OPT - Yuri Senkevich - Machinery Systems Manual PDF

Yuri Senkevich - Hull No.
1602 Machinery Operating Manual

List of Contents: 2.1.3a Main Engine Safety Switch Panel 2.5 Fresh Water Cooling Systems
2.1.4a Controlled Pitch Propeller System 2.5.1 Main Central Cooling Fresh Water System
Issues and Updates 2.1.4b Controlled Pitch Propeller Hydraulic System 2.5.2 Auxiliary Central Fresh Water Cooling System
Mechanical Symbols and Colour Scheme
Illustrations
2.2 Boilers and Steam Systems
Electrical and Instrumentation Symbols 2.5.1a Main Central Cooling Fresh Water System
2.2.1 General Description
Introduction 2.5.2a Auxiliary Central Cooling Fresh Water System
2.2.2 Boiler Control Systems
2.2.3 16kg/cm2 Pressure Steam System
2.2.4 10kg/cm2 Pressure Steam System 2.6 Fuel Oil and Diesel Oil Service Systems
Principal Machinery Particulars
2.2.5 6kg/cm2 Pressure Steam System 2.6.1 Main Engine Fuel Oil Service System
Illustrations 2.2.6 Sootblowers 2.6.2 Generator Engine Fuel Oil Service System
1a Location Plan of Engine Room - Floor Plan 2.2.7 Exhaust Gas Economiser 2.6.3 Auxiliary Boilers Fuel Oil System
1b Location Plan of Engine Room - Pump Room Top Illustrations 2.6.4 Incinerator Fuel Oil System
1c Location Plan of Engine Room - 3rd Deck 2.6.5 Emergency Generator Diesel Oil System
1d Location Plan of Engine Room - 2nd Deck 2.2.1a Auxiliary Boiler
2.2.2a Boiler Local Control Panel Illustrations
1e Location Plan of Engine Room - Upper Deck
1f Location Plan of Engine Room - Above 2.2.3a 16kg/cm2 Pressure Steam System 2.6.1a Main Engine Fuel Oil Service System
1g Location Plan of Engine Room - Port Elevation at Centre Line 2.2.4a 10kg/cm2 Pressure Steam System 2.6.2a Generator Engine Fuel Oil Service System
2.2.5a 6kg/cm2 Pressure Steam System 2.6.3a Auxiliary Boilers Fuel Oil System
Part 1: Operational Overview 2.2.6a Economiser Sootblower Control Panel 2.6.4a Incinerator Fuel Oil System
2.6.5a Emergency Generator Diesel Oil System
1.1 To Bring Vessel into Live Condition
2.3 Condensate and Feed Systems
1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 2.3.1 Condensate System 2.7 Fuel Oil and Diesel Oil Transfer Systems
1.4 To Change Main Plant from Manoeuvring to Full Away 2.3.2 Drains System 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
1.5 To Prepare for UMS Operation 2.3.3 Boiler Feed Water System 2.7.2 Fuel Oil and Diesel Oil Purifying System
1.6 To Change from UMS to Manned Operation 2.3.4 Boiler Water Level Control System
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.3.5 Water Sampling and Treatment System Illustrations
1.8 To Secure Main Plant at Finished With Engines 2.3.6 Distilled Water Transfer and Distribution 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
1.9 To Prepare Main Plant for Inerting/Ventilating Illustrations 2.7.2a Fuel Oil and Diesel Oil Purifying System
1.10 To Prepare the Cargo Oil Pump Turbines for Discharge Operations
1.11 To Shut Down the Cargo Oil Pump Turbines After Discharge 2.3.1a Condensate System
2.3.2a Drains System 2.8 Lubricating Oil Systems
Operations
1.12 To Secure Main Plant for Dry Dock 2.3.3a Boiler Feed Water System 2 8.1 Main Engine Lubricating Oil System
2.3.4a Boiler Water Level Control System 2.8.2 Generator Engine Lubricating Oil System
2.3.5a Water Sampling and Treatment System 2.8.3 Stern Tube Lubricating Oil System
Part 2: Main Engine and Auxiliary Systems 2.3.6a Distilled Water Transfer and Distribution System 2.8.4 Lubricating Oil Purifying Systems
2.1 Main Engine 2.8.5 Lubricating Oil Filling and Transfer System
2.1.1 Main Engine B & W 7S60ME-C Details 2.4 Sea Water Systems Illustrations
2.1.2 Main Engine Manoeuvring Control 2.4.1 Central Cooling Sea Water System 2.8.1a Main Engine Lubricating Oil System
2.1.3 Main Engine Safety System 2.4.2 Sea Water General Service System 2.8.2a Generator Engine Lubricating Oil System
2.1.4 Controlled Pitch Propeller System 2.4.3 Evaporators 2.8.3a Stern Tube Lubricating Oil System
Illustrations 2.4.4 Marine Growth Prevention System 2.8.4a Lubricating Oil Purifying Systems
Illustrations 2.8.5a Lubricating Oil Filling and Transfer System
2.1.1a Main Engine B & W 7S60ME-C
2.1.1b Main Engine Hydraulic Oil Loop 2.4.1a Central Cooling Sea Water System
2.1.1c Fuel Oil Booster and Exhaust Valve Actuator 2.4.2a Sea Water General Service System
2.1.2a Engine Remote Control System 2.4.3a Evaporators
2.1.2b Main Engine Local Control Panel 2.4.4a Marine Growth Prevention System
Issue: 1 IMO No.9301419 Front Matter - Page 1 of 9

Yuri Senkevich - Hull No.1602 Machinery Operating Manual
2.9 Bilge Systems 2.13.4a Main 440V Distribution Part 3: Main Machinery Control
2.13.4b Main 440V Distribution Group Starter Panels
2.9.1 Engine Room Bilge System and Bilge Separator 3.1 Main Machinery Control System
2.9.2 Bosun’s Store and Chain Locker Bilge System 2.13.4c Local Group Starter Panels
2.13.4d Main 220V Distribution 3.1.1 Machinery Control and Alarm System Overview
Illustrations 2.13.4e Emergency Switchboard 440V and 220V Distribution 3.1.2 Operator Stations
2.9.1a Engine Room Bilge System 2.13.5a Shore Power Panel 3.1.3 Screen Displays
2.9.2a Bosun’s Store and Chain Locker Bilge System 2.13.8a Preferential Tripping 3.1.4 Alarms Handling
2.13.9a 24V DC Distribution Board and Battery Charger 3.1.5 Trending
2.13.9b Navigation and General Alarm Equipment UPS 3.1.6 Control of Machinery
2.10 Air Systems Distribution 3.1.7 UMS to Manned Handover
2.10.1 Starting Air System 2.13.10a Impressed Cathodic Protection System Illustrations
2.10.2 General Service Air System 2.13.10b MGPS System
2.10.3 Control Air System 3.1.1a Machinery Control and Alarm System Overview
3.1.2a Operator Control Panel
Illustrations 2.14 Accommodation Systems 3.1.2b Extension Alarm Panels
2.10.1a Starting Air System 2.14.1 Domestic Fresh Water System 3.1.3a Main Engine Overview
2.10.2a General Service Air System 2.14.2 Domestic Refrigeration System 3.1.4a Alarm Group Display
2.10.3a Control Air System 2.14.3 Accommodation Air Conditioning Plant 3.1.5a Trend Graph Display Example
2.14.4 Miscellaneous Air Conditioning Units 3.1.5b Bar Graph Display Example
2.11 Steering Gear System 2.14.5 Sewage Treatment Plant 3.1.6a Control Pump Overview
2.14.6 Incinerator and Garbage Disposal 3.1.6b Power Management System Overview
Illustrations
Illustrations
2.11a Steering Gear Flow Lines 3.2 Engine Control Room and Main Switchboard Console and
2.14.1a Domestic Fresh Water System
Panels
2.14.2a Domestic Refrigeration System
2.12 Electrical Power Generators 3.2.1 Engine Control Room Layout
2.14.3a Accommodation Air Conditioning Plant
2.12.1 Diesel Generators 2.14.5a Soiled and Waste Water and Deck Scupper System Illustrations
2.12.2 Emergency Generator 2.14.6a Incinerator System
3.2.1a Engine Control Room
Illustrations 3.2.1b Engine Control Room Console
2.15 Inert Gas System
2.12.1a Diesel Generator Local Control Panels 2.15.1 Inert Gas System Description 3.2.1c Main Switchboard Panels
2.12.2a Emergency Generator Engine Local Start Panel 2.15.2 Operation of the Main System
2.15.3 Top-Up Generator (TUG)
Part 4: Emergency Systems
2.13 Electrical Systems Illustrations
2.13.1 Electrical Equipment 4.1 Engine Room Fire Hydrant System
2.15.1a Inert Gas on Deck
2.13.2 Main Switchboard and Generator Operation 4.2 CO2 Fire Extinguishing System
2.15.2a Inert Gas System
2.13.3 Emergency Switchboard and Generator Operation 4.3 Engine Room Local Fire Fighting System
2.15.3a Inert Gas System Engine Control Room Control Panel
2.13.4 Power Distribution 4.4 Quick-Closing Valves and Fire Dampers
2.13.5 Shore Power Illustrations
2.13.6 Main Alternators
4.1a Fire Hydrant System - Engine Room
2.13.7 Emergency Alternator
4.2a CO2 Fire Fighting System
2.13.8 Preferential Tripping and Sequential Restarting
4.3a Engine Room Local Fire Fighting System
2.13.9 Uninterrupted Power Supply (UPS) and Battery Systems
4.4a Quick-Closing Valves and Fire Dampers
2.13.10 Cathodic Protection System
Illustrations
2.13.1a Main Electrical Network
2.13.2a Generator and Synchronising Panels
2.13.3a Emergency Generator Panel

Part 5: Emergency Procedures 5.9 Life Saving Equipment and Escape Routes
5.1 Flooding in the Engine Room Illustrations
5.2 Emergency Operation of the Main Engine 5.9a Life Saving Equipment and Escape Routes Symbols List
5.9b Life Saving Equipment and Escape Routes - Engine Room
Illustrations Floor
5.2a Main Engine Local Control Panel 5.9c Life Saving Equipment and Escape Routes - Pump Room
5.9d Life Saving Equipment and Escape Routes - Engine Room
3rd Deck
5.3 Emergency Steering 5.9e Life Saving Equipment and Escape Routes - Engine Room
2nd Deck
Illustrations 5.9f Life Saving Equipment and Escape Routes - Upper Deck
5.3a Steering Gear Emergency Valve Positions Above Engine Room
5.9g Life Saving Equipment and Escape Routes - Upper Deck
5.4 Emergency Fire Pump Operation
Illustrations
5.4a Emergency Fire Pump System
5.5 Fire in the Engine Room
5.6 Emergency Power Failure
5.7 Fire Fighting Equipment
Illustrations
5.7a Fire Fighting Equipment Symbols List
5.7b Fire Fighting Equipment - Engine Room Floor
5.7c Fire Fighting Equipment - Pump Room
5.7d Fire Fighting Equipment - Engine Room 3rd Deck
5.7e Fire Fighting Equipment - Engine Room 2nd Deck
5.7f Fire Fighting Equipment - Upper Deck Above Engine
Room
5.7g Fire Fighting Equipment - Upper Deck
5.8 Fire Detection Equipment
Illustrations
5.8a Fire Detection Symbols List
5.8b Fire Detection Equipment - Engine Room Floor
5.8c Fire Detection Equipment - Pump Room
5.8d Fire Detection Equipment - Engine Room 3rd Deck
5.8e Fire Detection Equipment - Engine Room 2nd Deck
5.8f Fire Detection Equipment - Upper Deck Above Engine
Room

Issue and Updates This manual was produced by:
Item Issue 1 Issue 2 Issue 3
Issues and Updates April 2006
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
Mechanical Symbols and Colour Scheme April 2006
documents ensure that:
Electrical and Instrumentation Symbols April 2006
For any new issue or update contact:
Introduction April 2006
• Documents conform to a standard format;
Principal Machinery Particulars April 2006
The Technical Director
Illustrations
• Amendments are carried out by relevant personnel. WMT Technical Office
1a Location Plan of Engine Room - Floor Plan April 2006
The Court House
Location Plan of Engine Room - Pump Room
• Each document or update to a document is approved before 15 Glynne Way 1b
Top
April 2006
issue. Hawarden 1c Location Plan of Engine Room - 3rd Deck April 2006
Deeside, Flintshire 1d Location Plan of Engine Room - 2nd Deck April 2006
• A history of updates is maintained.
CH5 3NS. 1e Location Plan of Engine Room - Upper Deck April 2006
• Updates are issued to all registered holders of documents. UK. 1f Location Plan of Engine Room - Above April 2006
Location Plan of Engine Room - Port Elevation
1g April 2006
at Centre Line
• Sections are removed from circulation when obsolete. E-Mail: manuals@wmtmarine.com
Text
1.1 To Bring Vessel into Live Condition April 2006
Document control is achieved by the use of the footer provided on every page 1.2 To Prepare Main Plant for Operation April 2006
and the issue and update table below. To Prepare Main Plant for Manoeuvring from
1.3 April 2006
In Port Condition
In the right hand corner of each footer are details of the pages, section number To Change Main Plant from Manoeuvring to
1.4 April 2006
and page number of the section. In the left hand corner of each footer is the Full Away
issue number. 1.5 To Prepare for UMS Operation April 2006
1.6 To Change from UMS to Manned Operation April 2006
Details of each section are given in the first column of the issue and update 1.7
To Change Main Plant from Full Away to
April 2006
Manoeuvring Condition
control table. The table thus forms a matrix into which the dates of issue of the
To Secure Main Plant at Finished With
original document and any subsequent updated sections are located. 1.8
Engines
April 2006
1.9 To Prepare Main Plant for Inerting/Ventilating April 2006

The information and guidance contained herein is produced for the assistance
To Prepare the Cargo Oil Pump Turbines for
of certificated officers who, by virtue of such certification, are deemed 1.10
Discharge Operations
April 2006
competent to operate the vessel to which such information and guidance refers. To Shut Down the Cargo Oil Pump Turbines
1.11 April 2006
Any conflict arising between the information and guidance provided herein and After Discharge Operations
the professional judgement of such competent officers must be immediately 1.12 To Secure Main Plant for Dry Dock April 2006
resolved by reference to Head Office Technical Operations Department. 2.1 Main Engine April 2006
2.1.1 Main Engine B & W 7S60ME-C Details April 2006
2.1.2 Main Engine Manoeuvring Control April 2006
2.1.3 Main Engine Safety System April 2006
2.1.4 Controlled Pitch Propeller System April 2006
Illustrations
2.1.1a Main Engine B & W 7S60ME-C April 2006
2.1.1b Main Engine Hydraulic Oil Loop April 2006
2.1.1c Fuel Oil Booster and Exhaust Valve Actuator April 2006
2.1.2a Engine Remote Control System April 2006
2.1.2b Main Engine Local Control Panel April 2006
2.1.3a Main Engine Safety Switch Panel April 2006
2.1.4a Controlled Pitch Propeller System April 2006
2.1.4b Controlled Pitch Propeller Hydraulic System April 2006

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Text Illustrations 2.10.1 Starting Air System April 2006
2.2 Boilers and Steam Systems April 2006 2.5.1a Main Central Cooling Fresh Water System April 2006 2.10.2 General Service Air System April 2006
2.2.1 General Description April 2006 2.5.2a Auxiliary Central Cooling Fresh Water System April 2006 2.10.3 Control Air System April 2006
2.2.2 Boiler Control Systems April 2006 Text Illustrations
2.2.3 16kg/cm2 Pressure Steam System April 2006 2.6 Fuel Oil and Diesel Oil Service Systems April 2006 2.10.1a Starting Air System April 2006
2.2.4 10kg/cm2 Pressure Steam System April 2006 2.6.1 Main Engine Fuel Oil Service System April 2006 2.10.2a General Service Air System April 2006
2.2.5 6kg/cm2 Pressure Steam System April 2006 2.6.2 Generator Engine Fuel Oil Service System April 2006 2.10.3a Control Air System April 2006
2.2.6 Sootblowers April 2006 2.6.3 Auxiliary Boilers Fuel Oil System April 2006 Text
2.2.7 Exhaust Gas Economiser April 2006 2.6.4 Incinerator Fuel Oil System April 2006 2.11 Steering Gear System April 2006
Illustrations 2.6.5 Emergency Generator Diesel Oil System April 2006 Illustrations
2.2.1a Auxiliary Boiler April 2006 Illustrations 2.11a Steering Gear Flow Lines April 2006
2.2.2a Boiler Local Control Panel April 2006 2.6.1a Main Engine Fuel Oil Service System April 2006 Text
2.2.3a 16kg/cm2 Pressure Steam System April 2006 2.6.2a Generator Engine Fuel Oil Service System April 2006 2.12 Electrical Power Generators April 2006
2.2.4a 10kg/cm2 Pressure Steam System April 2006 2.6.3a Auxiliary Boilers Fuel Oil System April 2006 2.12.1 Diesel Generators April 2006
2.2.5a 6kg/cm2 Pressure Steam System April 2006 2.6.4a Incinerator Fuel Oil System April 2006 2.12.2 Emergency Generator April 2006
2.2.6a Economiser Sootblower Control Panel April 2006 2.6.5a Emergency Generator Diesel Oil System April 2006 Illustrations
Text Text 2.12.1a Diesel Generator Local Control Panels April 2006
2.3 Condensate and Feed Systems April 2006 2.7 Fuel Oil and Diesel Oil Transfer Systems April 2006 Emergency Generator Engine Local Start
2.12.2a April 2006
Panel
2.3.1 Condensate System April 2006 Fuel Oil and Diesel Oil Bunkering and Transfer
2.7.1 April 2006
System Text
2.3.2 Drains System April 2006
2.7.2 Fuel Oil and Diesel Oil Purifying System April 2006 2.13 Electrical Systems April 2006
2.3.3 Boiler Feed Water System April 2006
Illustrations 2.13.1 Electrical Equipment April 2006
2.3.4 Boiler Water Level Control System April 2006
Fuel Oil and Diesel Oil Bunkering and Transfer 2.13.2 Main Switchboard and Generator Operation April 2006
2.3.5 Water Sampling and Treatment System April 2006 2.7.1a April 2006
System Emergency Switchboard and Generator
2.3.6 Distilled Water Transfer and Distribution April 2006 2.13.3 April 2006
2.7.2a Fuel Oil and Diesel Oil Purifying System April 2006 Operation
Illustrations
Text 2.13.4 Power Distribution April 2006
2.3.1a Condensate System April 2006
2.8 Lubricating Oil Systems April 2006 2.13.5 Shore Power April 2006
2.3.2a Drains System April 2006
2 8.1 Main Engine Lubricating Oil System April 2006 2.13.6 Main Alternators April 2006
2.3.3a Boiler Feed Water System April 2006
2.8.2 Generator Engine Lubricating Oil System April 2006 2.13.7 Emergency Alternator April 2006
2.3.4a Boiler Water Level Control System April 2006
2.8.3 Stern Tube Lubricating Oil System April 2006 Preferential Tripping and Sequential
2.3.5a Water Sampling and Treatment System April 2006 2.13.8 April 2006
Restarting
2.8.4 Lubricating Oil Purifying Systems April 2006
Distilled Water Transfer and Distribution Uninterrupted Power Supply (UPS) and
2.3.6a April 2006 2.8.5 Lubricating Oil Filling and Transfer System April 2006 2.13.9 April 2006
System Battery Systems
Text Illustrations
2.13.10 Cathodic Protection System April 2006
2.4 Sea Water Systems April 2006 2.8.1a Main Engine Lubricating Oil System April 2006
Illustrations
2.4.1 Central Cooling Sea Water System April 2006 2.8.2a Generator Engine Lubricating Oil System April 2006
2.13.1a Main Electrical Network April 2006
2.4.2 Sea Water General Service System April 2006 2.8.3a Stern Tube Lubricating Oil System April 2006
2.13.2a Generator and Synchronising Panels April 2006
2.4.3 Evaporators April 2006 2.8.4a Lubricating Oil Purifying Systems April 2006
2.13.3a Emergency Generator Panel April 2006
2.4.4 Marine Growth Prevention System April 2006 2.8.5a Lubricating Oil Filling and Transfer System April 2006
2.13.4a Main 440V Distribution April 2006
Illustrations Text
2.13.4b Main 440V Distribution Group Starter Panels April 2006
2.4.1a Central Cooling Sea Water System April 2006 2.9 Bilge Systems April 2006
2.13.4c Local Group Starter Panels April 2006
2.4.2a Sea Water General Service System April 2006 Engine Room Bilge System and Bilge
2.9.1 April 2006 2.13.4d Main 220V Distribution April 2006
Separator
2.4.3a Evaporators April 2006 Emergency Switchboard 440V and 220V
2.9.2 Bosun’s Store and Chain Locker Bilge System April 2006 2.13.4e April 2006
2.4.4a Marine Growth Prevention System April 2006 Distribution
Illustrations
Text 2.13.5a Shore Power Panel April 2006
2.9.1a Engine Room Bilge System April 2006
2.5 Fresh Water Cooling Systems April 2006 2.13.8a Preferential Tripping April 2006
2.9.2a Bosun’s Store and Chain Locker Bilge System April 2006
2.5.1 Main Central Cooling Fresh Water System April 2006 24V DC Distribution Board and Battery
Text 2.13.9a April 2006
Charger
2.5.2 Auxiliary Central Fresh Water Cooling System April 2006
2.10 Air Systems April 2006

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Navigation and General Alarm Equipment UPS 3.1.6a Control Pump Overview April 2006 Text
2.13.9b April 2006
Distribution 3.1.6b Power Management System Overview April 2006 5.8 Fire Detection Equipment April 2006
2.13.10a Impressed Cathodic Protection System April 2006 Text Illustrations
2.13.10b MGPS System April 2006 Engine Control Room and Main Switchboard 5.8a Fire Detection Symbols List April 2006
3.2 April 2006
Text Console and Panels Fire Detection Equipment - Engine Room
5.8b April 2006
2.14 Accommodation Systems April 2006 3.2.1 Engine Control Room Layout April 2006 Floor
2.14.1 Domestic Fresh Water System April 2006 Illustrations 5.8c Fire Detection Equipment - Pump Room April 2006
2.14.2 Domestic Refrigeration System April 2006 3.2.1a Engine Control Room April 2006 Fire Detection Equipment - Engine Room 3rd
5.8d April 2006
2.14.3 Accommodation Air Conditioning Plant April 2006 3.2.1b Engine Control Room Console April 2006 Deck
2.14.4 Miscellaneous Air Conditioning Units April 2006 3.2.1c Main Switchboard Panels April 2006 Fire Detection Equipment - Engine Room 2nd
5.8e April 2006
Deck
2.14.5 Sewage Treatment Plant April 2006 Text
Fire Detection Equipment - Upper Deck Above
2.14.6 Incinerator and Garbage Disposal April 2006 4.1 Engine Room Fire Hydrant System April 2006 5.8f April 2006
Engine Room
Illustrations 4.2 CO2 Fire Extinguishing System April 2006 Text
2.14.1a Domestic Fresh Water System April 2006 4.3 Engine Room Local Fire Fighting System April 2006 5.9 Life Saving Equipment and Escape Routes April 2006
2.14.2a Domestic Refrigeration System April 2006 4.4 Quick-Closing Valves and Fire Dampers April 2006 Illustrations
2.14.3a Accommodation Air Conditioning Plant April 2006 Illustrations Life Saving Equipment and Escape Routes
5.9a April 2006
Soiled and Waste Water and Deck Scupper 4.1a Fire Hydrant System - Engine Room April 2006 Symbols List
2.14.5a April 2006
System 4.2a CO2 Fire Fighting System April 2006 Life Saving Equipment and Escape Routes
5.9b April 2006
2.14.6a Incinerator System April 2006 - Engine Room Floor
4.3a Engine Room Local Fire Fighting System April 2006
Text Life Saving Equipment and Escape Routes
4.4a Quick-Closing Valves and Fire Dampers April 2006 5.9c April 2006
- Pump Room
2.15 Inert Gas System April 2006
Text Life Saving Equipment and Escape Routes
2.15.1 Inert Gas System Description April 2006 5.9d April 2006
5.1 Flooding in the Engine Room April 2006 - Engine Room 3rd Deck
2.15.2 Operation of the Main System April 2006 Life Saving Equipment and Escape Routes
5.2 Emergency Operation of the Main Engine April 2006
5.9e April 2006
2.15.3 Top-Up Generator (TUG) April 2006 - Engine Room 2nd Deck
Illustrations
Illustrations Life Saving Equipment and Escape Routes
5.2a Main Engine Local Control Panel April 2006 5.9f April 2006
- Upper Deck Above Engine Room
2.15.1a Inert Gas on Deck April 2006
Text
Life Saving Equipment and Escape Routes
2.15.2a Inert Gas System April 2006 5.9g April 2006
5.3 Emergency Steering April 2006 - Upper Deck
Inert Gas System Engine Control Room Illustrations
2.15.3a April 2006
Control Panel
5.3a Steering Gear Emergency Valve Positions April 2006
Text
Text
3.1 Main Machinery Control System April 2006
5.4 Emergency Fire Pump Operation April 2006
Machinery Control and Alarm System
3.1.1 April 2006 Illustrations
Overview
3.1.2 Operator Stations April 2006 5.4a Emergency Fire Pump System April 2006
3.1.3 Screen Displays April 2006 Text
3.1.4 Alarms Handling April 2006 5.5 Fire in the Engine Room April 2006
3.1.5 Trending April 2006 5.6 Emergency Power Failure April 2006
3.1.6 Control of Machinery April 2006 5.7 Fire Fighting Equipment April 2006
3.1.7 UMS to Manned Handover April 2006 Illustrations
Illustrations 5.7a Fire Fighting Equipment Symbols List April 2006
Machinery Control and Alarm System 5.7b Fire Fighting Equipment - Engine Room Floor April 2006
3.1.1a April 2006
Overview 5.7c Fire Fighting Equipment - Pump Room April 2006
3.1.2a Operator Control Panel April 2006 Fire Fighting Equipment - Engine Room 3rd
5.7d April 2006
3.1.2b Extension Alarm Panels April 2006 Deck
3.1.3a Main Engine Overview April 2006 Fire Fighting Equipment - Engine Room 2nd
5.7e April 2006
Deck
3.1.4a Alarm Group Display April 2006
Fire Fighting Equipment - Upper Deck Above
3.1.5a Trend Graph Display Example April 2006 5.7f April 2006
Engine Room
3.1.5b Bar Graph Display Example April 2006 5.7g Fire Fighting Equipment - Upper Deck April 2006

Machinery Symbols List Mechanical Colour Scheme
Diaphragm Operated Valve

Gear or Screw Type
Globe Valve Ball Valve with Positioner Diaphragm Domestic Fresh Water
Pump
(Three-Way Control)
Angle Needle Valve and HT Cooling Water
Angle Stop Valve Filter Centrifugal Pump Diaphragm with Positioner
V Port Valve
Boiler Feed Water
3-Way Valve Two-Way Cock Rose Box Ejector (Eductor Injector) Float LT Cooling Water
Marine Diesel Oil

Non-Return Valve Three-Way Cock (L-Type) Mud Box Overboard Discharge Weight
Slops
Angle Non-Return Valve Three-Way Cock (T-Type) Separator Observation Glass Spring Sea Water
Screw Down Simplex Ballast Water

Locked Cock FI Flow Meter Cylinder with Positioner
Non-Return Valve Auto-Back Flushing Filter
Fire / Deck Water
Screw Down Hand Operated
Non-Return Valve Auto Vent Valve Drain Silencer Goose Neck (Locked Shut) 16 / 10kg/cm2 Steam
Cylinder with Positioner
Float Type Air Pipe Head Goose Neck Type Air Pipe Hand Operated 6kg/cm2 Steam
Swing Check Valve (Three-Way Control Rotary
(with Insect Screen) Head (with Wire Net) (Locked Open)
Plug Type)
P1 P2
CO2
Float Type Air Pipe Head
Pressure Regulating Valve Remote Operated Valve Suction Bellmouth Piston
(with Flame Proof Screen) Freon
Emergency Shut Off Valve M Electric Motor Driven Fuel Oil
Safety / Relief Valve U Ullage Stand with Cover Scupper
(Air Operated)
Condensate
Emergency Shut Off Valve A Air Motor Driven
Angle Safety / Relief Valve (Hydraulic Operated) HB Fire Hose Box
Air
Duplex Oil Strainer
A S
Self-Closing Valve Air Motor Valve A Air Horn Solenoid Driven Bilges
Not Connected Electrical Signal

M
Angle Self-Closing Valve Electric Motor Valve Y-Type Strainer S Steam Horn Crossing Pipe
Instrumentation
S
Regulating Valve Solenoid Valve Drain Trap E Electric Horn Connected Crossing Pipe Foam
W Wax Expansion Type Lubricating Oil

Butterfly Valve Control Valve Hopper without Cover Flexible Hose Joint T Pipe
Hydraulic Oil
Self Contained Type Hydraulically Operated
Gate Valve Control Valve Hopper with Cover Blind (Blank) Flange Inert Gas
Deck Stand
Sounding Head with Spectacle Flange Sludge

Breathing Valve Piston Valve Filling Cap ( Open, Shut)
Sounding Head with Self-
Hose Valve Diaphragm Operated Valve Closing Cap and Sampling Spool Piece
Cock (Self Closing)
Diaphragm Operated Valve
Angle Hose Valve (Three-Way Control) Orifice Discharge / Drain
Foot Valve Storm Valve Hand Pump Tank Penetration
Positive Displacement
Needle Valve Angle Storm Valve Pump Hand Operated

Electrical and Instrumentation Symbols
C Control panel J NWT joint box Rectifier equipment
P CP Capacitance
CI Compound Indication
DP Differential Pressure
WT joint box
Inverter J ( J ) 2 glands (4 glands)
Making contact
Auxiliary
DPS Differential Pressure Switch
DPX Differential Pressure Transmitter
relay
contact DPI Differential Pressure Indicator
Rectifier HS Humidistat Breaking DIS Displacer
EM Electromagnetic Flow Meter
FA Flow Alarm
Battery WT Water transducer Making contact FC Flow Controller
With time FX Flow Transmitter
Function is Locally
limit in FI Flow Indication XXX
Available
closing FS Flow Switch
Space heater Alarm monitoring
(element type) AMS system
Breaking
FCO Flow Counter
FLG Float Type Level Gauge XXX Functions are Available
XXXX in Control Room
LAH Level Alarm (High)
TG Turbine generator Overcurrent relay Making contact
With time LAL Level Alarm (Low)
H
limit in LC Level Controller XXX Letters outside the circle
opening LCG Local Content Gauge XXXX of an instrument symbol
DG Diesel generator Normally Open switch Breaking L indicate whether high (H),
LI Level Indication
LR Level Recorder high-high (HH), low (L)
or low-low (LL) function
LS Level Switch/Limit Switch
is involved
EG Emergency generator Normally Closed switch Making contact PAH Pressure Alarm (High) O = Open
Flicker PAL Pressure Alarm (Low) C = Closed
relay PAHLI Pressure Alarm High/Low Indicator
M AC induction motor Breaking PX Pressure Transmitter
10A Fuse
PC Pressure Controller
PR Pressure Recorder
Pushbutton switch PI Pressure Indication
GM Governor motor RL Indicator lamp (alternative) PS Pressure Switch
PD Pressure Displacement Meter
Pushbutton switch RX Revolution Transmitter
Earth D-D Relay coil RC Revolution Controller
(alternative)
SA Salinity Alarm
SI Salinity Indication
Transformer BZ Buzzer Pushbutton (start/stop) SX Salinity Transmitter
SM Smoke Indication
SMX Smoke Transmitter
Power supply unit SIG
Whistle relay box Pushbutton TR Temperature Recorder
R B (start/stop/running)
TC Temperature Control
TI Temperature Indication
Group junction box xx Emergency stop TAH Temperature Alarm (High)
LD Liquid sensor GJB/XX
(xx = location) pushbutton box TAL Temperature Alarm (Low)
TAHLI Temperature Alarm High/Low Indicator
ZBK TS Temperature Switch
Zener barrier box Resistor Trip Automatic trip
TH Turbine Meter
TM Torque Meter VR Viscosity Indication
VC Viscosity Controller
LM Limit switch Variable resistor Vacuum circuit breaker VAH Viscosity Alarm (High)
VAL Viscosity Alarm (Low)
S ZS Valve Position Indicator
Solenoid valve BL Bell Air circuit breaker
Receptacle 110 Central meter

INTRODUCTION Safe Operation The second part of the manual details ship’s systems, providing a technical
description, system capacities and ratings, control and alarm settings and
The safety of the ship depends on the care and attention of all on board. Most operating details. Part three provides similar details for the vessels main
General machinery and control system. Parts four and five describe the emergency
safety precautions are a matter of common sense and good housekeeping and
are detailed in the various manuals available on board. However, records systems and procedures.
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single document which gives guidance on
through over-familiarity and the following basic rules must be remembered at 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
all times. used by the shipbuilder.
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform
and guide competent ship’s staff, and trainees in the operation of the systems • Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report Illustrations
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices All illustrations that are referred to in the text and are located either in-text
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment. where sufficiently small, or above the text, so that both the text and illustration
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be are accessible when the manual is laid open. When text concerning an
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. illustration covers several pages the illustration is duplicated above each page
Orders and in no way replaces or supersedes these publications, all of which of text.
take precedence over this manual. • Never ignore any unusual or suspicious circumstances, no
matter how trivial. Small symptoms often appear before a major Where flows are detailed in an illustration these are shown in colour. A key of
Information relevant to the operation of this vessel has been carefully collated failure occurs. all colours and line styles used in an illustration is provided on the illustration.
in relation to the systems of the vessel and is presented in two on board • Never underestimate the fire hazard of petroleum products, Details of colour coding used in the illustrations are given in the following
volumes consisting of CARGO OPERATING MANUAL and MACHINERY whether fuel oil or cargo vapour. colour scheme.
OPERATING MANUAL.
• Never start a machine remotely from the cargo and engine Symbols given in the manual adhere to international standards and keys to the
The vessel is constructed to comply with MARPOL 73/78. These regulations control room without checking visually if the machine is able symbols used throughout the manual are given on the preceding pages.
can be found in the Consolidated Edition, 1991 and in the Amendments dated to operate satisfactorily.
1992, 1994, 1995, 1998, 2001, and 2003.
In the design of equipment, protection devices have been included to ensure Notices
The information, procedures, specifications and illustrations in this manual that, as far as possible, in the event of a fault occurring, whether on the part of
have been compiled by WMT personnel by reference to shipyard drawings and the equipment or the operator, the equipment concerned will cease to function The following notices occur throughout this manual:
manufacturer’s publications that were made available to WMT and believed to without danger to personnel or damage to the machine. If any of these safety
be correct at the time of publication. The systems and procedures have been devices are bypassed, overridden or neglected, then the operation of any WARNING
verified as far as is practicable in conjunction with competent ship’s staff under machinery in this condition is potentially dangerous. Warnings are given to draw reader’s attention to operation where
operating conditions. DANGER TO LIFE OR LIMB MAY OCCUR.
Description
It is impossible to anticipate every circumstance that might involve a potential CAUTION
hazard, therefore, warnings and cautions used throughout this manual are The concept of this Machinery Operating Manual is to provide information to Cautions are given to draw reader’s attention to operations where
provided to inform of perceived dangers to ship’s staff or equipment. In many technically competent ship’s officers, unfamiliar to the vessel, in a form that is DAMAGE TO EQUIPMENT MAY OCCUR.
cases, the best operating practice can only be learned by experience. readily comprehensible, thus aiding their understanding and knowledge of the
specific vessel. Special attention is drawn to emergency procedures and fire
If any information in these manuals is believed to be inaccurate or incomplete, Note: Notes are given to draw reader’s attention to points of interest or to
fighting systems.
the officer must use his professional judgement and other information available supply supplementary information.
on board to proceed. Any such errors or omissions or modifications to the The manual consists of a number of parts and sections which describe the
ship’s installations, set points, equipment or approved deviation from published systems and equipment fitted and their method of operation related to a Safety Notice
operating procedures, must be reported immediately to the Head Office Technical schematic diagram where applicable.
Operations Office, who should inform WMT so that a revised document may be It has been recorded by International Accident Investigation Commissions that
issued to this ship and in some cases, others of the same class. Part one details the machinery commissioning procedures required to bring a disproportionate number of deaths and serious injuries that occur on ships
the vessel into varying states of readiness, from bringing the vessel to a live each year during drills involve lifesaving craft. It is therefore essential that
condition through to securing plant for dry dock. all officers and crew make themselves fully conversant with the launching,
retrieval and the safe operation of the lifeboats, life rafts and rescue boats.

PRINCIPAL MACHINERY PARTICULARS
Illustrations
1a Location Plan of Engine Room - Floor Plan
1b Location Plan of Engine Room - Pump Room
1c Location Plan of Engine Room - 3rd Deck
1d Location Plan of Engine Room - 2nd Deck
1e Location Plan of Engine Room - Upper Deck
1f Location Plan of Engine Room - Above
1g Location Plan of Engine Room - Port Elevation at Centerline
Part 1: Operational Overview

1.1 To Bring Vessel into Live Condition
1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished With Engines
1.9 To Prepare Main Plant for Inerting/Ventilating
1.10 To Prepare the Cargo Oil Pump Turbines for Discharge Operations
1.11 To Shut Down the Cargo Oil Pump Turbines After Discharge Operations
1.12 To Secure Main Plant for Dry Dock

PRINCIPAL MACHINERY PARTICULARS

Water Ballast Key
Illustration 1a Location Plan of Engine Room - Floor Plan Tank
1 - Control Pitch Propeller Hydraulic Drain Tank and Pump
2 - Oily Bilge Pump

Local Group
Void 3 - Sludge Pump
Starter Panel
No.1
4 - Main Lubricating Oil Pump
No.1 5 - Main Engine Stuffing Box Lubricating Oil Drain Tank
Heavy Fuel Oil
Bunker Tank 6 - Engine Room Space Heater at Floor (Aft)
(Port)
7 - Main Engine Local Control Position and Control System Panels
11 8 - Marine Growth Protection System Chlorination Unit

No.2 Low
No.1 11 Sea
9 - Bilge Fire and General Service Pump
Chest
10
8 Up
9 9 10 - Marine Growth Protection System Sea Water Service Pump
6 12 11 - Deck Seal Sea Water Pumps
No.2 No.1
5 Up Up Up
13 12 - Sea Water Strainer
7 14 No.2
2 3 7 13 - Scrubber Cooling Sea Water Pump
1 4
Emergency Main Engine (Hyundai - B & W 7S6OME-C) 14 No.1
14 - Fresh Water Generator Ejector Pump
Escape No.2
16 No.2
Trunk 15 15 - Echo Sounder
Up 16 No.1 Space
No.1 Heater 16 - Cargo Oil Pump Turbine Condensate Pump
29 31 17 No.2
30 4
17 - Main Cargo Oil Pump Condenser Cooling Sea Water Pump
Stern Tube 30 28 17 No.1
LO Tank 18 - Auxiliary Cooling Sea Water Pump
27 26 24
18
Up Up 19 - Engine Room Space Heater at Floor (Forward)
Bilge 23 12
Tank
25 22 21 Up 20 - Marine Diesel Oil Transfer Pump
21 21 - Heavy Fuel Oil Transfer Pump

Main Lubricating Oil
Tank 20 High 22 - Lubricating Oil Transfer Pump
Sea
19 Chest 23 - Main Lubricating Oil Purifier Supply Pump
No.1 24 - Generator Engine Lubricating Oil Purifier Supply Pump

Heavy Fuel Oil
Bunker Tank 25 - Main Engine Air Cooler Chemical Cleaning Tank
(Starboard)
26 - Main Engine Air Cooler Chemical Cleaning Pump
Local Group
Starter Panel Void 27 - Main Engine Scavenge Air Box Drain Tank
No.2
28 - Hydraulic Power Pack for Control Pitch Propeller
29 - Stern Tube Lubricating Oil Cooler

Water Ballast
Tank 30 - Stern Tube Lubricating Oil Pump
31 - Stern Tube Lubricating Oil Sump Tank
14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54
Issue: 1 IMO No.9301419 Section 1 - Page 1 of 7

Illustration 1b Location Plan of Engine Room - Pump Room Top
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
1 2
(Port)
No.2 No.2
Low
1 2
Sea No.1
Chest No.1
3
DN 4
No.2
Key
4 1 - Economiser Feed Water Pump

No.1
2 - Boiler Feed Water Pump
5
6
9 3 - Space Heater On Pump Room Top (Port)
Pump
Room 4 - Water Ballast Pump Motor
7
5 - Cargo Oil Pump Turbine Condenser
No.3
6 - Air Ejector Condenser
7 7 - Cargo Oil Pump Turbine

No.2
8 - Space Heater On Pump Room Top (Starboard)
DN 7 9 - Remote Control Valves System Solenoid Valve Cabinet No.3

No.1 8
No.1
Fuel Oil Heavy Fuel Oil
Overflow Bunker Tank
Tank (Starboard)
Void
Water Ballast
Tank
36 38 40 42 44 46 48 50 52 54

Illustration 1c Location Plan of Engine Room - 3rd Deck Key
Water Ballast
Tank 1 - Engine Room Space Heater Near Diesel Generator (Port)
2 - Oily Bilge Separator
3 - Feed Filter Tank With Inspection Chamber
Void
4 - Atmospheric Condenser
5 - Expanded Metal Wall
No.2 6 - Fire Proof Curtain
Heavy Fuel Oil
7 - Air Conditioning Unit
Bunker Tank No.1
(Port) Heavy Fuel Oil 8 - Cylinder Oil Measuring Tank
Bunker Tank 9 - Welding Space Exhaust Fan
Electrician's 7 (Port)
10 - Expanded Metal Wall
Workshop
Drains Cooler 11 - Main Engine Jacket Fresh Water Preheater
Workshop
Store Room 12 - Main Engine Jacket Cooling Fresh Water Pump
4 13 - Fresh Water Generator

6 14 - Vacuum Pump Motor
Welding
5 Space 15 - Working Stand For Exhaust Valve
10 16 - Grinding Machine For Main Engine Exhaust Valve and Seat
3 11
8 9 17 - Spare Cylinder Cover
2
13 13 12 18 - Spare Cylinder Liner
Up Up
Main Generators Dn
No.2 No.1
1 19 - Port Use Cooling Fresh Water Pump
Local Control
Panels 48 14 20 - Central Cooling Fresh Water Pump
Free 16 15
Free 21 - Spare Exhaust Valve
Emergency Fire No.3 Space No.2
Space
Pump Space 17 22 - Central Fresh Water Cooler
Dn
Main Engine (Hyundai - B & W 7S6OME-C) 14 23 - Engine Room Space Heater at 3rd Deck (Starboard)
15
48 No.1 Pump Room LO and FO
18 24 - Heavy Fuel Oil Purifier Heater (2 Sets)
Emergency Escape Access Separator’s
Crane 21 21
Trunk No.2 Control Panels 25 - Marine Diesel Oil Purifiying Supply Pump
Service 19
Area 20 No.2 No.1 26 - Heavy Fuel Oil Purifiying Supply Pump
22
27 - Main Lubricating Oil Purifier Heater (Upper)
48 22
23 No.2
Generator Engine Lubricating Oil Purifier Heater (Lower)
22
No.1
46 Up 28 - Boiler Fuel Oil Pump
47 No.2 No.1 Dn
24 23 No.1 29 - Generator Engine Lubricating Oil Purifier
No.2 No.1 43 43
30 - Main Lubricating Oil Purifier
29 28 25 31 - Marine Diesel Oil Purifier
45 44 42 No.2 26
41 No.1 27 32 - Heavy Fuel Oil Purifier
29 30 31 32 33 33 No.2
No.1 27 Local Group 33 - Boiler Fuel Oil Heater (2 Sets)
Purifier No.2 No.1 Starter Panel 34 - Main Engine Fuel Oil Heater (2 Sets)
Room No.2 No.2 No.2 No.2 No.4
34 35 No.1 No.1 No.1 No.1 35 - Main Engine Fuel Oil Circulating Pump
36 37 38 39 40 No.1 36 - Main Engine Fuel Oil Supply Pump

Heavy Fuel Oil 37 - Generator Engine Fuel Oil Supply Pump
No.2 No.2 No.1 Bunker Tank
Heavy Fuel Heavy Fuel 38 - Generator Engine Fuel Oil Booster Pump
Heavy Fuel Oil (Starboard)
Bunker Tank Oil Settling Oil Settling 39 - Generator Engine Fuel Oil Heater (2 Sets)
(Starboard) Tank Tank 40 - Main Lubricating Oil Cooler
Heavy Fuel 41 - Main Lubricating Oil Automatic Backflushing Filter
Oil ServiceTank 42 - Boiler Water Circulating Pump
Void (Slope Bottom)
43 - Soot Collecting Tank
44 - Diesel Generator Preheater
Water Ballast 45 - Engine Room Space Heater Near Diesel Generator (Starboard)
Tank 46 - Lubricating Oil Daily Tank
47 - Main Generator
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 1d Location Plan of Engine Room - 2nd Deck Water Ballast
Tank
Void
Key
No.2
Heavy Fuel Oil 1 - Pump Unit of Local Fire Fighting System
Bunker Tank
Marine Diesel
(Port) 2 - Air Conditioning Compressor Unit
Oil Storage No.1
Tank Heavy Fuel Oil 3 - Sewage Treatment Plant
1 2 Bunker Tank
(Port) 4 - Sewage Collecting tank
4 5
Fresh 6 5 - General Use Transformer
Water Tank Engine Control
(Port) 5 Room 6 - Unit Air Cooler For Engine Control Room
27 3
7 - Spare Piston
28
Up
8 - Overhead Crane (Safe Working Load 4 Ton)
Up
Emergency
Up Up
Fire Pump 9 - Cooling Fresh Water Booster Pump
Space Dn
10 - Service Air Reservoir
Cylinder Oil
No.2 Storage Tank 11 - Control Air Reservoir
Auxiliary
Emergency
Boiler
Escape 12 - Engine Room Space Heater At 2nd Deck (Starboard)
Trunk Main
8 Lubricating
Pump Room 13 - Service Air Compressor
7 Crane Sevice Oil Settling
Access
Area Tank 14 - Control Air Compressor
Main
Turbine Lubricating
No.1 15 - Main Air Reservoir
Lubricating Oil Oil Storage
Auxiliary Cooling
Storage Tank Tank
Boiler Fresh Water System 16 - Main Air Compressor
Expansion Tank
Steering Gear 17 - Auxiliary Air Reservoir
Dn Generator
Room & Rope
Engine
Storage Space Dn 18 - Purifier Room Exhaust Fan
Lubricating Oil
19 19 Storage Tank
Local Group 9 19 - Control Air Dryer
Starter Panel No.2 No.1 16 16
26 14 13 Local Group 20 - Exhaust Gas Economiser
No.6 Fresh No.2 No.1
10 Starter Panel
Water Tank No.5
25 20 21 - Provision Refrigeration Compressor Unit
(Starboard)
24 11 No.1
23 12 Heavy Fuel Oil 22 - Calorifier
22 15 15 Bunker Tank
21 23 - Steriliser
18 17 (Starboard)
Marine No.2 No.1
Diesel Marine Heavy Fuel Heavy Fuel 24 - Mineraliser
No.2
Oil Service Diesel Oil Heavy Fuel Oil Oil Settling Oil Settling
Tank Settling Tank Tank 25 - Hot Water Circulating Pump
Bunker Tank
Tank
(Starboard) Heavy Fuel
26 - Fresh Water Hydrophore Unit
Oil Service Tank
(Slope Bottom)
Galley No.1 and No.2 Void 27 - Engine Room Space Heater At 2nd Deck (Port)
440/230V Transformers
28 - Engine Room Toilet
Water Ballast
Tank
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 1e Location Plan of Engine Room - Upper Deck
Upper Deck Plan
Lobby
Paint
Locker
Hospital
Emergency Generator 6-Suez Foam &
Room Crew Fire Control
Room
Garbage
Locker
Dispensary
Dn Engine Room
OX Entrance
Inert Gas /8 /XYGEN7ELDING#YLINDER2OOM
Up !# !CETYLENE7ELDING#YLINDER2OOM
Scrubber AC Crew's
Up C.D. & #$ #ABLE$UCT
Changing
P.S. 03 0IPE3PACE
Room
Gymnasium #' #LEANING'EAR
Officer's
Changing
Room
Stairway
Engine Sauna
Room Hydro Power
Hatch Unit Room
C.G.
Incinerator Locker
Room
Public
Dry Provision Toilet
Incinerator
Store
Bonded Laundry
Store Drying
Room
Fish Lobby Locker Spare

Room Crew (A)
Deck CO2 Room
Locker
Meat
Vegetable Spare
Room
room Crew (B)
Lobby
12 14 16 18 20 22 24 26 28 30

Illustration 1f Location Plan of Engine Room - Above
A Deck Plan B Deck Plan C Deck Plan

12 12 Key
1 1 - Topping-Up Inert Gas Generator

10 Fan 8
Dn Room 2 - Boiler Forced Draught Fan
12
3 - Incinerator Room Exhaust Fan
Up
Openable J-Damper
4 - Incinerator Marine Diesel Oil Tank
2 11
Dn No.2 Dn 5 - Incinerator Waste Oil Settling Tank (Top)
No.2
6 - Incinerator Waste Oil Service Tank
Incinerator 11 7 - No.1 Engine Room Ventilation Fan (Reversible Type)

2 Room No.1
Extraction 8 - No.2 Engine Room Ventilation Fan (Reversible Type)
No.1
Fan
3
Openable J-Damper 9 - No.3 Engine Room Ventilation Fan (Non-Reversible Type)
Fan 10 - No.4 Engine Room Ventilation Fan (Non-Reversible Type)
9 Room
7
11 - Inert Gas Fan
4 5 6
12 12 12 12 - Louvre
12 14 16 18 20 22 24 26 12 14 16 18 20 22 24 26 12 14 16 18 20 22 24 26

Illustration 1g Location Plan of Engine Room - Port Elevation at Centre Line
C Deck
(32,550 A/B)
Fan
Room
B Deck
(29,050 A/B)
A Deck
(25,650 A/B)
Engine
Control Escape Trunk From
Room Engine Control Room
Upper Deck
Engine (22,650 A/B With Cam 1,050)
No.2 Room
Auxiliary Toilet
Boiler
Marine Diesel Main Lubricating Oil
Oil Storage Storage/Settling Tank
Tank
No.2
Heavy Fuel Oil 2nd Deck
Bunker Tank (16,000 A/B)
(Port) No.1
Heavy Fuel Oil
Store Bunker Tank
Electrician's
Workshop Room (Port)
Workshop
3rd Deck
(10,700 A/B)
Main Engine (Hyundai - MAN B&W 7S60ME-C)

Main Lubricating
Oil Pump Pump Room Top
(6,400 A/B)
Floor (4,700 A/B)
Pump
Tank Top (2,700 A/B)
Room
4100 Oily Main Lubricating Tank Top For Hold (2,300 A/B)
Bilge Holding Bilge
Tank Oil Sump Tank
Tank
Base Line
14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54
10400 From A.P. 24000 4000 5100

(Frame Space 800) (Frame Space 800) (Frame Space 800) (Frame Space 850)

1.1 To Bring Vessel Into Live Condition
Dead Ship Condition
Prepare the cooling SW systems for operation. 2.4.1

Start the SW cooling systems. 2.4.2
Shore power available No shore power available
Establish shore supply. Check the emergency generator Start up the control air compressor and bring the
Check phase sequence, voltage 2.13.5 2.7.1 2.10.3
diesel oil tank level is adequate. system up to pressure.
and frequency.
Isolate the sequential restart system. 2.13.8 Start the electrically driven DO supply pump and
Start the emergency generator. 2.12.2 2.6.2
All ancillary equipment set to manual shut down the air driven DO supply pump.
to avoid low pressure auto restart.
Supply the emergency and main
switchboards.
Start the port use FW circulating pump 2.5.1 Disconnect the shore power supply. 2.13.5
and supply the generator engines' Stop the emergency generator and 2.12.2
electric preheater unit. 2.5.2 place on standby.
Place emergency generator on standby. 2.13.6
Start No.1 air compressor and fill the auxiliary and 2.10.1
general service air receiver. Ensure all non-essential Reset the preference trips. 2.13.8
equipment fed from the general service air is isolated.
Ensure that the GS air supply to the emergency air
driven DO supply pump is open.
Start an inert gas deck seal sea water pump. 2.4.1
Start the generator engines emergency air operated 2.6.2

diesel oil supply pump. Ensure the engine room CO2 system is operational. 4.2
Prepare a generator engine for starting. Start the LO 2.8.2

priming for the engine then start the generator engine. Ensure the engine room local fire detection system
4.3
is put into service. If the FW tank level is adequate
put the Local Fire Fighting system on line, either in
AUTOMATIC or MANUAL mode according to the
Chief Engineer’s instructions.
If power supplied by shore power, prepare to isolate 2.13.2
and transfer power from a generator engine. 2.13.3
Supply power to the main and emergency 440V and
220V switchboards, restart the FW cooling pump. Ensure the engine room fire hydrant system is
4.1
ready for use.
Continued on Next Page
Issue: 1 IMO No.9301419 Section 1.1 - Page 1 of 2

From Previous Page
Cargo
Ensure the deck foam system is ready for use.
4.2
Start the engine room and accommodation

ventilation fans. Start the air conditioning system. 2.14.3
Put the general service air system into operation. 2.10.2
Put the domestic refrigeration system into 2.14.2

operation.
Start the domestic water system with the calorifier 2.14.1

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

Restore the switchboard sequential restart system. 2.13.8
Put the remaining diesel generators on standby. 2.13.6
Start the sewage treatment plant. 2.14.5
Plant is now in Live Condition
One diesel generator in use, the other diesel

generators are on standby.
The emergency generator is on standby.
The boiler and steam system is shut down.
The SW and FW systems are in use.
The domestic services are in use.

1.2 To Prepare Main Plant For Operation
Plant is in Live Condition

The boiler and steam system is shut down.
The SW and FW systems are in use.
The domestic services are in use. Start the HFO purifier system. 2.7.2
Prepare and flash up an auxiliary boiler, using 2.2.1

diesel oil. 2.6.3 Change the diesel generator over to run on HFO. 2.6.2
Start a boiler feed water pump. 2.3.3 Start the main engine jacket CFW pumps and 2.5.1
Line up the distilled water make up system.
supply steam to the main engine jacket preheater.
Supply steam to the low pressure steam system. 2.2.5

Supply steam to the main engine FO heater
Start the main engine FO supply and circulating 2.2.5
pumps. Start the viscosity controller.
2.6.1
Supply steam to the HFO tanks and trace heating, Circulate HFO until the MDO has been expelled.
Supply steam to the boiler fuel oil heaters. Start the 2.2.5
other boiler pilot burner pump and circulate fuel. 2.6.3
Maintain the standby generators in a warm

condition using the generator engine preheaters. 2.12.1
Change the first boiler to operate on HFO. 2.6.3
Plant in ‘In Port’ Condition
Put the first boiler on automatic operation. Prepare 2.2.2

2.2.1 One diesel generator in use, the other diesel
the other boiler for flashing operations.
2.6.3 generators are on standby.
The boiler and steam systems are in use.
The diesel generator is running on HFO.
When the other boiler is at the normal working 2.2.2
The main engine JCW system is in warm condition.
2.2.1
pressure it may be coupled with the first boiler. The main engine is circulating with hot HFO.
2.6.3
.

1.3 To Prepare Main Plant for Manoeuvring from 'In Port' Condition
Plant in 'In Port' Condition

Check that the turbochargers are receiving an
2.1.1
adequate supply of oil.
The boiler and steam systems are in use.
Inform the bridge before changing over the main
The diesel generator is running on HFO. 2.1.1
engine and CPP control from separate control to
The main engine JCW system is in warm condition.
automatic (combination) control.
The main engine is circulating with hot HFO.
Start the LO purifier system. 2.8.4

Start the steering gear motors and carry out
2.11
steering gear function tests.
Ensure the cylinder oil measuring tank is full. 2.8.1
Place the Power Management System in Auto 22.12.1 Change control to bridge control. Check the
telegraph and clocks before changing to bridge 2.1.2
mode to allow a 2nd generator to start if required. 2.13.2
control.
Prepare to start the main engine by starting the 2.1.1

following pumps: 2.6.1
Main lubricating oil 2.8.1 Ensure all standby pumps are on automatic. 2.13
Main engine fuel oil supply 2.1.4
Main engine fuel oil circulating
CPP hydraulic oil pressure
Switch on the FO and LO Auto clean filters
Ensure that the deck machinery circuit breakers are
2.13
in the ON position.
Obtain clearance from the bridge:
Operate the cylinder lubricators before turning the
engine using the turning gear. Plant in Manoeuvring Condition
Open the air start valves. Check the engine starting

status on the main operating panel, ensuring that
Two diesel generators in use, the remaining diesel
a hydraulic pump and auxiliary blower has started
generator is on standby.
automatically. Turn the engine on air, observe the
indicator valves, before stopping the engine and
The boilers and steam system are in use.
closing the indicator valves.
The diesel generators are running on HFO.
The main engine is heated and ready for use on
bridge control.
Start the main engine and increase the speed up The main engine is circulating with hot HFO.
to 50 rpm, ensuring that the critical speed is quickly Both steering gear systems are in use.
passed. The deck machinery is ready for use.

1.4 To Change Main Plant from Manoeuvring to Full Away
Plant in Manoeuvring Condition
Bridge stops one steering gear motor. 2.11
Two diesel generators in use, the remaining diesel

generator is on standby.
Put the economiser dump steam system into
The emergency generator is on standby. 2.2.4
operation.
The boilers and steam system are in use.
The main engine is heated and ready for use on
bridge control.
The main engine is running on HFO. Operate the turbocharger blower cleaning system
Both steering gear systems are in use. 2.1.1
if required.
The deck machinery is ready for use.
The vessel is manoeuvring on bridge control.
Start up the FW generator system. 2.4.3

Do not fill fresh water tanks while in coastal waters.
The bridge presses the At Sea pushbutton, which
is acknowledged in the ECR and the main engine 2.1.2
goes on to an automatic load up program.
Transfer and purify HFO as required. 2.7.2
Operate the exhaust gas economiser sootblowers. 2.2.7
When the load up program completes, check the

2.1.2
main engine pressures and temperatures.
When the bridge notifies the engine control room
of full away, record the following:
Time.
Main engine revolution counter.
HFO and MDO tank levels. Reduce the bilge water holding tank level through 2.9.1
HFO and MDO counters. the OWS if the vessel is not in a restricted area.
Fresh water tank levels.
Ensure the boiler stops as the economiser takes

Ensure the auxiliary blowers stop automatically. 2.1.2 over steam generation. Secure the standby boiler
2.2.1
and supply heating to maintain pressure above
0.5MPa or place in the wet lay up condition.
Vessel is Full Away on Bridge Control

1.5 To Prepare For UMS Operation
Plant 'Manned' Condition All standby pumps and machinery systems

are on auto start, the sequential restart system is 2.13.8 Acetylene and oxygen cylinder valves are closed
operational. and flexible pipes disconnected.
Ensure all FO, LO and fresh water tanks/sumps
are adequately full.
All ventilation fans are running.
Main engine is on bridge control. 2.1.2

Ensure the bilges are dry and the high level 2.9.1
alarms are operational. All combustible material is stored in a safe place.
All strainers and filters of running and standby The control system is programmed to print alarms 3.1
Ensure smoke and fire sensors are operational machinery are in a clean condition. as required.
4.3
and the local fire fighting system is set to
AUTO/MANUAL. 5.8
The engine room watertight doors to deck

and steering gear compartment doors are shut Control is on the bridge and duty officers are
All piping systems are tight and not temporarily 3.1
informed of commencement time of UMS.
repaired.
All operating parameters are within normal range. 3.1

All alarms and safety cut-outs are operational. 3.1
Duty officer made aware of identity and location of
the duty engineer.
All drain tanks are empty.

ECR air conditioning unit is operating correctly. 2.14.4
Watchkeeper control switched to the duty

Compressed air receivers are fully charged. 2.10 engineer's cabin. 3.1.6
All loose items are secured.
Purifier feed inlets are suitably adjusted. 2.7.2

Plant in 'UMS' Condition
Electric appliance plugs are removed in the ECR.
Emergency diesel generator is on standby. 2.13.6
Note: The UMS period must not exceed 8 hours.

Stopped diesel generators are on standby. 2.13.2 Workshop welding machine plug is removed.

1.6 To Change From UMS To Manned Operation
Manning to Answer an Alarm Normal Handover
The duty engineer should be aware of all the maintenance

When summoned by the extension alarm system,
The duty engineer proceeds to the ECR. being carried that may affect the operation of the plant
the duty engineer proceeds to the ECR.
and should be informed of any changes to the
day's schedule.
The wheelhouse is informed of manned condition The wheelhouse is informed of manned condition. The duty engineer can then proceed with his normal
and the alarm cause.
tour of inspection.
The watchkeeping control remains with the wheelhouse The data logger printouts generated during the
if it is expected that the alarm will be dealt with promptly. UMS period are examined. Plant in 'Manned' Condition
The alarm condition is rectified and if necessary The off-duty engineer hands over to the oncoming duty
assistance is called for. engineer, discussing any irregularities. Ideally the
handover should be carried out in front of the other
engineers to provide them with continuous plant
operation knowledge.
When the condition is cleared, the engineer will notify

the wheelhouse.
The senior engineer is informed of any plant defects.
It will then be decided if they should be included in the
present day's work list.
The engineer will confirm that the engine room
will resume the unmanned condition.
The senior engineer delegates the work list and
discusses relevant safety practices.

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.
Operate the economiser sootblowers and isolate 2.2.3
the system. 2.2.6
Ensure that the engine room bilges and bilge

2.9.1
holding tank are empty.
Bridge informs the engine control room of EOP.
Shut down the fresh water evaporator plant. 2.4.3

Record the following:
Time.
Main engine revolution counter.
HFO and MDO tank levels.
Start a second diesel generator and place in 2.12.1 HFO and MDO counters.
parallel on the switchboard. 2.13.2 Fresh water tank levels.
The main starting air compressors are on auto. 2.10.1

Check the starting air system drains for water. Ensure that the standby boiler is in automatic mode, 2.2
to take over from the exhaust gas economiser.
If required to manoeuvre on MDO begin the

2.6.1 Operate the turbocharger washing system 2.1.1
changeover 1 hour before the end of passage. if required.

By adjusting the setting on the engine power limiter in
in the ECR, manually reduce main engine speed at 2.1.1
a rate no greater that 1 rpm per minute.
Two diesel generators are in use, the remaining
diesel generator is on standby.
Start the second steering gear motor. A boiler is in use.
Carry out steering gear tests. 2.11.1 Both steering gear motors are in use.

1.8 To Secure Main Plant At Finished With Engines
Stop the steering gear. 2.11

Two diesel generators are in use, the remaining
diesel generator is on standby.
A boiler and the economiser are in use. Stop the controlled pitch propeller Hydraulic pumps. 2.1.4
Both steering gears are in use.
Close the air start valves and open the cylinder
indicator valves. Engage the turning gear.
Bridge notifies the engine control room of Standby

Constant. Maintain the JCW temperature for normal port stay. 2.5.1
Leave a main LO pump running. If access to the

Move the main engine starting lever to match the 2.1.1 crankcase is required, run the LO pump for at
ECR rpm with the bridge rpm on the MOP. least 20 minutes after FWE. Maintain the LO 2.8.1
sump temperature with the LO purifier.
Turn the CPP control switch to the Separate 2.1.1 If the main engine was manoeuvred on MDO, stop
2.6.1
Control position. the HFO pumps.
Two diesel generators will remain in use if cargo or

ballast pumps are required. 2.13.2
Move the Start lever to the STOP position. 2.1.1
Set the power management system to AUTO.
Prepare the plant for cargo operations if required 2.2.1

such as the second boiler for cargo pumps, the 2.2.2
Inform the bridge before pressing the FWE 2.1.1 2.2.4
atmospheric condenser for drains and stripping
pushbutton, to change the engine control from 2.3.1
pump exhaust.
At sea to Standby mode. 2.4.1
Prepare the plant for IGS operations if required. 2.15

Ensure that the main engine hydraulic oil pressure 2.1.1
pumps and the auxiliary blowers have stopped
automatically.
Plant in 'In Port' Condition

1.9 To Prepare Main Plant for Inerting/Ventilating
Inerting All Cargo Tanks Empty and Gas Free Venting All Cargo Tanks Inerted
Ensure all cargo lines have been line washed. Ensure all cargo lines have been line washed.
Prepare the IG plant for operation. 2.15

Prepare the IG plant for operation on fresh air. 2.15
Fit the cross connection spool piece between the

IG main and the No.3 cargo loading line.
Fit the cross connection spool piece between the
IG main and the No.3 cargo loading line.
Open valves to supply inert gas to the cargo

tanks via the bottom lines and tank suction valves.
Ensure all the spectacle flanges in each tank
have been swung to the OPEN position and the
manual valve is open.
Ensure all the spectacle flanges in each tank
have been swung to the OPEN position and the
manual valve is open.
Open the tank lids.
Open the vent mast manual control valve.
Start the IG plant in fresh air mode. 2.15
Ensure the correct water level is showing in the

deck water seal.
Open the manual IG isolating valves IG-33 and
IG-34 to the cargo top line and OD356. Fresh air
will now be delivered to the selected tanks with
Start the IG Plant. 2.15 the displaced inert gas being vented out via the
tank lids.
Open the manual IG isolating valves IG-33 and

IG-34 to the cargo top line and OD356. Inert gas
will now be delivered to the selected tanks with Test the tank's atmosphere with a portable O2
the displaced atmosphere being vented out via the meter.
tank supply/outlet branch lines to the vent riser.
Leave the fans running as long as required

Using the sounding pipe for access test all tanks whilst a fresh air atmosphere is required.
in turn untill 7% O2 or less is achieved.
All Cargo Tanks Ventilated

When all tanks are fully inerted close the vent riser
control valve and pressurise the tanks to 100kPa.
.

1.10 To Prepare The Cargo Oil Pump Turbines For Discharge Operations
Check all the turbine lubricating oil sumps for water using the sump drain
valve and drain as necessary. Top up the LO sumps to slightly above the
working level. 2.2.3
Open the cargo condenser condensate pump suction and discharge
valves, balance line valves and the condenser recirculation and level 2.3.1
Check and replenish the governor oil levels. control valves.
Start one condensate pump and ensure that the hotwell level remains
normal.
Open the cargo condenser SW inlet and outlet valves.

Check that the sea water overboard valve is fully open. 2.4.1
Open the main sea water cooling pump suction and discharge valves.
Open the vacuum unit condenser SW inlet and outlet cooling valves. 2.4.2
Warm through and supply gland steam to the turbine gland systems. 2.2.4
Vent any air from the condensers.
Start one of the vacuum steam ejectors and check that the vacuum in the
cargo condenser increases.
Open all the cargo oil pump lubricating oil cooler SW inlet and outlet 2.4.2
valves. Cooling water is supplied from the auxiliary sea water cooling Full vacuum will not be achieved until gland steam is supplied to the
system. turbines at a pressure of 0.03 to 0.05MPa.
Locally start the cargo oil pump turbine pre-lubricating oil pumps. Check Open all the turbine drain valves, steam chest drain valves, individual
the oil levels in the lubricating oil sumps. Check that oil pressure reaches steam line drain valves, low point steam trap valves and drain separator
the priming pressure of 0.03MPa. steam trap drain valves.
Ensure that the trip cylinders move out and that the trip latch is in Slowly and carefully open the cargo oil pump main steam stop warming 2.2.4
a position to engage. through valve. Warm and drain the steam lines and turbines, closing in
the drains as necessary. Check that drain traps are working properly.
If inert gas is required prior to the starting of the cargo pumps open the 2.2.4
inlet and outlet valves to the main steam dump valve. Ensure the boiler is
Open the cargo oil pump turbine exhaust valves. 2.2.4 firing to at least 20% to ensure the required quality of IG. 2.2.2

1.11 To Shut Down The Cargo Oil Pump Turbines After Discharge Operations
Change the boilers to Low - Firing mode. 2.2.2
Ensure that all the COPT lubricating oil priming pumps are running.
Close all the turbine trip valves, close the cargo oil pump turbine main
steam stop valve and close all the gland steam valves.
Open all the turbine, line and steam chest drains.
Close the cargo oil pump turbine exhaust valves.
Shut down the vacuum ejector unit(s).
Stop the condensate pump. Leave it operational in case the condenser

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

gearing.
Shut down the sea water cooling to the vacuum ejector condenser and
2.4.1
the vacuum condenser.

1.12 To Secure Main Plant For Dry Dock
Plant in ‘In Port’ Condition

Establish shore power.
Check the diesel generator is operating on DO. 2.6.2 2.13
Check the phase sequence, voltage and frequency.
Shut down the diesel generators until only one is 2.13.2
in use. 2.12.1
Shut down the auxiliary boilers. Stop the diesel generator. 2.12.1
Allow them to cool naturally, drain if required for 2.2.1
Ensure all tanks are at the required levels to give maintenance OR put in the wet lay up condition.
the vessel the necessary trim, draught and
stability for entering dry dock. Isolate the emergency generator then connect the
shore supply to the emergency switchboard.
Shut down the feed pumps and condensate system. 2.13.4
2.3 Supply the main and emergency switchboards.
Shut steam off the JFW heaters. Allow the JCW Isolate the distilled water tanks. Establish lighting and ventilation and any other
2.5.1
pumps to run until the main engine has cooled down. essential services.
Circulate the boiler FO system with DO.

2.6.3
Transfer the main engine LO sump to the LO Shut down the boiler FO pumps.
2.8.4
settling tank via the purifier.
Connect Shore SW cooling.
Restart the SW and FW cooling systems for the 2.4
Shut down the stern tube LO system. 2.8.3
2.5
generator engines if necessary to circulate the
Shut down the LO purifier. 2.8.4 generator engine. When cooling is complete stop
and isolate the pumps.
Change the domestic water heating to electric. 2.14.1
Shut down the HFO purifier. 2.7.2
Restart a main air compressor to maintain the quick 2.10.1
closing valves safety system.
Shut down the air conditioning and refrigeration
The main engine should have been manoeuvred 2.14
plants until the shore power supply is established. .
on DO if not, change over to DO and circulate FO
back to HFO tank, until the line has been 2.6.1 Secure the engine room CO2 and local fire 4.2
flushed with DO. Stop the main engine FO pumps fighting systems and ensure that they are
4.3
and viscosity controller. Shut down the fire pumps. operational.
4.1
Pressurise the fire main from the shore supply.
Open the breakers on the deck machinery system. 2.13.4

The dry dock can now be emptied.
Isolate the sequential restart system. 2.13
Plant Secured for Dry Dock

PART 2: MAIN ENGINE AND AUXILIARY SYSTEMS
2.1 MAIN ENGINE
2.1.1 Main Engine B & W 7S60ME-C Details
2.1.2 Main Engine Manoeuvring Control
2.1.3 Main Engine Safety System
2.1.4 Controlled Pitch Propeller System
Illustrations
2.1.1a Main Engine B & W 7S60ME-C
2.1.1b Main Engine Hydraulic Oil Loop
2.1.1c Fuel Oil Booster and Exhaust Valve Actuator
2.1.2a Engine Remote Control System
2.1.2b Main Engine Local Control Panel
2.1.3a Main Engine Safety Switch Panel
2.1.4a Controlled Pitch Propeller System
2.1.4b Controlled Pitch Propeller Hydraulic System

Illustration 2.1.1a Main Engine B&W 7S60ME-C

Exhaust
Hydraulic Exhaust
Manifold
Valve Actuator
Jacket Cooling
Water Pipes
Cylinder Cover
Hydraulic Actuator
Piston Rod
Electric Auxiliary Scavenge Port

Scavenge Air Blower
Stuffing Box
Air Cooler Crosshead Guide Shoe
Enlarged View of Piston Crown LO

Cooling Arrangement
Crosshead Guide
Connecting Rod
Holding Down Bolts
Issue: 1 IMO No.9301419 Section 2.1.1 - Page 1 of 14

2.1 MAIN ENGINE Introduction The Hydraulic Power Supply (HPS) unit provides the hydraulic power and
Hydraulic Cylinder Units (HCUs) regulate the supply of hydraulic oil to the
2.1.1 MAIN ENGINE B & W 7S60ME-C DETAILS The 7S60ME-C engine is a single-acting, two-stroke, non-reversible, diesel fuel injection booster pumps and the exhaust valve actuators. The Engine
engine of crosshead design with exhaust gas turbocharging and uniflow Control System (ECS) controls the operation of the HCU and other engine
Maker: Hyundai-MAN B & W scavenging. It does not have a conventional camshaft but has electronic control systems as in the following list:
Model: 7S60ME-C Mk8 of fuel injection, starting air and exhaust valves. Tie rods bind the bedplate, • Electronically profiled fuel injection (EPIC)
columns and cylinder jacket together. Crankcase and cylinder jackets are
Type: Electronically controlled, two-stroke, single-acting, • Exhaust valve actuation
separated from each other by a partition, which incorporates the sealing gland
non-reversible, crosshead diesel engine operating
boxes through which the piston rods pass. The cylinders and cylinder heads • Fuel injection booster pumps
on uniflow scavenging with two constant pressure
are fresh water cooled.
turbochargers and air cooler • Air starting system
Number of cylinders: 7 The exhaust gases flow from the cylinders through the hydraulically operated • Governor function
Cylinder bore: 600mm exhaust valves, which are fitted with small vanes on their spindles designed
• Auxiliary blowers
Stroke: 2,400mm to make the valves rotate in service. The gases then pass into an exhaust gas
Output (MCR): 16,636kW (22,300 bhp) at 105 rpm manifold from where they then pass through a constant pressure turbocharger.
The hydraulic power supply unit (HPS), which consists of three engine driven
Mean effective pressure: 19.7 bar at MCR pumps and two electrically driven pumps, pressurises the hydraulic circuit.
The charge air delivered by the turbochargers flows through air coolers and
Output (CSR): 14,972kW (20,070) at 101.4 rpm Oil for the hydraulic circuit is taken from the main engine lubricating oil
water separators into the air receiver. Combustion air enters the cylinders,
circulation system after the auto backflush filter.
Mean effective pressure: 18.4 bar at NCR through the scavenge ports, when the pistons are nearly at their bottom dead
Direction of rotation: Clockwise looking from aft centre (BDC) position. At low loads electrically driven auxiliary blowers boost
Fuel oil: Specific gravity 0.99
the air supply to the scavenging air space. Lubricating Oil System (see section 2.8.1)
Lower calorific value 42,707 kj/kg The pistons are cooled by the bearing system lubricating oil. The thrust bearing The engine lubrication system, with the exception of cylinder oil lubrication, is
Consumption: 125.9g/bhp per hour at MCR (fuel economy mode) and turning gear are situated at the engine’s aft end. supplied by one of two main LO pumps rated at 345m3/h and 4.3kg/cm2. These
pumps take their suction from the engine’s sump and supply oil to the main
Engine starting is by compressed air at 30kg/cm2 with the supply of air to the bearing manifold, piston cooling manifold and the hydraulic power supply unit
Turbocharger
cylinders being controlled by means of pilot air sent to the cylinder starting mounted on the engine. A branch from the main LO supply line to the engine
Maker: Hyundai-ABB valves by electronically operated valves. directs oil to the turbocharger bearings. When one LO pump is running the
No. of sets: 2 other is switched to standby for automatic start in the event of the discharge
Type: TPL77-B11 The engine is also fitted with an axial vibration damper, of the piston and split pressure of the operating pump falling below a predetermined value.
housing type, which is mounted on the forward end of the crankshaft.
The oil temperature in the system is controlled by a fresh water cooled LO
Auxiliary Blower The engine is provided with an electronic governor which regulates the fuel cooler that regulates the oil entering the engine to 45°C. Oil contamination
supply to the cylinder injectors. There is no governor actuator but the governor is controlled by a 40 micron automatic backflush filter, with manual bypass
Maker: Hyundai
processes electronic signals from the controls and the engine before sending strainer, through which the oil has to pass before it is allowed to enter the
No. of sets: 2 control signals to the fuel injection system. engine.
Model: HAA-334/125N
Motor: HHI/EMD 250M; 75kW at 3,565 rpm In case of failure of the remote control system, the engine can be controlled
Main and Crosshead Bearing Oil System
from an emergency control stand located at the engine side. The engine drives
a controllable pitch propeller and this may also be operated from a local control The main bearing system oil operates at a pressure of 4.3kg/cm2 supplied from
Air Cooler position in an emergency. the main LO pumps. The pipework is of steel construction with the oil being
fed to each main bearing through branches from the main lubrication pipe
Maker: Donghwa Entec
The engine is fitted with electronically controlled fuel injection and exhaust located along the engine. Cooling oil is led to internal telescopic pipes through
No. of sets: 2 valve operation. The conventional camshaft operated fuel injection pumps and branches from the cooling oil main pipe located on the exhaust side of the
Part number: A19 - 225470 - 4 exhaust valve actuators are replaced by hydraulically operated units which are engine. From here some of the oil is branched to the crosshead’s shoes and
controlled by the electronic system. The hydraulic power units supply high bearings for lubrication and to the underside of the piston crown for cooling.
pressure oil to power the fuel injection booster pumps and the exhaust valve
actuators, solenoid controllers directing the hydraulic oil to these units to give The oil has good oxidation resistance and detergent properties with a viscosity
the correct timing and operational duration. grade of SAE 30.

Illustration 2.1.1a Main Engine B&W 7S60ME-C

Exhaust
Hydraulic Exhaust
Manifold
Valve Actuator
Jacket Cooling
Water Pipes
Cylinder Cover
Hydraulic Actuator
Piston Rod
Electric Auxiliary Scavenge Port

Scavenge Air Blower
Stuffing Box
Air Cooler Crosshead Guide Shoe
Enlarged View of Piston Crown LO

Cooling Arrangement
Crosshead Guide
Connecting Rod
Holding Down Bolts

The Hydraulic Power Supply (HPS) unit is supplied with oil from the main Cooling Water System The high temperature cooling water from the operating cooling fresh water
lubricating oil circulation system after the automatic backflush filter. In addition pump is fed to the engine’s pipework and through branches to the cooling
to supplying the fuel injection booster pumps and the exhaust valve actuators The main engine cooling consists of two systems. The high temperature (HT) jacket on each cylinder.
the hydraulic servo oil system also drives the cylinder lubricator units. cooling fresh water system for the cylinders and exhaust valves and the low
temperature (LT) central fresh water cooling system for the scavenge air cooler The water is led from the cooling jacket up through the cylinder cover and
and lubricating oil cooler (see section 2.5.1). exhaust valve housing and from there to a manifold through which it is carried
Turbocharger Bearing Oil
back to the fresh water cooler.
The turbocharger bearings are supplied with LO from a line branched off the The HT cooling fresh water system is a closed circuit system that supplies
main engine LO supply rail and as such the system is common with the rest cooling water to the cylinders and exhaust valves and has its temperature To prevent thermal stress to the engine’s components, the cooling water
of the main engine LO system. Because of the nature of turbochargers and the controlled by a three-way valve arrangement which diverts water to and takes outlet temperature should be maintained as steady as possible under all load
high speeds at which they rotate, it is essential that the turbocharger bearings suction from, the low temperature central fresh water cooling system. The LT conditions. The maximum fluctuations being ±2°C under constant loads and ±
receive a plentiful supply of oil at all times to prevent bearing failure. central cooling fresh water system is operated by the LT central cooling fresh 4°C during load changing conditions.
water pumps. The cooling fresh water is chemically treated with a nitrite-
The oil supply to the turbocharger is fitted with a low pressure alarm and the borate based inhibitor to prevent corrosive attack, sludge formation and scale A main engine jacket water preheater is fitted in the HT cooling system. The
outlet flow is fitted with a high temperature alarm. An engine shutdown is deposits within the system. preheater is operated when warming the engine through from cold and when
activated if the turbocharger LO supply pressure falls below 0.8kg/cm2. the engine is stopped, but needs to remain in an operational condition.
Cooling Water System Description
The low temperature cooling requirements of the main engine are met by the
Cylinder Lubrication System
The engine’s high temperature cooling water is supplied by two jacket cooling LT central fresh water cooling system which is operated by one or both of the
The cylinder lubricators are speed dependant and are essentially controlled water pumps, one operational and the other on standby. The water temperature low temperature cooling fresh water pumps.
by the main engine revolutions. Each cylinder has six connections mounted leaving the engine is controlled at 80°C by a three-way valve that diverts
radially around the cylinder liner. The cylinder oil measuring tank (1.0m3) some water to the LT central cooling system, and takes some suction from
is supplied from the cylinder oil storage tank (52.4m3) by means of gravity. that system, and the remainder flows back to the suction side of the main
Hydraulic Servo System
Cylinder oil flows by gravity from the cylinder oil measuring tank to the jacket cooling fresh water pumps. The amount of water passing to and from
The hydraulic servo system provides hydraulic power for operating the
cylinder lubricator oil boxes, each box being fitted with an automatic filling the LT fresh water system is load dependant but it is important to maintain the
fuel injection booster pumps, the exhaust valve actuators and the cylinder
valve. The drive unit for the lubricator pump at each cylinder lubricator box is engine’s temperature to avoid increased cylinder wear. A low cooling water
lubricators. The heart of the hydraulic servo system is the Hydraulic Power
powered by servo oil from the HPS. temperature, for example, can cause condensation of sulphuric acid on the
Supply (HPS) unit which comprises three engine driven hydraulic pumps and
cylinder walls.
two electrically driven hydraulic pumps. These pumps all take suction from the
The Alpha cylinder lubrication system is designed to supply cylinder oil
same filter unit and all deliver pressurised oil into the safety and accumulator
intermittently to the cylinder lubricator quills, e.g. at a defined number of There are two fresh water generators and these are heated by water circulating
block which then supplies the Hydraulic Cylinder Units (HCU) mounted at
engine revolutions which is variable. Cylinder oil is supplied to the quills in the jacket cooling system. The fresh water generators act as coolers for the
each cylinder.
at constant pressure with a controlled timing and dosage. Electronic control jacket cooling water and reduce the requirement for cooling water transfer to
is by the engine control system, this control being exercised by the Cylinder and from the LT central cooling system when the engine is operating. The engine driven hydraulic pumps are driven from the crankshaft by means
Control Unit (CCU) which calculates the frequency of the injection events.
of a step-up gear and these axial piston type pumps supply hydraulic oil to the
The quantity of oil injected at each quill per injection is constant but the A cooling fresh water expansion tank is fitted in the system and this is designed HCUs at pressures up to 250 bar. The engine driven pumps operate whenever
quantity of oil injected per unit time is varied by changing the number of to allow for volumetric changes with temperature and make up for any system the engine is running and are the main means of supplying servo oil to the
engine revolutions between injections. leakages. It is important that the concentration of corrosion inhibitor within HCUs. The electrically driven pumps are operated when starting and during
the system is maintained to the manufacturer’s requirements as untreated fresh manoeuvring but they are also used for flushing through and for filling the
The frequency of injection is determined on the basis of engine speed and the water is relatively corrosive. system as required. The electrically driven HP start-up pump can supply oil at
fuel injection index. Prior to starting the engine prelubrication may be selected
a pressure of 175 bar.
and during a cylinder running-in period the operator may choose to increase The pH value of the cooling water should be maintained between 8.5 - 10.0 at
the lubrication feed rate by up to 100%. 20°C and the chloride content should not exceed 50ppm. A sudden decrease The HPS unit supplies hydraulic oil to a common rail which then supplies
in the engine cooling water’s pH value can indicate exhaust gas leakage pressure oil to the HCUs, one for each cylinder. The HCU consists of a
The cylinder oil used is highly alkaline in its composition so as to neutralise while an increase in chlorine content can indicate salt water contamination. A support console on which is mounted a distribution block. The distribution
the combustion acids created when burning heavy residual fuel oils. It has a chemical treatment tank is fitted in the LT central cooling system and as this block supplies the hydraulic fuel injection booster pump and the exhaust valve
viscosity equating to SAE 50. system is linked with the jacket cooling water system, all fresh cooling water actuator; in addition there are a number of accumulators which ensure that the
is maintained at the same condition. necessary oil flow rate is available at all times.

Illustration 2.1.1b Main Engine Hydraulic Oil Loop
Fuel Oil Pressure Exhaust Valve

Booster Actuator
Fuel 10 bar Hydraulic

Cylinder Unit
ELFI ELFA
Alpha Lubricator 200 bar
Cylinder Cylinder Cylinder Cylinder Cylinder Cylinder Cylinder

CCU CCU CCU CCU CCU CCU CCU CCU
No.1 No.2 No.3 No.4 No.5 No.6 No.7
Fine Auto Filter Safety and

Accumulator
Servo Oil Return Block
to Sump
To Piston Cooling
and Bearings
Engine Driven Electric Driven

Hydraulic Pumps Hydraulic Pumps
From Sump

The Electronic Fuel Injection (ELFI) and Electronic Exhaust Valve Actuator Fuel Oil System (See section 2.6.1) Scavenge Air System
(ELVA) are essentially solenoid controlled hydraulic units which operate the
fuel injection booster pump and the exhaust valve actuator to deliver the Preheated fuel oil is delivered to the engine’s injection pumps through a series The air intake to each of the two the turbochargers is direct from the engine
desired fuel timing and fuel quantity, and the desired exhaust valve timing, for of pumps, heaters, filters and a viscorator in the fuel preparation unit. One of room through the intake silencer. The air is then led, via the charging air pipe,
the required engine operating condition. the two fuel circulation pumps ensures a surplus of fuel is always available air cooler and scavenge air receiver, to the scavenge ports of the cylinder liners.
at the injection pumps. The fuel quantity delivered by the pump is greater The charging air pipe between the turbocharger and the air cooler is provided
Electronic Fuel Injection (ELFI) than that required by the engine with the surplus being fed back to the FO with an expansion compensator and is heat insulated on the outside.
circulation pump suction via the FO return pipe.
The Electronic Fuel Injection (ELFI) system essentially consists of a high
pressure fuel injection pump which is driven by a hydraulic servo piston Scavenge Air Cooler
The main engine is designed to operate on heavy fuel oil during all normal
powered by pressure oil from the HPS. Hydraulic oil supply to and return conditions including manoeuvring. All pipes up to the high pressure fuel pumps The scavenge air cooler is provided with a cleaning cover so that the elements
from the hydraulic servo cylinder is controlled by the ELFI proportional valve on the engine are trace heated and insulated. The fuel is kept hot when the can be cleaned with the elements in position. The cooler has an air reversing
which is activated by a solenoid. The solenoid is controlled by the engine engine is at rest by circulating heated fuel oil from the duty circulating pump chamber with a water mist catcher incorporated to separate the condensation
control system and so it is possible to infinitely vary the start and end of through the engine’s fuel system and then back to the pump’s suction manifold. water from the scavenge air. The separated water is collected in the bottom of
injection. This means that the timing of fuel injection may be controlled in For safety reasons, all high pressure lines from the engine driven fuel injection the cooler housing and removed by a drain. If not removed the water droplets
order to regulate the peak cylinder pressure and the period of fuel injection pumps to the injectors are encased in a protective sheath. Leakage from a pipe would wipe the oil film from the cylinder liner surface as the scavenge air
may be changed in order to suit the desired engine output. It is even possible will be detected by a collecting chamber fitted with a high level alarm. moves upwards in the cylinder. Water in the cylinder combustion air will also
to arrange for a double injection period. The control system sends signals to combine with the sulphurous products of combustion and can cause corrosive
the solenoid valve which is connected to the ELFI proportional valve and this, wear in the cylinder and the exhaust gas uptakes.
in turn, directs hydraulic pressure oil to and from the hydraulic piston. The Starting Air System (See section 2.10.1)
hydraulic piston operates the fuel injection pump plunger. The air coolers are cleaned using a water spray system with recirculation of
The starting air system is electronically controlled. Starting air is supplied to the cleaning fluid; cleaning of the air coolers takes place when the engine is
The fuel injection pump takes suction from the fuel oil supply main to the the engine from the main starting air receivers and the air is directed to the stopped. The cleaning frequency will depend on the differential pressure across
engine and then directs high pressure fuel to the two injectors located in the starting air manifold through the main starting valve or the slow turning valve the cooler and the temperature of the air outlet.
cylinder cover. The fuel main supplying the fuel injection pumps at the HCU whichever is applicable. The slow turning valve is used to turn the engine
is maintained at a pressure of 7.8kg/cm2 by a pressure regulating bypass valve over on a reduced air flow prior to starting if the engine has been at rest for The scavenge air space is provided with a steam fire extinguishing system
located at the end of the fuel supply manifold. The fuel oil high pressure pipes 30 minutes or more. After the engine completes one full revolution on slow which is operated in the event of a scavenge space fire.
are equipped with protective hoses, and are neither heated nor insulated. Any turning the control system opens the main starting air valve and the engine is
leakage from the protective hoses is led to an alarmed collecting tank. started normally. The engine is provided with two electrically-driven blowers to supply additional
air for optimum cylinder combustion during starting and when the engine is
Because each cylinder has a separate HCU with its own ELFI, individual After the main starting valve, air flows to the starting air manifold and also running at reduced loads. The discharge side of the blowers is connected to the
cylinder fuel injection timing and fuel injection quantity may be varied to the pilot air manifold. The pilot air line to each cylinder is fitted with an scavenge air space after the air cooler. Between the air cooler and the scavenge
separately as required. This means that optimum performance may be obtained electronically controlled pilot valve which, when open, directs pilot air to the air receiver, non-return valves are fitted, which automatically close when the
from all cylinders. cylinder starting valve. The cylinder air start valve is opened by pilot air from auxiliary blowers supply the air.
the electronically controlled pilot valve and is closed by a spring. The engine
Electronic Exhaust Valve Actuator (ELVA) control and starting system sends signals to the cylinder pilot valves which are The auxiliary blowers will start operating before the engine is started and will
activated in sequence in order to start the engine or to turn the engine over on ensure sufficient scavenge air to obtain a safe start. During operation of the
The Electronic Exhaust Valve Actuator (ELVA) system comprises an the slow turning system. engine, the auxiliary blowers will be started by the control system when the
hydraulically actuated servo piston unit which drives the hydraulic pump scavenge air pressure falls below a predetermined value and they will continue
connected to the exhaust valve’s hydraulic pushrod. Hydraulic oil supply to Blow off valves are located in the main starting manifold and the main starting operating until the scavenge pressure rises above that predetermined value.
the servo cylinder is controlled by the ELVA valve which, in turn, is operated air branch to each cylinder starting valve is fitted with a bursting cap. Operation of the auxiliary blowers is controlled by the Auxiliary Control Unit
by a solenoid. This solenoid is activated by the engine’s control system and so (ACU) networked with the Engine Control Unit (ECU)
the control system can vary the timing and the opening period of the cylinder A more detailed description of the starting air system can be found in section
exhaust valve. The ELVA valve is essentially an ON/OFF valve which opens 2.10.1. The blowers should be started in sequence rather than at the same time due to
and closes the exhaust valve at times directed by the engine control system. the high starting current of the motors. The time delay between the starting of
individual blowers is approximately 10 seconds.

Illustration 2.1.1c Fuel Oil Booster and Exhaust Valve Actuator
To Hydraulic Pushrod
Exhaust Valve Actuator Fuel Oil Pressure Booster
Maintains Pressure at Stroke Limit Pressurised Fuel Oil
Unpressurised Fuel Oil
Actuator
ELVA Valve ELFI Valve
Pressurised Oil Pressurised Oil
Pressurised Oil Pressurised Oil

Unpressurised Oil Unpressurised Oil

Exhaust Gas System h) Close the three-way drain valve on the gas outlet casing. electric motor with built-in gear and chain drive with brake. It is also equipped
with a blocking device to prevent the main engine from being started when the
From the exhaust valves the gas is led to the exhaust gas receiver, where the The main engine should be operated for at least a further ten minutes to prevent turning gear is engaged.
fluctuating pressure from the individual cylinders is equalised and the total corrosion of the turbocharger turbine.
volume of gas is led to the turbochargers at a constant pressure. After the Engagement and disengagement of the turning gear is made manually by an
turbochargers, the gas is led to the exhaust gas economiser heat recovery Cleaning of the compressor and dry cleaning of the turbine are carried out at axial movement of the pinion.
system. An exhaust gas bypass valve is provided at the exhaust gas manifold. full operating speed but the turbocharger speed must be reduced to 2,300 rpm
This valve allows some exhaust gas to pass directly to the uptake rather than in order to water wash the turbine.
The a procedure for water washing the compressor side of the turbocharger is
Oil Mist Detector
flow through the turbine of the turbocharger.
as follows:
Maker: Kidde Graviner
The arrangement enables the turbocharger to operate close to its optimum
a) Remove the filling cap on the water container. No. of sets: 1
efficiency at a wide range of loads. The bypass valve is automatically
controlled by the engine control system. Model: Graviner Mk 6
b) Fill the container with clean fresh water.
Compensators, to allow for thermal expansion, are fitted between the exhaust There are detector heads at each unit and the oil mist detector continuously
valves and the receiver and between the receiver and the turbocharger. c) Replace the filling cap and open the outlet valve for scans the signals from these. All units are scanned in sequence but a high
Clamping bands are used for quick assembling and disassembling of the joints approximately 3 minutes. mist level is detected by any of the detector heads that activates an alarm
between the exhaust gas receiver and the exhaust valves. The exhaust gas immediately.
receiver and exhaust pipes are provided with insulation, covered by galvanised The turbocharger air suction filter is fitted with a manometer which indicates
steel sheeting. the pressure drop across the filter. The normal pressure drop is approximately It is essential that the oil mist detector is maintained in a full and effective
120mmH2O, and the filter should be cleaned when the manometer indicates operating condition and that any alarms are acted upon immediately as this
A cleaning system is supplied for both the turbine and compressor sides of the pressure drop of approximately 200mmH2O. instrument provides an essential safeguard against a crankcase explosion
the turbochargers. The turbocharger turbine is normally dry cleaned every two which can have extremely serious consequences. The functioning of the oil
or three days and water washed approximately every 500 running hours, the Manoeuvring System mist detector must be checked twice daily, before the engine room is put under
compressor is cleaned on a daily basis using water. UMS control and in the morning at the end of the night UMS period.
The engine is provided with a control system which is integrated with the
The a procedure for water washing the turbine side of the turbocharger is as bridge manoeuvring system. The engine is non-reversible and the propulsion Operating Procedure
follows: drive is via a controllable pitch propeller. The bridge manoeuvring system
transmits orders from the bridge and the engine speed is regulated with the Preparations for Starting
a) Adjust the engine load until the scavenge air pressure is within propeller pitch by means of a combinator system. Before starting the engine, the following checks and procedures are to be
the range of 0.3 - 0.6 barg. The exhaust gas temperature should undertaken.
be below 430°C and the auxiliary blower must be in operation. The engine speed is varied with the propeller pitch in order to produce the
desired acceleration and speed through the water. Control of the manoeuvring All components that have been overhauled to be checked and wherever
b) Open the three-way drain valve on the gas outlet casing and system is also possible from the engine control room but the effect on the possible function tested. All equipment, tools and rags used during overhaul to
ensure that exhaust gas emerges. engine is the same as control from the bridge. be removed from the engine.
c) Close the drain valve on the fresh water (FW) supply pipe and The engine is non-reversible and so direction changes are made through the
open the FW inlet valve to the turbocharger turbine. 1. Air Systems
controllable pitch propeller. The engine speed is varied, together with the
propeller pitch, when manoeuvring but the engine is only stopped when the a) Drain any water present from the starting air system.
d) Slowly open the FW supply valve until the pressure gauge vessel is in port and propulsion is no longer required.
indicated 1.0 bar. b) Drain any water present from the control air system at the
A more detailed description of the main engine manoeuvring system can be receivers.
e) Allow water to be injected for approximately five minutes, found in section 2.1.2 of this machinery operating manual.
whilst keeping the engine load constant. c) Pressurise the air systems and ensure that the pressures are
correct.
f) After five minutes, close the FW supply valve and open the FW Turning Gear and Turning Wheel
supply pipe drain valve and allow the line to drain. d) Ensure compressed air is available at the exhaust valve ‘air
The turning wheel (flywheel) on the engine has cylindrical teeth and is fitted spring’ closing cylinders.
g) Close the drain valve when the line has been completely drained to the thrust shaft. The turning wheel is driven by a pinion on the terminal
and close the FW inlet valve to the turbocharger turbine. shaft of the turning gear, which is mounted on the bedplate. It is driven by an

e) Engage the lifting/rotation check rod mounted on each exhaust a) Open all of the cylinder indicator valves and engage the turning Procedure for Starting the Engine
valve and check that the exhaust valves are closed; these should gear. Obtain permission from the Chief Engineer before proceeding to start the main
be disengaged when lift/rotation is confirmed when the engine engine.
running. b) Turn the engine one revolution with the turning gear in the
direction of operational rotation. a) At the Power Management System mimic screen start the 1st
2. Lubricating Oil Systems standby generator and connect to the main switchboard.
c) Check to see if fluid flows out of any of the indicator valves.
a) Check the oil level in the main engine sump and replenish if
b) At the Pump Overview screen, start the following pumps:
necessary. d) Close all of the cylinder indicator valves.
• Main lubricating oil pump
b) Start a main engine LO pump. e) Disengage the turning gear. • Fuel oil supply pump
c) Ensure all oil pressures are correct. • Fuel oil circulating pump
f) Ensure the turning gear is locked in the OUT position.
• CPP hydraulic oil pressure pump
d) Ensure there is adequate oil flow through the return oil sight g) Check that the indicator lamp for TURNING GEAR ENGAGED
glasses for piston cooling and the turbocharger. • Switch on the Automatic LO and FO filters at their local
extinguishes. panels
e) Ensure the cylinder lubricators are filled with the correct type of h) Ensure that the main starting valve is set to the SERVICE c) Obtain permission from the bridge before pressing the
oil. position. STANDBY MODE pushbutton, to change over the main engine
from FWE mode.
3. Cooling Water Systems Note: The main starting valve must be set for normal operation whenever the
a) Start one of the LT central cooling fresh water pumps. engine is required for running but must be disabled whenever work is being d) On the Main Operating Panel (MOP) press the OPERATION
carried out on the engine. key to reveal the operation screen.
b) Start one of the main engine jacket cooling fresh water pumps
and check that fresh water is circulating throughout the 5. Fuel Oil System e) Press the PREPARE START key to prepare the main engine for
system. starting.
a) Start a fuel oil supply pump and a fuel oil circulating pump.
c) Preheat the engine cooling water system to at least 20°C but If the engine was running on heavy fuel oil when stopped, the f) Press the AUXILIARIES key to reveal the auxiliary screen
preferably to 70°C. circulating pump and fuel heaters should still be running. and press the CYLINDER LUBRICATION key to reveal the
cylinder lubrication screen.
b) Check fuel pressures and temperatures.
Note: The engine must not be started if the jacket cooling water temperature
is below 20°C. g) Press the PRELUB key on the cylinder lubrication screen to
6. Miscellaneous start the cylinder lubricating system..
Note: Under normal circumstances the main engine is continuously circulated a) Switch on the electrical equipment in the control console; check h) Turn the main engine for approximately one revolution using
during stay in port and is never allowed to cool down. that the control system is operating correctly. the turning gear.
d) Ensure that the cooling water system pressures are correct and b) Check the operation of the auxiliary blowers by starting them i) Press the ENGINE key, followed by the OPERATION key to
that the systems are not leaking; checks should be made when manually. return to the operation screen.
the engine is at operating temperature.
c) Check that all engine instrumentation is reading correctly, if not j) Disengage the turning gear and open the pilot air valve, the
4. Slow Turning the Engine with the Turning Gear check the instruments and replace if necessary. control air valve and turn the starting air distribution valve to
Slow turning of the engine must be carried out to prevent damage caused place the air distributor into service.
d) Before an actual start obtain permission from the bridge and
by fluid leaking into any of the cylinders. Before beginning this operation,
turn the engine over on air to test the starting system. k) Press the AUTO key, followed by the STATUS key to reveal
permission from the bridge must be sought.
the starting condition status of the main engine. Check that
The engine is now ready to start. each of the start conditions has a confirmation ‘tick’. Press the
Note: Always carry out the slow-turning operation at the latest possible
DETAILS key to reveal the information necessary to change the
moment before starting and, under all circumstances, within 30 minutes of
status. Ensure that the auxiliary blowers and hydraulic pumps
actually starting the engine.
start automatically.

l) Press the OPERATION key to return to the operation screen. the vessel is actually manoeuvring but the duty engineer must monitor the Normal Operation
engine during this load increase.
During normal running, regular checks have to be made and precautions taken
m) Turn the main engine on air by moving the starting control lever which contribute towards trouble free operation. The most important of these
on the manoeuvring panel to the START position. Observe the The cooling water should be preheated, but if the temperature is below 70°C
are:
cylinder indicator valves for any water emission. allow the temperature to reach this point before increasing load.
• Regular checks of system and engine pressures and
n) Stop the main engine by moving the starting control lever to the If the condition of the machinery is uncertain (e.g. after repairs or alterations), temperatures.
STOP position. Close the indicator valves. the ‘feel-over sequence’ should always be followed; • The values read off the instruments compared with those given
1. After 15-30 minutes’ running on ‘Slow’ or low load. in the acceptance records, taking into account engine speed and/
o) Start the main engine on fuel by moving the start control lever or engine power, provide an excellent yardstick for estimating
to approximately the 5 position on the scale. Observe the shaft 2. Again after 1 hour’s running.
the engine performance. Compare temperatures by feeling the
speed on the dial on the console, ensuring that the critical speed 3. At sea, after 1 hour’s running at service speed. pipes. The essential readings are the load indicator position,
range is quickly passed and adjust the speed to approximately turbocharger speed, charge air pressure and exhaust gas
50 rpm. Stop the engine, open the crankcase and feel over the moving parts listed temperature before the turbine. A valuable criterion is also the
below, by hand or with a ‘Thermo-Feel’ on sliding surfaces where friction daily fuel consumption, considering the lower calorific value.
p) Inform the bridge before pressing the BRIDGE CONTROL may have caused undue heating; alternatively an infrared heat detector may
mode pushbutton on the subtelegraph. • Check all shut-off valves in the cooling and lubricating systems
be used.
for correct position. The shut-offs for the cooling inlets and
q) Complete the changeover to bridge control by turning the CPP outlets on the engine must always be fully open in service. They
WARNING serve only to cut off individual cylinders from the cooling water
Separate Control/Auto Control switch to the AUTO CONTROL
position. During feeling-over, the turning gear MUST be engaged and the main circuit during overhauls.
starting valve and the starting air distributor MUST be blocked. The
• When abnormally high or low temperatures are detected at a
r) Move the start control lever to the STOP position, starting air distributor is blocked by closing the crossover valve.
water outlet, the temperature must be brought to the prescribed
normal value very gradually. Abrupt temperature changes may
The main propulsion engine is now running at approximately 50 rpm and with Feel:
cause damage.
the CPP at zero pitch and the desired operating mode has been selected. • Main, crankpin and crosshead bearings
• The maximum permissible exhaust temperature at the
• Piston rods and stuffing boxes turbocharger turbine inlet must not be exceeded.
Make the following checks immediately after starting:
• Crosshead shoes • Check combustion by observing the colour of the exhaust
• Check that all of the exhaust valves are operating correctly.
gases.
• Telescopic pipes
• Ensure that the turbocharger is running correctly without
• Maintain the correct charge air temperature after the air cooler
abnormal noise or vibration. • The step-up gear and the HPS unit
with the normal water flow. In general, higher charge air
• Check that the supply pressure and discharges of all the LO • Thrust bearing/guide bearing temperature will result in less oxygen in the cylinder, which in
systems are correct. turn will result in a higher fuel consumption and higher exhaust
• Axial vibration damper
• Check that all cylinders are firing. gas temperatures.
• Torsional vibration damper
• Feel over the pipes of the cylinder starting air lines. A hot pipe • Check the charge air pressure drop across the air filter and air
indicates a leaking starting air valve. cooler. Excessive resistance will lead to a lack of air to the
Note: Care must be taken when opening up the crankcase for inspection and, engine.
• Ensure that all pressures and temperatures are normal for the if there is any indication of overheating, the crankcase doors must not be
engine speed. In particular check the circulating oil (bearing • The fuel oil has to be carefully filtered before being used. Open
opened until the potential hot spot has cooled down.
lubrication and piston cooling), turbocharger lubricating oil, the drain cocks of all fuel tanks and fuel oil filters regularly for
fuel oil, cooling water, scavenge air and the control and safety a short period to drain off any water or sludge, which may have
air. Running-in collected there. Maintain the correct fuel oil pressure at the inlet
For a new engine, or after repair or renewal of the bearings, or renewal/ to the fuel injection pumps. Adjust the pressure at the injection
• Ensure that all of the cylinder lubricators are working. Check pump supply manifold with the pressure-regulating valve in
the oil level in the lubricator boxes and measuring tank. reconditioning of cylinder liners and piston rings, allowance must be made for
a running-in period. Increase the load slowly and apply the feel-over sequence, the fuel oil return pipe so that the fuel oil circulates within the
as above. When running-in piston rings and cylinder liners the cylinder oil system at the normal delivery capacity of the fuel oil circulating
Loading the Engine feed rate may be increased to a level suggested by the engine builder for such pump.
If there are no restrictions, such as running in after repairs, proceed to increase parts.
the load on the engine by increasing the propeller pitch; this is only done when

• The heavy fuel oil has to be sufficiently heated to ensure that its Fuel Changeover Changeover Procedure from Heavy Fuel Oil to Diesel Oil during
viscosity, before inlet to the fuel injection pumps, lies within the Running
prescribed limits. The engine is equipped with uncooled fuel injection valves. The automatic a) Preheat the MDO in the service tank to about 50°C, if
• Determine the cylinder lubricating oil consumption. Extended circulation of the preheated fuel (through the high-pressure pipes and the possible.
service experience will determine the optimum cylinder fuel valves) during engine standstill allows for constant operation on heavy
lubricating oil consumption. fuel. However, changeover to diesel oil can become necessary if the vessel b) Close the steam supply to the fuel oil heater and shut off the
is expected to have a prolonged inactive period with a cold engine, due to a trace heating. Normally only one fuel heater is required to
• The cooling fresh water pumps should be run at their normal docking or long stay in port. operate.
operating point, i.e. the actual delivery head corresponds with
the designed value. If the pressure difference between inlet A changeover can be performed during engine running or engine standstill. c) Reduce the engine load to 25-40% of MCR load.
and outlet exceeds the desired value, pump overhaul should be It is very important to carefully follow the changeover procedures in order
considered. to prevent fuel pump and/or injector sticking/scuffing, poor combustion or d) Change to MDO when the temperature of the HFO in the
• The vents at the uppermost points of the cooling water spaces fouling of the gas ways. preheater has dropped to about 25°C above the temperature in
must be kept closed. the MDO service tank, but, not below 75°C.
• Check the level in all water and oil tanks, as well as all the Changeover Procedure from Diesel Oil to Heavy Fuel Oil during The change to MDO is achieved by opening MDO supply valve
drainage tanks of the leakage piping. Investigate any abnormal Running F107V to the fuel treatment unit and closing the HFO supply
changes. line valve F106V.
a) Ensure that the HFO in the service tank is at the normal
It is assumed that the HFO service tank quick-closing outlet
• Observe the condition of the cooling fresh water. Check for oil temperature level.
valve F02V and the MDO service tank quick-closing valve
contamination. F03V are already open.
b) Reduce the engine load to 25-40% of MCR.
• Check the charge air receiver drain manifold’s sight glass to see
if any water is draining away and if so, how much. c) By means of the thermostatic valve in the steam system, or by Note: If, after the changeover, the temperature at the fuel heater suddenly
• Drain the scavenge spaces. To do this, open the drain cock of manual control of the viscosity regulator bypass valve, heat drops considerably, the transition must be moderated by supplying a little
the leakage manifold daily and look to see if any liquid flows the circulating MDO to a maximum of 60-80°C to maintain steam to the preheater, which now contains diesel oil.
out along with the charge air. its lubricating ability. This will minimise the risk of plunger
scuffing and the consequent risk of sticking. To prevent gassing, Changeover Procedure from Heavy Fuel Oil to Diesel Oil during
• Check the pressure drop across the oil filters. Clean them if
this preheating should be regulated to give a temperature rise of Standstill
necessary.
about 2°C per minute. Normally only one fuel heater is required
• The temperature of the running gear should be checked by to operate. a) Stop the preheating. For temperature levels before changeover,
feeling the crankcase doors. Bearings, which have been see ‘Changeover from Heavy Fuel Oil to Diesel Oil During
overhauled or replaced, must be given special attention for Due to the risk of sticking/scuffing of the fuel injection equipment, the Running’.
some time after being put into normal service. temperature of the HFO in the service tank must not be more than 25°C higher
than the heated MDO in the system (60-80°C) at the time of changeover. The b) The change to MDO is achieved by opening MDO supply valve
• Listening to the noise of the engine will reveal any F107V to the fuel treatment unit and closing the HFO supply
irregularities. MDO viscosity should not drop below 3cSt, as this might cause fuel pump and
fuel valve scuffing, with the risk of sticking. For some light diesel oils (gas oil), line valve F106V. It is assumed that the HFO service tank
• The power being developed by the cylinders should be checked this will limit the upper temperature to somewhat below 80°C. quick-closing outlet valve F02V and the MDO service tank
regularly and adjustments made to individual cylinders at the quick-closing valve F03V are already open. Open the HFO line
control system as necessary, in order to preserve cylinder power d) When a MDO temperature of 60-80°C is reached, change to return valve to the HFO service tank F135V.
balance. HFO by opening the HFO supply line valve to the fuel treatment
unit (F106V) and closing the MDO supply line valve (F107V). c) It is assumed that a fuel oil circulating pump is running. Start a
• Purify the lubricating oil. Samples should be taken at frequent fuel oil supply pump, if one is not already running.
intervals and sent ashore for analysis. It is assumed that the HFO service tank quick-closing outlet
valve (F02V) and the MDO service tank quick-closing valve
• Check the exhaust valves are lifting and rotating. If not, the (F03V) are already open. The temperature rise can then be d) The HFO will gradually be replaced by the MDO in all of the
offending valve has to be overhauled at the next opportunity. continued at a rate of about 2°C per minute, until reaching the supply and spill return lines; the displaced HFO will flow to
required HFO viscosity of 12cSt. the HFO service tank via the return valve F135V. Sufficient
time should be allowed to elapse to ensure all HFO has been
displaced and only MDO is flowing back to the HFO service
tank.

