V 028V 030V 092V
To M/E
L.O. Purifiers
To A/E L.O.
Purifier Feed Pump
To M/E
L.O. Purifiers
S/T L.O. To M/E

Sludge L.O. Purifiers
Tank Sump Tank
031V
(800 Litres)
Issue: 1 Illustration 2.8.4a Lubricating Oil Filling and Transfer System

Preparation for the Transfer of Lubricating Oil by Gravity Procedure for Loading Lubricating Oil
All valves should be in the closed position. 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
a) Open the following valves depending on the service selected. System.
Description Valve a) Open the relevant tank filling valve.
From M.E. L.O. Settling Tank b) Connect loading hose and open one of the following loading
M.E. Settling Tank Outlet Valve LP002 valves.
From M.E. Storage Tank Description Valve

M.E. L.O. Storage Tank Outlet Valve LP001
Port Side
To M.E. Sumps
Cylinder Oil 019
Crossover Valve from Tank Run Down Line 023
M.E Sump Inlet Valve 010 Main Engine Oil 018
Turbine Oil 025
To Stern tube Sump Tank
Stern tube Sump Tank Inlet Valve 019 A.E. Oil 024
From A.E. L.O. Settling Tank Starboard Side

A.E. L.O. Settling Tank Outlet LP003 Cylinder Oil 021
From A.E. L.O. Storage Tank Main Engine Oil 020
Storage Tank Outlet Valve LP004 Turbine Oil 022
To A.E. Sumps A.E. Oil 023
Crossover Valve from Tank Run Down Line 014 c) Proceed with loading operation.
No.1 A.E. Sump Inlet Valve 046
d) Ensure that oil is being correctly transferred.
e) When the required quantity of oil has been loaded, close all
valves.
b) Ensure that oil is being correctly transferred.
f) Check and record the levels in all lubricating oil tanks and record
c) When the required quantity of oil has been transferred, close all the amount of oil loaded.
valves.
d) Check and record the levels in all lubricating oil tanks and record
the amount of oil transferred.
Issue: 1 2.8.4 Lubricating Oil Filling and Transfer System - Page 2

Pump Room
(Port) (Starboard) Entrance
Illustration 2.9.1a Engine Room Bilge System
Upper Deck
Residual
BM042V BM066V Tank
Aft of The BM065V Bilge
Sea Chest Alarm QD83 From C.O.P.T.
L.O. Sump Tank
Bilge Water
Separator
BM037V
BM020V
P
Waste Oil
BM033V BM034V
Settling
Tank BM021V LAH
Purifier LS
Sludge Tank
BM036V
BM022V
P PV
BM023V
BM027V No.3
Main Cooling
Sludge Pump
BM026V Sea Water
From Main 5m3/h
Pump
Sea Water BM024V
BM028V Pipe Floor Level
P PV To Bilge, Fire
BM025V and G.S. Pumps BM014V
BM029V
Steering Gear Room
BM030V
BM032V Bilge Pump Emergency
10m3/h Bilge Suction
BM040V
Aft Peak
Tank
BM044V
LAH
BM045V
BM04V
BM048V
Bilge Well
(FWD Port)
BM038V BM039V BM04V
BM016V BM017V
BG34
Bilge Well LAH For Both Clean Echo and Speed
Sludge
Aft and Dirty Tanks M/E Sunken Log Comp.
Tank Key
Into Into Into Into Part
Dirty Dirty Clean Dirty
LAH Tank Tank Tank Tank Oily LAH L.O. F.O.
Water Tank Drain Drain Bilge Well Sea Water
Tank Tank With Rose Plate
LAH
Bilge Water
For Both
Bilge Wells
Bilge Water Tanks (Clean Tank on Port Side and Dirty on Starboard Side)
Issue: 1 Illustration 2.9.1a Engine Room Bilge System

2.9 Bilge Systems A bilge water transfer pump is supplied which can discharge to the sludge ! CAUTION
discharge line and the bilge holding tank. If necessary, the bilge holding tank The O.W.S is designed to separate oil from water not water from oil. i.e.
2.9.1 Engine Room Bilge System can be pumped either to the cargo slop tank or ashore when in port. if the discharge from the O.W.S. contains excessive amounts of oil it will
render the equipment useless and result in unnecessary maintenance.
Description This pump can take suction from:
Preparation for the Operation of Pumping Bilges to the Holding Tank
The bilge main system.
Bilge, Fire and G.S. Pumps
The sea. a) Check that the strainers and strum boxes are clean.
Maker: Shinko The bilge holding tank.
No.of sets: 2 b) Open one of the following suction valves.
Model: RPV200-2MS
Main Cooling Sea Water Pump Description Valve
Capacity: 180/350 m3/h at 110/45 mth
The main cooling water pump can also pump out the bilge via the emergency Port forward bilge well BM018
Two vertical self priming Bilge, Fire and G.S. pumps are provided with bilge
bilge suction valve, which is connected directly to the pump suction. Stb'd forward bilge well BM017
suctions for emergency use. Both pumps are equipped with a vacuum pump
driven by the main pump via a friction coupling. When pressure is detected at Bilge hat BM039
Bilge Holding Tank
the discharge of the pump, the vacuum pump drive is disconnected.
Echo Sounder BM09
The bilge holding tank collects drains from:
The pumps take suction from the following bilge main connections: Void Space BM038
Oily water separator drains.
Port forward bilge well. Aft well BM016
Boiler drains.
Starboard forward bilge well.
c) Open the bilge transfer pump suction valve from the bilge main
Exhaust gas boiler drains.
Bilge well aft. BG20.
Main engine air cooler clean drains
Bilge hat centre. d) Open the bilge transfer pump discharge to the holding tank BG23.
Discharge from oily water separator when oil content is above 15ppm.
Echo sounder space.
Cascade tank e) Start the bilge transfer pump.
Bilge holding tank.
Sewage tank
Void Tank The pump can be primed by temporarily opening the pump sea suction valve
F.W. Generators BM028V.
Both pumps share a direct suction from the port bilge well.
Oily Water Separator f) Before the bilge well in use loses suction, open the valve on
Both pumps also take suction from the sea. another well and close the one in use.
Maker: Thyssen
Both pumps discharge through a common overboard on the port side. Type: Turbulo TCS 5 HD Bilge pumping should be monitored constantly, as running dry will damage the
pump.
! CAUTION The Turbulo separator is designed as a gravity separator, where oil is separated
The overboard discharge is not to be used for discharging bilges unless in two stages, using the specific gravity characteristics of the oil and water. g) When all wells are dry stop the pump and close all valves.
under emergency conditions. Bilge water is drawn into the first stage, where preliminary de-oiling takes
place. A coalescer provides treatment in the second stage.
Both pumps discharge to the fire and foam system, also to the engine room
ballast tanks. When oil is detected in the separator, it is automatically discharged to the waste
oil tank by means of a solenoid valve. A heater in the upper part of the
Bilge Transfer Pump separator assists separation.
Maker: Shinko If the outlet from the separator contains an excessive oil content, it is re-
No.of sets: 1 circulated back to the bilge holding tank by means of the automatic 3-way
Model: HNP-401 valve BM065V.
Capacity: 10m3/h at 3.5 kg/cm2
Issue: 1 2.9 Bilge Systems - Page 1

Pump Room
(Port) (Starboard) Entrance
Illustration 2.9.1a Engine Room Bilge System
Upper Deck
Residual
BM042V BM066V Tank
Aft of The BM065V Bilge
Sea Chest Alarm QD83 From C.O.P.T.
L.O. Sump Tank
Bilge Water
Separator
BM037V
BM020V
P
Waste Oil
BM033V BM034V
Settling
Tank BM021V LAH
Purifier LS
Sludge Tank
BM036V
BM022V
P PV
BM023V
BM027V No.3
Main Cooling
Sludge Pump
BM026V Sea Water
From Main 5m3/h
Pump
Sea Water BM024V
BM028V Pipe Floor Level
P PV To Bilge, Fire
BM025V and G.S. Pumps BM014V
BM029V
Steering Gear Room
BM030V
BM032V Bilge Pump Emergency
10m3/h Bilge Suction
BM040V
Aft Peak
Tank
BM044V
LAH
BM045V
BM04V
BM048V
Bilge Well
(FWD Port)
BM038V BM039V BM04V
BM016V BM017V
BG34
Bilge Well LAH For Both Clean Echo and Speed
Sludge
Aft and Dirty Tanks M/E Sunken Log Comp.
Tank Key
Into Into Into Into Part
Dirty Dirty Clean Dirty
LAH Tank Tank Tank Tank Oily LAH L.O. F.O.
Water Tank Drain Drain Bilge Well Sea Water
Tank Tank With Rose Plate
LAH
Bilge Water
For Both
Bilge Wells
Bilge Water Tanks (Clean Tank on Port Side and Dirty on Starboard Side)
Issue: 1 Illustration 2.9.1a Engine Room Bilge System

Preparation for the Operation of Discharging Bilge Tank through the WARNING
O.W.S Before any bilges are pumped directly overboard, it must be ensured that
no local or international anti-pollution regulations will be contravened
a) Open the following valves: except where safety of the ship or personnel is involved.
Description Valve In Port or Coastal Waters
Any bilges which require pumping, when in port, should only be pumped to
Inlet Valve to O.W.S. from Bilge Holding Tank Swing check BM040
the bilge holding tank using the engine room bilge transfer pump. The contents
Suction valve for O.W.S. pump of the bilge holding tank can then be processed when the vessel is in open
water.
Overboard Discharge BM042
At Sea
b) Supply power to the O.W.S.
The engine room bilges and the contents of the bilge holding tank should only
c) Check the oil content monitor by passing fresh water through the be pumped overboard through the oily water separator system. Any oil will
sensor. then be separated out and discharged to the oily bilge tank, and the clean water
will be discharged overboard if it is clean enough. If it is contaminated with
d) Check the reading and shut off fresh water supply. oil, it will be diverted automatically back to the bilge holding tank.
Operation can be checked by pumping sea water through the O.W.S. then
changing the suction to the bilge holding tank.
The clean exit water will be discharged overboard. Oil contamination of 15

ppm or over will automatically re-circulate back to the holding tank, through a
3-way valve, until the water is clean enough to discharge overboard. Any oil
collected at the top of the O.W.S. will be discharged to the waste oil tank.
When taking suction from the bilge tank, the O.W.S. discharge pump will stop
automatically when a predetermined level is reached.
e) After completion, stop the pump and close all valves.
Any oil/water remaining can be discharged by the bilge transfer pump, to the
sludge discharge line by opening valve BM031V. It can be pumped to the
waste oil tank, ashore or to the cargo slop tank, by means of a portable hose.
Bilge Separator Panel

Illustration 2.9.3a Forward Bilge System
From Deck
Fire Main System
To Hydraulic
Oil Cooling
System
Overboard 010V 009V

Main Deck
008V
047V 046V
To Hawse Pipe To Hawse Pipe

007V 006V Sprayer Sprayer
Chain Locker Bosuns Store (Port) (Starboard)
Eductor Eductor
003V 002V 004V 005V 001V
Key
Chain Locker Chain Locker Bonsun Store Hydraulic Bonsun Store Bilge
(Port) (Starboard) (Port) Pump Station (Starboard)
Sea Water
Issue: 1 Illustration 2.9.3a Forward Bilge System

2.9.2 Pump Room Bilge System Procedure for Draining the Pump Room Bilges, in an emergency, using 2.9.3 Bosun's Store, Fore Hydraulic Oil Pump Room and Chain
an Eductor and No. 1 Cargo pump. Locker Bilge System.
The cargo stripping pump is normally used to drain the pump room bilges, but
in an emergency the cargo eductors can be used, driven by a cargo pump on Set up the valves as in the following table: Two bilge eductors, each with a capacity of 5m3/h, driven by sea water from
sea water suction. There are two bilge suctions, port and starboard, which are the fire main, are provided for the drainage of the bosun's store, chain locker
normally open in case flooding of the pump room makes the valves inaccessi- Position Valve Description Valve and hydraulic pump room. Each suction line is equipped with a suction filter
ble. and a non-return valve.
Normally Open Port Bilge Suction 094
The bilges are normally pumped to the slop tanks, but can be pumped Normally Open Starboard Bilge Suction 095 The two eductor allocated services are:
overboard, in an emergency, after the insertion of a spool piece.
Open Bilge Suction Master 080 Port bosun's store
Procedure for Draining the Pumproom Bilges using the Cargo oil Open Eductor Suctions 063, 068 Starboard bosun's store
Stripping Pump
Open Eductor Discharge 061 Port chain locker
Set up the valves as in the following table: Open Discharge to Port Slop Tank 060 Starboard chain locker
Open Cargo Pump Sea Water Inlet 081 Fore hydraulic oil pump room
Position Valve Description Valve
Open Isolating 082, 083
Normally Open Port Bilge Suction 094 Procedure for the operation of the Forward Bilge System:
Open Cargo Pump Suction 042
Normally Open Starboard Bilge Suction 095
a) Ensure that the suction strainers are clean and that the cover joint
Open Cargo Pump Discharge 058
Open Stripping Pump Bilge Suction 080 is correctly fitted.
Open Discharge to Eductors 051
Open Stripping Pump Slop Tank Discharge 079
b) Start the fire pump and pressurise the fire main.
Open Isolating to Eductors 074, 075
Open Discharge to Port Slop Tank 060
Closed Discharge to Overboard 086 c) Open overboard discharge valve FD011V.
Closed Discharge to Overboard 059
Closed Discharge to Tank Cleaning System 052 a) Start C.O.P.T. in the normal way. d) Open the eductor valves 046V and 047V.
Closed Discharge to Starboard Slop Tank 054 Close 080V followed by all other valves when suction is lost. e) Open the appropriate valves as listed below.
Closed Discharge to Residual Tank 076
Description Valve
Closed Discharge to Manifold 077
Port chain locker FD003V
Closed Eductor Discharge 061
Starboard chain locker FD002V
Closed Suctions from C.O.P.s and Eductors 072, 078
Bosun's store - port side FD004V
Closed Suction from Slop Tanks 073
Bosun's store - starboard side FD001V
a) Ensure the stripping pump suction filter is clean.
Hydraulic oil pump room FD005V
b) Start the stripping pump. f) On completion close all the above valves.
c) Ensure the pump is attended during draining.
d) Stop the pump before loss of suction.
e) Close all the valves.

Illustration 2.10.1a Starting Air System.
To Be Opened
Upper Deck On The Funnel Top
AE007
Starting Air Inlet AE062 AE061

To Scupper
AE070 AE069
AE016
P
Main Engine AE004 AE003

Sulzer AE015 AE017 AE014
7RT A6 2U
P No.1 No.2 P
AE013 Starting Starting
No.1 PT Air Air PT
Auxiliary AE113 Receiver Receiver
Boiler 6.5m3 AE006 AE005 6.5m3
From Control
Air System AE112
No.2
No.1 Auxiliary Auxiliary AE111
Engine Boiler
AE010 AE002 AE001
AE110
No.1 To General Service

And Control Air
Systems
131V P 129V
To
Scupper AE024 AE030 AE026
No.2 Auxiliary No. 2 To Scupper
Engine PS PS
AE011
130V P 128V AE009 AE025 AE031 AE027
AE096
AE008
AE092
AE098 063V 061V
P
TI TI
Oil/Water Auxiliary
Separator Engine
Key
No.3 Auxiliary
Engine air No.2 No.1
AE012 Reservoir Air
Main Main
0.25m3 Air Comp. Air Comp.
400m3/h 400m3/h LT Cooling Water
To Scupper To Scupper
Emergency
Air
Compressor
4.3 m3/h 063V 061V
To Scupper To Scupper
To Scupper 064V To Scupper 062V
Issue: 1 Illustration 2.10.1a Starting Air System

2.10 Air Systems Preparation of the Starting Air System: g) Set one air compressor to auto. The compressor will start and stop
as required, controlled by pressure switches mounted on the inlet
2.10.1 Starting Air System a) Ensure all the pressure gauge and instrumentation valves are line to the reservoirs.
open.
Main Air Compressors h) Drain any liquid from the reservoirs.
Maker: Hamworthy b) Check the oil level in the compressors. i) Check the operation of the automatic drain traps.
No of sets: 2
Model: V200 c) Check the sump for water. j) Set the other main air compressor to standby.
Capacity: 200 m3/h at a pressure of 30 kg/cm2.
d) Only one reservoir should be in use at a time, which will maintain Under normal operation conditions only one reservoir would be in use.
Emergency Air Compressor a reserve, should a pressure loss occur in the system.
During normal operation, one main air compressor will supply the start air
Maker: Hamworthy
e) Set up valves as shown in the tables below. demand, with the other main air compressor on standby.
No of sets: 1
Model: LT-22-30
No.1 and No.2 Start Air and Emergency Compressors and No.1 Start Emergency Air Compressor and Emergency Air Reservoir in Use.
Air Reservoir in use.
Introduction Position Description Valve
The starting air system is supplied by two main starting air compressors which Open Emergency Air Reservoir Inlet Valve
supply the two main air reservoirs. One emergency compressor supplies the Open No.1 Compressor Discharge Valve AE122
Open Emergency Air Reservoir Outlet Valve AE092
emergency starting air reservoir. The compressed air is used to start the main Open No.1 Reservoir Inlet Valve AE002
engine and the three auxiliary generator engines. Starting air to the auxiliary Open Inlet to No.1 A.E. Supply Reducing Valve 129
engines is reduced to 8 kg/cm2. Open No.1 Reservoir Outlet Valve To A.E., M.E. & G. S AE006
Open Outlet from No.1 A.E. Supply Reducing Valve 131
Open No.1 Reservoir Outlet to M.E. Starting Air Stop Valve AE008
Each compressor has an automatic drain on the high pressure discharge, which Closed Inlet to No.2 A.E. Supply Reducing Valve 128
opens when the compressor stops and closes shortly after the compressor runs Open Inlet to M.E. Supply Reducing Valve AE014
Closed Outlet from No.2 A.E. Supply Reducing Valve 130
up to speed, this allows the compressor to start and stop off load. The
Open Outlet from M.E. Supply Reducing Valve AE015
compressors are started and stopped by pressure switches situated on the inlet
line to the main reservoirs. Open Master Valve Supply to A.E. AE009
Starting air is supplied from the reservoirs to the main engine. The reservoirs Open Inlet to No.1 A.E. Supply Reducing Valve 129
supply air to all three auxiliary engines using a separate pipeline where the Open Outlet from No.1 A.E. Supply Reducing Valve 131
pressure is reduced to 8 kg/cm2 by one of a pair of reducing valves.
Closed Inlet to No.2 A.E. Supply Reducing Valve 128
The main compressors are cooled by the low temperature cooling water
system. The cooling water is shut off by means of a solenoid valve when the Closed Outlet from No.2 A.E. Supply Reducing Valve 130
compressor is not running. Open No.2 Compressor Discharge Valve AE121
Switches at the local starter panel enable the compressors to be manually Closed No.2 Reservoir Inlet Valve AE001
started and stopped. When in remote operation, they can be arranged for
Closed No.2 Reservoir Outlet Valve To A.E, M.E. & G. S. AE005
automatic operation from the control room.
Closed No.2 Reservoir Outlet to M.E. Starting Air Stop Valve AE003
The control air and general service air systems are supplied from the starting
air system through reducing valves. Open No.1 Compressor Low Temp Cooling F.W Inlet Valve 062
The auxiliary boilers sootblowing control air is supplied directly from the air Open No.1 Compressor Low Temp Cooling F.W Outlet Valve 061
start system. Open No.2 Compressor Low Temp Cooling F.W Inlet Valve 064
The main engine starting air can be supplied from the control air system, if Open No.2 Compressor Low Temp Cooling F.W Outlet Valve 063
necessary.
f) Ensure that cooling water is supplied from the low temperature Main and Deck Service Air Compressor
cooling water system.
Issue: 1 2.10.1 Starting Air System - Page 1

Illustration 2.10.2a General Service Air System. To Top

of Funnel
To F.W. Hyd. Tank
No.2 Deck Near Aux. Boiler

AE102 Service AE090
Engine Room Air Near El. Work Shop & ST.
CO2 Alarm Sirens Comp.
AE074 AE089
150m3/h To Scupper
Near H.F.O. Sett. Tank
AE058 AE088
2nd Deck G.S.

Air No.2 Deck
AE101 Service Near Sewage Treatment Plant
Reservoir
AE052 Air AE087
Comp. Near No.1 G/E
150m3/h
To Scupper AE086
3rd Platform To No.1 Burner
AE053 for Atomizing Near No.2 G/E
P AE043 AE085
To No.2 Burner
PT for Atomizing To No.1 G/E Turb. Wash. Plant.
AE091
4th Platform To No.2 G/E Turb. Wash. Plant.
AE109
Pump Room To No.3 G/E Turb. Wash. Plant.
CO2 Alarm Siren AE073
In Eng. Work Shop
Floor To Scupper To Control AE084
Air System Near Fuel Valve
AE083 Test Bench
In Purifier Room
P AE039 AE047 AE048 AE082
AE058
From Starting AE081 Near M/E Charge Air
Air System Cooler Washing plant
AE042
AE038 AE040 AE080
AE051
To M.E. Turb. Blower
AE049 Deck Service Dry Cleaning Set
Air Dryer
Near Turbine
AE050 Deck (Port)
AE079
Near L.O. Auto. Filter
AE078
AE072
Near Turbine
Deck (Starboard)
AE123 AE077
AE124 AE125
To Near S/C (P.Low)
Quick Closing Valve
To Mast. To Deck Service AE115
Control System
Air Horn System Key
To Deck Service Near Bilge Separator
System AE071 AE076
Air
Mid. Of E/R
Fore Bulkhead
AE075
Near S/C
(S.High)
AE116
Issue: 1 Illustration 2.10.2a General Service Air System

2.10.2 General Service Air Systems Open 3rd Platform Master Valve AE073 Procedure for Preparing the Deck Air System:
Open 2nd Platform Master Valve AE074
Engine Room and Accommodation Services Air System a) Ensure all pressure gauge and instrumentation valves are open.
Closed Crossover to Control Air System AE041
Introduction b) Check the oil level in the compressors.
Closed Supply Valve to No. 1 Boiler Atomising AE043
The engine room and accommodation service system is supplied from the start
air system, through reducing valves. Closed Supply Valve to No. 2 Boiler Atomising AE091 c) Check the sump for water.
The system supplies the following services: Deck Service Air System d) Set up valves as shown in the tables below.
Accommodation services. Deck Service Air Compressor
No.1 and No.2 Deck Service Compressors in use.
Engine room services including: Maker: Tamrotor
No of sets: 2 Position Description Valve
Auxiliary engines turbo-blower washing plants.
Model: FS15 Open No.1 Compressor Discharge Valve AE102
Boiler atomising air. Capacity: 150 m3/h at a pressure of 7 kg/cm2.
Open Reservoir Inlet Valve AE052
Fresh water hydrophore unit Deck Service Drier
Open Reservoir Outlet Valve AE053
Deck service air system in an emergency.
Maker: Boge Closed Cross Over to E. R. and Accommodation Services AE048
Control air system through reducing valves No of sets: 1
Model: 258 Open Isolating Valve to System AE047
Whistle.
Capacity: 150 m3/h at a pressure of 7 kg/cm2. Open Inlet to Dryer AE051
Horns for CO2 release in the engine room and pump room.
Introduction Open Outlet from Dryer AE050
Horns for fire and general alarm in the engine room and pump room.
Closed Dryer bypass Valve AE049
Horns for pump room telephone. The deck air system is supplied by two screw air compressors which supply the
air reservoir. The air is processed through a refrigerated air dryer, and Open Master Valves to Deck AE123, AE124 & AE125
Quick closing valves air reservoir.
associated filters before supplying the deck air services.
a) Set one screw air compressor to auto. The compressor will start
Procedure for Preparing the General Service Air System for Operation
and stop as required, controlled by pressure switches mounted on
During normal operation, one air compressor will supply the air demand, with
a) Ensure that all instrumentation valves are open. the inlet line to the reservoirs.
the other air compressor on standby.
b) Set up valves as shown in the tables below. b) Drain any liquid from the reservoir.
Each compressor has an automatic drain on the high pressure discharge, which
Position Description Valve opens when the compressor stops and closes shortly after the compressor runs c) Check the operation of the automatic drain traps.
up to speed, this allows the compressor to start and stop off load. The
Open Inlet Valve to No.1 Reducing Valve for Gen. Services AE024 d) Set the other screw air compressor to standby.
compressors are started and stopped by pressure switches situated on the inlet
Open Outlet Valve to No.1 Reducing Valve for Gen. Services AE026 line to the main reservoirs.
Closed Inlet Valve to No.2 Reducing Valve for Gen. Services AE025 Switches at the local starter panel enable the compressors to be manually
Closed Outlet Valve to No.2 Reducing Valve for Gen. Services AE027 started and stopped. When in remote operation, they can be arranged for
automatic operation from the control room.
Open Master Valve for C02 Horns AE039
Open Master Valve for Whistle AE040
Open Master Valve for Q.C.Valves Control System AE038
Open Inlet To General Service Range AE042
Open Floor Level Master Valve AE071
Open 4th Platform Level Master Valve AE072
Issue: 1 2.10.2 General Service Air System - Page 1

Illustration 2.10.3a Control Air System
From AE044 AE041

To From Air Start
Feed Pump
M.E. Air Start System
System
AE045 AE046
Control
To Vacuum AE126 Air Dryer
Condenser
012V
PI 013V 014V
No.2 Aux. No.1 Aux.
Boiler Steam Boiler Steam To Inert Gas To Control Air
Atomizing Atomizing Control System System For
002V Burner Burner 003V Cargo Oil Pump
A/E L.O.
EP
Purifier Water Bilge
Overboard Separator
EP
M/E A/E F.O.
Supply Unit 010V
From From
Feed Pump Feed Pump
004V 030V
011V
SB061 SB062
015V
SB006 SB005
PI
001V
At
Lowest Point
No.2 M/E No.1 M/E
004V 006V L.O. Purifier L.O. Purifier
To Sea Chest
Valve Air Supply Unit
Auxiliary Boilers F.O. Flow Regulators
Key
Air From From From

Feed Pump Feed Pump Feed Pump
Dom. F.W.
005V 007V
Lub. Oil
F.D. Fan Inlet Vanes
Fuel Oil
Saturated Steam
Feed Water
009V 008V Instrumentation PI
Steam
025V 026V 027V
To To H.F.O.
Mixture Service Tank
No.3 F.O. No.2 F.O. No.1 F.O.
Aux. Boiler
Purifier Purifier Purifier
Return Oil
Issue: 1 Illustration 2.10.3a Control Air System

2.10.3 Control Air System Position Description Valve
Open Inlet valve to Control Air System AE041V
Control Air Dryer
Open Inlet valve to Control Air Dryer AE045V
Maker: Boge
Open Outlet valve from Air Dryer AE046V
No of sets: 1
Model: 257 Closed By-pass valve for Air Dryer AE044V
Open Supply valve to Vacuum Condenser 012V
Introduction Open Supply valves to Bilge Separator 013V
& 014V
The control air system is supplied from the general service air system. The
Open Supply valve to M.E. L.O. Filter 015V
control air is processed through a refrigerated air dryer, and associated filters
before supplying the following control air services: Open Supply valve to M.E. & A.E. F.O. Supply Unit AE010V
& AE011V
Oily water bilge separator.
Open Supply valves to Aux. Boilers Atomising Steam AE002V
Inert gas system. & AE003V
Cargo oil pumps. Open Supply valves to Aux. Boilers Feed water AE004V
Vacuum condenser. & AE030V
Remote sounding system. Open Supply valves to Aux. Boilers F.O. Flow AExxxV
& AE006V
Main Engine control system, in an emergency.
Open Supply valves to Aux. Boilers F.D. Fans AE005V
M.E. auto back flushing L.O. filters & AE007V
M.E. and A.E. F.O. supply unit. Open Supply valve to Aux. Boilers Steam Outlet AE009V
Auxiliary engine control systems Open Supply valve to Aux. Boilers F.O. Return AE008V
Boiler control systems c) Blow down the inlet to the control systems on a regular basis to
Purifier control systems check the efficiency of the air dryer.
Auxiliary systems pressure and temperature controllers.

Sea Chests.
Procedure for Preparing the Control Air System for Operation: Control Air Drier
a) Ensure that all instrumentation valves are open.
b) Set up the valves as shown in the following table.
Issue: 1 2.10.3 Control Air System - Page 1

Illustration 2.11a Steering Gear No.2 Pump Unit No.2 Hydraulic By-Pass Valve
Torque
Motor
No.2 Servo
Controller
No.2 Valve Block
'R' Pin
XA
M XS
A02
No.2 Motor
No.2 Auxiliary
Pump
No.2 Transfer Valve No.2 Janney Pump TI
LAL
XXX
Valve A Valve C
LALL
No.4 Cylinder. XXX
No.2
Cylinder
No.2 Isolation Valve
Inter-Connection Lines
No.1
Cylinder Valve D No.1 Isolation Valve No.1 Pump Unit No.1 Hydraulic By-Pass Valve
No.3 Cylinder.
Torque
Valve B Motor Orifice
No.1 Servo
Pilot Relief Valve Controller
Limit Switches For
Rudder Angle Limiter Boost Relief Valve
'Q' Pin
Filter
M XA
XS
Key A02
No.1 Motor
Pressure Lines
No.1 Auxiliary
Pump
Safety Valves No.1 Transfer Valve No.1 Janney Pump TI
Return Lines LAL
XXX
No.1 Valve Block
Electrical Signal
LALL
XXX
Issue: 1 Illustration 2.11a Steering Gear

2.11 Steering Gear Procedure to Put the Steering Gear into Operation. Operation
Description The system valves are assumed set for normal operation. If failure of one of the systems occurs, the ship's speed should be reduced, as
only 50% of the torque for the steering gear operation is available.
Maker: M.H.I. a) Check the level and condition of the oil in the tanks and refill with
Type: DFT - 250 the correct grade as required. Failure sequence with one pump running
The steering gear consists of four hydraulic rams driven by two electrically b) Check that the pin in the control lever is correctly fitted. With No.1 pump running and No.2 pump stopped, if loss of oil occurs, the
driven pumps. The pumps are of the variable displacement axial piston type following sequence will take place:
and are contained in their own individual oil tanks. c) Ensure the rudder is in the mid position.
a) If the oil level in No.1 oil tank goes down to the ‘LOW’ position
The steering gear is capable of operating as two totally isolated steering d) Start the selected electro-hydraulic pump unit. audible and visual alarms are given on the navigating bridge and
systems. in the machinery space.
e) Carry out pre-departure tests.
Each pump unit is capable of putting the rudder through the working angle in b) No.1 isolating valve (IV - 1) is energised and the hydraulic system
the specified time. The second pump unit can be connected at any time by f) Check for any leakage and rectify. associated with No.2 pump is isolated.
starting the motor.
g) Check for abnormal noise. c) If the oil level goes down to ‘LOW-LOW’ position No.1 isolating
The steering gear is provided with an automatic isolation system. Both valve (IV-1) is de-energised, and No.1 pump is automatically
hydraulic systems are interconnected by means of electrically operated h) Check operating pressures. stopped, No.2 isolating valve (IV-2) is energised and No.2 pump
isolating valves that in normal operation, allow both systems together to is automatically started. The hydraulic system associated with
produce the torque necessary for moving the rudder. In the event of failure that Automatic Isolation System No.1 pump is isolated. Steering is now being carried out by No.2
causes a loss of hydraulic fluid from one of the systems, the float switches in pump and its two related cylinders (No.3 & No.4).
the expansion tank are actuated. This gives a signal to the isolation system, Description
which automatically divides the steering gear into two individual systems. The d) If the oil loss occurs in No.2 tank, steering is continued to be
defective system is isolated, whilst the intact system remains fully operational, This steering gear is so arranged that in the event of a loss of hydraulic fluid carried out by No.1 pump and its two related cylinders (No.1 &.
so that steering capability is maintained at reduced speed with 50% of the from one system, the loss can be detected and the defective system automati- No.2) with 50% torque.
rudder torque. cally isolated within 45 seconds. This allows the other actuating system to
remain fully operational with 50% torque available. If No.2 pump is running and No.1 pump is stopped, No.1 and No.2 pumps and
The steering gear is remotely controlled by the auto pilot control or by hand No.1 and No.2 isolating valves are reversed in the above sequence.
steering from the wheel-house. Levers are provided for local control in an Construction
emergency. All orders from the bridge to the steering compartment are Failure sequence with both pumps running.
transmitted electrically. Steering gear feedback transmitters supply the actual This system consists of the following equipment:
position signal for the systems. The rudder angle is limited to 35° to port or If oil the level in No.1 or No.2 oil tank goes down to the ‘LOW-LOW’ level,
2 - Isolating valves.
starboard. the associated isolating valve will operate and the respective pump will be
2 - Level switches with ‘LOW’ and ‘LOW-LOW’ level positions. automatically stopped.
The variable flow pumps are operated by a control lever, which activates the
tilting lever of the pump cylinder, which causes oil to be discharged to the 2 - Oil tanks having a chamber for level switches and system test System testing
hydraulic cylinders. When the tiller reaches the set angle, the tilting lever is valves.
restored to the neutral position, which causes the pump to cease discharging. Electric control panel for automatic isolation system. The float chamber can be isolated and drained to test the system operation.
No.1 pump unit is supplied with electric power from the emergency This should be carried out as part of the pre-departure checks.
switchboard and the other pump unit from the main switchboard. Alarm panel for automatic isolation system.
Under normal circumstances, all four cylinders will be in use, with one pump
unit running and the second pump unit ready to start automatically. When
manoeuvring or steaming in confined waters, it is compulsory that both pump
units are running, in order to get the IMO recommended 28 seconds from 35°
one side to 30° the other side (with one pump in 56 seconds).
Issue: 1 2.11 Steering Gear - Page 1

Illustration 2.11a Steering Gear No.2 Pump Unit No.2 Hydraulic By-Pass Valve
Torque
Motor
No.2 Servo
Controller
No.2 Valve Block
'R' Pin
XA
M XS
A02
No.2 Motor
No.2 Auxiliary
Pump
No.2 Transfer Valve No.2 Janney Pump TI
LAL
XXX
Valve A Valve C
LALL
No.4 Cylinder. XXX
No.2
Cylinder
No.2 Isolation Valve
Inter-Connection Lines
No.1
Cylinder Valve D No.1 Isolation Valve No.1 Pump Unit No.1 Hydraulic By-Pass Valve
No.3 Cylinder.
Torque
Valve B Motor Orifice
No.1 Servo
Pilot Relief Valve Controller
Limit Switches For
Rudder Angle Limiter Boost Relief Valve
'Q' Pin
Filter
M XA
XS
Key A02
No.1 Motor
Pressure Lines
No.1 Auxiliary
Pump
Safety Valves No.1 Transfer Valve No.1 Janney Pump TI
Return Lines LAL
XXX
No.1 Valve Block
Electrical Signal
LALL
XXX
Issue: 1 Illustration 2.11a Steering Gear

Emergency Operation.
If for any reason the system should fail,the stand-by system will automatically start up.
Should the failure be as a result of excessive leakage, then the circuit selector
Automatic Isolation valve will act to isolate the two steering systems. The
defective electro-hydraulic unit is thus isolated from the distribution block, and
the second unit, which will already have started, supplies the steering gear
power.
For remote steering in an emergency, follow the instructions on the operating

panels on the steering gear upper platform.
Table 2.11b Operating Mode Valve Positions
WO R K I N G A R R A N G E M E N T
Case Wo r k i n g Wo r k i n g B y p a s s Va l v e Au t o I s o l a t i o n Symbols
Pumps Cylinder Va l v e
A B N o. N o. 2
1 1 or 2
1, 2, 3, 4 X X O O O = Open
2 1 & 2
3 1 1, 2 X X X O X = Closed
4 2 3, 4 X X O X
Emergency Steering Linkage
Issue: 1 2.11 Steering Gear - Page 2

Illustration 2.12.1a Diesel Generators
Engine
Type: 6L23/30H
Maker: Ssangsong Man B&W.
Alternator
Maker: Hyundai
Type: HFJ6 564 14K
Capacity: 750kVA
Issue: 1 Illustration 2.12.1a Diesel Generators

2.12 Electrical Power Generators Turbo-charger System Excess fuel not needed by the injection pumps is passed through the overflow
pipe and delivered into the manifold, which returns it to the system. This
2.12.1 Diesel Generators The engine is fitted with an exhaust gas driven turbo-charger. The turbo principle ensures that:
charger draws air from the engine room via a suction filter and passes it
Maker: Ssangyong-Man-B&W through a charge air cooler, before supplying the individual cylinders. 1. There is always an adequately large amount of pressurised fuel
Type: 6L23/30H available.
No.of sets: 3 Cooling Water System
No.of cylinders: 6 2. The heated fuel can be circulated for warming up the piping
Bore: 225 mm All cooling water requirements for the generator engines are provided by water system and the injection pumps prior to engine starting.
Stroke: 300 mm from the central low temperature fresh water cooling system.
Rating: 835kW at 720 rpm 3. The necessary fuel oil temperature can be better maintained.
The air cooler and L.O. cooler are supplied from the system after the fresh
Introduction water cooling pumps. The system serves the air cooler and lubricating oil Lubricating Oil System
cooler in parallel, and the generator air cooler in series with the L.O. cooler.
Three identical diesel generators, operating in the medium speed range, supply
The cooling water is supplied automatically on start up. All running gear of the engine is force lubricated by the engine driven gear
electrical power for the ship.
type pump. The pistons are also supplied by oil as a cooling medium. A pre-
The jacket cooler is supplied from the system immediately forward of the lubrication pump is also fitted to supply oil to the bearings and other running
The engines are six cylinder, turbo charged, unidirectional, four stroke, trunk
circulating pump suction. An engine driven pump circulates the jacket spaces gear before the engine starts, this reduces wear on the engine in the period
in line engines, and are normally powered by fuel oil. They can also be
and cylinder heads. The engine is kept warm when on standby by circulating between the engine starting and the engine driven pump building up
supplied with diesel oil, which is used for flushing through, prior to shutting
the jacket water through a pre-heater. lubricating oil pressure. The pre lubrication pump will be running continuous-
down for maintenance.
ly while the engine is on automatic standby.
The engine driven jacket (high temperature) cooling water pump, discharges
One diesel generator is used during normal sea going conditions. Two
through the engine jacket and cylinder head cooling water spaces and then to The engine driven pump and the electrically driven pre lubrication pump both
generators are required when:
a thermostatically operated valve. If the temperature of the cooling water take suction from the engine sump, and discharge through a cooler and duplex
Manoeuvring. leaving the engine is below the normal operating temperature, the thermostat filter to the engine oil supply rail. A control valve on the pump discharge,
will direct the cooling water back to the pump suction. When the cooling water which relieves any excess pressure back to the sump, controls the pressure. The
Tank cleaning.
outlet temperature reaches operating temperature, the thermostat will begin to temperature is controlled by a three way temperature control valve, which
Cargo discharge. direct the water to the central fresh water cooling system, and the pump will regulates how much of the oil passes through the cooler. The turbo-charger is
partly take its suction from the central fresh water cooling system, thus supplied from the main circuit via an orifice.
Starting Air System maintaining a constant temperature.
The cooler is a plate heat exchanger, with the oil circulating through the flow
The engine is started by means of an air driven starter motor. When the start When an engine is on stand-by or prepared for operation, its jacket cooling channels and water from the central fresh water cooling system circulating
valve is opened by the remote controlled solenoid, air is supplied to the air start water is heated by a thermostatically controlled pre-heater. through the parallel channels in a counter current regime.
motor. The air supply activates a piston, causing the pinion to engage with the
gear rim on the flywheel. When the pinion is fully engaged pilot air opens the Fuel System The main L.O. filter is supplemented by a by-pass centrifugal filter mounted at
on/off valve, which supplies air to the air start motor, causing the engine to the engine base frame. During operation a part of the lubrication oil supplied
turn. The engine fuel supply rail is supplied by diesel oil or fuel oil from the engine from the engine driven L.O. pump enters the centrifugal filter and returns to
driven fuel oil feed pump. The high-pressure fuel injection pumps take suction the oil sump in the base frame.
When the revolutions exceed about 110 rpm, where, if conditions are normal,
from the fuel supply rail. The injection pumps deliver the fuel oil under high
firing has taken place, the start valve closes and the pinion piston and on-off
pressure through the injection pipes to the injection valves. Cams on the The filter is driven by the oil supply. The filter relies on centrifugal force and
valve are vented. A return spring disengages the pinion from the flywheel and
camshaft operate the injection pumps. can remove high-density sub micron particles.
the air motor stops.
With the engine stopped, fuel will circulate along the fuel supply rail and back
During starting a pneumatic cylinder operates a stop arm to limit the fuel-
to the vent / return pipe The engine supply rail will thus be kept hot and ready
regulating shaft.
for use when it is being operated on fuel oil.
The engine can also be started locally by manually operating the emergency
The discharge of the fuel feed pump passes through a duplex fuel oil filter.
start valve.
Both filters are normally in use, only shutting one off for maintenance. Turning
the top handle 2 turns cleans the filters. Any sediment can be drained off.
An on-line air lubricator lubricates the start air motor.
Issue: 1 2.12 Electrical Power Generators - Page 1

Procedure to Prepare a Diesel Generator for Starting. If maintenance work has been carried out on the engine, start the engine as Procedure to Stop a Diesel Generator Engine
below prior to switching the engine to automatic operation.
a) Set up the fuel oil service system as described in section 2.6.2 a) Before stopping, run the engine at reduced load or idle speed for
s) Check that all fuel pump indexes are at index ‘0’ when the 5 minutes for cooling down purposes.
b) Set up the low temperature cooling water system as in section regulating shaft is in the stop position.
2.5.2 b) Actuate the remote stop device.
t) Check that all fuel pumps can be pressed by hand to full index and
c) Check the level of oil in the sump and top up as necessary with return to ‘0’ when the hand is removed.
the correct grade of oil.
u) Check the spring loaded pull rod operates correctly.
d) Prime the fuel oil system.
v) Check that the stop cylinder for the regulating shaft operates
e) Switch the generator engine pre lubricating oil pump to automatic correctly when shutting down normally and at over-speed and
operation and check that the lubricating oil pressure builds up. shut down. Testing is done by simulating these situations.
The engine shall be pre-lubricated at least 2 minutes prior to
starting. w) Switch the engine to automatic operation.
f) Check the pressure before and after the filters. Procedure to Start a Diesel Generator Engine
g) Check the governor oil level. a) From the local control panel start the engine and allow it to run on
'idle speed'.
h) Check the oil level in the air start motor on-line lubricator.
b) Make a thorough check of the engine, to ensure that there are no
i) Turn the engine at least 1 complete revolution using the turning leaks and the engine is running smoothly and firing on all
gear with the cylinder indicator cocks open, or purge the cylinders cylinders.
by inducing a start procedure.
c) Switch the engine over to normal operating speed.
j) Close the cylinder indicator cocks.
d) Check L.O. pressures and temperatures.
k) Open the suction and discharge valves of the generator engine
jacket water preheating pump. e) Check pressure drop across filters.
l) Vent the jacket cooling water space. f) Check F.O. pressure and temperature.
m) Start the generator engine jacket water preheating pump. g) Connect to the switchboard.
If any part of the engine has been drained for overhaul or maintenance, check h) Ensure that the thermostatically operated valves on the cooling
the level in the central fresh water cooling expansion tank and refill with water systems operate correctly as the cooling water temperature
distilled water if necessary. increases.
n) Vent the generator engine jacket water pre-heater. i) Ensure that the engine temperatures and pressures remain within
normal limits as the load is applied to the engine and the engine
o) Switch the generator engine jacket water pre-heater on. heats up.
p) Raise the engine temperature to about 600C. j) Check exhaust gas temperatures for deviation from normal.
q) Open the vent on the cooling water outlet line on the generator air k) Check exhaust gas for smoke.
cooler, and close it again when all air has been expelled.
l) Keep the charge air pressure and temperature under control.
r) Disengage the turning gear and lock in the ‘OUT’ position.
Issue: 1 2.12 Electrical Power Generators - Page 2

Illustration 2.12.2a Emergency Diesel Generator
EMERGENCY DIESEL GENERATOR
L.O. Pressure Water Temperature

L.O Press F.W. Temp. F.W. Level
RPM Alarm Alarm Alarm
Over Lub Oil Fuel

Local Speed Temp. Leakage
Stop Emr'gy Auto Stop Alarm Alarm
Power Start Lamp

On Failure Test
Start Reset
Alarm
L.O. Temperature
Engine
EMERGENCY DIESEL GENERATOR Type: 612 DSB1
Maker: Valmet.
Alternator
Maker: Stamford
Type: UCM 274 HI
Capacity: 190kVa
Issue: 1 Illustration 2.12.2a Emergency Diesel Generator

2.12.2 Emergency Diesel Generator The engine should be started once per week and run up to full load monthly. Procedure to Manual Start the Emergency Diesel Engine (using the
Whenever the engine has been started, the diesel oil tank must be checked and electric starter)
Introduction refilled if the level has dropped to or below the '24 hour operation' level.
a) Ensure that the engine is switched to local control.
Engine Procedure to Prepare the Emergency Diesel Engine for Automatic
Maker: Valmet Traction Inc. b) Check the level of oil in the engine sump and top up as necessary
Starting with the correct grade of oil.
No. of cylinders: 6
Model: 612 DSB1 a) Ensure that the engine is switched to local control.
Output: 168 kW at a continuous speed of 1800rpm. c) Check the level of water in the radiator and top up as necessary
with clean distilled water.
Alternator b) Check the level of oil in the engine sump and top up as necessary
Maker: Newage-Stamford with the correct grade of oil. d) Check the level of diesel oil in the emergency generator diesel oil
Model: UCM274H1 service tank and top up as required.
Output: 152kW c) Check the level of water in the radiator and top up as necessary
with clean distilled water. e) Turn the idle/run toggle switch on the local panel to 'run'.
The emergency diesel generator is a self-contained diesel engine located on A
Deck level on the port side of the engine casing. d) Check the level of diesel oil in the emergency generator diesel oil f) Turn the crank and start/run/off toggle switches to 'crank' and
service tank and top up as required. 'start/run' simultaneously. Release the crank toggle switch when
On power failure of the main diesel generators, the generator set will start auto- the engine has fired.
matically. It will couple automatically to the emergency switchboard in order e) Switch on the cooling water heater. (Normally on when the engine
to maintain supplies to essential services. The generator set will also be used is stopped). g) Check that the engine is firing smoothly.
to get the ship under power from 'dead ship' condition. It will enable power to
be supplied to essential services selectively without the need for external f) Open the fuel oil supply to the diesel engine. (Normally open h) Check the engine oil pressure, cooling water pressure and rpm.
services such as starting air, fuel oil supply and cooling water. when engine is stopped). Investigate any abnormalities.
The engine is an in line 6 cylinder turbo charged engine with a self contained g) Turn the switch to remote operation, and then set the engine for i) Check that the cooling water heater switches off as the engine
cooling water system. The cooling water is radiator cooled, and circulated by automatic stand-by operation. heats up, and that the thermostat operates, to allow cooling water
an engine driven pump. A thermostat maintains a water outlet temperature of to flow to the radiator as the engine heats further.
82 to 930C. Air is drawn across the radiator by an engine driven fan.
j) If required, load the engine, otherwise allow it to run idle or stop it.
The cooling water is circulated by an engine driven pump, which also supplies
cooling water to the lubricating oil cooler. An electric heater is fitted to keep k) When the engine has stopped, check that the heater switches on,
the cooling water at 40 to 500C when the engine is on automatic stand-by. turn the switch to remote operation, and then restore the engine to
automatic stand-by.
The engine running gear is force lubricated, an engine driven gear pump
drawing oil from the integral sump and pumping it through the cooler and then l) Report to the Chief Engineer if the engine did not start on battery
through a filter before being supplied to the lubricating oil rail. power.
The engine is normally started by means of an electric starter motor, power to

the motor being supplied by batteries, which are on constant charge while the
ship is in service. A hydraulic starter is also fitted, hydraulic power being
manually generated by a hand pump. An accumulator is charged by a hand
pump, which drives a hydraulic motor on the flywheel when the stored energy
is released. This system can be utilised when starting the engine from the dead
ship condition. The engine can be manually started locally using either the
electric or hydraulic starter motor, but when switched to automatic operation,
only the electric starter motor is utilised.
Issue: 1 2.12.2 Emergency Diesel Generator - Page 1

Illustration 2.12.2a Emergency Diesel Generator
EMERGENCY DIESEL GENERATOR
L.O. Pressure Water Temperature

L.O Press F.W. Temp. F.W. Level
RPM Alarm Alarm Alarm
Over Lub Oil Fuel

Local Speed Temp. Leakage
Stop Emr'gy Auto Stop Alarm Alarm
Power Start Lamp

On Failure Test
Start Reset
Alarm
L.O. Temperature
Engine
EMERGENCY DIESEL GENERATOR Type: 612 DSB1
Maker: Valmet.
Alternator
Maker: Stamford
Type: UCM 274 HI
Capacity: 190kVa
Issue: 1 Illustration 2.12.2a Emergency Diesel Generator

Procedure to Manual Start the Emergency Diesel Engine (using the Procedure for Stopping the Engine after Running on Load
hydraulic starter)
a) Shed load from the engine.
a) Switch the engine to local control.
b) Allow engine to idle for 5 minutes before shutting down to allow
b) Check the level of oil in the engine sump and top up as necessary the cooling water and lubricating oil to carry away heat from the
with the correct grade of oil. combustion chambers, bearings, shafts etc. It is particularly
important for the turbo charger where a sudden stop can lead to a
c) Check the level of water in the radiator and top up as necessary 400C rise, which could damage the bearings and seals.
with clean distilled water.
c) Long periods of idling will result in poor combustion and build up
d) Check the level of diesel oil in the emergency generator diesel oil of carbon deposits.
service tank and top up as required.
d) Switch stop/local/emergency toggle switch to stop.
e) Switch the cooling water heater on. (Normally on when engine is
stopped). e) When the engine has stopped, switch the heater on, turn the toggle
switch to emergency operation. Restore the engine to automatic
f) Open the fuel oil supply to the diesel engine. (Normally open stand-by.
when engine is stopped).
(Note ! The hydraulic cylinder unloading valve is set at 207kg/cm2. If this
g) Check the level of oil in the hydraulic reservoir, and top up if valve does not unload at this pressure, report to the 2/Eng. or Ch/Eng.)
necessary with the correct grade of oil.
h) Operate the hydraulic hand pump to charge the hydraulic

accumulator to an approximate pressure of 200kg/cm2.
i) Switch the stop/local/emergency toggle switch to local.
j) Depress the hydraulic starting valve to the start position and

release it when the engine fires.
k) Check that the engine is firing smoothly.
l) Check the engine oil pressure, cooling water pressure and rpm.
m) Check that the cooling water heater switches off as the engine
heats up, and that the thermostat operates, to allow cooling water
to flow to the radiator as the engine heats further.
n) If required, load the engine, otherwise allow it to run idle or stop

it by switching the stop/local/emergency toggle switch to off.
o) When the engine has stopped, switch the heater on, turn the
switch to remote operation. Restore the engine to automatic
stand-by.
p) Purge air at the hand pump by using the bypass valve.
q) Replace the pumping bar in the holder after use.
Issue: 1 2.12.2 Emergency Diesel Generator - Page 2

440/220V
Illustration 2.13.1a Distribution and Loading 99 KVA
440/220V
99 KVA
No. 2 No.3 D.G. No.2 D.G. Syn No.1 D.G. No. 1 220V AC Feeder
No. 2 Group Starter Panel No. 2 A.C. 440V Feeder Panel No. 1 A.C. 440V Feeder Panel No.1 Group Starter Panel
Ballast P/P Panel Panel Panel Panel Ballast P/P Panel
835kW 835kW 835kW

M M No.2 M M
M 975A
No.3 975A 975A No.1 M
D.G. D.G. 450V D.G.
450V 450V
PD2 PD3 PD4 PD5 LGSP4 LGSP5 LGSP6
LGSP2 LGSP4 LGSP6 LGSP8 LGSP9 LGSP3 LGSP8 LGSP11 LGSP12 LGSP9 PD6
440/220V
15 KVA
Focsle
L1 L2 L3 L4 L5 L6
Services LD6
L7 L8 L9 L10
LPD1 LPD2 LPD3
152kW
Battery 400A 400A
S.P. E.G.
200A/h 450V 450V 440/220V
and
45 KVA x 2
300A/h
Battery Shore Connection Gen

Battery Charger/24V Distribution Board Emergency 440V Feeder Panel Emergency 220V Feeder Panel
Charger Box Panel
M
EPD1 ELD1 ELD2 ELD3
No.1 GSP(M.E. F.O. Pumps)

No.1 440V Feeder Panel (A.E. F.O. Pumps)
LGSP7 (Emerg. Fire Pump)
Issue: 1 Illustration 2.13.1a Distribution and Loading

2.13 Electrical Power Distribution The emergency switchboard consists of: Switchboards
The emergency generator panel
2.13.1 Distribution and Loading The switchboards are of dead front box frame construction without a bottom
A 440V feeder panel plate and have hinged front panels that can be opened without disturbing the
Generating Plant meters, pilot lamps, etc. mounted on them. Bus bars, cubicle rows and tiers are
A 220V feeder panel
segregated so that a fault in one cubicle cannot spread to another. A synchro-
The electric power generating plant consists of the following: nising panel is supplied on the switchboard. The generator circuit breakers are
The main switchboard feeds the emergency switchboard, which is situated in of the air circuit breaker type.
the emergency switchboard room. The main switchboard 230 volt section is
Diesel Generators
fed from the 440 volt switchboard via two transformers. Feeder Circuit Breaker
No. of sets: 3
The emergency generator will start automatically in the event of a blackout and The feeder circuits supplied from the 440V feeder panel of the switchboard are
Rating: 450 volt, 3ph, 60 Hz, 835 kW
feed the emergency switchboard. protected by a moulded case circuit breaker with inverse time thermal over
Emergency Diesel Generator current trip, instantaneous magnetic trip and short circuit current interruption
A power management system controls the starting, stopping, connection and features.
load sharing of the generators. If a failure occurs and one of the generators
No. of sets: 1
shed non-essential loads, another generator will auto start and reconfigure the The AC 220V feeder circuit is protected by a moulded case circuit breaker with
Rating: 450 volt, 3ph, 60 Hz, 168 kW
power distribution. inverse time, thermal over current trip, instantaneous magnetic trip and short
Introduction circuit current interruption features.
Group starter and distribution boards are provided in suitable positions to
supply the various power, heating, lighting, communication and navigation The moulded case circuit breakers for the main & emergency switchboards are
Only one diesel generator is normally used during normal sea going
equipment throughout the vessel. of the plug-in type, so that the breakers may be removed from the panel front
conditions. Two generators are required when:
without de-energising the main bus bar. However, the moulded case circuit
Manoeuvring The large motors and group starter panels are supplied from the 440 volt breakers for group starter panels and distribution panels are of the fixed type.
switchboard directly. Power for other smaller power consuming devices are
Cargo Loading
supplied from the 440 volt switchboard through group starter or distribution Automatic Synchronising Control
Cargo discharging panels.
Tank cleaning An automatically controlled synchronising apparatus, which consists of the
Each distribution circuit is protected against over-current and short circuit automatic speed matcher and the automatic synchroniser, is provided for the
The emergency generator has sufficient capacity to supply the auxiliaries current, by a moulded case circuit breaker fitted on the switchboard or panel ship's service generator sets. The automatic speed matcher equalises the
required to start a main diesel generator in the event of total power failure. board with inverse time over-current trip and instantaneous trip. Each steering generator frequency with bus-bar frequency.
gear motor is fed from an independent circuit, one steering gear motor being
All three main generators can operate in parallel, but not with the emergency connected to the main switchboard and the other being connected to the The automatic synchroniser energises the air circuit breaker to connect two
generator. emergency switchboard. A general service 24 volt battery charging circuits in parallel at the moment when both phases coincide.
switchboard supplies the engine and wheel house consoles, along with other
Power Distribution System essential low voltage services. Automatic Power and Frequency Control
General Description Each supply system is provided with a device for continuously monitoring the An automatically controlled power and frequency control system is provided
insulation level to earth, giving an audible and visual indication of abnormal for each ship's service generator.
The main switchboard consists of: low insulation level.
In general, the power management system controls the effective output of the
Three generator panels A shore connection is provided to supply power to the main 440V switchboard. generators operated in parallel.
A synchronising panel
Four group starter panels
Four 440V feeder panels
A 230V feeder panel
Shore connection section
Issue: 1 2.13 Electrical Power Distribution - Page 1

Illustration 2.13.1b Power Management System
Main Switchboard
Generator Control
Power Management System
Automatic
Synchroniser
Generator A.C.B.
Load Sharer
Governor
Start/ Stop
Box
Synchronising Panel Generator Panel
Alternator
Diesel Engine
Issue: 1 Illustration 2.13.1b Power Management System

The power management system also controls the following: Preference Trip 4. Stopping of Generator
The number of running generators in accordance with the ship's See section 2.13.5 In order to stop the generator in operation, first reduce load it by stopping the
power demand. auxiliary machinery and then turn the ACB switch to open.
Non-essential loads are interrupted automatically, in case of over current of
The start of large motors is blocked until the number of running any one of the main diesel generators, to prevent the ship's power failure. Avoid opening the ACB when the generator is on load, as it will cause an
generators is sufficient to supply the motor and ship’s demand. In instantaneous rise in the engine speed and possible over-speed trip.
this case the first standby generator is started and synchronised Procedure for the Manual Operation of Connecting Generators to the
automatically. Switchboard 5. Parallel Running procedure:
Motors 1. Instruments and Control Devices a) Start the second generator by following the same procedure as for
starting the first generator.
The 440 volt motors, in general, are of the squirrel cage induction type with a The generator panels are equipped with an ammeter, kilowatt/hour meter and
standard frame designed for AC 440V three phase 60 Hz. The exception are voltmeter to measure the output of the generator. The air circuit breaker, b) After confirmation of the voltage of the second generator, align
the motors for domestic service and small capacity motors of 0.4 kW or less. reverse power relay and over current relay are provided for generator the frequency with that of the running generator.
protection.
Where continuous rated motors are used, the overload setting ensures the c) Once the voltage and frequency of both generators are identical,
motor trips at 100% of the full load current. The motors in the engine room are The synchronising panel is equipped with a double frequency-meter, double change over the synchroscope to the incoming generator and
of the totally enclosed fan cooled type. voltmeter and wattmeters for comparing the output of the generator to the bus- check the synchronous state by means of the synchroscope. The
bar. A synchroscope and synchronising lamps are provided for parallel pointer needle will revolve in accordance with the difference in
Stand-by motors will start when no voltage is detected on the in service motor operation. frequency.
or when the process pressure is low.
2. Engine Starting and Stopping d) Check the direction of rotation, if it is revolving in the ‘FAST’
440 Volt Starters direction, .turn the governor switch of the second generator to the
The engine can be remotely started by a push button on the generator panel as ‘LOWER’ direction. If it is revolving in the ‘SLOW’ direction,
The starters are generally constructed in group control panels and power dis- follows: then turn the governor switch to the ‘RAISE’ direction.
tribution panels. The drawings for the starter circuit are enclosed in a vinyl
envelope and kept in a pocket inside each starter panel. a) Switch the required generator to MANUAL. e) Adjust the speed until the synchroscope pointer moves to the 12
o’clock position, showing the state of synchronisation.
Large motor starters are arranged in group starter panels on the main switch b) Select remote control on diesel.
board, with duplicated equipment starters split between each of the main f) Energise the air circuit breaker of the second generator
switchboard group starter panels. The control voltage of the starters is AC c) Operate the engine START push button. This will open the start immediately.
230V. Interlocked door isolators are provided for all starters. For group valve to start the engine. When voltage is established the
starters, this switch is of the moulded case circuit breaker which functions as generator is in RUN mode. g) It is ideal to close the air circuit breaker when the pointer of the
both disconnecting means and over-current protection of the motor circuit. synchroscope turns in the ‘FAST’ direction and is closing on the
d) To stop the engine, operate the engine STOP push button. black mark at the centre (5minutes to noon!). ‘SLOW’ side
Sequential Re-start turning may cause operation of the reverse power relay. If the
3. Single Generator Running procedure - on to dead bus: frequency difference between the two generators in parallel
See section 2.13.5 operation exceeds 3Hz the synchroscope will not revolve. With
a) Start the engine as above. As voltage is established, the running this in mind, operate the governor switch to decrease this
Essential service motors, which were in service before the blackout, are started lamp will be illuminated. difference. Observe the bus/incoming generator frequency meter
automatically on recovery of the main bus voltage. These motors are classified for reference.
into groups (consistent with voltage dip and over current) to the generator and b) At rated speed the voltage will rise to 440 volts, indicated by the
shall start according to the predetermined restarting sequence. Motors that voltmeter.
were selected for duty before the blackout are automatically returned to duty
c) Adjust the frequency to 60 Hz by means of the governor
after the blackout. Similarly, motors selected for standby are automatically
raise/lower switch. The rated values are indicated by red marks on
returned to standby.
the corresponding meters.
d) Close the circuit breaker (ACB).