An indication that all HFO has been displaced by MDO is a i) Engage the turning gear and turn the main engine. • Operation with a temporary shortage of air during extreme
drop in the pipe temperature between the FO return oil receiver variations in engine loading and when the charge air pressure
and the HFO service tank. j) Wait a minimum of 15 minutes after stopping the engine, then dependent fuel limiter in the governor is set too high.
stop the main engine LO pump if work is to be undertaken in
• Overloading.
e) Stop the fuel oil circulating and supply pumps and close the the crankcase. This prevents overheating of cooled surfaces
HFO service tank return valve F135V. in the combustion chambers and counteracts the formation of • Insufficient supply of air due to restricted engine room
carbon deposits in piston crowns. Normally the LO pump is left ventilation.
running as the main LO system supplies LO to the turbocharger • Fouling of the air intake filters and diffuser on the air side of the
Preparations Procedure Prior to Arrival in Port bearings. The turbocharger can rotate due to natural draught and turbocharger.
it is essential that there is a supply of LO at the bearings.
a) Decide whether the harbour manoeuvres should be carried out • Fouling of the exhaust gas economiser, the air cooler and of the
on MDO or on HFO. Changeover should be carried out one k) If the engine was run on HFO until stopped, keep the FO scavenge ports.
hour before the first manoeuvres are expected. The generator circulating pump running and the HFO preheated. The
engines should be changed to MDO operation separately and temperature may be reduced during the port stay. If the engine Causes of blow-by of combustion products:
before the main fuel system is changed. was run on MDO, stop the FO circulation and supply pumps. • Worn, sticking or broken piston rings.
b) Start an additional generator engine to ensure a power reserve • Individual cylinder lubricating quills are not working.
l) Keep the engine preheated to minimum 70°C, unless the harbour
for manoeuvring and start the oil fired boiler. stay exceeds 5 days. This counteracts the corrosive attack on the • Damage to the running surface of the cylinder liners.
cylinder liners during starting up.
c) Blow off any condensed water from the starting and control air • Excessive liner wear or abnormal wear such as clover-leafing
systems just before the manoeuvres. which can also result in ring collapse and loss of piston ring to
m) Switch off any equipment which does not need to operate
liner seal.
during the engine standstill periods.
d) Stop the engine.
If one or more of these operating conditions prevail, residues, mainly consisting
Crash Stop Procedure of incompletely burned fuel and cylinder lubricating oil, will accumulate at the
Operating Procedure, after Arrival in Port and the Standby
following points:
Constant Order has been Acknowledged in the Engine Room There is an EMERGENCY ASTERN position on the bridge control telegraph
lever and if the lever is moved to this position the control system will activate • Between piston rings and piston ring grooves.
a) Move the starting control lever to match the ECR main engine the emergency stop manoeuvre. Braking air will be applied to the engine in • On the piston skirts.
speed with the bridge main engine speed. order to reduce the speed and the pitch of the propeller will be changed from
• In the scavenge ports.
ahead to astern. The rate at which the propeller pitch is changed and the engine
b) Turn the Separate Control/Auto Control switch to the speed is reduced is set in the control system and is designed to produce astern • On the bottom of the cylinder jacket.
SEPARATE CONTROL position. thrust in the shortest time without placing undue load on the engine and CPP
system. When astern thrust is applied to the propeller the engine speed is
c) Move the start control lever to the STOP position. increased again in order to obtain maximum astern thrust. Causes of the Fires
The blow-by of hot combustion gases and sparks, which have bypassed the
d) Inform the bridge before pressing the FWE mode pushbutton to
Fouling and Fires in the Scavenge Air Spaces piston rings between piston and cylinder liner running surface, enter the
change the control mode from At Sea or Standby mode.
space on the piston underside and any residues present can ignite. If there
The principal cause of fouling is blow-by of combustion products between is afterburning of fuel in the cylinder, due to late injection or poor fuel
e) Ensure that the main engine auxiliary blowers and hydraulic
piston and cylinder into the scavenge air spaces. The fouling will be greater if atomisation, the cylinder pressure when the scavenge ports are uncovered
pumps stop automatically, by observing the Pump Overview
there is incomplete combustion of the fuel injected. may be higher than the scavenge air pressure and hot combustion gases may
screen.
enter the scavenge space. A defective piston rod gland may allow oil from the
Causes of poor combustion: crankcase to enter the scavenge space; the piston rod gland drains should be
f) At the Pump Overview screen, stop the hydraulic pumps for the
checked frequently for signs of crankcase system oil as this indicates defective
CPP. • The fuel injectors are not working correctly. gland sealing rings.
g) Close the main air start valve, pilot air valve and the control air • The fuel is at too low a temperature.
valve. • Defective fuel injection timing. Indications of a Fire
h) Open the cylinder indicator valves. • Sounding of the respective temperature alarms

• A considerable rise in the exhaust gas temperatures of the cylinder • If running continuously at low load, check the cylinder • Stop the lubricating oil pumps. Open all of the lower doors on
concerned and a general rise in charge air temperature lubricating oil feed rate and adjust if necessary one side of the crankcase. Cut off the starting air, and engage
the turning gear.
• The turbocharger may start surging • The permanent residue drain from the piston underside must
always be checked to prevent the accumulation of dirt and the • Locate the hot spot. Feel over by hand all the sliding
drain line cleaning valves used for cleaning the scavenge box surfaces (bearings, thrust bearing, piston rods, stuffing boxes,
Fire Fighting Measures
drain line must be operated for a short time each day crossheads, telescopic pipes, step-up gear, vibration dampers,
moment compensators, etc.). An infrared heat detector may
Note: The safety of shipboard personnel should be paramount whenever
be used if available. Look for squeezed out bearing metal
dealing with fires anywhere aboard ship. Prevention of Crankcase Explosions
and discolouration caused by heat (blistered paint, burnt oil,
The oil mist in the crankcase is inflammable over a very narrow range of oxidised steel). Keep possible bearing metal found at the bottom
• Inform the bridge of the situation
mixture. Weaker or richer mixtures do not ignite. There must always be a high of the oil tray for later analysis.
• Reduce engine power temperature (Hot Spot) to set off ignition, such as hot engine components.
Prevent further hot spots by preferably making a permanent
• Cut out the fuel injection to the cylinder concerned Only under these circumstances a critical mixture ratio of oil mist and air can
repair. Ensure that the respective sliding surfaces are in good
result in an explosion.
• Increase lubrication to the respective cylinder condition. Take special care to check that the circulating oil
supply is in order.
A hot spot is the common feature of all crankcase explosions and this can be
If a serious fire occurs, shut down the engine after obtaining permission due to metal-to-metal contact at a wiped bearing, rubbing guide, defective The engine should not be restarted until the cause of the hot spot
from the bridge and operate the fixed fire extinguishing system. The steam piston rod gland, damaged thrust, unlubricated gear wheel, etc., or even due to has been located and rectified.
smothering valve must be opened. a prolonged scavenge fire. The hot spot provides the heat source to evaporate
• Start the circulating oil pumps and turn the engine by means of
oil and the oil vapour produced at the hot spot then condenses to form mist
the turning gear.
A fire should have died down about 5 to 15 minutes after the fuel has been like droplets in a cooler region of the crankcase. The hot spot can readily ignite
shut off to the affected cylinder or cylinders. This can be verified by checking oil mist/air mixture and if the mist concentration in the crankcase reaches a Check the oil flow from all bearings, spray pipes and spray
the exhaust gas temperatures and the temperatures of the doors to the scavenge critical level, an explosion can occur. The engine is equipped with an oil mist nozzles in the crankcase, step-up gearing and thrust bearing.
space. Afterwards the engine must be stopped whenever possible and the cause detector which constantly monitors the intensity of oil mist in the crankcase Check for possible leakages from pistons or piston rods.
of the fire established. and triggers an alarm if the mist exceeds the density limit; the high oil mist • Start the engine and after running for about 30 minutes stop
level also triggers an automatic slowdown. and feel over. Check the sliding surfaces which caused the
Checks to be made should include: overheating and look for oil mist. There is a possibility that the
• Cylinder liner running surface, piston and piston rings, air flaps Measures to be Taken when Oil Mist Alarm has Occurred oil mist is due to atomisation of the circulating oil, caused by a
in the receiver (to be replaced if necessary), possible leakages, jet of air/gas, e.g. by combination of the following:
piston rod gland, fuel injection nozzles • Do not stand near crankcase doors, relief valves or corridors
• Stuffing box leakages (not air tight).
near doors to the engine room casing.
• After a careful check and, if necessary, a repair, the engine can • Blow-by through a cracked piston crown or piston rod (with
be put back on load with fuel injection pump(s) and cylinder • Reduce speed to slowdown level, if not already carried out
direct connection to crankcase via the cooling oil outlet
lubrication returned to normal automatically. Ask the bridge for permission to stop.
pipe).
• Should a stoppage of the engine not be feasible and the fire • When the engine STOP order is received, stop the engine. Close
has died down, the fuel injection pump(s) can again be cut in, the fuel oil supply. Maintain engine cooling and lubrication as
An oil mist could also develop as a result of heat from a scavenge fire being
the load increased slowly and the cylinder lubrication brought the supply of lubricant will assist the cooling of the hot spot.
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
back again to the normal output. Avoid running for hours with • Switch off the auxiliary blowers. may have passed through the stuffing box into the crankcase.
considerably increased cylinder lubrication
• Open the stores hatch.
• Leave the engine room. Shutdowns and Slowdowns
Preventive Measures
• Lock the casing doors and keep away from them. The engine is provided with a number of safety devices which initiate an
As can be seen from the causes, good engine maintenance goes a long way to
safeguarding against fires in the scavenge air spaces. The following measures • Prepare the fire fighting equipment. engine slowdown or shutdown if the operating parameter of the monitored
have a particularly favourable influence: system (LO pressure, cooling water temperature, etc.) go outside of the set
• Do not open the crankcase until at least 20 minutes after
limits. These devices should be tested preferably at regular intervals, ideally a
• Use of correctly spraying fuel injectors and keeping the air and stopping the engine, ideally leave it for as long as possible.
maximum of three monthly intervals. The testing should be carried out when
gas passages clean When opening up, keep clear of possible spurts of flame. Do
safe to do so and when operating conditions permit.
not use naked lights and do not smoke.
• Optimum adjustment of the fuel injection timing

In the case of pressure switches the system can be checked by isolating the Fuel Oil System • System failure
switch and then draining the line. • Engine fuel inlet pressure • MAN B&W basic sensors
The method of testing involves the simulation of a fault rather than causing • Leakage from a high pressure fuel pipe
an actual fault. Simulation of low pressure can be obtained by isolating the
Lubricating Oil System Emergency/Local Engine Control System
pressure transducer from the supply and then draining the transducer supply
line. See section 2.1.3 Main Engine Safety System for the set points for the • Turbocharger LO inlet pressure The engine should be manoeuvred from the emergency/local control stand at
following alarm limits.
• Thrust bearing segment temperature least once a month, depending upon operating circumstances, to check that the
local control system is operational. This procedure is described in section 5.2.
An engine shutdown is automatically activated in the event of any of the • Main engine LO inlet pressure and temperature
following:
• Piston cooling oil outlet/cylinder temperature and flow
• Engine overspeed (incorporated in the engine control system) Main Engine Associated Dangers
• Turbocharger LO outlet temperature
• Main lubricating oil supply pressure low • Keep clear of spaces below loaded cranes.
• Axial vibration monitor
• Turbocharger lubricating oil inlet pressure low • The opening of valves may cause discharge of hot liquids or
• Oil mist detector alarm gases.
• Thrust pad temperature high
• The dismantling of parts may cause the release of springs.
• Jacket fresh water cooling inlet pressure low Hydraulic Power Supply Unit
• The removal of fuel valves or other valves in the cylinder cover
• Automatic main LO filter failure
An engine slowdown is automatically triggered in the event of abnormal may cause oil to run onto the piston crown. If the piston is hot
• Automatic LO filter bypass valve open an explosion may blow out the valve.
operating conditions. Slowdowns are designed to protect the engine components
against overload and maintain the ship in a manoeuvrable condition should a • Leakage oil from hydraulic pipes • When testing fuel valves, do not touch the spray holes as the jets
fault occur. may pierce the skin.
Cooling Water System
• Beware of high-pressure oil leaks when using hydraulic
The following conditions activate an engine slowdown:
• Jacket cooling water inlet pressure equipment, wear protective clothing.
• Thrust bearing segment high temperature
• Jacket cooling water outlet temperature (engine/cylinder) • Arrange indicator valves with pressure relief holes directed
• Main bearing high temperature away from personnel. Wear goggles when taking indicator
• Air cooler cooling water inlet temperature and pressure
• Crankpin bearing high temperature cards.
Air Systems • Do not weld in the engine room if the crankcase is opened
• Crosshead bearing high temperature
• Starting air inlet pressure before being fully cooled.
• Lubricating oil inlet to engine low pressure
• Control air inlet pressure • Turning gear must be engaged before working on or inside the
• Lubricating oil inlet to engine high temperature engine as the wake from other ships in port or waves at sea may
• Exhaust valve air springing air inlet pressure cause the propeller to turn. Also, isolate the starting air supply.
• Piston cooling oil engine/cylinder outlet temperature high
• Piston cooling oil engine/cylinder outlet no flow Scavenge Air System • Use warning notices at the turning gear starter and other control
stations to warn personnel that people are working on the
• Jacket cooling water outlet engine/cylinder high temperature • Scavenge air receiver pressure engine.
• Jacket cooling water inlet pressure low • Scavenge air temperature (scavenge fire) • Use gloves when removing O-rings and other rubber/plastic
• Jacket cooling water pressure loss across engine • Scavenge air space water level based sealing materials, which have been subjected to
abnormally high working temperatures as they may have a
• Central fresh water cooling water temperature high
Exhaust Gas System caustic effect.
• Scavenge space fire
• Turbocharger exhaust gas inlet temperature • Oil spills, and oily rags, present a slipping and fire hazard.
• Cylinder exhaust temperature high deviation from average
• Exhaust gas temperature after cylinder and temperature • Do not remove fire extinguishers from designated positions and
• Axial vibration monitor high vibration deviation ensure that any fire extinguishers which have been used are
• Crankcase oil mist detector alarm replenished immediately.
Engine Control System • Only use lifting equipment which has been tested and has valid
The following instruments are fitted to the engine: • Power failure/low voltage certification.

Illustration 2.1.2a Engine Remote Control System
Bridge Wing (Port) Overhead Panel Controlled Pitch Propeller Bridge Wing (Starboard)
Order Printer Bridge Panel
Pitch RPM Pitch RPM Buzzer Pitch RPM Emergency Pitch RPM
Panel
X10 X10
Emergency Emergency
Stop Emergency Stop
Dimmer Dimmer Dimmer Dimmer Stop Dimmer Dimmer Dimmer Dimmer
Bridge
Buzzer
Safety Switch Panel Revolution Counter Hour Counter Pitch RPM Engine Room Panel RPM
Buzzer Handle Controlled Pitch Propeller
Emergency Panel
SHH-X1 X10 Pitch RPM

Chief Engineer’s Office
Emergency
Stop
C2-DPU RAo-DPU
X10
TBX Buzzer
Controlled Pitch Propeller
Control System
EICU B EICU A
Engine Control Room
Local Operation Panel

Engine Room and on Main Engine
RPM Detector RPM Detector

Cabinet for 2 DPU’s Cabinet for 2 DPU’s RPM
Buzzer Cabinet
ESU-DPU ESU-EXT. Eng.-DPU RAI-16-DPU RPME1-DPU RPME2-DPU
Emergency
Stop
ECS-SS Box
CPP Pushbutton
Telegraph Cabinet
Pushbutton
Sub-Telegraph
ECU A ECU B CCU 1...n ACU 1,2,3 Shut Down Slow Down
Engine Room and on Engine

2.1.2 MAIN ENGINE MANOEUVRING CONTROL General Description of the Facilities Main Engine Manoeuvring Control Hardware
Maker: Kongsberg The propulsion control system is designed for remote control of the main The Kongsberg C-20 marine automation system allows for control of the
Model: AutoChief (C-20) engine and CPP unit from a combined telegraph and manoeuvring lever in propulsion system from the bridge, bridge wings, engine control room and
Type: Electronic the wheelhouse control station or the engine control room. The remote control the engine room. Local control of the propulsion system in the engine room
propulsion system is interfaced with the engine control system and the CPP involves separate systems for local control of the engine under fixed pitch
No. of sets: 1
control system. The engine control system provides safety functions which conditions and local control of the propeller pitch under fixed engine rpm
protect the engine should any operating parameter exceed set limits. conditions. An emergency CPP control system is available.
Introduction
The following functions are available through the propulsion control system: The main components of the C-20 propulsion control system are:
The Bridge Manoeuvring System (BMS) is a system used for the remote • Manoeuvring: automatic manoeuvring via the telegraph lever in • Control panel
control of the ship’s main diesel engine which is connected to a controllable the wheelhouse or engine control room.
• Remote control system
pitch propeller.
• Start/Stop: automatic engine start by means of the engine
• Engine telegraph system
START facility in the bridge and ECR panels.
The BMS allows for remote engine control from the bridge, the bridge wings, • Engine safety system
the engine control room or the local engine side control stand. It also allows • Speed: Automatic control of ship’s speed from the telegraph
for local control of the Controllable Pitch Propeller (CPP) from the local CPP lever in the wheelhouse or engine control room. The system • Emergency pitch control system
control station and emergency control of the CPP from the bridge and ECR. may be set to COMBINATOR mode in which case the engine • Manoeuvring recorder
Control can be transferred between these stations and the engine control can rpm and propeller pitch are varied together or it may be set to
also be transferred to the local engine side control stand which has priority over FIXED RPM mode in which case the engine rpm is constant • Distributed processing units
the other stations at all times. and the speed of the ship is changed by altering the pitch of the
propeller via the telegraph lever. Bridge System
Note: The local stand can take control of the system at any time; it does not • Safety System: Automatic overspeed, shutdown and slowdown Control Panel
have to be given control from another location. When the control is switched systems protect the engine. Manual engine EMERGENCY
to the local stand however, careful attention must be paid to the pitch of the STOP pushbuttons are provided at all control locations. The AutoChief Control Panel (ACP) also has a number of pushbuttons which
propeller as the engine stand is considered as an emergency control location provide the operator with direct access to the following features;
only. • Telegraph System: Handle type telegraph control/transmitter
units are fitted on the bridge (in the wheelhouse and on the • EMERGENCY STOP
bridge wings) and in the ECR. A pushbutton telegraph system • CANCEL LIMITS
The BMS automatic remote control performs the following tasks:
is fitted at the engine side emergency control stand and at the
• Control position changeover procedures CPP local control station. • CANCEL SLOWDOWN
• Starting, including start blocking, repeat starts and failed start • CPP Control System: The propeller pitch is changed by means • CANCEL SHUTDOWN
alarms of the combinator telegraph levers on the bridge and in the ECR. • ALARM ACKNOWLEDGE
• Engine rpm variation in conjunction with change of propeller An emergency pushbutton pitch control facility is available.
• SOUND OFF (alarm buzzer mute)
pitch. Speed setting includes load programs, load limit setting
and critical speed avoidance Only cancellable slowdowns and shutdowns will respond to pressing of the
• Stopping appropriate pushbutton. If a slowdown or shutdown is not cancellable pressing
of the pushbutton has no effect. Pressing of the CANCEL LIMITS pushbutton
The BMS comprises systems which adjust the engine rpm and the pitch on the raises the RPM, pitch, fuel and load limits which are active at the time of
CPP. Although the engine rpm and propeller pitch are normally varied together pressing the pushbutton; the default amount is 10% but this is programmable.
it is possible to set the engine for constant rpm and change the speed and
direction of the ship by means of the propeller pitch alone; it is also possible The ACP also has an In Command indicator lamp which is illuminated when
to set a pitch and control the thrust by varying the engine speed. the bridge has control of the propulsion machinery.
The engine is normally started from the engine room by means of the START Pressing the ALARM ACKN pushbutton accepts an alarm; the alarm condition
function at the control panel. It may be started from the wheelhouse control is displayed on the ACP screen and when the alarm disappears the alarm text
console by means of the same feature in the bridge manoeuvring control is removed from the screen.
panel.

At the centre of the ACP there is a multifunction rotary knob which may be The telegraph lever is be moved between the set steps in order to adjust the The EMERGENCY STOP pushbutton has a cover to prevent accidental
turned clockwise or anticlockwise in order to scroll through mimic pictures and rpm/pitch order. Fine tuning is possible via a mimic in the ACP screen. When operation and it serves the same purpose as the EMERGENCY STOP
objects in the mimic pictures. Pressing the knob activates a selected function. the lever is set to a particular position a LED is illuminated alongside the lever pushbutton in the bridge panel.
and the order is displayed in the lever panel.
The rpm and pitch indicators display the current engine rpm and propeller
Lever and Telegraph Unit (LTU)
pitch.
Bridge Pushbutton Telegraph (PBT)
The telegraph system is designed for control of the propulsion system; Lever
and Telegraph Units (LTUs) are located on the bridge and in the engine control In addition to the main control telegraph lever unit the bridge centre console is The command transfer function pushbuttons enable transfer of the control
room. Incorporated within the body of the unit are a number of pushbuttons fitted with a pushbuttons. These provide a means of communicating instructions location between the particular command stations. Command at the port or
which provide different functions. to the engine room but it does not provide for direct control of the propulsion starboard bridge wing is selected at the ACP in the bridge centre console and
plant. The pushbuttons signal the command position, such as Bridge, ECR and the indicator lamp IN COMMAND pushbutton at the selected port or starboard
The EMERGENCY STOP pushbutton is provided with a cover so that it cannot Local. Other pushbuttons instruction to the engine room as to when the bridge bridge wing panel will flicker. In order to take command at that bridge wing
be accidentally pressed. Pressing of this pushbutton stops the engine via the requires the main engine to be operating in At Sea or Standby conditions and the IN COMMAND pushbutton must be pressed and the indicator lamp will
engine safety system; a conventional engine stop signal is activated and the FWE, finished with engines. have a steady illumination. That bridge wing then has command.
speed order to the rpm control system is set to zero. Pressing the pushbutton
again resets the emergency stop system. When the red coloured EMERGENCY When a pushbutton is pressed the indicator LED in the pushbutton flickers and The Cancel Safety Functions section of the bridge wing panel has a number of
STOP pushbutton is pressed it is illuminated. When it is pressed again to reset when the engineer at the ECR station accepts the instruction, by pressing the pushbuttons for cancelling slowdown and shutdown activities and a number of
the emergency stop system the illumination is extinguished. corresponding pushbutton in the local panel, the indicator is fully illuminated. indicator LEDs. There are LEDs in the pushbuttons.
Three Command Transfer pushbuttons are located to the left of the control Also on the main control telegraph lever unit is an EMERGENCY STOP Shutdown Warning. There are Cancellable and Non-cancellable shutdown
lever. These are used for selecting the command control position, there being pushbutton, under a cover to avoid accidental operation. warning LEDs which are illuminated when a particular shutdown warning has
BRIDGE, ECR and LOCAL pushbuttons. A pushbutton is pressed once in been activated.
order to request command and is pressed again in order to accept command
Emergency Propeller Pitch Control Panel
after it has been transferred. An indicator LED in the pushbutton flickers when The Shutdown Active LED is illuminated when a shutdown is active.
the control position has requested command but it has not been accepted; when Emergency propeller pitch control panels are located in the bridge console and
a location has command the LED has a steady illumination. in the engine control room console. These panels allow the operator to make CANCEL SHUTDOWN pushbutton. Pressing this pushbutton enables the
propeller pitch changes directly rather than through the lever and telegraph operator to cancel a cancellable shutdown.
To the right of the telegraph lever there are three sub-telegraph function unit. The panel is hard-wired to the propeller pitch control system. There are
pushbuttons. AT SEA is used when the vessel is operating in seagoing condition four illuminated pushbuttons in the panel, one of these being a LAMP TEST Slowdown Warning. There are Cancellable and Non-cancellable slowdown
and there is no need for manning the engine room. STANDBY is used when pushbutton which is pressed in order to check that the lamps in the other warning LEDs which are illuminated when a particular slowdown warning has
manning of the engine room is required for manoeuvring purposes. Finished pushbuttons are functional. been activated. The Slowdown Active LED is illuminated when a slowdown
with Engines (FWE) is used when there is no need for propulsive power. The is active.
indicator LED in this pushbutton will flicker until the engine starting system The CPP EMERGENCY CONTROL pushbutton is pressed once to activate
has been disabled. One of the pushbuttons must be active at all times and the emergency CPP control system; this illuminates the pushbutton. If the CANCEL SLOWDOWN pushbutton. Pressing this pushbutton enables the
the operator on the bridge will press the appropriate pushbutton to activate a pushbutton is pressed again when emergency CPP control is active (the operator to cancel a cancellable slowdown.
particular function. An LED indicates which pushbutton is active. pushbutton is illuminated) this deactivates emergency CPP control.
Pressing a pushbutton once activates the cancel and pressing it again deactivates
Control of the propulsion system is by moving the combined telegraph and CPP INCREASE ASTERN and CPP INCREASE AHEAD pushbuttons are the cancel.
manoeuvring lever located in the bridge control console. Movement of this used to change the propeller pitch. The relevant pushbutton is pressed and
lever controls the engine speed and the propeller pitch within defined ranges. the pitch will change whilst the pushbutton is held in the depressed position; Overspeed. A separate overspeed indicator is provided and this is illuminated
The ahead and astern direction are also controlled by means of the direction when the pushbutton is released movement of the propeller blades stops. in the event of a shutdown due to an engine overspeed. In the event of
in which the lever is moved. The further the lever is moved from the central When operating this system the propulsion engine must be operating at a fixed activation of this safety feature the control telegraph lever has to be set to the
STOP position the greater is the propulsive force developed. speed. STOP position and the engine restarted.
In the ahead direction there are Dead Slow, Slow, Half, Full and Navigation Bridge Wing Unit (BWU) The panel contains + and - PANEL DIM pushbuttons and a LAMP TEST
Full positions. pushbutton.
The bridge wing unit has a panel which contains a miniature telegraph lever
In the astern direction there are Dead Slow, Slow, Half, Full and Emergency unit, rpm and pitch indicators, a command transfer function pushbutton panel,
The miniature telegraph lever serves the same purpose as the main telegraph
Astern positions. a safety function panel and an EMERGENCY STOP pushbutton.
control lever in the bridge central panel. Movement of the lever controls the
direction and speed of the ship. The bridge wing telegraphs are connected

Illustration 2.1.2b Main Engine Local Control Panel
SUB-TELEGRAPH
HYDRAULIC PRESSURE ENGINE SPEED PITCH POSITION
200
150 250
NAV.
FULL
40 80
60 300 50 50
FULL 50 350
400 120 100 100

ASTERN AHEAD
BAR PITCH
HALF
SLOW
CONTROL POSITION
FORCED
DEAD
BRIDGE ECR LOCAL TAKE
SLOW CONTROL
WRONG STOP EMG SLOW DOWN / LOAD REDUCTION SHUT DOWN

WAY STOP
MANUAL SLOW DOWN CANCEL RESET SHUT DOWN CANCEL
SLOW DOWN ACTIVE SLOW DOWN SLOW DOWN ACTIVE SHUT DOWN
LAMP DEAD REQUEST
TEST SLOW
START CONDITIONS
SLOW
TURNING START AIR MAIN START SERVO-OIL ENGINE START

GEAR SYSTEM VALVE PUMP NOT READY BLOCKED
DISENGAGED IN SERVICE IN SERVICE RUNNING
HALF
AUXILIARY WARNING FUEL/LOAD START LAMP

INCREASE
BLOWERS AUXILIARY LIMITATION LIMITATION FAILURE TEST
BRIDGE FULL AT SEA RUNNING BLOWER ACTIVE
EMERG. AIR SLOW

ECR STAND BY SPEED
ASTERN RUN AUTO TURN STOP RUN START DOWN UP
LOCAL FWE

to the main telegraph system on the bridge by an electric shaft system. This Engine Room Control Systems • Starting air pressure is low
means that all bridge telegraph levers are in step with each other and so there The propulsion system has two control stations in the engine room and both • The engine has tripped because the safety system has detected a
is always a bumpless transfer of control. To take control at a bridge wing the are used for emergency control of the propulsion plant. There is an engine side shutdown problem
operator presses the IN COMMAND pushbutton; when the bridge wing has control station which allows for local control of the engine and propeller and
control the IN COMMAND pushbutton is illuminated. • A start blocking exists
there is a propeller pitch control station which allows for local control of the
propeller pitch system. At the engine side control panel it is possible to change
The engine or CPP system cannot be operated if:
Engine Control Room Control System the engine speed and the propeller pitch but at the propeller pitch control
station it is only possible to change the propeller pitch. At the engine side local • The starting air distributor or main starting valve is blocked
The engine control room has a number of hardware items which allow for control station and the CPP local control station there are telegraph receiver • The turning gear is engaged
control of the propulsion system. Normally control takes place from the bridge units similar to the bridge pushbutton telegraph (PBT).
• Control air system is vented
but control may take place from the engine room at engine starting and for
purposes of checking the system. The PBT enables the bridge to transmit controls to the engine local control • The engine is not ready to start
stand. The unit contains the same control transfer and sub-telegraph features
as the bridge PBT. • There is low CPP hydraulic pressure
An AutoChief Control Panel (ACP) and Lever and Telegraph Unit (LTU) are
located in the ECR console. These enable the operator to monitor the system • The CPP is not set at zero pitch
and to control the engine as required. These systems function in the same way Local Engine Control Position
as the units installed on the bridge. Control may be transferred to and from Operation Modes
the ECR system and the ECR has a higher priority than the bridge control At the local engine side control position there is, in addition to the PBT, a local
system. control cabinet. This local control cabinet contains the following features: The system operating mode is selected at the ACP mimic and a number of
• Indicator dials for hydraulic pressure, engine speed and different operating modes are possible. The selected mode must suit the current
An engine speed setting lever is located in the ECR panel and through this the propeller pitch conditions.
duty engineer may manually control the speed of the propulsion engine. This
• Control position illuminated pushbuttons including a FORCED Emission Mode controls engine operation via the engine control system in
system allows for emergency control of the engine speed when the propeller
TAKE CONTROL pushbutton order to minimise the exhaust emission levels.
pitch is set to a single position.
• Slowdown and Shutdown indicator pushbuttons
An Emergency Pitch Control panel, identical to that fitted in the bridge console, Economy Mode minimises engine specific fuel consumption.
• Start condition indicators and a LAMP TEST pushbuttons
allows the duty engineer to change the pitch of the propeller for manoeuvring
when the engine speed is fixed. • Switches for Starting/Slow Turning, Start/Stop/Run and Speed Fixed RPM Mode 1 allows for control of the propeller pitch from the bridge,
Up/Down bridge wing or engine room via the control levers whilst the engine speed
remains constant. The RPM level is normally set at 85% of the MCR speed
Safety Switch Panel (Illustration 2.1.3a) although it is adjustable. This mode is selected automatically.
From the engine side control panel the operator may monitor and control
The ECR console contains a Safety Switch Panel which enables the operator the engine. If operation is to take place from the engine side position this
to perform engine control functions directly. The panel contains two switches, Fixed RPM Mode 2 is similar to Fixed RPM Mode 1 but it is selected
position should always be manned so that the operator can observe the engine
two indicator lamps and four pushbuttons, one of these pushbuttons being a manually and the RPM is set at 100% of the MCR speed.
systems.
LAMP TEST pushbutton. The Slow Down and Shut Down indicators show
when a slowdown or a shutdown is active. The CANCEL SLOWDOWN Separate RPM Mode allows for control of the propeller pitch from the bridge,
The operator may initiate an engine slow turn via the Starting/Slow Turn switch
pushbutton enables the operator to cancel a slowdown and the CANCEL bridge wing and engine room levers. The engine RPM is controlled separately
but this is normally in the AUTO position so that the engine control system can
SHUTDOWN pushbutton enables the operator to cancel a shutdown. The from the propeller pitch by means of the speed setting lever placed alongside
automatically initiate a slow turn prior to starting. In order to start the engine
RESET SLOWDOWN pushbutton enables the operator to reset the slowdown the telegraph unit in the ECR; speed may also be changed by means of the
the operator moves the Start/Stop/Run switch from the Stop position to the
system after the cause of the slowdown has been corrected. speed UP/DOWN control lever at the local engine side panel.
Start position and when the engine fires on fuel the switch is turned to the Run
position. Engine speed is regulated by means of the Speed Up/Down switch.
The Limits switch as two positions, NORMAL and INCREASE LIMIT. The Combinator Mode allows for control of the engine speed and propeller pitch
switch is usually in the NORMAL position but turning it to the INCREASE by means of the telegraph levers according to a preprogrammed combinatory
LIMIT position enables the operator to increase the remote control system Remote Control System Functions graph.
limiters. The control selector switch is usually in the NORMAL position to
allow for control from the bridge. If the switch is turned to the FORCED Starting of the engine is inhibited if any of the following conditions exist:
ECR CONTROL this enables the ECR to take control directly without going
• Start failure: if there has been three previous start attempts or a
through the usual control transfer operation.
slow turning failure

Safety System Functions Procedure for Transfer of Control from Engine Control Room to Bridge Procedure for Transfer of Engine Control to the Engine Local Control
Stand
It is assumed that the engine is running. Control transfer is via the pushbuttons
The engine is automatically stopped is it overspeeds or one of a number of in the ACP/LTUs. The engine local control stand can take control of the engine at any time it does
automatic shutdown conditions are active. not have to be given control. Local control may be taken when the engine is
a) Move the bridge telegraph lever so that the lever matches the in bridge or ECR control and this is by pressing the LOCAL pushbutton in the
A shutdown must be reset after the condition causing the shutdown has cleared actual rpm of the engine. engine side control panel. This will cause the LOCAL indicator lamp at the
in order to allow for an engine restart. Resetting a shutdown is by moving the station previously in control to flash; pressing the LOCAL pushbutton in the
control lever at the station in control to the STOP position. Some shutdowns b) In the ECR the illuminated pushbutton BRIDGE is pressed and ECR panel will stop the flashing and produce a steady illumination. If local
are cancellable and others are non-cancellable. the lamp in the BRIDGE pushbutton on the bridge begins to control is taken when the bridge is in control the BRIDGE control pushbutton
flash. will start flashing and the control change must be acknowledged by pressing
There are EMERGENCY STOP pushbuttons at all control stations and the LOCAL pushbutton.
pressing any one of these will cause the engine to stop. The emergency stop is c) On the bridge the illuminated BRIDGE pushbutton is pressed
deactivated by pressing the pushbutton again. and the bridge takes control. The BRIDGE pushbutton is It is possible to initiate a forced takeover of control at the local control panel by
illuminated at all locations and the illumination of the ECR pressing the FORCED TAKE CONTROL pushbutton in that panel; the local
Slowdown functions offer safety for the engine and these operate in a pushbutton is extinguished. control station then has control.
similar way to the shutdowns but the engine speed is reduced to a safe level.
Slowdowns may be cancellable or non-cancellable. A slowdown, if it has The bridge can request control by pressing the BRIDGE illuminated
become active, is reset after the fault has been corrected by moving the control Procedure for Transfer of Controllable Pitch Propeller Control to the
pushbutton.
lever to a speed below the slowdown speed and then returning the lever to the Controllable Pitch Propeller Local Control Position
normal operating speed. The engine control room transfers control by pressing the BRIDGE illuminated There is an emergency local control position at the controllable pitch propeller
pushbutton in the ECR panel. When the BRIDGE pushbutton is illuminated the control unit and in an emergency the CPP may be controlled from this location.
bridge has control. Local control of the CPP is taken by the local CPP control station by turning
Control Location Changeover Procedures
the control selector switch at the local control station from the REMOTE
CONTROL position to the LOCAL CONTROL position. CPP position
Normally the propulsion system is controlled from the wheelhouse but control Procedure for Transfer of Control from the Bridge to the Engine Control
indicators will flash at the bridge or ECR, whichever was previously in control,
may be undertaken from other locations depending upon circumstances. There Room
and the pushbutton must be pressed to acknowledge the change of control
are facilities at all control locations for the transfer of control to other locations.
It is assumed that the engine is running. Control transfer is via the pushbuttons location. The pump motor panel switch must be set to the LOCAL position.
When transferring control between the bridge and ECR control room bumpless
in the ACP/LTUs.
control transfer (without abrupt change of engine speed) can be made if the
telegraph control handle at the station to which control is being transferred Procedure for Transfer of Control between the Wheelhouse and the
a) Move the ECR telegraph lever so that the lever matches the
is in the same position as the station from which control is being transferred. Bridge Wings
actual rpm of the engine.
There is an electric shaft between the bridge telegraph ever and the bridge wing
It is assumed that the engine is running.
telegraph levers and these follow each other so that movement of the lever at
b) On the bridge the illuminated pushbutton ECR is pressed and
the station taking control is not necessary before taking control.
the lamp in the ECR pushbutton in the ECR begins to flash. a) A bridge wing can take control if the IN CONTROL pushbutton
at that bridge wing is pressed when bridge control is active. The
There are controls for the main engine and the CPP at the bridge and ECR;
c) In the ECR the illuminated ECR pushbutton is pressed and the electric shaft system ensures that there is a bumpless transfer of
local control stations are provided for the engine and the CPP. In addition there
ECR takes control. The ECR pushbutton is illuminated at all control.
are emergency CPP controls at the bridge and the ECR.
locations and the illumination of the BRIDGE pushbutton is
extinguished. The wheelhouse may resume control if the IN CONTROL pushbutton in the
If there is a mismatch or error reading in the engine control location the
wheelhouse panel is pressed.
engine control system will use the last valid control location as the controlling
The ECR can take control by pressing the ECR pushbutton. This transfers
station.
control immediately to the ECR and the ECR pushbutton in the ECR is
illuminated. The ECR pushbutton on the bridge flashes until it is pressed;
The engine side local engine control stand may take engine control from any
the bridge is acknowledging transfer of control to the ECR, it is not actively
other location. The priority of engine control is Local - ECR - Bridge - Bridge
making the transfer.
Wings, with Local control having the highest priority.
The ECR may also initiate a forced take over of control by turning the selector
At each control location the control panel has illuminated pushbuttons for each
switch in the ECR Safety Switch panel from the NORMAL position to the
control location, BRIDGE, ECR and LOCAL. The bridge and bridge wing
FORCED ECR CONTROL position. This gives the ECR immediate control of
control panels have IN CONTROL illuminated pushbuttons.
the engine without having to activate any of the pushbuttons.

Operation of the Propulsion System Alarm acknowledging is carried out by pressing the ALARM ACK pushbutton Provided that all systems are ready for engine starting and that no blockings are
on the ACP. It is possible to use the rotary knob to scroll through the alarm lists operational the engine may be started at the local control stand by turning the
The propulsion system, engine control and CPP control, may be operated from in order to identify the alarm and its parameters. starting switch from the STOP position to the START position. The propeller
the bridge, bridge wings, ECR and locally from the engine room. pitch must be in the zero position. Prior to starting a manual slow turn may be
initiated by turning the slow turning switch to the SLOW TURN position but
The engine must be in a suitable condition for starting with all services
Emergency Control from the Bridge or ECR this switch will normally be set to AUTO.
operating.
If the propulsion control system should fail it is possible to perform emergency The engine will turn over on air and when it reaches firing speed the switch is
In the ECR AutoChief Control Panel (ACP) the rotary knob must be turned to
pitch control from the bridge or ECR consoles. Both locations have Emergency turned to the RUN position.
enable the duty engineer to scroll through the engine state pages in the ACP
Pitch Control panels and the description is the same for both locations.
display. The operator must check that there are no start block conditions and if
there are they must be rectified immediately. The engine speed may be changed by means of the SPEED UP/DOWN switch;
a) Press the CPP EMERGENCY CONTROL pushbutton. turning the switch to the UP position increases engine speed whilst the switch
The CPP hydraulic pump must be started before the engine is ready to run and is in that position and the switch must be turned back to the neutral position to
b) Press the CPP INCREASE AHEAD pushbutton in order to stop further increase.
this is done at the ACP by selecting the ME/CPP Main screen from the Home
increase propeller pitch in the ahead direction or the CPP
picture screen. Using the rotary knob the CPP Pump Start icon is highlighted
INCREASE ASTERN pushbutton in order to increase propeller The propeller pitch may be changed at the local control stand by means of
and this is activated by pressing the rotary knob. The duty engineer must
pitch in the astern direction. The pitch changes whilst the the PITCH AHEAD/ASTERN switch. Turning the switch out of the neutral
ensure that the pump starts.
pushbutton is pressed and stops when the pushbutton is position to the AHEAD position will start to increase the ahead propeller
released. The operator must monitor the pitch angle on the pitch pitch and when the desired pitch is on the propeller the switch is returned to
At the ACP display the Engine State screen must be selected and the engineer
indicator. the neutral position. Similar operation takes place for the astern pitch. The
must ensure that all conditions are normal and that the engine state is now
Delayed Start. When this is the case control may be transferred to the bridge or actual pitch may be observed at the Pitch Indicator gauge. The propeller pitch
c) In order to switch off the emergency pitch control the CPP control selector switch at the CPP local stand must still be in the REMOTE
the engineering department may retain control for starting the engine.
EMERGENCY CONTROL pushbutton is pressed. CONTROL position to allow for control from the engine local control stand.
The engine side local control panel has a number of safety pushbuttons and
Operations from the Bridge and ECR Panels indicators. The operator is able to cancel shutdowns and slowdowns at the
Separate RPM Mode Control
local engine side panel if necessary.
Selecting Zero Thrust. The telegraph control lever is moved to the STOP
This mode is only available from the ECR via the separate engine speed
position.
control lever fitted in the ECR console. The operating engineer can control Local Control Stand Pitch Control
the speed of the engine and monitor the speed at the Separate RPM indicator
Selecting Ahead/Astern Thrust. The telegraph lever is moved to any position
in the ACP mimic. The propeller pitch is controlled by means of the telegraph It is possible to control the propeller pitch separately at the local CCP control
in the ahead/astern direction.
lever which may be moved to give ahead or astern pitch; the engine speed is stand located at the CPP hydraulic unit. This CPP local control is to be used
only regulated in the ahead direction. Instructions from the bridge to the ECR in an emergency when remote control of the CPP system is not available. The
Cancelling a Cancellable Shutdown. If a shutdown condition is activated
are via the telegraph system. control location selector switch at the local CPP control panel must be set to
a message appears in the ACP display and an audible alarm is activated. The
display message states whether the shutdown is cancellable or non-cancellable. LOCAL CONTROL and there is a pitch indicator at this panel. The local CPP
Pressing the CANCEL SHD pushbutton on the ACP within the time delay Local Control Stand Engine Control control station is also fitted with a PBT for receiving control instructions from
period will cancel the cancellable shutdown and the engine remains running. It the bridge. The engine system must also be selected for local control.
is possible to cancel a cancellable shutdown which has become active provided Control is transferred to the engine side local control station by pressing the
that the engine speed has not fallen below the ignition speed when starting the LOCAL pushbutton on the Push Button Telegraph (PBT) in the ECR. The The unloading valve V1P must be closed and manually locked in the closed
engine. Pressing the SOUND OFF pushbutton will mute the alarm. operator at the local control stand presses the LOCAL pushbutton in his PBT position. The propeller pitch is changed by means of the pushbuttons on valve
and the local control stand now has control. Alternatively the operator at the V2 at the hydraulic unit; the pitch angle is observed at the local panel. When
Cancelling a Cancellable Slowdown. If a slowdown condition is activated local control stand may press the FORCED TAKE CONTROL pushbutton the desired pitch is reached the pushbutton is released and the unloading valve
a message appears in the ACP display and an audible alarm is activated. The and take control immediately at the local stand. The auxiliary blowers will is opened. This arrangement enables the propeller pitch to be changed to a
display message states whether the slowdown is cancellable or non-cancellable. automatically start when an engine start is initiated. desired value and the engine speed may then be regulated in order to provide
Pressing the CANCEL SLD pushbutton on the ACP within the time delay the desired thrust.
period will cancel the cancellable slowdown and the propeller pitch will Note: The engine and propeller pitch are controlled separately from the local
remain as set. Pressing the SOUND OFF pushbutton will mute the alarm. In an emergency it is possible to put a set pitch on the CPP. At the hydraulic
control stand.
unit local control position and there are two mode options depending upon
whether or not the OD-Box is operational.

Mode 1 Procedure - If the OD-Box is Operational g) Remove all pipes, hoses from the OD box, taking measures c) Remount the box support stay on the OD box together with the
to collect the oil spillage. Ensure that the OD box can rotate hoses and pipes.
a) Stop the main engine. freely.
d) Start pump P3 and ensure valves V12 and V9 are turned to the
b) Turn the remote/local switch on the connection box on the h) Slowly unscrew and remove the ahead hosing on the OD box. NORMAL POS positions.
hydraulic power pack to the LOCAL CONTROL position.
i) Fit the emergency adapter into the ahead connection.
c) Stop the shaft to reduce the pitch setting pressure.
j) Take measures to collect the return oil that comes out of the
d) Turn the remote/local switch on the P1 and P2 starters to the connection during the following emergency pitch setting
LOCAL position. procedure.
e) Stop P1 and P2 pumps, but leave the static pressure pump P3 The OD box is now ready for the emergency pitch setting procedure.
running.
k) Connect the hose to the quick coupling on the emergency
f) Turn the emergency valve V12 to the EMERG CONTROL 1 adapter.
position; the pressure from the static pressure pump P3 will now
move the pitch to the mechanical end position of Full Ahead. l) Connect the other end of the hose to the EP quick connection on
the emergency panel of the hydraulic power pack.
g) Turn the emergency valve V12 back to the NORMAL POS
position when the pitch has moved to the mechanical end m) Turn directional valve V12 to the EMERG CONTROL 2
position of Full Ahead. position.
h) Turn the static pressure control valve V9 to the INCREASED n) Open valve V22.
position to maintain the propeller pitch in position.
o) Set the pitch to the mechanical end position by starting pump P3.
i) The engine can be started and worked with full ahead pitch but Stop the pump when the mechanical end position is reached.
the engine must be operated at reduced revolutions.
p) Close valve V22.
Note: If the pitch moves from the mechanical end position of full ahead, stop q) Remove the emergency hose from the OD box. Ensure that the
the main engine, turn the static pressure valve V9 to the NORMAL position adapter remains in the guide tube.
and repeat steps e) to i).
r) Unlock the shaft
Mode 2 Procedure - If the OD-Box is not Operational: s) The engine can be started and worked with full ahead pitch but
the engine must be operated at reduced revolutions. The OD
a) Stop the main engine. box will now rotate together with the shaft.
b) Turn the remote/local switch on the connection box on the Note: If the pitch moves from the mechanical end position of full ahead, stop
hydraulic power pack to the LOCAL CONTROL position. the main engine and repeat steps k) to r).
c) Stop and secure the shaft.
Once the vessel has reached harbour, perform the following procedure to set
the propeller under static pressure until it has been repaired.
d) Turn the remote/local switch on the P1 and P2 starters to the
LOCAL position.
a) Stop the shaft.
e) Stop P1, P2 and P3 pumps.
b) Turn the shaft until the OD box is in its normal position.
f) Dismantle and remove the box support stay.

2.1.3 MAIN ENGINE SAFETY SYSTEM • Illuminated pushbutton (with cover) in the local engine side Cancelling a Cancellable Shutdown
telegraph panel If a shutdown condition is activated a message appears in the ACP display and
Introduction • Illuminated pushbutton (with cover) in the CPP local telegraph an audible alarm is activated; the shutdown is also announced in the safety
panel switch panel. The display message states whether the shutdown is cancellable
The engine control system also incorporates an engine safety system which or non-cancellable. Pressing the CANCEL SHD pushbutton on the ACP or the
is designed to monitor the ship’s main engine performance and speed, then An emergency engine stop is initiated when one or more EMERGENCY STOP safety switch panel within the time delay period will cancel the cancellable
control the engine protection functions, such as shutdown and slowdown, if pushbutton is pressed. The stop signal is sent to the engine control system shutdown and the engine remains running. It is possible to cancel a cancellable
the engine’s monitored operations exceed defined limits. The engine safety directly and is displayed in the LCD unit of the AutoChief Panel (ACP) unit. shutdown which has become active provided that the engine speed has not
system is also linked with the engine manoeuvring system, providing for The Emergency Stop is reset by pressing the EMERGENCY STOP pushbutton fallen below the ignition speed when starting the engine. Pressing the SOUND
engine slowdown and shutdown when required and also start blocking if the again. OFF pushbutton will mute the alarm.
engine is not in a safe condition to start.
A shutdown may only be reset by ordering an engine stop at the control stand
The safety system provides the following control and monitoring facilities: Overspeed
in control after the defect causing the shutdown has been corrected. The engine
Overspeed of the engine is detected by two independent tacho pick-ups which may then be restarted.
Control of: are mounted near the engine flywheel. When the engine speed exceeds 107%
• Emergency stop of the MCR speed (adjustable) the Engine Safety Unit (ESU) will detect the
Automatic Slowdown
overspeed and will initiate an engine shutdown through the engine control
• Engine shutdown system. An overspeed shutdown is reset by moving the telegraph lever, at the All slowdown contacts from engine sensors are continuously monitored for
• Engine slowdown control stand in control, to the STOP position. After the cause of the overspeed loop failure and any loop failure of a sensor is indicated control panel. The
has been corrected the engine may then be restarted. engine speed is reduce to a speed corresponding to Slow (adjustable) if any
Monitoring of: slowdown sensor is activated. The pitch of the CPP unit will also be reduced
to give the effective slow speed.
• Engine speed Automatic Shutdown
• Engine overspeed All shutdown contacts from engine sensors are continuously monitored for All slowdown signals may be specified as non-cancellable or cancellable. For
loop failure and any loop failure of a sensor is indicated on the display panel. all cancellable slowdown signals there is a time delay before the shutdown
• Engine shutdown sensors
Shutdown sensors are electrically separated from other systems. The engine becomes active. Slowdowns announced audible and visually by illumination
• Engine slowdown sensors will automatically shut down if any shutdown sensor is activated. of the ‘Slowdown’ indicator in the safety switch panel. There is a time delay
• RPM detectors before a cancellable slowdown is activated and the operator may cancel the
The following systems result in an automatic engine shutdown: cancellable slowdown by pressing the CANCEL SLOWDOWN pushbutton in
• EMERGENCY STOP pushbuttons the safety switch panel.
• Engine overspeed (incorporated in the engine control system)
• Emergency stop (auto-stop) solenoid valve
• Main lubricating oil supply pressure low The following conditions activated an engine slowdown:
The safety system has slowdown inputs and shutdown inputs. These inputs are • Turbocharger lubricating oil inlet pressure low • Thrust bearing segment high temperature
configured as digital inputs with loop fail detection. There are two dedicated
speed pickups connected to the safety system for engine speed indication and • Thrust pad temperature high • Main bearing high temperature
overspeed protection. • Jacket fresh water cooling inlet pressure low • Crankpin bearing high temperature
The lubricating oil pressure shutdown signals are blocked when the subtelegraph • Crosshead bearing high temperature
Emergency Stop
is switched to FWE mode in order to prevent alarms when the engine is not • Lubricating oil inlet to engine low pressure
Hard-wired EMERGENCY STOP pushbuttons are provided in the following operating. When the FWE mode is switched off these signals are unblocked
• Lubricating oil inlet to engine high temperature
locations: and so it is essential the lubricating oil circulation system is operating before
the engine is switched from FWE mode in order to prevent alarms. • Piston cooling oil engine/cylinder outlet temperature high
• Illuminated pushbutton (with cover) in the bridge telegraph
panel • Piston cooling oil engine/cylinder outlet no flow
Shutdowns may be cancellable or non-cancellable.
• Illuminated pushbutton (with cover) in the bridge wing panels • Jacket cooling water outlet engine/cylinder high temperature
Non-cancellable shutdowns result in the engine stopping without delay whilst • Jacket cooling water inlet pressure low
• Illuminated pushbutton (with cover) in the engine control room cancellable shutdowns allow a time delay between activation of the sensor
telegraph panel and initiation of the engine shutdown. The delay time is adjustable for each • Jacket cooling water pressure loss across engine
shutdown sensor. • Central fresh water cooling water temperature high

• Scavenge space fire Crankpin bearing temperature high 80oC
• Cylinder exhaust temperature high deviation from average Crankpin bearing outlet LO temperature +/-7oC
deviation Illustration 2.1.3a Main Engine Safety Switch Panel
• Axial vibration monitor high vibration
oC
Crankpin bearing outlet LO temperature 70
• Crankcase oil mist detector alarm
Crosshead bearing oil outlet temperature 70oC
Crosshead bearing temperature high 80oC
Cancelling a Cancellable Slowdown
Crosshead bearing outlet LO temperature +/-7oC
If a slowdown condition is activated a message appears in the ACP display and deviation
an audible alarm is activated; the slowdown is also announced in the safety Thrust bearing segment temperature high 80oC 90oC SLOW SHUT
switch panel. The display message states whether the slowdown is cancellable DOWN DOWN
Jacket cooling water pressure low loss across 0.4 bar
or non-cancellable. Pressing the CANCEL SLD pushbutton on the ACP or the
engine
safety switch panel within the time delay period will cancel the cancellable
slowdown and the propeller pitch will remain as set. Pressing the SOUND OFF Jacket cooling water inlet pressure low 1.5 bar 0.1 bar SLOW SHUT
pushbutton will mute the alarm. Fresh water cooling outlet/cylinder temperature 95oC DOWN DOWN
CANCEL CANCEL
high
At the end of the delay period the slowdown is activated if the problem has not Scavenge air box fire alarm/cylinder 65oC
been corrected or the slowdown cancelled. SLOW
Scavenge air receiver temperature 120oC DOWN
LAMP
TEST
Exhaust gas outlet/cylinder temperature high 500oC RESET
A slowdown is automatically reset when the sensor is deactivated or it may be
Exhaust gas outlet/cylinder temperature +/-65oC
reset by moving the telegraph lever to a position below the slowdown speed.
(deviation)
Alternatively the RESET SLOWDOWN pushbutton may be pressed.
Oil mist in crankcase * FORCED ECR INCREASE
NORMAL CONTROL NORMAL LIMITERS
An engine slowdown is automatically triggered in the event of abnormal Crankshaft longitudinal vibration peak to peak 4.36μm/s
operating conditions. Slowdowns are designed to protect the engine components Hydraulic oil low pressure 175 bar
against overload and maintain the ship in a manoeuvrable condition should a Engine overspeed 114.5 rpm
fault occur.
KONGSBERG
SSP
Critical Speed
If the engine operates in the critical speed range of 34 - 44 rpm an alarm is
activated, but the engine control system is programmed to prevent engine
operation in the critical speed zone.
Slowdown and Shutdown Functions

Item Slowdown Shutdown
Piston cooling oil outlet temperature high 75oC
Piston cooling oil outlet no flow L
Main LO inlet pressure low 1.5 bar 1.3 bar
Turbochargers LO outlet temperature high 120oC
Turbochargers LO pressure low 0.8 bar
Cylinder lubricator no flow *
Main LO inlet temperature high 60oC
Main bearing LO outlet temperature high 70oC
Main bearing outlet LO temperature deviation +/-7oC
Main bearing temperature high 80oC

Illustration 2.1.4a Controlled Pitch Propeller System
Stern Tube Hydraulic Gravity

LO Header Tank Tank
Hydraulic Power
Pack
1 2 3 4 5 6 7 8 9 10 11 12
Drain Oil
Tank
1. Propeller Hub with Blades 7. Support Bearing

Key 2. Stern Tube Aft Sealing 8. Oil Distribution Box
3. Stern Tube 9. Feed Back Unit
Hydraulic Oil 4. Stern Tube Forward Sealing 10. Earthing Device
5. Sleeve Coupling 11. Support Bearing
6. Oil Distribution Box Shaft 12. Intermediate Shaft

2.1.4 CONTROLLED PITCH PROPELLER SYSTEM Introduction Main Components of the Controllable Pitch Propeller System
Propeller Hub and Blades
Controllable Pitch Propeller System The vessel is equipped with a controllable pitch propeller (CPP) which is
coupled directly to the main engine via the propeller shaft. The CPP allows a The propeller is made from stainless steel and has four rotating blades. The
Maker: Rolls Royce greater flexibility of control over manoeuvring as both the engine speed and sea water is prevented from entering the hub by O-ring seals on the blade
No. of sets: 1 the propeller pitch can be used to control thrust. The CPP may be controlled assembly. Each blade has a bearing which is lubricated by oil supplied by the
Type: Hydraulically actuated from the following locations: static pressurised hydraulic oil pump
Total system oil capacity: 3,600 litres • Locally
Propeller Shaft
Hydraulic Power Pack Unit • From the engine room local engine side control stand
The propeller shaft is hollow to allow the twin tube to pass hydraulic power oil
Maker: Rolls Royce • From the ECR
to the actuating and the separate pipes for the hydraulic lubricating oil through
No. of sets: 1 • From the manoeuvring console in the wheelhouse it.
Reservoir oil capacity: 2,350 litres • From both bridge wing manoeuvring stations
Sleeve Coupling
Propeller
The CPP makes it unnecessary to stop the engine to power astern and provides
The sleeve coupling comprises two steel sleeves the inner being thinner
Hub size: 186 XF5/4D-S for a more responsive manoeuvring. Also stopping times in emergency
than the outer sleeve. The inner sleeve is sized to be able to slip easily along
No. of blades: 4 (2 spare blades on deck) situations will be shorter than with a fixed pitch propeller. The CPP also has
the machined surface of the propeller shaft and the outer surface is tapered.
Diameter: 7,400mm advantages in ice conditions when it can deliver high torque at low forward
The heavier outer sleeve has a corresponding taper on its inner surface. The
speed enabling the ice to be parted without ramming.
Bolt torque: 20,450 Nm coupling is mounted by driving the outer sleeve up the taper on the inner
sleeve, creating a powerful interface. To allow the outer sleeve to be driven up
Shaft Coupling From the engine control room (ECR) the engine and CPP may be controlled
lubrication oil is pumped onto the mating surfaces to reduce friction.
in combinatory mode or constant rpm mode which varies the engine thrust
Maker: SKF by varying the propeller pitch; it may also be controlled in emergency mode
Type: OKCA 530 via the CPP INCREASE AHEAD and CPP INCREASE ASTERN emergency Oil Distribution Boxes
pushbuttons in the Emergency Pitch Control Panel. The oil distribution box is an arrangement to allow the high pressure hydraulic
High Pressure Pumps
oil to be transmitted to the control piston from the hydraulic control system.
Maker: Sauer From the wheelhouse the engine and CPP may be controlled in combinatory It comprises a system of channels and seals on a stationary assembly, which
No. of sets: 2 mode which gives simultaneous pitch and engine speed control from the allows the oil to pass into the twin tubes on the rotating shaft for ahead and
Type: Double gear pump control lever, constant rpm mode as with the ECR control and emergency astern pitch control and separate lines for the lubricating oil pressure and
mode, which again is via the CPP INCREASE AHEAD and CPP INCREASE return.
Model: PFR 106-55D CO31
ASTERN emergency pushbuttons in the Emergency Pitch Control Panel. The
Servo pump capacity: 93 litres/min at 1,755 rpm propulsion system may also be controlled from the bridge wing manoeuvring
Booster pump capacity: 179 litres/min at 1,755 rpm consoles in combinatory mode. Feedback Unit
The feedback unit measures the position of the tubes connected to the pistons
Static Head Pump The CPP system comprises the following main elements: and translates that position into an electrical signal to feed back to the control
Maker: Salami • The propeller system the actual propeller pitch position.
No. of sets: 1
• The propeller shaft and coupling
Type: Gear pump Hydraulic Power Pack
Model: 3PB33D • The oil distribution boxes
The hydraulic power pack is located on the floor plates aft on the port side and
Capacity: 55 litres/min at 1,740 rpm • The hydraulic power pack is provided with three electrically driven pump units. Two are the high pressure
• The control panel pumps for the pitch positioning and the other is the static pressure pump unit
Drains Pump
which supplies oil lubrication and preventing ingress of sea water. The two
Maker: Salami The control of the propeller pitch is made by pumping hydraulic oil from the high pressure pumps comprise a servo unit and a booster unit on a common
No. of sets: 1 hydraulic power pack through the oil distribution boxes, along tubes in the shaft. The pumps are configured as run and stand by with the standby pump
Type: Gear pump propeller shaft and onto pistons attached to the propeller blades. When the cutting in when the system pressure falls to 0.6MPa.
piston is moved aft the propeller blades are moved into an astern pitch.
Model: 2PB16D
Capacity: 27 litres/min at 1,720 rpm

Illustration 2.1.4b Controlled Pitch Propeller Hydraulic System
Hydraulic Power Pack G4 Valve Manifold

PI
G4T
G4V
PT3 G3 V22
G5 V6
PI V23
PI
G3T
G5T G3V
V24
G5V
VEB
V16
V2P
VEA
V7
LCT
V25
V15 V3
V10 V1P1
RT
V9 V11
V2
V1P
P3T V12
V14 PT2 V4
Emergency Hose G1
Located in Toolbox PI G2
VE VP CT
PA TA PB TB VI PI
Z G1T G1V VS VS
To/From Cooling G2V
Fresh Water VB VB
ZT
Cooler
PSI.2
V20 PSI.1
V18 V19
V17 PSI.2V PSI.2T
Static Pressure PSI.1T PSI.1V
M
Pump
PI PI M M
Pump Pump TTI
PT100
Unit No.1 Unit No.2 F5 LSI
Oil Return Oil Return Oil SR
Distribution Filter Filter
Box
Propeller LS2
Unit Key
LS5 Drain Hydraulic Oil

Pump
M Unit Fresh Water

The power pack is provided with the following alarms: d) Place the other pump in Auto mode by placing the cursor on e) The unloading valve V1P at the hydraulic unit must be closed
the pump icon and press the AUTO/MANUAL key on the and manually locked in position.
• Low oil level
keyboard.
• Low oil pump pressure, set at 0.8MPa e) The propeller pitch is controlled by pressing the pushbuttons on
• High oil temperature set at 65°C The message at the bottom of the screen will indicate that the pump is on the valve V2.
standby, which will allow the pump to start if the first pump fails to maintain
• Filter high differential pressure the required hydraulic oil pressure. The CPP can be operated by the bridge d) When the pitch is at the correct position the valve V2 pushbutton
• Drain pump unit high level once the CPP Separate Control/Auto Control switch is turned to the AUTO must be released and the unloading valve V1P is opened.
CONTROL position.
• Standby pump start
The propeller pitch is now fixed in the new position. The thrust is regulated by
• Pump overload means of the engine speed which is either controlled from the engine side local
Local Pitch Control Position
control panel, the ECR or from the bridge.
• Pump power failure
It is possible to change the propeller pitch from the local pitch control position.
• Backup failure Normally the propeller pitch is changed automatically via the control unit on
Emergency Control of Propeller Pitch
the bridge or in the ECR. In the event of failure of the remote control system
• Command/response failure
local control of propeller pitch is possible. Under normal circumstance the Emergency control of the propeller pitch is available from the local pitch
• Pitch control error pitch control switch must be turned to the REMOTE position to allow for control position and there are two options depending upon whether or not the
• Emergency power failure control from the bridge or ECR. OD-Box is operational.
• Central unit failure In the event of failure of the remote control system, or to allow for local
checking of the system, the control switch must be turned to the LOCAL Mode 1 Procedure - If the OD-Box is Operational
Control Panel position. The system allows the propeller pitch to be moved to the full pitch
position and locked in place, the engine speed then being used as the means of a) Stop the main engine.
The control panel is mounted on the hydraulic power pack and is equipped controlling the ship’s speed.
with a remote/local control switch and a propeller pitch indicator; other local b) Turn the remote/local switch on the connection box on the
controls include pressure gauges, a manual directional control valve and a hydraulic power pack to the LOCAL position.
manual shut off valve. Back-up Control
The back-up control system is an emergency control system which is used c) Stop the shaft to reduce the pitch setting pressure.
Procedure to Start the Controllable Pitch Propeller from the if the main control system has failed. The pitch control valves are connected
directly to the back-up section of the control panel. When operating in this d) Turn the remote/local switch on the P1 and P2 starters to the
Wheelhouse or Engine Control Room mode all the bridge control panels are active and the pitch is controlled by an LOCAL position.
ahead pitch pushbutton and an astern pitch pushbutton.
The CPP hydraulic pump must be started before the engine is ready to run and e) Stop P1 and P2 pumps, but leave the static pressure pump P3
this is done by first ensuring: running.
CAUTION
• The local/remote switch at the local panel is in the REMOTE
When in back-up control mode no automatic load control takes place. f) Turn the emergency valve V12 to the EMERG CONTROL 1
position
Care must be taken not to overload the engine. position; the pressure from the static pressure pump P3 will now
• The main switch at the local panel is in the ON position move the pitch to the mechanical end position of Full Ahead.
• The breaker at the main switchboard is in the ON position Procedure to Operate the Controllable Pitch Propeller
g) Turn the emergency valve V12 back to the NORMAL POS
Hydraulic Power Pack Locally
position when the pitch has moved to the mechanical end
a) At the ECR remote operator station select the Pump Overview
position of Full Ahead.
screen and use the rotary knob to position the cursor over the a) Visually inspect the system for leakage and rectify as
CPP pump icon. necessary.
h) Turn the static pressure control valve V9 to the INCREASED
position to maintain the propeller pitch in position.
b) On the keyboard press the READ pushbutton, to address the b) Select the pump for service by turning the breaker at the main
pump icon. switchboard to the ON position.
i) The engine can be started and worked with full ahead pitch but
the engine must be operated at reduced revolutions.
c) Press the 1 pushbutton to start the pump. The icon will blink as c) At the local panel turn the local/remote switch to the LOCAL
the pump runs up to speed. position and the stop/run switch to the RUN position.

Note: If the pitch moves from the mechanical end position of full ahead, stop p) Close valve V22.
the main engine, turn the static pressure valve V9 to the NORMAL position
and repeat steps e) to i). q) Remove the emergency hose from the OD box. Ensure that the
adapter remains in the guide tube.
r) Unlock the shaft

Mode 2 Procedure - If the OD-Box is not Operational
s) The engine can be started and worked with full ahead pitch but
a) Stop the main engine. the engine must be operated at reduced revolutions. The OD
box will now rotate together with the shaft.
b) Turn the remote/local switch on the connection box on the
hydraulic power pack to the LOCAL CONTROL position.
Note: If the pitch moves from the mechanical end position of full ahead, stop
c) Stop and secure the shaft. the main engine and repeat steps k) to r).
d) Turn the remote/local switch on the P1 and P2 starters to the Once the vessel has reached harbour, perform the following procedure to set
LOCAL position. the propeller under static pressure until it has been repaired.
e) Stop P1, P2 and P3 pumps. a) Stop the shaft.
f) Dismantle and remove the box support stay. b) Turn the shaft until the OD box is in its normal position.
g) Remove all pipes, hoses from the OD box, taking measures c) Remount the box support stay on the OD box together with the
to collect the oil spillage. Ensure that the OD box can rotate hoses and pipes.
freely.
d) Start pump P3 and ensure valves V12 and V9 are turned to the
h) Slowly unscrew and remove the ahead hosing on the OD box. NORMAL POS positions.
i) Fit the emergency adapter into the ahead connection.
j) Take measures to collect the return oil that comes out of the
connection during the following emergency pitch setting
procedure.
The OD box is now ready for the emergency pitch setting procedure.
k) Connect the hose to the quick coupling on the emergency

adapter.
l) Connect the other end of the hose to the EP quick connection on

the emergency panel of the hydraulic power pack.
m) Turn directional valve V12 to the EMERG CONTROL 2

position.
n) Open valve V22.
o) Set the pitch to the mechanical end position by starting pump P3.
Stop the pump when the mechanical end position is reached.

2.2 Boilers and Steam Systems
2.2.1 General Description
2.2.2 Boiler Control Systems
2.2.6 Sootblowers
2.2.7 Economiser
Illustrations
2.2.1a Auxiliary Boiler
2.2.2a Boiler Local Control Panel
2.2.3a 16kg/cm2 Pressure Steam System
2.2.6a Economiser Sootblower Control Panel

Illustration 2.2.1a Auxiliary Boiler
Fuel Inlet
Burner
Air Inlet
Control Panel
Exhaust
Outlet
Steam Drum
Access Door
Furnace
Generating
Tube Bank
Water Drum

2.2 BOILERS AND STEAM SYSTEMS The control system (see section 2.2.2) regulates the fuel and combustion air The bottom of the boiler furnace is covered with a layer of insulation and a
supply in order to maintain a constant steam pressure. A flame monitoring layer of castable refractory.
2.2.1 GENERAL DESCRIPTION device is fitted to detect flame failure upon flash-up or during normal
operation. The water level in the boiler is controlled automatically by the feed
Water Drum
water control system and there are alarms for high and low water levels. At
Auxiliary Boiler the low-low water level, an alarm operates together with a trip for furnace The water drum serves as a connection between the furnace tubes and the
Maker: Aalborg Industries combustion. Water gauges are fitted on the boiler shell for visual indication of convection tubes to the steam drum. Access to the water drum is by way of a
the water level and there is a remote water level indicator at the ECR mimic. manhole.
No. of sets: 2
Model: MISSIONTM OL The boiler is provided with two steam outlet valves, one of the shut-off type Convection Section
Type: Vertical oil fired water tube and one non-return type which prevents steam from flowing back to the boiler
Capacity: 35,000kg/h should the pressure in the line exceed the boiler pressure. The convection section consists of closely spaced vertical water tubes, welded
at both ends to the water and steam drums. Access to the convection section is
Working Pressure: 16 barg
There are two groups of feed water inlet valves, each group consisting of shut- by means of inspection doors.
Fuel oil: HFO 700cSt at 50°C
off valves and a pneumatically operated feed water control valve.
DO 6cSt at 40°C
Steam Drum
Safety valve settings: 17.5kg/cm2 Both oil fired auxiliary boilers are associated with the exhaust gas economiser
In order to ensure good circulation of the boiler water within the boiler,
Forced draught fan: 648m3/min at 1,770 rpm (EGE), the economiser being supplied with water from the auxiliary boiler
downcomers are fitted between the steam drum and the furnace header. Access
which is designated as the duty oil fired boiler. The steam/water emulsion
to the steam drum is by way of a manhole.
generated in the economiser flows back to the duty oil fired boiler. Boiler water
General Description circulation pumps are provided for the exhaust gas economiser.
Boiler Mountings
The vertical oil fired boilers have a single furnace which is surrounded by a Two safety valves are fitted to the upper part of the steam/water drum. A blow
bank of water tubes which connect to the water drum at the base of the boiler down valve is connected to the lower drum and a scum collection pan, with Safety Valves
which also acts as the furnace bottom. The lower header is fitted with a steam associated valve, is located at the normal water level, in the upper drum, and Two safety valves are fitted to the boiler steam drum. They are installed for
simmering coil for warming through the boiler. At their upper ends, the water allows surface foam and debris to be removed from the water surface. The safety reasons and designed to prevent the boiler pressure from rising above
tubes connect with the annular steam/water drum which is fitted with steam boiler blow down and scumming system is operated manually. the design value. The safety valves are supplied with waste steam pipes and
stop valves, feed check valves, water level gauges, and water level alarms. expansion bellows and are set to lift at 17.5kg/cm2. The valves are fitted with
During normal sea going passages the steam demand is supplied by the exhaust remote lifting wires for use in an emergency.
The bank of water tubes consists of two sets of tubes, the outer downcomers gas economiser and in port by the auxiliary boiler. During periods of high
and the inner risers. Water in the boiler is self-circulating due to the upward steam demand, such as cargo operations or engine manoeuvring it will be
Main Steam Valve
flow of the steam/water emulsion in the riser tubes. Radiant heat from the necessary to run the auxiliary boiler and the exhaust gas economiser together.
furnace flame generates steam bubbles in the riser tubes and these steam The main steam valve is a screw down non-return valve. When closed it
bubbles form an emulsion with the water. The emulsion has a lower density isolates the boiler from the main steam system and prevents steam flowing
than the water and thus rises to the upper steam/water drum. As the emulsion General Construction back into the boiler when open.
flows upwards in the risers, water at the same temperature flows downwards
through the downcomers to the lower water drum. Gas passes through the gaps The auxiliary boilers consist of the following main parts:
Bypass Valve
between the tubes and flows from the furnace centre to the smoke outlet box • Furnace
located at one side of the boiler just below the upper header. The purpose of the bypass valve is to equalise the pressure between the boiler
• Water drum and the main steam system. It is also used to warm through the steam system
A single fuel oil burner is located in the furnace, the floor of which is lined • Convection section when the main steam valve is closed.
with refractory. The burner uses steam atomising and is supplied with heavy • Steam drum
fuel oil (HFO) from the main fuel system. Combustion air is supplied to a wind
box by the FD fan and the air flow to the furnace is divided into two separate
flows; the core air, which mixes with the fuel and steam at the burner tip and Furnace
the main air flow, which enters via a swirl unit and mixes with the fuel after The furnace consists of closely spaced vertical tubes which are arranged in a
the burner tip. The air supply is regulated by dampers in the wind box, the air polygon shape and make up the membrane wall. The boiler header is fitted
volume being determined by the fuel supply. The burner is ignited by an igniter with manholes to facilitate cleaning.
gun which burns marine diesel oil (MDO).

Main and Auxiliary Feed Water Valves Furnace Drain Valve Ignition Burner
Two sets of feed water valves are fitted to the boiler. Each set consists of two The furnace drain valve allows for any water to be drained from the furnace The ignition burner is a separate diesel oil burner with its own oil supply
valves, a shut off valve and a non-return valve. The main feed water valves are after washing. system and operates on the principle of mechanical pressure jet atomisation.
normally used in conjunction with one of two level controllers. The auxiliary An air servo cylinder retracts the ignition burner after ignition of the main
feed water valves are a direct fill from the feed pumps and are closed during burner. To ensure a more reliable ignition sequence for the main burner the
Low Level Switch
normal running of the boiler. They are normally only used when the level ignition system always operates on diesel oil supplied by an ignition pump,
controller fails. The low level switch is fitted to the steam drum and includes two shut-off which only operates when the ignition burner is required.
valves and a drain valve.
Water Level Gauges The combustion air to the ignition burner is supplied from the compressed
Instrumentation Valves air system. At the end of the furnace purge period, the solenoid valves for the
Two local water level gauges are fitted to the front of the boiler steam drum, diesel oil and combustion air open and the diesel oil flame is ignited by an
each gauge is provided with two shut-off valves and a drain valve. The shut-off The boiler is fitted with a number of instrumentation valves for level and electric spark between two electrodes which are connected to a high voltage
valves, fitted at the top and bottom of the sight glass, have a remote closing pressure control and indication. ignition transformer. After successful ignition of the main burner the diesel oil
mechanism which can be used to isolate the gauge should the glass rupture. solenoid valve closes and the ignition burner is purged with compressed air
The drain pipes from the water level gauges are lead to an open drain visible Manhole before being retracted by the air servo cylinder.
for inspection when blowing down the glasses.
Two manholes, one at the boiler top and the other at the boiler bottom allow
The ignition burner must ignite the main burner within the ignition period or
for inspection of the steam and water drums.
Blow Down Valve the flame failure alarm will activate.
Two non-return blow down valves are mounted on the boiler header to allow Access Doors
the boiler water to be discharged overboard. The ship’s side boiler blow down Main Burner
valve must be opened before any blow down procedure is undertaken. Access to the furnace and smoke box is possible through the access doors
The burner consists of a burner lance fitted with a Y-jet atomiser in which
placed at the bottom of the furnace and at the smoke box.
the fuel and atomising steam are mixed. During normal start up operation the
Scum Valve burner lance is purged with steam. This warms the burner and assists with
Description of the Burner System ignition. During normal stopping operations the burner lance fuel oil supply
The non-return scum valve is fitted to the steam drum. In the event of an line is purged with steam to ensure any remaining fuel is atomised into the
accumulation of floating scum in the boiler, it can be removed from the water Fuel Oil Burner furnace.
surface by opening this valve. Type: Steam atomising
Model: KBSD 2650 Steam Atomising System
Circulation Inlet and Outlet Valves
The atomising steam regulating valve regulates the atomising steam pressure
The boiler water circulating outlet non-return valve is fitted to the intermediate Fuel Oil Pump to the burner lance. During high boiler loads the atomising steam pressure is
drum and allows suction for the economiser water circulating pumps. The kept at a constant pressure but is reduced to a lower pressure during low steam
screw down inlet valve is fitted to the steam drum. Maker: Aalborg Industries
demands by the control system.
Type: Screw pump
Sampling Valve Model: DMS11/6500.CAC.800
Atomising Air
Capacity at 380cSt: 7.974m3/h
The sample valve is connected to the intermediate drum which directs the If atomising steam is not available, due to low steam pressure or after boiler
boiler water through a cooler before being used for analysis. Operating pressure: 25 bar
shutdown then compressed air can be used as an atomising medium. Once
the steam pressure is above the minimum pressure required for the steam
Inspection Hole Ignition Pump atomisation then the boiler burner should be stopped and the atomisation
medium changed over from air to steam.
Two inspection holes are provided in the furnace wall to enable inspection of Maker: Aalborg Industries
the burner flame. Type: RSA gear pump
Combustion Air
Operating pressure: 0.1-4 bar
Air Valve The combustion air is supplied by a separately installed FD fan. The supply
of combustion air is controlled by inlet vanes which regulate the amount of
The steam drum is fitted with an air vent valve to vent any air from the steam
combustion air entering the furnace and ensure a healthy strong flame.
drum after maintenance or shut down and to prevent a vacuum from forming
when the drum is cooling down.

Fuel Oil System h) Check the operation of the gauge glasses and compare with p) Supply steam to the HFO settling and service tank heating coils
remote reading instruments. and steam tracing lines. When the fuel oil is of a sufficient
From the HFO settling or service tanks, FO is pumped through the boiler FO
temperature to be pumped by the boiler HFO supply pumps,
heater by the boiler FO supply pumps. In the event of the boiler running on
Note: Remote reading instruments may not be accurate until steam pressure supply steam to the HFO heater and prepare to change over
diesel oil, the heating medium to the boiler FO heater would normally be shut
is available. from MDO to HFO firing.
off. After passing through the heater the FO flows through a manually operated
three way valve which allows for fuel oil circulation, a flow meter and fuel oil
i) Set up the valves as described in section 2.6.3 Auxiliary Boiler Change over to HFO is described in section 2.6.3 Auxiliary Boiler Fuel Oil
regulation valve.
Fuel Oil System for starting the boiler from cold. System.
The pneumatic three way shut-off valve regulates the fuel supplied to the boiler
j) Check there is adequate supply of MDO in the MDO tanks and q) Monitor the fuel oil temperature and ensure that it rises quickly
burner and returns excess fuel to the HFO settling tank or the boiler FO return
top up if necessary. to the normal operating temperature. When operating on HFO,
pipe depending on the position of the FO return three-way valve.
check the stability of the flame.
k) Start the boiler fuel oil supply pump and set the oil recirculation
Compressed Air System valve to discharge any heavy oil remaining in the fuel oil lines r) When the fuel temperature has settled and the flame stability is
The compressed air system consists of four systems which operate with back to the HFO settling tank. good then the burner can be switched to AUTOMATIC.
different pressures.
Under normal circumstances the auxiliary boiler fuel oil system should have Procedure for Shutting Down the Auxiliary Boiler
• Atomising air system
been flushed through with diesel oil before shutdown.
• Ignition burner air system
a) When minimum load is obtained, stop the burner.
• Control air system l) Start the boiler on MANUAL control and on low load.
• Oil flow control air system b) Maintain the water level in the gauge glass at about 50mm in the
When raising the steam pressure from cold, care is needed to prevent damage gauge glass.
by distortion and the initial firing must be maintained at a low rate. When
Procedure for Starting the Auxiliary Boiler raising steam from cold the burner is normally on for 5 minutes and off for 15 If the boiler is being shut down because the exhaust gas economiser is in
minutes until the boiler is thoroughly warmed through. This procedure can take operation then the burner control switch can be left in AUTOMATIC to
The following steps should be taken before any attempt is made to flash the up to one hour. After one hour the boiler steam pressure must be slowly raised ensure the boiler will flash during periods of high steam demand. If, however
auxiliary boiler and assumes the boiler system is empty. to the operating pressure over a further hour. The water level gauges must be the boiler is being shut down for maintenance then the following additional
checked regularly. procedures should be adopted.
a) If any maintenance has been carried out on the boiler a thorough
inspection must be made to ensure the furnace and drums are m) When steam is noted to come out from the air vent valve the air c) Close the main steam stop and feed water filling valves.
clear of foreign matter and that all inspection doors and manhole vent valve can be closed.
covers are securely fitted. d) Allow the boiler pressure to fall, as the boiler cools and when
n) When steam pressure has risen to about 2kg/cm2 open the main the pressure reaches about 1kg/cm2, open the air vent valve.
b) Ensure the safety valves are operative and that any easing wires steam stop bypass valve to commence warming through of the
are fitted and working. steam supply lines and ancillary equipment. Thorough warming
CAUTION
through of the steam lines is essential in order to prevent
damage which will result from water hammer. Do not attempt to cool the boiler furnace by using the FD fan. This
c) Open all valves associated with the instrumentation and controls action could cause damage to the refractory inside the furnace. Blowing
for the auxiliary boiler. down the hot water and refilling with cold feed water may cause thermal
When the steam pressure is about 3kg/cm2, check the operation of the safety
valves by using the easing gear. Care must be taken to open and close the shock and is to be avoided.
d) Open the steam drum air vent valve C10.
valves quickly to prevent damaging the discs and seats of the valves.
e) Check that all valves on the pressure gauge piping and the water
level gauges are open. o) Open the main steam stop valve once the steam system is
warmed through.
f) Close all blow down, drain and scum valves.
g) Fill the boiler with feed water until the level appears in the sight
glass allowing for expansion as the water heats up.

Shutting Down the Boiler in an Emergency Procedure for Boiler Blow Down c) Dump the boiler water overboard using the blow down valves
when the boiler has cooled sufficiently.
Water Level Low
a) Check with the bridge that it is safe to blow the boiler down.
If the water level drops to 100mm below the normal operating level due to d) When the furnace has cooled sufficiently to permit entry, a
a failure of the feed water supply system, the low level alarm on the boiler b) Open the ship’s side valve T40V. thorough inspection of all pressure parts should be made to
control panel will be lit and the internal buzzer will sound. At the same time a determine the extent of the damage. After necessary repairs
signal is sent to the control system which activates an audible and visible alarm c) If the boiler level is high slowly open the scum valve C5 to have been made, apply a hydrostatic test to determine if the
in the engine room. If the level continues to fall the fuel oil emergency trip reduce the level. This will help to remove any solids from the boiler can be put back into service.
valve closes stopping the fuel supply to the boiler burner. surface of the boiler water.
Note: Boiler repairs must only be carried out by competent personnel
If the boiler low level trip, which is set at 145mm below the normal operating d) Close the scum valve and open one of the boiler blow down and the hydrostatic test must meet with the vessel’s classification society
level, operates whilst the burner is in use, shut the feed water filling valves, the valves. After half the intended blow down period, close the first requirements
main steam stop valve, stop the FD fan and shut the burner down completely. blow down valve and open the second blow down valve.
If the failure of the evaporating tube does not involve a serious difficulty, the
CAUTION e) After completion of blow down, test the boiler water chemical water level should be maintained and the boiler taken out of service in the
Do not attempt to fill the boiler with cold feed water until the boiler has concentration and adjust if necessary. normal manner.
cooled sufficiently to prevent damage due to thermal shock.
a) On the control panel switch the burner to MANUAL and reduce
Procedure in the Event of a Failure of an Evaporating Tube
combustion rate following the normal procedure.
Flame Failure
In case of a tube failure which results in a loss of boiler water so great that the
In the event of a flame failure alarm, close the oil inlet valve to the burner b) Continue air flow through the boiler furnace at a reduced rate
water level cannot be maintained, the following procedure should be adopted:
and reduce the FD fan air pressure to prevent over cooling of the furnace. The till all combustible gases and vapours have been removed.
furnace must be purged prior to relighting the burner.
a) Shut off the fuel oil supply to the burner to extinguish the
c) Manually adjust the feed water flow rate to maintain the boiler
flame.
Fire Inside the Casing water at a high level. Allow the boiler pressure to drop by
natural cooling and open the air vent valve when the pressure
Raise the alarm and shut off the oil supply to the burners immediately. Stop If the tube failure is a result of low water level, shut off the feed water supply
has dropped to below 2kg/cm2.
the FD fan and close the fan vanes. Attempts to extinguish the fire should only to the boiler and close the main steam stop valve.
be made if access to the seat of the fire can be gained without significantly
increasing the oxygen supply. Shutting the feed water supply off will ensure no further damage is done due
to thermal shock caused by cold water quenching hot parts within the water
drum.
Failure of Forced Draught Fan
In case of a failure of the FD fan, oil supply to the burners is stopped If the failure of the evaporating tube results from a cause other than low water
automatically with the fuel oil emergency trip valve. level, maintain the water level, if possible, at the normal level until the boiler
has cooled. The main steam stop should then be closed and the boiler air vent
valve opened.
Smoke
Care must always be taken to avoid the emission of black smoke. The risk can b) In either case, the FD fan must remain in operation to maintain
be reduced by ensuring the fuel burning equipment is maintained correctly, sufficient air flow to carry the escaping steam out through the
that the optimum fuel/air ratio is used and that the correct fuel temperature is stack. The FD fan supply should be reduced so that damage to
maintained. The control system will give a warning if the fuel temperature, the furnace refractory is avoided.
when burning HFO is incorrect.
CAUTION
Boiler Blow Down Do not blow down the boiler to lower the pressure rapidly unless the
failure is so severe as to endanger the personnel in the vicinity of the
The blowing down of the boiler water and replenishment with fresh water is of
boiler.
vital importance to reducing the concentration of boiler water to satisfactory
levels for safe operation.

Illustration 2.2.2a Boiler Local Control Panel
ON OIL FLOW SUMMARIZED SET

AUT SUM 56190L
RESET NO
ALARM
RESET OFF
Entering of different menu items for

Manual increase of the burner load. This
modification of settings, parameters,
facility is only available in manual SET etc. Password entering is required
operation mode. Or manual increase of
when this soft key is used.
other remote control settings =1.
Manual decrease of the burner load. This Moves further out of a branch in the
facility is only available in manual menu structure and changes digit
operation mode. Or manual decrease of position towards left.
other remote control settings =1.
Selection between automatic and manual

Moves further into a branch in the
operation mode. The yellow LED above
menu structure and changes digit
AUT the soft key shines in manual operation
position towards right.
mode.
Acknowledgement of alarms and shut downs.

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

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

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

is a 4-line display with maximum 20 characters in each line.
If the sign is indicated, the boiler plant is operating in inert gas mode.
If the sign is indicated, the boiler plant is stopped by an external stop.
If the sign is indicated, the key operation lock is opened.

2.2.2 BOILER CONTROL SYSTEMS Common Power Section High Pressure Mode
The common power section contains the following: When high pressure mode is selected the boiler pressure rises until the
Boiler Control System modulating set point is reached. The MISSIONTM 10 then maintains the desired
• Power supply system
steam pressure by regulating the burner load.
Maker: MISSIONTM OL • Common power panel
Model: 35000
• Motor starters Low Pressure Mode
No. of sets: 2
• Smoke density monitor The burner operates in a similar way as when it operates in high pressure mode.
• Salinity monitor The only difference between high pressure mode and low pressure mode is that
General Description it is possible to reduce the maximum load of the burner in the low pressure
• Oil monitor mode settings in the control system.
The control system is designed to provide safe and functional operation of the
boiler plant both at the boiler and in the engine control room. The general design Parameters, settings, etc. can be entered or modified by using the soft keys
located on the panel. Inert Gas Mode
comprises a local control section, a common power section, a communication
wire (RS485) and a PC based control and monitoring system. The boiler is designed to produce quality inert gas and this can be achieved
PC Based Control and Monitoring System by selecting INERT GAS mode. When INERT GAS mode is selected the
burner will start, if not already running and set itself to a minimum load
Local Control Section The control system is provided with a PC with graphic user interface, which is preset to produce quality inert gas. The steam dump regulating valve must be
The local control section provides the operator with a clear view of the boiler installed in the engine control room. The RS485 network connection enables operational when the INERT GAS mode is selected to allow for excess steam
operation and consists of the following: the PC based monitoring system to retrieve data from the control panels in to be dumped through the COPT condenser. Should the demand for the steam
the system and present the complete boiler plant on the PC. This means that increase the burner will automatically adjust to suit the new demand.
• Local control panel active control of the boiler plant can take place from the keyboard or mouse
• Communication interface input device. All parameters, settings, etc. can be controlled from the PC and
downloaded to the control system. The graphic user interface is programmed Manual Mode
• Flame monitoring equipment in the windows environment. Traditional windows pull down menus provide When MANUAL mode of operation is selected the burner can only be
• Emergency operation switches access to alarm lists as well as swapping facilities between the different started manually. During the start-up, the burner sequence is still controlled
illustrations designed to present the complete system. Pop-up pictures enable automatically by the control system. During MANUAL mode the burner can
The boiler system can be operated from the local panel with or without the PC the operator to start and stop the boiler or to change steam pressure set points, only be stopped manually or by an alarm, such as high steam pressure.
system in service. etc. A password system provides the logged-on user with permission and
restrictions and ensures that no parameters can be changed by unauthorised
Mixed Manual and Automatic Modes
The local panel consists of an LCD display panel and a number of soft keys. personnel.
The soft keys located to the left of the LCD display panel allow the operator to This mode of operation allows for one boiler to be operated in AUTOMATIC
control the burner mode of operation and to acknowledge and reset any alarms. mode whilst the other is in MANUAL mode. The boiler in AUTOMATIC
The soft keys located to the right of the LCD display panel allow the operator
Operating Principles mode will regulate the burner to suit any changes in load whilst the boiler in
access to the menu structure. MANUAL mode will remain fixed.
The MISSIONTM OL offers a range of operating modes. The boiler plant can
be operated in automatic mode, inert gas mode, manual mode, mixed manual
The menu structure contains the parameters for the boiler operation and is only Master/Slave Mode
and automatic modes, master/slave mode or emergency mode.
accessible with the use of passwords. Two levels of passwords are provided,
a common user password which provides access to the most common menu The boilers can be operated in a master/slave principle. In this control mode
items, and the super password, which is only known by Aalborg Industries and Automatic Mode one boiler is chosen as the MASTER boiler and the other as the SLAVE
provides access to more vital functions. boiler.
In AUTOMATIC mode it is possible to operate the boiler in both high pressure
and low pressure mode. The control system automatically starts, stops and
regulates the burner in normal operation depending on the steam demand. The Note: The boilers must be operated in the same pressure mode, low/high
burner modulates to control the steam pressure after start up. However, should pressure.
the steam demand fall below the minimum firing load of the burner, the steam
pressure will increase to the set point for the burner stop. The burner will If the steam pressure in the steam main drops below a set point the master
remain stopped until the set point for the burner operation is reached again. boiler will automatically start. In the event of the demand for steam being so
great that the master boiler is unable to maintain steam pressure when at its
maximum burner set point then the slave boiler will automatically start.

Emergency Mode Operating Examples Change of Set Point
In the unfortunate event of a total breakdown of the control system, the burner This example shows the change of set point for the low steam pressure alarm.
and control systems can be operated in EMERGENCY mode. Due to the The following sequences refer to illustration 2.2.2a which details the operating
fact that the majority of the safety interlock trips and alarms are overruled panel. The key descriptions refer to the left hand set of keys (to the left of the a) Right hand keys, RIGHT arrow, press twice.
in emergency mode, safety precautions for the plant must be observed very LCD display) or the right hand set of keys (to the right of the LCD display).
carefully. Where the keys are arrowed the direction of the arrow is referred to. b) Right hand keys, RIGHT arrow, press once.
In emergency operation mode the safety locks are reduced to: The panels cannot be operated until the keys are unlocked. c) Right hand keys, RIGHT arrow, press once.
• Water level low low
Unlocking the Key Operation Lock d) Right hand keys, DOWN arrow, press twice.
• Flame failure
a) Right hand set, RIGHT arrow, press once. e) Right hand keys, SET key, press once for a few seconds.
WARNING
b) Right hand keys, SET key, press once. f) Right hand keys, SET key, press once.
When the burner operates in emergency mode, it is very important that
the boiler plant is carefully and continuously supervised by a competent
c) Right hand keys, UP arrow, press once. g) Right hand keys, RIGHT arrow, press twice.
engineer to prevent the risk of injury. Special attention should be paid
to the steam pressure and water level.
d) Right hand keys, SET key, press once. h) Right hand keys, UP arrow, press once.
In EMERGENCY mode, the burner unit and supply systems are operated from e) Right hand keys, LEFT arrow, press once.
inside the local control and power panels. i) Right hand keys, LEFT arrow, press four times.
The keys are now unlocked.
Operation of the Panels Inspection of the Alarm List
The functions are now controlled by using the keys to scroll through the menus a) Right hand keys, RIGHT arrow, press twice.
The control system is equipped with both local and power panels. From the selecting the parameters or operations required.
local panel all operations of the boiler plant can be performed. The panels are b) Right hand keys, DOWN arrow, press seven times.
constructed and operated identically. The only difference between the panels Change of Operation Mode
is the configuration and set-up. The local panels are configured to control the c) Right hand keys, RIGHT arrow, press once.
boiler and burner operation and the power panels are configured to control This changes the burner operation mode from stopped mode to automatic
accessories such as fuel oil pumps, feed water pumps, etc. mode. d) Right hand keys, DOWN arrow, press four times.
By use of the soft keys placed to the left of the display, the burner can a) Right hand keys, RIGHT arrow, press twice. e) Right hand keys, RIGHT arrow, press once.
be operated in manual mode and alarms/warnings can be acknowledged.
Furthermore, a number of remote controls (e.g. oil pressure, water level, etc) b) Right hand keys, DOWN arrow, press seven times. f) Right hand keys, DOWN arrow to scroll through the list of
can be operated/controlled from here provided the actual remote control setting alarms.
is selected to ‘1’ in the menu structure. The soft keys placed to the right of the c) Right hand keys, RIGHT arrow, press once.
display give access to the menu structure. The actual menu levels or menu item g) Right hand keys, LEFT arrow, press five times to return to the
lines are displayed on the four line LCD. d) Right hand keys, RIGHT arrow, press once. main display.
e) Right hand keys, SET key, press once.
Manual Start and Stop of Burner
f) Right hand keys, DOWN arrow, press once. a) Left hand keys, AUTO key, press once to select ‘manual’ if the
boiler is in ‘auto’.
g) Right hand keys, SET key, press once.
b) Left hand keys, ON key, press once to initiate a manual burner
h) Right hand keys, LEFT arrow, press four times. start sequence.
c) Left hand keys, UP arrow, press to increase the burner load.

d) Left hand keys, DOWN arrow, press to decrease the burner • Standby fuel pump started
load.
• Flame failure
e) Left hand keys, OFF key, press once to stop the burner. • Oil servo error
• Start sequence maximum time expired
Gauge Board • Photocell failure
• High exhaust temperature
The function of the gauge board is to control the burner and to give warning of
and alarm in the event of low or high steam pressure. • Fire in wind box
• A pressure gauge is fitted for swift and easy assessment of • Low combustion air pressure
the actual steam pressure in the boiler. The pressure gauge is
located on the local control panel. The boiler control panel incorporates the following indications:
• A high steam pressure switch which sounds an alarm and shuts • Boiler pressure manual
down the burner when the steam pressure rises above the pre- • Atomising steam pressure manual
adjusted set point. The pressure switch also locks the burner
in stop mode. Operation of the burner is only possible when • Air flow manual
the steam pressure falls below the differential set point of the • Water level manual
pressure switch and the alarm is reset.
• Fuel oil flow manual
• A pressure transmitter connected directly to the boiler steam
drum converts the actual steam pressure into corresponding • Fuel oil pressure manual
electrical signals. The signals are used to give warnings for low • Fuel oil temperature manual
or high steam pressure and alarm and burner shut down for high
• Key disabled
steam pressure. The signals are also used to control the start and
stop and the modulation set point of the burner. • Igniter inserted
• Fuel oil valve not closed
Alarms and Indications • Lance redrawn
• Igniter not inserted
The boiler control panel incorporates the following alarms:
• Oil content high
• Feed water salinity high
• Boiler steam pressure high
• Boiler steam pressure low
• Atomising steam pressure low
• Water level high
• Water level low
• Water level too low
• Fuel oil pressure low
• Fuel oil temperature low
• Fuel oil temperature high
• Fuel pump No.1 overload
• Fuel pump No.2 overload

Illustration 2.2.3a 16kg/cm2 Pressure Steam System

Key
To 10kg/cm2
76V
303V Steam System 2
16 & 10kg/cm Steam
302V
Exhaust Gas 301V 2
6kg/cm Steam
Economiser
(2,000kg/h x 6kg/cm 2) 304V Air
7kg/cm2 Air To Safety To Safety
Manifold Exhaust
To Atmospheric Manifold To Atmospheric To 6kg/cm2
Condenser Condenser 307V Steam System
306V
Bilge
305V All System Valves are Prefixed 'T'
F92V F92V
Sootblower Unless Otherwise Stated
M M
308V
PC
77V TI
59V
PI PI
S
315V 52V 51V 53V

PT PT
MS Burner No.2 Auxiliary No.1 Auxiliary Burner 54V
Unit Boiler Boiler Unit Economiser Steam Dumping Valve
(35t/h x 16kg/cm 2) (35t/h x 16kg/cm 2) (Set 6.6kg/cm2) Atmospheric
55V
Dump
To Bilge
Condenser
LS LS
58V
69V 68V 340V
2C199 2C194 1C194 1C199 386V
1C199 339V
To Feed Filter
385V
Tank Sootblowers Sootblowers
To 6kg/cm2
2C499 2C196 1C196 1C499 To Bilge Drain System
LS
PI
374V
No.3 Cargo Oil Pump Turbine To Bilge
To Coaming To Coaming
Drain 338V
Separator 337V 384V
316V 314V 331V
Dump Air Ejector 383V
S
Steam 318V
PC PI 371V To 6kg/cm2
System 332V 394V To Bilge Drain System
317V
392V 396V LS
310V 311V 312V 399V
309V
PI 395V 373V
To 6kg/cm2 313V To 6kg/cm2 No.2 Cargo Oil Pump Turbine To Bilge
393V To Bilge
Drain System Drain System
To 6kg/cm2 Drain System
To 6kg/cm2 336V
Drain System 335V 382V
COPT Exhaust Steam
381V
TI TI TI TI
397V To 6kg/cm2
Cargo Oil Pump Turbine To Bilge Drain System
Condenser LS
LAH
MC 398V
LS 372V
LAL No.1 Cargo Oil Pump Turbine To Bilge
To Cargo Oil Stripping Pump LS
MC
To6kg/cm2
Drain System

2.2.3 16kg/cm2 PRESSURE STEAM SYSTEM Procedure for Supplying the 16kg/cm2 Steam System When the COPT condenser is operating at a vacuum greater than the minimum
requirement then the cargo oil pump turbine (COPT) system can be put in
The following procedure assumes that the auxiliary boilers are operating on the use.
General Description selected mode, generating saturated steam at a pressure of 18kg/cm2 and that
the steam system is operational. e) Ensure all inlet and exhaust valves on the COPTs are closed and
Saturated steam is led from the oil fired auxiliary boiler through the main that the drain valves on each turbine are fully open.
steam line to the 16kg/cm2 steam system which supplies the following users: a) Ensure that the boilers are operating correctly and that the
• No.1, 2 and 3 COPTs correct steam pressure is developed. f) Open the warming through valve of the COPT system T332V.
• Air ejector
b) Start the sea water cooling system for the COPT condenser g) Open the drain separator drain trap inlet and outlet valves T394V
• COPT condenser and air ejector condenser as described in section 2.4.1 Central and T395V whilst ensuring the drain trap bypass valve T396V
Cooling Sea Water Systems and ensure there is sufficient flow. is closed and that the drain trap is functioning correctly.
WARNING
Water hammer in steam lines can cause damage to the pipe system, Normal practise is to leave the COPT condensate pump system valves in h) Ensure the automatic drain trap inlet and outlet valves T397V
joints and even steam line failure resulting in scalding of personnel. It is the operational condition and this procedure assumes such. See section 2.3.1 and T398V are fully open and that the drain trap is functioning
essential that all steam lines are drained of condensate and that steam is Condensate System for valve positions correctly.
supplied to cold lines gradually with line drain valves open. This allows
the steam line to warm through and any condensate to drain. c) Start the duty COPT condensate pump and set the other pump i) Once the COPT system is up to pressure and sufficiently
to standby mode. warmed through the main stop valve T331V can be slowly
opened fully.
Procedure for Supplying the Main Steam System d) Set the valves as shown in the following table:
j) Frequently check the steam system for signs of steam leakage.
The auxiliary boiler will operate on automatic control and generate saturated Position Description Valve
steam at a pressure of 16kg/cm2. The following description assumes that the
Open Automatic drain inlet valve T316V Procedure for Operating the Cargo Oil Pump Turbines
entire steam system is shut down and is being warmed through from cold.
Open Automatic drain outlet valve T392V
a) Ensure that the boiler is operating correctly and that the correct Open Automatic drain inlet valve T317V The following procedure assumes that the 16kg/cm2 system is fully operational,
steam pressure is being developed. Open Automatic drain outlet valve T393V the COPT system is warmed through and that No.1 COPT is to be put in
service with all prestart checks complete. See section 1.10 for prestart checks
Closed Cargo oil stripping pump inlet valve T309V
b) Start the cooling SW system and ensure that there is a water required.
Open Dumping valve for IG topping up inlet to pressure T314V
flow through the atmospheric condenser.
controller a) Open drain valves T318V, T336V and T382V and ensure all
c) Open all steam line drain valves. Operational Dumping valve for IG T311V water is removed form the line.
Open Dumping valve for IG topping up inlet valve T310V
d) Slightly open the auxiliary boiler warming through valve C15. Closed Dumping valve for IG topping up bypass valve T313V b) Open No.1 COPT exhaust valve fully ensuring the safety micro
switch is activated.
Open Dumping valve for IG topping up outlet valve T312V
This allows steam into the main steam line and the drainage will pass to the
Open Isolation valve to air ejectors T371V c) Slowly open the steam inlet valve T335V to No.1 COPT,
feed filter tank via the atmospheric condenser. Gradually open the warming
through valve fully over a period of one hour. Open Upper air ejector inlet valve stopping when the turbine starts to rotate.
Closed Lower air ejector inlet valve
e) When the main steam line has warmed through, slowly open the Open Air inlet to upper/lower ejectors (x2) It is good practise to visually inspect the turbine and to listen for any abnormal
main stop C2. Close the drain valves and the warming through Open Air ejector condenser drain isolation valve noise. Satisfied that the turbine is running freely and that the turbine governor
valve C15. has taken control of the turbine speed, open the inlet valve fully.
Open Air ejector condenser drain trap inlet valve
Open Air ejector condenser drain trap outlet valve
Note: It is normal policy to only operate the cargo oil pump turbines under
Closed Air ejector condenser drain trap bypass valve instruction from the deck department and good practise is to maintain
Closed Air ejector condenser drain trap vent valve communication with the deck department during running up periods to
Open Automatic drain inlet valve T318V ensure there are no problems at the pump end. Emergency stops of the
Open Automatic drain outlet valve T399V COPTs should be proved before the turbines are put into use.

Illustration 2.2.4a 10kg/cm2 Pressure Steam System Tank Cleaning
PC 304V
To Steam Heater To Inert Gas Deck
Heater 278V 277V (Pump Room) 351V 2
From 16kg/cm 271V Water Seal
Steam System 272V
270V 303V 302V 301V
No.6 Water Ballast No.5 Water Ballast No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast Fore Peak Bow Loading
Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank (Port) Tank Space
482V 452V 422V 392V 362V 332V 298V

493V 489V 463V 459V 433V 429V 403V 399V 373V 369V 343V 339V 310V
299V
494V 483V 423V
453V 393V 363V 333V 340V
311V
490V 460V 430V 400V 370V
464V 434V 404V 374V 344V 16V
Slop Tank 426V 396V 366V 336V
(Port)
427V 397V 367V C.O.T 337V 17V
C.O.T No.6 C.O.T No.5 C.O.T No.4 C.O.T No.3 C.O.T No.2 No.1
486V (Port) 456V (Port) (Port) (Port) (Port) (Port) 18V
487V
457V For Manifold Valves
268V 253V 212V 174V 154V 96V 58V 20V
Steam Steam Steam 134V Steam Steam Steam
Header Header Header Header Header Header
254V 213V 175V Steam 97V 59V 21V 314V
252V 211V 173V Header 95V 57V 19V 315V
135V
P/V P/V 294V
133V
Valve Valve
214V 176V 98V 60V 22V 316V
P/V P/V P/V P/V P/V
CH263V 227V 136V 295V
Valve Valve Valve Valve Valve
189V 149V 111V 73V 35V
CH264V 596V CH228V 590V 190V 584V 150V 578V 112V 572V 74V 566 36V
CH260V CH224V 186V 146V 108V 70V 32V For Steam

P/V P/V P/V P/V P/V Heater
CH259V 223V 185V Valve 121V 145V Valve 107V Valve 69V Valve 31V Valve
P/V P/V
199V 161V 118V 83V 45V 07V
Valve Valve 309V
236V 196V 158V Steam 80V 42V 04V 308V
Header
Steam Steam Steam 120V Steam Steam
Header Header Header 119V Header Header
238V 198V 160V 82V 44V 06V 307V
237V 197V 159V 81V 43V 05V
For Manifold Valves
472V 153V 03V
442V C.O.T
C.O.T No.6 C.O.T No.5 C.O.T No.4 C.O.T No.3 C.O.T No.2 For Air
No.1
(Starboard) (Starboard) (Starboard) (Starboard) (Starboard) Vent
441V (Stbd) 02V
471V 412V 382V 352V 322V
Slop Tank
01V Bosun's
(Starboard) 449V 419V 389V 359V 329V
475V 445V 415V 385V 355V Store
411V 381V 351V 321V 304V
325V
479V
468V 438V 408V 378V 348V 318V Key
Steam
478V 474V 448V 444V 418V 414V 388V 384V 358V 354V 328V 324V 303V Bilge
All System Valves
are Prefixed 'HC'
467V 437V 407V 377V 347V 317V Unless Otherwise
Stated
No.6 Water Ballast No.5 Water Ballast No.4 Water Ballast No.3 Water Ballast No.2 Water Ballast No.1 Water Ballast
Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard) Tank (Starboard)

2.2.4 10kg/cm2 PRESSURE STEAM SYSTEM
General Description
Saturated steam is led from the oil fired auxiliary boiler at a normal pressure
of 16kg/cm2 through the main steam line to the 10kg/cm2 steam reducing valve
which supplies the following users:
• Inert gas water seal
• Cargo and slop tank heating coils
• Tank cleaning sea water heater
• Pump room space heater
• Pump room sea chest
• Ballast tank heating coils
WARNING
Water hammer in steam lines can cause damage to the pipe system,
joints and even steam line failure resulting in scalding of personnel. It is
essential that all steam lines are drained of condensate and that steam is
the steam line to warm through and any condensate to drain.
Procedure for Supplying the 10kg/cm2 Steam System
The following procedure assumes that the auxiliary boilers are operating on the
selected mode, generating saturated steam at a pressure of 18kg/cm2 and that
the steam system is operational.
a) Ensure that the boilers are operating correctly and that the
correct steam pressure is developed.
b) Set the valves as shown in the following table:
Position Description Valve

Open 10kg/cm2 pressure reducing control valve inlet valve T301V
Operational 10kg/cm2 pressure reducing control valve T302V
Open 10kg/cm2 pressure reducing control valve outlet T303V
valve
Closed 10kg/cm2 pressure reducing control valve bypass T304V
valve
Open 10kg/cm2 pressure controller inlet valve T351V
The 10kg/cm2 pressure steam system is now operational and the users can be
put into service as required.

To Accommodation
(Air Conditioning Room)
Set at 6.6k To Safety Manifold
2
305V 306V 307V 101V
From 16kg/cm 353V
Steam System 104V To Fresh Water Tank (Port)
308V PC To Heavy Fuel Oil 244V
Service Tank 118V 117V
To Fresh Water Tank (Starboard)
To Oily Bilge Tank 245V
173V 175V 119V To Steering Gear Room
To Scavenge Air Box (Steering Gear Space Heater
To Floor Aft 177V To No.2 Heavy Fuel 240V & Aft Peak Tank Heating Coil)
199V To Main Lubricating Oil Settling Tank 273V 270V To Feed Filter Tank
179V Oil Sump Tank
To Emergency 271V To Fresh Water Generator
246V Sea Chest 103V
To No.1 Heavy Fuel
To Main Engine Fire Extinguishing Oil Settling Tank 122V 121V
191V in Scavenge Air Space To Cylinder Oil Measuring Tank
164V 165V
To Main Engine Scavenge Air 123V
Box Drain Line Cleaning To 2nd Deck
232V 192V To Space Heater (Near 112V
To Space Heater To Main Engine Fuel Oil Diesel Generator Port) 250V To Main Lubricating
(Pump Room Top Port) 266V 193V Line Steam Tracing Oil Settling Tank
To Space Heater 110V
To Low Sea Chest (3rd Deck Port) 258V
To Space Heater To Calorifier
(Floor Port) 262V 113V
To Sludge Tank To Space Heater
125V
254V (2nd Deck Starboard)
209V
To Floor Forward Port
210V To Inert Gas Up-Take
208V
To No.2 Main Engine Valve Cleaning
To No.2 Heavy Fuel Oil Fuel Oil Heater 131V 274V To Space Heater
Bunker Tank (Port) 166V To No.1 Main Engine (2nd Deck Port)
252V
Fuel Oil Heater 129V 128V
To No.2 Heavy Fuel Oil To Incinerator Waste
To No.1 Heavy Fuel Oil
Bunker Tank (Port) 214V 105V Oil Service Tank
169V Bunker Tank (Port) To Main Engine Fuel 137V
Oil Auto Filter 133V To Casing
To Main Engine Jacket To No.1 Heavy Fuel Oil 109V
Bunker Tank (Port) To Main Engine Fuel
Fresh Water Preheater 170V To 3rd Deck
201V Oil Auto Filter To Incinerator Waste
135V 127V
107V Oil Settling Tank
To Heavy Fuel Oil To Generator
Overflow Tank 197V Engine Fuel 145V
To Main Lubricating
Oil Auto Filter
Oil Purifier Heater
To No.2 Heavy Fuel Oil 147V 151V 152V
Bunker Tank (Starboard) To No.1 Heavy Fuel Oil
184V To No.2 Generator 149V
187V Bunker Tank (Starboard) To Generator Engine
Engine Fuel Oil Heater 143V
To No.2 Heavy Fuel Oil 154V 155V Lubricating Oil Purifier Heater
Bunker Tank (Starboard) To No.1 Heavy Fuel Oil To No.1 Generator
181V
188V Bunker Tank (Starboard) Engine Fuel Oil Heater 141V 140V To No.1 Heavy Fuel
To Air Cooler To Space Heater (Near 157V 158V Oil Purifier Heater
Chemical Cleaning 195V Diesel Generator Starboard) 256V
Key To No.2 Heavy Fuel
To Space Heater Oil Purifier Heater
To Space Heater (Pump 2
(3rd Deck Starboard) 160V 161V
16kg/cm Steam 260V
Room Top Starboard) 268V 2
6kg/cm Steam To Boiler Fuel Oil
Auto Filter 242V
To Space Heater All System Valves are Prefixed 'T' To Boiler Fuel Oil
(Floor Starboard) 264V Unless Otherwise Stated Auto Filter To No.2 Boiler
216V
To Boiler Fuel Oil 278V 206V Fuel Oil Heater
Auto Filter
277V M
To No.1 Boiler
To High Sea Chest
233V Fuel Oil Heater
203V 276V 204V

2.2.5 6kg/cm2 PRESSURE STEAM SYSTEM Description Valve Description Valve
No.2 HFO settling tank T270V No.1 starboard HFO bunker tank T188V
General Description Port space heater near diesel generator T250V No.2 starboard HFO bunker tank T181V
Sludge tank T125V No.2 starboard HFO bunker tank T184V
Saturated steam is led from the oil fired auxiliary boiler at a normal pressure of No.1 main engine FO heater T129V Air cooler chemical cleaning tank T195V
16kg/cm2 through the main steam line to the 6kg/cm2 steam reducing valve
No.2 main engine FO heater T131V Pump room starboard space heater T268V
Main engine FO service line steam tracing T137V Engine room floor starboard space heater T264V
Procedure for Supplying the 6kg/cm2 Steam System Main engine FO auto filter T133V Main engine JFW preheater T201V
The following procedure assumes that the auxiliary boilers are operating on the Main engine FO auto filter bypass T135V High sea chest T233V
selected mode, generating saturated steam at a pressure of 18kg/cm2 and that No.1 diesel generator engine FO heater T141V Incinerator waste oil line steam tracing T221V
the steam system is operational. No.2 diesel generator engine FO heater T143V Main engine FO service line steam tracing T222V
Diesel generator engine FO auto filter T145V Main engine FO discharge filter drain line steam tracing T223V
a) Ensure that the boilers are operating correctly and that the
Diesel generator engine FO auto filter bypass T147V Generator engine FO service line steam tracing T224V
correct steam pressure is developed.
Main LO purifier heater T151V Generator engine FO discharge filter drain line steam tracing T225V
b) Set the valves as shown in the following table: Diesel generator engine LO purifier heater T154V Boiler FO service line steam tracing T226V
No.1 HFO purifier heater T157V FO purifying line steam tracing T227V
Position Description Valve No.2 HFO purifier heater T160V HFO transfer line steam tracing T229V
Open 10/6kg/cm2 pressure reducing control valve inlet T305V FO purifying line steam tracing T163V Sludge pipe steam tracing T230V
valve Starboard space heater near diesel generator T256V Steering gear room and aft peak tank T240V
Operational 10/6kg/cm2 pressure reducing control valve T306V Starboard 3rd deck space heater T260V Inert gas uptake valve cleaning
Open 10/6kg/cm2 pressure reducing control valve outlet T307V Boiler FO auto filter T242V In line isolation valve T208V
valve Boiler FO auto filter T216V In line isolation valve T209V
Closed 10/6kg/cm2 pressure reducing control valve bypass T308V Boiler FO auto filter bypass T277V In line isolation valve T274V
valve
No.1 boiler FO heater T204V In line isolation valve T104V
Open 6kg/cm2 pressure controller inlet valve T353V
No.2 boiler FO heater T206V Accommodation air conditioning T101V
Set 6.6k pressure safety valve T354V
Oily bilge tank T175V Main engine FO heater isolation valve T128V
c) The following steam services can be put into service as Scavenge air box drain tank T177V Diesel generator engine FO heater isolation valve T140V
required: Main engine LO sump tank T179V
Emergency sea chest T246V WARNING
Description Valve Main engine scavenge air space fire extinguishing T191V Water hammer in steam lines can cause damage to the pipe system,
Port FW tank T244V Main engine scavenge air box drain line cleaning T192V joints and even steam line failure resulting in scalding of personnel. It is
essential that all steam lines are drained of condensate and that steam is
Starboard FW tank T245V Main engine FO line steam tracing T193V
Port 2nd deck space heater T252V Low sea chest T232V the steam line to warm through and any condensate to drain.
Incinerator waste oil service tank T105V Pump room port space heater T266V
Incinerator waste oil settling tank T107V Engine room floor port space heater T262V
Cylinder oil measuring tank T164V HFO overflow tank T197V
Main LO settling tank T110V No.1 port HFO bunker tank T169V
Calorifier T113V No.1 port HFO bunker tank T170V
Starboard 2nd deck space heater T254V No.2 port HFO bunker tank T166V
HFO service tank T117V No.2 port HFO bunker tank T214V
No.1 HFO settling tank T121V No.1 starboard HFO bunker tank T187V

To Accommodation
Set at 6.6k To Safety Manifold
2
305V 306V 307V 101V
From 16kg/cm 353V
Steam System 104V To Fresh Water Tank (Port)
308V PC To Heavy Fuel Oil 244V
Service Tank 118V 117V
To Fresh Water Tank (Starboard)
173V 175V 119V To Steering Gear Room
To Scavenge Air Box (Steering Gear Space Heater
To Floor Aft 177V To No.2 Heavy Fuel 240V & Aft Peak Tank Heating Coil)
199V To Main Lubricating Oil Settling Tank 273V 270V To Feed Filter Tank
179V Oil Sump Tank
To Emergency 271V To Fresh Water Generator
246V Sea Chest 103V
To No.1 Heavy Fuel
To Main Engine Fire Extinguishing Oil Settling Tank 122V 121V
191V in Scavenge Air Space To Cylinder Oil Measuring Tank
164V 165V
To Main Engine Scavenge Air 123V
Box Drain Line Cleaning To 2nd Deck
232V 192V To Space Heater (Near 112V
To Space Heater To Main Engine Fuel Oil Diesel Generator Port) 250V To Main Lubricating
(Pump Room Top Port) 266V 193V Line Steam Tracing Oil Settling Tank
To Space Heater 110V
To Low Sea Chest (3rd Deck Port) 258V
To Space Heater To Calorifier
(Floor Port) 262V 113V
To Sludge Tank To Space Heater
125V
254V (2nd Deck Starboard)
209V
To Floor Forward Port
210V To Inert Gas Up-Take
208V
To No.2 Main Engine Valve Cleaning
To No.2 Heavy Fuel Oil Fuel Oil Heater 131V 274V To Space Heater
Bunker Tank (Port) 166V To No.1 Main Engine (2nd Deck Port)
252V
Fuel Oil Heater 129V 128V
To No.2 Heavy Fuel Oil To Incinerator Waste
To No.1 Heavy Fuel Oil
Bunker Tank (Port) 214V 105V Oil Service Tank
169V Bunker Tank (Port) To Main Engine Fuel 137V
Oil Auto Filter 133V To Casing
To Main Engine Jacket To No.1 Heavy Fuel Oil 109V
Bunker Tank (Port) To Main Engine Fuel
Fresh Water Preheater 170V To 3rd Deck
201V Oil Auto Filter To Incinerator Waste
135V 127V
To Heavy Fuel Oil To Generator
Overflow Tank 197V Engine Fuel 145V
To Main Lubricating
Oil Auto Filter
Oil Purifier Heater
To No.2 Heavy Fuel Oil 147V 151V 152V
Bunker Tank (Starboard) To No.1 Heavy Fuel Oil
184V To No.2 Generator 149V
187V Bunker Tank (Starboard) To Generator Engine
To No.2 Heavy Fuel Oil 154V 155V Lubricating Oil Purifier Heater
Bunker Tank (Starboard) To No.1 Heavy Fuel Oil To No.1 Generator
181V
188V Bunker Tank (Starboard) Engine Fuel Oil Heater 141V 140V To No.1 Heavy Fuel
To Air Cooler To Space Heater (Near 157V 158V Oil Purifier Heater
Chemical Cleaning 195V Diesel Generator Starboard) 256V
Key To No.2 Heavy Fuel
To Space Heater Oil Purifier Heater
To Space Heater (Pump 2
(3rd Deck Starboard) 160V 161V
16kg/cm Steam 260V
Room Top Starboard) 268V 2
6kg/cm Steam To Boiler Fuel Oil
Auto Filter 242V
To Space Heater All System Valves are Prefixed 'T' To Boiler Fuel Oil
(Floor Starboard) 264V Unless Otherwise Stated Auto Filter To No.2 Boiler
216V
To Boiler Fuel Oil 278V 206V Fuel Oil Heater
Auto Filter
277V M
To No.1 Boiler
To High Sea Chest
233V Fuel Oil Heater
203V 276V 204V

Other System Valves
Description Valve
Cylinder oil measuring tank temperature control valve T165V
Calorifier temperature control valve
HFO service tank temperature control valve T118V
No.1 HFO settling tank temperature control valve T122V
No.2 HFO settling tank temperature control valve T273V
Main engine FO heater temperature control valve
Diesel generator engine FO heater temperature control valve
Diesel generator engine LO purifier heater temperature control T155V
valve
Main LO purifier heater temperature control valve T152V
No.1 HFO purifier heater temperature control valve T158V
No.2 HFO purifier heater temperature control valve T161V
Oily bilge tank temperature control valve T173V
Boiler FO heater motorised inlet valve T203V
Boiler FO heater motorised valve
Boiler FO heater motorised outlet valve T276V
Boiler FO heater motorised bypass valve T278V
d) Ensure that each steam line’s associated drain valves are open
and that the drain trap is functioning, see section 2.3.2 Drains
System.
e) Frequently check the steam system for signs of steam leakage.