6. Load Sharing 3. Automatic Parallel Running Activated by Heavy Load 6. Automatic Bus Connection due to Short Circuit
a) Having achieved parallel operation, load sharing is accomplished If the generator in use registers a high load of 740kW (95% of the rated power), If the bus voltage has become zero, by the opening of the ACB of the generator
by increasing the input from the incoming engine. This is for 10 seconds, the first standby generator will go through the following in use, due to a short circuit trip, the first stand by generator will go through
increased by means of the governor switch. This speeds up the sequence: the following sequence:
incoming generator, causing the first generator to lose load and
gain speed, thus causing the frequency to rise. To prevent this, the 1) Engine starts. 1) Engine starts.
governor, switch of the first generator must be turned in the 2) Voltage build-up detected. 2) Voltage build up detected.
‘LOWER’ direction. This action also causes the load to be
transferred to the incoming generator. Ensure the frequency 3) Automatic synchronisation. 3) ACB closes.
remains constant during this operation.
4) ACB closes. If the first stand by generator fails to start or the ACB fails to close, the second
b) Equalise the load of both generators. 5) Automatic load sharing on. stand by generator will start and follow the above sequence.
7. Generator Space Heaters 7. Automatic Change Over by Bus Abnormality
If the first standby generator fails to start or the ACB fails to close, the second
A space heater is provided in each generator to prevent condensation forming standby generator will start and follow the above sequence.
If a bus abnormality (low or high voltage or low or high frequency) is detected
on the windings. The space heater switch should always be in the ‘on’ position. when a single generator is running, the first standby generator will go through
The heater is interlocked with the ACB, which switches the heater off when 4. Automatic Parallel Run Activated by Heavy Consumer Request
the following sequence:
closed and switches it on when opened.
If a start request is received from a heavy consumer (eg: fire/ballast pump)
the first standby generator will go through the following sequence: 1) Engine starts, alarm raised.
Procedure for Automatic Operation of Connecting Generators to the
Switchboard: 1) Engine starts. 2) Voltage build up detected.
1. Generator Auto Start onto dead bus 2) Voltage build up detected. 3) If bus now normal ACB closes.
Selected diesel generator is in auto mode and the start condition is normal. The 3) Automatic synchronisation.
‘DG AUTO READY TO RUN’ indicating lamp is illuminated. The control 4) If bus status still abnormal ACB opens on the abnormal generator.
PLC monitors a trip or black out and therefore initiates the following sequence: 4) ACB closes.
5) Black-out.
1) Engine starts. 5) Automatic load sharing on.
2) Voltage build-up detected. 6) ACB closes on the first stand by generator.
6) Power available lamp illuminated at heavy consumer.
3) ACB closes. If the first stand by generator fails to start or the ACB fails to close, the second
5. Automatic Parallel Run Cancellation by Light Load
stand by generator will start and follow the above sequence.
2. Generator Auto Start and Synchronising to Live Bus
If the total load on the main switchboard is less than 660kW for five minutes
If another generator is already supplying power to the bus and the first standby 8. Automatic Parallel Running by ACB Tripping
when running on two generators, or less than 1320kW for five minutes when
generator is in auto mode as above, the control PLC will initiate the following running on three generators, the following sequence takes place:
sequence: If two generators are running in parallel and the ACB of one generator trips,
1) Generator to be released will shed load to the other generator(s). providing the load on the connected generator exceeds 740 kW (95% of the
1) Engine starts. rated power) the second standby generator will go through the following
2) Opening of the ACB of the generator to be released. sequence:
2) Voltage build-up detected.
3) Engine Stops on the generator released. 1) Engine starts.
3) Automatic synchronisation.
2) Voltage build up detected.
4) ACB closes.
3) Automatic synchronisation.
5) Automatic load sharing on.
4) ACB closes.
5) Automatic load sharing on.

9. Automatic Parallel Running due to Over-current 5. Abnormality Due to Reverse Power
If the current on a running generator exceeds 1251 Amps for a period If there are abnormalities in the output of an engine during parallel operation,
exceeding three seconds the next standby generator will go through the it may cause the generator to function as a motor, due to the power it receives
following sequence: from the other generator(s) through the common bus-bar. The effective reverse
power will then flow through the connected circuit. If this reverse power
1) Engine starts reaches a level of 5% of the rated power, the reverse power relay is triggered
2) Voltage build-up detected and will trip the ACB after a time delay of 5 seconds.
3) Automatic synchronisation 6.Emergency Generator Abnormality Due to Over-current
4) ACB closes If the current on the running generator exceeds 110% of the rated maximum
5) Automatic load sharing on. (265A) for 30 seconds the over-current relay will operate to trip the generator
ACB.
Generator Protection Equipment
7. Emergency Generator Abnormality Due to Short Circuit
The generator is protected from the abnormal conditions described below by
means of the reverse power trip, short circuit trip, under voltage trip, and over- If a short circuit occurs on the bus-bar or the current exceeds 300% of rated
current trips. maximum (723A) the ACB will be tripped almost instantaneously (about
200msec) by the short time delay trip fitted to the ACB.
1. Abnormality Due to Under Voltage
The emergency generator ACB is also fitted with an under-voltage device
If the voltage of a generator decreases to less than 50% of the rated value, the identical in operation to the main generators.
under voltage tripping device, contained in the air circuit breaker, will operate
to trip the breaker. If a short-circuit fault occurs, the generator voltage will
lower and may cause the under voltage tripping device (UVT) to operate. With
this in mind, a time delay device (of about 0.5 seconds) has been fitted to the
under-voltage device to prevent the ACB from tripping immediately, allowing
the defective system circuit breaker to operate first.
2. Abnormality Due to Over Current (preference tripping)
If the current on a running generator exceeds 1251 Amps for a period of 10

seconds, the over-current relay will initiate the release of the first
stage of preferential tripping. If the current still exceeds 1251 Amps after a
further 5 seconds the second stage of preferential tripping is released, thereby
providing protection against the over-current which would otherwise trip the
ACB.
3. Abnormality Due to Over Current (long time delay trip)
If the current on a running generator exceeds 1251 Amps for a period of 50

seconds the over current relay will operate to trip the ACB.
4. Abnormality Due to Short Circuit
If a short circuit occurs on the bus-bar or the current exceeds 3200 Amps, the
ACB will be tripped almost instantaneously (about 300msec) by the short time
delay trip fitted to the ACB.

Distribution Section No.2 Group Starter panel 13 Section No.1 440V Feeders Panel 5
Main Switchboard No.2 E/R fan (supply)1 P1 power distribution galley equipment
Main generator incomers, panels 6, 7 and 9. No.2 main S.W. cooling pump P3 power distribution E/R oil pump
Synchronising section, panel 8. No.2 H.T. F.W. cooling pump P5 power distribution workshop equipment
Section No.1 group starters, panels 2 and 3. No.2 L.T. F.W. cooling pump P7 power distribution E/R water pump
Section No.2 group starters, panels 12 and 13. No.2 crosshead L.O. pump main engine P10 power distribution deck equipment
Section No.1 440V feeders, panels 4 and 5. No.2 main L.O. pump No.1 F.O. supply unit
Section No.2 440V feeders, panels 10 and 11. Section No.1 440V Feeders Panel 4 No.1 auxiliary blower main engine
230V feeders section, panel 1. No.1 hose crane Fire general pump
Section No.1 Group Starter Panel 2 Stripping pump Aft No.1 hydraulic oil pump
Purifier room exhaust fan No.1 A/C compressor panel No.1 main air compressor
No.1 main sea water cooling pump main engine F.W. generator panel No.1 service air compressor
No.1 H.T. F.W. cooling pump Provision refrigeration control panel No.2 steering gear
No.1. L.T. F.W. cooling pump No.1 pump room fan No.1 fan for A/C
No.1 crosshead L.O. pump main engine No.1 blower of IGS Section No.2 440V Feeders Panel 10
No.1 L.O. pump No.1 lighting transformer P2 power distribution laundry equipment
No.1 ballast pump P4 power distribution E/R oil pump
Section No.1 Group Starter Panel 3
Forward No.1 hydraulic oil pump P6 power distribution E/R
No.3 E/R Fan (supply)
No.1 auxiliary boiler control panel P8 power distribution E/R water pump
No.3 main S.W. cooling pump
P9 power distribution forecastle
D.O. transfer pump
No.2 fuel oil supply unit
No.3 L.T. F.W. cooling pump
No.2 auxiliary blower unit
Charge/discharge board
Fire/ballast pump
Section No.2 Group Starter Panel 12
Aft No.2 hydraulic oil pump
No.4 E/R fan (rev)
No.2 main air compressor
L.O. transfer pump
No.2 service air compressor
F.O. transfer pump
Scrubber S.W. pump
Shore connection box
No.2 fan for A.C.

Section No.2 440V Feeders Panel 11 GSP3 Accommodation area P3 Engine Room Equipment
No.2 hose crane Galley fan (exhaust) No.1 C.O.P.T. priming L.O. pump
S.W.C. pump of VAC condenser. Galley fan (supply) No.3 C.O.P.T. priming L.O. pump
No.2 A/C compressor panel Paint store fan (exhaust) No.1 L.O. purifier main engine
GSP3 fans for accommodation. area Deck store fan (exhaust) I.G.G. control panel
A/C unit for ECR Foam store fan (exhaust) No.1 L.O. purifier main engine
No.2 pump room fan (rev) CO2 room fan (exhaust) No.3 F.O. purifier
No.2 blower of IGS Hospital fan (exhaust) No.1 S/T L.O. circulating pump
No.2 lighting transformer P1 Galley Equipment Incinerator
Emergency switchboard Galley range P4 Engine Room Equipment
No.2 ballast pump Tilting Pan No.2 C.O.P.T priming L.O. pump
Fore No.2 hydraulic pump Electric baking oven No.2 L.O. purifier main engine
No.2 auxiliary boiler control panel Deep fat fryer L.O. purifier A.E.
230V Feeders Section Panel 1 Food disposer No.2 F.O. purifier
L1 lighting distribution. panel wheel-house Food mixer M/E L.O. filter
L2 lighting distribution. panel C deck Dishwashing machine Sludge filter
L3 lighting distribution panel B deck P2 Laundry Equipment Stern tube L.O. dosing pump
L4 lighting distribution pane A deck No.1 washing machine No.2 Stern tube L.O. circulating pump
L5 lighting distribution panel Upper deck No.2 washing machine Cylinder oil transfer pump
L7 lighting distribution panel engine room (3rd platform) No.3 washing machine P5 Workshop Equipment
TL test panel No.1 tumble dryer Engine room crane
L8 lighting distribution panel engine room (3rd platform) Ironing machine Lathe
L9 lighting distribution panel engine room Hydro extractor Grinding machine
L10 lighting distribution panel galley Garbage extractor Vertical drilling machine
Navigation light control panel Electrical test panel
Signal light control panel Electric arc welder
Engine control console Air conditioning unit
Communication and navigation distribution panel Exhaust fan for welding platform
Space heating: No.1, 2 and 3 generators Internal control relay

P6 Engine Room Equipment P10 Deck equipment Emergency Switchboard 230V Section
Sewage treatment plant No.1 provision crane Signal light control panel
Bilge separator switch box No.2 provision crane Emergency generator battery charging board
Aft ICCP Hydraulic pump for vacuum Emergency generator and D/E space heating
Main engine turning gear Foam pump Engine console
C.W. pre-heater of auxiliary engines Internal control relay Cargo console
E.G.S power unit 24V Battery Charge/Discharge board Radio equipment
Bilge pump Cargo console Fire centre panel
P7 Engine Room Water Pumps Engine console Communication and navigation distribution panel
No.1 deck seal water pump Wheel-house E1 Emergency lighting distribution panel wheel-house
No.1 cargo pump vacuum pump Auto telephone system E2 Emergency lighting distribution panel accommodation. upper
No.3 cargo pump vacuum pump Main switchboard synchronising panel deck
No.1 vacuum condenser vacuum pump Emergency switchboard generator panel E3 Emergency lighting distribution panel engine room (upper deck)
F.W. hydrophore unit Internal earth lamps and voltmeter X band radar
S.W. cooling pump for atmospheric condenser S band radar

Emergency Switchboard 440V Section
P8 Engine Room water Pumps No.1 gyro compass
Emergency fire pump
No.2 deck seal water pump No.2 gyro compass
Emergency air compressor
Inert gas generator S.W. pump Navigation light control panel
No.1 engine room fan (rev)
No.2 cargo pump vacuum pump Emergency generator room supply fan
No.2 vacuum condenser vacuum pump Emergency fire and S/G room fan
Water calorifier No1. steering gear
Dome oil analyser unit No1 lifeboat winch
P9 Forecastle No.2 lifeboat winch
Electric arc welder Rescue boat davit
Fore I.C.C.P A.C. arc welder
L6 Fore lighting distribution panel Electro telephone
Fore hydraulic pump room supply fan Auxiliary engine priming L.O. pump
Internal control relay 24V D.C. charge/discharge board
No.1 Emergency lighting transformer 45kVA
No.2 Emergency lighting transformer 45kVA
Sprinkler pump

Illustration 2.13.2a Shore Power

440/220V
99 KVA
440/220V
99 KVA
No. 2 No.3 D.G. No.2 D.G. Syn No.1 D.G. No. 1 220V AC Feeder
No. 2 Group Starter Panel No. 2 A.C. 440V Feeder Panel No. 1 A.C. 440V Feeder Panel No.1 Group Starter Panel
Ballast P/P Panel Panel Panel Panel Ballast P/P Panel
Interlock
No.3 No.2 No.1

D.G. D.G. D.G.
835kW 835kW 835kW
975kVA 975kVA 975kVA
450V 450V 450V
Battery 250kw
400A
200A/h S.P. E.G. 400A
450V
and 450V 440/220V
300A/h 45 KVA x 2
Interlock
Battery Shore Connection Gen

Battery Charger/24V Distribution Board Emergency 440V Feeder Panel Emergency 220V Feeder Panel
Charger Box Panel
Issue: 1 Illustration 2.13.2a Shore Power

2.13.2 Shore Power j) Close the emergency switchboard bus tie breaker on section 2
panel 11 of the main switchboard.
A shore connection box is provided in the emergency generator room to accept
power cables during refit. The shore connection box connects, via a breaker, to k) Open emergency generator ACB. Close the bus tie-breaker on the
the main switchboard, 440V section No.2 panel 12. The emergency emergency switchboard.
switchboard can then be supplied as normal through the bus tie breaker on
440V section No.2 panel 11. l) Proceed to supply essential services such as fire detection,
lighting etc.
A phase sequence indicating lamp system is provided. The sequence should be
checked before connecting shore power to the main switchboard. If the m) If no maintenance is scheduled for the Emergency Generator, it
sequence is found to be incorrect, the shore supply must be isolated and two may be shut down and left on auto standby.
phases changed over. the rotation should then be re-instated and the phase
sequence checked again.
A kWh meter, ammeter and pilot lamp, indicating shore power, is available
and a circuit breaker are provided on the main switch board.
The shore power breaker is rated for 440V AC, 3ph, 60Hz, 400A
Interlocking is provided to prevent the shore supply being paralleled with any
other supply.
Procedure for the Operation of Shore Power Reception.
a) The emergency generator should be run up and connected to the

emergency switchboard. This will provide essential services and
emergency lighting during the changeover.
b) When it is intended to receive power from the shore, confirm the

power available light is on.
c) Isolate all non-essential services, including sequential re-start.
d) Check the shore supply voltage.
e) Check the phase sequence.
f) Check the frequency of the shore power.
g) Open all generator ACBs.
h) Close the MCB for shore power to the connection box.
i) Close the shore power MCB on panel 11 on the main switchboard.

This breaker is interlocked and cannot be closed if the feeder
panel is live. Conversely, if the shore power is supplying the
feeder panel, no generator ACB can be closed.
Issue: 1 2.13.2 Shore Power - Page 1

2.13.3 Main Alternators Two alternator will be required to operate in parallel when:
Manoeuvring
Maker: Hyundai Heavy Industries
Type : HFJ6 564-14K Brushless Cargo Loading
Output capacity 975kVA at 450V
Cargo discharging
General Description Tank cleaning
Three main diesel alternator are provided. Each alternator is rated at 780kW at The diesel generators will automatically start and connect to the main
450 volts AC, 3ph, 60Hz. They are of the totally enclosed, self excited, switchboard under the following conditions:
brushless type. The load voltage is kept constant by controlling the excitation
current to the exciter. Output power from the stator is fed into a current/voltage Dead bus due to blackout.
compound transformer and the output of this is fed through the exciter stator Bus abnormal (high or low voltage, high or low frequency).
windings. The magnetic field in the exciter stator induces AC in the excited
rotor, which is rectified by the rotating three phase bridge connected rectifier ACB abnormal trip.
set and passed to the DC main rotor windings. Initial voltage build-up is by The diesel generator will start, synchronise, connect to the bus bar and run in
residual magnetism in the rotor. Constant voltage control is achieved by the parallel with proportional load sharing under the following conditions:
automatic voltage regulator, which shunts a variable current through the
exciter windings, via a thyristor, to keep the AC stator output voltage constant. Overload. The preferential trip system will first shed non-essential
load.
Passing air over an integral fresh water cooler, using a closed circuit air supply,
cools the generator. The cooling spaces are fitted with internal baffles to Heavy electrical consumer start request.
prevent water reaching the stator windings in the event of cooler leakage.
Space heaters are fitted, which are energised when the generator circuit
breakers are open, which protects against internal condensation during shut
down periods. The breakers are normally operated by the automatic power
management system, but can be operated manually at the main switchboard
front. An embedded sensor monitors the stator temperature in each phase, A
water leakage detector and temperature sensor are also fitted in each air cooler.
The two main bearings have temperature sensors.
The electric power system is designed with discrimination on the distribution

system, so that the alternator breaker is the last to open if any abnormalities
occur.
One diesel alternator provides electrical power at sea, with the remaining two
on standby. The priority order of the standby alternator is selected using the
push buttons mounted on the synchronising section of the main switchboard
panel 8.
Starting of large motors is blocked until there is sufficient power available.

Another diesel alternator will be started on request to meet the shortfall.
Issue: 1 2.13.3 Main Alternators - Page 1

Illustration 2.13.4a Emergency Alternator Electrical / Automation

Emergency Group Main Bd Emergency Generator 440V 230V
Starter Panel Interconnector Panel Feeder Panel Feeder Panel
Emergency
Switchboard
24V Battery
Emergency
Generator
Engine
Emergency Generator Stop/Start
A.C.B. Control Unit
Engine
Stop/Start
Signal
Emergency Switchboard
Emergency
Generator
Issue: 1 Illustration 2.13.4a Emergency Alternator Electrical / Automation

2.13.4 Emergency Alternator Procedure for Testing Emergency Alternator on load
Maker: Newage International Stamford a) The main switchboard is supplying the emergency switchboard.
Type UCM 274H1
Output capacity 190kVA at 450V b) NORMAL mode selected at the off/normal/hand/test switch.
General Description c) Turn the operation switch to TEST.
A self-contained emergency diesel alternator, rated at 152kW, is fitted in the d) The engine will receive start signal.
emergency switchboard room for use in an emergency or in refit. The
alternator is the self excited brushless type and can be set for manual or e) Start will fail if the run up speed is not detected.
automatic operation. Auto will be normally selected, with the manual setting
being used for testing the generator. f) Start will fail if a voltage build up is not detected.
The emergency switchboard is normally supplied from the main switchboard. g) The emergency alternator run light is illuminated.
When auto is selected, the emergency generator is started automatically by
detecting no-voltage on the emergency switchboard bus bar. The emergency h) Open the bus tie ACB.
alternator air circuit breaker will connect automatically to the emergency
switchboard after confirming the continuation of no-voltage. i) Switch the operation mode switch to NORMAL. The emergency
alternator ACB will close.
The emergency alternator is designed to restore power to the emergency
switchboard within 45 seconds. The bus tie breaker on the emergency j) The emergency alternator ACB closed light is illuminated.
switchboard, which feeds from the main switchboard, is opened automatically
when no-voltage is detected on the main switchboard. The emergency alternator now feeds the emergency switchboard.
The alternator is fitted with space heaters to prevent condensation when the When test is complete:
generator is stationary or idling. The heater is interlocked with the air circuit
breaker. a) Open the emergency alternator ACB.
The alternator is capable of starting the plant from dead ship condition. b) Close the main switchboard supply bus tie breaker.
c) Stop the emergency alternator.
Ensure that the emergency alternator is left in a stand by condition.
Issue: 1 2.13.4 Emergency Alternator - Page 1

2.13.5 Preferential Tripping and Sequential Restart Sequential Restart
Preferential Tripping When normal power is restored after a blackout, all essential service
machinery that were in service before the blackout will be started automatical-
The power management system is designed to match the generator capacity to ly when the main switchboard has regained power. Motors that were selected
the power requirements of the vessel. However should over current occur for for duty before the blackout will be automatically returned to duty when power
any of the main generators, non-essential services will be tripped. Preferential is restored. Similarly, motors selected for standby will automatically return to
tripping will be initiated when one or more generators are supplying the main standby. If the machinery designated for duty does not restore normal system
switchboard and an over current is detected. Load shedding is carried out in conditions, such as pressure, within a preset time, the standby motor will cut
two stages. in automatically. If power is only restored to the emergency switchboard,
motors whose supply is from the emergency switchboard will start irrespective
Stage 1 of any previous selection.
The following non-essential consumers will be shed after 10 seconds: Automatic stand by start
P1 galley equipment The following motors will start automatically on loss of discharging pressure
No.1 hose handling crane of the pumps and/or loss of voltage of the operating motors. A stand by starting
alarm alarm will be given from the alarm and monitoring system.
Stripping pump
Main cooling S.W. pump
Provision refrigeration compressor
Main engine jacket cooling pump
P2 Laundry equipment
Low temperature cooling F.W. pump
No.2 hose handling crane
Main L.O. pump
Stage 2
Main engine cross head L.O. pump
The following non essential consumers will be shed after 15 seconds Main engine F.O. circulating pump
No.1 air conditioning compressor Main engine F.O. supply pump
No.2 air conditioning compressor Auxiliary boiler feed water pump
No.1 service air compressor Auxiliary boiler F.O. pump
No.2 service air compressor Exhaust gas economiser feed water pump
No.1 ballast pump Automatic sequential restarting
No.2 ballast pump
The following motors will start automatically after a black out.
When normal conditions are restored, the above breakers will have to be Steering gear
manually reset.
All auxiliaries associated with the propulsion system
Auxiliary blowers
Starting air compressors
Engine room fans
Navigation and communication equipment
Control and instrumentation equipment
Issue: 1 2.13.5 Preferential Tripping and Sequential Restart - Page 1

Emergency Stops No.1 main engine auxiliary blower 2.13.6 Uninterruptible Power Supplies
No.2 main engine auxiliary blower
From wheel-house Most of the emergency requirements are supplied by the emergency 24V
No.1 blower of I.G.S. system, see section 2.13.1 for a detailed list of emergency consumers.
Emergency fire pump
No.2 blower of I.G.S.
Fire and G.S. pump. The following systems are supplied by the24V battery charge/discharge dis-
No.1 auxiliary boiler tribution board, which is backed up by a separate 24V battery: -
Fire and ballast pump.
No.2 auxiliary boiler Cargo console
From ships control centre only
Air conditioning unit for E.C.R. Engine console
Main generators
Galley equipment Wheel-house/navigation console
Power distribution board P4 (L.O. purifiers)
No.1 A.C. supply/exhaust fan Interior communication equipment, automatic telephones
Power distribution board P3 (F.O. purifiers)
No.2 A.C. supply/exhaust fan Emergency switchboard control section
Cargo and inert gas systems
No.1 pump room fan Main switchboard control and synchronising section
No.1 cross-head L.O. pump
No.2 pump room fan The radio/GMDSS equipment is backed up by a separate battery system.
No.2 cross-head L.O. pump
Group starter board 3 (accommodation. fans)
No.1 Main L.O. pump
No.2 Main L.O. pump
No.1 F.O. supply unit
No.2 F.O. supply unit
No.1 fore hydraulic oil pump
No.1 aft hydraulic oil pump
No.2 fore hydraulic oil pump
No.2 aft hydraulic oil pump
D.O.transfer pump
L.O. transfer pump
F.O. transfer pump
Stripping pump
Purifier room fan
No.1 engine room fan
Fore hydraulic pump room supply fan
Air conditioning unit
Welding platform exhaust fan
Issue: 1 2.13.6 Uninterruptible Power Supplies - Page 1

Illustration 2.13.7a Emergency Battery Charging and 24V Distribution
Battery Charging
A
Panel
Main
Switchboard Cargo Control
Transformer Rectifier Console
440/24V
Engine Control
Console
Change Over
Fuse
Switch Navigation and
Chart Console
Auto Telephone
A Battery Telephone
V
Emergency
Switchboard A
Transformer Rectifier
440/24V
Battery
Issue: 1 Illustration 2.13.7a Batteries, Transformers, Rectifiers and Chargers

2.13.7 Batteries, Transformers, Rectifiers and Chargers 24V Charge/discharge Board Battery Charger Operating Procedure
Batteries The 24V charge and discharge board is provided with chargers to allow the The battery charger is a fully automatic charging device which serves for the
equalising and floating charge of the battery in order to supply power to the automatic charging of the storage battery.
The main 24V system is supplied by a battery charger/rectifier. The emergency lighting system, communication equipment, alarms, etc.The unit is
charger/rectifier unit consists of two chargers configured in parallel with one fitted with two chargers, one supplied from the main switchboard and one Floating charge
300AH battery bank. Number one charger is fed from the main switchboard supplied from the emergency switchboard. In an emergency the appropriate
440V section and number two is fed from the emergency switchboard 440V charger can be utilised by the selection switch on the front panel. While the storage battery is fully charged, it is normally subjected to a floating
section. charge. In this condition, the charger supplies the 24V system with power.
The board contains the following equipment: During periods of high demand and failure of the power source the battery will
In the event of power failure, the 24V system is fed from the bank of batteries. take over. A constant voltage is applied to the battery, and the charging current
See section 2.13.1 for a list of consumers, which consist of emergency lighting, Power on indication lamp. will vary according to charged state of the battery thus always maintaining the
alarm indication without audible alarms and illumination of steering and battery in the fully charged state. In this arrangement, a constant voltage is
Boost charge indication lamp
compass equipment. normally applied to the battery by the automatic voltage regulator (AVR)
Charge failure indication lamp regardless of load variation, power variation, ambient temperature change, etc.
The batteries are on a floating charge, with the rectifier supplying the normal The charge and discharge performed after the recovery from a power interrup-
Two 0-40V battery volt-meters
requirements, the battery will supply additional requirements during periods of tion is subjected to automatic control by the drooping device, which holds the
heavy demand. Two 0-40A battery charger ammeters battery charging current below a fixed current thus preventing it from
becoming excessively large.
0-100A ammeter to monitor total supply load
The battery outputs are:
0-40V voltmeter to monitor main 24V bus If the battery has been subjected to a period of duty due to power failure, on
Emergency - 300 Amperes/hour restoration of the power supply, the battery charger is automatically transferred
100-0-100 battery ammeter to equalising charge and rapidly charges the battery. As soon as the battery
Radio - 200 Amperes/hour
Earth lamps with test switch. becomes fully charged, it reverts to floating charge.
A separate 24V battery and charger system is provided for the emergency
Insulation monitor and alarm unit
generator starting arrangements.
Charger changeover facilities
A separate 24V battery and charger system is provided for the radio/GMDSS
system. The charger is fitted with a battery voltage monitoring facility which will raise
an alarm if the battery voltage falls below a preset level. The unit is also fitted
Transformers with a charger failure alarm.
Two 440/230V, 3ph, 99kVA transformers supply the main switchboard 230V The board should be regularly inspected for earths on the outgoing circuits by
section from the 440V feeder section. operation of the the earth lamps.
Two 440/230V, 3ph, 45kVA transformers supply the emergency switchboard When an earth is present on an outgoing circuit, one of the lamps will glow
230V section from the 440V feeder section. brighter than the other. Careful isolation of the outgoing circuits will locate the
faulty circuit with the lamps returning to their normal equal brilliance once the
faulty circuit is isolated.
Issue: 1 2.13.7 Batteries, Transformers, Rectifiers and Chargers - Page 1

Illustration 2.13.8a Cathodic Protection System
Fwd Power Supply Unit

Bosuns Store
Aft Power Supply Unit Remote Readout Unit
Engine Room Engine Control Room
Steering
Gear Room No.5 C.O.T. No.4 C.O.T. No.3 C.O.T. No.2 C.O.T. No.1 C.O.T.
(Port / Starboard) (Port / Starboard) (Port / Starboard) (Port / Starboard) (Port / Starboard)
A.P.T.
No.6 C.O.T.
(Port / Starboard) No.5 W.B.T. No.4 W.B.T. No.3 W.B.T. No.2 W.B.T. No.1 W.B.T.
No.6 W.B.T. (Port / Starboard) (Port / Starboard) (Port / Starboard) (Port / Starboard) (Port / Starboard)
Pump
(Port / Starboard)
Room
Ref. Anode 100A Anode Ref. Anode

Frame 30 175A Anode Frame 104 Frame 116
Port and Stbd Frame 41 Port and Stbd Port and Stbd
Port and Stbd Port
Reference Cell 175A Anode 100A Anode Reference Cell
Remote Monitoring Unit

Input Input
440 V AC 440 V AC
Engine Room Forecastle D.B. P2

D.B. LGSP3
Aft Controller ECR

Fwd Controller
Power Unit Power Unit
Input
440 V AC
Reference Cell 175A Anode 100A Anode Reference Cell

Starboard
Issue: 1 Illustration 2.13.8a Cathodic Protection System

2.13.8 Cathodic Protection System Operation Propeller and Rudder Stock Earthing
Introduction Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are
metal and anodes, insulated from the hull, but in contact with the seawater. The fitted and bonded to the ship's structure. In the case of the shaft, a slip ring is
Maker : Cathelco electrical potential of the hull is maintained more negative than the anodes, i.e. clamped to the shaft and is earthed to the hull via brushes. A second set of
Type: C-Shield ICCP cathodic, and in this condition corrosion is minimised. Careful control is brushes, insulated from earth, monitors the shaft mV potential and this signal
Power Supply: AC 440V, 60Hz, 3ph necessary over the flow of impressed current, which will vary with the ships is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be
speed, salinity and temperature of the seawater, and the condition of the hull cleaned on a regular basis.
The vessel is provided with an impressed current cathodic protection system. paint work. If the potential of the hull is made too negative with respect to the The rudder stock is earthed via a 70mm2 flexible earth cable between the deck
This method of corrosion protection automatically controls electrochemical anode, then damage to the paint film can occur electrolytically or through the head and rudder stock to minimise any electrolytic potential across bearings
corrosion of the ship’s hull structure below the water line. Cathodic protection evolution of hydrogen gas between hull steel and paint. The system on this and bushes.
can be compared to a simple battery cell, consisting of two plates in an vessel controls the impressed electrical current automatically to ensure
electrolyte. One of the battery plates in the electrolyte will waste away through optimum protection. Current is fed through 6 titanium electrodes situated Sacrificial Anodes
the action of the flow of electrical current, if the two battery electrodes are forward and aft of the ship. The titanium prevents the anodes themselves from
connected electrically. The metal to be protected, in this case, the ship’s hull, corroding and the anode surfaces are streamlined into the hull. Fixed zinc Sacrificial zinc anodes are provided in the water ballast tanks. Aluminium
acts as the battery anode, the sea water being the electrolyte. If an external flow reference electrodes forward and aft are used to compare the potential of the anodes are fitted to the sea chests and rudder.
of current is impressed to reverse the normal flow in the battery, then the anode hull to that normally found between unprotected steel and zinc electrodes.
now acts as a cathode and ceases to waste away. In essence, this is how an Sufficient current is impressed via the anodes to reduce this to a level of Preparations for the Operation of the ICCP System
impressed current cathodic protection system functions. When a vessel is fitted between 150 and 250 mV.
with ICCP (Impressed Current Cathodic Protection) the hull steel is a) Supply power to the forward and aft control units.
maintained at an electrical potential more negative that the surrounding Electrical Installation
seawater. b) Switch to manual mode.
Two sub-systems consisting of a Controller Power Unit, reference electrodes
For this reason, terminals normally comply with the ISGOTT and anodes are installed, one forward and one aft. System status readings are c) Check the voltage of each reference electrode.
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which available on an L.C.D. display at each control unit and these should be
states, referring to IMO recommendations for the safe transport, handling and inspected and logged each day. d) Switch to automatic mode.
storage of dangerous substances in port areas, that ship shore bonding cables
should be discouraged. High currents that can occur in earthing cables and These control units are also equipped with an alarm to give warning of any e) Set the control to the required level.
metallic connections are avoided. These are due to potential differences system abnormalities.
between ship and terminal structure particularly due to the residual potential Routine checks
difference that can exist for up to 24 hours after the shipboard ICCP has been Aft System
switched off. These terminals usually utilise insulating flanges on hose a) Record the total current on a daily basis.
connections to electrically isolate ship and terminal structure. The aft system consists of a power supply and control unit. Each control unit
is connected to two hull mounted anodes and two hull mounted reference cells. Manual operation will only be required on the failure of the reference
During preparations for berthing at terminals where such insulation is not electrodes.
employed, or where earth connections are mandatory by local regulation, or The aft unit is supplied from 25A circuit breaker Q03 in engine room 440V
when bunker barges come alongside, the ICCP should be switched off at least distribution board P6. b) Check the reference electrode voltage on a daily basis.
24 hours in advance.
Forward System c) Check and clean the shaft slip ring and brushes every month.
Fresh water operation
The forward system consists of a power supply and control unit. Each control d) Inspect the rudder stock earth strap every month.
When the vessel enters a river estuary, the fresh or brackish water may limit unit is connected to two hull mounted anodes and two hull mounted reference
the spread of current from the anodes due to the higher resistivity of the water. cells. e) Inspect and clean control unit cooling fans and grills every three
Normally this would cause the voltage output to increase to compensate for months.
this, accompanied by very low current levels and the reference electrode The forward unit is supplied from 25A circuit breaker Q02 in forecastle
potentials may indicate under protection. However, in this system this is taken 440V distribution board P9.
care of by the computer and the system will automatically return the hull to
optimum protective level on returning to sea water.
Issue: 1 2.13.8 Cathodic Protection System - Page 1