2.2.6 SOOTBLOWERS g) Repeat steps e) and f) 3-4 times. Procedure for Operating the Exhaust Gas Economiser
Sootblowers
h) Close the main sootblower valve 1C196.
Auxiliary Boiler Sootblower
a) Open the steam supply valve T77V to the sootblowers and
CAUTION ensure the line is drained of condensate.
The combustion process as well as creating soot deposits also has a self-
cleaning effect on the generating tube bank due to the high flue gas velocity. Excessive soot blowing by means of steam may cause damage by erosion
However, deposits will form on the heating surfaces due to combustion of poor on the generating tube bank. b) Ensure there is power to the sootblower control panel.
quality fuel oil or reduced combustion quality.
c) Ensure that the Man/Auto selector switch is in the AUTO
Exhaust Gas Economiser Sootblowers position.
If not removed by cleaning, these deposits will accumulate on the heating
surfaces of the generating tube bank and will lead to poor heat transfer, risk of Two motor operated sootblowers are fitted to the exhaust gas economiser
fire and, in severe cases, can lead to tube failure. d) Turn the Stop/Start switch to the START position to initiate the
(EGE) which are controlled from the sootblower control panel and should be soot blowing sequence.
operated at least twice a day when the main engine is operating in order to
The boiler is equipped with a sootblower for cleaning of the generating tube remove the accumulation of soot on the tubes.
bank which is manually operated and is connected directly to the 16kg/cm2 On completion close the steam valve and turn the panel power switch to the
steam system through valve T68/69V. In order to obtain efficient soot cleaning, OFF position.
The sootblower control panel consists of the following indicator lamps and
the steam pressure must be at normal working pressure. The boiler load should selector switches:
be not lower than 50%, this ensures a sufficiently high velocity of the flue gas,
• Power switch Illustration 2.2.6a Economiser Sootblower Control Panel
which is necessary to carry the loosened soot deposits out of the boiler and up
the funnel. • SOURCE lamp
In general, sootblowing is recommended every 24 hours in service, immediately • MANUAL lamp SOOT BLOWER CONTROL PANEL
after flashing and putting the boiler on line from cold and when there is any • AUTOMATIC lamp
reason to believe that combustion has been poor. It is also good practise to TIMER FOR AUTO OPERATION
• STEAM VALVE OPEN lamp
sootblow the boiler prior to shutting down for prolonged periods or before SOURCE MANUAL AUTOMATIC STEAM VALVE
OPEN
NO.1 S/B RUN NO.1 S/B RUN
maintenance. • No.1 SOOTBLOWER RUN lamp

• No.2 SOOTBLOWER RUN lamp
Procedure for Operating the Auxiliary Boiler Sootblowers • MOTOR TRIP lamp
The procedure for operating the sootblowers is the same for both auxiliary • SEQUENCE STOPPED lamp
boilers. The following procedure assumes that No.1 auxiliary boiler is to be • MANUAL/AUTOMATIC selector switch MOTOR TRIP SEQUENCE MAN AUTO STOP START RESET LAMP
soot blown. STOP TEST
• STOP/START switch
a) Ensure the steam pressure is at normal working pressure. • RESET/LAMP TEST switch
• Timer for AUTOMATIC operation
b) Check that the main valve for the sootblowers 1C194 and the OFF
****
sootblower ball valves 1C199 and 1C499 are closed. A mechanical indicator, fitted to the sootblower moves downwards when
10A
the sootblower is being operated and indicates that the sootblower is being
c) Open the drain valve 1C196 to drain any water from the projected into position for soot blowing.
sootblower lines.
Prolonged slow running of the main engine can result in increased deposits on
d) Open the main sootblower valve 1C194. the EGE tubes and the frequency of soot blowing may need to be increased.
e) Open the lower sootblower ball valve 1C499 for approximately
5 seconds and close again.
f) Open the upper sootblower ball valve 1C199 for approximately

5 seconds and close again.

2.2.7 EXHAUST GAS ECONOMISER Procedure for Operating the Exhaust Gas Economiser Position Description Valve
Open No.1 auxiliary boiler return stop valve 1C22
Maker: Kangrim Industries Co. Ltd The economiser does not operate in isolation but always operates as part of
the complete steam system because water is taken from and returned to the Open No.1 auxiliary boiler return check valve 1C21
Type: EM20DC22A2
auxiliary boiler that is in use. The following procedure assumes that No.1 Closed No.2 auxiliary boiler return stop valve 2C22
Type: Exhaust gas water tube
auxiliary boiler is in use with No.1 boiler water circulating pump. Closed No.2 auxiliary boiler return check valve 2C21
Capacity: 2,000kg/h at 6-16kg/cm2
The following steps should be taken before attempting to operate the e) Ensure both economiser water circulating pumps are in
economiser: MANUAL mode.
Introduction
a) If any maintenance has been carried out on the economiser, a f) Start the selected economiser circulating water pump and open
The exhaust gas economiser is a water tube, forced circulation waste heat type
thorough inspection must be made to ensure the unit is clear of the discharge valve a ¼ of a turn. This will prevent the risk
recovery unit which utilises the waste heat from the main engine exhaust gas.
foreign matter and that all inspection doors are securely fitted. of thermal stress within the economiser. It will also prevent a
The economiser consists of two steam generator headers, an inlet, an outlet sudden loss in boiler steam pressure and water level.
b) Ensure the safety valves are operative and that any easing wires
and horizontal elements which are made up from coils of tubes which are
are fitted and working. g) Gradually open the economiser circulation pump discharge
connected to each other by return bends. Fins are welded to the coil tubes to
assist in heat transfer. The design of the economiser means it must always be valve maintaining a watch on the auxiliary boiler steam
c) Open all valves associated with the instrumentation and controls pressure.
used in conjunction with an auxiliary boiler.
for the economiser.
Access doors are fitted above and below the economiser to enable access h) Open the economiser air vent valve to ensure there is no air in
d) Set up the valves as shown in the following table: the system and close again when satisfied.
for cleaning of the coils and in the end casings to facilitate inspection of the
headers or to aid the removal of the coils. The whole unit is surrounded with a
The following valve set up assumes that No.1 auxiliary boiler is in use. It is important to start the economiser circulating water pump before starting
casing which is stiffened to withstand engine exhaust gas pulsations.
the main engine. When the economiser circulating water pump discharge valve
Water is supplied to the economiser by two economiser water circulation Position Description Valve is fully open the discharge valve on the standby pump should be opened and
pumps which take suction from the auxiliary boilers water drum. The water Open No.1 auxiliary boiler stop valve to circulation 1C20V the pump switched to standby.
passes through the generating coils in an upward direction and returns to the pumps
auxiliary boiler steam drum as a mixture of steam and water. When the load on the main engine has increased to normal, the economiser
Open No.1 auxiliary boiler check valve to circulation 1C19V
should be able to generate sufficient steam to supply the vessel’s demands. The
pumps
auxiliary boiler firing can be stopped when it is certain that the economiser
Note: To avoid low metal temperature of the coils and the possibility of Closed No.1 auxiliary boiler stop valve to circulation 2C20V can cope with the steam demand. How long this takes depends upon the main
corrosion the boiler circulating water should not drop below 115°C. pumps engine operation but the economiser should be able to meet the demand for
Closed No.1 auxiliary boiler check valve to circulation 2C19V steam 20 to 30 minutes after the engine has been set to full power.
The economiser generates steam due to the heat energy in the exhaust gas and pumps
at reduced main engine loads or during periods of high steam demand, it may A manometer is fitted across the tube bank to give early indication of fouling.
Open Boiler water circulating pump No.1 suction valve T31V
be necessary to flash the auxiliary boiler in order to supplement the heat energy The reading should be noted on a daily basis along with the exhaust gas inlet
available from the exhaust gas. At full main engine load, steam is generated Closed Boiler water circulating pump No.1 discharge T33V
valve and outlet temperatures.
at a maximum rate and if this is in excess of the needs of the ship the excess
steam is dumped to the atmospheric condenser. Open Boiler water circulating pump No.2 suction valve T32V
These temperatures along with the manometer reading, provide an indication
Closed Boiler water circulating pump No.2 discharge T34V of the efficiency and cleanliness of the economiser tubes. If these readings
The economiser is fitted with two motor operated sootblowers and are operated valve show a deterioration in efficiency, the frequency of soot blowing should be
as described in section 2.2.6 Sootblowers. Open Differential pressure switch isolation valves (x2) T35V increased and the economiser water washed at the next opportunity.
T36V
Open Economiser inlet valve T24V
Open Economiser outlet valve T25V
Closed Economiser drain valve
Closed Economiser vent valve
Set Economiser safety valve

Procedure for Running the Exhaust Gas Economiser Dry
Should the economiser fail and need to be run dry the following procedure
should be followed:
a) Close the economiser circulating water inlet valve T24V and

open the drain valve. The economiser circulating water outlet
valve T25V should be left open.
b) Inspect and water wash the economiser to prevent the possibility

of a soot fire starting.
c) Once the economiser is fully drained the drain valve can be

closed.
The exhaust gas inlet and outlet temperatures should be closely monitored to
ensure the inlet temperature does not rise above 400°C and that there is no
sudden change in the outlet temperature. Soot blowing should be increased to
at least four times a day.
WARNING
In the unlikely event of a soot fire occurring the bridge must be informed
and the main engine stopped as soon as possible. Turbocharger air
intakes should be sealed and fire fighting equipment made ready. In
severe cases the economiser circulating water may need to be stopped
but under no circumstances should the sootblowers be operated.

2.3 Condensate and Feed Systems
2.3.1 Condensate System
2.3.2 Drains System
2.3.3. Boiler Feed Water System
2.3.4 Boiler Water Level Control System
2.3.5 Water Sampling and Treatment System
2.3.6 Distilled Water Transfer and Distribution
Illustrations
2.3.1a Condensate System
2.3.2a Drains System
2.3.3a Boiler Feed Water System
2.3.4a Boiler Water Level Control System
2.3.5a Water Sampling and Treatment System
2.3.6a Distilled Water Transfer and Distribution System

Illustration 2.3.1a Condensate System
LS
From Air System
S
Exhaust Steam 372V
To Drain Separator PC
314V
From Boiler Main Steam Line

310V 311V 312V
313V
TI
Exhaust Steam From Deck Seal From
From Cargo Slop Tank and Cargo Boiler Main Steam Line TI
371V
Stripping Pump Oil Tank Heating TI
Exhaust Steam
PI CI
TI
Exhaust Steam LS
PI No.1 Cargo Oil Pump Turbine
PS PS
373V
Air Ejector
Cargo Oil Pump Turbine Condenser
67V
TI TI
From 7kg/cm2
Atmospheric Air System
CI LAH
Condenser LS
MC
FI LC TI
LS LAL
MC
LS
No.2 Cargo Oil Pump Turbine
From 6kg/cm2 Steam Drain
374V
TI From Water Ballast
Tank Heating Coil
60V 78V From Tank Cleaning

From 6kg/cm2 Steam From 7kg/cm2 Sea Water Heater
Service System Air System
79V
S
370V
From 7kg/cm2 Air System
To Oily PAL PS PS
Bilge Tank MC
1V
3V
M82 From Fresh 316V
Water Tank 365V No.3 Cargo Oil Pump Turbine
56V 97V (Port) PI CI 363V
Feed Filter Tank (7.0m3)
M84 361V
Key
TC
LAL LS No.1 Cargo Oil Pump
M86 TI Condensate
MC Turbine Condensate Pump
(47.0m3/h x 25mth) All System Valves are Prefixed 'T'
Unless Otherwise Stated 10kg/cm 2 Steam
M87
366V
364V 6kg/cm 2 Steam
PI CI
Air
362V
4V
No.2 Cargo Oil Pump Domestic Fresh
To Bilge Holding Tank Turbine Condensate Pump
(47.0m3/h x 25mth) Electrical Signal

2.3 CONDENSATE AND FEED SYSTEMS The level in the feed filter tank is maintained by a float valve which allows Procedure for Preparing the Main Condensate System for
make-up water from the fresh water hydrophore unit into the feed filter tank. Operation
2.3.1 CONDENSATE SYSTEMS Filling of the feed filter tank can also be achieved by a direct connection from
the fresh water generator line. A manual make-up valve connected to the same The following procedure assumes that both auxiliary boilers and the economiser
FW service line is also provided. The condition of the condensate is monitored to be ready for filling but with a system which is not yet operational.
Cargo Oil Pump Turbine Condensate Feed Water Pump by a high salinity alarm located in the outlet line to the feed pumps.
Maker: Shin Shin Machinery Co. Ltd. a) Ensure that pressure gauge and instrumentation valves are
No. of sets: 2 Any floating sediment or oil in any part of the feed filter tank can be drained open.
through a scum line to one of the engine room bilge wells. The feed filter tank b) Fill the feed filter tank from the fresh water (FW) hydrophore
Type: Vertical centrifugal
has a low level alarm and a temperature indicator. Water from the feed filter unit and check for correct operation of the level control valve.
Model: NVC100 tank provides the auxiliary boiler main and economiser feed pumps with a
Capacity: 47m3/h at 25mth positive inlet head of pressure to the pump suctions. c) Set up the valves as shown in the following table:
Rating: 440V, 11kW, 1,750 rpm
There are two main boiler feed water pumps and two exhaust gas economiser
feed water pump for the auxiliary boiler. The main feed pumps are used
under conditions of normal steam demand with one operating and the other Open Atmospheric condenser 16kg/cm2 dump regulating T52V
Introduction inlet valve
on standby, but at times of low steam demand the exhaust gas economiser
The main condensate system, as part of the steam generating cycle, is the feed pump may be used. The auxiliary boilers have only one feed water line Operational Atmospheric condenser 16kg/cm2 dump regulating T51V
section concerned with the circulation of boiler feed water from the heating but are supplied with two feed control valves for each boiler should there be valve
coil outlets, through the atmospheric condenser and feed filter tank back to the a malfunction in the boiler feed control system. In order to ensure a flow of Open Atmospheric condenser 16kg/cm2 dump regulating T53V
main feed pumps. water through the feed pumps even when the feed control valve is closed, an outlet valve
orifice in the feed return line from the pump outlets allows water back to the Closed Atmospheric condenser 16kg/cm2 dump regulating T54V
Steam condenses in the heating coils, trace heating pipes and heaters. feed filter tank. bypass valve
Condensation of the steam ensures that the latent heat of evaporation is Closed Atmospheric condenser 16kg/cm2 bypass valve T60V
retrieved and this improves the operational efficiency of the steam plant.
Oil Contamination Open Atmospheric condenser 16kg/cm2 inlet valve T67V
When the exhaust gas economiser is operating, any generated steam is returned Closed Observation tank drain valve T03V
If oil contamination occurs every effort must be made to avoid pumping oil Closed Feed filter tank drain valve T04V
to the auxiliary boilers in order to assist with maintaining the correct pressure
into the boiler. Valves should be opened in order to remove oil from the surface
of 6.0kg/cm2 in the steam system. Closed Feed filter tank manual filling valve D43V
of the feed filter tank. The make-up feed valves should be opened in order
to ensure that the oil is maintained at the level of the scum valves so that it Operational Float control filling valve from FW system T56V
The condensate from the atmospheric condenser flows to the observation tank Open Float control isolation valve D97V
can be readily removed. The temperature in the feed filter tank must also be
of the feed filter tank by gravity before passing over a weir to the feed filter
maintained in order to assist in the oil removal operation. Check the drain from Open Salinometer inlet valve T14V
tank.
the drain traps on all the steam services until the defective service is located Open Salinometer outlet valve T15V
and then isolate for repair.
A bypass valve allows the atmospheric condenser to be bypassed and allows Closed Salinometer bypass valve T05V
the condensate to flow directly to the observation tank. This arrangement Open No.1 exhaust gas economiser feed water pump T06V
The return from the defective section must be isolated in order to prevent
can be used when the atmospheric condenser is being serviced, or when it is suction valve
further contamination of the feed filter tank. After repair, flush the drain line
defective. A water temperature of about 90°C should be maintained in the feed Open No.1 exhaust gas economiser feed water pump T10V
of the defective service and clean the drain trap. Clean the observation tank and
filter tank to prevent oxygen dissolving and thus reduce corrosion in the boiler discharge valve
the oil content monitor probe.
system.
Open No.1 exhaust gas economiser feed water pump T20V
The cargo oil pump turbine (COPT) outlets are linked directly into the COPT discharge valve to feed filter tank
condenser which is cooled from the main sea water cooling system. An air Open No.2 exhaust gas economiser feed water pump T07V
ejector, which uses steam as an operating medium creates a vacuum in the suction valve
COPT condenser. The exhausts from the cargo pump turbines condenses in Open No.2 exhaust gas economiser feed water pump T11V
the COPT condenser and the condensate is then transferred to the feed filter discharge valve
tank by one of two COPT condensate pumps. Two level switches maintain the Open No.2 exhaust gas economiser feed water pump T21V
correct level in the condenser and normal practice is to have one pump running discharge valve to feed filter tank
with the other set to standby.

Illustration 2.3.1a Condensate System

LS
From Air System
S
Exhaust Steam 372V
To Drain Separator PC
314V
From Boiler Main Steam Line

310V 311V 312V
313V
TI
Exhaust Steam From Deck Seal From
From Cargo Slop Tank and Cargo Boiler Main Steam Line TI
371V
Stripping Pump Oil Tank Heating TI
Exhaust Steam
PI CI
TI
Exhaust Steam LS
PI No.1 Cargo Oil Pump Turbine
PS PS
373V
Air Ejector
Cargo Oil Pump Turbine Condenser
67V
TI TI
From 7kg/cm2
Atmospheric Air System
CI LAH
Condenser LS
MC
FI LC TI
LS LAL
MC
LS
No.2 Cargo Oil Pump Turbine
From 6kg/cm2 Steam Drain
374V
TI From Water Ballast
Tank Heating Coil
60V 78V From Tank Cleaning

From 6kg/cm2 Steam From 7kg/cm2 Sea Water Heater
Service System Air System
79V
S
370V
To Oily PAL PS PS
Bilge Tank MC
1V
3V
M82 From Fresh 316V
Water Tank 365V No.3 Cargo Oil Pump Turbine
56V 97V (Port) PI CI 363V
M84 361V
Key
TC
LAL LS No.1 Cargo Oil Pump
M86 TI Condensate
MC Turbine Condensate Pump
(47.0m3/h x 25mth) All System Valves are Prefixed 'T'
Unless Otherwise Stated 10kg/cm 2 Steam
M87
366V
364V 6kg/cm 2 Steam
PI CI
Air
362V
4V
No.2 Cargo Oil Pump Domestic Fresh
To Bilge Holding Tank Turbine Condensate Pump
(47.0m3/h x 25mth) Electrical Signal

Position Description Valve f) Ensure the correct level in the condenser is maintained and
switch the second pump to standby.
Open No.1 boiler feed water pump suction valve T08V
Open No.1 boiler feed water pump discharge valve T12V
Note: During normal operations excessive temperature at the atmospheric
Open No.1 boiler feed water pump discharge valve to T22V condenser would indicate a defective drain trap. The defective trap may be
feed filter tank located by an abnormally high temperature at the drain pipe after the trap
Open No.2 boiler feed water pump suction valve T09V indicating that steam is passing the trap.
Open No.2 boiler feed water pump discharge valve T13V
Open No.2 boiler feed water pump discharge valve to T23V
feed filter tank
Operational Inspection tank weir valve T01V
Open No.1 auxiliary boiler feed water isolation valve T95V
Open No.2 auxiliary boiler feed water isolation valve T96V
Procedure for Preparing the Cargo Oil Pump Turbine

Condensate System for Operation
The following procedure assumes that the main condensate system is ready
for operation.
a) Ensure that pressure gauge and instrumentation valves are

open.
b) Fill the feed filter tank from the fresh water (FW) hydrophore
unit.
c) Check the correct operation of the level control valve.
d) Set up the valves as shown in the following table:

Open No.1 condensate pump suction valve T361V
Open No.1 condensate pump discharge valve T365V
Open No.1 condensate pump return valve to COPT T363V
condenser
Open No.2 condensate pump suction valve T362V
Open No.2 condensate pump discharge valve T366V
Open No.2 condensate pump return valve to COPT T364V
condenser
Operational Three-way condensate control valve
Open In line isolation valve T370V
e) Start the selected duty condensate pump and place the other
pump on standby.

Yuri Senkevich
Yuri Senkevich -- Hull
Hull No.1602
No.1602 Machinery Operating Manual
Illustration 2.3.2a Drains System
From Accommodation
From Heavy Fuel
120V Oil Service Tank From Fresh Water
From No.2 Heavy Fuel
Oil Settling Tank From No.1 Heavy Fuel 237V Tank (Port)
275V
From Space Heater (Near From Fresh Water
Diesel Generator Port) From Space Heater 238V Tank (Starboard)
215V
From Oily Bilge Tank (3rd Deck Port)
259V From Space Heater
176V
From No.2 Main Engine 253V (2nd Deck Port)
From Main Lubricating Fuel Oil Heater
132V From Incinerator Waste
180V Oil Sump Tank
From Sludge Tank From No.1 Main Engine Oil Service Tank
126V 106V
From Main Engine Fuel Oil 130V Fuel Oil Heater
Line Steam Tracing From Main Engine Service From Incinerator Waste
150V From 16kg/cm2 Steam Line Drain Oil Settling Tank
Line Steam Tracing 108V
From Space Heater From Main Engine Fuel From Cylinder Oil
267V (Pump Room Top Port) From No.2 Generator Oil Auto Filter
167V Measuring Tank
Engine Fuel Oil Heater 144V From Main Engine Fuel
From Space Heater From Main Lubricating
From No.1 Generator Oil Auto Filter
263V (Floor Port) Oil Settling Tank
From Generator Engine 111V
From No.2 Heavy Fuel Oil From Generator Engine Fuel Oil 156V Lubricating Oil Purifier Heater From Calorifier
215V Bunker Tank (Port) Service Line Steam Tracing From Main Lubricating 116V
From Generator Engine 153V Oil Purifier Heater From Space Heater
From No.2 Heavy Fuel Oil
Fuel Oil Auto Filter 255V (2nd Deck Starboard)
168V Bunker Tank (Port)
From Generator Engine
From Boiler Burner Atomising
From No.1 Heavy Fuel Oil Fuel Oil Auto Filter
Steam Drain
Oil Purifier Heater 162V
From No.1 Heavy Fuel Oil From Exhaust Gas
172V Bunker Tank (Port) From Fuel Oil Purifying Line 58V 55V Economiser Sootblowers
From Heavy Fuel

From No.1 Heavy Fuel From No.2 Auxiliary Boiler
198V Oil Overflow Tank From Space Heater (Near 64V 74V
Oil Purifier Heater Sootblowers
159V Diesel Generator Starboard)
From No.2 Heavy Fuel Oil 257V From No.2 Auxiliary Boiler
From Boiler Fuel From Space Heater
186V Bunker Tank (Starboard) 62V Heating Coil
Oil Auto Filter (3rd Deck Starboard)
261V
From Boiler Fuel From No.1 Auxiliary Boiler
Oil Auto Filter 61V Heating Coil
183V Bunker Tank (Starboard)
From Boiler Fuel From No.2 Boiler From No.1 Auxiliary Boiler
From No.1 Heavy Fuel Oil Oil Auto Filter 207V Fuel Oil Heater 63V 75V Sootblowers
189V Bunker Tank (Starboard) From Main Engine Jacket From No.1 Boiler From Deck Seal Slop
Fresh Water Preheater Fuel Oil Heater From Cargo Tank & Cargo Tank Heating
From No.1 Heavy Fuel Oil 202V 205V Stripping Pump PC
Bunker Tank (Starboard) 59V
190V
Economiser Steam Dumping Valve
From Air Cooler Chemical 60V (Set 6.6kg/cm2)
Key 53V 51V 52V
196V Cleaning Tank
From Space Heater Condensate 67V TI 54V

TI
269V (Pump Room Top Starboard) Inspection
2 TI
6kg/cm Steam Tank TI
Atmospheric
From Space Heater
Condenser
265V (Floor Starboard) 2 77V 78V
16kg/cm Steam
79V
Fresh Water cooling Feed Filter
Tank
Bilge TI
All System Valves are Prefixed ‘T’
Unless Otherwise Stated

2.3.2 DRAINS SYSTEM • HFO overflow tank Description Valve
• Air cooler chemical cleaning tank Port FW tank T237V
Introduction • Main engine jacket water heater Starboard FW tank T238V
• Accommodation air conditioning room Port 2nd deck space heater T253V
Condensate from the auxiliary steam services are returned to the feed filter tank, Incinerator waste oil service tank T106V
through the atmospheric condenser and the observation tank. The condensate is • Steering gear room space heaters
then returned to the feed water system. In order to ensure that steam remains Incinerator waste oil settling tank T108V
• Aft peak tank heating coil Cylinder oil measuring tank T167V
in the heating line until it condenses, the outlet from each heating element is
fitted with a drain trap which prevents the passage of steam and only allows • Boiler burner atomising steam Main LO settling tank T111V
water to flow. If the drain trap becomes defective steam will pass, resulting in • COPT condensate returns Calorifier T116V
a hot return line and wastage of steam. Condensate from the heating coils and Starboard 2nd deck space heater T255V
heaters flows to the atmospheric condenser. • Steam tracing lines
HFO service tank T120V
As there is a possibility of contamination from hydrocarbons from the oil No.1 HFO settling tank T274V
Procedure for Preparing the Drains System for Operation No.2 HFO settling tank T275V
heating services, the drains should be periodically checked in the observation
tank before being returned to the system. The observation tank is fitted with a a) Ensure that pressure gauges and instrumentation valves are Port space heater near diesel generator T251V
window and hydrocarbon monitoring equipment. Should any oil be detected open. Port 3rd deck space heater T259V
an alarm will sound and steps can be taken to prevent the pumping of oil into
Sludge tank T126V
the boilers. b) Ensure that the LT system is circulating fresh water cooling No.1 main engine FO heater T130V
through the atmospheric condenser, as described in section No.2 main engine FO heater T132V
The following services return to the feed filter tank through the atmospheric
2.5.2. Vent the cooling side of the system if it has been shut
condenser. Main engine FO service line steam tracing
down for any reason.
• FW tanks Main engine FO auto filter
c) Set up the valves as shown in the following table: Main engine FO auto filter bypass
• Incinerator waste oil tanks
No.1 diesel generator engine FO heater T142V
• Cylinder oil measuring tank
Drains System No.2 diesel generator engine FO heater T144V
• Main LO settling tank Diesel generator engine FO auto filter
• Calorifier Diesel generator engine FO auto filter bypass
Open Atmospheric condenser 16kg/cm2 dump regulating T52V
• HFO tanks inlet valve Diesel generator engine LO purifier heater T156V
Operational Atmospheric condenser 16kg/cm2 dump regulating T51V Main engine LO purifier heater T153V
• Sludge tank
valve No.1 HFO purifier heater T159V
• Main engine FO heaters
Open Atmospheric condenser 16kg/cm2 dump regulating T53V No.2 HFO purifier heater T162V
• Main engine FO auto filters outlet valve FO purifying line steam tracing
• Generator engine LO purifier heater Closed Atmospheric condenser 16kg/cm2 dump regulating T54V Starboard space heater near diesel generator T257V
bypass valve Starboard 3rd deck space heater T261V
• Main LO purifier heater
Open Dump regulating controller valve T59V Boiler FO auto filter
• HFO purifier heaters
Closed Atmospheric condenser 6kg/cm2 bypass valve T60V Boiler FO auto filter
• Boiler FO auto filters Open Atmospheric condenser 6kg/cm2 inlet valve T67V Boiler FO auto filter bypass
• Boiler FO heaters Closed Observation tank drain valve T03V No.1 boiler FO heater T205V
• Oily bilge tank Closed Feed filter tank drain valve T04V No.2 boiler FO heater T207V
• Scavenge air box drain tank Oily bilge tank T176V
d) The various services and heating systems can now be put into
operation as required, by opening the associated drain trap Main engine LO sump tank T180V
• Main engine scavenge space fire extinguishing system
outlet valve. Main engine FO line steam tracing T150V
• Space heaters in engine room No.1 boiler FO heater T205V
• HFO bunker tanks

Illustration 2.3.2a Drains System
From Accommodation
From Heavy Fuel
120V Oil Service Tank From Fresh Water
Oil Settling Tank From No.1 Heavy Fuel 237V Tank (Port)
275V
From Space Heater (Near From Fresh Water
Diesel Generator Port) From Space Heater 238V Tank (Starboard)
215V
From Oily Bilge Tank (3rd Deck Port)
259V From Space Heater
176V
From No.2 Main Engine 253V (2nd Deck Port)
From Main Lubricating Fuel Oil Heater
132V From Incinerator Waste
180V Oil Sump Tank
From Sludge Tank From No.1 Main Engine Oil Service Tank
126V 106V
From Main Engine Fuel Oil 130V Fuel Oil Heater
Line Steam Tracing From Main Engine Service From Incinerator Waste
150V From 16kg/cm2 Steam Line Drain Oil Settling Tank
Line Steam Tracing 108V
From Space Heater From Main Engine Fuel From Cylinder Oil
267V (Pump Room Top Port) From No.2 Generator Oil Auto Filter
167V Measuring Tank
Engine Fuel Oil Heater 144V From Main Engine Fuel
From Space Heater From Main Lubricating
From No.1 Generator Oil Auto Filter
263V (Floor Port) Oil Settling Tank
From Generator Engine 111V
From No.2 Heavy Fuel Oil From Generator Engine Fuel Oil 156V Lubricating Oil Purifier Heater From Calorifier
215V Bunker Tank (Port) Service Line Steam Tracing From Main Lubricating 116V
From Generator Engine 153V Oil Purifier Heater From Space Heater
Fuel Oil Auto Filter 255V (2nd Deck Starboard)
From Generator Engine
From Boiler Burner Atomising
From No.1 Heavy Fuel Oil Fuel Oil Auto Filter
Steam Drain
Oil Purifier Heater 162V
From No.1 Heavy Fuel Oil From Exhaust Gas
172V Bunker Tank (Port) From Fuel Oil Purifying Line 58V 55V Economiser Sootblowers
From Heavy Fuel

From No.1 Heavy Fuel From No.2 Auxiliary Boiler
198V Oil Overflow Tank From Space Heater (Near 64V 74V
Oil Purifier Heater Sootblowers
159V Diesel Generator Starboard)
From No.2 Heavy Fuel Oil 257V From No.2 Auxiliary Boiler
From Boiler Fuel From Space Heater
186V Bunker Tank (Starboard) 62V Heating Coil
Oil Auto Filter (3rd Deck Starboard)
261V
From Boiler Fuel From No.1 Auxiliary Boiler
Oil Auto Filter 61V Heating Coil
183V Bunker Tank (Starboard)
From Boiler Fuel From No.2 Boiler From No.1 Auxiliary Boiler
From No.1 Heavy Fuel Oil Oil Auto Filter 207V Fuel Oil Heater 63V 75V Sootblowers
189V Bunker Tank (Starboard) From Main Engine Jacket From No.1 Boiler From Deck Seal Slop
Fresh Water Preheater Fuel Oil Heater From Cargo Tank & Cargo Tank Heating
From No.1 Heavy Fuel Oil 202V 205V Stripping Pump PC
Bunker Tank (Starboard) 59V
190V
Economiser Steam Dumping Valve
From Air Cooler Chemical 60V (Set 6.6kg/cm2)
Key 53V 51V 52V
196V Cleaning Tank
From Space Heater Condensate 67V TI 54V

TI
269V (Pump Room Top Starboard) Inspection
2 TI
6kg/cm Steam Tank TI
Atmospheric
From Space Heater
Condenser
265V (Floor Starboard) 2 77V 78V
16kg/cm Steam
79V
Fresh Water cooling Feed Filter
Tank
Bilge TI
All System Valves are Prefixed ‘T’

Description Valve Steam Dump System
No.2 boiler FO heater T207V
Oily bilge tank T176V Position Description Valve
Main engine LO sump tank T180V Operational Excess steam regulating valve T51V
Main engine FO line steam tracing T150V Open Inlet to excess steam regulating valve T52V
Pump room port space heater T267V Open Outlet from excess steam regulating valve T53V
Engine room floor port space heater T263V Closed Bypass for excess steam regulating valve T54V
HFO overflow tank T198V Open Dump regulating controller valve T59V
No.1 port HFO bunker tank T171V
Once the atmospheric condenser is in use, ensure that the internal water level
No.1 port HFO bunker tank T172V does not fill above the normal running mark and monitor both the temperature
No.2 port HFO bunker tank T168V and the pressure. Act immediately to locate the source of any steam passing to
No.2 port HFO bunker tank T215V the condenser and isolate it (if practical).
No.1 starboard HFO bunker tank T189V
Air cooler chemical cleaning tank T196V
Pump room starboard space heater T269V
Engine room floor starboard space heater T265V
Main engine JFW preheater T201V
Incinerator waste oil line steam tracing
Main engine FO service line steam tracing
Main engine FO discharge filter drain line steam tracing
Generator engine FO service line steam tracing
Generator engine FO discharge filter drain line steam tracing
Boiler FO service line steam tracing
FO purifying line steam tracing
HFO transfer line steam tracing
Sludge pipe steam tracing
Excessive temperature at the atmospheric condenser would indicate a defective

drain trap. The defective trap may be located by an abnormally high temperature
at the drain pipe after the trap indicating that steam is passing the trap.

Illustration 2.3.3a Boiler Feed Water System
Safety Manifold To 16 and 10kg/cm2 Steam System Key
S From 7kg/cm2 Air
MS To No.1 Atomising Steam All System Valves Feed Water
76V are Prefixed 'T'
To No.2 Atomising Steam Steam
77V
PT Air
Set.
Exhaust 22kg/cm2 To Nearest
Coaming Drain Condensate
Gas
Economiser PI TI Fresh Water
(2000kg/h x 6kg/cm2)
Electrical Signal
25V
Sootblower
Atomising Steam 2H9 2H1 1H1 1H9 Atomising Steam
2C14 From 7kg/cm2 2W2 Control Control 1W2
Sealing Air PI TI To Burner L-Conn.
Panel Panel
From 7kg/cm2 1C14 To Burner L-Conn.
2C13 1C13
From Air System Air System
16kg/cm2 2C2 P
I
P
I
1C2
To Safe 24V Gauge Gauge
and 2C21 PX PX 1C21
Place Board Board
10kg/cm2 91V 90V 87V 86V
Steam 2W1 1W1
80V 2C11 98V
2C22 2C15 P P
1C15 1C11 1C22
Boiler Water Circulation Pumps I I
(24m3/h x40mth)
To/From Auxiliary Cooling 2C301 2C1 2C3 2C4 89V 88V 85V 84V 1C4 1C3 1C1 1C301
Fresh Water System 65/100 65/100 65/100 65/100
From Cargo From Economiser 55V
Stripping Pump Steam Dump System 42V 2C5 2C6 2C303 2C304 IC304 IC303 1C6 1C5
PI PI
PC From From 7kg/cm2 From 7kg/cm2
59V Deck Seal Air System Air System
Slop Tank 32V No.2 34V
and Cargo 83V 96V 95V 82V
S S
53V 51V 52V Oil Tank 58V 44V
Heating 38V LS LS
54V 2
TI From 6kg/cm
Steam Drain 41V 69V 2C227 1C227 68V
PI PI 2C194 IC194
TI 94V 93V
67V 74V 75V
31V No.1 33V To Sootblower To Sootblower
2CI99 ICI99
Atmospheric DPAL Chemical Chemical
CI 43V MC 36V Dosing Unit Dosing Unit
Condenser
37V
DPS 2C499 2C196 IC499
IC196
64V 63V
DPS From Fresh Water System

35V
TI 60V
2C307 2C308 2C24 1C24 1C8 1C7
From 2C26 IC26
Fresh Water
Hydrophore
Unit D43V 2C9 2C25 62V 61V 1C25 1C9
No.2 Auxilairy Boiler No.1 Auxilairy Boiler
To Oily S 81V (35T/h 16/6kg/cm2) (35T/h 16/6kg/cm2)
Bilge Tank From 7kg/cm2 Air
2C20 2C8 2C7 1C307 1C308 1C20
From 6kg/cm2 2C19
Steam Service System
1V
From
Fresh 1C19 99V
M82
3V Water
66V 65V
Generator
Feed Filter Tank From
(7.0m3) From Fresh
M84 Water Tank (Port)
Fresh Water
56V 97V No.2 Boiler Feed Water Pump No.1 Boiler Feed Water Pump No.2 Economiser Feed Water Pump No.1 Economiser Feed Water Pump
System 40V
TC Boiler Water
M86 CI PI PS PAL CI PI PS PAL CI PI PS PAL CI PI PS PAL Sampling
LAL LS MC MC MC MC
TI
MC 14V Cooler
9V 13V 8V 12V 7V 11V 6V 10V
M87 SX PS PS PS PS
23V 22V 21V 20V
4V 15V Washing Tub
5V (89m3/h x 220mth) (89m3/h x 220mth) (5.0m3/h x 110mth) (5.0m3/h x 110mth)
To Bilge Holding Tank

2.3.3 BOILER FEED WATER SYSTEM Feed water is normally supplied to the auxiliary boiler through the main feed No.1 Auxiliary Boiler Valves
water regulating valves though it can also be supplied to the auxiliary boiler
using a manual control valve through the auxiliary filling line. Position Description Valve
Boiler Feed Water Pump Open Main feed filling stop valve IC3
Maker: Shin Shin Machinery Co. Ltd. The exhaust gas economiser is supplied with water from the auxiliary boilers Open Main feed filling check valve IC4
No. of sets: 2 by means of one of the two boiler water circulating pumps. In the economiser Closed Manual feed filling stop valve IC303
Type: Horizontal centrifugal some of the water is converted into steam, the steam/water mixture flows Closed Manual feed filling check valve IC304
back to the auxiliary boiler where the steam and water separate. When
Model: MB80/4S Open Level control valve (x2)
the economiser is operating, the auxiliary boiler acts as a water and steam
Capacity: 89m3/h at 220mth reservoir. If there is insufficient exhaust gas energy to meet the demand for Open Gauge glass inlet valve
Rating: 440V, 95kW, 3,600 rpm steam, the auxiliary boiler may be used in order to supply the additional heat. Closed Blow down valves (x2) IC8/IC7
Under normal operating conditions the exhaust gas economiser is operated in Closed Scumming valve (x2) IC6/IC5
conjunction with one boiler only. To avoid problems with level and pressure
Exhaust Gas Economiser Feed Water Pump control it is not advisable to operate the exhaust gas economiser on both
Feed System Valves
Maker: Shin Shin Machinery Co. Ltd auxiliary boilers at the same time
No. of sets: 2 Position Description Valve
When the main engine is not in use the economiser is circulated with feed Open No.1 feed pump suction valve T08V
Type: Horizontal centrifugal
water to maintain it in a warm condition to prevent corrosion.
Model: MB32/4S Open No.1 feed pump discharge to boiler feed system T12V
Capacity: 5.0m3/h at 110mth Boiler water samples are taken from the boiler and passed through the sample Open No.1 feed pump recirculation valve T22V
Rating: 440V, 5.5kW, 3,600 rpm cooler. After chemical analysis, chemical treatment can be added to the boiler Open No.2 feed pump suction valve T09V
water by means of the dosing pump which is connected into the feed water Open No.2 feed pump discharge to boiler feed system T13V
lines before the feed regulating valve. Open No.2 feed pump recirculation T23V
Boiler Water Circulation Pump
Open No.1 economiser feed water pump suction valve T06V
Maker: Shin Shin Machinery Co. Ltd. The main and exhaust gas economiser feed pumps discharge a small quantity
of water back to the feed filter tank through an orifice; this ensures that there is Open No.1 economiser feed water pump discharge valve T10V
No. of sets: 2
always a flow of water through the pump even when the boiler feed regulating Open No.1 economiser feed water pump leak-off valve T20V
Type: Horizontal centrifugal, cooled valve is closed. Open No.2 economiser feed water pump suction valve T07V
Model: BCP50AX Open No.2 economiser feed water pump discharge valve T11V
Capacity: 24m3/h at 40mth Procedure for Preparing the Boiler Feed System for Open No.2 economiser feed water pump leak-off valve T21V
Rating: 440V, 7.5kW, 3,600 rpm Operation Open Salinometer inlet valve T14V
Open Salinometer outlet valve T15V
The following procedure assumes that No.1 and No.2 main feed water
Introduction pumps are set to supply No.1 oil fired auxiliary boiler through the feed water
Closed Salinometer bypass valve T05V
regulating valve, with one pump set as the duty pump and the other as the Open No.1 auxiliary boiler feed filling valve T95V
The boiler feed system is the section of the steam generating plant which Closed No.2 auxiliary boiler feed filling valve T96V
standby pump.
circulates feed water from the feed filter tank into the steam generating space
Operational No.1 auxiliary boiler primary feed water regulating
of the oil fired auxiliary boilers via the boiler feed water pumps and the feed a) Ensure that the pressure gauge and instrumentation valves are valve
water regulating valves. The exhaust gas economiser is supplied with water open.
from the auxiliary boilers by the boiler water circulating pumps providing a Open Inlet to auxiliary boiler primary feed water T85V
constant supply of water when the economiser is operating. The economiser regulating valve
b) Check that the feed regulator valve is fully operational.
circulating pump glands are cooled by fresh water from the low temperature Open Outlet from auxiliary boiler primary feed water T84V
cooling fresh water system. Two main boiler feed pumps take suction from regulating valve
c) Set up the valves as shown in the following table:
the feed filter tank and supply the boilers at a rate of 89m3/h at 220mth; one Operational No.1 auxiliary boiler secondary feed water
of these pumps would normally be set as the duty pump and the other as the regulating valve
standby to cut in if the duty feed pump failed or was unable to maintain the Closed Inlet to auxiliary boiler secondary feed water T87V
water level in the boilers. The exhaust gas economiser feed water pumps are regulating valve
available for use when the steam demand is low. Closed Outlet from auxiliary boiler secondary feed water T86V
regulating valve

Illustration 2.3.3a Boiler Feed Water System
S From 7kg/cm2 Air
77V
PT Air
Set.
Exhaust 22kg/cm2 To Nearest
Coaming Drain Condensate
Gas
Electrical Signal
25V
Sootblower
Panel Panel
2C13 1C13
16kg/cm2 2C2 P
I
P
I
1C2
and 2C21 PX PX 1C21
Place Board Board
10kg/cm2 91V 90V 87V 86V
Steam 2W1 1W1
80V 2C11 98V
2C22 2C15 P P
1C15 1C11 1C22
(24m3/h x40mth)
From Cargo From Economiser 55V
Stripping Pump Steam Dump System 42V 2C5 2C6 2C303 2C304 IC304 IC303 1C6 1C5
PI PI
S S
Heating 38V LS LS
54V 2
TI From 6kg/cm
PI PI 2C194 IC194
TI 94V 93V
67V 74V 75V
2CI99 ICI99
Condenser
37V
DPS 2C499 2C196 IC499
IC196
64V 63V

35V
TI 60V
2C307 2C308 2C24 1C24 1C8 1C7
From 2C26 IC26
Fresh Water
Hydrophore
Unit D43V 2C9 2C25 62V 61V 1C25 1C9
2C20 2C8 2C7 1C307 1C308 1C20
From 6kg/cm2 2C19
1V
From
Fresh 1C19 99V
M82
3V Water
66V 65V
Generator
Feed Filter Tank From
(7.0m3) From Fresh
M84 Water Tank (Port)
Fresh Water
56V 97V No.2 Boiler Feed Water Pump No.1 Boiler Feed Water Pump No.2 Economiser Feed Water Pump No.1 Economiser Feed Water Pump
System 40V
TC Boiler Water
M86 CI PI PS PAL CI PI PS PAL CI PI PS PAL CI PI PS PAL Sampling
LAL LS MC MC MC MC
TI
MC 14V Cooler
9V 13V 8V 12V 7V 11V 6V 10V
M87 SX PS PS PS PS
23V 22V 21V 20V
4V 15V Washing Tub

Exhaust Gas Economiser Note: Care should be taken when the boiler is being flashed from cold not
Position Description Valve to over-supply feed water to the boiler. Although the feed regulator may be
functioning normally, the actual feed valve may leak past, providing more
Open Boiler water circulating pump suction stop valve IC20
water than is required at the low firing rates required at start up. To counter
Open Boiler water circulating pump suction check valve IC19 this, the economiser feed pump should be used to reduce the volume of
Open No.1 boiler water circulating pump suction valve T31V supplied water.
Open No.1 boiler water circulating pump discharge valve T33V
Open No.1 boiler water circulating pump return to feed T43V Should this also fail to control the water level and it continues to rise, the
filter tank feed pumps may be stopped as this will not cause the boiler any harm as long
Open No.1 boiler water circulating pump return to T41V as the pump is switched on again when the water level falls.
auxiliary cooling system
Whenever filling the auxiliary boilers or economiser from cold, the vent
Open No.2 boiler water circulating pump suction valve T32V
valves on the boiler must be open and must remain open until steam is being
Open No.2 boiler water circulating pump discharge valve T34V generated to prevent air entrapment in the steam system.
Open No.2 boiler water circulating pump return to feed T44V
filter tank The valves set as above allows No.1 auxiliary boiler to be operated with either
Open No.2 boiler water circulating pump return to T42V of the feed water pumps and the exhaust gas economiser to operate with either
auxiliary cooling system of the two economiser water circulating pumps.
Open Economiser inlet valve T24V
The procedure for preparing No.2 auxiliary oil fired boiler is exactly the same
Closed Economiser drain valve
apart from the valve numbering.
Closed Economiser vent valve
Open Economiser outlet valve T25V
Set Economiser pressure relief valve Starting the Steam System from Cold
Open Boiler return stop valve IC22
It should be noted that the operation of the steam system (2.2.4), the condensate
Open Boiler return check valve IC21 system (2.3.1), boiler feed system (2.3.3) and the drains system (2.3.2) are all
inter-linked and as such, these systems would normally be shut down and
d) Start one of the main feed pumps and fill the boiler until a level brought in to use together as the boiler is brought on line.
of 100-150mm appears in both gauge glasses. Then stop the
main feed pump. To achieve a co-ordinated run-up of these systems, the steam system (with
the exception of the main boiler stop valves) and drains system will normally
CAUTION be left in the fully operational condition with all drain valves open when the
Care should be taken when filling the boiler not to empty the feed filter boiler is shut down. Then, as the boiler is flashed, steam and the resulting
tank as running the pumps without water may damage the pumps. condensate can permeate both systems as the steam pressure rises. This will
achieve the same result without the need to individually start these systems.
e) Visually check around the boiler and check for any water leaks. The condensate system and the boiler feed system may well be shut down
Pay special attention to any areas where work is known to have completely, especially if maintenance is to be carried out on the boiler. In any
been carried out. case, the four systems will be brought in to use together and as such, all four
systems should have their valve setups checked simultaneously prior to the
When the boiler is sufficiently full of water and ready to commence the firing initial flashing of the boiler. Otherwise all comments in the procedures for the
procedure. Initial firing should be carried out with no feed pump running. As operations of these systems still apply and should be read in conjunction and
the water level starts to fall when steam generation commences, the economiser understood with respect to each other.
feed pump can be started to top up the level. As the steam generation increases,
the economiser feed pump may not be able to supply sufficient water (indicated Once satisfied that the auxiliary systems listed above are ready for the firing
by a falling water level and the regulator valve full open), at which point one sequence, the boiler can be fired using the procedure outlined in section 2.2.1.
of the main feed pumps should be started. Boiler general description of this manual.

Illustration 2.3.4a Boiler Water Level Control System
P
7kg/cm2 Air PI I x
File Boiler System1 History Tools List Window Help
T86/91V 1/2W2 T87/90V
Back Forward Current Picture User Access Alarms
PS PX PI
P Feed Water Overview CU
I
Local PI To AMS
Control T84/89V T85/88V
1/2W1
Panel
Feed Line Feed Line
Salinity
ppm
LS 20.0
20.2
LI LI
0.0
Boiler 1 Boiler 1
DPX Water Level Reg Water Level Reg
Water Level Boiler Press Water Level Boiler Press

mm kg/cm2 mm kg/cm2
No. 1 & 2 Boilers 300 25.0 300 25
(35ton/h x 16/6k) 16.0 7.6 114.0 3.9
From Feed
Water System -260.0 0.0 -260.0 0.0
DPX
Load Contro. Mode Load Contro. Mode
15.0% Auto 0.0% Manual
To Key Operation Priority Operation Priority

Automatic Mod. Free Master Ready Slave
Monitoring Feed Water
System
Air
Electrical
Automatic Monitoring System Panel

2.3.4 BOILER WATER LEVEL CONTROL SYSTEM No.1 Auxiliary Boiler
Introduction Open Primary feed control valve inlet valve T85V
Open Primary feed control valve outlet valve T84V
The boiler water level control system incorporates the following:
Operational Primary feed control valve 1W1
• Local control panel Open Secondary feed control valve inlet valve T87V
• Automatic monitoring system Open Secondary feed control valve outlet valve T86V
• Two pneumatically operated feed water control valves Operational Secondary feed control valve 1W2
Open Differential pressure transmitter isolation valves
• Pressure switch
(x2)
• Pressure transmitter Open Differential pressure transmitter isolation valves
• Pressure indicator (x2)
• Level switch Open Differential pressure transmitter inlet valve (x2)
Closed Differential pressure transmitter equalising valve
• Level indicators
Closed Differential pressure transmitter drain valves (x2)
• Differential pressure transmitters Open Level switch isolation valves 1C28
1C328
The water level control is a modulating system. The safety device system
Closed Level switch drain valve
for the low low water level alarm and burner cut out consists of a level float
switch mounted as an external unit. For measuring and control of the water
level the boiler is equipped with a differential pressure water level transmitter No.2 Auxiliary Boiler
unit, which includes external reference and variable legs. The continuous 4-
20mA output signal from the differential pressure transmitter is processed Position Description Valve
in the control system, which provides level warnings/alarms and control of Open Primary feed control valve inlet valve T88V
the regulating feed water valve. The control system is accessible through the Open Primary feed control valve outlet valve T89V
panels. Operational Primary feed control valve 2W1
Open Secondary feed control valve inlet valve T90V
To ensure a safe and reliable operation of the boiler and the differential pressure
Open Secondary feed control valve outlet valve T91V
transmitter unit, the water level indicated by the control unit should be checked
against the level indicated in the water level gauges on a regular basis. Operational Secondary feed control valve 2W2
Open Differential pressure transmitter isolation valves
(x2)
Procedure for Preparing the Boiler Water Level Control Open Differential pressure transmitter isolation valves
System (x2)
Open Differential pressure transmitter inlet valve (x2)
The following procedure assumes that both boilers are filled to the normal
level. Closed Differential pressure transmitter equalising valve
Closed Differential pressure transmitter drain valves (x2)
a) Set the valves as shown in the following table: Open Level switch isolation valves 2C28
2C328
Closed Level switch drain valve
The boiler water level control system is now operational and the auxiliary
boiler can be started as described in section 2.2.1 Boiler General Description
of this manual

Illustration 2.3.5a Water Sampling and Treatment System
S From 7kg/cm2 Air
77V
PT Air
Exhaust Set. To Nearest
22kg/cm 2 Coaming Drain Condensate
Gas
Electrical Signal
25V
Sootblower
Panel Panel
2C13 1C13
16kg/cm2 2C2 P
I
P
I
1C2
and 2C21 PX PX 1C21
Place Board Board
10kg/cm2 91V 90V 87V 86V
Steam 2W1 1W1
80V 2C11 98V
2C22 2C15 P P
1C15 1C11 1C22
(24m3/h x40mth)
From Cargo From 16kg/cm2 55V
Stripping Pump Steam Service System 42V 2C5 2C6 2C303 2C304 IC304 IC303 1C6 1C5
PI PI
S S
Heating 38V LS LS
54V 2
TI From 6kg/cm
PI PI 2C194 IC194
TI 94V 93V
67V 74V 75V
2CI99 ICI99
Condenser
37V
DPS 2C499 2C196 IC499
IC196
64V 63V

35V
TI 60V
2C307 2C308 2C24 1C24 1C8 1C7
From 2C26 IC26
Fresh Water
Hydrophore
Unit D43V 2C9 2C25 62V 61V 1C25 1C9
2C20 2C8 2C7 1C307 1C308 1C20
From 6kg/cm2 2C19
1V
From
Fresh 1C19 99V
M82
3V Water
66V 65V
Generator
Feed Filter Tank
(7.0m3) From Fresh
M84 56V 97V Water Tank (Port) No.2 Boiler Feed Water Pump No.1 Boiler Feed Water Pump No.2 Economiser Feed Water Pump No.1 Economiser Feed Water Pump
TC 40V
Boiler Water
M86 CI PI PS PAL CI PI PS PAL CI PI PS PAL CI PI PS PAL Sampling D24V
LAL LS MC MC MC MC
TI
MC 14V Cooler
9V 13V 8V 12V 7V 11V 6V 10V
M87 SX PS PS PS PS
23V 22V 21V 20V From Fresh
4V 15V Sink Water System

2.3.5 WATER SAMPLING AND TREATMENT SYSTEM Procedure for Taking a Sample of Boiler Water Chemical Treatment Supply to the Boiler Feed Water
The following procedure assumes that a water sample is to be taken from No.1 After analysis of the boiler water a decision must be made as to the amount
Introduction auxiliary boiler. and type of chemicals which are to be added to the boiler feed water, if any.
The chemical treatment supplier’s instructions must be followed precisely as
Chemical analysis and treatment of the boiler water is undertaken in order
a) Ensure that there is a fresh water supply at the sample cooler. under-treatment or over-treatment can result in boiler damage.
to prevent corrosion and scale formation in the auxiliary boilers and exhaust
gas economiser and to prevent the degradation of the steam quality. Incorrect The chemicals are added to the boiler chemical injection unit and pumped into
b) Open the sample cooler cooling water inlet cock and isolating
or inadequate boiler water treatment will seriously damage the boilers and the boiler feed water line. Chemical treatment of the condensate system may
valve D24V and check that water is flowing through the
frequent testing and treatment is needed in order to reduce the risk of damage. be undertaken by adding a mixture of the chemical and distilled water to the
cooler.
Even though distilled water is used for boiler feed, the risk of corrosion is water cascade tank. Chemical addition must be done in accordance with the
present. manufacturer’s instructions. There are different types of treatment available
c) Open the boiler sample water line isolation valve T65V.
and this can affect the method of addition to the systems.
The pH of the boiler water changes in service and oxygen may dissolve in the
d) Open the sample cooler boiler water inlet valve.
water where the feed system is open to atmosphere. Although maintaining the
feed water temperature at a relatively high value, around 80°C, will minimise Boiler Blow Down
e) Slowly open the sampling valve IC9 on the boiler and allow
the amount of dissolved oxygen, the problem is ever present.
boiler water to flow through the sample cooler. Ensure that only
If the level of boiler water dissolved solids is too high, some of the water must
water is leaving the sample cooler outlet and not a mixture of
Chemical treatment and analytical tests must be undertaken in accordance with be removed from the boiler and replaced with distilled water from the feed
steam and water. If the temperature of the boiler water leaving
the instructions supplied by the chemical manufacturer. The treatment must tank. The procedure for blowing down the boiler safely must be followed. If
the sample cooler is too high, reduce the flow of boiler water to
be added in order to maintain the chemical levels within an acceptable range. the ship is in port the bridge must be consulted in order to ensure that blowing
the sample cooler.
Excessive treatment can often result in more severe damage than insufficient down the boiler will not cause danger.
treatment. The results of chemical analysis on the boiler water are recorded and
f) After the boiler water has been flowing for approximately one
the effects of the treatment added can be monitored over a period of time.
minute, collect a sample of the boiler water for analysis. Procedure for Blowing Down the Auxiliary Boiler
Floating solid material in the boilers can be removed periodically by means of
g) Close the boiler sampling valve and then close the sample The blow down procedure must be performed during low load.
the scum valve, whilst dissolved solids can be reduced by blowing some of the
cooler cooling water valve.
water out of the boilers and replacing it with fresh distilled feed water. This a) Check with the bridge that it is safe to blow down the boiler if
is called ‘boiler blow down’ and is accomplished by opening the boiler blow the ship is in port.
h) Analyse the sample of boiler water in accordance with the
down valves located at the lower part of the boilers. The scum and blow down
instructions of the chemical treatment supplier and record the
lines connect to the same blow down pipe which connects to an overboard b) Open the ship’s side blow down valve T40V.
information. Add chemical treatment to the boiler feed water as
discharge located below the ship’s water line.
required.
c) Slowly open one of the boiler blow down valves and reduce the
The auxiliary boilers are provided with a water sampling connection, the outlet
WARNING water level to the normal position, then close the blow down
from this being directed to a sample cooler which is cooled by water from the
valve.
domestic fresh water system. When taking a sample of water from the boilers The sampling lines from the boiler are under boiler pressure and the
the water must be allowed to run from the boiler for some time in order to temperature of the water being drawn from the boiler is high. Care must
d) After blowing down the boiler, close the boiler blow down
ensure that a truly representative sample is being obtained. The sampling valve be taken when operating the sampling equipment and the cooling water
valve and then close the ship’s side valve.
on the boilers is located so that it will produce a representative sample, but supply must be confirmed to be flowing before the boiler sample valve
old water in the lines and cooler must be removed before the testing sample is opened.
e) Test the boiler chemical concentrations and adjust as
is drawn. The boiler water should be tested twice a week and the instructions
necessary.
supplied by the water treatment test kit suppliers must be followed precisely in
order to ensure that the boiler water is correctly treated.
Chemicals to be added directly to the boilers are mixed with water in the tank
of the chemical dosing unit. From this unit the dosing pump injects the mixture
into the boiler water feed line. As the exhaust gas economiser takes its water
from the auxiliary boiler the same treatment applies to both steam generating
plants.

Illustration 2.3.6a Distilled Water Transfer and Distribution System To Mineraliser To CalorifierFrom Atmospheric 7kg/cm2 Air From Boiler Water Circulation
Local Fire Fighting System Pump Unit Condenser Pumps
Main Engine Area
S
CI PI PS S From Fresh Water From 6kg/cm2 Steam Drain
25V 21V Hydrophore Unit
D43V
1V
From Water Ballast Tank
From 6kg/cm2 Steam Heating Coil
No.1/2/3 Generator Engine Area 3V
S Service System From Tank Cleaning
Sea Water Heater
TC From Cargo Oil Pump Turbine
56V Condensate Pump
S No.1/2 Boiler Area 14V 15V
LAL LS TI SX From Fresh Water Generator
MC
Air Test
From Boiler Feed Water Pumps
5V
S Incinerator Area
4V To Boiler Feed Water Pumps
97V
To Accommodation
S Heavy Fuel Oil Purifier Area 27V
10V PI 26V PI
46V To Bilge Holding Tank To Inert Gas Blower
28V
Fresh Water 49V Near Purifier Work Bench
Tank To Fresh Water Generator
S Top Up Inert Gas Generator Area 35V
(Port) 2V
47V To Fresh Water Expansion Tank
(230.1m3)
4V
LCG Exhaust Gas Economiser
Water Washing
6V 45V
7kg/cm2 Air 2nd Deck Service

44V
Boiler Water Washing
PS PI 36V
Stern Tube Set 5.5k S S S S S S S S S S S S
CI To Boiler Sampling Cooler
Cooling Water
Tank 7V 42V
(31.7m3) 9V PSL PSL PSL PI PSL PI PSL To Boiler Chemical Dosing Unit
No.2
CI
S CS S CS To Boiler Feed Water Tank
43V
8V Fresh Water Sewage Plant Dilution Water
Fresh Water No.1
3V Hydrophore
Tank (Starboard) Fresh Water Pump Tank To Exhaust Gas Pipe Seal Pot
(127.1m3) 1V (5.0m3/h x 45mth) (1.0m3)
LCG P Generator Engine
5V Generator Engine Main No.2 No.1 Turbocharger Cleaning
Lubricating Oil Purifier Lubricating Oil Marine Diesel Oil Heavy Fuel Oil Heavy Fuel Oil 40V
Purifier Purifier Purifier Purifier 3rd Deck Service
39V
To Cargo Oil Vacuum Unit and
Key
Salinity Panel Salinity Panel Fresh Water Tank for Oil
41V Detection Monitor System
Fresh Water
To Main Engine Turbocharger
SA PI PI SA
6kg/cm2 Steam Cleaning Turbine
FI FI To Main Engine Air Conditioning
Condensate 34V 35V Chemical Cleaning Tank
Feed Water S S
Floor Service
Air 38V
Electrical Signal To Oily Bilge Separator

To Chemical Dosing Unit in To Chemical Dosing Unit in
All System Valves are Prefixed 'D' No.2 Fresh Water Generator (25 Ton/Day) Sea Water Cooling System Sea Water Cooling System No.1 Fresh Water Generator (25 Ton/Day)
To Stern Tube
Lubricating Oil System

2.3.6 DISTILLED WATER TRANSFER AND DISTRIBUTION Procedure to Use the Distilled Water System
Closed No.1 evaporator distillate pump discharge valve D33V It is assumed the fresh water system is fully operational and that the port fresh
Introduction Closed No.2 evaporator distillate pump discharge valve D34V water tank is to be used.
Closed Filling valve for the port fresh water tank D02V
The fresh water generator distillate pumps discharge through a salinometer to
Open Filling valve for the starboard fresh water tank D01V a) Ensure there is sufficient water in the port fresh water storage
the port and starboard fresh water tanks via the tank filling valves. In the event
tank to complete the desired operation.
of saline contamination of the distillate, a salinometer operated solenoid valve Open Outlet valve from the port fresh water tank to D04V
on the evaporator opens, dumping the distillate back to the evaporator units domestic fresh water system
b) Set the valves as shown in the following table:
until the salinity has returned to normal. The fresh water tanks supply water Open Outlet valve from the port fresh water tank to fire D46V
to all fresh water services; under normal circumstances one fresh water tank fighting pump
would be in use supplying fresh water to the system and the other would be in Position Description Valve
Open Outlet valve from the port fresh water tank to feed D49V
the process of being filled from the fresh water generators. Closed Filling valve for the port fresh water tank D02V
filter tank
Open Filling valve for the starboard fresh water tank D01V
Closed Port fresh water tank drain valve D06V
As the fresh water storage tanks are pre-treatment, they are effectively distilled Open Outlet valve from the port fresh water tank to D04V
water storage tanks. The procedure to fill these tanks is outlined later in this Closed Outlet valve from the starboard fresh water tank to D03V
domestic fresh water system
section. domestic fresh water system
Open Outlet valve from the port fresh water tank to fire D46V
Closed Starboard fresh water tank drain valve D05V
fighting pump
The stern tube cooling tank which surrounds the stern tube unit provides
b) Start up the No.1 evaporator as described in section 2.4.3. Open Outlet valve from the port fresh water tank to feed D49V
cooling to the outer body of the stern tube through the distilled water that
filter tank
fills the tank. This tank holds 31.7m3 of distilled water and has negligible
consumption. Once filled, the level in this tank should occasionally be checked c) Switch on the salinometer. Closed Port fresh water tank drain valve D06V
by opening the self-closing cock on the tank and checking for a discharge. Closed Outlet valve from the starboard fresh water tank to D03V
d) Start the distillate pump. The initial discharge should be domestic fresh water system
The fresh water hydrophore system which is fed via the distilled water system recirculated until the salinometer determines that the quality is Closed Starboard fresh water tank drain valve D05V
is dealt with in detail in section 2.14.1 Domestic Fresh Water System of this good enough.
Open No.1 hydrophore pump suction valve D08V
manual. The hydrophore tank supplies fresh water to the fresh water services
e) Open the distillate pump discharge valve. Open No.2 hydrophore pump suction valve D09V
throughout the ship. For domestic purposes, cold water from the hydrophore
unit passes through a mineraliser and a steriliser; cold water is also directed to
When the salinometer reading falls below the preset alarm level, the solenoid The distilled water system is now ready to use.
the calorifier and hot water circulating pump.
valve will operate automatically to discharge the produced distilled water to
Fresh water for use in the engine room is taken from the hydrophore tank cold fill the domestic water tank. Filling the Stern Tube Cooling Tank
water outlet. This is used for boiler feed, sealing and flushing purposes at the To fill the stern tube cooling tank open the stern tube tank filling valve D07V
purifiers, for turbocharger water washing, for cooling boiler water samples, for Note: Distilled water does not have to be treated in the steriliser unit, but and allow water to flow until the tank is full. Once the required amount of
flushing the oily water separator and general water services in the machinery if fresh water is being used for domestic purposes then it must be passed water is in the tank close the filling valve D07V.
spaces. For full details of this system, please refer to section 2.14.1 Domestic through the steriliser unit. The restrictions on the operation of the evaporator
Fresh Water System of this manual. for domestic use in coastal waters must be observed.
Procedure for Operating the Distilled Water Transfer System Note: When taking a fresh water from a shore station or barge great care is
needed to ensure that the water is fit for human consumption. Tests should
The following description assumes that No.1 FW generator is in use and filling be carried out to ensure that the water is not contaminated.
the starboard fresh water tank with the port fresh water tank in use.
The domestic hot and cold water systems are described in detail in section
a) Set the valves as shown in the following table: 2.14.1, Domestic Fresh Water System.

2.4 Sea Water Systems
2.4.1 Central Cooling Sea Water System
2.4.2 Sea Water General Service System
2.4.3. Evaporators
2.4.4 Marine Growth Prevention System
Illustrations
2.4.1a Central Cooling Sea Water System
2.4.2a Sea Water General Service System
2.4.3a Evaporators
2.4.4a Marine Growth Prevention System

Illustration 2.4.1a Central Cooling Sea Water System
Key
Ballast Water
Hydraulic Oil
No.1 Central No.2 Central TI TI
Fresh Water Fresh Water Bilges Air Ejector
Cooler Cooler Condenser
Air 22V 23V
Steam
3rd Deck 3rd Deck
PI TI TI PI PI TI TI PI All Valves Prefixed With Letter 'S'
Level Level
13V 15V 14V 16V TI Cargo Oil

TI
Pump Turbine
17V 20V Condenser 21V 24V
From
Bilge, Fire and
TI General Service From
To Oily TX Pump Discharge
MC 7kg/cm2
Bilge Pump
39V Service
To Deck Seal and
Inert Gas System To Air
From Scrubber Tower Inert Gas System
7kg/cm2 18V (Section 2.15) Scrubber Tower
Service (Section 2.15)
Air PS PS
To Marine Growth
From 19V PAL Prevention System
6kg/cm 2 PS PS MC (Section 2.4.4)
Steam From
12V 42V PAL
MC Sea Water General
Service System 38V 41V
PI 36V 34V From
10V 11V (Section 2.4.2)
6kg/cm2
Auxiliary
No.1 and No.2 PI PI PI PI Steam
Cooling
Main Cargo Marine Growth
Sea Water PI PI Scrubber
Oil Pump Turbine No.1 and No.2 Prevention System
Pump Cooling
Condenser To No.1 and No.2 Inert Gas Sea Water Service
(440m3/h To No.1 and No.2 Sea Water T232V
CI Cooling Sea Fresh Water Deck Seal Pump
x 23mth) Bilge, Fire and Pump
Water Pumps Generator Sea Water (20m3/h x 20mth)
General Service (170m3/h
(870/1050m3/h Ejector Pumps
Pumps CI Pumps CI CI CI
A157V x 50mth) A156V
9V x 23/9mth) (5m3/h x 50mth)
CI CI
T233V
26V 27V 1V 2V 35V 37V 40V 33V
23V
45V 43V From Marine Growth 44V
5V From Marine Growth 6V 46V
Prevention System 61V 62V Prevention System
7V B6V 8V
48V
High Sea Low Sea
Chest Chest
1V 3V 4V 2V
Emergency Bilge Suction

2.4 SEA WATER SYSTEMS The auxiliary cooling sea water pump may be used during low cooling Both main/COPT cooling sea water pumps are provided with an emergency
demands, such as when the vessel is in port and when the COPT condenser is bilge suction, thus providing the emergency bilge water removal cover for the
2.4.1 CENTRAL COOLING SEA WATER SYSTEM not in use. engine room.
The fresh water generator ejector pumps draw from the sea water crossover
Main/Cargo Oil Pump Turbine Condenser Cooling Sea Water Pump
main and operate the vacuum ejector on the fresh water generators, provide Procedure for the Operation of the Cooling Sea Water System
Maker: Shin Shin Machinery Co. Ltd brine cooling and supply the low temperature fresh water generators with feed
water. The inert gas scrubber sea water pump provides the jacket cooling water a) Ensure that all suction strainers are clear.
No. of sets: 2
Type: Vertical centrifugal self-priming and water spray system for the inert gas generator unit, and the deck seal pumps
provide a constant supply of sea water to the deck seal unit. For operating b) Ensure all the pressure gauge and instrumentation valves are
Model: DB300VID1 details and a description of the fresh water generators, refer to section 2.4.3 of open and that the instrumentation is reading correctly. Switch
Capacity: 870/1050m3/h x 23/9mth this manual, the IGG operations, including the deck seal pumps are described the MGPS control system ON.
in section 2.15.2 of this manual.
Auxiliary Cooling Sea Water Pump c) Set up the valves as shown in the table below. In this case the
Maker: Shin Shin Machinery Co. Ltd The main/COPT sea water pumps take suction from the sea water crossover port high suction is in use:
No. of sets: 1 main which connects with the high sea chest on the port side of the vessel and
the low sea chest on the starboard side. The bilge, fire and GS pumps also take Position Description Valve
Type: Vertical centrifugal self-priming
suction from the cross sea water main, as do the inert gas deck seal sea water Open High (port) sea chest suction valve S01V
Model: B200VID1
pumps and the inert gas generator scrubber sea water pump. The sea suction Open High (port) sea chest suction strainer outlet valve S03V
Capacity: 440m3/h x 23mth valves at each sea chest can be remotely operated from the 3rd deck. Closed High (port) sea chest suction strainer vent valve
Fresh Water Generator Ejector Pump Closed Low (starboard) sea chest suction valve S02V
The sea chests are provided with air vents and drains and a marine growth
Maker: Shin Shin Machinery Co. Ltd prevention system (MGPS) which inhibits marine growth in the sea water Closed Low (starboard) sea chest suction strainer outlet valve S04V
No. of sets: 2 lines. A suction strainer is located after each sea chest at the entrance to the sea Closed Low (starboard) sea chest suction strainer vent valve
Type: Vertical centrifugal water crossover main. Open No.1 main/COPT cooling sea water pump suction S07V
Model: C125VID1 valve
The main cooling sea water pumps discharge to a common sea water pressure Open No.1 main/COPT cooling sea water pump discharge S10V
Capacity: 8m3/h x 48mth manifold which then supplies sea water to the central fresh water coolers, the valve
Inert Gas Scrubber Sea Water Pump air ejector condenser and the COPT condenser.
Open No.2 main/COPT cooling sea water pump suction S08V
Maker: Shin Shin Machinery Co. Ltd valve
From the two central fresh water coolers sea water flows overboard via the
No. of sets: 1 overboard discharge valve S17V which can be remotely operated from the Open No.2 main/COPT cooling sea water pump discharge S11V
3rd deck. Recirculation valves S43V and S44V allow warm sea water from valve
the overboard discharge line to be diverted to the main sea water chests and Closed Auxiliary cooling sea water pump suction valve S09V
Model: D125VID1
can be remotely operated from the 3rd deck. From the air ejector and COPT Closed Auxiliary cooling sea water pump discharge valve S12V
Capacity: 170m3/h x 50mth condensers, the sea water flows overboard via the remote operated overboard Closed Auxiliary cooling sea water pump discharge valve S42V
Deck Seal Sea Water Pump discharge valve S24V. Closed No.1 main/COPT cooling sea water pump emergency S61V
Maker: Shin Shin Machinery Co. Ltd bilge suction valve
The sea water pumps can be started and stopped locally but may also be
No. of sets: 2 selected for remote operation. When selected for remote operation one of the Closed No.2 main/COPT cooling sea water pump emergency S62V
main/copt cooling sea water pumps would be selected as the duty pump and bilge suction valve
Type: Horizontal centrifugal
the other pump selected for automatic operation in standby mode; the standby Open Main/COPT/auxiliary crossover valve S19V
Model: SHC40B
pump would start if the duty pump could not maintain the required pressure. Open Isolation valve S18V
Capacity: 5.0m3/h x 50mth A pressure switch located on the discharge manifold provides the start signal Open No.1 central cooler sea water inlet valve S13V
for the standby pump; this would happen should the operational pump fail to Open No.1 central cooler sea water outlet valve S15V
maintain the pressure for any reason. Whether one or two pumps are operating
Introduction Open No.2 central cooler sea water inlet valve S14V
normally depends upon the sea water temperature; if the sea water temperature
exceeds a certain value two cooling sea water pumps may need to be used. Open No.2 central cooler sea water outlet valve S16V
The main/cargo oil pump turbine (COPT) cooling sea water pumps and
auxiliary cooling sea water pump supply cooling sea water to the central fresh
water coolers, the air ejector condenser and the COPT condenser.

Illustration 2.4.1a Central Cooling Sea Water System

Key
Ballast Water
Hydraulic Oil
No.1 Central No.2 Central TI TI
Fresh Water Fresh Water Bilges Air Ejector
Cooler Cooler Condenser
Air 22V 23V
Steam
3rd Deck 3rd Deck
PI TI TI PI PI TI TI PI All Valves Prefixed With Letter 'S'
Level Level
13V 15V 14V 16V TI Cargo Oil

TI
Pump Turbine
17V 20V Condenser 21V 24V
From
Bilge, Fire and
TI General Service From
To Oily TX Pump Discharge
MC 7kg/cm2
Bilge Pump
39V Service
To Deck Seal and
Inert Gas System To Air
From Scrubber Tower Inert Gas System
7kg/cm2 18V (Section 2.15) Scrubber Tower
Service (Section 2.15)
Air PS PS
To Marine Growth
From 19V PAL Prevention System
6kg/cm 2 PS PS MC (Section 2.4.4)
Steam From
12V 42V PAL
MC Sea Water General
Service System 38V 41V
PI 36V 34V From
10V 11V (Section 2.4.2)
6kg/cm2
Auxiliary
No.1 and No.2 PI PI PI PI Steam
Cooling
Main Cargo Marine Growth
Sea Water PI PI Scrubber
Oil Pump Turbine No.1 and No.2 Prevention System
Pump Cooling
Condenser To No.1 and No.2 Inert Gas Sea Water Service
(440m3/h To No.1 and No.2 Sea Water T232V
CI Cooling Sea Fresh Water Deck Seal Pump
x 23mth) Bilge, Fire and Pump
Water Pumps Generator Sea Water (20m3/h x 20mth)
General Service (170m3/h
(870/1050m3/h Ejector Pumps
Pumps CI Pumps CI CI CI
A157V x 50mth) A156V
9V x 23/9mth) (5m3/h x 50mth)
CI CI
T233V
26V 27V 1V 2V 35V 37V 40V 33V
23V
45V 43V From Marine Growth 44V
5V From Marine Growth 6V 46V
Prevention System 61V 62V Prevention System
7V B6V 8V
48V
High Sea Low Sea
Chest Chest
1V 3V 4V 2V
Emergency Bilge Suction

Position Description Valve Procedure to Operate the Deck Water Seal Unit Sea Water
Open No.1 evaporator ejector pump suction valve S26V Supply System
Open Central cooler sea water overboard discharge valve S17V
Closed Warm sea water return valve to high sea chest S43V Open No.1 evaporator ejector pump discharge valve S28V
Sea water is supplied to the deck water seal unit by means of two dedicated
Closed Warm sea water return valve to low sea chest S44V Open No.2 evaporator ejector pump suction valve S27V pumps which take suction from the sea water main. The following procedure
Open Air ejector condenser inlet valve S22V Open No.2 evaporator ejector pump discharge valve S29V assumes that No.1 pump is in use with No.2 pump on stand by.
Open Air ejector condenser outlet valve S23V Closed Feed crossover valve S25V
Set Feed inlet regulating valve a) Set the valves as shown in the following table.
Open COPT condenser inlet valve S20V
Open COPT condenser outlet valve S21V Open No.1 evaporator discharge valve S30V
Open No.2 evaporator discharge valve S31V Position Description Valve
Open Condenser overboard discharge valve S24V
Open Evaporator overboard discharge valve S32V Open Deck seal pump suction line valve S48V
d) Select the duty cooling sea water pump and set the other to Open No.1 deck water seal pump suction valve S35V
standby. Open No.1 deck water seal pump discharge valve S36V
c) Start the ejector pumps.
Open No.2 deck water seal pump suction valve S37V
e) Ensure that duty pump is delivering sea water at the correct Open No.2 deck water seal pump discharge valve S38V
pressure to the outlet manifold. Procedure to Operate the Inert Gas Scrubber Sea Water
Open Deck seal unit supply line valve I09V
System
f) Operate the sea water systems as required.
The inert gas scrubber cooling sea water pump takes suction from the sea b) Start No.1 or No.2 deck seal pump and check that it is supplying
water crossover main and is operated whenever the inert gas unit is required to sea water to the deck seal.
Note: The procedures that follow all assume that the sea water crossover operate. For full details of the operation of the inert gas generator unit, refer to
main is fully operational as would normally be the case. section 2.15 of this manual.
a) Set the sea water system valves as shown in the following

Procedure for the Operation of the Auxiliary Sea Water table:
Cooling Pump All valves are prefixed ‘I’ unless otherwise stated
When in port or at anchor, the load on the central cooling system may be Position Description Valve
reduced to the point where the main sea water cooling pump may be supplying Open Inert gas scrubber sea water pump suction valve S33V
excess cooling to the system and consequently a waste of energy. At this point, Open Inert gas scrubber sea water pump discharge valve S34V
the auxiliary sea water cooling pump should be started and the main sea water
Open Inert gas scrubber inlet valve 19V
cooling pump stopped, placing one of the main sea water pumps in standby
condition. Open Inert gas scrubber unit discharge valve
Closed Sea water supply valve from bilge, fire and GS S39V
pump
Procedure to Operate the Evaporator Sea Water System Open Top-up generator inlet isolating valve 18V
Open Top-up generator overboard discharge valve 23V
The supply of sea water to the evaporators is essential to operate this machinery.
For full details of the operation of the evaporators refer to section 2.4.3 of this Open Inert gas generator scrubber overboard valve 05V
manual.
b) Start the inert gas generator scrubber sea water pump.
a) When the main engine is operating and there is sufficient heat
in the jacket cooling water the evaporators may be operated as Note: If the inert gas generator scrubber pump is not available the unit may
described in section 2.4.3. still be operated with sea water supplied by the bilge, fire and GS pump. In
order to take sea water from this source, valve S39V must be opened with
b) Set the sea water system valves as shown in the following one of the bilge, fire and GS operating on sea water supply and valve S34V
table: must be closed.

Illustration 2.4.2a Sea Water General Service System
To Fire and Wash Deck Main
BF30
Engine Casing
BF44
Engine Room Deck No.2
BF43 BF42
82V 81V BF41 BF40
Engine Room Deck Floor
From Soot Collecting Tank
83V 64V BF39 PI BF38
PX MC
63V
22V 21V 20V
15V 17V 16V 18V
To Sewage Plant PI PI
No.1 Self Priming Bilge, No.2 Self Priming Bilge,

Key To Scrubber Fire and General Fire and General
PI
Quench Cooler Service Pump Service Pump
Sea Water (240/200m3/h x 30/90mth) (240/200m3/h x 30/90mth)
CI CI
S
Bilge
Fire and Deck Wash From 7kg/cm2

69V 68V Service
Air 23V Air
All System Valves are Prefixed 'B'

Unless Otherwise Stated 5V
3V 4V To Main Cargo Oil

Pump Turbine
To Oily 61V 1V 62V 2V Condenser Cooling
Bilge Pump Sea Water Pumps
(5m3/h x 3kg/cm2) (870/1050m3/h x 23/9mth)
Aft Peak Tank
66V
7V S7V S8V
47V
9V 8V
LAH LAH
MC
LS LS MC
LS LS
Stern Tube
Cooling Water Tank
High Low
(31.7m3) Aft Bilge Well Forward Forward
LAH LAH Sea Chest Sea Chest
Bilge Bilge
Well MC MC Well (Port) (Stbd)
(Port) (Starboard) 1V 3V 4V 2V
Bilge Holding Tank (57.6m 3) LS LS

2.4.2 SEA WATER GENERAL SERVICE SYSTEM Procedure for Pumping Out the Aft Peak Tank
Open No.1 bilge, fire and GS pump sea water suction valve B01V
Bilge, Fire and General S Pumps It is again assumed that No.1 bilge, fire and GS pump will be used:
Closed No.1 bilge, fire and GS pump bilge main suction valve B03V
Maker: Shin Shin Machinery Co Ltd Closed No.1 bilge, fire and GS pump aft peak suction valve B61V a) Ensure that all suction strainers are clear.
Type: Vertical centrifugal self priming Closed No.1 bilge, fire and GS pump emergency bilge main B05V
Model: SVS200F suction valve b) Ensure all the pressure gauge and instrumentation valves are
No. of sets: 2 Closed No.1 bilge, fire and GS pump fire main discharge valve B17V open and that the instrumentation is reading correctly.
Capacity: 240/200m3/h at 30/90 mth Open No.1 bilge, fire and GS pump overboard discharge B15V
Motor: 90kW x 1,770 rpm valve
Closed No.2 bilge, fire and GS pump aft peak suction valve B62V
Closed No.2 bilge, fire and GS pump overboard discharge B16V
Introduction Closed No.1 bilge, fire and GS pump sea water suction valve B01V
valve
Closed Isolation valve B21V
Both bilge, fire and general service (GS) pumps are provided with air ejector Open No.1 bilge, fire and GS pump aft peak suction valve B61V
priming units which are supplied with air from the compressed air system. Closed Overboard discharge valve B20V
Closed No.1 bilge, fire and GS pump emergency bilge main B05V
These air ejector units facilitate the operation of these pumps as emergency Closed Isolation valve B22V
suction valve
bilge pumping units. However, their primary duty is as fire main supply pumps Open Aft peak supply valve B63V
Closed No.1 bilge, fire and GS pump fire main discharge valve B17V
and care should be taken not to supply bilge water to the fire main. Open After peak inlet/suction valve B66V
Open No.1 bilge, fire and GS pump overboard discharge B15V
Closed Stern tube cooling water tank filling/suction valve B47V valve
The bilge, fire and GS pumps can take suction from the sea water suction
crossover main and in addition the pumps can take suction from the after peak Closed No.2 bilge, fire and GS pump aft peak suction valve B62V
d) Start No.1 bilge, fire and GS pump and fill the aft peak tank as
tank, the stern tube cooling water tank and the bilge main line. No.1 bilge, fire Closed No.2 bilge, fire and GS pump overboard discharge B16V
required.
and GS pump has a direct suction connection to the port forward engine room valve
bilge well. Normally both pumps will be left with their suctions to the sea Open Isolation valve B21V
The procedure to supply sea water to the scrubber unit is identical to the above
water crossover main open in line with their fire pump role. The fire and wash
procedure, except that the isolation valve to the aft peak tank B63V and the aft Open Overboard discharge valve B20V
deck line can be supplied with water by both pumps, with the discharge valves
peak filling/suction valve B66V should both be closed and the isolation valve Closed Isolation valve B22V
to the fire and wash deck line from both pumps being normally open.
B22V to the IG and sewage plant should be opened. Sea water will then be Open Aft peak supply valve B63V
supplied to that service as required.
Both pumps can be used to fill the after peak tank and they can supply sea Open Aft peak inlet/suction valve B66V
water to the inert gas scrubber unit and the sewage treatment plant. Closed Stern tube cooling water tank filling/suction valve B47V
Procedure for Filling the Aft Peak Tank d) Start No.1 bilge, fire and GS pump and empty the aft peak
tank.
The following procedure assumes that the sea water suction crossover main is
already operating as previously described in section 2.4.1 and that No.1 bilge,
fire and GS pump will be used:
a) Ensure that all suction strainers are clear.
b) Ensure all the pressure gauge and instrumentation valves are

open and that the instrumentation is reading correctly.

Illustration 2.4.2a Sea Water General Service System
To Fire and Wash Deck Main
BF30
Engine Casing
BF44
BF43 BF42
82V 81V BF41 BF40
From Soot Collecting Tank
83V 64V BF39 PI BF38
PX MC
63V
22V 21V 20V
15V 17V 16V 18V
To Sewage Plant PI PI
No.1 Self Priming Bilge, No.2 Self Priming Bilge,

Key To Scrubber Fire and General Fire and General
PI
Quench Cooler Service Pump Service Pump
Sea Water (240/200m3/h x 30/90mth) (240/200m3/h x 30/90mth)
CI CI
S
Bilge
Fire and Deck Wash From 7kg/cm2

69V 68V Service
Air 23V Air
All System Valves are Prefixed 'B'

Unless Otherwise Stated 5V
3V 4V To Main Cargo Oil

Pump Turbine
To Oily 61V 1V 62V 2V Condenser Cooling
Bilge Pump Sea Water Pumps
(5m3/h x 3kg/cm2) (870/1050m3/h x 23/9mth)
Aft Peak Tank
66V
7V S7V S8V
47V
9V 8V
LAH LAH
MC
LS LS MC
LS LS
Stern Tube
Cooling Water Tank
High Low
(31.7m3) Aft Bilge Well Forward Forward
LAH LAH Sea Chest Sea Chest
Bilge Bilge
Well MC MC Well (Port) (Stbd)
(Port) (Starboard) 1V 3V 4V 2V
Bilge Holding Tank (57.6m 3) LS LS

Procedure for Supplying Sea Water to the Fire Main
The bilge, fire and GS pumps would both normally be left set up to supply
sea water to the fire main to minimise the delay in supplying the fire main
in an emergency situation. In an emergency, the bilge, fire and GS pumps
could therefore be immediately started without checking the valve set up.
The procedure below assumes that the pumps are being started for testing
purposes:
b) Ensure all the pressure gauge and instrumentation valves are

open and that the instrumentation is reading correctly.
c) Set the system valves as shown in the following table.
The following description assumes that the sea water suction crossover main is
already operating as previously described in section 2.4.1.

Open No.1 bilge, fire and GS pump sea water suction valve B01V
Closed No.1 bilge, fire and GS pump aft peak suction valve B61V
Closed No.1 bilge, fire and GS pump emergency bilge suction B05V
valve
Open No.1 bilge, fire and GS pump fire main discharge valve B17V
Closed No.1 bilge, fire and GS pump overboard discharge valve B15V
Closed No.2 bilge, fire and GS pump fire main discharge valve B18V
d) Start No.1 bilge, fire and GS pump and ensure that water is
being discharged to the fire main.
e) If No.2 bilge, fire and GS pump is also to be tested, No.1

pump should be stopped and its discharge valve B17V closed.
No.2 pump can then be started and its discharge valve B18V
opened.
f) Once the test is complete, the bilge, fire and GS pumps should
be stopped and their valves returned to their normal positions,
i.e. set up to supply water to the fire main.

2.4.3 EVAPORATORS Illustration 2.4.3a Evaporators
Fresh Water Generator

To/From No.2
Maker: DongHwa Entec Fresh Water
Generator 32V
No. of sets: 2
Type: SFD 13/25
Capacity: 25 tons/day 25V
To TI VI
Fresh Water Generator Ejector Pump Fresh Water
Tanks Salinity Panel
Maker: Shin Shin Machinery Co. Ltd
From No.2
No. of sets: 2 Fresh Water
Generator 34V 33V TI
Type: Vertical, motor driven, centrifugal
Model: C125VID1 set at 80°C 54V
Capacity: 58m3/h x 48mth 7kg/cm2 Air TC PI SA
Motor: 440V; 22kW, 1,770 rpm FI

From Main
Engine Jacket PI
S
Distillate Water Pump Fresh Water
Cooling System
Maker: Teikoku Machinery Works, Ltd TI
TI
No. of sets: 2 To/From No.2
Fresh Water 13V 15V 11V
Type: Horizontal, motor driven, centrifugal Generator
TI
Model: 40X3 14V 12V

Capacity: 1.2m3/h x 30mth 30V
D35V PI PI
7kg/cm2 Air
Motor: 0.75kW x 3,600 rpm
16V
Salinometer 45V
To/From Main
Maker: Pusan General Electric Engine Jacket
To Main Central No.1 Fresh Water
No. of sets: 2 Fresh Water
Generator
Cooling System Fresh Water
Type: JK-201 Cooling Pumps Flow Meter/ (25 Tons/day)
Adjuster
To Feed
Introduction Filter Tank 19V
Chemical
The fresh water generators consist of the following main components: Dosing
From Fresh Water Unit
• Evaporator section Hydrophore Unit
• Condenser section 29V 28V

Key
• Combined brine/air ejector PI PI
Fresh Water
• Ejector pump No.1 & 2 Fresh Water
Generator Ejector Pump 20V 6kg/cm2 Steam
• Fresh water distillate pump T103V
(58m3/h x 48mth)
CI CI 7kg/cm2 Air
• Salinometer
6kg/cm2
27V 26V Sea Water
• Heating coil water temperature control panel Steam
All valves are prefixed 'S'
• Pumps start/stop pushbutton panel From Main Sea Water Suction unless otherwise stated

The fresh water generator (evaporator) unit utilises jacket water from the main Note: Because the fresh water generation uses the low temperature process it e) Check that the chemical injection unit has sufficient chemical
engine as a heating medium and is capable of producing up to 25 tons per day is important to sterilise the water before it can be used for drinking. and that the power is switched on and the unit operating. The
of distillate. The basic working principle is that the evaporator section boils sea dosage drum is topped up from the domestic fresh water system.
water in a high vacuum at a temperature of less than 45°C. The vapour produced A sterilisation unit is installed in the discharge from the hydrophore unit. For Open the feed water treatment valve to the evaporator and set
passes through a separator and is condensed by sea water in the condenser details of the sterilisation unit, see section 2.14.1 of this manual. the feed water treatment at the correct dosage.
section before being pumped to the fresh water storage tanks. The quality of
distillate is continuously monitored by a salinity indicator which is fitted with f) Ensure the feed water is flowing into the evaporator shell
an alarm. If the jacket water system is not available then live saturated steam WARNING and that the brine eductor is drawing the brine from the shell,
from the 6kg/cm2 steam system can be used as the heating medium. The steam Fresh water for human consumption must not be produced when the preventing the water level from rising.
is supplied through an ejector and the condensate is returned to the boiler feed vessel is operating in restricted waters.
filter tank. The steam system can also be used to supplement the jacket water g) Allow the evaporator to stabilise and check that the temperatures
heating system. Procedure for Starting the Fresh Water Generator are not excessive. Once evaporation has stabilised, operate the
salinity alarm to prove it is functioning correctly.
An ejector pump provides a continuous supply of sea water for each evaporator. To operate the fresh water generators, the main sea water cooling system and
This sea water supply acts to cool the vapour in order to condense it. It serves the main engine jacket cooling water system must both be operational. If h) Ensure the correct fresh water storage tank filling valve is open
as a feed supply to the evaporator and is the driving fluid supply for the brine/ required, the 6kg/cm2 steam system should also be available. The following and start the distillate pump. Open the outlet valve D33V from
air ejector. The ejector creates a vacuum within the evaporator and removes the procedure assumes that the main engine jacket cooling water system will the distillate pump to the fresh water storage tanks.
brine from the chamber. The ejector pumps are cross-connected allowing either be used with the main engine operating under steady conditions and No.1
pump to supply either evaporator. evaporator with No.1 ejector pump being used. i) Ensure the distillate pump discharge pressure is correct and that
the distillate is being pumped to the desired fresh water tank.
The evaporator shell contains a plate type heat exchanger through which hot a) Ensure the alarm and the control panels are switched on, that
water circulates from the main engine jacket cooling system; this hot water heats instrument and gauge cocks are open and that all instrumentation WARNING
the brine supplied to the evaporator by the ejector pump. Due to the vacuum is reading correctly. Do not operate the plant in polluted water. Fresh water must not be
inside the chamber, the sea water will boil off at the relatively low temperature produced from polluted water, as the produced water will be unsuitable
created by the circulating jacket water. The vacuum of approximately 85% b) Close the air vent valve on the evaporator shell. for human consumption and do not operate the plant within coastal
is maintained by the ejector and this produces evaporation of the sea water. waters. Stop the plant at least 30km away from the nearest coast.
Vapour produced by boiling the sea water rises to the upper chamber, via a c) Set the sea water valves as shown in the following table:
deflector plate and through demister pads, where any entrained sea water
droplets are removed. The upper chamber houses the plate type condenser Stopping the Plant
which is supplied with sea water by the ejector pump and condenses the Position Description Valve
vapour. The condensed vapour (distillate) is drawn off by the distillate pump. Open No.1 evaporator ejector pump suction valve S26V a) Fully open the evaporator jacket water bypass valve W15V
After the cooling sea water passes through the heat exchanger it flows as feed Open No.1 evaporator ejector pump discharge valve S28V and close the jacket water inlet and outlet valves, W11V and
water to the evaporator. During the condensation of the vapour the sea water Closed No.2 evaporator ejector pump suction valve S27V W12V.
gains some heat and therefore increases the overall efficiency of the plant. Closed No.2 evaporator ejector pump discharge valve S27V
b) Turn off the salinity alarm.
Closed Evaporator ejector pump crossover valve S25V
The main engine jacket water system provides the heating medium in the lower
chamber, passing into the heating coil at approximately 85°C and returning Open No.1 evaporator supply valve S54V c) Stop the distillate pump and close the discharge valve.
at approximately 70°C. The flow of jacket water through the evaporator, and Open No.1 evaporator discharge valve S30V
hence the rate of evaporation, is regulated by means of the evaporator bypass Open Discharge overboard valve S32V d) Switch off the salinometer.
valve. The evaporator feed water is injected with a foaming and scale inhibiting
compound via a chemical injection unit which incorporates an injection control d) Start the ejector pump to create a vacuum inside the unit. Once e) Allow the evaporator to cool down before stopping the ejector
system to regulate the quantity of chemical injected. a minimum vacuum of 90% has been achieved the main engine pump and closing the sea water system valves.
jacket water valves can be set as shown the following table:
The distillate produced is pumped to the fresh water storage tanks by the f) Shut down the chemical injection unit.
distillate pump. The distillate is monitored by a salinity indicator and should Position Description Valve
the salinity rise above a set amount, (approximately 10ppm), a solenoid valve g) Open the air vent.
Open No.1 evaporator jacket water inlet valve W11V
in the discharge line is activated and the water is diverted from the storage tank
discharge line back to the lower chamber. When the distillate salinity level Open No.1 evaporator jacket water outlet valve W12V
drops to below the maximum allowable setting, the solenoid valve will close Throttled Evaporator jacket water bypass valve W15V
and the discharge of distillate to the fresh water storage tanks will resume.

2.4.4 MARINE GROWTH PREVENTION SYSTEM A number of different chlorine compounds are formed during the electrolysis The MGPS unit is designed for automatic control for two different water flow
but they all have the effect of preventing the growth of marine micro- conditions, one when the vessel is in a normal sea going condition and one
organisms. A supply of sea water to the MGPS unit is provided by the MGPS when the vessel is discharging cargo. The MGPS is switched off when the SW
Marine Growth Prevention System
sea water service pump through a flow meter. Illustration 2.4.4a shows the system is placed on full recirculation.
Maker: The Nippon Corrosion Engineering Co. Ltd. arrangement and how it is connected into the sea water cooling system. Sea
Type: MGPS TD-2400PS water is supplied to the treatment tank at a controlled rate. The electrolysis cell
consists of two copper anodes, two aluminium anodes and one stainless steel
Power Supply Unit Illustration 2.4.4a Marine Growth Prevention System
cathode. An electric current is applied to the electrodes from the control unit.
Input: 440V AC, 3 phase, 60Hz, 10.35A The input to the controller is from the ship’s 220V single phase system. The
sea water flow rate to the treatment tank is monitored by a flow meter which is
(LGSP-1 way P-LS1-5) 2 Source
connected to the control unit; should the flow fail an alarm is activated. 3 Running
Output: 7V DC, 710A maximum 4 Abnormal
5 Start-Stop
Rating: Continuous During operation it is important to vent the top of the treatment tank regularly 6 DC Output Adjustment
Rectification mode: Double star connection half wave to prevent the build up of air pockets inside. It is also a requirement to drain 7 Gauge (Volts)
8 9
Enclosure: IP44 the tank once per month to remove sediment and the build up of any hydroxide 8 Gauge (Amps)
compounds. Care must be taken not to undertake any burning or welding to the
Electrolytic Cell outside of the treatment tank as it has a 3mm internal rubber lining that may 2 3 4
be damaged. 6 7
Normal electrolysis
Key
current: 710A maximum From the MGPS the sea water containing the chlorine is distributed to the two
Ballast Water
Sea water flow into sea suction chests and hence to the ship’s sea water system. Marine Growth
Prevention Air
electrolytic cell: Above 20m³/h System
Steam
No. of electrode sets: 3 Procedure for Operating the Marine Growth Protection All Valves Prefixed
Anode: Pt-Ti System With Letter 'S' Unless
Otherwise Stated
Cathode: Steel FI
a) Ensure that one of the sea water sea suction chests is open and
Injection Nozzles
that the MGPS sea water service pump is operating.
Size: JIS 5K-40A
Quantity: 5 sets b) Adjust the flow meter on the inlet side of the MGPS electrolysis
cell to a value above the minimum for the unit.
Type: ICP-4015, STPG370(sch80)
Marine Growth Prevention System Sea Water Service Pump c) Open the vent on the top of the tank until all entrapped air has From From FI From From
41V
been removed. 7kg/cm2 6kg/cm2 PI 6kg/cm2 7kg/cm2
Maker: Shin Shin Machinery Co. Ltd Service Steam Steam Service
Air Marine Growth Air
Model: EHC65B d) Ensure power is available to the MGPS control panel. Prevention
System
Type: Horizontal centrifugal, motor driven A157V
Sea Water
A156V
Flow rate: 20m3/h x 20mth e) Switch on the mains power to the unit using the switch in the Service Pump
(20m3/h x 20mth)
bottom left hand corner of the panel. A green neon light will T233V T232V
CI
illuminate.
Introduction 45V
40V
46V
f) Set the anode currents to the levels specified in the operator’s

5V 6V
The growth of marine micro-organisms in the ship’s sea water piping is manual by turning the control knobs. A read-out will be shown
prevented by the injection of chlorine at a controlled rate. The chlorine is in the digital ammeter display.
injected into the sea suction chests and is circulated throughout the sea water
system by the operating pumps. Water from the MGPS is pumped to the operating sea chest. There should be Low Sea
a flow to the sea chest which is not operating to prevent marine growth within High Sea Chest
Chest
Chlorine is manufactured in the Marine Growth Prevention System (MGPS) the sea chest. The water flow to each sea chest may be adjusted by means of
by the electrolysis of the salt (sodium chlorine) in the sea water. the flow valves. 1V 3V 4V 2V

2.5 Fresh Water Cooling Systems
2.5.1 Main Central Cooling Fresh Water System
2.5.2 Auxiliary Central Cooling Fresh Water System
Illustrations
2.5.1a Main Central Cooling Fresh Water System
2.5.2a Auxiliary Central Cooling Fresh Water System

Illustration 2.5.1a Main Central Cooling Fresh Water System
From Fresh Water
Hydrophore Unit To Auxiliary Central Cooling PI TI
46V
Fresh Water System
Cooling Fresh Water See Illustration 2.5.2a 37V S13V To / From
Expansion Tank Cooling Sea
PI TI Water System
(1.7m³)
47V LAL
LS
MC 39V S15V
No.1 Central
From Generator Engine Fresh Water
Jacket Fresh Water Air Vent Cooler
48V
See Illustration 2.5.2a
7kg/cm2
Air
PI TI
Auto Vent 38V S14V To / From

Unit Highest Point Cooling Sea
set at 80°C TC PI TI Water System
6kg/cm2
PI TC 7kg/cm2 Air 10V set at
Steam 40V S16V
36°C 41V
No.2 Central
Fresh Water
Cooler
T103V 20V
No.2 Fresh No.1 Fresh
Water Generator Water Generator 42V PAL
(25 Ton/Day) (25 Ton/Day) 50V 51V MC
PS
Chemical PS
Cleaning
53V Tank 54V
TI TI
52V
13V 11V 36V 35V 34V
15V
TI TX TI TX
TI TI
PI PI PI
TIAH TIAH Central Cooling
MC MC 14V 12V Port Use Cooling Fresh
Fresh Water Pump No.2 No.1
D35V Water Pumps
TI To Feed Filter Tank (400m³/h x 25mth) (800m3/h x 30mth)
CI CI CI
19V From Fresh Water
Main Engine 7V Oil Detector Hydrophore Unit 43V
Hyundai B&W 7S60ME-C Main Engine
8V Jacket Fresh 33V 32V 31V
TIAH TIAH Water Preheater
TI TX TI TX LS
MC MC
6V Deaerating
TI LAL Chamber
MC 16V
PS
Scavenge Scavenge 45V Key

4V 3V 17V 7kg/cm2 Air
Air Cooler Air Cooler
PI PI Fresh Water
Main Engine Jacket No.2 No.1 Air

Cooling Fresh
Water Pumps CI CI 18V
6kg/cm2 Steam
(140m3/h x 30mth) From Auxiliary Central Cooling
2V 1V Fresh Water System Sea Water
All System Valves are Prefixed 'W'

2.5 FRESH WATER COOLING SYSTEMS Under normal circumstances the main engine will be maintained in a warm Preparation for the Operation of the Main Central Cooling
condition ready for operation and one of the main jacket cooling FW pumps Fresh Water System
2.5.1 MAIN CENTRAL COOLING FRESH WATER SYSTEM will be operating. The preheater may be operated in order to ensure that there is
sufficient heat in the jacket cooling water to operate the fresh water generator The following description assumes that the system is being started from cold.
should that be required when the engine is running at reduced load.
Main Engine Jacket Fresh Water Cooling Pump
a) Ensure that the main engine cooling fresh water system is fully
Maker: Shin Shin Industries Co., Ltd. From the jacket cooling FW pumps the jacket cooling FW enters the engine charged with water and that all air is vented from the system.
No. of sets: 2 and is distributed to the cylinder units via a cooling water main. Each cylinder
unit can be isolated and drained. Jacket cooling FW leaves the engine and each b) Ensure that the fresh water expansion tank is at the correct level
cylinder’s outward flow is directed to a common outlet main. Jacket cooling and top up from the fresh water system if necessary.
Model: C125 VID1 water enters each cylinder unit at the lower end and flows upwards through
Capacity: 140m3/h at 30mth the jacket, cylinder cover and exhaust valve before discharging into the outlet c) Ensure all the pressure gauge and instrumentation valves are
main; this ensures that there is a steady temperature rise from the cooler parts open.
Central Fresh Water Coolers
of the system to the hotter parts. It also ensures that any air trapped in the
Maker: Korea PHE Corporation circulating cooling FW flows out of the system with the water thus preventing d) Ensure that all the main engine individual cylinder and
No. of sets: 2 air pockets which would interfere with effective cooling. The engine outlet turbocharger inlet and outlet valves are open.
main is connected to the high temperature FW expansion tank. Return cooling
Type: Titanium plate
FW from the turbocharger enters the same return main as the water from the e) Ensure that all the main engine individual cylinder and
Model: B110 main engine jackets. turbocharger vent and drain valves are closed.
Capacity: 7,876,100kcal/h (each 60%)
The hot water from the jackets is passed through the evaporators, which can be f) Set up the valves as shown in the following table:
bypassed when the main engine is on low load or idle, or when the generation
Introduction of FW is not required. The evaporators perform a cooling effect on the jacket Position Description Valve
water in the high temperature system.
The main fresh water cooling system operates to circulate fresh water cooling Open No.1 main engine jacket CFW pump suction valve W01V
through the main engine jacket system and the turbochargers. The fresh water Water from the main engine, via the evaporators or bypassing the evaporator, Open No.1 main engine jacket CFW pump discharge W03V
evaporators utilise the heat in the fresh water cooling system in order to flows to the three-way valve at the jacket water cooler. The amount of water valve
produce distilled water from sea water. directed to the central coolers is regulated in order to maintain the desired Open No.2 main engine jacket CFW pump suction valve W02V
engine jacket system outlet temperature of 80°C. After the evaporators the Open No.2 main engine jacket CFW pump discharge W04V
The main fresh water cooling system has an expansion tank which allows for fresh water transfers to a common rail where the central cooling fresh water valve
expansion of water in the system and is common with the auxiliary central pumps take suction from before transferring the fresh water through the central Open Main engine jacket CFW preheater inlet valve W06V
cooling fresh water system. Make up water to the expansion tank is supplied coolers. There is a connection at the deaerating tank from the FW expansion
from the fresh water hydrophore system. A deaerating tank is fitted in the Open Main engine jacket CFW preheater outlet valve W07V
tank which allows make-up due to losses from the system. The cooler is
circulation system and this connects with the expansion tank. The main fresh circulated with sea water (see section 2.4.1 Cooling Sea Water Systems). Throttled Main engine jacket CFW preheater bypass valve W08V
water cooling system incorporates the central fresh water coolers, through Closed Vent valve W10V
which cooling sea water circulates, together with a preheater. The preheater The expansion tank provides a positive head to the system as well as allowing Open Evaporator bypass valve W15V
utilises steam for heating and is used to maintain a set temperature of the main for thermal expansion. The system can be replenished at the expansion tank Closed No.1 evaporator inlet valve W11V
engine cooling fresh water system during low load and engine shut downs. from the fresh water hydrophore tank system. Individual cylinder cooling
Closed No.1 evaporator outlet valve W12V
jacket systems can be drained to the bilge holding tank.
The main engine jacket cooling system has two cooling water pumps rated at Closed No.2 evaporator inlet valve W13V
140m3/h with a pressure of 30mth. The system supplies cooling water to the Closed No.2 evaporator outlet valve W14V
main engine jackets, cylinder heads and exhaust valves and to the main engine Operational Three-way temperature control valve W16V
turbochargers. Open Deaerating chamber inlet valve from expansion W18V
tank
The system operates on a closed circuit principle. The pumps discharge to the
Closed Isolation valve W45V
main engine and turbochargers and the return flows back to the circulating
pump suction via a three-way temperature control valve and to the central Open Expansion tank outlet valve W48V
cooling fresh water pump suctions. The temperature controlled three-way Open FO drain pipe tracing valve W17V
valve regulates the flow of FW through the central coolers and thus maintains Open Central cooling manifold inlet valve from expansion W43V
the desired cooling FW temperature at the engine outlet, set at 80°C. tank

Illustration 2.5.1a Main Central Cooling Fresh Water System
From Fresh Water
Hydrophore Unit To Auxiliary Central Cooling PI TI
46V
Fresh Water System
Cooling Fresh Water See Illustration 2.5.2a 37V S13V To / From
Expansion Tank Cooling Sea
PI TI Water System
(1.7m³)
47V LAL
LS
MC 39V S15V
No.1 Central
From Generator Engine Fresh Water
Jacket Fresh Water Air Vent Cooler
48V
7kg/cm2
Air
PI TI
Auto Vent 38V S14V To / From

Unit Highest Point Cooling Sea
set at 80°C TC PI TI Water System
6kg/cm2
PI TC 7kg/cm2 Air 10V set at
Steam 40V S16V
36°C 41V
No.2 Central
Fresh Water
Cooler
T103V 20V
No.2 Fresh No.1 Fresh
Water Generator Water Generator 42V PAL
(25 Ton/Day) (25 Ton/Day) 50V 51V MC
PS
Chemical PS
Cleaning
53V Tank 54V
TI TI
52V
13V 11V 36V 35V 34V
15V
TI TX TI TX
TI TI
PI PI PI
TIAH TIAH Central Cooling
MC MC 14V 12V Port Use Cooling Fresh
Fresh Water Pump No.2 No.1
D35V Water Pumps
TI To Feed Filter Tank (400m³/h x 25mth) (800m3/h x 30mth)
CI CI CI
19V From Fresh Water
Main Engine 7V Oil Detector Hydrophore Unit 43V
Hyundai B&W 7S60ME-C Main Engine
8V Jacket Fresh 33V 32V 31V
TIAH TIAH Water Preheater
TI TX TI TX LS
MC MC
6V Deaerating
TI LAL Chamber
MC 16V
PS
Scavenge Scavenge 45V Key

4V 3V 17V 7kg/cm2 Air
Air Cooler Air Cooler
PI PI Fresh Water
Main Engine Jacket No.2 No.1 Air

Cooling Fresh
Water Pumps CI CI 18V
6kg/cm2 Steam
(140m3/h x 30mth) From Auxiliary Central Cooling
2V 1V Fresh Water System Sea Water
All System Valves are Prefixed 'W'

g) Select one main engine jacket CFW pump as the duty pump.
h) Start the duty main engine jacket CFW pump, check the engine
cooling system for leaks and once satisfied set the second pump
to standby.
i) Vent the system, including all engine cylinders.
j) Supply steam to the preheater and open the condensate outlet

valve.
k) Test the system for chemical concentration and add chemicals

as required. Check the system for leaks as the temperature of the
jacket cooling system rises.
l) When the jacket system is at the correct temperature and the

main engine has been warmed through for the desired period of
time, the main engine may be started.
m) When the engine is operating under stable conditions the jacket

water preheater may be shut down and the bypass opened.
n) Sea water must be circulating through the main engine jacket

FW cooler when the main engine is operating in order to
remove excess heat from the jacket fresh water cooling (see
section 2.4.1 Cooling Sea Water Systems).
o) When the engine is at full power, circulate water through the

evaporators and operate as required. See the description in
section 2.4.3.

Illustration 2.5.2a Auxiliary Central Cooling Fresh Water System
To Cooling Fresh Water From Main Central Fresh
TI TI PI PS
93V Expansion Tank No.2 Air Water System See Illustration 2.5.1a
92V See Illustration 2.5.1a Conditioning
Condenser
TIAH No.3 C.O.P.T
No.3 Generator Engine TX TI
MC Lubricating Oil
TI TI PI PS Cooler
No.1 Air
TI 108V Conditioning TI TI
Condenser
PIAL W 89V 75V
MC
PX PI 76V
68V TI TI No.2 C.O.P.T
No.2 A.C.
TI TI 88V Lubricating Oil
Cooler 66V
Lubricating in E.C.R. Cooler
Air Cooler
Oil Cooler
PI 87V TI TI
67V TI TI
No.1 A.C. 73V 74V
Cooler 65V No.1 C.O.P.T
No. 3 Alternator 99V To Main Central in E.C.R. Lubricating Oil
Fresh Water System Cooler
98V See Illustration 2.5.1a TI TI
TI TI
Unit Cooler
91V 71V 72V
in Workshop
102V 101V
No.2 Generator Engine TIAH
TX TI
MC
TI 107V To / From Unit Cooler in

Cooling Fresh Water
Cargo Control Room
PI PI Booster Pump (10m3/h x 15mth)
PIAL
PX W 86V
MC PI
TI 51V 70V 69V

TI 85V
Lubricating
Oil Cooler
Air Cooler 103V Main
PI 84V 59V No.2 Main PI PI Lubricating
Air Oil Cooler
TI TI
56V Compressor
58V No.1 Main
No. 2 Alternator 97V 53V 64V 61V
Air
55V Compressor 80V
96V
52V
Stern Tube
90V
PI PI Lubricating
No.1 Generator Engine TIAH Oil Cooler
TX TI TI TI PI PS TI TI
MC No.2 Provisions
Refrigerator
TI 106V Condenser 63V 60V
PIAL W 83V TI TI PI PS Controlled Pitch

PX PI No.1 Provisions
MC Propeller Hydraulic
Refrigerator Oil Cooler
TI TI 82V Condenser
Lubricating
Air Cooler
Oil Cooler
81V 105V 104V
PI
Shaft
62V Bearing 57V
No. 1 Alternator 95V
To Boiler Key
94V Circulating
Pump TI TI Fresh Water
PI TI CI Atmospheric To Main Central
Electric Fresh Water System
From Boiler 77V Condenser 78V
Jacket Pre Heater See Illustration 2.5.1a Lubricating Oil
TI Circulating
Heater Unit Pump All System Valves are Prefixed 'W'
TS 79V

2.5.2 AUXILIARY CENTRAL FRESH WATER COOLING Water in the auxiliary central cooling system circulates through the following The generator engine system is supplied with an electric heater and two
SYSTEM individual systems: circulating pumps which are used to assist in keeping the generator jacket
temperatures warm during periods when the engine is stopped. The flow of
• Generator lubricating oil, air and jacket coolers
heated water from the electric heater is in the opposite direction to the normal
Central Cooling Fresh Water Pump • Jacket preheater unit flow of cooling water. This method ensures that the heated water only flows
Maker: Shin Shin Machinery Co. Ltd • No.1 and No.2 refrigeration condensers through the generator engines which are idle. A solenoid valve fitted after the
No. of sets: 2 auxiliary FW isolation valve for each generator opens when the generator
• No.1 and No.2 main air compressors engine is stopped allowing heated water to circulate through the engine
• No.1 and No.2 air conditioning condensers jackets.
Model: DB300VID1
Capacity: 800m3/h at 30mth • No.1 and No.2 engine control room unit coolers
The pressure created at the outlet from the running generator engine is greater
• Central fresh water cooler than the pressure of the heated water supplied by the electric heater circulating
Port Use Cooling Fresh Water Pump pumps.
• Main lubricating oil cooler
Maker: Shin Shin Machinery Co. Ltd • Workshop unit cooler
No. of sets: 1
Preparation for the Operation of the Auxiliary Central Cooling
• Stern tube LO oil cooler
Fresh Water System
• CPP hydraulic oil cooler
Model: B200VID1 The following description assumes setting up the system for the first time
• No.1, No.2 and No.3 COPT LO coolers
Capacity: 400m3/h at 25mth using only No.1 central FW cooler with No.2 on standby.
• Main engine intermediate shaft bearing
In practise the system will normally be operating with at least one generator
Cooling Fresh Water Boost Pump engine running and so heated water will be circulating.
The auxiliary cooling fresh water circulating pumps draw water from an inlet
Maker: Shin Shin Machinery Co. Ltd header pipe which receives water from the system return lines and discharges
No. of sets: 1 water into the outlet main. a) Ensure that the auxiliary central fresh water cooling system
is fully charged with water and that all air is vented from the
Type: Horizontal centrifugal system and that the fresh water expansion tank is at the correct
A three-way temperature controlled valve, connected at the central fresh
Model: SHC40A water cooler outlets, controls the temperature of the auxiliary cooling water level.
Capacity: 10m3/h at 15mth by directing the flow through the cooler when required. Water flowing to the
auxiliary cooling system is a combination of water directly from the pump(s) b) Ensure all pressure gauge and instrumentation valves are open.
and from the coolers. The three-way valve operates to maintain a constant
Introduction temperature of 36°C at the inlet to the cooling system. c) Ensure all vent valves are closed.
The low temperature central fresh water cooling system incorporates the The generator jacket cooling system is supplied by the auxiliary fresh water d) Set up the valves as shown in the following tables:
following features: cooling system. There are two cooling circuits to each engine. One is fed
• Two central cooling FW pumps, one port use cooling FW directly from the auxiliary system and supplies cooling water to the air and Main Engine Auxiliary Central Cooling Fresh Water Valves
pump and a cooling fresh water boost pump which supply the lubricating oil coolers. The second circuit draws water from the auxiliary
system using an engine driven centrifugal pump. This circuit supplies the Position Description Valve
system.
jacket cooling requirements for the engine. As the engine driven pump supplies Open Main LO cooler inlet valve W61V
• Pressure switches on the pump discharges to start the standby water whenever the engine is running, the engines have their own three-way Open Main LO cooler outlet valve W64V
pump on low pressure. temperature controlled valve which is set at 79°C. As the engine and cooling Open Main engine intermediate shaft bearing inlet valve W57V
• Two central FW coolers which are cooled by sea water. water warm up, the valve will automatically adjust and direct the hot water
back to the auxiliary cooling system where it is then cooled in the system Open Main engine intermediate shaft bearing outlet valve W62V
• A common expansion tank which provides a positive head to coolers. The engine driven pump draws more water from the auxiliary system
the system as well as allowing for thermal expansion. This tank to compensate for the hot water leaving the engine.
is topped up from the fresh water hydrophore system via valve
W46V. The positive head ensures that, in the event of a failure
of a central cooler, fresh water leaks into the sea water system
and sea water does not contaminate the fresh water system.