To / From Hull Water
Illustration 2.14.1a Domestic Fresh Water System Supply System
W.C Room
Starboard Stern Tube Cooling Port
Fresh Water Tank Water Tank Fresh Water Tank
(178.5 m3) (250.8 m3) Basin
in W.C
010V 003V Workshop 054V
009V 008V 043V 002V 030V 001V
To Bilge
Ballast Pump
Basin
To Wash Sinks
For Boiler
Water Sampling
Cooler
Silver 030V 012V

Sterilizer
013V
017V
To Distilled
Water Tanks 032V
033V Drinking
Water
Fresh Water Fountain
Calorifier 057V
From F.W
Generator
014V
015V
Hot Water
Circulating Pump
Key
From
Compressed Air
Fresh Water Cold Fresh Water
Rehardening 039V
Filter
Hot Fresh Water
Fresh Water
Hydrophore Tank
038V
Air
To Engine
016V Room Services
037V
To F.W Spray Fire
Fresh Water Supply Extinguishing System
Pumps 5m3/h 036V
To Distilled
Water Tanks
035V
Issue: 1 Illustration 2.14.1a Domestic Fresh Water System

2.14 Accommodation Systems Fresh water cooling system tanks. d) Stop the pump.
Chemical dosing unit.
2.14.1 Domestic Fresh Water System e) Slightly open the air inlet valve to the tank until the operating
Bilge water separator. pressure is reached.
Introduction Auxiliary Engine turbo-charger cleaning.
f) Close the air supply.
Fresh water for domestic use is stored in two storage tanks, situated on the port Main Engine air cooler cleaning.
and starboard sides of the engine room. The port tank holds 250.8m3 and the g) Repeat steps (b - e) until the tank is at the operating pressure, with
Vacuum pump sealing water for cargo stripping system.
starboard tank holds 72.4m3. Both tanks are normally filled from the fresh the water level at about 75%.
water generator. Oil discharge monitoring equipment.
h) Switch one hydrophore pump to automatic operation.
Foam system.
Water produced by the fresh water generator is piped directly to the water
tanks. Due to the low temperature at which the seawater is boiled, any water Engine room hose connections. i) Open the hydrophore tank discharge valve XM036V slowly, until
produced for domestic purposes has to pass through the ultra violet steriliser the system pressurises.
Bilge pump and sludge pump priming.
unit. The water also passes through a re-hardening filter, which increases the
ph and hardness to make the water more palatable for supply to the drinking j) Open the hydrophore tank discharge valve XM039V to the
fountains. There is a cross connection between the distilled and fresh water Procedure for the Operation of the Domestic Fresh Water System using calorifier.
tanks, thus allowing both sets of tanks to be filled from a shore supply. the Port Fresh Water Tank:
k) Start the hot water circulating pump.
Water is supplied to the fresh water system by two pumps, which pressurise the a) Set up the valves as shown.
hydrophore tank. The system supplies water at a rate of 5m3 at 6 kg/cm2. One l) Vent air from the calorifier.
of the pumps will be on duty with the other pump on automatic stand-by. Cold
sterilised fresh water is supplied under pressure to the accommodation for m) Start the electric heater for calorifier.
Open F.W. Tank Outlet Valve XM002V
domestic purposes. Water direct from the hydrophore tank supplies outlets in
the engine room, accommodation and deck. Cold water is also supplied to the Open F.W. Supply Pumps Suction Valve XM016V n) Switch the other supply pump to standby.
calorifier, where it is heated for the domestic hot water system. The calorifier Open No.1 F.W. Supply Pump Suction Valve
is a thermostatically controlled vertical storage and heating vessel, of 2m3 o) Supply steam to the calorifier when steam is available.
capacity, which utilises steam or electricity to provide the heat. The electric Open No.2 F.W. Supply Pump Suction Valve
heater is reserved for use when the steam plant is shut down or during refit. p) Shut down the electric heater.
Open No.1 F.W. Supply Pump Discharge Valve
Fresh water is heated to 70°C and is then circulated around the ship by the hot
water circulating pump. By continually circulating the hot water around the Open No.2 F.W. Supply Pump Discharge Valve q) Open the hydrophore discharge valve XM036V to the F.W. Spray
ship, valuable water is saved by not having to run as much water off in order System.
Closed Hydrophore Discharge to F.W. Spray System. XM036V
to get hot water at the outlet. Both the steam and electrical supplies are
thermostatically controlled. Closed Hydrophore Discharge to F.W. System XM038V
Closed Hydrophore Discharge to Calorifier XM039V
The fresh water system supplies the following:
Open Inlet Valve to Calorifier
Fresh water spray fire extinguishing system.
Open Outlet from Calorifier
Sanitary system.
Open Inlet to Hot Water Circulating Pump XM015V
Drinking water system.
Open Outlet from Hot Water Circulating Pump
Calorifier and accommodation hot water services.
Closed Hot Water Circulating Pump By-pass Valve XM014V
Main Engine turbo-charger cleaning.
Open Master Valve for E.R. Cold Water Auxiliary Services XM037V
L.O. and F.O. purifier operating water systems.
b) Start one F.W. supply pump.
Inert gas fan washing.
Exhaust gas boiler washing. c) Fill the hydrophore tank to about 75%.
Issue: 1 2.14.1 Domestic Fresh Water System - Page 1

Illustration 2.14.2a Domestic Refrigeration System
Key
PI T T T T Electrical Signal PI T
Refrigerant Gas
Refrigerant Liquid
L.T. Cooling Water

Meat & Fish Room Meat & Fish Room Vegetable Room
Dairy Room
0 0C 37 m33
-180C 27.2 m3 Meat & Fish Room -180C 27.2 m3 Instrumentation ++22C 22.8 m
-200C 37 m3
T Thermostat
Thermostatic Expansion Valve
Oil Separator
Evaporator Unit Evaporator Unit Constant Pressure Valve Evaporator Unit
To Control Panel
Moisture Sensor
DPS P P IPI
P DPS P P IPI
P
Refrigerant Pump Refrigerant Pump

P No. 1 P No. 2
Open To Open To
Release Air Release Air
PI TI PI TI
091V 093V 091V 093V
To and from To and from
L.T. Cooling Condenser L.T. Cooling Condenser
046V 046V
Water System Water System
PI TI PI TI
Filter Filter
and and
Dryer Dryer
Charging Charging
Connection Connection
Issue: 1 Illustration 2.14.2a Domestic Refrigeration System

2.14.2 Domestic Refrigeration System A back pressure controlled constant pressure valve is included in the vegetable Operating Procedures
rooms to prevent the temperature dropping too far below the normal set point,
Introduction which would damage the provisions, should the inlet solenoid valve fail to To Start the Refrigeration Plant
close properly.
Cooling for the meat/fish and vegetable rooms is provided by a direct a) All stop valves, except the compressor suction, in the refrigerant
expansion R-134 system. Any leaks of refrigerant gas from the system will result in the system becoming line should be opened and fully back seated to prevent the
undercharged. The symptoms of the system undercharge will be low suction pressure in the valve reaching the valve gland.
The plant is automatic and consists of two compressors, two condensers, and and discharge pressures with the system eventually becoming ineffective. b) The crankcase heater on the compressor to be used should be
two evaporator coils in the meat/fish room and one evaporator in the vegetable Bubbles will appear in the sight glass. switched on a least 3 hours prior to starting the compressor.
room.
A side effect of low refrigerant gas charge is apparent low lubricating oil level c) Check that the oil level is correct.
Air in the cold rooms is circulated through the evaporator coils by electrically in the sump. A low charge level will result in excess oil being entrapped in the
driven fans. circulating refrigerant, thus the level in the sump will drop. d) Start up the ancillaries and pumps.
The meat/fish room evaporators are equipped with a timer controlled electric When the system is charged to full capacity the excess oil will be separated out e) Open the valves for the condensation water. Check there is
defrosting element. The frequency of defrosting is chosen by means of a and returned to the sump. sufficient flow.
defrosting relay built into the starter panel.
During operation the level as shown in the condenser level gauge will drop. If f) Open the suction valve 1 turn.
Under normal conditions one compressor/condenser unit is in operation, with the system does become undercharged the whole system should be checked for
the other on standby but on manual start up, with all valves shut until required. leakage. g) Start the compressor.
The plant is not designed for parallel operation of the two systems because of When required, additional refrigerant can be added through the liquid charging h) Continue opening the suction valve slowly taking care not to
a risk of transfer of lubricating oil between the compressors. line, after first venting the connection between the refrigerant bottle and the allow liquid into the compressor and keeping the suction pressure
charging connection. above the cut out point.
The compressor draws R- 134 vapour from the cold room cooling coils and
pumps it under pressure to the Low Temperature Fresh Water cooled condenser The added refrigerant is dried before entering the system. Any trace of Whilst running:
where the vapour is condensed. moisture in the refrigerant system will lead to problems with the thermostatic
expansion valve icing up and subsequent blockage. Check the inlet and outlet pressure gauges.
The liquid refrigerant is returned through a dryer unit and filtered to the cold
room evaporators. Compressor. Check the oil level and oil pressure.
The compressors are protected by high pressure, low pressure and low Maker: Sabroe. Check for leakages.
lubricating oil pressure cut-out switches. Each unit is also fitted with a No. of sets: 2
crankcase heater. Model: BFO 5 To Put the Cooler Rooms System into Operation
Thermostats in each room enable a temperature regulating device to operate Condenser. a) Open the refrigerant supply to one cooler room.
the solenoid valves independently, so as to reduce the number of starts and
running time of the compressor. Model: CRNW 271230 b) Open the refrigerant returns from the cooler room.
No. of sets: 2
The air coolers accept the refrigerant as it expands, into a super cooled vapour, c) Repeat above for the other cooler room.
under the control of the expansion valves. This vapour is then returned to the
compressor through the non return valves.
When all the solenoid valves at the air coolers are closed by the room
thermostats, the low pressure switch will stop the compressor.
Issue: 1 2.14.2 Domestic Refrigeration System - Page 1

Illustration 2.14.2a Domestic Refrigeration System
Key
PI T T T T Electrical Signal PI T
Refrigerant Gas
Refrigerant Liquid
L.T. Cooling Water

Meat & Fish Room Meat & Fish Room Vegetable Room
Dairy Room
0 0C 37 m33
-180C 27.2 m3 Meat & Fish Room -180C 27.2 m3 Instrumentation ++22C 22.8 m
-200C 37 m3
T Thermostat
Oil Separator
Evaporator Unit Evaporator Unit Constant Pressure Valve Evaporator Unit
To Control Panel
Moisture Sensor
DPS P P IPI
P DPS P P PI
IP
Refrigerant Pump Refrigerant Pump

P No. 1 P No. 2
Open To Open To
Release Air Release Air
PI TI PI TI
091V 093V 091V 093V
L.T. Cooling Condenser L.T. Cooling Condenser
046V 046V
Water System Water System
PI TI PI TI
Filter Filter
and and
Dryer Dryer
Charging Charging
Issue: 1 Illustration 2.14.2a Domestic Refrigeration System

Defrosting
The air coolers in the meat/fish room are fitted with electrical defrosting i.e.
evaporator and drip trays are provided with electric heating elements. The
frequency of defrosting is chosen by means of a defrosting relay built into the
starter panel. The defrosting sequence is as follows:
a) The compressor stops and all solenoid valves in the system close.
b) The fans in the meat/fish room stop working but the fan in the
vegetable room continues the circulation of the warm air over the
coolers, in this way keeping the cooling surfaces free from ice.
c) The electric heating elements in the meat and fish room switch on.
d) As long as the coolers are covered with ice, the melting takes
nearly all of the heat supplied, and the temperature of the cooler
and the refrigerant is constantly kept near zero. When the ice has
melted, the refrigerant temperature rises in the meat/fish room.
When the temperature reaches the set point (approx.+10°C) of the
defrosting thermostat, the heating elements are switched off.
e) The compressor starts.
f) When the coil surface temperature has gone below the freezing
point, the fans in the meat/fish room start.
The system is now back on the refrigerating cycle again. If the defrosting is not
completed at the expiration of the predetermined defrosting period, the
defrosting will be restarted by the timer and a new cycle will commence.
System Running Checks at Regular Intervals

Lubricating oil levels in the crankcase.
Lubricating oil pressure.
Moisture indicators.
Suction and discharge pressure and temperature and any unusual

variations investigated.
Check all room temperatures and evaporation coils for any sign of
frosting.
The following conditions register in the central alarm system:

Power failure.
Over current trip.
High pressure trip.
Issue: 1 2.14.2 Domestic Refrigeration System - Page 2

Illustration 2.14.3a Accommodation Air Conditioning Plant
Fresh Air Fresh Air
Key
Evaporator Unit Evaporator Unit
Refrigerant Gas
Recirculated Recirculated
Air Air Refrigerant Liquid
Fresh Water Cooling
Steam
Reheat from Reheat from Condensate

6 kg/cm2 6 kg/cm2
Steam Range Steam Range
Instrumentation
TI TI
1 Oil Pressure Control
SCV80 SVA32
SVA32 SCV80 2 Low Pressure Control
3 High and Low Pressure Control

SVA32
4 Load Capacity Control
TI Thermometer
DPS 1 SCV80 DPS 1 Separator
2 3 PI 2 3 PI
4 4
No.1 Air Conditioning No.2 Air Conditioning

Compressor Compressor
Open To Open To Open To Open To
Release Air Release Air Release Air Release Air
PI 2 PI 2
TI TI
Condenser Receiver Condenser

TI Receiver TI
TI TI
026V 027V 028V 029V

Filter Filter
L.T. Cooling L.T. Cooling
and and
System System
Dryer Dryer
Charging Charging
Issue: 1 Illustration 2.14.3a Accommodation Air Conditioning Plant

2.14.3 Accommodation Air Conditioning Plant The liquid R-134 is then fed, via filter drier units, to the cooling coils where it Operation of the Air Conditioning System
expands under the control of the expansion valves, before being returned to the
HVAC Plant compressor as a gas. The air conditioning system is designed to run with one compressor at a time
meeting full air conditioning load of the accommodation. Capacity control is
Maker: Novenco Hi-press The compressor is fitted with an internal oil pressure activated unloading automatic, but for borderline temperatures, capacity can be controlled
No of sets: 2 mechanism which affords automatic starting and variable capacity control. manually. The other condensing unit is on standby or available for
Type: Single Pipe maintenance. The system can be crossed over by opening valves SVA32 and
Capacity: 30 m3/h per person The compressor is protected by a high and low pressure cut-out switch and low SCV80, which will allow one compressor to supply both air handling units.
lubricating oil pressure trip. A crankcase heater and cooler are fitted.
Introduction Before opening the crossover valves, to prevent over charging of the systems
Any leakage of refrigerant gas from the system will result in the system to be used, ensure that the system to be shut down is fully pumped down.
The air is supplied to the accommodation by two air handling units located in becoming undercharged.
the A.C. room on the upper deck. The units consists of an electrically driven Also, pump down the running unit before separating the two system by closing
fan drawing air through the following sections: The symptoms of system undercharge will be low suction and discharge the crossover valves.
Filter pressure and the system eventually becoming ineffective.
To Start the Ventilation System
Mixing chamber for fresh and re-circulated air A side effect of low refrigerant gas charge is apparent low oil level in the sump. a) Check that the air filters are clean.
Preheating Coil A low charge level will result in excess oil being entrapped in the circulating
refrigerant gas, causing the level in the sump to drop. b) Set the air dampers to the outside position.
Humidifier nozzles
Evaporator Coils When the system is charged to full capacity, this excess oil will be separated c) Start the supply fans.
out and returned to the sump.
Water separator To Start the Air Conditioning Compressor
During operation, the level as shown in the condenser level gauge will drop.
The air is forced into the distribution trunking which supplies the accommodation. Air a) All stop valves in the refrigerant line, except the compressor
may be drawn into the system either from outside or from the accommodation suction, should be opened and fully back seated to prevent the
If the system does become undercharged, the whole system pipework should
via recirculation trunking. pressure in the valve reaching the valve gland.
be checked for leakage.
All cabin ventilation units have been adjusted to supply no more than the b) The crankcase heater on the compressor to be used should be
When required, additional gas can be added through the charging line, after
maximum air quantity assigned to the individual rooms served by the plant. switched on a few hours prior to starting the compressor.
first venting the connection between the gas bottle and the charging
Regulation of the air quantity is effected by means of the control knob on the
connection.
cabin unit and thus is left entirely to the room occupant. c) Check that the oil level is correct.
With heating or cooling coils in use, the unit is designed to operate on 70% The added refrigerant is dried before entering the system.
d) Start up the ancillaries, pumps etc.
fresh air supply. The ratio of circulation air may be varied manually using the
damper in the inlet trunking. Any trace of moisture in the refrigerant will lead to problems with the thermo-
static expansion valve icing up and subsequent blockage. e) Open the valves for the condenser cooling water. Check there is
sufficient flow.
The inlet filters are of the washable mat type and heating is provided by coils
Cooling water for the condenser is supplied from the low temperature fresh
supplied by steam from the 6 kg/cm2 system.
water cooling system. f) Open the compressor suction valve one turn.
Cooling is provided by a direct expansion R-134A system. The plant is
Compressors g) Start the compressor.
automatic and consists of two compressor/condenser units supplying the
evaporators contained in the accommodation air handling units. Maker: Sabro Refrigeration
h) Continue opening the suction valve slowly taking care not to
No.of sets: 2 allow liquid into the compressor and keeping the suction pressure
Each condensing unit has 100% of the total capacity requirement, and under
above the cut out point.
normal conditions one compressor will be in use, each supplying their own Model: SMC 106
evaporator.
Condensers
Cooling of the air is achieved by direct expansion coils. The coils are fed with
No. of sets : 2
refrigerant from the air conditioning compressor as a super-heated gas which
is passed through the condenser where it is condensed to a liquid. Type: COKW 271902
Issue: 1 2.14.3 Accommodation Air Conditioning Plant - Page 1

Illustration 2.14.3a Accommodation Air Conditioning Plant
Fresh Air Fresh Air
Key
Evaporator Unit Evaporator Unit
Refrigerant Gas
Recirculated Recirculated
Air Air Refrigerant Liquid
Fresh Water Cooling
Steam
Reheat from Reheat from Condensate

6 kg/cm2 6 kg/cm2
Steam Range Steam Range
Instrumentation
TI TI
1 Oil Pressure Control
SCV80 SVA32
SVA32 SCV80 2 Low Pressure Control
3 High and Low Pressure Control

SVA32
4 Load Capacity Control
TI Thermometer
DPS 1 SCV80 DPS 1 Separator
2 3 PI 2 3 PI
4 4
No.1 Air Conditioning No.2 Air Conditioning

Compressor Compressor
Open To Open To Open To Open To
Release Air Release Air Release Air Release Air
PI 2 PI 2
TI TI
Condenser Receiver Condenser

TI Receiver TI
TI TI
026V 027V 028V 029V

Filter Filter
L.T. Cooling L.T. Cooling
and and
System System
Dryer Dryer
Charging Charging
Issue: 1 Illustration 2.14.3a Accommodation Air Conditioning

Whilst Running: To Shut Down the Compressor for a Prolonged Period 2.14.4 Miscellaneous Air Conditioning Units
a) Check the inlet and outlet pressure gauges. If the cooling system is to be shut down for a prolonged period, it is advisable Maker: Carrier Transcold
to pump down the system and isolate the refrigerant gas charge in the Model: 90MA308-611
b) Check the oil level and oil pressure. condenser.
Package air conditioning units are provided to supply the following spaces:
c) Check for leakages. Leaving the system with full refrigerant pressure in the lines increases the
tendency to lose charge through the shaft seal. Engine control room.
Compressor - Daily Running Checks Workshop.
a) Shut the liquid outlet valve on the condenser and the outlet from
a) The lubricating oil pressure should be checked regularly. the filter. They are all self-contained, comprising a fan, compressor, refrigerant circuit,
filters and controls and on an external cooling water supply.
b) The oil level in the crankcase should be checked regularly. b) Run the compressor until the low pressure cut-out operates.
Procedure for the Operation of the Package Air Conditioning Units
c) The suction and discharge pressure should be checked regularly. c) After a period of time the suction pressure may rise in which case
the compressor should be allowed to pump down again, until the Starting:
d) The temperature of oil, suction and discharge should be checked suction pressure remains low.
regularly, together with the motor bearing temperatures. a) Switch on crankcase heater approximately 24 hours before
d) Shut the compressor suction and discharge valves. operation.
e) A check should be kept on any undue leakage at the shaft seal.
e) Close the inlet and outlet valves on the cooling water to the b) Open the condenser refrigerant inlet and outlet valves.
To Stop the Compressor for Short Periods condenser.
c) Open the condenser cooling water inlet and outlet valves.
a) Close the condenser liquid outlet valve and the outlet from the f) Close the inlet and outlet valves on the cooling water to the oil
filter. cooler. d) Check for any signs of leakage of refrigerant and lubricating oil.
b) Allow the compressor to pump out the system so that the low g) The compressor discharge valve should be marked closed and the e) Ensure air filter is clean.
level pressure cut-out operates. compressor motor isolated, to prevent possible damage.
f) Switch off crankcase oil heater.
c) Isolate the compressor motor.
g) Set the change over switch to COOL.
d) Close the compressor suction valve.
h) Start fan.
e) Close the compressor discharge valve.
i) Operate start switch.
f) Close the inlet and outlet valves on the cooling water to the
condenser. Shutting Down:
g) Close the inlet valves on the cooling water to the oil cooler. a) Close the condenser refrigerant outlet valve.
h) Switch on the crankcase heater. b) Allow compressor to shut down on the low suction pressure trip.
c) Stop compressor.
d) Close condenser refrigerant inlet valve.
e) Close condenser cooling water inlet and outlet valves.
Issue: 1 2.14.3 Accommodation Air Conditioning Plant - Page 2

Illustration 2.14.5a Sewage Treatment System
Funnel Top
From Galley Sanitary From Hull Sewage
From Hull Sewage
Discharge Water Drain System
Drain System
DS010 DS009
Upper Deck
De-Greasing To Oily
Engine Room
Unit Water Tank
W.C. DS013V DS015V
W.C. W.B.
DS014V
2nd Platform
From
Hospital
Wash water
DS003V DS004V
DS005V
DS006V
From Hospital Key

Room Sewage
From Aeration
Compressors Sewage Pipes
Electrical Signal
Air
Sea Water
Sewage
Collection
Tank
DS008V
LS LS
From Atmospheric
Condenser Sea Water Clean Bilge Dirty Bilge
B.W.L. Cooling Pump
DS007V DS011V DS012V LAH Holding Tank Holding Tank LAH
Discharge Pump
DS001V NC NC
DS002V
Issue: 1 Illustration 2.14.5a Sewage Treatment System

2.14.5 Sewage Treatment Manual Operation
Maker: Lu Zhou - Hamworthy If discharge is required below the low-level switch position, the pump can be
started manually by setting the mode selector switch to ‘HAND’, and pushing
Basic Description and Operation. the start button. Discharge will continue until the low level switch is activated,
or until the pump is manually stopped.
The sewage treatment plant is a tank which is divided into three compartments:
! CAUTION
1. Aeration compartment. Running the pump dry will damage the pump.
The incoming sewage enters the aeration compartment, where it is digested by
aerobic bacteria and micro organisms. This is assisted by the addition of Alarms
atmospheric oxygen delivered by the compressors. The resulting CO2 is
emitted through the vent pipe, and the water and bacteria cells are displaced A high level alarm is activated if the high level switch is not reset within a set
into the settling compartment. period of time of being activated.
2. Settling compartment. A thermal relay alarm will indicate over-current in the pump motor.
Here the bacteria settle out and are returned to the aeration compartment by the
airlift tube. This takes its supply from the bottom of the compartment, via a ! CAUTION
visual pipe, which allows a check to be made on the returning sludge. The Discharge overboard should not take place within 12 nautical miles of
sloping sides prevent the settled sludge from accumulating and help direct it to the coast.
the suction side of the air lift. The effluent enters the compartment through a
filter and stilling chamber and rises through the clarifier, before discharging
into the chlorine compartment through a weir at the top of the clarifier. A
surface skimmer is provided to skim off and return surface debris back to the
aeration compartment.
3. Chlorine contact compartment.

The effluent is stored in this compartment to allow time for the chlorine to kill
off any harmful bacteria. This is achieved by chlorine tablets being added into
two tubes with the effluent passing over them. The effluent absorbs the
required amount of chlorine, before flowing into the chlorine contact tank,
where it is finally discharged overboard.
The discharge may be controlled manually or automatically. The control

equipment includes facilities for high level control and alarm functions using
signals from float switches fitted in the treatment tank.
The contents of the tank can be discharged:

By level switches
Manually
Level Switch Operation
If the discharge mode selector switch is set to the ‘AUTO’ position, The pump
will start when the high level switch is activated and stop when the low-level
switch is activated.
Issue: 1 2.14.5 Sewage Treatment - Page 1

Illustration 2.14.6a Incinerator and Operating Panel
Incinerator Incinerator Operating Panel
Issue: 1 Illustration 2.14.6a Incinerator and Operating Panel

2.14.6 Incinerator and Garbage Disposal The special areas are as follows: Dry waste from the accommodation is collected in the waste management
room, shredded, and then transported to the incinerator room for burning.
The Mediterranean Sea
Incinerator
The Baltic Sea Dry waste from the engine room is taken directly to the incinerator room.
Maker: TeamTec Golar
Type: OGS 400 The Black Sea Non Combustible Dry Waste
The Red Sea Combustible dry waste production for approximately 50 people is given as
The incinerator can burn solid garbage waste and engine room sludge oil. approximately 20 kg per day or 80 to 100 litres per day without compacting.
The Persian Gulf
Diesel oil can be burned to assist the total combustion when required. Non combustible waste from the accommodation is collected in the waste
Garbage Outside Special Areas management room before overboard dumping or discharge ashore.
It is capable of burning 80 litres of sludge per hour and 400 litres per hour of Disposal of plastics, including plastic ropes and garbage bags, are prohibited.
compacted solid waste. Other Waste
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
The combustion chamber is fitted with a loading door to admit garbage and a Oily rags may be burnt in the incinerator in small quantities.
slag door to allow removal of ash and slag when incineration is completed. Paper, rags, glass, bottles, crockery and other similar materials are allowed
over 12 miles offshore. Cans that have contained oils or chemicals must be stored in the incinerator
Flue gasses from the incinerator are vented via the exhaust ducting/funnel to room before discharge ashore.
All other garbage including paper, rags etc. are allowed over 3 miles offshore.
the atmosphere. The flue gas fan, mounted in the ducting above the incinerator,
provides a negative pressure in the combustion chamber. Food waste can be disposed of in all areas over 12 miles off shore. Incinerator ash must be stored on board in the location of a special site if less
than 12 miles offshore. Otherwise the ash can safely be dumped overboard.
The sludge oil burner is supplied with atomising steam from the 6 kg/cm2 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 Procedure for the Operation of the Incinerator
system.
73/78 is complied with, waste is treated under the following cases:
Before Starting
Control of the incinerator, the diesel oil pump, waste oil circulating pump and Food waste
flue gas fan are from the local control panel. a) Turn the main switch to the ‘ON’ position.
Combustible dry waste, plastic and others
Provision is provided for local indications of flue gas and combustion chamber b) Turn the Power switch on. The green light indicates the status for
temperatures together with a flue gas high temperature alarm. Non combustible dry waste
this switch.
Alarms and Trips Other waste,including oily rags and cans, chemical cans and
incinerator ash c) Inspect the combustion chamber for foreign objects and ash or
The following conditions trip the incinerator: slag, and remove these if necessary.
Garbage Disposal Procedures
Flue gas temperature high d) Check the combustion chamber air inlets are clear.
Food Waste
Combustion chamber temperature high
e) Check that the photocell is clean.
Draught failure Food waste production for approximately 50 people is given as 15 to 25kg per
day or 75 to 125 litres per day without compacting.
Diesel oil pressure low f) Check the condition of the refractory.
The daily food waste produced is collected in bags in the galley and
Flame failure g) Check the condition of diesel oil burner.
transported by hand to the waste management room. The waste is compacted
Sludge/steam pressure low before transfer to the incinerator room for burning. This room is located on 'A'
h) Check the condition of the sludge burner.
deck in the engine room spaces.
Summary of Regulations
Solid Waste Burning
Combustible Dry Waste
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 a) Close the sluice (doors).
Dry waste production for approximately 50 people is given as approximately
board ships. 30kg per day or 1000 to 1500 litres per day, without compacting.
b) Turn the ‘Flue gas fan’ switch on.
Although it is permissible to discharge a wide variety of garbage at sea, The volume can be reduced by a factor of 5 by shredding or compacting the
preference should be given to disposal utilising shore facilities where waste. The green switch light and the green running light indicates that the fan is
available. A summary of the garbage disposal regulations are given next. running.
Issue: 1 2.14.6 Incinerator and Garbage Disposal - Page 1

c) Turn the ‘Flue gas damper, Man./Auto.’ switch to ‘AUTO’ position. The incinerator starts on diesel oil stage 1 and 2. The green indicating lights Slagging
for nozzle 1 and 2 will indicate the status for the diesel oil burners.
The combustion chamber pressure will be automatically adjusted to a) Ensure that all solids are extinguished.
approximately minus 24 mm w.g. Two green indicating lights When the combustion chamber temperature exceeds the start temperature for
indicate the damper operation (opening/closing). sludge burning (6000C) the sludge dosage valve starts and runs steadily at this b) Start the flue gas fan.
speed. The green indicating light for sludge will indicate the status for the
d) Turn the ‘Diesel oil burner’ switch to position 1 (stage 1), and the sludge burner. At the same time the diesel oil stage 2 will close. c) Turn the Flue gas damper, Man./Auto. switch to ‘MAN’ position.
burner programme will start. When the combustion chamber temperature exceeds the next level (8500C) the d) Use the ‘CL. / OP.’ switch to close the flue gas damper.
diesel oil burner stage 1 will close, and the burner will operate on sludge only.
The green switch light indicates that the burner motor is running. With mainly
dry waste, the burner must run at this stage. After approximately 5 minutes the frequency inverter will increase the dosage e) Open the doors and remove the ash and slag.
valve speed very slowly. The frequency inverter is controlled by a temperature
e) If more heat is needed, turn the switch to position 2 (stage 2), and controller which will try to keep the flue gas temperature around 3500C. The Solids not incinerated like cans etc. can remain in the combustion chamber and
stage 1 and 2 will burn at the same time. dosage valve speed is indicated in Hz on the frequency inverter display. will be incinerated next time the unit is in operation.
The green indicating lights for nozzle 1 and 2 indicate the status for the diesel e) When burning sewage sludge or sludge with a very high water (Note ! The combustion air inlets in the bottom must be inspected and cleaned
oil burners. content, more heat is required. Turn the ‘Sludge burner’ switch to daily, or whenever ashes are removed.)
position 1.
f) Open the sliding door on the sluice housing, put the waste into the (Note ! Careful heating and cooling is required in order not to damage the
sluice and close the sluice door properly. Wrench the sluice The incinerator starts in the same manner as for auto. position, but when the refractory.)
gripping bar, rotate the sluice to its end stopper so that the trash sludge burner starts the diesel oil burners will keep on burning, and there will
bag will fall into the combustion chamber and rotate the sluice be no automatic regulation of dosage valve speed. Maximum: Flue gas temperature is 4000C
back to its normal position. The feeding operation may then be For position 2 and 3 of the ‘Sludge burner’ switch, the incinerator operates in
repeated after checking the available space in combustion the same manner as for auto. position, but with no automatic regulation of Maximum: Combustion chamber temperature is 12000C
chamber. dosage valve speed. Position 2 gives approx. 12 Hz, and position 3 gives
approx.14 Hz. Normal: Flue gas temperature in operation is 2000C - 3500C
(Note ! The waste bag dimension must be smaller than the sluice to prevent
jamming. (300 x 400 mm)) If the sludge circulating pump stops due to low level in the sludge tank (the Normal: Combustion chamber temperature in operation is 8500C - 12000C
If sludge and solid waste is to be burned simultaneously, see section on sludge tank is empty), the sludge dosage valve stops. The indicating light for sludge
burning below. circulating pump and sludge burner reverts to ‘OFF’. After the cooling time Emergency stop
(approximately 4 hours.) the flue gas fan will stop.
! CAUTION Incinerator Panel
Oily rags and separator sludge must be loaded in small quantities only f) To stop the sludge burning, turn the ‘Sludge burner’ switch to the
(approx 1.5 kg per loading) and must not be present in the combustion ‘OFF’ position.
Turn the ‘Power’ switch to the ‘OFF’ position.
chamber unless the flue gas fan is running. After the cooling time (approximately 4 hours.) the flue gas fan will stop.
Burner, fan and pump stops.
Sludge Burning Stopping
a) Heat up the sludge and drain off water from the sludge tank. Engine Control Room Console
a) Check that all the solid waste is extinguished.
b) Turn the ‘Sludge circulating pump’ switch on. Push the ‘emergency stop’ switch.
b) Turn off the switches for the burner and flue gas fan.
The green switch light indicates that the pump is running.
Burner, fan and pump stops.
After the cooling time, the flue gas fan will stop and the indicator for the door
c) Check the sludge pressure on the sludge circulating line (normally will light.
0.5 to 1 bar). (Note ! If combustion chamber temperature is above 2000C or waste is still
c) The door may now be opened. burning, start the flue gas fan as soon as possible.)
d) Turn the ‘Sludge burner’ switch to ‘AUTO’ position.
The flue gas fan starts, indicated by green switch light and the green running
light. The burner programme starts, and the green switch light in ‘diesel oil
burner’ switch indicates that the burner motor is running.