Illustration 2.5.2a Auxiliary Central Cooling Fresh Water System
To Cooling Fresh Water From Main Central Fresh
TI TI PI PS
93V Expansion Tank No.2 Air Water System See Illustration 2.5.1a
92V See Illustration 2.5.1a Conditioning
Condenser
TIAH No.3 C.O.P.T
No.3 Generator Engine TX TI
MC Lubricating Oil
TI TI PI PS Cooler
No.1 Air
TI 108V Conditioning TI TI
Condenser
PIAL W 89V 75V
MC
PX PI 76V
68V TI TI No.2 C.O.P.T
No.2 A.C.
TI TI 88V Lubricating Oil
Cooler 66V
Lubricating in E.C.R. Cooler
Air Cooler
Oil Cooler
PI 87V TI TI
67V TI TI
No.1 A.C. 73V 74V
Cooler 65V No.1 C.O.P.T
No. 3 Alternator 99V To Main Central in E.C.R. Lubricating Oil
Fresh Water System Cooler
98V See Illustration 2.5.1a TI TI
TI TI
Unit Cooler
91V 71V 72V
in Workshop
102V 101V
No.2 Generator Engine TIAH
TX TI
MC
TI 107V To / From Unit Cooler in

Cooling Fresh Water
Cargo Control Room
PI PI Booster Pump (10m3/h x 15mth)
PIAL
PX W 86V
MC PI
TI 51V 70V 69V

TI 85V
Lubricating
Oil Cooler
Air Cooler 103V Main
PI 84V 59V No.2 Main PI PI Lubricating
Air Oil Cooler
TI TI
56V Compressor
58V No.1 Main
No. 2 Alternator 97V 53V 64V 61V
Air
55V Compressor 80V
96V
52V
Stern Tube
90V
PI PI Lubricating
No.1 Generator Engine TIAH Oil Cooler
TX TI TI TI PI PS TI TI
MC No.2 Provisions
Refrigerator
TI 106V Condenser 63V 60V
PIAL W 83V TI TI PI PS Controlled Pitch

PX PI No.1 Provisions
MC Propeller Hydraulic
Refrigerator Oil Cooler
TI TI 82V Condenser
Lubricating
Air Cooler
Oil Cooler
81V 105V 104V
PI
Shaft
62V Bearing 57V
No. 1 Alternator 95V
To Boiler Key
94V Circulating
Pump TI TI Fresh Water
PI TI CI Atmospheric To Main Central
Electric Fresh Water System
From Boiler 77V Condenser 78V
Jacket Pre Heater See Illustration 2.5.1a Lubricating Oil
TI Circulating
Heater Unit Pump All System Valves are Prefixed 'W'
TS 79V

Central Fresh Water Cooler System Valves Diesel Generator Engine Preheater Unit LT Fresh Water System Valves Position Description Valve
Position Description Valve Position Description Valve Open CPP hydraulic oil cooler inlet valve W104V
Open No.1 central cooling FW pump suction valve W31V Open Electric heater supply pump No.1 suction valve Open CPP hydraulic oil cooler outlet valve W105V
Open No.1 central cooling FW pump discharge valve W34V Open Electric heater supply pump No.1 discharge valve Open Stern tube LO cooler inlet valve W60V
Open No.2 central cooling FW pump suction valve W32V Open Electric heater supply pump No.2 suction valve Open Stern tube LO cooler outlet valve W63V
Open No.2 central cooling FW pump discharge valve W35V Open Electric heater supply pump No.1 discharge valve Open Atmospheric condenser inlet valve W77V
Open Port central cooling FW pump suction valve W33V Open Electric heater outlet valve Open Atmospheric condenser outlet valve W78V
Open Port central cooling FW pump discharge valve W36V Open FW expansion header tank valve W93V
Operational Three-way temperature control valve W41V Boiler Water Circulating Pump LT Fresh Water Valves Open No.1 COPT LO cooler inlet valve W71V
Open No.1 central FW cooler inlet valve W37V Open No.1 COPT LO cooler outlet valve W72V
Open No.1 central FW cooler outlet valve W39V Open No.2 COPT LO cooler inlet valve W73V
Closed No.2 central FW cooler inlet valve W38V Open No.2 COPT LO cooler outlet valve W74V
Closed No.2 central FW cooler outlet valve W40V Open No.3 COPT LO cooler inlet valve W75V
Open No.3 COPT LO cooler outlet valve W76V
No.1 Diesel Generator Auxiliary Central Fresh Water Valves Operational Temperature control valve from CCR unit cooler W54V
Open In line isolation valve from CCR unit cooler W51V
Position Description Valve Other LT Fresh Water System Valves
Open No.1 generator jacket cooling water inlet valve W81V e) Start one auxiliary cooling fresh water pump and set the others
Open No.1 generator jacket cooling water outlet valve W83V to standby.
Open No.1 refrigeration condenser unit inlet valve
Open No.1 generator vent valve W90V
Open No.1 refrigeration condenser unit outlet valve f) Ensure sea water cooling is supplied to the central fresh water
Open No.1 generator solenoid outlet valve W82V
Open No.2 refrigeration condenser unit inlet valve cooler, see section 2.4.1.
Operational No.1 generator temperature control three-way valve
Open No.2 refrigeration condenser unit outlet valve
Open No.1 main air compressor inlet valve W52V g) Check the expansion tank level and replenish if required.
No.2 Diesel Generator Auxiliary Central Fresh Water Valves
Open No.1 main air compressor outlet valve W55V
h) Check the level of chemical treatment and dose as required.
Position Description Valve Closed No.1 main air compressor vent valve W58V
Open No.2 generator jacket cooling water inlet valve W84V Open No.2 main air compressor inlet valve W53V i) Circulate the auxiliary cooling system and check all users are
Open No.2 generator jacket cooling water outlet valve W86V Open No.2 main air compressor outlet valve W56V being supplied with cooling water at the required temperature
Open No.2 generator vent valve W91V Open No.2 main air compressor vent valve W59V and pressure.
Open No.2 generator solenoid outlet valve W85V Open CFW boost pump suction valve W69V
j) With machinery systems operating check that the correct
Operational No.2 generator temperature control three-way Open CFW boost pump discharge valve W70V
temperatures and pressures are being maintained throughout
valve Set CFW boost pump bypass valve W103V the system.
Open No.1 air conditioning condenser inlet valve
No.3 Diesel Generator Auxiliary Central Fresh Water Valves Open No.1 air conditioning condenser outlet valve k) Check for system leaks when at operating temperature.
Open No.2 air conditioning condenser inlet valve
Open No.2 air conditioning condenser outlet valve
Open No.3 generator jacket cooling water inlet valve W87V
Open Engine control room unit cooler No.1 inlet valve W65V
Open No.3 generator jacket cooling water outlet valve W89V
Open Engine control room unit cooler No.1 outlet valve W67V
Open No.3 generator vent valve W92V
Open Engine control room unit cooler No.2 inlet valve W66V
Open No.3 generator solenoid outlet valve W88V
Open Engine control room unit cooler No.2 outlet valve W68V
Operational No.3 generator temperature control three-way valve
Open Workshop unit cooler inlet valve W101V
Open Workshop unit cooler outlet valve W102V

2.6 Fuel Oil and Diesel Oil Service Systems
2.6.1 Main Engine Fuel Oil Service System
2.6.2 Generator Engine Fuel Oil Service System
2.6.3. Auxiliary Boilers Fuel Oil System
2.6.4 Incinerator Fuel Oil System
2.6.5 Emergency Generator Diesel Oil System
Illustrations
2.6.1a Main Engine Fuel Oil Service System
2.6.2a Generator Engine Fuel Oil Service System
2.6.3a Auxiliary Boilers Fuel Oil System
2.6.4a Incinerator Fuel Oil System
2.6.5a Emergency Generator Diesel Oil System

Illustration 2.6.1a Main Engine Fuel Oil Service System Set To Heavy Fuel Oil
5kg/cm2 Overflow Tank Air Vent
From Generator Engine Fuel Oil Return Pipe
135V
Main Engine
Marine Diesel Oil Marine Diesel Oil Heavy Fuel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil
Service Tank Settling Tank Service Tank Settling Tank Settling Tank
(56.1m3) (51.5m3) (88.3m3) (80.5m3) (80.5m3)
03V F-33V 02V 01V 96V 104V Fuel Oil 133V

Return Pipe
To Purifiers Bypass Valve
F-29V PAL
Set 7.8kg/cm2
PX
Hydraulic MC
MS TX TIAHL TI Cylinder
MC PI
Unit
107V 106V 195V
To To Generator Engine To Auxiliary Boiler LAH

LS
Inert Gas Fuel Oil Supply Pumps MC
Generator DPAH Fuel Oil
MC Collecting
Fuel Oil Pump 112V PI PI Chamber
111V
DPX
To To
Set Oily Bilge Fuel Oil Overflow
No.1 No.2
4kg/cm2 CI CI Tank Tank
Main Engine Main Engine
115V Fuel Oil Supply Pump Fuel Oil Supply Pump
(4.2m3/h x 4kg/cm2) (4.2m3/h x 4kg/cm2) 188V
PI PI
Main Engine
Auto Back Flushing Filter From 7kg/cm2 Air System
113V 114V (50 Micron)
PS PAL
MC No.1
Main Engine 132V
PS
Fuel Oil Circulation Pump
(6.7m3/h x 10kg/cm2) 128V 129V 130V 131V
From
118V PI PI
Air System
TI PI TI PI
121V 123V
S To
120V FI DPS DPAH No.1 Main Engine No.2 Main Engine VAHL
MC Fuel Oil Overflow Viscorator
Fuel Oil Heater Fuel Oil Heater MC
Tank
No.2 TI TI Key
Main Engine
119V
Fuel Oil Circulation Pump Fuel Oil Air
(6.7m3/h x 10kg/cm2) 126V 127V
PI PI PS Marine Diesel Oil Electrical Signal
Steam Tracing
122V 124V
All System Valves are Prefixed 'F'

2.6 FUEL OIL AND DIESEL OIL SERVICE SYSTEMS Introduction The return FO from the main engine flows back through the FO return pipe
to the HFO service tank. A pressure regulating valve maintains the pressure in
2.6.1 MAIN ENGINE FUEL OIL SERVICE SYSTEM Heavy fuel oil (HFO) is stored on board the vessel in four HFO bunker tanks. the fuel main at 5 bar and allows any excess fuel to return to the HFO service
The fuel oil is transferred to the HFO settling tanks by the HFO transfer pump tank. The fuel oil return pipe is fitted with an automatic vent mechanism which
where any water or sediment can be drained by the use of the self-closing test is joined in with the HFO overflow air vent pipe.
Main Engine Fuel Oil Supply Pumps
cocks. From the HFO settling tanks the fuel can be supplied directly to the
Maker: Taiko Kikai Industries boiler fuel oil system but must pass through the HFO purifying system before FO is drawn from the return pipe and the FO supply pump discharge by one of
Model: NHG-5MAB it can be used in the main engine and generator engines. two main engine FO circulating pumps. The second pump will be on automatic
standby and will start in the event of a pressure or voltage failure of the running
Type: Horizontal, motor driven gear
Having been processed in this way, the fuel is directed to the HFO service tank pump. The FO circulating pumps discharge through one of a pair of main
No. of sets: 2 where it is then supplied to the main engine and generator engines through engine FO heaters where the oil is heated to a temperature corresponding to a
Capacity: 4.2m3/h at 4kg/cm2 independent fuel supply systems. The HFO service tank can also be lined up viscosity of 12cSt using steam as a heating medium.
to supply the boiler if necessary.
The heated fuel oil then passes through a viscotherm and an automatic back
Main Engine Fuel Oil Circulating Pumps
The main engine is designed to run on HFO at all times but has the facility flush filter which has a bypass filter for use during maintenance on the main
Maker: Taiko Kikai Industries to switch to marine diesel oil (MDO) if the need should arise. Under normal filter. The filter is an automatic self-cleaning unit with an electrically operated
Model: HHB-7. 5MAB running conditions, one of the HFO purifiers will be running at all times, with cleaning mechanism that runs at all times.
Type: Horizontal, motor driven gear the throughput balanced to match the combined fuel consumption of the main
engine and generator engines. The high pressure fuel oil lines on the main engine are sheathed and any
No. of sets: 2 leakage into the annular spaces formed by the sheathing is led to a fuel oil
Capacity: 6.7m3/h at 10kg/cm2 For burning HFO in the main engine and generator engines, the fuel will collecting tank. This tank is fitted with a high level alarm which gives advance
need to be heated to the correct viscosity for pumping and fuel injection. The warning of a leaking fuel injection pipe. The collecting tank can be drained to
viscotherm achieves this by regulating the temperature of the fuel in the fuel the oily bilge tank.
Main Engine Fuel Oil Heater
oil heaters by controlling the steam supply to those heaters.
All of the HFO pipes are trace heated and lagged to protect personnel
Preparation for the Operation of the Main Engine Fuel Oil
Model: Shell and tube
against accidental contact with the pipes and to assist in maintaining fuel Service System
No. of sets: 2
temperature.
Capacity: 6.7m3/h a) Put the HFO purifier in use, filling the service tank from the
FO inlet temperature: 100°C Outlet valves from the service and settling tanks are remote quick-closing desired settling tank.
FO outlet temperature: 150°C with collapsible bridges which can be pneumatically operated from the fire
control station. After being tripped the valves must be reset locally. Each b) Ensure the FO supply pump filters are clean.
tank is also fitted with a self-closing test cock to test for and drain any water
Automatic Backwash Filter c) Ensure all the pressure gauge and instrumentation valves are
present. Tundishes under the self-closing test cocks drain any test liquid to the
Maker: Niikura Corporation oily bilge tank. All tanks and heaters are supplied with saturated steam from open.
No. of sets: 1 the ship’s steam supply, with the condensate returning to the feed filter tank,
through an observation tank which is fitted with an oil monitoring unit. The following procedure assumes starting the main engine from cold with the
Type: Self-cleaning with manual bypass filter system charged with diesel oil from a shut down condition.
Model: FAB-65 Heated and filtered HFO is supplied to the main engine from the HFO service
tank by one of two FO supply pumps. The second pump will be on automatic It has been assumed that No.1 FO supply pump, No.1 FO circulating pump and
standby and will start in the event of a pressure or voltage failure of the No.1 FO heater will be used with No.2 isolated.
Viscosity Controller
running pump. The FO supply pumps discharge through a HFO flow meter
Maker: VAF Instruments BV to the suction side of the FO circulating pumps. A pressure control valve with d) Set up the valves as shown in the following table:
No. of sets: 1 its sensing point on the supply pump discharge, maintains the supply pump’s
Type: Pneumatic discharge pressure at 4.0kg/cm2 by recirculating oil from the pump discharge
Model: Series V12 back to the pump suction.

135V
Main Engine
(56.1m3) (51.5m3) (88.3m3) (80.5m3) (80.5m3)

Return Pipe
F-29V PAL
Set 7.8kg/cm2
PX
Hydraulic MC
MC PI
Unit
107V 106V 195V

LS
MC Collecting
111V
DPX
To To
No.1 No.2
PI PI
Main Engine
113V 114V (50 Micron)
PS PAL
MC No.1
Main Engine 132V
PS
(6.7m3/h x 10kg/cm2) 128V 129V 130V 131V
From
118V PI PI
Air System
TI PI TI PI
121V 123V
S To
Tank
No.2 TI TI Key
Main Engine
119V
(6.7m3/h x 10kg/cm2) 126V 127V
Steam Tracing
122V 124V

Fuel Changeover c) When 60-80°C has been reached, the change to HFO can be
Position Description Valve performed by setting the valves as shown in the following
Closed HFO service tank quick-closing suction valve F01V The main engine is designed to run on HFO at all times. However, changeover table:
Closed HFO service/settling tank crossover valve F195V to MDO can become necessary if, for instance, the vessel is expected to have
Closed HFO isolation valve F106V a prolonged inactive period with a cold engine due to: Position Description Valve
Open MDO service tank quick-closing suction valve F03V • A major repair of the main engine or the fuel oil system. Open HFO service tank quick-closing suction valve F01V
Open MDO supply valve to main engine fuel main F107V • A docking. Closed HFO service/settling tank crossover valve F195V
Open No.1 FO supply pump suction valve F111V Open HFO isolation valve F106V
• A failure of the HFO steam heating supply.
Open No.1 FO supply pump discharge valve F113V Closed MDO service tank quick-closing suction valve F03V
Open No.2 FO supply pump suction valve F112V Changeover can be performed at any time, during engine running or during Closed MDO supply valve to main engine fuel main F107V
Open No.2 FO supply pump discharge valve F114V engine standstill. In order to prevent fuel pump and injector sticking/scuffing, Open No.1 FO supply pump suction valve F111V
Set 4kg/cm2 pressure regulating valve F115V poor combustion or fouling of the gas ways, it is very important to carefully Open No.1 FO supply pump discharge valve F113V
Open Flow meter inlet valve F118V follow the changeover procedures. Open No.2 FO supply pump suction valve F112V
Open Flow meter outlet valve F119V Open No.2 FO supply pump discharge valve F114V
Changeover Procedure from Marine Diesel Oil to Heavy Fuel
Closed Flow meter bypass valve F120V Set 4kg/cm2 pressure regulating valve F115V
Oil during Running
Open No.1 FO circulating pump suction valve F121V Open Flow meter inlet valve F118V
Open No.1 FO circulating pump discharge valve F123V Open Flow meter outlet valve F119V
To protect the main engine injection equipment against rapid temperature
Open No.2 FO circulating pump suction valve F122V changes, which may cause sticking and scuffing of the fuel valves, fuel Closed Flow meter bypass valve F120V
Open No.2 FO circulating pump discharge valve F124V pump plungers and suction valves, the changeover is carried out as follows Open No.1 FO circulating pump suction valve F121V
Open No.1 FO heater inlet valve F126V (manually): Open No.1 FO circulating pump discharge valve F123V
Open No.1 FO heater outlet valve F128V Open No.2 FO circulating pump suction valve F122V
a) First, ensure that the HFO in the service tank is at normal
Closed No.2 FO heater inlet valve F127V Open No.2 FO circulating pump discharge valve F124V
temperature level.
Closed No.2 FO heater outlet valve F129V Open No.1 FO heater inlet valve F126V
Open Viscotherm inlet valve F130V b) Reduce the engine load to 75% of MCR load. Then, by means Open No.1 FO heater outlet valve F128V
Open Viscotherm outlet valve F131V of manual control of the viscosity regulator, the MDO is heated Closed No.2 FO heater inlet valve F127V
Closed Viscotherm bypass valve F132V to a maximum 60-80°C. Closed No.2 FO heater outlet valve F129V
Set FO auto-back flushing filter inlet valve Open Viscotherm inlet valve F130V
In order to maintain the lubrication ability of the MDO and thus minimise the
Set FO auto-back flushing filter outlet valve F188V risk of plunger scuffing and the consequent risk of sticking this preheating Open Viscotherm outlet valve F131V
Operational 5kg/cm2 pressure control valve F135V should be regulated to give a temperature rise of approximately 2°C per Closed Viscotherm bypass valve F132V
Open Main engine fuel oil return valve to return pipe F133V minute. Set FO auto-back flushing filter inlet valve
Set FO auto-back flushing filter outlet valve F188V
The main engine will operate on MDO without steam heating being supplied Due to the above mentioned risk of sticking/scuffing of the fuel injection Operational 5kg/cm2 pressure control valve F135V
to the FO heaters. equipment, the temperature of the HFO in the service tank must not be more
Open Main engine fuel oil return valve to return pipe F133V
than 25°C higher than the heated diesel oil in the system (60-80°C) at the time
e) Start No.1 FO supply pump and wait for the pressure to stabilise of change over.
d) Slowly, manually start supplying steam heating to No.1 FO
before starting No.1 FO circulating pump.
heater and raise the temperature of the fuel to approximately
Note: The diesel oil viscosity should not drop below 2cSt, as this might 110°C.
f) Ensure trace heating is on to the fuel oil service system cause fuel pump and fuel valve scuffing, with the risk of sticking. For some
pipelines. light diesel oils (gas oil), this will limit the upper temperature to somewhat e) When the set point is reached on the viscosity controller, change
below 80°C. its setting to AUTOMATIC.
g) Switch the viscotherm to MANUAL.
f) Open the steam inlet valve to No.1 FO heater fully.

135V
Main Engine
(56.1m3) (51.5m3) (88.3m3) (80.5m3) (80.5m3)

Return Pipe
F-29V PAL
Set 7.8kg/cm2
PX
Hydraulic MC
MC PI
Unit
107V 106V 195V

LS
MC Collecting
111V
DPX
To To
No.1 No.2
PI PI
Main Engine
113V 114V (50 Micron)
PS PAL
MC No.1
Main Engine 132V
PS
(6.7m3/h x 10kg/cm2) 128V 129V 130V 131V
From
118V PI PI
Air System
TI PI TI PI
121V 123V
S To
Tank
No.2 TI TI Key
Main Engine
119V
(6.7m3/h x 10kg/cm2) 126V 127V
Steam Tracing
122V 124V

HFO is now circulating through the system and No.2 FO supply and FO
circulating pumps can be switched to standby.
The system is now ready for operation of the main engine on HFO.
Change Over from Heavy Fuel Oil to Marine Diesel Oil during
Running
To protect the fuel oil injection equipment against rapid temperature changes,
which may cause scuffing with the risk of sticking of the fuel valves and of the
fuel pump plungers and suction valves, the change over to MDO is performed
manually, as follows:
a) Ideally the diesel oil in the MDO service tank is at 50°C, if

possible.
b) Shut off the steam supply to the fuel oil heater and steam
tracing.
c) Reduce the engine load to 75% of MCR load.
d) Change to MDO when the temperature of the HFO in the main

engine heater has dropped to about 25°C above the temperature
in the MDO service tank, however, not below 75°C.
e) Open the MDO in line suction valve F107V and open the MDO
service tank quick-closing suction valve F03V.
f) Close the HFO service tank isolation valve F106V and the
quick-closing HFO service tank suction valve F01V.
Note: If, after the changeover, the temperature at the heater suddenly drops
considerably, the transition must be moderated by supplying a little steam
to the heater, which now contains MDO. Overheating must be avoided to
prevent the MDO gassing in the pipework.

Illustration 2.6.2a Generator Engine Fuel Oil Service System
From Inert Gas Generator Fuel Oil Pump
184V To Heavy Fuel Oil Set

PI PI
Overflow Tank Air Vent No.3 Generator 2kg/cm2
Generator Engine From DPX DPAH
Engine
7kg/cm2 Air MC PIAH
Fuel Oil Return Pipe From MC
Air System System LAH
Marine Diesel Oil Heavy Fuel Oil PT PI
Service Tank Service Tank 183V LS
(56.1m3) (88.3m3)
186V 173V 170V 182V
P
TI Fuel Oil
S Leak Alarm
Generator Engine Tank
103V 102V Auto Back
To Purifiers A Flushing Filter
F-29V CI PI (10 Micron) 176V 179V
MS
To Main Engine
Fuel Oil System Generator Engine To Fuel Oil Overflow Tank
107V
Marine Diesel Oil 165V
To Auxiliary Boilers Flushing Pump 163V
No.2 Generator
(1.26m3/h x 6kg/cm2)
Engine PIAH
MC
LAH
Viscorator PT PI
To Inert Gas 166V 164V
MS LS
Generator 142V 141V VAHL
Fuel Oil Pump 172V 169V 181V
MC
TI Fuel Oil
Leak Alarm
143V 162V 161V Tank
144V
TI PI TI PI
175V 178V
Set CI CI
4kg/cm2 No.1 and No.2 No.1 Generator Engine No.2 Generator Engine
Generator Engine Fuel Oil Heater Fuel Oil Heater
147V
Fuel Oil Supply Pump
(1.2m3/h x 4kg/cm2)
PI PI TI TI
No.1 Generator
146V 145V Engine
160V 159V PIAH
MC
LAH
DPAH PT PI
MC
PAL PS DPS LS
MC PI PI 171V 168V 180V
PS TI
FI Fuel Oil
150V 151V 154V 156V Leak Alarm
Tank
S No.1 and No.2
152V Generator Engine
Fuel Oil Boost Pump 174V 177V
PS
(2.2m3/h x 8kg/cm2)
From
Air System PI PI
Key
155V 157V
Fuel Oil Steam Tracing Set 6kg/cm2
Marine Diesel Oil Air Electrical Signal

Set 7kg/cm2
All System Valves are Prefixed 'F' Unless Otherwise Stated To Oily Bilge Tank

2.6.2 GENERATOR ENGINE FUEL OIL SERVICE SYSTEM Model: R25-16 FL-2-DB-50 The MDO flushing pump is fitted to pressurise the generator engine diesel
Type: Horizontal, air motor driven gear oil supply line which enables one or more generator engine to be operated on
diesel oil independent of other generator engines. This arrangement allows a
Generator Engine Fuel Oil Supply Pump Capacity: 1.26m3/h at 6kg/cm2
generator engine’s fuel system to be flushed through with diesel oil prior to
Maker: Taiko Kikai Industries shutting down for maintenance.
Model: NHG-2MAB Introduction
Type: Horizontal, motor driven gear Preparation for the Operation of the Generator Engine Fuel
No. of sets: 2 The three generator engines are designed to run on heavy fuel oil (HFO) at all
times but have the facility to switch to marine diesel oil (MDO) if the need
Oil Service System
Capacity: 1.2m3/h at 4kg/cm2
should arise.
a) Put the HFO purifier in use, filling the service tank from the
desired settling tank.
Generator Engine Fuel Oil Boost Pump Heated and filtered HFO is supplied to the three generator engines from the
HFO service tank. The fuel is supplied to the generator engines by one of two
Maker: Taiko Kikai Industries b) Ensure the generator FO supply pump filters are clean.
FO supply pumps. The second pump will be on automatic standby and will
Model: HHB-2. 5MAB start in the event of a discharge pressure drop or a voltage failure of the running
c) Ensure that all the instrumentation valves are open.
Type: Horizontal, motor driven gear pump. The FO supply pumps discharge through a FO flow meter to the suction
No. of sets: 2 side of the FO boost pumps. A pressure control valve with its sensing point on
The following procedure assumes the generator FO system is to operate on
the supply pump discharge, maintains the supply pump’s discharge pressure
Capacity: 2.2m3/h at 8kg/cm2 MDO with No.1 FO supply pump, No.1 FO boost pump and No.1 FO heater
at 4.0kg/cm2 by recirculating oil from the pump discharge back to the pump
being used with No.2 isolated.
suction.
Generator Engine Fuel Oil Heater
d) Set up the valves as shown in the following table:
The return FO from the generator engines flows back through the FO return
pipe to the generator FO return pipe. The generator engine FO return pipe is
Type: Shell and tube fitted with an automatic vent mechanism which has a return to the HFO service Position Description Valve
No. of sets: 2 tank. Closed HFO service tank quick-closing suction valve F02V
Capacity: 2.2m3/h Closed HFO supply valve to generator engine fuel main F141V
FO inlet temperature: 100°C FO is drawn from the generator engine return pipe and the generator engine Open MDO service tank quick-closing suction valve F03V
FO supply pump discharge by one of two generator engine FO boost pumps.
FO outlet temperature: 150°C Closed MDO flushing pump suction valve
The second pump will be on automatic standby and will start in the event
of a discharge pressure drop to 70kg/cm2 or a voltage failure of the running Closed MDO supply valve to main engine fuel main F107V
Generator Engine Automatic Backwash Filter pump. Open MDO supply valve to generator engine fuel main F142V
Open No.1 generator engine FO supply pump suction F143V
Maker: Niikura Corporation The FO boost pumps discharge through one of a pair of generator engine FO valve
No. of sets: 1 heaters, where the oil is heated to a temperature corresponding to a viscosity Open No.1 generator engine FO supply pump discharge F145V
Type: Self-cleaning with manual bypass filter of 12cSt using steam as a heating medium. valve
Model: FAB-25 Open No.2 generator engine FO supply pump suction F144V
The heated fuel oil then passes through a viscotherm and an automatic back valve
flush filter, which has a bypass filter for use during maintenance on the main
Generator Engine Viscosity Controller filter. The filter is an automatic self-cleaning unit, with an electrically operated Open No.2 generator engine FO supply pump discharge F146V
cleaning mechanism that runs at all times. valve
Maker: VAF Instruments BV Set 4kg/cm2 pressure regulating valve F147V
No. of sets: 1 The heated fuel oil flows to the generator engine fuel rail on the suction side of Open Generator engine flow meter inlet valve F150V
Type: Pneumatic the fuel oil injection pumps. Individual fuel injection pumps on the generator Closed Generator engine flow meter outlet valve F151V
Model: Series V12 engine take suction from the fuel rail with any excess fuel being returned to Open Generator engine flow meter bypass valve F152V
the fuel oil return pipe.
Open No.1 generator engine FO boost pump suction F154V
Generator Engine Marine Diesel Oil Flushing Pump valve
The generator engine fuel oil service system can be supplied with either HFO
Maker: Rickmeier or MDO, but will normally be supplied with HFO, only changing over to MDO Open No.1 generator engine FO boost pump discharge F156V
during maintenance and long shut down periods such as dry docking. valve
No. of sets: 1


PI PI
Engine
7kg/cm2 Air MC PIAH
(56.1m3) (88.3m3)
186V 173V 170V 182V
P
TI Fuel Oil
S Leak Alarm
103V 102V Auto Back
MS
To Main Engine
107V
No.2 Generator
(1.26m3/h x 6kg/cm2)
Engine PIAH
MC
LAH
Viscorator PT PI
MS LS
MC
TI Fuel Oil
Leak Alarm
143V 162V 161V Tank
144V
TI PI TI PI
175V 178V
Set CI CI
147V
(1.2m3/h x 4kg/cm2)
PI PI TI TI
No.1 Generator
146V 145V Engine
160V 159V PIAH
MC
LAH
DPAH PT PI
MC
PAL PS DPS LS
MC PI PI 171V 168V 180V
PS TI
FI Fuel Oil
Tank
S No.1 and No.2
PS
(2.2m3/h x 8kg/cm2)
From
Air System PI PI
Key
155V 157V

Set 7kg/cm2

Position Description Valve No.3 Generator Engine Fuel Oil Service Valves The engine operating on MDO can then be unloaded and changed to HFO
operation in the same manner. The following procedure assumes No.1
Open No.2 generator engine FO boost pump suction F155V Position Description Valve generator is to be changed to run on HFO.
valve Open No.3 generator HFO supply valve F173V
Open No.2 generator engine FO boost pump discharge F157V Open No.3 generator FO isolation valve F170V a) Set the FO service tank supply valves as shown in the following
valve table:
Open No.3 generator HFO return valve F179V
Open No.1 generator engine FO heater inlet valve F160V
Closed No.3 generator MDO supply valve F176V
Open No.1 generator engine FO heater outlet valve F162V Position Description Valve
Open No.3 generator MDO return valve F182V
Closed No.2 generator engine FO heater inlet valve F159V Open HFO service tank quick-closing suction valve F02V
Closed No.2 generator engine FO heater outlet valve F161V The generator engines will operate on MDO without steam heating supplied Open HFO supply valve to generator engine fuel main F141V
Set Generator engine automatic back flushing filter to the heaters. Closed MDO service tank quick-closing suction valve F03V
inlet valve Closed MDO supply valve to generator engine fuel main F142V
Set Generator engine automatic back flushing filter e) Ensure trace heating is on to the fuel oil service system
outlet valve pipelines. b) Open the HFO outlet valve from No.1 generator engine F177V
Open Generator engine viscotherm inlet valve F163V and close the MDO outlet valve F180V.
f) Switch the viscotherm to MANUAL.
Operational Generator engine viscotherm outlet valve F164V
Open Generator engine viscotherm bypass valve F165V Under normal circumstances the system will be primed and operating on HFO. CAUTION
Set Generator engine HFO 7kg/cm2 pressure regulating A change to MDO is only made for emergency reasons or if an engine is to be When changing over a generator engine FO system it is important to
valve shut down or the fuel system is to undergo maintenance. The fuel system of an ensure there is no cross contamination of fuel oil.
Open Generator engine FO return pipe inlet valve F183V engine may be flushed through with MDO by use of the MDO flushing pump
Closed Generator engine FO return to HFO service tank F184V prior to stopping or after stopping to facilitate maintenance.
c) Open the HFO inlet valve to No.1 generator engine F171V and
close the MDO inlet valve to No.1 generator engine F174V.
For dry docking or a similar prolonged stay in port the entire generator engine
No.1 Generator Engine Fuel Oil Service Valves fuel system must be changed to MDO and prior to being put back into service
No.1 generator engine is now running on HFO with the excess fuel returning
the entire system should be changed back to HFO.
Position Description Valve to the generator engine FO return pipe.
Open No.1 generator HFO supply valve F171V If only one engine is to be changed to diesel oil operation that engine should
Open No.1 generator FO isolation valve F168V be running off load to avoid possible electrical supply problems. Procedure to Change the Generator Engine Fuel Oil System
Open No.1 generator HFO return valve F177V from Operation on Heavy Fuel Oil to Marine Diesel Oil
Closed No.1 generator MDO supply valve F174V Procedure to Change the Generator Engine Fuel Oil Service
Open No.1 generator MDO return valve F180V The procedure for changing the generator engines from MDO to HFO
System from Operating on Marine Diesel Oil to Heavy Fuel operation is similar to changing the main engine from MDO to HFO operation
Oil The generator engine fuel injection equipment must be protected against rapid
No.2 Generator Engine Fuel Oil Service Valves temperature changes to avoid mechanical damage.
After dry docking or a similar prolonged stay in port with the generator fuel
system on MDO, a change over to HFO operation is required when the ship is The electrical load on the operating generator engines should be as low as
Open No.2 generator HFO supply valve F172V to enter service. possible when undertaking this changeover. Since the entire fuel system is to
Open No.2 generator FO isolation valve F169V be changed to MDO, all three generator engines should be running to ensure
Open No.2 generator HFO return valve F178V The procedure for changing the generator engines from MDO to HFO that the entire fuel system is included.
Closed No.2 generator MDO supply valve F175V operation is similar to changing the main engine from MDO to HFO operation
The generator engine fuel injection equipment must be protected against rapid
Open No.2 generator MDO return valve F181V
temperature changes to avoid mechanical damage.
To avoid electrical supply instability it might be preferable to retain one

generator engine operating on MDO whilst the main fuel system along with
the other two generator engines, are changed to HFO. The generator engines
whose fuel systems have been changed to HFO may then be started and
allowed to take the electrical load.


PI PI
Engine
7kg/cm2 Air MC PIAH
(56.1m3) (88.3m3)
186V 173V 170V 182V
P
TI Fuel Oil
S Leak Alarm
103V 102V Auto Back
MS
To Main Engine
107V
No.2 Generator
(1.26m3/h x 6kg/cm2)
Engine PIAH
MC
LAH
Viscorator PT PI
MS LS
MC
TI Fuel Oil
Leak Alarm
143V 162V 161V Tank
144V
TI PI TI PI
175V 178V
Set CI CI
147V
(1.2m3/h x 4kg/cm2)
PI PI TI TI
No.1 Generator
146V 145V Engine
160V 159V PIAH
MC
LAH
DPAH PT PI
MC
PAL PS DPS LS
MC PI PI 171V 168V 180V
PS TI
FI Fuel Oil
Tank
S No.1 and No.2
PS
(2.2m3/h x 8kg/cm2)
From
Air System PI PI
Key
155V 157V

Set 7kg/cm2

Procedure for Changing Over Fuel on One Generator Engine Note: The procedure for flushing through the engine fuel system with MDO
Only whilst the engine is still running is the same. The MDO flushing pump must
remain running whilst a generator engine is operating on MDO.
It is possible to purge the fuel system of one engine and replace the HFO
with MDO to assist in maintenance while the other generator engines remain
operating on HFO. This procedure requires operation of the MDO flushing
pump.
The individual engine HFO and MDO outlet valves must be set so that cross
contamination of excess fuel is avoided.
The example given assumes that generator engines No.1 and No.2 are to
remain operating on HFO and No.3 generator engine fuel system is to be
flushed with MDO. Ideally the engine to be flushed through should either
be operating off load or stopped. The following description assumes that the
engine is stopped.
a) Set the additional valves as in the following table. Valves for

the normal operation of the generator engines on HFO remain
unchanged.

Open MDO service tank quick-closing outlet valve F03V
Closed MDO isolation valve to main engine fuel main F107V
Closed MDO isolation valve to generator engine fuel F142V
main
Open MDO flushing pump suction valve
Open MDO flushing pump discharge valve
Open No.3 generator engine MDO inlet valve F176V
Closed No.3 generator engine HFO inlet valve F173V
Closed No.3 generator engine MDO outlet valve F182V
Open No.3 generator engine HFO outlet valve F179V
Open No.3 generator fuel isolation valve F170V
b) Start the MDO flushing pump.
MDO will be pumped by the MDO flushing pump to No.3 generator engine.
Because the HFO outlet valve is open the excess HFO in No.3 engine system
will be displaced by the MDO to the generator engine FO return pipe.
c) When No.3 generator engine fuel system is completely charged

with MDO, stop the generator engine MDO flushing pump and
close all fuel valves to and from No.3 generator engine.

Illustration 2.6.3a Auxiliary Boilers Fuel Oil System S S
To Main Engine S F17 S

273V 272V From 7kg/cm2
Air System From 7kg/cm2 Air System
F73 PI S
No.2 No.1 To Atmospheric Condenser
Heavy Fuel Oil T-212V T-211V XS
Heavy Fuel Oil Heavy Fuel Oil S
Service Tank Settling Tank Settling Tank G111 Auxiliary Atomising Steam
(88.3m3) (80.5m3) (80.5m3) T-213V S
F92 Z
From
F-101V F-196V F-104V 7kg/cm2 Air System
F87 M
Atomising Steam
F-106V F-195V From Boiler Drum No.1
PI S XS
Auxiliary Boiler
From 7kg/cm2 Air System PT PI
278V 267V
S
MS
From
S
Marine Diesel Oil
Tank 251V G115
S XS XS
252V PI
TI
PI
PIAL TIAL P
I
MC MC
PI
PX TX TI
G101 Key
Set FI
PI PI 10kg/cm2 F99 Fuel Oil
G102 G100 No.1 No.2
M
PI PI
S S Marine Diesel Oil
G97 F17 S Steam

F73 PI S Steam Tracing
PI Boiler
Boiler Marine Diesel To Atmospheric Condenser
Fuel Oil Pumps XS
Oil Ignition Pump T-221V T-220V S Electrical Signal
(7.8m3/h x 25kg/cm2)
Auxiliary Atomising Steam
T-222V All System Valves are Prefixed 'F'
S
F92 Z
TI PI TT PT From Atomising
7kg/cm2 Air System
F87 M
Atomising Steam
266V 276V 277V
From Boiler Drum No.2
PI S XS
Auxiliary Boiler
PI PI S
260V 274V
DPX
258V
S
S XS XS
PI PI PI
TI TI
275V
No.1 Heavy Fuel Oil No.2 Heavy Fuel Oil PI
Boiler Heater Boiler Heater PIAL TIAL P
I
MC MC
PI
TI TI PX TX TI
257V FI
F99
To Fuel Oil From 7kg/cm2
Overflow Tank Air System
259V

2.6.3 AUXILIARY BOILERS FUEL OIL SYSTEM Diesel oil is supplied to the boilers from the MDO service tank for starting Procedure for the Operation of the Auxiliary Boilers Fuel Oil
from cold and for operating the auxiliary boiler when the HFO system is not Service System
functioning.
Boiler Fuel Oil Supply Pump
The following procedure assumes that No.1 auxiliary boiler is to be started
Maker: Aalborg Diesel oil from the MDO service tank is always used to provide the boiler pilot from cold using No.1 FO pump with MDO being supplied from the MDO
Type: Screw pump light in order to provide ignition for fuel supplied through the main burner. service tank. After successful ignition of the boiler burner the FO system will
The fuel oil being supplied to the main burner is supplied by means of two FO be changed over from MDO to HFO supplied from No.1 HFO settling tank
Model: DMS11/6500.CAC.800
supply pumps, one of which will be operating and the other on standby. The through No.1 FO heater.
Capacity at 380cSt: 7.974m3/h HFO is heated before being supplied to the boiler burner and this is achieved at
Operating pressure: 25 bar the auxiliary boiler FO heaters located after the FO supply pumps; the heaters a) Check the levels of oil in the HFO service and settling tanks, the
are provided with a steam supply for heating and the supply being regulated MDO service tank and replenish as necessary.
via a temperature control valve.
Diesel Oil Ignition Pump
b) Check that all of the filters are clean.
Maker: Aalborg The heaters can be bypassed if necessary when burning MDO. All fuel oil
Type: RSA Gear pump pipework is trace heated by small bore steam pipes laid adjacent to the fuel oil c) Ensure that all instrumentation valves are open and that the
Operating pressure: 0.1-4 bar pipe and encased in the same insulation. instruments are reading correctly.
A three-way valve with connections to the HFO service tank and the MDO d) Ensure that the control system is functioning and that there is
Boiler Engine Fuel Oil Heater service tank is located before the fuel oil supply pumps so that the required power at the boiler and combustion control system.
fuel source may be selected.
Type: Shell and Tube e) Check that there is compressed air available for the combustion
Fuel supply pressure to the boilers is regulated by means of the control valve and control system.
No. of sets: 2 in the supply line which is fitted after the FO supply pumps and returns to
Capacity: 5.8m3/h the boiler FO return pipe. The pressure control valve may be bypassed if f) Set up the valves as shown in the following table:
FO inlet temperature: 60°C required.
FO outlet temperature: 145°C Position Description Valve
Heated HFO from the heater, or MDO bypassing the heater, is directed to
the boiler burner unit which employs steam atomising, or air atomising when Open No.1 HFO settling tank quick-closing suction F104V
flashing up on MDO or when no steam is available. The supply of fuel oil to valve
Boiler Automatic Backwash Filter
the burners is regulated by the boiler control systems and a three-way valve Closed No.2 HFO settling tank quick-closing suction F196V
Maker: Nikura directs oil to the burners when required or to a recirculation line when the valve
No. of sets: 1 burners are switched off by the control system. Closed HFO isolation valve F278V
Model: FAA-030-65 Open MDO service tank quick-closing suction valve F03V
Type: Self-cleaning, duplex Recirculating oil from the boilers discharges back to the return pipe or the HFO
Open MDO isolation valve F251V
settling tanks. A three-way valve, operated by the control systems, regulates
Capacity: 7.8m3/h Set MDO/HFO three way valve G115V
the flow and when the boilers are in normal service the recirculating oil will
flow to the boiler FO return pipe. When changing from HFO to MDO or vice- Open FO return pipe isolation valve F267V
Introduction versa, the boiler control systems sense that the three way suction valve G115V Set FO supply pump three way suction valve
has been moved and automatically redirects the recirculating oil back to the Open No.1 FO supply pump discharge valve
Fuel oil for the auxiliary boilers main burner may be supplied from the settling tanks for a set period.
Open No.2 FO supply pump discharge valve
following tanks: Set Fuel pressure regulating valve G100V
The pump outlet pressure sensing point activates the pump changeover in the
• HFO service tank event of low pressure which indicates FO burner supply pump failure. Open Fuel pressure regulating valve inlet valve G97V
• No.1 HFO settling tank Open Fuel pressure regulating valve outlet valve G101V
The boilers have a MDO ignition pump which takes suction from the MDO
• No.2 HFO settling tank Closed Fuel pressure regulating valve bypass valve G102V
service and settling tanks, via the pump suction filter, and supplies MDO to
the pilot burners. The pilot burner supply solenoid valve is controlled by the Closed No.1 FO heater inlet valve F257V
• MDO service tank
automatic combustion control system. Closed No.1 FO heater outlet valve F258V
• MDO settling tank
Closed No.2 FO heater inlet valve F259V

Illustration 2.6.3a Auxiliary Boilers Fuel Oil System S S
To Main Engine S F17 S

273V 272V From 7kg/cm2
Air System From 7kg/cm2 Air System
F73 PI S
No.2 No.1 To Atmospheric Condenser
Heavy Fuel Oil T-212V T-211V XS
Heavy Fuel Oil Heavy Fuel Oil S
Service Tank Settling Tank Settling Tank G111 Auxiliary Atomising Steam
(88.3m3) (80.5m3) (80.5m3) T-213V S
F92 Z
From
F-101V F-196V F-104V 7kg/cm2 Air System
F87 M
Atomising Steam
F-106V F-195V From Boiler Drum No.1
PI S XS
Auxiliary Boiler
278V 267V
S
MS
From
S
Marine Diesel Oil
Tank 251V G115
S XS XS
252V PI
TI
PI
PIAL TIAL P
I
MC MC
PI
PX TX TI
G101 Key
Set FI
PI PI 10kg/cm2 F99 Fuel Oil
G102 G100 No.1 No.2
M
PI PI
S S Marine Diesel Oil
G97 F17 S Steam

F73 PI S Steam Tracing
PI Boiler
Boiler Marine Diesel To Atmospheric Condenser
Fuel Oil Pumps XS
Oil Ignition Pump T-221V T-220V S Electrical Signal
(7.8m3/h x 25kg/cm2)
Auxiliary Atomising Steam
T-222V All System Valves are Prefixed 'F'
S
F92 Z
TI PI TT PT From Atomising
7kg/cm2 Air System
F87 M
Atomising Steam
266V 276V 277V
From Boiler Drum No.2
PI S XS
Auxiliary Boiler
PI PI S
260V 274V
DPX
258V
S
S XS XS
PI PI PI
TI TI
275V
No.1 Heavy Fuel Oil No.2 Heavy Fuel Oil PI
Boiler Heater Boiler Heater PIAL TIAL P
I
MC MC
PI
TI TI PX TX TI
257V FI
F99
To Fuel Oil From 7kg/cm2
Overflow Tank Air System
259V

Position Description Valve l) Raise steam at the rate recommended by the boiler v) When a stable flame on HFO is achieved stop firing; change
manufacturer. over to atomising steam operation. Close the atomising air
Closed No.2 FO heater outlet valve F260V
valve line valves at the boiler and open the atomising steam
Open FO heater bypass valve F266V m) When steam is available supply heating steam to the HFO valve. Ensure that the condensate trap is working effectively to
Open Automatic back flushing filter inlet isolation valve F274V settling and service tanks and raise the temperature of the HFO remove all condensate from the atomising steam line. Re-flash
Set Automatic back flushing filter inlet three-way in the tanks. the boiler burner using steam atomising.
valve
Set Automatic back flushing filter outlet three-way n) When the temperature of the HFO in the service tank reaches w) Monitor the boiler system closely until a stable operation
valve approximately 75°C supply trace heating steam to the boiler exists.
fuel lines and open the drains from the trace heating steam
Open Automatic back flushing filter outlet isolation F275V The boiler is designed to operate and remain on standby using HFO. A
lines.
valve changeover to MDO is only necessary when maintenance is required and for
Closed Bypass filter inlet valve F276V CAUTION long periods of shutdown, such as dry docking.
Closed Bypass filter outlet valve F277V Trace heating should not be applied to sections of pipeline isolated by
Operational Fuel oil recirculating three-way valve F99V closed valves on the FO side as damage, such as blown flange joints, Note: Changing over to HFO whilst firing can lead to unstable flame
Open Boiler FO return pipe three-way valve G111V could occur due the expansion of the contents. conditions due to incorrect temperature settings at the heater.
Open No.1 HFO settling tank inlet valve from return F270V
When full steam pressure is available: CAUTION
pipe
Closed No.2 HFO settling tank inlet valve from return F271V Rapid temperature changes in the fuel oil can produce thermal stress
o) Open the HFO settling tank isolation valve F278V. in fuel system components resulting in damage and breakdowns. It is
pipe
important to ensure that the temperature change is gradual.
Open No.1 HFO settling tank inlet valve F272V p) Change over the boiler burner supply pump three-way suction
Closed No.2 HFO settling tank inlet valve F273V valve G115V from MDO operation to HFO operation. Ensure Changing from HFO operation to MDO operation is the reverse of the above
Open MDO ignition pump isolation valve F252V that the recirculating three-way valve G111V changes position procedure. Steam trace heating should be shut off when firing on HFO is
following the changeover. stopped and the valves are changed to MDO supply. The heater must also be
Open No.1 MDO ignition pump suction valve
bypassed at this point and the steam heating valve closed. The three-way return
Open No.1 MDO ignition pump discharge valve q) Ensure that all condensate drains are open. valve G111V will automatically redirect itself when the control system senses
Operational No.1 MDO ignition pump check valve the three-way suction valve G115V position changes.
Open No.2 MDO ignition pump suction valve r) Open No.1 fuel oil heater inlet and outlet valves F257V and
F258V. Close the FO heater bypass valve F266V. The procedure for preparing the FO system for No.2 auxiliary boiler is the
Open No.2 MDO ignition pump discharge valve
same as No.1 boiler.
Operational No.2 MDO ignition pump check valve s) Supply steam to the boiler FO heater at a low rate using manual
control. The temperature of the fuel should rise from about
g) Check that all boiler panel valves for the supply of atomising 75oC to 100°C over a 15 minute period.
and control air are open and that the atomising steam supply
valve is closed. t) When all MDO has been expelled from the lines and only HFO
is being supplied to the boiler burner, fully open the steam
h) Start the selected boiler FO burner supply pump; the system supply valve to the FO heater and set the temperature control
will operate on MDO with suction from the MDO service tank to automatic. Ensure that the recirculating three-way valve
and with the returns flowing back to the boiler FO return pipe. changes position back to the mixing tube.
i) Ensure that any air in the heater unit is vented. u) Check the combustion flame which will change to an orange
colour when operating on heavy fuel oil.
j) Start the pilot burner pump and flash up the boiler pilot burner
using the electrical ignition; check that the pilot burner is
operating correctly.
k) Start the combustion control system so that the main burner

starts.

Illustration 2.6.4a Incinerator Fuel Oil System
From Incinerator
From Sludge Pump 299V Marine Diesel Oil
Overflow Tank
LAH
To Marine Diesel Oil Transfer Pump
LS Incinerator Waste Oil Incinerator Key
MC Marine Diesel Oil (6.0m3/h x3kg/cm2) Marine Diesel Oil
Settling Tank Marine Diesel Oil Tank Settling Tank
(1.5m3) (0.4m3) PI CI
Storage Tank Fuel Oil
296V 298V (56.1m3)
10V Marine Diesel Oil
11V
Steam Tracing
293V 295V 12V 14V 9V
13V Electrical Signal

To Heavy Fuel Oil To Heavy Fuel Oil Unless Otherwise Stated
Transfer Pump Transfer Pump
291V
TS TS
305V
LS Incinerator Waste Oil

Service Tank
LS (1.0m3) 297V 304V
Diesel Oil Supply Pump
(17 litres/h) PI
292V 294V S
Mill Pump
(26m3/h x0.4 bar) S S
S S
CI PI PI
306V 302V
Waste Oil Pump
(33/74 litres/h at 92/483 rpm)
301V
7kg/cm2 Air Supply

303V
Primary Secondary
Combustion Combustion
Chamber Chamber
From
Incinerator
Oil Mist Chamber (300,000 kcal/h)
307V
To Bilge Holding Tank To Oily Bilge Tank

2.6.4 INCINERATOR FUEL OIL SYSTEM The waste oil is supplied to the burner by a separate pump taking suction from Procedure for Circulating Waste Oil to Homogenise and
the waste oil circulating line. Compressed air is used to atomise the oil at the Emulsify Prior to Burning
burner and to purge the burner when burning is complete.
Incinerator Diesel Oil Supply Pump
Maker: Hyundai-Atlas a) Set up the valves as shown in the following table:
A separate primary burner is supplied with marine diesel oil from the
No. of sets: 1 incinerator MDO tank. This burner is used to ignite the waste oil burner when
in use and to incinerate rubbish. Position Description Valve
Type: BPF 21L5
Open Waste oil service tank quick-closing suction valve F292V
Capacity: 17 litres/h
Closed MDO supply valve to mill pump F294V
Procedure to Prepare the Incinerator Diesel Oil System
Closed Waste oil pump valve to incinerator F306V
Incinerator Waste Oil Pump a) Set up the valves as shown in the following table: Open Waste oil pump re circulation valve back to tank F301V
Maker: Yundai Marin Machinery Co. Ltd
No. of sets: 1 Position Description Valve b) Supply steam heating to the waste oil tank heating coil.
Model: HMDRP12-12 Open MDO tank quick-closing suction valve F293V
Open Primary burner MDO supply pump suction valve F304V c) Ensure that the condensate drain is open and that the condensate
Capacity: 33/174 litres/h at 92/483 rpm
Open Primary burner MDO return valve to MDO service F305V is uncontaminated.
tank
Incinerator Mill Pump d) Start the waste oil homogenising pump (mill pump).
Procedure to Prepare the Incinerator Waste Oil System e) Maintain the temperature of the waste oil at about 90°C.
No. of sets: 1
Type: Horizontal motor driven gear a) Follow the procedure to line up the diesel oil system.
Model: PU-5
Capacity: 26m3/h at 0.4kg/cm2 b) Set up the valves as per the following table:

Marine Diesel Oil Transfer Pump
Open Waste oil service tank quick-closing suction valve F292V
Maker: Taiko Kikai Co Ltd Closed MDO supply valve to mill pump F294V
No. of sets: 1 Closed Waste oil pump recirculation valve back to tank F301V
Type: Horizontal motor driven gear Open Waste oil valve to incinerator F306V
Model: NHG-7. 5MAB Open Waste oil valve to incinerator pump F302V
Capacity: 6m3/h at 3.0kg/cm2 Open Waste oil valve from incinerator F303V
Open Atomising air supply valve A55V
Procedure for the Operation of the Incinerator Fuel Oil
Note: Incinerator operating procedures are dealt with in section 2.14.6
System
The ship’s incinerator is equipped to burn waste oil and sludge; diesel oil is
used for warming up the incinerator and when burning garbage. The waste
oil service tank, from which the incinerator is supplied, stores oil residue
and sludge is pumped to it by the dedicated sludge pump. The waste oil tank
is fitted with a homogenising type milling pump used to supply oil to the
incinerator and to recirculate the oil around the waste oil tank. Recirculation
of the oil by this pump breaks down any particles within the oil and emulsifies
water present so that the mixture can be burned.

Illustration 2.6.5a Emergency Generator Diesel Oil System
Emergency Generator/Emergency Switchboard Room
Emergency Generator
Near Door
Emergency Generator Fuel Pump

Marine Diesel Oil Storage Tank
(1.8m3)
Hand Pump
Marine Diesel Oil Heater
Key
Marine Diesel Oil

2.6.5 EMERGENCY GENERATOR DIESEL OIL SYSTEM
Emergency Generator Engine Diesel Oil System
The emergency generator engine uses MDO which is stored in the emergency
diesel generator oil storage tank located in the emergency diesel generator
room. This tank has a capacity of 1.8m3 which is sufficient for 24 hours full
load running of the emergency generator. The suction valve is the quick-
closing type, operated by a pull-wire from outside the entrance door.
The service tank is filled using MDO supplied from fuel oil drums. A hand
pump and a flexible hose are used to transfer the fuel from the fuel drums to
the service tank.
Procedure for Transferring Diesel Oil to the Emergency Diesel

Generator Service Tank
a) Check the level of oil in the emergency generator engine MDO

service tank and determine how much MDO is to be added.
b) Ensure that oil spill precautions are taken.
c) Ensure that the flexible hose from the hand transfer pump is
clean and free from contamination, locate the hose into the
drum containing the MDO.
d) Open the hand pump suction valve F4V and operate the hand
pump until the required quantity of MDO has been transferred.
e) Remove the hose and close valve F4V.
f) Close the drum and lash the drum securely.
g) Record the oil transfer in the Oil Record Book.
The tank is fitted with a globe valve for draining water from the tank and a
wire operated quick-closing valve on the fuel oil outlet from the tank, led to
outside near the door.

2.7 Fuel Oil and Diesel Oil Transfer System
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2 Fuel Oil and Diesel Oil Purifying System
Illustrations
2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2a Fuel Oil and Diesel Oil Purifiying System

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
Manifold Located Above
TIAH TIAH TIAH
LS TX TX TX LS LAH TIAH
TX LS LAH No.4 Water Ballast Tank (Port)
MC MC MC CCR MC CCR
Marine Diesel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil Marine Diesel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil
Settling Tank Settling Tank Settling Tank Storage Tank Bunkering Tank Bunkering Tank
(Port) (Port) DO-05 FO-11 FO-09
(51.5m3) (80.5m3) (80.5m3) (258.9m3)
(629.6m3) (843.2m3)
DO-06 FO-12 FO-10
12V 69V 68V 9V 18V FO-15 DO-02 FO-04 FO-02
FO-16
Deck
7V
2V

(6.0m3/h x3kg/cm2)
PI CI
10V
11V
14V 13V
6V FO-17
To Incinerator
Marine Diesel Oil PI CI
Tank
4V
5V
Heavy Fuel Oil Transfer Pump
(36m3/h x3kg/cm2)
1V
PI CI Deck
16V 15V
FO-13
Additional Heavy Fuel Oil Transfer Pump
(250m3/h x3kg/cm2) 3V 17V FO-14 DO-01 FO-03 FO-01
Key
Fuel Oil DO-04 FO-08 FO-06
Marine Diesel Oil Heavy Fuel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil
Overflow Tank Bunkering Tank Bunkering Tank DO-03 FO-07 FO-05
Steam Tracing (15.6m3) (Starboard) (Starboard)
(531.1m3) (837.3m3)
Electrical Signal
TIAH
TX LS LAH TIAH
TX LS LAH Manifold Located Above
All System Valves are Prefixed 'F' MC CCR MC CCR
No.4 Water Ballast Tank (Starboard)

2.7 FUEL OIL AND DIESEL OIL TRANSFER The HFO transfer pumps are located in the engine room and may be started Precautions to be Observed Prior to and During the Loading
SYSTEMS remotely or locally. of Bunkers
The HFO settling tanks are fitted with level switches which stop the HFO
2.7.1 FUEL OIL AND DIESEL OIL BUNKERING AND Note: Tanks must only be filled to a maximum of 80% capacity.
transfer pumps. The control switch for the pump must be in the remote position
TRANSFER SYSTEM
for the automatic stop to operate.
Before and during bunkering, the following steps should be complied with:
Heavy Fuel Oil Transfer Pump A FO overflow tank of 10m3 capacity is provided and is designed to collect
the overflow from the HFO settling tank in the event of an overfill. The HFO a) A pre-bunker conference should be held with all personnel
Maker: Taiko Kikai Co Ltd involved with bunkering being present. A bunker plan should
transfer pump is used to pump the FO overflow tank contents back to the HFO
No. of sets: 1 bunker or settling tanks. Fuel oil can be transferred from one bunker tank to be drawn up and all personnel involved in bunkering must be
Type: Horizontal motor driven gear another using the additional HFO transfer pump for trim or other purposes. fully aware of the contents of the plan and understand the entire
Model: HG-35MAB operational procedure. The contents of the plan will include but
All fuel tanks are fitted with a quick-closing pneumatic outlet valve not limited to, tanks to be bunkered, start and stop ullages/ dips,
Capacity: 36m3/h at 3.0kg/cm2
incorporating a collapsible bridge and operated from the vessel’s fire control names of personnel involved and duties assigned. The time that
station. The valves must be reset locally after being tripped. the pre-bunker conference took place should be entered into the
Additional Heavy Fuel Oil Transfer Pump vessel’s log book.
Maker: Taiko Kikai Co Ltd All HFO tanks are fitted with a heating coil thermostatically controlled with
local temperature indication. HFO lines are insulated with steam tracing. b) All personnel involved with bunkering should know exactly
No. of sets: 1
what role they are to play and what their duties are. Personnel
Type: Vertical motor driven gear involved should know the location of all valves and gauges
Model: MSTS-250B Heavy Fuel Oil Tanks and be able to operate the valves both locally and remotely if
Capacity: 250m3/h at 3.0kg/cm2 required.
Compartment Capacities (m3)
Port No.1 HFO bunker tank 843.2m3 c) Company rules regarding the taking of bunkers and transfer of
Marine Diesel Oil Transfer Pump fuel oil within the vessel must be understood by all involved in
Port No.2 HFO bunker tank 629.6m3
Maker: Taiko Kikai Co Ltd the bunkering of fuel oil transfer procedure.
Starboard No.1 HFO bunker tank 837.3m3
No. of sets: 1
Starboard No.2 HFO bunker tank 531.1m3 d) Samples are to be taken using a recognised sampling device that
Type: Horizontal motor driven gear will give a representative sample of the fuel oil bunkered. The
No.1 HFO settling tank 80.5m3
Model: NHG-7. 5MAB No.2 HFO settling tank 80.5m3 sample should be taken at the bunker manifold and on board
Capacity: 6m3/h at 3.0kg/cm2 HFO service tank 88.3m3 fuel tests carried out as soon as possible after bunkering. A
second sample should be sealed and sent ashore for analysis.
FO overflow tank 15.6m3
Introduction e) As far as possible new bunkers should be segregated from
The following tanks are fitted with self-closing test cocks. The test cocks are existing bunkers on board. If bunkers being received are to be
Heavy fuel oil (HFO), for the main engine, generators and auxiliary boiler used to check for water content and drain into tundishes which drain to the loaded into the same tanks as existing bunkers on board, great
is stored in four storage tanks located on the port and starboard sides of the oily bilge tank. care must be taken to avoid problems with incompatibility. If
engine room and forward of the engine room bulkhead. These bunker tanks • HFO service tank there is any doubt about the compatibility between the new
are filled from the port and starboard connections at the bunker manifolds bunkers and the existing bunkers, the new bunkers should not
located on the main deck above No.4 port and starboard water ballast tanks. • No.1 HFO settling tank
be loaded on top of the existing bunkers.
The bunker manifolds also have connections to the two diesel oil storage tank • No.2 HFO settling tank
filling line. f) No internal transferring of bunkers should take place during
bunker loading operations, unless permission has been obtained
From the four HFO bunker tanks, HFO is transferred to the HFO settling • MDO settling tank from the Chief Engineer.
tanks using the HFO transfer pumps where it is allowed to settle prior to being
used. g) Bunker tanks should not exceed the maximum volume stated in
the company policy. High level alarms are set at 95% on all fuel
tanks.

TIAH TIAH TIAH
MC MC MC CCR MC CCR
(51.5m3) (80.5m3) (80.5m3) (258.9m3)
(629.6m3) (843.2m3)
DO-06 FO-12 FO-10
12V 69V 68V 9V 18V FO-15 DO-02 FO-04 FO-02
FO-16
Deck
7V
2V

(6.0m3/h x3kg/cm2)
PI CI
10V
11V
14V 13V
6V FO-17
To Incinerator
Tank
4V
5V
(36m3/h x3kg/cm2)
1V
PI CI Deck
16V 15V
FO-13
Key
(531.1m3) (837.3m3)
Electrical Signal
TIAH
TX LS LAH TIAH

h) Any bunker barges attending the vessel are to be safely moored Procedure for the Loading of Heavy Fuel Oil Bunkers from a j) Check the fuel is flowing into the correct tank and not to any
alongside before any part of the bunker loading operation begins. Shore Station or Barge other tank.
Frequent checks must be made of the mooring arrangements as
the bunker barge draught will change during bunkering. a) Remove the blank fitted at the bunker connection and connect k) Increase the bunkering rate to the agreed maximum.
the bunkering hose ensuring the gasket used is not damaged.
i) Level alarms fitted to the bunker tanks should be tested and Containers for the samples must be prepared and in place before l) Ensure bunker sampling has commenced.
proved prior to bunker loading operations. the bunkering operation begins. Oil spill response kits must be
in place as per company instructions. m) As the level in the first bunker tank approaches the amount
j) The soundness of all pipework should be verified by a visual stated in the bunker plan open the filling valve to the second
inspection. b) Ensure the blanks on all other bunker connections are secure, tank fully and slowly close in the filling valve to the tank being
that the valves are closed and that the drain and sampling valves topped off.
k) The pre-bunkering checklist should be completed prior to are closed. The drip tray should be empty with the plugs fitted.
starting bunker operations. n) Fill the remaining tanks in the same way. For the final bunker
c) Open the correct filling valves for the tanks to be bunkered. tank the filling rate must be reduced by slowing the pumping
l) A watch must be kept at the bunker manifold during loading of operation and this must be signalled to the barge or shore
bunkers with all personnel involved being in radio contact. station.
Description Valve
m) Scuppers and save-alls, including those around bunker tank No.1 port HFO bunker tank filling valve FO15V o) When the final tank is full, the barge or shore station must be
vents, should be effectively plugged. No.2 port HFO bunker tank filling valve FO16V signalled to stop pumping unless they have already done so.
No.1 starboard HFO bunker tank filling valve FO14V
n) Any Oil Spill Response kit provided by the company must be in No.2 starboard HFO bunker tank filling valve FO13V p) Ensure that the sample containers are sealed and labelled
place. correctly.
d) Open the required valve at the selected bunkering connection
o) The initial loading rate must be agreed with the barge or shore and any isolation valves in the deck bunker filling main. q) When bunkering has finished and the lines have been blown
station and bunkering commenced at an agreed signal. Only through close all bunker manifold and tank filling valves.
upon confirmation of there being no leakages and fuel going
Description Valve
into only nominated tanks, should the loading rate be increased r) Agree with the barge or shore connection on the quantity
to the agreed maximum. Port forward HFO bunker manifold valve FO02V supplied and then, if satisfied, sign the bunker receipt.
Port aft HFO bunker manifold valve FO04V
p) Before the tank being filled reaches the maximum volume Starboard forward HFO bunker manifold valve FO01V s) Disconnect the bunker hose and replace the blank.
specified by the company, the rate should be reduced by Starboard aft HFO bunker manifold valve FO03V
diverting some of the flow to another bunker tank; if the final HFO bunker in line isolation valve FO17V
tank is being filled the pumping rate must be reduced. When Procedure for Transferring Heavy Fuel Oil from a Bunker
topping off the final tank the filling rate must be reduced at the Tank to a Heavy Fuel Oil Settling Tank using the Heavy Fuel
e) Establish effective communication between the control room,
barge or shore station and not by throttling the filling valve.
the engine room, the bunker manifold and the bunker barge or
Oil Transfer Pump
shore station; this communication must remain at all times.
CAUTION Note: The HFO settling tank level switch will stop the HFO transfer pump
At least one bunker tank filling valve must be fully open at all times f) Agree filling rates, quantity and specification of the fuel to be when the pump is set to AUTOMATIC.
during the bunkering operation. supplied and agree on a signalling system with the barge or
shore connection. The HFO settling tanks are fitted with a low level alarm which will inform
personnel that the tank has reached the low level and must be replenished.
All relevant information regarding the bunkering operation is to be entered in g) If possible, take meter readings on the barge or shore station The overflow from the HFO settling tanks return to the FO overflow tank via
the Oil Record Book on completion of loading. The information required to be supply line prior to commencing bunker transfer. a sight glass 01SG.
entered includes date, time, quantity transferred and tanks used.
h) Signal to the shore station or barge to commence bunkering at a The HFO settling tanks must be checked periodically and an estimate made of
slow rate. when the tank will require replenishment to prevent the alarm from sounding.
i) Check the bunker hose connections and pipeline for any leaks.

TIAH TIAH TIAH
MC MC MC CCR MC CCR
(51.5m3) (80.5m3) (80.5m3) (258.9m3)
(629.6m3) (843.2m3)
DO-06 FO-12 FO-10
12V 69V 68V 9V 18V FO-15 DO-02 FO-04 FO-02
FO-16
Deck
7V
2V

(6.0m3/h x3kg/cm2)
PI CI
10V
11V
14V 13V
6V FO-17
To Incinerator
Tank
4V
5V
(36m3/h x3kg/cm2)
1V
PI CI Deck
16V 15V
FO-13
Key
(531.1m3) (837.3m3)
Electrical Signal
TIAH
TX LS LAH TIAH

a) Check the quantity of fuel oil in the HFO settling tanks and Procedure for the Transfer of Heavy Fuel Oil from a Bunker i) Replace both blanks in the crossover lines.
determine how much fuel is to be transferred. Check the Tank to the Heavy Fuel Oil Settling Tank using the Medium
quantity of fuel oil in the tank from which the fuel is to be CAUTION
Diesel Oil Transfer Pump
transferred and note the temperature. Ensure that all heavy fuel oil is flushed out of the MDO transfer pump
If the quantity of fuel oil in the bunker tank is less than the prior to restoring it to diesel oil service. This can be achieved by opening
The following procedure assumes fuel oil is to be transferred from the No.1
quantity to be pumped be prepared to change over tanks. the MDO transfer pump suction from the MDO bunker tanks and
port HFO bunker tank to No.1 HFO settling tank using the MDO transfer pump.
The settling tanks must be checked periodically and an estimate made of when operating the pump for a few minutes with the discharge to the HFO
b) Ensure the HFO transfer pump suction filter is clean. settling tank still open.
the tanks will require replenishment to prevent the alarm from sounding.
a) Check the quantity of fuel oil in No.1 HFO settling tank and
determine how much fuel is to be transferred. Check the
Procedure for Transferring Heavy Fuel Oil from one Bunker
The following table assumes fuel oil is to be transferred from the No.1 port Tank to another Bunker Tank using the Additional Heavy Fuel
quantity of fuel oil in the tank from which the fuel is to be
HFO bunker tank to No.1 HFO settling tank using the HFO transfer pump. Oil Transfer Pump
transferred and note the temperature.
Position Description Valve b) Ensure the MDO transfer pump suction filter is clean. a) Check the quantity and temperature of fuel oil in the HFO bunker
Open No.1 port HFO bunker tank suction valve F02V tanks and determine how much fuel is to be transferred.
Closed No.2 port HFO bunker tank suction valve F18V c) Set up the valves as shown in the following table:
Closed No.1 starboard HFO bunker tank suction valve F01V b) Ensure the additional HFO transfer pump suction filter is
Position Description Valve clean.
Closed No.1 starboard HFO bunker tank suction valve F17V
Open HFO transfer pump suction valve F04V Open No.1 port HFO bunker tank suction valve F02V
Open HFO transfer pump discharge valve F05V Closed No.2 port HFO bunker tank suction valve F18V
Closed HFO/MDO transfer pump suction crossover valve F13V Closed No.1 starboard HFO bunker tank suction valve F01V The following table assumes fuel oil is to be transferred from the No.1 port
Closed HFO/MDO transfer pump discharge crossover F14V Closed No.2 starboard HFO bunker tank suction valve F17V HFO bunker tank to No.1 starboard HFO bunker tank.
valve Open HFO transfer pump suction valve F04V
Closed HFO bunker line isolation valve F06V Open HFO transfer pump discharge valve F05V Position Description Valve
Open HFO settling tank in line isolation valve F07V Open HFO/MDO transfer pump suction crossover valve F13V Open No.1 HFO bunker tank suction valve F02V
Open No.1 HFO settling tank filling valve F68V Open HFO/MDO transfer pump discharge crossover F14V Open Additional HFO transfer pump suction valve F15V
Closed No.2 HFO settling tank filling valve F69V valve Open Additional HFO transfer pump discharge valve F16V
Closed MDO transfer pump suction valve F10V Closed HFO bunker line isolation valve F06V
d) Start the HFO transfer pump. The pump must be selected for Closed MDO transfer pump discharge valve F11V Closed HFO bunker in line isolation valve F07V
automatic cut out when the HFO settling tank level activates the Closed HFO bunker line isolation valve F06V Open No.1 starboard HFO bunker tank filling valve FO14V
high level switch. Open HFO settling tank in line isolation valve F07V Closed No.1 port HFO bunker tank filling valve FO15V
Open No.1 HFO settling tank filling valve F68V Closed No.2 starboard HFO bunker tank filling valve FO13V
e) Check that fuel oil is being correctly transferred from the Closed No.2 HFO settling tank filling valve F69V Closed No.2 port HFO bunker tank filling valve FO16V
required HFO bunker tank to the correct HFO settling tank.
d) Start the MDO transfer pump.
f) When the required amount of fuel oil has been transferred, d) Start the additional HFO transfer pump.
stop the pump. Alternatively the pump can be allowed to stop e) Check that fuel oil is being correctly transferred from the
automatically when the high level switch is activated. e) Check that fuel oil is being correctly transferred from the
required HFO bunker tank to No.1 HFO settling tank.
required HFO bunker tank to the correct HFO bunkering tank.
g) Close all tank suction and filling line valves. f) When the required amount of fuel has been transferred, stop the
f) When the required amount of fuel oil has been transferred, stop
pump.
h) Record the oil transfer in the Oil Record Book. the pump.
g) Close all tank suction and filling line valves.
g) Close all tank suction and filling line valves.
h) Record the oil transfer in the Oil Record Book
h) Record the oil transfer in the Oil Record Book.

TIAH TIAH TIAH
MC MC MC CCR MC CCR
(51.5m3) (80.5m3) (80.5m3) (258.9m3)
(629.6m3) (843.2m3)
DO-06 FO-12 FO-10
12V 69V 68V 9V 18V FO-15 DO-02 FO-04 FO-02
FO-16
Deck
7V
2V

(6.0m3/h x3kg/cm2)
PI CI
10V
11V
14V 13V
6V FO-17
To Incinerator
Tank
4V
5V
(36m3/h x3kg/cm2)
1V
PI CI Deck
16V 15V
FO-13
Key
(531.1m3) (837.3m3)
Electrical Signal
TIAH
TX LS LAH TIAH

Marine Diesel Oil System b) Ensure the blanks on all other bunker connections are secure, p) Agree with the barge or shore connection on the quantity
that the valves are closed and that the drain and sampling valves supplied and then, if satisfied, sign the bunker receipt.
Marine Diesel Oil (MDO) is stored in the MDO storage tank located on the are closed. The drip tray should be empty with the plugs fitted.
port side and is transferred from the MDO storage tank to the MDO settling q) Disconnect the bunker hose and replace the blank.
tank and incinerator tank using the MDO transfer pump. The overflow from c) Open the required valve at the selected bunkering connection.
the MDO settling tank returns to the HFO overflow tank via the sight glass
02SG. Overflow from the incinerator tank returns to the MDO storage tank via
Procedure for the Transfer of Marine Diesel Oil using the
Description Valve
sight glass 03SG. Marine Diesel Oil Transfer Pump
Port MDO bunker manifold valve DO02V
Starboard MDO bunker manifold valve DO01V Diesel oil may be transferred to the MDO settling tank and the incinerator tank
The MDO storage tank is filled from the DO bunkering line. The MDO transfer
pump is located in the engine room and is used to transfer diesel oil from the using the MDO transfer pump.
d) Establish effective communication between the control room,
MDO storage tank to the MDO settling tank and may also be used to transfer
the engine room, the bunker manifold and the bunker barge or a) Ensure there is sufficient diesel oil in the MDO storage tank
heavy fuel oil in an emergency. The MDO settling tank is fitted with a level
shore station; this communication must remain at all times. and that the tank to which the diesel oil is to be pumped has
switch which will automatically stop the MDO transfer pump.
sufficient space to take the fuel.
e) Agree filling rates, quantity and specification of the fuel to be
Diesel Oil System Tanks supplied and agree on a signalling system with the barge or b) Check that all crossover valves connecting the MDO transfer
shore connection. pump to the HFO transfer pump are closed.
Compartment Capacities (m3)
f) If possible, take meter readings on the barge or shore station c) Ensure that the MDO transfer pump suction filter is clean.
MDO storage tank 258.9m3
supply line prior to commencing bunker transfer and dip DO
MDO service tank 56.1m3 tanks using a little water-finding paste to ensure no water is d) Set the system valves as shown in the following table:
MDO settling tank 51.5m3 present in the fuel.
Incinerator tank 0.4m3 The following table assumes diesel oil is to be transferred from the MDO
Emergency generator tank 1.8m g) Signal to the shore station or barge to commence bunkering at a storage tank to the MDO settling tank.
3
slow rate.
All fuel tanks are fitted with a quick-closing outlet valve with a collapsable h) Check the bunker hose connections and pipeline for any leaks.
Open MDO storage tank suction valve F09V
bridge. The fuel tank valves are pneumatically operated from the vessel’s fire
control station, except the emergency generator valve which is wire operated i) Check the fuel is flowing into the correct tank and not to any Open MDO transfer pump suction valve F10V
from outside the room. The valves must be reset locally after being tripped. other tank. Open MDO transfer pump discharge valve F11V
Closed MDO/HFO transfer pump suction crossover valve F13V
The MDO service and settling tanks are fitted with self-closing test cocks. The j) Increase the bunkering rate to the agreed maximum. Closed MDO/HFO transfer pump discharge crossover valve F14V
test cocks are used to check for water content and drain into save-alls which Open MDO settling tank in line isolation valve F12V
drain to the oily bilge tank. k) Ensure bunker sampling has commenced.
Closed Incinerator tank filling valve F295V
l) As the level in the storage tank approaches the amount stated in
Procedure for Loading Marine Diesel Oil from a Shore the bunker plan the filling rate must be reduced by slowing the e) Start the MDO transfer pump and check that diesel oil is being
Connection or a Barge pumping operation and this must be signalled to the barge or pumped to the MDO settling tank. When the required quantity
shore station. has been transferred stop the transfer pump.
The precautions and organisation for loading MDO should be followed, as
described for HFO. The MDO storage tank should be checked to ensure there m) When the tank is full, the barge or shore station must be
is sufficient capacity for the marine diesel oil to be loaded. signalled to stop pumping unless they have already done so.
a) Remove the blank fitted at the bunker connection and connect n) Ensure that the sample containers are sealed and labelled
the bunkering hose ensuring the gasket used is not damaged. correctly.
Containers for the samples must be prepared and in place before
the bunkering operation begins. Oil spill response kits must be o) When bunkering has finished and the lines have been blown
in place as per company instructions. through, close all bunker manifold and tank filling valves.

Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System From Heavy Fuel Oil
Transfer Pump
28V 27V TIAH TIAH 69V 71V TIAH 68V 70V

TX TX TX
MC MC MC
Marine Diesel Oil Marine Diesel Oil LS Heavy Fuel Oil No.2 Heavy Fuel Oil LS No.1 Heavy Fuel Oil LS
(56.1m3) (51.5m3) (88.3m3) (80.5m3) (80.5m3)
48V 47V 23V 73V 21V
26V 25V 24V 74V 22V
To Oily Bilge Tank
F-103V 33V 31V 72V 32V

To Main Engine, To Heavy Fuel Oil
Generator Engine and Boiler To Heavy Fuel Oil Overflow Tank
Overflow Tank
29V 35V 30V 34V
For For
37V 36V
62V TC Temperature TC Temperature
Control Valve Control Valve
TI PI TI PI 38V
CI CI CI
Marine Diesel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil Heavy Fuel Oil
Purifier Purifier Heater Purifier Heater Purifier
No.2 No.1
Supply Pump Supply Pumps
(2,600i/h x3kg/cm2) TI TI (3,700l/h x3kg/cm2)
PI PI PI
58V 46V 42V 40V 39V

64V
63V
57V
41V
TI
TI TX
S S
TX TIAHL
MC S
7kg/cm2
TIAHL
7kg/cm2 56V 55V
MC
Air Supply Air Supply 53V 45V 7kg/cm2
52V Air Supply
84V
PI PAL FI PI PAL FI PI PAL FI
51V 50V 67V 44V
Marine Diesel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil
Purifier Purifier Purifier
(2,600l/h) (3,700l/h) (3,700l/h)
Key
To Sludge
59V
Pump Fuel Oil
MS MS MS
Marine Diesel Oil
83V 82V 81V
Steam Tracing
Electrical Signal
Sludge Tank
(10.5m3) All System Valves are Prefixed 'F'
To Oily Bilge Tank Unless Otherwise Stated

2.7.2 FUEL OIL AND DIESEL OIL PURIFYING SYSTEM Introduction The heated dirty oil enters the purifier and the centrifugal force created by the
rotating bowl causes the liquid mixture to separate into its different constituents
Heavy Fuel Oil Purifier The HFO system operates with two centrifugal separators and the MDO within the disc stack.
Maker: Westfalia system operates with one centrifugal separator which is fitted with its own
No. of sets: 2 circulating pump. The solid particles suspended in the oil settle on the underside of the discs
and slide down into the solid holding space. The smooth disc surfaces allow
Capacity: 3,700 litres/h the solids to slide down and provide self-cleaning of the discs. Being of the
For the centrifugal separation of fuel oil there are three purifiers in total. Under
Model: OSD35-0136-067 design 30 normal circumstances only one HFO purifier will be operating to fill the HFO self-cleaning type, the accumulation of solids within the holding space will be
Motor: 440V, 17.5kW at 3,600 rpm service tank from the HFO settling tanks as fuel is being used by the main and ejected at predetermined intervals depending on the quality of the oil. This is
Bowl speed: 8,200 rpm generator engines. achieved automatically by the control panel and a number of solenoid valves
which will bypass the oil supply and open the bowl for a set period of time by
Separating temperature: 98°C
Both HFO and MDO purification systems are almost identical and comprise the use of high pressure water.
Control panel: Simatic C7-623/P
a centrifugal separator with its own dedicated supply pump. The HFO
purification system incorporates heaters and a common sludge tank is provided The C7-623/P control unit is used for the automatic ejection control and
Heavy Fuel Oil Purifier Supply Pump for the separator systems. The separators are of the self-cleaning type and the condition monitoring of the HFO purifier. The control unit has three modes
Maker: Taiko Kikai Co Ltd bowls automatically open to discharge sludge at timed intervals. of operation.
No. of sets: 2 1) Partial ejections
Centrifugal separation is improved when the difference in relative density
Model: NHG-4MAB 2) Total ejections
between the fuel, water and solids in the fuel are as great as possible and
Capacity: 3,700 litres/h at 3kg/cm2 the difference in relative densities can be increased if the temperature of the 3) Preselected partial ejections followed by total ejection
fuel being treated is raised. Manufacturer’s recommendations with respect to
Marine Diesel Oil Purifier operating temperatures should always be followed. The temperature of the With the time dependant programme cycle, it is important for high clarifying
Maker: Westfalia fuel flowing to the separators can be adjusted by the thermostat control on the efficiency and to avoid desludging losses that the separable solids content in
heater control unit. the product do not fluctuate widely. The UNITROL system provides two basic
No. of sets: 1
monitoring systems.
Capacity: 2,600 litres/h
Model: OSD6-91-067 design 6 Purifier Operation 1) Water content monitoring system (WMS)
Motor: 440V, 4.6kW at 3,600 rpm 2) Sludge space monitoring system (SMS)
WARNING
Bowl speed: 12,000 rpm
Care must be taken when operating the purifier system. Hot oil and steam The illuminated Liquid Crystal Display (LCD) provides information about
Separating temperature: 98°C are present and can result in serious injury if leakage occurs. There is a the operating and malfunction condition of the purifier and displays all the
Control panel: Simatic C7-623/P fire risk from the presence of hot oil and all precautions must be taken relevant process data. In addition to the control cabinet the control system
to prevent a fire and to deal with one should an outbreak occur. The comprises all the complete line fittings incorporating electrical components
Marine Diesel Oil Purifier Supply Pump extinguishing system must be checked frequently. Centrifuges operate which are controlled or monitored by the control unit which include:
Maker: Taiko Kikai Co Ltd on an automatic sludging system but failure of the system to effectively
• Dirty oil connection
discharge sludge can cause overload and subsequent breakdown of the
No. of sets: 1
bowl arrangement which rotates at high speed. After manual cleaning, • Water connection
Model: NHG-4MT care is needed to ensure that the bowl is assembled correctly, as incorrect • Operating water connection
Capacity: 2,600 litres/h at 3kg/cm2 assembly can result in disintegration at high rotational speed. All
operating and maintenance precautions stipulated by the manufacturer • Circuit and water discharge valve
Heaters in the maintenance manual must be observed. • Water sensor
Maker: Donghwa Entec • Thermometer for monitoring the dirty oil temperature
Liquid mixtures and solid/liquid mixtures can be separated by two methods,
No. of sets: 2
the gravity field of a settling tank or the centrifugal field of a purifier bowl. • An alarm on the ECR control panel
Type: Shell and tube Both systems rely on the product components having different densities.
Surface: 1.74m2 Since the centrifugal force of a purifier is considerably more effective than Software assignment for a each purifier is carried out in the factory using a
the gravity field of a settling tank it is usual practice to favour the centrifugal password function. Any alterations to the set parameters should only be carried
force method. out by a person authorised to make such changes.

Transfer Pump

TX TX TX
MC MC MC
(56.1m3) (51.5m3) (88.3m3) (80.5m3) (80.5m3)
48V 47V 23V 73V 21V
26V 25V 24V 74V 22V
To Oily Bilge Tank
F-103V 33V 31V 72V 32V

Overflow Tank
29V 35V 30V 34V
For For
37V 36V
TI PI TI PI 38V
CI CI CI
No.2 No.1
PI PI PI
58V 46V 42V 40V 39V

64V
63V
57V
41V
TI
TI TX
S S
TX TIAHL
MC S
7kg/cm2
TIAHL
7kg/cm2 56V 55V
MC
52V Air Supply
84V
51V 50V 67V 44V
(2,600l/h) (3,700l/h) (3,700l/h)
Key
To Sludge
59V
Pump Fuel Oil
MS MS MS
Marine Diesel Oil
83V 82V 81V
Steam Tracing
Electrical Signal
Sludge Tank

c) Ensure power is available to the purifier controller.
CAUTION Position Description Valve
Centrifuges operate on an automatic sludging system, failure of the Open No.1 HFO settling tank quick-closing suction valve F32V d) Set the valves in accordance with the previously defined list.
system to effectively discharge sludge can cause overload and subsequent Closed No.2 HFO settling tank quick-closing suction valve F72V
breakdown of the bowl arrangement which rotates at high speed. After Closed Crossover valve from HFO service tank F30V The purifier regulating discharge valve should be set for the desired discharge
manual cleaning, care is needed to ensure that the bowl is assembled pressure and should not be adjusted during normal running conditions.
Closed Drain valve to overflow tank F34V
correctly, as incorrect assembly can result in disintegration at high
rotational speed. All operating and maintenance precautions stipulated Closed No.2 HFO purifier supply pump suction valve F37V
e) Ensure the purifier brake is off and that the purifier is free to
by the manufacturer in the maintenance manual must be observed. Open No.1 HFO purifier supply pump suction valve F36V rotate.
Closed No.2 HFO purifier supply pump discharge valve F40V
The HFO and MDO purifiers require compressed air and fresh water supplies Open No.1 HFO purifier supply pump discharge valve F39V f) Check the purifier gearbox oil level.
for control and bowl operation/flushing. Supply systems for these are covered
Throttled Return valve to HFO settling tank F55V
in the relevant control air system and fresh water sections, 2.10.3 and 2.14.1 g) Start the No.1 HFO purifier supply pump. The three way valve
respectively. The purifiers, supply pumps and heaters are located in the purifier Closed HFO supply pump crossover valve F41V
will ensure the oil bypasses the purifier and returns to the
room. Open No.1 HFO purifier heater inlet valve F42V settling tank.
Open No.1 HFO purifier heater outlet valve
Instrument air is supplied to the purifiers to control the supply of oil to the Operational Three-way recirculation valve h) Start the purifier and ensure that the bowl is up to speed before
bowl and the automatic discharge facility. Domestic fresh water is supplied for Open Return valve to HFO settling tank F45V continuing.
sealing and flushing purposes.
Set No.1 HFO purifier outlet valve F44V
i) Using the manual valves on the solenoid valves ensure the
The HFO supply pumps have a discharge crossover valve which allows either Closed No.1 and No.2 HFO purifier crossover valve F67V operating water opens and closes the bowl.
feed pump to supply either purifier. The steam heaters maintain a constant
temperature of 98ºC for optimum purification. From the heater the HFO is Note: The purifier heater steam valves, air supply valves and water supply j) Switch on the control unit.
pumped into the purifier. After purification, the oil is discharged to the HFO valves must be operated as required
service tank. k) Slowly open the steam supply and return to the No.1 HFO
heater.
Preparation for the Operation of the Heavy Fuel Oil Purifying Procedure for Operating the Heavy Fuel Oil Purifier
l) Check that the automatic controller has taken control of the
System system and is maintaining the oil at the correct temperature.
CAUTION
It has been assumed that No.1 HFO purifier supply pump is operating on the Before operating a purifier a second check must be made to ensure
m) Once the HFO temperature is above the minimum setting,
No.1 HFO purifier heater and the No.1 HFO purifier, taking oil from No.1 that the correct valves are open for the purifier, heater and pump to be
start the programme by pressing PROGRAM 1 soft key on
HFO settling tank and purifying back to the HFO service tank. operated as well as the tank system from which the HFO is to be drawn
the control panel. This will initiate a start sequence including a
and the tank system to which the purified HFO is to be sent.
sludge and discharge test and operate the purifier in automatic
a) Ensure that the HFO settling tank contains HFO in sufficient
mode. Once the purifier is running and no signs of abnormal
quantity to enable the separator to function correctly. Purifier heaters are supplied with steam as the heating medium and the
vibrations are evident, all temperatures and pressures should be
drain valve from the heater must always be open. The steam supply valve is
recorded and the levels of the tanks in use checked.
b) Check and record the level of oil in all fuel tanks. controlled by the control system and the main purifier control system regulates
the steam supply to give an oil temperature after the heater of 98oC.
c) Open the isolating and self-closing test cock F21V and F22V on Procedure to Stop the Purifier
HFO settling tank, closing it again when all water has drained. The two HFO purifiers operate on the same principle using the same type
of controller and so the operating procedures are the same. The following a) Press the PROGRAM 0 key. Two total ejections will be
d) All valves in the separator system are to be initially closed. description has assumed that the No.1 HFO purifier and No.1 HFO purifier triggered, then stop the purifier manually by pressing the Stop
supply pump are to be used for purifying from No.1 HFO settling tank to the pushbutton on the LGSP 4 panel. The HFO will be automatically
e) Set up the valves as shown in the following table: HFO service tank. recirculated through the three way valve back to the settling
tank.
a) Record the level of oil in all the tanks associated with the
system. b) Regulate the steam to the heater and allow the oil to cool.
b) Open any control air and operating water valves to the purifier.

Transfer Pump

TX TX TX
MC MC MC
(56.1m3) (51.5m3) (88.3m3) (80.5m3) (80.5m3)
48V 47V 23V 73V 21V
26V 25V 24V 74V 22V
To Oily Bilge Tank
F-103V 33V 31V 72V 32V

Overflow Tank
29V 35V 30V 34V
For For
37V 36V
TI PI TI PI 38V
CI CI CI
No.2 No.1
PI PI PI
58V 46V 42V 40V 39V

64V
63V
57V
41V
TI
TI TX
S S
TX TIAHL
MC S
7kg/cm2
TIAHL
7kg/cm2 56V 55V
MC
52V Air Supply
84V
51V 50V 67V 44V
(2,600l/h) (3,700l/h) (3,700l/h)
Key
To Sludge
59V
Pump Fuel Oil
MS MS MS
Marine Diesel Oil
83V 82V 81V
Steam Tracing
Electrical Signal
Sludge Tank

c) The feed pumps will need to be stopped if they are running in g) Start the purifier feed pump. The three way valve will ensure
manual mode. Position Description Valve the oil bypasses the purifier and returns to the pump suction.
Open MDO settling tank quick-closing suction valve F33V
d) Close the control air and operating water valves to the purifier Closed Crossover valve from MDO service tank F29V h) Start the purifier and ensure that the bowl is up to speed before
along with any other valves opened prior to start up. Closed Drain valve to overflow tank F35V continuing.
Open MDO purifier supply pump suction valve F62V
e) Once the purifier has come to a complete stop, close the sludge i) Using the manual valves on the solenoid valves ensure the
Open MDO purifier supply pump discharge valve F63V
discharge valve. The brake can be applied and preparations operating water opens and closes the bowl.
made for cleaning if required. Throttled Return valve to HFO settling tank F64V
Closed MDO/HFO supply pump crossover valve F38V j) Switch on the control unit.
The above description of the purifying operation has been related to Open In line isolation valve
the operation of No.1 purifier. Should No.2 purifier be required, careful Operational Three-way recirculation valve k) Start the programme by pressing PROGRAM 1 soft key on
consideration to piping diagrams and valve positions should be given before the control panel. This will initiate a start sequence including a
Open Return valve to supply pump suction F84V
any operations are started. Refer to illustration 2.7.2a. sludge and discharge test and operate the purifier in automatic
Set MDO purifier outlet valve mode. Once the purifier is running and no signs of abnormal
WARNING Open MDO service tank filling valve F28V vibrations are evident, all temperatures and pressures should be
It is essential that the purifier manufacturer’s instructions regarding the Closed MDO settling tank filling valve F27V recorded and the levels of the tanks in use checked.
stopping and dismantling of the purifier are followed exactly to avoid
the risk of damage. Purifier bowls rotate at very high speed and any Procedure for Operating the Marine Diesel Oil Purifier Procedure to Stop the Purifier
imbalance or loose connection can have serious consequences.
CAUTION a) Press the PROGRAM 0 key. Two total ejections will be
Preparation for the Operation of the Marine Diesel Oil triggered and the purifier will stop automatically. The MDO
Before operating a purifier a second check must be made to ensure that
will be automatically recirculated through the three way valve
Purifying System the correct valves are open for the purifier and pump to be operated as
back to the pump suction.
well as the tank system from which the MDO is to be drawn and the tank
It has been assumed that the MDO purifier is taking oil from the MDO settling system to which the purified MDO is to be sent.
b) The feed pump will need to be stopped if it is running in manual
tank and purifying back to the MDO service tank. mode.
The MDO purifier operates on the same principle as the HFO using the same
a) Ensure that the MDO settling tank contains DO in sufficient type of controller and so the operating procedures are similar. The following
c) Close the control air and operating water valves to the purifier
quantity to enable the separator to function correctly. description has assumed that the MDO purifier and purifier pump are to be
along with any other valves opened prior to start up.
used for purifying from the MDO settling tank to the MDO service tank.
b) Check and record the level of oil in all fuel tanks. d) Once the purifier has come to a complete stop the brake can be
a) Record the level of oil in all the tanks associated with the
applied and preparations made for cleaning if required.
c) Open the isolating and self-closing test cock F47V and F25V system.
on MDO settling tank, closing it again when all water has
drained. b) Open any control air and operating water valves to the purifier. WARNING
It is essential that the purifier manufacturer’s instructions regarding the
d) All valves in the separator system are to be initially closed. c) Ensure power is available to the purifier controller. stopping and dismantling of the purifier are followed exactly to avoid
the risk of damage. Purifier bowls rotate at very high speed and any
e) Set up the valves as shown in the following table: d) Set the valves in accordance with the previously defined list. imbalance or loose connection can have serious consequences.
The purifier regulating discharge valve should be set for the desired discharge
pressure and should not be adjusted during normal running conditions.
e) Ensure the purifier brake is off and that the purifier is free to
rotate.
f) Check the purifier gearbox oil level.

2.8 Lubricating Oil Systems
2.8.1 Main Engine Lubricating Oil System
2.8.2 Generator Engine Lubricating Oil System
2.8.3 Stern Tube Lubricating Oil System
2.8.4 Lubricating Oil Purifying Systems
2.8.5 Lubricating Oil Filling and Transfer System
Illustrations
2.8.1a Main Engine Lubricating Oil System
2.8.2a Generator Engine Lubricating Oil System
2.8.3a Stern Tube Lubricating Oil System
2.8.4a Lubricating Oil Purifying System
2.8.5a Lubricating Oil Filling and Transfer System

Illustration 2.8.1a Main Engine Lubricating Oil System
(Port) (Starboard)
PIAL PIAL TI Hydraulic Cylinder
Upper Deck Unit (Mounted on Engine)
MC MC
PX PI PS PX PI PS
Distributor Block
Cylinder Oil
To Oil Mist Chamber Storage Tank
LAL TIAH (52.4m3)
TX
MC MC 112V Safety and Accumulator Block
111V 110V
TX TX LS Cylinder Oil
Measuring Tank
TI TIAH TIAH TI
MC MC (1m3 )
114V
113V
Electric Engine
Main Engine Driven Driven
(Hyundai B&W
7S60ME-C)
Key
Lubricating Oil
Air
Hydraulic
All system valves are prefixed Power
To Oily Bilge Tank 'L' unless otherwise stated Supply Unit
(Mounted on
Engine)
Filter Unit
To Step Up Gear DPAH
PI MC PI
Main Engine PIAL TIAL PIAL DPX
Stuffing Box MC MC MC
Lubricating
Oil Drain PX TX PX Main Lubricating Oil 106V
107V
Tank (0.9m3) TIAH
TX
Auto Back Flush Filter
MC From (40 Micron)
7kg/cm 2 Control TC Set at 45°C From
115V Air System 7kg/cm 2 Control
From
Air System Main
7kg/cm 2 Control
A140V Air System Lubricating Oil
Sludge
Cooler
Collector TI PI
109V Main Lubricating Oil 108V
To To (50 Micron)
Manual Bypass Strainer
Oily Oily (40 Micron)
Bilge To Bilge 117V
Tank Purifier Tank
L6V
LAL Heating Coil Around
LS
MC Bellmouths Only 103V 105V
No.2 PI PS TI PI
To 102V
Vent
Oily
Back Hole Main Lubricating Oil
Bilge
Tank Flushing Sump Tank (30.3m3) 101V 116V
Chamber No.1 PI To Oily Bilge Tank
Pumps (345m3/h x 4.3kg/cm2) To Bilge Holding Tank

2.8 LUBRICATING OIL SYSTEMS The main LO system supplies oil to the engine bearings, vibration dampers and c) Ensure that fresh water cooling is supplied to the LO cooler.
pistons where it acts as a coolant. The cooling effect of the oil at the vibration
2.8.1 MAIN ENGINE LUBRICATING OIL SYSTEM dampers and on the underside of the piston crowns is very important. d) Ensure that the LO cooler three-way valve L105V is operating
correctly.
The inlet temperature of the LO is regulated to 45°C by a three-way control
Main Lubricating Oil Pumps valve positioned at the LO cooler outlet. e) Set up the valves as shown in the following table:
Maker: Shin Shin Machinery Co Ltd
No. of sets: 2 Turbocharger Bearing Oil System Position Description Valve
Type: Deep well, motor driven centrifugal Open No.1 LO pump discharge valve L101V
The turbocharger bearings are supplied with LO from a line branched off the
Model: SDF-2V 250B main engine LO supply rail and as such the system is common with the rest Open No.2 LO pump discharge valve L102V
Capacity: 345m3/h at 4.3kg/cm2 of the main engine LO system. Because of the nature of turbochargers and the Closed Pump discharge return to sump tank L103V
high speeds at which they spin, it is essential that the turbocharger bearings Operational LO cooler three-way bypass valve L105V
Main Lubricating Oil Cooler receive a plentiful supply of oil at all times to prevent bearing failure. Open LO cooler inlet valve L116V
Maker: Korea PHE Corporation Open LO cooler outlet valve L117V
Cylinder Lubrication System Open Automatic back flushing filter inlet valve L106V
No. of sets: 1
Type: J092 MGS7/6 Lubrication of the pistons and cylinders is performed by a separate cylinder Open Automatic back flushing filter outlet valve L107V
lubrication system. High alkaline cylinder oil is supplied to the main engine on Closed Bypass filter inlet valve L108V
Capacity: 1,195,400kcal/h
a once through basis. The cylinder lubricating oil (CLO) lubricates the piston Closed Bypass filter outlet valve L109V
rings to reduce friction between the rings and liner, provides a seal between
Automatic Backwash Filter the rings and the liner and reduces corrosive wear by neutralising the acidity f) Start one main LO pump.
of the products of combustion. The alkalinity of the CLO should match the
Maker: Niikura Corporation sulphur content of the HFO supplied to the engine. The amount of cylinder oil g) Once the main LO pressure is at normal operating pressure
No. of sets: 1 supplied to each lubricating point can be individually adjusted and is also load switch the other main LO pump to standby.
Type: Self-cleaning dependent, the load dependent quantity adjustment being made by the engine
Model: LA1-300-TM remote control system. h) Switch on the automatic back flush filter.
From the cylinder oil storage tank, oil is supplied to the cylinder oil measuring i) Check the temperatures and pressures throughout the system.
Introduction tank by gravity. The cylinder oil measuring tank has a capacity 1.0m3 and is
fitted with a low level alarm. From there it is directed to the small cylinder oil
The main engine has two separate lubricating oil systems which can be detailed measuring tanks situated below the cylinder lubricator units. Each cylinder Procedure for Operating the Main Engine Cylinder Lubricating
as follows: has its own lubricator unit. The lubricator supplies cylinder oil, in controlled Oil System
quantities and at correct timing, to the six lubricator quills located around the
• The main bearing lubrication system
circumference of the cylinder. The following procedure assumes the cylinder oil measuring tank is full.
• The cylinder oil system
The main engine stuffing box LO drain tank collects lubricating oil from the a) Check the level in the cylinder oil storage tank.
main engine piston rod boxes (stuffing box) and has a capacity of 0.9m3. The
Main Bearing, Camshaft and Piston Cooling Lubricating Oil tank overflows to the oily bilge tank and is fitted with a drain valve (L115V) b) Set up the valves as shown in the following table:
System which allows for regular draining. A high level alarm will indicate an excessive
leakage of LO past the piston sealing rings. Position Description Valve
The main or crankcase lubrication system is supplied by one of two pumps.
One pump will be operating and the other on standby and set for automatic cut- Closed Cylinder oil storage tank outlet valve L110V
in should there be an oil pressure reduction or pump failure and the changeover Procedure for Operating the Main Lubricating Oil System Closed Cylinder oil measuring tank inlet valve L111V
is set at 1.6kg/cm2. The main lubricating oil (LO) pumps take their suction Open Cylinder oil measuring tank outlet valve L113V
from the main engine sump tank and discharge to the engine via the main a) Check the oil level in the main engine sump and top up if
LO cooler and automatic backflushing filter. The main LO cooler is cooled necessary. The main engine cylinder oil lubricating system is now operational.
by water supplied from the auxiliary cooling fresh water system. The supply
pressure in the main lubricating system is 2.4kg/cm2, and each pump has a b) Ensure that all pressure gauge and instrumentation valves are
rated capacity of 345m3/h at 4.3kg/cm2. open and that the instrumentation is reading correctly.

Illustration 2.8.2a Generator Engine Lubricating Oil System
Key TI
Generator Engine PI
Lubricating Oil TI
Lubricating Oil PAL PI FI
Storage Tank Generator Engine
(11m3) 45V TX
All system valves are prefixed PI Lubricating
73V
'L' unless otherwise stated Oil Purifier Heater
Generator Engine TIAHL
Lubricating Oil MC
17V
To Oily Bilge Tank Purifier Supply Pump TI
(2.1m3/h x 3kg/cm2)
CI 49V
47V
No.3
Generator (32 Mesh)
20V Engine 23V
No.2 78V Generator Engine

No.1
18V 19V Generator 22V Lubricating Oil
Generator 42V
Engine Purifier
Engine
(2,100 Litres/Hour)
21V 41V 55V
MS
83V
From Main Lubricating Oil Sump Tank 53V
57V
Sludge Tank (9m3)
To Main Lubricating Oil Settling Tank To Main Lubricating Oil Sump Tank
Turbocharger
0.5 bar
To Oil Vapour Discharge Line
LAL PI
65 63 Lubricating Oil From
PI Separator/Supply Flange
LS LAH/L
Connection PDAH PIAL TIAH PSL
61 65 68 61-62 62 62 62
Electric Driven
Prelubricating LS TI DPS PI PT TE PS
(Restrictor) Oil Pump 68 62 61-62 62 62 62 62
Lubricating Oil Fine Filter
2 bar
15u 60u
Piston Rocker Piston Rocker Piston Rocker Piston Rocker Piston Rocker Piston Rocker Piston Rocker
2 bar No.1 Arm No.2 Arm No.3 Arm No.4 Arm No.5 Arm No.6 Arm No.7 Arm
Valve Valve Valve Valve Valve Valve Valve To

Drive Drive Drive Drive Drive Drive Drive Timing
Gear
5 bar Pump
Engine Driven Drive Pump Pump Pump Pump Pump Pump
Lubricating Drive Drive Drive Drive Drive Drive
Oil Pump
Crankshaft Big and Little End Big and Little End Big and Little End Big and Little End Big and Little End Big and Little End
Journal, Big End Bearings Bearings Bearings Bearings Bearings Bearings Camshaft
5 bar and Little End Bearings
Bearings Camshaft Bearings Camshaft Bearings Camshaft Bearings Camshaft Bearings Camshaft Bearings Camshaft Bearings
Governor
Lubricating Drive
Oil Cooler
Oil Mist LAH UA LSH
Detector 92 92 92
Drain to Sump
To Lubricating Oil Separator Flange Connection

2.8.2 GENERATOR ENGINE LUBRICATING OIL SYSTEM The inlet line to the turbocharger is fitted with a fixed throttle valve, in order
to ensure the correct oil flow, and a non-return valve to prevent draining of
the turbocharger bearing region during standstill. The non-return valve has a
Engine Driven Lubricating Oil Pump
back-pressure function which means that a pressure slightly above the priming
Maker: Hyundai Heavy Industries pressure is needed to open the valve to normal flow. This prevents over-
Type: Engine driven horizontal gear flooding of the turbocharger bearing region during standby periods when the
Capacity: 30m3/h priming pump is running.
Relief valve setting: 5 bar
Pipes provide for the lubrication of the camshaft drive system, the governor
drive, camshaft bearings and cam galleries. Small bores in the engine frame,
Pre Lubricating Oil Pump cylinder head and rocker arms provide for lubrication of the valve rocker
assemblies.
Maker: Hyundai Heavy Industries
Type: Electric motor driven horizontal gear The lubrication priming pressure must be checked daily when the engine is
Model: R25/12.5 FL-Z-DB-SO out of service.
Capacity: 2.55m3/h
The engine lubrication system pressure is regulated by an adjustable spring-
Relief valve setting: 0.5 bar loaded pressure relief valve set to 5 bar. Oil for the main bearings is supplied
through holes in the engine frame. From the main bearings oil flows through
holes in the crankshaft to lubricate the connecting rod big end bearings. The
Introduction connecting rods have bored channels through which oil can flow from the big
end to the small end bearing. This oil flow lubricates the small end bearing
There are three main generator engines and they have integral LO sumps with
and some of the oil is distributed to the piston crown inner space where it acts
engine driven LO pumps circulating the lubricating oil around the engine
as a coolant.
system. The sumps have a capacity of between 740 and 960 litres.
The engine lubrication system is part of the engine assembly and will operate
Each engine has an electrically driven LO priming pump in order to ensure that
when the engine is operated. It is essential that the temperatures and pressures
all surfaces are adequately lubricated before the engine is started.
are checked and that the oil is sampled and tested periodically in order to
ensure that deterioration of the oil is detected as soon as it occurs. The auxiliary
The engine system also has a LO plate type cooler which is cooled by
engine sumps are provided with vent pipes.
circulating fresh water from the auxiliary central cooling fresh water system.
A wax type three-way valve regulates the oil temperature by controlling the
The sump oil level is monitored by a float switch which activates an alarm
flow of lubricating oil through the cooler to regulate the temperature in the
when the level falls below a predetermined level.
range 60 to 69°C.
Generator engine sumps may be pumped by the generator LO purifier pump
Duplex LO filters are also fitted to the system. The primary filter filters to 60
either through the purifier heater, the purifier and back to the sump or to the
micron and the secondary filter filters to 15 micron.
main LO settling tank. LO may be pumped from the settling tank via the
purifiers (see section 2.8.4 of this machinery operating manual).
Components supplied with oil from the system are the turbocharger bearings,
the main and big end bearings, the small end bearings, the camshaft drive, the
Generator engine sumps are topped up from the generator engine LO storage
governor drive, the camshaft system and the rocker arms. The oil also acts
tank (see section 2.8.5 of this machinery operating manual)
as the piston coolant and the cylinder lubricant. All engine system valves are
normally left open so that the engine may be started automatically. When the
The governor linkage is hand lubricated and the governor oil reservoir must be
engine is designated as the standby engine, the priming pump operates in order
checked daily and topped up as required.
to ensure that oil flows to all necessary surfaces; the turbocharger bearings are
supplied by the priming pump at standby.
The alternator shaft bearing has its own lubricating oil reservoir and this must
be checked daily and topped up as required.
The generator engine prelubrication pump operates whenever an engine is

selected as the standby engine.

Illustration 2.8.3a Stern Tube Lubricating Oil System LAL Changeover

MC PI PI Valve PI PI
Key LS
From 7kg/cm2
Control Air Service
V2 V1
Lubricating Oil Stern Tube
Lubricating Oil PI Drain
Air 144V Gravity Tank
(0.1m3)
Domestic Fresh Water V4
141V PI
143V Changeover
Switch
All valves are prefixed 'L'
unless otherwise stated
Changeover
Valve
Loaded Water Level To Oily Bilge Tank
10.51m Changeover
PI
V5 Switch
LAL 137V
MC 140V V12
LAHL
LS From Fresh LS
MC 162V 165V
146V Water Hydrophore
V11 for Pipe Flushing
Stern Tube Stern Tube TI PI
Lubricating Oil Lubricating Oil 166V
Forward Seal Tank (0.1m3)
Stern Tube 127V
Tank PI
Ballast Water Level 133V 167V Lubricating
5.29m Oil Cooler
Stern Stern 128V
Tube Tube
Bearing Bearing To Oily Bilge Tank
Aft Forward TI PI
131V 130V
148V 149V 126V
150V 129V
PS
Regulator
PI
124V PI
123V PS
TIAH TIAH
TX TX
MC MC PI Stern Tube PAL
No.2 No.1 MC
Flow Lubricating
Controller Oil Pumps
Drain (1m3/h x 3kg/cm2) CI 136V
CI
Collecting
Unit
(32 Mesh) (32 Mesh)
49V
122V
LAH
MC 121V
TIAH
Stern Tube PI LS
MC
151V
TX TI
158V
152V 50V
PI 161V
154V Stern Tube

Lubricating Oil
Internal Shaft Sump Tank
Bearing (1.5m3)
155V 156V 159V
To Oily Bilge Tank

2.8.3 STERN TUBE LUBRICATING OIL SYSTEM Two LO header tanks, the stern tube LO tank and the stern tube LO gravity Procedure for the Preparation of the Stern Tube Seal
tank are incorporated in the system, the position of these tanks determines and Lubricating Oil System using the Stern Tube Lubricating Oil
maintains the correct pressure in the system.
Stern Tube Seal Tank
Maker: Kobelco Eagle Marine Engineering Co Ltd During ballast conditions the stern tube LO tank is in service with the LO
The following procedure assumes that the vessel is in ballast and that the stern
Model: AX-800 (aft seal) pumps circulating oil through the stern tube before the oil returns to the LO
tube LO gravity tank is isolated.
Model: AX-670 (forward seal) tank and then back to the pump suctions. When the vessel is in the loaded
condition the pumps circulate oil through the stern tube before the oil returns
a) Ensure that all instrumentation valves are open.
to the LO gravity tank via valve L146V. The flow of lubricating oil to the
Stern Tube Lubricating Oil Pump stern tube LO gravity tank provides a greater head of pressure in the system to
b) Check the oil level in the stern tube sump tank and top up as
Maker: Taiko Kikai Industries Co Ltd compensate for the increase in draught.
necessary.
No. of sets: 2 Seals are provided at the outer and inner ends of the stern tube, these being
Type: Horizontal gear c) Ensure the stern tube LO supply pump suction filters are
designed to prevent the entry of water into the stern tube area and prevent oil
clean.
Model: NHG-1MT leaking out to sea or into the machinery space at the forward end of the stern
Capacity: 1.0m3/h at 3.0kg/cm2 and 1,200 rpm tube.
d) Set valves as shown in the following table:
Stern Tube Lubricating Oil Cooler The aft seal consists of three parts, the four rubber lip sealing rings, the metal
housing holding the sealing rings and a liner which rotates with the propeller Position Description Valve
Maker: Korea PHE Corporation
shaft. The after most sealing ring is No.1 seal ring and this faces outwards, as Closed Stern tube LO sump tank suction valve L161V
No. of sets: 1
does No.2 seal. Seal ring No.3 faces forward. An oil supply, from either the Open No.1 stern tube LO supply pump suction valve L121V
Type: Plate high or low seal system, (depending on the loaded condition of the ship) flows Open No.1 stern tube LO supply pump discharge valve L123V
Model: T4 MGS16/1 to the space between the two inner stern tube seals rings, No.2 and No.3. The Open No.2 stern tube LO supply pump suction valve L122V
Capacity: 2,000kcal/h oil return pipe from this seal chamber is directed back to either the LO header
Open No.2 stern tube LO supply pump discharge valve L124V
tank or the LO gravity tank. A natural oil circulation is set up when the shaft
turns thus oil flows through the seal space. The LO header tank is fitted with Closed Stern tube LO supply pump bypass valve L136V
Introduction a high and low level alarm. The stern tube LO gravity tank is fitted with a low Open Stern tube LO cooler inlet valve L126V
level alarm only. Open Stern tube LO cooler outlet valve L127V
Lubricating oil pressure in the stern tube can be controlled by an air control Closed Stern tube LO cooler bypass valve L128V
unit or the use of the stern tube gravity tank. The space between seal rings No.1 and 2 is filled with lubricating oil during
Closed Stern tube LO cooler vent valve
the commissioning stage and has no direct link to the piped lubricating/sealing
The stern tube provides a bearing support for the propeller shaft as it passes system. Closed Stern tube LO cooler drain valve
through the ship’s structure to the propeller. It is oil lubricated, and is sealed Closed Stern tube LO gravity tank isolation valve L137V
at both ends using lip type seals. The stern tube bearing lubricating system is Set Three-way valve L129V
independent of other systems. There are three lubricating systems for the stern Forward Seal Assembly
Closed Isolation valve L130V
tube, one for the bearing unit, one for the aft seal assembly and one for the
The forward seal consists of two sealing rings, both facing aft. The chamber Closed Drain valve L155V
forward seal assembly. All stern tube systems use the same lubricating oil.
between the seals is supplied with oil from a small header tank, approximately Closed Drain valve L156V
The stern tube assembly passes through a tank which is filled with water from 10 litre capacity situated on the aft bulkhead so that the normal oil level in Open Stern tube inlet valve L152V
the domestic fresh water system. This provides cooling to the bearings and the the tank is 300-500mm above the propeller shaft centre line. The header tank Open Stern tube inlet valve L154V
stern tube. is also fitted with a filling cap, a low level alarm and an oil sight glass for
minimum and maximum level indication. Three pipes connect the forward seal Open Stern tube outlet valve L148V
header tank to the forward seal chamber. The centre pipe leading down from Open Stern tube outlet valve L149V
The bearing area is lubricated by means of the stern tube LO pumps, with one
operating and the other on standby ready to start if the operating pump fails. the header tank provides a static head for the seal. The two pipes connected Open Stern tube LO tank return valve L133V
to the sides of the header tank form part of the circulating system set up when Closed Stern tube LO gravity tank return valve L146V
The duty stern tube LO pump pumps oil to the stern tube via an oil cooler the shaft is rotating. Closed Vent valve L140V
which is cooled by fresh water circulating in the low temperature FW cooling Open Stern tube LO tank outlet valve L131V
system (see section 2.5.2). A circulator is fitted between the two seals and forms a pumping action when
the propeller shaft rotates. The two pipes allow for ahead and astern rotation
of the shaft.

Illustration 2.8.3a Stern Tube Lubricating Oil System LAL Changeover
MC PI PI Valve PI PI
Key LS
From 7kg/cm2
Control Air Service
V2 V1
Lubricating Oil Stern Tube
Lubricating Oil PI Drain
Air 144V Gravity Tank
(0.1m3)
Domestic Fresh Water V4
141V PI
143V Changeover
Switch
All valves are prefixed 'L'
unless otherwise stated
Changeover
Valve
Loaded Water Level To Oily Bilge Tank
10.51m Changeover
PI
V5 Switch
LAL 137V
MC 140V V12
LAHL
LS From Fresh LS
MC 162V 165V
146V Water Hydrophore
V11 for Pipe Flushing
Stern Tube Stern Tube TI PI
Lubricating Oil Lubricating Oil 166V
Forward Seal Tank (0.1m3)
Stern Tube 127V
Tank PI
Ballast Water Level 133V 167V Lubricating
5.29m Oil Cooler
Stern Stern 128V
Tube Tube
Bearing Bearing To Oily Bilge Tank
Aft Forward TI PI
131V 130V
148V 149V 126V
150V 129V
PS
Regulator
PI
124V PI
123V PS
TIAH TIAH
TX TX
MC MC PI Stern Tube PAL
No.2 No.1 MC
Flow Lubricating
Controller Oil Pumps
Drain (1m3/h x 3kg/cm2) CI 136V
CI
Collecting
Unit
(32 Mesh) (32 Mesh)
49V
122V
LAH
MC 121V
TIAH
Stern Tube PI LS
MC
151V
TX TI
158V
152V 50V
PI 161V
154V Stern Tube

Lubricating Oil
Internal Shaft Sump Tank
Bearing (1.5m3)
155V 156V 159V
To Oily Bilge Tank

e) Start the duty stern tube LO pump and switch the other pump to Position Description Valve
standby.
Open Stern tube LO gravity tank inlet valve L144V
f) Take an oil sample for analysis from the sampling cock at Closed Stern tube LO gravity tank drain valve L143V
regular intervals. Closed Vent valve L140V
Closed Stern tube LO tank outlet valve L131V
Open Stern tube LO gravity tank overflow valve L141V
Procedure for the Preparation of the Stern Tube Seal
Lubricating Oil System for a Loaded Condition e) Ensure there is oil flow through the return sight glass 01SG.
The following procedure assumes that the stern tube system is in use. f) Take an oil sample for analysis from the sampling cock at
regular intervals.
a) Ensure that all instrumentation valves are open.
b) Check the oil level in the stern tube sump tank and top-up as Note: Company instructions with regards to changing over of the stern tube
necessary. LO system for different loaded conditions must be adhered to, in order to
prevent incorrect operation of the stern tube LO system and the possibility
c) Ensure the stern tube LO supply pump suction filters are of oil pollution and damage to the sealing system.
clean.
d) Set valves as shown in the following table: Air Control Unit
Position Description Valve An air control unit (ACU) supplies air, at a reduced pressure, to No.1 and No.2
chambers of the aft seal and also to the top of the stern tube lubricating oil tank.
Open Stern tube LO sump tank suction valve L161V
The air to the seal chambers is vented to sea and any change in the vessel’s
Open No.1 stern tube LO supply pump suction valve L121V draught is detected by the ACU. The ACU will then automatically adjust the air
Open No.1 stern tube LO supply pump discharge valve L123V pressure to the stern tube lubricating oil tank and this will increase or decrease
Open No.2 stern tube LO supply pump suction valve L122V the oil pressure to the stern tube to the optimum value. A relief valve fitted to
Open No.2 stern tube LO supply pump discharge valve L124V the stern tube lubricating oil tank is set at 2.3kg/cm2.
Closed Stern tube LO supply pump bypass valve L136V
Open Stern tube LO cooler inlet valve L126V
Open Stern tube LO cooler outlet valve L127V
Closed Stern tube LO cooler bypass valve L128V
Closed Stern tube LO cooler vent valve
Closed Stern tube LO cooler drain valve
Closed Stern tube LO gravity tank isolation valve L137V
Set Three-way valve L129V
Closed Stern tube LO tank isolation valve L130V
Closed Drain valve L155V
Closed Drain valve L156V
Open Stern tube inlet valve L152V
Open Stern tube inlet valve L154V
Open Stern tube outlet valve L148V
Open Stern tube outlet valve L149V
Closed Stern tube LO tank return valve L133V
Open Stern tube LO gravity tank return valve L146V

Illustration 2.8.4a Lubricating Oil Purifying Systems
To Shore Connections
Key
Lubricating Oil
16V 2V
1V All system valves are prefixed
'L' unless otherwise stated
Generator Engine
Main Lubricating Main Lubricating
Lubricating Oil
Oil Storage Tank Oil Settling Tank
Storage Tank
(39.3m3) (39.3m3)
(11m3) 73V 72V
71V TI PI TI PI
17V 3V 4V Main Lubricating Generator Engine

TI TI Lubricating
To Oily Bilge Tank Oil Purifier Heater
TX TX Oil Purifier Heater
To Oily Bilge Tank
TIAHL TI TIAHL TI
Generator Engine MC MC
To Main Lubricating
Oil Settling Tank 51V 49V
From No.1,2,3 33V
Cargo Oil Pump
LAHL Turbine Lubricating
20V Oil Sump Tank
46V
No.3 Lubricating Oil
LS
Sump Tank
23V 45V
Main
Lubricating Lubricating Generator Engine
Generator Engine Oil Transfer 48V 47V
Oil Purifier Lubricating Oil
PI PI PI
To Oily Pump Supply Pump Purifier Supply Pump
Bilge Tank (6m3/h x 3kg/cm2) (2.3m3/h x 3kg/cm2) (2.1m3/h x 3kg/cm2)
LAHL
19V CI CI CI
LS
Sump Tank (32 Mesh) (32 Mesh) (32 Mesh)
22V
PAL PI FI PAL PI FI
Generator Engine 31V 43V 78V

To Oily 37V 79V 42V 56V 55V
Bilge Tank 32V 41V
54V 57V
LAHL
18V 34V 53V
LS
Sump Tank Generator Engine
Main Lubricating
21V Lubricating Oil
Oil Purifier
Purifier
(2,300 Litres/Hour)
(2,100 Litres/Hour)
To Oily Bilge Tank
MS MS
5V 6V 82V LAH 83V
MC
LS
Vent Hole
Main Engine
Lubricating Oil Back Flushing To Oily Bilge Tank Sludge Tank
Sump Tank Chamber (10.5m3)
(30.3m3)

2.8.4 LUBRICATING OIL PURIFYING SYSTEMS WARNING With the time dependant programme cycle, it is important for high clarifying
efficiency and to avoid desludging losses that the separable solids content in
Care must be taken when operating the purifier system. Hot oil and
the product do not fluctuate widely. The UNITROL system provides two basic
Main Engine Lubricating Oil Purifier steam are present and can result in serious injury if leakage occurs.
monitoring systems.
Maker: Westfalia There is a fire risk from the presence of hot oil and all precautions must
be taken to prevent a fire and to deal with one should an outbreak occur. 1) Water content monitoring system (WMS)
No. of sets: 1 The extinguishing system must be checked frequently. 2) Sludge space monitoring system (SMS)
Model: OSD 18-91-067 design 10
Capacity: 2,300 litres/h CAUTION The illuminated Liquid Crystal Display (LCD) provides information about
Motor: 8.6kW at 3,600 rpm Centrifuges operate on an automatic sludging system but failure of the the operating and malfunction condition of the purifier and displays all the
Bowl speed: 10,000 rpm system to effectively discharge sludge can cause overload and subsequent relevant process data. In addition to the control cabinet the control system
Control panel: Simatic C7-623 breakdown of the bowl arrangement which rotates at high speed. After comprises all the complete line fittings incorporating electrical components
manual cleaning, care is needed to ensure that the bowl is assembled which are controlled or monitored by the control unit which include:
Separating temperature: 90°C
correctly, as incorrect assembly can result in disintegration at high • Dirty oil connection
Generator Engine Lubricating Oil Purifier rotational speed. All operating and maintenance precautions stipulated
by the manufacturer in the maintenance manual must be observed. • Water connection
Maker: Westfalia
• Operating water connection
No. of sets: 1
Model: OSD 18-91-067 design 10 Purifier Operation • Circuit and water discharge valve
Capacity: 2,300 litres/h • Water sensor
Liquid mixtures and solid/liquid mixtures can be separated by two methods,
Motor: 8.6kW at 3,600 rpm the gravity field of a settling tank or the centrifugal field of a purifier bowl. • Thermometer for monitoring the dirty oil temperature
Bowl speed: 10,000 rpm Both systems rely on the product components having different densities. • A klaxon for sounding an audible alarm
Control panel: Simatic C7-623 Since the centrifugal force of a purifier is considerably more effective than
Separating temperature: 90°C the gravity field of a settling tank it is usual practice to favour the centrifugal Software assignment for a each purifier is carried out in the factory using a
force method. The heated dirty oil enters the purifier and the centrifugal force password function. Any alterations to the set parameters should only be carried
Main Engine Lubricating Oil Purifier Feed Pump created by the rotating bowl causes the liquid mixture to separate into its out by a person authorised to make such changes.
different constituents within the disc stack.
Maker: Taiko Kikai Industries Co Ltd
No. of sets: 1 CAUTION
The solid particles suspended in the oil settle on the underside of the discs
Model: NHG-2. 5MT and slide down into the solid holding space. The smooth disc surfaces allow Centrifuges operate on an automatic sludging system, failure of the
the solids to slide down and provide self-cleaning of the discs. Being of the system to effectively discharge sludge can cause overload and subsequent
Capacity: 2.3m3/h at 3.0kg/cm2
self-cleaning type, the accumulation of solids within the holding space will be breakdown of the bowl arrangement which rotates at high speed. After
Generator Engine Lubricating Oil Purifier Feed Pump ejected at predetermined intervals depending on the quality of the oil. This is manual cleaning, care is needed to ensure that the bowl is assembled
achieved automatically by the control panel and a number of solenoid valves correctly, as incorrect assembly can result in disintegration at high
Maker: Taiko Kikai Industries Co Ltd
which will bypass the oil supply and open the bowl for a set period of time by rotational speed. All operating and maintenance precautions stipulated
No. of sets: 1 by the manufacturer in the maintenance manual must be observed.
the use of high pressure water.
Model: NHG-2MT
Capacity: 2.1m3/h at 3.0kg/cm2 The C7-623/P control unit is used for the automatic ejection control and The LO purifiers require compressed air and fresh water supplies for control and
condition monitoring of the LO purifier. The control unit has three modes of bowl operation/flushing. Supply systems for these are covered in the relevant
operation. control air system and fresh water sections, 2.10.3 and 2.14.1 respectively. The
Introduction purifiers, supply pumps and heaters are located in the purifier room.
1) Partial ejections
The purpose of the lubricating oil purifier is to remove water and solid particles 2) Total ejections Instrument air is supplied to the purifiers to control the supply of oil to the
from the lubricating oil to prevent damage being caused to the machinery the bowl and the automatic discharge facility. Domestic fresh water is supplied for
3) Preselected partial ejections followed by total ejection sealing and flushing purposes.
oil is supplying. There is one main engine LO purifier which may be used for
purifying the main engine sump tank, the main LO settling and storage tanks
and the stern tube LO sump tank. The generator engine LO purifier can be used The steam heaters maintain a constant temperature of 98ºC for optimum
on the main engine as well as the generator system. purification. From the heater the LO is pumped into the purifier. After
purification, the oil is discharged back to the selected tank or sump.

Key
Lubricating Oil
16V 2V
Generator Engine
Lubricating Oil
Storage Tank
(39.3m3) (39.3m3)
(11m3) 73V 72V
71V TI PI TI PI

TI TI Lubricating
To Oily Bilge Tank
TIAHL TI TIAHL TI
To Main Lubricating
From No.1,2,3 33V
Cargo Oil Pump
20V Oil Sump Tank
46V
LS
Sump Tank
23V 45V
Main
PI PI PI
LAHL
19V CI CI CI
LS
22V
PAL PI FI PAL PI FI

Bilge Tank 32V 41V
54V 57V
LAHL
18V 34V 53V
LS
Main Lubricating
21V Lubricating Oil
Oil Purifier
Purifier
(2,300 Litres/Hour)
(2,100 Litres/Hour)
To Oily Bilge Tank
MS MS
5V 6V 82V LAH 83V
MC
LS
Vent Hole
Main Engine
(30.3m3)

The Lubricating Oil Purifier System Position Description Valve d) Close the control air and operating water valves to the purifier
along with any other valves opened prior to start up.
Closed LO purifier discharge valve to main LO settling tank L56V
The main engine LO purifier takes suction via the LO feed pump from the
following systems: Open Main engine LO sump tank filling valve L54V e) Once the purifier has come to a complete stop the brake can be
Closed LO settling/storage tank run down valve L05V applied and preparations made for cleaning if required.
• Main LO settling tank
Closed Stern tube LO sump tank filling valve L07V
• Main LO storage tank The above description of the purifying operation has been related to the
• Main engine LO sump tank e) Ensure the purifier brake is off and that the purifier is free to operation of the main engine LO purifier. Should the generator engine LO
rotate. purifier be required, careful consideration to piping diagrams and valve
• Stern tube LO drain tank positions should be given before any operations are started.
f) Check the purifier gearbox oil level.
The generator engine LO purifier takes suction via the LO feed pump from the WARNING
following systems: g) Start the purifier feed pump. The three-way valve will ensure It is essential that the purifier manufacturer’s instructions regarding the
• Main LO settling tank the oil bypasses the purifier and returns to the main sump tank. stopping and dismantling of the purifier are followed exactly to avoid
• Main LO storage tank the risk of damage. Purifier bowls rotate at very high speed and any
h) Start the purifier and ensure that the bowl is up to speed before imbalance or loose connection can have serious consequences.
• Main engine LO sump tank continuing.
• Stern tube LO drain tank
i) Using the manual valves on the solenoid valves ensure the Procedure for Purifying Oil between the Main Engine Sump
• Generator engine LO sump tanks operating water opens and closes the bowl. Tank and the Main Lubricating Oil Settling Tank using the
• Generator engine LO storage tank Main Lubricating Oil Purifier
j) Switch on the control unit.
Lubricating oil can be purified between the main engine sump tank and the
Preparation for the Operation of the Purifying System k) Slowly open the steam supply and condensate return to the main main LO settling tank. The procedure for starting the purifier is the same
LO purifier heater. except for the setting of the valves as follows:
To purify lubricating oil to and from the main engine LO sump tank using the
main engine LO purifier and feed pump. l) Check that the automatic controller has taken control of the
system and is maintaining the oil at the correct temperature.
a) Record the level of oil in all the tanks associated with the Open Main engine LO sump tank purifier feed pump L06V
system. m) Once the LO temperature is above the minimum setting, start suction valve
the programme by pressing Program 1 soft key on the control Open LO purifier feed pump suction valve L43V
b) Open any control air and operating water valves to the purifier. panel. This will initiate a start sequence including a sludge and Closed Main LO storage/settling tank suction valve L79V
discharge test and operate the purifier in automatic mode. Once Closed Stern tube LO sump tank suction valve L08V
c) Ensure there is electrical power at the purifier control box. the purifier is running and no signs of abnormal vibrations are Open LO purifier feed pump discharge valve L46V
evident, all temperatures and pressures should be recorded and
d) Set the valves as shown in the following table: Open LO purifier heater inlet valve L51V
the levels of the tanks in use checked.
Closed In line isolation valve L48V
Position Description Valve Operational LO purifier three-way valve
Procedure to Stop the Purifier
Open Main engine LO sump tank purifier feed pump L06V Open LO purifier discharge valve to main LO settling tank L56V
suction valve a) Press the PROGRAM 0 key. Two total ejections will be Closed Main engine LO sump tank filling valve L54V
Open LO purifier feed pump suction valve L43V triggered, then stop the purifier manually by pressing the Stop
Closed Main LO storage/settling tank suction valve L79V pushbutton on the LGSP 4 panel. The LO will automatically
Closed Stern tube LO sump tank suction valve L08V recirculate through the three-way valve back to the main engine
Open LO purifier feed pump discharge valve L46V sump tank.
Open LO purifier heater inlet valve L51V
b) Regulate the steam to the heater and allow the oil to cool.
Operational LO purifier three-way valve c) The feed pumps will need to be stopped if they are running in
manual mode.

Key
Lubricating Oil
16V 2V
Generator Engine
Lubricating Oil
Storage Tank
(39.3m3) (39.3m3)
(11m3) 73V 72V
71V TI PI TI PI

TI TI Lubricating
To Oily Bilge Tank
TIAHL TI TIAHL TI
To Main Lubricating
From No.1,2,3 33V
Cargo Oil Pump
20V Oil Sump Tank
46V
LS
Sump Tank
23V 45V
Main
PI PI PI
LAHL
19V CI CI CI
LS
22V
PAL PI FI PAL PI FI

Bilge Tank 32V 41V
54V 57V
LAHL
18V 34V 53V
LS
Main Lubricating
21V Lubricating Oil
Oil Purifier
Purifier
(2,300 Litres/Hour)
(2,100 Litres/Hour)
To Oily Bilge Tank
MS MS
5V 6V 82V LAH 83V
MC
LS
Vent Hole
Main Engine
(30.3m3)

Procedure for Purifying the Diesel Generator Lubricating Oil
Sump Tanks
The running of the purifier is the same as before except for the following valve
settings.
The following valve settings assume the generator LO purifier and feed pump
will purify No.1 generator engine sump tank.

Open No.1 generator sump outlet valve L21V
Open LO purifier feed pump suction valve L42V
Closed Main engine LO sump tank suction valve L41V
Closed Main LO settling/storage tank suction valve L78V
Open LO purifier feed pump discharge valve L45V
Open LO purifier heater inlet valve L49V
Operational LO purifier three-way valve
Closed LO purifier discharge valve to main LO settling tank L55V
Closed LO purifier discharge valve to main LO sump tank L53V
Open LO purifier discharge valve to generator system L57V
Closed Generator engine LO storage tank outlet valve L17V
Closed No.3 generator sump inlet valve L20V
Closed No.2 generator sump inlet valve L19V
Open No.1 generator sump inlet valve L18V

Illustration 2.8.5a Lubricating Oil Filling and Transfer System
(Port) (Starboard) (Port) (Starboard)
Shore Connection Upper Deck Upper Deck Shore Connection
16V 2V 36V
Generator Engine 1V
Lubricating Oil Turbine Lubricating
Storage Tank Oil Storage Tank
(11m3) (3.7m3)
73V Main Lubricating Main Lubricating
Oil Storage Tank Oil Settling Tank 76V
(39.3m3) (39.3m3)
72V
To Oily Bilge Tank 17V 71V 10V
3V To Oily 4V
Generator Engine Bilge Tank
To Bilge Shore Connection To Oily Bilge Tank

No.3
Cargo Oil Pump
20V 13V
Oil Sump Tank
No.3 Lubricating Oil To Oil Purifying System
LS
Sump Tank
23V 33V 46V
To Oil Purifying System
Generator Engine
To Oily No.2 PI PI PI
45V
Bilge Tank Cargo Oil Pump
Turbine Lubricating Lubricating Oil Main Lubricating Oil Generator Engine
12V Transfer Pump Purifier Supply Lubricating Oil Purifier
Oil Sump Tank
(6m3/h x 3kg/cm2) Pump (2.3m3/h x 3kg/cm2) Supply Pump
LAHL
CI CI CI (2.1m3/h x 3kg/cm2)
19V
LS
22V
No.1
Cargo Oil Pump
Turbine Lubricating 11V
To Oily Oil Sump Tank 37V 79V 42V
Bilge Tank 32V 41V
LAHL
18V 9V 34V
LS
Sump Tank
21V
6V
8V 5V
No.2 Lubricating Oil No.1 Lubricating Oil
Daily Tank Daily Tank Key To Oily Bilge Tank
(0.1m3) (0.1m3) Vent Hole
Stern Tube Lubricating Oil
Lubricating Oil Main Lubricating Oil Back Flushing
75V 74V Sump Tank (30.3m3) All system valves are prefixed
Sump Tank Chamber
(1.5m3) 'L' unless otherwise stated
Drain Plug

2.8.5 LUBRICATING OIL FILLING AND TRANSFER All the storage and settling tanks can be filled from the LO bunker connections a) Check and record the level in all LO tanks.
SYSTEM on the port and starboard sides of the main deck. The generator and main
engine LO tanks use the same connection for filling so care must be taken b) Open the relevant tank filling valve.
when filling the tanks to ensure the correct oil is filling the correct tank. The
Lubricating Oil Transfer Pump
main engine cylinder oil storage tank and turbine LO tank have their own LO Description Valve
Maker: Taiko Kikai Industries Co Ltd bunker connections to prevent the risk of any cross contamination. Main LO settling tank L02V
No. of sets: 1 Main LO storage tank L01V
The LO transfer pump has a capacity of 6.0m3/h at 3.0kg/cm2 and is used to
Model: NHG-6MT Generator engine LO storage tank L16V
transfer LO from one part of the ship to another.
Type: Horizontal, motor driven gear
Capacity: 6.0m3/h at 3.0kg/cm2 The LO transfer pump can take suction from the following: Note: The cylinder oil storage and turbine oil storage tanks are not fitted with
Motor: 2.2kW at 1,155rpm • Main engine sump filling valves.
• Stern tube LO sump tank c) Connect the bunker hose ensuring that the connections are clean
Introduction • Generator engine sumps and that the gaskets are in good order.
Lubricating oil is stored in the following storage tanks, located in the engine • Generator engine LO storage tank d) Ensure the bunker connections not in use have blanks fitted and
room: • Main engine LO storage tank the valves closed to prevent accidental leakage.
• Main engine LO settling tank
Tank Volume 100% (m3) e) Open the bunker filling valve.
• Turbine LO storage tank
Main engine LO sump tank 30.3
f) Proceed with the bunkering operation and check that the oil is
Stern tube LO sump tank 1.5 The LO transfer pump discharges to the following: going to the correct tank.
Generator engine LO storage tank 11
• Main LO settling tank
Main LO storage tank 39.3 g) When the required quantity of oil has been loaded, close all the
Main LO settling tank 39.3 • Bilge shore connection valves.
Turbine LO storage tank 3.7
CAUTION h) Check and record the levels in all the LO tanks and record the
LO daily tank No. 1 0.1
Extreme care must be taken when transferring or purifying LO to amount of oil taken.
LO daily tank No. 2 0.1
ensure that main engine oil, generator diesel engine oil and turbine oil
Cylinder oil storage tank 52.4 do not become mixed or contaminated. The setting of all valves must be i) Record all oil transfers in the oil record book.
Cylinder oil measuring tank 1.0 checked prior to starting operations so that oil will only be pumped or
purified from the intended source and to the intended destination. All oil
Procedure for the Transfer of Lubricating Oil using the
The outlet valves from most of the LO tanks are remote quick-closing valves transfers must be record in the Oil Record Book.
with a collapsible bridge, which can be pneumatically operated from the fire Lubricating Oil Transfer Pump
control station. After being tripped, the valves must be reset manually and
locally. Each tank, except the LO daily tanks are fitted with self-closing test Procedure for Loading Lubricating Oil from a Shore Station, a) Check and record the level of oil in all the LO tanks.
cocks to test for water and to drain any water present. The drain lines from the Barge or Road Tanker
LO tank save-alls drain any liquid to the oily bilge tank. b) Check that all tank suction and filling valves are closed.
Preparation and operation procedures as described in section 2.7.1 Fuel Oil and
The main engine LO storage tank is used to store clean oil for the main engine Diesel Oil Bunkering and Transfer system should be followed. c) Ensure the LO transfer pump suction filter is clean.
and the stern tube system if required. The generator engine LO storage tank
is used to store clean oil for the generator engines. The main LO settling tank All grades of oil are loaded from the connections situated on the port and d) Open the suction valves from the relevant source:
is used to allow the contents of the sump of the main engine to be transferred starboard side of the vessel. The main engine and generator engine LO are
prior to being purified back to the sump or back to the settling tank. loaded using the same connection whilst the main engine cylinder oil and
turbine oil have separate connections. It is essential that the correct filling line
Heating coils are fitted to the main LO settling tank. is used for each grade of oil. The area around the filling connection must be
cleaned before the line blank is removed and the hose connected to prevent
contamination of the LO.

Illustration 2.8.5a Lubricating Oil Filling and Transfer System
(Port) (Starboard) (Port) (Starboard)
Shore Connection Upper Deck Upper Deck Shore Connection
16V 2V 36V
Generator Engine 1V
Lubricating Oil Turbine Lubricating
Storage Tank Oil Storage Tank
(11m3) (3.7m3)
73V Main Lubricating Main Lubricating
Oil Storage Tank Oil Settling Tank 76V
(39.3m3) (39.3m3)
72V
To Oily Bilge Tank 17V 71V 10V
3V To Oily 4V
Generator Engine Bilge Tank
To Bilge Shore Connection To Oily Bilge Tank

No.3
Cargo Oil Pump
20V 13V
Oil Sump Tank
No.3 Lubricating Oil To Oil Purifying System
LS
Sump Tank
23V 33V 46V
To Oil Purifying System
Generator Engine
To Oily No.2 PI PI PI
45V
Bilge Tank Cargo Oil Pump
Turbine Lubricating Lubricating Oil Main Lubricating Oil Generator Engine
12V Transfer Pump Purifier Supply Lubricating Oil Purifier
Oil Sump Tank
(6m3/h x 3kg/cm2) Pump (2.3m3/h x 3kg/cm2) Supply Pump
LAHL
CI CI CI (2.1m3/h x 3kg/cm2)
19V
LS
22V
No.1
Cargo Oil Pump
Turbine Lubricating 11V
To Oily Oil Sump Tank 37V 79V 42V
Bilge Tank 32V 41V
LAHL
18V 9V 34V
LS
Sump Tank
21V
6V
8V 5V
No.2 Lubricating Oil No.1 Lubricating Oil
Daily Tank Daily Tank Key To Oily Bilge Tank
(0.1m3) (0.1m3) Vent Hole
Stern Tube Lubricating Oil
Lubricating Oil Main Lubricating Oil Back Flushing
75V 74V Sump Tank (30.3m3) All system valves are prefixed
Sump Tank Chamber
(1.5m3) 'L' unless otherwise stated
Drain Plug

Procedure for the Transfer of Lubricating Oil by Gravity Turbine Lubricating Oil Storage Tank to the COPT Lubricating Oil
Description Valve Sumps
LO transfer pump suction valve from main engine sump tank and L31V Before any lubricating oil transfer operation is started it must be confirmed that
stern tube sump tank Description Valve
all valves associated with the LO transfer and filling system are closed.
LO transfer pump suction valve from generator LO system L32V Turbine LO storage tank outlet valve L10V
LO transfer pump suction valve from main engine settling/storage L34V No.1 COPT LO sump inlet valve L11V
Main Lubricating Oil Storage Tank to the Main Engine Lubricating Oil
tank Sump Tank No.2 COPT LO sump inlet valve L12V
Main LO storage tank suction valve L03V No.3 COPT LO sump inlet valve L13V
Main LO settling tank suction valve L04V Description Valve
LO transfer pump suction valve from turbine LO storage tank and L37V Main LO storage tank outlet valve L03V
COPT sump tanks Main engine LO sump tank filling valve L05V
No.1 COPT LO sump tank suction valve L11V
No.2 COPT LO sump tank suction valve L12V Main Lubricating Oil Settling Tank to the Main Engine Lubricating Oil
No.3 COPT LO sump tank suction valve L13V Sump Tank
Turbine LO storage tank suction valve L10V Description Valve
Generator engine LO storage tank suction valve L17V Main LO settling tank outlet valve L04V
No.1 diesel generator engine sump suction valve L21V Main engine LO sump tank filling valve L05V
No.2 diesel generator engine sump suction valve L22V
No.3 diesel generator engine sump suction valve L23V Main Lubricating Oil Storage Tank to the Stern Tube Lubricating Oil
Sump Tank
e) Open the discharge valves to the relevant source:
Description Valve
Description Valve Main LO storage tank outlet valve L03V
LO transfer pump discharge valve L33V Stern tube LO sump tank filling valve L07V
Main LO settling tank isolation valve L36V
Bilge/shore connection valve B40V Main Lubricating Oil Storage Tank to the Lubricating Oil Daily Tanks
Description Valve
A blind flange is fitted in the filling line for the main LO settling tank. Should
a situation arise where LO needs to be transferred to the main or generator LO Main LO storage tank outlet valve L03V
storage tanks then the blind flange must be removed. LO daily tank filling valve L09V
Before any LO transfer operations can proceed the LO bilge/shore connection Generator Engine Lubricating Oil Storage Tank to the Generator Engine
valves must be closed and the blanks securely fitted to prevent the risk of Sumps
accidental spillage.
Description Valve
f) Start the LO transfer pump. Generator engine LO storage tank outlet valve L17V
No.1 diesel generator engine LO sump L18V
g) Ensure that oil is being correctly transferred.
No.2 diesel generator engine LO sump L19V
h) When the required quantity of oil has been transferred, stop No.3 diesel generator engine LO sump L20V
the LO transfer pump and close all valves associated with the
transfer operation.
i) Check and record the levels in all LO tanks and record the
amount transferred.

2.9 Bilge Systems
2.9.1 Engine Room Bilge System and Bilge Separator
2.9.2 Bosun's Store and Chain Locker Bilge System
Illustrations
2.9.1a Engine Room Bilge System
2.9.2a Bosun's Store and Chain Locker Bilge System

Illustration 2.9.1a Engine Room Bilge System

Key
(Port) Bilge Shore (Starboard)
From 7kg/cm2 From 7kg/cm2
S Service S Nach Emulsion Connections To Sea Chests Sea Water
Air
42V Air A182V (20 Litre) Breaker
OLS S OLS (20 Litre) BG10V BG9V
To Sewage Plant Bilge
S
To Sea Water Service Fire and Deck Wash
41V Electric Heater To Incinerator
38V Waste Oil Air
S Control PI PI
Settling Tank
Panel All System Valves are Prefixed 'B'
70V From To Main Cargo Oil Pump
4kg/cm2 4kg/cm2 Lubricating Turbine Condenser
Bilge Oil Transfer
40V 20V
Alarm Pump To Foam/
(15ppm) 4kg/cm2 Fire Deck Wash
Separator Tank LS Floating Tank Mixing 33V 16V
Tank 37V 22V
65V 21V
15V 17V 18V

S 39V S10V S11V
S S PI PI PI No.1 No.2 PI 63V PI No.1 No.2 PI

P1 P2 Oily Main / Cargo Oil Self Priming Bilge,
Bilge Sludge Pump Turbine Fire and General
5 to 2kg/cm2 CI Pump Pump CI CI Condenser Cooling CI CI Service Pump CI
(5m3/h x (5m3/h x Sea Water Pump (240/200m3/h x 30/90mth)
3kg/cm2) 3.5kg/cm2) (870/1050m3/h x 23/9mth)
5V
64V
S61V S62V 3V 4V
36V 34V 32V 31V 6V
43V 73V 61V 62V
35V
From Fresh Water
S7V S8V
72V Hydrophore Unit 1V 2V
Emergency 7V
From From Bilge Suction
Sea Water Line Sludge Tank
8V
Aft Peak Tank

66V
47V
9V LAH
MC
LAH LAH LAH TIAH TIAH 46V 45V
MC
LS LS MC
LS LS MC
LS MC
TX TX MC LS
Main Engine Recess
Cooling Water Tank
(31.7m 3) Main Lubricating Forward LAH LAH Forward
Aft Bilge Well Bilge MC MC Bilge
Oily Bilge Tank (23.9m3) Oil Sump Tank
Well Well
Bilge Holding Tank (57.6m3) (Port) LS LS (Stbd)
Cofferdam
Sewage Plant Overflow 52V 56V 55V Main Engine Scavenge Air Box Drain Tank 54V 51V 84V 67V 57V Heavy Fuel Oil Lubricating Oil Coaming Drain
Main Engine Turbocharger and Air Conditioning Drai n Main Engine Fuel Oil Collection Chamber Control Pitch Propeller Hydraulic Oil Tank Drain High Low
Main Engine and Air Conditioning Chemical Drain Main Engine Stuffing Box Lubricating Oil Drain Stern Tube Lubricating Oil System Coaming Drain Sea Chest Sea Chest
Incinerator Waste Oil Tank Coaming Drain Main Engine Bed Plate Drain (Port) Inert Gas Generator Drain (Port) (Stbd)
Generator Engine Turbocharger Drain Main Engine Bed Plate Drain (Stbd) Inert Gas Generator Burner Drain 1V 3V 4V 2V
Engine Room Toilet Drain Feed Filter Tank Drain Incinerator Waste Oil Tank Overflow
Main Engine Lubricating Oil Cooler Coaming Drain Compressed Air Drain Chamber Drain Inspection Tank Overflow

2.9 BILGE SYSTEMS Introduction CAUTION
The overboard discharge is not to be used for discharging bilges unless
2.9.1 ENGINE ROOM BILGE SYSTEM AND BILGE The engine room bilges can be pumped out using the oily bilge pump, the fire under emergency conditions.
SEPARATOR bilge and general service pumps and No.1 and No.2 main sea water cooling
pumps. Under normal circumstances all bilges would be pumped through the
Bilge Fire and General Service Pumps oily water separator using the oily bilge pump. Oily Water Separator
Maker: Shin Shin Machinery Co Ltd The oily water separator which is located port aft on the third deck comprises
Type: Vertical centrifugal self priming The oily bilge pump can take suction from: three (3) vessels. The first is a mixing tank where the oily bilge water is mixed
Model: SVS200F • The 3 engine room bilge wells with a chemical designed to overcome the problem of natural surfactants (that
tend to cause emulsions in the oil), to aid separation.
No. of sets: 2 • The stern tube cooling water tank
Capacity: 240/200m3/h at 30/90 mth • The bilge holding tank From there the oily bilge flows to a floating chamber where an electric heater
Oily Bilge Pump • The sea water suction main warms the liquid up to 55°C to aid natural separation by increasing the difference
in the relative densities between the water and the oil. In this chamber there
Maker: Shin Shin Machinery Co Ltd • The cofferdam is a capacitance type oil level indicator. When the oil/water interface level
Type: 2 piston positive displacement reaches the lower probe a solenoid valve will open and discharge the oil to the
Model: P 102 Apart from the sea water suction all of the bilge pump suctions are connected oily bilge tank and when the oil/water interface level reaches the upper probe
to the bilge main. the solenoid valve will close.
No. of sets: 1
Capacity: 5m3/h at 3 kg/cm2 From there the liquid passes into the final chamber and over a coalescer filter
The oily bilge pump discharges to:
Sludge Pump which attracts small oil droplets and combine them into larger droplets which
• The oily water separator again rise to the top of the chamber where the oil discharge is also controlled
Maker: Shin Shin Machinery Co Ltd • The bilge holding tank by a capacitance probe opening and closing a solenoid valve.
Type: 2 piston positive displacement
• The shore connections on the port and starboard side.
Model: P 102 As the water leaves the final chamber, it passes over an oil content monitoring
No. of sets: 1 device. If the oil in water reaches 15ppm the discharge will change over from
In the event of a large in flow of water the fire and general service pumps and
overboard to discharge to the oily bilge tank. An audible alarm will sound.
Capacity: 5m3/h at 3.5 kg/cm2 No.1 or No.2 main sea water pump can be used. The fire and general service
pumps can discharge into the fire main, the sea water main, the aft peak tank or
Cooling Sea Water Pumps The oily water separator is automatic in operation and will continue to operate
overboard. The main sea water pumps discharge into the sea water main.
as long as there is an oily water feed into the unit.
Model: DB300VID1 WARNING
CAUTION
Type: Vertical centrifugal Under certain circumstances it could be possible to take oil from the bilge
The oily water separator is designed to separate oil from water, not water
No. of sets: 1 system and pump it into the fire main. In order to prevent this, care must
from oil. Therefore if the bilge water supply to the separator contains
be taken to line up the fire bilge and general service pumps correctly to
Capacity: 870/1,050m3/h at 23/9 mth excessive amounts of oil it will render the equipment useless and result
avoid this possibility. If a fire bilge and general service pump is used on
in unnecessary maintenance.
Oily Water Separator the bilge, lines must be flushed to ensure no residual oil remains.
Maker: Han Young Engineering Co. Ltd. The fire bilge and general service pumps are self-priming pumps and can take Note: The oily water separator may be stopped from the bridge emergency
Model: HYN05000-01 suction from: console.
No. of sets: 1 • The three (3) engine room bilge wells
Capacity: 5m3/h
• The stern tube cooling water tank
Dosage Pumps • The sea water suction main
Maker: Kemplon • The cofferdam (main engine recess)
Model: AXI-51-PRC-2
• The cofferdam (main engine LO sump tank top)
No. of sets: 2
• The aft peak tank
• A dedicated bilge direct suction in the port forward bilge well

Key
Air
S
38V Waste Oil Air
S Control PI PI
Settling Tank
Bilge Oil Transfer
40V 20V
Alarm Pump To Foam/
Tank 37V 22V
65V 21V
15V 17V 18V

S 39V S10V S11V

3kg/cm2) 3.5kg/cm2) (870/1050m3/h x 23/9mth)
5V
64V
S61V S62V 3V 4V
36V 34V 32V 31V 6V
43V 73V 61V 62V
35V
From Fresh Water
S7V S8V
Emergency 7V
8V
Aft Peak Tank

66V
47V
9V LAH
MC
MC
LS LS MC
LS LS MC
LS MC
TX TX MC LS
Main Engine Recess
Cooling Water Tank
Well Well
Cofferdam

Procedure for Pumping Oily Water from the Bilge Holding Procedure for Pumping Engine Room Bilges Using the Bilge Fire and General Service Pumps
Tank through the Oily Water Separator This procedure assumes No.2 bilge fire and general service pump is lined up
The engine room bilges will be normally pumped via the oily bilge pump for fire main duty, so No.1 pump is available for bilge duty and discharge is
Note: It is assumed that the oily water separator (OWS) is operational and through the OWS, in this case the operation is as for pumping out the bilge directly overboard.
full of water. holding tank. Open B35V the oily bilge pump suction valve from the bilge
main instead of B36V the oily bilge pump suction valve from the bilge holding
tank and the relevant bilge well valve.
a) Set the valves as per the following table: Note: Always ensure strainers are cleaned after use so they will be clean
when required.
Position Description Valve Procedure for Pumping Engine Room Bilges in the Event of a
Closed Oily bilge pump suction valve from the bilge B36V Large Volume Ingress of Water a) Set the valves as per the following table:
holding tank
Closed Oily bilge pump suction valve from the bilge B35V Both the bilge, fire and general service pumps and both main sea water cooling Position Description Valve
main water pumps, which are located forward of the main engine on the floor plates, Closed No.1 bilge, fire and GS pump bilge direct B5V
Closed Oily bilge pump suction valve from the sea B34V may be used in the case of the need to pump large volumes of water. suction valve
water system Closed No.1 bilge, fire and GS pump suction valve B3V
The bilge, fire and general service pumps can discharge to the following: from the bilge main
Closed Oily bilge pump discharge valve to the bilge B39V
holding tank • Foam, fire and deck wash line Closed No.1 bilge, fire and GS pump suction valve B35V
Closed Oily bilge pump discharge valve to bilge shore B37V • Overboard from the aft peak tank
connections Closed No.1 bilge, fire and GS pump suction valve B61V
• Bilge holding tank
Open Oily bilge pump discharge valve to the OWS B38V from the sea water crossover main
• Sea water services Closed No.1 bilge, fire and GS pump discharge valve B17V
Open OWS inlet line isolating valve
Open FW supply valve from FW system D72V • Aft peak tank to the fire main
Open OWS outlet line isolating valve Closed No.1 bilge, fire and GS pump discharge valve B66V
to the aft peak tank
Closed Manual discharge to bilge holding tank B41V The main sea water cooling pumps can discharge to the following:
Closed No.1 bilge, fire and GS pump discharge valve B64V
Open Overboard discharge valve B42V • Sea water cooling system to the bilge holding tank
Open Isolating valve from service air system A42V Closed No.1 bilge, fire and GS pump discharge valve S22V
Note: the use of any of these pumps could lead to oil contamination to other to the sea water main
b) Ensure the strainer on the oily bilge pump is clean. systems or oil discharge overboard so it is vital that bilge wells are kept as
Open Line isolating valve to the overboard line B21V
free from oil as possible and that any oil spillage into the bilges is cleaned
c) Ensure there is power to the OWS. up immediately. Open Overboard discharge valve B20V
d) Ensure there is a supply of FW available. b) Start No.1 bilge, fire and general service pump.
Using the Main Sea Water Cooling Pumps
e) Ensure there is supply of service air available. Under normal circumstances a sea water cooling pump will be running. To c) Open valve B5V.
pump bilges directly:
f) Open the oily bilge pump suction valve from the bilge holding d) Monitor the level in the bilge well and shut the pump down
tank B36V and start the pump. a) Open the bilge direct suction valve B6V. when there is a possibility of pumping oil from the well.
g) Monitor the level in the bilge holding tank and shut the pump b) For No.1 SW cooling pump open S61V, for No.2 SW cooling e) Determine the reason for the water ingress.
down when there is a possibility of pumping water with a higher pump open S62V. The valves S7V or S8V respectively are then
oil content. throttled to ensure suction from the bilge.
c) Determine the reason for the water ingress.

Key
Air
S
38V Waste Oil Air
S Control PI PI
Settling Tank
Bilge Oil Transfer
40V 20V
Alarm Pump To Foam/
Tank 37V 22V
65V 21V
15V 17V 18V

S 39V S10V S11V

3kg/cm2) 3.5kg/cm2) (870/1050m3/h x 23/9mth)
5V
64V
S61V S62V 3V 4V
36V 34V 32V 31V 6V
43V 73V 61V 62V
35V
From Fresh Water
S7V S8V
Emergency 7V
8V
Aft Peak Tank

66V
47V
9V LAH
MC
MC
LS LS MC
LS LS MC
LS MC
TX TX MC LS
Main Engine Recess
Cooling Water Tank
Well Well
Cofferdam

Procedure for Pumping Oil from the Oily Bilge Tank Ashore or
to the Waste Oil Incinerator
Note: All discharges from the oily bilge tank are to be recorded in the oil
record book
The sludge pump, which is located port aft on the floor plates takes suction
from the sludge tank and the oily bilge tank and can discharge to the waste oil
incinerator or the port and starboard bilge shore connections.
a) Set the valves as per the following table:

Closed Sludge pump suction valve from the oily bilge B32V
tank
Closed Sludge pump suction valve from the sludge B31V
tank
Open Sludge pump discharge valve B33V
Closed Line isolating valve to the bilge holding tank B65V
Closed Isolating valve from the oily bilge pump B37V
discharge
Closed Isolating valve to the incinerator waste oil
settling tank
Closed Isolating valve from LO transfer pump B40V
Open Bilge shore connection port or BG10V
Bilge shore connection starboard BG9V
b) Ensure the discharge hose is properly secured and the shore

station/barge is ready to receive the oil.
c) Post a crew member at the shore station and establish radio

communications with the engine room.
d) Ensure the suction strainer for the sludge pump is clean.
e) Open the sludge pump suction valve from the oily bilge tank
B32V.
f) Start the sludge pump.
g) Ensure there are no leaks from the hose connections.
Note: The pump may be stopped from the shore connection station.
To pump to the waste oil incinerator settling tank the valves at the shore station
BG10V and BG9V are shut and the pipe end blanked. The valve F299V is
opened.

Illustration 2.9.2a Bosun’s Store and Chain Locker Bilge System
From Fire Main

Focsle Deck
BG
BF
Chain Locker 06V
01V BG02V
BG06V
Upper Deck
Chain
Locker BG04V Chain BF
Key Locker 13V
Hydraulic
Bilge Power
Pack
Fire Main BF
Chain
Fore Peak BG03V 03V
Locker
Tank
BF
01V
From Fire Main
BG
01V

2.9.2 BOSUN’S STORE AND CHAIN LOCKER BILGE Procedure for Pumping the Chain Locker Bilges Procedure for Pumping the Bosun’s Store Bilges
SYSTEM
a) Check that the fire main is pressurised. a) Check that the fire main is pressurised.
Bilge Eductor for Bosun’s Store
b) Check that the suction strum boxes are clear and remove any b) Check that the suction strum boxes are clear and remove any
No. of sets: 1 debris if necessary. debris as necessary.
Introduction c) Open the overboard discharge valve BG06V. c) Open the overboard discharge valve BG06V.
An eductor is used for emptying the bilges in the chain locker and in the d) Open the chain locker bilge suction valves as required; BG04V d) Open the bosun’s store bilge suction valves as required, BG01V
bosun’s store. The chain locker and bosun’s store bilges are emptied using the for the port chain locker and BG03V for the starboard chain for the starboard side bilge well, BG02V for the port bilge
same eductor. The eductor is powered by sea water from the fire main and so it locker. well.
is essential that the fire main is pressurised in order to pump these bilges.
e) Open the driving sea water supply valve BF01V to the chain e) Open the driving sea water supply valve BF01V to the chain
Procedure for Supplying Sea Water to the Fire Main locker/bosun’s store eductor and check the discharge pipe to locker/bosun’s store eductor and check the discharge pipe to
ensure that the eductor is working. ensure that the eductor is working.
Either of the bilge, fire and GS pumps may be used for supplying water to the
fire main. f) When the first chain locker bilge is empty close the bilge suction f) When the first bilge well is empty close the bilge suction valve
valve and open the suction valve to the other bilge, if required. and open the suction valve to another bilge well, if required.
g) When both chain locker bilges are empty close the driving sea g) When the three bosun’s store bilge wells are empty close the
b) Ensure all the pressure gauge and instrumentation valves are water supply valve to the eductor and the second bilge well driving sea water supply valve to the eductor and the final bilge
open and that the instrumentation is reading correctly. suction valve. well suction valve.
c) Set the valves as required using the table below. The description h) Close the overboard discharge valve. h) Close the overboard discharge valve.
assumes that the sea water suction main is already operating
with the necessary sea chest sea water suction valve open. It is i) Check and clear the bilge strum box if necessary. i) Check and clear the bilge strum boxes if necessary.
assumed that No.2 bilge, fire and GS pump will be used:
Note: The strum box on any bilge suction should be checked and cleared
Position Description Valve after pumping the bilge in order to ensure that it will be clear for the next
Open No.2 bilge, fire and GS pump bilge main sea water B2V pumping. This is important as in the event of subsequent flooding the bilge
suction valve strum box may be inaccessible.
Closed No.2 bilge, fire and GS pump after peak suction valve V62V Other Deck Storage Spaces
Closed Overboard discharge line valve B16V Other storage areas on deck, such as the paint store, deck store and the cargo
Open No.1 bilge, fire and GS pump discharge valve to fire B18V gear locker have no fixed bilge system. Consequently, these spaces are fitted
main with an M24 drain plug which allows any flooding to be drained safely.
Any remaining bilge duties on deck would be undertaken using a portable air
Note: The sea water suction and the discharge valves to the fire main on the bilge,
diaphragm pump.
fire and GS pumps are normally open but it is important to check that this is so
before operating the pump.

2.10 Air Systems
2.10.1 Starting Air System
2.10.2 General Service Air System
2.10.3 Control Air System
Illustrations
2.10.1a Starting Air System
2.10.2a General Service Air System
2.10.3a Control Air System

Illustration 2.10.1a Starting Air System
To Safe Position
Outside Engine Room
in Casing
Set 33kg/cm2
Set 33kg/cm2 From Control Air To Air Bottle for

Reservoir Emergency To Air
Shut-Off Valves Whistle
From Service Air
Reservoir
No.2 Main Air Reservoir
PI (3m3 x 30kg/cm2)
60V
PI
Auxiliary Air Reservoir Set 7.7kg/cm2

(0.25m3x30kg/cm2) PS PS PI
41V 163V
30 to7kg/cm2
To General Service
19V 20V 21V 44V Air System
22V 34V 35V 36V
Set 33kg/cm2
To Compressed Air
Drain Chamber To Control From
Air System Control Air
No.1 Main Air Reservoir Dryer
PI (3m3 x 30kg/cm2)
PAL
MC
To Generator Engine
Marine Diesel Oil
PS
Flushing Pump Key
33V
Oil/
Air
Water
No.3 Generator Engine Separator
Bilges
Unless otherwise stated all
PAL
MC PIAL valves are prefixed 'A'
MC
To Compressed Air
PS Drain Chamber 2V 1V
S
PI PX
32V Main Air Compressors
PI
MC (90m3/h x 30 kg/cm2)
No.2 Generator Engine 23V PX
TIAH S S
PAL MC
MC No.2 No.1
TX
PS Sealing Air r
Scavenge Air Manifold To Economise
31V 116V Sootblowers
PIAL
MC
No.1 Generator Engine Main Engine
24V PX (Hyundai B&W 7S60ME-C)
Compressed
Air Drain
Exhaust Valve Spring Air
Chamber
To Oily Bilge Tank

2.10 AIR SYSTEMS Procedure for Filling the Starting Air Reservoirs and Supplying Position Description Valve
the Main and Generator Engines with Starting Air Closed Drain valve from exhaust column A60V
2.10.1 STARTING AIR SYSTEM Open No.1 compressor LT cooling water inlet valve W52V
The procedure below assumes both compressors are operational and filling
No.1 starting air reservoir which is supplying the services: No.2 reservoir is Open No.1 compressor LT cooling water outlet valve W55V
Main Air Compressors Open No.2 compressor LT cooling water inlet valve W53V
full and shut down.
Maker: Jonghap Tanabe Pneumatic Machinery Co. Ltd Open No.2 compressor LT cooling water outlet valve W56V
No. of sets: 2 a) Ensure that all pressure gauge and instrumentation valves are
open and that gauges and instruments are reading correctly.
Type: Two stage reciprocating fresh water cooled Note: The valves settings above assume that air for the service and control
Model: H-63 air systems comes from the service air reservoir and service air compressor.
b) Check the oil level in the compressors and that they are free to
If air for these systems is to be supplied by the main air reservoirs the inlet
Required coolant: 2.28 m3/h turn.
and outlet valves to one or both of the reducing valves will be open and the
Capacity: 90m3/h at 30kg/cm2 reducing valve system, must be operational.
Motor: 22kW at 1,800 rpm c) Check the compressor sumps for water. Ensure that the LT
cooling water is circulating through the compressors correctly.
e) Start one compressor on manually by turning the mode selection
d) Set up valves as in the following table: switch to the MANUAL position 2. Check that the compressor
Introduction unloader gear is functioning. Check the oil pressure and cooling
temperatures. Allow the compressor to complete one cycle and
The starting air system is supplied by two main starting air compressors which
Position Description Valve stop. When it stops, turn the compressor OFF and repeat this
provide air to the two 3m3 capacity main air reservoirs and the 0.25m3 auxiliary
procedure with the other compressor when the system pressure
air receiver. The compressed air is used to start the main engine and the three Open No.1 main compressor discharge valve A01V
has dropped. Use the main reservoir drain traps to lower the
auxiliary generator engines and to run the generator engine MDO flushing Open No.2 main compressor discharge valve A02V pressure if necessary.
pump. Air from the starting air system can also be directed to the service air Open No.1 main air reservoir inlet valve
system, the deck air system and the control air system via pressure reducing
Closed No.2 main air reservoir inlet valve f) Check that the compressor automatic drains are functioning
valves which feed the service air system and all its consumers.
Open No.1 reservoir outlet valve to generator engines correctly.
The compressors are each fitted with a safety valve after the second stage Closed No.2 reservoir outlet valve to generator engines
g) At the switch on the Local Group Starter Panel No.5 select the
compression. The compressors are water cooled from the auxiliary central Open No.1 reservoir outlet valve to the main engine lead and follow on compressor. The compressor will start and
cooling fresh water system and the bearings are lubricated by a gear pump Closed No.2 reservoir outlet valve to the main engine stop as required, controlled by pressure switches connected to
fitted at the end of the crankshaft. A high temperature sensor is located at
Open No.1 main air reservoir drain valves the inlet line to the reservoirs. The standby compressor will
the compressor outlet and this will trip the compressor if the air temperature
Open No.2 main air reservoir drain valves operate if the air pressure falls below a predetermined value
exceeds a predetermined limit.
Open Line valve to generator engines and auxiliary air A22V and will function if the duty air compressor fails or is unable to
Each compressor has an automatic unloader arrangement which operates reservoir maintain the reservoir pressure due to excessive air demand.
when the compressor starts and stops. This allows the compressors to start Open No.1 generator engine starting air master valve A31V
and stop off load thus reducing the loading on the electric drive motor and the h) Drain any liquid from the reservoirs.
Open No.2 generator engine starting air master valve A32V
compressor running gear. The compressors are started and stopped by pressure
Open No.3 generator engine starting air master valve A33V The duty compressor will operate and supply air to the reservoirs. Under
switches situated on the inlet line to the main reservoirs. The compressors may
be selected for manual starting and stopping by means of a selector switch Open Auxiliary reservoir inlet valve normal operating conditions only one reservoir would be in use at any time
located in the engine control room console. This switch also allows selection Open Auxiliary reservoir outlet valve but under certain circumstances both might be opened to ensure that adequate
of the lead and follow on compressors for automatic operation. air at the correct pressure is available to meet demand. The duty engineer
Closed Auxiliary reservoir drain valves
needs to assess the rate at which compressed air is being used; however, with a
Closed Generator line drain valves A24V controllable pitch propeller and the engine therefore not stopping and starting,
Starting air is supplied to the main and generator engines through separate lines
Operational Main engine starting air automatic valve consumption is not as high as with a conventional propeller and a reversible
from the main starting air reservoirs. An auxiliary air reservoir is provided for
use by the generator engines. Switches at the local group starter panel LGSP Closed Main engine starting air line drain valves A23V main engine.
No.5 enable the compressors to be manually started, stopped and placed in Closed Service air line reducing valve inlet valve A19V
Lead or Follow mode. Each compressor has a pressure switch connected to the Closed Service air line reducing valve inlet valve A34V
control system which allows for automatic start and stop. Closed Service air line reducing valve outlet valve A21V
Closed Service air line reducing valve outlet valve A36V

Illustration 2.10.1a Starting Air System
To Safe Position
Outside Engine Room
in Casing
Set 33kg/cm2
Set 33kg/cm2 From Control Air To Air Bottle for

Reservoir Emergency To Air
Shut-Off Valves Whistle
From Service Air
Reservoir
No.2 Main Air Reservoir
PI (3m3 x 30kg/cm2)
60V
PI
Auxiliary Air Reservoir Set 7.7kg/cm2

(0.25m3x30kg/cm2) PS PS PI
41V 163V
30 to7kg/cm2
To General Service
19V 20V 21V 44V Air System
22V 34V 35V 36V
Set 33kg/cm2
To Compressed Air
Drain Chamber To Control From
Air System Control Air
No.1 Main Air Reservoir Dryer
PI (3m3 x 30kg/cm2)
PAL
MC
To Generator Engine
Marine Diesel Oil
PS
Flushing Pump Key
33V
Oil/
Air
Water
No.3 Generator Engine Separator
Bilges
PAL
MC PIAL valves are prefixed 'A'
MC
To Compressed Air
PS Drain Chamber 2V 1V
S
PI PX
32V Main Air Compressors
PI
MC (90m3/h x 30 kg/cm2)
No.2 Generator Engine 23V PX
TIAH S S
PAL MC
MC No.2 No.1
TX
PS Sealing Air r
Scavenge Air Manifold To Economise
31V 116V Sootblowers
PIAL
MC
No.1 Generator Engine Main Engine
24V PX (Hyundai B&W 7S60ME-C)
Compressed
Air Drain
Exhaust Valve Spring Air
Chamber
To Oily Bilge Tank

Using the Starting Air/General Service Air Reducing Valves
As the service air system supplies the control air system, thereby supplying the
air to most of the control elements around the machinery spaces, the continuity
of supply of air to the service air system can be considered essential. Normally
the service air compressor will supply air to the service air system through
the service air reservoir at 7.0kg/cm2 (see section 2.10.2). Should the service
air compressor fail, the service air system can be supplied from the starting
air system through one or both 30-7.0kg/cm2 reducing valves. These reducing
valves and their inlet and outlet valves should be tested regularly to ensure that
they will operate when required.
The flow through a reducing valve varies with the load on the downstream
side of the reducer. As long as the downstream pressure remains at 7.0kg/cm2,
the valve will function normally whatever the load. Consideration should,
therefore, be given to leaving one of the reducing valves in permanent
operation to secure the supply of service air, and hence control air, should the
service air compressor supply fail.
Procedure to Operate the Starting Air/Service Air Reducing

Valves
The starting air system must be fully operational. It is assumed that the
reducing valves are both initially shut down:
a) Open the main starting air reservoir outlet valve to the reducing
valve system.
b) Open the reducing valve outlet valve(s), either A21V or A36V

or both.
c) Open the reducing valve inlet valve(s), either A19V or A34V or

both.
d) Ensure that the reducing valve(s) are operating correctly and

supplying air at the correct pressure to the service air system.
CAUTION
Always open the outlet valve from a pressure reducing valve first. This
avoids over pressurisation of the low pressure end of the valve.

Illustration 2.10.2a General Service Air System
To 3rd Deck To Safe Position

61V Outside Engine Room
To Floor Starboard in Casing
59V
To Purifier Room
58V
To Steering Gear Room
and Deck Service 56V To Soft Blast Cleaning of
To Deck Service Through 43V Main Engine Turbocharger
Pump Room 47V
Emergency
Set 7.7kg/cm2
Fire Pump 57V 159V
Sea Chest 6kg/cm2
158V T246V Steam
To Incinerator Purge Air

55V
PI
To Casing
54V Service Air Reservoir
To Boiler Atomising (2m3x7kg/cm2)
To Second Deck Starboard

53V
To Emergency Diesel To Exhaust Gas Economiser
Generator Room 52V Soot Release Dosing Unit
67V
To Fresh Water Hydrophore Unit
51V
To Bilge, Fire and General To Oily Bilge Separator
Service Pump Self Priming 158V To Compressed Air
Drain Chamber
To Floor Port To Low Sea Chest
50V 156V
To 3rd Deck Port 100
200
3000
100
200
3000
100
200
3000
49V
1000
1000 1000
PSI
PSI PSI
To High Sea Chest

To 2nd Deck Port 157V
(Near Local Fire Fighting System)
To Control
To 2nd Deck Port Service Air Compressor
83V Air System
38V (200m3/h x 7kg/cm2)
To CO2 Room
66V
To Workshop
46V
To Accommodation To Compressed Air
45V Drain Chamber Key
To Foam Room and Fire
Control Station Air
65V
Steam
Bilges
S
To 2nd Deck Aft
General/Fire Alarm Horn
180V valves are prefixed 'A'
S
To Floor Forward Starboard
General/Fire Alarm Horn
181V
From Main Air Start
Reservoirs
44V

2.10.2 GENERAL SERVICE AIR SYSTEM Procedure for Preparing the Service Air System for
Operation
Closed Air supply outlet valve 3rd deck port A49V
Service Air Compressor
This description assumes that air is being supplied by the service air compressor Closed Air supply outlet valve floor starboard A59V
Maker: Jonghap Tanabe Pneumatic Machinery Co. Ltd and not from the main starting air reservoirs. Closed Air supply outlet valve floor port A50V
No. of sets: 1 Closed Air supply outlet valve purifier room A58V
Type: Air cooled screw a) Ensure that all instrumentation valves are open and that the Closed Air supply outlet to fresh water hydrophore A51V
Model: TASK-1022G-A instrumentation is reading correctly.
Closed Air supply outlet valve to exhaust gas economiser A67V
Capacity: 200m3/h at a pressure of 7.0kg/cm2 soot release dosing unit
b) Check the oil level in the compressor. Check the cooler unit and
Motor: 23.5kW at 1,755 rpm the separator at the compressor for water. Open Air supply outlet CO2 room A66V
Closed Starting air reducer outlet valve A21V
c) Set the compressor valves for operation ensuring that the drains Closed Starting air reducer outlet valve A36V
Introduction are operational. Check that power is available at the unit. Closed Air supply outlet valve to low sea chest A156V
The service air system is supplied with air from the 2m3 service air reservoir. Closed Air supply outlet valve to high sea chest A157V
d) Set up valves as shown in the table below:
The service air compressor has a free air delivery of 200m3/h at a pressure Closed Air supply outlet valve to oily water separator A158V
of 7.0kg/cm2. The service air compressor is provided in package form
which contains the electric drive motor, the compressor, cooler and water Position Description Valve
separator together with the compressor system support services. The service Open Service air compressor outlet valve Note: Service air lines to the quick-closing valve bottle, economiser soot
air compressor discharges air to the service air reservoir. The compressor is Open Service air reservoir inlet valve release unit and fresh water hydrophore tank are direct without valves. Local
controlled by the pressure in the reservoir, loading and unloading as required. Closed Service air reservoir drain valves valves are fitted at each unit if required.
Open Service air reservoir outlet valve
The service air system can be supplied from the starting air system, through
Open Line valve to control air system A83V Note: In the table above the outlet valves to users in the machinery spaces are
one of the two reducing valves A20V or A35V. The service air system can be
Open Line valve from air start system A44V shown as closed and will be opened as required. Line valves are shown open
cross-connected to the control air system by valve A83V.
as are valves where there is a further isolation valve or solenoid in the line.
Open Air supply valve to emergency generator room A52V
The service air system supplies the following services: Closed Air supply valve to casing A54V
• Quick-closing valves on oil tanks via an air reservoir in the Closed Air supply valve to accommodation A45V Note: It may be advisable to place one of the starting air reducing valve
emergency shut-off device control box Open Air supply valve to boiler atomiser systems in operation to secure air supplies in the event of a failure of the
service air compressor.
• Deck services Open Air supply valve to incinerator burner A55V
• Engine room services Closed Air supply valve to turbocharger cleaning A43V e) Start the service air compressor by pressing the START
Open Air supply valve to bilge, fire and general service pushbutton on the main switchboard. Ensure that the LO
• Accommodation service pump air ejector pressure rises to above 5.0kg/cm2 after a few seconds.
• Fresh water hydrophore tank Open Air supply valve to bilge, fire and general service
• Boiler fuel atomising pump air ejector f) Check that the system drain traps are operational.
Closed Air supply outlet valve 2nd deck starboard A53V
• Incinerator purge g) Check that the compressor starts and stops automatically
Closed Air supply outlet valve 2nd deck port A38V
• Sea chests supplying air as required.
Open Air supply outlet valve to deck through pump A47V
• Turbocharger dry cleaning unit room
h) Drain the service air reservoir periodically. Test both supply
• Economiser Closed Air supply outlet valve in workshop A46V reducing valves periodically.
Closed Air supply outlet valve 3rd deck starboard A61V
• Hydraulic power pack engine starting
i) Ensure that remote user outlets are receiving air. Air valves
• Workshop and engine room distribution to user locations should be opened periodically to blow them
• Fire bilge and general service pump priming devices through in order to remove condensate and prevent seizure.
• Oily water separator

• Control air system

Illustration 2.10.3a Control Air System
To Safe Position
To Air Whistl e No.2 Control Air Dryer No.2 Control Air Dryer
Outside Engine Room
in Casing (100nm3/HFA) (100nm3/HFA)
Set 7.7kg/cm2
Key
Air
84V 85V 164V 112V
83V 111V
PI Bilges
Control Air Reservoir Unless otherwise stated all
(2m3x7kg/cm2) From Service
valves are prefixed 'A'
Air System
168V
166V
165V 167V
200
3000
200 200
From Start
To Stern Tube Lubricating Oil System
3000 3000
100
100 100
1000
1000 1000
PSI
PSI PSI
Air System 81V 113V 30V

To Compressed Ai r
Drain Chamber To Inert Gas System
Control Air Compressor 63V
To Pump Room Control
(200m3/h x 7kg/cm2) To No.1 Boiler Forced Draught Fan
160V
182V
To Vacuum Stripping System
161V To No.2 Boiler Forced Draught Fan
To Main Engine 183V
To Compressed Ai r 115V
Drain Chamber 62V
S To I.S Telephone
(In Pump Room
Entrance)
119V 156V 118V 117V 155V 154V S
To Fire Horn
To Tank Level Gauge To No.1 & 2 Heavy Fuel
121V Oil Purifier Unit
S
137V To I.S Telephone
To Boiler Fuel Oil Return 3 Way
To Main & Generator
Heavy Fuel/Diesel/Cargo Oil Valve 122V S
Engine Lubricating
To Inert Gas Topping Up 138V Oil Purifier Unit To CO2 Horn
Dump Valve 123V To Oily Bilge S
To Marine Diesel Oil
128V Separator Purifier Supply Unit To Gas Detection
To Generator Engine 139V
Fuel Oil Supply Unit 124V To Solenoid Valve for Oil To Main Engine Lubricating
129V Detecting on Inspection Tank Oil Discharge Filter
To Main Engine 140V
Fuel Oil Supply Unit To Oily Bilge Tank To Main Engine Lubricating
125V
130V Temperature Valve Oil Temperature Control Valve
To Boiler Fuel Oil 141V
To Economiser Steam 142V
Auto Filter 126V
131V Dump Valve To No.1 Boiler Feed
127V Water Control Valve
132V 148V
To Main Engine Jacket Fresh To No.2 Boiler Feed
Water Temperature Control Valve Water Control Valve F170V
143V 149V
To No.1 Boiler To Central Fresh Water Cooler To Economiser Sootblower
133V Burner Unit Temperature Control Valve 144V 150V Shut-Off Valve F169V
To No.2 Boiler To Cargo Oil Pump Turbine To 16/10kg/cm2 Steam
Burner Unit Condenser Level Control Valve Pressure Reducing Valve
134V 145V 151V
To No.1/2 Boiler Sootblower Oil Content To 16/6kg/cm2 Steam F168V
Operating Cabinet for
Shut-Off Valves Meter Pressure Reducing Valve Generator Engine Fuel Oil
135V 146V 152V
136V 147V 153V Inlet Isolating Valve

2.10.3 CONTROL AIR SYSTEM • Excess steam dump valve Position Description Valve
• Purifier module controls Open Isolation valve to No.1 boiler forced draught fan A182V
Control Air Compressor • Fuel system valves and filter flushing Open Isolation valve to No.3 boiler forced draught fan A183V
Maker: Jonghap Tanabe Pneumatic Machinery Co. Ltd • Cooling water temperature control valve Open Line isolating valve A62V
No. of sets: 1 Open Isolation valve to the IS telephone system in the
Type: Air cooled screw pump room
Note: It is essential that the control air is dried before entering the control
Model: TASK-1022G-A system as any moisture in the control air can cause problems at actuators or Open Isolation valve to the fire horn
Capacity: 200m3/h at a pressure of 7.0kg/cm2 other parts of the control system which could lead to failure. The air dryer is Open Isolation valve to IS telephone system
fitted with a bypass valve which is locked closed. Only in the event of failure Open Isolation valve to the CO2 horn
Air Dryer of the control air dryer should the dryer bypass valve be opened. Open Isolation valve to the gas detection system
Maker: Kyung Nam Dryer Co. Ltd Open Line isolating valve A154V
No. of sets: 2 Procedure for Preparing the Control Air System for Open Isolation valve to the No.1 boiler feed water control A148V
Type: Desiccant (heatless) activated alumina Operation valve
Model: KHDM-100 Open Isolation valve to the No.2 boiler feed water control A149V
a) Ensure that all instrumentation valves are open and that the valve
Capacity: 100m3/h free air
instrumentations are functioning correctly. Open Isolation valve to the economiser sootblower A150V
Operating pressure: 7.0kg/cm2
Dew point at pressure: -40°C Open Isolation valve to the 16/7kg/cm2 reducing valve A151V
b) Set up valves as shown in the following table.
Open Isolation valve to the 16/7kg/cm2 reducing valve A152V
Position Description Valve Closed Line drain valve A135V
Introduction Open Line isolating valve A155V
Open Inlet valve to the control air reservoir
Open Reservoir outlet valve to the control air system Open Isolation valve to the main engine FW temperature A143V
The control air system is supplied from a dedicated compressor and is cross-
Closed Control air reservoir drain valves control valve
connectable to the service air system. The air flows to the control air reservoir
and then to the control air dryers. Both the control and service air system may Closed Cross-connection from general service air system A83V Open Isolation valve to the central FW cooler temperature A144V
be supplied by the main starting air system via one of a pair of reducing valves control valve
Open Line valve to control air system A166V
which supply the service air system as described in section 2.10.1; the pressure Open Isolation valve to the COPT condenser level control A145V
Open Control air dryer No.1 inlet valve A111V
in the control air system is 7.0kg/cm2. valve
Open Control air dryer No.1 outlet valve A112V
Open Isolation valve to the oil content metering system A146V
The control air, from the control air reservoir, the service air reservoir or Closed Control air dryer No.1 bypass valve (locked A113V
Closed Line drain valve A147V
from the main air reservoirs via the reducing valves, is processed through a closed)
Open Line isolating valve A117V
desiccant type control air dryer and associated filters before supplying the Open Control air dryer No.2 inlet valve A84V
following control air services: Open Isolation valve to No.1 and 2 HFO purifiers A137V
Open Control air dryer No.2 outlet valve A85V
Open Isolation valve to the main engine and generator A138V
• Foam room ODME system Closed Control air dryer No.2 bypass valve (locked A168V
engine lubricating oil purifiers
• Main engine control and safety air closed)
Open Isolation valve to the MDO purifier A139V
Closed Cross-connection valve A167V
• Inert gas generator scrubber control system Open Isolation valve to the main engine lubricating oil A140V
Closed Air start system supply valve to control air dryer A81V
discharge filter
• Inert gas generator control and instrument air No.1
Open Isolation valve to the main engine lubricating oil A141V
• Boiler sootblower Closed Air start system supply valve to control air dryer A165V
temperature control valve
No.2
• Auxiliary boiler instrument air Closed Line drain valve A142V
Open Isolation valve to the air whistle A164V
• Tank level gauge system Open Line isolating valve A118V
Open Isolation valve to the pump room A160V
Open Isolation valve to the oily water separator A128V
• Generator engine cooling water shut-off valves Open Isolation valve to the vacuum stripping system A161V
Open Isolation valve to the solenoid valve on the oil A129V
• Oily water separator Open Isolation valve to the stern tube lubricating oil A30V
detection on the inspection tank
system
• Main engine lubricating oil control valve and filter flushing

Illustration 2.10.3a Control Air System
To Safe Position
To Air Whistl e No.2 Control Air Dryer No.2 Control Air Dryer
Outside Engine Room
in Casing (100nm3/HFA) (100nm3/HFA)
Set 7.7kg/cm2
Key
Air
84V 85V 164V 112V
83V 111V
PI Bilges
Control Air Reservoir Unless otherwise stated all
(2m3x7kg/cm2) From Service
valves are prefixed 'A'
Air System
168V
166V
165V 167V
200
3000
200 200
From Start
To Stern Tube Lubricating Oil System
3000 3000
100
100 100
1000
1000 1000
PSI
PSI PSI
Air System 81V 113V 30V

To Compressed Ai r
Drain Chamber To Inert Gas System
Control Air Compressor 63V
To Pump Room Control
(200m3/h x 7kg/cm2) To No.1 Boiler Forced Draught Fan
160V
182V
To Vacuum Stripping System
161V To No.2 Boiler Forced Draught Fan
To Main Engine 183V
To Compressed Ai r 115V
Drain Chamber 62V
S To I.S Telephone
(In Pump Room
Entrance)
119V 156V 118V 117V 155V 154V S
To Fire Horn
To Tank Level Gauge To No.1 & 2 Heavy Fuel
121V Oil Purifier Unit
S
137V To I.S Telephone
To Boiler Fuel Oil Return 3 Way
To Main & Generator
Heavy Fuel/Diesel/Cargo Oil Valve 122V S
Engine Lubricating
To Inert Gas Topping Up 138V Oil Purifier Unit To CO2 Horn
Dump Valve 123V To Oily Bilge S
To Marine Diesel Oil
128V Separator Purifier Supply Unit To Gas Detection
To Generator Engine 139V
Fuel Oil Supply Unit 124V To Solenoid Valve for Oil To Main Engine Lubricating
129V Detecting on Inspection Tank Oil Discharge Filter
To Main Engine 140V
Fuel Oil Supply Unit To Oily Bilge Tank To Main Engine Lubricating
125V
130V Temperature Valve Oil Temperature Control Valve
To Boiler Fuel Oil 141V
To Economiser Steam 142V
Auto Filter 126V
131V Dump Valve To No.1 Boiler Feed
127V Water Control Valve
132V 148V
To Main Engine Jacket Fresh To No.2 Boiler Feed
Water Temperature Control Valve Water Control Valve F170V
143V 149V
To No.1 Boiler To Central Fresh Water Cooler To Economiser Sootblower
133V Burner Unit Temperature Control Valve 144V 150V Shut-Off Valve F169V
To No.2 Boiler To Cargo Oil Pump Turbine To 16/10kg/cm2 Steam
Burner Unit Condenser Level Control Valve Pressure Reducing Valve
134V 145V 151V
To No.1/2 Boiler Sootblower Oil Content To 16/6kg/cm2 Steam F168V
Operating Cabinet for
Shut-Off Valves Meter Pressure Reducing Valve Generator Engine Fuel Oil
135V 146V 152V
136V 147V 153V Inlet Isolating Valve

Position Description Valve h) Check the operation of the control air system periodically and
ensure that the dryer is working effectively.
Open Isolation valve to the oily bilge tank temperature A130V
valve
Open Isolation valve to the economiser steam dump A131V
valve
Open Isolating valve to No.1 boiler burner unit A133V
Open Isolating valve to No.2 boiler burner unit A134V
Open Isolating valve to No.1 and 2 boiler sootblower A135V
shut-off valve
Open Isolating valve to the tank level gauging system A121V
Open Isolating valve to the boiler 3-way fuel oil return A122V
valve
Open Isolating valve to the inert gas topping up dump A123V
valve
Open Isolating valve to the generator engine fuel oil A124V
supply unit
Open Isolating valve to the main engine fuel oil supply A125V
unit
Open Isolating valve to the boiler fuel oil auto filter A126V
Open Isolating valve to the main engine A115V
c) Start the service air compressor by pressing the START

pushbutton on the main switchboard. Ensure that the LO
pressure rises to above 5.0kg/cm2 after a few seconds.
d) Check that the system drain traps are operational.
e) Check that the compressor starts and stops automatically

supplying air as required and that the air in the control air
reservoir is at the desired pressure.
f) Check that there is power at the control air dryer control panel.
Start the dryer operating and ensure that the dryer is functioning
correctly.
Note: Although valves are shown as open this is their normal operating
condition and they will be closed if the service is not being used. Drain valves
shown as closed will be opened as required to drain a header chamber.
g) Check that control air is available at all outlets as required.

2.11 Steering Gear System
Illustrations
2.11a Steering Gear Flow Lines
Illustration 2.11a Steering Gear Flow Lines
No.2 No.1
Cylinder Cylinder
Limit
Switches
No.4 No.3
Cylinder Cylinder
Emergency Emergency
Pushbutton IV-2 Pushbutton IV-1
Key
Hydraulic Oil
Filter
Pushbutton Pushbutton
Unloading Unloading
Device Device
Air Breather Air Breather

No.2 Oil Tank No.1 Oil Tank
No.2 Pump Oil Tank No.1 Pump

From From
Storage No.2 Storage No.1
Tank t Servo Tank t Servo
Pump Pump
No.2 Power Unit No.1 Power Unit

Torque Torque
Motor Motor
M M M M

2.11 STEERING GEAR SYSTEM The automatic isolation system operates to ensure that the hydraulic circuit operating but it will only supply its two hydraulic cylinders (No.1 and No.2).
in which the leakage has occurred is shut down or prevented from operating The available steering gear torque will be reduced to 50%.
and only the hydraulic circuit without the fault will operate. Each hydraulic
Steering Gear
tank has an oil level sensing unit which senses low level and low-low level; However, if the leak is in No.1 system, the oil level in No.1 tank will fall
Maker: Tong Myung Heavy Industries the oil level sensing unit is fitted in a chamber in the oil tank. The chamber is further as oil leaks out of the system. The low-low level alarm will be activated
No. of sets: 1 fitted with a drain valve which enables the oil level sensing unit chamber to be in No.1 tank and the automatic isolation control system de-energises the
drained thus activating the low level and low-low level alarms for testing. automatic isolating valve IV-1 (closing the valve) and stops No.1 pump; at
Type: FE21-288-T050
the same time the control system energises isolating valve IV-2 (opening the
Maximum torque: 2824kNm at 35° The steering gear is remotely controlled by the autopilot control or by hand valve) and starts No.2 pump. The system now runs with No.2 pump supplying
510kNm at 15° steering from the wheelhouse. Emergency control is carried out locally by its two associated cylinders (No.3 and No.4). No.1 system, in which the leak
Rudder turning angle: 35° means of pushbuttons mounted on the servomotor starter or directly on the has occurred is now isolated and the leak may be corrected, the steering
Mechanical rudder angle limit: 37° servomotor solenoids. All orders from the bridge to the steering compartment continuing with No.2 pump operating on its two associated cylinders with
Maximum working pressure: 23.5MPa are transmitted electrically. Steering gear feedback transmitters supply the only 50% of the full torque.
actual position signal for the systems. The rudder angle is limited to 35° port
Main pump type: LV-5180-410R10
or starboard by means of limit switches and mechanical stops are positioned at If No.2 pump is running when the low level alarm is activated the isolation
Servo pump type: YP15S-7D2H2-R 37° port and starboard. system operates in the same way as that described above except for the pump
numbering. If both pumps are running when a low level alarm is activated the
Introduction The variable flow pumps are operated by a control lever, which activates the systems are isolated and the system which then initiates a low-low level alarm
tilting lever of the pump cylinder, causing oil to be discharged to the hydraulic is shut down.
cylinders. When the tiller reaches the set angle, the tilting lever is restored to
The steering gear consists of two rams and four cylinders that are driven by
the neutral position, which causes the pump to cease discharging. No.1 pump
two electrically driven pumps. The pumps are of the variable displacement
motor is supplied with electrical power from the emergency switchboard and Procedure to Put the Steering Gear into Operation
axial piston type of swashplate design for closed circuit transmissions and are
No.2 pump motors from the main switchboard.
contained in separate oil tanks. The system valves are assumed set for normal operation.
Under normal circumstances at sea, all four hydraulic ram cylinders will be in
The steering gear is capable of operating as two totally isolated steering systems a) Check the level and condition of the oil in the tanks and refill
use with a single pump unit running. During normal operation of the steering
with each system having a single pump. Although the hydraulic systems are with the correct grade as required.
gear the isolation valves IV-1 and IV-2 must be OFF (de-energised) and the
normally linked, isolation valves are fitted which isolate the systems so that
pushbuttons for these valves must be FREE (released).
each pump will supply a different pair of cylinders. Each pump unit is capable b) Obtain permission from the bridge to move the rudder.
of putting the rudder through the working angle in the time specified by the
classification society. The steering gear system will normally operate with a Automatic Isolation System c) Ensure the rudder is in the mid position.
single pump working, the rudder turning time from 35o to 30o is 28 seconds
with one pump operating. When manoeuvring two pumps are used but when at The steering gear is provided with an isolation system which automatically d) Start the two electro-hydraulic pump units.
sea on passage one pump will normally be used. changes the steering gear operation to isolate a section of the hydraulic system
in the event of pipe or other failure. When starting the steering gear, a check e) Carry out pre-departure tests.
The steering gear is provided with an automatic isolation system which enables must be made to ensure that the automatic isolation system is operating.
the steering gear to be divided into two independent systems in the event of an Indicator lamps in the steering gear control panel and on the bridge indicate f) Check for any abnormal noises. Check for any leakages and
oil leak being detected. Both hydraulic systems are interconnected by means that the automatic isolation system is operating. rectify them if necessary.
of electrically operated isolating valves which, in normal operation, allow
both systems together to produce the torque necessary for moving the rudder, Each oil tank that is fitted has an oil level detecting unit which will initiate an g) Check the operating pressures.
even with one pump operating. In the event of a failure that causes a loss of alarm at low level and low-low level. In the event of a pipe failure or other
hydraulic fluid from one of the systems, the automatic isolation system closes defect which involves oil loss, the level in the oil tank falls and the low level h) Check the differential pressure indicator in the hydraulic oil
one of the isolating valves so that there are two independent systems, each alarm is activated; a visual and audible alarm is issued. Activation of the filters.
operated by a pump if both pumps are running but one system being powered low level alarm causes the automatic isolation system to operate, closing the
and the other isolated if one pump is running. automatic isolation valve associated with the tank which has activated the low Note: Although the steering gear system may be started and shut down from
level alarm (Valve IV-1 for No.1 tank or IV-2 for No.2 tank). the wheelhouse it is essential that the duty engineer witnesses a machinery
After a delay of 5 seconds (maximum) a visual and audible alarm is indicated start and shut down at least once per month in order to check for any abnormal
on the bridge and in the machinery space indicating that the steering gear If the leak is in No.2 system the oil level in No.1 tank will not drop any further conditions which may only be present during starting or shutdown.
automatic isolation system has operated to separate the two systems. as the leak has now been isolated in No.2 system; No.1 pump will remain

Illustration 2.11a Steering Gear Flow Lines
No.2 No.1
Cylinder Cylinder
Limit
Switches
No.4 No.3
Cylinder Cylinder
Emergency Emergency
Pushbutton IV-2 Pushbutton IV-1
Key
Hydraulic Oil
Filter
Pushbutton Pushbutton
Unloading Unloading
Device Device
Air Breather Air Breather

No.2 Oil Tank No.1 Oil Tank
No.2 Pump Oil Tank No.1 Pump

From From
Storage No.2 Storage No.1
Tank t Servo Tank t Servo
Pump Pump
No.2 Power Unit No.1 Power Unit

Torque Torque
Motor Motor
M M M M

Operating Procedures System Checks
Normal Operation from the Bridge Daily Checks
a) Start and stop the pumps from the control console. Both pumps
• Check the oil level in the oil tanks and refill as necessary;
must be started for manoeuvring.
the level should not exceed ¾ of the glass at normal working
temperature.
b) Switch the automatic isolation system to the AUTO position.
• Check the system pipework and valves for leakage.
c) When full away at sea in open waters shut down one pump and • Check the grease lubrication system and replenish the grease
operate the steering gear with one pump. Change the running pump units as required.
pump every 24 hours.
• Note the temperature of the oil in the hydraulic system.
Automatic Isolation System Alarm Condition • Visually check the components such as indicators and linkage
arms.
When the automatic isolation system alarm is activated:
• Check gauges for any abnormal readings.
a) Reduce the ship’s speed immediately to a maximum of 66% of • Check for abnormal noise when the rudder is moving.
normal full speed.
Monthly Checks
b) After a maximum period of 45 seconds the automatic isolation
system will automatically restore steering capability; see above
• Check the tightness of all coupling bolts and pipe connections.
for a description of the operation of the automatic isolation
system. • Check the settings of limit switches.
• Carry out a function test on the entire alarm system (see
c) The restored steering torque will only be 50% of the normal operating manual).
torque as two cylinders will not be operating.
• Check that the rudder indicator is functioning correctly.
d) When the automatic isolation system has restored steering the
engineer must take action to physically isolate the defective
Automatic Isolation System Checks
system and undertake a repair, if possible.
The functioning of the automatic system should be checked once each week
e) Repair the fault immediately if possible and return the automatic when it is convenient and safe to do so. Ideally this should be done as part of
isolation system to AUTO when the steering gear is back to the pre-departure checks.
normal operation.
For each power unit drain the oil level sensing unit chamber by opening the
drain valve. The low level alarm will be activated causing the pump systems
Emergency Steering to be isolated and then the low-low level alarm will shut down the pump on
that unit.
Emergency steering will be engaged if there is a failure of control from the
wheelhouse or if there is a serious leak of hydraulic fluid from the system. Restore the system to normal after the test and ensure that the oil level sensing
The procedures for emergency steering are further detailed in section 5.3 of unit chamber drain valves are properly closed.
this manual.

2.12 Electrical Power Generators
2.12.1 Diesel Generators
2.12.2 Emergency Generator
Illustration
2.12.1a Diesel Generator Local Control Panels
2.12.2a Emergency Generator Engine Local Start Panel

2.12 ELECTRICAL POWER GENERATORS The master starting air solenoid valve (relay valve) is activated when the start The fuel supply line between the HFO service tank and the inlets to each
signal is sent by the power management system for an automatic start or a generator engine is trace heated. Heated HFO is circulated around the fuel
2.12.1 DIESEL GENERATORS manual start is initiated. The master solenoid valve directs main starting air to system when an engine is on standby in order to maintain it in a ready
the starting motor. Start blocking is initiated if the turning gear is engaged, the condition for starting. At each engine fuel inlet there is a quick-closing valve
Maker: Hyundai Himsen prelubrication oil pressure is low, the engine start blocking selector switch is which is used to shut fuel off an engine should circumstances dictate. The
engaged, a stop signal to the engine is active or if the engine is running. A local release cabinet for the generator engine fuel supply quick-closing valves is
No. of sets: 3
manual/emergency start valve is located at the engine to allow for emergency located near the main starting air receivers.
Type: 7H21/32 operating of the air starting motor if necessary.
No. of cylinders: 7 The high pressure fuel injection pumps take suction from the fuel supply
Bore: 210mm rail. The injection pumps deliver the fuel oil under high pressure through
Turbocharger System
Stroke: 320mm the injection pipes to the injection valves. Cams on the camshaft operate the
The engine is fitted with an exhaust gas driven turbocharger. The turbocharger injection pumps.
Speed: 720 rpm draws air from the engine room via a suction filter and passes it through a
Capacity: 1,045kW charge air cooler, before supplying the individual cylinders. The fuel boost pump of the fuel preparation unit delivers more fuel than the
engine uses and the excess flows back to the fuel preparation unit via the
Turbocharger
Cooling Water System FO return pipe. This arrangement ensures that there is always sufficient fuel
Maker: ABB supplied to the engine no matter what the load and that the fuel rail is always
Type: Pulse charging type, un-cooled casing All cooling water requirements for the generators are provided by water from pressurised thus preventing gassing of the fuel injection pumps. The return line
the auxiliary central cooling fresh water system low temperature cooling is fitted with a pressure regulating valve.
Governor circuits.
Maker: Woodward The fuel preparation and supply system is described in section 2.6.2 (Generator
An engine driven pump circulates the jacket spaces and cylinder heads. Engine Fuel Oil Service System) of this machinery operating manual.
Type: UG8D The engines are kept warm when on standby by circulating the jacket water
Alternator through an electric preheater, which is used for all three generator engines.
The preheater has a two circulating pumps, one duty and one standby, which Lubricating Oil System
Maker: Hyundai operate whenever there is an engine on automatic standby. All running gear of each engine is force lubricated by an engine driven gear
Model: HFJ6 566-14K type pump. The pistons are also supplied with oil as a cooling medium. An
Capacity: 450V, 3 phase, 60Hz, 1,225kVA, 980kW, 1,571.6A The engine driven cooling water pump, discharges through the engine jackets electrically driven prelubrication pump is fitted to each engine in order to
and cylinder heads and then to a thermostatically operated three-way valve. If supply oil to the bearings and other running gear before the engine starts;
the temperature of the cooling water leaving the engine is below the normal when a diesel generator is selected for standby duty the prelubrication pump
Introduction operating temperature, the thermostatically controlled three-way valve operates continuously. This prelubrication oil supply reduces wear on the
will direct the cooling water back to the pump suction. When the cooling engine by ensuring that all bearing parts are adequately lubricated when the
There are three diesel generators, located aft on the engine room 3rd deck. The water outlet temperature reaches operating temperature, the thermostatically engine is started. The prelubrication pump runs continuously when the engine
diesel engines operate on the four-stroke cycle in the medium speed range, and controlled three-way valve will direct some of the jacket cooling water to the is on standby and cuts out when the engine has started and the engine driven
they supply electrical power for the ship. Each diesel generator set can produce central fresh water cooling system and the pump will take some of its suction LO pump is delivering the correct LO pressure.
980kW. from the central fresh water cooling system, thus maintaining a constant
temperature. The engine cooling system vents to the cooling fresh water The engine driven lubricating oil pump and the electrically driven prelubrication
The engines are of the unidirectional trunk piston type, have seven in-line expansion tank. pump both take suction from the engine sump; the engine driven LO pump
cylinders, are turbocharged, and are normally powered by the same HFO discharges through a cooler and duplex filter to the engine lubricating oil
which is supplied to the main engine. The charge air cooler and LO cooler are directly circulated with water from the supply rail. A pressure regulating valve on the engine driven pump discharge,
auxiliary central cooling fresh water system. relieves any excess pressure back to the sump, thus controlling the system
The diesel generators supply all of the ship’s electrical requirements at sea. supply pressure. The temperature is controlled by a three-way temperature
Under normal circumstances only one diesel generator is required at sea but control valve, which regulates how much of the oil passes through the cooler.
Fuel System
two are needed when manoeuvring. The turbocharger bearings are supplied with lubricating oil from the main
The engine fuel oil supply rail, under normal circumstances, is supplied from circuit.
the HFO service tank via a fuel preparation unit comprising the generator
Starting Air System
engine fuel oil supply pumps, fuel oil boost pumps, fuel oil heaters and a
The engine is started by means of a pneumatic starting motor, the drive pinion viscorator. The generator engines are designed to operate on HFO at all times
of which engages with the toothed rim on the engine flywheel. The air start and will remain with HFO circulating when in standby mode.
system is prevented from operating when the turning gear is engaged.

Illustration 2.12.1a Diesel Generator Local Control Panels
CONTROL ON ENGINE LOCAL REMOTE READY

SOURCE ON CONTROL CONTROL CONTROL TO START RUNNING
L.O C.F.W. SPEED OIL MIST

OVER SPEED LOW PRESS. HIGH PRESS. SENSOR FAIL HIGH DENSITY
STOPPING TRIP TRIP TRIP TRIP TRIP
JACKET C.F.W. INLET COOLER C.F.W. INLET CHARGING AIR PRESSURE

START F.O LEAKAGE TRIP CIRCUIT PRE. LUB. PRE. LUB.
EM’CY STOP TANK OIL P’P OIL INLET
FAILURE FAIL
HIGH LEVEL STARTER FAIL LOW LEVEL
L.O L.O L.O TACHO STARTING F.O

SUMP TANK SUMP TANK FILTER DIFF. FAILURE AIR INLET FILTER DIFF.
LOW LEVEL HIGH LEVEL PRESS. HIGH PRESS. LOW PRESS. HIGH
EM’CY STOP START STOP CONTROL POSITION

LOCAL LUB OIL PRESSURE LUB OIL BEFORE TURBOCH. FUEL OIL PRESSURE
ON ENG REMOTE
SOURCE
NO.1 PRE. LUB. OIL PUMP STARTER

STARTING BOX
SOURCE
START
RUNNING
STOP
MANU
SOURCE
AUTO
NOTICE MANUAL MANUAL BLOCKING EM’CY

AFTER COMPLETION OF SEQUENCE TEST START STOP (RESET) STOP
THE TEST SWITCH TO BE SET BACK IN
NORMAL POSITION
TEST
NORMAL

Procedure to Prepare a Diesel Generator for Starting n) Check that all fuel pump indices are at index ‘0’, when the b) Press the STOP pushbutton at the local panel or at the engine
regulating shaft is in the stop position. side control panel (the control selector switch must be set to
a) Set the engine to local control; the control panel selector LOCAL or ON ENG respectively).
switch may be selected for ON ENG, LOCAL and REMOTE o) Check that all fuel pump control linkages are free to move
starting. The generator engine local panels are situated aft of the full distance and return to their original stop positions when Under normal circumstances the diesel generators will be started and stopped
generator engines. released. by the power management system as explained in section 2.13.1 of this
machinery operating manual. For this situation the control selector switch
b) Set up the fuel oil service system as described in section 2.6.2. p) Switch the engine to REMOTE (AUTOMATIC) operation. must be turned to the REMOTE position.
c) Set up the auxiliary fresh water cooling system as in section The engine may be stopped manually by means of the stop solenoid built into
2.5.2.
Procedure to Start a Diesel Generator Engine Locally the speed governor or the solenoid valve controlling air supply to the fuel
injection pump pneumatic cylinders. In the latter case shutting off air to the
a) Ensure that the engine is ready for starting by completing the fuel injection pump pneumatic cylinders causes the fuel pumps to move to the
d) Ensure the jacket preheating unit is in operation. The control
procedure above. no fuel position; this fuel pump stop system is independent of the governor
panel is located on the preheating unit.
control. Operation of one or both of the above solenoids for 60 seconds will
b) At the local control panel select LOCAL and manually start the cause the engine to stop.
e) Check the level of oil in the sump and top up as necessary with
engine by pressing the START pushbutton. Allow the engine to
the correct grade of oil (see section 2.8.5).
run up to normal speed.
Emergency Stops
f) Switch the generator engine prelubricating oil pump to
c) Make a thorough check of the engine to ensure that there are The engine is automatically shut down in the event of:
AUTOMATIC operation and check that the lubricating oil
no leaks and the engine is running smoothly and firing on all
pressure builds up. The engine should be prelubricated at least • Low lubricating oil pressure.
cylinders.
2 minutes prior to start. The prelubricating oil pump controls are
located on the generator engine local panel. • Cooling water temperature high.
d) Check that the LO pressures and temperatures are normal.
• Overspeed.
g) Check the pressure before and after the LO filters at the local
e) Check that the pressure drop across the filters is normal. • Speed sensor failure of both the control and safety pick-ups.
panel on the engine by the ‘On Engine’ starter box.
• Operation of the manual Emergency Stop pushbutton.
f) Check that the FO pressure and temperature are normal.
h) Check the governor oil level.
The engine is fitted with a number of alarms for various systems such
g) Couple the generator to the switchboard. See section 2.13.2 as lubricating oil pressure and temperature, cooling water pressure and
i) Check the air pressure in the starting air receivers.
Main Switchboard and Generator Operation of this manual. temperature, charge air temperature, etc.
j) Turn the engine at least one complete revolution using the
h) Ensure that the engine temperatures and pressures remain
turning gear with the cylinder indicator cocks open. Remove
the turning gear.
within normal limits as the load is applied to the engine and the Engine Control
engine heats up.
The diesel generator starting and stopping is normally controlled by the power
k) Close the cylinder indicator cocks.
i) Check the exhaust gas temperatures for deviation from normal. management system. The remote control system allows for manual starting and
stopping and for selection of the standby unit at the switchboard in the engine
l) Vent the jacket cooling water space.
j) Check the exhaust gas for smoke. control room. See section 3.1.6 for operation via the Datachief C20 system.
If any part of the engine has been drained for overhaul or maintenance, check
k) Keep the charge air pressure and temperature under control. The engine may be started and stopped from the local control panel, situated
the level in the fresh water cooling expansion tank and refill with fresh water
aft of the generator engines, as described above.
if necessary.
Procedure to Manually Stop a Diesel Generator Engine It is also possible to start and stop the generator engines from starting boxes
m) Open the vent on the cooling water outlet line on the generator
located on the engine close to the governor. In order to allow for this the engine
air cooler, and close it again when all air has been expelled. a) Before stopping, run the engine off load for a few minutes for must be selected for ON ENG at the selector switch on the local control panel.
cooling down purposes. The engine is started by pressing the MANUAL START pushbutton at the
If maintenance work has been carried out on the engine, start the engine locally
starting box on the engine; the engine is stopped by pressing the MANUAL
as described below, prior to switching the engine to automatic operation.
STOP pushbutton at the starting box on the engine.

Illustration 2.12.2a Emergency Generator Engine Local Start Panel
LUB. LUB.
OIL PRESSURE OIL TEMP.
R.P.M / HOUR COUNTER bar °C
2 4 6 8 100
0 10 50 150
LUB. OIL F.W. TEMP
PRESS ALARM
ALARM
15
10 20 LUB. OIL F.W. LEVEL
TEMP ALARM
ALARM
5 25
F.W. TEMP OVER SPEED
SHUT DOWN
INJECTION
PIPE
LEAKAGE
0 x100 min-1
30
°C START RESET
FAILURE ALARM
LOCAL
STOP
80 100 REMOTE
40 120
START LAMP TEST
POWER ON
THE FIRE DAMPERS FOR ENGINE AIR INTAKE AND ENGINE COOLING
EXHAUST NORMALLY TO BE IN OPEN POSITION
Local Start Panel
Emergency Generator

2.12.2 EMERGENCY GENERATOR The emergency generator engine bearings are lubricated from an integral • Fuel injection pipe leakage - High
sump by means of an engine driven gear pump. The circulating lubricating oil
• Voltage failure - Low
Generating set make: Nordhavn is cooled in an oil cooler through which circulates cooling fresh water from
No. of sets: 1 the jacket cooling system. The level of oil in the engine sump is measured • Cooling water pressure - 0.5 bar
by means of a dipstick. Lubricating oil is circulated to all engine bearings • Start failure - After start attempt failure
Generating set model: GASC 12-06E
and to the turbocharger by means of the engine driven lubricating oil pump.
Engine make: Scania After flowing through the cooler the oil passes through the filter before being • Emergency generator not in Remote Control
Model: DC12 40A01T, 302kW supplied to the engine bearings. The sump level must be maintained at the
Type: Six cylinder, four-stroke, trunk piston, in-line. correct value at all times and if the level is low only the correct grade of oil The start and stop functions at local control are by means of the LOCAL/
turbocharged, battery or hydraulic start must be used to replenish the sump. REMOTE/STOP switch on the front of the local control panel; under remote
control the start and stop functions are by means of remote inputs to the control
Bore: 127mm system.
The engine is started by means of an electric starter motor which is supplied
Stroke: 154mm
with electrical power by storage batteries. These batteries are maintained under
Generator make: Stamford Newage constant charge so that they are always available to start the engine. The Uni- The engine can be started locally using the electric or hydraulic starter motor.
Generator model: HCM434E Trafo Technic battery charger is powered at all times and is provided with a For operation under remote control the engine is started automatically using
power failure alarm and the battery system has a low voltage alarm. When the the electric starter and the battery system must remain fully charged at all
Generator rating: 312.5 kVA; 250 kW
engine is started the electric starter motor engages with the toothed rim of the times. The engine should be started at least once a week and run up to full
Power factor: 0.8 load monthly. Whenever the engine has been started, the diesel oil tank must
engine flywheel, located at the generator end of the engine. When electrical
Speed: 1,800 rpm power is removed from the starter motor, when the engine speed reaches 400 be checked and refilled if the level has dropped below the 24 hour operation
rpm, the starter motor drive end automatically disengages from the flywheel. level. The cooling water level in the radiator and oil level in the sump must
also be checked each week. The battery system should be checked daily to
Introduction ensure that the batteries maintain a full charge ready for immediate starting of
A backup hydraulic starter is provided for emergency use should the electric
starter fail to start the emergency generator. A hydraulic starter motor, which the emergency generator if necessary.
The emergency diesel generator engine is a six cylinder, turbocharged, in- engages with the emergency starter wheel is powered by hydraulic pressure
line engine operating on the four stroke cycle. It is located in the emergency from the hydraulic accumulator. The emergency starter wheel is located at the The emergency generator has a local engine side control panel from which the
generator room situated on the upper deck, port side, at the base of the free end of the engine and so the emergency hydraulic starter system does not engine may be manually started and stopped if required. Normally the mode
funnel. interfere with the electric starter motor. (Both the electric starter and hydraulic selector switch at the panel is set to the AUTO position so that the engine will
starter are mounted on the engine at the same time although only one may be start automatically in the event of loss of electrical power. The engine side
The diesel generator engine is water cooled using fresh water which circulates used.) The hydraulic starter motor engages automatically when a start is ordered panel has the following instruments and switches:
in a closed system, the water being cooled by means of a radiator across and disengages when the starting valve is released after the engine fires. The • Tachometer/hour counter
which air is blown. Water is circulated by means of an engine driven pump hydraulic accumulator must be fully pressurised by means of the hand pump
and a thermostatic valve controls the cooling water temperature by regulating • Lubricating oil pressure gauge
located at the side of the engine. The operating pressure is 210 bar.
louvres which vary the air flow across the radiator. The cooling water system • Lubricating oil temperature gauge
level is maintained by adding fresh water to the cooling water expansion tank. A single exhaust gas turbocharger supplies combustion air to the engine.
A 500W electric preheater is fitted to maintain the engine at the required • Cooling water temperature gauge
Each cylinder head has air inlet and exhaust valves which are operated by
temperature to allow for immediate starting when necessary. The cooling the camshaft via push rods and rockers. The camshaft is driven from the • Lamp test pushbutton
water has 30% glycol antifreeze added, this liquid also contains a corrosion crankshaft.
inhibitor. The cooling water must be replenished with glycol if the antifreeze • Operating switch (LOCAL/REMOTE/STOP)
content falls below 30%. The engine is provided with a shut-off and alarm system. The fuel shut-off acts • START pushbutton
to stop the engine by preventing fuel injection. An automatic engine shutdown • RESET and alarm cut off pushbutton
Fuel is supplied to the emergency generator from the dedicated emergency system operates in the event of engine overspeed, the overspeed trip operating
generator fuel oil tank which is located in the emergency generator room. • Indicator lamps for:
if the speed rises to 1,980 rpm.
There must always be sufficient fuel oil in the emergency generator fuel tank Lubricating oil pressure alarm
for at least 24 hours running at full power. The outlet valve from the emergency The following alarms are fitted:
generator fuel oil tank is of the quick-closing type and is operated from outside Fresh water temperature alarm
of the emergency generator room by means of a pull wire. Valves from the • Cooling water level - Low
Lubricating oil temperature alarm
emergency generator fuel tank to the emergency generator engine are always • Lubricating oil pressure - 2.5 bar
open in order to ensure that the emergency generator is available for immediate Fresh water level alarm
start and running when required. • Lubricating oil temperature high - 120°C
Overspeed shut down alarm
• Cooling water temperature high - 95°C

Fuel oil injection pipe leakage alarm h) When the engine is running normally and the generator voltage d) Ensure that the fresh water cooling system is fully charged
and frequency are correct the generator may be connected to the and vented. The water level in the fresh water expansion tank
Start failure alarm - 3rd attempt failed
switchboard. must be checked and water added to the tank if necessary. The
preheater must be switched on.
The emergency generator is normally selected for AUTO operation and it will
i) Allow the engine to run for a period of time in order to enable all
start automatically in the event of loss of main electrical power via a signal
systems to reach operating temperature. Check the lubricating e) Ensure that the starter battery system is fully charged and that it
from the emergency switchboard. Three start attempts are available under
oil pressure and temperature. is able to supply electrical power to the starter motor.
AUTO control with a start failure alarm in the event of a failure to start.
j) Check the cooling water temperature and ensure that the heater f) Check the level of oil in the engine sump and replenish if
Note: The emergency generator heater switch at the emergency switchboard switches off when the engine operates. Check that the radiator necessary.
must always be in the ON position except when work is being undertaken on system operates correctly.
parts of the emergency generator system. The space heater must also be on. g) Turn the emergency generator engine side control panel selector
switch to the REMOTE position.
Procedure for Manual Stopping of the Emergency Generator
Procedure for Manual Starting of the Emergency Generator at
at the Local Control Panel h) The engine is now ready for automatic starting in the event of
the Local Control Panel
failure of the main electrical supply. The emergency generator
a) Check that the emergency generator has been disconnected will run up to speed and when the correct voltage and frequency
a) Check that there are no water, fuel or lubricating oil leaks and electrically from the emergency switchboard and that it is off are generated the control system will close the emergency
that the emergency generator set is available for starting. Ensure load. Allow the engine to run for about 5 minutes off load in generator breaker and power will be supplied to the emergency
that there is no restriction on the engine starting. order for it to cool down effectively. switchboard by the emergency generator.
b) Ensure that all instrumentation root valves are open and that b) Turn the engine side control panel selector switch to the
instruments are operating correctly. Ensure that the engine STOP position. The emergency generator will stop. After the Procedure for Manual Emergency Starting of the Emergency
control panel is supplied with electrical power. emergency generator has stopped the mode selector switch is to Generator at the Local Control Panel
be returned to the LOCAL or the REMOTE position depending
c) Ensure that the fuel system is fully primed and that the fuel upon the next mode of starting. If work is to be carried out on In an emergency when no electrical power is available from the battery system
filter has been cleaned; all of the valves from the fuel tank to the emergency generator the selector switch should remain in or the electric starter motor does not function, it is possible to use the hydraulic
the engine should be open. the STOP position. backup starter system for starting the emergency generator.
d) Ensure that the fresh water cooling system is fully charged c) When the engine has been stopped the fuel tank must be a) Ensure that the power source switch for the engine control panel
and vented. The water level in the fresh water expansion tank checked and, if necessary, replenished in order to ensure that is turned to the ON position and that the engine mode selector
must be checked and water added to the tank if necessary. The there is sufficient fuel for a minimum 24 hours operation at full switch is turned to LOCAL.
preheater must be switched on. load.
Note: In the event of complete electrical failure these will have no immediate
e) Ensure that the starter battery system is fully charged and that it
Procedure for Automatic Starting of the Emergency influence but when electrical power is available the control panel will
is able to supply electrical power to the starter motor.
function again.
Generator
f) Check the level of oil in the engine sump and replenish if
necessary. a) Check that there are no water, fuel or lubricating oil leaks and
b) Ensure that all instrumentation root valves are open and that
that the emergency generator set is available for starting.
instruments are operating correctly.
g) Turn the emergency generator engine side control panel selector
switch to the LOCAL position. At the engine side control panel b) Ensure that all instrumentation root valves are open and that
c) Ensure that the fuel system is fully primed and that the fuel
press the START pushbutton. The engine should turn over on instruments are operating correctly. Ensure that the engine
filter has been cleaned; all of the valves from the fuel tank to
the electric starter and should fire. When the engine fires the control panel is supplied with electrical power.
the engine should be open.
START pushbutton is released. The engine will start and the
governor will regulate the speed to the preset value. Check that c) Ensure that the fuel system is fully primed and that the fuel
d) Ensure that the fresh water cooling system is fully charged and
the engine starts and runs properly without excessive noise or filter has been cleaned; all of the valves from the fuel tank to
vented. The water level in the fresh water expansion tank must
vibration. the engine should be open.
be checked and water added to the tank if necessary.

e) Operate the hydraulic hand pump to charge the hydraulic
accumulator to an approximate pressure of 125 bar. The
hydraulic accumulator should normally be maintained above
110 bar and the hydraulic oil reservoir should always be
maintained at the correct level.
f) Ensure that the fuel linkage is in the correct position for

starting.
g) Open the hydraulic system starter valve; the engine will turn
over on the hydraulic starter. When the engine fires release the
hydraulic starter valve. The governor will control the engine to
the correct speed.
h) Check the engine oil pressure, cooling water pressure and rpm.
i) Operate the hydraulic starter hand pump in order to restore the

hydraulic accumulator to the normal operating pressure of 125
bar.

2.13 Electrical Systems
2.13.1 Electrical Equipment
2.13.2 Main Switchboard and Generator Operation
2.13.3 Emergency Switchboard and Generator Operation
2.13.4 Power Distribution
2.13.5 Shore Power
2.13.6 Main Alternators
2.13.7 Emergency Alternators
2.13.8 Preferential Tripping and Sequential Restarting
2.13.9 Uninterrupted Power Supply (UPS) and Battery System
2.13.10 Cathodic Protection System
Illustrations
2.13.1a Main Electrical Network
2.13.2a Generator and Synchronising Panels
2.13.3a Emergency Generator Panel
2.13.4a Main 440V Distribution
2.13.4b Main 440V Distribution Group Starter Panels
2.13.4c Local Group Starter Panels
2.13.4d Main 220V Distribution
2.13.2e Emergency Switchboard 440V and 220V Distribution
2.13.5a Shore Power Panel
2.13.8a Preferential Tripping
2.13.9a 24V DC Distribution Board and Battery Charger
2.13.9b Navigation and General Alarm Equipment UPS Distribution
2.13.10a Impressed Cathodic Protection System
2.13.10b MGPS System

Illustration 2.13.1a Main Electrical Network
No.1 440/230V
E/R 3 phase 200kVA
220V Feeder Transformer
No.2 440/230V
Panel 3 phase 200kVA Transformer Main Switchboard
No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising Panel Bus-Tie Panel No.1 Generator No.1 440V No.1 Group
Starter Panel Feeder Panel Panel Panel Panel Feeder Panel Starter Panel
Mechanical P-2M-10 P-1M-9
Interlock
P-DG-3 P-DG-2 P-SY-1 P-DG-1
G G G
No.3 Diesel No.2 Diesel No.1 Diesel

220V Consumers 440V 440V Consumers Generator Generator Generator 440V Consumers 440V
Group Starter 980kW 980kW 980kW Group Starter
Consumers 1,225kVA 1,225kVA 1,225kVA Consumers
(Essential Motors) (Essential Motors)
No.1 440/230V
Main/Emergency 3 phase 30kVA
Board Interconnector Emergency Transformer
No.2 440/230V
3 phase 30kVA
Emergency Transformer
Emergency Switchboard
Starter & Shore Bus Tie & Synchro Emergency 440V 220V
Panel Panel Generator Panel Feeder Panel Feeder Panel
P-EM-6 P-EM-7 P-EM-6A P-EM-7A

Mechanical
Interlock
Key
P-SY-1 P-EG-1
G Generator
Transformer
Air Circuit Breaker (ACB) 440V Consumers 220V Consumers

G
Emergency
Moulded Case Circuit Breaker (MCCB) Shore Generator
Power 250kW
Disconnector Switch
Note: MCCB for shore power is interlocked
with emergency generator and
Bolted Bus Link No.1, 2 and 3 main generators.

2.13 ELECTRICAL SYSTEMS Main Power Distribution System The galley and laundry 440V consumers are fed from distribution board G-
The main switchboard consists of: 1 via either No.1 or No.2 440/440V, 100kVA isolating transformers. No.1
2.13.1 ELECTRICAL EQUIPMENT transformer is fed from the main switchboard No.1 440V feeder panel (way
• Three generator panels P-1M-10) and No.2 transformer is fed from the main switchboard No.2
Generating Plant • The bus tie panel 440V feeder panel (way P-2M-11). The two 440V disconnection switches at
The electrical power generating plant consists of the following: distribution board G-1 are mechanically interlocked to prevent closure of both
• The synchronising panel switches simultaneously.
Diesel Generators • Two 440V feeder panels
The galley and laundry 220V consumers are fed from distribution board
No. of sets: 3 • Two group starter panels
G-2 via either No.1 or No.2 440/230V, 60kVA isolating transformers. No.1
Rating: 450V, 3 phase, 60Hz, 1,225kVA, 980kW, 1,571.6A • The engine room 220V feeder panel transformer is fed from the main switchboard No.1 440V feeder panel (way
Space heater: 220V AC, 315W, single phase P-1M-11) and No.2 transformer is fed from the main switchboard No.2
The main switchboard feeds the No.1 and No.2 main 440V group starter panels 440V feeder panel (way P-2M-12). The two 220V disconnection switches at
Emergency Diesel Generator (GSP) located either side of the main switchboard and the 440V local group distribution board G-2 are mechanically interlocked to prevent closure of both
starter panels (LGSP) located throughout the vessel. The main switchboard switches simultaneously.
No. of sets: 1 normally feeds the emergency switchboard, located in the emergency generator
Rating: 450V, 3 phase, 60Hz, 312.5kVA, 250kW, 400.9A room, via the main/emergency switchboard bus tie line. The switchboards are of dead front box frame construction without a bottom
Space heater: 220V AC, 250W, single phase plate and have hinged front panels that can be opened without disturbing the
The main switchboard bus is divided into two sections by a bus tie breaker. meters, lamps, etc, mounted on them.
Introduction WARNING Shore power can be provided to supply basic consumers (lighting, etc) when
If the bus tie breaker is open, it must not be closed while both halves of the ship is alongside for an extended period or when in refit/dry dock. The
The diesel generators are situated in the engine room, aft of the main engine shore connection box connects to the main/emergency switchboard bus tie line
the switchboard are alive. There are no synchronising facilities for this
on the 3rd deck level. The generators supply 440V at 60Hz to the main via a moulded case circuit breaker located at the emergency switchboard (see
breaker.
switchboard which is situated in the engine control room on the 2nd deck level section 2.13.5, Shore Power).
of the engine room.
The main engine room, machinery space, motors, pumps and fans etc. are fed
from the No.1 and No.2 main switchboard group starter panels and also from Emergency Power and Lighting Distribution System
The number of generators connected to the switchboard at one time depends
local group starter panels (LGSPs) throughout the ship. Other engine room
on the electrical consumer load of the ship at that time. The generators can The emergency switchboard consists of:
equipment, machinery space and deck 440V consumers are fed from the No.1
be manually run up and connected to the main switchboard as required but • The emergency generator panel
and No.2 440V feeder panels.
in normal operation, the power management system (PMS) automatically
controls the operation of the generators and major operational aspects of the • The bus tie and synchronising panel
The main 220V engine room consumers are fed from the engine room 220V
main switchboard. • The starter and shore power panel
feeder panel which is located on the end of the main switchboard adjacent to
the No.2 group starter panel. This section is fed from either No.1 or No.2 main • The 440V feeder panel
Only one diesel generator is ordinarily connected during normal sea going
440V feeder sections on the main 440V switchboard via either No.1 or No.2
conditions. Two generators are required when the vessel is manoeuvring or • The 220V feeder panel
440/230V, 200kVA main transformers. The 220V disconnection switches at the
working cargo due to the extra electrical load at these times.
feeder panel are mechanically interlocked to prevent closure of both switches
simultaneously. The emergency generator will start automatically in the event of a blackout
There is another smaller emergency generator in the emergency generator room and supply the emergency switchboard within 45 seconds if the standby
which is located on the port side of the upper deck. This generator is entirely generators have not successfully returned power back to the main switchboard.
The main 220V accommodation consumers are fed from the accommodation
self-supporting with its own dedicated fuel, cooling and starting equipment. The emergency switchboard supplies essential navigation and machinery
220V section board. This panel is fed from the engine room 220V feeder panel,
way P-1L-10. The section board is located in the air conditioning room on B equipment which require the security of a backed-up power supply.
The emergency generator has sufficient capacity to supply the auxiliaries
deck.
required to start a main diesel generator in the event of total power failure.
All three main generators can operate in parallel, but not with the emergency
The machinery space and accommodation main 220V lighting and other
generator.
auxiliary consumers are fed from distribution boards L1 - L7. L1 and L2
are fed from the engine room 220V feeder panel, L3, L4, L5 and L6 are fed
from the accommodation 220V section board and L7 is fed via a 440/230V,
25kVA transformer. The transformer is supplied from local group starter panel
LGSP-8.