Garbage Management Plan
Garbage Management Plan For Maersk
Ship Operational Garbage Cabin Garbage & Public Room Galley & Messroom Garbage
Deck Engine Room Officers Crew Galley Stores Galley & Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook & 2/Cook
Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief cook will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land 12 miles
Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 4-8 GP1 Work shop Motorman Cabin 2/Cook Cabin Occupant
Radio room 4-8 GP1 E.C.R. Motorman Cleaning gear Cleaning gear Lk.
Location of Processing of Food Waste Location of
C.C.R. 4-8 GP1 Engine Store Motorman Lkr on A&C-Dk 2/Cook on upp.&B-Dk GP2 Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry GP2 E/R Decks Motorman Conf. room 2/Cook Crew smoking GP2
Deck stores GP2 Off. smoking 2/Cook room Inside Store 2/Cook using chafe cutter or disposer Inside galley 2/Cook
room Suez room GP2 and will be disposed to the Officers mess 2/Cook
infirmary 2/Cook Gymnasium GP2 sea. Chief Cook is responsible Crew Mess GP2
for the operation of the
DISPOSER located in the
galley.
To Sea
Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED : ON UPP. DECK AFT LOCATED : ON UPP. DECK AFT
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning & evening to the garbage
as per designated duties for storage. room as per designated duties for
storage.

Garbage Management Plan
Storing Garbage In Garbage Room (Located On Upper Deck Aft)
Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1.Plastic 1.Paint
Examples Examples outside special area
2.Burnable dunnage 2.Chemicals
3.Paper, rags, etc 1.Floating dunnage 1.Paper, rags, glass, metal, Examples
3.Oil soaked material
4.Oily rags 2.Lining bottles, crockery & similar 1.Food waste
5.Solid oily waste 3.Packing materials refuse
6.Waste oil 2.Incinerator ash
Collected By
GP2 & GP1
Under supervision
of C/O and taken Sea Disposal Disposal To Shore Facility
to incinerator 1.Under the supervision of C/O 1.Under the supervision of C/O
2.Obtained permission from Bridge 2.All Disposals to be recorded in the
3.All Disposals to be recorded in the garbage log
garbage log
Incineration
By GP2 By GP2 and assisted by GP1
Under supervision
of 2/E
To Sea To land ashore

Generated ash
brought to storage
area and kept in
yellow receptacle
for sea disposal by
Motorman

Illustration 2.15.1a Inert Gas System in Engine Room
AS AS
From Buffer
PI PZA S S Vessel Panel
Scrubber Sea pcv
S
Water Pump
(200m3 / h) 029V
Blower P TZA
HS GC
From No.1 Bleed
Boiler Uptake 005V P 008V
P 018V pcv
013V
S
P To I.G.
025V S P 015V
S
P System On Deck
TT PI PZA
GC
From Steam S AS
S Scrubber S 027V
AS FZA
Sys. In E/R
AS From F.W. 007V
In E/R AS 033V
LZA
From Boiler S
S 028V 032V Measuring
Blower LZA Point
AS 030V
AS Blower P TZA F1 QT QIA
S HS S H
S
025V S
017V
From S.W. 006V Deck
AS In E/R pic O2 Water
P S 019V pic
S
P Analyser Plate Seal
Calibration
From No.2 Air
Boiler Uptake
S AS PZA
P From Deck Seal
PI TZA S TI PZA PI
From F.O. Transfer H
S S.W. Supply
Pump In E/R From Pump In E/R
Compress Air 011V 009V
TI TZA
Delivery valve Steam
To Extend Air B.W.L. S S 016V
Pipe To Outside Pipe
Room S AS Condensate
P Pipe
rner
Purge Air Upper Deck
Pilot Bu
I.G. To Funnel
F.O.T. PI PZA PI 010V
For I.G. S H S Purge valve
Generator Main
Burne 012V
r Combustion Bottom
023V
F.O. Pump Unit Chamber
XZA
Key
TZA
Sea Water
TZA
Inert Gas
PI From F.W. Fuel Oil

In E/R
PZA
Air
Blower Unit
TI PI Saturated Steam
022V
From F.W. From
In E/R Condensate
I.G.G.
024V SeaWater Dom. Fresh Water
B.W.L. L Pump
(42m3 / h)
048V
Issue: 1 Illustration 2.15.1a Inert Gas System In Engine Room

2.15 Inert Gas System When the boilers are operating efficiently, the composition of the Inert Gas by Deck Water Seal
volume should be:
General The deck water seal is the displacement type. The water inside the seal is
Carbon dioxide (CO2) 13%
displaced into a reservoir during operation and immediately falls back and
The Inert Gas System consists of a main inert gas plant, using boiler flue gas Oxygen (O2) 4.2% closes the seal in case of loss of positive gas pressure, thus preventing any
and an independent topping up inert gas plant generator, to provide a gas back-flow of cargo gases.
Sulphur dioxide (SO2) 0.03%
explosion protection system for the cargo oil tanks and slop tanks. This is
achieved by maintaining a slight over pressure in the tanks at all times. Nitrogen (N2) 76.87% The deck water seal is gas leakage proof due to an internal double seal pipe
forming two gas barriers. A small tube with a gooseneck on the water seal top
Whilst discharging the cargo, liquid pumped out of the tanks is replaced by However, during low boiler load operation, the oxygen content of the boiler indicates a possible leakage in one of the barriers. The water seal has a built in
inert gas. At all times, pressure of the inert gas in the tanks is maintained exhaust gas will tend to rise, due to the higher excess air required for good retractable heating coil for use in cold weather conditions. It has inspection
slightly above atmospheric pressure. combustion. glasses for water level control and is fitted with a low-level alarm.
The inert gas used on this vessel is produced in two ways: WARNING The mesh demister in the upper part of the seal effectively prevents carry over
When running with the boiler on a low load, the flue gas blower may draw of water droplets under all flow conditions.
1. A conventional flue gas plant, which cools and cleans gas from air down the boiler funnel uptake.
the boiler uptake. Any back pressure from the cargo tank area will induce an over pressure in the
The system consists of the following components: reservoir chamber above the water level and force water into the centre tube.
2. An independent generator system, which burns fuel oil at a very The water level in the centre tube will rise and thus prevent gas from leaking
low excess air setting. The resulting exhaust gas is cooled and Scrubber past the seal.
cleaned.
The Scrubber is of the tower type and consists of inlet water seal tanks, tower When the plant is operating and inert gas is admitted to the deck distribution
The main inert gas plant consists of a scrubber and demister, two inert gas fans, elements and spray nozzles. system, the pressure from the blowers will empty the centre tube into the
a pressure vacuum breaker and a deck water seal unit. The main system is reservoir, letting the gas flow freely through the top part of the reservoir
designed to maintain a positive tank pressure above 250mm H2O, with a tank The gas passes into the scrubber via a central tube venturi located concentrically in chamber. The gas is forced through the demister where any water droplets are
O2 content of 5% maximum, when three cargo pumps are operating at the the scrubber tower. This facilitates the removal of the soot particles and separated from the gas and led back to the water reservoir.
designed discharge rate. provides initial cooling. At the lower end of the venturi scrubber the gases are
deflected through a wet filter, providing further cooling and cleaning. The gas Two sea water supply pumps (one as standby) supply water to the deck water
The system is used during: then passes into the open spray tower, which is the final cooling process. The seal. The water is discharged overboard.
water mist is highly efficient in removing sulphur. The spray also assists in
Cargo oil loading and unloading. maintaining the wet filter in a clean condition by a continuous flushing action. Pressure/Vacuum Breaker
The clean cool gas passes through a mesh demister in the top of the scrubber
Hydrocarbon gas purging.
tower, which effectively prevents water droplets from being carried over with Opening Pressure : 2100 mm WG
Tank cleaning. the outlet gas flow.
Vacuum : 700 mm HG
2.15.1 Main Inert Gas System An independent cooling sea water supply pump supplies the scrubber.
Emergency cooling water can be provided from the G.S. pump. The water A pressure/vacuum breaker is fitted to the inert gas main on deck. It is filled
Capacity: 11250 Nm3/h leaving the scrubber is discharged overboard. with a mixture of anti-freeze and water. They will open at a pre-set pressure or
vacuum, thus protecting the tanks against too high a pressure or vacuum.
The flue gas from the boiler uptake is led into the plant, then cooled and Inert Gas Fans
cleaned. The gas is the distributed by the fans to the cargo oil and slop tanks Boiler Uptake Valves
via a deck water seal and distribution piping. The system is used to purge the Two electrically driven inert gas fans are supplied. They draw the gas from the
ullage spaces in the cargo oil tanks of hydrocarbon gases and replace them with boiler uptake, through the scrubber, and deliver to the deck distributing pipe A valve is mounted down stream of the sealing air connection on each boiler.
inert gas, keeping the oxygen content below 5% by volume. system with sufficient over-pressure to form a high velocity gas jet at the inlet Soot cleaning nozzles are provided on the boiler side of each uptake valve.
to the cargo tanks. The blower casing is provided with water spray nozzles and Double acting cylinders, controlled by solenoid valves, pneumatically operate
drains. the valves.
Issue: 1 2.15 Inert Gas System - Page 1

Sealing Air Valves Procedure for Operating the Main Inert Gas System: Stopping
A sealing air supply line is fitted to prevent boiler flue gas leaking past the Starting: Press the ‘Stop’ button.
boiler uptake valves, when the plant is shut down. This runs from the discharge
side of the boiler forced draught fans, to the pipe line before the boiler up take a) The deck seal is constantly supplied with seawater by one of the The system will revert to purge mode and the above sequence is reversed. The
valve. When the boiler uptake valves are open, the sealing valves are closed supply pumps. sea water system will continue to run for a cool down period. All the manual
and vice versa. valves can then be closed.
b) The scrubber sea water supply pump suction valve and the
Flow Control Valves scrubber overboard discharge valve are manually opened in the Capacity and Deck Main Pressure Control
engine room.
Butterfly control valves operated by pneumatic actuators, will maintain the The capacity control and deck main pressure are set from the control console.
flow through the system. To protect the blower motor, the valves are held in c) The blower gas suction valves and gas outlet from the scrubber The signal from these two controls automatically operates the vent and
the closed position during the blower start-up period. are manually opened. capacity control valves. When the set point of the capacity or the deck main
pressure has been reached, the control valve will partially close to maintain the
Blow Off Valve d) Steam supply valves to the sootblowing valves are manually set point. To maintain a flow through the system and prevent the fans
opened. overheating, the vent valve will open correspondingly.
One butterfly valve is provided for gas venting. It is pneumatically operated
and used to control the inert gas main pressure. When the plant is started with e) The deck main gas valve is opened. Gas Freeing
the blower running and the main deck line control valve closed, the blow off
valve will open, relieving the gas from the blower outlet to atmosphere, thus f) Check the calibration of the oxygen analyser and set the reference The plant is used for purging the cargo tanks with fresh air during gas freeing
preventing overheating of the running blower. airflow to 100 l/h. operations as follows:
I.G. Main Control Valve g) Start the scrubber pump. a) Open the inlet valve for the required blower.
One main control valve, driven by a pneumatic double acting actuator, is h) Press the select button for the required boiler uptake valve(s). b) Open the atmospheric intake.
provided on the main line. During start up and shut down the valve is held in
the closed position. An air reservoir ensures closing if instrument air pressure i) Clean soot from the uptake valves by operating the soot cleaning c) The deck main gas valve is opened.
is lost. valve.
d) Press the select button for the required blower.
Oxygen Analyser j) Press the select button for the required blower.
e) Press the start button. The plant will start in venting mode. Any
A fixed analyser is in installed, which samples the inert gas after the blowers. k) Press the start button. other functions such as opening of the uptake valves are
interlocked in this mode.
Operation of Main System l) The start sequence is indicated with lamps on the mimic panel.
f) Air is supplied to the cargo oil tanks in the same manner as inert
The flue gas system main control panel is situated in the E.C.R. The panel The uptake sealing air valve will close and the selected boiler uptake valve will gas.
contains the programmable controller, which takes care of the start/stop/alarm open. The gas will purge through the vent valve. After the purging period it
functions and running mode. On the front of the panel the system is will be possible to direct the inert gas to deck, if the oxygen level is below 5%,
represented in the form of a mimic diagram, with appropriate indications and by operating the main gas valve on the cargo control room panel.
push buttons.
m) Regulate the capacity by adjusting the potentiometer on the panel.
A sub panel in the cargo control room contains push buttons, used for starting
and stopping the supply of gas to the deck main line. The system is represented n) Check temperatures and pressures.
in the form of a mimic diagram with indicators and LEDs. The panel also
contains a two-pen recorder/indicator. o) Check and adjust the flow through the oxygen analyser bubbler
unit.
A sub panel on the bridge contains indication for inert gas pressure, oxygen
content and alarm indicators.

2.15.2 Topping up System Fuel (MDO) is supplied at a constant pressure by the gas oil electric For long standstill periods it is recommended to purge the seawater cooling
pump,which has a built-in pressure overflow valve. system with fresh water.
General
Before ignition or start up of the unit, with the pump running, all the fuel is An extra contact is available in the control panel for connection to the ship’s
pumped back via this fuel oil overflow valve which also serves to regulate the main control room to allow for a remote stop of the generator.
The topping up inert gas generator, installed in the engine room, produces inert
delivery pressure of the pump.
gas which is used to provide a gas explosion protection system for the cargo
oil tanks and slop tanks during the voyage when the boilers are not available. The fuel oil flows to the nozzle of the main burner via two solenoid valves and Alarm and Trips
two fuel oil regulating valves.
The topping up inert gas plant includes an inert gas generator, a scrubbing The following conditions give indication in the alarm system, and cause
tower unit, blowers, an effluent water seal, a fuel injection unit, deck seal and A programme switch in the local control panel regulates one of the solenoid complete shut down of the plant and closure of all automatic valves (except the
an instrumentation / control system. valves which also operates the pilot burner and initial firing. effluent valve), including the sea water system:
The main burner is ignited by a pilot burner. The main fuel oil burner is of the Sea water pump stopped.
Manufacturer Smit Sinus Gas Systems BV.
high pressure steam assisted atomising type. The fuel is directed to the burner Low instrument air pressure.
Inert gas delivery rate (m3/h) 500
orifice through tangential slots, which imparts a rotation motion ensuring that
the fuel leaves the burner as a thin rotating membrane which is atomised just High sea water level in scrubber.
The inert gas plant is locally operated.
after the nozzle. Steam is supplied to the atomising ring fitted to the end of the Power failure to control system.
burner gun and imparts a tangential flow into the oil stream thus ensuring a
Working Principle Emergency stop.
ultra-fine dispersion of the fuel oil. In this manner good combustion is
guaranteed with no formation of soot.
Inert gas is produced by the combustion of Gas Oil supplied by the Gas Oil The following conditions give indication in the alarm system and cause the
Pump with air provided by blowers, in the combustion chamber of the Inert Operational Procedure: plant to stop, except for the sea water pump, which will keep on running for
Gas Generator. the cooling down period:
a) Open all valves for utilities (seawater, fuel, etc.).
Good combustion is essential for the production of a good quality soot free low Blower stopped.
oxygen inert gas. b) Supply electrical power to the inert gas generator panel. Blower failure.
The products of the combustion are mainly carbon dioxide, water and small Low sea water supply pressure.
c) The generator is started by operating the start button. The
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The complete starting process is fully programmed and safety High inert gas temperature.
nitrogen content is generally unchanged during the combustion process and the interlocked.
inert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide. High inert gas temperature in scrubber.
Initially, the hot combustion gases produced are cooled indirectly in the d) The purge line is open when the generator is started and will The following conditions give indication in the alarm system and action where
combustion chamber by a sea water jacket. Thereafter cooling of the gases remain open until the oxygen content drops to within required noted:
mainly occurs in the scrubber section of the generator where the sulphur oxides limits, where the supply to deck valve will open and the purge
are washed out. The sea water for the Inert Gas Generator is supplied from the valve will close. High gas pressure in deck main line. (Vent to atmosphere will open).
sea water cooling system.
Very low inert gas pressure in deck main. (Cargo pumps will stop).
The starting programme runs as follows:
Before delivery from the generator, water droplets and trapped moisture are Low inert gas pressure in the deck main line.
separated from the inert gases by a demister. The inert gas is supplied to deck a) The blower purges the system with air before the pilot burner is
via a deck water seal. ignited by the spark plug. Low seawater pressure to deck water seal. (It will not be possible to
supply gas to deck main).
The Inert Gas System can supply fresh air instead of Inert Gas with the same b) The pilot burner is ignited; as soon as the flame is detected the Very high pressure in deck main. (Vent to atmosphere will open).
capacity. main burner is started.
High/low oxygen content. (Vent to atmosphere will open).
Burner Description c) After flame detection of the main burner and flame stabilisation,
the pilot burner is shut down. Power failure/fault of oxygen analyser. (Vent to atmosphere will
open).
The combustion air is supplied to the main burner by two blowers, each
supplying 50% of the total capacity of the generator. The quantity of d) After the purging sequence, the delivery line is opened and the
combustion air to the burner can be manually adjusted by a regulating valve in purge line closed, provided that the oxygen content is correct. If
the excess air discharge line. not, the purge line remains open until the correct fuel/air ratio has
been set and the correct oxygen content is obtained.

The Wheel-house sub panel contains the following instrumentation: Particular attention should be paid to the maintenance of water separation
equipment and drains. Water separators and demister filters should be kept in
Inert gas deck main pressure indication.
optimum condition. Wet seal type drains fitted in the inert gas plant should be
Oxygen content of inert gas indication. kept clear, and regularly proven to be clear with all water seals kept free from
leaks and topped up to working level.
Very low gas pressure in the deck main line alarm
High low oxygen content alarm. All alarms, trips and interlocks fitted or connected to the Inert Gas System
must be maintained in a fully operational condition. The time scale for the
The inert gas generator has separate alarms and trips, which monitor the fuel testing of all safety devices will be recorded in the Company's Planned
oil supply and combustion process. Maintenance System and will be as per the statutory requirements. All testing
of safety devices is to be recorded in the Deck or Engine Log Book and the
Oxygen Analyser Inert Gas Record Book.
A fixed oxygen content meter, to monitor the gas being supplied to the inert Calibration of the oxygen measuring equipment fitted to the Inert Gas System
gas main, is supplied complete with calibration arrangements. should be in accordance with the relevant manufacturer's instructions. All
calibration and maintenance of such equipment should be recorded.
A portable oxygen analyser and two portable hydrocarbon gas analysers are
also supplied. Frost Precautions
2.15.3 Maintenance (Routine Maintenance in Operation only) When a danger of frost exists, special precautions must be applied to the Inert
Gas System. Anti freeze solutions in their correct ratios must be maintained in
The use of blowers and deck seal sea water supply pumps should be alternated water seals.
on a regular basis.
Steam heating coils in the deck seal should be in good order and kept in use
Check the calibration of the oxygen analyser before use. during cold periods.
The sootblower for the boiler uptake valve should be operated before opening
the uptake valves. The manual steam valve to the required uptake valve should
be opened prior to the operation.. The manual steam supply valve is closed
after the operation.
The blowers on the main system should be water washed at shut down to
prevent build up of solids on the impeller. Prior to the operation the drain valve
is opened and the flexible hose is connected. When the blower motor receives
the stop signal, open the water supply to the blower while the fan is running
down. On completion, the fresh water valve is closed and the flexible hose dis-
connected.
All personnel must be aware of, and observe the precautions to be taken, before
maintenance of system components is commenced.
Recording of all maintenance work and safety checks for the Inert Gas System
is a statutory requirement. The Inert Gas System Record Book includes forms
for recording this information and it must be maintained by authorised
surveyors and company personnel.

Part 3
Main Machinery Control

Illustration 3.1.1a IMS System Overview
UCS586
UCS587
W/H Console
UCS634/5 GOS UCS630

UCS654/5 GOS UCS650
UCS631
UCS651 UMS 2100 BASIC ALARM PANEL Lyngso Marine
220Voc
220Voc ALARM
ALARM
FIRE
STOP
FAULT
ALARM BAP Bridge UCS41

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

MAN WATCH
1 ABC
PRINTER
CON-
TROL
ALARM
2 DEF
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UCS656
7 STU 8 VWX 9 YZ Ospace +/-
Lyngso Marine UCS636
Cargo Control Room
MAIN-
UMS 2100 BASIC ALARM PANEL
ASSIST ALARM ALARM ALARM ALARM ALARM
DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
CALL
NANCE
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
ADD. DISPLAY ADJUST
NEL NEL
UCS588 UCS589 DEAD

MAN WATCH
1 ABC
PRINTER
CON-
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
TROL

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
CALL
NANCE
UCS54
24Vdc UCS128 UCS129
Accommodation Area UCS41

24Vdc
UCS582/583 UCS614/5 GOS UCS610
UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
UCS631
24Vdc
ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
ADD.
LIST
DISPLAY
CHAN-
ADJUST
CHAN- S1 S2 S3 S4 DIMMER
220Voc
NEL NEL
UCS53 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
UCS644/5 24Vdc DEAD

MAN WATCH
PRINTER
CON-
TROL
ALARM
GROUP1
ALARM
GROUP2
ALARM
GROUP3
ALARM
GROUP4
ALARM
GROUP5
ESC ENT
GOS UCS60 ASSIST DUTY

7 STU
MAIN-
8 VWX
ALARM
9 YZ
ALARM
Ospace
ALARM ALARM
+/-
ALARM GOS Box
UCS52
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

UCS616
Engine Control Room
ALARM FIRE FAULT
UCS641 UCS51 ALARM

LIST
STOP
HORN
ALARM
ACKN. AAP 12
220Voc 24Vdc UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL
ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS580 UCS581
UCS50 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 11
1 ABC
ALARM
GROUP1
2 DEF
ALARM
GROUP2
3 GHI
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
Lyngso Marine
24Vdc
UMS 2100 ACCOMMODATION ALARM PANEL
GOS Box
ADD. DISPLAY
CHAN- ASSIST S1 S2 MAIN- S3 ALARM S4 ALARM ALARM
DIMMER ALARM ALARM
LIST DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT NEL CALL
NANCE
UCS49 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 10
1 ABC 2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM ALARM
5 MNO 6 PQR
ALARM ESC ENT
UCS646
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL
DISPLAY
Lyngso Marine
UCS127
ADD.
LIST CHAN- ASSIST S1 DUTY
S2 MAIN- S3 ALARM S4 ALARM DIMMER
ALARM ALARM ALARM
NEL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT CALL
NANCE
Chief Engineers Office UCS48 ALARM STOP

HORN
ALARM
ACKN. AAP 09
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS126
LIST GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

UCS587 UCS586 ADD. DISPLAY

ASSIST S1
UCS125
LIST CHAN-
DUTY
ALARM ALARM ALARM
NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT NANCE
UCS47 ALARM STOP

HORN
ALARM
ACKN. AAP 08
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT 24Vdc

UCS124
DISPLAY
Lyngso Marine
UCS 02 A,B,C,D
ADD. MAIN-
UCS123
CHAN- ASSIST S1 S2 S3 ALARM S4 ALARM ALARM
DIMMER ALARM ALARM
NEL CALL
ALARM FIRE FAULT NANCE
UCS46 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 07
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
ALARM
5 MNO
GROUP4
ALARM
GROUP5
6 PQR
ESC ENT

UCS122
UCS121
ADD. DISPLAY
Gamma Outstation No 2
CHAN- ASSIST S1 S2 MAIN- S3 ALARM S4 ALARM ALARM
DIMMER ALARM ALARM
ALARM FIRE FAULT NEL CALL
24Vdc
NANCE
UCS45 ALARM STOP ALARM

AAP 06
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS120
LIST HORN ACKN. GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

UCS 01 A,B,C,D Alarm
UCS119
ADD. DISPLAY
LIST CHAN- ASSIST S1 DUTY
ALARM ALARM ALARM
NANCE
UCS44 ALARM STOP ALARM

AAP 05
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS118
LIST HORN ACKN. GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
DISPLAY
Lyngso Marine
Gamma Outstation No 1 UCS700

ADD.
ASSIST S1
UCS117
LIST CHAN-
DUTY
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS43 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 04
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT 220Vac

UCS116
ADD. DISPLAY
Lyngso Marine
ASSIST S1 S2
7 STU
MAIN- S3
8 VWX
S4
9 YZ Ospace +/-
UCS701
UCS115
DIMMER
Alarm
LIST CHAN- ALARM ALARM ALARM ALARM ALARM
NEL DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS42 ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS114
ASSIST S1
UCS113
LIST CHAN-
DUTY
ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM STOP
HORN
ALARM
ACKN. AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT UCS711 UCS710

220Vac
ADD. DISPLAY
Lyngso Marine
UCS112
ASSIST S1 S2 S3 S4
UCS111
CHAN- MAIN- ALARM ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
ALARM FIRE FAULT NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 01
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS110
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN-
TE-
NANCE
S3
8 VWX
ALARM
GROUP6
S4
9 YZ
ALARM
GROUP7
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10
UCS109 UCS810
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
Rotating Light
UCS108
ASSIST
CALL
DUTY
MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
UCS107
UCS130
UCS106 UCS811
UCS105
UCS131 Horn
UCS104
UCS202/3. 500/1
UCS100 UCS812
Stop Horn
UCS101
Engine Control Room
Issue: 1 Illustration 3.1.1a IMS System Overview

3.1 Integrated Management System The Accommodation Alarm Panel is normally installed in the cabins of the An alarm printer and log printer in the ECR.
duty engineers/officers and in the public rooms. The Accommodation Alarm
Two Gamma out-stations in the engine room
3.1.1. System Overview Panel is used for alarm signaling and duty call of crew members etc. in the
accommodation areas. The controlled machinery components are operated from control pictures, all
Maker: Lyngso Marine with graphic presentations of the controlled machinery components.
The Extended Alarm Display is used together with the Basic Alarm Panel to
Main System Components extend the amount of information to be displayed simultaneously. (In the An interactive interface with pull-down menus and clear indications of the
Universal Control System UCS 2100, the function of the Extended Alarm actual state of the machinery component is used. Alarms related to the
The machinery monitoring, alarm and control system can be divided into four Display is an integrated part of the Graphics Operator Station GOS). controlled machinery components are visualised just beside the graphic
groups: symbol for the machinery component. The actual state of the alarm is clearly
DPS 2100 Main engine remote control and safety system The Alarm/Log Printers are used for printing the different logs and reports. indicated (normal/cut-out/alarm).
This system contains Alarm Panels which allow remote alarm annunciation at
DMS 2100 Bridge manoeuvring system the bridge, at the Engineer's cabins and in the public rooms. A printer which The Graphic Operator Stations log all commands to and condition changes
logs all the alarms and events is connected to the system. from the machinery. It also logs the change of set-points to the temperature
UCS 2100 Universal alarm, monitoring and control system
controllers. The events are stored in a cyclic event log containing all events
PMS 2100 Power management system As the system is selected for ‘unmanned machinery space’ an alarm will sound occurred during the previous 24 hours. The event log is readable on the screen
an audible alarm in the cabin of the engineer who has been selected on duty, as of the Graphic Operator Stations and can be printed on request.
The DPS and DMS 2100 systems are described in detail in section 2.1.2, main well as in the public rooms enabling the duty engineer to move freely between
engine manoeuvring control. any of these locations, and still be sure to receive the alarm. To acknowledge The Graphic Operator Stations logs all of the supervised analog values. The
The UCS and PMS systems are grouped by the manufacturer under the system the alarm, the Duty Engineer must go to the Engine Control Room. The system values are stored continuously for a period covering the previous eight hours.
title: ‘UMS/UCS2100 Universal alarm, monitoring and control system’ The contains extended alarm displays which present more information, giving the All changes are detected and stored. Additionally, the values are also stored as
UMS system is basically the alarm system and the UCS system is the control operator an improved overview. one minute mean values for a period covering the previous month.
and monitoring system.
UCS 2100 Control System Generator and Power Management System
The systems are all interconnected using an RS485 data bus, any alarms on a
system group will sound common alarms according to the mode selected This system offers an overview of alarm, control and monitoring information. This is comprised of the power management system and diesel starter control
(UMS etc) at the designated control position. The information is presented in graphic form at the Graphic Operator Stations system. The diesel starter control system controls the following functions:
(GOS) See illustration 3.1.1a for system layout and location of GOS.
Manual stop/start of the generators
UMS 2100 System Overview
The UCS 2100 Control System provides the operator with an enhanced Engine safety/shutdown system
The system is formed by a number of standard hardware units as shown in overview and operator facilities. It has facilities for displaying logged data and
Illustration 3.1.1a. can be used to generate reports based upon this data. Reports, trend, and screen Selection/control of standby generator
pictures can be printed on request. The system controls automatic and Blackout recovery
Outstations with local control panels
sequential restart of pumps and fans, control of temperature controllers and
Basic Alarm Panels power management of the diesel generators. Pre-lubrication of engines
Accommodation Alarm Panels H.F.O./D.O. changeover
Integrated with the UMS 2100 Alarm System, the UCS 2100 Control System
Extended Alarm Display will offer the standard facility to display alarm information together with the The power management system controls the following functions:
control and monitoring information. The two systems are allocated the same Semi/fully automatic mode control
Alarm / Log printer.
Gamma computer hardware modules so reducing the overall costs and
The Outstation is equipped with a Gamma computer which handles the minimising the use of I/O channels and cabling costs. Synchronising
functions of the alarm detection, and additionally one of the Out-stations Frequency control
The System Configuration is as follows:
controls the Alarm Panels (Basic Alarm Panels and Accommodation Alarm
Panels). The Outstation is supplied with Local Operator Panels, which provide A Graphic Operator Station on the bridge, general office, main Start of standby generator at low frequency or low voltage
the operator with alarm information directly on the front of the Outstation. switchboard room, and ECR (X2). Heavy consumer control
The Basic Alarm Panel is normally installed on the bridge and in the engine A basic alarm panel on the bridge and ECR console.
control room. The Basic Alarm Panel provides the operator with all necessary An accommodation alarm panel fitted in all the Engineer's cabins and
facilities for use of the alarm system including alarm acknowledgement, duty public rooms.
engineer selection, control of printer etc.
Issue: 1 3.1 Integrated Management System - Page 1

Illustration 3.1.2a Operator Stations
Bridge
Lyngso Marine
Chief Engineers Office F1 Help F5 Additional List F9 Bar Graph

F2 Alarm List F6 Event Log F10 Menu
F3 Group Overview F7 Trend Log F11 Stop Horn
F4 Group Display F8 Display Channel F12 Acknowledge Alarm
F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 Function Keys
Cargo Control Room
Ball
Used To Move Used To Acknowledge And
Cursor Open "Display Channel"
Dialogues
Engine Control Room

Left Button
Used To Select Diagrams Not Used
And Objects
Issue: 1 Illustration 3.1.2a Operator Stations

PMS Operation Modes PMS Automatic Mode Alarm System
The ship’s electrical power plant can be operated in several different modes: In Automatic Mode the PMS will perform the functions from the Semi- Alarms relative to the controlled machinery are displayed on the correspond-
Automatic Mode extended with load dependent start/stop, start of standby ing pictures with an indication of the alarm state and the cut-out state A steady
Local control diesel generator at shutdown pre-warning alarm of an on-line diesel generator, red square indicates an acknowledged alarm, a flashing red square indicates an
Manual control of auxiliary engine and control of heavy consumers etc. unacknowledged alarm and a light blue square indicates a cut-out. By pointing
In Automatic Mode, the PMS can connect and disconnect the generators automatically and clicking on the square the actual process state can be read. When an alarm
Diesel Starter with Black Out Start
to and from the MSB. This may be initiated by load-dependent start/stop, or occurs the label for the relevant system flashes on the overview display.
PMS Semi-Automatic Mode from a shutdown pre-warning. The load-dependent heavy consumer start
facility may involve standby diesel generator start, and acceptance or rejection In the alarm list the overview of all the present machinery alarms, cut outs and
PMS Automatic Mode.
of heavy consumer start request. system failures can be seen.
Local Control
Frequency control and load-sharing between all on-line PMS controlled diesel Operation from the Graphic Operator Stations
In local control there is no PMS operation at all. When the auxiliary engine generators are also part of the Automatic Mode. A diesel generator can be
local control is selected for a generator set the engine is operated locally and removed from the automatic start/stop sequence by switching it to local or To operate a machinery component the operator activates the symbol of that
the main breaker is operated from the MSB. The diesel generator local control manual control mode. specific component by pointing and clicking. The desired command is chosen
is selected by means of the local/remote blocking switch on the auxiliary from the pop up menu. from the diagrams on illustration 3.1.2a the operation
A diesel generator can be stopped without changing it’s mode, by changing the of starting a fuel pump (fuel pump No.1) can be seen.
engine control panel at the engine.
priority, so that the on-line diesel generator is given a lower priority. The PMS
will then automatically start a diesel generator with higher priority and stop the a) From the overview menu the operator selects FUEL OIL
Manual Control
one with the lower priority. In the same way start of a stopped PMS controlled SUPPLY by pointing and clicking.
In manual control, manual start/stop of the auxiliary engine from the Graphic diesel generator can be done by changing its priority to a higher priority.
Operator Stations is available but closing of the main breaker is limited to an b) From the fuel oil supply display the operator can assess the
If the PMS control mode is changed from local, manual, or Semi-automatic to current status of pump No.1. The symbol is green for running,
automatic black out start situation. When the auxiliary engine is in remote
Automatic Mode, the PMS will automatically update the plant, so that the magenta for stopped, red for blocked or ‘I’ for interlocked. The
control and main breaker manual control is selected for a generator set, the
diesel generators with the highest priority are on-line to the MSB. alarm status square is also situated here.
diesel starter can start and stop the auxiliary engine in question, but only
start/stop; no synchronising or any other functions are carried out. The main c) By clicking on the symbol the pump, I.D. and command options
Start of the pre-selected standby diesel generator and connection of the main
breaker is manually operated from the MSB. The diesel generator manual are displayed.
breaker after black out is handled by the PMS, independently of the actual
operation is selected by means of the manual/auto selector switch for each
mode. d) By clicking on MASTER START the pump is started. (For safety
generator on the main switchboard.
only one GOS can operate on one symbol).
3.1.2. Operator Stations
Semi-Automatic Mode e) The pop up menu disappears and the symbol on the display
The Graphic Operator Station is basically a personal computer approved for changes to RUNNING.
The PMS modes, which always include the Diesel Start and Black Out Start
functions, can be used for either operator supervised ‘Semi-Automatic’ remote marine use. The various displays feature a wide range of machinery
components made up of standard function blocks. The blocks are a Alarm Handling from Graphic Operator Stations
control or for unmanned full ‘Automatic’ control of the ship’s electrical power
plant. The PMS is changed between the two PMS modes from the Graphic combination of graphical symbols and corresponding control programs and Acknowledgment of alarms is carried out at the alarm watch station and must
Operator Stations. include a process interface and a man/machine interface. be preceded by silencing the alarm horn by pressing the STOP HORN function
Operation is by using the tracker ball device to control the position of a cursor key on the keyboard. The oldest unacknowledged alarm is always on display
In the Semi-Automatic Mode, the PMS acts as a remote control station, where
and pointing at a symbol. The activation push button (left) will then activate a in the header. Acknowledgment is by pressing the ACKNOWLEDGE function
the automatic controls are those of blackout start, frequency control, load
pop up menu of available commands. The right button will acknowledge and key. Alarms from the alarm list can be acknowledged by pointing and clicking
sharing, start/synchronising control and disconnection of a generator when the
open ‘display channel’ dialogue. using the tracker ball.
operator enters a start or stop order from the Graphic Operator Stations. A
generator cannot be connected or disconnected by the PMS automatically.
They also have facilities for the display of logged data as trend curves and they Acknowledgment of alarms can also be made from within the corresponding
If the operator wants to stop an on-line PMS controlled diesel generator, it can can be used to generate reports. These reports, trend curves, and screen control picture, where the alarm is displayed, by pointing to the flashing red
be done from the Graphic Operator Stations. Stopping means unloading, pictures can be printed on request. symbol and clicking.
switching off-line and stopping the diesel generator.
Besides operation and graphics indication of the UCS 2100 Control System,
Heavy Consumers will be allowed to start if enough available power is present, the Graphic Operator Stations have the facility to display information such as
otherwise they will be blocked from starting. lists for alarms, cut-outs, analogue values, and alarm limits.

Illustration 3.1.3a Screen Displays
Machinery Alarm List Priority Alarm Event Log Main Engine Speed Vibration Trend
Alarm Group Overview Alarm System Status
Issue: 1 Illustration 3.1.3a Screen Displays

Alarm handling Operations b) Left click anywhere on the alarm line, select alarm and Trend values in tabulating form
acknowledge by left clicking on the ! icon.
Status print-outs for a picture/system
The following is a description on carrying out the most common alarm
handling tasks: Unacknowledged alarm within a mimic diagram (System documentation)
a) Right click on the icon in alarm, left click on ACKNOWLEDGE Event log.
Open alarm list
on the drop down menu.
a) Left click ALARM LIST button in the header. The Alarms and Main Events are printed on the text printer directly connected
Unacknowledged alarm within a display channel diagram to a Gamma computer, which is related to the UMS 2100 alarm handling
b) Press F2 function key. function of the system.
a) Left click on the ! icon.
c) Left click on DIAGRAM in the menu bar, select ALARM LIST The Thermonitor (relative measuring system)
from drop down menu.
Reports and Data Collection Logging
Open lists for cut outs, simulation, sensor fail or device fail The thermonitor function is a relative measurement system for supervision of,
Daily, monthly and yearly reports are available as standard based on for example, the exhaust gas temperatures of the main engine cylinders with
a) Left click ADD. LIST button in the header. compressed data from the log. To generate a daily report the data is compressed individual alarms for high temperature, high mean value and an alarm for big
further to provide values for each hour. Detailed reports show the 60 values for deviation from the mean value. The display presentation includes an overview
b) Press F5 function key. each hour plus the total values for a day. Reports can be printed out on request diagram for all of the cylinders, and two graph-diagrams each presenting up to
or at specified times. Other reports may be user configured. Data may also be five cylinder temperatures.
c) Left click on DIAGRAM in the menu bar, select ADD. LIST from
exported in DIF file format for analysis using other PC applications.
drop down menu. The thermonitor picture can be selected either by the key-board function key
or from the Diagrams menu.
Open Alarm Group Diagram Analogue and binary parameters may be logged on the GOS hard drive for
later analysis. All condition changes of parameters and values, defined to be
3.1.3. Screen Displays
Most important alarm lists are listed in the main menu and are opened by left logged, covering the previous 24 hours are stored for 30 days.
clicking on the group title text label. If the group name is not shown:
The display of the Graphic Operator Stations is divided into two parts, a header
Event Log
a) Left click on DIAGRAM in the menu bar. window and a selectable working area window, which will be a control
overview or an alarm list. The menu bar and header with status information are
Main Events such as running feedback signals from motors and engines can be
b) Select ALARM GROUP from the drop down menu. always present. For enhanced safety the header constantly displays the most
automatically logged on the alarm and event log printer, to give the operator a
essential information from the alarm system, independent of the actual control
c) Press F4 function key. complete machinery log. All events, such as commands and feedback changes,
assignment, such as:
may also be logged on the Graphic Operator Stations hard-disk. The log is
d) Select alarm group from drop down menu. accessible on the Graphic Operator Stations and may be printed on a printer, Oldest unacknowledged alarm
either on request as a report or continuously.
e) Left click on OK button. Number of present and unacknowledged alarms
The commands are only included in the log on the specific Graphic Operator Number of present cut-outs (inhibited alarm channels)
Stop Horn
Stations from which the command is actually activated.
Actual watch station, duty officer and backup officer
a) Left click STOP HORN button in the header.
Printers and Screen Dumps Date and time
b) Press F11 function key.
Two printers can be connected to each Graphic Operator Station: Below the header, pictures with symbolic representation of the control objects
c) Press STOP HORN key on basic alarm panel.
enable remote control of the controlled machinery components and group of
One Graphics Printer in colour or black and white for: machinery components. Control is easily carried out by using the point-out and
Acknowledge oldest unacknowledged alarm
Hard copy of the total screen including all windows pop-up menus. The alarm information is clearly indicated by means of a
a) Left click ACKN. button in the header. graphic alarm symbol placed close to the symbol for the machinery
Hard copy of the active window of the screen component.
b) Press F12 function key.
Hard copy of trend curves.
Acknowledge alarms
One Text Printer in black and white for:
a) Right click anywhere on the alarm line, left click on Daily, Monthly and Yearly reports
ACKNOWLEDGE on the drop down menu.

Picture Hierarchy on the Graphic Operator Stations The possible states for an alarm channel are as follows: Value: Limit value for analog channels
Delay on/off: Delay times/adjustment etc
The alarm and control pictures of the UCS 2100 Control System are placed in State Appearance Description
a picture hierarchy. The Alarm and Control Overview picture presents labels to M.cut: manual cut out on/off, adjustment etc
all of the control pictures. Any of the pictures can be selected by pointing at NORM Steady Green Alarm channel in normal
the picture label and then pressing the activation push-button. state Standard Function Block Diagrams
ALM Flashing Red Unacknowledged alarm:
A square located to the left of the picture label flashes in case of an unac- Priority 1 These diagrams are divided into 12 blocks (squares), each one representing one
machinery component. Information from each component is displayed as a
knowledged alarm on the picture. This time saving feature gives the operator ALM Steady Red Acknowledged alarm:
‘standard function block’. There are two main types of object: digital and
a fast and safe overview of the actual situation. Priority 1 analogue.
ALM Flashing Magenta Unacknowledged alarm:
The Alarm and Control Overview picture can be selected by pressing a Priority 2 Digital Objects are used to display the status of a machinery component such
function key on the keyboard or by the Area/Diagram pull-down menu on the ALM Steady Magenta Acknowledged alarm: as a pump. The current status is shown as a symbol and as text, usually running
command bar in the upper edge of the screen. Priority 2 or stopped. From these digital objects it is possible to send start and stop
ALM Flashing Yellow Unacknowledged alarm: commands.
All of the alarm and control pictures are available from the picture label on the
Priority 3
Alarm and Control Overview picture or from the Area/Diagram pull-down Analogue objects are used to display the current value of a measurement or an
ALM Steady Yellow Acknowledged alarm:
menu on the command bar in the upper edge of the screen. adjustable value. The value can be shown as a number and/or a bar graph.
Priority 3
FAIL Flashing Red Unacknowledged alarm:
3.1.4 Alarm List Function blocks can be operated in local or remote and manual or automatic
Sensor fail modes. Changeover is carried out directly on the machinery component.
FAIL Steady Red Acknowledged alarm:
The alarm list is a display of all standing alarms both acknowledged and unac-
Sensor fail outside range Function blocks are described in more detail in the manufacturer’s operation
knowledged. The system can include from 1 to 4 systems (bridge, machinery
NORM/CA Steady Blue Standing alarm: manual for this system.
etc), each alarm system has its own alarm list.
Suppressed/Cut out
? Steady White GOS/GAMMA Computer Mimic Diagrams
Up to 20 alarms can be displayed on the screen. If there are over 20 alarms the
hardware failure
actual number is shown in the bottom right of the display. A mimic diagram shows a machinery system as a static background with
There are also lists for alarm suppressions and alarm failures. dynamic objects as symbols upon it representing the machinery components
The colour of the alarm text is normally green with the alarm ‘state’ text in red and function blocks of bar graphs etc for measurements. These mimics give a
(if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A right good overview of a system, showing graphically the location of the
Display Channel Diagram measurement or machinery component. Clicking on the object reveals an I.D.
click on the alarm brings up a small menu with two texts: DISPLAY
CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE This displays detailed information of an alarm channel and it is possible to
allows the alarm to be acknowledged or if not possible the text is shown in grey Mimics can be opened by clicking on the appropriate listing from the main
adjust some parameters although these are password level 1 protected. The
menu or choosing EDIT from the menu bar and selecting OPEN BY NAME
(already acknowledged or horn not silenced etc). Left clicking on DISPLAY display channel diagram for a binary and analog channel are shown in illustra- from the drop down menu. Entering the system I.D. will display the required
CHANNEL opens the display for the particular system the alarm originates tion 3.1.3a. the configuration includes: mimic diagram.
from. Detailed alarm information such as delays and limits etc is also shown.
Type: Analogue or Binary
Trend Displays Alarm system: Name of alarm system the channel belongs to
One to five graphs for supervised parameters can be displayed in the same Outstation: Name of the outstation where PLC is located
trend display with individual colour and measuring scale. The individual Address: Address number for PLC
colour is used to separate the ID number, the measuring scale, the trend curve,
and the digit valve for each measurement. See Section 3.1.5 The Channel parameters are also shown here and may include:
Alarm Groups Limit Binary has 1 limit, Analogue may have 3 for an
alarm: and 4 for an event
An alarm group is a list of alarms for one machinery component (independent Type: Binary/low limit/high limit
of alarm state). Up to 100 alarm groups are available. The list is sorted alpha-
betically after the I.D. Message: Message text
Prio.: Alarm channel priority

Illustration 3.1.5.a Trending Display
Main Engine Temperature
410.75 000033 M.E. Cylinder 1 Temperature ( 0 - 600 ˚C ) 221.84 000037 M.E. Cylinder 5 Temperature ( 0 - 600 ˚C )
348.53 000034 M.E. Cylinder 2 Temperature ( 0 - 600 ˚C )
600 600 600 600 600
500 500 500 500 500
400 400 400 400 400
300 300 300 300 300
200 200 200 200 200
100 100 100 100 100
0 0 0 0 0
MM:SS 00:00 05:00 10:00 15:00 20:00 25:00 30:00
95/09/15 14:10:25 =>341.3 234.2342.2 207.0 284.6
The trend display with 5 curves showing the exhaust gas temperature for half an hour. The arrow on the top of the graph chart
is used to point out the time, for which the digital values are indicated in the top line for each of the seven curves.
Issue: 1 Illustration 3.1.5a Trending Display

3.1.5 Trending Start Time and Window Period for Graphs The display with a filled area under the curve is particularly useful when
having to present analogue alarm channels with high alarm limit, low alarm
The system can display one to five graphs for parameters under analysis in the After opening a graph window, the operator will be asked to key in a start time limit as well as the current value in the same curve picture. The alarm areas can
same trend display with individual colours and measuring scales. The and a window period. This will occur if the graph window is not defined to be displayed as ‘belts’ and the elements current value as a line between these
individual colour is used to separate the ID number, the measuring scale, the start with fixed time specifications. two belts.
trend curve, and the value for each measurement.
The system always suggests the current time as the start time unless it has been Regardless of the selection of the graph form, the zoom and pan functions are
Trend displays that are used often can be accessed directly from the command defined to start a number of hours before. If the operator does not want to the same.
menu named GRAPH. Trend curves showing values for the previous 24 hours change this, the time can be accepted by using the RETURN key. The start
(maximum 4 days) or part of that period, are based upon the continuously time is the time when the desired graph is to be started, while the window Graph Data in Table Format
logged data. A Trend display for a period exceeding the last 24 hours period is the length of the time of which the axis is to be displayed in the graph
(maximum 4 days) is based upon the compressed values. field. The length can also be changed by the operator before the activation. It is possible to get a complete list of all of the values which are used for the
graph drawing. This is achieved by a double-click on the ruler symbol,
Parameters, which are not pre-defined for logging, may be displayed during A start time which goes back in time up to 90 days can be determined. a course, whereafter a window, containing the recorded values in table form, is opened.
on-line data collection, initiated on the request of the operator. There is also a this requires that the relevant data is still accessible on the hard disk. When the The values are presented in table form together with date and time for their
zoom function available, selected by pointing out the area required using the start time and period length, which are to be displayed, have been keyed in the recording.
tracker ball. RETURN key must be activated. Hereafter, the Graphic Operator Stations will
retrieve and work up data in order to draw the desired graph on the screen. As The table is displayed for each element variable on the graph window. The
Trend curves can be saved as a file on the PC hard disk or printed as screen the new values accrue to the system the graph will be updated. table is framed with a line which has the same colour as the column on the
dumps for subsequent printing or analysis. The data used for the trend displays graph window.
are accessible on the Graphic Operator Stations and can be printed in Error Messages in Connection with Graph Generation
tabulating form on a printer. The Up and Down buttons located at the bottom of the window, are used to
If, within the selected time period, there has been a period in which data has scroll up and down in the table (i.e. backwards and forwards in time).
The SHOW GRAPH function is used for setting up a graph-diagram. The not been collected, or in which data has later been deleted, an error message
graph pictures can be particularly helpful in identifying and analysing the appears on the screen, e.g. ‘Open error on file TEST.L13’. This just means that
operating disruptions. Additionally, it can be helpful by providing a visual the drawn graph is not complete since data cannot be found for the entire
evaluation of changes of the process values, just as the graphs are an important period. The message means that data for a whole hour is missing. If data for
tool in connection with the documentation of the vessel’s operation. In the less than a whole hour is missing it will be shown in the graph by horizontal
individual configuration, a number of graph windows can be configured, each lines.
one displaying graphs of up to 5 variables of predetermined element values.
Changing the Presentation of a Graph Display
If the operator selects one or more elements, the graph diagram will automati-
cally include these. (More than one element can be selected by keeping the During monitoring, the display of the graphs can be changed in a number of
[shift] key pressed when selecting the elements). Regardless of how it is different ways. The display of one or more of the (up to five) graphs can be
opened, a graph window has a fixed position and size on the screen. removed from the graph window. This is done by clicking the element name in
the upper part of the window. The name will now be displayed with a weak
The fixed definition graph can be selected from the menu Graphs (by clicking type, and the accompanying graph is “closed”.
on the required graph name). The Graphs menu can contain up to 19 graph The graph can be retrieved by clicking the element name again, or for all by
displays. clicking at a field placed just to the right for all the graph names. Being able to
de-activate one or more graph displays can, for example, be helpful in
If no elements are selected when the operator activates the SHOW GRAPH situations where two graphs completely or partially cover one another, or in
function, a box will appear showing a list of all elements in the system. From situations where one of several graphs is desired to be examined more closely
the list you can select up to five elements which are displayed simultaneously in or even printed separately.
the graph-diagram.
If the element name in a graph window is double-clicked, the area is filled out
under the curve with full colour or with a raster pattern. If normal display is
desired again, double-click the name and the curve will appear as a line. Even
though the area is filled out, the curve can still be “turned off” by clicking the
name.

Illustration 3.1.6a UMS2100 System Layout Bridge Control Console
Port Wing Stb'd Wing
Alarm Bell Alarm Bell
UCS613 UCS614
EAD UCS430
EAD UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP Bridge
220Vac ADD. DISPLAY ADJUST
220Vac
NEL NEL
UCS450 DEAD
MAN WATCH
1 ABC
PRINTER
CON-
TROL
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

CALL
NANCE
EAD Box
Engine Control Centre EAD Box

24Vdc
24Vdc 24Vdc
Accommodation Area
1st Engineer
Buzzer
Chief Engineer UCS612
EAD UCS420 Buzzer
Engineers' Alley
Buzzer UCS611 24Vdc
UCS421
220Vac UCS610 24Vdc
EAD Box Officers' Smoke 24Vdc UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL Lyngso Marine
Room ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 08
24Vdc UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS122
Dining Saloon ALARM STOP
HORN
ALARM
ACKN. AAP 07
1 ABC 2 DEF
ALARM ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO 6 PQR
ALARM ESC ENT
UCS123
24Vdc Chief Engineer's Office 24Vdc UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
ASSIST
CALL
S1 DUTY S2
7 STU
MAIN-
TE-
NANCE
S3
8 VWX
ALARM
GROUP6
S4 ALARM
GROUP7
9 YZ
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10
Duty Mess ALARM

LIST
STOP
HORN
ALARM
ACKN. AAP 06
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
ASSIST S1
UCS117
LIST CHAN-
DUTY
ALARM ALARM ALARM
NANCE
Gymnasium ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 05
1 ABC
ALARM
GROUP1
2 DEF 3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS116
Ship Control ASSIST S1 S2 MAIN- S3 S4 DIMMER
UCS115
NANCE
Centre ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 04
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

UCS114
24Vdc ALARM FIRE FAULT
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN-
TE-
NANCE
S3
8 VWX
ALARM
GROUP6
S4
9 YZ
ALARM
GROUP7
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10
UCS113
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS112
ASSIST S1
UCS111
LIST CHAN-
DUTY
ALARM ALARM ALARM
ALARM NEL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
FIRE FAULT CALL
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS110
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine 7 STU 8 VWX 9 YZ Ospace +/-
ADD. DISPLAY
S1 S2 S3 S4
UCS109
CHAN- ASSIST MAIN- ALARM ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM FIRE FAULT
AAP 01
ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS108
ALARM STOP ALARM
LIST HORN ACKN.
UCS107
DISPLAY DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ADD. CALL
LIST CHAN- S1 S2 S3 S4 NANCE DIMMER
NEL

ALARM
GROUP1
ALARM
GROUP2
ALARM
GROUP3
ALARM
GROUP4
ALARM
GROUP5
ESC ENT
UCS106
ASSIST
CALL
DUTY
7 STU
MAIN-
TE-
NANCE
8 VWX
ALARM
GROUP6
9 YZ
ALARM
GROUP7
Ospace
ALARM
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10 UCS105
UCS104
EAD
24Vdc
UCS 01
UCS 02 220Vac
UCS 40 UMS 2100 BASIC ALARM PANEL Lyngso Marine
UCS 41 ALARM FIRE FAULT
UCS 42 ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
UCS 43 ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
UCS 44 DEAD
MAN WATCH
1 ABC
PRINTER
CON-
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UCS 45
TROL

MAIN-
UCS 46
CALL
NANCE
24Vdc UCS 47 EAD Box

UCS 48
UPS UCS 51
UCS 81
UCS 82 Engine Control Centre
UCS 83 EAD Console
UCS 84
UCS 85 Engine
Control Room 220Vac
EAD Box
UCS 410
220Vac UCS 411
UCS 700
24Vdc
Alarm Gamma Outstation No 2

ALARM FIRE FAULT
ALARM STOP
HORN
ALARM
ACKN.
LOP GAMMA 2
LIST
ADD. DISPLAY ADJUST

S1 S2 S3 S4 DIMMER
LIST CHAN- CHAN-
NEL NEL
DEAD PRINTER ALARM ALARM ALARM ALARM ALARM
WATCH ESC ENT
MAN CON- GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL

DUTY
NANCE
ALARM FIRE FAULT
Rotating Light ALARM

LIST
ADD.
LIST
STOP
HORN
DISPLAY
CHAN-
NEL
ALARM
ACKN.
ADJUST
CHAN-
NEL
LOP GAMMA 1
S1 S2 S3 S4 DIMMER

WATCH ESC ENT
TROL

DUTY
NANCE
Horn
Stop Horn
Issue: 1 Illustration 3.1.6a UMS Layout

3.1.6 UMS - Manned Hand-over
The following procedures are carried out when changing over to Manned
Operation:
Due to alarm initiation
a) When summoned by the extension alarm system, the duty

engineer proceeds to the E.C.R.
b) Inform the bridge of manned condition and the alarm cause.
c) Switch watch-keeping control to the E.C.R.
d) Rectify alarm condition. If necessary call for assistance.
Normal Hand Over
a) The duty engineer proceeds to the E.C.R.