The two steering gear motors are each fed from an independent circuit, the The main switchboard synchro panel is fitted with its own flush mounted Maker: Hyundai
No.2 motor is fed from the emergency switchboard 440V feeder panel, P-EM-1 Kongsberg MOS33 power management display unit which provides automatic Type: Drip-proof floor mounting (IP23)
and the No.1 motor is fed from the No.1 440V main switchboard feeder panel or manual control of the diesel generators as well as alarm monitoring.
Rating: 3ph, 120kVA
P-1M-26.
The main switchboard synchronising panel is equipped with dual frequency Primary voltage: 440V (No.1 440V main switchboard feeder panel
The emergency 220V consumers are fed from the emergency switchboard meters and dual voltmeters for comparing the output of the generator to the way P-1M-9 and No.2 440V main switchboard
220V section. This section is fed from the emergency switchboard 440V main busbar. A synchroscope and synchronising lamps are provided for manual feeder panel way P-2M-10)
feeder section via either No.1 or No.2 440/230V, 3 phase, 35kVA emergency paralleling operations. Generator status and general bus status (insulation Secondary voltage: 220V
transformers, ways P-EM-6 and P-EM-7. The two 220V disconnection alarms, etc) are displayed on group signal lamp units also mounted on the Frequency: 60Hz
switches at emergency switchboard 220V section are mechanically interlocked synchronising panel. Insulation class: B
to prevent closure of both switches simultaneously.
Cooling: Natural air
General
Emergency 220V lighting is provided via emergency lighting distribution
boards E-1 and E-2. These are fed from the emergency switchboard 220V The group starter and distribution boards are provided in suitable positions to Emergency Transformer
feeder panel (ways P-EL-1 and P-EL-2). supply the normal power supplies to heating, ventilation, lighting, machinery,
communication and navigation equipment throughout the ship. Each 440V The emergency 220V consumers are fed from the emergency switchboard
and 220V distribution circuit is protected against overcurrent and short circuit 220V feeder panel. This is fed from the emergency switchboard 440V feeder
A 220V engine room distribution panel A-1 supplies machinery space
current by a Moulded Case Circuit Breaker (MCCB). These are fitted on the panel via either No.1 or No.2 35kVA emergency transformer. The emergency
equipment such as control air dryers and gas leakage detector panels. The
switchboard or panel board with inverse time overcurrent trip, instantaneous transformers are located in the emergency generator room on the port side of
panel is fed from the main switchboard 220V feeder panel, way P-1L-3 and is
magnetic trip and short circuit current interruption features. the upper deck.
located on the port side of the engine room 3rd deck.
The following supply systems are each provided with monitoring equipment Maker: Hyundai
A 220V navigation panel N-1 supplies wheelhouse navigation and
communication equipment. The panel has dual feeds with automatic for continuously monitoring the insulation level to earth, giving an audible Type: Drip-proof floor mounting (IP23)
changeover in the event of loss of normal supply. Normal supply is from the and visual indication of an abnormally low insulation level. These alarms are Rating: 3ph, 35kVA
main switchboard 220V feeder panel (way P-1L-4) with an emergency back- raised via the main switchboard group signal lamp unit and the vessel’s alarm Primary voltage: 440V (emergency switchboard 440V feeder panel
up supply from the emergency switchboard 220V feeder panel (way P-EL-03). monitoring and control system. ways P-EM-6 and P-EM-7)
The panel is located in the wheelhouse on the aft bulkhead. • Main switchboard 440V network Secondary voltage: 220V
A general service 24V DC battery charging distribution board supplies the • Main switchboard 220V network Frequency: 60Hz
wheelhouse console, the engine control room console and other essential • Emergency switchboard 440V network Insulation class: B
equipment and low voltage services. There are two battery chargers, No.1 is Cooling: Natural air
• Emergency switchboard 220V network
fed from the 220V navigation panel N-1, way P-N1-16 and No.2 is fed from
the emergency switchboard 220V section, way P-EL-19 (see section 2.13.9). • Lighting distribution board L-7
Forward Transformer
• Galley 440V distribution board G-1 The lighting distribution board L-7 is fed from the 440V local group starter
An engine room 24V DC distribution board supplies essential machinery
space equipment such as the main engine control system and the main engine • Galley 220V distribution board G-2 panel LGSP-8 via a 3 phase 25kVA transformer. The transformer is located in
safety system. The distribution board is supplied from the general service 24V the bosun’s store forward.
• The 24V DC battery charging board system.
DC battery charging distribution board. For further information see section
2.13.9. Maker: Hyundai
Type: Drip-proof floor mounting (IP23)
The emergency power distribution network is shown in illustration 2.13.4d. No.1 and No.2 Main Transformers (Engine Room)
Rating: 3ph, 25kVA
The engine room 220V consumers are fed from the main switchboard 220V Primary voltage: 440V (local group starter panel LGSP-8 way P-LS8-
Main Switchboard Monitoring feeder panel. This section is fed from either No.1 or No.2 main 440V feeder 1)
section on the main 440V switchboard via either No.1 or No.2 200kVA main
The main switchboard generator panels are equipped with an ammeter and Secondary voltage: 220V
transformer. Both transformers are located on the port side aft of the engine
voltmeter to measure the output of the generator. The Air Circuit Breaker control room on the 2nd deck. Frequency: 60Hz
(ACB), reverse power relay and overcurrent relay are provided for generator Insulation class: B
protection. Cooling: Natural air

440V Galley and Laundry Transformer 440V Starters The system also controls the following:
The 440V galley and laundry equipment is fed from the galley distribution The starters are generally fitted in the main switchboard group starter panels • The number of running generators in accordance with the ship’s
board G-1. This is fed from the either No.1 or No.2 440/440, 100kVA isolating (GSP) or local group starter panels (LGSP). Important duplicated equipment power demand.
transformer. The transformers are located on the starboard side aft of the starters are split between No.1 and No.2 main switchboard group starter
engine room 2nd deck. • Automatic blackout restart and connection of generators.
panels. Interlocked door isolators are provided for all starters. On the group
starter boards, this switch is the moulded case circuit breaker which functions • The blocking of the ballast pump motors until the number of
Maker: Hyundai as both isolator and overcurrent protection for the motor circuit. The two running generators is sufficient to supply the motor start current
Type: Drip-proof floor mounting (IP23) ballast pumps are started via auto-transformers. Restarting of the ballast pumps and ship’s power demand. In this case, the standby generator is
Rating: 3ph, 100kVA is inhibited for 20 minutes to prevent overheating and possible damage to the started and synchronised automatically.
auto transformers. Each of the pumps has a indicator lamp on its starter panel • Frequency; automatic frequency control ensures the supply
Primary voltage: 440V (No.1 440V main switchboard feeder panel
to indicate that a cooling down start block is in operation. frequency remains at 60Hz independent of load.
way P-1M-10 and No.2 440V main switchboard
feeder panel way P-2M-11)
Secondary voltage: 440V Sequential Restarting The system ensures that the requirements for the ship’s unmanned machinery
space (UMS) operation are met.
Frequency: 60Hz Essential service motors, which were in service before a blackout, are started
Insulation class: B automatically on recovery of the main bus voltage. These motors will start
according to the predetermined restarting sequence. Motors that were selected The PMS is equipped with an alarm output which is connected to the alarm
Cooling: Natural air and monitoring system. The alarm will be activated at the engine control room
for duty before the blackout are automatically returned to duty after the
blackout. Similarly, motors selected for standby are automatically returned to operator station in the event of one of the following occurring:
220V Galley and Laundry Transformer standby (See section 2.13.8). • Diesel generator failure
The 220V galley and laundry equipment is fed from the galley distribution • Reverse power trip
board G-2. This is fed from the either No.1 or No.2 440/230, 60kVA isolating Preferential Tripping
• Overcurrent trip
transformer. The transformers are located on the starboard side aft of the Non-essential loads are interrupted automatically, in the case of overcurrent of
engine room 2nd deck. • Busbar voltage low/high alarm
any one of the main diesel generators, to prevent the more serious tripping of
the generators (See section 2.13.8). • Busbar frequency low/high alarm
Maker: Hyundai
• Circuit breaker non-close/ synchronisation fail
Type: Drip-proof floor mounting (IP23) The Power Management System (PMS) • Preferential trip
Rating: 3ph, 60kVA
Maker: Kongsberg • Standby start
Primary voltage: 440V No.1 440V main switchboard feeder panel
Type: Datachief C-20
way P-1M-11 and No.2 440V main switchboard • PMS power failure
feeder panel way P-2M-12)
• PMS system failure
Secondary voltage: 220V The main switchboard and generators can be controlled in one of three ways:
Frequency: 60Hz • Manually, from the main switchboard
Insulation class: H • Semi-automatically, from the main switchboard
Cooling: Natural air
• Automatically, via the PMS
Motors The system has various functions to ensure the continuous supply of the ship’s
The ship’s 440V motors are in general of the standard frame, squirrel cage electrical systems.
induction type designed for AC 440V three phase 60Hz. The exceptions are
the motors for domestic service and small capacity motors of 0.4kW or less, The PMS automatically controls the diesel generators for efficient operation.
some of these motors may be single phase 220V 60Hz operation. Where Automatic starting, synchronising and load sharing is provided for the ship’s
continuously rated motors are used, the overload setting ensures the motor generator sets. The system automatically equalises the generator frequency
trips at 100% of its full load current. The motors in the engine room are of the with busbar frequency and energises the generator’s ACB to connect the two
totally enclosed fan cooled type. Standby motors will start when zero voltage circuits at the moment when the phases coincide (synchronising). Automatic
is detected on the in-service motor or when the process pressure is low. load sharing then ensures that each generator is equally loaded.

Illustration 2.13.2a Generator and Synchronising Panels
No.1 DIESEL GENERATOR PANEL Synchronising Panel Key
SYNCHRO PANEL
AC450V 3PH 60Hz 1225kVA
VV: Dual Voltmeter

SY: Synchroscope
FF: Dual Frequency Meter
TL: Synchronising Lamps
MOS: Kongsberg MOS
RL 5 7 9 11 13 15 17 19 21 RL 141 143 LT: Lamp Test Pushbutton
6 8 10 12 14 16 18 20 22 142 144 AR: Alarm Reset Pushbutton
BCS: ACB Control Switch
A W V GCS: Governor Control Switch
Generator Panel Key
TL FVS-2: Frequency and Voltmeter Selection Switch
A: Ammeter VV FF SY TL TL SYS-2: Synchroscope Selection Switch
V: Voltmeter COS-P: Generator Control Selection Switch
W: Wattmeter RL3: ACB Non Close Indication
HM: Running Hour Meter RL4: ACB Abnormal Trip Indication
DE-RY
DE-RY: Differential Relay RL5: High Voltage Indication
HM MOS33
RL1: ACB Overcurrent Trip Indication RL6: Low Voltage Indication
RL2: ACB Reverse Power Trip RL7: High Frequency Indication
RL1125 120 SP
120: Ready for Start Indication LT AR RL8: Low Frequency Indication
RL2123 121 122 113 112 111 RL9: 1st Preferential Trip Indication
121: Generator Running Indication
122: ACB Closed Indication RL10: 2nd Preferential Trip Indication
RL3RL4 RL3RL4 RL3RL4
123: ACB Open Indication RL11: MSB 440V Low Insulation Indication
125: Space Heater On Indication FVS-2 RL12: MSB 220V Low Insulation Indication
SHS DE-R PRE LT
SHS: Space Heater On/Off Switch RL13: ESB 440V Low Insulation Indication
DE-R: Differential Trip and Reset Pushbutton BCS BCS BCS RL14: ESB 220V Low Insulation Indication
PRE: Pre-excitation Pushbutton RL15: 24V DC Low Insulation Indication
LT: Lamp Test Pushbutton SYS-2 RL16: L-7 Panel Low Insulation Indication
AS ECS VS AS: Ammeter Phase Selector Switch RL17: G-1 Panel Low Insulation Indication
ECS: Engine Control Switch RL18: G-2 Panel Low Insulation Indication
VS: Voltmeter Phase Selector Switch RL19: MSB Emergency Stop, PT Source Fail & Loop Fault Indication
GCS GCS GCS COS-P RL20: ESB Emergency Stop, Source Fail & Loop Fault Indication
RL21: 24V DC Source Fail
RL22: Bus Short Circuit Indication
141: Shore Alive Indication
ACB: Generator Air Circuit Breaker 142: Shore MCCB Closed Indication
VR 143: Emergency Generator Auto Standby Indication
VR: Voltage Regulator
ACB AVR: Automatic Voltage Regulator 144: Emergency Generator Running Indication
HiAN-20 (2000AF) ACB 111: No.1 Diesel Generator Nameplate
HiAN-128 (1250AF) 112: No.2 Diesel Generator Nameplate
Dashed Outline Indicates 113: No.3 Diesel Generator Nameplate
Equipment Mounted Inside Panels ACB: Air Circuit Breaker
Generator Panel Synchronising Panel

2.13.2 MAIN SWITCHBOARD AND GENERATOR (COS-P) at the relevant main switchboard diesel generator panel to the 5. Diesel Generator Running - ACB Closure onto a Dead Bus - Switchboard
OPERATION MANUAL position. Operation (Flow Chart FC2)
It is assumed that the remote control is available as described in procedure 1
Automatic and Manual Operation of the Main Switchboards 2. Local Control Available for the Diesel Generator (Flow Chart FC2) (FC2) and that the generator engine has been started and the correct voltage
established at the relevant main switchboard generator panel as described in
and Generators The diesel generator can be locally controlled at the generator engine as
procedure 4 (FC2).
follows:
The automatic starting, stopping, connection, synchronising and loading of
a) Turn the relevant ACB CONTROL switch (BCS) at the main
the main generators is controlled by the Kongsberg Datachief C-20 Power a) It is assumed that the diesel engine is ready to start, engine start
switchboard synchronisation panel to the CLOSE position.
Management System (PMS). conditions are normal.
b) The ACB will receive a close command and will close.
The PMS can be switched off by turning the main switchboard AUTO SYN b) Turn the generator ON ENG/OCAL/REMOTE switch at the
& POWER CONTROL selection switch (COS-P) on the main switchboard generator local control panel at the engine to the LOCAL
The diesel generator is now supplying the main switchboard.
synchro panel to the MANUAL position. When set to the AUTO position the position. The READY FOR START indicator at the relevant
PMS operates in full automatic mode but manual control can still be achieved main switchboard generator panel will be lit.
at the switchboard by setting the Kongsberg MOS33 PMS display unit at 6. Manual Parallel Running of Diesel Generator from Switchboard (Flow
the main switchboard synchro panel to the manual position for the relevant Local control from generator local control panel is now available. Chart FC3)
generator.
It is assumed that the remote control is available at the relevant main
3. Manual Diesel Generator Engine Start - Local (Flow Chart FC2) switchboard generator panel as described in procedure 1 (FC2) and that the
When in the full automatic mode, automatic synchronising, load sharing and
load dependent start/stop are performed automatically by the PMS. The diesel generator engine can be started locally from the generator engine generator engine has been started and the correct voltage established at the
local control panel. It is assumed that the diesel generator is stopped. relevant main switchboard generator panel as described in procedure 4 (FC2).
When manual control of a generator is selected, the PMS has no control
of a generating set. A generator can be operated locally and at the main a) To start locally from the generator engine local control panel, a) Turn the SYNCHROSCOPE switch (SYS-2) at the main
switchboard. The diesel generator local control is selected by means of the ON turn the ON ENG/OCAL/REMOTE switch on the local control switchboard synchronisation panel to the incoming generator
ENG/LOCAL/REMOTE switch at the generator engine local control panel. panel to the LOCAL position. position (G1, G2 or G3).
This switch must be set to the REMOTE position to enable either manual
starting/stopping from the main switchboard or automatic starting/stopping b) Start the generator by pressing the START pushbutton on the b) Adjust the GOVERNOR MOTOR switch (GCS) (raise/lower)
from the PMS. local panel. The generator starts. Observe the running lamp, until the synchroscope is moving slowly in the clockwise
frequency meter and voltmeter on the main switchboard. direction (approximately one revolution every five to ten
The flow charts referred to in the following procedures are from drawing No. seconds).
MKAO-0453 (Main Switchboard) 4. Manual Diesel Generator Engine Start - Remote Switchboard
(Flow Chart FC2) c) As the synchroscope approaches the twelve o’clock position
1. Remote Control Available from Switchboard for the Diesel Generator (synchronism), turn the ACB CONTROL switch (BCS) at
It is assumed that remote control from the relevant main switchboard diesel
(Flow Chart FC2) the main switchboard synchronisation panel to the CLOSE
generator panel is available. This is described in procedure 1 (FC2). The
position.
The diesel generator can be remotely controlled at the main switchboard as engine is assumed to be in the stopped condition.
follows: d) The ACB will receive a close command and will close.
a) Turn the ENGINE CONTROL switch (ECS) at the relevant
a) It is assumed that the diesel engine is ready to start, engine start main switchboard generator panel to the START position. (This
e) Manual load balance is achieved by use of the GOVERNOR
conditions are normal. is a pull to turn and spring return to centre position switch).
MOTOR switch (GCS).
b) Turn the generator ON ENG/LOCAL/REMOTE switch at the b) The engine receives a start command and starts.
generator local control panel at the engine to the REMOTE
position. The READY FOR START indicator at the relevant c) To stop the generator, turn the ENGINE CONTROL switch to
main switchboard generator panel will be lit. the STOP position.
Remote control from the main switchboard diesel generator panel is now
possible by turning the AUTO SYN & POWER CONTROL selection switch

7. Manual Load Shift and ACB Disconnection for the Diesel Generator e) If the bus is alive, the 1st standby generator will be automatically There are bus abnormality limits for main bus voltage and frequency deviation
from the Switchboard (Flow Chart FC3) synchronised with the main switchboard busbar and, when and these are as follows:
It is assumed that remote control is available at the relevant main switchboard synchronised, the generator ACB will close. • Low voltage: 427.5V for 5 seconds (95%)
diesel generator panel as described in procedure 1 (FC2). • High voltage: 472.5V for 5 seconds (105%)
Note: If the incoming generator fails to synchronise with the busbar within • Low frequency: 57Hz for 5 seconds (95%)
a) Adjust the GOVERNOR MOTOR switch (GCS) for the 60 seconds, an AUTO SYNC FAIL alarm will be signalled at the operator • High frequency: 63Hz for 5 seconds (105%)
generator to be removed from service on the main switchboard workstation.
synchronisation panel to reduce the load on the diesel If a bus abnormality is detected, the standby diesel generator will go through
generator. f) Once the 2nd standby generator has run up and voltage is the following sequence. It is assumed that the GEN CONTROL selection
established the 2nd standby generator ACB receives a close switch (COS-P) at the main switchboard synchronisation panel is set to the
b) When the load on the generator is zero or close to zero, turn the command. A check is made to confirm if the bus is dead or AUTO position.
ACB CONTROL switch (BCS) for the diesel generator to the alive.
OPEN position. a) Upon detection of a bus abnormality, the 1st standby generator
g) If the bus is dead, i.e. the 1st standby generator ACB has failed receives a start command and starts.
c) The ACB will receive an open command and will open. to close, the 2nd standby generator ACB will close and the main
switchboard will be supplied from the 2nd standby generator. b) Once voltage is established, the running diesel generator ACB
d) After a predetermined cooldown period, turn the ENG on which the bus abnormality is detected will receive an open
CONTROL switch (ECS) on the relevant main switchboard h) If the bus is alive, i.e. the 1st standby generator ACB is closed, command and will open (blackout).
diesel generator panel to the STOP position. The engine stops. the 2nd standby generator will be automatically synchronised
with the main switchboard busbar and when synchronised, c) The standby generator ACB receives a close command and
Information for the following automatic procedures is obtained from the the generator ACB will close. The main switchboard is now closes.
Kongsberg Datachief C-20 alarm and monitoring system manual, power supplied from the 1st and 2nd standby generators.
management section. d) The main switchboard is now supplied from the standby diesel
generator.
Note: If the incoming generator fails to synchronise with the busbar within
8. Automatic Generator Engine Start and Synchronising due to Blackout 60 seconds, an AUTO SYNC FAIL alarm will be signalled at the operator
workstation. 10. Automatic Generator Start and Automatic Synchronisation due to
In the event of a blackout caused by a generator ACB trip the following ACB Abnormal Trip (Bus Still Live)
procedure will commence. It is assumed that the GEN CONTROL selection i) The PMS will now assign the 1st standby generator to master
switch (COS-P) at the main switchboard synchronisation panel is set to the With two generators connected in parallel to the main switchboard, if one
mode and the 2nd standby generator to 1st standby mode. generator ACB trips the following procedure will be initiated:
AUTO position.
j) The preferential trips can be reset. a) The 1st standby diesel generator receives a start command and
a) When the circuit breaker trips, the preferential trips operate. A
check is made to confirm the cause of the abnormal trip. If a bus starts.
Note: A standby generator(s) ACB should close within 45 seconds of a
short circuit is the cause then the procedure is interrupted and
blackout, if this period is exceeded, then the emergency generator ACB will b) Once voltage is established an automatic synchronising
prevented from proceeding.
close onto the emergency switchboard. command will be issued and the diesel generator will
b) If the cause is not a bus short circuit, the 1st standby generator synchronise with the busbar.
receives a start command and starts. If there is a 2nd standby 9. Automatic Generator Engine Start and ACB Closure onto a Dead Bus
generator selected it will receive a start command after a 20 due to Bus Abnormality c) Upon synchronising, the diesel generator ACB selected will
second delay receive a close command and will close.
The normal voltage and frequency levels at the main switchboard are:
c) Once the 1st standby generator has run up and voltage is d) An automatic load sharing command will then be issued and
• Voltage: 450V automatic load sharing will be initiated.
established the 2nd standby generator ACB receives a close • Frequency: 60Hz
command. A check is made to confirm if the bus is dead or
alive. Under certain fault conditions the voltage and frequency may rise or lower
according to the fault. These fluctuating levels are undesirable for the operation
d) If the bus is dead, the 1st standby generator ACB will close of the ship’s plant.
and the main switchboard will be supplied from the 1st standby
generator.

11. Automatic Generator Start and Automatic Synchronisation due to 14. Automatic Load Shift and ACB Disconnection due to Light Load Main Generator Protection Equipment
Heavy Load
If two diesel generators are on load and the total load amounts to 70% or less
If a diesel generator in use registers a heavy load of 784kW (80% of the rated of the capacity of one diesel generator for a period of 30 minutes, the following The ship’s generators are protected from the abnormal conditions described
power) for 15 seconds, the 1st standby diesel generator will go through the sequence takes place. It is assumed that the GEN CONTROL selection switch below by means of their reverse power trip, short circuit trip, undervoltage trip
following sequence. It is assumed that the GEN CONTROL selection switch (COS-P) at the main switchboard synchronisation panel is set to the AUTO and overcurrent trips.
(COS-P) at the main switchboard synchronisation panel is set to the AUTO position.
position. 1. Abnormality Due to Undervoltage
a) The power management system assesses the consequences
If the voltage of a generator decreases to between 35% and 70% of the rated
a) The 1st standby diesel generator receives a start command and of removing the generator from service. If the load on the
value, the under voltage tripping device contained in the ACB will operate to
starts. remaining generator would be greater than or equal to 70% of
trip the breaker.
its rating, the load shift and ACB disconnection will be blocked
b) Once voltage is established an automatic synchronising and normal load sharing will resume.
command will be issued and the diesel generator will 2. Abnormality Due to Overcurrent (Preference Tripping)
synchronise with the busbar. b) If the loading is within the allowed limit, then an automatic load If the current on a running generator exceeds 1,886A for a period of 10
shift command is issued and the load is reduced on the diesel seconds, the PMS will initiate the release of the preferential trips, thereby
c) Upon synchronising, the diesel generator selected ACB (G1, G2 generator that was initially set as 1st standby. providing protection against the overcurrent which would otherwise trip the
or G3) will receive a close signal and will close. ACB. The preferential trips are described in section 2.13.8.
c) When the load is at 5% or close to zero, an automatic open
d) An automatic load sharing command will then be issued and command is issued to the diesel generator ACB and the ACB
automatic load sharing will be initiated. opens. 3. Abnormality Due to Overcurrent (Long Time Delay Trip)
If the current on a running generator exceeds 2,076A (120% of the rated
d) After a predetermined cooldown period, an engine stop current) for a period of 40 seconds, the overcurrent relay will operate to trip
12. Automatic Parallel Running in Response to Large Motor Start
command is issued automatically and the engine stops. The the ACB.
If the load on a running generator is too high to permit the safe starting of one engine reverts to 1st standby.
of the ballast pump motors, the 1st standby diesel generator will be started and 4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
parallelled to provide adequate capacity. The motor will have its start delayed Note: A light load ‘cancel/normal’ selection switch is located on the bus tie
until the standby generator is connected and the load is equally shared. The section of the main switchboard. This switch allows the operator to select If the generator current exceeds 300% of the maximum rated current (4,716A),
standby generator will go through the same automatic paralleling sequence as whether or not to allow light load shifting to be carried out. This is most the ACB will be tripped almost instantaneously (about 560msec) by the short
for an overload situation. important during ship manoeuvring operations or periods of bad visibility time delay trip fitted to the ACB. If the current exceeds 1,000% of maximum
where it is essential to maintain at least two generators supplying the main rated current (15.72kA) the ACB will trip instantaneously (zero time delay).
switchboard.
5. Abnormality Due to Reverse Power
Note: When the unload and stopping procedure is initiated, the yellow LED
If there are abnormalities in the output of an engine during parallel operation,
on the STOP pushbutton of the relevant Mega Guard PMS display unit will
it may cause the generator to function as a motor, due to the power it receives
be illuminated and will be flashing during the unloading procedure. When
from the other generator(s) through the common busbar. The effective reverse
the engine is stopping, the LED will change from flashing to constant. If the
power will then flow through the connected circuit. If this reverse power
stopping procedure is blocked, the LED will remain extinguished.
reaches a level of 10% (98kW) for a period exceeding 5 seconds, the reverse
power relay is triggered and will trip the ACB.

Illustration 2.13.3a Emergency Generator Panel
EMERGENCY GENERATOR PANEL
AC450V 3PH 60Hz 312.5kVA
Generator Panel Key

A V F A: Ammeter
V: Voltmeter
F: Frequency Meter
123 121 122 125
W: Wattmeter
W LT: Lamp Test Pushbutton
LPH: Panel Heater Indication
43PH: Panel Heater Selection Switch
SHS: Space Heater On/Off Switch
AS-3: Ammeter Selection Switch
LPH BCS: Emergency Generator ACB Control Switch
FVS-3: Frequency/Voltmeter Selection Switch
RTS: Emergency Generator Sequence Test Switch
(Located Inside Panel)
LT 43PH SHS VR: Voltage Regulator (Located Inside Panel)
ACB: Air Circuit Breaker
121: Generator Running Indication
122: ACB Closed Indication
AS-3 BCS
123: ACB Open Indication
FVS-3
125: Space Heater On Indication
RTS VR
ACB
HiAN-08 (800AF)
Emergency Generator Panel

2.13.3 EMERGENCY SWITCHBOARD AND GENERATOR f) If the emergency switchboard bus voltage is still zero, the d) When voltage is established, the emergency generator running
OPERATION emergency generator ACB receives a close command and lamp is illuminated.
closes. The emergency generator ACB CLOSED lamp is
Note: The flow charts referred to in the following sections come from illuminated. e) Check the generator voltage and frequency. The voltage can be
shipyard drawing No. MKBO-0453 (Emergency Switchboard) adjusted by means of the voltage regulator located inside the
The emergency generator now feeds the emergency switchboard. emergency switchboard generator panel.
Manual Operation: Generator Start and Connection onto Dead Bus f) When the test is complete, the operator turns the SEQUENCE
Main Switchboard Manual Power Restoration (Flow Chart FC13)
(Flow Chart FC12) TEST switch (RTS) to the NOR position.
Upon restoration of normal ship’s power, the following procedure takes
place: g) Stop the emergency generator manually by pressing the STOP
a) The emergency generator interlocks are normal, the engine is
ready to start. pushbutton.
a) The BUS TIE SYNCHRO pushbutton (BTS) at the emergency
switchboard, bus tie and synchronisation panel is pushed.
b) The emergency generator mode switch is set to MANUAL at Emergency Generator Testing (Flow Chart FC14)
the generator engine control panel.
b) Adjust the GOVERNOR MOTOR switch (GCS) (raise/lower) The bus tie breaker will open and the emergency switchboard will black out.
at the emergency switchboard bus tie and synchronising panel The emergency generator will start automatically and the generator ACB will
c) At the generator engine control panel, the operator presses the
until the synchroscope is moving slowly in the clockwise close to feed the emergency switchboard. The procedure is as follows:
START pushbutton. The emergency generator engine starts via
direction (approximately one revolution every five to ten
its electric starter.
seconds). a) The emergency generator interlocks are normal, the engine is
d) When voltage is established, the emergency generator running ready to start.
c) At synchronisation the bus tie ACB will receive a close
lamp is illuminated.
command automatically and will close. b) The emergency generator operation switch is set to AUTO at the
e) At the generator panel of the emergency switchboard, the generator engine control panel.
d) Within 0.5 seconds, the emergency generator ACB will receive
operator turns the ACB CONTROL switch (BCS) to the
an open command and will open. c) The operator turns the SEQUENCE TEST switch (RTS),
CLOSE position. The generator ACB closes and the emergency
generator ACB CLOSED lamp is illuminated. located behind the front panel in the emergency switchboard
e) After a preset cool down period, the emergency generator generator section, to the ENG & ACB position. The bus tie
receives a stop command and will stop. breaker receives an open command.
The emergency generator now feeds the emergency switchboard.
The emergency switchboard is now being supplied from the main d) The bus tie breaker opens resulting in a loss of power to the
Automatic Operation: Emergency Generator Start and Connection onto switchboard. emergency switchboard. The emergency generator receives a
Dead Bus (Flow Chart FC13) start signal.
Emergency Generator Testing -Off Load (Flow Chart FC14)
a) The emergency generator interlocks are normal, the engine is e) When voltage is established, the emergency generator running
The generator ACB will not close in this situation. The procedure to test the lamp is illuminated.
ready to start.
emergency generator engine is as follows:
b) The emergency generator mode switch is set to AUTO at the f) The emergency generator ACB receives a close command.
a) The emergency generator interlocks are normal, the engine is
generator engine control panel.
ready to start. g) The emergency generator ACB closes and the emergency
c) The main switchboard bus tie breaker opens due to a zero volt generator feeds the emergency switchboard. Increase the
b) The emergency generator operation switch is set to AUTO at the generator load as required.
situation (blackout).
generator engine control panel.
d) The emergency switchboard bus voltage drops to zero, the h) Run the generator on load for at least 30 minutes.
c) The operator turns the SEQUENCE TEST switch (RTS), located
emergency generator engine receives a start command.
behind the front panel in the emergency switchboard generator i) Upon completion of the test, decrease the load to the absolute
section, to the ENG position. The emergency generator engine minimum and turn the SEQUENCE TEST switch to the NOR
e) When voltage is established, the emergency generator running
receives a start signal. position.
lamp on the emergency switchboard emergency generator panel
and the main switchboard synchronising panel are illuminated.

j) The BUS TIE MODE key switch (COS BT) at the emergency Emergency Generator Protection Equipment
switchboard, emergency generator panel is set to the NOR
position. The ship’s emergency generator is protected from the abnormal conditions
described below by means of their short circuit trip, undervoltage trip and
k) Adjust the GOVERNOR MOTOR switch (GCS) (raise/lower) overcurrent trips.
at the emergency switchboard bus tie and synchronising panel
until the synchroscope is moving slowly in the clockwise
1. Abnormality Due to Undervoltage
direction (approximately one revolution every five to ten
seconds). If the voltage on the emergency generator decreases to between 35% and 70%
of the rated value, the undervoltage tripping device contained in the ACB will
l) As the synchroscope approaches the twelve o’clock position operate to trip the breaker.
(synchronism), turn the ACB CONTROL switch (BCS-B) at
the emergency switchboard bus tie and synchronising panel to 2. Abnormality Due to Overcurrent (Long Time Delay Trip)
the CLOSE position.
If the current on the emergency generator exceeds 481A (120% of the rated
m) The bus tie ACB will receive a close command and will close. current) for a period of 40 seconds, the overcurrent relay will operate to trip
the ACB.
n) Within 0.5 seconds, the emergency generator ACB will receive
an open command and will open. 3. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit
o) After a preset cool down period, the emergency generator If the generator current exceeds 300% of the maximum rated current (1,203A),
receives a stop command and will stop. the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip fitted to the ACB. If the current exceeds 1,000% of maximum
The emergency switchboard is now being supplied from the main rated current (4,010A) the ACB will trip instantaneously (zero time delay).
switchboard.
4. Abnormality Due to Overcurrent (Preference Trip)
If the current on the emergency generator exceeds 481A (120% of the rated
current) for a period of 10 seconds, the overcurrent relay will operate to trip
the main switchboard bus tie ACB.

2.13.4 POWER DISTRIBUTION
Illustration 2.13.4a Main 440V Distribution Main Switchboard
No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising Panel Bus-Tie Panel No.1 Generator No.1 440V No.1 Group
Starter Panel Feeder Panel Panel Panel Panel Feeder Panel Starter Panel
P-2M-1 No.2 Windlass/Forward Mooring Winch (W2) P-1M-1 No.1 Windlass/Forward Mooring Winch (W1)
P-2M-20 Service Air Compressor
P-2M-2 No.2 Forward Mooring Winch (M2) P-1M-2 No.1 Forward Mooring Winch (M1)
P-2M-21 Control Air Compressor
P-2M-3 No.4 Midship Mooring Winch (M4) P-1M-3 No.3 Midship Mooring Winch (M3)
P-2M-22 Local Group Starter Panel LGSP-6
P-2M-4 No.6 Aft Mooring Winch (M6) - No.1/2 FW Pump for Hydraulic Unit P-1M-4 No.5 Aft Mooring Winch (M5)
- Calorifier
P-2M-5 No.2 Air Conditioning Plant - Incinerator Panel P-1M-5 No.1 Air Conditioning Plant
P-2M-6 Provision Refrigeration Plant - Incinerator Room Exhaust Fan
- Mill Pump P-1M-6 No.1 Main Engine Auxiliary Blower
P-2M-7 No.2 Main Engine Auxiliary Blower - Exhaust Gas Economiser
- FW Booster Pump for CCR Unit Cooler P-1M-7 No.1 Ballast Pump
P-2M-8 No.2 Ballast Pump
P-2M-23 Local Group Starter Panel LGSP-7 P-1M-8 No.1 Auxiliary Boiler
P-2M-9 No.2 Auxiliary Boiler - No.2 Pump Room Fan
- Galley and Pantry Exhaust Fan P-1M-9 No.1 440/230V 200kVA Main Transformer
P-2M-10 No.2 440/230V 200kVA Main Transformer
- Galley Supply Fan
P-2M-11 No.2 440/440V 100kVA Galley Transformer - No.2 Air Handling Unit Fan P-1M-10 No.1 440/440V 100kVA Galley Transformer
- A/C Fan Coil Unit for Galley
P-2M-12 No.2 440/230V 60kVA Galley Transformer P-1M-11 No.3 440/230V 60kVA Galley Transformer
- Garbage Locker Exhaust Fan
P-2M-13 Engine Control Room Unit Cooler - Battery Room Exhaust Fan P-1M-12 Engine Control Room Unit Cooler
- Electric Heater for CO2 Room
P-2M-14 Local Group Starter Panel LGSP-1 P-1M-13 Local Group Starter Panel LGSP-1
- No.2 FW Generator Ejector Pump P-2M-24 P-1 Panel (Workshop 440V Distribution Board) - No.1 FW Generator Ejector Pump
- No.2 FW Generator Distillate Pump - No.1 FW Generator Distillate Pump
- MGPS SW Service Pump P-2M-25 P-3 Panel (Hydraulic Power 440V Distribution Board)
- MGPS Control Panel P-1M-14 Local Group Starter Panel LGSP-1
P-2M-26 No.2 Auto Unloading System - No.1 Bilge, Fire and General Service Pump
- No.2 Bilge, Fire and General Service Pump P-2M-27 No.2 IGS Main Fan P-1M-15 Local Group Starter Panel LGSP-2
- HFO Transfer Pump
P-2M-16 Local Group Starter Panel LGSP-2 P-2M-28 No.2 Hydraulic Oil Pump for Bow Loading
- LO Transfer Pump
- MDO Transfer Pump - No.1 COPT Priming LO Pump
Spare x 2
- No.2 COPT Priming LO Pump - Main Engine FO Auto Filter
- No.3 COPT Priming LO Pump
- Scrubber CSW Pump
- Focsle Transformer (L-7) Panel
- Main Engine FO Auto Filter P-1M-16 Local Group Starter Panel LGSP-3
- Electric Welder
P-2M-17 Local Group Starter Panel LGSP-2 - Forward ICCP - Turning Gear
- Additional HFO Transfer Pump - No.1 - No.4 Electric Heaters for Bosun's Store - Sludge Pump
- Electric Heater for Forward Foam Room - CPP Hydraulic Pump (P3)
P-2M-18 Local Group Starter Panel LGSP-3 - Bosun's Store Davit
- Oily Bilge Pump - Brake Remote Control for Frequency Converter P-1M-17 Local Group Starter Panel LGSP-4
- Main Engine Air Cooler Chemical Cleaning Pump - Steam Heater Fan for Forward Housing - No.1 HFO Purifier
- CPP Hydraulic Drain Pump - No.1 HFO Purifier Supply Pump
- Main LO Purifier
P-1M-21 P-2 Panel (E/R 440V Distribution Board) - Main LO Purifier Supply Pump
- MDO Purifier
- No.2 HFO Purifier P-1M-22 P-3 Panel (Hydraulic Power 440V Distribution Board) - MDO Purifier Supply Pump
- No.2 HFO Purifier Supply Pump
- Generator Engine LO Purifier P-1M-23 No.1 Auto Unloading System P-1M-18 Local Group Starter Panel LGSP-5
- Generator Engine LO Purifier Supply Pump - No.2 Main Air Compressor
- Purifier Room Exhaust Fan P-1M-24 No.1 IGS Main Fan
P-1M-25 IGS Topping Up Local Control Panel - No.1 Pump Room Fan
- Sanitary Space Exhaust Fan
P-1M-26 No.1 Steering Gear - No.1 Air Handling Unit Fan
- Paint Store Fan
P-1M-27 Hyper Mist Pressure Pump - CO2 Room Fan
- Cargo Control Room Unit Cooler
P-1M-28 No.1 Hydraulic Oil Pump for Bow Loading
Spare x 2

Illustration 2.13.4b Main 440V Distribution Group Starter Panels
Main Switchboard
220V Feeder No.2 Group No.2 440V No.3 Generator Bus-Tie Panel Synchronising Panel No.2 Generator No.1 Generator No.1 440V No.1 Group
Panel Starter Panel Feeder Panel Panel Panel Panel Feeder Panel Starter Panel
P-GS2-1 No.2 Main LO Pump P-GS1-1 No.1 Main LO Pump
P-GS2-2 No.2 Stern Tube LO Pump P-GS1-2 No.1 Stern Tube LO Pump
P-GS2-3 No.2 Main Engine FO Circulating Pump P-GS1-3 No.1 Main Engine FO Circulating Pump
P-GS2-4 No.2 Main Engine FO Supply Pump P-GS1-4 No.1 Main Engine FO Supply Pump
P-GS2-5 No.2 Main Engine Jacket CFW Pump P-GS1-5 No.1 Main Engine Jacket CFW Pump
P-GS2-6 No.2 Central CFW Pump P-GS1-6 No.1 Central CFW Pump
P-GS2-7 No.2 Main/COPT CSW Pump P-GS1-7 Port Use CSW Pump
P-GS2-8 No.2 Boiler Feed Water Pump P-GS1-8 No.1 Main/COPT CSW Pump
P-GS2-9 No.2 Economiser Feed Water Pump P-GS1-9 No.1 Boiler Feed Water Pump
P-GS2-10 No.2 Boiler Water Circulating Pump P-GS1-10 No.1 Economiser Feed Water Pump
P-GS2-11 No.2 COPT Condensate Pump P-GS1-11 No.1 Boiler Water Circulating Pump
P-GS2-12 No.2 Generator Engine FO Booster Pump P-GS1-12 No.1 COPT Condensate Pump
P-GS2-13 No.2 Generator Engine FO Supply Pump P-GS1-13 No.1 Generator Engine FO Booster Pump
P-GS2-14 No.2 Deck Seal Sea Water Pump P-GS1-14 No.1 Generator Engine FO Supply Pump
P-GS2-15 No.2 Main Engine Hydraulic Oil Pump P-GS1-15 No.1 Deck Seal Sea Water Pump
P-GS2-16 No.2 CPP Hydraulic Oil Pump P-GS1-16 No.1 Main Engine Hydraulic Oil Pump
P-GS2-17 Auxiliary CSW Pump P-GS1-17 No.1 CPP Hydraulic Oil Pump
P-GS2-18 No.4 Engine Room Ventilation Fan (Non-Reversible) P-GS1-18 No.1 Engine Room Ventilation Fan (Reversible)
P-GS1-19 No.3 Engine Room Ventilation Fan (Non-Reversible)

Illustration 2.13.4c Local Group Starter Panels
Main Switchboard
No.2 No.2 440V No.3 No.2 Synchronising Bus-Tie No.1 No.1 440V No.1
Group Feeder Panel Generator Generator Panel Panel Generator Feeder Panel Group
Starter Panel Panel Panel Starter
Panel Panel
P-2M P-2M P-2M P-2M P-2M P-2M P-2M P-2M P-1M P-1M P-1M P-1M P-1M P-1M P-1M P-1M
-18 -17 -16 -15 -14 -22 -19 -23 -16 -15 -14 -13 -18 -17 -20 -19
LGSP-1 (Engine Room Floor Level) LGSP-4 (Engine Room 3rd Deck - Purifier Room)
P-LS1-1 No.1 FW Generator Ejector Pump P-LS4-1 No.1 HFO Purifier LGSP-7 (AB-Air Conditioning Room)
P-LS1-2 No.1 FW Generator Distillate Pump P-LS4-2 No.1 HFO Purifier Supply Pump
P-LS4-3 Main LO Purifier P-LS7-1 No.1 Pump Room Exhaust Fan (Exhaust/Supply)
P-LS1-3 No.2 FW Generator Ejector Pump P-LS4-4 Main LO Purifier Supply Pump P-LS7-2 Sanitary Space Exhaust Fan
P-LS1-4 No.2 FW Generator Distillate Pump P-LS4-5 MDO Purifier P-LS7-3/3A No.1 Air Handling Unit Fan
P-LS1-5 MGPS SW Service Pump P-LS4-6 MDO Purifier Supply Pump P-LS7-4 Paint Store Fan
P-LS1-6 MGPS Control Panel P-LS4-12 Spare P-LS7-5 CO2 Room Fan
P-LS1-9 Spare P-LS4-7 No.2 HFO Purifier P-LS7-6 CCR Unit Cooler
P-LS4-8 No.2 HFO Purifier Supply Pump
P-LS1-7 No.1 Bilge Fire and GS Pump Pump P-LS4-9 G/E LO Purifier P-LS7-7 No.1 Pump Room Exhaust Fan (Exhaust)
P-LS4-10 G/E LO Purifier Supply Pump P-LS7-8 Galley and Pantry Exhaust Fan
P-LS1-8 No.2 Bilge Fire and GS Pump Pump P-LS4-11 Purifier Room Exhaust Fan P-LS7-9 Galley Supply Fan
P-LS7-10/10A No.2 Air Handling Unit Fan
P-LS7-11 A/C Fan Coil Unit for Galley
P-LS7-12 Garbage Locker Exhaust Fan
P-LS7-13 Spare
LGSP-2 (Engine Room Floor Level) LGSP-5 (Engine Room 2nd Deck)
P-LS2-1 HFO Transfer Pump P-LS5-1 No.1 Main Air Compressor

P-LS2-2 LO Transfer Pump
P-LS2-3 No.1 COPT Priming LO Pump P-LS5-2 No.2 Main Air Compressor
P-LS2-4 Control Panel for M/E FO Auto Filter LGSP-8 (Bosun's Store)
P-LS2-5 MDO Transfer Pump P-LS8-1 Focsle Transformer (440/230V)

P-LS2-6 No.2 COPT Priming LO Pump P-LS8-2 Electric Welder
P-LS2-7 No.3 COPT Priming LO Pump P-LS8-3 Forward ICCP Unit
P-LS2-8 Scrubber CSW Pump LGSP-6 (Engine Room 2nd Deck) P-LS8-4 Bow Loading Control Unit
P-LS2-12 Additional Control Panel for P-LS8-5 No.1 Electric Heater for Bosun's Store
Main Engine FO Auto Filter P-LS6-1 No.1 FW Pump for Hydraulic Unit P-LS8-6 No.2 Electric Heater for Bosun's Store
P-LS2-13 Spare P-LS6-2 No.2 FW Pump for Hydraulic Unit P-LS8-7 No.3 Electric Heater for Bosun's Store
P-LS6-3 Calorifier P-LS8-8 No.4 Electric Heater for Bosun's Store
P-LS2-10 Additional HFO Transfer Pump P-LS6-4 Incinerator P-LS8-9 Electric Heater for Forward Foam Room
P-LS6-5 Incinerator Room Exhaust Fan P-LS8-10 Bosun's Store Davit
P-LS6-6 Waste Oil Tank Control Panel P-LS8-11 Brake Remote Control for Converter
P-LS6-7 Exhaust Gas Economiser P-LS8-12 Steam Heater Fan for Forward Housing
P-LS6-8 FW Booster Pump for CCR Unit Cooler P-LS8-13 Steam Heater Fan for Forward Housing
LGSP-3 (Engine Room Floor Level) P-LS6-9 Spare P-LS8-18 Spare
P-LS3-1 Turning Gear P-LS8-14 Bosun's Store Fan

P-LS3-2 Sludge Pump P-LS8-15 Forward Foam Room Fan
P-LS3-3 CPP Hydraulic Pump P-LS8-16 No.1 Air Lock Fan
P-LS8-17 No.2 Air Lock Fan
P-LS3-4 Oily Bilge Pump
P-LS3-5 Oily Bilge Separator From Emergency Switchboard From Emergency Switchboard
P-LS3-6 Main Engine Air Cooler Chemical 440V Feeder Panel 440V Feeder Panel
Clean Pump Way P-EM-10 Way P-EM-15
P-LS3-7 CPP Hydraulic Pump
P-LS3-8 Spare

Illustration 2.13.4d Main 220V Distribution
No.2 440/230V No.1 440/230V

3 phase 200kVA 3 phase 200kVA
Transformer Main Switchboard Transformer
No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising Bus-Tie Panel No.1 Generator No.1 440V No.1 Group
Starter Panel P-2M-10 Feeder Panel Panel Panel Panel Panel P-1M-9 Feeder Panel Starter Panel
Back-up Supply
From Emergency Switchboard
(way P-EL-3)
E/R 220V Feeder Accommodation 220V Feeder A-1 Panel N-1 Panel
Panel Panel
P-1L-10 P-1L-3 P-1L-4
Mechanical
P-1M-9A Interlock P-2M-10A
P-N1-1 Clear View Screen (Port)

P-N1-2 No.1 Window Wiper Sub Controller
P-1L-1 L-1 Panel P-2L-1 L-3 Panel (Upper Deck) P-A1-1 Main Engine PSU A (For ECS) P-N1-33 Communal Aerial Main Unit
P-N1-3 Window Wiper Controller
P-1L-2 L-2 Panel P-2L-2 L-4 Panel (AB Deck) P-A1-2 Main Engine PSU B (For ECS) P-N1-34 CCTV Main Unit
P-1L-5 Engine Room Control Console P-2L-3 L-5 Panel (CD Deck) P-A1-3 Main Engine UPS (For BMS) P-N1-35 Refrigeration Chamber Alarm
P-1L-6 Ceiling Light in Engine Control Room P-2L-4 L-6 Panel (Nav Deck) P-A1-4 Main Engine Shaft Power Meter J. Box P-N1-36 Deep Fat Fryer Fire Extinguishing System
Control Panel P-N1-6 No.1 Window Heated Glass Controller
P-1L-7 Navigation Light Indication Panel P-2L-5 Spare P-A1-5 Generator Engine Control Panel
P-N1-37 UHF Portable Transceiver Main Unit P-N1-7 X-Band Radar Display Unit
P-1L-8 Fire and General Alarm System P-2L-6 Bridge Control Console P-A1-6 Main Engine Viscotherm Starter
P-N1-38 Cargo Tank Level Ind. System IO Box P-N1-8 X-Band Ice Radar Heater Transformer
P-1L-9 Local Fire Fighting System Panel P-2L-7 Cargo Control Panel P-A1-7 Generator Engine Viscotherm Starter
P-N1-39 Cargo Tank Level Indication System P-N1-9 X-Band Radar Heater Transformer
P-1L-11 CO2 Release Alarm System P-2L-8 Duct Electrical Heater/Window Defrost Fan P-A1-8 Steriliser Control Panel
Supply and Communication Unit P-N1-10 Spare
P-1L-12 Signal Light Column P-2L-9 Duct Electrical Heater/Window Defrost Fan P-A1-9 Oil Detector Control Panel
P-N1-40 Cargo Tank Level Ind System IO Unit P-N1-11 S-Band Radar Display Unit
P-1L-13a Vibration Monitoring Unit 3 P-2L-10 Duct Electrical Heater/Window Defrost Fan P-A1-10 No.1 Control Air Dryer Control Panel
P-N1-42 Overfill Alarm Panel P-N1-12 ECDIS Display Unit
P-1L-13b Vibration Monitoring Unit 4 P-2L-11 Duct Electrical Heater/Window Defrost Fan P-A1-11 No.2 Control Air Dryer Control Panel
P-1L-13c Vibration Monitoring Unit 5 P-N1-43 Overfill Alarm Panel P-N1-13 Route Planning Display Unit
P-2L-12 Duct Electrical Heater/Window Defrost Fan P-A1-12 Main Engine FO Filter Control Panel
P-1L-14 IGS Main Control Panel P-N1-44 Gas Sampling System P-N1-14 Conning Display Unit
P-2L-13 Duct Electrical Heater/Window Defrost Fan P-A1-13 Main Engine LO Filter Control Panel
Spare P-N1-45 Bow Loading System P-N1-15 Receptacle for AIS Pilot Plug
P-2L-14 Duct Electrical Heater/Window Defrost Fan P-A1-14 Generator Engine FO Filter Control Panel
Spare P-N1-46 Ice Impact Monitoring System P-N1-16 Battery Charger for 24V DC
P-2L-15 Duct Electrical Heater/Window Defrost Fan P-A1-15 Boiler FO Filter Control Panel Distribution Board
P-N1-47 Main Engine Telegraph Order Printer
P-2L-16 Duct Electrical Heater/Window Defrost Fan P-A1-16 Solenoid Valve Box for AVSS P-N1-17 Ice Escort Radar X-Band
P-N1-48 Fire Damper
P-2L-17 Heated Glass Distribution Board P-A1-17 Oil Content Meter P-N1-18 Spare
P-N1-49 No.2 Heated Glass Controller
P-2L-18 Refrigerant Leak Detector Panel P-A1-18 Gas Leakage Detection Panel P-N1-19 Spare
(For Provision Refrigeration Compressor) P-N1-50 No.3 Heated Glass Controller
P-2L-19 Electric Heater for Battery Room
P-N1-51 No.4 Heated Glass Controller P-N1-21 GMDSS AC Power Fuse Box
P-2L-20 No.1 Solenoid Valve Box P-A1-19 Gas Leakage Detection Panel
(For Provision Refrigeration Compressor) P-N1-52 No.5 Heated Glass Controller P-N1-22 Receptacle for VHF Portable Battery Charger
P-2L-21 ODM Control Unit
P-A1-20 Fixed Vibration Monitoring System P-N1-53 Ice Passport Computer P-N1-23 Receptacle for VHF Portable Battery Charger
P-2L-22 Vibration Measuring Units 1 and 2
P-A1-21 No.3 Solenoid Valve Board P-N1-54 CO2 Gas Detection Panel P-N1-24 Recepatcle for VDR Playback PC
P-2L-23 No.2 Solenoid Valve Box
P-A1-22 OB Tank Temperature Control Valve P-N1-55 IAS DC UPS B P-N1-25 Inmarsat-F Power UPS
P-2L-24 IAS DC UPS-B Control Panel
P-N1-56 IAS AC UPS 3 P-N1-26 Inmarsat-F Power Supply Unit
P-2L-25 Interface for Vibration Measuring Units P-A1-23 IAS DC UPS-A P-N1-57 IAS AC UPS 4 P-N1-27 Spare
P-2L-26 Spare Spare x 3 P-N1-58 Bridge Wing Console (Port) P-N1-28 Sound Reception Power Supply Unit
P-N1-59 Bridge Wing Console (Starboard) P-N1-29 VDR Main Unit
P-N1-60 Junction Box for EPIRB P-N1-30 Automatic Telephone Exchange
Spare P-N1-31 Barrier Control Box for IS Telephone

P-N1-32 JB for Daylight Signal Light Receptacle

Illustration 2.13.4e Emergency Switchboard 440V and 220V Distribution
No.1 440/230V
3 phase 35kVA
To Main Switchboard
Synchronisation Panel No.2 440/230V
(way P-SY-1) 3 phase 35kVA
Emergency Switchboard
Starter & Shore Bus Tie & Synchro Emergency 440V 220V
Panel Panel Generator Panel Feeder Panel Feeder Panel
P-EM-6 P-EM-7 P-EM-6A P-EM-7A

Main/Emergency
Board Interconnector Mechanical
Interlock
P-SY-1 P-EG-1
Note: MCCB for shore power is interlocked

with emergency generator and
No.1, 2 and 3 main generators.
G
Emergency
Shore Generator
Power 250kW
P-EM-1 No.2 Steering Gear Starter P-EL-1 E-1 Emergency Lighting Panel
P-EM-3 Emergency Fire Pump P-EL-2 E-2 Emergency Lighting Panel
P-EM-4 Steering Gear and Emergency Fire Pump Room Fan P-EL3 N-1 Navigation Panel
P-EM-5 Foam Liquid Pump P-EL-4 Navigation Light Indication Panel
P-EM-8 Electric Whistle Relay Box P-EL-5 Fire and General Alarm System
P-EM-9 Breathing Air Compressor P-EL-6 Bridge Control Console
P-EM-10 Local Group Starter Panel LGSP-5 P-EL-7 Engine Room Control Console
- No.1 Main Air Compressor
P-EL-8 Battery Charger for Emergency Generator
P-EM-11 Electric Heater for Emergency Generator Room
P-EL-9 Coolant Heater for Emergency Diesel Generator
P-EM-12 UPS for Navigation and General Alarm Equipment
P-EL-10 Spare
P-EM-13 No.1 Generator Engine LO Priming Pump
P-EL-11 Emergency Light for Steering Gear Room and Escape Trunking
P-EM-14 No.3 Generator Engine LO Priming Pump
P-EL-12 Main Engine UPS for BMS
P-EM-15 Local Group Starter Panel LGSP-8
- Bosun's Store Fan P-EL-13/13A Battery Chargers for Lfe/Rescue Boat and Lifeboat
- Forward Foam Room Fan
- Bosun's Store Air Lock Fan P-EL-14 CO2 Release Alarm System
- Forward Foam Room Air Lock Fan
P-EL-15 Signal Light Column
P-EM-16 Bow Loading Foam System P-EL-16 Emergency Generator Room and Funnel Outside Lighting
P-EM-17 Fuel Heater for Emergency Diesel Generator P-EL-17 Bridge Control Panel for Foam Pump
Spare x 2 P-EL-18 Air Lock Alarm System
P-EL -19 Battery Charger for 24V DC Distribution Board
Spare

Illustration 2.13.5a Shore Power Panel
STARTER SHORE PANEL EMERGENCY GENERATOR PANEL
AC450V 3PH 60Hz 312.5kVA
P-EM-2
A1
Generator Panel Key

3CR/LR PSI SY A1: Ammeter
HM
SY: Check Synchroniser and Synchroscope
3CR/LR 3CR/LF LSH
WHM: Watthour Meter
123 121 122 173 171 172
PSI: Phase Sequence Indicator
3-0 43SH HM: Running Hour Meter
GCS: Governor Control Switch
43SH: Space Heater Switch
43L: Sequence Test Switch
WHM 3CF/LF: Supply - Run Illuminated Pushbutton
3CR/LR: Exhaust - Run Illuminated Pushbutton
43L PST: Phase Sequence Test Pushbutton
BTS: Bus Tie Synchro Pushbutton
3-0: Stop Pushbutton
ACB: Air Circuit Breaker
141: Shore Alive Indication
PST
142: Shore MCCB Closed Indication
143: Shore MCCB Open Indication
BTS 171: Normal Source Indication
172: Bus Tie Closed Indication
GCS VR 173: Bus Tie Open Indication
LP: Source Indication
LSH: Space Heater Indication
Shore
Power
MCCB
ACB
HiAN-12 (1250AF)
Shore
Power
Isolator
Synchronisation Panel

2.13.5 SHORE POWER Procedure for the Operation of Shore Power Reception m) The shore supply should be closely monitored to ensure that the
800A current limit is not exceeded.
Shore power supply: 440V AC, 3 phase, 60Hz a) Isolate the emergency generator to ensure that it does not start.
Maximum current: 800A
b) Connect the shore power cables into the bottom of the shore
Procedure for Transfer from Shore Supply to Main Diesel
connection panel. Generator
Introduction
c) Switch on the shore supply from ashore. Confirm the presence a) Isolate the emergency generator to ensure that it does not start.
A shore connection panel is provided in the emergency generator room on the of shore power. The SHORE ALIVE indicator should be lit.
upper deck to accept electrical power supply cables during refit. The shore b) Isolate all non-essential services. Ensure the sequential restart
cables connect into the panel via a door fitted in the base of the panel. The d) Isolate all non-essential services, including the sequential restart system is still isolated. Reduce the load at the main switchboard
shore power connects, via a moulded case circuit breaker, to the main 440V system. Reduce the load at the main switchboard to the absolute to the absolute minimum.
switchboard bus tie panel. minimum.
c) Ensure the main switchboard GENERATOR CONTROL MODE
When on shore power, the emergency switchboard can be supplied as normal e) Set the main switchboard GENERATOR CONTROL MODE switch (COS-P) is still set to the MANUAL position. This is to
through the main/emergency switchboard bus tie circuit breakers. switch (COS-P) to the MANUAL position. This is to ensure that ensure that no main generators start when the vessel blacks
no main generators attempt to start when the vessel blacks out. out.
Monitoring lamps and a kilowatt/hour meter for the shore supply are located
on the shore power section of the emergency generator panel on the emergency f) Check the shore supply voltage by turning the FREQ & d) Run up the selected main generator on local control.
switchboard. VOLTAGE selection switch (FVS-3) on the emergency
switchboard, emergency generator panel to the SHORE e) At the main switchboard synchronising panel, turn the
A phase sequence monitoring system is also fitted at the shore power section position. The voltage should be 440V. SYNCHROSCOPE (SYS) and FREQUENCY/VOLTMETER
of the emergency generator panel on the emergency switchboard. The phase selection switch (FVS-2) to the incoming generator’s position
sequence should be checked before connecting shore power to the switchboards. g) Check the phase sequence is correct. (G1, G2 or G3).
When the shore supply has been connected at the box, it should be switched
on ashore and the PHASE SEQUENCE TEST pushbutton pressed. Correct or h) At the main switchboard, open all the generator ACBs. The f) Adjust the frequency to 60Hz by means of the GOVERNOR
incorrect phase sequence is shown on the phase sequence indicator (PSI). In vessel blacks out. MOTOR control switch (GCS) on the synchronising panel.
the event of incorrect phase sequence, the shore supply must be isolated and
two supply phases changed over. The supply should then be reinstated and the i) Close the MCCB for shore power at the shore connection panel g) Open the main/emergency switchboard bus tie breaker at the
phase sequence checked again. on the emergency switchboard. The shore supply now feeds the main switchboard synchronising panel. The main switchboard
main switchboard. The main/emergency switchboard bus tie blacks out.
A SHORE ALIVE lamp, SHORE MCCB CLOSED lamp and SHORE MCCB breaker at the main switchboard does not have an undervoltage
OPEN lamp are fitted to the shore power section of the emergency generator trip and therefore does not open upon opening of the generator h) Turn the generator ACB CONTROL switch (BCS) to the
panel on the emergency switchboard. ACBs.) CLOSE position. The ACB closes and the generator supplies
the main switchboard. The ACB CLOSED LAMP is illuminated
At the main switchboard bus tie panel, a further SHORE ALIVE lamp and a j) Close the main/emergency switchboard bus tie breaker at on the generator panel.
SHORE MCCB CLOSED lamp are also fitted. the emergency switchboard. The shore supply now feeds the
emergency switchboard. (The main/emergency switchboard i) Check the voltage and adjust the frequency to 60Hz. Supply
The kilowatt/hour meter is provided to measure and record the power consumed bus tie breaker at the emergency switchboard does have an main lighting, fire detection, etc.
by the vessel when on shore supply. undervoltage trip and therefore does open upon opening of the
generator ACBs.) j) At the emergency switchboard, open the shore supply
Interlocking is provided between the ship’s main generator ACBs, the breaker. The emergency switchboard blacks out. Close the
emergency generator ACB and the shore supply breaker. The shore supply k) Proceed to supply essential services such as fire detection, main/emergency switchboard bus tie breaker. The emergency
breaker cannot be closed if any generator ACB is closed. Conversely, none lighting etc. switchboard is now supplied from the main switchboard.
of the ship’s generators’ ACBs can be closed if the shore supply breaker is
closed. This arrangement prevents the shore supply being paralleled with any l) If no maintenance is scheduled for the emergency generator, it k) Change the PMS mode to automatic, if required. Supply
other supply. may be left on automatic standby. The emergency generator will emergency and main consumers as required.
then feed emergency lighting, etc, in the case of failure of the
shore supply. l) Ensure the emergency generator is returned to normal automatic
start. Isolate the shore supply from ashore and remove cables.

2.13.6 MAIN ALTERNATORS In this way the excitation levels are boosted for heavy loads and reduced for
light loads. This provides a constant output voltage independent of load levels.
Initial voltage build-up is via residual magnetism in the rotor.
Specification
The automatic voltage regulator (AVR) and the AVR’s associated current
Maker: Hyundai transformers and diodes are located within the generator cover, access is via a
Type: HFJ6 566-14K bolted plate in the housing.
Capacity/rating: 450V AC, 3 phase, 60Hz, 980kW, 1,571.6A,
1,225kVA, 0.8pf, 10 pole An external manual voltage regulator, VR, is fitted inside the generator panels
at the main switchboards.
Speed: 720 rpm
IP rating: IP44 In any case where two or more generators are on load, one generator has
Space heater: 220V, 315W enough capacity to supply the total load after the operation of the preferential
and forced trips.
Introduction
Main Alternator Circuit Breakers
Three main diesel driven alternators are fitted. They are all of the totally Maker: Hyundai
enclosed, cylindrical rotor, self-excited, brushless, continuously rated type Model: HiAN-20-MRD
fitted with an integral air to fresh water cooler.
Type: Air circuit breaker
Generator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooler is fitted with double-walled The main alternators supply the main switchboard via a 3 phase motor charged
tubes to reduce the chances of leakage. The space between the tubes drains to a Air Circuit Breaker (ACB). The ACB has closing springs that are automatically
chamber where a leak detector will activate an alarm if water is detected. charged after each closing cycle by an internal motor. In the case of a motor
failure, the springs may be manually charged using the charging handle on the
A space heater is fitted, which is energised when the generator circuit breaker front face of the ACB. The ACB is fitted with an Undervoltage Trip (UVT)
is open. This protects against internal condensation during shut down periods. device. Controlled tripping is carried out from the overcurrent protective
device. The trip levels may be adjusted at this unit.
There are 6 embedded PT100 sensors fitted to monitor the stator temperature
in each phase winding, 3 are in use and there are 3 spare. These temperatures The ACB is of the withdrawable type; it may be partially removed to the TEST
are monitored via the alarm and monitoring system and will raise alarms when position for testing or completely withdrawn to the ISOLATED position for
the temperature set points are exceeded. maintenance purposes. In the TEST position, the auxiliary control contacts
are connected but the main contacts are isolated so the ACB can be operated
without any electrical problems. In the ISOLATED position, the auxiliary
Bearings control contacts and the main contacts are isolated.
The non-drive end bearing is a self-lubricated sleeve bearing. The bearing
is fitted with a rod type temperature monitor to monitor the bearing The ACBs are normally operated remotely via the main switchboard
temperature. BREAKER CONTROL switches or automatically via the PMS. They can also
be operated locally at the ACB using the front panel buttons in an emergency.
Electrical
The on-load voltage is kept constant by the AVR which regulates the excitation
current to the exciter. Output power from the alternator stator is fed into a
current/voltage compound transformer and the output of this is regulated and
fed through the exciter stator windings.
The magnetic field in the exciter stator induces AC into the exciter rotor, which
is rectified by the rotating diode rectifier set and passed to the main rotor DC
windings.

2.13.7 EMERGENCY ALTERNATOR The alternator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition.
Maker: Stamford
Type: HCM434E The primary method of starting the generator engine is electrical via a battery
Capacity/rating: 450V, 3 phase, 60Hz, 250kW, 400.9A, 312.5kVA, which is charged via its own wall mounted battery charger. The secondary
0.8pf, 4 pole method of starting is via a hydraulic starting system.
Speed: 1,800 rpm
AVR type: MX 341
Excitation: 40V, 2.3A
Heating: 220V, 240W
Enclosure: IP23
Introduction
A self-contained emergency diesel generator, rated at 250kW, is fitted in the

emergency generator room on the upper deck port for use in an emergency.
The generator is of the self-excited, brushless type and can be set for manual
or automatic operation. Automatic (AUTO) is normally selected, with manual
being used for testing the generator.
The emergency switchboard is normally supplied from the main 440V

switchboard. When AUTO is selected, the emergency generator is started
automatically by detecting zero-voltage on the emergency switchboard
busbar. The emergency generator Air Circuit Breaker (ACB) will connect
automatically to the emergency switchboard after confirming the continuation
of zero-voltage. The emergency generator is designed to restore power to
the emergency switchboard within 45 seconds. The bus tie breaker on the
emergency switchboard, which connects to the main 440V switchboards, is
opened automatically when zero-voltage is detected on the switchboard bus.
The alternator’s automatic voltage regulator (AVR) is fitted within the alternator
terminal cover. There is a potentiometer inside the switchboard cubicle to
enable the voltage to be manually adjusted. The AVR used is an MX341. The
MX341 is a two phase sensed automatic voltage regulator. Excitation power is
derived from a three phase permanent magnet generator (PMG) to isolate the
AVR control circuits from the effects of non-linear loads and to reduce radio
frequency interference on the generator terminals. The AVR senses the voltage
in the main generator winding and controls the power fed to the exciter stator
and hence the main rotor to maintain the generator output voltage within the
specified limits, compensating for load, speed, temperature and power factor
of the generator.
The alternator is fitted with a space heater to prevent condensation when the
generator is stationary or idling. The heater is interlocked with the alternator
ACB.

Illustration 2.13.8a Preferential Tripping
2.13.8 PREFERENTIAL TRIPPING AND SEQUENTIAL
RESTARTING First Stage P-1M-5 No.1 Air Conditioning Plant Second Stage P-1M-1 No.1 Windlass/Forward Mooring Winch (W1)
Preference Trips Preference Trips
P-1M-7 No.1 Ballast Pump 15 Seconds P-1M-2 No.1 Forward Mooring Winch (M1)
10 Seconds
Preferential Tripping PT1 P-1M-10 No.1 440/440V Galley Transformer PT2 P-1M-3 No.3 Midship Mooring Winch (M3)
P-1M-11 No.3 440/230V Galley Transformer P-1M-4 No.5 Aft Mooring Winch (M5)
If the current on a running generator exceeds 1,363A for a period of 5 seconds,
the PMS will initiate the release of the preferential tripping, thereby providing 1 P-1M-12 Engine Control Room Unit Cooler 2 P-1M-17 Local Group Starter Panel LGSP-4
- No.1 HFO Purifier
protection against the overcurrent which would otherwise trip the ACB. P-1M-13 Local Group Starter Panel LGSP-1
- No.1 FW Generator Ejector Pump
- No.1 HFO Purifier Supply Pump
- Main LO Purifier
- No.1 FW Generator Distillate Pump - Main LO Purifier Supply Pump
- MDO Purifier
When normal conditions resume, the breakers indicated in the following P-1M-19 Local Group Starter Panel LGSP-7 - MDO Purifier Supply Pump
- No.1 Pump Room Fan
illustration must be manually reset. - Sanitary Space Exhaust Fan P-1M-22 P-3 Panel (Hydraulic Power 440V Distribution Board)
- No.1 Air Handling Unit Fan
- Paint Store Fan P-1M-24 No.1 IGS Main Fan
The consumers’ circuit breakers are fitted with undervoltage trips whose supply - CO2 Room Fan
- Cargo Control Room Unit Cooler P-1M-25 IGS Topping Up Local Control Panel
is interrupted by tripping relays activated by the PMS. The list of consumers P-2M-5 No.2 Air Conditioning Plant
P-2M-1 No.2 Windlass/Forward Mooring Winch (W2)
is shown on the right. P-2M-6 Provision Refrigeration Plant
P-2M-2 No.2 Forward Mooring Winch (M2)
P-2M-8 No.2 Ballast Pump
Preferential tripping is accompanied by an alarm on the machinery alarm P-2M-3 No.4 Midship Mooring Winch (M4)
system. P-2M-11 No.2 440/440V Galley Transformer

P-2M-4 No.6 Aft Mooring Winch (M6)
P-2M-12 No.4 440/230V Galley Transformer P-2M-19 Local Group Starter Panel LGSP-4
- No.2 HFO Purifier
P-2M-13 Engine Control Room Unit Cooler
Sequential Restart - No.2 HFO Purifier Supply Pump
- G/E LO Purifier
P-2M-14 Local Group Starter Panel LGSP-1 - G/E LO Purifier Supply Pump
- No.1 FW Generator Ejector Pump First Stage Preference Trips
- Purifier Room Exhaust Fan
The PMS system will automatically restart the required machinery to restore - No.1 FW Generator Distillate Pump Are Identified By PT1 On
- MGPS SW Service Pump P-2M-25 P-3 Panel (Hydraulic Power 440V Distribution Board) A Yellow Nameplate
power to the vessel. To fulfil this requirement, at least one diesel generator - MGPS Control Panel Second Stage Preference Trips
P-2M-27 No.2 IGS Main Fan
must be left in the automatic standby mode. P-2M-22 Local Group Starter Panel LGSP-6 Are Identified By PT2 On
- No.1/2 FW Pump for Hydraulic Unit A Yellow Nameplate
- Calorifier
The essential machinery is started automatically according to the sequence - Incinerator Panel
- Incinerator Room Exhaust Fan
shown on the right. The sequence is started when power is restored to the 440V - Mill Pump
- Exhaust Gas Economiser
main switchboard. - FW Booster Pump for CCR Unit Cooler

- No.2 Pump Room Fan
The restart sequence is usually left enabled, however, the operator may - Galley and Pantry Exhaust Fan
disable the sequence by setting the necessary individual breakers into the OFF - Galley Supply Fan
- No.2 Air Handling Unit Fan
Emergency
position. - A/C Fan Coil Unit for Galley
Switchboard
- Garbage Locker Exhaust Fan
Preference Trips P-SY-1 Main Switchboard Bus Tie
P-2M-24 P-1 Panel (Workshop 440V Distribution Board)
Motors that were selected for duty before the blackout will be automatically
PT-E
returned to duty when power is restored. Similarly, motors selected for standby
will automatically return to standby. If the machinery designated for duty
does not restore normal system conditions, such as pressure, within a preset
Emergency Switchboard Preference Trips
time, the standby motor will cut in automatically. If power is only restored Are Identified By PT-E On
to the emergency switchboard, motors whose supply is from the emergency A Yellow Nameplate
switchboard will start irrespective of any previous selection.

Illustration 2.13.9a 24V DC Distribution Board and Battery Charger
MCCB's
15A
P-DC-T Accommodation Temporary Lighting
15A
P-DC-E Emergency Diesel Generator Room Temporary Lighting
30A
P-DC-1 Bridge Control Console
15A
P-DC-2 Gyrocompass
15A
P-DC-3 Magnetic Compass
15A
P-DC-4 Echo Sounder Main Unit
15A
P-DC-5 Echo Sounder Indicator
15A
P-DC-6 DGPS Slave Monitor
15A
P-DC-7 Electric Master Clock
15A
P-DC-8 Ship Security Controller
15A
P-DC-9 Inmarsat-F Power Supply Unit
Battery Charger 15A
P-DC-10 Automatic Telephone Exchange
15A
P-DC-11 I.S. Telephone Power Supply
15A
P-DC-12 Communal Aerial Main Unit
50A
P-DC-ECC1 Engine Control Console
50A
P-DC-ECC3 Engine Control Console
15A
P-DC-13 Hospital Calling Alarm
15A
P-DC-14 Bridge Watch Monitor Main Unit
30A
P-DC-15 Public Address Main Unit
30A
P-DC-16 Public Address Main Unit
15A
P-DC-17 Sound Reception Main Unit
15A
P-DC-18 Extension Alarm Panel
15A
P-DC-19 Overfill Alarm Panel
15A
P-DC-NLP Navigation Lighting Panel
15A
P-DC-20 COPT Barrier Box
15A
P-DC-21 Cargo I.S. Barrier Box
15A
P-DC-22 Gyrocompass No.1 Power Supply
15A
P-DC-23 Gyrocompass No.2 Power Supply
15A
P-DC-24 No.1 Autopilot Controller
15A
P-DC-25 AIS Power Supply
15A
P-DC-26 Cargo I.S. Barrier Box
15A
P-DC-27 No.2 Autopilot Controller
15A
P-DC-28 Nauto Alarm Unit
15A
P-DC-29 I.S. Barrier Box for Level Switch
15A
P-DC-30 Course Monitor Unit
15A
P-DC-31 Bridge Wing Console (Port)
15A
P-DC-32 Bridge Wing Console (Starboard)
15A
Spare x 3

2.13.9 UNINTERRUPTED POWER SUPPLY (UPS) AND No.1 battery charger is supplied with 220V from the navigation distribution Operating Procedure
BATTERY SYSTEMS board N-1, way P-N1-16. No.2 battery charger is supplied with 220V from the
emergency switchboard 220V section, way P-EL-19. The battery charger is a fully automatic charging device which automatically
The ship’s emergency power requirements are supplied by the emergency charges the 24V storage battery.
switchboard network, see illustration 2.13.4e for a detailed list of emergency The battery charger sections of the unit have the following equipment mounted
consumers. on the front: The charger has a facility to adjust the charging voltage. This, however, should
• Mimic board not be altered once the charger has been commissioned.
Essential general service low voltage equipment is supplied from the
combined battery charger and 24V DC distribution board. This is located in • DC ammeter (charging)
Floating and Equalising Charge Modes
the wheelhouse navigation locker. • DC ammeter (discharging)
While the storage battery is fully charged, it is subjected to a floating charge. In
The radio/GMDSS equipment is backed up by a separate radio use battery • DC voltmeter the normal conditions the 220V AC is transformed and rectified to supply the
system. The back-up batteries are located in the battery room on D deck. The • Insulation meter 24V system with power. In the event of failure of the power source, the battery
batteries are charged from one of two GMDSS battery chargers located in the will take over. A constant voltage is applied to the battery regardless of any
• DC ammeter selection switch load, power or temperature variation and the charging current varies according
wheelhouse electrical equipment room.
• DC voltmeter selection switch to the charged state, thus maintaining the battery in a fully charged condition.
A separate 24V battery and charger system is provided for the emergency • Input source indication
generator starting arrangements. This is located in the emergency generator If the battery has been subjected to a period of duty due to power failure, on
room on the upper deck. • Output source indication restoration of the power supply, the battery charger is automatically transferred
• Earth lamps to equalising charge and this rapidly charges the battery. As soon as the battery
A navigation and general alarm equipment UPS unit is located in the becomes fully charged, it reverts to floating charge.
wheelhouse electrical equipment room. The batteries are located in the battery The mimic board is equipped with pushbuttons for selection of the following:
room on D deck. Maintenance
• Floating charge
There are four IAS UPS units consisting of two 230V AC units, IAS AC • Equalising charge The 24V charger/discharge board is designed for continuous operation and is
UPS3 and IAS AC UPS4 and two 24V DC units, IAS DC UPSA and IAS DC practically maintenance free. However, the unit should be kept clean and dry
• Manual control and a visual inspection of connection integrity, cable condition etc, made once
UPSB.
• Buzzer stop a year. At this time the charging voltage should be checked using a high quality
General Service Battery System 24V Batteries digital voltmeter.
• Lamp test
Maker: Hyundai Enercell
Battery: Lead-acid sealed • Reset All the ship’s batteries should be kept clean and dry. The battery poles and
connections must be kept covered with acid free vaseline. The cell voltages
Type: SLD300-2 should be checked and logged once a month and the connection terminals
The following alarms are also displayed on the mimic panel:
Capacity: 24V, 300Ah checked for tightness once a year.
• DC voltage high
Voltage (nominal): 24V total
Voltage per cell: 2V • DC voltage low
Number of cells per set: 12 • Overload
• Low insulation
General Service Battery System 24V Charger/Discharge Boards • Discharger
Maker: KOC Electric Co. Ltd. • Input fail
Voltage (supply): 220V AC, 3ph, 60Hz
Voltage output: 24V DC Manual voltage adjustment can be carried out by means of the manual voltage
adjustment potentiometer mounted on the mimic panel.
Rated current: 40A
Rating: Continuous
Cooling: Forced cooling (fan)
The system consists of a 24V distribution board, a 24V DC battery bank and
two battery chargers.
Illustration 2.13.9b Navigation and General Alarm Equipment UPS Distribution
Emergency Bypass Line
UPS
CB5 Static Switch
Unit Main Unit Cabinet
Bypass Line
Bypass
CB2
Contactor
MCCB's
Input
Transformer T2 Rectifier Inverter Output 15A
Transformer T1 P-UPS-1 Anenometer Transformer
(440/230V)
440VAC Supply 15A
From Emergency P-UPS-2 Repeater for Radar (Starboard) - W/H Bridge Wing Console Starboard
NF 15A
Switchboard P-UPS-3 Gyrocompass Course Recorder Printer
Noise Output
Breaker P-EM-12 CB1 Fuse CB4 15A
Filter Contactor P-UPS-4 Gyrocompass No.1 Power Supply Unit
CB3 15A
P-UPS-5 Gyrocompass No.2 Power Supply Unit
15A
P-UPS-6 Magnetic Compass
15A
P-UPS-7 Speed Log Process Unit
15A
P-UPS-8 Speed Log Electric Unit
15A
P-UPS-9 Speed Log (R1-Type) Electric Unit
15A
P-UPS-10 Speed Log (R1-Type) Process Unit
Battery
15A
P-UPS-11 Echo Sounder Main Unit
15A
P-UPS-12 Rudder Angle Indicator Junction Box
15A
P-UPS-13 No.1 DGPS Power Supply Unit
20A
P-UPS-14 Spare
20A
P-UPS-15 X-Band Transmitter
15A
P-UPS-16 Repeater for Radar (Port) - W/H Bridge Wing Console Port
15A
P-UPS-17 X-Band Ice Radar Transmitter
15A
P-UPS-18 S-Band Transmitter
15A
P-UPS-19 Spare
15A
P-UPS-20 No.2 DGPS Power Supply Unit
15A
P-UPS-21 AIS Power Supply Unit
15A
P-UPS-22 Weather Fax Power Supply Unit
15A
P-UPS-23 Public Address Main Unit
15A
P-UPS-24 Public Address Main Unit
15A
P-UPS-25 DGPS Slave Unit
15A
P-UPS-26 Recorder for Anenometer
15A
P-UPS-27 Sigma-6 Display Unit
15A
P-UPS-28 Spare
15A
P-UPS-29 Spare
15A
P-UPS-30 Spare

Emergency Generator Starting Batteries and Charger Radio Use Batteries and Chargers Battery
Battery Charger Battery Charger Maker: Hyundai Enercell
Maker: Uni-Trafo Technic Maker: Sailor Type: ES 200 - 12
Type: UTT 1877, PO3 Type: PS 4650 Rating/Capacity: 200 AH
Input voltage: 220V AC Input voltage: 220V AC Voltage (nominal): 2 x 12V
Output voltage: 28.8V, 10A Output voltage: 24V DC, 10A
UPS (24V DC)
Battery Battery Maker: Hyun Jin
Maker: Optima 34 Maker: Hyundai Enercell Type: 041 599
Rating/capacity: 50 AH Rating/Capacity: 200Ah No. of units: 2
Type: N7312 Type: SLD200-2 Input: 440V AC, 3ph, 60Hz
Voltage (nominal): 2 x 12V Voltage (nominal): 24V UPS rating: 220V AC ,3ph, 41A
Total No. of cells: 12
These batteries are charged from a battery charger located in the emergency Battery
generator room. The charger is fed from the emergency switchboard 220V Maker: Powersafe
section, breaker P-EL-8. The 24V charger is fitted with an ammeter and Navigation and General Alarm Equipment UPS
Type: 12V92F
voltmeter to monitor the charging supply. UPS
Voltage (nominal): 24V DC
Maker: Hyun Jin
The charger is automatic in operation with floating and equalising charging
modes, indicated by lamps on the front panel. If the battery is discharged, the Input: 440V AC 3ph 60Hz
charger automatically transfers to the equalising mode and rapidly charges the Output: 220V, 3ph, 60Hz
battery. As soon as the battery becomes fully charged, it reverts to a floating UPS rating: 220V AC, 3ph, 20kVA 60 min
charge. The charge performed after the recovery from a power interruption
is controlled by the automatic control system, which protects the battery and
charging circuits from excess current. The mode may also be manually selected Battery
via a toggle switch on the front panel. The charger is fitted with a battery low Maker: Hyundai Enercell
voltage alarm which will raise an alarm via the emergency generator local Rating/Capacity: 200Ah
control panel in the event of any abnormal conditions. Charger failure alarms
are also raised via the generator control panel. Type: ES200-12
Voltage (nominal): 240V
General Maintenance Total No. of cells: 20
The boards and chargers are designed for continuous operation and are
practically maintenance free. However, the units should be kept clean and IAS UPS Units
dry and a visual inspection of connection integrity, cable condition etc, made
once a year. At this time the charging voltages should be checked using a high UPS (230V AC)
quality digital voltmeter. All batteries should be kept clean and dry. The battery Maker: MGE UPS Units
poles and connections must be kept covered with acid free vaseline. The cell Type: Pulsar Evolution 800 and 1100
voltages should be checked and logged once a month and the connection
Input: 160 - 294V AC, 50 or 60Hz
terminals checked for tightness once a year.
No. of units: 2
Rating/Capacity: 800VA/560W and 110VA/700W

Illustration 2.13.10a Impressed Cathodic Protection System
Aft Power
Supply Unit
Rudder Stock Forward Power Supply Unit
Input 440V 60Hz 1PH
Bonding Remote Monitoring Input 440V 60Hz 1PH
Output 400A DC 24V
Panel in Engine Control Room Output 200A 24V DC
Bosun
Store
No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
A.P.T.
Engine Room
No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
Pump (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Room
AP 10 20 30 40 50 57 62 69 76 83 90 97 FP
100A Anodes Reference Electrode 100A Anodes 100A Anodes Reference Electrode
Located at Frame 17 Located at Frame 28 Located at Frame 39 Located at Frame 99 Located at Frame 111
Port and Starboard Port and Starboard Port and Starboard Port and Starboard Port and Starboard
Monitoring Panel
100A Anode Reference Cell 100A Anode in Engine Room 100A Anode Reference Cell
REMOTE MONITOR
ELECTRODE VOLTS ANODE AMPS

NEGATIVE POSITIVE AFT : 100% 400A
PORT
OFF
STBD
FWD : 200% 200A
AFT FWD
Shaft Earthing
Brushes
JB JB JB JB JB
ICCP SYSTEM ICCP SYSTEM
DC Amp DC mV
Aft Controller Power Unit

Input 440V 60Hz 3PH HEATER LAMP PORT STBD HEATER LAMP PORT STBD
Output 400A DC 24V
Propeller Shaft
Copper Slip Ring
Forward Controller Power Unit

Input 440V 60Hz 3PH
Output 200A 24V DC
JB JB JB JB JB
100A Anode Reference Cell 100A Anode 100A Anode Reference Cell Propeller Shaft Earthing
System Wiring and Monitoring Assembly

2.13.10 CATHODIC PROTECTION SYSTEM Principle of Operation The system should be regularly monitored and the readings taken once a day.
The monitoring unit has a changeover switch to enable the display of the
Maker : Corrstech Korea Ltd. Protection is achieved by passing low voltage DC current between the hull forward or aft system readings.
Type: Impressed Current metal and anodes, insulated from the hull, but in contact with the sea water.
Power supply: AC 440V, 60Hz, 3ph The electrical potential of the hull is maintained more negative than the Propeller and Rudder Stock Earthing
anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control
is necessary over the flow of impressed current, which will vary with the ship’s Protection of the propeller and any exposed shaft is achieved by grounding the
The vessel is provided with an Impressed Current Cathodic Protection speed, salinity and temperature of the sea water and the condition of the hull shaft to the hull structure with a shaft slip ring. The rudder is also grounded
(ICCP) system. This method of corrosion protection automatically controls paintwork. If the potential of the hull is made too negative with respect to to the hull structure via a 70mm2 flexible earth cable between the deckhead
electrochemical corrosion of the ship’s hull structure below the waterline. the anode, then damage to the paint film can occur electrolytically or through and rudder stock to minimise any electrolytic potential across the bearings and
Cathodic protection can be compared to a simple battery cell, consisting of two the evolution of hydrogen gas between hull steel and paint. The system on bushes.
plates in an electrolyte. One of the battery plates in the electrolyte will waste this vessel controls the impressed electrical current automatically to ensure
away through the action of the flow of electrical current if the two battery optimum protection. Current is fed through titanium anodes situated port Routine Checks
electrodes are connected electrically. When two metals are immersed in sea and starboard on the ship. The titanium prevents the anodes themselves from
water, which acts as the electrolyte, one of the metals acts as the anode and corroding and the surfaces are streamlined into the hull. Fixed zinc reference • Record the output current and all voltages on a daily basis
will waste away. Which metal, in any pair, acts as the anode depends upon their electrodes, port and starboard, are used to compare the potential of the hull
relative positions in the electrochemical series but steel will act as an anode to • Check the reference electrode voltage on a daily basis
with that normally found between unprotected steel and zinc electrodes.
copper, brass or bronze. The strength of the electric current generated in the Sufficient current is impressed via the anodes to reduce this to an optimum • Check and clean the propeller shaft slip ring and brushes every
corrosion cell, and hence the rate at which wastage takes place, depends upon level of approximately 220mV. week
the metals involved and the strength of the electrolyte.
• Inspect the rudder stock earth strap every month
Cathodic protection is a system of preventing corrosion by forcing all surfaces Electrical Installation and Operation • Return completed log sheets to the manufacturer for scrutiny
of a structure to be cathodes by providing external anodes. When a vessel Protection of the vessel is achieved by use of a forward and an aft ICCP every month
is fitted with ICCP the hull steel is maintained at an electrical potential system. • Inspect and clean the power supply unit cooling fans and grilles
more negative than the surrounding sea water. For this reason, loading and every three months
discharging terminals normally comply with the ISGOTT Recommendation The forward system consists of two recessed 100A MMO/Ti anodes (one port,
20.6, Earthing, Bonding and Cathodic Protection, which states, referring to one starboard), two recessed zinc reference electrodes (one port, one starboard) The anodes and reference cells must be externally inspected every dry dock
IMO recommendations for the safe transport, handling and storage of dangerous and a 200A, 24V DC controller power unit located in the bosun’s store. period. The anodes are fitted with an insulating shield cover to prevent
substances in port areas, that ship shore bonding cables should be discouraged. excessive local over-protection and the condition of this shield must be closely
High currents that can occur in earthing cables and metallic connections are The aft system consists of four recessed 100A MMO/Ti anodes (two port, two inspected at this time.
avoided. These are due to potential differences between ship and terminal starboard), two recessed zinc reference electrodes (one port, one starboard)
structure particularly due to the residual potential difference that can exist for and a 400A, 24V DC controller power unit located on the main engine room Detailed instructions are available in the manufacturer’s manual.
up to 24 hours after the shipboard ICCP has been switched off. These terminals 3rd deck.
usually utilise insulating flanges on hose connections to electrically isolate the
ship and terminal structure. During preparations for berthing at terminals where A remote monitoring unit is located in the engine control room from which the
such insulation is not employed, or where earth connections are mandatory by anode amps and reference electrode millivolts can be read for both the forward
local regulation, or when bunker barges come alongside, the ICCP should be and aft systems. These values can also be read at the forward controller power
switched off at least 24 hours in advance. unit for the forward system and the aft controller power unit for the aft
system.
Fresh Water Operation
Operation
When the vessel enters a river estuary the fresh or brackish water may limit Once the unit is switched on, the unit’s transformer rectifier converts the
the spread of current from the anodes, due to the higher resistance of the water. ship’s 440V AC supply to a low voltage, finely controlled DC current. The DC
Normally this would cause the voltage output to increase to compensate for positive is connected to the anodes and the DC negative is connected to the
this. This would be accompanied by very low current levels and the reference ship’s hull. The system is completely automatic in normal use. In the normal
electrode potentials may indicate under protection. However, in this system, operating mode the display will show the following readings:
the output is taken care of by the computer and the system will automatically
return the hull to the optimum protective level when the vessel returns to sea • Anode current
water. • Reference cell millivolts

Marine Growth Prevention System (MGPS) Illustration 2.13.10b MGPS System
Maker: The Nippon Corrosion Engineering Co. Ltd

Injection Nozzles
Type: MGPS TD-2400PS Sea Chest
(Low)
Power Supply Unit
Shipside
Input: 440V AC, 3 phase, 60Hz, 10.35A Valve
(LGSP-1 way P-LS1-5) Distribution
Output: 7V DC, 710A maximum Valves
Rating: Continuous
MGPS P1
Rectification mode: Double star connection half wave F2
Enclosure: IP44 Distribution Valve Flow Meters
Electrolytic Cell F1 P2
Normal electrolysis P7
current: 710A maximum
Drain Valve P3
Sea water flow into
electrolytic cell: Above 20m³/h
No. of electrode sets: 3
Interlocked P3
Anode: Pt-Ti
Cathode: Steel
Key
Injection Nozzles P4
MGPS Power Supply Unit and
Electrolytic Cell
Size: JIS 5K-40A P1 COPT Condenser CSW Pump
Quantity: 5 sets P2 Main Cooling SW Pump
P3 FW Generator Ejector Pump P5
Type: ICP-4015, STPG370 (sch80) P4 Scrubber CSW Pump
P5 IG Deck Seal SW Pump
P6 Aux CSW Pump
The vessel is equipped with a marine growth prevention system used in the P7 MGPS SW Service Pump P5
prevention of the adhesion of marine organisms, seaweed and shells to the
interior of sea water pipework. This is performed by injecting into these pipes
chlorine compounds produced by the electrolisation of the salt contained in
P6
sea water.
Shipside
An MGPS SW service pump feeds sea water through the electrolytic cell. Valve
The sea water is electrolysed by DC supplied from the power supply unit and
generates chlorine compounds.
Each sea chest is equipped with three injection nozzles. The electrolysed sea Sea Chest
(High)
water is injected into the sea chests and mixed with sea water which is fed into
the respective cooling water systems of the vessel.
Injection Nozzles

2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System
2.14.2 Domestic Refrigeration System
2.14.3 Accommodation Air Conditioning Plant
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment Plant
2.14.6 Incinerator and Garbage Disposal
Illustrations
2.14.1a Domestic Fresh Water System
2.14.2a Domestic Refrigeration System
2.14.3a Accommodation Air Conditioning Plant
2.14.5a Soiled and Waste Water and Deck Scupper System
2.14.6a Incinerator System

Illustration 2.14.1a Domestic Fresh Water System To Galley To Accommodation From Accommodation To Accommodation
Pump Unit Main Engine Area

CI PI PS S Key
PI To Engine Room Toilet
TI PI Fresh Water
12V Steriliser
13V (1000L/h) 22V Air
S No.1/2/3 Generator Engine Area Hot Water
23V
Circulation Pump Electrical Signal
11V
Drinking Water Fountain (2.0m3/h x 5mth)
Mineraliser Calorifier
(300L PI All System Valves are Prefixed 'D'
(1000L/h)
S No.1/2 Boiler Area 2.0m3/h) Unless Otherwise Stated
PI
Air Test PI To Inert Gas Blower
24V
S Incinerator Area
25V 21V 27V To Fresh Water Generator
35V
To Fresh Water Expansion Tank

S Heavy Fuel Oil Purifier Area
10V PI 26V PI
46V Exhaust Gas Economise
To Feed 28V
Filter Tank Washing Washing
Fresh Water 49V 45V
Near Purifier Work Bench
Tank S Top Up Inert Gas Generator Area
(Port) 2V 2nd Deck Service
(230.1m3) 47V 44V
4V
LCG Boiler Water Washing
36V
6V 7kg/cm2 Air
To Boiler Sampling Cooler
42V
PS PI
CI Set 5.5kg/cm2 To Boiler Chemical Dosing Unit

Stern Tube S S S S S S S S S S S S
Cooling Water
Tank 7V 9V To Boiler Feed Water Tank
(31.7m3) No.2 43V
PSL PSL PSL PI PSL PI PSL
CI
Sewage Plant Dilution Water
S CS S CS
8V Fresh Water
No.1
Hydrophore To Exhaust Gas Pipe Seal Pot
Fresh Water Fresh Water Pump Tank
3V (5.0m3/h x 45mth) (1.0m3)
Tank (Starboard) P Generator Engine
(127.1m3) 1V Turbocharger Cleaning
LCG 40V
5V Generator Engine Main No.2 No.1
Lubricating Oil Lubricating Oil Marine Diesel Oil Heavy Fuel Oil Heavy Fuel Oil 3rd Deck Service
Purifier Purifier Purifier Purifier Purifier 39V
41V
Detection Monitor System
SA PI PI SA Cleaning Turbine
34V 33V Chemical Cleaning Tank
S S
Floor Service
38V
To Oily Bilge Separator

No.2 Fresh Water Generator (25 Ton/Day) Sea Water Cooling System Sea Water Cooling System No.1 Fresh Water Generator (25 Ton/Day)
To Stern Tube

2.14 ACCOMMODATION SYSTEMS Dolomite charge: 300kg around the ship by a hot water circulating pump. By continuously circulating
Working pressure: 4.0 to 5.5kg/cm2 the water in this way, wastage is kept to a minimum with water not having to
2.14.1 DOMESTIC FRESH WATER SYSTEM be run off to get hot water through.
pH value: 7-8
Steriliser The domestic fresh water system is used to supply the following:
Fresh Water Pump
Maker: Samkun Century Co Ltd • Sanitary system
Model: JSA-1000 • Drinking water fountains
Model: SHC40A
No. of sets: 1 • Calorifier and accommodation hot water services
No. of sets: 2
Capacity: 5m3/h x 45mth • Hot water to the engine room toilet
Working pressure: 4.0 to 5.5kg/cm2
Motor: 3.7kW at 3,505 rpm • Cold water to galley and accommodation services
Hydrophore
Introduction • Inert gas blowers
Maker: Shin Shin Machinery Co Ltd Fresh water for domestic use is stored in two tanks located aft on the port and • Fresh water generator
Model: SHC40A-1.0-2R starboard side of the steering gear room and they supply drinking water and • Main central fresh water system expansion tank
No. of sets: 1 fresh water for general services on the vessel. The water is pumped to the
tanks from the evaporators or the tanks can be filled from shore via filling • Exhaust gas economiser water washing
Tank volume: 1.0m3
connections on the upper deck. • 2nd deck services
Test pressure: 8.25kg/cm2
• Boiler water washing
Safety valve: 5.5kg/cm2 set pressure Fresh water is also provided to the distilled water system for boiler water make-
Pressure switch: 5kg/cm2 OFF up and stern tube cooling. This aspect of the fresh water system is detailed in • Boiler water sampling cooler
4kg/cm2 ON section 2.3.6 Distilled Water Transfer and Distribution. • Boiler water chemical dosing unit
Hot Water Circulating Pump Water is taken from the fresh water storage tanks and pumped to a hydrophore • Boiler feed water tank
tank from where it is distributed around the ship as fresh domestic water • Sewage plant dilution water
for human use and as technical water for use in the machinery spaces. Both
Model: SHC40A the domestic and technical water systems are supplied by the same single • Exhaust gas pipe seal pot
No. of sets: 1 hydrophore unit. There are two pumps which pressurise the hydrophore tank, • Generator engine turbocharger cleaning
Capacity: 2.0m3/h x 5mth one pump being the duty pump and the other switched to standby should the
• 3rd deck services
Liquid temperature: 70°C duty pump fail. The system supplies water at a rate of 5.0m3/h and a pressure
of between 4.0kg/cm2 and 5.0kg/cm2 . • Cargo oil vacuum unit and fresh water tank for ODM system
Motor: 0.4kW at 1,700 rpm
• Main engine turbocharger turbine cleaning
Calorifier Water being supplied to the domestic cold fresh water system passes through a
mineraliser where the hardness and pH value of the water is increased, it then • Main engine air cooler chemical cleaning tank
Maker: Sunbo Industries Co Ltd passes through an ultraviolet steriliser to remove bacteria before passing into • Floor services
Type: Vertical storage type tank, steam/electric heating the drinking water system.
Volume: 300 litres • Oily bilge separator
Capacity: 2,000 litres/h The water supplying technical water does so through non-return valves to stop • Stern tube lubricating oil system
the drinking water in the system being inadvertently contaminated.
Electrical heating: 15kW, 440VAC, 60Hz, 3ph • No.1 and 2 heavy fuel oil purifiers
Outlet temperature: 70°C Ordinarily one fresh water tank is being filled by the fresh water generator • Marine diesel oil purifier
Mineraliser while the other is in use supplying water to the ship. Cold water is also • Main lubricating oil purifier
supplied to the calorifier where it is heated for the domestic hot water system.
Maker: Se-Won Industries Co Ltd The calorifier is a 300 litre thermostatically controlled vertical storage and • Generator engine lubricating oil purifier
Type: SWM-1.0 heating vessel which utilises steam or electricity to provide the heat. • Purifier work bench
No. of sets: 1
The electric heater is reserved for use when the steam plant is shut down or
during periods of refit. The water is heated to 70°C and is then circulated
Tank volume: 140 litres

Illustration 2.14.1a Domestic Fresh Water System To Galley To Accommodation From Accommodation To Accommodation
Pump Unit Main Engine Area

CI PI PS S Key
PI To Engine Room Toilet
TI PI Fresh Water
12V Steriliser
13V (1000L/h) 22V Air
S No.1/2/3 Generator Engine Area Hot Water
23V
Circulation Pump Electrical Signal
11V
Drinking Water Fountain (2.0m3/h x 5mth)
Mineraliser Calorifier
(300L PI All System Valves are Prefixed 'D'
(1000L/h)
S No.1/2 Boiler Area 2.0m3/h) Unless Otherwise Stated
PI
Air Test PI To Inert Gas Blower
24V
S Incinerator Area
25V 21V 27V To Fresh Water Generator
35V
To Fresh Water Expansion Tank

S Heavy Fuel Oil Purifier Area
10V PI 26V PI
46V Exhaust Gas Economise
To Feed 28V
Filter Tank Washing Washing
Fresh Water 49V 45V
Near Purifier Work Bench
Tank S Top Up Inert Gas Generator Area
(Port) 2V 2nd Deck Service
(230.1m3) 47V 44V
4V
LCG Boiler Water Washing
36V
6V 7kg/cm2 Air
To Boiler Sampling Cooler
42V
PS PI
CI Set 5.5kg/cm2 To Boiler Chemical Dosing Unit

Stern Tube S S S S S S S S S S S S
Cooling Water
Tank 7V 9V To Boiler Feed Water Tank
(31.7m3) No.2 43V
PSL PSL PSL PI PSL PI PSL
CI
Sewage Plant Dilution Water
S CS S CS
8V Fresh Water
No.1
Hydrophore To Exhaust Gas Pipe Seal Pot
Fresh Water Fresh Water Pump Tank
3V (5.0m3/h x 45mth) (1.0m3)
Tank (Starboard) P Generator Engine
(127.1m3) 1V Turbocharger Cleaning
LCG 40V
5V Generator Engine Main No.2 No.1
Lubricating Oil Lubricating Oil Marine Diesel Oil Heavy Fuel Oil Heavy Fuel Oil 3rd Deck Service
Purifier Purifier Purifier Purifier Purifier 39V
41V
Detection Monitor System
SA PI PI SA Cleaning Turbine
34V 33V Chemical Cleaning Tank
S S
Floor Service
38V
To Oily Bilge Separator

No.2 Fresh Water Generator (25 Ton/Day) Sea Water Cooling System Sea Water Cooling System No.1 Fresh Water Generator (25 Ton/Day)
To Stern Tube

Operation of the Domestic Fresh Water System Position Description Valve e) Connect the compressed air supply line to the tank and slightly
open the air inlet valve until the operating pressure is reached.
Closed Fresh water inlet valve to generator engine
Set up the valves as in the following table, this description assumes the port
lubricating oil purifier
fresh water tank is duty with the starboard fresh water tank standby. f) Close the compressed air supply valve.
Closed Supply valve to purifier work bench D47V
Position Description Valve Closed Inert gas generator blowers supply valve g) Repeat steps b) to f) until the tank is at the correct operating
Closed Fresh water generator supply valve D35V pressure, with the water level at about 75%.
Open Port fresh water tank outlet valve D4V
Closed Starboard fresh water tank outlet valve D3V Closed Main central fresh water system expansion
tank supply valve h) Switch one hydrophore pump to AUTOMATIC operation and
Open No.1 fresh water pump suction valve D8V open the hydrophore tank outlet valve D10V.
Closed Exhaust gas economiser water washing D45V
Open No.2 fresh water pump suction valve D9V supply valve
Open Hydrophore discharge valve D10V The hydrophore system is now ready for operation.
Closed 2nd deck services supply valve D44V
Open Mineraliser isolating valve D25V Closed Boiler water washing supply valve D36V i) Slowly open the hydrophore tank outlet valves to the domestic
Set 3-way cock inlet to mineraliser Closed Boiler sampling cooler supply valve D42V water system, the technical water system and the sanitary
Set 3-way cock outlet from mineraliser Closed Boiler chemical dosing unit supply valve system until all the systems are pressurised.
Open Steriliser inlet valve D11V Closed Boiler feed water tank supply valve D43V
Open Steriliser outlet valve D12V j) Start the hot water circulating pump.
Closed Sewage plant dilution water supply valve
Closed Steriliser bypass valve (locked closed) D13V Closed Exhaust gas pipe seal pot supply valve k) Vent air from the calorifier.
Open Calorifier inlet valve D21V Closed Generator engine turbocharger cleaning D40V
Open Calorifier outlet valve D22V supply valve l) Start the electric heater for the calorifier.
Open Hot water circulating pump suction valve D23V Closed 3rd deck services supply valve D39V
Open Hot water circulating pump discharge valve D24V Closed Cargo oil vacuum unit and fresh water tank D41V m) Open the calorifier drain valve T116V and the steam supply
Open Fresh water discharge valve to purifier D26V for the oil detection monitor supply valve valve T113V when steam is available from the 6kg/cm2
services system.
Closed Main engine turbocharger turbine cleaning
Open Fresh water discharge valve to sanitary D27V supply valve
n) Ensure the calorifier’s steam inlet temperature control valve is
system Closed Main engine air cooler chemical cleaning tank operational and able to take control of the heater.
Open Fresh water discharge valve to ship's services D28V supply valve
Closed Floor services supply valve D38V o) Shut down the electric heater.
Technical Water Distribution System Closed Oily bilge separator supply valve
Closed Stern tube lubricating oil system supply The domestic hot and cold fresh water systems and the sanitary water system
Fresh water is used for a number of purposes throughout the ship and all valve are now available.
systems are supplied by the fresh water pumps via the hydrophore tank. Set
the technical water system valves as in the following table. Valves to services
Procedure for Setting-up the Hydrophore System and the
are shown in the Closed position, the valve being set to the Open position when
that service is operational and requires a supply of fresh water. Calorifier
a) Ensure all pressure gauges and instrumentation valves are open

and that gauges and instrumentation are reading correctly.
Closed Fresh water inlet valve to No.1 heavy fuel oil
purifier b) Start one FW pump.
Closed Fresh water inlet valve to No.2 heavy fuel oil
purifier c) Fill the hydrophore tank to about 75%.
Closed Fresh water inlet valve to marine diesel oil
purifier d) Stop the FW pump.
Closed Fresh water inlet valve to main lubricating oil
purifier

Illustration 2.14.2a Domestic Refrigeration System
PT-100 PT-100 PT-100 PT-100
Temperature Sensor Temperature Sensor Temperature Sensor Temperature Sensor PT-100
for Cold Chamber for Evaporator Coil for Cold Chamber for Evaporator Coil Temperature Sensor
OZONE DS-30
Type:S-5029 Type:S-5025B Type:S-5029 Type:S-5025B for Cold Chamber Type:S-5029
Meat Room Fish Room Vegetable Room

25.2m3 10.3m3 25.2m3
-18°C -18°C +4°C
NRV 22 S HFS-3-SS NRV 22 S HFS-1-SS KVP 15 HFS-1
TS2-0.6 TS2-0.45 TS2-0.21
(02) (01) (00)
EVR 6 EVR 6 EVR 6
BMSL 10 BMSL 10 BMSL 10
Accommodation
Engine Room
Sub
Cooler
PI PS PI PS PS PI PS PI KEY
Oil Oil Refrigerant Liquid

Separator Separator
Refrigerant Gas
Fresh Water
Compressor Compressor
Lubricating Oil
TI TI
Condenser TI TI Condenser
PT PI PI PT
From/To Low Temperature Filter/Dryer Unit

Cooling Fresh Water System Liquid Charge Valve

2.14.2 DOMESTIC REFRIGERATION SYSTEM From the condenser the liquid refrigerant flows through a sight glass and filter/ A side effect of low refrigerant gas charge is apparent low lubricating oil level
dryer and then on to a sub-cooler where it passes over the vapour returning in the sump. A low charge level will result in excess oil being entrapped in the
Maker: York from the evaporator. In the sub-cooler, the temperature of the vapour is raised circulating refrigerant, thus the level in the sump will drop. When the system
Type: Direct expansion and the temperature of the liquid is lowered. This has the effect of enabling is charged to full capacity, the excess oil will separate out and return to the
a greater amount of ‘work-done’ by the refrigerant in the evaporator thus sump.
increasing system efficiency, but it also aids the prevention of liquid droplets
Compressor returning to the compressor, which can cause a problem at start up. During operation, the level as shown in the condenser level gauge will drop.
If the system does become undercharged the whole system must be checked
Maker: York
At the inlet to the evaporator the liquid refrigerant flows through a manual for leakage.
No. of sets: 2
isolating valve and a solenoid valve to the thermostatic expansion valve (TEV).
Model: SBO 22 At the TEV the liquid expands and begins to change state to a vapour and in Note: To comply with the Montreal Protocol, the maximum annual leakage
Type: 2 cylinder belt drive at 1,090 rpm doing so absorbs heat from the surrounding area, which is from the air flowing of this gas into the atmosphere should be restricted to 10% of the total system
Refrigerant: R 404A over the evaporator coils. The expansion valve automatically regulates the charge. To verify this and to monitor the number of times the system has
amount of refrigerant flowing depending on the temperature of the refrigerant to be recharged, a record has to be made in the refrigerant recharge log. A
leaving the evaporator. The expansion continues as the refrigerant flows regular system of leak detection to minimize gas leaks is to be implemented
Condenser through the evaporator coils. to ensure leaks are detected at an early stage.
Model: CRFK 221218
If the temperature of the gas rises as it leaves the evaporator, indicating a room If required, additional refrigerant can be added through the charging line, after
Type: Horizontal shell and tube
temperature rise, the TEV will open and more refrigerant will flow through the first venting the connection between the refrigerant bottle and the charging
No. of sets: 2 evaporator. As the temperature falls, the TEV will tend to close and pass less connection in order to prevent air in the connection pipe from entering the
Cooling water: Fresh water at 4.3m3/h refrigerant. system.
Net receiver volume: 18 litres
From the evaporator, the refrigerant, now a cold gas, returns to the compressor The added refrigerant is dried before entering the system. Any trace of
suction via the sub-cooler. moisture in the refrigerant system will lead to problems with the TEV icing up
Introduction and subsequent blockage.
The compressors are protected by high pressure, low pressure, low lubricating
Cooling for the meat, fish and vegetable rooms is provided by a direct oil pressure and condenser cooling water failure cut-out switches. Each unit is CAUTION
expansion R404A system. fitted with a crankcase heater. Refrigerant R404A is a gas mixture. If gas is lost it may be one component
of the mixture and a top up with new refrigerant may result in a slight
The refrigerator provisions plant unit is located in the engine room at the 2nd A thermostat in each room enables a temperature regulating device to operate change in the composition. If a substantial leak has occurred, in order
deck level on the starboard side aft. It is automatic in operation and consists of the solenoid valves independently in order to reduce the number of starts and to guarantee correct composition, the system should be evacuated and
two compressors, two condensers and an evaporator coil in each of the three running time of the compressor. charged with a fresh refrigerant charge.
cold rooms. The plant is designed to maintain temperatures in the designated
rooms as follows: The solenoid valves at the air coolers (evaporator units) are opened and closed Under normal conditions one compressor/condenser unit is in operation, with
by the room thermostats allowing refrigerant gas to flow to the evaporator
• Vegetable room (25.2m3) +4°C the other ready for manual start up, with all valves shut until required.
when open. With the thermostats closed no gas flows to the evaporator and so
• Fish room (10.3m3) -18°C no gas flows back to the compressor suction and the low pressure switch will During pull-down operation, two condensing units may be used with full
• Meat room (25.2m3) -18°C stop the operating compressor. opening of refrigerant line valves to ensure rapid achievement of the desired
temperature.
The direct expansion refrigerant system uses the change of state of the Any leaks of refrigerant gas from the system will result in the system becoming
refrigerant from a cooled liquid to a vapour to cool the chambers. Air in the undercharged. The symptoms of the system undercharge will be low suction
and discharge pressures with the system eventually becoming ineffective. CAUTION
chambers is driven by electrically powered fans over the evaporator coils, heat Running the compressors in parallel should only be allowed to continue
being transferred from the air to the evaporating refrigerant. The full cycle Bubbles will appear in the liquid line sight glass.
for a short period as this can result in the transfer of lubricating oil from
operation is described below. one machine to the other. It will therefore be necessary to make periodic
Note: Bubbles can also appear in the sight caused by entrained air. These will
oil level checks when operating in this way.
The refrigerant gas returning from the evaporator is compressed in the usually appear larger than gas bubbles. The appearance of bubbles alone in
compressor, leaving the compressor discharge as a hot gas. Heat is removed the sight glass does not necessarily indicate refrigerant undercharge.
from the gas in the LT fresh water cooled condenser and in the condenser it
changes state from a gas to a liquid.