.
b) Inform the bridge of manned condition.
c) Switch watch-keeping control to the E.C.R.
d) Examine the data logger printouts generated during the UMS

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

ties. Ideally the hand over should be carried out in front of the
other Engineer's to provide them with continuous plant operation
knowledge.
f) Inform the senior engineer of any plant defects. He will then

decide if they should be included in the present day's work list.
g) The senior engineer delegates the work list and discusses relevant
safety practices.
h) The duty engineer should be aware of all the maintenance being

carried out and should be informed of any changes to the day's
schedule.
i) The duty engineer can then proceed with his normal tour of
inspection.
Issue: 1 3.1.6 UMS - Manned Hand-over - Page 1

Illustration 3.2a Engine Control Room Console
9 10 11 15 16 17 18 33 35 36 37
1 32
2 3 5 6 1 4 4 1 7 1 11 12
11 1
10 2
38 39
19 9 3 40
8 4
12 13 14 1 4 4 1 7 1 11 20 21 7 5
6
7
4 22 47
@
@ @
@
@
23 15 34
@
@
@
@
1 2 4 7 7 2 1 2
24 41 42 48
@
@
@
@ @
@
25 26 43
8
27 28
29 30 44 45
31 46
62 59 56 55 49
UMS 2100 BASIC ALARM PANEL Lyngso Marine DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine EGS2000 EGS2000 GOVERNOR SYSTEM Lyngso Marine
ALARM FIRE FAULT ALARM FAULT ALARM FAULT ALARM FAULT

ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP - ECR ALARM
LIST
STOP
HORN
ALARM
ACKN.
ALARM
LIST
STOP
HORN
ALARM
ACKN.
ACTUAL SPEED: 65 RPMt
SYSTEM OK
BLOCKED
DISPLAY ADJUST STATUS MAIN EDIT EDIT MENU STATUS MAINT TEST
ADD. S1 S2 S3 S4 ALARM
CHAN- CHAN- S1 S2 S3 S4 DIMMER LIST
DIMMER S1 S2 S3 S4 DIMMER
LIST
HAYES!
LIST ACKN.
NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
PRINTER BRIDGE ECR EMERG ALARM ALARM ALARM ALARM SLOWD. SLOWD. SLOWD. AUTO
DEAD
WATCH CON-
ALARM ALARM ALARM ALARM ALARM ESC ENT CTRL CTRL ESC ENT ESC ENT ESC ENT
MAN GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 CTRL GROUP2 GROUP3 GROUP4 GROUP5 ACTIVE CANCEL RESET SELECT
TROL
7 STU 8 VWX 9 YZ Ospace +/- 7 STU 9 YZ Ospace

8 VWX +/- 9 YZ 8 VWX
z
ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM SEA STAND F.W.E. ALARM ALARM ALARM ALARM SHUTD. SHUTD. RPM POWER MODE
DUTY BY GROUP7 GROUP8 GROUP9 GROUP10
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 MODE ACTIVE
NANCE
64
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshshshsadsa
Hgtdshshshs
Hgtdshshshsadsa
50 GHGgggghhghbhgghghga
Hgtdshshsh Hgtdshshsh GHGggggh
Hgtds Hgtdshs GHGgggghhghbhggh
63 66 Hgtdshshsh
Hgtdshshshsad
Hgtdshshshsadsa
Hgtdshshshsadsa
Hgtdshshsh
Hgtdshshshsadsa
Hgtdsh
Hgtdshshshsadsa 51
GHGgggghhghbhgghghga
GHGgg
61 60 GHGgggghhghbhgghgh
hbhgghghga
GHGgggghhghbhggh
Full 79
Half 58
1 2 3
2 2
Slow 45 4 5 6
5 5
65 D.S 35
7 8 9
8 8
58 phoTECH phoTECH
57
54 53 52
1. DC 24V Power On 18. Main Engine Scavenge Inlet Pressure 35. COPT No.1 Run Indicator 51. Tracker Ball
2. AC 220V Power from Main Switch Board 19. Main Engine Turbo-Charger No.2 RPM 36. COPT No.2 Run Indicator 52. Talk Back System Telephone
3. AC 220V Power from Emergency Switch Board 20. Main Engine Control Air Pressure 37. COPT No.3 Run Indicator 53. Sound Powered Telephone
4. Monitor 2100 21. Main Engine Turbo-Charger No.1 RPM 38. Auxiliary Boiler No.1 Water Level 54. Automatic Telephone
5. Steering Gear No.1 (Emergency) 22. Main Engine Counter 39. Auxiliary Boiler No.2 Water Level 55. EGS 2000 Control Panel
6. Steering Gear No.2 23. Fuel Oil Pump Index 40. Exhaust Gas Boiler Water Level 56. DPS 2100 Engine Safety System Panel
7. Rudder Angle 24. Main Engine Safety Air Pressure 41. Exhaust Boiler Emergency Stop 57. Main Engine Control
8. Fire Alarm Indicator 25. Turning Gear Engaged 42. Lamp Test 58. Main Engine RPM List
9. Main Engine Cylinder C.F.W. Inlet Pressure 26. Auxiliary Blower No.1 Running 43. Fuel Oil Viscosity Indicator 59. DMS 2100 Control Panel
10. Cross-Head and Exhaust Valve Oil pressure 27. Auxiliary Blower No.1 Off 44. Fuel Oil In Use Indicator 60. DMS Fail Indicator
11. Main Bearing and Piston Oil Pressure 28. Turning Gear Disengaged 45. Diesel Oil In Use Indicator 61. Manoeuvring RPM Reduced Indicator
12. Main Engine Cylinder C.F.W. Inlet Temperature 29. Auxiliary Blower No.2 Running 46. Blank 62. UMS 2100 Basic Alarm Panel
13. Main Engine Fuel Oil Inlet Pressure 30. Auxiliary Blower No.2 Off 47. Monitor 63. Tracker Ball
14. Main Engine Bearing and Piston Oil Temperature 31. Blank 48. Ship Speed Repeater 64. Keyboard
15. Main Engine RPM 32. Performance Monitor 49. Printer 65. Main Engine Warning Notice
16. Main Engine Turbo-Charger No.1 RPM 33. Engine Room Clock 50. Keyboard 66. Main Engine Emergency Stop
17. Main Engine Air Start Inlet Pressure 34. Engine Room Clock Adjustment Knob
Issue: 1 Illustration 3.2a Engine Control Room Console

3.2 Engine Control Room, Console and Panels The Main Switchboard contains:
The engine control room is situated on the second platform on the port side of Diesel generators input and power management panels
the engine room, where all the necessary equipment and controls are located to Main 440V and 230V power distribution panels.
permit the centralised supervision of machinery operations. Automatic and
remote control systems are provided to allow the machinery spaces to run
unattended at sea and in port during cargo operations.
It contains the following:

Main engine control and operating console
Main switchboard
Computer work stations, 2 of.
M.E. remote control system cabinet.
U.P.S. control cabinet.
Inert gas generator alarm panel.
Sea chest valve control cabinet.
Instruction books cabinet and shelves.
Air conditioning unit
The main engine control and operating console contains:

DMS/UMS monitor screens, 2 of.
Operator stations for:
UMS2100
DMS2100
DPS2100
EGS2000
Main engine manoeuvring control lever.
Auto telephone, sound powered telephone and talk-back

telephones.
Indicator lights and dials for:
Main engine systems
Steering gears
Auxiliary boiler water levels
Cargo oil pump turbines.
Alarm printer and speed log repeater.
Issue: 1 3.2 Engine Control Room, Console and Panels - Page 1

Part 4
Emergency Systems

Illustration 4.1a Engine Room Fire Hydrant System To Sea Water Fire
and Wash Deck System
Upper deck
Upper Deck Near Frame22 - Frame 23
2nd Platform (Port) Near Frame 25 2nd Platform (Starboard) Near Frame 25
3rd Platform (Port) Near Eng. Store 3rd Platform (Starboard) Near Eng. Store
4th Platform (Port) Near Frame 41 4th Platform (Starboard) Near Frame 41
Floor (Port) Near Frame 32 Floor (Starboard) Near Frame 36
PI
To I.G System
To Ballast To I.G System
PI PI
No.1 Bilge / Fire / Ballast No.1 Bilge / Fire / G.S
Pump (185/350 m3/h) Pump (185/350 m3/h)
CP CP
BM070V
BM071V
BM006V BM005V BM004V BM003V BM002V BM001V Key

BM072V
Bilges
From Ballast From Bilge From Bilge From Bilge Sea Water
From Port
F.W Tank
Fire/Deck Water
Dom. Fresh Water

Issue: 1 Illustration 4.1a Engine Room Fire Hydrant System

4.1 Fire Hydrant System Emergency Fire Pump Engine Room
Maker: Shinko Position Description Valve

Introduction
No. of sets: 1
Model: RVP-130-MS Locked Open Bilge, Fire and G.S. Pump S.W. Suction valve BM001
The fire hydrant and wash deck system can supply seawater to:
Capacity: 72 m3/h at 90 mth
Locked Open Bilge, Fire and G.S. Pump Discharge valve BM007
The fire hydrants in the E.R.
The emergency fire pump supplies the fire main only. It is an electrically Locked Closed Bilge, Fire and G.S. Pump Bilge Main Suction valve BM003
The fire hydrants on deck.
driven self-priming vertical centrifugal pump. It is situated in the emergency
The fire hydrants in the accommodation block. Locked Closed Bilge, Fire and G.S. Pump Bilge Direct Suction valve BM002
fire pump room and its power supply is taken from the emergency
switchboard. Closed Bilge, Fire and G.S. Pump F.W. Tank Suction Valve BM071
The fire hydrant in the pump room.
Main foam system. Isolating valves are positioned along the main deck, between each set of Closed Bilge, Fire and G.S. Pump Supply to Scrubber BM013
hydrants on the fire main line and foam line. and F.W. Generator.
Inert gas scrubber (Bilge, Fire and Ballast Pump).
The fire main and foam line can be cross connected by a valve situated at the Locked Closed Bilge, Fire and G.S. Pump Discharge Valve to Overboard BM009
Hawse pipes.
forward end of the main deck Locked Open Bilge, Fire and Ballast Pump S.W. Suction valve BM004
Forward bilge eductors.
Preparation for the Operation of the Fire Hydrant System Closed Bilge, Fire and Ballast Pump Ballast Suction valve BM006
Fresh water generators.
All intermediate isolating valves along the fire main and foam main on the Closed Bilge, Fire and Ballast Pump F.W. Tank Suction Valve BM070
The following pumps can supply the fire and wash deck system: main deck are open.
Locked Open Bilge, Fire and Ballast Pump Discharge valve BM008
Bilge, Fire and G.S. Pumps All foam monitor valves are closed.
Closed Bilge, Fire and Ballast Pump Supply to Scrubber BM011
Maker: Shinko All hydrants are closed and F.W. Generator.
No. of sets: 1
Model: RVP-200-2MS Set up the valves as shown in the table below. Locked Closed Bilge, Fire and Ballast Pump Bilge Main Suction valve BM005
Capacity: 185/350 m3/h at 110/45 mth Locked Closed Bilge, Fire and Ballast Pump Discharge Valve to BM010
Deck
Overboard
Bilge, Fire and Ballast Pump
Position Description Valve Closed Bilge, Fire and Ballast Pump Discharge Valve to BM012
Maker: Shinko
Closed Port Hawse Pipe Supply Valve 009 Ballast System
No. of sets: 1
Model: RVP-200-2MS Closed Starboard Hawse Pipe Supply Valve 010 Locked Open Emergency Fire Pump Discharge Valve 008
Capacity: 185/350 m3/h at 110/45 mth
Open Cross Over between Foam and Fire Mains 007 Locked Open Emergency Fire Pump Suction Valve
The Bilge, Fire and G.S. pump and the Bilge Fire and Ballast pump are
Closed Forecastle Eductor Valves 046 & 047 All of the above pumps are ready to be started remotely.
permanently set up for foam and fire main service with the discharge and
suction valves locked open. The Bilge, Fire and Ballast pump can also provide Foam Room
a backup for the inert gas scrubber system. Bilge, Fire and Ballast Pump can be set up to supply the fire main if required.
All the above pumps take suction from the main sea water crossover line in the
engine room. Open Supply Valve from E. R. System 041
Open Supply Valve to Deck Fire Main 004
Closed Supply Valve to Cargo Tank Cleaning System 001
Open Supply Valve from Emergency Fire Pump 100
Closed Supply Valves to Foam System 002 & 009
Issue: 1 4.1 Fire Hydrant System - Page 1

D E
For For For Engine Wheel House
Engine Room Pump Room Control Room
Illustration 4.2a CO2 Flooding System
Co2 Room
D E
Control Cylinders
Fire Control Station
Control Cylinders
Vent Stop
to ESB / MSB
For Engine
For Engine For Pump Control Room Power Supply
Room Room (AC 204V)
Junction Box ECR Console
P P P
A B A B
Engine Room Pump Room

121 Cylinders and E.C.R Engine Room
4 Cylinders
RL Key
Pump Room
Engine Control CO2 Pipe Line

Room RL
RL
Engine Room, Engine Control Room or Pump Room. Control Line
Release from Remote Release Box or from CO2 Room. RL
RL
Electrical Signal
1. Open Release Box Door (C) to the room on fire.
2. Confirm that all personnel have left the room.
Air
3. Open the valve on one of the control cylinders.
A. Pilot Cylinders.
4. Open Control Valve No 1 (D) for main battery for
B. CO2 Cylinders. Check Valve
the room on fire.
C. Release Box.
5. Open Control Valve No 2 (E) for distribution valve P
D. Control Valve No 1 for Main Valve
for the room on fire. Mani Battery.
E. Control Valve No 2 for Instruction
Distribution Valve. Chart
Engine Room, Engine Control Room or Pump Room.
Emergency Release from Co2 Room.
Key Box
CO2 Nozzles
1. Open the Distribution Valve (C) manually to
room on fire. CO2 Nozzles
2. Open the required number of CO2 Cylinders CO2 Nozzles Air Supply
(A) + (B) to the room on fire.
Issue: 1 Illustration 4.2a CO2 Flooding System

4.2 CO2 Flooding System i) Open No.2 cylinder valve. g) Open No.2 cylinder valve.
The CO2 flooding system for the engine room / engine control room / pump All 242 cylinders will release after a delay of 30 seconds and discharge into the 41 of the cylinders will release after a delay of 30 seconds and discharge into
room consists of a rack of 242 high pressure cylinders each containing 45 kg. engine room. the pump room.
In the event of a pump room fire, 41 cylinders would be released. If the pneumatic system fails to operate, the main valve can be opened If the pneumatic system fails to operate, the main valve can be opened
manually from the CO2 room and the cylinders released by hand. manually from the CO2 room and the cylinders released by hand.
All 242 cylinders would be released for an engine room fire.
Do not re-open the engine room for at least 24 hours. Ensure all reasonable Allow time for the CO2 to extinguish the fire and the space to cool down.
Both systems can be operated either from the fire control station or locally in precautions have been taken and maintain boundary inspections. Make a note
the CO2 room. of cooling down rates and/or any hot spots which may have been found. Do not reopen the space until all reasonable precautions have been taken to
ensure that the fire is out.
Engine Room CO2 Flooding System After this period, an assessment party wearing breathing apparatus can quickly
enter the space, ensuring that the door is shut behind them. Premature opening could cause re-ignition if oxygen contacts hot combustible
Maker: Unitor Denmark A/S material.
Check that the fire is extinguished and that all surfaces have cooled prior to
Type: High Pressure
ventilating the engine room. h) When the fire is out, ventilate the space thoroughly.
Capacity: 242 cylinders each containing 45kg
Discharge Time: 2 minutes
Premature opening could cause re-ignition if oxygen contacts hot combustible Do not enter the engine room without breathing apparatus until the engine
material. room has been thoroughly ventilated and the atmosphere proved safe.
WARNING
Release of CO2 into any space must only be considered when all other
Do not enter the engine room without breathing apparatus until the engine Alarms for Engine Room and Pump Room System
options have failed and then only on the direct instructions of the Chief room has been thoroughly ventilated and the atmosphere proved safe.
Engineer after consultation with the Master.
Should any cylinder discharge accidentally, it will pressurise the main line
Pump Room CO2 Flooding System leading up to the stop valve.
Procedure in the Event of Fire in the Engine Room
Maker: Unitor Denmark A/S This line is monitored by a pressure switch, which will activate the 'CO2
a) Go to the master control cabinet located in the CO2 room.
Type: High Pressure leakage' alarm in the control room.
Capacity: 41 cylinders each containing 45kg
b) Break the key box glass and take the key. Discharge Time: 2 minutes Over pressure of the main line is prevented by a safety valve, which will vent
the gas to atmosphere.
c) Unlock the cabinet and open the door. Procedure in the Event of Fire in the Pump Room
A pressure switch monitors the pressure of the control air in the release
The rotating lights and air horns will operate in the engine room. a) Go to the master control cabinet located in CO2 room. cabinets.
The engine room ventilation fans will stop.
b) Break the key box glass and take the key. A drop in pressure will activate the 'Pilot air pressure low' alarm in the Control
Room.
d) Ensure that all personnel have evacuated the engine room and
c) Unlock the cabinet and open the door.
have been accounted for.
Should the power supply to the system fail, the 'CO2 power failure' alarm will
The single air horn will operate in the pump room and the pump room vent fans operate in the control room.
e) Close and check that all doors, hatches and fire flaps are shut.
will stop.
f) Stop the main engines, generating engines and auxiliary boilers.
d) Ensure all personnel have evacuated the pump room.
g) Operate the F.O., D.O. and L.O. tank quick closing valves.
e) Close all doors, hatches and fire flaps.
h) Open No.1 cylinder valve.
f) Open No.1 cylinder valve.
The main valve on the line to the engine room will open.
The main valve on the line to the pump room will open.
Issue: 1 4.2 CO2 Flooding System - Page 1

Illustration 4.3a Quick Closing and Remote Closing Valve System
To Safety
PS
Area
A.E. L.O. A.E. L.O. M.E. System Oil M.E. System Oil No. 2 Cylinder No. 1 Cylinder Turbine Oil
PI
PAL Storage Tank Settling Tank Settling Tank Storage Tank Oil Tank. Oil Tank. Storage Tank
Reservoir
P
P
(150 l) LP004V P LP003V P LP002V P LP001V P LM003V P LM004V P LP015V
N.O.
Fire Control Station

No. 3 H.F.O. No. 2 H.F.O. No. 1 H.F.O. NO.2 H.F.O. NO.1 H.F.O.
Control Box for Bunker Tank Bunker Tank (P) Bunker Tank (P) Bunker Tank (S) Bunker Tank (S)
Emergency Shut off
Valves in
Ships Control Centre
P
P FT008V FT010V FP046V
P
P FT006V P FT004V P FT002V
P
P P
From
Compressed Air
System
D.O. Service H.F.O. Service H.F.O.

Tank Tank Settling Tank (S)
Wire Operated
P
P
P
P P P P P P
P
Type From Outside P P
Of Emergency Generator Room FA003V FP042V FS002V FA002V FP041V FS003V FA001V FP001V
FA006V
W.O. Incinerator I.G.G.
M.E. Key
Emergency Generator Sludge Cyl. Oil
Settling D.O. D.O.
Diesel Oil Tank Tank Measuring
Tank Tank Tank
Tank
Air
Electrical Signal
P
P
P P FA005 P FA004V P IG026V P LM005V
Issue: 1 Illustration 4.3a Quick Closing and Remote Closing Valve System

4.3 Quick Closing and Remote Closing Valve System Manifold 2 Manifold 5
Introduction Tank Valve Description Valve Valve Description Valve
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil No.1 H.F.O Bunker To F O transfer pump FT002 M.E. Cyl. Oil Daily Service Tank Outlet LM005
could flow to feed a fire,are equipped with air operated quick closing valves, Tank (P)
which are controlled from the fire control centre. They are supplied from an air Inert Gas Generator D.O. Tank Outlet IG026
reservoir situated at the fire control centre. The reservoir is supplied through a No.2 H.F.O Bunker To F O transfer pump FT004
non-return valve from the compressed air system from the Engine Room at a Tank (P) Incinerator D.O. Tank Outlet FA004
pressure of 7kg/cm2. The reservoir is fitted with a low pressure alarm
transmitter. The tanks are grouped into five systems with one valve operation No.3 H.F.O Bunker To F O transfer pump FT006 Sludge Tank to Sludge Pump Suction
for each system. In normal operation the supply to each group of tanks is Tank
vented to atmosphere, but when the cock is opened air is supplied to a piston W.O. Sett. Tank Outlet to Incinerator W.O. Serv. Tank FA005
which collapses the bridge of the valve. No.1 H.F.O Bunker To F O transfer pump FT010
Tank (S) Wire Operated
The valves are reset by venting the air supply and operating the valve hand-
wheel in a close direction to reset the bridge mechanism and then opening the No.2 H.F.O Bunker To F O transfer pump FT008 Valve Description Valve
valve in the normal way. Tank (S)
Emergency Generator D.O. Tank Outlet FA006
The emergency generator diesel oil tank quick closing valve is operated by a Manifold 3
directly connected wire from outside the emergency generator room.
Tank Valve Description Valve
Manifold 1
D.O. Service Tank To Aux. boilers FA003
H.F.O Service Tank To F.O. Transfer pump FA002
No.1 Cylinder To Cylinder oil transfer pump LM004
Oil Tank H.F.O Settling Tank To Aux. boilers FA001
No.2 Cylinder To Cylinder oil transfer pump LM003 Manifold 4

Oil Tank
M.E. L.O. To M.E./stern tube sump/drain tanks LP001
Storage Tank H.F.O Settling Tank To Aux. boilers FA001
M.E. L.O. To L.O. purifiers feed pump LP002 H.F.O Service Tank To F.O. Purifier FP041
Settling Tank
H.F.O Service Tank To M.E./A.E. F.O. Unit FS003
Turbine Oil To Cargo Pump turbine sumps LP015
Storage Tank D.O. Service Tank To D.O. Purifier FP042
Aux. Eng L.O. To L.O. transfer pump/A.E. Sumps LP004 D.O. Service Tank To M.E./A.E. F.O. Unit FS002
Storage Tank
Aux. Eng L.O. To L.O. transfer pump/A.E. Sumps LP003

Settling Tank
Issue: 1 4.3 Quick Closing and Remote Closing Valve System - Page 1

Illustration 4.4a Fresh Water Spray Extinguishing System
Key
Dom. Fresh Water

Auxiliary Generator Room No 2
Air
Electrical Signal
Auxiliary Generator Room No 1
Separator Room
Paint Room
FIXED PRESSURE WATER SPRAY SYSTEM FOR AUX.

GENERATOR ROOM No 1 & 2, SEPARATOR ROOM & PAINT ROOM
003V 004V 005V 006V
IN CASE OF FIRE IN THE PROTECTED COMPARTMENT (S) :

Zone Isolating
Compressed Air Valves 1. CLOSE THE DOOR, STOP VENTILATION AND SHUT-OFF DAMPERS.
2. EVACUATE ALL PERSONNEL.
P P 3. ENSURE POWER SUPPLY IS AVAILABLE TO F.W. FIRE FIGHTING PUMP.

PS
Pressure Tank 4. OPEN THE SELECTOR VALVE TO THE COMPARTMENT ON FIRE.
1.0 m 3 0.7 bar
5. THE SYSTEM IS IN OPERATION.
From Domestic
Fresh Water Supply WATER FROM HYDROPHORE TANK IS NOW DISCHARGED THROUGH SPRAY
Standby
Open NOZZLES. WHEN THE PRESSURE DROPS TO 0.5 BAR, THE FRESH WATER
FIRE FIGHTING PUMP WILL START.
NOTE:
Standby STANDBY: MAINTAIN PRESSURE IN HYDROPHORE TANK ABOUT 0.7BAR.
Open
PUMP AND HYDROPHORE TANK OUTLET VALVES ARE OPEN.
From Fresh
Water Tank
002V
Pump
Min 27.4 m2/h
Instruction Plate
Issue: 1 Illustration 4.4a Fresh Water Spray Extinguishing System

4.4 Fresh Water Spray Extinguishing System 4.5 Safety Systems
Maker: Unitor The following illustrations refer to:

Working Pressure: 0.5 kg/cm2
1. Fire Alarm System
Description 2. Fire Dampers Location and Control
The system is supplied by a hydrophore tank which contains fresh water at a 3. Fire Fighting Equipment
pressure of 0.5 kg/cm2. The hydrophore tank has a relief valve set at 0.8kg/cm2
and a pressure gauge for inspection purposes.
A pump is fitted, which is designed to supply the fresh water if the system
pressure goes below 0.5 kg/cm2. The pump is connected to the emergency
switchboard.
There are selector valves to the following spaces:

Diesel generator rooms
Purifier room
Paint store
Operation
Should a fire occur in any of the above spaces, the procedure is as follows:
a) Ensure all personnel are clear of the area.
b) Shut down the machinery in the compartment on fire.
c) Close all doors and flaps.
d) Check that power supply is available to the fresh water pump.
e) Open the selector valve to the compartment on fire.
The system is now in operation and fresh water will be sprayed onto the fire.
The pump will start and continue the supply of fresh water to the spray nozzles,
should the system pressure fall to below 0.5 kg/cm2.
When the fire has been extinguished, stop the pump manually and reset all the
valves to their standby positions.
Refill the hydrophore tank and adjust the pressure to 0.7kg/cm2 using the
compressed air system.
Issue: 1 4.4 Fresh Water Spray Extinguishing System - Page 1

Illustration Steering Gear Room Fire Alarms
Illustration 4th Platform Fire Alarms
Aft Peak Tank

H.F.O. Bunker
Tank No.2 (P)
Steering Gear Room

H.F.O. Bunker
Tank No.3 (P)
H.F.O. Bunker
CO2
Tank No.1 (P)
Aft Peak Tank
CO2
DN Key
UP E S
CO2
Illustration Floor Fire Alarms Siren For CO2 Release
Fire Alarm Air Typhoon
DN
High Sea Chest E S
B.W UP DN Heat Manual Call Point

Tank (Damp Proof)
E S
Top
Diesel Oil E X
Heat Manual Call Point
Tank (Port)
(Intrinsically Safe)
F.O
B.W Overflow
UP Tank Smoke Detector
B.W CO2 H.F.O. Bunker
Tank No.1 (S) (Damp Proof)
Clean Bilge F.O
L.O Over- H.F.O. Bunker
Water Tank
Drain flow Tank No.2 (S) Smoke Detector
Dirty Bilge L.O Sump Tank Pump
Tank Tank E S (Intrinsically Safe)
Water Tank Room
Cofferdam
UP E S
B.W
B.W Diesel Oil

Tank (Starboard) E X
B.W
CO2
E S
Low Sea Chest
Issue: 1 Illustrations 4.5a Safety Systems - Page 1

Illustration 3rd Platform Fire Alarms
Illustration 2nd Platform Fire Alarms
CO2
H.F.O.
Bunker Tank
No.2 (P)
No.3 H.F.O.
No.2 H.F.O.
Bunker Tank (P)
Bunker
H.F.O. Bunker H.F.O.
Tank (P)
Tank No.3 (P) Bunker No.1
Tank H.F.O.
No.1 (P) Elect. Bunker
Fresh Water Wkshop Tank (P)
Tank &
Store Engine
Engine Store Control Key
Room
E S
DN UP
CO2
UP Siren For CO2 Release
UP
CO2
E S
Fire Alarm Air Typhoon
DN
Lift Space
CO2
Cyl. Oil Alarm Bell

Pump Tank No.1
Workshop Room
Cyl. Oil
Tank No.2 CO2
E S
UP M/E L.O.
DN Storage
Tank Heat Manual Call Point
E X (Damp Proof)
Distil. Water Refrig. M/E
Tank & Air Cond. L.O. E S
Purifiers and Heaters E X
Compressor Sett. Tk
F.O. Pumps (Intrinsically Safe)
and Heaters Space
Fresh Water H.F.O.
Tank H.F.O. Sett. Tank Bunker
Tank Heat Detector
No.1 (S)
H.F.O. Bunker No.3 H.F.O.
Tank No.2 (S) H.F.O. Bunker Tank (P) Flame Detector
Bunker
Tank
Cascade
No.1 (S)
Tank Smoke Detector
H.F.O
D.O. Service H.F.O.
Service Tank Tank Smoke Detector
Settling Tank
(Damp Proof)
Smoke Detector
E S (Intrinsically Safe)
CO2 Repeater Panel

Illustration 2nd Platform Fire Dampers
Illustration Steering Gear Room Fire Dampers
Local
Local
No.2
No.3 H.F.O. H.F.O.
Bunker Tank (P) Bunker
Tank (P) No.1 Local
H.F.O.
Elect. Bunker
Tank &
Store Engine
Control Local
Room
Local
DN UP
Local Aft Peak Tank
UP
Lift Space
Turbine Oil Tank

Steering Gear Room
Cyl. Oil Tank No.1
Cyl. Oil Tank No.2
DN M/E L.O. Storage Tank

Aft Peak Tank
Pipe Trunk
Distil. Water Tank
Refrig. & Aircon. Key
Compressor
Space
H.F.O. Serv. Tank H.F.O. Sett. Tank No.1 M/E L.O. Settling Tank
H.F.O.
Bunker Ventilator
No.3 H.F.O. Tank (S)
Bunker Tank (P)
Local
Ventilator Stop/Start
Station
A/E L.O. Storage Tank
D.O. Service
Fresh Water Tank A/E L.O. Settling Tank
Tank

Illustration Steering Gear Room Fire Fighting Equipment Illustration 4th Platform Fire Fighting Equipment
Aft Peak Tank H.F.O. Bunker H.F.O. Bunker

Steering Gear Room
H.F.O. Bunker
Tank No.1 (P)
Aft Peak Tank
DN
UP
Illustration Floor Fire Fighting Equipment
DN
High Sea Chest UP DN

B.W
Key
Diesel Oil
Tank (Port)
F.O
B.W Overflow H.F.O. Bunker
Tank Tank No.1 (S) Portable Powder Extinguisher
B.W 12 kg
Clean Bilge F.O
L.O Over-
Water Tank
Drain flow
Dirty Bilge L.O Sump Tank Pump
Tank Tank
Water Tank Hose box With Spray/Jet
Cofferdam Room
Fire Nozzle
UP
H.F.O. Bunker
B.W Tank No.2 (S)
B.W Diesel Oil
Tank (Starboard)
B.W
Low Sea Chest

Illustration 3rd Platform Fire Fighting Equipment Illustration 2nd Platform Fire Fighting Equipment
H.F.O. Bunker
Tank No.2 (P) No.2 H.F.O.
Bunker Tank (P)
No.3 H.F.O.
Bunker Tank (P)
H.F.O. Bunker
Tank No.3 (P)
No.1
H.F.O. Bunker H.F.O.
Tank No.1 (P) Elect. Bunker
Tank &
Engine Store Store Engine
Control
Room
DN UP
UP UP Key
DN
Lift Space Portable CO2 Fire Extinguisher
6 kg
Pump Cyl. Oil

Room Tank No.1
Workshop
Cyl. Oil
Portable Powder Extinguisher
UP Tank No.2
12 kg
M/E L.O.
DN Storage
Tank
Distil. Water M/E Hose box With Spray/Jet

Purifiers and Heaters Tank L.O. Fire Nozzle
F.O. Pumps Sett. Tk
and Heaters
Fresh Water H.F.O.
Tank H.F.O. Sett. Tank Bunker
H.F.O. Bunker Powder Fire Extinguisher
Tank
Tank No.1 (S) 50 kg
No.1 (S)
H.F.O. Bunker
Tank No.2 (S)
Cascade Foam Fire Extinguisher

Tank 135 Litres
D.O. D.O. Service
H.F.O H.F.O. A/E L.O. Storage Tank
Service Tank Tank
Service Tank H.F.O. Service Tank
Settling Tank A/E L.O. Settling Tank
Refrig. & Air Cond.
Compressor Space
No.3 H.F.O.
Bunker Tank (P)

Part 5
Emergency Procedures

5.1 Flooding in Engine Room
Procedure
Is engine room Bilge Transfer pump running? Normal Priority
Urgent Priority
NO
YES
Start pump Level still rising. Level not rising.
Open the Emergency Bilge suction valve Find and isolate the source of ingress of
Is pump pumping?
BM014V for No.3 Main Cooling Sea water.
Water pump and discharge directly Restrict the rate of entry by any means
overboard. available, such as shoring, bandaging or
YES caulking, if the source of water cannot be
NO
isolated by valves.
Check the following : Level rising.