Illustration 2.14.2a Domestic Refrigeration System
PT-100 PT-100 PT-100 PT-100
Temperature Sensor Temperature Sensor Temperature Sensor Temperature Sensor PT-100
for Cold Chamber for Evaporator Coil for Cold Chamber for Evaporator Coil Temperature Sensor
OZONE DS-30
Type:S-5029 Type:S-5025B Type:S-5029 Type:S-5025B for Cold Chamber Type:S-5029
Meat Room Fish Room Vegetable Room

25.2m3 10.3m3 25.2m3
-18°C -18°C +4°C
NRV 22 S HFS-3-SS NRV 22 S HFS-1-SS KVP 15 HFS-1
TS2-0.6 TS2-0.45 TS2-0.21
(02) (01) (00)
EVR 6 EVR 6 EVR 6
Accommodation
Engine Room
Sub
Cooler
PI PS PI PS PS PI PS PI KEY
Oil Oil Refrigerant Liquid

Separator Separator
Refrigerant Gas
Fresh Water
Compressor Compressor
Lubricating Oil
TI TI
Condenser TI TI Condenser
PT PI PI PT
From/To Low Temperature Filter/Dryer Unit

Cooling Fresh Water System Liquid Charge Valve

Operating Procedures With the compressor running gradually increase the capacity, allowing the d) With the coolers covered in ice, the melting takes nearly all
compressor to adjust to the new demand. The compressor will operate and of the heat supplied and the temperature of the cooler and
To Start the Refrigeration Plant
stop automatically when the plant reaches normal operating temperatures refrigerant is kept near zero. When the ice has melted, the
a) The crankcase heater on the compressor to be used should be and the low pressure cut-out trips the plant as no refrigerant is flowing in the refrigerant temperature rises in the rooms.
switched on a least 6 hours prior to starting the compressor in system.
order to boil any refrigerant from the compressor oil. e) When the temperature reaches the predetermined set point on
l) Check if the oil separator is operating correctly by feeling the defrosting thermostat of approximately +10°C, or when
b) Check that the oil level is correct and replenish if necessary. the return pipe to the compressor crankcase. The pipe should the maximum permissible defrost time has elapsed, the heating
normally be warm. elements switch off.
c) Check the V belt tension on the compressor drive.
f) The compressor will restart.
Shutting Down the Refrigeration Plant
d) All stop valves in the refrigerant system, except the selected
compressor suction valve should be opened and fully back a) Shut off the liquid outlet valve from the condenser and pump g) When the coil surface temperature in the meat and fish rooms
seated to prevent the pressure in the valve reaching the valve down the refrigerant in the evaporators to the condenser. falls below 0°C, the fans in two freezer rooms will restart.
gland.
b) Allow the temperature in the evaporators to rise, then repeat the The system is now back on the refrigeration cycle and all of the solenoid valves
e) Open the condenser cooling water inlet and outlet valves and evacuation process. operate again to regulate the temperatures in the spaces.
supply cooling water to the condenser.
c) When the suction pressure is slightly above atmospheric, stop Because the operating temperature of the vegetable room remains at +4°C, the
f) Purge any air completely from the cooling water system by the compressor. Shut the suction and discharge valves and shut evaporators do not require defrosting and so no heaters are fitted.
opening the air purge valve for the condenser. the oil return valve.
System Running Checks at Regular Intervals
g) Check the compressor is free to turn by manually turning it over d) Shut off the cooling water supply to the condenser.
using the drive belts. • Lubricating oil levels in the crankcase
e) Isolate the electrical supply. • Lubricating oil pressure
h) Open the compressor suction valve 1/4 a turn to avoid excessive
• Moisture indicators
pressure reduction on start up.
Defrosting • Suction and discharge pressure and temperature and any unusual
i) Start the selected compressor on automatic operation. Confirm variations investigated
The air coolers in the meat and fish rooms are fitted with an electrical defrosting
that it is running in the correct direction. • Check all room temperatures and evaporation coils for any sign
system. The evaporator and drip trays in each of the two rooms are provided
with electric heating elements. The frequency of defrosting is chosen by means of frosting
j) Gradually open the compressor suction valve until fully opened
of a defrosting relay built into the starter panel.
and back seated. The scales will also allow a record of the amount of gas recovered to be logged
Note: If twenty to thirty minutes is insufficient to complete a defrost, check in the refrigerant log book.
CAUTION
the frequency of visits by catering staff is not excessive and check that the
If the compressor starts making a knocking noise, it is an indication of door seals are in good condition. Before reintroducing any refrigerant into the system, all repair works must
liquid refrigerant returning to the compressor. In that case the suction have been completed and the pipelines and compressors checked for integrity.
valve must be closed immediately and the process of opening repeated A vacuum pump, not the recovery pump, must then be used to create a vacuum
more slowly. The defrosting sequence is as follows: in the system. This will allow leakage checks to be undertaken and also ensure
any atmospheric moisture has been removed before refrigerant is introduced.
a) All of the solenoid valves in the system close and the compressor
Note: A fully closed suction valve with the compressor running may cause stops.
foaming of the lubricating oil in the crankcase.
b) The fans in the meat and fish rooms stop but the fans in the
k) Visually inspect the plant for abnormalities. vegetable room will continue to keep the evaporator free of
ice.
c) The electric heating elements in the meat and fish rooms switch
on.

Shutting Down the Refrigeration Plant for Maintenance accordance with the previously described procedure. For full refrigerant on the main condenser, all of the refrigerant gas will have been removed.
evacuation, a designated gas recovery unit must be used together with Switching off the pump and closing all of the valves will allow any necessary
If the plant is to be shut down for maintenance or repair and it involves opening dedicated gas recovery cylinders. The cylinders used to charge the system maintenance work to be undertaken. During this operation a set of weighing
up the compressors or breaking into the refrigerant lines, the refrigerant must cannot be used as they will typically only have a single non-return valve on the scales must be used to ensure the recovery bottles are not overfilled. It is
first be pumped down to the condenser and locked in a similar way to that top of the bottle as opposed to a normal recovery bottle that has two isolating important to ensure that any bottle used is only filled to 80% capacity. The
described in the section for routine plant shutdown. However pumping down valves, one for gas and one for liquid, and an internal dropper pipe from the scales will also allow a record of the amount of gas recovered to be logged in
until the LP cut-out trips the machine will usually not capture all the refrigerant, liquid valve. the refrigerant log book.
which may be entrained in the lubricating oil in the compressor sump and The liquid valve from the recovery cylinder must first be connected via a
around the system. To ensure that the entire refrigerant charge is pumped flexible hose and isolating valve to the bottom of the condenser and the
gas valve of the cylinder connected in a similar manner to the suction side Charging the Refrigeration Plant following Maintenance
into the condenser the system is run until the LP cut-out trips the compressor
and the condenser is isolated. The low pressure in the system will allow any of the recovery pump. The discharge side of the recovery pump must then
refrigerant to evaporate and continue the process of pumping down until the LP be connected to the top/gas side of the condenser. With the valves open to Note: The ship may not be carrying sufficient nitrogen for this process to be
cut-out trips the compressor again. This process is repeated at hourly intervals the bottle and recovery pump, the pump is to be run until all of the liquid carried out, but it is the recommended practice.
until there is no rise in system pressure following an LP cut-out. refrigerant has been evacuated. The purpose of the pump is to compress gas
evaporating from the top of the recovery bottle and use it to put a positive Before reintroducing any refrigerant into the system, all repair works must
When complete, the inlet and outlet valves must be kept closed until all pressure inside the condenser on top of the liquid refrigerant. have been completed and the pipelines and compressors visually checked for
maintenance work has been completed and the system returned to normal integrity. A vacuum pump, not the recovery pump, must then be used to create
operation. When all liquid has been expelled, the connections to the recovery pump need a vacuum in the system. A vacuum of 10 torr will be sufficient. This will allow
to be changed. The suction side of the pump now needs to be connected to the leakage checks to be undertaken and also ensure any atmospheric moisture has
If more substantial repairs are to be undertaken, it may be necessary to remove condenser. The pump’s discharge should be connected to the liquid connection been removed before refrigerant is introduced.
all of the refrigerant gas/liquid from the system. Because this operation on the recovery bottle and the gas valve on the recovery bottle either left closed
involves evacuating the condenser and pressurising cylinders, it should only or also connected to the inlet side of the recovery pump. Using this method Note: If there is water in liquid form in the system, rapid evacuation may
be undertaken by a member of ship’s staff trained in this operation or by a all of the gas is then removed from the condenser. The gaseous refrigerant cause the water to freeze. If this happens there will be a rise in pressure (loss
qualified service engineer. Additionally, for safety reasons, reference should be passes through the recovery pump where it is condensed in its own air cooled of vacuum) which could be confused with a pipework leak.
made to the maker’s operating manuals before undertaking this task. condenser and pumped into the liquid connection on the recovery bottle.
The vacuum is broken by flooding the system with nitrogen and again a
The first stage in this process is to shut down the refrigeration plant in When the unit has been run sufficiently and allowed to pull a small vacuum pressure test, this time with positive pressure is carried out. The nitrogen
pressure is released to atmosphere until there is a slight positive pressure in
Refrigerant Recovery Stage Two - Gas
the system and the vacuum pump then used to re-evacuate the system. The
Refrigerant Recovery Stage One - Liquid Key vacuum is held for sufficient time to confirm no leakage.
Key
Refrigerant Liquid
Refrigerant Liquid The system is now ready to introduce refrigerant via a flexible hose into the
Refrigerant Gas
Refrigerant Gas condenser. The exact charge will be noted in the manufacturer’s handbook
and is checked by suspending the refrigerant bottle from a set of scales. With
Condenser modern refrigerants being gas mixtures, charging is always done via the liquid
Condenser
Gas Recoveryl
Gas Recovery line as this ensures correct composition. If the bottle only has one valve, the
Cylinder
Cylinder bottle must be inverted prior to charging.
Note: Records of pressure tests carried out and quantities of gas used should
be recorded in the refrigeration recharge log book.
Discharge
Discharge
Suction
Suction Recovery Pump
Recovery Pump

Illustration 2.14.3a Accommodation Air Conditioning Plant
Fan Cooling Unit for Galley

Heating Humidifying Humidifying Heating
Section Section Section Section
Recirculated To To Recirculated
Air Accommodation Accommodation Air
Filter Cooling Water Water Cooling Filter
Section Section Elimination Fresh Elimination Section Section
No.1 No.2 Section Air Section No.1 No.2
Input
S
Fresh Fresh
Air Air
Unit 1 Unit 2
S
S S
Steam Steam Steam Steam
Electric
Condensate Heater Condensate
Air Conditioning Room
TX PI LPC DPI HPC PI

Key TX PI LPC DPI HPC PI
Oil Separator Oil Separator
Refrigerant Liquid
Refrigerant Gas
LP Compressor T LP Compressor T
Sub Cooler Fresh Water Sub Cooler
Condensate
Steam
Air
Lubricating Oil
Condenser Receiver Condenser Receiver
TI TI
Fresh Water In / Out Fresh Water In / Out
Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit
Engine Room

2.14.3 ACCOMMODATION AIR CONDITIONING PLANT The direct expansion refrigerant system uses the change of state of the Any leakage of refrigerant gas from the system will result in the system
refrigerant from a cooled liquid to a vapour to cool in the evaporators, where becoming undercharged. The symptoms of system undercharge will be
air, driven by electrically powered fans passes over the evaporator coils. The low suction and discharge pressure and the system will eventually become
Air Handling Unit
full cycle operating as follows: ineffective. A side effect of low refrigerant gas charge is apparent low oil level
Maker: Hi Press Korea Co. Ltd in the sump. A low charge level will result in excess oil being entrapped in
No. of sets: 1 The refrigerant gas returning from the evaporator is compressed in the the circulating refrigerant gas, causing the level in the sump to drop. When
Type: HPB - 08 compressor, leaving the compressor discharge as a hot gas. Heat is removed the system is charged to full capacity, this excess oil will be separated out and
from the gas in the LT fresh water cooled condenser. In the condenser it returned to the sump.
System capacity: 24,317m3/h
changes state from a gas to a liquid.
Note: To comply with the Montreal Protocol, the maximum annual leakage
Compressor From the condenser the liquid refrigerant flows through a sight glass and filter/ of this gas into the atmosphere should be restricted to 10% of the total system
dryer and then on to a sub-cooler where it passes over the vapour returning charge. To verify this and to monitor the number of times the system has
Maker: York from the evaporator. In the sub-cooler, a small proportion of the liquid to be recharged, a record has to be made in the refrigerant recharge log. A
No. of sets: 2 refrigerant is expanded across a thermostatic expansion valve (TEV) and the regular system of leak detection to minimize gas leaks is to be implemented
Model: SMC 108S temperature of the liquid is lowered. This has the effect of enabling a greater to ensure leaks are detected at an early stage.
Refrigerant: R404A amount of ‘work-done’ by the refrigerant in the evaporator thus increasing
system efficiency and ensuring the liquid refrigerant does not get too warm on During operation, the level as shown in the condenser level gauge will drop.
the long run from the condensing units in the engine room to the AHU room.
Condenser It also aids the prevention of liquid droplets returning to the compressor, which If the system does become undercharged, the whole system pipework should
Model: COKC 322302 can cause a problem at start up. be checked for leakage as the only reason for an undercharge condition after
operating previously with a full charge is that refrigerant is leaking from the
Type: Horizontal shell and tube
At the inlet to the evaporator the liquid refrigerant flows through a manual system.
No. of sets: 2 isolating valve and a solenoid valve and a filter to the TEV. At the TEV
Cooling water: Low temperature fresh water the liquid expands and begins to change state to a vapour and in doing so CAUTION
Cooling water volume: 90m3/h absorbs heat from the surrounding area, which is from the air flowing over Refrigerant R404A is a gas mixture. If gas is lost it may be one component
the evaporator coils. The expansion valve automatically regulates the amount of the mixture and a top up with new refrigerant may result in a slight
Introduction of refrigerant flowing depending on temperature of the refrigerant leaving change in the composition. If a substantial leak has occurred, in order
the evaporator. The expansion continues as the refrigerant flows through the to guarantee correct composition, the system should be evacuated and
The air is supplied to the accommodation by an air handling unit (AHU) evaporator coils. charged with a fresh refrigerant charge.
located in the air conditioning unit room situated in the accommodation block
starboard side forward of the engine casing on B deck. The unit (Hi-Press type If the temperature of the gas rises as it leaves the evaporator, indicating a return When required, additional gas can be added through the charging line,
HPB) consists of an electrically driven fan drawing air through the following air temperature rise, the TEV will open and more refrigerant will flow through after first venting the connection between the gas bottle and the charging
sections: the evaporator. As the temperature falls, the TEV will tend to close and pass connection. The added refrigerant is dried before entering the system. Any
less refrigerant. trace of moisture in the refrigerant will lead to problems with the thermostatic
• Filter
expansion valve icing up and subsequent blockage.
• Mixing chamber for fresh and recirculated air From the evaporator, the refrigerant, now a cold gas, returns to the compressor
• Heating unit suction via the sub-cooler. Cooling water for the condenser is supplied from the low temperature fresh
water cooling system.
• Evaporator coils (cooling coils) The compressors are fitted with an internal oil pressure activated unloading
• Humidifier nozzles mechanism which affords automatic starting and variable capacity control of Air supplied to the accommodation spaces is preheated or cooled in order to
100%, 75%, 50% and 25% of full capacity by unloading groups of cylinders. give a desired supply temperature. Cooling takes place at the evaporator coil
• Water separator This variable capacity control allows the compressor to remain running even and preheating at the steam heated preheat coil.
when the load is relatively light and thus avoids the need for frequent stopping
The air is forced into the distribution trunking which supplies the and starting. The air conditioning compressor units are located in the engine
accommodation. Air may be drawn into the system either from outside or from room on the port side aft at the 2nd deck level. The compressors are protected
the accommodation via recirculation trunking, but all passes over the elements by high and low pressure cut-out switches, a low lubricating oil pressure trip,
of the AHU mentioned above on its way back to the accommodation spaces. a cooling water pressure trip and a high pressure and oil supply pressure
differential trip. A crankcase heater is also fitted.

Illustration 2.14.3a Accommodation Air Conditioning Plant
Fan Cooling Unit for Galley

Heating Humidifying Humidifying Heating
Section Section Section Section
Recirculated To To Recirculated
Air Accommodation Accommodation Air
Filter Cooling Water Water Cooling Filter
Section Section Elimination Fresh Elimination Section Section
No.1 No.2 Section Air Section No.1 No.2
Input
S
Fresh Fresh
Air Air
Unit 1 Unit 2
S
S S
Steam Steam Steam Steam
Electric
Condensate Heater Condensate
Air Conditioning Room
TX PI LPC DPI HPC PI

Key TX PI LPC DPI HPC PI
Oil Separator Oil Separator
Refrigerant Liquid
Refrigerant Gas
LP Compressor T LP Compressor T
Sub Cooler Fresh Water Sub Cooler
Condensate
Steam
Air
Lubricating Oil
Condenser Receiver Condenser Receiver
TI TI
Fresh Water In / Out Fresh Water In / Out
Liquid Charge Valve Filter/Dryer Unit Liquid Charge Valve Filter/Dryer Unit
Engine Room

Procedure for the Operation of the Air Conditioning System Note: A fully closed suction valve with the compressor running may cause Procedure for Shutting Down the Compressor for a Prolonged
foaming of the lubricating oil in the crankcase. Period
The air conditioning system is designed to run with the one compressor at a
time meeting the full air conditioning load of the accommodation. Capacity i) Gradually open the compressor suction valve until fully opened If the cooling system is to be shut down for a prolonged period, it is essential to
control is automatic, but for borderline temperatures capacity can be controlled and back seated. pump down the system and isolate the refrigerant gas charge in the condenser.
manually. Leaving the system with full refrigerant pressure in the lines increases the
Whilst the compressor is running: tendency to lose charge through the shaft seal.
Procedure for Starting the Ventilation System • Check the inlet and outlet pressure gauges.
a) Shut the liquid outlet valve on the condenser and the outlet from
a) Check that the air filters are clean. • Check the oil level and oil pressure. the filter.
b) Set the air dampers to the OUTSIDE position. • Check the crankcase for foaming.
b) Run the compressor until the low pressure cut-out operates. The
• Check for gas leakages using the appropriate equipment. refrigerant gas will be condensed in the condenser and it will
c) Start the AHU supply fans. remain there as the condenser outlet valve is closed.
Compressor Running Checks
d) Check that air is flowing to all parts of the accommodation. c) After a period of time the suction pressure may rise, in which
• The lubricating oil pressure should be checked at least daily.
case the compressor should be allowed to pump down again,
• The oil level in the crankcase should be checked daily.
Procedure for Starting the Air Conditioning Compressor until the suction pressure remains low and the compressor does
• The suction and discharge pressure should be checked twice per not start again automatically.
a) The crankcase heater on the compressor to be used should
day.
be switched on a least 6 to 8 hours prior to starting the
compressor. • The temperature of oil, suction and discharge should be checked d) Shut the compressor suction and discharge valves.
twice per day. A twice daily check on motor bearing temperature
b) Check that the crankcase oil level is correct. should also be kept. e) Stop the condenser cooling water supply by closing the inlet
and outlet valves on the cooling water to the condenser. Drain
• A check should be kept on any undue oil leakage at the shaft the condenser of water.
c) All stop valves in the refrigerant line except the compressor
seal.
suction, should be opened and fully back seated to prevent the
pressure in the valve reaching the valve gland. f) The compressor discharge valve should be marked closed and
Procedure for Stopping the Compressor for Short Periods the compressor motor isolated, in order to prevent possible
d) Check the compressor drive V belt tension and check the damage.
compressor smoothness by manually turning it over. a) Close the condenser liquid outlet valve and the outlet from the
filter. Procedure for Operating the Air Conditioning System
e) Purge air completely from the cooling water cycle by opening
the air purger on top of the condenser or the air purging valve b) Allow the compressor to pump out the system to the condenser The two air conditioning compressors are capable of being run on either of the
on the pipeline. so that the low level pressure cut-out operates. evaporator units, or one compressor on each evaporator, depending on the heat
load. Capacity control is automatic.
f) Ensure that the low temperature fresh water cooling system is c) Isolate the compressor motor.
operational, the condenser inlet and outlet valves are open. a) Check that the air circulation fans are operating correctly and
d) Close the compressor suction and discharge valves. that the desired amount of air recirculation is being achieved by
g) Open the compressor suction valve 1 turn. adjusting the damper controls.
e) Stop the condenser cooling water pump and close the inlet and
h) Start the compressor on automatic operation. Confirm that it is outlet valves on the cooling water to the condenser. b) Check that the air conditioning compressor system is functioning
running in the correct direction. correctly if cooling of the air is required.
f) Isolate the electrical supply.
CAUTION c) Check that the steam supply valve is open for heating and
If any knocking is heard at the compressor it indicates that liquid is humidifying the air.
returning from the evaporator and may cause damage to the compressor
valves. If any knocking is heard, shut the suction valve immediately and
start reopening it more slowly.

d) Set the temperature control to give the desired temperature. The
expansion valve to the evaporator will operate to allow gas to
the evaporator coil in order to reduce the air temperature.
e) Set the humidity level desired. The steam valve will operate as
required to inject steam into the air flow. The humidity level is
measured for the recirculation air entering the air conditioning
unit.
f) Ensure that the drains from the evaporator unit are working
satisfactorily and that no water is lying in the drain tray.
WARNING
It is essential that no water should be lying in the air conditioning system
as this can become a breeding ground for legionella bacteria which can
have serious, or even fatal, consequences. The drain should be kept clear
and areas where water can lie should be sterilised at frequent intervals.
Shutting Down the Air Conditioning Plant for Maintenance
For instructions on shutting down the air conditioning refrigeration plant for
maintenance, refer to section 2.14.2.

2.14.4 MISCELLANEOUS AIR CONDITIONING UNITS to boil off any liquid refrigerant in the compressor and to warm Package Air Conditioning Unit for the Cargo Control Room
the lubricating oil.
Maker: Hi Press
Package Air Conditioning Unit for the Engine Control Room b) Check that cooling FW is circulating and open the FW inlet No. of sets: 1
and Engine Room Workshop valve as per the following table:
Model: HIP-3WGE
Maker: Century Corporation Refrigerant: R404A
No. of sets: 1 each unit Refrigerant charge: 3kg
Open No. 1 ECR ACU cooling water inlet valve W65V
Model: MP-G5HF3 Open No. 1 ECR ACU cooling water outlet valve W67V Compressors
Refrigerant: R404A Open No. 2 ECR ACU cooling water inlet valve W66V Maker: Danfoss Maneurope
Refrigerant charge: 5kg Open No. 2 ECR ACU cooling water outlet valve W68V No. of sets: 1
Compressors Open Workshop ACU cooling water inlet valve W101V Model: MTZ36JG
Open Workshop ACU cooling water outlet valve W102V Type: Hermetically sealed
Maker: Danfoss Maneurope
No. of sets: 1 each unit c) Ensure that water circulates through the air conditioning unit. Condensers
Model: MTZ65-4
Maker: Hi Press
Type: Hermetically sealed d) Check the set point on the temperature controller is at the
desired value, approximately 23°C. No. of sets: 1
Condensers Type: Water cooled shell and tube
Maker: Century Corporation e) Press the FAN pushbutton to start the fan. Cooling water volume: 2.2m3/h
No. of sets: 1 each unit Heater
f) Press the COOL/HEAT pushbutton to start the cooling cycle.
Type: Water cooled shell and tube
Maker: Hi Press
Cooling water volume: 5.44m3/h g) There are 2 switches for either heating or cooling, select as No. of sets: 1
required.
Heater Type: Electric
Maker: Century Corporation h) Check that the air temperature is reduced to the desired value Capacity: 10kW
No. of sets: 1 each unit after the unit has been operating for a period of time.
Type: Electric
i) Check the unit for vibration and at weekly intervals check the Introduction
Capacity: 30kW
oil level in the compressor crankcase.
An air conditioning unit is fitted in the cargo control room in order to maintain
relatively stable temperature and humidity conditions. The cargo control room
Introduction Procedure for Stopping the Package Air Conditioning Units contains sensitive electronic equipment which requires stable temperature and
humidity conditions for stable operation. The refrigeration unit is of the direct
Two identical package air conditioning units are fitted in the engine control a) Press the STOP pushbutton. expansion type with a condenser supplied with cooling fresh water from the
room and a further identical unit is fitted in the engine room workshop in order
low temperature fresh water system.
to maintain relatively stable temperature and humidity conditions. The engine b) Close the condenser cooling water inlet and outlet valves.
control room contains sensitive electronic equipment which requires stable
temperature and humidity conditions for stable operation. The refrigeration c) Turn off the control switch and the main switch.
unit is of the direct expansion type with a condenser supplied with cooling
fresh water from the low temperature fresh water system.
Note: Hermetically sealed compressor packages are less prone to gas leakage
than open compressor systems so intervention on the system should be
Operation of the Package Air Conditioning Units avoided if possible. Only if the unit is being shut down for a long period of
time should the refrigerant be pumped in to the condenser.
a) Ensure that electrical power is available for the air conditioning
unit at least 6 hours prior to use to allow the crankcase heater

Operation of the Package Air Conditioning Unit
a) Ensure that electrical power is available for the air conditioning

unit at least 6 hours prior to use to allow the crankcase heater
to boil off any liquid refrigerant in the compressor and to warm
the lubricating oil.
b) Check that cooling FW is circulating and open the FW water

inlet valve as per the following table:

Open CCR ACU cooling water inlet valve
Open CCR ACU cooling water outlet valve
c) Ensure that water circulates through the air conditioning unit.
d) Check the set point on the temperature controller is set at the

desired value on the temperature control panel.
e) Press the START pushbutton to start the fan.
f) Press the COOL/HEATER pushbutton to start the cooling or

heating as required.
Procedure for Stopping the Package Air Conditioning Unit
a) Press the STOP pushbutton.
b) Close the condenser cooling water inlet and outlet valves.
c) Turn off the control switch and the main switch.

Illustration 2.14.5a Soiled and Waste Water and Deck Scupper System
Waste Water Sewage Discharge Funnel Soil Hospital Soil Waste Galley Waste Water
(Port) Shore Connection Pipes (P) Soil Pipes (S) Water Drain (Stbd)
Sweat (Port) (Stbd) Sweat
Scupper Provisions Scupper
Drain Refrigeration Drain
BG7V Chamber
BG8V
Engine Room Toilet
P18V
P26V Sewage Treatment Plant
P24V P5V P4V P23V P20V P19V Control Panel
P26V P25V
P14V Overflow From 15V

Fresh Water
Hydrophore
From Air Unit
P3V Compressor
(Blower) (32 Persons/Day)
P6V LAH
P13V
Float Type LAH LS
Level Guage MC
Aeration Disinfection Clarification Aeration
LS LS
Tank No.2 Tank Tank Tank No.1
Sewage
Collecting Overflow
LS
Tank (23.8m3)
LS
PI CI Evac Sanitary System

Control Panel
P1V
No.2 Sewage Transfer Pump
(15m3/h x 20mth) LS
PI CI P12V
From Bilge,
Sewage Discharge Pump Fire and General Key
No.1 Sewage Transfer Pump (10.25m3/h x 20mth) Service Pumps
(15m3/h x 20mth) PI CI Sea Water
Fresh Water
P2V
Bilge
P8V P7V P9V P10V Drains
Bilge Well
Holding Compressed Air
Tank (57m3)
P11V Sludge

2.14.5 SEWAGE TREATMENT PLANT multiply the build up of bacteria necessary to digest the organic matter in the is restored and this can result in imperfect treatment and the discharge of
waste water. Waste water enters the aeration chamber No.1 where it is aerated untreated sewage.
by a diffused discharge line from the air blower and flows from aeration
Sewage Treatment Plant
chamber No.1 to aeration chamber No.2 via a mesh screen which traps any Disinfectant material must never be used for cleaning lavatory pans or urinals
Maker: Jonghap Machinery Co. Ltd non-biodegradable material. as this kills the bacteria which are essential for satisfactory operation of the
No. of sets: 1 sewage treatment plant.
Type: 3 chamber biological, type 2 system Aeration continues in the second chamber and water at the top of that chamber
flows into the settling chamber via a dip pipe to ensure solids are led to the The sewage treatment plant discharge pump normally takes suction from the
System capacity: 32 persons chlorine contact compartment but valves on the other compartments allow
bottom of the settling chamber.
Air Blower those compartments to be pumped out if necessary. There is also a connection
Part of the surface water in aeration tank No.2 goes to the settling tank by from the fire and general service pumps which allow for the flushing of the
Maker: Jonghap gravity, and activated sludge very quickly settles in this tank and the cleaned sewage treatment plant and its pipework.
No. of sets: 1 water on top of the tank floats to the sterilising tank by gravity. To avoid build
Type: Rotary vane up of sludge in the settling tank, activated sludge is pumped back to aeration All of the sewage collecting lines flow to the sewage collecting tank via the
System capacity: 20m3/h at 0.36 bar tank No.1 when the air blower is running. vacuum line except for the hospital grey water line which has a direct inlet
to the disinfection tank (chlorination compartment) of the sewage treatment
Discharge Pump The tank is at atmospheric pressure with a vent led to the funnel casing. plant.
Maker: Jonghap Machinery Co. Ltd
The discharge will normally be from the clean water chamber activated by the Treated or untreated sewage may also be pumped to the shore discharge
No. of sets: 1 high level switch and stopped when the low level is reached and will discharge connections on the port and starboard sides of the ship. The discharge pump is
Type: Vertical centrifugal to the sewage collecting tank or overboard or to the port and starboard shore used for this purpose and the pump is operated in HAND mode.
Capacity: 10.25m3/h at 20mth connections as appropriate. The discharge pump can take suction from any of
the chambers if maintenance or mineral sludge discharge is required.
Transfer Pumps Procedure for Operating the Sewage Treatment Plant
Maker: Jonghap Machinery Co. Ltd CAUTION The description assumes that one sewage transfer pump is in use on the
No. of sets: 2 Discharge overboard must not take place within 12 nautical miles of the ejector and the other in use to pump sewage to the sewage treatment plant.
Model: GHS-3-22 coast. The pumps operate automatically, being controlled by the vacuum in the
Capacity: 15m3/h at 20mth collecting line from the lavatory bowls and the level in the sewage collecting
The sewage treatment plant works automatically once it is set but periodic tank respectively
attention is required and the unit must be monitored for correct operation.
Introduction
Sewage Collecting Tank
The sewage collection tank is fitted with level switches which automatically
The sewage treatment plant is of a biological type working on the activated start and stop the sewage transfer pumps as the tank fills or empties. In Select one of the pumps on the sewage collecting tank to be used as the vacuum
sludge principal and constructed to meet the rules and regulations in MARPOL the event of a failure of the upper (start) switch or the pumps the tank will pump and the other to be used as the discharge pump.
73/78 Annex IV and is approved according to IOM MEPC 2(VI) who specify overflow to the bilge holding tank.
the following effluent values: Position Description Valve
Under special circumstances both black and grey waste water can be fed Open Line valve from starboard soil pipes P20V
• Suspended solids <50ppm
directly overboard.
• Coliform bacteria <250/100ml Open Line valve from port soil pipes P19V
Open Transfer pump No.1 suction valve
• BOD < 50ppm Note: Rules governing the discharge of raw sewage must be complied
with at all times and the discharge of raw sewage overboard must only be Open Transfer pump No.2 suction valve
The plant is fully automatic and will treat black and grey water without contemplated should the sewage plant be unserviceable. The bacterial action Open Transfer pump No.1 discharge valve to ejector
generation of methane gas. requires a regular supply of raw sewage and the discharge of raw sewage Open Transfer pump No.2 discharge valve to treatment
overboard can impair effective bacterial action. plant
All waste water from toilets, urinals and the hospital and the grey water from Closed Discharge valve to overboard line P13V
showers and sinks is led to the sewage collection tank via a vacuum ejector fed Closed Overboard discharge isolating valve P7V
The plant requires a throughput of raw sewage in order to keep the bacteria
by one of the sewage transfer pumps and is pumped to the sewage treatment
active. If there is no sewage flow for a prolonged period the bacteria will Open Discharge valve to sewage treatment plant P14V
plant by the other sewage transfer pump. The treatment plant is equipped with
become inactive and operation of the plant subsequently impaired. When raw Closed Discharge valve to bilge holding tank P11V
2 aeration tanks where oxygen is added to speed up the biological process and
sewage supply is resumed it may take some days before full bacterial activity

Illustration 2.14.5a Soiled and Waste Water and Deck Scupper System
Waste Water Sewage Discharge Funnel Soil Hospital Soil Waste Galley Waste Water
(Port) Shore Connection Pipes (P) Soil Pipes (S) Water Drain (Stbd)
Sweat (Port) (Stbd) Sweat
Scupper Provisions Scupper
Drain Refrigeration Drain
BG7V Chamber
BG8V
Engine Room Toilet
P18V
P24V P5V P4V P23V P20V P19V Control Panel
P26V P25V
P14V Overflow From 15V

Fresh Water
Hydrophore
From Air Unit
P3V Compressor
(Blower) (32 Persons/Day)
P6V LAH
P13V
Float Type LAH LS
Level Guage MC
Aeration Disinfection Clarification Aeration
LS LS
Tank No.2 Tank Tank Tank No.1
Sewage
Collecting Overflow
LS
Tank (23.8m3)
LS
PI CI Evac Sanitary System

Control Panel
P1V
No.2 Sewage Transfer Pump
(15m3/h x 20mth) LS
PI CI P12V
From Bilge,
Sewage Discharge Pump Fire and General Key
No.1 Sewage Transfer Pump (10.25m3/h x 20mth) Service Pumps
(15m3/h x 20mth) PI CI Sea Water
Fresh Water
P2V
Bilge
P8V P7V P9V P10V Drains
Bilge Well
Holding Compressed Air
Tank (57m3)
P11V Sludge

Sewage Treatment Plant Note: The number of tablets may need to be adjusted depending upon the
Position Description Valve use of the sewage plant.
Open Sewage plant discharge pump suction valve from P23V
g) Check that the blowers and the discharge pump are operating
clarification tank
correctly.
Close Sewage plant discharge pump suction valve from
aeration tank No.1
Close Sewage plant discharge pump suction valve from Daily Checks
aeration tank No.2 Check that the sludge is being returned to the activation compartment from
Close Sewage plant discharge pump suction valve from the settling compartment through the observation pipe provided, and that the
disinfection tank discharge pump and the air blower are working. Check that the chlorine dosing
Close Sea water supply valve from sea water system to the P1V unit is functioning correctly.
sewage treatment unit
Check the operation of the air lift and the air diffusers through the compartment
Close Sea water supply valve from sea water system to the P12V
portholes.
sewage collecting tank
Open Sewage plant discharge pump discharge valve P2V
Monthly Checks
Closed Discharge line isolating valve to overboard line P3V
Closed Discharge line isolating valve to shore connections P4V Check that air flows are correct and that compartment vents are clear. Clean
the blower suction strainer.
Closed Port shore connection isolating valve BG8V
Closed Starboard shore connection isolating valve BG7V
Open Inlet valve from transfer pump P15V
a) Switch the sewage collecting tank discharge pump to AUTO

operation. This pump will operate in response to the level
switches in the sewage collecting tank and discharge the
contents of the tank to the sewage treatment plant.
b) Switch the sewage collecting tank vacuum pump to AUTO

operation. This pump will operate in response to the vacuum in
the vacuum manifold.
c) The sewage treatment unit should be initially filled with water

and activated sludge added if it has been emptied for any reason
or when commissioning the plant for the first time. This will not
be required when the unit has been operating previously but the
description is included for completeness.
d) Turn on the main switch for the sewage treatment plant and
turn the control switches of the discharge pump and the blower
to the AUTO position.
e) The sewage treatment plant will operate automatically with the

compressor supplying air as required and the discharge pump will
operate in response to the level switches to empty the contents
of the disinfection tank (chlorine contact compartment).
f) Check that there are sufficient chlorine tablets in the tank.

Illustration 2.14.6a Incinerator System

From Incinerator
Overflow Tank
LAH
(1.5m3) (0.4m3) PI CI
296V 298V
11V
Steam Tracing
293V 295V 12V 14V 9V

291V
TS TS
305V
Diesel Oil Pump
(17 litres/h)
Service Tank
LS (1.0m3) 297V 304V
PI
292V 294V S
Mill Pump
(26m3/h x 0.4 bar) S S
S S
CI PI PI
306V 302V
Waste Oil Pump
(33/174 litres/h at 72/483 rpm)
301V
7kg/cm2 Air Supply

303V
Primary Secondary
Chamber Chamber
From
Incinerator
307V

2.14.6 INCINERATOR AND GARBAGE DISPOSAL Flue gas from the incinerator is vented via the exhaust ducting/funnel to the Procedure for Operating the Incinerator on the Solid Waste
atmosphere. A flue gas damper is mounted in the ducting above the incinerator. Program
The damper will usually be fully open unless natural draught conditions
Incinerator
create a negative pressure in the chamber. A primary blower provides forced a) Ensure that the control panel switch is turned to the SLUDGE
Maker: Hyundai-Atlas combustion air to the primary combustion chamber and there are also air inlet OFF position.
Type: Maxi 100SL-1 WS nozzles located low down in the primary combustion chamber for the supply
Solid waste capacity: 100kg/h of combustion air. b) Check that the air nozzle holes in the refractory lining are clear
Liquid waste capacity: 59kg/h by viewing through the sight glass.
An incinerator waste oil tank is supplied with waste oil from the incinerator
Energy: 300,000kcals/h waste oil settling tank which is filled using the sludge pump and is fitted with c) Check that the refractory lining is in good condition.
a steam heating coil and a facility to recirculate the oil. The lines between the
Diesel Oil Pump (PU1) waste oil tank and the incinerator are lagged and steam trace heated. d) Activate the main switch on the control panel.
Maker: Hyundai-Atlas The unit is provided with its own MDO service tank, which can be filled from e) Fill the primary combustion chamber with a maximum of 8kg
No. of sets: 1 the MDO purifier. The incinerator’s own fuel oil pump takes suction from of solid waste and close the feeding door; the waste charge must
Type: BPF 21L5 the incinerator MDO service tank and supplies the burner unit. The waste oil not exceed the prescribed limit.
burner employs compressed air atomising with compressed air being supplied
Capacity: 17 litres/h
from the general service air system. f) Reset the alarm lamps on the pushbutton RESET ALARM.
Waste Oil Pump (PU3) Control of the incinerator, the diesel oil pump, waste oil circulating pump g) Ensure that all the lamps are operational by pressing the button
and primary combustion air fan are from the local control panel. Provision is LAMP TEST.
made for local indications of flue gas and combustion chamber temperatures,
No. of sets: 1 together with a flue gas high temperature alarm. h) Start the incinerator by means of the switch INCINERATOR.
Model: MD012-12 The incinerator will now start automatically by activating the
Capacity: 26/137 litres/h at 72/380 rpm primary burner in the primary combustion chamber and it will
Procedure for Preparing for Operation of the Incinerator
raise the temperature to the operating level within the range
a) Check that there is an electrical supply to the incinerator and 850°C - 950°C. The diesel oil burner will operate to maintain
Mill Pump (PU5)
that the main control panel is operational. the temperature within that range.
Maker: Hyundai Marine Machinery
Model: PU-5 centrifugal milling b) Check that there is a compressed air supply available from the Note: If the flame in the incinerator goes out, the incinerator must be reset
Capacity: 26m3/h at 0.4 bar service air system. by pressing RESET FLAME FAILURE BURNER.
c) Set the valves as in the following table:

Introduction Procedure for Operating the Incinerator on the Sludge
Program
The incinerator is designed for the disposal of solid waste and combustible
Open Incinerator diesel oil tank outlet valve F101V a) Ensure that the control panel switch is turned to the SLUDGE
liquid and sludge waste with an acceptable environmental exhaust gas
discharge limits in accordance with Annex V of MARPOL 73/78. To achieve Open Waste oil tank outlet valve F106V ON position.
this standard the incinerator operates at temperatures up to 950°C. Closed Milling pump supply valve to incinerator F139V
Open Milling pump return valve to waste oil tank F138V b) Before start up of the incinerator, follow the instructions given
The incinerator comprises a primary combustion chamber for burning sludge/ in steps b) to d) and f) to h) in the procedure for operating the
Closed Waste oil supply valve to primary burner F107V
oil and solid waste and a secondary combustion chamber for burning exhaust incinerator on the solid waste programme above. The primary
Open Air supply valve to incinerator A55V burner in the primary combustion chamber will be activated.
gases that had not fully combusted in the primary chamber.
After a preheating period of 13 minutes the sludge burner will
The combustion chamber is fitted with a loading door, to admit garbage, and a d) Check that there are no obstructions for air admission to the start automatically and operates within the set points 850°C -
cleaning door to allow removal of ash and slag when incineration is completed. primary blower as well as to the flue gas outlet. 950°C.
The doors are interlocked and may only be opened when the incinerator
primary combustion chamber temperature is below 145°C. e) The incinerator is now ready for operation.

Illustration 2.14.6a Incinerator System
From Incinerator
Overflow Tank
LAH
(1.5m3) (0.4m3) PI CI
296V 298V
11V
Steam Tracing
293V 295V 12V 14V 9V

291V
TS TS
305V
Diesel Oil Pump
(17 litres/h)
Service Tank
LS (1.0m3) 297V 304V
PI
292V 294V S
Mill Pump
(26m3/h x 0.4 bar) S S
S S
CI PI PI
306V 302V
Waste Oil Pump
(33/174 litres/h at 72/483 rpm)
301V
7kg/cm2 Air Supply

303V
Primary Secondary
Chamber Chamber
From
Incinerator
307V

Note: If the DELAY PRIMARY BURNER is switched to the automatic Care of the Primary Combustion Chamber Alarms and Trips
position (AUT), the primary burner will operate for 25 seconds to ignite
the sludge burner automatically. If the DELAY PRIMARY BURNER is • Glass, bottles and other materials which may not burn must not The following incinerator conditions trip the incinerator or prevent it from
switched to the manual position (MAN) the primary burner operates all of be put into the primary combustion chamber. starting, and produce an alarm:
the time together with the sludge burner. • Power source failure
• Wet solid waste must not be put into the primary combustion
chamber more than one hour before starting the incinerator. • Flame failure
Adding Solid Waste to the Incinerator • Flue gas temperature high
• When burning oil-containing materials, such as filter cartridges,
Before adding a new charge of solid waste a check must be made to ensure oily cotton waste and scrapings from the centrifuges, do not • Combustion chamber temperature high
that the incinerator is ready to receive more waste by looking through the sight put more than 5 litres per charge into the primary combustion • Fan motor trip
glass. Additional solid waste can only be added when the primary combustion chamber.
chamber has cooled and the temperature interlock on the feeding door has been • Waste oil pump motor trip
released. The feeding door is blocked when the primary combustion chamber • When burning material with high calorific value with explosion- • Low combustion air pressure
temperature is above 145°C. like combustion, e.g. plastic, the maximum charge must not
• Low combustion chamber negative pressure
exceed 3kg.
• Low atomising air pressure
Procedure for Stopping the Incinerator • DO NOT overload the incinerator with waste, maximum • Feeding door open
300,000kcal per charge of 20% of the volume of the primary
a) Activate the switch INCINERATOR STOP. This automatically • Pre-purge not complete
combustion chamber. The maximum load per charge of class II
switches the incinerator to the cooling programme.
solid waste must not exceed 250 litres. • Waste oil tank low level
b) When the temperature in the incinerator drops to below 145°C, • Waste oil tank high temperature
• The feeding door must not be opened unless there is a minimum
the incinerator cooling programme stops automatically.
of 10mm (water gauge) vacuum in the combustion chamber as • Waste oil tank low temperature
shown on the U-tube manometer.
c) When the incinerator has stopped, switch off the main switch on
the control panel. The following waste oil tank conditions produce an alarm:
• The flue gas uptake damper is set initially and should not be
tampered with. However, excess draught can cause erratic • Low waste oil tank level
Abnormal Start-up and Operation of Incinerator combustion and increase the heating up time and it may be
necessary to adjust the flue damper to correct erratic combustion • High waste oil tank temperature
a) If oscillating combustion occurs at start-up of the incinerator, if it is due to the air supply and not to the fuel burner. • Low waste oil tank temperature
the incinerator must be stopped immediately by activating the
• Removal of slag must be undertaken carefully. Do not knock or • Milling pump motor overload
switch INCINERATOR STOP on the control panel.
hammer on the sides of the primary combustion chamber. The • Waste oil tank high level
b) If there are any problems during start-up and operation, the main switch must be turned on to open the door.
incinerator must be stopped immediately by activating the
INCINERATOR STOP switch. WARNING
DO NOT put explosive materials, closed containers or aerosols into the
c) The reason for the abnormal start-up/operation of the incinerator combustion chamber, as the chamber is not a pressure chamber and is
must be investigated immediately with the help of the not designed to withstand the pressure surge that would ensue.
troubleshooting section in the incinerator instruction manual.

2.15 Inert Gas System
2.15.1 Inert Gas System Description
2.15.2 Operation of the Main System
2.15.3 Top-Up Generator (TUG)
Illustrations
2.15.1a Inert Gas on Deck
2.15.2a Inert Gas System
2.15.3a Inert Gas System Engine Control Room Control Panel

Illustration 2.15.1a Inert Gas on Deck
High Velocity Pressure/Vacuum Valve
High Velocity Pressure/Vacuum Valve High Velocity Steam In

Pressure
Valve
To Gas Sampling System Deck Yellow
Lifting Red
800mm
Red
IG36 Gear 100mm 100mm
1/2" Diameter
Lever Vacuum
Valve 1" Length
Stud
Steam Out
Pressure Vacuum Vapour Emission Shore Connection
Minimum Minimum
2000mm 1500mm
Minimum IG35 IG34
18"
2500mm
IG40 Presentation
Flange With 1000mm
Ladder Blank Flange
IG33 OD356 500mm
To Inert Baffle
Gas Main Upper Deck Plate
IG32 IG31
Sea Water
Supply From HC273 HC271 IG39
IG37 BAD48
Engine Room
Vent Riser
Steam
Return Steam Supply IG38
Sprinkler Deluge
Water System
Flame
Screen Key
Deck
Access Sea Water

Pump Room Platform
To Water Hydraulic oil
Water Supply
Ballast System Inert Gas
Height Steam
Minimum
Condensate
6000mm
Ladder
Baffle
Upper Deck Plate

2.15 INERT GAS SYSTEM Inert Gas Scrubber Sea Water Pump Inert Gas Composition
Maker: Shin Shin • Oxygen (O2) 2-4% by volume
2.15.1 INERT GAS SYSTEM DESCRIPTION No. of sets: 1 • Carbon dioxide (CO2) 14% by volume
Inert Gas System Type: Vertical centrifugal
• Carbon monoxide (CO) 500 ppm maximum
Model: D125VID1
Maker: Kangrim • Sulphur oxides (SOx) 50 ppm maximum
Capacity: 170m3/h at 50 mth
Type: Flue gas and top up generator
• Nitrogen (N2) Balance
No. of sets: 1
O2 Analyser • Soot None
Capacity: 9,375m3/h
Delivery pressure: 0.1 bar Maker: Servomex
Model: Xendos 1800 Introduction
Inert Gas Generator Range: 0 - 25%
The inert gas (IG) system generates and distributes IG which is mainly a
Maker: Kangrim mixture of nitrogen and carbon dioxide to the cargo and slop tanks. The IG
Deck Water Seal Pump blankets the tanks at a slightly positive pressure in order to prevent the ingress
Type: GIN 500 - 0.1
of atmospheric air. The system is also used to distribute fresh air to cargo tanks,
No. of sets: 1 Maker: Shin Shin
cargo pipes and slop tanks when gas freeing for inspection or maintenance
Capacity: 500m3/h No. of sets: 2 purposes is required.
Delivery pressure: 0.1 bar Type: Horizontal centrifugal
Cooling water: 42m3/h Model: SHC40B Inert gas is mainly produced from the auxiliary boilers’ exhaust gas which
passes through a quench cooler and a scrubber where it is cooled and cleaned
Capacity: 5m3/h at 50 mth
before passing to the inert gas blowers and to the deck seal.
Inert Gas Blower Fans
Maker: Kangrim In addition there is a small top-up generator (TUG) which is capable of
WARNING
producing IG at a rate of 500m3/h produced by a combustion process in the
Type: KB23 Inert gas is an asphyxiant due to the low level of oxygen. An oxygen TUG where marine diesel oil (MDO) is burnt.
No. of sets: 2 deficient atmosphere will have the following effects:
Motor: 127kW Oxygen The system is used during:
Effects and Symptoms
Content
• Cargo oil unloading.
Decreased ability to work strenuously. Co-ordination
Combustion Air Blower Fan 15-19% • Purging the AUS vacuum pump and lines during discharge
impairment begins.
Maker: Kangrim Respiration increases with exertion. Pulse rate operations when the AUS is in line.
Type: KR01 12-14% increases. Co-ordination is impaired. Judgement is • Hydrocarbon gas purging.
No. of sets: 1 affected.
• Tank cleaning.
Capacity: 500m3/h Respiration increases further. Loss of judgement
10-12% increases lips become cyanosed. Nausea and vomiting • Crude oil washing.
commences. • Emergency inerting from deck of the ballast tanks via a
Topping Up Generator for Inert Gas Mental failure, fainting and unconsciousness are dedicated flexible hose.
8-10%
Maker: Kangrim experienced. Face becomes grey, lips very cyanosed.
8 minutes exposure 100% mortality; 6 minutes The system offers additional flexibility for inerting and purging the ballast
No. of sets: 1
6-8% 50% mortality; 4 minutes or less high likelihood of tanks, by the IG main connecting into the ballast main piping via a spectacle
Type: KT01 blank on deck before the IG block valve to the ballast line.
recovery with treatment.
Coma within a minute, convulsions, respiratory
4-6%
Scrubber Tower failure, death. Control Panels
Maker: Kangrim There are inert gas control panels in the CCR, in the ECR and locally at the
No. of sets: 1 TUG. Start and stop of the flue gas system can only be made from the ECR.
Type: KS04 / Fin 9,375-01

Illustration 2.15.1a Inert Gas on Deck
High Velocity Pressure/Vacuum Valve
High Velocity Pressure/Vacuum Valve High Velocity Steam In

Pressure
Valve
To Gas Sampling System Deck Yellow
Lifting Red
800mm
Red
IG36 Gear 100mm 100mm
1/2" Diameter
Lever Vacuum
Valve 1" Length
Stud
Steam Out
Pressure Vacuum Vapour Emission Shore Connection
Minimum Minimum
2000mm 1500mm
Minimum IG35 IG34
18"
2500mm
IG40 Presentation
Flange With 1000mm
Ladder Blank Flange
IG33 OD356 500mm
To Inert Baffle
Gas Main Upper Deck Plate
IG32 IG31
Sea Water
Supply From HC273 HC271 IG39
IG37 BAD48
Engine Room
Vent Riser
Steam
Return Steam Supply IG38
Sprinkler Deluge
Water System
Flame
Screen Key
Deck
Access Sea Water

Pump Room Platform
To Water Hydraulic oil
Water Supply
Ballast System Inert Gas
Height Steam
Minimum
Condensate
6000mm
Ladder
Baffle
Upper Deck Plate

Scrubber
The main scrubber tower comprises an initial quench cooler which is supplied
with sea water from the scrubber pump or the fire and general service pump in
the event that the scrubber pump is not available to cool the exhaust gas. The
gas then rises through a material pack where it is further cooled and cleaned
by a water spray. Finally it leaves the scrubber tower via a demister which
separates the water from the gas. The TUG incorporates its own scrubber to
cool, clean and dry the IG. The sea water for the TUG is also supplied from the
scrubber pump or the fire and general service pump.
Deck Water Seal

Before passing to the inert gas distribution on deck, the IG flows through a
deck water seal. The purpose of the deck water seal is to prevent the back flow
of hydrocarbon gases from the cargo and slop tanks via the inert gas system
into the engine room.
Operation of the Deck Water Seal

When the inert gas generating plant is shut down the deck water seal maintains
a steady level. Whilst the IGG is running the pressure created by the inert gas
forces the water out of the inner chamber into the outer chamber allowing the
IG to flow to the cargo tanks. When the IGG is stopped, the pressure from the
cargo tanks is slightly greater than atmospheric and forces the water from the
outer chamber into the inner chamber where it rises to a level that equals that
created by the gas pressure from the cargo tanks.
Pressure Vacuum Breaker

A pressure vacuum (PV) breaker provides the ultimate over pressure and under
pressure protection of the cargo tanks. The pressure vacuum breaker is a liquid
mixture of 50% water and 50% glycol and is open to atmosphere via a vent.
The height and density of the liquid within the breaker determines the pressure
at which inert gas will be vented or at which atmospheric air will be drawn
in.
Oxygen Analyser
A fixed oxygen content meter to monitor the gas being supplied to the inert gas
main from the main flue gas system and the TUG is supplied complete with
calibration arrangements. It is located on the A deck level in the engine room.
Prior to cargo discharge operations or the purging of tanks, the oxygen analyser
must be calibrated and the results recorded. The oxygen analyser signal is
distributed to the main IG control panel in the ECR, in the CCR and locally.

Illustration 2.15.2a Inert Gas System
From Compressed To
No.2 Auxiliary Boiler Air System
From Fresh Funnel Bleed
Exhaust Gas Uptake 10V
Transmitter Receiver Fresh Air Intake Water Hydrophore
Unit Unit with Limit Switch LS Unit 12V
(Outside Engine Room)
13V
29V 30V 14V From Deck
S
15V Transmitter
6053V
LS
Scrubber PI
Cooling Sea
S
PS PI
1122V From Sea Water Pump PS
1141V Scrubber
Water
From Blower for System PS 26V
6021V 6051V
Smoke Density From 6kg/cm2
Equipment
PI Demister LS
Steam 18V
19V
From No.2 Forced
Draught Fan S S TI TI
4V MC CC
LS
From No.1 Forced LS LS TI TX TS PI LS 6041V To
Draught Fan No.2 Blower
3V 1132V Deck
6811V 6816V 6061V Seal
No.1 Auxiliary Boiler S
Exhaust Gas Uptake Packing Outside
Transmitter Receiver Material Engine 21V
7V 6820V O2
Unit Unit S Analyser Room
FM
25V
27V 28V S
S
1131V AC
LS Quench LS LS TI
Cooler No.1 Blower
1102V 6801V 6806V
S
From Blower for P/C 7056V

Smoke Density Set 6-7kg/cm2 17V 6810V
Equipment
6V 7057V
PI 5513V N2
To/From
Marine &
S O2
Diesel Oil
Service Tank S S
PI LS LS
Key TI TI
24V
urner
Inert Gas TS TS 6071V

To
S
H H Delivery Valve
Topping-up PS
Demister H Deck
Pilot B
Marine Diesel Oil Inert Gas Generator

Ignition PI 9V Seal
(500m3/h)
Ballast Water
PI S PI S Transformer S
Main B
urner
Air UV PI
Detector
UV LS LS PS
Fresh Water PI PS PS Detector Combustion
Silencer Silencer L H Chamber LS 11V
/Filter 6031V
Exhaust Gas Purge Valve
Remote Manual
Outside Hydraulic Controller From Inert Gas
6kg/cm2 Steam Combustion Air
LS
Engine (3rd Deck) Deck Seal Sea
Blower H
Room Water Pump
Hydraulic Oil To Oily Bilge Tank
Electrical Signal TI PS
S
20V PI
All System Valves are Prefixed 'I' 2411V
23V F5V
Unless Otherwise Stated To Oily Bilge Tank

2.15.2 OPERATION OF THE MAIN SYSTEM All Valves are Prefixed ‘I’ Unless Otherwise Stated
Position Description Valve Operational No.2 exhaust gas uptake exhaust gas isolating 1122V
CAUTION
Open Inert gas cooling scrubber pump suction valve S33V valve
To prevent damage to the blowers, before each start the blower inspection
Open Inert gas cooling scrubber pump discharge S34V Open No.1 blower inert gas inlet valve 6801V
covers should be removed to confirm that there is no water standing in
valve Open No.2 blower inert gas inlet valve 6811V
the casing and then replaced.
Closed Sea water supply from bilge, fire and GS S39V Operational No.1 blower inert gas outlet valve 6806V
The inert gas system main control panel is situated in the ECR and contains pump Operational No.2 blower inert gas outlet valve 6816V
the controls for both the main gas system and the top up generator. This panel Open Sea water supply valve to scrubber tower 19V Operational Inert gas deck line valve 6041V
contains the programmable controller pushbuttons etc, which take care of the Open Effluent overboard discharge valve 5V Operational Inert gas vent valve 6021V
start/stop/alarm functions and the running mode. On the front of the panel Closed Sea water drain valve from the main scrubber 5513V
the system is represented in the form of a mimic diagram, with appropriate tower i) Turn the FLUE GAS MODE switch to 1, the FLUE GAS
indications and pushbuttons. The panel also contains an indicator unit for IG
Closed Sea water supply valve to the TUG 18V INERTING position.
main pressure on the deck lines and the IG O2% content.
Closed Sea water outlet valve from the TUG 23V
Closed Sea water scrubber tower filling valve from 6V j) Turn the BLOWER SELECT switch to either position 1 or 2,
A sub-panel in the cargo control room contains indication for inert gas pressure,
deck seal pump depending on which blower is to be used.
oxygen content and alarm indicators.
Open Compressed air isolating valve to the inert gas 10V
k) Turn the FLUE GAS SYSTEM switch to position 2 START
line isolating valve and the line bleed valves
Procedure for Operating the Inert Gas System (PULSE) to start the blower, then immediately to position 1
Open Compressed air isolating valve to the inert gas 12V RUNNING.
Starting at the Engine Control Room using the Boiler Gas Uptake dump valve
a) Turn the FLUE GAS SELECT switch to the ECR position. Open Compressed air isolating valve to the O2 13V l) Ensuring that a sample flow of inert gas is flowing through the
analyser unit oxygen content meter by adjusting the flow meter to 2.5 on the
b) Turn the SYSTEM SELECT switch to the INERT GAS MODE Open Compressed air isolating valve to exhaust gas 14V scale.
position. isolating valves
Open Compressed air isolating valve to the blower 15V m) Wait for the oxygen content reading to reach 4.5% on the dial,
c) Press the START pushbutton for the deck seal pump to be used, outlet valves adjust the fuel/air ratio on the boiler accordingly.
either No.1 or No.2, and place the other pump on standby.
Closed Compressed air drain valve 26V
n) Turn the INERT GAS OR AIR TO DECK switch to position 2
d) Ensure that the scrubber sea water supply pump suction, Open Deck seal inlet filling valve from deck seal 9V START (PULSE), then immediately to position 1 RUNNING.
discharge and the scrubber overboard discharge valve in the pump
engine room are opened. Press the START pushbutton for the Open Fresh water flushing valve to No.1 blower 17V When the oxygen level is within limits, the deck valve 6041V will open and
scrubber pump. Open Fresh water flushing valve to No.2 blower 7V the vent valve 6021 will close. If the oxygen level or cargo tank pressure rises
Operational Fresh water flushing solenoid valve to No.1 6801V to above the preset range, the purge valve 6021V will open and the deck valve
e) At the boiler monitoring panel change the BOILER FIRING set blower 6041 will close.
point to HIGH and click on the FORCE INERT GAS button. Operational Fresh water manual solenoid flushing valve to 6820V
No.2 blower Stopping
Wait for the boiler operating pressure to rise to 16kg/cm2.
Closed Steam blow valve to No.1 exhaust gas uptake 1131V a) Turn the INERT GAS OR AIR TO DECK switch on the control
f) Meanwhile start one of the COPT cooling sea water pumps and Closed Steam blow valve to No.2 exhaust gas uptake 1141V panel to the OFF position 0.
one of the COPT condenser condensate pumps. Open the steam Closed Air supply valve from No.1 forced draught 3V
to the air ejectors. fan b) Check that the exhaust/vent valve I6201 is indicating OPEN
Closed Air supply valve from No.2 forced draught 4V and the delivery valve I6041V indicate CLOSED on the mimic
fan panel.
g) Turn the UPTAKE VALVE SELECT switch to either the
position 1 or 2, depending on which boiler is in use. Operational Forced draught air isolating valve 1132V
c) Switch the FLUE GAS SYSTEM switch to position 0, STOP.
Operational No.2 exhaust gas uptake exhaust gas isolating 1102V
h) Set the valves as per the following table: valve

Illustration 2.15.2a Inert Gas System
From Compressed To
No.2 Auxiliary Boiler Air System
From Fresh Funnel Bleed
Exhaust Gas Uptake 10V
Transmitter Receiver Fresh Air Intake Water Hydrophore
Unit Unit with Limit Switch LS Unit 12V
(Outside Engine Room)
13V
29V 30V 14V From Deck
S
15V Transmitter
6053V
LS
Scrubber PI
Cooling Sea
S
PS PI
1122V From Sea Water Pump PS
1141V Scrubber
Water
From Blower for System PS 26V
6021V 6051V
Smoke Density From 6kg/cm2
Equipment
PI Demister LS
Steam 18V
19V
From No.2 Forced
Draught Fan S S TI TI
4V MC CC
LS
From No.1 Forced LS LS TI TX TS PI LS 6041V To
Draught Fan No.2 Blower
3V 1132V Deck
6811V 6816V 6061V Seal
No.1 Auxiliary Boiler S
Exhaust Gas Uptake Packing Outside
Transmitter Receiver Material Engine 21V
7V 6820V O2
Unit Unit S Analyser Room
FM
25V
27V 28V S
S
1131V AC
LS Quench LS LS TI
Cooler No.1 Blower
1102V 6801V 6806V
S
From Blower for P/C 7056V

Smoke Density Set 6-7kg/cm2 17V 6810V
Equipment
6V 7057V
PI 5513V N2
To/From
Marine &
S O2
Diesel Oil
Service Tank S S
PI LS LS
Key TI TI
24V
urner
Inert Gas TS TS 6071V

To
S
H H Delivery Valve
Topping-up PS
Demister H Deck
Pilot B
Marine Diesel Oil Inert Gas Generator

Ignition PI 9V Seal
(500m3/h)
Ballast Water
PI S PI S Transformer S
Main B
urner
Air UV PI
Detector
UV LS LS PS
Fresh Water PI PS PS Detector Combustion
Silencer Silencer L H Chamber LS 11V
/Filter 6031V
Exhaust Gas Purge Valve
Remote Manual
Outside Hydraulic Controller From Inert Gas
6kg/cm2 Steam Combustion Air
LS
Engine (3rd Deck) Deck Seal Sea
Blower H
Room Water Pump
Hydraulic Oil To Oily Bilge Tank
Electrical Signal TI PS
S
20V PI
All System Valves are Prefixed 'I' 2411V
23V F5V
Unless Otherwise Stated To Oily Bilge Tank

The IG blowers are fitted with an automatic water washing system which will • High IG outlet temperature from blower - (65°C)
be initiated 30 seconds after the blowers have been stopped and continue for
• Low sea water supply pressure to the scrubber - flue gas
approximately 20 minutes.
• Low sea water supply pressure to the deck seal reservoir
During the water washing phase, ensure that the washing indicator on the IG The following conditions give indication in the alarm system and opening of
main control panel indicates that the solenoid valve has opened and that the the vent to atmosphere and closing of the main discharge line valve:
indicator light returns to the shut position at the end of the timed sequence. • High gas pressure in deck main line
d) On the boiler monitoring panel, click on the FORCED INERT • High oxygen content, vent to atmosphere will open - (5%)
GAS button and the LOW FIRING button to change the boiler
back to normal operating mode. The following condition gives an indication in the alarm system and a
shutdown signal to the cargo pumps:
e) Close the uptake valve by turning the switch to position 0. • Low low deck IG pressure: 100mmWG
f) After 20 minutes stop the IGS scrubber SW pump.

O2 Analyser
CAUTION Type: Servomex xendos 1800
Washing the impeller while the fan is running may result in serious Range: 0 - 25% oxygen
damage to the unit.
The analyser is a microprocessor-based electronic unit for the continuous
monitoring of the oxygen levels in the inert gas generator outlet.
g) Close the steam valves on the air ejector.
The gas sample continuously flows through the analyser sensor because of the
h) Once the COPT condenser has cooled stop the cooling SW higher pressure in the inert gas system. This ensures that the oxygen content
pump and the condensate pump. is continuously measured. The analyser has a 4-20mA output signal which is
proportional to the oxygen content and this signal is the input signal to the O2
Capacity and Deck Main Pressure Control indicator on the control panel. Adjustment of the alarm set points can be made
via the membrane keys on the unit front.
The flow control and deck main pressure are maintained by the controller on
the CCR control console. The signal from the controller automatically operates When the instrument is first switched on, the upper and lower displays are
the vent and deck main control valves. When the set point of the capacity or illuminated for approximately three seconds and the sensor cell then warms up
the deck main pressure has been reached, the control valve will partially close and stabilises. The unit then gives the O2 reading
to maintain the set point. To maintain a flow through the system and prevent
the fans overheating, the vent valve will open correspondingly.
Maintenance (Routine Maintenance in Operation Only)
Inert Gas System Alarms and Trips The use of the IG delivery blowers should be alternated on a regular basis.
The following conditions give indication in the alarm system and cause the Check the calibration of the oxygen analyser before use and log the results
valves to go into a shutdown position and the plant to stop operating, but not accordingly.
the deck seal supply which will continue:
The soot cleaning for the boiler uptake valve should be operated before
• Emergency stop
opening the uptake valves.
• Low instrument air pressure
• High sea water level high in scrubber The in-use IG blower is automatically water washed with fresh water after
shutdown in order to prevent the build up of solids on the impeller.
• Blower failure
• Low sea water supply pressure

Illustration 2.15.3a Inert Gas System Engine Control Room Control Panel
INERT GAS SYSTEM

ENGINE CONTROL ROOM PANEL 3
EMERGENCY STOP
INERT GAS TEMPERATURE OXYGEN CONTENT
c
O

%

BLOWER SELECT FLUE GAS MODE FLUE GAS SELECT SYSTEM SELECT
1: NO.1 BLOWER 1: FLUE GAS INERTING 0: UPTAKE VALVE PORT CLOSED 0: UPTAKE VALVE STBD CLOSED 1: ECRP 1: INERT GAS MODE
2: NO.2 BLOWER 2: FLUE GAS GASFREEING 1: UPTAKE VALVE PORT SELECT 1: UPTAKE VALVE STBD SELECT 2: CCRP 2: SOOT BLOW MODE
3: TOPPING UP INERTING
1 2 2 0 1 0 1 1 2 1 2
1 3
TOPPING UP SYSTEM
FLUE GAS SYSTEM INERT GAS OR AIR TO DECK 1: TOPPING UP REMOTE(ECRP) 0: OFF
0: STOP 0: OFF 2: TOPPING UP REMOTE(CCRP) 1: NORMAL STOP MAIN SWITCH
1: RUNNING 1: RUNNING 3: TOPPING UP LOCAL(LCP) 2: NORMAL OPERATION
2: START (PULSE) 2: START (PULSE) 3: START (PULSE)
0 0 2 1
1 3
0
1 1 2
2 2 3
NO.1 DECK SEAL NO.2 DECK SEAL NO.1 BILGE, FIRE & GS NO.2 BILGE, FIRE & GS
SCRUBBER PUMP
WATER PUMP WATER PUMP PUMP PUMP
START START START START START
STOP STOP STOP STOP STOP
SOURCE SUPPLY POWER FAIL

2.15.3 TOP-UP GENERATOR (TUG) h) Ensuring that a sample flow of inert gas is flowing through the
Position Description Valve oxygen content meter by adjusting the flow meter to 2.5 on the
Open TUG inert gas discharge valve 21V scale.
Introduction Operational TUG inert gas delivery valve 6071V
Operational TUG inert gas purge valve 6031V i) Wait for the oxygen content reading to reach 4.5% on the dial.
The top up generator (TUG) is used where small amounts of inert gas are If necessary, adjust the fuel/air ratio on the TUG by operating
required as follows: Open Fresh water flushing valve 20V
the FO pressure regulator, to bring the oxygen content reading
Open TUG MDO fuel pump suction valve
• Purging the AUS vacuum pump and lines during discharge to within normal operating limits.
Open TUG MDO fuel pump discharge valve
operations when the AUS is in line
Open Fuel line isolating valve j) Turn the INERT GAS OR AIR TO DECK switch to position 2
• Topping up when on a sea passage and gas is lost or reduces in START (PULSE), then immediately to position 1 RUNNING.
Open Service air supply valve
pressure due to cooling
Operational Service air supply solenoid valve
The inert gas is produced by burning marine diesel oil in air in a water cooled Stopping - Manually
combustion chamber. The water cooled chamber makes refractory lining b) At the IGG DO supply pump local starter panel, turn the AUTO/
a) Turn the TOPPING UP SYSTEM switch to position 1 NORMAL
unnecessary and therefore the combustion will reach optimum temperature MANUAL mode switch to the MANUAL position and press the
STOP. The air blower will stop automatically.
very quickly and be able to produce in-spec gas quickly. It is then cooled and START pushbutton.
cleaned in an integral scrubber, where soot and sulphur dioxide are removed by b) Turn the INERT GAS OR AIR TO DECK switch to position 0
the sea water. The plant may be operated locally, from the ECR or the CCR. At the ECR IG control panel:
OFF.
c) Press the START pushbutton for the deck seal pump to be used,
c) Stop the DO supply pump locally.
Procedure for the Operation of the Inert Gas Top Up Generator either No.1 or No.2, and place the other pump on standby.
(TUG) d) Allow the TUG to cool before stopping the scrubber cooling
d) Press the START pushbutton for the scrubber pump.
SW pump.
Starting and stopping of the TUG is carried out from the ECR inert gas
generator panel. The panel contains the programmable controller, which takes e) Turn the FLUE GAS MODE switch to position 3 TOPPING UP
care of the start, stop and alarm functions and the running mode. INERTING.
f) Turn the TOPPING UP SELECTION switch to position 1

Starting - Manually
TOPPING UP REMOTE (ECRP).
The setting up and opening of the manual valves in the system are carried out
in the engine room. Starting and stopping of the IGG plant is performed at the g) Turn the TOPPING UP SYSTEM switch to position 2 NORMAL
ECR inert gas generator panel. OPERATION, then turn it to position 2 START (PULSE). After
a pre-purge period of 55 seconds the ignition phase will start,
a) Set the valves as per the following table: five seconds after the igniter has initiated the pilot fuel will be
injected, at this point the effluent discharge will be directed to
All Valves are Prefixed ‘I’ Unless Otherwise Stated the bilge tank.
Position Description Valve There is a period of ten seconds in order for the pilot flame to
Open Inert gas cooling scrubber pump suction S33V be established before the main fuel solenoid valve is opened.
valve
Open Inert gas cooling scrubber pump discharge S34V When the main burner flame is established (120 seconds for
valve the ignition phase) the effluent discharge will be redirected to
overboard.
Open Inert gas cooling scrubber pump discharge 18V
valve to the TUG
During this whole period the exhaust valve to atmosphere is fully open and the
Open Sea water outlet valve from the TUG 23V supply valve to deck is fully shut.
Open Inert gas cooling scrubber pump discharge 19V
valve to the main scrubber tower
Open Effluent overboard discharge valve 5V

PART 3: MAIN MACHINERY CONTROL
3.1 Main Machinery Control System
3.1.1 Machinery Control and Alarm System Overview
3.1.2 Operator Stations
3.1.3 Screen Displays
3.1.4 Alarms Handling
3.1.5 Trending
3.1.6 Control of Machinery
3.1.7 UMS to Manned Handover
Illustrations
3.1.1a Machinery Control and Alarm System Overview
3.1.2a Operator Control Panel
3.1.2b Extension Alarm Panels
3.1.3a Main Engine Overview
3.1.4a Alarm Group Display
3.1.5a Trend Graph Display Example
3.1.5b Bar Graph Display Example
3.1.6a Control Pump Overview
3.1.6b Power Management System Overview

Illustration 3.1.1a Machinery Control and Alarm System Overview
No.5 No.6
Backup Power Bridge AC-UPS AC-UPS
WBU
LAN A LAN A
No.5 Operating Control Panel ROS ROS No.6 Operating Control Panel
Accommodation LAN B LAN B
5 6
Chief 3rd 2nd 4th Officer’s Officer’s Duty USB1

Engineer Engineer Engineer Engineer Mess Room Smoking Room Mess Room Voyage Data Recorder
RS422 MSI
Engine Control Room Cargo Control Room

Ship Viewer
Deskjet Printer and
Log Book
DC-UPS DC-UPS
A B
Switch A Switch B
No.7
AC-UPS
Alarm Printer Alarm Printer Alarm/Log Printer

No.4
AC-UPS
P20
P20 P21 LAN A LAN A

No.1 Operating Control Panel ROS ROS No.2 Operating Control Panel No.3 Operating Control Panel ROS ROS No.4 Operating Control Panel
LAN A LAN A LAN B LAN B
1 2 3 4
LAN B LAN B
CAN B CAN B CAN B CAN B
USB1 USB1
RS422 RS232
MSI SAAB RS422 MSI
No.1 No.2 No.3
AC-UPS AC-UPS AC-UPS To
RS422 RS232
HANLA
System
RS422 RS232
Cargo Control System (Cab. 8) Cargo Control System (Cab. 7) Cargo Control System (Cab. 6) Alarm Monitoring Pump Control System PMS Engine Room Alarm System (Port and Starboard)

3.1 MAIN MACHINERY CONTROL SYSTEM for inspection of variables, local operation of equipment and adjustment of being present. A visual alarm without the audible buzzer can also be arranged
alarm parameters. The ROS is used whenever transferring machinery watch for an engineer in the off duty mode.
3.1.1 MACHINERY CONTROL AND ALARM SYSTEM responsibility between the bridge and the engine control room. Selecting
OVERVIEW the engineer for watch call duty is also carried out from the ROS and all
Logging Printer
engineers whether on duty or not may be called to the engine room in case of
emergency. The ROS units all operate in parallel with no one machine acting as The logging printer allows for all engine room alarms to be recorded. Different
Maker: Kongsberg Norcontrol
a master. In this way, if a system parameter is altered on one ROS unit, it will logs can be configured and printed at specified intervals or on request. Logging
Type: DataChief C20 automatically update the others. Passwords can be used to protect the system functions include:
from unauthorised access. • Alarm log
Introduction • Selected points log
Operator Control Panel (OCP)
The DataChief C20 is a modular built alarm monitoring, data acquisition and • Complete log
The OCP forms part of the ROS and is a specially designed keyboard that
control system that is microprocessor based. • Group log
provides easy access to the different operator functions. It is divided into
separate function areas with buttons combined with lamps to indicate alarm • Inhibited points log
It is designed to provide the ship’s officers with all the basic alarm and status
status and main system functions. These can be detailed as:
information they require to maintain a safe and efficient operation of the
machinery, especially during unmanned operation. • Alarm display selection and acknowledgement General Description of System Functions and Operation
• Selection of information to be monitored General Alarm Functions
The main modular items in the make up of the DataChief C20 system are as
follows: • Set up and activation of logging The heart of the C20 system are six DPU cabinets that communicate with each
• Parameter adjustment other on a redundant high capacity process-bus. All of the monitoring and
Distributed Processing Units (DPU) automation functions are carried out by the DPUs while the remote operating
• Extended alarm and watch calling functions
stations provide the necessary human/machine interface.
The main purpose of the DPUs is to monitor analogue and digital sensors
and to provide outputs to the DataChief C20 system. Each DPU contains a Watch Bridge Units (WBU) Each DPU has a specific capacity in number and type of analogue or digital
microprocessor that is programmed to detect a signal that moves outside set input and output channels. The number of channels can vary between 8 and
These units indicate engine room alarms on the bridge whilst the vessel is
limits and to generate an alarm. Unwanted alarms during the start up and 32. The process-bus for communication between the DPUs in the C20 system
under bridge control and accept transfer of machinery watch responsibility to
shut down periods whilst operating machinery can be inhibited as necessary. is the Controller Area Network (CAN) bus.
and from the bridge. When the bridge has the machinery watch responsibility,
The status information of the machinery is then continually monitored by
at least two engineers must be on call. If no engineers are assigned to on-call
the remote operating stations located throughout the system. The DPUs are Exchange of a faulty DPU can be made without turning the power of the
duty, the DataChief C20 will prevent the bridge from assuming responsibility.
fitted with self-test functions that can monitor temperature, power and sensor DataChief C20 off. The procedure requires the faulty unit to be disconnected
In the event of a problem, a general alarm will sound and call the duty engineers
excitation overload and they are of single printed circuit board design with no and replaced with a replacement unit. The operator then requests the system
to the engine room. The alarm condition on the bridge will be a buzzer and a
serviceable parts inside. to replace the module which will cause the software to be automatically
group or single flashing lamp. When the alarm is acknowledged in the engine
room or the problem cleared, the WBU will provide appropriate indication. downloaded and the DPU will start operating again.
Main Computer Unit (MCU)
When an alarm condition is detected, the DPU and the C20 generate an audible
The main computer unit collects and processes data from the local DPUs, then Watch Cabin Units (WCU) and visual alarm signal, which identifies the responsible machinery sensor and
distributes the presentation of the processed data to the Operator Control Panel provides information about the condition.
These units indicate engine room alarms in the duty engineer’s cabin and in
(OCP) and the logging printer.
public spaces whilst the vessel is under bridge control. To set the machinery
watch responsibility system to bridge mode, more than one engineer must be The data received by the MCU is filtered and distributed to the ROS and OCP
Remote Operator Stations (ROS) on call. When an alarm situation occurs, the alarm signal is sent to the watch units, to the logging printer and to the engineers’ accommodation and public
duty engineers’ cabins and to the public areas. The alarm is both visual and spaces.
The ROS serves as the database host for process data, engineering data and
software. Software for the DPUs is stored in the ROS and they are configured audible. When it has been accepted by the duty engineer in the engine control
to allow for automatic downloading of parameters to the DPUs during vessel room, the alarm is cleared from all of the WCU units. If the duty engineer
commissioning or when a DPU has been replaced. The ROS units receive fails to acknowledge within a predetermined time, the alarm is repeated in the
alarms and allow for monitoring and control of the system. They can display remaining engineers’ quarters and on the bridge.
mimic diagrams and allow control of the watch calling system and the
printing of various logs. They also enable the operator to access the DPUs The DataChief C20 is also configured to allow the WCUs to be used to call an
engineer either to the bridge or to the engine control room without an alarm

Alarm Block
Some of the alarms are conditional and can be blocked when a specified
condition is present. For example, when the main engine is stopped the LO
pressure falls and under normal conditions would have initiated an alarm.
Since this is an acceptable occurrence, the alarm is blocked. The blocking
function is started by defining a signal as an inhibit signal for a specified alarm
or group of alarms. An adjustable time delay is available to extend the blocking
situation.
Alarm Acknowledge
It is possible to acknowledge alarms while a mimic window, alarm group or
alarm summary is displayed. Alarm acknowledgement for single or group
alarms displayed on the screen is done through a single push of the same
pushbutton.
Trend Monitor
The DataChief C20 automatically records selected measurements and stores
them for use in the trend monitoring system. This can present the recorded
data for all of the variables as curves and is accessible through the ROS.
The trend monitor provides two outputs. These are defined as ‘select trend’
and ‘display trend’. The ‘select trend’ function displays the trend curves to
specified variables. The operator can specify five different trend displays
with eight variables each, giving a total of forty recorded variables displayed.
The ‘display trend’ function displays the selected trend as continuous curves
and gives a tag name, tag description and the numerical value of up to eight
variables at a time.

Illustration 3.1.2a Operator Control Panel
OPERATOR CONTROL PANEL
M/E
CONTROL
M/E LO
& SHAFT
M/E
COOL’G W
M/E SCAV.
AIR & EXH.
BRIDGE
WATCH
ENG.
WATCH
CHIEF
ENG.
CALL
ALL
MAIN
ENGINE
POWER
MANAGE.
E/R BILGE
BALLAST &
C.S.W
SYSTEM
/ * - +
SYSTEM SYSTEM SYSTEM GAS SYS. ON DUTY ENG. OVERVIEW SYSTEM FIRE SYS.
POWER
M/E NO.1 G/E NO.2 G/E NO.3 G/E 2ND 3RD 4TH CALL MAIN AUX L.O STERN 7 8 9
FUEL OIL & GEN. & GEN. & GEN. ENG. ENG. ENG. DUTY C.F.W. C.F.W. PURIFIER TUBE L.O.
SYSTEM SYSTEM SYSTEM SYSTEM ON DUTY ON DUTY ON DUTY ENG. SYSTEM SYSTEM & TRANS. SYSTEM
4 5 6
GEN. COM. NO.1 NO.2 BOILER LEVEL GENERAL CARGO CARGO M/E L.O. F.O. F.O. BOILER
& ELEC BOILER BOILER COM. & CORRECT TANK API TANK SERVICE TRANS. SERVICE F.O. SERV.
PWR SYS. SYSTEM SYSTEM ECON. SYS DISPLAY DISPLAY DISPLAY DISPLAY SYSTEM & PURIF. SYSTEM SYSTEM
1 2 3
BILGE S/GEAR PUMP MISC. SHIP SEA M/E EXH COUNTER INCIN. COMP. BOILER 16K/10K
SYSTEM CONTROL CH-OVER SYSTEM DISPLAY GAS DEV. DISPLAY F.O. SERV. AIR FEED W. STEAM
SYSTEM PRE-WARN. HARB. CONFIG. (RUN-HR) SYSTEM SYSTEM SYSTEM SYSTEM 0
FIRE C.P.P. CARGO AUTO AUTO MISC PUMP CARGO AUTO WATER
SYSTEM SYSTEM TANK VACUUM LOG LOG CONTROL SYSTEM VACUUM BALLAST
SYATEM STRIPP’G CONFIG. OVERVIEW STRIPP’G SYSTEM
CARGO WATER M/E SET ACCESS OFFSCAN INHIBITED C.P.P. SYSTEM AUTO
MISC. BALLAST SAFETY DATE & RESET HYD. OIL CHIEF
SYSTEM TAGS TAGS OVERVIEW
SYSTEM SYSTEM SYSTEM TIME SYSTEM -C20
0 1
INHIBIT M/E M/E SYSTEM WATCH SELECTED SELECTED SELECTED 1ST. 2ND AUTO
TELEGRAPH REMOTE CALL POINTS BARGR. TREND MASTER STAND STAND
POINTS FAILURE
SYSTEM CTRL SYS CONFIG. DISPLAY DISPLAY DISPLAY BY BY MANU
SOUND ALARM ALARM ALARM SYSTEM TAG GROUP GROUP SCREEN ALARM MONITOR LAMP
OFF SUMMARY HISTORY ACK. INFOR. DETAILS DISPLAY DUMP TEST OCP TEST
DISPLAY ALARM DISPLAY
KONGSBERG

3.1.2 OPERATOR STATIONS Watch Function Buttons (Green LEDs) Alarm Acknowledge
Bridge Watch When pressed, this button acknowledges alarms. If an OCP group button has
Remote Operator Stations (ROS) been pressed, the alarm acknowledge button will accept all unacknowledged
Initiates the bridge watch. This means the engine room is unattended and the
alarms on the colour CRT. If more than twenty six alarms have occurred the
watch responsibility is transferred to the bridge.
There are six remote operating stations on board the vessel. Two are located in next page will automatically be displayed. If an OCP group alarm has not been
the engine control room, two on the bridge and two in the cargo control room. pressed, pressing the alarm acknowledge button will accept the latest three
Each ROS consists of the following items: Engine Watch alarms displayed in the lower right corner of the display.
• A main computer unit (MCU) This button initiates engine room watch and means the watch responsibility is
in the engine control room. Standard Function (White) Buttons
• An operator control panel (OCP)
Access System Display
• A graphic display CRT Chief Engineer on Duty
This shows the groups and control positions.
• Connection to an alarm or log printer When this indicator lamp is lit the Chief Engineer is on duty when in both
bridge and engine watch modes.
Inhibit Tags
The ROS serves three different tasks in an alarm monitoring and control
system: Call All Engineers This display shows the list of tags inhibited (will not cause an alarm) at the
present time.
• Receiving and sending analogue and digital data from DPUs When pressed, the button starts flashing and the indicators and buzzers on all
• Presentation and monitoring of alarm information with watch call panels in the engineers’ accommodation are activated. To deactivate
this function, press the button again. Counters Display
acknowledge functions
This displays counters and lap counters information.
• Extension of the alarms to the bridge and to the duty engineers
while in an unmanned engine room condition Engineers On Duty
When one of the ENGINEERS ON DUTY buttons is illuminated, the engineer Deviation Parameter Configuration
Operator Control Panel (OCP) on duty is in charge of the watch when the engine room is unattended. The This provides the menu for the input and display of parameters for deviation
corresponding ON DUTY indicators in the accommodation are on. calculation of exhaust gas temperatures.
To enable the user to operate the ROS, an OCP is employed. This is a purpose
designed keyboard that provides easy access to the operator functions. It is Call Duty Engineer Group / Alarm
divided into separate function areas that are detailed as follows:
When this button is pressed, the indicator lamp starts flashing and the indicators This toggles between all measuring points and the points in a group having an
and buzzer on the watch call panel in the duty engineer’s cabin is activated. To alarm status.
Alarm Group Buttons (Red LEDs) cancel simply press the button again.
Group Display
When an alarm occurs, the corresponding alarm group lamp starts flashing and
the alarm buzzer sounds. To display information about the alarm the operator
Alarm Functions and Display Buttons This displays all measuring points within an alarm group. Pressing this button
needs to press the button. Any new alarms will be shown as red lights and followed by the red system button for say the steering gear will bring up to the
When an alarm occurs, the engine control room buzzer and engine room horn screen all of the alarms acknowledged and unacknowledged in that system. If
acknowledged alarms as yellow lights. The indicator will stop flashing when
are activated. Pressing the SOUND OFF button will silence both. Pressing there are more than 26 in the alarm history, paging down will bring up the next
all of the alarms in the group have been acknowledged but will remain lit until
the ALARM SUMMARY button will provide details of all active and page and so on.
all of the alarm conditions have returned to normal.
unacknowledged alarms on the colour CRT. Up to twenty six alarms can be
displayed simultaneously but if there are more alarms, the NEXT PAGE and There are twenty eight different alarm groups provided for on the system. The
When the INHIBIT POINTS button is pressed, the colour CRT will show a list
PREVIOUS PAGE buttons will provide a display. details and descriptions of these have been given in section 3.1.4.
of inhibited alarms.
When a system failure occurs, the corresponding indicator starts flashing and Alarm History Selected Bar Graph Display
the alarm buzzer sounds. To display information about the system failure the Displays up to 2000 alarm events, with time and date. Twenty six alarms are
operator simply needs to press the button. The indicator will stop flashing Displays pre-selected measuring points as bar graphs.
displayed on each page with the latest activated alarm being added to the top
when the alarm has been acknowledged but will remain lit until the alarm of the list.
condition has returned to normal. Selected Points Display
Displays pre-selected measuring points.

Illustration 3.1.2a Operator Control Panel
OPERATOR CONTROL PANEL
M/E
CONTROL
M/E LO
& SHAFT
M/E
COOL’G W
M/E SCAV.
AIR & EXH.
BRIDGE
WATCH
ENG.
WATCH
CHIEF
ENG.
CALL
ALL
MAIN
ENGINE
POWER
MANAGE.
E/R BILGE
BALLAST &
C.S.W
SYSTEM
/ * - +
SYSTEM SYSTEM SYSTEM GAS SYS. ON DUTY ENG. OVERVIEW SYSTEM FIRE SYS.
POWER
M/E NO.1 G/E NO.2 G/E NO.3 G/E 2ND 3RD 4TH CALL MAIN AUX L.O STERN 7 8 9
FUEL OIL & GEN. & GEN. & GEN. ENG. ENG. ENG. DUTY C.F.W. C.F.W. PURIFIER TUBE L.O.
SYSTEM SYSTEM SYSTEM SYSTEM ON DUTY ON DUTY ON DUTY ENG. SYSTEM SYSTEM & TRANS. SYSTEM
4 5 6
GEN. COM. NO.1 NO.2 BOILER LEVEL GENERAL CARGO CARGO M/E L.O. F.O. F.O. BOILER
& ELEC BOILER BOILER COM. & CORRECT TANK API TANK SERVICE TRANS. SERVICE F.O. SERV.
PWR SYS. SYSTEM SYSTEM ECON. SYS DISPLAY DISPLAY DISPLAY DISPLAY SYSTEM & PURIF. SYSTEM SYSTEM
1 2 3
BILGE S/GEAR PUMP MISC. SHIP SEA M/E EXH COUNTER INCIN. COMP. BOILER 16K/10K
SYSTEM CONTROL CH-OVER SYSTEM DISPLAY GAS DEV. DISPLAY F.O. SERV. AIR FEED W. STEAM
SYSTEM PRE-WARN. HARB. CONFIG. (RUN-HR) SYSTEM SYSTEM SYSTEM SYSTEM 0
FIRE C.P.P. CARGO AUTO AUTO MISC PUMP CARGO AUTO WATER
SYSTEM SYSTEM TANK VACUUM LOG LOG CONTROL SYSTEM VACUUM BALLAST
SYATEM STRIPP’G CONFIG. OVERVIEW STRIPP’G SYSTEM
CARGO WATER M/E SET ACCESS OFFSCAN INHIBITED C.P.P. SYSTEM AUTO
MISC. BALLAST SAFETY DATE & RESET HYD. OIL CHIEF
SYSTEM TAGS TAGS OVERVIEW
SYSTEM SYSTEM SYSTEM TIME SYSTEM -C20
0 1
INHIBIT M/E M/E SYSTEM WATCH SELECTED SELECTED SELECTED 1ST. 2ND AUTO
TELEGRAPH REMOTE CALL POINTS BARGR. TREND MASTER STAND STAND
POINTS FAILURE
SYSTEM CTRL SYS CONFIG. DISPLAY DISPLAY DISPLAY BY BY MANU
SOUND ALARM ALARM ALARM SYSTEM TAG GROUP GROUP SCREEN ALARM MONITOR LAMP
OFF SUMMARY HISTORY ACK. INFOR. DETAILS DISPLAY DUMP TEST OCP TEST
DISPLAY ALARM DISPLAY
KONGSBERG

Selected Trend Display Activate/Start: Used for giving a START, OPEN or ACTIVATE command to Control Functions Buttons
an object after addressing it using the READ button.
Displays pre-selected measuring points as trend curves. Reset
This provides a reset function for controllable objects such as pumps, fans,
Set Time and Date Tank and Cargo Function Buttons compressors and generators.
Used to adjust the date and time. Ship Display
Master
This displays the volume of each tank content type, trim/list and draught
System Information Display display. It also provides the menu for manual trim/list specification and input This is the master function for pumps, fans, compressors and generators and
Displays system parameters and functions. and sea specific gravity input. is password protected.
M/E Exh. Gas Config. Display Level Correction Display 1st Standby
This shows the exhaust gas deviation parameters. This provides a display for the raw level/ullage, corrections for trim, list, This allows the operator to select the 1st standby unit for pumps, fans,
sensor offset, specific gravity and corrected level and ullage. compressors or generators.
Misc. Log Display

General tank Display 2nd Standby
Shows the overall log system and details.
This provides tank level, percentage full, volume, specific gravity and weight This allows the operator to select the next standby units for pumps, fans,
information. compressors or generators
Off Scan Tags
This shows the list of tags not being scanned at the present time. Sea/Harbour Select Automatic/Manual
This allows the operator to toggle between SEA and HARBOUR mode. This This allows for the switching of pumps, fans compressors and generators from
Tag Details can be used to suppress alarms during the vessel’s voyage. the manual to the automatic modes and vice versa.
Pressing the system button first and then pressing this button brings up the
menu used to display details of measuring points and provides access to Cargo Tank Display Viewing Conditions and Testing Buttons
change their parameters.
This provides a display on the cargo tank content type, temperature, ullage, Monitor Operator Control Panel (OCP) Display
percentage filling, volume correction factor, weight and number of US barrels
Watch Call Display This provides the menu for increasing and decreasing the illumination on the
at 60°F.
operators control panel and the colour graphics display on the bridge.
This shows the watch call configuration.
Cargo API display
Alarm Test
Numeric Keypad and Trackball Buttons This displays tank content type, density, temperature, density correction factor
This allows the operator to test the alarm buzzers, the alarm displays, net
and density at actual temperature.
These buttons provide for: communication and the alarm printer. To cancel the alarm test, press the button
again.
Auto Log Configuration
Delete: Deletes numeric input during an input sequence.
This provides access to set the time for watches and print status for the alarm Lamp Test
Space: Used for passive settings for alarm limits etc. printer
Pressing this allows all of the lamps on the operator control panel to be
tested.
Enter: Ends a sequence of numeric input or activates editing.
MIMIC Display (Yellow) Buttons
Page up: Displays the previous page of the selected page group.
These buttons are used to select a particular system for display and use in
Page down: Displays the next page of the selected page group are four arrow monitoring or process control.
keys; left, right, up and down.
Deactivate/Stop: Used for giving a STOP, CLOSE or DEACTIVATE

command to an object after addressing it using the READ button

Illustration 3.1.2b Extension Alarm Panels
ON DUTY WATCH BRIDGE UNIT ALARMS ON DUTY WATCH CABIN UNIT ALARMS
M/E M/E
CHIEF SHDW C/E SHDW
ENG. /SLDW /SLDW
2ND 2ND
ENG. CRITICAL CRITICAL
ENG.
3RD NON 3RD NON

ENG. SCREEN MENU CRITICAL ENG. SCREEN MENU CRITICAL
CALL
BRIDGE
4TH WATCH
SELECT BILGE 4TH FROM SELECT BILGE
ENG. ENG. BRIDGE
TAG FIRE TAG FIRE

DETAILS DETAILS
E/R E/R
DEAD DEAD
CALL MAN CALL MAN
ENGINE
DUTY WATCH
FROM
ENG. ENGINE
REPEAT
ALARM
LAMP SOUND LAMP SOUND

UNIT UNIT
TEST OFF FAIL TEST OFF FAIL
KONGSBERG KONGSBERG
Bridge Watch Call Panel Cabin Watch Call Panel

WATCH CALLING SYSTEM How to Transfer Watch Responsibility
To transfer watch responsibility press the ENGINE WATCH button to notify
The watch calling system is designed to allow the vessel to operate with an the engine room to accept responsibility. The LED indicator will flash until
unmanned engine room for short periods of time. The system consists of a the transfer is acknowledged. When the indicator is steadily lit, the watch
watch bridge unit (WBU), and several watch cabin units (WCU). These in responsibility has been transferred.
conjunction with the ROS already described, form the watch calling system.
How to Accept Watch Responsibility

Watch Bridge Unit (WBU)
When the LED on the BRIDGE WATCH button flashes it signifies that the
The WBU is located in the bridge panel and its layout can be seen in illustration engine room is transferring watch responsibility to the bridge. Pressing the
3.1.2b. The button functions and displayed information can be described as button will acknowledge the transfer and the LED will remain steadily lit.
follows:
Watch Cabin Unit (WCU)
On Duty
The WCUs are located in each of the engineer’s cabins and in the public spaces.
This indicates the engineering officer having the on duty status.
There are a total of seven fitted and their layout can be seen in illustration
3.1.2b. The button functions and displays are the same as for the WBU and
Alarms the method of responding to alarms and testing the panels is the same. It is not
These are divided into groups for handling and defining priority. They show possible however to transfer watch responsibilities from any of the WCU units.
main engine slowdowns, shutdowns, critical and non-critical alarms. This must be done from the ROS or the WBU.
Screen Menu
The SELECT UP and SELECT DOWN buttons are used to scroll through the
available information in a similar manner to that described for the LOS units.
How to Respond to Alarms

When an alarm condition occurs, the buzzer will sound and the alarm will be
indicated on the WBU. To accept this, press SOUND OFF and read the alarm
information on the screen. The ON DUTY engineer should also receive the
alarm signal and proceed to take the necessary action. The alarm condition
should be cleared by the duty engineer and after a time the alarm should no
longer be displayed on the WBU.
Panel Test
To test the panel press LAMP TEST. The lamps should illuminate and the
buzzer sound. If the panel remains dark or the buzzer fails to operate, replace
the whole unit with a new one as no field serviceable spares are fitted inside.
How to Call Duty Engineer

To call the duty engineer press the CALL DUTY ENG button to notify the
on duty engineer to contact the bridge. The LED indicator will flash until the
duty engineer has acknowledged the call. The light will then remain steady. To
cancel the call press the button again.

Illustration 3.1.3a Main Engine Overview
DC C20 x
MAIN ENGINE OVERVIEW ACCESS OVERRIDE 08.02.06

KEY 10:30:00
ITEMs CYL.No 1 2 3 4 5 6 7 Unit
EXH.GAS TEMP 346.8 331.6 339.9 338.6 344.9 340.0 333.0 °C

T/C EXH GAS TEMP
EXHJ. GAS DEV. TEMP 8 -7 1 -0 6 1 -6 °C
NO. BEFORE AFTER S/T L.O
JACKET C.F.W OUT T. 82.0 82.9 82.4 82.7 82.7 82.7 82.9 °C GRAVITY
1 391.4°C 250°C TANK
SCAV. AIR IN FIRE T. 44.3 44.1 44.1 44.3 45.0 43.7 44.1 °C 2 386.3°C 251°C LAL
PISTON CLO OUT TEMP 52.1 52.8 52.4 52.8 52.4 51.8 52.2 °C
PISTON CLO NON-FLOW NFA NFA NFA NFA NFA NFA NFA
S/T L.O
TANK
LAH LAL
NO.1 T/C
START AIR PRESS 26.11 Kg/cm2 T/C L.O
141 RPM(x100)
CONTROL AIR PRESS 6.68 Kg/cm2 NO. IN PRESS OUT T.
SCAV. AIR RECEIVER 2.28 Kg/cm2 1 1.72 Kg/cm2 73.7°C NO.2 T/C
2 1.77 Kg/cm2 75.4°C 143 RPM(x100)
AIR CLR CFW IN. P. 2.45 Kg/cm2
MAIN ENGINE RUNNING 98 RPM

S/T L.O
COOLER
ITEMs PRESS [Kg/cm2] TEMP [°C]
C.P.P PITCH
MAIN L.O INLET 2.64 45.6 FWD
SEAL 90.6 %
FUEL OIL INLET 7.23 133.9 TK
JACKET C.F.W IN. 4.19 LAL

THR. PAD
L.O PURIFIER IN. 80.5 57.1 °C
F.O VISCOSITY VAH VAL
OIL MIST DETECT. HIGH FAIL
AXIAL VIBRATION HIGH ABNOR.

INTERM. BRG.
T/V DAMPER VIB. WARN. ALARM SYSTEM FAIL 36.3 °C
1 2 S/T BRG.
LUB. OIL SUMP TK LAL
S/T L.O P/P FWD AFT
20.6°C 25.9°C
MAIN L.O P/P F.O SUPP. P/P F.O CIRC. P/P J.C.F.W P/P CENT.C.F.W P/P ECON. FD W. P/P MAIN/COPT COND CSW P/P C.P.P HYD P/P
1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2
S/T L.O SUMP TK

3.1.3 SCREEN DISPLAYS 16) Boiler feed water system Standby Equipment
17) 16, 10 and 6kg/cm2 steam system Standby Pumps
System Displays 18) Pump overview (control) The standby system includes a pump symbol for each standby pump. Standby
19) Cargo oil tank 1 pumps are given the following colour codes:
The Remote Operator Station (ROS) includes a standard colour graphics
display with which the operator can interact through the Operator Control 20) Cargo oil tank 2 • Running - Green
Panel (OCP). The ROS display screen gives details on the following: • Standby - Yellow
21) Cargo oil tank 3
• About button - Pushing this button will provide a display of the • Stopped - Grey
22) Cargo oil tank 4
current software version being used
23) Cargo oil tank 5 It is only the pumps listed below that can be started and stopped through the
• Title window - This contains the title of the information being
displayed on the screen 24) Water ballast system Kongsberg system.
• Status window - The status window is divided into two columns 25) CPP hydraulic system
which contain status information on user settings It is not possible to start and stop the air compressors from the ECR, this is
• Time window - This shows the current date and time Control System Colours achieved from starter panels on the LGSP No.5 and at the main switchboard.
• Main window - This contains the main display information such • Main engine LO pumps (port and starboard)
as alarm lists, bar graphs, trend displays, configuration data and The ROS screen uses colour to indicate the position or status of equipment
displayed within the mimics. These can be detailed as follows: • Stern tube LO pumps (port and starboard)
mimic diagrams
• Main engine FO supply pumps (port and starboard)
• Function Window - This displays information related to the user
input Switches/Breakers • Main engine FO circulating pumps (port and starboard)
• Alarm window - This displays the last four alarms independent • Open - Grey • Generator engine FO supply pumps (port and starboard)
of the information displayed in the main window • Generator engine FO booster pumps (port and starboard)
• Closed - Green
• Main engine JFW pumps (forward and aft)
The screen can also be used to view the different system mimics which are as
Pumps • Central CFW pumps (forward and aft)
follows:
1) Main engine overview • Stopped and standby - Yellow • Boiler feed water pumps (port and starboard)
2) Power management system • Stopped - Grey • Economiser feed water pumps (port and starboard)
3) Engine room bilge, ballast and fire alarm system • Running - Green • Boiler water circulating pumps (forward and aft)
4) Central salt water cooling system • COPT condenser CSW pumps (port and starboard)
5) Main central fresh water cooling system • IG deck seal pumps (port and starboard)
6) Auxiliary central fresh water cooling system • COPT condensate pumps (port and starboard)
7) Main engine LO purifying and transfer system • Auxiliary CSW pump
8) Stern tube LO system • Port use CFW pump
9) Main engine LO system

10) Fuel oil transfer and purifying system
11) Main engine fuel oil service system
12) Generator engine fuel oil service system
13) Boiler fuel oil service system
14) Incinerator fuel oil service system
15) Compressed air system

Power Management Symbols and Colours • Stop blocked
• Operation blocked local
The power management system is mainly operated through a mimic picture on
the ROS. The symbols and colour coding are as follows: • Priority higher
• Priority lower
Circuit Breaker • Reset
• Circuit breaker in alarm - Red
When the circuit breaker is in the disconnected condition the following colours
apply:
• Circuit breaker open - Grey
• System synchronising - Yellow
When the circuit breaker is connected to the switchboard, the following

colours apply:
• Circuit breaker connected - Green
Generator and Engine

The following colours indicate the condition of the generator:
• Generator alarm - Red
• Generator stopped - Grey
• Generator running - Green
For each generator set there is an information box on the mimic screen
containing details on:
Diesel Generator
• Start
• Stop
• Auto
• Semi auto
• Ready for standby
• 1st standby
• 2nd standby
• Not standby
• Connect
• Disconnect
• Connected
• Auto connected

Illustration 3.1.4a Alarm Group Display
DC C20 x
Group Display Alarm Group 7 ACCESS OVERRIDE 14.02.06

page 1 of 2 NO.2 G/E & GEN. SYSTEM KEY 20:00:00
Tagname Tag description Func Value Eng. unit Alarm Low Lim. High Lim.
DG2-GENSET DG2 GENERATOR SET XI 265.00 ( , )
DG2-STBY-PRI DG2 STANDBY PRIORITY XC 5121.00 ( , )
GB001 NO.2 G/E TRIP XA NORMAL ( , ALARM )
GB002 NO.2 G/E ABNORMAL XA NORMAL ( , ALARM )
GB003 NO.2 G/E START FALL XA NORMAL ( , ALARM )
GB004 NO.2 G/E L.O IN PRESS PIAL 4.59 kg/cm2 ( 3.50, )
GB005 NO.2 G/E L.O IN TEMP TIAH 67.1 °C ( , 80.0 )
GB006 NO.2 G/E C.F.W IN PRESS PIAL 3.78 kg/cm2 ( 1.00, )
GB007 NO.2 G/E C.F.W OUT TEMP TIAH 76.4 °C ( , 90.0 )
GB008 NO.2 G/E F.O IN PRESS PIAL 6.13 kg/cm2 ( 3.00, )
GB009 NO.2 G/E T/C EXH. GAS OUT TEMP TIAH 339.9 °C ( , 500.0 )
GB010 NO.2 G/E STARTING AIR P.L PAL NORMAL ( , ALARM )
GB011 NO.2 G/E F.O LEAKAGE L.H LAH NORMAL ( , ALARM )
GB012 NO.2 G/E WATER LEAKAGE ALARM XA NORMAL ( , ALARM )
GB013 NO.2 G/E CONTROL ELEC. POWER FAIL XA NORMAL ( , ALARM )
GB014 NO.2 GEN WIND (R) TEMP TIAH 59.5 °C ( , 120.0 )
GB015 NO.2 GEN WIND (S) TEMP TIAH 56.9 °C ( , 149.0 )
GB016 NO.2 GEN WIND (T) TEMP TIAH 58.4 °C ( , 149.0 )
GB017 NO.2 G/E CYL.1 EXH. GAS OUT TEMP TIAH 274.5 °C ( , 450.0 )
GB024 NO.2 G/E COOLING AIR TEMP TIAH 53.1 °C ( , 143.0 )

3.1.4 ALARMS HANDLING Alarm Inhibit • Press the ALARM ACK button. This will turn the alarm text
from red in colour to yellow. The duty engineer can then attend
Some alarms are conditional and will be inhibited when a specified condition
to the alarm situation.
Alarm Groups is present. The inhibit function is achieved by defining a signal as an inhibit
source for an alarm or group of alarms. An adjustable time delay is available
All alarms and monitored values are divided into alarm groups. Each alarm to extend the inhibit situation for each signal. Alarm Summary
can only be represented in one group. Each group is dedicated to one button A summary of the alarms can be obtained by pressing the ALARM SUMMARY
at the operator control panel (OCP). A flashing (unacknowledged) or steady The alarm inhibit is achieved by pressing the GROUP DISPLAY button
button. This will display all of the active and unacknowledged alarms on the
(acknowledged) light in the button will indicate active alarms. followed by the system to be accessed. Then press the TAG DETAILS button
CRT. Pressing the PAGE UP or PAGE DOWN buttons will display further
for the alarm required and then using the trackball press the on screen OFF
alarms if more than one page exists.
SCAN ENABLE button. The alarm channel will then be inhibited.
Alarms
Alarm for Analogue Signals Alarm History
Alarm Indication
The following functions are included: This function displays a chronological list of alarm events on the CRT and is
The last four alarms on the system can be indicated in the lower right corner of
obtained by pressing the ALARM HISTORY button. The latest alarms will be
• Instrument failure alarms the VDU but these clear when the alarm acknowledged button is pressed.
shown on top with unacknowledged alarms being in red, acknowledged alarms
• Low-low process alarms with action (shutdown) in yellow and cleared alarms in green. Pressing the PAGE UP or PAGE DOWN
The alarm tag, description and state will be displayed. To visually distinguish
buttons will display further alarms if more than one page exists.
• Low process alarms between the alarm states, different colour coding have been used with the
meaning of the different colours being as listed below:
• High process alarms Alarm Group Information
• Normal state - Green
• High-high process alarms with action (shutdown) This function allows the alarms in an alarm group to be viewed and can be
• Alarm state, not acknowledged - Red
• Return to normal detection with dead-band to avoid alarm accessed by pressing the GROUP DISPLAY button. The lower left hand corner
fluctuations • Alarm state, acknowledged - Yellow of the screen will prompt which group is to be accessed. The operator will need
to press the desired alarm group button on the OCP. The group name will be
• Adjustable filter factors to filter fluctuations in the incoming • Alarm state, inhibited - Blue
highlighted at the top. Pressing the PAGE UP or PAGE DOWN buttons will
signals
display further alarms if more than one page exists.
• Time delay of alarm triggering and return to normal messages Alarm Events
When a process parameter enters an alarm state the system will respond as Alarms during a Blackout
Alarm Detection for On/Off (Two State) Signals follows:
The 24V DPUs and the 230V ROSs are supported by separate UPS supplies
The following functions are included: • The alarm group indicator on the operator control panel will that are able to provide sufficient power for thirty minutes during a blackout
• High process alarms (open or closed) start flashing and the internal buzzer will sound situation. Each DPU time stamps its own alarms immediately when they occur
• Return to normal detection • The alarm text with time, date and identification will go through then all of the alarms from the DPUs are sorted and printed according to the
to the printer time and the order in which they occurred. Should the ROSs loose power, the
• Time delay of alarm triggering and return to normal messages DPUs will continue to operate and store the information. It is then possible to
• The alarm will be indicated in red in the lower right hand corner access, monitor and control from the Local Operating Stations (LOSs).
of the display screen
Alarm Detection for On/Off Signals with Line Check
• The engine room alarm sirens and klaxons will sound When power is eventually restored to the ROS, all of the alarms will be sorted
The following functions are included in the system: chronologically and printed out. If power is lost to the DPUs, the system will
• High process alarms (open or closed) fail to operate but the internal settings will be retained and as soon as power is
To accept the alarm, proceed as follows: restored, the system will be up and running.
• Line broken alarm
• Press the SOUND OFF button. This will accept the audible
• Line short alarm alarm and silence the engine room sirens and klaxons and also
the internal buzzer.
• Return to normal detection
• Press the flashing group alarm button. This will display the
• Time delay of alarm triggering and return to normal messages
alarm or alarms on the CRT in red.

Alarm Logging Alarm Groups • Group 26 - Covers main engine remote control system
Complete Log • Group 27 - Covers system failures
The alarm and monitoring points within the system are contained in the following
A complete log can be printed off the system by pressing the MISC LOGS groups on the OCP. Some alarms, such as SITUATION ABNORMAL, give a
button. Using the SCROLL UP and SCROLL DOWN keys, select the general warning and require the operator to check the local panel for precise
COMPLETE LOGS icon and press ENTER. The command ‘Complete Log’ information.
will be given. Pressing button 1 and then ENTER will start the print out whilst
pressing 0 will abort. To access the alarm groups, select the mimic display showing the equipment.
• Group 1 - Covers the main engine control and safety system
Alarm Summary Log
• Group 2 - Covers the main engine LO and shaft system
The process is similar to that with the Complete Log but using the SCROLL
• Group 3 - Covers the main engine cooling water system
UP and SCROLL DOWN keys, select the ALARM SUMMARY function.
• Group 4 - Covers the main engine scavenge air and exhaust
gas system
Tank Log
• Group 5 - Covers the main engine fuel oil system
UP and SCROLL DOWN keys, select the TANK LOG function. • Group 6 - Covers the starboard generator engine and generator
system
Counters Log • Group 7 - Covers the centre generator engine and generator
system
UP and SCROLL DOWN keys, select the COUNTERS LOG function. • Group 8 - Covers the port generator engine and generator
system
Inhibit Log • Group 9 - Covers the generator common and electrical power
and the emergency generator
UP and SCROLL DOWN keys, select the INHIBIT LOG function. • Group 10 - Covers the starboard boiler system
• Group 11 - Covers the port boiler system
Offscan Log
• Group 12 - Covers the boiler common and economiser system
• Group 13 - Covers the bilge system
UP and SCROLL DOWN keys, select the OFFSCAN LOG function.
• Group 14 - Covers the steering gear control system
Group Log • Group 15 - Covers the engine room pump changeover
pre-warning
UP and SCROLL DOWN keys until the GROUP LOG function is displayed • Group 16 - Covers the engine room miscellaneous systems
in the lower left hand corner of the CRT. Press the alarm group button on the • Group 17 - Covers the fire and gas detection system
OCP, then press ENTER. The printer will then start printing the log.
• Group 18 - Covers the CPP system
• Group 19 - Covers the cargo oil tank system
• Group 20 - Covers the automatic unloading system
• Group 21 - Covers the cargo miscellaneous systems
• Group 22 - Covers the main engine safety system
• Group 23 - Covers the water ballast system
• Group 24 - Covers the inhibit points
• Group 25 - Covers the main engine telegraph system

Illustration 3.1.5a Trend Graph Display Example
DC C20 x
Selected Trends 4 ACCESS OVERRIDE 15.02.06

Display KEY 07:30:00
INDEX MARGIN INDEX MARGIN (30005) 9.17 % -5 20 PITCH LOAD PITCH LOAD CONTROLLER 89.7 % 0 100
FUEL MARGIN FUEL MARGIN CURVE -0.03 % -5 20 RPM SYS 1 RPM SYSTEM 1 98.2 0 100
PITCH FEED PITCH FEEDBACK 89.4 % 0 100
PITCH SET PITCH SETPOINT TO CPP 89.7 % 0 100
100%
90
80
70
60
50
40
30
20
10
0
-12.0 -11.0 -10.0 -9.0 -8.0 -7.0 -6.0 -5.0 -4.0 -3.0 -2.0 -1.0 0.0 HRS
Sample rate 4.0min TIME GRID STOP CONFIG

3.1.5 TRENDING Procedure for the Operation of the Bar Graph Display
Action Result
To select another tag from the group, The tags will be displayed on the left The system allows the creation of up to five bar graph displays using the
Introduction use the arrow buttons again and press hand side of the screen. operators own selection of tags. It is possible to combine the tags from
ENTER. different alarm groups.
The DataChief C20 automatically records selected measurements and stores
them for use in the trend monitoring system. This can present the recorded data
To remove a tag from the list use The highlighted tag will be deleted. Action Result
for all of the variables as curves and is accessible through the ROS. The trend
arrow keys to highlight DELETE then Press SELECT BARGR DISPLAY. The prompt SELECT LOG NO will
monitor provides two outputs. These are defined as ‘Select Trend’ and ‘Display
press ENTER be displayed in the lower left hand
Trend’. The ‘Select Trend’ function displays the trend curves to specified
variables. The system allows the operator to create up to five different trend corner of the screen.
log displays using the operator’s selection of tags with each display containing To show the trend display of selected The trend display will be shown on
up to eight tags. The tags can be combined from different alarm groups and tags press EXIT then ENTER. the screen. Enter a number between 1 and 5. The text ADD, DELETE and EXIT
plotted against a function of time. will be displayed at the top of the
Trend Log Display screen.
Procedure for the Operation of the Trend Display Once the trend log has been configured up to eight trend tags can be monitored
Use the LEFT/RIGHT arrow key to The text SELECT GROUP will be
simultaneously on the trend log and these are displayed in different colours
The description that follows refers to the process if the trend display screen has highlight ADD then press ENTER. displayed in the lower left hand
with their current values.
not already been configured. If the screen has already been configured then the corner of the screen.
section that follows on TREND LOG DISPLAY refers. If already configured, four boxes will appear in the bottom right hand corner
of the screen. These are: Press one of the alarm group buttons The tags of the selected group are
Select Trend Display to configure and press ENTER. displayed on the right hand side.
• Time: Move the cursor onto this on-screen button and press
Action Result the RETURN key. Pressing the up/down keys will increase/
decrease the time scale on the graph with each click. The time Use the arrow keys to highlight the The tag will be displayed on the left
Press SELECT TREND DISPLAY. The prompt SELECT LOG NO will
span of the trend display can be altered between 6 minutes and tags required then press ENTER. side of the screen. Use NEXT PAGE
be displayed in the lower left hand
120 hours. and PREVIOUS PAGE to scroll when
corner of the screen.
necessary.
• Grid: Moving the cursor onto this on-screen button and pressing
Enter a number between 1 and 5. The text ADD, DELETE and EXIT the RETURN key will introduce a dotted line grid pattern on the
screen. Clicking again will remove the grid. To select another tag from the group, The tags will be displayed on the left
will be displayed at the top of the use the arrow buttons again and press hand side of the screen.
screen. • Stop: Move the cursor over this button and it is possible to click ENTER.
between start and stop functions on the trend graph. Pressing the
Use the LEFT/RIGHT arrow key to The text SELECT GROUP will be on screen STOP button will freeze the trend display whilst using
To remove a tag from the list use The highlighted tag will be deleted.
highlight ADD then press ENTER. displayed in the lower left hand the LEFT/RIGHT arrow keys will move the trend cursor along
arrow keys to highlight DELETE
corner of the screen. the time scale then press ENTER.
• Configure: Move the cursor over this button and access to the
Press one of the alarm group buttons The tags of the selected group are eight tags will be obtained. It is from this screen that tag items To show the bar graph display The bar graph display will be shown
to configure and press ENTER. displayed on the right hand side. can be added or detailed by pressing on one of the three buttons of selected tags press EXIT then on the screen.
at the top of the screen. ENTER.
Use the arrow keys to highlight the The tag will be displayed on the left
tags required then press ENTER. side of the screen. Use NEXT PAGE
and PREVIOUS PAGE to scroll when
necessary.