1. Position of all valves, particularly
any extra suction valve which may be Inflow of water is exceeding the
open. capacity of the pump
2. Pump or bilge suction strainer is not Level still rising. Level not rising.
choked. Start Bilge Fire and G.S. pump taking
suction from the bilge system.
If pump does not pump Find and isolate the source of ingress of
proceed to next task. Is pump pumping? water.
Restrict the rate of entry by any means
NO YES available, such as shoring, bandaging or
Advise the bridge.
Start Bilge Fire and G.S. pump taking caulking, if the source of water cannot be
Stop the main engines and secure them
suction from the bilge system. isolated by valves.
against the ingress of water.
Level rising.
Isolate equipment from the main
Is pump pumping? switchboard before the equipment is
Start Bilge Fire and Ballast pump flooded.
taking suction from bilge system. Before the sea water pumps are flooded,
Level not rising.
it will be necessary to shut down the
NO YES Is pump pumping?
boiler, stop the main generators and start
Find and isolate the source of ingress the emergency diesel generator.
NO YES Secure the boiler against the ingress of
Check as for engine of water.
room bilge pump. Restrict the rate of entry by any water.
If pump does not Level rising means available, such as shoring, Secure the main feed pumps and main
pump proceed to next bandaging or caulking, if the source generators against the ingress of water.
task. Summon assistance using the of water cannot be isolated by valves.
engineers call bell.
Issue: 1 5.1 Flooding in Engine Room - Page 1

Illustration 5.2a Emergency Operation of the Main Engine
Fuel Control Fuel Rack

Lever Connecting Rod
REMOTE CONTROL Fuel Control

Lever
Starting Air
Lever
START 10 Locking
A Screw
H 9
E
A Manoeuvring
D 8 Lever
RUN
7
REMOTE RUN
CONTROL 5
Manoeuvring
Lever
4
3
RUN A
2
S
T
E 1
R
START N
0
Starting Air
Lever
Issue: 1 Illustration 5.2a Emergency Operation of Main Engine

5.2 Emergency Operation of Main Engine (Note ! On ships under power, this procedure may under certain circumstances Stopping
take a long time (several minutes), as the propeller is ‘dragged’ in the ‘wrong’
This mode of operation should only be chosen in emergencies e.g. in case of sense of rotation. The starting valves in the cylinder heads open only when the If the engine is under governor control, the fuel lever 3.12 on the local
governor failure. The over-speed monitoring device should be set correctly and pressure inside the combustion space has dropped accordingly.) manoeuvring stand is at the position REMOTE CONTROL. The engine is
its operation checked. The operator should not leave the local manoeuvring stopped by reducing the speed-setting pressure at the speed regulating valve
stand under any circumstances. He must regularly observe the tachometer Reversing at the local manoeuvring stand with manual speed setting 1.02 hand-wheel until it comes to a standstill.
enabling him to immediately adjust the fuel supply when the speed varies.
Take over from remote control to local control. If the stop lever is set to STOP, the engine is stopped by the governor.
Change over to emergency operation
a) Quickly, bring the fuel control lever into the same position as the When the engine is no longer under governor control, but having its speed
The fuel control lever is disengaged from the position REMOTE CONTROL fuel linkage and link them together. regulated by means of the local manoeuvring stand fuel lever. The engine
and is engaged with the control linkage. speed is reduced until it comes to a standstill by putting the fuel lever back to
b) Move the manoeuvring lever to the corresponding position (RUN position '0'.
Starting AHEAD or RUN ASTERN), at which the engine is operated at
the time. If the manoeuvring lever is set to STOP, the engine is stopped by the governor.
The engine should be prepared as for normal operation:
c) Check the engine speed. In an emergency
a) Move the manoeuvring lever to the desired direction of rotation
(RUN AHEAD or RUN ASTERN). This form of EMERGENCY RUNNING should, therefore, only be practiced The engine can be stopped immediately by the safety cut-out device on fuel
for a longer period of time when the circumstances demand it, e.g. until a injection pumps by pressing the EMERGENCY STOP button in the control
b) Move the fuel control lever to about the position 3 - 4. replacement governor can be installed, or until other faults in the control room (control desk) or at the local manoeuvring stand on the engine.
system can be corrected.
c) Move the manoeuvring lever to the START position (AHEAD or Other possible ways of stopping the engine
ASTERN) until the engine runs. It is essential that there is good communication between the bridge and the
local manoeuvring stand. The engine can also be brought to a standstill by the following methods which,
d) Raise the speed gradually, using the fuel control lever, until the however, take more time and, to a certain extent, take effect only slowly.
required speed is reached. When the speed is being set by the auxiliary manoeuvring stand fuel control
lever at the local manoeuvring stand, note the following: a) Operating the manual cut-outs of all the fuel injection pumps.
Change over from remote control to local control when engine is running
As soon as the fuel lever 3.12 is disengaged from the REMOTE CONTROL b) By closing the shut-off valves in the fuel supply and return pipes
a) Adjust the local control speed setting to the same level as position, the connection between the governor and the fuel injection pump of the fuel injection pumps.
indicated by tachometer. linkage is broken since the air cylinder 3.10 is vented. It should not be done
when the engine is running, unless in an emergency. It is essential that the fuel
b) Move the manoeuvring lever to RUN AHEAD or RUN ASTERN lever is latched into the lever of the fuel regulating linkage (immediately if the
(the same rotational direction in which the engine is running). engine is running). It must remain latched in throughout the whole period of
emergency running. Since the speed is no longer being maintained by the
Reversing at the local manoeuvring stand with speed setting by the governor, the engineer must be continuously stationed at the local
governor manoeuvring stand so that he can intervene immediately if necessary.
a) Adjust the local control speed setting pressure to about 2 bar. Reversing
b) Move manoeuvring lever to RUN AHEAD or RUN ASTERN. a) Move fuel control lever to about the position 3 - 4.
c) Move the manoeuvring lever to START until the engine runs in b) Move manoeuvring lever to RUN AHEAD or RUN ASTERN.
the correct rotational direction.
c) Move manoeuvring lever to START until the engine runs in the
correct direction.
Issue: 1 5.2 Emergency Operation of Main Engine - Page 1

5.3 Emergency Steering The steering is now effected by moving the manual control lever.
If failure occurs in the remote operating system from the wheel-house, the The pumps and associated equipment are operated as normal.
steering can be operated from the steering gear room.
Description
The steering gear consists of a tiller, turned by a four cylinder hydraulic

system, that in turn are driven by two electric motors. In accordance with IMO
regulations the pumps, hydraulic power circuits and rams can operate as two Illustration 5.3a Emergency Steering
isolated systems.
The steering gear is fitted with an automatic isolation system. This system is
used to divide the hydraulic power circuits in the event of a hydraulic oil loss Servo Motor
from the oil tanks.
In accordance with IMO regulations the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from the
emergency switchboard.
Emergency Steering Pin
Procedure for Operation of Steering Gear on Loss of Remote Bridge
Control
a) On loss of steering gear control from the bridge, establish communica-

tion with the bridge via the telephone system. A telephone is located
in steering gear compartment adjacent to the operating levers.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
See Illustration 5.3a
b) Turn 'local/remote' control switch to local control.

Janney Pump
This switch is on the 'No Follow Up' panel on the starboard side of the steering
gear room.
c) Operate the push buttons 'Port' or 'Starboard' to turn the steering

gear in the direction request by the bridge.
If this system should fail, manual operation can be carried out as follows:
a) Switch off the torque motor power.
b) Remove the pin 'Q' or 'R' depending on which Janney pump is in

use.
c) Move the manual control lever (M.C.L.) in accordance with the

steering command from the bridge.
d) Pull the M.C.L. back to the neutral position immediately the

rudder is at the required angle.
Issue: 1 5.3 Emergency Steering - Page 1

Illustration 5.4a Emergency Fire Pump
Motor
Check Valve
Vacuum Pump
Circulating Water Tank
Auto Cylinder
Strainer
Key
Extracted Air
Circulating Air
Auto Cylinder Control
Suction
Discharge
Exhaust Air and Overflow Pipe
Pump
Issue: 1 Illustration 5.4a Emergency Fire Pump

5.4 Emergency Fire Pump Operation
Emergency Fire Pump
Maker: Shinko
No. of sets: 1
Model: RVP 130 MS
The emergency fire pump is located in the emergency fire pump room, with Emergency Fire Pump
access from the engine room. It is a vertical centrifugal pump, primed by a
vacuum pump driven by the fire pump shaft.
The pump is electrically driven by power from the emergency switchboard Fire Pump Discharge Valve
440V feeder panel.
The pump can supply the fire main at a capacity of 72m3/h.
Starting and stopping of the pump can take place from the following locations:
Suction Valve
Locally at the pump
In the foam room
The wheel house
Starter Panel
At the fire control station
The emergency fire pump draws from its independent sea water chest. The
pump suction valve and the discharge valve are always locked in an open
position. The pump discharges into the aft section of the fire main.
Operation of Fire Pump
When the pump is stopped, no pressure is detected at the pump discharge. The
auto cylinder pushes the vacuum pump friction drive coupling against the
pump shaft friction drive coupling.
When the pump is started, the pump coupling drives the vacuum pump, which
is sealed by circulating water from the water tank. The vacuum pump draws air
from the pump suction, which in turn primes the pump. The pump picks up
suction and the pressure, detected on the discharge of the pump, operates the
auto cylinder to disconnect the vacuum pump drive.
The pump suction and discharge valves should be operated and lubricated
weekly.
The vacuum pump linkage should be operated and lubricated weekly.
Issue: 1 5.4 Emergency Fire Pump Operation - Page 1

Illustration 5.5a Fire Control Station
Emergency Stops
CO2 System
Quick Closing and Remote Closing

Valve System
Issue: 1 Illustration 5.5a Fire Control Station

5.5 Fire in Engine Room p) Prepare to vacate berth if required. Fire Control Station Emergency Stops
If a fire should occur in the engine room proceed as follows: q) If there is a danger of release of poisonous gases or explosion ESS 1 operates:
consider part or total ship abandonment. Ship drawings, cargo
Purifier room exhaust fan
General plan etc. should be taken ashore. Crew check to be carried out.
Nos. 2, 3 and 4 Engine Room supply fans
a) Sound the fire alarm and muster the crew. r) Consider using fixed extinguishing systems, depending on extent
Inert gas system No. 1 and No.2 blowers
of fire.
b) If personnel are missing, consider the possibility of searching in No.1 and No.2 auxiliary boilers
the fire area. s) On arrival of the fire brigade inform the Chief Fire Officer about:
No.1 and No.2 auxiliary blowers
Any personnel missing.
c) Determine the location of the fire, what is burning, the direction Aft No.1 and No.2 hydraulic oil pumps
of the spread, the possibility of controlling the fire. Assumed location of fire.
What is assumed to be burning. ESS 2 operates:
d) If there is the least doubt whether the fire can be controlled by
ship's crew, inform of the situation on the distress frequencies. Any conditions that may constitute a hazard. No.1 and No.2 Main Engine cross-head L.O. pumps
No.1 and No.2 Main L.O. pumps
e) If the fire fighting capacity is limited, give priority to fire t) Assist the fire chief with information and orientation, by means of
limitation until the situation is clarified. No.1 and No.2 F.O. supply units
drawings and plans.
No.1 and No.2 Fore hydraulic oil pumps
f) If substances which may emit poisonous gases or explode are on If the fixed fire extinguishing system is to be used, take the following action:
fire or close to the fire direct the crew to safe position before D.O. transfer pump
actions are organised. Battening Down of Engine Room: F.O. transfer pump
g) Establish vessel’s position and update the communication centre. a) Stop the main engine and shut down the boilers. L.O. transfer pump
Stripping pump
h) If any person is seriously injured request assistance from the b) Sound the evacuation alarm.
nearest rescue centre. ESS 3 operates:
c) Stop all the ventilation fans.
In Port No.1 and No.2 Air conditioning fans
d) Start the emergency generator and put on load. Group Starter Panel No.3 cooling fan
i) Activate the emergency shutdown system in agreement with
terminal duty personnel. e) Trip the quick closing valves and engine room auxiliary ESS 4 operates:
machinery from the fire control centre. No.1 and No.2 Pump room fans
j) Conduct a crew check.
f) Count all personnel and ensure that none are in the engine room.
k) Organise crew for fighting the fire.
g) Close all the fire flaps and the funnel doors.
l) Inform the local fire brigade even though the fire appears to be
under control. h) Close all the doors to the inert gas plant and the engine room.
m) If personnel are missing, consider the possibility of searching in i) Start the emergency fire pump and pressurise fire main.
the fire area.
j) Operate the CO2 system.
n) Close all accessible openings and hatches to prevent spreading of
fire.
o) Prepare to disconnect cargo hoses if required.
Issue: 1 5.5 Fire in Engine Room - Page 1

5.6 Escape Systems and Fire Doors
Illustration 4th Platform Escape System and Fire Doors

Illustration Floor Escape System and Fire Doors
High Sea Chest H.F.O. Bunker

Tank No.1 (P)
L.O Drain
Tank
Diesel Oil
B.W
Tank (Port)
Clean Bilge F.O

F.O Overflow DN
Water Tank B.W Overflow
Tank Tank
B.W
UP
L.O Sump Tank Pump

Room
Dirty Bilge UP
DN
Water Tank B.W
B.W UP DN
Cofferdam
B.W
Diesel Oil
Tank (Starboard)
Key
Low Sea Chest H.F.O. Bunker
Tank No.1 (S) Primery Escape Route
Fire Door Class 'A'
Escape Trunk
H.F.O. Bunker
Tank No.2 (S)
Issue: 1 Illustration 5.6a Escape System and Fire Doors - Page 1

Illustration 3rd Platform Escape System and Fire Doors Illustration 2nd Platform Escape System and Fire Doors

No.3 H.F.O. No.2 H.F.O.
Bunker Tank (P) Bunker Tank (P)
H.F.O. Bunker No.1 H.F.O.

Tank No.1 (P) Elect. Bunker Tank (P)
Fresh Water Wkshop
Tank &
Engine Store Store Engine
Control
Room
DN UP
UP UP
Lift Space
DN
Turbine Oil Tank
Pump Cyl. Oil Tank No.1

Workshop Room
Cyl. Oil Tank No.2

UP
DN M/E L.O. Storage Tank
Distil. Water Pipe Trunk

Purifiers and Heaters
F.O. Pumps Tank
and Heaters
M/E L.O. Settling Tank

H.F.O. Bunker Key
Tank No.1 (S)
Primery Escape Route
H.F.O. Bunker Tank No.1 (S)
Fire Door Class 'A'

Fresh Water H.F.O. Settling Tank
Tank D.O. Service
H.F.O. A/E L.O. Storage Tank
Tank
Cascade Service Tank Escape Trunk
Tank A/E L.O. Settling Tank
Refrig. & Air Cond.
H.F.O. Compressor Space
D.O. No.3 H.F.O.
Settling Tank Bunker Tank (P)
Service Tank H.F.O
Service Tank
H.F.O. Bunker
Tank No.2 (S)
Issue: 1 Illustration 5.6a Escape System and Fire Doors - Page 2

Part 6
Communications

Illustration 6.1a UMS2100 System Layout Bridge Control Console
Port Wing Stb'd Wing
Alarm Bell Alarm Bell
UCS613 UCS614
EAD UCS430
EAD UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP Bridge
220Vac ADD. DISPLAY ADJUST
220Vac
NEL NEL
UCS450 DEAD
MAN WATCH
1 ABC
PRINTER
CON-
TROL
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT

CALL
NANCE
EAD Box
Cargo Control Centre EAD Box

24Vdc
24Vdc 24Vdc
Accommodation Area
1st Engineer
Buzzer
Chief Engineer UCS612
EAD UCS420 Buzzer
Engineers' Alley
Buzzer UCS611 24Vdc
UCS421
220Vac UCS610 24Vdc
EAD Box Officers' Smoke 24Vdc UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL Lyngso Marine
Room ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 08
24Vdc UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS122
Dining Saloon ALARM STOP
HORN
ALARM
ACKN. AAP 07
1 ABC 2 DEF
ALARM ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO 6 PQR
ALARM ESC ENT
UCS123
24Vdc Chief Engineer's Office 24Vdc UMS 2100
ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
ASSIST
CALL
S1 DUTY S2
7 STU
MAIN-
TE-
NANCE
S3
8 VWX
ALARM
GROUP6
S4 ALARM
GROUP7
9 YZ
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10
Duty Mess ALARM

LIST
STOP
HORN
ALARM
ACKN. AAP 06
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
ASSIST S1
UCS117
LIST CHAN-
DUTY
ALARM ALARM ALARM
NANCE
Gymnasium ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 05
1 ABC
ALARM
GROUP1
2 DEF
ALARM
3 GHI
GROUP2
ALARM
GROUP3
4 JKL
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS116
Ship Control ASSIST S1 S2 MAIN- S3 S4 DIMMER
UCS115
NANCE
Centre ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 04
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

UCS114
24Vdc ALARM FIRE FAULT
ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN-
TE-
NANCE
S3
8 VWX
ALARM
GROUP6
S4
9 YZ
ALARM
GROUP7
ALARM
Ospace
DIMMER
GROUP8
ALARM
GROUP9
ALARM
+/-
GROUP10
UCS113
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
ALARM
GROUP4
5 MNO
ALARM
GROUP5
6 PQR
ESC ENT
ADD. DISPLAY
Lyngso Marine
UCS112
ASSIST S1
UCS111
LIST CHAN-
DUTY
ALARM ALARM ALARM
ALARM NEL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
FIRE FAULT CALL
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN. AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ESC ENT
UCS110
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine 7 STU 8 VWX 9 YZ Ospace +/-
ADD. DISPLAY
S1 S2 S3 S4
UCS109
CHAN- ASSIST MAIN- ALARM ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY TE-
NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
ALARM FIRE FAULT
AAP 01
ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS108
ALARM STOP ALARM
LIST HORN ACKN.
UCS107
DISPLAY DUTY TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ADD. CALL
LIST CHAN- S1 S2 S3 S4 NANCE DIMMER
NEL

ALARM
GROUP1
ALARM
GROUP2
ALARM
GROUP3
ALARM
GROUP4
ALARM
GROUP5
ESC ENT
UCS106
ASSIST
CALL
DUTY
7 STU
MAIN-
TE-
NANCE
8 VWX
ALARM
GROUP6
9 YZ
ALARM
GROUP7
Ospace
ALARM
GROUP8
ALARM
GROUP9
+/-
ALARM
GROUP10 UCS105
UCS104
EAD
24Vdc
UCS 01
UCS 02 220Vac
UCS 40 UMS 2100 BASIC ALARM PANEL Lyngso Marine
UCS 41 ALARM FIRE FAULT
UCS 42 ALARM
LIST
STOP
HORN
ALARM
ACKN. BAP - ECR
UCS 43 ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
UCS 44 DEAD
MAN WATCH
1 ABC
PRINTER
CON-
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UCS 45
TROL

MAIN-
UCS 46
CALL
NANCE
24Vdc UCS 47 EAD Box

UCS 48
UPS UCS 51
UCS 81
UCS 82 Engine Control Centre
UCS 83 EAD Console
UCS 84
UCS 85 Engine
Control Room 220Vac
EAD Box
UCS 410
220Vac UCS 411
UCS 700
24Vdc
Alarm Gamma Outstation No 2

ALARM FIRE FAULT
ALARM STOP
HORN
ALARM
ACKN.
LOP GAMMA 2
LIST
ADD. DISPLAY ADJUST

S1 S2 S3 S4 DIMMER
LIST CHAN- CHAN-
NEL NEL
WATCH ESC ENT
TROL

DUTY
NANCE
ALARM FIRE FAULT
Rotating Light ALARM

LIST
ADD.
LIST
STOP
HORN
DISPLAY
CHAN-
NEL
ALARM
ACKN.
ADJUST
CHAN-
NEL
LOP GAMMA 1
S1 S2 S3 S4 DIMMER

WATCH ESC ENT
TROL

DUTY
NANCE
Horn
Stop Horn
Issue: 1 Illustration 6.1a UMS 2100 System Layout

6.1 UMS 2100 System Alarms Cut-out UMS2100 Printer
Maker: Lyngso Marine In some cases alarms may need to be disabled, e.g. if the sensor is faulty, if The printer is controlled from the ECR panel and the Bridge panel, however
Type: UMS 2100 work is being carried out that may cause undesired alarms or when the main only the printing of reports are possible from the Bridge.
engine is stopped and a low F.O. pressure alarm will occur.
Introduction The following information can be printed:
These can be activated at the ECR Station or the Local Operating Panel after
Alarm/Event log
The purpose of an alarm and monitoring system is to collect the information inserting a valid password.
concerning the safety on board the ship and to monitor the alarm situation. Data log
WARNING
Alarm list
The system carries out the following tasks:
Alarm should only be cut-out by authorised personnel Cut-out list
Acquisition of supervision data. i.e. sensor values.
Detection of alarm states i.e. illegal values or states. Description Alarm/Event log
Announcement of detected alarms Bridge and Accommodation Alarm System This log contains events concerning:
Supervision of engineer response
The advising of an alarm to the duty engineers takes place through the Alarms changing from normal to alarm and vice versa
Logging of alarms and events Accommodation Alarm Panels (AAPs) which are located in the cabins of the Change of state of event channel
duty engineers and the public rooms, and on the Basic Alarm Panels on the
After discovering an alarm, the system will announce this to the duty engineer bridge. Channels entering and leaving cut-out states
and the bridge, thus making it possible to operate the ship with ‘unmanned
machinery spaces’. System and Configuration Error Messages
When an alarm occurs, the buzzer on the bridge will sound, and the navigator
can only silence it locally by pressing ‘STOP HORN’ on the bridge panel. This Entering and leaving of privileged modes
The alarm is not only presented as an alarm in general but as also by an alarm will not effect the status of the alarm anywhere else.
group. Thus the engineer can determine the nature of the alarm quickly, e.g. Change of duty-engineers and ‘Unmanned Watch Station’ status.
from either Main Engine, Pumps, Power Plant fire etc. To select/deselect ‘unmanned machinery spaces’ a request is raised from the Change of system date and time.
ECR panel to the bridge panel. This may accepted or rejected by the bridge, or
When the system detects an alarm, it announces it both by a light and a sound withdrawn by the ECR.
and on various types of text displays. In response to the alarm announcement, Data Log
the engineer must stop the buzzer/horn and acknowledge the alarm, to confirm Any of the AAPs located in the cabins can be brought to function similar to the
that he is aware of what has happened. Failure to do this will result in the This is a report on channels showing their current value or status.
panels in the public rooms. Therefore a cabin panel not selected on duty, can
system announcing the alarm in all possible locations, to ensure that the alarm be selected to give alert as the alarm occurs. This allows a duty engineer to visit
is noticed. Alarm List Report
another cabin other than their own.
An alarm has four states: This is a print of the content of the Alarm List, and it contains all the standing
Duty Engineer Watch System and acknowledged alarms in the system at the moment the report was ordered.
Normal It runs continually but can be interrupted for reports of other types, such as
When a UMS alarm sounds the duty engineer can acknowledge the alarm Noon Log reports each day.
Normal and not acknowledged either in his cabin or a public room, depending where the engineer is when it
Present but not acknowledged occurs. Cut-out List Report
Present and acknowledged In both cases the action is to first silence the buzzer/horn locally and then This contains all the channels which are in the automatic or manual cut-out list
proceed to the ECR panel to silence and acknowledge the alarm at source. state.
The ECR station is the centre of the system, and it is from here that the alarms
must be acknowledged. Failure to acknowledge the alarm at the ECR panel within predetermined time
(typically 5 minutes) will result in an ‘ALL ENGINEERS CALL’ announce-
(Note ! Silencing the buzzer/horn has no significance to the alarm state. The ment on all panels.
alarm must be acknowledged in order to avoid the ‘ALL ENGINEERS
CALL’.) A back up engineer can also be selected if necessary, in case the duty engineer
does not respond to an alarm, or if a dead man alarm is released.
Issue: 1 6.1 UMS 2100 System - Page 1

Illustration 6.1b UMS 2100 Operator Panels
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine UMS 2100 LOCAL OPERATOR PANEL Lyngso Marine
ALARM FIRE FAULT ALARM FAULT
ALARM STOP ALARM ALARM STOP ALARM

LIST HORN ACKN. LIST HORN ACKN.
ADD. DISPLAY ADD. DISPLAY ADJUST

LIST CHAN- S1 S2 S3 S4 DIMMER
NEL NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ALARM ALARM ALARM ALARM ALARM ESC ENT DEAD PAGE ESC ENT
SELECT
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 MAN UP
7 STU 8 VWX 9 YZ Ospace +/- 7 STU 8 VWX 9 YZ Ospace +/-

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM ASSIST MAIN- CON- SET- PAGE
DUTY STATUS
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 CALL TE- TROL TINGS DOWN
NANCE NANCE
ALARM FIRE FAULT
ALARM STOP ALARM

LIST HORN ACKN.
ADD. DISPLAY ADJUST

NEL NEL

WATCH CON- ESC ENT
MAN GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL

DUTY
NANCE
Issue: 1 Illustration 6.1b UMS 2100 Operator Panels

Operator Panels Accommodation Alarm Panels (AAP) Automatic duty call announcement at the alarm panels
See illustration 6.1b Operator Panels The panel consists of the following features: When a duty engineer has been selected, a duty call is given when a new alarm
appears.
A two line LCD display with back-light
There are 3 types of panels available: The call is announced on the panels at the following locations:
A buzzer
Local Operator Panels(LOP) In the duty engineers cabin
An alarm LED
Basic Alarm Panels(BAP) The public rooms
A keyboard
Accommodation Alarm Panels(AAP) On the bridge, if ‘Unattended Engine Room’ is selected
Alarm Group LEDs
The main difference between the LOP and the other 2 panel types, is that the The panels react in the following way:
LOP gives the operator access to the channels connected to the LOP only, not Basic description of features
the entire UMS 2100 system. LCD display: The buzzer flashes
the BAPs and AAPs are normally used at the following locations: Displays the numerical data The alarm LED flashes
On the bridge (BAP only) Buzzer The duty LED flashes
In the ECR. The panel is used as a Watch Station (BAP only) The duty call is acknowledged in the following ways:
Draws the engineers attention to any new situation in the UMS2100
In the public rooms (AAPs only) By pressing the ‘STOP HORN’ in the duty Engineer's cabin
Alarm LED
In the engineers cabins (AAPs only) By pressing the ‘STOP HORN’ on the BAP
Used for the indication of unacknowledged alarms
During the periods when the engine room is manned the alarms are announced Acknowledging the alarm at the LOP
and acknowledged from the ECR BAP or the related LOP. Keyboard
When the duty call has been acknowledged the following occurs:
When the engine room is unmanned the AAPs enable the system to distribute Soft keys All buzzers which have been started due to the duty call are stopped
the alarm announcement to the duty engineers cabin, the public rooms and the The functions of these keys are shown on the display
bridge. The duty LED stops flashing
Cursor and select keys
Local Operator Panels (LOP) Used for scrolling in lists and pointing at elements All Engineer's call
The panel consists of the following features: The call is announced on all the panels at the following locations:
Function keys
A four line LCD display with back-light Each key enables the operator to access a unique function or The public rooms
mode in the UMS 2100.
A buzzer On the bridge
When one of the keys is pressed an LED on the key will be
An alarm LED illuminated. In all cabins
A keyboard In the ECR
Alarm Group LEDs
Basic Alarm Panels (BAP) These are able to display the status of ten different alarm (Note ! When an ‘all Engineer's call’ is initiated, the buzzers cannot be stopped
groups via the group alarm LEDs. locally. All of the buzzers sound until all the alarms have been acknowledged
The panel consists of the following features: from the ECR watch station-BAP.)
Duty LED function
A four line LCD display with back-light
A buzzer This is used for the following purposes:
An alarm LED Indication that a duty engineer has been selected
A keyboard Indication that a duty call is unacknowledged
Alarm Group LEDs Indication that a duty selection is in progress
Issue: 1 6.1 UMS 2100 System - Page 2

Illustration 6.2a Sound Powered Telephone System
Common Battery Telephone System

Intrinsically Safe Telephone System
Wheel House Navigation Console

Cargo Control Console
Bell
Bell
Pumproom Top
Engine Control Emergency Diesel Generator Room

Console
Bell
Bell
Hydraulic Power Station
Pumproom Bottom
Bell
Key
Bell
Bell Bell
M.E. Man. Station
Engine Room
Rotating Light
Steering Gear Side

Electrical Signal
Issue: 1 Illustration 6.2a Sound Powered Telephone System

6.2 Sound Powered Telephones 6.3 Automatic Telephone and Public Address System
Sound Powered Telephones Automatic Telephone
There are two independent sound powered telephone systems: - The automatic telephone system is a solid state electronic telephone switching
system with integrated circuit components which ensure high quality trans-
No.1 system: mission. It is fitted to provide communication through out the vessel.
Wheel-house
The exchange caters for fifty extensions, each with auto-dialling facilities to
Engine control room the other extensions. Alongside each extension is a directory of all extensions
in the system. A two-digit numbering system is used. The system is designed
Steering Gear Room for four lines to linked simultaneously.
Main Engine Side
The following five lines have a priority override feature to enable them to be
Emergency Generator room connected to an engaged line:
No.2 System: Wheel-house
Cargo control Room Captain's cabin
Pump Room Entrance and Tank Top (Intrinsically safe type) Chief Engineer's cabin
Cargo Pump Turbine Side Engine Control room
Speech transmission is powered by voice, and a hand-cranked generator at Cargo Control room
each extension operates the calling bells and air horn relays.
The exchange is supplied by the 220V system and in the event of power
failure, from the 24V emergency battery system.
The telephones at the main engine side, pump room, cargo pump turbine side
and steering gear room are of the head set type.
The exchange telephones can activate the public address system for paging
purposes.
Four telephones, two situated in the wheel house consoles, one on the cargo
console and one on the engine control console have a priority function, where
they can interrupt telephones that are engaged by dialling a predetermined
number when the engaged tone is heard.
Telephones are situated in all officer and crew cabins, including separate
bedrooms, public rooms, galley, emergency generator room, fire control
station, engine room workshop, M.E. manoeuvring stations and E.R. floor.
Rotating lights and horns are activated when the E.R. telephones are accessed.
Issue: 1 Telephone Systems - Page 1

Illustration 6.4a Public Address and Talkback System
PABX Bridge PABX Cargo Control Room

TALK BACK / SPA 1500 TALK BACK /
INTERCOM CHHDSCHVCHSCBSCSSCSDASHDHDHSAIHDSSIHCHS
INTERCOM
SYSTEM SYSTEM
CHHDSCHVCHSCBSCSSCSDASHHGHGHG CHHDSCHH
CHHDSC
CHHDSC
CHHDSC
CHHDSC CHHDSC
CHHDSC
phonTECH
Communication
OPERATION UNIT SPA 1500
SPA 1501
SPA 1501 ENTERTAINMENT CONTROL STATUS
phonTECH
66666678 SOURCE A SOURCE A Communication
1 2 3 1 2 3 RM T ER
NE NE NE NE NE NE PA ALA EN PO
W
ZO ZO ZO ZO ZO ZO
OF
F
OF
F
OF
F
OF
F
OF
F
OF
F
1
phonTECH
Communication
1 2
2 3
VOLUME
3 4 CALL
VOLUME
4 CALL
5
LK
LL
TA
A
5
LK
LL
TA
A
Junction
Box
Signal Relay Unit 9000

Machinery Device phonTECH
Communication
Spaces Outdoor
24 VDC Volume Control Unit
Signal Relay Unit 9000

Device phonTECH
Communication
24 VDC
Speakers In Accommodation Spaces
Issue: 1 Illustration 6.4a Public Address and Talkback System

6.4 Public Address and Talkback System
The Master station consists of the public address/talk back amplifier, radio
tuner and tape recorder.
The panel is fitted with a microphone, a monitor speaker and is able to control
all speakers on board for broadcasting important instructions.
Speakers are provided in the accommodation alleyways, public rooms,

working spaces and deck.
The public address system can be accessed from the auto telephone system for
paging purposes.
The system is supplied from the main 220-volt system with back up from the
emergency 24-volt system.
A facility is provided for overriding the general alarm during announcements.
Talk-Back System
Communication can be achieved with out the telephone exchange and sound
powered system by using the talk back system.
Microphones and speakers are supplied at:

Wheel-house
Port and starboard bridge wings
Engine control room
Forward deck
Aft deck
Issue: 1 6.4 Public Address and Talkback System - Page 1

S 1 Engine

Uploaded by

Copyright:

Available Formats

You might also like

S 1 Engine

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

S 1 Engine

Uploaded by

Copyright:

Available Formats

Peter Mærsk Machinery Operating Manual

Issue: 1 List of Contents - Page 1

PREVIOUS PAGE MAIN MENU EXIT NEXT PAGE

Issue: 1 List of Contents - Page 2

PREVIOUS PAGE MAIN MENU EXIT NEXT PAGE

Issue and Update Control This manual was produced by:

Issue: 1 Issues and Updates - Page 1

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Issue: 1 Issues and Updates - Page 2

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

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

Issue: 1 Issues and Updates - Page 3

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Screw Down Non-Return Water Separator Spool Piece

Swing Check Non-Return Temperature Control Spectacle Flange

3-Way Temperature Control Sounding Head with Dresser Type

Sounding Head with Self

3-Way Wax Expansion Liquid Level Gauge

A Butterfly Valve With Vent Pipe with Filter Regulating Valve

Regulating Valve Spark Arrester Rose Box Filter

Quick-Closing Valve Bellows Type

Issue: 1 Mechanical Symbols

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Electrical and Instrumentation Symbols

Issue: 1 Electrical and Instrumentation Symbols

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Maersk Machinery Colour Scheme

Dom. Fresh Water

H.T. Cooling Water

L.T. Cooling Water

Marine Diesel Oil

Issue: 1 Illustration Machinery Colour Scheme

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

Part 1: Operational Overview

Dead Ship Condition

Start up Instrumentation Air System. 2.10.3

Supply Main Switchboard. 2.13.4 Start Emergency Generator. 2.13.4

Isolate Sequential Restart System.

Prepare S.W. Cooling System. 2.4.1

Prepare an Auxiliary Engine for Starting. 4.2

Start I.G.S. Deck Seal Supply Pump. 2.15.2

Issue: 1 1.1 To Bring Vessel Into Live Condition - Page 1

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE

1.1 To Bring Vessel

Start Domestic Water System with Electric Heater. 2.14.1

Put Refrigeration System into Operation. 2.14.2

Put G.S. Air System into Operation. 2.10.2

Pump Bilges to Bilge Holding Tank as Required. 2.9.1

Put all Ancillary Equipment on Standby.

PLANT IS NOW IN LIVE CONDITION

One Diesel Generator in Use,

Start Fire Pump on Standby. 4.1

Start Sewage Treatment Plant. 2.14.5

Issue: 1 1.1 To Bring Vessel Into Live Condition - Page 2

PREVIOUS PAGE CONTENTS LIST EXIT NEXT PAGE