Illustration 3.1.5b Bar Graph Display Example
DC C20 x
Selected Bargraphs 1 ACCESS OVERRIDE 15.02.06

Display KEY 08:59:27
GC014 NO.3 GEN WIND (R) TEMP TIAH 55.00 °C

GC015 NO.3 GEN WIND (S) TEMP TIAH 52.30 °C
GC016 NO.3 GEN WIND (T) TEMP TIAH 55.20 °C
GC004 NO.3 G/E L.O IN PRESS PIAL 4.50 kg/cm2
GC005 NO.3 G/E L.O IN TEMP TIAH 67.40 °C
GC006 NO.3 G/E C.F.W IN PRESS PIAL 3.60 kg/cm2
GC007 NO.3 G/E C.F.W OUT TEMP TIAH 75.90 °C
GC008 NO.3 G/E F.O IN PRESS PIAL 6.13 kg/cm2
GC009 NO.3 G/E T/C EXH. GAS OUT TEMP TIAH 339.60 °C
GC024 NO.3 G/E COOLING AIR TEMP TIAH 48.70 °C
GC110.1 NO.3 GEN VOLTAGE VIAHL 454.00 V
GC110.2 NO.3 GEN FREQUENCY FIAHL 60.08 Hz
GC014 GC015 GC016 GC004 GC005 GC006 GC007 GC008 GC009 GC024 GC110.1 GC110.2
200 200 200 10 200 6.0 200 16.0 600 200 538.0 70
180 180 180 9 180 5.4 180 14.4 540 180 484.2 63
160 160 160 8 160 4.8 160 12.8 480 160 430.2 56
140 140 140 7 140 4.2 140 11.2 420 140 376.6 49
120 120 120 6 120 3.6 120 9.6 360 120 322.8 42
100 100 100 5 100 3.0 100 8.0 300 100 269.0 35
80 80 80 4 80 2.4 80 6.4 240 80 215.2 28
60 60 60 3 60 1.8 60 4.8 180 60 161.4 21
40 40 40 2 40 1.2 40 3.2 120 40 107.6 14
20 20 20 1 20 0.6 20 1.6 60 20 53.8 7
0 0 0 0 0 0 0 0 0 0 0 0
55.00 52.30 55.20 4.5 67.4 3.6 75.90 6.13 339.60 48.70 454.00 60.08
CONFIG

Bar Graph Display
Up to six tags can be displayed simultaneously on the bar graph display with
their current values.
The display shows the maximum alarm limit with the line being green above
this limit and red below. Conversely the minimum alarm limit shows the line
as being red above the limit and green below.
Selected Points Display

This function allows the operator to create up to five display pages containing
a personalised selection of tags. Each page can contain up to twenty tags and
the tags can be combined from different alarm groups. A selected points log
can only be printed from an ROS terminal configured to do so. The process is
similar to that with the complete log but using the SCROLL UP and SCROLL
DOWN keys until the SELECT LOG function is displayed in the lower left
hand corner of the CRT. Type in a number between 1 and 5 to display the
selected points log and press ENTER to print out.

Illustration 3.1.6a Control Pump Overview
DC C20 x
PUMP OVERVIEW ACCESS OVERRIDE 08.02.06

KEY 18:04:59
NO.1 NO.1 NO.1 NO.1 NO.1 NO.1
PCL PCL PCL PCL PCL PCL
AUTO AUTO AUTO AUTO AUTO AUTO
MAIN L.O P/P STERN TUBE L.O P/P M/E F.O SUPPLY P/P M/E F.O CIRC P/P G/E F.O SUPPLY P/P G/E F.O BOOST P/P

PCL PCL
PCL PCL PCL PCL
PCL PCL
AUTO AUTO AUTO MANUAL AUTO MANUAL
M/E J.C.F.W P/P CENT C.F.W P/P BOILER FEED W. P/P ECON. FEED W. P/P BOILER W. CIRC. P/P MAIN/COPT COND. CSW P/P
ST’BY OFF
NO.1 NO.1
STBY-START
PCL PCL NO.1 HYD. OIL P/P (RVS) NO.1 H.P.P P/P (CPP)
ST’BY OFF
NO.2 NO.2
AUX. C.S.W P/P PORT USE C.F.W P/P
MANUAL MANUAL STBY-START
NO.2 HYD. OIL P/P (RVS) NO.2 H.P.P P/P (CPP)
I.G DECK SEAL S.W P/P C.O.P.T COND. P/P HYD. OIL PRESS:
101.9 Kg/cm2 P/P PRESS : -0.01 Mpa
STATIC PRESS : 0.16 Mpa

3.1.6 CONTROL OF MACHINERY • Grey - stopped and remote a) At the ECR remote operator station select the Pump Overview
screen and use the rotary knob to position the cursor over the
• Blue - blocked
pump icon.
Introduction • Red - alarm
• White - Local and not ready b) On the keyboard press the READ pushbutton to address the
In addition to the monitoring of equipment and alarms, the Kongsberg pump icon.
DataChief C20 can also be used for the remote operation of pumps and the • Yellow - standby
power management of the generator sets. The following describes the system c) Press the 1 pushbutton to start the pump. The icon will blink as
functions. the pump runs up to speed.
Parameters
Pump Operating Procedure d) Place the other pump in AUTO mode by placing the cursor
• Time-out - Time-out for start and stop commands
on the pump icon and press the AUTO/MANUAL key on the
The system can be used to start and stop the pumps listed below but cannot be • Pulse on - Pulse duration for start and stop commands keyboard.
used to operate fans or to open and close engine room valves.
• Blackout restart time - The time the equipment is blocked from
• Main engine LO pumps (port and starboard) automatically restarting after a blackout Stopping
• Stern tube LO pumps (port and starboard)
The pumps are stopped as follows:
• Main engine FO supply pumps (port and starboard) Alarms
• Main engine FO circulating pumps (port and starboard) a) At the ECR remote operator station select the PUMP
The following conditions will result in alarms and the starter will be set to OVERVIEW screen and use the rotary knob to position the
• Generator engine FO supply pumps (port and starboard) manual mode: cursor over the pump icon.
• Generator engine FO booster pumps (port and starboard) • Trip
b) On the keyboard press the READ pushbutton, to address the
• Main engine JFW pumps (forward and aft) • Start failure
pump icon.
• Central CFW pumps (forward and aft) • Stop failure
c) Place the pump in MANUAL mode by pressing either the
• Boiler feed water pumps (port and starboard) • Started without command
AUTO/MANUAL pushbutton or the 0 pushbutton on the
• Economiser feed water pumps (port and starboard) keyboard.
• Boiler water circulating pumps (forward and aft) Modes
d) Press the 0 pushbutton to stop the pump. The icon will blink as
• COPT condenser CSW pumps (port and starboard) The starter can be operated in two different modes, auto and manual. The ring the pump slows and then turn a grey colour to indicate it has
around the pump symbol and the background colour for the mode indicator stopped.
• IG deck seal pumps (port and starboard)
changes between yellow and grey:
• COPT condensate pumps (port and starboard)
• Auto - can be automatically started and stopped - yellow Power Management System
• Auxiliary CSW pump
• Manual - only manual start and stop is possible - grey The Power Management System (PMS) controls the power generation and
• Port use CFW pump distribution on board the vessel. It includes all of the automatic functions
The pumps are started, stopped, placed in Auto (standby) mode or in Manual necessary for safe and economic operation of the power generating plant.
Pump Symbol Colours mode via the Pump Overview screen as follows,
The basic system consists of one DPU per connected generator set, each
The pump symbols have the following colours according to the state they are
Note: Restart after a blackout applies to both auto and manual modes. The performing the power management function of the set. The DPUs have
in:
function is activated when the timer is set to a value larger than zero and the different configurations and control strategies depending on the type of drive
blackout detector is referred to by the tag reference. The shut down and start and are connected to the Remote Operating Stations (ROSs) to allow the
Arrow outline colour
block functions are active both in auto and manual modes. operator to initiate the same monitoring and control functions that can be
• Green - running performed locally.
• Grey - stopped Starting
The PMS performs automatic synchronising to the switchboard with the
This assumes the pump is in MANUAL mode: appropriate DPU controlling the speed, frequency/voltage deviation and the
Circle colour
breaker. When automatic mode is selected, one of the DPUs must be defined as
• Green - running and remote

Illustration 3.1.6b Power Management System Overview
DC C20 x
POWER MANAGEMENT SYSTEM ACCESS OVERRIDE 08.02.06

KEY 18:27:06
Avail. Pwr: 384 Kw Freq: 60.04 Hz Auto
Tot. Pwr: 598 Kw Volt: 451 V
Single busbar Symmetric
AVERAGE GEN. LOAD : 61.9 %
Dialogue Box Key
59.98 Hz 0.00 Hz 0.00 Hz 1 - Press To Start the Generator

451 V 0 V 0 V
598 Kw 2 Kw 2 Kw 2 - Press To Connect the Generator
NO.1 61.5 % NO.2 0.1 % NO.3 0.1 %
3 - Press To Disconnect the Generator
GEN. GEN. GEN.
4 - Press To Stop the Generator
DG2-GENSET x
OVER SPEED OVER SPEED OVER SPEED 5 - Press To Turn On Load Dependent Stop Function
2 CONNECT DISCONNECT 3
L.O LOW PR. L.O LOW PR. L.O LOW PR. 6 - Press To Turn Off Load Dependent Stop Function
1 Start Stop 4
CFW HI TEMP CFW HI TEMP CFW HI TEMP 7 - Press To Set the Generator to Auto Mode
CONNECT 5 On Off 6 8 - Press To Set the Generator to Semi-Auto Mode
EM’CY STOP EM’CY STOP EM’CY STOP
7 Auto. OIL MISTSemi-Auto 8 9

9 - Press To Set the Generator to Higher Priority
OIL MIST HI HI OIL MIST HI
10 - Press To Set the Generator to Lower Priority
SENSOR FAIL 9 Pri. Higher Pri. Lower 10
SENSOR FAIL SENSOR FAIL
1 - Press To Reset Alarm Messages
11
Reset 11
AUTO LOCAL/BREAKER AUTO
Connected Operation blocked LOCAL Ready for start
Auto Connected (1) Not stby (1) 1.st stby (2)

STOP-BLOCKED

the master. The DPU designated as No.1 standby will automatically be selected • A generator set must be started before it can be connected In Auto mode the following applies:
as the master if no other selection has been made.
• A disconnect command will unload and disconnect the generator • A Disconnect command will activate the following sequence
but the engine will continue running - unloading, disconnect, cool down and stop
Each standby DPU will automatically start, synchronise and connect its
generator to the switchboard according to its order of priority whenever it • The generator set will not be part of the standby system • A Stop command will activate the following sequence -
receives one or more of the following requests: unloading, disconnect and direct stop
• Switch on request due to heavy demand if the generators in To Start and Connect a Generator • A Connect command will activate the following sequence -
operation cannot provide sufficient power. start, synchronise and connect to the switchboard
c) Press the START pushbutton on the dialogue box.
• A start request from another DPU when its operating generator A Start command will activate a start only
has developed a fault which will prevent it from maintaining its The generator engine symbol turns from grey to yellow, which means it is
share of the load. starting. When the generator engine symbol turns to a green colour it means
that the generator engine is running at idle speed. To Connect a Generator
• A start request from another DPU when its generator set is
approaching overload. Note: This is only possible when the generator engine is stopped and the
When the generator symbol turns to a green colour the generator is ready to
OnEng/Local/Remote control switch on the local control panel is turned to
connect to the main switchboard.
The DPUs also have a facility to shut down a generator operating on low the REMOTE position.
load as long as the remaining sets are able to provide sufficient power. This
d) Press the CONNECT pushbutton on the dialogue box.
facility can be blocked if the starting and stopping of heavy electrical loads is a) Press the CONNECT pushbutton on the dialogue box to activate
expected. Blocking can only be achieved however by putting the generators the following sequence:
The circuit breaker symbol turns to a yellow colour, which means that the
into MANUAL mode on the STANDBY SELECT switch on the main • The engine symbol turns from grey to a yellow colour, which
generator is synchronising with the switchboard. When the circuit breaker
switchboard. indicates the engine is starting
symbol turns to a green colour the generator is connected to the switchboard.
In the event of a blackout, sufficient generators to meet the load requirements • The engine symbol turns to a green colour, which indicates the
will receive start signals from their respective DPUs and will automatically To Disconnect and Stop a Generator engine is running at idle speed
synchronise and connect to the switchboard. e) Press the DISCONNECT pushbutton on the dialogue box. • The generator symbol turns to a green colour, which indicates it
is ready to connect
Procedure to Control a Generator The circuit breaker symbol turns to a yellow colour, which means that the • The circuit breaker symbol turns to a yellow colour, which
generator is unloading from the switchboard. When the circuit breaker symbol indicates that the generator is synchronising
To monitor or control a generator set from the ROS first select the power turns to a grey colour the generator is disconnected from the switchboard.
The circuit breaker symbol turns to a green colour, which
management mimic display. The power management configuration will then
Note: Stopping the generator is only possible when the circuit breaker is indicates that the generator is connected to the switchboard
be displayed showing the status of each machine. If the machine is running
it will be green in colour and show the voltage, frequency and power of the disconnected.
generator and the temperature of the generators windings. If a machine is not To Disconnect a Generator
running it will still show the measured values of the system but the machine f) Press the STOP pushbutton on the dialogue box.
a) Press the DISCONNECT pushbutton on the dialogue box to
will be shown as grey in colour. activate the following sequence:
The text COOLING DOWN is displayed, which means that the generator
a) Move the cursor to the generator set to be controlled. engine is cooling down before stopping. After the cool down period the engine • The circuit breaker symbol turns to a yellow colour, which
symbol turns from green to a yellow colour to indicate that the engine is indicates that the generator is unloading
b) Press the READ pushbutton on the ROS keyboard. stopping. Then engine symbol turns grey when it has stopped. • The circuit breaker symbol turns to a grey colour, which
indicates that the generator is disconnected
A dialogue box appears containing buttons to operate the generator set, see Note: To stop the engine immediately, without the cooling down period,
illustration 3.1.6b above. press the STOP pushbutton twice.
The text COOLING DOWN is displayed, which means that the generator
engine is cooling down before stopping. After the cool down period the engine
Semi Auto Mode Operation Auto Mode Operation symbol turns from green to a yellow colour to indicate that the engine is
In the semi-automatic mode the operator needs to start/stop and connect and In the automatic mode, the generator is automatically started and stopped stopping. Then engine symbol turns grey when it has stopped.
disconnect the generator set through the main switchboard synchronising according to the load condition and the set priority.
panel. In Semi Auto mode the following applies:

Note: To stop the engine immediately, without the cooling down period, • Alarm reporting for tripping or starting without command Standby Pump System
press the STOP pushbutton twice. • Auto and manual control The standby system includes a pump symbol for each pump. The priority
number defines which pump will start first - lowest number first.
• Automatic time delayed restart when recovering from a
To Stop a Generator when the Circuit Breaker is Connected blackout
If no pump is running, the pump with the lowest number will start at the group
a) Press the STOP pushbutton on the dialogue box to activate the • Blocking operation when the control is in the LOCAL position start.
following sequence: or during a blackout
• The circuit breaker symbol turns to a yellow colour, which • Automatic shutdown To operate a pump system in standby mode both the pump controller for each
indicates that the generator is unloading of the pumps and the controller for the standby system must be set to Auto
• Optional time stamping of every change of operation, allowing mode. Then on of the pumps can be started as follows:
• The circuit breaker symbol turns to a grey colour, which the system to record the time of starting, running and stopping
indicates that the generator is disconnected a) On the TAG OVERVIEW screen, select the pump standby
• The engine symbol turns to a grey colour to indicate that the system.
Starting
engine has stopped.
This assumes the pump is in MANUAL mode: b) Use the navigator key to select each pump, one at a time - a
Note: This is a direct stop without the cooling down period. white square is displayed around the selected unit.
a) In the TAG OVERVIEW screen, select the pump.
To stop the generator when the circuit breaker is disconnected follows the same c) Press the ENTER pushbutton to display the pump and press the
procedure and sequence as in the Semi Auto mode described previously. b) Push the FUNCTION key for a START command. AUTO function key to set the pump to AUTO mode. The ring
colour around the pump symbol changes to yellow.
• The pump symbol colour changes to green
Midi Operator Station • The pump status changes to Running d) Press the ESC pushbutton to return to the standby pump
system.
Maker: Kongsberg
Type: MOS 33 Stopping e) Select each of the remaining pumps and set them to auto. Return
This assumes the pump is in MANUAL mode: to the standby pump system display.
Note: The access control system limits the possibility to acknowledge alarms f) Press the AUTO function key to set the standby pump system to
and change system parameters to those who have the correct password. a) In the Tag Overview screen, select the pump.
AUTO mode.
The Midi system control of pumps and generators is identical to the ECR b) Push the FUNCTION key for a STOP command.
The text background for the auto/manual mode indicator turns green and the
console operator station controls. Mimic screens are available for each • The pump symbol colour changes to grey text changes to auto.
controlled unit. To display these proceed as follows:
• The pump status changes to Ready, Remote
1. Press the MENU pushbutton to display the main menu. g) Press the navigator key to select the pump to be run. A white
Resetting square is displayed around the selected unit.
2. Press the 2 pushbutton to display the TAG SELECTION
MENU. The pump logic must be rest when the pump is tripped or as the result of a
start failure: h) Press the ENTER pushbutton to display the pump and press the
3. Press the 1 pushbutton to display the CONTROL MENU. START function key to start the pump.
4. Press the up or down navigator key or the numeric keys to select a) Press the audible alarm pushbutton to silence the alarm.
one of the pumps or generators. Stopping a Standby Pump System
5. Press the up or down navigator key to select the tag required. b) Select the mimic display which shows the pump
To take a pump system out of standby mode requires the pump controller to be
set to manual. The pump can then be stopped if required.
c) Press the ACK pushbutton to acknowledge the alarm.
Operating a Pump Starter
a) Select the pump standby system on the tag overview screen.
The following control functions and features are available: d) Correct the problem that caused the alarm situation.
• Start and stop sequence b) Press the MANUAL function key to set the standby pump
e) Press the function key for Reset.
system to manual mode.
• Alarm reporting for start and stop failure The circle around the pump symbol changes from red to grey.

The text background for the auto/manual mode indicator changes to grey and
the text changes to MANUAL.
To stop the running pump proceed as follows:
a) Use the NAVIGATOR key to select the pump. A white square is

displayed around the selected unit. Turn On
Menu
Escape Key
b) Press the ENTER pushbutton to display the pump and press the
STOP pushbutton to stop the pump.
Four Way
Navigator Key Go to Display Key
The pump symbol turns to a grey colour to indicate the pump is stopped.
Page Down
Taking a Pump Out of the Standby Pump System Key Page Up Key
a) Select the pump standby system on the tag overview screen.

Alarm Sound Alarm Acknowledge
b) Press the function key for Manual mode. The pump controller is Off
set to manual mode.
Function Keys Clear Key
Alpha Numerical
Keys
MOS 33 Midi Operator Station

3.1.7 UMS TO MANNED HANDOVER h) The senior engineer delegates the worklist and discusses
relevant safety practices.
The following procedures are followed when changing over from UMS to
manned operation. i) The duty engineer should be aware of all the maintenance being
carried out and should be informed of any changes to the day’s
schedule.
Due to Alarm Initiation
a) When summoned by the extension alarm system, the duty j) The duty engineer can then proceed with his normal tour of
engineer proceeds to the ECR. inspection.
b) The duty engineer ensures that the patrolman alarm system has
been activated. This is set to operate at approximately 40 minute
intervals.
c) The bridge is informed of manned condition and the cause of

the alarm.
d) The watchkeeping control is switched to the ECR through the

Kongsberg system.
e) The alarm condition is rectified and if necessary, assistance is

called for.
f) The engine room can then revert to UMS operation if required.
Normal Handover
a) The duty engineer proceeds to the ECR.
b) The patrolman alarm should be in use until the arrival of other

members of the engine room personnel.
c) The bridge is informed of the manned condition.
d) The watchkeeping control is switched to the ECR.
e) The data logger printouts generated during the UMS period are
examined.
f) The off-duty engineer hands over to the oncoming duty

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

then be decided if they should be included in the present day’s
worklist.

3.2 Engine Control Room and Main Switchboard Console and Panels
3.2.1 Engine and Cargo Control Room
Illustrations
3.2.1a Engine Control Room Layout
3.2.1b Engine Control Console
3.2.1c Arrangement of Main Switchboard

Illustration 3.2.1a Engine Control Room
1 - Main Switchboard
2 - Engine Room Control Console
3 - Lighting (20W x 2) (Dampa Type)
4 - Lighting (40W x 2) (Dampa Type)
5 - Inert Gas System Main Panel
6 - 2W Speaker With Volume Controller
7 - Smoke Detector
8 - Thermal Detector
9 - Receptacle (Double Type)
3 4 7 4 4 3 15 10 - Filing Cabinet (4-Drawer)
31 31
33 11 - White Board
12 - Notice Board
13 - Revolving Armchair
1 14 - Window
15 - DC UPS (Upper Part)
16 - Clinometer
17 - Unit Cooler
26 18 - U PS For Main Engine Electronic Control System (A&B)

26 26
19 7 8 19 - ICCP Remote Control Panel
20 - Fire Extinguisher
27 4 4 4 4 4
16 17 21 - CO2 Alarm Bell (20cm NWT)
30 30 30 30 22 - Main Control Panel For Local Fire Extinguishing System
13 13
23 - CPP Central Unit
17 6 6
2 35 24 - CO2 Nozzle
24 24 24
25 - Sweat Scupper
34 42 43
27 26 - Rubber Mat
4 4 10 4 4 27 - Unit Cooler Cover With Life Jacket Box and EEBD
4
28 28 - Unit Cooler Cover With Box
41 29 - Door (Hull Opening : 800x1975x13R)

5 44
20 30 - Air Diffuser
40
31 9
37 18 18 31 - Shutter Grille
11 21 12 39
32 - Louvre with Operating Device
29 45 29 22 36 23
38 33 - DC UPS (Bottom Part)
25 25
34 - Ship’s Computer
14 14
32 32 35 - Desk
36 - Door for Escape Trunk
37 - Alarm Control Panel for LFF
Escape Trunk 38 - Electric Coffee Machine
39 - Coffee Locker
40 - Electric Refrigerator
41 - Electric Refrigerator Box
42 - Main Engine Personal Computer
43 - Personal Computer for Vibration System
44 - Bookrack
45 - Tank Sounding Board

3.2 ENGINE CONTROL ROOM AND MAIN SWITCHBOARD • Main engine fuel oil inlet pressure • Common battery telephone system
CONSOLE AND PANELS • Main engine fuel oil filter bypass indication • Remote operator stations featuring screen display monitors with
keyboards for alarm and monitoring of engine room systems
3.2.1 ENGINE CONTROL ROOM LAYOUT and to provide a facility to change watchkeeping positions
Auxiliary Machinery
• Public address/talkback system
The engine control room (ECR) is situated in the engine room on the port side • Generator engines FO viscosity controller
of the 3rd deck level. It is where all of the equipment and controls are located to • Telephone directory
permit the centralised supervision and operation of the engine room machinery. • Cargo oil pump turbine emergency stops
Automatic and remote control systems are provided to allow the machinery • Logger printer Separate Panels
spaces to run unattended at sea and in port during cargo operations.
• Alarm printer Boiler Panel
• Alarm buzzer stop button There is a panel for the two boilers, containing all of the controls needed
Engine Control Console
• Alarm flicker stop button to operate the boiler remotely. The panel contains screen displays showing
The engine control console is detailed in illustration 3.2.1b and contains the the control functions. The operator can use this screen display to alter the
• Alarm test button
following equipment: parameters. A mimic on the panel displays the progress of the firing process
and the boiler operating modes.
Tank Contents
Main Engine
• No.1 HFO bunker tanks port and starboard Main Switchboard
Remote indication and controls of the main engine which include:
• No.2 HFO bunker tanks port and starboard The main switchboard is situated in the ECR where direct control of the main
• Main engine operating panel machinery takes place. Each starter panel has auto/run/stop functions where
• HFO settling tank required. The switchboard also contains the operating controls and indication
• Main engine telegraph receiver with the sub-telegraph unit
• HFO service tank for the diesel generators.
• Main engine manoeuvring handle
• MDO settling tank
• CPP separate control/automatic control select switch Inert Gas System Control
• Main engine pump mark indicator The inert gas control panel allows activation of the system and contains the
• MDO storage tank start and stop pushbuttons for the bilge, fire and general service pumps.
• Main engine rpm indicator
• Main engine running hour meter
Emergency Systems Engine Room Local Fire Fighting System Control
• Main engine turbocharger rpm indicators (forward and aft)
• Main engine and generator engines oil mist detector panel The high pressure local fire fighting control panel allows activation of the
• Main engine viscosity controller
system in either automatic or manual mode.
• CPP emergency operating panel
• Shaft power indication
• Main engine shutdown and slowdown cancel panel
• Ship speed log indicator
• Engineer patrol safety panel
• Rudder angle indicator
• Patrol manual call
• Propeller pitch indication
• Fire alarm point
• Main engine changeover switch
• Main engine vibration damper display unit
Communication Systems
• Main engine main LO inlet pressure
• Signal light column
• Main engine scavenge air pressure
• Clock
• Main engine jacket fresh water inlet pressure
• Intrinsically safe sound power telephone
• Main engine control air pressure
• Automatic telephone system
• Main engine starting air inlet pressure

Illustration 3.2.1b Engine Control Room Console
17 18 19 20 21 22 23 36 37 38
11 12 13 14 10
9
10 1
2
9 3
8
7 6 5
4
24 25 26 27
28 29
1 2 3 4 5
30 31
35
Long Trip
BT Reset
z Total
WT Res Dir Trip
32 34 39
SIGNLA LIGHT COLUMN 40
41 42
80 81 15 16
6 7 8 9 10 33 FIRE
75 43 44 45 46 47
62 63 64 65 66 67
51 52 53
55 57 76
56 61
59 60 79 70 73 74
10
9
69
10
9
8
48 49 50 71
8
7
7
6
6
5
5
4
4
3 3
2 2
1 1
0 0
77 78
STOP
STOP
54 58
START
START
68
72
Key
1 - HFO Settling Tank Indicator 28 - Main Engine Pitch Indicator 55 - Keyboard for Trend Display
2 - MDO Settling Tank Indicator 29 - Ship's Speed Indicator 56 - Trackball for Main Engine Operating Panel
3 - No.1 HFO Bunker Tank (Port) Indicator 30 - Main Engine Revolutions Counter 57 - Telephone Directory 1
4 - No.2 HFO Bunker Tank (Port) Indicator 31 - Main Engine Running Hours Meter 58 - Log Table
5 - No.1 MDO Storage Tank Indicator 32 - Console Power On Lamps 59 - No.1 Automatic Telephone
6 - HFO Service Tank Indicator 33 - Steering Gear Run Lamps 60 - Sound Powered Telephone
7 - MDO Service Tank Indicator 34 - Shaft Power Meter 61 - Fuel Oil Flow Meter Bypass Valve Open Buttons
8 - No.1 HFO Bunker Tank (Starboard) Indicator 35 - Main Engine Oil Mist Detector Monitor Panel 62 - CPP Emergency Control Panel
9 - No.2 HFO Bunker Tank (Starboard) Indicator 36 - Main Engine HFO Viscosity Controller 63 - Main Engine Safety Switch Panel
10 - No.2 MDO Storage Tank Indicator 37 - Generator Engine HFO Viscosity Controller 64 - Manoeuvring Table
11 - No.1 Operator Station 19" Display 38 - Boiler Monitor Display 65 - Deadman Alarm System Panel
12 - No.2 Operator Station 19" Display 39 - Signal Light Column 66 - Telephone Directory 2
13 - Mimic Display 40 - Intelligent Recorder 67 - Telephone Directory 3
14 - Main Engine Operating Panel 41 - No.1 Auxiliary Boiler Water Level 68 - Main Engine Bridge Manoeuvring Unit
15 - Fire Alarm Call Point 42 - No.2 Auxiliary Boiler Water Level 69 - Main Engine Bridge Manoeuvring Unit Separate Handle
16 - General Emergency Alarm 43 - No.1 COPT Emergency Stop 70 - Patrol Man Call
17 - Electric Clock with Second Adjust Switch 44 - No.2 COPT Emergency Stop 71 - Test Switch
18 - Main Engine RPM Indicator 45 - No.3 COPT Emergency Stop 72 - Buzzer Stop
19 - Rudder Angle Indicator 46 - No.1 Auxiliary Boiler Emergency Stop 73 - No.2 Automatic Telephone
20 - Main Engine No.1 Turbocharger RPM Indicator 47 - No.2 Auxiliary Boiler Emergency Stop 74 - IS Telephone
21 - Main Engine LO Inlet Pressure Indicator 48 - Log Printer 75 - Auxiliary Blowers and Turning Gear Indication Lamps
22 - Main Engine FO Inlet Pressure Indicator 49 - Alarm Printer 76 - Keyboard for Boiler Control
23 - Main Engine Jacket Cooling Fresh Water Inlet Pressure 50 - Trend Printer 77 - Log Table
24 - Main Engine No.2 Turbocharger RPM Indicator 51 - No.1 Operator Control Panel 78 - Mouse for Boiler Control
25 - Main Engine Starting Air Inlet Pressure Indicator 52 - Buzzer Stop 79 - CPP Separate Control/Auto Control Changeover Switch
26 - Main Air Control Air Inlet Pressure Indicator 53 - No.2 Operator Control Panel 80 - Main Engine Torsion Vibration Damper Display Unit
27 - Main Engine Scavenge Air Inlet Pressure Indicator 54 - Log Table 81 - Public Address Microphone

Illustration 3.2.1c Main Switchboard Panels
No.3 DIESEL GENERATOR PANEL No.2 DIESEL GENERATOR PANEL No.1 DIESEL GENERATOR PANEL
NP 106 NP 106 AC450V 3PH 60Hz 1225kVA AC450V 3PH 60Hz 1225kVA SYNCHRO PANEL NP 107 AC450V 3PH 60Hz 1225kVA NP 105 NP 105
RL 5 7 9 11 13 15 17 19 21 RL 141 143
NP180 6 8 10 12 14 16 18 20 22 142 144 127 128 129 NP180
TL TL TL
2M-7 2M-5 2M-25 2M-23 P- 2M-12 2M-4 2M-3 2M-2 TL 1M-2 1M-3 1M-4 1M-11 1M-19 1M-20 1M-22 1M-26
A W V A W V VV FF SY TL TL A W V
IRM
MOS33
DE-RY DE-RY DE-RY
HM HM HM
113 112 111 LT AR
2M-28 2M-27 2M-11 2M-9 2M-1 RL1125 120 SP RL1125 120 SP RL1125 120 SP
RL3RL4 RL3RL4 RL3RL4
1M-1 1M-8 1M-10 1M-24 1M-28
RL2123 121 122 RL2123 121 122 RL2123 121 122
173 172
FVS-2
SHS DE-R PRE LT SHS DE-R PRE LT SHS DE-R PRE LT

BCS BCS BCS
SYS-2 ESS
HBL-403X2
ETS
AS ECS VS AS ECS VS AS ECS VS
GCS GCS GCS COS-P
VR VR BUS TIE VR
2M-30 2M-29 2M-26 2M-24 2M-22 2M-21 P- 2M-20 2M-19 2M-18 2M-14 2M-13 2M-6 NP301 1M-12 1M-13 1M-15 1M-16 1M-17 1M-18 1M-21 1M-23 1M-25 1M-27 1M-29 1M-30
ACB ACB ACB BT ACB ACB
HiAN-20 (2000AF) HiAN-20 (2000AF) HiAN-128 (1250AF) HiAN-25 (2500AF) HiAN-20 (2000AF)
2M-17 2M-16 2M-15 2M-8 2M-10 1M-9 1M-7 1M-5 1M-6 1M-14
SPARE
SPARE SPACE FOR
SPACE FOR 225AF
225AF MCCB
MCCB
No.2 440V Feeder Panel No.2 440V Feeder Panel No.3 Diesel Generator Panel No.2 Diesel Generator Panel Synchronising Panel Bus Tie Panel No.1 Diesel Generator Panel No.1 440V Feeder Panel No.1 440V Feeder Panel
Generator Panel Key Synchronising Panel Key
A: Ammeter VV: Dual Voltmeter RL15: 24V DC Low Insulation Indication

V: Voltmeter SY: Synchroscope RL16: L-7 Panel Low Insulation Indication
W: Wattmeter FF: Dual Frequency Meter RL17: G-1 Panel Low Insulation Indication
HM: Running Hour Meter TL: Synchronising Lamps RL18: G-2 Panel Low Insulation Indication
DE-RY: Differential Relay MOS33: Kongsberg MOS33 Operating Panel RL19: MSB Emergency Stop, PT Source Fail & Loop Fault Indication
RL1: ACB Overcurrent Trip Indication LT: Lamp Test Pushbutton RL20: ESB Emergency Stop, Source Fail & Loop Fault Indication
RL2: ACB Reverse Power Trip AR: Alarm Reset Pushbutton RL21: 24V DC Source Fail
120: Ready for Start Indication BCS: ACB Control Switch RL22: Bus Short Circuit Indication
121: Generator Running Indication GCS: Governor Control Switch 141: Shore Alive Indication
122: ACB Closed Indication FVS-2: Frequency and Voltmeter Selection Switch 142: Shore MCCB Closed Indication
123: ACB Open Indication SYS-2: Synchroscope Selection Switch 143: Emergency Generator Auto Standby Indication
125: Space Heater On Indication COS-P: Generator Control Selection Switch 144: Emergency Generator Running Indication
SHS: Space Heater On/Off Switch RL3: ACB Non Close Indication 111: No.1 Diesel Generator Nameplate
DE-R: Differential Trip and Reset Pushbutton RL4: ACB Abnormal Trip Indication 112: No.2 Diesel Generator Nameplate
PRE: Pre-excitation Pushbutton RL5: High Voltage Indication 113: No.3 Diesel Generator Nameplate
LT: Lamp Test Pushbutton RL6: Low Voltage Indication ACB: Air Circuit Breaker
AS: Ammeter Phase Selector Switch RL7: High Frequency Indication ETS: Earth Test Switch
ECS: Engine Control Switch RL8: Low Frequency Indication ESS: No.1 or No.2 Busbar Earth Selector Switch
VS: Voltmeter Phase Selector Switch RL9: 1st Preferential Trip Indication
ACB: Generator Air Circuit Breaker RL10: 2nd Preferential Trip Indication
VR: Voltage Regulator RL11: MSB 440V Low Insulation Indication
AVR: Automatic Voltage Regulator RL12: MSB 220V Low Insulation Indication
RL13: ESB 440V Low Insulation Indication
Dashed Outline Indicates
RL14: ESB 220V Low Insulation Indication
Equipment Mounted Inside Panels

PART 4: EMERGENCY SYSTEMS
4.1 Engine Room Fire Hydrant System
4.2 CO2 Fire Extinguishing System
4.3 Engine Room Local Fire Fighting System
4.4 Quick-Closing Valves and Fire Dampers
Illustrations
4.1a Fire Hydrant System - Engine Room
4.2a CO2 Fire Fighting System
4.3a Engine Room Local Fire Fighting System
4.4a Quick-Closing Valves and Fire Dampers

Illustration 4.1a Fire Hydrant System - Engine Room
To Bridge and Accommodation Decks

BF31
To Upper Deck
BF29 Key
To Deck Foam System Sea Water

BF36 FM26
Bilge
BF37 BF30
Fire and Deck Wash
Engine Casing 6kg/cm2 Steam
BF44 Air
BF55 BF43 BF42

BF41 BF40
BF56 BF39 BF38
BF57
(Port) (Stbd)
B20V
BF58
B81V
Emergency Fire Pump
(72m3/hr x 80mth)
B17V B15V B18V B16V
PI PI
No.1 Self Priming Bilge, Fire No.2 Self Priming Bilge, Fire
and General Service Pump and General Service Pump
(240/200m3/h x 30/90mth) (240/200m3/h x 30/90mth)
CI CI
From Aft Peak Tank From Aft Peak Tank

B61V B1V B2V B62V
From Cooling Water Tank B3V B4V From Cooling Water Tank
and Aft Bilge Well and Aft Bilge Well
T264V A159V
B5V
A158V A57V From Port Forward Bilge Well
High Low
Sea Chest Sea Chest
Sea Chest (Port) S1V S2V (Starboard)
S3V S4V
(In Stern Tube Cooling
Water Tank)

4.1 ENGINE ROOM FIRE HYDRANT SYSTEM • Anchor cable wash Preparation for the Operation of the Fire Hydrant System
• Flushing of the bow loading line
a) All intermediate isolating valves along the fire main on the
Bilge, Fire and General Service Pump
main deck must be open.
The emergency fire pump and the bilge, fire and GS pumps can supply the
deck foam system by opening the isolating valve FM26
Model: SVS200F b) All fire hydrant outlet valves must be closed.
No. of sets: 2 Both bilge, fire and GS pumps can be used to empty the shaft cooling water
c) Set up the valves as shown in the table below:
Capacity: 240/200m3/h at 30/90mth tank and fill or empty the aft peak tank, they can also supply sea water to the
Test pressure: 20kg/cm3 sewage plant and sea water services. The system can also be used to supply
It has been assumed that the sea water main suction valves at the sea chests
driving water to the forward bosun’s store bilge eductor.
Motor output: 90kW are open
Motor speed: 1,750 rpm In an emergency the bilge, fire and GS pumps can be used to pump out the
engine room bilges. Position Description Valve
Emergency Fire Pump
Open No.1 bilge, fire and general service pump sea B1V
Maker: Shin Shin Machinery Co Ltd The bilge, fire and GS pumps have connections to the aft bilge well and the suction valve
Model: SVS100 port and starboard forward bilge wells, No.1 bilge, fire and GS pump has a
Close No.1 bilge, fire and general service pump B3V
No. of sets: 1 direct suction to the port forward bilge well. If these pumps are used for bilge
forward/aft bilge suction valve
duty they must be thoroughly washed through before being returned to normal
Capacity: 72m3/h at 80mth Close No.1 bilge, fire and general service pump B5V
duty.
Test pressure: 20kg/cm3 direct port forward bilge suction valve
Motor output: 37kW WARNING Close No.1 bilge, fire and general service pump B61V
Motor speed: 1,800 rpm The supply of oily bilge water to the fire main may result in oil being suction valve from aft peak tank
added to a burning fire. It is imperative that the bilge, fire and GS Open No.2 bilge, fire and general service pump sea B2V
pumps are operated correctly to avoid this possibility. suction valve
Introduction Close No.2 bilge, fire and general service pump B4V
The main deck fire hydrant system is fitted with a drain valve at the after end of forward/aft bilge suction valve
The fire hydrant system is normally supplied from two bilge, fire and general the deck and an air blowing connection at the forward end to allow the system Close No.2 bilge, fire and general service pump B62V
service (GS) pumps located on the port side of the engine room floor and from to be blown through and drained down after use, a drain valve is also provided suction valve from aft peak tank
an emergency fire pump located in the emergency fire pump space located in the steering gear room. An isolation valve (BF37) is provided at the after
Open No.1 bilge, fire and general service pump B17V
below the steering gear room. The bilge, fire and GS pumps are self-priming end of the deck to isolate the emergency fire pump system from the bilge, fire
discharge valve to fire hydrant system
pumps and they are provided with a low sea chest suction on the port side and and GS pump system. The system is provided with an international shore
a high sea chest suction on the starboard side. The system is a dry system with connection located in the fire control station on the upper deck Close No.1 bilge, fire and general service pump B15V
both bilge, fire and GS pumps and the emergency fire pump normally kept discharge valve to services
ready on the fire main, with suction valves from the sea suction main and the The bilge, fire and GS pumps can be started from the following positions: Open No.2 bilge, fire and general service pump B18V
discharge valves to the fire main in the open position. The system provides the discharge valve to fire hydrant system
• Fire control station
following services: Close No.2 bilge, fire and general service pump B16V
• ECR inert gas system operating panel discharge valve to services
• Engine room fire hydrants
• Bridge Close Bilge, fire and general service pumps discharge B81V
• Main deck fire hydrants valve to soot eductor
• Locally at LGSP No.1, aft of the pumps on the engine room
• Engine casing fire hydrant
floor level
• Deck foam system Note: Whenever a bilge, fire and GS pump, or the emergency fire pump, is
operating, at least one fire hydrant valve, in the engine room or on deck, must
• Paint store spray The emergency fire pump can be started from the following positions: be open to ensure a flow of water through the pump to prevent overheating.
• Bridge and accommodation fire hydrants • Fire control station
• Driving water to the soot collecting tank eductor • Steering gear room d) Start the duty bilge, fire and GS pump at one of the locations
listed earlier.
• Hydraulic oil cooler for the bow loading system hydraulic • Bridge
power unit

Illustration 4.1a Fire Hydrant System - Engine Room
To Bridge and Accommodation Decks

BF31
To Upper Deck
BF29 Key
To Deck Foam System Sea Water

BF36 FM26
Bilge
BF37 BF30
Fire and Deck Wash
Engine Casing 6kg/cm2 Steam
BF44 Air
BF55 BF43 BF42

BF41 BF40
BF56 BF39 BF38
BF57
(Port) (Stbd)
B20V
BF58
B81V
Emergency Fire Pump
(72m3/hr x 80mth)
B17V B15V B18V B16V
PI PI
No.1 Self Priming Bilge, Fire No.2 Self Priming Bilge, Fire
and General Service Pump and General Service Pump
(240/200m3/h x 30/90mth) (240/200m3/h x 30/90mth)
CI CI
From Aft Peak Tank From Aft Peak Tank

B61V B1V B2V B62V
From Cooling Water Tank B3V B4V From Cooling Water Tank
and Aft Bilge Well and Aft Bilge Well
T264V A159V
B5V
A158V A57V From Port Forward Bilge Well
High Low
Sea Chest Sea Chest
Sea Chest (Port) S1V S2V (Starboard)
S3V S4V
(In Stern Tube Cooling
Water Tank)

e) If additional water is required at the fire main, start either the When the ship is trading in cold climate areas with the risk of freezing on deck,
standby bilge, fire and GS pump or the emergency fire pump it will be necessary for the deck fire main to be isolated from the engine room
depending upon circumstances. riser and the feed line from the emergency fire pump. It will be necessary for
the hydrant lines on deck and around the accommodation to be fully drained
f) Open the desired fire hydrant valves on the engine room fire down with the drain valves left in the open condition.
main after connecting the fire hose.

As required Engine room floor port side BF39
As required Engine room floor starboard side BF38
As required Engine room 3rd deck port side BF41
As required Engine room 3rd deck starboard side BF40
As required Engine room 2nd deck port side BF43
As required Engine room 2nd deck starboard side BF42
As required Engine casing BF44
As required Discharge valve to fire and deck wash main BF30
Note: After use, the hose and nozzle unit must be properly stowed in the hose
box ready for future use. Any defects in the hose, nozzle, valve or system
must be reported immediately and rectified as soon as possible. Hose boxes
must never be left with components which are defective.
Emergency Fire Pump
If the emergency fire pump is to be used this can be started remotely from one
of the locations listed earlier. The suction valve BF58 and the discharge valve
to the fire main BF57 from this pump are always kept open so the pump can be
started and can supply water to the fire main immediately. The valves should,
however, be operated periodically to ensure that they are operational and free
to be closed should the need arise.
The Fire Main
The fire main has outlets in the engine room, around the accommodation
block and on the deck forward and aft. At each hydrant outlet is a hose box
containing a fire hose and nozzle unit. The hydrant outlet valves should be
operated at frequent intervals to ensure that they will open satisfactorily should
it be necessary in the event of an emergency.
Intermediate valves in the fire main along the deck should be kept open at
all times to ensure that water will be available at all deck hydrants whenever
required.
The fire main must be maintained in an operational condition at all times and
all hydrant valves must be closed so that pressure is available at the hydrants
as required.

Illustration 4.2a CO2 Fire Fighting System
To Open Air Deck

CO2 Room Fire Control Station Engine Room
Engine Room Pump Room

CO2 Release Cabinet CO2 Release Cabinet
PI
Bottles No.s 1 - 148
Time
Delay
Engine Room : 187 Bottle Discharge Unit
Pump Room : 39 Bottle Discharge

Time
Delay
Unit
Pump Room
Junction Box
120V AC Main and

Emergency Power Supply
Key
Main CO2
Pilot CO2
CO2 Alarm
Instrumentation
Air
S S
A 7kg/cm2 Air Supply 7kg/cm2 Air Supply A

4.2 CO2 FIRE EXTINGUISHING SYSTEM System Description Operating Procedure
Areas Protected
System Equipment a) On discovering a fire in a protected space, shut down the
The CO2 cylinders are located in a dedicated compartment on the starboard machinery in that space together with fuel supplies, if any,
Maker: NK Co. Ltd
side of the upper deck in the engine casing adjacent to the deck locker. There and ventilating systems. Close all doors, ventilators and other
Type: High pressure are 187 bottles in total each with a CO2 content of 45kg. openings having first ensured that all personnel have been
CO2 weight: 45kg/cylinder evacuated.
Cylinder capacity: 68 litres The system is connected via a high pressure manifold and distribution pipework
Cylinder pressure: 51.7 bar to the engine room and pump room. The outlets for the CO2 are located in b) Conduct a muster of all personnel ensuring that everyone is
order to give an even spread of gas quickly throughout the compartment when accounted for. The gas must not be released until any missing
Total weight: 120kg/cylinder
the bottles are released. persons are accounted for and are known not to be in the
No. of cylinders: 187 protected space where CO2 is to be released.
Discharge Times A pressure gauge and pressure switch are fitted to the main CO2 manifold.
c) Go to the CO2 release control cabinets located at the fire control
Engine room: 119 seconds When the release system is activated for a particular protected space, only the room or the CO2 room and break the glass key cabinet to obtain
Pump room: 111 seconds required number of cylinders for that space are released. the key.
Protected Space Number of Cylinders Required d) Use the key to open the release control cabinet door for the
Introduction space to be activated. This will initiate the CO2 release alarm
Engine room: 187 and ensure the ventilation fans for the space are stopped.
Depending upon the application, CO2 is normally employed at levels of between Pump room: 39
35% and 50% by volume to produce an oxygen deficiency and thus extinguish e) Open one pilot cylinder handwheel valve and the ball valves
a fire. This level of oxygen reduction is also capable of causing asphyxiation. No.1 and 2 to release the pilot CO2 to the main cylinders. The
Fixed systems are therefore designed to include safeguards which prevent the Control Cabinets gas will be released to the protected space.
automatic release of the CO2 whilst the protected area is occupied. The users
of portable extinguishers should ensure that there is sufficient air to breathe Discharge of the CO2 is manually accomplished from one of two release f) After 10 minutes, close the pilot cylinder hand wheel valve.
normally. control cabinets supplied for each protected space. The cabinets are located in
the fire control station and the CO2 room. g) When the pilot pressure gauge within the control box is zero,
CO2 is not generally regarded as having a high intrinsic toxicity and is not close ball valves No.1 and 2.
normally considered to produce decomposite products in a fire situation. The system is operated by a supply of CO2 stored in small pilot cylinders
installed within the release control cylinder cabinet. The pilot cylinders are
Note: Allow time for structural cooling before opening the protected space
The CO2 cylinders are fitted with safety devices to relieve excess pressure connected to the main pilot system pipework via two isolation valves installed
and ventilating the CO2 gas.
caused by high temperatures. To avoid these operating, it is recommended that within the control cabinet.
cylinders are located in areas where the ambient temperature will not exceed
46°C. Cylinders must not be stored in direct sunlight. One isolation valve is connected via small bore pilot gas pipework to the WARNING
cylinder bank to open the cylinders while the other is connected via a separate Ensure all reasonable precautions have been taken, such as maintaining
Certain gaseous extinguishing agents may cause low temperature burns when pilot gas line to open the line valve to the protected space. The isolation valves boundary inspections, noting cooling down rates and/or any hot spots
in contact with the skin. In such cases the affected area should be thoroughly are positioned so that the release control cabinet door cannot be closed with which may have been found. After an agreed period an assessment
irrigated with clean water and afterwards dressed by a trained person. the valves in the open position. It is also arranged that the control cabinet door party, wearing breathing apparatus, can enter the space quickly
will operate switches when in the open position, to initiate audible and visual through a door which they must shut behind them. Check that the fire
WARNING alarms. is extinguished and that all surfaces have cooled prior to ventilating the
space. Premature opening can cause re-ignition if oxygen comes into
DANGER OF ASPHYXIATION
contact with hot combustible material.
Re-entry to a CO2 flooded area should not be made until the area has Alarms
been thoroughly ventilated.
The valve cabinet door is fitted with electrical contacts which activate alarms
fitted to the protected spaces and consist of visual and audible signals.

Illustration 4.2a CO2 Fire Fighting System
To Open Air Deck

CO2 Room Fire Control Station Engine Room

PI
Time
Delay
Engine Room : 187 Bottle Discharge Unit
Pump Room : 39 Bottle Discharge

Time
Delay
Unit
Pump Room
Junction Box
120V AC Main and

Emergency Power Supply
Key
Main CO2
Pilot CO2
CO2 Alarm
Instrumentation
Air
S S
A 7kg/cm2 Air Supply 7kg/cm2 Air Supply A

Procedure to Release CO2 Manually
In the unlikely event of pilot gas initiation failure, the CO2 system may be
operated from the CO2 cylinder storage room housing the main bottles.
It is assumed that an attempt has been made to release the CO2 cylinders from
one of the remote operation stations, therefore the cabinet door open alarms
will have been activated.
With the control release door open so that the alarms are still activated, proceed
as follows:
a) Ensure that all personnel have left the space and confirm that
all ventilation fans are stopped and all doors and hatches are
closed.
b) In the CO2 cylinder storage room, manually open the main

valve for the protected space into which CO2 is to be released
in a clockwise direction.
c) Remove the safety pin on the valve actuator mounted on the

CO2 cylinder to be released and pull down the cylinder valve
lever.
d) Repeat operation c) for the number of cylinders to be discharged

into the protected space.

Illustration 4.3a Engine Room Local Fire Fighting System
3rd Deck Starboard Side - Top of Stairway
Main Engine Area
Bridge S
2nd Deck Port Side - Outside ECR
Local Fire Fighting

Indicator Panel Fire Control Station
3rd Deck - Starboard Side Aft
No.1/2/3 Generator Engine Area

S
Local Fire Fighting
Remote Control Panel
CI PI PS
Upper Deck - Starboard Side Outside Incinerator Room
Local Fire Fighting Supply Pump No.1/2 Boiler Area

(183 Litres/min x 12kg/cm2) Junction Box
S
10 15
5
4
5
Local Fire Fighting Incinerator Area

Pump Start Panel
S
46V
Air Test
Port Fresh Water Tank
(230.1m3)
LCG 3rd Deck - Starboard Side Near Purifier Room Forward Door
48V Heavy Fuel Oil Purifier Area

S
Engine
From GS Air
Key Control
System
Room
High Pressure Fresh Water
Fresh Water A Deck - Forward of Top Up Inert Gas Generator
Electrical Signal Top Up Inert Gas Generator Area

Local Fire Fighting S
Air Main Control Panel
Local Operating Panels

With Location
All System Valves are Prefixed 'D'


4.3 ENGINE ROOM LOCAL FIRE FIGHTING Manual Operation
Area No. of Heads
SYSTEM Main engine: 12 heads The system can be activated from the following locations:
Maker: Tanktech Co. Ltd No.1, 2 and 3 generators: 6 heads each
• Port side of the 2nd deck level outside the ECR - serving the
No. of sets: 1 No.1 and 2 auxiliary boilers: 2 heads each main engine
Pump model: MXV 40-808-60 Incinerator: 1 head
• Starboard side of the 3rd deck level top of the stairs - serving
No.1 and 2 HFO purifiers 2 heads each the main engine
Pump type: Multistage vertical centrifugal
Top up IGG: 1 head
Capacity: 15m3/h at 12kg/cm2 • Starboard side aft of the 3rd deck level near the boiler water
Detection system: Salwico NSAC-1 The system is maintained in a constant state of readiness and the pump is circulating pumps - serving the generator engines
permanently connected to port fresh water tank. • Outside the incinerator room door on the upper deck level -
serving the incinerator room
Introduction In automatic mode the system is activated by smoke or flame detector heads
• Outside the incinerator room door on the upper deck level -
mounted in the protected areas. If one detector is activated a warning alarm is
The system comprises a fire detection part and a fire fighting part. The serving the boilers
sounded, when a second detector head is activated the system is brought into
fire detection is provided by a Salwico NSAC-1 and the fire fighting part is operation • Outside the purifier room forward door on the 3rd deck level
provided by a single multistage water pump. - serving the purifier room
CAUTION • Forward of the inert gas generator on the A deck level - serving
The Tanktech fire fighting system provides a high pressure water mist spray to
specific areas of the machinery space and is additional to and independent of During periods of engine room maintenance it is important to ensure the inert gas generator
other engine room fire fighting systems. that the spray heads are never painted as this will impair their • At the fire control station on the upper deck, where all the above
performance. areas can be activated
The equipment consists of a high pressure multistage pump which takes
• At the control panel in the ECR on the 3rd deck, where all the
suction from the port fresh water tank through a gate valve which is locked Procedure for Operating the Local Fire Fighting System above areas can be activated
open. The pump is located in the engine room on the 2nd deck port aft near the
air conditioning compressor unit. • At the pump solenoid valves, which are operated using the
a) Ensure that the fresh water tank has sufficient water for
special screwdriver located next to the solenoid valves
operating the local fire fighting system.
The principle of the water mist system is that the very fine droplets of water
tend to exclude oxygen from the atmosphere in the vicinity of the fire thereby There is an indicator panel on the bridge.
b) Ensure that power is available to the fire fighting control
starving the burning material of oxygen. When the fine water droplets come panel.
into contact with the flames they rapidly evaporate because of their large
surface area for small mass and this produces a rapid cooling effect on the
Blowing through the System After Use
c) Ensure that the high pressure pump starting panel has power
fire. The steam produced by the evaporation acts to further reduce the space available and is switched to AUTO. After the system has been operated for a particular space the lines must be
available for oxygen. Because the water is in mist form the system is also
blown through with compressed air to remove all water which could cause
useful for oil fires. d) Ensure that all of the manual valves at the pump unit are open corrosion.
except the air supply valve, test valves and drain valve.
Water at high pressure is injected into the protected space through special
The pump unit must be isolated so that it will not operate and the pump
nozzles which break down the water stream into very fine mist like particles. In this condition the system will operate automatically with the appropriate discharge valve closed. The pump drain valve is opened to drain water from the
The positioning and distance of the spray heads from the protected equipment machinery valve releasing water to the spray heads for that protected space. pump outlet lines. The flushing air valves from the general service air system
is critical to ensure complete protection is provided.
and the section supply valves for the areas which have been operated manually
are opened. Compressed air is then blown through the section pipes and the
The pump supplies six outlet lines fitted with a total of 40 sprinkler nozzles
spray heads, removing all water from that section. When flushing is complete
which serve various areas of the machinery space. Each outlet has its own
the air valves are closed, the section supply valves are returned to the closed
supply valve remotely operated from the control panel.
position and to automatic operation. The pump drain valve is closed and the
pump returned to AUTO.
The areas protected by the system are as listed below:
System checks must then be carried out after purging to ensure that the system
and its control panels are set for automatic operation.

Illustration 4.3a Engine Room Local Fire Fighting System
3rd Deck Starboard Side - Top of Stairway
Main Engine Area
Bridge S
2nd Deck Port Side - Outside ECR
Local Fire Fighting

Indicator Panel Fire Control Station
3rd Deck - Starboard Side Aft
No.1/2/3 Generator Engine Area

S
Local Fire Fighting
Remote Control Panel
CI PI PS
Local Fire Fighting Supply Pump No.1/2 Boiler Area

(183 Litres/min x 12kg/cm2) Junction Box
S
10 15
5
4
5
Local Fire Fighting Incinerator Area

Pump Start Panel
S
46V
Air Test
Port Fresh Water Tank
(230.1m3)
LCG 3rd Deck - Starboard Side Near Purifier Room Forward Door
48V Heavy Fuel Oil Purifier Area

S
Engine
From GS Air
Key Control
System
Room
High Pressure Fresh Water
Fresh Water A Deck - Forward of Top Up Inert Gas Generator
Electrical Signal Top Up Inert Gas Generator Area

Local Fire Fighting S
Air Main Control Panel
Local Operating Panels

With Location
All System Valves are Prefixed 'D'


Procedure for Testing the System
The system should be tested once each month with an officer on duty on the
bridge at the time of testing.
a) Close the outlet valves after the section valves to all protected
space.
b) Open the test valve below the outlet valve and also open the
drain valve.
c) Open the section valve manually by pressing the section

pushbutton.
d) Check that the pump starts and that the section valve opens and
the control panel indicates mist release.
e) Reset the control panel alarm and check that the pump stops and
the section valve closes.
f) Close the section test valve and repeat the test for the other
section.
g) After completion of tests close the drain valve and open all
outlet valves after the section valves.
h) Check that fresh water is available, check and clean strainers

and ensure that the system is returned to the AUTO mode.

Illustration 4.4a Quick-Closing Valves and Fire Dampers
15V
16V 17V 18V 19V
From Control Air Service Line From Control Air Service Line
No.1 No.2 No.3 No.4 Funnel
Generator Engine Engine Room Engine Room Engine Room Vent
Engine Room Fire Control Station
Fuel Inlet Quick-Closing Ventilation Ventilation Ventilation Damper
Ventilation
Valve Trip Box Fan Fan Fan (Stbd)
Fan PI PS PAL
MC
Incinerator Incinerator
Waste Oil Marine Diesel
Service Oil Tank
Tank
F292V F293V
20V
Air
21V 22V 23V 24V Bottle
F170V Fan Room Fan Room

To No.3 Generator Engine Funnel Vent Purifier Room Incinerator Room Damper (Stbd) Damper (Port)
Exhaust Fan Warm Air Return Warm Air Return Main Cylinder Oil
Damper (Port) Exhaust Fan
Lubricating Measuring
Oil Settling Tank
F169V Tank
To No.2 Generator Engine
L4V L113V
F168V
To No.1 Generator Engine
Key
Air Marine Diesel Oil Marine Diesel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil Heavy Fuel Oil
Service Tank Settling Tank Settling Tank Settling Tank Service Tank
Lubricating Oil
Marine Diesel Oil
Heavy Fuel Oil F103V F33V F196V F72V F104V F32V F102V F31V F101V
Waste Oil
Heavy Fuel Oil Marine Diesel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil No.2 Heavy Fuel Oil No.1 Heavy Fuel Oil
Overflow Tank Storage Tank Bunker Tank (Port) Bunker Tank (Port) Bunker Tank (Stbd) Bunker Tank (Stbd)
F3V F9V F18V F2V F17V F1V

4.4 QUICK-CLOSING VALVES AND FIRE DAMPERS Oil Tank Quick-Closing Valves Fire Dampers
Remote Operation
CAUTION
Introduction Fire dampers operate to close the ventilation openings in the event of a fire in
Some tanks such as lubricating oil tanks do not have quick-closing valves
fitted. This is because they are normally closed and only opened for short the engine room spaces. The dampers are kept open by air pressure acting on
All of the outlet valves from the fuel oil and lubricating oil tanks from which a pneumatic cylinder and when this air pressure is removed a counter weight,
oil could flow to feed a fire are equipped with pneumatically operated quick- periods of time when required. It is therefore important to ensure that
these valves are always closed when not in use. attached to the damper linkage, closes the damper by means of gravity.
closing valves. These valves are operated from the fire control station located Compressed air is applied to the damper pneumatic cylinders at all times
on the upper deck in the port forward area of the accommodation block. from a pressurised supply from the general service air system or starting air
Tank Valve Description Valve system.
The valves are supplied with compressed air at 7kg/cm2 from a storage bottle
located in the fire control station. The bottle is fitted with an alarm to warn Generator Engine Group
HFO service tank GE supply pump suction F102V The fire dampers can be operated from an emergency shut-off valve located
of low pressure and is fed directly from the engine room control air system. in the fire control station. Operation of this three-way valve will vent the air
A non-return valve is fitted on the inlet line which is normally locked open to MDO service tank Suction F103V
pressure from each damper pneumatic cylinder, causing all of the dampers
ensure that a full charge of air is always available. The oil tanks are grouped Main Engine and Other Groups to close. Each damper can also be controlled from a local manually operated
into two systems, the generator engine group and the main engine and other HFO service tank Purifier supply pump suction F31V valve. The dampers and their manual control valves are as listed below:
group, with one three-way cock operating each system.
HFO service tank ME supply pump suction 101V
In addition to the main tank valve system, the inlet fuel oil supply line to No.1 HFO settling tank Purifier supply pump suction F32V Damper Line Valve
each diesel generator engine is fitted with a quick-closing valve. These valves No.1 HFO settling tank Boiler supply pump suction F104V No.1 engine room fan (reversible) damper M15V
operate in the same way as the quick-closing tank valves but they are operated No.2 HFO settling tank Purifier supply pump suction F72V No.2 engine room fan (reversible) damper M16V
from a separate cabinet located outside the purifier room. Air for actuation of No.2 HFO settling tank Boiler supply pump suction F196V No.3 engine room fan (non-reversible) damper M17V
these fuel supply quick-closing valves comes from the control air ring main MDO settling tank Purifier supply pump suction F33V No.4 engine room fan (non-reversible) damper M18V
No.1 HFO bunker tank (S) HFO transfer pump suction F1V No.1 funnel ventilation damper M19V
In normal operation the supply line to each group of tank valves is vented to
atmosphere, but when the cock is turned, compressed air is directed to the No.2 HFO bunker tank (S) HFO transfer pump suction F17V No.2 funnel ventilation damper M20V
pistons, which collapse the bridge of each valve in that group, thus causing the No.1 HFO bunker tank (P) HFO transfer pump suction F2V Purifier room exhaust fan damper M21V
valve to close. No.2 HFO bunker tank (P) HFO transfer pump suction F18V Incinerator room exhaust fan damper M22V
MDO storage tank MDO transfer pump suction F9V Fan room (starboard) ventilation damper M23V
The valves are reset by venting the air supply and operating the valve handwheel
HFO overflow tank HFO transfer pump suction F3V Fan room (port) ventilation damper M24V
in a closed direction to reset the bridge mechanism and then opening the valve
in the normal way. Incinerator waste oil service Suction F292V
tank
The quick-closing supply valve on the MDO tank for the emergency generator Incinerator MDO tank Suction F293V
is operated by a wire, with the handle on the outside of the room near the Main LO settling tank MDO transfer pump suction L4V
entrance door. Cylinder oil measuring tank Suction L113V
The main sea suction valves are operated remotely by hydraulic systems from
handwheels located on the 3rd deck level in the engine room but outside of the Generator Engine Fuel Supply Valve Cabinet
engine control room.
Engine Valve Description Valve
No.1 generator engine Fuel supply F168V
No.2 generator engin Fuel supply F169V
No.3 generator engine Fuel supply F170V

PART 5: EMERGENCY PROCEDURES Illustrations
5.2a Main Engine Local Control Panel
5.1 Flooding in the Engine Room 5.3a Steering Gear Emergency Valve Positions
5.2 Emergency Operation of the Main Engine 5.4a Emergency Fire Pump System
5.3 Emergency Steering 5.7a Fire Fighting Equipment Symbols List
5.4 Emergency Fire Pump Operation 5.7b Fire Fighting Equipment - Engine Room Floor
5.5 Fire in the Engine Room 5.7c Fire Fighting Equipment - Pump Room
5.6 Emergency Power Failure 5.7d Fire Fighting Equipment - Engine Room 3rd Deck
5.7 Fire Fighting Equipment 5.7e Fire Fighting Equipment - Engine Room 2nd Deck
5.8 Fire Detection Equipment 5.7f Fire Fighting Equipment - Upper Deck Above Engine Room
5.9 Life Saving Equipment 5.7g Fire Fighting Equipment - Upper Deck
5.8a Fire Detection Symbols List
5.8b Fire Detection Equipment - Engine Room Floor
5.8c Fire Detection Equipment - Pump Room
5.8d Fire Detection Equipment - Engine Room 3rd Deck
5.8e Fire Detection Equipment - Engine Room 2nd Deck
5.8f Fire Detection Equipment - Upper Deck Above Engine Room
5.9a Life Saving Equipment and Escape Routes Symbols List
5.9b Life Saving Equipment and Escape Routes - Engine Room Floor
5.9c Life Saving Equipment and Escape Routes - Pump Room
5.9d Life Saving Equipment and Escape Routes - Engine Room 3rd Deck
5.9e Life Saving Equipment and Escape Routes - Engine Room 2nd Deck
5.9f Life Saving Equipment and Escape Routes - Upper Deck Above Engine Room
5.9g Life Saving Equipment and Escape Routes - Upper Deck

Yuri Senkevich Machinery Operating Manual
5.1 FLOODING IN THE ENGINE ROOM Pumps Available for Bilge Pumping Duties
Bilge, Fire and General Service Pump
Introduction No. fitted 2
Capacity: 240/200m3/h at a total head of 30/90m
Flooding in the engine room can occur due to a defect in the hull structure
caused by grounding, berthing or collision damage or due to a defect in the
engine room’s sea water pipeline system. No.1 pump can take suction from the bilge main through valve B3V but also
has its own direct bilge suction through valve B5V to the port forward bilge
The following steps can prevent or alleviate flooding problems: well. No.2 pump can take a suction from the bilge main through valve B4V
Maintain pipelines externally, tighten slack supports and replace broken ‘U’ Main/Cargo Oil Pump Turbine Condenser Cooling Sea Water Pump
bolts on pipe brackets to minimise fretting in way of supports. Each month
check for signs of corrosion, particularly on pipes which are not obviously No. fitted 2
visible during daily inspections. Capacity 870/1,050m3/h at a total head of 23/9m
Operate all ship’s side valves regularly, so they can be operated easily when
These pumps take a suction from their own emergency bilge suction through
required in an emergency. Valves such as fire pump suction valves, which are
valve B6V, which is operated by an extended spindle from above floor plate
normally left open, should be closed at regular intervals to prevent a build
level.
up of marine growth. Ensure that remote valve actuation systems function
correctly. Check valve packing and ensure there is no excessive leakage.
Oily Bilge Pump
Before opening sea water filters for cleaning, make sure the shut-off valves No. fitted 1
are shut tight by opening the vent in the filter box cover. In any case break the
Capacity: 5m3/h x 3kg/cm2
cover joint before removing all cover bolts. The same applies when opening
coolers and pipelines anywhere in the system. If a valve is not fully closed
there will be appreciable leakage and because the bolts/nuts are still in place it This pump takes its suction from the bilge main through valve B35V.
is possible to re-tighten the cover.
Oily Water Separator
Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar with The oily water separator takes its suction from the bilge holding tank and has
the position of main sea suction and overboard discharge valves and know a capacity of 5m3 per hour.
which main suction is currently in use.
Sea Suctions
The emergency bilge suction valve should be operated on a regular basis.
Double bottom sounding pipe cocks and caps should be secured after use. High and low sea chest suction valves for the cooling sea water system
circulating pumps are provided with remote manual hydraulic controllers
located on 3 deck. Similarly the main overboard valve from the vacuum
condensers can be operated by a remote manual hydraulic controller located
on 3 deck.

Illustration 5.2a Main Engine Local Control Panel
SUB-TELEGRAPH
HYDRAULIC PRESSURE ENGINE SPEED PITCH POSITION
200
150 250
NAV.
FULL
40 80
60 300 50 50
FULL 50 350
400 120 100 100

ASTERN AHEAD
BAR PITCH
HALF
SLOW
CONTROL POSITION
FORCED
DEAD
BRIDGE ECR LOCAL TAKE
SLOW CONTROL
WRONG STOP EMG SLOW DOWN / LOAD REDUCTION SHUT DOWN

WAY STOP
MANUAL SLOW DOWN CANCEL RESET SHUT DOWN CANCEL
SLOW DOWN ACTIVE SLOW DOWN SLOW DOWN ACTIVE SHUT DOWN
LAMP DEAD REQUEST
TEST SLOW
START CONDITIONS
SLOW
TURNING START AIR MAIN START SERVO-OIL ENGINE START

GEAR SYSTEM VALVE PUMP NOT READY BLOCKED
DISENGAGED IN SERVICE IN SERVICE RUNNING
HALF
AUXILIARY WARNING FUEL/LOAD INCREASE START LAMP

BLOWERS AUXILIARY LIMITATION FAILURE TEST
BRIDGE FULL AT SEA LIMITATION
RUNNING BLOWER ACTIVE
EMERG. AIR SLOW

ECR STAND BY SPEED
ASTERN RUN AUTO TURN STOP RUN START DOWN UP
LOCAL FWE

5.2 EMERGENCY OPERATION OF THE MAIN The propeller pitch is now fixed in the new position. The thrust is regulated by g) Stop the engine by turning the AIR RUN/AUTO/SLOW RUN
ENGINE means of the engine speed which is either controlled from the engine side local switch to the AUTO position. Close the indicator valves.
control panel, the ECR or from the bridge.
Introduction Procedure to Start the Main Engine Locally
The main engine will normally be controlled from the bridge but may also be The procedure assumes that the main operating panel in the ECR cannot be
controlled from the engine control room (ECR). Only for test purposes, or in used to start the main engine as normal, the cylinder pre-lubrication system
the event of failure of control from the other two stations would local control will not be operational and the CPP system is in operation with the pitch set
be carried out. Once a local start had been made, the engine speed would be set at 0°.
at a level requested by the bridge and control over the ship’s speed made with
the controlled pitch propeller (CPP). The high to low control priority for the main engine is Local, ECR, Bridge
and Bridge Wings. Main engine control transfer from lower priority to higher
The CPP itself will normally be controlled from the bridge in combinator priority is by a request/acknowledge procedure on the telegraph panels, however
mode which automatically selects a CCP pitch and engine speed, but may be from higher to lower priority, the higher priority can demand control.
controlled locally at the oil distribution (OD) box. In this mode the bridge will
select suitable engine speeds for the operation and vary the pitch to achieve To operate the main engine from the local control station, first establish
the desired shaft output. communications with the bridge and select local operation on the local control
panel. (The ECR should acknowledge the change).
Communications between the bridge and the local engine control stand can
be either by the use of the onboard UHF communication system, which has a) Ensure the following pumps are running and that the pressures
an antenna near the local control stand and the CCP local control station or are normal:
the headset facility on the sound powered telephone system which also has • Main engine lubricating oil pump
handsets in those locations.
• Main engine fuel oil supply pump
• Main engine fuel oil circulating pump
Procedure to Operate the Controllable Pitch Propeller
• Stern tube lubricating oil circulating pump
Hydraulic Power Pack Locally
a) Visually inspect the system for leakage and rectify as b) Switch on the automatic LO filter at the local panel.
necessary.
c) Turn the main engine, using the turning gear, for approximately
b) Select the pump for service by turning the breaker at the main one revolution.
switchboard to the ON position.
d) Disengage the turning gear and open the pilot air valve, the
c) At the local panel turn the LOCAL/REMOTE switch to the control air valve and turn the starting air distribution valve to
LOCAL position and the STOP/RUN switch to the RUN place the distributor into service. Ensure that the starting air and
position. control air pressures are normal.
d) The unloading valve V1P at the hydraulic unit must be closed e) Start the following locally:
and manually locked in position.
• Main engine hydraulic oil pressure pump
e) The propeller pitch is controlled by pressing the pushbuttons on • Auxiliary air blowers
the valve V2.
f) Turn the main engine on air by turning the AIR RUN/AUTO/
f) When the pitch is at the correct position the valve V2 pushbutton SLOW RUN switch on the local panel to the AIR RUN position.
must be released and the unloading valve V1P is opened. Observe the cylinder indicator valves for any water emission.

Illustration 5.3a Steering Gear Emergency Valve Positions
Key
No.2 No.1 No.2 No.1
Cylinder Cylinder Hydraulic Oil Cylinder Cylinder
Hydraulic Oil
Return
No.4 No.3 No.4 No.3

Cylinder Cylinder Cylinder Cylinder
Emergency Emergency Emergency Emergency

Pushbutton IV-2 Pushbutton IV-1 Pushbutton IV-2 Pushbutton IV-1
Pump No.1 Pump No.2

Operating During Operating During
No.2 Oil Tank No.1 Oil Tank No.2 Oil Tank No.1 Oil Tank
Emergency Emergency
No.2 Pump No.1 Pump No.2 Pump No.1 Pump
M M M M

5.3 EMERGENCY STEERING c) Operate the steering gear in response to requests from the
bridge by turning the torque motor manually until the rudder is
in the required position, then releasing it. The hydraulic pump
Description will return to the neutral position.
In the event of failure of the autopilot or manual steering from the bridge the The control is a spring loaded lever on top of the torque motor on the forward
steering gear may be operated directly from the steering gear compartment in side of the pump oil tank.
one of two ways:
1. Port and starboard direction pushbuttons Ensure that the bridge confirm the steering gear room gyro repeater heading
is correct.
2. By the use of the torque motors
Communications between the bridge and the steering compartment can be

either by the use of the onboard UHF communication system, which has an
antenna in the steering gear compartment or the headset facility on the sound
powered telephone system.
Procedure for Operation of the Steering Gear on Loss of

Remote Bridge Control Torque Motor Operating Nut
On loss of steering gear control from the bridge, establish communication with
the bridge via the telephone system. A telephone is located on the steering gear
Unloading Solenoid Control Valve
compartment platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.
Method 1
a) At the local control panel turn the BRIDGE 1/LOCAL 2 switch

to the LOCAL position.
b) Operate the steering gear by pressing either the PORT

pushbutton OR the STARBOARD pushbutton according to the
Emergency Steering Showing Torque Motor Operation
bridge instructions. Emergency Steering Showing Unloading Solenoid Valve
Method 2
a) At the local control panel turn the BRIDGE 1/LOCAL 2 switch

to the LOCAL position.
b) Push the MANUAL button of the unloading (upper) solenoid

control valve, situated on the aft side of the pump unit oil tank,
and lock it in position by means of the locknut.

5.4 EMERGENCY FIRE PUMP OPERATION Illustration 5.4a Emergency Fire Pump System
To Bridge and
Emergency Fire Pump Accommodation
BF31 Decks
Model: SVS100 To Upper Deck
BF29
No. fitted: 1
Capacity: 72m3/h at 8kg/cm23 To Deck Foam
BF36 FM26 System
Test pressure: 20kg/cm2
BF37 BF30
Motor output: 37kW
Motor speed: 1,800 rpm
To Engine Room
Introduction
BF55
The emergency fire pump is located in the emergency fire pump space inside
the steering gear flat.
The pump is used to supply the fire main when the bilge, fire and GS pumps in
BF56
the engine room are unable to do so. It is an electrically driven, self-priming,
vertical centrifugal pump that has its power supply fed from the emergency
switchboard 440V feeder panel P.EM.3, located in the emergency generator
room. BF57
Starting and stopping the pump can take place from three locations:
BF58
• Locally at the pump starter unit in the steering gear flat
Emergency Fire Pump
• Remotely from the fire control station (72m3/h x 80mth)
• Remotely from the bridge main console on the starboard

side
• Locally at the pump side, if the starter panel switch is turned Key
to the LOCAL position Sea Water
Fire and Deck Wash

The pump draws water from its own sea chest located by the stern frame and
positioned so that it is below the waterline even when the vessel is in a lightship 6kg/cm2 Steam
condition. The suction valve BF-58 and the manually operated discharge valve
Air
BF-57 from this pump are always kept open so the pump can be started to
supply water to the fire main immediately.
T264V A159V
The pump’s suction and discharge valves should be operated and lubricated
weekly to ensure they are fully operational and ready for use. A158V A57V
The pump suction line and sea chest can be proved clear by opening the steam
blowing valves T246V and A158V that are fed from the engine room 6kg/cm2
steam service system or opening air blowing valves A159V and A57V from Sea Chest
the general service air system. (In Stern Tube Cooling
Water Tank)

5.5 FIRE IN THE ENGINE ROOM a) Activate the emergency shutdown system in agreement with the Battening Down of the Engine Room
terminal duty personnel.
a) Stop the main engine and shut down the boilers.
Introduction b) Conduct a crew check.
b) Sound the evacuation alarm.
Should a fire occur in the engine room: c) Organise the crew for fire fighting duties.
c) Stop all the ventilation fans.
WARNING d) Inform the terminal authorities and the local fire brigade even if
Under no circumstances should anybody attempt to tackle an engine the fire appears to be under control. d) Start the emergency generator and put on load.
room fire alone. It is essential that the fire alarm be raised as soon as an
outbreak of fire is detected. e) If personnel are missing, consider the possibility of searching in e) Trip the quick-closing valves and the engine room auxiliary
the fire area. machinery from the fire control station.
General f) Close all accessible openings and hatches to prevent the fire f) Count all personnel and ensure that none are in the engine
spreading. room.
a) Immediately sound the fire alarm and muster the crew.
g) Prepare to disconnect the cargo hoses, if required. g) Close all fire flaps and funnel doors.
b) If personnel are missing, consider the possibility of searching in
the fire area. h) Prepare to vacate the berth, if required, and inform the authorities h) Close all doors to the inert gas plant and the engine room.
immediately if there might be problems in vacating the berth.
c) Determine the location of the fire, what is burning, the direction i) Start the emergency fire pump and pressurise the fire main.
of spread and the possibility of controlling the fire. i) If there is a danger of the release of poisonous gases or of
explosion, consider part or total ship abandonment. Ship j) Operate the pressurised water spray system depending upon the
d) If there is the least doubt whether the fire can be controlled by drawings, cargo plans etc. should be taken ashore. A crew check location and extent of the fire.
ship’s crew, warn of the situation on the distress frequencies. is to be carried out again.
e) If the fire fighting capacity is limited, give priority to fire j) Consider using the local fire fighting system or CO2 system, CO2 System
limitation until the situation is clarified. depending on the extent of the fire. The local fire fighting
water system applies to the specific areas of the main engine, The CO2 cylinders are located in a CO2 compartment on the starboard side
f) If substances which are on fire, or close to a fire, may emit generators, boilers, incinerator area, top-up IGG area and HFO of the upper deck in the engine casing adjacent to the deck locker and can be
poisonous gases or explode, direct the crew to a safe position purifier area. operated from the fire control station or the CO2 compartment.
before actions are organised.
k) On the arrival of the fire brigade, inform the Chief Fire Officer The system is connected via a high pressure manifold and distribution
g) Establish the vessel’s position and update the communication of: pipework to the engine room and pump room. The outlets for the CO2 are
centre. located in order to give an even spread of gas quickly throughout the selected
• Any personnel missing compartment when the bottles are released.
h) If any person is seriously injured, request assistance from the • Assumed location of fire
nearest rescue centre. The engine room must be battened down as previously described and the
• What is assumed to be burning system must be operated as described in section 4.2.
• Any conditions that may constitute a hazard
In Port
WARNING
l) Assist the Chief Fire Officer with information and orientation,
WARNING DANGER OF ASPHYXIATION
by means of drawings and plans.
Re-entry to a CO2 flooded area should not be made until the area has
A fire plan is housed in a red cylindrical container, by the stairway
been thoroughly ventilated.
in the accommodation cross-passage entrance on the upper deck. It If the fixed fire extinguishing system is to be used, take the following action:
is positioned to assist outside parties to deal with a fire on board and
should under no circumstances be removed. Note: Allow time for structural cooling before opening the protected space
and ventilating the CO2 gas.

Engine Room Fire Prevention
The best way of dealing with an engine room fire is to prevent one. Oil spills
must be cleaned up as soon as they occur and oily waste or rags must not be
left lying around. Any leakage from oil pipes must be rectified as soon as
possible.
Rags, oily waste and similar combustible material must not be stored in the
engine room and plastic containers must not be used for storing such material
or used as drip trays.
Lagging must be correctly fitted to exhaust manifolds and the dripping of oil
onto hot manifolds, even when lagged, must be prevented.
Fire detection equipment must be checked frequently and fire extinguishing

appliances must be in an operable state at all times.

5.6 EMERGENCY POWER FAILURE the position of doors and ladders through which escape can be g) To provide an uninterrupted power supply, the emergency
made. switchboard will now need to be synchronised to the main
switchboard. When this has been done and the ACB closed the
Introduction • During normal working, it is important to leave the engine
main switchboard will be feeding the emergency board. The
room tidy to avoid obstructions during emergency situations.
emergency generator ACB will then trip automatically after
The diesel generators are fitted with many alarms and safety features, such Any lifted floor plates must be cordoned off in a safe manner at
approximately half a second. Normal service should have now
as preferential trips and automatic load sharing (see section 2.13), which are all times.
been resumed with the engine room generator set(s) providing
designed to reduce the possibility of a loss of the power supply. However, it is all ship’s services.
simply not possible to allow for all eventualities and a complete power failure Description of Automatic Power Restoration Sequence
remains a possibility. h) The emergency generator can now be stopped but care must be
This description assumes that all elements referred to have been left in their taken to ensure it is left in AUTOMATIC mode.
In the event of failure of the main electrical supply system resulting in a normal operating positions, i.e. automatic standby. One generator is supplying
blackout, the emergency generator will automatically start, connect to the the full ship’s load, with the remaining two generators on automatic standby.
emergency switchboard and supply power to the items of equipment which are Actions After the Restoration of Partial Power
supplied from the emergency switchboard. a) The running generator trips from the main switchboard. With
Following the restoration of power to the emergency switchboard, the cause
both main and emergency switchboards dead, the only available
Should there be a failure of the automatic starting arrangement for the of the failure of the main generators should be established and corrected as
power is from the battery supply board (see section 2.13.8).
emergency generator, the generator may be started manually and connected to quickly as possible. Without main power, the main engine will continue to
Emergency lighting is normally continuously available. The
the emergency switchboard manually (see section 2.12.2). turn due to the momentum of the ship being transferred back to the engine
main/emergency board tie breaker will drop out. All engine
through the propeller. Consideration must be given to stopping the main
room services, including the main engine, will stop.
An emergency battery supply system is also available and this provides power engine as quickly as possible to prevent damage due to lack of lubricating oil.
for essential lighting and navigation and communication systems when the Furthermore, the vessel will eventually stop moving and then be subject to the
b) Immediately on power failure, the air driven generator
main electrical system is not available. The batteries are maintained on a motions of the sea. This may make any repairs more difficult.
emergency DO supply pump will activate and start to supply
constant trickle charge so there is always full emergency power available in DO to the generators.
the event of loss of generated electrical power. The battery system will provide
Actions After the Restoration of Full Power
essential services whilst the main electrical system is being repaired. c) The first standby generator will receive a start signal and should
run up to speed within twenty seconds. If the first standby On the restoration of full power, the sequential restart system will activate (see
Personal Safety During a Power Failure generator fails to start or fails to reach 95% of the rated voltage, section 2.13.7). This will automatically supply power to most engine room
the second standby generator will receive a start signal and go services.
Power failures are usually sudden in nature and can occur without warning. through the same procedure.
For short periods, it is possible that blackout conditions may exist in the If the cause of the power failure is apparent and has been corrected (if
engine room. During any blackout, it is important that personnel do not place d) The emergency generator will receive an immediate start signal necessary), any remaining services can be restarted. If not, efforts should be
themselves at unnecessary risk. Accidents can be avoided by following a few and will restore power to the emergency switchboard within directed to identify the problem and correct it before concentrating on the
simple rules. 45 seconds. If the main switchboard has recovered power by restoration of remaining services. The main engine should be restarted when
this time, the bus tie breaker between the two switchboards the Chief Engineer is satisfied that it is safe to do so.
• Should there be a total lighting failure, stop whatever you are will close and the emergency generator will be left idling. The
doing and remain still. Do not panic. engine will idle for a period of 2 minutes and then receive a stop It is possible that the power failure may cause problems with controllers/
• On restoration of emergency lighting, or should a torch signal. equipment which is not immediately apparent, therefore all engine room
be available, move slowly and carefully towards the main functions should be closely monitored for a significant period following any
switchboard room, cargo and engine control room or emergency e) If the emergency switchboard bus voltage is still zero, the power failure.
exit. emergency generator ACB closes and the emergency generator
will feed the emergency switchboard.
• If the blackout is prolonged for any reason, it is recommended
that no attempt to move is made until some form of lighting is f) When the main switchboard has recovered power, the
available. If, however, it is clear that to remain stationary is in emergency switchboard tie breaker at the main switchboard
itself placing the individual at risk, any attempt to move should will be closed.
be made on hands and knees, both very carefully and very
slowly. Engineers should, as a matter of urgency upon joining
a vessel, make themselves aware of the engine room layout and

Procedure to Prepare a Diesel Generator Set for Starting l) Open the vent on the cooling water outlet line on the generator Note: If the remote monitoring equipment for the generator engine is
air cooler, and close it again when all air has been expelled. defective then the engine must be monitored locally for temperatures,
Failure of the power management system means there will be no automatic pressures, etc.
starting and stopping of the diesel generators in response to load requirements. If maintenance work has been carried out on the engine, start the engine as
In this situation the generators must be started and stopped manually. below prior to switching the engine to automatic operation.
It is possible to start and stop the generator engines locally at the engine should m) Check that all fuel pump indices are at index ‘0’, when the stop
that be necessary in the event of a failure of the automatic system. lever (and hence regulating shaft) is in the STOP position.
a) Set the engine to LOCAL or ON ENG control. n) Check that all fuel pumps can be pressed by hand to full index
and return to ‘0’ when the hand is removed.
b) Set up the fuel oil service system as described in section 2.6.2.
o) Check the spring loaded pull rod operates correctly.
c) Set up the auxiliary central cooling fresh water system as in
section 2.5.2 and check that water is flowing in the main and p) Check that the stop cylinder for the regulating shaft operates
auxiliary cooling water circuits. correctly when shutting down normally and at overspeed and
shut down. Testing is done by simulating these situations.
d) Check the level of oil in the sump and top up as necessary with
the correct grade of oil. q) The engine is now ready for starting.
e) Switch the generator engine prelubrication oil pump to AUTO

operation and check that the lubricating oil pressure builds up.
Procedure for Local Start of a Diesel Generator Engine
The engine should be prelubricated at least 2 minutes prior to
a) Ensure that the prestart procedures have been carried out as
start, although normally the pump runs continuously.
above then turn the selector switch on the local control panel to
the MAN position.
f) Check the pressure before and after the filters.
b) Move the stop lever to the working position.
g) Check the turbocharger and governor oil levels.
c) At the local control panel start the engine by pressing the
h) Check the starting air pressure is correct and drain water from
START pushbutton for 2-3 seconds and allow it to run up to
the air starting system. Ensure the starting air valve to the
normal speed.
engine is open.
d) Make a thorough check of the engine for leaks and other
i) Turn the engine at least one complete revolution using the
defects.
turning bar with the cylinder indicator cocks open. Alternatively
purge the cylinders by activating an air start procedure. Close
e) When the engine has been checked and confirmed to be
the cylinder indicator cocks. Prior to turning the engine over on
operating correctly, it may be connected to the electrical
air, a check must be made to ensure the fuel lever is in the STOP
switchboard. (See section 2.13.2.)
position.
j) Check the alarm panel and ensure it is functioning correctly. Procedure to Stop a Diesel Generator Engine Locally
k) Vent the jacket cooling water space. a) Before stopping the engine, make sure the generator has been
disconnected from the switchboard and run off load for a few
If any part of the engine has been drained for overhaul or maintenance, check minutes for cooling down purposes.
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary. b) Stop the engine by pressing the STOP pushbutton the local
panel.

5.7 FIRE FIGHTING EQUIPMENT
Illustration 5.7a Fire Fighting Equipment Symbols List
WL
Bilge, Fire and General Service Pump Air Breathing Apparatus Compressor Water Mist Nozzle for Local Fire Fighting System
Emergency Fire Pump Spare Charge for all Fire Extinguishers

Local Fire Fighting System Operating Panels
Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d
7 Fire Wash Deck Main Line
Fire Hose Reel with Nozzle (Jet/Spray Combined Type) and Fire Hose 15m x 19d
7
Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Globe Foam Main Line
7 Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Angle W Stop Valve For Fire Main
&
Foam Valve with Connection (JIS F7335 Type) Globe F Stop Valve For Foam Main
& Foam Valve with Connection (JIS F7335 Type) Angle International Shore Connection
Fireman's Outfit Locker

(Self Contained Type Compressed Air Breathing Apparatus 1200L 2 Sets
& Foam Box with Portable Foam Branch Pipe and Hose FL 2 Heat Resisting Protective Suit 2 Sets
Non Conductive Boots, Gloves and Rigid Helmet 2 Sets
Fire Axe, Safety Lamp for 3 Hours 2 Sets)
F Foam Monitor Water Spray Nozzle
F
CO2
Deck Foam Tank Unit Master Control Box CO2 Discharge
Portable Foam Applicator of Injection Type with Spare Tank CO2 CO2 Battery
CO2
F
9L
Portable Foam Fire Extinguisher (9L) CO2 Discharge Nozzle
CO2
Portable CO2 Fire Extinguisher (6.8KG) Gas Detector Control Unit
6.8KG
F
135L Semi-Portable Foam Fire Extinguisher (135L) Sampling Point for Gas detector
F
45L Semi-Portable Foam Fire Extinguisher (45L) C Closing Appliance for Ventilation Inlet/Outlet Other Space
P
Dry Powder Fire Extinguisher (12KG) A Closing Appliance for Ventilation Inlet/Outlet in Accommodation
12KG
F.B / Emergency/Rescue Equipment for Heli-Deck

(Fire Blanket, Gloves, Fire Suit Assembly 2 Sets M Closing Appliance for Ventilation Inlet/Outlet In Machine Space
F.P.S Fire Axe, Crow Bar, Cutter, Safety Lamp, First Aid Equipment 1 Set)

Illustration 5.7b Fire Fighting Equipment - Engine Room Floor

Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
CO2
7 No.2 Low
7 No.1 Sea
Chest Key
Up F
9L
G/T
S/T
CO2
No.2CO2 No.1 Steam Releasing Valve for Main Engine Scavenge Fire Extinguisher
SCAVENGE
F Up Up Up F
CO2 9L 9L
CO2 CO2 7
No.2
CO2
- Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Globe
Main Engine (Hyundai - B & W 7S6OME-C) G/T
S/T No.1
No.2 F
SCAVENGE No.2 9L
- Portable Foam Fire Extinguisher (9L)
F Pump Room
CO2
9L
No.1 Access
CO2 CO2 No.1 CO2
- CO2 Discharge Nozzle
CO2 No.2
No.1 -7 Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d
CO2
F
9L CO2
Up Up
Bilge Bilge 7 F
Tank Tank 7 9L CO2
Up F
9L

Tank High
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Void
Water Ballast
Tank
14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.7c Fire Fighting Equipment - Pump Room
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2 No.2
Low
Sea No.1
Chest No.1 CO2
CO2
DN
F
9L
No.2
Key
CO2
W
No.1
Pump - Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Globe
Room
CO2
W F
9L
Pump Room
Access
CO2
W - CO2 Discharge Nozzle
No.3
CO2 W - Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d
No.2
CO2
F
DN 9L
No.1
CO2
No.1
Tank (Starboard)
Void
Water Ballast
Tank
36 38 40 42 44 46 48 50 52 54

Illustration 5.7d Fire Fighting Equipment - Engine Room 3rd Deck Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank No.1
(Port) Heavy Fuel Oil
Bunker Tank
Electrician's (Port)
Workshop
Workshop
Store Room
CO2
CO2 CO2
CO2
Welding
Space Key
CO2 CO2 CO2 F F

9L 77 CO2 45L - Semi-Portable Foam Fire Extinguisher (45L)
F
CO2
Up Up
45L
CO2 F
Dn F No.2 No.1 CO2
WL WL 9L 9L - CO2 Discharge Nozzle
CO2 CO2
Free
Free WL
No.3 Space No.2
- Water Mist Nozzle for Local Fire Fighting System
Emergency Fire CO2 Space CO2
Pump Space Main Engine (Hyundai - B & W 7S6OME-C) Dn
WL WL F
No.1 Pump Room - Portable Foam Fire Extinguisher (9L)
Emergency Escape CO2 9L
Access
Trunking No.2 Crane
CO2 Service
Area No.2 No.1 - Portable Foam Applicator of Injection Type with Spare Tank
CO2
CO2
WL WL
CO2 No.2
7 - Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Angle
No.1 CO2 CO2 F
F CO2 Up 9L CO2
No.2 No.1 9L
Dn
No.1 7 - Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d
CO2 F
No.2 No.1
7 7 9L Fire Hose Reel with Nozzle (Jet/Spray Combined Type) and Fire Hose 15m x 19d
No.2
No.1 WL WL No.2
No.1
CO2 Purifier CO2No.2 No.1 CO2
Room No.2 No.2 No.2 No.2
No.1 No.1 No.1 No.1
No.1
Heavy Fuel Oil
Heavy Fuel Oil Heavy Fuel Heavy Fuel (Starboard)
Bunker Tank Oil Settling Oil Settling
(Starboard) Tank Tank
Heavy Fuel
Oil ServiceTank
Void (Slope Bottom)
Water Ballast
Tank
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.7e Fire Fighting Equipment - Engine Room 2nd Deck Water Ballast
Tank
Key
Void CO2
6.8KG
- Portable CO2 Fire Extinguisher (6.8KG)
No.2
Heavy Fuel Oil CO2
Bunker Tank - CO2 Discharge Nozzle
Marine Diesel
(Port)
Oil Storage No.1
Tank WL
Heavy Fuel Oil - Water Mist Nozzle for Local Fire Fighting System
Bunker Tank
CO2 (Port)
CO2
F
9L
Fresh 5
10 15
4
CO2
5
CO2 CO2
Water Tank Engine Control F
(Port) Room 135L - Semi-Portable Foam Fire Extinguisher (135L)
F
135L
CO2
- Portable Foam Applicator of Injection Type with Spare Tank
6.8KG
F
Up Up
9L F F CO2
7
Up 77 Up
9L 9L - Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Globe
7 CO2 CO2 CO2
Dn
7 7
Cylinder Oil - Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Angle
No.2 Storage Tank
CO2 WL WL WL WL CO2
Auxiliary
Steering Gear Boiler CO2 7 -
CO2
Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d
Room & Rope Main Fire Hose Reel with Nozzle (Jet/Spray Combined Type) and Fire Hose 15m x 19d
Storage Space Lubricating
F WL WL WL WL Pump Room
Crane Sevice Oil Settling
9L
Access
Area Tank Spare Charge for all Fire Extinguishers
CO2 Main
Lubricating
No.1 CO2
WL WL WL WL Oil Storage
Auxiliary
Boiler
Tank FL 2 - Fireman's Outfit Locker
Generator (Self Contained Type Compressed Air Breathing Apparatus 1200L 2 Sets
CO2
FL 2 Engine Heat Resisting Protective Suit 2 Sets
77 Dn Lubricating Oil Non Conductive Boots, Gloves and Rigid Helmet 2 Sets
CO2 CO2 Storage Tank
F Up Fire Axe, Safety Lamp for 3 Hours 2 Sets)
CO2
F 9L
9L

F No.2 No.1
Fresh 9L
No.2 No.1
CO2 CO2
Water Tank CO2 CO2
(Starboard)
No.1
CO2
Heavy Fuel Oil Local Fire Fighting System Main Control Panel
Bunker Tank
No.2 No.1 (Starboard)
Marine
Diesel Marine Heavy Fuel Heavy Fuel
No.2
Local Fire Fighting Pump Start Panel
10 15
5
4
Settling
5
A
Tank Bunker Tank Tank Tank

Tank
Oil Service Tank
(Slope Bottom)
Void
Local Fire Fighting Pump
Water Ballast
Tank
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.7f Fire Fighting Equipment - Upper Deck Above Engine Room
7
Upper Deck Plan Key
7 &
A
A A
7 F - Foam Monitor
CO2
Lobby F
6.8KG Paint C W W 7
Locker F CO2
Hospital - CO2 Discharge Nozzle
Room Crew Fire Control F &
C WL
Room 9L
Garbage - Water Mist Nozzle for Local Fire Fighting System

C
Locker
C W F Dispensary
F
9L
Dn Engine Room
OX Entrance &
F
Up 9L Scrubber - Foam Valve with Connection (JIS F7335 Type) Globe
AC Crew's
Up C.D. & Changing 7
P.S. Room
Gymnasium - Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Globe
WL CO2 Officer's
Changing
Room 7- Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d
F Stairway Fire Hose Reel with Nozzle (Jet/Spray Combined Type) and Fire Hose 15m x 19d
CO2 9L
F
Engine Sauna CO2 F
9L
7 Room 6.8KG Hydraulic Power 9L CO2-
Pack Room CO2 Battery
7Hatch C.G.
Incinerator Locker
WL &
Room - Foam Box with Portable Foam Branch Pipe and Hose
C
CO2 Pub. T.
Incinerator Dry Provision CO2
Store - Master Control Box CO2 Discharge
WL Laundry
Bonded
A
Store Drying
Room - Water Spray Nozzle
C C F
7 - Stop Valve for Foam Main
CO2 Room F
Crew (A)
9L
Deck CO2 Room W
& - Stop Valve for Fire Main
Locker
CO2 CO2 Meat
Vegetable Spare F C
Room F
Room Crew (B) - Closing Appliance for Ventilation Inlet/Outlet Other Space
C C Lobby 7
A
A
7
7 & - Closing Appliance for Ventilation Inlet/Outlet in Accommodation
CO2
12 14 16 18 20 22 24 26 28 30 -
6.8KG
Portable CO2 Fire Extinguisher (6.8KG)
Local Fire Fighting System Remote Control Panel

Illustration 5.7g Fire Fighting Equipment - Upper Deck
Key
W - Bilge, Fire and General Service Pump

F
- Stop Valve for Fire Main 9L
F CO2
- Stop Valve for Foam Main & - Foam Box with Portable Foam Branch Pipe and Hose 6.8KG - Portable CO2 Fire Extinguisher (6.8KG)
F - Foam Monitor 7 - Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Angle 12KG - Dry Powder Fire Extinguisher (12KG)
- Sampling Point for Gas Detector 7- Fire Hose Box with Nozzle (Jet/Spray Combined Type) and Fire Hose 20m x 12d, 25m x 19d & - Foam Valve with Connection (JIS F7335 Type) Angle
7
M - Fire Valve with Hose Coupling (JIS F7335 Type) (50A) Globe
- Closing Appliance for Ventilation Inlet/Outlet In Machine Space
&
C - Foam Valve with Connection (JIS F7335 Type) Globe
- Closing Appliance for Ventilation Inlet/Outlet Other Space
F.B /
- Emergency/Rescue Equipment for Heli-Deck
F.P.S (Fire Blanket, Gloves, Fire Suit Assembly 2 Sets
M M Fire Axe, Crow Bar, Cutter, Safety Lamp, First Aid Equipment 1 Set)
7 7 Bow Loading
7 7
Space
7 7
7 7
7 7 F
7 7 &
Steering Gear 7 7 F F F F F
Room & Rope 7 7
7 F 7 F 7 F 7 F F
7 7 7 7 & & & & 7 &
Storage Space 7 7 7 7 W W W W W
W W
W F F F F F
F
7 W
7
7
Bosun's
7
7 7 No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank Store 7
7
No.1 Heavy Fuel 7
7
A.P.T. 7 Oil Bilge Tank 7
CO2 F
7 (Starboard) 7
6.8KG 9L
7 7
F.P.T.
Engine Room No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
7
7
Room Side Tangent Line
AP 10 20 30 40 50 57 62 69 76 83 90 97 FP
C
F.B /
P F.P.S
12KG
F & CO2
C
6.8KG
7 C
F
C C
C
C
7 & F 7 & F 7 & F 7 & F 7 & F

7
F F F F F &
7 W W W W W W F 7
F F F F F F
C 7
9L
C
C
CO2
7 & 7 & 7 & 7 & 6.8KG 7
7
7
C
7 7 &
C C
C
C
C
7
F
F C
&
AP 10 20 30 40 50 57 62 69 76 83 90 97 FP

5.8 FIRE DETECTION EQUIPMENT
Illustration 5.8a Fire Detection Symbol List
Signal Column (General Alarm, Fire Alarm,

CO2 Fire Air Horn
Deadman Alarm, Machinery Alarm, Telephone Call and Engineer Call)
SP Ceiling Mounting Type Alarm Speaker C.P. Control Panel
SP Public Address and General Emergency Alarm Speaker R.P. Repeater Panel
SAFETY
Pushbutton Switch for General Alarm PLAN
Storage Tube for Safety Plan
FIRE
Pushbutton Switch for Fire Alarm PLAN
Storage Tube for Fire Plan
M
Fire Damper for Engine Room Start/Stop Switch for Bilge No.1/No.2, Fire and General Service Pump
A
Fire Damper for other than Engine Room Start/Stop Switch for Emergency Fire Pump
Remote Control for Fuel/Lubricating Oil Valve Emergency Switchboard
Remote Control for Lubricating Oil Pump G Emergency Generator
Remote Control for Fuel Oil Pump 'A' Class Fire Door
M
Fan Control and Emergency Stop Switch for Engine Room 'B' Class Fire Door
A
Fan Control and Emergency Stop Switch for Others
G/T
S/T
SCAVENGE
Steam Releasing Valve for Main Engine Scavenge Fire Extinguisher
IG Inert Gas Installation
Flame Detector
Thermal Detector
Smoke Detector

Illustration 5.8b Fire Detection Equipment - Engine Room Floor

Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2 Low
No.1 Sea
CO2
Chest
Up
No.2 No.1
Up Up Up
Key
No.2
Main Engine (Hyundai - B & W 7S6OME-C)

- Fire Air Horn
No.1
SP No.2
No.2
Pump Room - Pushbutton Switch for Fire Alarm
No.1 Access
No.1
No.2 - Signal Column (General Alarm, Fire Alarm,

CO2 CO2
Deadman Alarm, Machinery Alarm, Telephone Call and Engineer Call)
No.1
- Smoke Detector
Up Up
Bilge Bilge
Tank Tank
Up SP - Public Address and General Emergency Alarm Speaker
CO2

Tank High
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Void
Water Ballast
Tank
14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.8c Fire Detection Equipment - Pump Room
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2 No.2
Low
Sea No.1
Chest No.1
DN
No.2
No.1
Pump
Room Key
Pump Room - Smoke Detector

Access
No.3
No.2
DN
No.1
No.1
Tank (Starboard)
Void
Water Ballast
Tank
36 38 40 42 44 46 48 50 52 54

Illustration 5.8d Fire Detection Equipment - Engine Room 3rd Deck Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank No.1
Bunker Tank
Electrician's SP (Port)
CO2
Workshop
Workshop
Store Room
Welding Key
Space
- Pushbutton Switch for Fire Alarm

CO2
Up Up
CO2 Dn
No.2 No.1 SP - Public Address and General Emergency Alarm Speaker
Free
Free - Signal Column (General Alarm, Fire Alarm, Deadman Alarm,
No.3 Space No.2 CO2
Emergency Fire Space Machinery Alarm, Telephone Call and Engineer Call)
SP
Pump Space Main Engine (Hyundai - B & W 7S6OME-C) Dn
No.1 Pump Room - Flame Detector

Emergency Escape Access
Trunking No.2 Crane
Service
No.2 No.1
- Thermal Detector
Area
No.2 - Smoke Detector

No.1
Dn Up
No.2 No.1
No.1 - 'A' Class Fire Door
No.2 No.1
CO2
No.2
No.1 No.2 CO2
No.1
Purifier No.2 No.1

No.1 No.1 No.1 No.1
No.1
Heavy Fuel Oil
Heavy Fuel
Oil ServiceTank
Void (Slope Bottom)
Water Ballast
Tank
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.8e Fire Detection Equipment - Engine Room 2nd Deck Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
Marine Diesel
(Port)
Oil Storage No.1
Tank Heavy Fuel Oil
Bunker Tank
(Port)
Fresh
Water Tank SP Engine Control
(Port) Room SP
Key
SP
Up Up - Fire Air Horn

Up CO2 Up
Dn - Flame Detector
CO2
Cylinder Oil
No.2 Storage Tank
Auxiliary - Thermal Detector
Steering Gear Boiler
Room & Rope Main
- Smoke Detector
Pump Room
Crane Service Oil Settling
Access
Area Tank M
Main - Fire Damper for Engine Room
CO2
Lubricating
No.1 Turbine Oil Storage
Auxiliary Lubricating Oil - Pushbutton Switch for Fire Alarm
Tank
Boiler Storage Tank Generator
Engine
Dn Lubricating Oil - Pushbutton Switch for General Alarm
Up Storage Tank
SP - Public Address and General Emergency Alarm Speaker
No.2 No.1
Fresh No.2
- Signal Column (General Alarm, Fire Alarm, Deadman Alarm,
No.1 CO2
Water Tank Machinery Alarm, Telephone Call and Engineer Call)
(Starboard) M
No.1
Heavy Fuel Oil SP - Ceiling Mounting Type Alarm Speaker
Bunker Tank
Marine - 'A' Class Fire Door
No.2
Tank Settling Tank Tank
Bunker Tank
Tank
Oil Service Tank
(Slope Bottom)
Void
Water Ballast
Tank
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.8f Fire Detection Equipment - Upper Deck Above Engine Room
Upper Deck Plan

SAFETY
PLAN
SP Lobby
Paint SP
Locker Key
Hospital
Emergency Generator Foam &
6-Suez SAFETY
Room Fire Control - Storage Tube for Safety Plan
Crew PLAN
Room
Garbage
Locker
SP SP FIRE
Dispensary - Storage Tube for Fire Plan
SP PLAN
Dn Engine Room
OX SP Entrance - Emergency Switchboard
Up Scrubber
AC Crew's
Up C.D. & Changing
P.S. - Pushbutton Switch for Fire Alarm
SP FIRE
SP Room
Gymnasium PLAN Officer's
Changing SP - Ceiling Mounting Type Alarm Speaker
SP Room
Stairway
CO2 SP - Public Address and General Emergency Alarm Speaker
Engine Sauna SP
Room SP Hydraulic Power
Hatch Pack Room
SP C.G. - Flame Detector
CO2 Locker SP
Incinerator SP
Room Pub. T. - Thermal Detector
SP
Incinerator Dry Provision
SP Store SP
Bonded Laundry
- Smoke Detector
Store
SP
CO2 - Signal Column (General Alarm, Fire Alarm,

SP
Locker SP Deadman Alarm, Machinery Alarm, Telephone Call and Engineer Call)
Fish Lobby
Room Spare
SP Crew (A)
Deck CO2 Room - 'A' Class Fire Door
Locker SP
Meat
Vegetable
Room Spare - 'B' Class Fire Door
Room
Lobby SP Crew (B)
SAFETY
PLAN
12 14 16 18 20 22 24 26 28 30

5.9 LIFE SAVING EQUIPMENT AND ESCAPE ROUTES
Illustration 5.9a Life Saving Equipment and Escape Routes Symbol List
Life/Rescue Boat(s) Emergency Escape Breathing Apparatus
Lifeboat Davit and Winch Emergency Exit
Liferaft Secondary Escape Route
Rope Ladder B Lifeboat Davit Winch Operating Procedure
Knotted Rope Ladder R Liferaft Launching Procedure
Line Throwing Appliance M Muster List
Signal J The Method of Donning Life Jacket
Lifebuoy with Self-Igniting Light and Smoke Signal T Training Manual and the Fire Operation Manual
Lifebuoy with Self-Igniting Light
Lifebuoy with Line (30m)
Life Jacket
LJB Life Jacket Box
Immersion Suit
Two-Way Transceiver
Satellite EPIRB
Radar Transponder (SART)
Muster Point

Illustration 5.9b Life Saving Equipment and Escape Routes - Engine Room Floor
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2 Low
No.1 Sea
Chest
Up
No.2 No.1
Up Up Up
Key
No.2
Main Engine (Hyundai - B & W 7S6OME-C) No.1 - Emergency Exit

No.2
No.2
Pump Room
Access - Secondary Escape Route
No.1
No.1
No.2
- Emergency Escape Breathing Apparatus
No.1
Up Up
Bilge Bilge
Tank Tank
Up

Tank High
Sea
Chest
No.1
Heavy Fuel Oil
Bunker Tank
(Starboard)
Void
Water Ballast
Tank
14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.9c Life Saving Equipment and Escape Routes - Pump Room
Water Ballast
Tank
Void
No.1
Heavy Fuel Oil
Bunker Tank
(Port)
No.2 No.2
Low
Sea No.1
Chest No.1
DN
No.2
No.1
Pump
Room Key
Pump Room - Emergency Escape Breathing Apparatus

Access
No.3
No.2
DN
No.1
No.1
Tank (Starboard)
Void
Water Ballast
Tank
36 38 40 42 44 46 48 50 52 54

Illustration 5.9d Life Saving Equipment and Escape Routes - Engine Room 3rd Deck Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank No.1
Bunker Tank
Electrician's (Port)
Workshop
Workshop
Store Room
Welding
Space
Dn Up Up
No.2 No.1
Free Key
Free
No.3 Space No.2
Emergency Fire Space
Pump Space Main Engine (Hyundai - B & W 7S6OME-C) Dn - Emergency Exit
No.1 Pump Room
Emergency Trunking Access
No.2 Crane - Emergency Escape Breathing Apparatus
Service
Area No.2 No.1
No.2
No.1
Dn Up
No.2 No.1
No.1
No.2 No.1
No.2
No.1 No.2
No.1
Purifier No.2 No.1

No.1 No.1 No.1 No.1
No.1
Heavy Fuel Oil
Heavy Fuel
Oil ServiceTank
Void (Slope Bottom)
Water Ballast
Tank
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.9e Life Saving Equipment and Escape Routes - Engine Room 2nd Deck Water Ballast
Tank
Void
No.2
Heavy Fuel Oil
Bunker Tank
Marine Diesel
(Port)
Oil Storage No.1
Tank Heavy Fuel Oil
Bunker Tank
(Port)
Fresh
Water Tank Engine Control
(Port) Room
LJB
Up Up
Up Up
Dn Key
Cylinder Oil
No.2 Storage Tank
Auxiliary - Emergency Exit
Steering Gear Boiler
Room & Rope Main
- Emergency Escape Breathing Apparatus
Pump Room
Crane Service Oil Settling
Access
Area Tank
- Life Jacket
Emergency Trunking Main
Turbine Lubricating
No.1
Lubricating Oil Oil Storage
Auxiliary LJB - Life Jacket Box
Storage Tank Tank
Boiler Generator
Engine
Dn Lubricating Oil
Up Storage Tank
No.2 No.1
Fresh No.2 No.1
Water Tank
(Starboard)
No.1
Heavy Fuel Oil
Bunker Tank
Marine
No.2
Tank Settling Tank Tank
Bunker Tank
Tank
Oil Service Tank
(Slope Bottom)
Void
Water Ballast
Tank
12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50 52 54

Illustration 5.9f Life Saving Equipment and Escape Routes - Upper Deck Above Engine Room
Upper Deck Plan
Lobby
Paint
Locker
Hospital
Room Crew Fire Control
Room
Garbage
Locker
Dispensary
Dn Engine Room
OX Entrance
Up Scrubber
AC Crew's
Up C.D. & Changing
P.S. Room
Gymnasium
Officer's
Changing Key
Room
Stairway
- Emergency Exit
Engine Sauna
Room Hydraulic Power
Hatch C.G. Pack Room - Life Jacket
J
Incinerator Locker
Room
Pub. T. M M - Muster List
Incinerator Dry Provision
Store
Bonded Laundry J - The Method of Donning Life Jacket
Store
Drying
Room

Room Crew (A)
Deck CO2 Room
Locker
Meat
Vegetable Spare
Room
Room Crew (B)
Lobby
12 14 16 18 20 22 24 26 28 30

Illustration 5.9g Life Saving Equipment and Escape Routes - Upper Deck
Bow Loading
Space
Steering Gear
Room & Rope
Storage Space
Bosun's
No.6 Cargo Oil Tank No.5 Cargo Oil Tank No.4 Cargo Oil Tank No.3 Cargo Oil Tank No.2 Cargo Oil Tank No.1 Cargo Oil Tank Store
No.1 Heavy Fuel
A.P.T. Oil Bilge Tank
(Starboard)
F.P.T.
Engine Room No.6 Water Ballast Tank No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
Room Side Tangent Line
AP 10 20 30 40 50 57 62 69 76 83 90 97 FP
Key
- Liferaft - Life Jacket - Secondary Escape Route - Emergency Exit
- Rope Ladder - Lifebuoy with Self-igniting Light R - Liferaft Launching Procedure
LJB - Life Jacket Box - Lifebuoy with Line (30m) J - The Method of Donning Life Jacket
LJB
J R
AP 10 20 30 40 50 57 62 69 76 83 90 97 FP

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Yuri Senkevich - Hull No.

1602 Machinery Operating Manual

Issue: 1 IMO No.9301419 Front Matter - Page 1 of 9

Issue: 1 IMO No.9301419 Front Matter - Page 2 of 9

5.5 Fire in the Engine Room

5.6 Emergency Power Failure

5.7 Fire Fighting Equipment

5.8 Fire Detection Equipment

Issue: 1 IMO No.9301419 Front Matter - Page 3 of 9

1.9 To Prepare Main Plant for Inerting/Ventilating April 2006

Issue: 1 IMO No.9301419 Front Matter - Page 4 of 9

Issue: 1 IMO No.9301419 Front Matter - Page 5 of 9

Issue: 1 IMO No.9301419 Front Matter - Page 6 of 9

Diaphragm Operated Valve

Marine Diesel Oil

Screw Down Simplex Ballast Water

Not Connected Electrical Signal

W Wax Expansion Type Lubricating Oil

Sounding Head with Spectacle Flange Sludge

Foot Valve Storm Valve Hand Pump Tank Penetration

Issue: 1 IMO No.9301419 Front Matter - Page 7 of 9

Receptacle 110 Central meter

Issue: 1 IMO No.9301419 Front Matter - Page 8 of 9

Issue: 1 IMO No.9301419 Front Matter - Page 9 of 9

1b Location Plan of Engine Room - Pump Room

1c Location Plan of Engine Room - 3rd Deck

1d Location Plan of Engine Room - 2nd Deck

1e Location Plan of Engine Room - Upper Deck

1f Location Plan of Engine Room - Above

1g Location Plan of Engine Room - Port Elevation at Centerline

Part 1: Operational Overview

1.2 To Prepare Main Plant for Operation

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition

1.4 To Change Main Plant from Manoeuvring to Full Away

1.5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change Main Plant from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished With Engines

1.9 To Prepare Main Plant for Inerting/Ventilating

1.12 To Secure Main Plant for Dry Dock

PRINCIPAL MACHINERY PARTICULARS

2 - Oily Bilge Pump

11 8 - Marine Growth Protection System Chlorination Unit

21 21 - Heavy Fuel Oil Transfer Pump

No.1 24 - Generator Engine Lubricating Oil Purifier Supply Pump

29 - Stern Tube Lubricating Oil Cooler

31 - Stern Tube Lubricating Oil Sump Tank

Issue: 1 IMO No.9301419 Section 1 - Page 1 of 7

4 1 - Economiser Feed Water Pump

7 7 - Cargo Oil Pump Turbine

DN 7 9 - Remote Control Valves System Solenoid Valve Cabinet No.3

Issue: 1 IMO No.9301419 Section 1 - Page 2 of 7

4 13 - Fresh Water Generator

36 37 38 39 40 No.1 36 - Main Engine Fuel Oil Supply Pump

Issue: 1 IMO No.9301419 Section 1 - Page 3 of 7

Issue: 1 IMO No.9301419 Section 1 - Page 4 of 7

Upper Deck Plan

Fish Lobby Locker Spare

Issue: 1 IMO No.9301419 Section 1 - Page 5 of 7

A Deck Plan B Deck Plan C Deck Plan

1 1 - Topping-Up Inert Gas Generator

Incinerator 11 7 - No.1 Engine Room Ventilation Fan (Reversible Type)